MINI PROJECT REPORT

Differential Gear System

Machine Design (ME-603)

Department of Mechanical Engineering

Group-B

3rd Year, 6th Semester

ELITTE COLLEGE OF ENGINEERING
 ABSTRACT

A differential is a device usually, but not necessarily, employing gears, which is

connected to the outside world by three shafts, chains or similar, through which it transmits
torque and rotation. Except in some special purpose differentials, there are no other limitations
on the rotational speeds of the shafts, apart from the usual mechanical/engineering limits. Any
of the shafts can be used to input rotation and the other to output it. A simple differential in
which gears are equal.

In automobile and other wheeled vehicles, a differential is usual way to allow the driving road
wheels to rotate at different speeds. This is necessary when the vehicle turns, making the wheel
that is travelling around the outside of the turning curve roll farther and faster than the other.
The engine is connected to the shafts rotating at angular velocity. The driving wheels are
connected to the other two shafts, and p and q are equal. If the engine is running at a constant
speed, the rotational speed of each driving wheel can vary, but the sum or average of two wheels
speeds cannot change. An increase in the speed of one wheel must be balanced by an equal
decrease in the speed of the other. If one wheel is rotating backward, which is possible in every
tight turns, its speed should be counted as negative.

In a differential transmission including a differential transmission casing with planetary bevel

gears supported therein so as to be rotatable about an axis normal to a centre axis of the
transmission casing, and two center gears arranged at opposite sides of and in meshing
engagement with planetary bevel gears the differential transmission casing has at least at one
end there of a cylindrical casing extension having an opening which is concentric with the
center axis and into which an insert is fitted which has an outer end projecting from the casing
extensions and forming an annular bearing section for rotatable supporting the differential
transmission casing in an outer transmission housing.
SL. NO. CONTENTS PAGE NO.

1 INTRODUCTION 1-2

2 HISTORY 3-4

3 FUNCTIONS & COMPONENTS 5-13

4 DIFFERENTIAL GEARS & ITS 14-15

RATIO

5 HUNTING & NON HUNTING GEARS 16-17

6 CONCLUSION 18

7 REFERENCE 19
 INTRODUCTION
The drive axle assembly of a RWD vehicle is mounted at the rear of the car most of
these assemblies use a single housing to mount the differential gears and axles. The entire
housing is part of the suspension and helps to locate the rear wheels.

Another type of rear drive ale is used with IRS. With IRS the differential is bolted to the chassis
and does not move with the suspension. The axles are connected to the differential and drive
wheel CV or U-joints, Because the axles move with the suspension and the differential is bolted
to the chassis, a common housing for these parts is impossible.

On most RWD cars, the final drive is located in the rear axle housing. On most FWD cars, the
final drive is located within the transaxle. Some current FWD cars mount the engine and
transaxle longitudinally. Theses configurations use a differential that is similar to the other
FWD models. Some FWD cars have a longitudinally mounted engine fitted to a special
transmission with a separate differential mounted to it.

A differential is needed between any two drive wheels, whether in a RWD, FWD or 4WD
vehicle. The two drive wheels must turn at different speeds when the vehicle is in a turn.

RWD final drives normally use a hypoid ring and pinion gear set that turns the power flow 90
degrees from the drive shaft to the drive axles. A hypoid gear set allows the drive shaft to be
positioned low in the vehicle because the final drive pinion gear centerline is below the ring
gear centerline. On FWD cars with transversely mounted engines, the power flow axis is
naturally parallel to that of the drive axles, Because of this, a simple set of helical gears in the
transaxle serve as the final drive gears.

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 The differential is a geared mechanism located between the two driving axles. It rotates the
driving axles at different speeds when the vehicle is turning a corner. It also allows both axles to turn
at the same speed when the vehicle is moving straight. The drive axle assembly directs driveline
torque to the vehicle’s drive wheels. The gear ratio of the differential’s ring and pinion gear is used
to increase torque, which improves drivability. The differential serves to establish a state of balance
between the forces or torques between the drive wheels and allows the drive wheels to turn at different
speeds when the vehicle changes direction.

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 HISTORY

There are many claims to the invention of the differential gear but it is possible that it was
known, at least in some places, in ancient times. Some historical milestones of the differential include:

1050 BC–771 BC: The Book of Song (which itself was written between 502 and 557 A.D.) makes
the assertion that the south-pointing chariot, which may have used a differential gear, was invented
during the Western Zhou Dynasty in China.

150 - 100 BC: The Antikythera mechanism has been dated to this period. It was discovered in 1902
on a shipwreck by sponge divers, and modern research suggests that it was designed to predict solar
eclipses using differential gears

30 BC - 20 BC: Differential gear systems possibly used in China chariot model.

227–239 AD: Despite doubts from fellow ministers at court, Ma Jun from the Kingdom of Wei in
China invents the first historically verifiable south-pointing chariot, which provided cardinal direction
as a non-magnetic, mechanized compass. Some such chariots may have used differential gears.

658, 666 AD: two Chinese Buddhist monks and engineers create south-pointing chariots for Emperor
Tenji of Japan.

1027, 1107 AD: Documented Chinese reproductions of the south-pointing chariot by Yan Su and then
Wu Deren, which described in detail the mechanical functions and gear ratios of the device much
more so than earlier Chinese records.

1720: Joseph Williamson uses a differential gear in a clock.

1810: Rudolph Ackermann of Germany invents a four-wheel steering system for carriages, which
some later writers mistakenly report as a differential.
1827: modern automotive differential patented by watchmaker Onésiphore Pecqueur (1792–1852) of
the Conservatoire des Arts et Métiers in France for use on a steam cart.

1832: Richard Roberts of England patents 'gear of compensation', a differential for road locomotives.
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1874: Aveling and Porter of Rochester, Kent list a crane locomotive in their catalogue fitted with their
patent differential gear on the rear axle.

1876: James Starley of Coventry invents chain-drive differential for use on bicycles; invention later
used on automobiles by Karl Benz.

1897: first use of differential on an Australian steam car by David Shearer.

1958: Vernon Gleasman patents the Torsen dual-drive differential, a type of limited slip differential
that relies solely on the action of gearing instead of a combination of clutches and gears.

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 FUNTIONS & COMPONENTS
The differential allows for different speeds at the drive wheels when a vehicle goes around c corner
or any time there is a change of direction. When a car turns a corner, the outside wheels must travel
farther and faster than the inside wheels. If the compensation is not made for this difference in speed
and travel, the wheels would skid and slide, causing poor handling and excessive tire wear.
Compensation for the variations in wheel speeds is made by the differential assembly. While allowing
for their different speeds, the differential also must continue to transmit torque.

The differential of a RWD vehicle is normally housed with the drive axles in a large casting called
the rear axle assembly. Power from the engine enters into the center of the rear axle assembly and is
transmitted to the drive axles. The drive axles are supported by bearings and are attached to the wheels
of the car. The power entering the rear axle assembly has its direction changed by the differential.
This change of direction is accomplished through the hypoid gears used in the differential.

The differential of a RWD vehicle is normally housed with the drive axles in a large casting
called the rear axle assembly. Power from the engine enters into the center of the rear axle assembly
and is transmitted to the drive axles. The drive axles are supported by bearings and are attached to the
wheels of the car. The power entering the rear axle assembly has its direction changed by the
differential. This change of direction is accomplished through the hypoid gears used in the
differential.
Power from the drive shaft is transmitted to the rear axle assembly through the pinion flange.
This flange is the connecting yoke to the rear universal joint. Power then enters the final drive on the
pinion gear. The pinion teeth engage the ring gear, which is mounted upright at a 90 degree angle to
the pinion. Therefore, as the drive shaft turns, so do the pinion and ring gears.

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 The ring gear is fastened to the differential case with several hardened bolts of rivets. The differential
case is made of cast iron and is supported by two tapered roller bearings in the rear axle housing.
Holes machined through the center of the differential housing support the differential pinion shaft.
The pinion shaft is retained in the housing case by clips or a specially designed bolt. Two beveled
differential pinion gears and thrust washers are mounted on the differential pinion shaft. In mesh with
the differential pinion gears are two axle side gears splinted internally to mesh with the external spines
on the left and right axle shafts. Thrust washers are placed between the differential pinions, axle side
gears, and differential case to prevent wear on the inner surfaces of the differential case.

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Differential Function
The two drive wheels are mounted on axles that have a differential side gear fitted on their inner
ends. To turn the power flow 90 degrees, as is required for RWD vehicles, the side gears are bevel
gears.

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 The differential case is mounted on bearings so that is able to rotate independently of the drive
axles. A pinion shaft, with small pinion gears, is fitted inside the differential case. The pinion gears
mesh with the side gears. The ring gear is bolted to the flange of the differential case and the two
rotate as a single unit. The drive pinion gear meshes with the ring gear and is rotated by the drive
shaft.

Engine torque is delivered by the drive shaft to the drive pinion gear, which is in the mesh with the
ring gear and causes it to turn. Power flows from the pinion gear to the ring gear. The ring gear is
bolted to the differential case, which drives the side gears, pinions and axles as an assembly. The
differential case extends from the side of the ring gear and normally houses the pinion gears and the
side gears. The side gears are mounted so they can slip over spines on the ends of the axle shafts.

There is a gear reduction between the drive pinion gear and the ring gear, causing the ring gear to
turn about one third to one fourth the speed of the drive pinion. The pinion gears are located between
and meshed with the side gears, thereby forming a square inside the differential case. Differentials
have two or four pinion gears that are in mesh with the side gears. The differential pinion gears are
free to rotate on their own centers and can travel in a circle as the differential case and pinion shaft
rotate. The side gears are meshed with the pinion gears and are also able to rotate on their own centers.

The small pinion gears are mounted on a pinion shaft that passes through the gears and the
case. The pinion gears are in mesh with the axle side gears, which are splinted to the axle shafts.

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 In operation, the rotating differential case causes the pinion shaft and pinion gears to rotate
end over with the case. Because the pinion gears are in mesh with the side gears, the side gears and
axle shafts are also forced to rotate.

When a car is moving straight ahead, both drive wheels are able to rotate at the same speed.
Engine power comes in on the pinion gear and rotates the ring gear. The differential case is rotated
with the ring gear. The pinion shaft and pinion gears are carried around by the ring gear and all of the
gears rotate as a single unit. Each side gear rotates at the same speed and in the same plane as does
the case and they transfer their motion to the axles. The axles are thus rotated, and the car moves.
Each wheel rotates at the same speed because each axle receives the same rotation.

As the vehicle goes around a corner, the inside wheel travels a shorter distance than the outside wheel.
The inside wheel must therefore rotate more slowly than the outside wheel. In this situat ion, the
differential pinion gears will "walk" forward on the slower turning or inside side gear As the pinion
gears walk around the slower side gear, they drive the other side gear at a greater speed. An equal
percentage of speed is removed from one axle and given to the other however; the torque applied to
each wheel is equal.

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 Only the outside wheel rotates freely when a car is making a very sharp turn; therefore, only
one side gear rotates freely. Because one side gear is close to being stationary, the pinion gears now
turn on their own centers as they walk around that side gear. As they walk around that side gear, they
drive the other side gear at twice their own speed. The moving wheel is now turning at twice the speed
of the differential case, but the torque applied to it is only half of the torque applied to the differential
case. This increase in wheel speed occurs because of these two actions: the differential pinion gears
are rotating end over end with the pinion shaft and the action of the differential pinion gears rotating
around the differential pinion shaft.

When one of the driving wheels has little or no traction, the torque required to turn the wheel
without traction is very low. The wheel with good traction in effect is holding the axle gear on that
side stationary. This causes the pinions to walk around the stationary side gear and drive the other
wheel at twice the normal speed but without any vehicle movement. With one wheel stationary, the
other wheel turns at twice the speed shown on the speedometer. Excessive spinning of one wheel can
cause severe damage to the differential. The small pinion gears can actually become welded to the
pinion shaft or differential case.

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 Axle Housings
Live rear axles use a one-piece housing with two tubes extending from each side. These tubes
enclose the axles and provide attachments for the axle bearings. The housing also shields the parts
from dirt and retains the differential lubricant.

In IRS or FWD systems, the housing is in three parts. The center part houses the final drive
and differential gears. The outer parts support the axles by providing attachments for the axle
bearings. These parts also serve as suspension components and attachment points for the steering gear
or brakes. In FWD applications, the differential and final drive are either enclosed in the same housing
as the transmission or in a separate housing bolted directly to the transmission housing.

Based on their construction, rear axle housings can be divided into two groups, integral carrier
or removable carrier. An integral carrier housing attaches directly to the rear suspension. A service
cover, in the center of the housing, fits over the rear of the differential and rear axle assembly. When
service is required, the cover must be removed. The components of the differential unit are then
removed from the rear of the housing.

In integral-type axle housing, the differential carrier and the pinion bearing retainer are
supported by the axle housing in the same casting. The pinion gear and shaft is supported by two
opposing tapered-roller bearings located in the front of the housing. The differential carrier assembly
is also supported by two opposing tapered-roller bearings, one at each side.

The differential assembly of a removable carrier assembly can be removed from the front of
the axle housing as a unit. The differential is serviced on a bench and then installed into the axle
housing. The differential assembly is mounted on two opposing tapered-roller bearings retained in
the housing by removable caps. The pinion gear, pinion shaft, and the pinion bearings are typically
assembled in a pinion retainer, which is bolted to the carrier housing.

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 A typical housing has a cast-iron center section with axle shaft tubes pressed and welded into
either side. The rear axle housing encloses the complete rear-wheel driving axle assembly. In addition
to housing the parts, the axle housing also serves as a place to mount the vehicle’s rear suspension
and braking system. With IRS, the differential housing is mounted to the vehicle’s chassis and does
not move with the suspension

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 DIFFERENTIAL GEARS & ITS RATIO
Two types of gears are currently being used as differential gears; spiral bevel and hypoid.
Spiral bevel gears are commonly used in heavy duty applications. In a spiral bevel gear set, the
centerline of the drive pinion gear intersects the centerline of the ring gear. There designs are noisier
than hypoid gears.
Hypoid gear sets are commonly used in RWD passenger car and light truck applications. The
pinion gear in a hypoid gear sets is mounted well below the centerline of the ring gear. Hypoid gears
are quiet running.

This design allows for lower vehicle height and more passenger room inside the vehicle by
lowering the driven pinion gear on the ring gear, the entire drive Shaft can be lowered. Lowering the
drive shaft allows for a lower drive shaft tunnel, which in turn allows for increased passenger room
and lower ride height

The teeth of the hypoid gear are curved to follow the form of spiral, causing a wiping action
while meshing as the gears rotate, the teeth slide against each other. Because this sliding action, the
ring and pinion gears can be machined to allow for near perfect mating, which results in smoother
action and quiet running gear set because this sliding action produces extremely high pressure
between the gear teeth, only a hypoid type lubricant should be used with hypoid gear sets

The spiral shaped teeth results in different tooth contacts as the pinion and ring gear rotate.
The drive side of the teeth is curved in convex shape, and the coast side of the teeth in concave. The
inner end of the teeth on the ring gear is known as the toe and the outer end of the teeth is the heel.

While engine torque is being applied to the drive pinion gear, the pinion teeth exert pressure
on the drive side of the ring gear teeth during the coast or engine braking the concave side of the ring
gear teeth exert pressure on the drive pinion gear.

Upon heavy acceleration, the drive pinion attempts to climb up the gear and raises the front
of the differential. The suspension’s leaf spring or the torque arm on coil spring suspensions absorb
much of the torque to limit the movement of the axle housing

Gear Ratios
Gear ratios express the number of turns the drive gear makes compared to one turn of the
driven gear it mates with. The ring gear is driven by the pinion gear, therefore causing torque
multiplication. The ring gear is always larger than the pinion. This combination causes the ring gear
to turn more slowly but with greater torque.

Many different final drive ratios are used. A final drive ratio of 2.8:1 is commonly used,
especially on cars equipped with automatic transmissions. A 2.8:1 final drive ratio means the drive
pinion must turn 2.8 times to rotate the ring gear one time. On cars equipped with manual
transmissions, more torque multiplication is often needed, therefore a 3.5:1 final drive ratio is often
used. To allow a car to accelerate more quickly or to move heavy loads, a final drive ratio of 4:1 can

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be used. Also, small engine cars with overdrive fourth and fifth gears often use a 4:1 final drive ratio,
which allows them to accelerate reasonably well in spite of the engine's low power output.

Fig .16.Comparision of a spiral bevel and hypoid gear set

The overdrive in fourth and fifth gear effectively reduces the final drive ratio when the car is
moving in those gears. Trucks also use a final drive ratio of 4:1 or 5:1 to provide more torque to
enable them to pull or move heavy loads.

It is important to remember that the actual final drive or overall gear ratio is equal to the ratio
of the ring and pinion gear multiplied by the ratio of the speed gear the car is operating in. For
example, if a car has a final drive ratio of 3:1, the total final drive ratio for each trans-mission speed
is as follows. Notice that, in this example, the only time the total final drive ratio is the same as the
ratio of the ring and pinion gear is when the transmission is in fourth gear, which has a speed ratio of
1:1.

Many factors are considered when a manufacturer selects a final drive ratio for a vehicle.
Some of these factors are vehicle weight, engine rpm range, designed vehicle speed, frontal area of
the body, fuel economy requirements, engine power output, and transmission type and gear ratios.
Cars with final drive ratios around 2.5:1 will take longer to accelerate but will typically give a higher
top speed. At the other end of the scale, a 4.11:1 ratio will give faster acceleration with a lower top
speed. Since the 1970s there has been an emphasis on fuel economy, and most cars have been
equipped with high gears to allow for lower engine speeds at normal driving speeds.

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 HUNTING & NON HUNTING GEARS
Ring and pinion gear sets are usually classified as hunting, no hunting, or partial no hunting
gears. Each type of gear set has its own requirements for a satisfactory gear tooth contact pat-tern.
These classifications are based on the number of teeth on the pinion and ring gears.

A no hunting gear set is one in which any one pinion tooth comes into contact with only some
of the ring gear teeth. One revolution of the ring gear is required to achieve all possible gear tooth
contact combinations. As an example, if the ratio of the ring gear teeth to the pinion gear teeth is 39
to 13 (or 3.00:1), the pinion gear turns three times before the ring gear completes one turn. One full
rotation of the pinion gear will cause its 13 teeth to mesh with one third of the ring gear's teeth. On
the next revolution of the pinion gear, its teeth will mesh with the second third of the ring gear's teeth
and the third revolution will mesh with the last third of the ring gear. Each tooth of the pinion gear
will return to the same three teeth on the ring gear each time the pinion rotates.

A partial no hunting gear set is one in which any one pinion tooth comes into con-tact with
only some of the ring gear teeth, but more than one revolution of the ring gear is required to achieve
all possible gear tooth contact combinations. If the ratio of the ring gear teeth to the pinion gear teeth
is 35 to 10 (or 3.5:1), any given tooth of the pinion will meet seven different teeth (seven complete
revolutions of the pinion gear) of the ring gear before it returns to the space where it started.

When hunting gear sets are rotating, any pinion gear tooth will contact all the ring gear teeth.
If the ring gear has 37 teeth and the pinion gear has 9, the gear set has a ratio of 37 to 9 (or 3.89:1).
Any given tooth in the pinion gear meets all of the teeth in the ring gear before it meets the first tooth
again.

Locked Differentials:
Another type of differential is the locked differential. This provides very limited differential action,
if any. It is designed to provide both drive axles with nearly the same amount of torque, regardless of
traction. Needless to say, this differential is designed only for off-road use and for racing applications.

Some trucks and off-the-road equipment use differentials that can be locked and unlocked by pressing
a button. The button activates an air pump, which applies pressure on the clutches and locks them to
the side gears. This type of system gives the advantages of both open and locked differential.

A commonly found, or at least much talked about, locked differential is the Detroit Locker. This unit
is a ratcheting-type differential. It is very strong and will almost always provide equal torque and
speed to each of the drive wheels. It does not allow for much differential action; therefore, cornering
is hampered. However, good drivers know when to lift off the throttle right before turning to minimize
scrubbing and power their way through turns. This action allows time for the locker to unlock and
provide some differential action during the turn. Detroit Lockers are primarily used in vehicles built
for oval racing, such as NASCAR.
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To eliminate all differential action, cars built for drag racing and drifting uses a spool. A spool is
basically a ring gear mounted to an empty differential case. The ring gear is driven by a pinion gear.
Both the right and left axles are splinted to the case, providing for a solid connection between them.
With a spool, even the slightest of turns cause the tires to scrub.

Operation
When a vehicle is moving straight ahead, the axle shafts are linked to the differential case through
the clutch and each wheel gets equal torque. While the vehicle is making a turn, depending on the
direction the vehicle is turning, one clutch assembly slips a sufficient amount to allow a speed
differential between the two axles. This is necessary because the wheels must move through two
different arcs during a turn and must therefore spin at slightly different speeds. When one wheel has
less traction than the other, a larger portion of the torque goes to the wheel with the most traction

Normally each axle gets an equal amount of torque through the differential. However when
one wheel slips, some of that wheel's torque is lost through the pinion gears spinning on the pinion
shaft. The clutch on the other wheel remains applied and some of the torque from the slip- ping side
is applied to the wheel with traction. The amount of torque applied to the wheel with traction is
determined by the frictional capabilities of its clutch assembly. Power is delivered to that wheel only
until the torque overcomes the frictional characteristics of the clutch assembly, at which time it begins
to slip. The friction between the clutch plates and discs will transfer a portion of the engine's torque
to the wheel with the most traction. This action limits the maximum amount of torque that can be
applied to the wheel with traction.

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CONCLUSION
A vehicle's wheels rotate at different speeds, mainly when turning corners. The 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 needs to
travel a shorter distance than the outer wheel, so with no differential, the result is the inner wheel
spinning and/or the outer wheel dragging, and this results in difficult and unpredictable handling,
damage to tires and roads, and strain on or possible failure of the entire drive train. Finally we
concluded that the cross sectional view of differential gear and the working principle of differential
gear. According to the principle of geometry of gear.

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REFERENCES
1. History of the Automobile". Britannica.com
2. Wikipedia
3. Differential gear working". Mech4study.com

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