MEE3006 Automobile Engineering

1. Study of chassis and body (different types).

2. Assembling and disassembling of gear box (different types).
3. Study of transfer case, propeller shaft, slip joint and universal joint.
4. Assembling and disassembling of steering box (different types).
5. Assembling and disassembling of differential and rear axle.
6. Assembling and disassembling of clutch.
7. Determination of camber, caster, toe-in/toe-out.
8. Assembling and disassembling of components of hydraulic brake system.
9. Assembling and disassembling of components of air brake system.
10. Study on advanced technologies (ABS, EBD, VVT, Hybrid).
 EXPERIMENT No: 1

STUDY OF CHASSIS AND BODY (DIFFERENT TYPES).

AIM: To study about the automobile classis, frame and body.

LEARNING OBJECTIVES:

 To understand the basic concepts of automobile chassis.

 To understand the functions of an automobile frame.
 To understand the construction of an automobile frame.
 To understand the basics of the body of an automobile.

THEORY:

 AUTOMOBILE CHASSIS

A vehicle without body is called a chassis. It is the backbone of the vehicle. All
moving parts of the vehicle are fitted to it. It is made of steel. To give it extra strength,
it is provided with bolted, riveted or welded cross- pieces. The chassis in general is a
equipped with a I – beam construction front axles. For a god chassis design and for
its good performance it must have fast pick up, strength, safety, durability,
dependability, ease of control, quietness, speed, economy of operation, low centre of
gravity, stability, load clearance, braking ability, simplicity of lubrication, etc. the
chassis frame and front and rear suspension systems without abnormally raising the
frame or transmitting shock to the frame due to road irregularities.
The components of the vehicle like Power plant, Transmission System, Axles,
Wheels and Tyres, Suspension, Controlling Systems like Braking, Steering etc., and
also electrical system parts are mounted on the Chassis frame. It is the main mounting
for all the components including the body. So it is also called as Carrying Unit.

The following main components of the Chassis are

1. Frame: it is made up of long two members called side members riveted
together with the help of number of cross members.
2. Engine or Power plant: It provides the source of power
3. Clutch: It connects and disconnects the power from the engine fly wheel to
the transmission system.
4. Gear Box
5. U Joint
6. Propeller Shaft
7. Differential

Fig.1 Layout of Chassis and its main Components

Types of chassis
Classification of Chassis with respect to its controls
1. Conventional control chassis
2. Semi-forward control chassis
3. Full forward control chassis

Classification of Chassis with respect to engine fitting

1. Engine at front
2. Bus chassis
3. Engine fitted at back
4. Engine fitted in front but cross wise
5. Semi-forward chassis
6. Engine fitted at the centre of the chassis
 Figure 2 Photo of an automobile chassis and body.

 AUTOMOBILE FRAME

The frames in auto vehicle having independent front-wheel suspension are

heavier in front than those having conventional (or rigid axle) suspension. It is
because there is no rigid front axle in independent front- wheel suspension
vehicles. The side members of the frame are generally made of steel pressings of
channel section. The members have variable depth so that the beam may be made
of uniform strength. The cross- members are generally riveted or welded to the side
members and the longitudinal members.

TYPES OF CHASSIS FRAMES:

There are three types of frames

1. Conventional frame
2. Integral frame
3. Semi-integral frame
1. Conventional frame: It has two long side members and 5 to 6 cross members joined
together with the help of rivets and bolts. The frame sections are used generally.

a. Channel Section - Good resistance to bending

b. Tabular Section - Good resistance to Torsion
c. Box Section - Good resistance to both bending and
Torsion

2. Integral Frame: This frame is used now a days in most of the cars. There is no
frame and all the assembly units are attached to the body. All the functions of the
frame carried out by the body itself. Due to elimination of long frame it is cheaper
and due to less weight most economical also. Only disadvantage is repairing is
difficult.

3. Semi - Integral Frame: In some vehicles half frame is fixed in the front end on which
engine gear box and front suspension is mounted. It has the advantage when the vehicle
is met with accident the front frame can be taken easily to replace the damaged chassis
frame. This type of frame is used in FIAT cars and some of the European and American
cars.

VARIOUS LOADS ACTING ON THE FRAME:

Various loads acting on the frame are

1. Short duration Load - While crossing a broken patch.

2. Momentary duration Load - While taking a curve.

3. Impact Loads - Due to the collision of the vehicle.
4. Inertia Load - While applying brakes.
5. Static Loads - Loads due to chassis parts.
6. Over Loads - Beyond Design capacity.

 Functions of Frame
1. To support the load of body, engine, gearbox and radiator.
2. To provide the connecting link for front and rear axles.
3. To carry load of the passengers or goods carried in the body.
4. To withstand stresses caused due to bad road conditions.
5. To withstand forces caused due to a sudden braking or acceleration.
6. To withstand load / force caused due to turning of vehicle.
 Figure 3 Components of a typical frame design

 AUTOMOBILE BODY

The body is a superstructure of the vehicle. The chassis and the body make the complete
vehicle. In larger and heavier vehicles, the chassis and the body are each made as a
separate unit and then bolted together. The body is usually made from a large number
of steel pressings which are welded together. The body is bolted to the chassis at
numerous points. The rubber or felt-strips being interposed to damp-down (reduce) the
vibrations and noise.

The Automobile bodies are divided in two groups

Body

Passenger Body Commercial body

REQUIREMENTS OF BODIES FOR VARIOUS TYPES OF VECHILE:

The body of the most vehicle should fulfill the following requirements:

1. The body should be light.

2. It should have minimum number of components.
3. It should provide sufficient space for passengers and luggage.
4. It should withstand vibrations while in motion.
5. It should offer minimum resistance to air.
6. It should be cheap and easy in manufacturing.
7. It should be attractive in shape and colour.
8. It should have uniformly distributed load.
9. It should have long fatigue life
10. It should provide good vision and ventilation.
 EXPERIMENT No: 2

Assembling and disassembling of gear box (different types)

Aim: To study, dismantle, inspect and assemble the given Gearbox assembly.

Tools required: 1.Hammer 2. Tool set 3. Screw Driver 4. Sockets

5. Spanner set 6. Pullers

Function:

A machine consists of a power source and a power transmission system, which

provides controlled application of the power.

The term transmission refers to the whole drive train, including clutch,
gearbox, prop shaft (for rear-wheel drive), differential, and final drive shafts

In motor vehicles, the transmission generally is connected to the engine crankshaft

via a flywheel and/or clutch and/or fluid coupling.

The output of the transmission is transmitted via driveshaft to one or more

differentials, which in turn, drive the wheels.

Study: Gear Box

Often transmission refers simply to the gearbox that uses gears and gear trains to
provide speed and torque conversions from a rotating power source to another device.

Principle:
 Gear box contain gearing arrangement to get different speeds.
 Gears are used to get more than one speed ratios.
 When both mating gears have same number of teeth, both will rotate at same
number speed.
 But when one gear has less teeth than other, the gear with less number of teeth
will rotate faster than larger gear.
 In a typical car, there may be six gears including one reverse gear.
 First gear gives low speed but high torque.
 Higher gears give progressively increasing speeds.
 Gears are engaged and disengaged by a shift lever. Types
of gear boxes:
1. Manual transmission
i. Sliding mesh gear box.
 ii. Constant mesh gear box
iii. Synchromesh gear box without overdrive.
iv. Synchromesh gear box with overdrive.

2. Semi-automatic transmission
i. Electric controlled with a fluid drive.
ii. Electric controlled with overdrive.
iii. Fluid – torque drive.
3. Automatic transmission
i. Hydrodynamic drive.
ii. Torque-converter drive.
Two-speed manual transmission gearbox

TRANSMISSION GEARS IN HIGH POSITION

TRANSMISSION GEARS IN LOW POSITION

The Side-View of a Standard 5-Speed Manual Transmission System.

Constant mesh gearbox is a type of Transmission in which all or most of the gears are
always in mesh with one another, as opposed to a sliding-gear transmission, in which
engagement is obtained by sliding some of the gears along a shaft into mesh.
 In a constant-mesh manual gearbox, Gear ratios are selected by small Clutches that
connect the various gear sets to their shafts so that power is transmitted through them.
Requirement :

 It should have proper mechanism to select the appropriate gear on the output shaft so
that it may be engaged with the corresponding gear on the lay shaft.
 It should help in smooth running of the vehicle at different speeds.
 It should provide means to vary the torque ratio between the engine and the road
wheels.
 CONSTANT-MESH TRANSMISSION ASSEMBLY
Dismantling: Given- Gear box assembly (Manual- constant mesh type)

 Mount the gear box on the work stand and remove the selector assembly.
 Lock the main shaft by engaging only two gears by shifting the respective
slipping sleeve on the gear.
 Remove the locking pin and driving flange kit.
 Pull out the flange by using driving flange puller.
 Remove the gear box rear.
 Remove the speedometer drive gearbox from the main shaft.
 Remove the gearbox screw rear.
 Remove the driveshaft and lay shaft end cover.
 Drive the lay shaft, place the drive shaft puller. Place distance pieces on the gear
casing below the puller bolt. Ensure that the distance piece do not sit on any threaded
hole of the gear casing.
 Remove the main shaft from end nut and remove the pilot bearing.
 Tighten the bolt from the main shaft rear end bearing comes out of gear
housing.
 Pull out the main shaft along with the bearing.
 Remove the main shaft from the gear casing.
 Remove the main shaft gear bushes, fixed dog clutch & sliding dog clutch.
 Remove the reverse idler gear shaft lock, shaft and idler gear.
 Remove the lay shaft gear set with the thrust washer.
 Remove the circlip from the drive shaft.
 Place the drift on the bearing & press drift from top till bearing out of drive
shaft.

Inspection:

 Clean all the components.

 Check the parts visually for damages due to wear. -
Main shaft gear teeth, pilot bearing teeth, reverse idler gear, gear casing, bearing
seats, main shaft spines, bearing on the main shaft, bearing on the main lay shaft,
pinion shaft bushes, sliding dog clutch and fixed dog clutch.
 Measure the clearance between the bushes, & their respective gears are placed by
bush gears.
 If the clearance found is more than specific limit, measure the clearance found
more than projection of the bush & above the gear.

Assembling:

 Place the oil seal in the rear end cover & place the drift on the oil seal.
 Press the oil seal in the cover by the drift & fix it.
 Mount the gear box casing on the stand & lower down the lay shaft gears in the
gear casing.
 Clamp the lay shaft in its position temporarily.
  Fix the lever idler gears along with the shaft & level it.
 Place the main shaft on the stand, the pilot bearing on the main bearing and the
main shaft rear & bearing inside.
 Fix the bearing on the rear & bearing drive shaft & fit a cir clip.
 Fix the drive shaft by mallet & rotate by hand to ensure pilot in the drive shaft bore.
 Place the bearing housing along with gasket on the rear casing & the
speedometer driver gear on the main shaft.
 Fix all the bearing covers along with gasket on the rear casing.
 Place the drive flange on the main shaft & lock it by engaging the two gears.
 Tighten the main shaft rear & nut to the specified torque.
 Keep all the sliding forks in the sector assembly in neutral position & all gears in the
gear box in neutral position.
 Place the selector assembly on the gear box & tighten the mounting set screw.
 Fill the recommended gear box oil to the given level.

Result: Thus the given gearbox assembly is dismantled, inspected and assembled.
 EXPERIMENT No: 3

Study of transfer case, propeller shaft, slip joint and universal joint

When an engine produces power and clutch and transmission convert it into required torque, some
assembly is needed to carry this torque to driving axle or usually to rear axle. This assembly is known
as drive line. A drive line consist one or more drive shaft (propeller shaft), universal joints, and slip
joints. Various types of propeller shaft, universal joint, and slip joints are used to carry engine power
from the transmission box to the driving wheels. Today I am going to tell you about drive shaft
component and there working in detail. These are the main components of drive shaft.

Propeller shaft:
The propeller shaft is a driving shaft which connects the transmission main shaft to the differential of the real axle. It
transmits the power from gear box to rear axle with the help of universal joints. The propeller shaft is also known as
drive shaft. It performs the following function:

To receive the power from the gear box output shaft and without any change in speed transmit it to the input pinion of
the differential for onward transmission to the rear axle and rear wheels. To cope with the difference in line with the
level of the gear box output shaft and the differential input pinion shaft. The propeller shaft has to operate at varied
lengths and varied angles. The engine of the automobile is somewhat rigidly attached to the frame by springs. As the
vehicle moves on the road there are jerks and bumps due to which the springs expand and contract. This changes the
angle of drive between the propeller shaft and the transmission shaft. The distance between the gear box and
differential also changes due to the movement of the springs. So the propeller shaft has to meet both the angular
change coming between the gear box and differential and change in length of the distance between the gear box and
differential. The propeller shaft is also not on the same line as the gear box output shaft but it runs to the rear axle at
an angle because the level of the rear axle is lower than the gear box. So to adjust angular motion universal joints are
provided and to adjust for the change in length of the propeller shaft , a slip joint is provided. The propeller shaft has
to withstand the torsional stresses of the transmitting torque, and yet it must be light and well balanced so that
vibrations will not occur at high speed. So it is usually made of a strong steel tube

PROPELLER SHAFT
This is the shaft which transmits the drive from the transmission to the bevel pinion or worm of final drive in front
engine, rear drive vehicles. It is also called drive shaft. It consists mainly of three parts.
(a) Shaft – As this has to withstand mainly torsional loads, it is usually made of tubular cross section. It also has to be
well balanced to avoid whirling at high speeds.
(b) One or two universal joints, depending upon the type of rear axle drive used/ the universal joints account for the
up and down movements of the rear axle when the vehicle is running
(c) Slip Joint – Depending upon the type of drive, one slip joint may be there in shaft. This serves to adjust the length
of the propeller shaft when demanded by the rear axle movements.
 Main Components of Propeller shaft:

1. Spider (universal joint) (1):

2. The propeller shaft transfers engine torque to the rear axle through one or more universal joints.
3. Sleeve (2) and
4. sliding shaft (3):
5. The splines on the ends at the propeller shaft fit perfectly into the splines in the sleeve.
6. This allows a length variation between the driving and the driven unit to vary
7. slightly without damaging the output and input bearings.
8. Main bearing (4):
9. The main bearing support and guide the propeller shaft.
10. Flange (5):
11. The flanges connect the propeller shaft to the gearbox.

Principle:
 The drive shaft, or propeller shaft, connects the transmission output shaft to the differential
pinion shaft.
 Since all roads are not perfectly smooth, and the transmission is fixed, the drive shaft has to be
flexible to absorb the shock of bumps in the road.
 Universal, or "U-joints" allow the drive shaft to flex (and stop it from breaking) when the
drive angle changes.
 The cross-shaped inner member of a universal joint is sometimes called a spider.
 Universal joints allow for a small variable angle between the axis of the transmissions output
shaft and the axis of the propeller shaft, and between the axis of the propeller shaft and the
axis of the input shaft of the rear axle (1).
  The spider (6) ends (3) are called gudgeon.
 Around the gudgeons there are rollers (4) kept in place by a cap (5), that allows them to roll
freely.
 The Circlip (7) fits into the (2) hole in the yoke and lock the cap.

Lubrication of propeller shaft

Universal joint:
A universal joint allows driving torque to be carried through two shafts that are at an angle with each other. A simple
universal joint consist two Y- shaped yoke, one on the driving shaft and other on the driven shaft. The four arms of

spider are assembled in needle bearings in the two yokes. The driving shaft and yoke force the spider to rotate. The
other two trunnions of the spider then cause the driven yoke to rotate. When the two shafts are at an angle with each
other, the needle bearings permit the yokes to swing around on the trunnions with each revolution. A simple universal
joint does not transmit the motion uniformly when the shafts are operating an angle. Because of this, two universal
joints are used in a vehicle, one between the gear box and the propeller shaft and other between the propeller shaft
and the differential pinion shaft.

A universal joint is a particular type of connection between two shafts whose axes are inclined to each other. The
most simple type of universal joint is the Hooke’s joint (fig. ) which is most widely used because of the fact that it is
simple and compact in construction and reasonably efficient at small angles of propeller shaft movement up and
downm say upto 18 deg The axes of shafts A and B are intersecting. Each of these shafts contains a yoke. The cross C
has four arms. The two opposite arms of the cross are supported in bushes in the yoke of shaft B. Thus shaft A can
have angular rotation about axis XX and the shaft B, about the axis YY. It is thus seen that it will be possible with the
Hookes joint for the shafts A and B to have positive drive while allowing angular movement between them.

An improved form of hooke’s joint uses needle roller bearing to support the cross in the yokes. This result in increase
of joint efficiency.

Slip joint:
Slip joint is attached to the driven yoke in order the increase or decrease the length of propeller shaft. It has outside
splines on the shaft and matching internal splines in a mating hollow shaft or yoke. When assembled the splines cause
the shafts to rotate together while they can move back and forth. This changes the length of propeller shaft.

Result:we have learnt about propeller shaft, slip joint and universal joint.
 EXPERIMENT No: 4

Assembling and disassembling of steering box

Aim: To study, dismantle, inspect and assemble the given Steering Gear Box.

Tools required: 1.Hammer 2. W.E spanners 3. Screw Driver 4. Puller 5. Ring spanners
6. Wrench.
Function:
1. The primary function of the steering system is to provide angular motion to front
wheels so that vehicle can negotiate a turn.
2. It also provides directional stability to vehicle when the vehicle moves ahead in
straight line.
3. Its main function is to provide the necessary leverage so that the driver is able to steer
the vehicle without fatigue and the vehicle can be maneuvered easily.

Study:
Steering System:
The part of the steering system that is located at the lower end of the steering shaft which
changes the rotary movement of the steering wheel into the linear motion of the front wheels
for steering is called a Steering Gearbox.
1. Front wheels can be turned to left and right by steering system so that the vehicle
can be steered.
2. The steering wheel is placed in front of driver.
3. It is mechanically linked to the wheels to provide the steering control.
4. Now-a-days, many vehicles are equipped with power steering which uses
pressure of a fluid to reduce steering effort.
5. When driver turns the steering wheel, a hydraulic mechanism comes into play to provide
most of the effort needed to turn the wheel.

Principle:
1. Steering system is used to allow a driver to guide the vehicle along the road and turn it
to either direction left or right.
2. Steering arrangement is governed by steering geometry.
3. Steering system consists of front suspension forks, steering stem, steering lock and
handle bar.
4. Front suspension forks carry the front wheel assembly.
5. Steering stem is attached to the top of the front suspension forks.
6. Steering stem permits turning of front wheel and hence the vehicle in the desired
direction.
Steering Gears

 The steering gearbox provides the driver with a leverage to enable him to exert a large
force at the road wheel with a minimum effort, and to control the direction of the wheel.
 Turning effort on the steering wheel is multiplied through the steering gears to turn
the front wheels, even when the vehicle is at rest.
 Therefore, the steering gearbox has two main functions.
 It produces a gear reduction between the input steering wheel and the output drop arm
(Pitman arm) and it redirects the input to output axis of rotation through a right angle.

 The overall angular gear ratio between the steering wheel and the road wheel varies
from about 12:1 to 30:1, depending on the load on the road wheels and the type of
steering.
 The lower ratio is for the light small vehicles and the higher ratio for heavy
vehicles.
 As the ratio is lowered, a more number of turns are required to move the wheels from
lock to lock making it difficult for a rapid change in vehicle direction.
 Normally, the steering road wheel stub axles must be able to twist through a
maximum steering angle of 40 degrees either side of straight ahead position.
 Therefore, lock to lock drop arm angular displacement amounts to 80 degrees. Over the
years, several types of steering gearbox have been used, these include
:
(i) Screw and nut / Re-circulating ball.
(ii) Rack and pinion.
(iii) Cam and peg.
(iv) Worm and roller.
(v) Worm and sector.
 Screw and nut steering gear mechanism / Re-circulating ball gear mechanism
(The balls are re-circulated through the ball guides)

 The screw and nut type mechanism is the basic form for all the other types of
steering gear box mechanisms.
 This mechanism increases both the force and movement ratios.
 A small input effort applied to the end of a perpendicular lever fixed to the screw
can move a much larger load axially along the screw, provided the nut is held
against rotating.
If the screw is prevented from moving longitudinally, but revolves once within
its nut, then the nut advances or retracts a distance equal to the axial length of
one complete spiral groove loop.
 This distance is termed as the thread pitch or lead (p).
 The inclination of the spiral thread to the perpendicular of the screw axis is
known as the helix angle (a).
 As the helix angle decreases the nut displaces greater load in an axial
direction.

Principle of rack and pinion steering

Rack-and-pinion steering gear

  The rack-and-pinion gear mechanism transfers the circular input motion of the
pinion into a linear rack output movement so that side-to-side travel of the rack is
transferred through the tie-rods to the tie-rod steering arms and the stub-axles.
 To transfer the motion from the pinion to the rack, the pinion teeth mesh with
rack teeth along the rack axis for movement in either direction.
 The circular pitch of the pinion should be equal to the linear pitch of the rack
for correct mesh.

Cam and peg steering type gear box

  This type of steering box incorporates, in place of the conventional screw, a
cylindrical shaft, supported between two angular contact ball bearings.
 The shaft carries a deep spiral groove, usually with a variable pitch, on its
surface between the bearings.
 The groove has a tapered profile, which narrows towards the bottom. An
integral rocker arm and shaft is placed half-way along the cam. At the free
end of the rocker arm a conical peg is fitted which engages the groove.
 When the steering wheel and shaft rotate the camshaft, one side of the
spiral groove screws the peg axially forward or backward, depending upon
the direction of turning of the cam.
 This forces the rocker arm to pivot about its shaft axis and as a result a similar
angular motion is transferred to the drop arm, which is attached to the shaft’s
outer end.

Worm and Roller Type Steering Gear

 The worm and roller steering box was introduced in 1926 to combat
friction and is still used today.
 It works on a similar principle to the worm and sector box, with section gear
replaced by a roller attached to a cross shaft.
 As the steering wheel turns, the worm rotates and causes the roller to turn.
 This causes the cross shaft to twist, moving the pitman arm and forcing the
wheels to change direction.
 According to carbibles.com, the worm gear is typically an hourglass
shape, designed to be wider at the ends.
 Worm and Sector Steering Gearbox

 This type of gear box is the outcome of advancement of the old worm and
wheel type designs.
 A case-hardened steel worm and sector are located by bearings in a
malleable iron or light alloy casing.
 Figure represents the worn and sector steering mechanism.
 The worm is connected to the inner column and the sector forms a part of the
rocker shaft in the steering gear box.

Worm and sector steering box.

 Similar to many other boxes, the layout also can have adjustments, which
include;

(i) End-float of inner column is adjusted using shim.

(ii) End-float of rocker shaft is adjusted using shim or screw.
(iii) Backlash between gears is adjusted by moving the gears.

 Since maximum wear occurs in the straight ahead position of the box, the
gear is normally provided with a larger backlash in the lock positions.
 This reduces the risk of seizure at full lock when the box is adjusted to
compensate for wear.
 It is essential to reduce end float and backlash to a minimum.
 Steering box lubrication is provided by filling the box to the level of the plug
with normal gear oil.
 Requirement :

 The steering gears are required which are mounted on the lower end of the
steering column and are used to multiply driver turning force.
 The main aim of the gearbox is to sustain more loads with least effort.
 It is required to convert the rotary motion of the steering wheel into the to-
and-fro motion of the link rod of the steering linkage.

Dismantling: Given- Steering Gear Box:

1. Any work on the steering column requires removal of steering wheel.

The upper trim, often a horn button, bar or ring must be removed to separate
steering wheel.
2. Remove upper trim, it exposes the steering wheel nut.
3. Remove the nut.
4. Pull the steering wheel from a set of splines on the steering shaft using pullers
5. Removal of steering wheel exposes the turn signal switch mechanism.
6. Note the master spline position to reinstall the steering wheel.
7. Remove the bearing and steering stem.

Inspection:

 Examine the steering column and steering wheel to see if they are bent,
cracked, or damaged in any way.
 Look for leaking seals and gaskets.(3 oil seals and two gaskets).Always
replace.
 Even if the seals and gaskets are not leaking, check the lube level in the
steering gear housing.
 Check the mounting brackets and bolts for secure mounting. Use a wrench to see if
the bolts are tight.
 Check for too much free play (slack) in the steering system. Remember that
steering gears are designed to have very little free play when the wheels are
straight ahead.

Assembling:

Now reassemble all the parts of reverse order of dismantling.

Result: Thus the given Steering Gear box is dismantled, inspected and assembled.
 Assembling and disassembling of differential and rear axle.

Study, Dismantling & Assembling of Differential Unit

Aim: To study, dismantle, inspect and assemble the given Differential unit.

Tools required: 1.Hammer 2. Socket 3. Extension rod 4.Racket 5. Leverage rod

6. Strain divider
Function:

1. A vehicle's wheels rotate at different speeds, mainly when turning corners.

2. The differential is designed to drive a pair of wheels while allowing them to
rotate at different speeds.
3. 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.
4. 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.
5. In automobiles and other wheeled vehicles, a differential is the usual way to allow
the driving road wheels to rotate at different speeds.
6. 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.
7. The engine is connected to the shaft rotating at an angular velocity. .
8. The driving wheels are connected to the other two shafts, and they are equal.
9. If the engine is running at a constant speed, the rotational speed of each driving
wheel can vary, but the sum (or average) of the two wheels' speeds can not
change.
10. 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 very tight turns, its speed
should be counted as negative.)

Study:
Differential:
1. 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.
2. The gears or other components make the three shafts rotate.
3. It may seem illogical that the speed of one input shaft can determine the speeds
of two output shafts, which are allowed to vary.
4. Logically, the number of inputs should be at least as great as the number of
outputs.
5. However, the system has another constraint.
6. Under normal conditions (i.e only small tyre slip), the ratio of the speeds of the two
driving wheels equals the ratio of the radii of the paths around which
 the two wheels are rolling, which is determined by the track-width of the vehicle (the
distance between the driving wheels) and the radius of the turn.
7. Thus the system does not have one input and two independent outputs.
8. It has two inputs and two outputs.
1 - Differential housing with riveted gear for final drive
2 - Output shaft/drive flange
3 - Tapered roller bearing inner race
4 - Tapered roller bearing outer race
5 - Bearing body for tapered roller bearing
6 - O-ring
7 - O-ring
8 - Adjusting ring for tapered roller bearing
9 - Output shaft/drive flange
10 - Tapered roller bearing outer race
11 - Tapered roller bearing inner race
12 - Speedometer drive bushing
13 - Speedometer drive gear
14.One-piece thrust washer
15 - Small bevel gears
16 - Large bevel gears
17 – Circlip
 Principle:

1. Input torque is applied to the ring gear (blue), which turns the entire carrier
(blue).
2. The carrier is connected to both sun gears (red and yellow) only through the planet
gear (green).
3. Torque is transmitted to the sun gears through the planet gear.
4. The planet gear revolves around the axis of the carrier, driving the sun gears.
5. If the resistance at both wheels is equal, the planet gear revolves without
spinning about its own axis, and both wheels turn at the same rate.

6. If the left sun gear (red) encounters resistance, the planet gear (green) spins as well
as revolving, allowing the left sun gear to slow down, with an equal speeding up of
the right sun gear (yellow).
Requirement :

The differential has three jobs:

1. To aim the engine power at the wheels.

2. 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.
3. 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.)
Dismantling: Given- Differential unit.

1. Remove Output shaft/drive flange

2. Pulling off Tapered roller bearing inner race
3. Remove Tapered roller bearing outer race
4. Remove Bearing body for tapered roller bearing
5. Remove Differential
6. Remove O-rings
7. Remove Adjusting ring for tapered roller bearing 11
Remove Output shaft/drive flange
8. Remove Tapered roller bearing outer race 13 Pulling
off Tapered roller bearing inner race
9. Drive out Speedometer drive gear with drift Fit together with driver bushing Remove
small bevel gears, large bevel gears.
10. Circlip- Do not remove the circlip until after removing the drive flange as the
compression spring is pre-tensioned.
Inspection:

1. Visually check the final drive gear. It is riveted onto differential housing and
then machined.
i. If differential or final drive gear is damaged, replace differential housing along
with riveted final drive gear.

2. Visually check all the spare parts and replace required parts.
Replace O rings always.

Assembling:

1. Place, position, install, press and assemble all the spare parts as needed in the
reverse order of dismantling.

Result: Thus the given Differential Unit is dismantled, inspected and assembled.