AUTOMATIC DIFFERENTIAL

UNIT LOCKING SYSTEM

CONTENTS
 CONTENTS

CHAPTER NO TITLE

SYNOPSIS

LIST OF FIGURES

NOMENCLATURE

1 Introduction

2 Literature review

3 Description of equipments

4 Design and drawing

5 Working principle

6 Merits and demerits

7 Applications

8 List of materials

9 Cost Estimation

10 Conclusion

Bibliography

photography
SYNOPSIS
 SYNOPSIS

The proposed mechanism is to lock the differential. By locking the

differential the differential is disengaged from the axle. Thus the power is

directly transmitted to the axle and hence to the wheels. This will considerably

reduce the power loss in some occasions when unwanted loss is happening due

to the transmission if power from the shaft to the differential and then to the

axle and hence to the wheels. So in mechanism the unwanted power loss in the

due course of transmission through the differential is reduced.

There are some drawbacks in the existing mechanism and we overcome it

in the proposed project. The first is while climbing in steep hills the differential

is not really needed as the speed of the vehicle is low. And also there are some

transmission loses in the differential. So at this time the unit is locked and the

loss is overcome. Then 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. So 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. This is even made use in the vehicle to be driven in the dense

forests and even in dessert.

INTRODUCTION
 INTRODUCTION

A differential is a device which is used in vehicles over a few decades

and when a vehicle is negotiating a turn, the outside wheel travels a greater
distance and turns faster than the inside wheel. The differential is the device
transmitting the power to each wheel, allows one wheel to turn faster than the
other. It splits the engine torque two ways, allowing each output to spin at a
different speed. The differential is found on all modern cars and trucks, and also
in many all-wheel-drive (full-time four-wheel-drive) vehicles.

These all-wheel-drive vehicles need a differential between each set of

drive wheels, and they need one between the front and the back wheels as well,
because the front wheels travel a different distance through a turn than the rear
wheels. Part-time four-wheel-drive systems don't have a differential between the
front and rear wheels; instead, they are locked together so that the front and rear
wheels have to turn at the same average speed. This is why these vehicles are
hard to turn on concrete when the four-wheel-drive system is engaged.
 There are some drawbacks in the existing mechanism and we overcome it
in the proposed project. The first is while climbing in steep hills the differential
is not really needed as the speed of the vehicle is low. And also there are some
transmission loses in the differential. So at this time the unit is locked and the
loss is overcome.

Then 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. So in this project the unit is disengaged and
power is directly given to the axle and so the recovery is made easier. This is
even made use in the vehicle to be driven in the dense forests and even in
dessert.

LITERATURE REVIEW
 CHAPTER -2

LITERATURER REVIEW

2.1 BRAKE SYSTEM

A brake is a device for slowing or stopping the motion of a machine or

vehicle, or alternatively a device to restrain it from starting to move again.
Brakes of some description are fitted to most wheeled vehicles, including
automobiles of all kinds, trucks, trains, motorcycles, and bicycles. Baggage
carts and shopping carts may have them for use on a moving ramp. Some
airplanes are fitted with wheel brakes on the undercarriage. Some aircraft also
feature air brakes designed to slow them down in flight. Friction brakes on cars
store the heat in the rotating part (drum brake or disc brake) during the brake
application and release it to the air gradually The kinetic energy lost by the
moving part is usually translated to heat by friction. Alternatively, in
regenerative braking, much of the energy is recovered and stored in a flywheel,
capacitor or turned into alternating current by an alternator, then rectified and
stored in a battery for later use. Kinetic energy increases with the square of the
velocity (E = (mv2)/2). This means that if the speed of a vehicle doubles, it has
four times as much energy. The brakes must therefore dissipate four times as
much energy to stop it and consequently the braking distance is four times as
long. When the brake pedal is depressed, the vehicle’s braking system transmits
the force from your foot to its brakes through a fluid. Since the actual brakes
require a much greater force than the leg could apply with, vehicle must also
multiply the force of foot. It does this in two ways; mechanical advantage
(leverage) and hydraulic force multiplication. The brakes transmit the force to
the tires using friction, and the tires transmit that force to the road using friction
also. The modern automotive brake system has been refined for over 100 years
and has become extremely dependable and efficient. The typical brake system
consists of disk brakes in front and either disk or drum brakes in the rear
connected by a system of tubes and hoses that link the brake at each wheel to
the master cylinder. Other systems that are connected with the brake system
include the parking brakes, power brake booster and the anti-lock system. When
the brake pedal is pressed, it pushed against a plunger in the master cylinder
which forces hydraulic oil (brake fluid) through a series of tubes and hoses to
the braking unit at each wheel. Since hydraulic fluid (or any fluid for that
matter) cannot be compressed, pushing fluid through a pipe is just like pushing
a steel bar through a pipe. Unlike a steel bar, however, fluid can be directed
through many twists and turns on its way to its destination, arriving with the
exact same motion and pressure that it started with. It is very important that the
fluid is pure liquid and that there is no air bubbles in it. Air can compress which
causes sponginess to the pedal and severely reduced braking efficiency. If air is
suspected, then the system must be bled to remove the air. There are "bleeder
screws" at each wheel cylinder and caliper for this purpose.
Figure 2.1: Modern automotive brakes system
 CHAPTER-3

DESCRIPTION OF EQUIPMENT
 CHAPTER -3

DESCRIPTION OF EQUIPMENT

A differential is a particular type of simple planetary gear train that has

the property that the angular velocity of its carrier is the average of the angular
velocities of its sun and annular gears. This is accomplished by packaging the
gear train so it has a fixed carrier train ratio R = -1, which means the gears
corresponding to the sun and annular gears are the same size. This can be done
by engaging the planet gears of two identical and coaxial epicyclical gear
trains to form a spur gear differential. Another approach is to use bevel gears for
the sun and annular gears and a bevel gear as the planet, which is known as
a bevel gear differential
Epicyclic differential

Figure.3.1spur gear
Epicyclic gearing is used here to apportion torque asymmetrically. The input
shaft is the green hollow one, the yellow is the low torque output, and the pink
is the high torque output. The force applied in the yellow and the pink gears is
the same, but since the arm of the pink one is 2× to 3× as big, the torque will be
2× to 3× as high.

An epicyclic differential can use epicyclic gearing to split and

apportion torque asymmetrically between the front and rear axles. An epicyclic
differential is at the heart of the Toyota Prius automotive drive train, where it
interconnects the engine, motor-generators, and the drive wheels (which have a
second differential for splitting torque as usual). It has the advantage of being
relatively compact along the length of its axis (that is, the sun gear shaft).

Epicyclic gears are also called planetary gears because the axes of the planet
gears revolve around the common axis of the sun and ring gears that they mesh
with and roll between. In the image, the yellow shaft carries the sun gear which
is almost hidden. The blue gears are called planet gears and the pink gear is the
ring gear or annulus.

Spur-gear differential
This is another type of differential that was used in some early
automobiles, more recently the Oldsmobile Tornado, as well as other non-
automotive applications. It consists of spur gears only.

A spur-gear differential has two equal-sized spur gears, one for each half-
shaft, with a space between them. Instead of the Bevel gear, also known as a
miter gear, assembly (the "spider") at the centre of the differential, there is a
rotating carrier on the same axis as the two shafts. Torque from a prime
mover or transmission, such as the drive shaft of a car, rotates this carrier.

Mounted in this carrier are one or more pairs of identical pinions,

generally longer than their diameters, and typically smaller than the spur gears
on the individual half-shafts. Each pinion pair rotates freely on pins supported
by the carrier. Furthermore, the pinion pairs are displaced axially, such that they
mesh only for the part of their length between the two spur gears, and rotate in
opposite directions. The remaining length of a given pinion meshes with the
nearer spur gear on its axle. Therefore, each pinion couples that spur gear to the
other pinion, and in turn, the other spur gear, so that when the drive shaft rotates
the carrier, its relationship to the gears for the individual wheel axles is the same
as that in a bevel-gear differential.
 A spur gear differential is constructed from two identical coaxial
epicyclic gear trains assembled with a single carrier such that their planet gears
are engaged. This forms a planetary gear train with a fixed carrier train ratio R =
-1.

In this case, the fundamental formula for the planetary gear train yields,

or

Thus, the angular velocity of the carrier of a spur gear differential

is the average of the angular velocities of the sun and annular gears.[5]

In discussing the spur gear differential, the use of the term annular
gear is a convenient way to distinguish the sun gears of the two
epicyclical gear trains. The second sun gear serves the same purpose as
the annular gear of a simple planetary gear train, but clearly does not
have the internal gear mate that is typical of an annular gear.

Non-automotive applications

Figure.3.2 differential unit

Differential used to control the take-up reel of a paper tape reader made by
Tally circa 1962. The bevel gears spin freely on their shafts, unless a brake
shoe stops the left gear. This causes the planet gear to drive the output shaft at
half the speed of the driven gear on the right.

Figure.3.3 gear setup

Planetary differential used to drive achart recorder circa 1961. The
motors drive the sun and annular gears, while the output is taken from the planet
gear carrier. This gives 3 different speeds depending on which motors are on.

Chinese south-pointing chariots may also have been very early applications of
differentials. The chariot had a pointer which constantly pointed to the south, no
matter how the chariot turned as it travelled. It could therefore be used as a type
of compass. It is widely thought that a differential mechanism responded to any
difference between the speeds of rotation of the two wheels of the chariot, and
turned the pointer appropriately. However, the mechanism was not precise
enough, and, after a few miles of travel, the dial could have very well been
pointing in the complete opposite direction.

The earliest definitely verified use of a differential was in a clock made by

Joseph Williamson in 1720. It employed a differential to add the
Equation to local mean time, as determined by the clock mechanism, to
produce solar time, which would have been the same as the reading of a sundial.
During the 18th Century, sundials were considered to show the "correct" time,
so an ordinary clock would frequently have to be readjusted, even if it worked
perfectly, because of seasonal variations in the Equation of Time. Williamson's
and other equation clocks showed sundial time without needing readjustment.
Nowadays, we consider clocks to be "correct" and sundials usually incorrect, so
many sundials carry instructions about how to use their readings to obtain clock
time.

In the first half of the twentieth century, mechanical analog computers,

called differential analyzers, were constructed that used differential gear trains
to perform addition and subtraction. The U.S. Navy Mk.1 gun fire control
computer used about 160 differentials of the bevel-gear type.

A differential gear train can be used to allow a difference between two

input axles. Mills often used such gears to apply torque in the required axis.
Differentials are also used in this way in watchmaking to link two separate
regulating systems with the aim of averaging out errors.Greubel Forsey use a
differential to link two double tourbillon systems in their Quadruple Differential
Tourbillon.

Application to vehicles

A vehicle with two drive wheels has the problem that when it turns a corner the
drive wheels must rotate at different speeds to maintain traction. The
automotive differential is designed to drive a pair of wheels while allowing
them to rotate at different speeds. In vehicles without a differential, such
as karts, both driving wheels are forced to rotate at the same speed, usually on a
common axle driven by a simple chain-drive mechanism.
When cornering the inner wheel travels a shorter distance than the outer wheel,
so without a differential either the inner wheel rotates too fast or the outer wheel
drags, which results in difficult and unpredictable handling, damage to tires and
roads, and strain on (or possible failure of) the entire drivetrain.

In rear-wheel drive automobiles the central drive shaft (or prop shaft) engages
the differential through a hypoid gear (crown-wheel and pinion) the crown-
wheel is mounted on the carrier of the planetary chain that forms the
differential. This hypoid gear is a bevel gear that changes the direction of the
drive rotation.

Figure3.4 bevel gear

Hypoid gear pair that connects an automotive drive shaft to a differential.
Functional description

Figure3.4 bevel gear rotation

Input torque is applied to the ring gear (blue), which turns the entire carrier
(blue). The carrier is connected to both sun gears (red and yellow) only through
the planet gear (green). Torque is transmitted to the sun gears through the planet
gear. The planet gear revolves around the axis of the carrier, driving the sun
gears. If the resistance at both wheels is equal, the planet gear revolves without
spinning about its own axis, and both wheels turn at the same rate.

Figure3.5 bevel gear

If the left sun gear (red) encounters resistance, the planet gear (green) spins as
well as revolving, allowing the left sun gear to slow down, with an equal
speeding up of the right sun gear (yellow).

The following description of a differential applies to a "traditional" rear-

wheel-drive car or truck with an "open" or limited slip differential combined
with a reduction gear set using bevel gears (these are not strictly necessary -
see spur-gear differential):

Thus, for example, if the car is making a turn to the right, the main crown
wheel may make 10 full rotations. During that time, the left wheel will make
more rotations because it has further to travel, and the right wheel will make
fewer rotations as it has less distance to travel. The sun gears (which drive the
axle half-shafts) will rotate in opposite directions relative to the ring gear by,
say, 2 full turns each (4 full turns relative to each other), resulting in the left
wheel making 12 rotations, and the right wheel making 8 rotations.

The rotation of the crown wheel gear is always the average of the
rotations of the side sun gears. This is why, if the driven road wheels are lifted
clear of the ground with the engine off, and the drive shaft is held (say leaving
the transmission 'in gear', preventing the ring gear from turning inside the
differential), manually rotating one driven road wheel causes the opposite road
wheel to rotate in the opposite direction by the same amount.

When the vehicle is traveling in a straight line, there will be no

differential movement of the planetary system of gears other than the minute
movements necessary to compensate for slight differences in wheel diameter,
undulations in the road (which make for a longer or shorter wheel path), etc.

Loss of traction
One undesirable side effect of a conventional differential is that it can
limit traction under less than ideal conditions. The amount of traction required
to propel the vehicle at any given moment depends on the load at that instant—
how heavy the vehicle is, how much drag and friction there is, the gradient of
the road, the vehicle's momentum, and so on.

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 one of the drive wheels exceeds the threshold of
traction, then that wheel will spin, and thus only provide torque at each other
driven wheel limited by the sliding friction at the slipping wheel. The reduced
net traction may still be enough to propel the vehicle.

A conventional "open" (non-locked or otherwise traction-aided)

differential always supplies close to equal (because of limited internal friction)
torque to each side.[6] To illustrate how this can limit torque applied to the
driving wheels, imagine a simple drive vehicle, with one rear road wheel on
asphalt with good grip, and the other on a patch of slippery ice. It takes very
little torque to spin the side on slippery ice, and because a differential splits
torque equally to each side, the torque that is applied to the side that is on
asphalt is limited to this amount.

Based on the load, gradient, et cetera, the vehicle requires a certain

amount of torque applied to the drive wheels to move forward. Since an open
differential limits total torque applied to both drive wheels to the amount used
by the lower traction wheel multiplied by a factor of, when one wheel is on a
slippery surface, the total torque applied to the driving wheels may be lower
than the minimum torque required for vehicle propulsion.

A proposed way to distribute the power to the wheels, is to use the

concept of gearless differential, of which a review has been reported by
Provatidis, but the various configurations seem to correspond either to the
"sliding pins and cams" type, such as the ZF B-70 available on early VWs, or
are a variation of the ball differential.

Many newer vehicles feature traction control, which partially mitigates the
poor traction characteristics of an open differential by using the anti-lock
braking system to limit or stop the slippage of the low traction wheel, increasing
the torque that can be applied to both wheels. While not as effective in
propelling a vehicle under poor traction conditions as a traction-aided
differential, it is better than a simple mechanical open differential with no
electronic traction assistance.

Auburn Gear makes a cone-style limited slip differential that dispenses

with the clutch packs, and uses the outside surfaces of the side gears and the
differential case as the friction materials. This type of LSD is functionally
identical to the clutch-type, but purports to last longer before needing
service. If it does need service, it must be returned to the factory however.

Centrifugal weights can be used in conjunction with, or in place of the

preload spring(s) to force the side gears into the carrier. The EatonG80 (sold
by General Motors under the Gov-Lok name) is one example of this. In
theory the centrifugal action should offer a more progressive application of
torque bias, and therefore fewer undesirable side-effects. The added
complexity can cause premature failure under heavy use.

A locking differential typified by the Detroit Locker (now

an Eaton brand) is not a differential at all. In place of the differential is a pair
of dog clutches and preload springs that force the two drive axles to "lock
up" with the case (typically this type uses the case of a standard open
differential, replacing the differential gears) while driving in a straight line.
During cornering, one of the dog clutches should disengage, causing one
side to freewheel. In practice the unlocking can be problematic and erratic.

Remote locking differentials are normal differentials fitted with a

mechanism to lock the differential (and therefore stop all differential action)
using air or electromagnetic actuators that can be engaged or released on
demand by the driver. When locked, they allow no difference in speed
between the two wheels on the axle. They employ a mechanism for allowing
the axles to be locked relative to each other, causing both wheels to turn at
the same speed regardless of which has more traction; this is equivalent to
effectively bypassing the differential gears entirely. Devices like this have
been used on heavy trucks for a very long time. In recent years smaller
models have been developed for light trucks and passenger cars. In light
trucks, the locking function can be engaged for off-road use, and disengaged
for a safe ride on the road. For cars the locking function is typically used
for drag racing regardless of the location.

A worm and spur gear differential, such as the Torsen differential, uses
the friction is between the gear teeth rather than at added clutches. It is a
relatively new and completely unique differential design that has torque bias
as a standard function. This type of differential applies more torque to the
driven wheel with highest resistance (grip or traction) when the limit of
friction is reached at that other wheel. Under normal conditions it behaves
exactly like an open differential. In cases where both driven wheels are
spinning, the Torsen automatically balances the torque instantly, creating a
stable and safe ride. Transitions between slick and grippy surfaces cause no
instability, unlike other limited slip and locking traction adders that lock
both drive wheels together by default. When tested with the wheels off the
ground, if one wheel is rotated with the differential case held, the other
wheel will still rotate in the opposite direction as for an open differential but
there will be some frictional losses and the torque will be distributed at other
than 50/50. Although named as being "torque-sensing", it actually
distinguishes itself by providing torque bias in proportion to available
grip. 3D Animation of a Torsen Differential

A very high-friction differential, such as the ZF "sliding pins and cams"

type, so that there is locking from very high internal friction. When tested
with the wheels off the ground with torque applied to one wheel it will lock,
but it is still possible for the differential action to occur in use, albeit with
considerable frictional losses, and with the road loads at each wheel in
opposite directions rather than the same (acting with a "locking and
releasing" action rather than a distributed torque). This 1935 design was
possibly the first attempt at improving an open differential for increased
power delivery.

Electronic traction control systems usually use the anti-lock braking

system (ABS) speed sensors to detect a spinning road wheel, and apply
the brake to that wheel. This progressively raises the reaction torque at that
road wheel, and the differential compensates by transmitting more torque
through the other road wheel the one with better traction. In Volkswagen
Group vehicles, this specific function is called 'Electronic Differential Lock'
(EDL).

A spool is a solid 1-piece part that completely replaces the differential

and its case. A variant called "mini-spool" replaces the differential gears
within the differential carrier, retaining the stock carrier. A spool locks both
axle shafts together 100%. With both wheels turning at exactly the same
rate, the burden for providing maximum traction falls upon the surface
driven on. The primary advantage to a spool is, contrary to popular belief,
not maximum traction but maximum simplicity. Spools are often used
in racing applications, where the vehicle is to be driven in a straight line
while applying tremendous torque to both wheels, and where the track is
specially prepared for even traction.

In a four-wheel drive vehicle, a viscous coupling unit can replace a centre

differential entirely, or be used to limit slip in a conventional 'open'
differential. It works on the principle of allowing the two output shafts to
counter-rotate relative to each other, by way of a system of slotted plates that
operate within a viscous fluid, often silicone. The fluid allows slow relative
movements of the shafts, such as those caused by cornering, but will
strongly resist high-speed movements, such as those caused by a single
wheel spinning. This system is similar to a limited slip differential.
A four-wheel drive (4WD) vehicle will have at least two differentials (one in
each axle for each pair of driven road wheels), and possibly a centre differential
to apportion torque between the front and rear axles. In some cases the centre
differential is an epicyclic differential (see below) to divide the torque
asymmetrically, but at a fixed rate between the front and rear axle. Other
methods utilise an 'Automatic Torque Biasing' (ATB) centre differential, such
as a Torsen—which is what Audi use in their quattro cars (with longitudinal
engines).

Some 4WD vehicles without a centre differential or transfer case should

not be driven on dry, paved roads in four-wheel drive mode, as small
differences in rotational speed between the front and rear wheels cause a torque
to be applied across the transmission. This phenomenon is known as "wind-up",
and can cause considerable damage to the transmission or drive train. On loose
surfaces these differences are absorbed by the tire slippage on the road surface.

A transfer case typically incorporates a centre differential, allowing the

drive shafts to spin at different speeds. This permits the four-wheel drive
vehicle to drive on paved surfaces without experiencing "wind-up". Notable
exceptions include BorgWarner Torque-On-Demand transfer cases that use an
electronically controlled clutch to proportion between 0% to 50% of power to
the front wheels as needed. Ford's AdvanceTrac system operates the TOD
transfer case and brakes to send up to 100% of engine power to any one wheel.
 Figure3.6 Bevel Gear
Automotive differential: The drive gear 2 is mounted on the carrier 5
which supports the planetary bevel gears 4 which engage the driven bevel gears
3 attached to the axles 1.

Locking differential
From Wikipedia, the free encyclopedia

A locking differential, differential lock, diff lock or locker is a variation

on the standard automotive differential. A locking differential may provide
increased traction compared to a standard, or "open" differential by restricting
each of the two wheels on an axle to the same rotational speed without regard to
available traction or differences in resistance seen at each wheel.

A locking differential is designed to overcome the chief limitation of a

standard open differential by essentially "locking" both wheels on an axle
together as if on a common shaft. This forces both wheels to turn in unison,
regardless of the traction (or lack thereof) available to either wheel individually.

When the differential is unlocked (open differential), it allows each wheel

to rotate at different speeds (such as when negotiating a turn), thus avoiding tire
scuffing. An open (or unlocked) differential always provides the same torque
(rotational force) to each of the two wheels, on that axle. So although the wheels
can rotate at different speeds, they apply the same rotational force, even if one is
entirely stationary, and the other spinning. (Equal torque, unequal rotational
speed).

By contrast, a locked differential forces both left and right wheels on the
same axle to rotate at the same speed under nearly all circumstances, without
regard to tractional differences seen at either wheel. Therefore, each wheel can
apply as much rotational force as the traction under it will allow, and the
torques on each side-shaft will be unequal. (Unequal torque, equal rotational
speeds). Exceptions apply to automatic lockers, discussed below.

A locked differential can provide a significant traction advantage over an

open differential, but only when the traction under each wheel differs
significantly.

All the above comments apply to central differentials as well as to those

in each axle: full-time four-wheel-drive (more accurately as "All Wheel Drive")
vehicles have three differentials, one in each axle, and a central one between the
front and rear axles (transfer case).

Types

Automatic lockers
Automatic lockers lock and unlock automatically with no direct input from
the driver. Some automatic locking differential designs ensure that engine
power is always transmitted to both wheels, regardless of traction conditions,
and will "unlock" only when one wheel is required to spin faster than the other
during cornering. These would be more correctly termed "automatic unlocking"
differentials, because their at-rest position is locked. They will never allow
either wheel to spin slower than the differential carrier or axle as a whole, but
will permit a wheel to be over-driven faster than the carrier speed. The most
common example of this type would be the famous "Detroit Locker," also
known as the "Detroit No-Spin," which replaces the entire differential carrier
assembly. Others, sometimes referred to as "lunchbox lockers," employ the
stock differential carrier and replace only the internal spider gears and shafts
with interlocking plates. Both types of automatic lockers will allow for a degree
of differential wheel speed while turning corners in conditions of equal traction,
but will otherwise lock both axle shafts together when traction conditions
demand it.

 Pros: Automatic action, no driver interaction necessary, no stopping for (dis-

) engagement necessary
 Cons: Increased tire wear and noticeable impact on driving behavior. During
cornering, which half-axle is uncoupled is dependent on torque direction
applied by the drivelive. When the torque direction is reversed, the speed of
the driveline is suddenly forced to change from the inner to outer axle,
accompanied by tire chirping and a large jerk. During cornering, the
automatic locker is characterized by heavy understeer which transitions
instantly to power oversteer when traction is exceeded.

Some other automatic lockers operate as an open differential until wheel slip
is encountered and then they lock up. This style generally uses an internal
governor to monitor vehicle speed and wheel slip. An example of this is
the Eaton Automatic Locking Differential (ALD), or Eaton Automatic
Differential Lock (ADL), developed by the Eaton Corporation and introduced in
1973 for GM's Rounded-Line C/K Series pickups and utilities.[1] The Eaton
ADL is sometimes incorrectly called the "Gov-Lok", despite neither GM nor
Eaton ever calling it by that name. "Gov-Lok" is rather an unofficial name of
unknown origin that gained popularity over the years. Both Eaton and GM do
not know where the name came from, and Eaton has made several unsuccessful
attempts in the past to debunk the Gov-Lok name.[2] An updated version of the
old Eaton ADL design is still available from Eaton, now known as the Eaton
Locker mechanical differential lock.[3]

Some other automatic lockers operate as an open differential until high

torque is applied and then they lock up. This style generally uses internal gears
systems with very high friction. An example of this is the ZF "sliding pins and
cams" available for use in early Volkswagens.

Selectable lockers

Selectable lockers allow the driver to lock and unlock the differential at will
from the driver's seat. This can be accomplished many ways.

 Compressed air (pneumatics).

 Cable operated mechanism as is employed on the "Ox Locker."
 Electronic solenoids and (electromagnetics) like Eaton's "Locker."
However, OEMs are beginning to offer electronic lockers as well. Nissan
Corporation's electric locker can be found as optional equipment on the
Frontier (Navara) & Xterra.
o Pros: Allows the differential to perform as an "open" differential
for improved driveability, maneuverability, provides full locking
capability when it is desirable or needed
o Cons: Mechanically complex with more parts to fail. Some lockers
require vehicle to stop for engagement. Needs human interaction
and forward-thinking regarding upcoming terrain. Unskilled
drivers often put massive stress on driveline components when
leaving the differential in locked operation on terrain not requiring
a locker.
 Dodge Power Wagons feature front
& rear selectable locking
differentials

Figure3.6 differential unit

ARB Air locking differential fitted to
a Mitsubishi Delica L400 LWB Diff

Spool
A spool is a device that connects the two axles directly to the ring gear. There is
no differentiation side to side, so a vehicle equipped with a spool will bark tires
in turns and may become unmanageable in wet or snowy weather. Spools are
usually reserved for competition vehicles not driven on the street.

Mini-spool uses the stock carrier and replaces only the internal components of
the differential, similar in installation to the lunchbox locker. A full spool
replaces the entire carrier assembly with a single machined piece. A full spool is
perhaps the strongest means of locking an axle, but has no ability to
differentiate wheel speeds whatsoever, putting high stress on all affected
driveline components.

The internal spider gears of an open differential can also be welded together to
create a locked axle; this method is not recommended as the welding process
seriously compromises the metallurgical composition of the welded
components, and can lead to failure of the unit under stress. If it is desirable to
have a spooled axle, the better option is to install either a mini-spool or a full
spool.

In 2014 a man in Perth, Western Australia plead guilty to charges of dangerous

driving causing death after fitting a mini-spool to his V8 Holden
Commodore car, crashing into a tree and killing his son.
BLOCK DIAGRAM &
EXPLANATION
 CHAPTET – 4

DESIGN OF EQUIPMENT AND DRAWING

BLOCK DIAGRAM

Figure.4.1 Pneumatic Cylinder

 Figure 4.2 Solenoid valve

3. COMPONENTS AND ITS SPECIFICATION

Sl. No. PARTS Qty. Material

i. Frame Stand 1 Mild Steel
ii. Battery 1 Lead Acid
iii. Electromagnetic solenoid 3 Coil
iv. Clutch plate 1 M.S
v. spring 2 M.S
vi Gear plate 1 M.S
viii. Button 2 -
ix. Bolt and Nut - M.S
x Connecting wires - -
DRAWING
DRAWING
WORKING PRINCIPLE
 CHAPTER – 5
WORKING PRINCIPLE

The main purpose of this project is to lock the differential or to disengage

the differential at the time when it is needed to be. So to lock the differential we

need to connect the two shafts on the either side so that the differential has no

effect on the axle. Now to connect the two shafts we use two circular plates on

the either sides of the differential.

Both are in such a way that they get mated as soon as possible even in their
rotation. So when the pneumatic valve is actuated then one of the plates is
pushed to the other 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. Thus this is the working principle
of this project.
MERITS & DEMERITS
 CHAPTER - 6

MERITS AND DEMERITS

MERITS

 It requires simple maintenance cares

 Quick respond is achieve
 Simple in construction
 Easy to maintain and repair
 Easy to Handle.
 Replacement of parts is easy.
 Less Manual force is required to locking the differential unit
 This pneumatic system is also working with the help of air tank
 Time consumption is less
 More efficient system and simple in construction

DEMERITS

 Do not operate as smoothly as standard differentials,

 Increased tire wear.

 Noice produce
APPLICATIONS
 CHAPTER - 7

APPLICATIONS

 Race cars
 Some utility vehicles such as tow trucks, forklifts, tractors,
and heavy equipment
 Differential locking can also be used in the sport of drifting as an
alternative to a limited slip differential.
 Four-wheel drive vehicles that drive off-road It is applicable in all
types of two wheeler vehicles.
 All Four wheeler application
 CHAPTER-8
LIST OF MATERIALS
 CHAPTER-8
LIST OF MATERIALS

8. FACTORS DETERMINING THE CHOICE OF MATERIALS

The various factors which determine the choice of material are
Discussed below.
1. Properties:
The material selected must possess the necessary properties for the
Proposed application. The various requirements to be satisfied can be
Weight, surface finish, rigidity, ability to withstand environmental attack from
chemicals, service life, reliability etc.
The following four types of principle properties of materials decisively
affect their selection
a. Physical
b. Mechanical
c. From manufacturing point of view
d. Chemical
The various physical properties concerned are melting point, thermal
Conductivity, specific heat, coefficient of thermal expansion, specific gravity,
electrical conductivity, magnetic purposes etc. The various Mechanical
properties Concerned are strength in tensile, Compressive shear, bending,
torsional load and buckling load, fatigue resistance, impact resistance, elastic
limit, endurance limit, and modulus of elasticity, hardness, wear resistance and
sliding properties. The various properties concerned from the manufacturing
point of view are,
a) Cast ability
b) Weld ability
c) Forge ability
 d) Surface properties
e) Shrinkage
f) Deep drawing etc.
2. Manufacturing case:
Sometimes the demand for lowest possible manufacturing cost or surface
qualities obtainable by the application of suitable coating substances may
demand the use of special materials.
3. Quality Required:
This generally affects the manufacturing process and ultimately the material.
For example, it would never be desirable to go casting of a less number of
components which can be fabricated much more economically by welding or
hand forging the steel.
4. Availability of Material:
Some materials may be scarce or in short supply, it then becomes obligatory for
the designer to use some other material which though may not be a perfect
substitute for the material designed. The delivery of materials and the delivery
date of product should also be kept in mind.

5. Space consideration:
Sometimes high strength materials have to be selected because the forces
involved are high and space limitations are there.
6. Cost:
As in any other problem, in selection of material the cost of material plays an
important part and should not be ignored. Sometimes factors like scrap
utilization, appearance, and no maintenance of the designed part are involved in
the selection of proper materials.
COST ESTIMATION
 CHAPTER - 9

COST ESTIMATION
1. LABOUR COST
LATHE, DRILLING, WELDING, GRINDING, POWER HACKSAW,
GAS CUTING
Cost =1500

2. OVERHEAD CHARGES
The overhead charges are arrived by” manufacturing cost”
Manufacturing Cost = Material Cost + Labor Cost
=3000+1500
=4500
Overhead Charges = 20% of the manufacturing cost
=700
3. TOTAL COST
Total cost = Material Cost + Labor Cost + Overhead Charges
= 3000+1500+700
= 5200
Total cost for this project =5200
CONCLUSION
 CHAPTER - 10

Conclusion

This project work has provided us an excellent opportunity and

experience, to use our limited knowledge. We gained a lot of practical
knowledge regarding, planning, purchasing, assembling and machining while
doing this project work. We feel that the project work is a good solution to
bridge the gates between institution and industries. We are proud that we have
completed the work with the limited time successfully. The SEMI
AUTOMATIC LOCKABLE DIFFERENTIAL is working with satisfactory
conditions. We are able to understand the difficulties in maintaining the
tolerances and also quality. We have done to our ability and skill making
maximum use of available facilities. In conclusion remarks of our project work,
let us add a few more lines about our impression project work. 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.
BIBLIOGRAPHY
 CHAPTER – 11
BIBLIOGRAPHY

VEHICLE WITH LOCKABLE

DIFFERENTIAL - ALFREDSIGL, SERSHIEM

S.K.KATARIA & SONS

ADVANCES IN AUTOMOBILE ENGG. - S.SUBRAMANIAM

ALLIED PUBLISHERS LTD.

THEORY & PERFORMANCE OF - J.B.GUPTA

ELECTRICAL MACHINES - S.K.KATARIA & SONS

PRINCIPLES OF ELECTRICAL

ENGINEERING AND ELECTRONICS - V.K.METHTA

www.worldautomotive.wordpress.com

1. Jump up^ "1974 Chevy/GMC Pickups". www.73-87.com. Retrieved 2012-06-24.

2. Jump up^ "Randy's Ring & Pinion". www.thedieselpage.com. Retrieved 2012-05-24.
3. Jump up^ "MLocker Differential". www.eaton.com. Retrieved 2012-08-19.
4. Jump up^ "Standard Carriers, Positraction & Limited Slips, Locking Differentials,
Spools and Mini-Spools". www.ringpinion.com. Retrieved 2012-08-29.
5. Jump up^ Clarke, Tim (29 July 2014). "Dad's V8 mod blamed for tot's death". The
West Australian.
6. Jump up^ "VAG four-wheel drive systems and brand names".
PHOTOGRAPHY