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WELCOME

AUTOMATIC DIFFERENTIAL
UNIT LOCKING SYSTEM
MECH GROUP2
DEPT.OF MECHANICAL ENGG

GROUP MEMBERS
ATHUL PM
MUHAMMAD AFNAN
MUHAMMED SHAMEEM
SUJITH TS
VISHNU NR

GROUP GUIDE : NITHIN NARAYANAN

EXISTING MECHANISM
A differential is a device which is used when a

vehicle is negotiating a turn, the outside


wheel travels a greater distance and turns
faster than the inside wheel.
It splits the engine torque two ways, allowing
each output to spin at a different speed

DRAWBACKS OF EXISTING
MECHANISM
While climbing in steep hills the differential is

not really needed there are some transmission


losses in the differential. So at this time the unit
is locked in our design
When a heavy truck is struck in a pit or mud it is
very difficult to recover the truck as the
differential unit cuts the power which is to be
transmitted to the wheel struck. In this project
the unit is disengaged and power is directly
given to the axle by pneumatic means and so
the recovery is made easier.
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TYPES OF DIFFERENTIAL
Conventional or Open
Limited Slip
Automatic Locking
Manual Locking

FEASIBLITY STUDY
TECHNICAL FEASIBILITY: based on the

mechanism used and the drives and


components used to execute the above said
mechanism.
ECONOMIC FEASIBILITY: deals with the
analysis of costs against benefits
OPERATIONAL FEASIBILITY: to make sure
mechanism is effective and performs the
process desired in very effective manner and
thus overcoming the drawbacks found in the
already existing mechanism.
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LITERATURE SURVEY
For the improving traction control TORSEN

differential is chosen
Performs 2 functions
1. Transmitting power from a single power
source to two drive axles
2. Differentiation

COMPARISON WITH OPEN


DIFFERENTIAL
The drive axles associated with an open

differential are interconnected by a bevel gear


set designed to divide equal torque between
drive axles
If one of the drive wheels should lose traction,
any attempt to deliver additional torque to the
other drive wheel having better traction will
result in undesirable 'spin up' of the wheel
having poorer traction

To overcome this problem, in the Torsen

differential the drive axles are interconnected


with an Invex gearing arrangement.
This gearing is designed to support a
predetermined ratio of torques between drive
axles.
In comparison with an open differential, under
the
same
conditions,
a
'4:1'
bias
ratio(maximum torque ratio ) differential is
capable of delivering approximately two and
one-half times more torque to the drive axles
collectively than an open differential.
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COMPONENTS
DIFFERENTIAL
VISCOUS COUPLING : used to link the back

wheels to the front wheels ,when one set


of wheels starts to slip, torque will be
transferred to the other set.
PNEUMATIC
COMPONENTS : systems
operate on a supply of compressed air at a
pressure to suit the capacity of the system.

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WORKING PRINCIPLE
The main purpose is to lock the differential

or to disengage the differential at the time


when its needed to be.
For that lock the differential we need to

connect the two shafts on the either side so


that the differential has no effect on the
axle.
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For connecting the two shafts we use two

circular plates on the either sides of the


differential.
They get mated as soon as possible even in

their rotation.
When the pneumatic valve is actuated then

one of the plate is pushed to other.


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So that the plates get mated and hence

the shafts are connected.


So thus the differential is disengaged.
To engage the differential again a spring is

used to push the plates apart.

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PERFORMANCE OF
DIFFERENTIAL UNIT
VEHICLE TRAVEL ON STRAIGHT ROADS

On smooth, dry, straight road surfaces,


with no apparent traction management
problem, Torsen differential performance is
virtually undetectable from that of an open
differential.

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On slippery road surfaces where one of the

drive wheels does not have adequate traction


to support at least one-half of the applied
engine torque to the differential housing, the
Torsen differential delivers an increased
amount of the applied torque to the drive
wheel having better traction.

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VEHICLE TRAVEL THROUGH TURNS


In turning situations, the outside wheels of a

vehicle travel over more distance than the


inside wheels. So, the inside and outside drive
wheels must rotate at slightly different speeds.
In order for one drive wheel to rotate faster
than the other, the drive wheel having greater
resistance to rotation slows with respect to the
differential case and transfers torque to the
other wheel contributing to its faster rotation.
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Bias ratio should be selected to provide the

maximum traction advantage that will still


allow both drive wheels to deliver significant
portions of engine torque in turns.
Since torque is already distributed in
increased proportion to the inside drive wheel,
it is exceedingly unlikely that the outside drive
wheel will ever exceed available traction and
'spin up.

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THANK YOU

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