AUTOMATIC BREAKING SYSTEM

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.

 CHAPTER-1

INTRODUCTION

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.

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 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.

 CHAPTER-2

COMPARITION WITH OPEN AND OTHER TYPES OF DIFFERENTIAL

COMPARISON WITH OPEN DIFFERENTIAL

The just-mentioned characteristic of the Torsen differential may be best

appreciated in comparison with the inherent torque transfer characteristics of an 'open' or

conventional differential. The drive axles associated with an open differential are

interconnected by a bevel gear set designed to divide equal torque between drive axles.

This arrangement will not support any substantial torque difference between the drive

axles and, as a consequence, offers very little resistance to differentiation. Virtually any

attempt to deliver an increased amount of torque to one of the drive axles will result in

rotation of the gear set as evidenced by differential rotation between drive axles.

For example, if one of the drive wheels should lose traction, any attempt to

deliver additional torque to the other drive wheel having better traction will result in

undesirable 'spin up' of the wheel having poorer traction. The maximum amount of torque

conveyed by the drive axles collectively is limited to approximately twice the amount of

torque supported by the drive wheel having the least traction.

It is this type of problem which is most often identified with the need for improved

traction management (see Figure 2). The Torsen differential addresses this need by

providing for a torque proportioning characteristic between drive axles by

interconnecting the drive axles with an Invex gearing arrangement. This gearing is

designed to support a predetermined ratio of torques between drive axles.

INVEX GEARING:

Invex gearing in a Torsen 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. Figure 3 (not included ... didn't reproduce well)

illustrates a typical Invex gear train for the Torsen differential. 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 minimize stress and wear

without sacrifice to function.

TORQUE BIAS RATIO

The maximum torque ratio which is supported by a particular differential design is

termed 'bias ratio'. This term is expressed as the quotient of the torque in the higher

torque axle divided by the torque in the lower torque axle in proportion to unity.

The provision of bias ratio significantly affects the operative connection between

drive axles and represents a careful choice for controlling torque transfers between drive

axles to achieve optimum traction. A '4:1' bias ratio design means that the Torsen

differential is capable of delivering, to the drive wheel having better traction, four times

the amount of torque which can be supported by the lower traction drive wheel. In

comparison with an open differential, this means that, under the same conditions, a '4:1'

bias ratio differential is capable of delivering approximately two and one-half times more

torque to the drive axles collectively than an open differential.

COMPARISON WITH OTHER TYPES OF DIFFERENTIALS

Other means are also known for modifying the operative connection between drive axles

to provide for the transfer of additional torque to the drive axles collectively. For

example, many limited-slip differentials provide for preloading friction clutches to

oppose the transfer of torque between drive axles.

This frictional pre-load represents a particular minimum magnitude of resistance

which must be overcome to permit any relative rotation between drive axles which may
interfere with the operation of anti-lock braking systems. Also, since frictional forces are

continually active to resist differentiation, the friction clutches tend to wear, resulting in a

deterioration of intended differential performance.

In contrast to the limited-slip's continuous magnitude of frictional resistance to

differentiation, the torque biasing characteristic of the Torsen differential provides for a

maximum ratio of torque distributions between drive axles. For instance, as the amount

of torque being conveyed by the Torsen differential decreases, the amount of resistance to

differentiation also decreases. That is, even though the bias ratio remains relatively

constant, a proportional division of a lower magnitude of torque being conveyed by the

differential results in a smaller torque difference between drives axles.

In braking situations where little or no torque is being conveyed by the

differential, a four to one apportionment of torque between drive axles amounts to little

or no torque difference between drive axles. Thus, the Torsen differential will not support

any appreciable torque 'wind-up' between drive axles during braking and so does not

interfere with the operation of anti-lock braking systems. Another known approach to

modifying the operative connection between drive axles is to provide for resisting

differentiation as a function of the speed difference between drive axles.

It has long been appreciated that undesirable wheel slip is associated with very

high rates of differentiation. Differentials have been designed using fluid shear friction,

which respond to increased rates of differentiation by increasing fluid shear frictional

resistance to differentiation. The obvious problem with such 'speed sensitive' differentials

is that undesirable wheel slip has already occurred well in advance of its detection. Also,

the fluid shear friction designs generally rely on the changes in fluid temperature

associated with high differential shear rates to increase resistance to differentiation.

However, similar temperature changes may be associated with extended periods of

desirable differentiation, or may be influenced by changes in ambient temperature, so that

resistance to differentiation may vary throughout ordinary conditions of vehicle use.

The bias ratio characteristic of the Torsen differential instantly reacts to unequal

traction conditions by delivering an increased amount of torque to the drive wheel having

better traction before the other drive wheel exceeds the limit of traction available to that

wheel. The bias ratio characteristic also remains substantially constant over a wide range

of torque conveyed by the differential, and is not sensitive to changes in ambient

temperature or conditions of vehicle use.

STRUCTURE FOR ACHIEVING TORQUE BIAS

As previously stated, the torque biasing characteristic of the Torsen differential is

achieved by interconnecting the drive axles with an Invex 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.

The characteristic of torque bias is achieved in a very simple way. It is well known

that frictional forces are determined by the product of the coefficient of friction of a given

surface and the normal force applied to that surface. Frictional torque, of course, is

merely the application of that normal force at an effective frictional radius. All of the

forces which are active within the differential are derivable from the torque which is

being conveyed by the differential and the friction coefficients of surfaces within the

differential.

Therefore, all of the frictional forces which are generated within the differential,

and all of the resulting resistant torques which oppose the transfer of torque between

drive axles, are proportional to the torque being conveyed by the differential. Since the

maximum difference in torque between drive axles which can be supported by friction is

proportional to the combined torque of the drive axles, the maximum bias ratio remains

constant with respect to changes in the combined drive axle torques.

In addition to providing a geared interconnection between drive axles which

permits the usual opposite relative rotation between the drive axles, the gearing also

distributes forces which may be generated to resist differentiation over a large number of
different surfaces within the differential. The surfaces over which the Invex gearing

distributes forces are designed with different coefficients of friction and the Invex gearing

is designed to distribute different loads between the surfaces. Collectively, the surfaces

and the gearing are designed to distribute wear evenly over the surfaces and to control the

overall amount of friction within the differential needed to achieve a desired bias ratio.
 CHAPTER-3

COMPARITION WITH OPEN AND OTHER TYPES OF

DIFFERENTIAL

COMPARISON WITH OPEN DIFFERENTIAL

The just-mentioned characteristic of the Torsen differential may be best

appreciated in comparison with the inherent torque transfer characteristics of an 'open' or

conventional differential. The drive axles associated with an open differential are

interconnected by a bevel gear set designed to divide equal torque between drive axles.

This arrangement will not support any substantial torque difference between the drive

axles and, as a consequence, offers very little resistance to differentiation. Virtually any

attempt to deliver an increased amount of torque to one of the drive axles will result in

rotation of the gear set as evidenced by differential rotation between drive axles.

For example, if one of the drive wheels should lose traction, any attempt to

deliver additional torque to the other drive wheel having better traction will result in

undesirable 'spin up' of the wheel having poorer traction. The maximum amount of torque

conveyed by the drive axles collectively is limited to approximately twice the amount of

torque supported by the drive wheel having the least traction.

 It is this type of problem which is most often identified with the need for improved

traction management (see Figure 2). The Torsen differential addresses this need by

providing for a torque proportioning characteristic between drive axles by

interconnecting the drive axles with an Invex gearing arrangement. This gearing is

designed to support a predetermined ratio of torques between drive axles.

INVEX GEARING:

Invex gearing in a Torsen 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. Figure 3 (not included ... didn't reproduce well)

illustrates a typical Invex gear train for the Torsen differential. 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 minimize stress and wear

without sacrifice to function.

TORQUE BIAS RATIO

 The maximum torque ratio which is supported by a particular differential design is

termed 'bias ratio'. This term is expressed as the quotient of the torque in the higher

torque axle divided by the torque in the lower torque axle in proportion to unity.

The provision of bias ratio significantly affects the operative connection between

drive axles and represents a careful choice for controlling torque transfers between drive

axles to achieve optimum traction. A '4:1' bias ratio design means that the Torsen

differential is capable of delivering, to the drive wheel having better traction, four times

the amount of torque which can be supported by the lower traction drive wheel. In

comparison with an open differential, this means that, under the same conditions, a '4:1'

bias ratio differential is capable of delivering approximately two and one-half times more

torque to the drive axles collectively than an open differential.

COMPARISON WITH OTHER TYPES OF DIFFERENTIALS

Other means are also known for modifying the operative connection between drive axles

to provide for the transfer of additional torque to the drive axles collectively. For

example, many limited-slip differentials provide for preloading friction clutches to

oppose the transfer of torque between drive axles.

 This frictional pre-load represents a particular minimum magnitude of resistance

which must be overcome to permit any relative rotation between drive axles which may

interfere with the operation of anti-lock braking systems. Also, since frictional forces are

continually active to resist differentiation, the friction clutches tend to wear, resulting in a

deterioration of intended differential performance.

In contrast to the limited-slip's continuous magnitude of frictional resistance to

differentiation, the torque biasing characteristic of the Torsen differential provides for a

maximum ratio of torque distributions between drive axles. For instance, as the amount

of torque being conveyed by the Torsen differential decreases, the amount of resistance to

differentiation also decreases. That is, even though the bias ratio remains relatively

constant, a proportional division of a lower magnitude of torque being conveyed by the

differential results in a smaller torque difference between drives axles.

In braking situations where little or no torque is being conveyed by the

differential, a four to one apportionment of torque between drive axles amounts to little

or no torque difference between drive axles. Thus, the Torsen differential will not support

any appreciable torque 'wind-up' between drive axles during braking and so does not

interfere with the operation of anti-lock braking systems. Another known approach to

modifying the operative connection between drive axles is to provide for resisting

differentiation as a function of the speed difference between drive axles.

 It has long been appreciated that undesirable wheel slip is associated with very

high rates of differentiation. Differentials have been designed using fluid shear friction,

which respond to increased rates of differentiation by increasing fluid shear frictional

resistance to differentiation. The obvious problem with such 'speed sensitive' differentials

is that undesirable wheel slip has already occurred well in advance of its detection. Also,

the fluid shear friction designs generally rely on the changes in fluid temperature

associated with high differential shear rates to increase resistance to differentiation.

However, similar temperature changes may be associated with extended periods of

desirable differentiation, or may be influenced by changes in ambient temperature, so that

resistance to differentiation may vary throughout ordinary conditions of vehicle use.

The bias ratio characteristic of the Torsen differential instantly reacts to unequal

traction conditions by delivering an increased amount of torque to the drive wheel having

better traction before the other drive wheel exceeds the limit of traction available to that

wheel. The bias ratio characteristic also remains substantially constant over a wide range

of torque conveyed by the differential, and is not sensitive to changes in ambient

temperature or conditions of vehicle use.

STRUCTURE FOR ACHIEVING TORQUE BIAS

As previously stated, the torque biasing characteristic of the Torsen differential is

achieved by interconnecting the drive axles with an Invex 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.

The characteristic of torque bias is achieved in a very simple way. It is well known

that frictional forces are determined by the product of the coefficient of friction of a given

surface and the normal force applied to that surface. Frictional torque, of course, is

merely the application of that normal force at an effective frictional radius. All of the

forces which are active within the differential are derivable from the torque which is

being conveyed by the differential and the friction coefficients of surfaces within the

differential.

Therefore, all of the frictional forces which are generated within the differential,

and all of the resulting resistant torques which oppose the transfer of torque between

drive axles, are proportional to the torque being conveyed by the differential. Since the

maximum difference in torque between drive axles which can be supported by friction is

proportional to the combined torque of the drive axles, the maximum bias ratio remains

constant with respect to changes in the combined drive axle torques.

In addition to providing a geared interconnection between drive axles which

permits the usual opposite relative rotation between the drive axles, the gearing also

distributes forces which may be generated to resist differentiation over a large number of
different surfaces within the differential. The surfaces over which the Invex gearing

distributes forces are designed with different coefficients of friction and the Invex gearing

is designed to distribute different loads between the surfaces. Collectively, the surfaces

and the gearing are designed to distribute wear evenly over the surfaces and to control the

overall amount of friction within the differential needed to achieve a desired bias ratio.
 CHAPTER-4

COMPONANTS OF DIFFERENTIAL UNIT

MAJOR COMPONENTS OF THE TORSEN DIFFERENTIAL

The twenty-one components which make up the differential are shown in Figure 4

(not included ...didn't reproduce well). All components of the Invex gear system are

contained within the housing. Input power usually is transmitted to the housing by way of

a ring gear (crown wheel) bolted to the housing itself. Trunnions are adapted to receive

bearings by which the housing is reactively supported and retained within the axle carrier

assembly. These trunnions also receive the respective axle ends which are splined to the

side gears within the housing.

Each side gear meshes with element gears arranged at intervals about the

periphery of the associated side gears; tangent to, and in engagement with, the pitch

surfaces of the side gears. Each of these element gears is formed with a helical middle

portion and spur gear end portion. Each side gear meshes with the middle portion of these

associated element gears. At the same time, the integral spur gear portion of each element

gear meshes with the spur portion of its adjacent element gear. Element gears are shaft-

mounted by means of their associated journal pins. The number of element gears and

associated hardware may vary.

 However, the usual arrangement has three sets of element gear pairs arranged at

120 degree intervals as illustrated by Figure 3. It is this arrangement of Invex gearing that

provides for (a) connecting the drive axles for opposite directions of relative rotation with

respect to the differential housing and, (b) controlling the transfer of torque between drive

axles.

Completing the hardware complement are thrust washers used between each end

of each side gear, between side gears and the housing. Selection of thrust washers is

important in determining the operating characteristics for each application. Proprietary

Gleason models permit preselection of components with a high degree of accuracy with

respect to actual vehicle characteristics.

A MATHEMATICAL REPRESENTATION OF THE TORSEN DIFFERENTIAL

This section of the paper provides a mathematical representation of the basic

frictional relationships within a Torsen differential which are responsible for achieving

the bias characteristic between drive axles. The mathematical representation assumes that

the direction of torque transfer through the differential is from a vehicle's engine to the

drive axles. Figure 4 may be again referred to for identifying differential components

mentioned in this section. However, specific forces and torques which are mentioned in

this section are illustrated in Figure 5 in association with a schematic depiction of key

differential components.
 Engine torque applied to the ring gear (Trg) is substantially equal in magnitude to

the sum of reaction torques which are developed at each drive axle (T1, T2). The engine

torque is transferred to the drive axles through

(a) The differential housing which supports the ring gear and

(b) The Invex gearing which is carried within the housing and interconnects the drive

axles for equal but opposite directions of relative rotation with respect to the housing.

Thus, in addition to transferring torque from the differential housing to the drive

axles, the Invex gearing also provides a rotational interconnection between drive axles

which may be understood to function as a gear train for transferring torque between drive

axles. Gear trains, of course, develop various reactions at gear meshes and mounting

surfaces which generate friction opposing rotation of the train in proportion to the torque

being carried by the train. Since all of the engine torque which is transferred to the drive

axles is carried by the Invex gearing, reaction torque which opposes rotation of the Invex

gearing is proportional to the engine torque which is transferred to the drive wheels.

Thus, the transfer of torque between drive axles is also resisted in proportion to the

transfer of torque between the engine and drive axles.

This feature enables the Torsen differential to support a torque imbalance between

drive axles which contributes to the total amount of torque which can he transferred from

the engine to the drive axles when the amount of torque which can be supported in one of

the drive axles is limited by available traction.

 The major frictional interfaces which are responsible for supporting a torque

difference between drive axles are listed below along with parenthetically enclosed

symbols representing the coefficients of friction of the respective interfaces.

Side gear to element gear Invex gear meshes (µ1,) Element gear faces to

differential housing (µ2) Side gear face to side gear face (µ3)

Side gear face to differential housing (µ4). Typically, the largest reaction forces within

the differential are side gear thrust forces (Fa1, Fa2) resulting from normal tooth loads

(F1, F2) acting at the side gear to element gear Invex tooth meshes. The reaction forces

are related to the normal tooth loads according to the following equation:

Fa1 , Fa2 = (F1 , F2) x Cos ø x Cos ß

Where 'ø' is the tooth normal pressure angle and 'ß' is the side gear helix angle.

These reaction forces are opposed by the respective frictional interfaces associated

with the end faces of the side gears and result in the generation frictional torques (Tf3,

Tf4) which oppose side gear rotation. This frictional torques is related to the reaction

forces according to the following equation:

Tf3 , Tf4 = (Fa1 , Fa2) x (R3 , R4) x (µ3 , µ4)

Where 'R3' and 'R4' are the effective friction radii at the respective side gear interfaces.

Frictional torques (Tf5 , Tf6) are developed at the respective interfaces between

the element gears and differential housing. These frictional torques are also developed as
a result of reaction forces at the side gear to element gear meshes, but the reaction forces

being considered here are those which are directed along the respective axes of the

element gears. These reaction forces (Fb1 , Fb2) are related to the normal tooth loads

according to the following equation:

Fb1 , Fb2 = (F1 , F2) x Cos ø x Cos ß

The above-mentioned frictional torques (Tf5 , Tf6) are related to the reaction

forces (Fb1 , Fb2) according to the following equation:

Tf5 , Tf6 = (Fb1 , Fb2) x (R5 , R6) x (µ5 , µ6)

Where 'R5' and 'R6' are the effective friction radii at the respective element

gear to housing interfaces.

In addition to the frictional torques developed at the Invex gearing mounting

surfaces, sliding contact between the side gears and element gears at the respective Invex

gear meshes also produces frictional torques which contribute to supporting a torque

division between drive axles. The respective friction forces at the Invex gear meshes may

be represented as:

Fc , Fd = (F1 , F2) x (µ1)

The resulting frictional torques (Tf1 , Tf2) opposed to side gear rotation is related

to mesh friction as follows:

 Tf1 , Tf2 = (Fc , Fd) x R x Sin ø x Sin ß

where 'R' is the pitch radius of the respective side gears.

Therefore, the maximum difference torque which can be supported between drive

axles is related to each of the above-equated frictional torques as follows:

T1 - T2 = Tf1 + Tf2 + Tf3 + Tf4 + (R / Rc) x (Tf5 + Tf6)

Where 'Rc' is the pitch radius of the combination gears. Letting the torque difference

between drive axles (T1 - T2) be represented by 'Td', it follows that:

T1 = (Trg + Td) / 2, andT2 = (Trg - Td) / 2

From this, the maximum ratio of torque which can be supported between drive

axles (i.e., bias ratio) is expressed by the following proportion:

torque bias = T1 / T2 : 1

An alternative way of referring to drive axle torque distributions is by the term

'percent locking'. This term may be mathematically expressed as follows:

percent locking = (Td / Trg) x 100

Figure 6 shows the relationship between torque bias and percent locking over a

range of comparable values of each

DESIGN FLEXIBILTIES
 The Torsen design provides several options for adjusting bias ratio to different

operating conditions. First, it is possible to increase or

diminish bias ratio. Second, it is possible to achieve significantly different bias ratios

between opposite directions of relative drive axle rotation. Third, it is possible to achieve

different bias ratios between vehicle operating conditions of driving and coasting. Each

of these options is discussed under a separate heading below.

OVERALL BIAS CONTROL

The Torsen 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.

BIAS RATIOS BETWEEN OPPOSITE DIRECTIONS OF DIFFERENTIATION

 The Torsen differential can also be designed so that different bias ratios are

associated with different directions of differentiation between drive axles. That is, this

design permits one drive axle to support a larger proportion of total drive axle torque than

the other. The interaction of forces within the differential which give rise to this design

characteristic are very complex. However, it may be generally explained that such

different bias ratios are obtained by relatively raising the coefficient of friction which is

effective between the end face of one side gear and the differential housing. This tends to

increase resistance to the rotation of the drive axle associated with the one side gear with

respect to the other drive axle.

This feature may be particularly advantageous in 'center box' applications where

the Torsen differential is used to interconnect drive shafts to the front and rear drive axles

with a single power source. In this application, it is possible to set different limits to the

maximum proportions of torque which can be unequally divided between the front and

rear drive axles. Since division of torque is automatically achieved by the Torsen

differential in proportion to available traction, a separate 'torque splitter' is not required.

In fact, such a predetermined torque split may detract from the designed torque biasing

operation.

BIAS RATIOS BETWEEN DRIVE AND COAST MODES

It is also an important design freedom to provide for different effective bias ratios

between vehicle driving and coasting modes. Since the Torsen differential is designed to
have little or no effect on vehicle performance unless torque is being transferred by the

differential, it should be understood that what is meant by the coasting mode is actually

vehicle deceleration caused by engine braking. This mode is most evident with standard

shift vehicles engaged in downshifting.

Invex gearing also makes possible this important design alternative. The side gears

within the differential are designed with the same hand of helix angle. When engine

power is applied to the differential (i.e., drive mode), both side gears are thrust against

the same end of the differential housing. Alternatively, when the engine is used to brake

the drive wheels (i.e., coast mode), the side gears are thrust against the opposite end of

the housing. This feature provides an opportunity to vary frictional characteristics

between opposite ends of the housing to vary bias ratios between the opposite directions

of power transfer through the differential. The possibilities for independently varying bias

ratios between the two directions of power transfer enables the differential to be designed

with one bias ratio to compensate for undesirable steering effects associated with

downshifting and a second bias ratio which is selected for most other purposes.
 CHAPTER-5

PERFORMANCE OF DIFFERENTIAL UNIT

TORSEN DIFFERENTIAL PERFORMANCE

The Torsen design makes important contributions to vehicle performance,

especially with respect to the concerns of traction management. These contributions may

be better understood with respect to familiar vehicle operating conditions which give rise

to problems of traction management.

VEHICLE TRAVEL ON STRAIGHT ROADS

On smooth, dry, straight road surfaces, with no apparent traction management

problem, Torsen differential performance is virtually undetectable from that of an open

differential. However, on slippery road surfaces where one of the drive wheels does not

have adequate traction to support at least one-half of the applied engine torque to the

differential housing, the Torsen differential delivers an increased amount of the applied

torque to the drive wheel having better traction. The amount of additional torque which

can be delivered to the wheel having better traction is limited only by the bias ratio or the

amount of traction available to that wheel.

Of course, it is never possible to deliver more torque to the drive wheels than the

torque which combined traction of the drive wheels will support. However, a Torsen
differential designed with an appropriate bias ratio assures that, for most vehicle

operating conditions, the vehicle can deliver all of the torque which combined traction of

the drive wheels will support.

VEHICLE TRAVEL THROUGH TURNS

In turning situations, the outside wheels of a vehicle travel over more distance than

the inside wheels. Accordingly, the inside and outside drive wheels must rotate at slightly

different speeds (i.e., differentiate) to maintain rolling traction with the road. A torque

division between drive axles at the bias ratio is a precondition for differentiation under all

circumstances of operation. Essentially, in order for one drive wheel to rotate faster than

the other, the drive wheel having greater resistance to rotation slows with respect to the

differential case and transfers torque to the other wheel contributing to its faster rotation.

The Torsen differential resists transfers of torque between drive wheels in

proportion to the torque applied to the differential housing, and these results in a larger

proportion of the applied torque being delivered to the slower rotating drive wheel.

Therefore, bias ratio should be selected to provide the maximum traction advantage that

will still allow both drive wheels to deliver significant portions of engine torque in turns.

However, even in turning situations, the Torsen differential enhances traction

management.

Since torque is already distributed in increased proportion to the inside drive

wheel, it is exceedingly unlikely that the outside drive wheel will ever exceed available
traction and 'spin up'. Alternatively, should the torque of the inside wheel exceed

available traction in a turn, it is equally unlikely for this wheel to 'spin up' since such a

'spin up' would still require a difference in traction between drive wheels which exceeds

the bias ratio. Ordinarily, when the inside wheel exceeds available traction,

differentiation ceases and torque is divided in more even proportion between drive axles

determined by the maximum torque that can be sustained by the inside drive wheel. Thus,

in all directions of travel, the Torsen differential will resist 'spin up' of either drive wheel

by instantly dividing torque between drive axles in proportions up to the bias ratio to

match prevailing traction conditions.

CENTER BOX APPLICATION

Although the differential has been mostly described with respect to its use between

drive axles, it should be understood that analogous performance can be expected from use

of the differential as an operative connection between drive shafts to the front and rear

axles. For example, traction management is enhanced in such 'center box' applications by

assuring that more of the traction of the front and rear drive wheels is available for use.

CONCLUSION

The Torsen differential exhibits a torque biasing characteristic which matches available

engine power to changing traction conditions. In particular, Invex gearing provides

special design opportunities to match different biasing characteristics with different

vehicle applications and conditions of use to best accommodate traction considerations in

each instance. Gleason's applied engineering can provide optimal Torsen differential

designs to meet a wide variety of traction management requirements.

LOKKA 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.

DIFFERENCE TO A NORMAL DIFFERENTIAL

1. A normal diff is designed to perform two main (traction related) operations.

A. - Transmit engine power via the drive train to the wheels

B. - Allow "differential action" – i.e. allow the wheels to travel at different speeds

to allow cornering without drive train and tyre damage.

2. The traditional differential design allows for an infinitely variable rate of

differentiation ranging from the standard 50:50 where both wheels turn at the same speed
(straight line driving & the ideal for off-road) to a ratio of 100:0 where one wheel spins

freely and the other is not driven at all - (the big problem)

3. The design also allows for all power to be transmitted to the "path of least resistance"

which is fine on bitumen because both wheels always have some degree of traction but

offroad you often require substantial power and in this case even a small difference in

traction can result in wheel spin and hence total loss of traction.

4. An LSD (limited slip differential) is simply a standard differential with either a fixed

bias or a dynamic biasing mechanism which serves to only partially "lock up" the two

axles by way of clutch plates or special gear design. However most require that both

wheels still have some traction on the ground to operate and even when new will cause a

wheel in the air to spin uncontrollably so as to be completely ineffective where off road

traction is required.

5. LOKKA overcomes the traction deficiency of the standard differential so as to ensure

that 50:50 power split is achieved when driving irrespective of ground (or air !)

conditions, yet at the same time still allowing differential action when cornering on hard

ground

SIMPLE EXPLANATION OF LOKKA'S OPERATION

The LOKKA mechanism allows a wheel to turn faster than the speed the diff is

driving it - (differential action), but never allows a wheel to turn slower than the speed
the diff and engine is turning it - (traction). Thus a wheel cannot ever stop turning if the

engine is driving it, but in a corner it can be forced to actually turn faster. Unlike a

normal diff the engine can never drive one wheel faster than the other.

100% POSITIVE LOCKING MECHANISM

LOKKA is positive locking, meaning there is no slippage when locked - there is a

mechanically solid engagement of all parts. In contrast an LSD is not positive locking

and does allow slippage and one wheel "spin up" - the spinning of one wheel at twice the

diff speed while the other wheel having traction remains motionless. This means that you

get 100% of drive and traction to both wheels.

SIMPLE

LOKKA design is by sight extremely simple - in fact so simple that most people

cannot understand how it can operate so well. It uses less than half the mechanical

components of others, weighs less because no new carrier is needed and for these reasons

costs less.

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,

B. - the other to lock the cam and axle gears due to the camming action of the cross shaft

and axle gear due to a 4 dimensional spiral cut cam groove with bearing surfaces under

the effects of engine power.

3. Depending on the situation the locker can either uncouple or couple the driving gears.

ie if the differential forces acting on a wheel to turn it faster than the wheel is being

driven by the diff and engine, then that side can freely disengage and hence unlock and

provide differential action.

THE MOST AFFORDABLE LOCKER

LOKKA is by far the lowest cost and value for money diff lock available in the

world. The cost reductions are achieved by the economy of low part numbers, reduction

in materials, assembly labour, machining and an overall weight reduction in freight. In

addition the unit can be fitted DIY and results in substantial savings. It is not just cheaper
at the cost of performance - it out performs and has better road handling characteristics

than opposition products and is more durable, reliable and stronger than other lockers

VERY LOW BACKLASH

LOKKA has approximately half the backlash of some other automatic lockers and

achieves this through its different design principal. In particular it does not suffer from a

large amount of backlash in the driving teeth. LOKKA uses specialised low profile gear

sets (small, wide teeth) which have no backlash (almost zero) when engaged means that

operation is smoother - the backlash in the unit is restricted principally to the ramping

and camming action that occurs between the cross shaft acting in the groove cut in the

cam gear. Because the camming action is smooth and progressive rather than sharp and

abrupt it results in well mannered driving characteristics.

LOAD TRANSFER AND STRENGTH

LOKKA design uses a large number of very low profile teeth which collectively

do all the ramping and the driving.

Engine power is transferred through the flats of all 20 teeth at the same time

rather than the original standard diff which has only 2 or 4 teeth driving at a time with all

the force being transmitted between two points on the curved surfaces of the pinion and

side gear teeth. LOKKA has a total linear length of approx. 12 cm and surface area of
around 3cm2 and hence has 2-5 times greater surface area over which to transfer the

engine power. This means that LOKKA can handle substantially more power than the

original differential gears and can do so without wearing out, because when driving and

locked there is no longer any of the slipping and sliding that occurs when the traditional

spider and side gear turn and mesh.

ELIMINATION OF EXCESSIVE TYRE WEAR

If a wheel can differentiate easily and the locking and unlocking characteristics are

smooth rather than harsh, then the 4WD owner will eliminate excessive tyre wear and

drive train damage common when differential action is hampered or the locker does not

allow easy unlocking.

AVAILABLE FOR MOST POPULAR MODELS

There is a wide range of LOKKA models and the range to suit new and older

4WD's is always expanding. Because LOKKA is designed to fit into every different type

of differential carrier, there are no major common parts, thus every diff has its own

unique LOKKA kit designed especially and only for that differential. They are not

interchangeable.
CONSTANT 4WDS

Like all automatic lockers, LOKKA cannot be used in the front axles of (C4WD)

constant four wheel drive vehicles - however some makes such as Jeep and Mitsubishi

offer a part time 4WD option and LOKKA can be fitted. Otherwise free wheeling hubs

need to be fitted or a part time 4WD kit.

LIFE EXPECTANCY

LOKKA due to its design and material composition has a life expectancy

approximately twice as long as the differential they have replaced - this is obviously

dependent on the use and application, fitment, condition of diff etc. In Models that utilise

the existing side gears - normal side gear wear is arrested at the time of LOKKA fitment

and should almost never wear out.

DOUBLES YOUR 4WD'S OFFROAD ABILITY

1. A 4WD fitted with one LOKKA will in general terms have more than twice its original

offroad ability. This is easily tested by taking a LOKKA equipped vehicle up a steep hill

or across terrain that has previously been impossible to traverse and drive it with absolute

ease and at a lower speed 2. A vehicle with dual LOKKAs has a truly amazing ability and

is capable of climbing vertical walls, crossing deep washouts and negotiating seemingly

impossible terrain with slow ease and minimum skills on the part of the driver.
UNCOMPROMISED STEERING

1. The steering benefits of a LOKKA are that it not only operates smoothly but also

sensitively. This allows the driver to steer and select the best path or line when driving

off road. LOKKA's ability to unlock so easily when cornering means it is simply easy to

steer with the steering wheel to negotiate a corner. This is in stark contrast to a manual

locker (or an automatic locker that will not unlock easily) that will severely restrict

steering in many instances and must be unlocked to safely negotiate tight corners.

2. In addition the lack of differential action in other types of lockers means that the drive

train componentry is subjected to huge unnecessary stresses which result in damage to

CV joints, hubs, axles, uni joints and gears.

3. The steering advantage applies to LOKKA fitted in the front, rear or both.

4. However it is there are situations where steering and handling will change the

traditional handling of a vehicle including some under steer and tightening of the steering

wheel.

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 tailshaft 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.

ELIMINATES THE HARSH NOISY ACTIONS

1. A correctly installed LOKKA to a vehicle in sound condition will be a pleasure to

drive and will rarely yield a noise much louder than a metallic clicking. An

occasional metallic clack can occur in some circumstances and if occurs

frequently should be checked.

PREVENTS ONE WHEEL SPIN UP

1. The single cause of one wheel spin up and the resultant axle and drive train damage

that occurs when the spinning wheel suddenly bites onto something solid is caused by an

standard differential allowing all power to flow through the path of least resistance and

differentiate in the ratio 100:0 ie 100% drive to one wheel on a poor traction surface and

0% on firm ground.
2. With LOKKA this can never occur - it is not physically possible to drive one wheel

faster than the other - thus with two wheels constantly driving at exactly the same speed

you will negotiate slippery obstacles in a controlled fashion and alleviate the sudden

stress loading of drive train components. However the increased traction of a vehicle will

often result in the vehicle negotiating seemingly impossibly difficult obstacles and as

such common sense and due care are required for the vehicle to ensure the safety of the

occupants and prevent damage to the vehicle.

APPROACH OBSTACLES AT LOWER SPEED

1. If a vehicle has adequate traction on the ground it does not require such large amounts

of momentum, thus a LOKKA equipped vehicle will be able to negotiate difficult

obstacles that were previously only possible with the use of high speed and momentum.

By eliminating speed from your obstacle negotiation you will be able to drive more

safely, with better planning, improve reaction times and in particular keep all 4 wheels on

the ground thereby improving traction even further and saving your car, your belongings,

passengers, drive train and suspension from damage. Better yet you don't have to be an

expert driver to do so because with good traction you need only drive normally.

IMPROVED ENGINE BRAKING

1. LOKKA is completely symmetrical in its design and in its forward and reverse

operation thus its use with engine braking in steep downhill descents is excellent.
2. With a standard differential it is possible to lock up a single wheel while braking and

loose steering and traction. In fact what actually happens is (the reverse of normal one

wheel spin up) that the wheel on the more slippery side locks up first and the other wheel

due to normal differential action speeds up (ie 0:100 power split ratio). Since this

accelerated wheel is actually the wheel which is on firmer ground the increase in its

speed acts to accelerate the vehicle even faster down the slope ! Just what you don't want.

This is fact and underlies the real problems with steep slope descents and correct engine

braking procedures.

3. LOKKA will ensure that both wheels under the effect of engine braking will remain

locked and hence provides an unparalleled level of downhill braking and safety.

DO IT YOURSELF FITTING

LOKKA is designed to fit directly into the existing differential carrier as a

replacement set of gears. Since the original carrier is not replaced and the crown wheel,

pinion and bearings do not have to be "set up" onto a new carrier, LOKKA is capable of

being fitted by almost anyone with a basic tool kit, without specialist diff knowledge. The

simple configuration means that the LOKKA installation itself only takes around 10-15

minutes with the differential access/removal taking between 1/2hr to 2 or 3 hours In

simple terms if you can change brake pads you can fit a LOKKA. There are a few

exceptions however.
 CHAPTER-7

COMPONANTS AND DESCRIPTION

1. DIFFERENTIAL:

WHAT'S A DIFFERENTIAL?

When a vehicle is negotiating a corner, the outside wheel has to travel a grater

distance than the inside wheel. Therefore, the outside wheel must turn faster than the

inside wheel. The differential is the device within the axle assembly which, in addition to

transmitting the power to each

axle shaft/wheel, allows one

wheel to turn at a different speed

than the other. A conventional

open differential sends equal

amounts of torque to both axle

shafts (top). If one wheel spins

because of lost traction, it is

sustaining zero engine torque, so zero engine torque is also going to the wheel with

traction. Adding a locking differential—in this case a No Spin locker (bottom)—

mechanically links the two shafts so that power will be delivered to both axles in all

circumstances.
WHY YOU NEED A DIFFERENTIAL

Car wheels spin at different speeds, especially when turning. You can see from the

animation below that 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 traveled 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 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.

THE DIFFERENTIAL JOBS:

 To aim the engine power at the wheels

 To act as the final gear reduction in the vehicle, slowing the rotational speed of the

transmission one final time before it hits the wheels

 To transmit the power to the wheels while allowing them to rotate at different

speeds (This is the one that earned the differential its name.)

WHAT TYPES OF DIFFERENTIALS ARE THERE?

 Conventional or Open

 Limited Slip

 Automatic Locking

 Manual Locking

OPEN DIFFERENTIALS:

Use two side gears inside the differential case. Each gear is splined to accept an

axle shaft. These side gears are in turn driven by a set of spider gears. The spider gears,

also inside the differential case, ride on a shaft which is pinned into the differential case

and through which all the power is transmitted. The case is driven by the ring gear which
is bolted fast to the case. The conventional differential is fitted as standard equipment on

most vehicles.

On paved roads this system is very successful, giving predictable handling, even tire wear

and requiring very little maintenance. However, in off road situations where traction

surfaces vary greatly, this type of differential has a major limitation. When one wheel has

greater traction than the other, all the power will be directed to the wheel with the least

traction. For example, if one wheel is in the air and the other wheel is still on a hard

surface, then all the power will be transferred to the wheel in the air. No power will go to

the one on the ground and the vehicle will not move.
LIMITED SLIPS:

(LSD's) come in a variety of designs. Most use friction plates, cones and/or gears

to reduce slippage between each of the tires. These units have a dual power path from the

differential case to the axle shafts. Some power is transmitted through the spider gears to

the side gears in the conventional manner. The remainder is transmitted by friction

between the differential case and the clutch plates and the side gears. A certain amount of

"clutch preload" is built into the unit in a static condition.

Then, as load is applied to the differential, the separation forces between the

spider gears and the side gears increases this clutch loading. This increase in friction

provides for a good positive power flow from the case directly to the side gears. When

traction is available to both wheels, the power going to the differential causes the plates

to bind tightly together, giving even power to both wheels.

However, in a situation where there is little or no traction available to either one

wheel or the other, the amount of power that can be transmitted to the other wheel which

has traction is dependent on the friction or "preload" in the clutch plates. High levels of

"clutch preload" will result in good torque transfer but some chattering of the clutches

during cornering may occur. Lower levels of preload results in minimal chatter but

reduced levels of torque transfer to the wheel with traction. Because LSD's restrict true

differential action, tire wear is accelerated. Changes in vehicle handling may also occur,

particularly in short wheelbase vehicles. Wear rates on limited slip differentials are

generally higher than on other types due to the reliance on friction to reduce wheel
slippage. Also, special lubricants may be required to minimize rough and noisy operation.

Despite their limitations, LSD's are popular as original equipment options as well as an

aftermarket replace because:

1) Some traction improvement off road is provided

2) Vehicle handling idiosyncrasies are not excessive

3) Installation is simple

4) Cost is reasonable
AUTOMATIC LOCKERS:

Transmit power to each wheel through a pair of dog clutches. Differential action,

such as when cornering is provided by automatically disengaging the appropriate clutch

when one wheel rotates faster than the other. This results in differential action which

occurs in ratcheting stages rather than being smooth and progressive. Power received by

the differential is automatically directed to the wheel with greater traction. Therefore, if

one wheel is lifted off the ground, the other wheel will receive the total power applied to

the differential to maintain vehicle mobility.

Traction is far superior to conventional and limited slip differentials. While

automatic locking differential provide excellent performance off road, vehicle handling,

particularly on highway, is sacrificed. Unlocking during cornering can be sudden,

resulting in a rapid change of direction, particularly in short wheel based vehicles. During

sharp cornering an audible ratcheting sound usually occurs as differential action takes

place and a loud banging noise may be heard when the unit locks up again.

Tire wear is usually increased. On 4WD vehicles, installation is normally

considered for the rear axles only. Front axle installations can cause extreme difficulties

in steering.
MANUALLY LOCKABLE DIFFERENTIALS

Use a conventional differential in conjunction with a mechanical locking device

which can be operated at the driver’s discretion. when locked, both axles will then turn at

the same speed irrespective of the road surface. When it is unlocked, the differential

functions as a conventional differential giving predictable handling, long service life and

no increase in tire wear. It can be installed in both the front and rear axles without

compromising on-road performance. Although manually lockable differentials are

available in tractors and some military style vehicles, the installation in mass produced

recreation type vehicles have been restricted by high cost and complexity of installation

VISCOUS COUPLING:

The viscous coupling is often found in all-wheel-drive vehicles. It is commonly

used to link the back wheels to the front wheels so that when one set of wheels starts to

slip, torque will be transferred to the other set.

The viscous coupling has two sets of plates inside a sealed housing that is filled with a

thick fluid, as shown in below. One set of plates is connected to each output shaft. Under

normal conditions, both sets of plates and the viscous fluid spin at the same speed. When

one set of wheels tries to spin faster, perhaps because it is slipping, the set of plates

corresponding to those wheels spins faster than the other. The viscous fluid, stuck

between the plates, tries to catch up with the faster disks, dragging the slower disks along.

This transfers more torque to the slower moving wheels -- the wheels that are not

slipping.
 When a car is turning, the difference in speed between the wheels is not as large

as when one wheel is slipping. The faster the plates are spinning relative to each other,

the more torque the viscous coupling transfers. The coupling does not interfere with turns

because the amount of torque transferred during a turn is so small. However, this also

highlights a disadvantage of the viscous coupling: No torque transfer will occur until a

wheel actually starts slipping.

A simple experiment with an egg will help explain the behavior of the viscous

coupling. If you set an egg on the kitchen table, the shell and the yolk are both stationary.

If you suddenly spin the egg, the shell will be moving at a faster speed than the yolk for a

second, but the yolk will quickly catch up. To prove that the yolk is spinning, once you

have the egg spinning quickly stop it and then let go -- the egg will start to spin again

(unless it is hard boiled). In this experiment, we used the friction between the shell and

the yolk to apply force to the yolk, speeding it up. When we stopped the shell, that

friction -- between the still-moving yolk and the shell -- applied force to the shell, causing

it to speed up. In a viscous coupling, the force is applied between the fluid and the sets of

plates in the same way as between the yolk and the shell.