AUTOMATIC
DIFFERENTIAL LOCKING SYSTEM
BACHELORS OF ENGINEERING
in
AUTOMOBILE ENGINEERING
ACKNOWLEDGEMENT
At this
pleasing moment of having successfully completed our project, we wish to convey
our sincere thanks and gratitude to the management of our college and our
beloved chairman M. V. Muthuramalingam who provided all the facilities to us.
We would like
to express our sincere thanks to our principal
, for forwarding us to do our
project and offering adequate duration in completing our project.
We are also
grateful to the Head of Department
Prof. Balasubramaniam for His constructive
suggestions & encouragement during our project.
With deep
sense of gratitude, we extend our earnest & sincere thanks to our guide, Mr. Frank Gladson, Department of
Mechanical engineering, for his kind guidance & encouragement during this
project.
TABLE OF CONTENTS
CHAPTER NO. TITLE PAGE NO.
LIST OF FIGURES x
LIST OF ABBREVIATIONS xi
1. INTRODUCTION 8
1.1 SYNOPSIS 8
1.2 INTRODUCTION 9
1.2.1
PROBLEM DEFINITION 9
1.2.2 EXISTING MECHANISM 9
1.3 FEASIBILITY STUDY
1.3.1 TECHNICAL
FEASIBILITY 10
1.3.2 ECONOMIC FEASIBILITY 11
1.3.3 OPERATIONAL FEASIBILITY 11
2. LITERATURE
SURVEY 12
2.1 DIFFERENTIAL WITH
IMPROVED TRACTION 12
2.1.1
INTRODUCTION 12
2.1.2
CHARACTERISTIC FUNCTIONS
2.1.3 DIFFERENTIAL TORQUE TRANSFERS
2.2 LOKKA
DISCUSSION – JOURNAL PAPER
17
2.2.1 DIFFERENCE TO A NORMAL DIFFERENTIAL 17
2.2.2 SIMPLE EXPLANATION OF
LOKKA'S
OPERATION 19
2.2.3 100% POSITIVE LOCKING MECHANISM 21
2.3.3 AUTOMATED
INTER-AXLE DLS
ACTUATION ENHANCEMENT –
JOURNAL
2.3.3.1 INVEX
GEARING 23
2.3.3.2 TORQUE BIAS
RATIO 24
2.3.3.3 STRUCTURE FOR ACHIEVING 26
TORQUE BIAS
2.3.3.4 OVERALL
BIAS CONTROL 29
2.3.3.5 BIAS RATIOS
BETWEEN
DIFFERENT MODES
3. COMPONENTS AND DESCRIPTION 30
3.1 WHAT'S A DIFFERENTIAL?
3.1.1 THE FUNCTION OF A DIFFERENTIAL 32
3.1.2 TYPES OF DIFFERENTIALS
3.2 PNEUMATIC COMPONENTS
3.2.1 PRODUCTION OF COMPRESSED AIR 34
3.2.2 PNEUMATIC SINGLE ACTING CYLINDER 34
3.2.1.1 CYLINDER TECHNICAL DATA 34
3.2.1.2 SOLENOID VALVE 35
3.2.1.3 WORKING OF 3/2 SINGLE ACTING
SOLENOID VALVE 37
3.2.1.4 FLOW CONTROL VALVE 38
4. WORKING PRINCIPLE & DESIGN CALCULATIONS 40
4.1 WORKING PRINCIPLE 41
4.2 DESIGN AND DRAWINGS 42
4.2.1 DESIGN OF
PNEUMATIC CYLINDER
4.2.2 DESIGN OF PISTON ROD 43
4.3 TECHNICAL DATA
45
4.3.1 SINGLE
ACTING CYLINDER
4.3.2 3/2 SOLENOID
VALVE 46
4.3.3 FLOW CONTROL VALVE 48
5. PERFORMANCE OF DIFFERENTIAL UNIT 52
5.1 TORSION
DIFFERENTIAL PERFORMANCE 54
5.2 VEHICLE TRAVEL ON
STRAIGHT ROADS 57
5.3 VEHICLE TRAVEL THROUGH
TURNS 58
5.4 CENTER BOX APPLICATION 61
5.5 CONCLUSION
65
6.
COST ESTIMATION & CONCLUSION 66
7.
REFERENCES 69
LIST OF FIGURES
3.1.1 WORKING OF A DIFFERENTIAL UNIT
4.1.1 BLOCK DIAGRAM OF THE WORKING UNIT
4.3.2 PNEUMATIC OPERATED SINGLE ACTING
CYLINDER
4.3.3
SOLENOID CONTROL VALVE
4.3.4
FLOW
CONTROL VALVE
4.3.5 ASSEMBLY
LAYOUT OF THE AUTOMATIC DIFFERENTIAL
UNIT LOCK SYSTEM
LIST OF ABBERVIATIONS
σy – DESIGN
STRESS in N/m2.
d - DIAMETER OF THE PISTON in mm.
ft – WORKING STRESS in N/m2.
t - MINIMUM THICKNESS OF THE CYLINDER in mm.
ri - INEER RADIUS OF THE CYLINDER in mm.
p - WORKING PRESSURE in N/m2.
dp -
DIAMETER OF THE PISTON ROD in
mm.
CHAPTER – 1
1.1 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.
1.2 INTRODUCTION
1.2.1 PROBLEM
DEFINITION
EXISTING MECHANISM
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.
to be continue in phase 2 ...!!!!!
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