Design and Manufacturing of Differential Locking System

Shashank Vaidya1, Chetan Gurav2, Shubham Rajore3, Vishal Rokade4

‘ABMSP’S Anantrao Pawar College of Engineering & Research,

Savitribai Phule Pune University, Pune – 411007
Maharashtra State, India’
( shashankvaidya1996@gmail.com, chetangurav4496@gmail.com,
shubhamrajore291@gmail.com,vrokade2013@gmail.com )

Abstract

The differential locking system used in automobiles is defined as a system that provides
increased traction as compared to standard or open differential by restricting each of the two
wheels on the same rotational speed without regard to available traction or differences in
resistance seen at each wheel. The differential locking system (DLS) is the important element in
automobile used for traction movement of the 4 wheeler vehicle under ideal condition. This
traction movement dominates the wheel motion and speed at the time when wheel(s) are trapped
on the pit/slippery road . In this project , modification of differential system converts the
conventional differential action to equalization of speed and power of both the wheels (outside
and inside the pit). Thus increasing traction helping the vehicle wheel to come out of the pit.
That is the amount of traction to propel vehicle at any given moment depends on the load at that
instance.

1.Introduction

A differential is a gear train with three shafts that has the property that the angular velocity of
one shaft is the average of the angular velocities of the others, or a fixed multiple of that average.
In automobiles and other wheeled vehicles, the differential allows the outer drive wheel to rotate
faster than the inner drive wheel during a turn. This is necessary when the vehicle turns, making
the wheel that is traveling around the outside of the turning curve roll farther and faster than the
other. The average of the rotational speed of the two driving wheels equals the input rotational
speed of the drive shaft. An increase in the speed of one wheel is balanced by a decrease in the
speed of the other.

When used in this way, differential couples the input shaft (or prop shaft) to the pinion, which in
turn runs on the crown wheel of the differential. This also works as reduction gearing to give the
ratio. On rear wheel drive vehicles the differential may connect to half-shafts inside an axle
casing or drive shafts that connect to the rear driving wheels. Front wheel drive vehicles tend to
have the pinion on the end of the main-shaft of the gearbox and the differential is enclosed in the
same casing as the gearbox. They have individual drive-shafts to each wheel. Older 4x4 vehicles
and tractors usually have a solid front axle, the modern way can be a separate differential and
drive shaft arrangement for the front.

A differential consists of one input, the drive shaft, and two outputs which are the two drive
wheels, however the rotation of the drive wheels are coupled by their connection to the roadway.
Under normal conditions, with small tire slip, the ratio of the speeds of the two driving wheels is
defined by the ratio of the radii of the paths around which the two wheels are rolling, which in
turn is determined by the track-width of the vehicle (the distance between the driving wheels)
and the radius of the turn.

1.1 Objective

a. The major objective of our project is to prevent these types of accidents with some simple
and economical means.
b. To prevent the unexpected reverse motion of an Automobile under gradients and
mountain roads.
c. To protect the heavy load vehicle drivers and fellow Pedestrians from disastrous
accidents occurring due to Loss of control and improper handling of equipment.
d. To ensure the safety of the driver and vehicle on inclined grounds.
e. To increase the life of brake shoe and to reduce the fuel consumption.

2. Problem Definition

Loss of Traction

The torque applied to each driving wheel is a result of the engine, transmission and drive axles
applying a twisting force against the resistance of the traction at that road wheel. In lower gears
and thus at lower speeds, and unless the load is exceptionally high, the drivetrain can supply as
much torque as necessary, so the limiting factor becomes the traction under each wheel. It is
therefore convenient to define traction as the amount of torque that can be generated between the
tire and the road surface, before the wheel starts to slip. If the torque applied to drive wheels does
not exceed the threshold of traction, the vehicle will be propelled in the desired direction; if not,
then one or more wheels will simply spin.

3. Design Methodology

In our attempt to design a special purpose machine we have adopted a very a very careful
approach, the total design work has been divided into two parts mainly;
• System design
• Mechanical design
System design mainly concerns with the various physical constraints and ergonomics, space
requirements, arrangement of various components on the main frame of machine no of controls
position of these controls ease of maintenance scope of further improvement; height of m/c from
ground etc.
In Mechanical design the components are categorized in two parts :-
• Design parts
• Parts to be purchased

For design parts detail design is done and dimensions thus obtained are compared to next highest
dimension which are readily available in market this simplifies the assembly as well as post
production servicing work.

3.1 Working

When one of the wheels (e.g. RH wheel) goes in a pit or slippery condition due to loss in traction
(friction between road and wheel) wheel shaft stops turning.
• As a result the LH wheel shaft speeds up to twice, transmission speed vehicle tiers cannot
generate enough traction to come out of the pit.
• The proximity sensor senses this drop in speed or motion and through the electronic relay
operated the DC motor.
• DC motor pinion drives the rack shifter mechanism to the right.
• Shifter mechanism moves the dog ring toward right and the dog teeth engage in the spike shaft
slot.
• Engagement will lock the spike shaft thereby the conventional differential actions stops and
both the wheel shafts get engaged in drive and thus equal power is given to either wheels.
• Wheels after receiving the power will pull/push the vehicle out of pit. Operator moves the
reversing switch to bring the dog ring back out of engagement thus conventional differential
action is restored.
3.2 Mechanics of Differential Locking System

The differential is shown in the rear axle housing. The rear axle housing includes a flange
supporting the bearing retainer. The bearing retainer supports the differential bearing assembly
and a rear axle bearing assembly and the differential bearing assembly.
RH / LH Wheel Shaft
The left-hand rear axle which is also called LH output shaft rotates on the common axis with the
right-hand rear axle or RH output shaft and vice-versa.
SPIKE SHAFT
Spike shaft is provided with slots on the top of it. Engagement will lock the spike shaft thereby
the conventional differential actions stops and both the wheel shafts get engaged in drive and
thus equal power is given to either wheels.

DOG RING
The dog ring is provided with a single spike for engagement. Shifter mechanism moves the dog
ring toward right and the dog teeth engage in the spike shaft slot. Presently the dog ring is
provided with a single spike for engagement.

4. Material Procurement
Material is procured as per raw material specification and part quantity. Part process planning is
done to decide the process of manufacture and appropriate machine for the same.
General material used :-
EN24- ALLOY STEEL
EN9- PLAIN CARBON STEEL
MS-MILD STEEL

STD- STANDARD PARTS SELECTED FROM PSG DESIGN ; DATA/MANUFACTURER

CATALOGUE
5. Conclusion
In the present work, design of proposed differential locking system is completed in CATIA and
its assembly is done. On comparing conventional and our new modified differential locking
system, we came to conclusion that locking of wheel shafts with the help of spike shaft and dog
ring is found very useful in designing. In concluding the words of our project, since the locking
of the differential is very much useful in reducing a considerable amount of loss due the
transmission through the differential and also in recovering the heavy trucks from pits in rainy
season this could be a source for the above said solutions. Results obtained from the
experimentation predict the effective locking which is required by the differential when the
vehicle wheel stucked in to any obstacle like mud.

6. References
• Karande Mahesh J. et al. ; “Manufacturing of Simple Differential Locking System”,
International Journal of Engineering Technology, Management and Applied Sciences.
Volume 3 Issue 3, ISSN 2349-4476, March 2015.

• S. Jesu Benner et al. ; “Advanced Development Of Semi-Automatic Traction Control

System Using Differential Unit”, IJREAT International Journal of Research in
Engineering & Advanced Technology. Volume 2, Issue 1, Feb-Mar, 2014.

• Mrunmay Raut et al. ; “Automobile Reverse Locking Differential Mechanism”,

International Research Journal of Engineering and Technology (IRJET). Volume: 03
Issue: 03, Mar-2016.

• GMK Sandeep et al. ; “Brake Assisted Differential Locking System”, 3rd International
Conference On Recent Innovations in Science Engineering & Management. 27 Feb,
2016.

• Prof. A. S. Todkar and R. S. Kapare ; “Design, Development & Testing Of Automatic

Differential Locking System” International Journal of Advanced Engineering
Technology.