PHASE 8

2.3.4 OVERALL BIAS CONTROL

The differential may be designed with different bias ratios ranging from approximately '2.5:1' to '6:1' or higher. This may be accomplished by varying the side gear helix angles, or by altering the friction characteristics for the primary components. An increase in helix angle increases the thrust component of the side gear meshes along the axis of the side gears so that smaller portions of the loads communicated by the side gear meshes are related to rotation of the side gears.

In addition, the higher thrust component along the axis of the side gears increases frictional resistance at the end faces of the side gears which opposes side gear rotation and thereby further contributes to an increase in bias ratio.

PHASE 7

2.3.3 STRUCTURE FOR ACHIEVING TORQUE BIAS

As previously stated, the torque biasing characteristic of this differential is achieved by interconnecting the drive axles with an Index gearing configuration which selectively controls the generation of frictional torques within the differential.

It is important to note that there are no intrinsic forces or pre-loads within the differentials which affect transfers of torque between drive axles. All of the forces which are controlled to produce frictional resistance between drive axles are derived from transfers of torque between a single drive source and the drive axles.

PHASE 6

VARIOUS CLAIMS OF THE CONCEPT:

2.3.2 IN-VEX GEARING:

Index gearing in a this differential includes a gear train arrangement comprised of two or more pairs of satellite gears (called element gears') in mesh with central helical gears (called 'side gears'). The pairs of element gears are interconnected with each other by means of spur tooth engagement. This particular arrangement consists of six element gears and two side gears. The number of element gear pairs used in a specific design is a function of overall torque capacity and space requirements.

The modified crossed axis helical gear mesh, element gear to side gear, is designed and processed to provide instantaneous elliptical contact for reduced tooth stress and increased tooth overlap engagement. In addition, gear tooth helix angle, pressure angle and tooth depth proportions are selected to further minimise stress and wear without sacrifice to function.

PHASE 5

iv. EXCELLENT ON ROAD HANDLING

2WD on road handling is the best available and a front fitment has no affect, even with the hubs locked (exception : not suitable for C4WD).

Off road steering with a front fitment is virtually unchanged - you may experience a slight tightening of the steering wheel in some situations but is barely noticeable except where the effects of tail shaft windup can occur on hard surfaces (as it does without). This is because you are feeling the effects of both wheels driving with 100% traction on the round. Depending on the terrain and driving style there may be some element of under steer but it is minimal.

PHASE 4

2.2.4 DYNAMIC LOCKING PRINCIPAL

1. Unlike other types of Lockers the LOKKA has a locking and unlocking principal that is dynamic. The more power that is applied the harder it locks so it doesn't need large bias forces constantly operating on it to keep it locked, the bias spring forces are minuscule and can be easily compressed with two fingers. This results in a locker that is able to lock and unlock extremely easily even when driving on some of the most slippery of surfaces. The locking mechanism is so sensitive that a wheel can be disengaged with one finger when a wheel is jacked up off the ground.

2. LOKKA's engineering principal is based on two sets of opposing forces but simplified . . . there are two forces acting on the internal gear sets

A. - one acting to unlock the cam and axle gears by the gear tooth design and effects of the ground driven forces acting on a wheel when cornering,

PHASE 3

2.2 LOKKA DIFFERENTIAL UNIT DISCUSSION PAPER

LOKKA is a fully automatic Differential Lock that does not require any manual operation. It does not have switches, external lines, electric or pneumatic controls of any sort. It relies on a simple but highly innovative mechanical design which makes use of two distinct sets of forces - the "ground driven" forces acting on a wheel when cornering (that force an outside wheel to turn faster) and the forces from the engine (power) turning the diff. The combination of these two sets of opposing forces and the unique design allow the automatic engagement and disengagement of the driving gears when a vehicle turns or requires differential action.

(FORM THE JOURNAL- John. Markel and A. H. Gray, LOKKA electronic differential concept the MITRE Corporation, Bedford, Massachusetts 01730, Vol. ASSP: 22, April 2007.

2.2.1 DIFFERENCE TO A NORMAL DIFFERENTIAL

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.

PHASE 1

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.

We also express our indebt thanks to our Teaching and Non Teaching staffs of Mechanical Engineering Department, of  Velammal  Engineering College.

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