JIMMA UNIVERSITY

INISTITUTE OF TECHNOLOGY
FACULTY OF MECHANICAL ENGINEERING
AREPORT ON

“DESIGN AND ANALYSIS OF AUTOMOTIVE DIFFERENTIAL GEARBOX’’

COURSE - MACHINE DESIGN

COURSE -CODE : MEng

GROUP MEMBERS ID NO

1. SISAY TAFESSE 1937/12

2. ROBERA MILKYAS

3. WUBI BOGALE

SUBMITTED TO : MR.
ABIYU(PHD)

SUBMISSION DATE :

JU,ETHIOPIA
Abstract
A differential gear box is mechanical system that connects the propeller shaft to the rear axle to
rotate both wheels at different speed during turning of vehicle. There is many conflicts with the
invention of differential gear but it is believed that Onésiphore Pecqueur , French watchmaker
patented the first modern automotive differential in 1827 for steam wagon.

Our Project “DESIGN AND ANALYSIS OF AUTOMOTIVE DIFFERENTIALGEARBOX”

mainly focuses on the mechanical design and analysis of gearbox as transmit the power. we had
developed this work as our semester project with a view to get familiar with the technologies as
well as application of theories into practical work done by industries. Our project contains the
design and material selection of the gearbox for different type of vehicles also. For better
efficiency, improvement of power transmit rate is important phenomenon.
Acknowledgement
First, we would like to thank to our almighty God for helping us in the successful
accomplishment of this project paper. We would like to express our heartfelt appreciation and
gratitude to Mr. Abiyuo.S (PHD) our advisor and instructor for his invaluable advice, continuous
support, encouragement,valuable guidance, ingenious and constructive [Link] last but
not the least, we would like to forward our special gratitude to our friends for their grateful
assistance and advice that brings the project to success, and constructive ideas throughout our
work.
Chapter one
1. INTRODUCTION
A transmission or gearbox provides speed and torque conversions from a rotating power source
to another device using gear ratios. In British English the term transmission refers to the whole
drive train, including gearbox, clutch, prop shaft (for rear-wheel drive), differential and final
drive shafts. In American English, however, the distinction is made that a gearbox is any device
which converts speed and torque, whereas a transmission is a type of gearbox that can be
"shifted" to dynamically change the speed: torque ratio, such as in a vehicle. The most common
use is in motor vehicles, where the transmission adapts the output of the internal combustion
engine to the drive wheels. Such engines need to operate at a relatively high rotational speed,
which is inappropriate for starting, stopping, and slower travel. The transmission reduces the
higher engine speed to the slower wheel speed, increasing torque in the process. Transmissions
are also used on pedal bicycles, fixed machines, and anywhere else rotational speed and torque
needs to be adapted.

1.1. Transmission System

There are three types of transmission system.

 Manual Transmission System

 Automatic Transmission System
 Semi-automatic Transmission System

1.1.1 Manual Transmission

A manual transmission is often referred to as a stick shift or standard transmission,

essentially used in the automobile industry. This type of transmission features gear ratios

that are selected by engaging pairs of gears inside the transmission.

 Figure 1.1 manual transmission

 Types of Manual Transmission

 Synchronized Systems: This type of transmission system or gearbox does not

require synchronization with the driver while changing gears.

 Unsynchronized Systems: This type of transmission system or gearbox allows

free spinning of gears with their relative speeds synchronized by the driver for

avoiding clashing and grinding of gears.

 Types of Gearbox Available

There are different types of gearbox available and with different mountings. Some of

them are:

 Floor Mounted Shifter

 Column Mounted Shifter
 Sequential Manual Shifter
 Advantages of a Manual Transmission System
 Cheaper than the automatic transmission system.
 Better fuel economy than other transmission systems.
 Requires low maintenance.
 Does not require active cooling.

1.1.2 Automatic Transmission

 Automatic transmission is a type of gearbox, especially used in the automobile industry

for changing gear ratios automatically. It does not require manual shifting of gears. The
 gearbox has a set of selected gear range.
 The system is hydraulically operated and makes use of a torque converter and a set of
planetary gears

Figure 1.2 Automatic Transmission

Parts of an Automatic Transmission System

An automatic transmission consists of the following parts :

Torque Converter: It is a device connecting engine and transmission. The instrument takes
place of a mechanical clutch, allowing the engine to remain running. A torque converter that
provides a variable amount of torque multiplication at low engine speeds.

Planetary Gearbox Set: The bands and clutches of this gear set are actuated with the help of
hydraulic servos controlled by the valve body, thereby providing two or more gear ratios.

Valve Body: The system receives pressurized fluid from a main pump operated torque
converter. The pressure coming from this pump is regulated and used to run a network of spring-
loaded valves, check balls and servo pistons. The valves make use of pump pressure and the
pressure from a centrifugal controller on the output side.

 Use of Automatic Transmission

 Automobiles
 Forklift trucks
 Lawn mowers
1.1.3 Semi-Automatic Transmission
 Semi-automatic transmission is a system that makes use of electronic sensors, processors

and actuators for gear shifting. The system removes the need of a clutch pedal required for gear
changing. This system is widely used in the automobile industry.

Figure 1.3 Semi-Automatic Transmission

 Types of Semi-Automatic Transmission

 Direct Shift Gearbox
 Dual Clutch Gearbox

The system allows for only forward and backward shift into higher and lower gears. It does not
make use of the traditional H-pattern, normally used in automobiles. The system is also equipped
with sensors that sense the direction of the shift. The input combines with the sensor placed in
the gearbox and senses the current speed and selected gear. The unit also determines the torque
required for smooth functioning. The system also reduces fuel consumption significantly.

1.1.4 Types of Differentials

There are three types of differentials:

Conventional Type:

The conventional type differential ensures equal torque delivery to each rear wheel. However,
if any wheel slips for any reason, that wheel stops rotating, causing the vehicle to come to a halt.

Non-slip or Self-locking Type:

The non-slip or self-locking type differential overcomes this limitation. It features a construction
similar to the conventional type but includes two sets of clutch plates additionally. The ends of
the planet shafts are left loose in notches provided on the differential cage, allowing better
traction and preventing wheel slippage.

Double Reduction Type:

The double reduction type differential provides further speed reduction through an additional
gear. This differential is commonly used in heavy-duty automobiles that require larger gear
reduction between the engine and wheels, enhancing torque delivery and improving
performance.

1.1.5 Necessity of gear box in an automobile

The gearbox is necessary in the transmission system to maintain engine speed at the most
economical value under all conditions of vehicle movement. An ideal gearbox would provide an
infinite range of gear ratios, so that the engine speed should be kept at or near that, the
maximum power is developed whatever the speed of the vehicle

1.1.5. Function of a gear box

 Torque ratio between the engine and wheels to be varied for rapid acceleration and
for climbing gradients.

 It provides means of reversal of vehicle motion.

 Transmission can be disconnected from engine by neutral position of gearbox.

1.2. Background

The concept of the differential gear box dates back to ancient times, with early examples of
similar mechanisms appearing in various cultures. However, the modern differential gear box as
we know it today has its roots in the industrial revolution and the development of early
automobiles.

One of the earliest known instances of a differential-like device can be traced back to ancient
China, where a form of differential mechanism was used in chariots to allow the wheels to rotate
at different speeds when turning corners.
In the 1820s, French engineer and inventor Onésiphore Pecqueur is credited with developing a
precursor to the modern differential gear box. Pecqueur's invention, known as the "differential
gear," was initially designed for use in steam-powered vehicles and locomotives to allow the
wheels on the same axle to rotate at different speeds.

The widespread adoption of the differential gear box in automobiles began in the late 19th
century as motor vehicles became more prevalent. Early automotive pioneers such as Karl Benz
and Gottlieb Daimler incorporated differential gear boxes into their designs, which significantly
improved the maneuverability and drivability of their vehicles.

Throughout the 20th century, advancements in automotive engineering led to further refinements
of the differential gear box, including the development of limited-slip differentials and electronic
traction control systems to enhance vehicle performance and stability.

Today, the differential gear box remains a fundamental component in virtually all modern
vehicles, playing a crucial role in enabling smooth and efficient power transmission while
allowing for independent wheel rotation and control during turns. Its historical evolution reflects
its enduring importance in the evolution of automotive technology.

1.3 Problem statement

A 4500kw 4300rpm automotive car engine needs to be disengaged every time the driver starts
the car and shifts gear. This task is difficult unless a gearbox with good characteristics is used to
continuously engage and disengage engine with clutch. The challenge of this project is to solve
this problem.

1.4 . Objectives

1.4.1 . Main objective

The general objective of this project is to perform mechanical design and analyze differential gearbox
with specifications of power input of 4500 kw and 4300 rpm for automobile transmission purpose
1.4.2 . Specific objective

 To design strong and highly efficient differential gear box

 To design of Shaft
 To design of bearings
 To design whole differential system
 To design of different parts on sheet and CAD software with help of ANSYS software.
 Assembly of differential in CAD software
 To enhance productivity

1.5 . Scope and limitation

1.5.1 scope

 The scope of the project are designing functional automotive differential gearbox,
modeling parties of the system using CAD and elaborating manufacturing processes
but simulation and prototyping are not in the range of the scope.

1.5.2 limitations

 Lot of projects hinder us to do deep design of gear box.

 The project can be Improved more if it manufactured but we can not get opportunity to
develop its prototype.

 To do simulation and analysis of mechanical properties like shear stress, bending moment,
inertia and other the knowledge we have for Ansys software ban us

1.6 Significance of the project

The significance of this project is to improve the design of gear box components like a pinion
gear, differential housing, axial shaft and others to increase life span, reduce gear box failure and
lower accident possibilities.

1.7 Methodology of differential gearbox design

During this design project we would like to followed a simple approach of designing for
differential gear [Link] major ones are described as follows :
 Identify the  Defining the statement of the problem
problem

 By brainstorming using group discussion

Select the best  By referring papers and project work
 By surfing website and reading books
alternative

Review different  Critical analysis of relevant existing knowledge

on the project.
literature's  It includes the limitations and gaps of previous
studies

Material selection  Design and analysis different parts of the machine

mathematical analysis.
and design

Cost analysis and  Proper manufacturing process, cost analysis and

documentation of the project work
documentation

Figure 1.4 Methodological flow chart

Chapter Tow
2 Literature Review
2.1 Previous work related with differential gear box

When the vehicle is moving on a road and when it takes a turn both the surface and inside wheel
got to travel different distance so here the differential gearbox comes into role. The transmission
utilized in the vehicle contain a component which is employed to transfer power from propeller
shaft to bot The differential (figure 1) is employed in two ways, one is that it receives an input
and creates two outputs whereas other is that It receives two inputs combined it and provides one
output. The differential is found in between the two gear wheel of the vehicle to rotate one wheel
faster than the opposite. Differential stuff, in car mechanics, gear plan that licenses power from
the motor to be communicated to a couple of driving wheels, isolating the power similarly
between them however allowing them to follow ways of various lengths, as when turning a
corner or navigating a lopsided street. On a straight street the wheels pivot at a similar speed;
when turning a corner the external wheel has farther to proceed to will turn quicker than the
internal wheel if over the top. The customary vehicle differential was imagined in 1827 by a
Frenchman, Onésiphore Pecqueur. It was utilized first on steam-driven vehicles and was a
notable gadget when interior ignition motors showed up toward the finish of the nineteenth
century the wheels is named as differential[1]. It’s an assembly of drugs in an epicyclical gear
train which enable the rotation of two shaft at two different speed, used at the rear side of the
vehicle to rotate the wheel faster than the opposite.

Figure 4:diffeenrtial[2]
The components of the differential are appeared in the Figure 4. The force from the transmission
is conveyed to the angle ring gear by the drive-shaft pinion, the two of which are held in
direction (not appeared) in the back hub lodging. The case is an open boxlike design that is
dashed to the ring gear and contains direction to help a couple of sets of oppositely inverse
differential slope pinions. Each wheel pivot is joined to a differential side stuff, which networks
with the differential pinions. On a straight street the haggles side cog wheels pivot at a similar
speed, there is no overall movement between the differential side pinion wheels and pinions, and
they all turn as a unit with the case and ring gear. On the off chance that the vehicle goes to one
side, the right-hand wheel will be compelled to turn quicker than the left-hand wheel, and the
side cog wheels and the pinions will pivot comparative with each other. The ring gear turns at a
speed that is equivalent to the mean speed of the left and right wheels. On the off chance that the
wheels are raised with the transmission in nonpartisan and one of the wheels is turned, the
contrary wheel will turn the other way at a similar speed.

The force (turning second) sent to the two wheels with the Pecqueur differential is the
equivalent. Thus, in the event that one wheel slips, as in ice or mud, the force to the next wheel is
diminished. This burden can be defeated to some degree by the utilization of a restricted slip
differential. In one form a grasp associates one of the axles and the ring gear. At the point when
one wheel experiences low foothold, its inclination to turn is opposed by the grasp, subsequently
giving more prominent force to the next wheel. When the vehicle takes a turn, the inner wheel
covers less distance than the outer wheel, so it means the speed of inner wheel has got to be but
the outer wheel. But when the vehicle goes straight both the wheel rotate at an equivalent speed.
To supply both the condition differential gearbox is employed. When the vehicles one wheel is in
mud, snow, slippery, potholes or stucked to the obstacle the 2 problem is that the wheel which is
stucked rotates twice the traditional speed while the opposite wheel is stationary[3]. This is often
thanks to the wheel which is stucked does have enough traction force acting to the paved surface.
To avoid this problem the event in the gearbox is to be done and therefore the solution to possess
differential locking system which give engagement or disengagement. The planning of the
differential effect on the failure of the differential. Because it makes with the assembly of the
pinion and crown wheel it's good for taking load of the vehicle. So, to enhance the general
differential and to avoid failure thanks to loading. The planning of such differential is given to
the present paper. Some development of differential is to decrease the weight of the differential
by replacing pinion and crown wheel with spur gear. So overall design and development to scale
back the limitations and to extend the efficiency of differential is administered during this paper
A differential may be a gear train with three shafts that has the property that the angular velocity
of 1 shaft is that the average of the angular velocities of the others, or a hard and fast multiple of
that average[4]. A gear box provides speed and torque conversions from a rotating power source
to a different device using gear ratios. In automobiles and other wheeled vehicles, the differential
allows the outer drive wheel to rotate faster than the inner drive wheel during a turn. This is often
necessary when the vehicle turns, making the wheel that's traveling round the outside of the
turning curve roll farther and faster than the opposite[5]. The typical of the rotational speed of
the 2 driving wheels equals the input rotational speed of the drive shaft. A rise within the speed
of 1 wheel is balanced by a decrease within the speed of the opposite. When utilized in this
manner, a differential couples the input shaft (or prop shaft) to the pinion, which successively
runs on the ring gear of the differential. This also works as reduction gearing. On rear wheel
drive vehicles, the differential may hook up with half-shafts inside an axle housing, or drive
shafts that hook up with the rear driving wheels. Front wheel drive vehicles tend to possess the
pinion on the top of the main-shaft of the gearbox and therefore the differential is enclosed
within the same housing because the gearbox. There are individual drive-shafts to every
wheel[6]. When the vehicle takes a turn, the inner wheel covers less distance than the outer
wheel, so it means the speed of inner wheel has got to be but the outer wheel. But when the
vehicle goes straight both the wheel rotate at an equivalent speed. To supply both the condition
differential gearbox is employed[7]. A gear box provides speed and torque conversions from a
rotating power source to a different device using gear ratios. In automobiles and other wheeled
vehicles, the differential allows the outer drive wheel to rotate faster than the inner drive wheel
during a turn. This is often necessary when the vehicle turns, making the wheel that's traveling
round the outside of the turning curve roll farther and faster than the opposite[8].
Chapter three
3 . Detailed design analysis
Given data

Input shaft power=45kw

Speed of input shaft Np=4300rpm

Reduction ratio:6:1

3.1 Design of ring and pinion gears

Assumption

The driven pinion gear and the ring gear are connected at a right angle, x= 90°

Analysis

The gear reduction ratio, GR is equal to

NP
G R=
NG

Velocity ratio, VR is equal to

NP
V R=G R =
NG

4300
V R= 6 =
NG

N G =717rpm

Note: The minimum number of teeth on the pinion gear for 20° full depth in volute is
18(source

Gupta, table 28.2).

ZG
V R= , Z P=T P =18
ZP
 ZG Z
VR= =6= G
ZP 18

ZG =T G =6*18 =108

When the angle between shaft axes is 90°, then

θ P = tan−1
1 ( V1 )
R

θ P =¿ tan−1
1 ( 16 )
0
θ P =9.46
1

θ P =tan−1 ( 6 )
2

θ P =80.50
2

To find the module:

The formative number of teeth for pinion

TEP =TPsec θ P1

TEP =18 sec9.46 0

TEP =18.24

The formative number of teeth for ring gear

TEG =TG sec θ P2

TEG =144 sec 80.5 0

TEG =872.5

We know that the tooth form factor for the pinion gear is

0.912
Y P = 0.154 -
TEP

0.912
Y P = 0.154 -
18.4
Y P = 0.104

And tooth form factor for the gear is

0.912
Y G = 0.154 -
TEG

0.912
Y G = 0.154 -
872.5

Y G = 0.153

Since the allowable static stress for the pinion and gear is the same (i. e 200MPa) YP is less than

YG, therefore the pinion is weaker. Thus the design should be based up on the pinion.

We know that the torque on the pinion,

P ∗ 60
T=
2π NP

3
45 ∗10 ∗ 60
T=
2 π ∗ 4300

T =100Nm

2T
wt = , where D Pis the diameter of pinion
DP

2T 2T
Wt = = ( D P = m.T p) where m is modules
DP m. T p

2∗ 100 11.11 Nm
wt = =
m∗ 18 m

We know that the pitch line velocity, v

π ∗ m∗ 18∗ 4300 mm
V= = 4.0506m
60000 s

Taking velocity factor,

6 6
CV = =
6+V 6+ 4.0506 m

We know that the length of pitch line velocity L is

 DP m ∗T P
L= =
2sin θ P 2sin 9.460
1

m∗ 18
= 0
2sin 9.46

L = 54.76m mm

Face width is (0.25) of the length of the pitch cone element (L), therefore

b = 0.25*54.76m mm =13.69m mm

w t = ( σ o ∗ cv ) ∗ b ∗ π ∗m* y p ( L−L b )
(
W t = 200 ∗
6
6+ 4.0506 m )
∗ 13.69 m∗ π ∗m*0.104 (
54.76 m− 13.69 m
54.76 m )
2
11110 Nmm
W t = 4023.5 m But,W t =
6+ 4.0506 m m
2
4023.5 m 11110 Nmm
=
6+ 4.0506 m

By equating both we get,

4023.5m3 =66660 + 45002.166m

2
m = 16.57m +11.18

Solve this by trial method,

0 = √3 11.18+16.57 Ans

m=2.23mm, hence we take the standard module is equal to, m=3mm

The proportion for the bevel gear dimension is

 Addendum, ha

ha =1 ∗ m = 1 ∗ 3 = 3mm

 Height of Dedendum, hf

ℎf = 1.2m = 1.2 ∗3 = 3.6mm

 Clearance, C

c= 0.2 ∗ m = 0.2 ∗ 3 = 0.6mm

 Working depth ,h

ℎ = 2m = 2 ∗ 3 = 6mm

 Tooth thickness =1.5708m

=1.5708∗ 3 =4.71mm

 Diameter of pinion, Dp

Dp =T P *m

Dp =18*3=54mm

 Diameter of gear, DG

DG = T G*m

DG = 108 ∗ 3 = 324mm

 Fillet radius at root, r

r= 0.4m = 0.4 ∗ 3 = 1.2mm

 Face width, b

b = 13.69m = 13.69 ∗ 3 = 41mm

 Slant height, L

L = 72.56 ∗ m = 72.56 ∗ 3 = 217.6mm

 Tangential on the ring gear

11110
w t= = 3703.3N
3

 Pitch velocity,

m
V =4.712m = 4.712*3 = 14.14
s

Note: for satisfactory operation of the bevel gear

 The face width should be from 6.3m to 10.5m where m is module

6.3m = 6.3 ∗ 3 = 18.9 mm

10.5m = 10.5 ∗ 3= 31.5mm

Check for Dynamic load, W D =W t +W 1

 Where, Wt-steady load

W 1-Increment load

21V ∗ ( b ∗c ∗W t )
W1 =
21V + √b+ c+ W t

21(14.14) ∗ ( 41 ∗ 0.6 ∗3703.3 )

w1 =
21(14.14)+ √ 41+0.6+3703.3

w 1 = 6750.7N

W D =W 1 +W t

W D =6750.7 +3703.3 = 10454N

Check for static load

The static tooth load or endurance strength of the pinion tooth for the bevel gear is given by

W S =( σ e ) ∗ b ∗ π ∗m*Y p ( L−L b )
The flexural endurance limit, R b of the pinion and gear for steel of the brinell hardness number

BHN 200 is 350MPa ( source Gupta ,table 28.8)

W S =350*41 * π ∗3 ∗0.104 ( 217.6

217.6 )
− 41

W S = 11387.3N

Check for wear load

D P ∗ b∗ ∗Q ∗ k
WS =
k
Where, Q is ratio factor

2TEG
Q=
TEG+TEP

Value of maximum allowable tooth error in action e, versus pitch line velocity, for well-cut

commercial gear (from Gupta table 28.6)

By using interpolation

v e

13.75 0.025

14.13 e

15 0.0225

15− 13.75 00225 −0.025

=
14.13− 13.75 e − 0.025

By equating both we get,e = 0.0257mm

Value of deformation factor, c versus tooth error in action, e in mm (source Gupta from table

28.5)

For in volute tooth form of 20° full depth

v e

0.04 456

0.0442 c

0.06 684

By using interpolation, c=503.88Nm

21V ∗ ( b ∗c ∗W t )
W1 =
21V + √b+ c+ W t
 21(14.14) ∗ ( 41 ∗ 503.88∗ 3703.3 )
w1 =
21(14.14)+ √ 41+503.88+3703.3

W 1 = 6,145199N

2TEG 2 ∗ 872.5
Q= = = 1.96
TEG+TEP 872.5+18.24

The load stress factor depends on the maximum fatigue limit of compressive stress, the pressure

angle and the module of the elastic of the material of the gear according to buckling the load

stress factor, k is
2
( σ es ) ∗ sin φ 1
K=
1.4 ( E + E1 )
P G

The value of surface endurance limit for steel of brinell hardness of 200 is (gupta table 28.9)

Youngs modules E P=200 ∗ 103

EG =80 ∗10 3

( 200∗1 10 + 80 ∗110 ) =0.523

2 0
350 ∗ sin 20
K= 3 3
1.4

D p ∗ b ∗Q ∗ K
WW =
cos θ P 1

54 ∗ 41∗ 1.96 ∗0.523

WW = = 2301.7N
cos 9.49

The maximum limit wear load must be greater than the dynamic load hence our design is safe

Therefore, W W >W D

Force acting on the bevel gear can be calculated as the following

W T = W N cos θ

W R = W N sin θ=W T tan θ

W R =3703.3 tan20 0 = 1347.89N

 W R 1347.89 N
WN = = 0 = 3940.97N
sin φ sin 20

Now the radial force acting at the mean radius may be further resolved in to two component

W RH AND W RV in the axial and radial direction. Therefore the axial force acting on the pinion

shaft

W RH =W R sin θ P 1

=3940.97 *sin 9.46 =647.7N

And the radial force acting on the pinion shaft

W RV =W R ∗cos θ P 1 = 3940.97*cos 9.46=3887.4 N

3.2 SHAFT DESIGN

Figure 3.1 Design of Shaft

General Considerations of Shaft Design

 To minimize both deflections and stresses, the shaft length should be kept as short as
possible and overhangs minimized

 A cantilever beam will have a larger deflection than a simply supported (straddle mounted)
one for the same length, load, and cross section, so straddle mounting should be used unless
a cantilever shaft is dictated by design constraints.

 A hollow shaft has a better stiffness/mass ratio (specific stiffness) and higher natural
frequencies than a comparably stiff or strong solid shaft, but will be more expensive and
large in diameter

 Try to locate stress-raisers away from regions of large bending moment if possible and
minimize their effects with generous radii and relief.

 General low carbon steel is just as good as higher strength steels (since deflection is typical
the design limiting issue).

 Deflections at gears carried on the shaft should not exceed about 0.005 inches and the
relative slope between the gears axes should be less than about 0.03 degrees.

 If plain (sleeve) bearings are to be used, the shaft deflection across the bearing length should
be less than the oil-film thickness in the bearing
 If non-self-aligning rolling element bearings are used, the shaft’s slope at the bearings
should be kept to less than about 0.04 degrees..

 If axial thrust loads are present, they should be taken to ground through a single thrust
bearing per load direction. Do not split axial loads between thrust bearings as thermal
expansion of the shaft can overload the bearings.

 The first natural frequency of the shaft should be at least three times the highest forcing
frequency expected in service, and preferably much more. (A factor of ten times or more is
preferred, but this is often difficult to achieve).

Figure 3.2 Combine Failure of shaft

Keys & Key ways

Figure 3.3 Kay way of shaft

3.2.1 Pinion shaft diameter design

Torque acting on the pinion, T

P ∗ 60 45 ∗10 3 ∗ 60
T= =
2π NP 2 π ∗ 4300

= 100Nm = 100,000Nmm

Tangential force, Wt. acting at the mean radius of the pinion

T 100000 Nmm
W= = =3703.7 N
Rm 27 mm

The axial and radial force acting on the pinion shaft

w RH = W T tan φ sin θ P 1

Bending moment on the pinion shaft

The bending moment due to w RH and w RV

M 1=¿ W RV *overhang -W RH ∗ R m 1 , take overℎang 95 mm

M 1=3887.4 ∗ 95 −647.7 ∗ 22 = 355,053.6Nmm

Bending moment due to Wt

M 2=W ∗ overhang
T

M 2=37 03.3 *95 = 3,518,135

Resultant bending moment

M = (( M 1 ) )+ ( ( M 2 ) )
√ 2 2

M = ( ( 355,053.6 )2) + ( ( 3,518,135 )2 ) = 3536005.8Nmm

√
Since the shaft is subjected to twisting moment and resultant moment, therefore equivalent

twisting moment

T e =√ ( M 2+ T 2 )

T e =√ ¿ ¿ = 324,1526.2Nmm
Now, the diameter of the pinion shaft may be obtained by using the torsion equation.

We know ,

π
Te = *τ ∗ d p2 ,where d p = diameter of pinion
4

τ = shear stress for the material

σo N
τ= ,σ o =200 2
2 mm

√
d p = 3 16 T e
π ∗τ

√
d p = 3 16 ∗ 324152.6 = 11.8mm
π ∗ 100

Take the standard diameter, dp=12mm

3.2.2 Design of differential pinion shaft

It is used to hold or connect the two differential pinion gears and rotate with the differential use

case.

Material selection

Carbon steel grade C4 having

 Ultimate tensile strength σ UT =700Mpa

 Ultimate shear stress UT = 300Mpa

It is solid shaft

Analysis let’s find the forces on the pinion differential shaft

Torque acting on the pinion T

T = 2π N =
p∗ 60 3
45∗ 10 ∗60
=100 Nmm
P 2∗ 3.14 ∗ 4300
Tangential force W t acting at the mean radius Rmof the pinion

100
WT = , but Rm is mean radius
22

100 Nmm
=
22 mm

=4.55N

As we know that are axial and radial force ( W RH ∧W RV ) acting on tℎe pinio sℎaft
but the tangential force is used to cause rotation so tangential force W T = 12.294

N this tangential force is sub divide in to two at the casting since the pinion gear are attached in
to two points

W T 4.55 N
= =2.27 N
2 2

Free body diagram

Assume

Distance between A and B is 0.135m

Distance between B and C is 0.270m

Distance between A and B which is 0.135m

R2=6.147 N

From equation (1) R1=12.294-R2

R1=6.147 N

When 0≤x≤0.135(between A and B)

∑ F Y =0 6.147 + V = 0 ,V =6.147

When x =0 and x =0.135V =6.147(-ve)

∑ MA =0 M +Vx = M= -X

M = 6.147X

When x = 0 ,M = 0

X = 0.135*3536005.8 = -477360.7Nm

When 0.135 ≤ x ≤ 0.405(Between B and C)

∑ Fy=0 ,6.147 − v=0 , v = 0

∑ MA =0+ 0 − 6.147 × 0.135
M = 8.29845Nm

When x = 0.135 and 0.405

M = 829.845Nm

When 0≤X≤0.135( Between C∧D )

∑ Fy=0 ,V =−6147=0
∑ MD=0 ,m = 6147x
When , x = 0 ,m = 0

The maximum bending momentum is m = 829,845Nm

We know that

σ UT 670 Mpa
When σ b = = = 167Mpa
Fos 4

3
32m
d = πσ
b

3
32∗ 829.845
d = 6
3.14 ∗167 ∗ 10
3 − 05 3
d =5.064 * 10 m

d = 37mm
3.2.3 Design of Axle Shaft

There are basically there types of axle shafts and those refers to where the axle bearing is placed

in relation to the axle and the housing

1, semi floating

2, three quarter floating

3, fully floating

From the three types of axle shaft we select the semi floating type’s axle shaft because it is used

in passenger cars vehicle and right vehicles.

The semi floating axle shaft flange as tapered on the end

According to Indians standard steel 45C8 having

Ultimate tensile strength σ u=350 Mpa

Yield strength σ y=350 M pa

Factor of safety = 4

Assumption

The distance between the axle wheels an suspension is half of the wheel width

Analysis

From a weight of a car and load index its tire relation we can get the weight of the car for act

weight 2 tone , 2000kg we need so the weight a tire with load index 792 so the weight of the car

is 2000kg there are four types

So that it have 500kg for each tire

 m
Force = mg ,g = 9.81 2
s

m
F = 500Kg * 9.81 2
s

F = 490N

Bending momentum , M

M = FR

∑ Ma
490N * 0.3 - Rb *1.3 =0

Rb =1131.92N

Bending momentum at A = 0 when 0≤x≤0.3

When x = 0.3m ,m = 339.576Nm

Bending moment between c and B When

0.3 ≤ x ≤ 1.3m

∑ M F=0
1131.92x - 1131.92 (x - 0.3) -M = 0

M = 1131.92x * 1131 .92 +1131 .92 *0.3

M= 339.576Nm So the maximum bonding moment 339.576Nm according to maximum

shear

stress theory the equivalent twisting moments is

T e = √ M 2+T 2

60 p
When, T =
2π N

We have

Power P =76kN for the engine

speed of ring gear N ,625rpm
3
60 ∗76 ∗ 10
T=
6.28 ∗625 rpm

T = 1161.78

T e =√ (339.576 ) + √ ( 1161.78 )
2 2

T e =1210.39 Nm = 1210390Nmm

Also we know that

π
T e= * τ d3
16

16 T e σ
3
d = ,where τ = y
π ∗τ Fos

350 Mpa N
τ= =87.5 2
4 mm

3 16 ∗120390
d= = 70,486.77mm3
π ∗87.5 Mpa

Take the standard , d = 45mm

3.3 Design of Bearings

Bearings are critical components used in various mechanical systems to enable rotation or linear
movement while reducing friction. There are several types of bearings, including ball bearings,
roller bearings, plain bearings, and fluid [Link] we design only ball bearing for this
category.

Here We had used a two angular contact deep grew ball Bearings, one on each side are utilized
at the bevel shaft.

Figure 3.3 Deep groove ball bearing

3.3.1 Selection Procedure of Angular Contact Ball Bearing

 The Torque produced at the Worm shaft is as found out earlier

2 nNT
P=
60000

3 2∗ 6 ∗ 4300 ∗T
45 ∗ 10 =
60000

T = 52325.6 [Link]

Tangential load

2T 2∗ 52,325.6
Pt = = =1495.02 N
d 70

From Pt
Axial load,

cos θ❑ cos λ − μ sin λ

Pa = Pt*
cos ∅ n sin λ − μ cos λ

pa = 4320.2

Radial load,

sin ∅ n
pr =p t ∗
cos ∅ n sin λ+ μ cos λ

Pr=1025

Taking moment about bearing

For, vertical plane

R v =100∗ 4320.2 N =432..2 KN

For horizontal plane

R N =100*1025N = 102.5KN

Resultant,

R=√ Rv 2 + R N 2

R=186.8 KN

Hear, P= F r=R=¿186.8 KN

Life of the bearing L10 :

60∗ N ∗ Lℎ10
L10= 6
10

60 ∗4300 ∗ 45000
= 6 =11,610 million rev.
10

Basic dynamic load rating C:

Let, Factor of safety be N f =2.5

1
C=P*( L10 ) 3 ∗ N f
 1
=186.8*( 11,610 ) 3 ∗ 2.5

=10.6 KN

From the above value of Dynamic load calculated and the minimum acceptable diameter
(25mm).We can select the angular contact bearing 6304 from below table.

Table 5.2

CONCLUSION
Automotive differential is the heart of the vehicle, so it needs special knowledge of the design

and manufacturing it. For this reason we use different books, literature's, and different resource s

to improve our knowledge on this project. In this we include the following

 We cover how to the design of differential and its component

 We check their strength and they are safe to transmit the 50Kw power at 5000rpm engine

rotation

 Design of the axel shaft and finally we select the tire and we design the brake and its
components

RECOMMENDATION
In this design project all parts can be manufactured in any manufacturer workshop that are

found anywhere. So the manufacturer and users should follow the instruction given below

 Don’t manufacture the given part without the design analysis

 Users should have use special types of oil for differential for reducing the heart
generated by moving the component

So if the users and the manufacturer follow the above given instruction, the manufactured power

transmission can give accurate and clear function for long period of time

REFERENCES

 Machine design – 2 by R.B Patil

 Transmission System Design by FarazdakHaidari
 Design of Machine Elements by V.B Bhandari
 Design Data Book of Engineers