PHASE 2

1.3 FEASIBILITY STUDY

The objective of a feasibility study is to test the technical, economic, behavioral and operational feasibility of developing a new mechanism. This is done by investigating and generating ideas about the same. The proposed project must be evaluated from technical viewpoints first, and if technically feasible its impact on the environment must be assessed. If compatible operational and technical aspects can be devised, then they must be tested for economic feasibility.

1.3.1  TECHNICAL FEASIBILITY

The assessment of technical feasibility must be based on an outline design of project requirements in terms of the mechanism used and the drives and components used to execute the above said mechanism. The components used should be correctly utilized and the drives also should be exactly used to execute a technically feasible mechanism.

1.3.2 ECONOMIC FEASIBILITY

Economic feasibility deals with the analysis of costs against benefits (i.e.) whether the benefits to be enjoyed due to the new mechanism is worthy when compared with the costs to be spent on the older mechanism. The cost is observed to be cheaper when it is produced in a mass production than produced in a small amount.

1.3.3 OPERATIONAL FEASIBILITY

Operational feasibility analysis is performed to check whether the proposed mechanism is operationally feasible. The mechanism is effective and performs the process desired in very effective manner and thus overcoming the drawbacks found in the already existing mechanism. In future any sort of alterations can be made in the project as per the requirements as modification and enhancements in the system is found to be easier.

CHAPTER - 2

      LITERATURE SURVEY

2.1 THE DEVELOPMENT OF A DIFFERENTIAL FOR THE IMPROVED        TRACTION CONTROL – JOURNAL PAPER.

2.1.1 INTRODUCTION

Traction management the ability to match available power to actual road conditions is a concern shared by drivers and automotive engineers alike. With the Torsion differential,  the challenge of improving traction management in front and rear wheel drive vehicles, all-wheel drive vehicles, and in a variety of applications of the various drives for use in cars, trucks, military vehicles, construction and utility vehicles, and racing cars. This paper explains the basic operating functions; various design alternatives, and the possibilities for improving traction management provided by the Torsion differential.

(From the journal - Advanced differential traction control, Proakis J.G, Rader M.C, Ling F, Nikias C.L. Macmillan Publishing Company, New York, 2006. ISBN- 0-02-396841-9.)

2.1.2 CHARACTERISTIC FUNCTIONS

The Torsion differential provides for the selection of an optimal compromise between the two primary functions of any differential, namely, transmitting power from a single power source to two drive axles (or shafts) and permitting independent rotation of the two driven axles (i.e., differentiation).

This compromise enables an increase in the total amount of torque which can be conveyed by the drive axles under all traction conditions, without unduly restricting differentiation. Differentiation is necessary to accommodate different rotational speeds between drive axles due to vehicle turning situations and variations in tire rolling radii. These objectives are accomplished by associating the function of differentiation with a proportioning torque between drive axles. The significance of this important characteristic will be apparent from the following discussion, beginning with an explanation of torque transfers within a differential.

2.1.3 A GENERAL STATEMENT OF DIFFERENTIAL TORQUE TRANSFERS

One of the two above-mentioned primary differential functions, the transmission of power from a single driveshaft to the two driven axles is most closely associated with the objective of traction actually; two types of torque transfers may be identified in differentials. The first being the one primary function related to the transfer of torque from a single power source (engine) to the two drives axles. The second type is the transfer of torque between the drive axles. The two types of torque transfer are interrelated, and it is an important characteristic of the Torsen differential to control torque transfers between drive axles and thereby enhance the capacity of the differential to transfer an increased amount of torque to the drive axles collectively.

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