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SUBMITTED BY:
DIVYANSH SINGH (2k12/ME/070)
SAURABH DUBEY (2K12/ME/157)
SUSHANT SAHASRABUDDHE (2K12/ME/176)
VINEET MATHEW (2K12/ME/190)
May, 2015
CERTIFICATE
This is to certify that the project titled DESIGN AND DEVELOPMENT
OF A DIFFERENTIAL USING TWO ONE-WAY CLUTCHES in SAE
BAJA VEHICLE submitted by Divyansh Singh (2K12/ME/070), Sushant
Sahasrabuddhe (2K12/ME/176), Vineet Mathew (2K12/ME/190) and
Saurabh Dubey (2K12/ME/157) in partial fulfilment for the award of the
degree of Bachelor of Technology in Mechanical Engineering from Delhi
Technological University (Formerly Delhi College of Engineering) for
their Minor II project in the 6th semester is an authentic work carried out
by them under my supervision and guidance
DECLARATION
Signature of Students
CONTENTS
ABSTRACT
The objective of this project is to create an automotive differential using
two one-way freewheel clutches. A freewheel differential has advantages
of both open and locked type differentials. With the help of ratchet like
action of a simple freewheel, the wheels connected to a freewheel move in
one direction. A freewheel disengages and engages the driven wheels
according to the wheels relative velocity with respect to the engine. This
action of a freewheel can be used to the wheel rotating faster while the
vehicle is making a turn, thus no slip occurs.
INTRODUCTION
A Differential has the following aims:
Car wheels spin at different speeds, especially when turning. Each wheel
travels a different distance through the turn, and that the inside wheels
travel a shorter distance than the outside wheels. Since speed is equal to the
distance travelled divided by the time it takes to go that distance, the wheels
that travel a shorter distance travel at a lower speed. Also note that the front
wheels travel a different distance than the rear wheels.
For the non-driven wheels on your car -- the front wheels on a rear-wheel
drive car, the back wheels on a front-wheel drive car -- this is not an issue.
There is no connection between them, so they spin independently. But the
driven wheels are linked together so that a single engine and transmission
can turn both wheels. If your car did not have a differential, the wheels
would have to be locked together, forced to spin at the same speed. This
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would make turning difficult and hard on your car: For the car to be able to
turn, one tire would have to slip. With modern tires and concrete roads, a
great deal of force is required to make a tire slip. That force would have to
be transmitted through the axle from one wheel to another, putting a heavy
strain on the axle components.
TYPES OF DIFFERENTIALS
DESIGN METHODOLOGY
The freewheel was conceptualized with the following requirements in
mind:
Lightweight and compact
Ruggedness
Serviceability
Ease of fabrication in local small scale industries
Ease of driving in off road conditions
Design Process:
The primary aim of our freewheel is to help the vehicle in cornering by
making the outer wheel completely free from the main drive so that it can
rotate with the speed required for the vehicle to turn through that specific
radius. This will be very light in weight as compared to an open differential
in the same vehicle which is meant to do the same job. Plus we achieve the
cornering with the help of two freewheels at the shaft of each driving wheel
with very less weight than an open differential. The freewheel will be
specifically designed for an off road mini baja vehicle which runs on a
10HP Briggs & Stratton engine and has a CVT coupled with it. The final
reduction is taken through two chain drives where a reduction of 1:9 is
achieved.
Calculations of Torque:
An Automobile is accelerated by torque reacted by friction on its driven
wheels. The torque is transmitted to the wheel by the transmission
system.
m= 300kg Cd=0.4
Rd=0.31m =45 degrees
A=0.746m2 =0.16 (for
earthen tracks)
wd=30:60 =1.3 =0.85
or 85%
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0.5CdAv^2 +
(drag)
ma
mg(cos)
(inertia)
(friction)
Case I:
We have to calculate the minimum force required to get the vehicle moving:
The Vehicle starts up from rest and covers an incline of 100m at 45
degrees. The required speed at the top is 30km/h in 20 seconds.
v= 8.33m/s
u=0m/s t=20s
a=0.34722 m/s2
Fz = 2081.01525 + 12.056 + 162.5013 332.962 = 1922.6105 N
Force on rear wheels = Fz * wd = 1282.38N = Fr
i = Fr* Rd = 385.996 N-m a
= i / = 454.11 N-m
Case II:
We have to calculate the minimum force reduction required to keep the
vehicle cruising at 60km/h on a level surface:
v=19.44m/s
a=0 =0
Thus,
Fz= 470.8-65.6155 = 405.26 N
Fr=267.477N i=80.243 Nm
a= 90.606Nm
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LITERATURE REVIEW
PAPER 1:
Title: The Development of a differential for the improvement of
traction control Authors: S E Chocolek(Gleason Corporation ,Rochester,
New York ,USA)
Introduction:
The Torsen(Torque-sensing) 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.
Function of the Differential:
Torque Transfer: 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
management (see Figure 1). Power, of course, is the product of torque and
rotational speed. However, since it is possible to express vehicular traction
as a reaction force acting at a given drive wheel radius, traction
considerations related to the function of power transfer to the drive axles
may be expressed in terms of torque alone.
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 drive 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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PAPER 2:
Title: United States Patent for Limited Slip Differential (US 3831462
A, Aug 27,1974)
Authors: Jerry F. Baremor (Eaton Corporation, Cleveland , Ohio,USA)
Introduction:
This invention relates to open and limited slip differentials and more
particularly to open and limited slip differentials having a clutch system for
locking the differential when a predetermined level of differential action is
reached. The present invention provides a differential having a friction disc
clutch which is smoothly engaged to lock up the differential. To provide
this smooth engagement the clutch is of the self energizing type and-has a
dynamic coefficient of friction which constantly increases to at least 0.09
as the clutch is operated to an engaged condition under the influence of
self-energizing forces. The clutch is of the disc pack type and includes a
plurality of discs operably associated with a camming means which
engages a side gear of the differential.
It is an object of the present invention to provide a limited slip differential
mechanism having a disc type clutch system which operates to lock a
driving and a driven member together in a smooth manner to thereby
eliminate severe shock and impact loadings on the differential and other
associated components.
Function:
This differential mechanism comprises a carrier member defining a cavity,
which encloses differential gearing for transmitting drive forces from
carrier to the driven members, by means of a pair of side gears adapted to
be connected with the driven members and pinion gears disposed in
meshing engagement with said side gears and connected with said carrier.
To this, a set of self-energizing clutches is operatively connected between
the carrier and one of the side gears and is operable from a disengaged
condition to an engaged condition to retard relative rotation between the
side gear and carrier.
An actuator initates operation of the clutch pack, in response to a
predetermined speed of relative rotation between side gear and carrier. This
actuator mechanism includes a cam member having portions cooperable
with the side gear to effect axial loading of clutch pack upon relative
rotation of cam member and side gear. The actuator mechanism also
includes means for initiating relative rotation between side gear and cam
member.
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PAPER 3:
Title: United States Patent for Viscous Differential (US 3831462 A,
Aug 27,1974)
Authors: Mark A. Willet, James P. McCarthy(GKN corporation,
Michigan, USA)
Introduction:
A limited slip viscous differential in which the housing therefore is
gearingly connected with the drive axle and rotates therewith. Each of two
output axles from the limited slip viscous differential is connected
internally to a viscous coupling for transferring torque from the drive axle
to at least one of the two output axles when at least one of the two output
axles is rotating an angular velocity different from that of the housing. A
structure is provided for releasably retaining each of the output axles within
the housing.
Function:
In viscous couplings, interleave plates within a viscous fluid are used to
selectively interconnect the drive wheels. The controls therefor may be
either manually selective or automatically selective. The viscous coupling
has an outer drum circumferentially surrounding a pair of left and right
drums, each respectively connected to the left and right rear axles. Annular
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PAPER 4:
Generalized Equations for Sprag One-Way Clutch Analysis and
Design
Technical Paper
1998-02-23
David R. Chesney, John M. Kremer
This paper offers a similar analysis of another member of the one-way
clutch family, namely Sprag one-way clutches. Sprag one-way clutches are
clutches that freewheel in one direction, but transmit torque due to the
geometry of the sprag, when the races are rotated in the opposite relative
direction. ...Specifically, the paper discusses the theory of operation,
equilibrium equations, system deflections, system stresses, and dynamic
behaviour of a sprag one-way clutch. The paper derives and explains the
fundamental equations in terms of dimensionless units, in order to enable
the use of either English or metric units. ...ABSTRACT In 1997, Chesney
and Kremer wrote a paper entitled Generalized Equations for Roller
OneWay Clutch Analysis and Design [1]. The paper explained both the
static and dynamic behaviour of roller One-Way Clutches (OWC), and
described the practical application of esoteric stress equations to the design
of roller OWCs.
PAPER 5:
Advanced Overrunning Clutch Technology
Technical Paper
1978-02-01
Jules G. Kish
This paper summarizes the results of a 3 year research program to advance
the state-of-the-art in helicopter free-wheel units (overrunning clutches) by
permitting operation at 20,000 rpm. By designing the free-wheel unit to
operate at engine input speed instead of at the speed of the 2nd reduction
where it is usually located, the torque, and hence size and weight of the
unit, will be reduced. ...By designing the free-wheel unit to operate at
engine input speed instead of at the speed of the 2nd reduction where it is
usually located, the torque, and hence size and weight of the unit, will be
reduced.
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PAPER 6:
Light Commercial Vehicle with Locking Differential
Technical Paper
2013-10-07
Giovanni Giordani, Celso Fratta
In the light commercial vehicles and other wheeled vehicles, an open
differential is a device that allows each driven wheel to rotate in different
speeds during a curve or in limited grip conditions. On the other hand, when
one of the wheels loses the grip the differential will direct all the torque
available to the wheel that is spinning making the vehicle get stuck. In
certain applications, such as electrical power line maintenance in rural
areas requires a larger capacity drive vehicles due to low friction terrain.
To comply with this application requirement was developed the locking
differential speed sensitive that pulls both wheels at the same time offering
full locking axle and increasing the traction capacity of the vehicle. The
system automatically unlocks the wheel with higher speed when the speed
is different between them as happened in a curve. For this project the
locking system was applied to a light truck, which is an innovation in the
light commercial vehicles Brazilian market.
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CONCLUSION
1) A freewheel Differential will provide vehicles with advantages
offered by an Open Differential and a Locked Differential.
2) Suppose, one rear wheel is stuck in a hole of very high resistance
and the other wheel is free.
In case of open differential:
The stuck wheel will not be able to come out as torque will
be divided equally between the wheels which will be in
sufficient to pull the car out of the hole.
In case of a freewheel differential:
The wheel speed will always be less than the Engine Speed
and both wheels will move with the same speed. Thus the
differential will act like a Locked Differential and the car
will be able to pull itself out.
3) Also, the percentage decrease in weight would be around the order
of 50-60%.
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Hence a differential has to be designed which can tackle this problem with
minimum weight.
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These designs were further optimised and developed for better ratcheting.
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REFERENCES
1) The Development of a differential for the improvement of
traction control, S E Chocolek(Gleason Corporation ,Rochester,
New York ,USA)
2) United States Patent for Limited Slip Differential (US 3831462
A, Aug 27,1974), Jerry F. Baremor (Eaton Corporation, Cleveland
, Ohio,USA)
3) United States Patent for Viscous Differential (US 3831462 A,
Aug 27,1974), Mark A. Willet, James P. McCarthy(GKN
corporation, Michigan, USA)
4) Advanced Overrunning
Clutch
Technology,
Technical
Paper,1978-02-01, Jules G. Kish
5) Generalized Equations for Sprag One-Way Clutch Analysis and
Design , Technical Paper, 1998-02-23, David R. Chesney, John M.
Kremer
6) Light Commercial Vehicle with Locking Differential , Technical
Paper, 2013-10-07, Giovanni Giordani, Celso Fratta
7) Selectable One-Way Clutch in GM's RWD 6-Speed Automatic
Transmissions, Technical Paper, 2009-04-20, Farzad Samie,
Chunhao Joseph Lee, Brice Pawley
8) Automotive
Transmissions,
Harald
NaunheimerBernd
BertscheJoachim RyborzWolfgang Novak
9) Heinz Heisler, Advanced Vehicle Technology, Butterworth
Heinmann Publications, 2nd edition, 2002.
10) T.K. Garrett, The Motor Vehicle, Butterworth Heinmann
Publications, 13th Edition, 2001
11) Automotive Engineering Fundamentals Richard Stone and Jeffrey
K. Ball
12) www.sciencedirect.com
13) www.technicaljournalsonline.com
14) www.packratworkshop.com
15) forum.atomiczombie.com
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