GROUP 4

FINAL DRIVE,
DIFFERENTIAL
Mạc Văn Huy
Trương Tuấn Huy
Đàm Bảo Khiêm

AND AXLE SHAFT Hoàng Lâm

Nguyễn Xuân Tùng Lâm
SINGLE
REDUCTION
FINAL GEAR
 1.SINGLE REDUCTION FINAL GEAR

A SINGLE FINAL
DRIVE CONSISTS
OF ONLY A PAIR
OF GEARS THAT
ENGAGE WITH
EACH OTHER.
BEVEL GEAR PAIRS
ARE USED ON
CARS WITH
LONGITUDINAL
ENGINES, WHILE
CYLINDRICAL
GEAR PAIRS ARE
USED ON CARS
WITH HORIZONTAL
ENGINES.​
IN THE FINAL GEAR USING BEVEL GEAR, THE DRIVE GEAR HAS
A VERY SMALL NUMBER OF TEETH (5-9 TEETH) ARE MADE ON
THE SHAFT, THE DRIVEN GEAR IS USUALLY LARGE IN SIZE,
SUITABLE FOR THE TRANSMISSION RATIO OF THE FINAL DRIVE.
THE BEVEL GEAR USED IN THE FINAL GEAR.

THE PAIR OF STRAIGHT BEVEL GEARS IS SIMPLE IN

MANUFACTURING, BUT HAS A SMALL COEFFICIENT OF
COINCIDENCE, HIGH NOISE WHEN WORKING AT HIGH SPEED.
1.SINGLE REDUCTION FINAL GEAR
 PINION IS BUILT INTO THE SHAFT. RING GEAR IS COUPLED TO THE
DIFFERENTIAL HOUSING.
IN A SPIRAL BEVEL GEAR TRAIN, EXTENDING THE SHAFT CENTERS OF
THE GEAR PAIRS MEET AT THE CENTER OF THE FINAL DRIVE.
ON THE HYPOID GEARS, THE SHAFT CENTERS OF THE GEAR PAIRS ARE
OFFSET BY A DISTANCE E.
 IN AUTOMOBILES WHICH
THE ENGINE IS PLACED
HORIZONTALLY, THE MAIN
FORCE TRANSMITTED BY
THE MECHANICAL
TRANSMISSION, THE
AXLES ARE ARRANGED
ADJACENTLY IN THE SAME
HOUSING AND SHARE THE
SAME LUBRICATING OIL.
THE HELICAL GEAR
HELICAL GEAR HAS
SIMPLE TECHNOLOGY
AND LOW
MANUFACTURING COST.
 Functions of the Final drive
1) COORDINATION OF THE
FREQUENCIES OF ROTATION OF THE
CRANKSHAFT OF THE ENGINE AND
THE DRIVING WHEELS AND THE
RESULTING CONSTANT INCREASE IN
THE TORQUE TRANSMITTED TO THE
DRIVING WHEELS;
2) CHANGING THE DIRECTION OF THE
TORQUE VECTOR IN ACCORDANCE
WITH THE LAYOUT OF THE CAR (FOR
EXAMPLE, TURNING THE TORQUE
VECTOR BY 90 ° AT LONGITUDINAL
ARRANGEMENT ENGINE).
DOUBLE
REDUCTRION
FINAL GEAR
t
3.1. DOUBLE REDUCTION CENTRAL-TYPE FINAL GEAR
THE DRIVE IS REDIRECTED AT RIGHT
ANGLES TO THAT OF THE INPUT SO
MAKING IT FLOW PARALLEL TO THE
HALF SHAFTS, THE FIRST STAGE GEAR
REDUCTION BEING DETERMINED BY
THE RELATIVE SIZES (NUMBER OF
TEETH) OF THE BEVEL GEARS. A
HELICAL PINION GEAR MOUNTED ON
THE SAME SHAFT AS THE CROWN
WHEEL MESHES WITH A HELICAL
GEAR WHEEL BOLTED TO THE
DIFFERENTIAL CAGE. THE
COMBINATION OF THESE TWO GEAR
SIZES PROVIDES THE SECOND STAGE
GEAR REDUCTION. HAVING THE BEVEL
GEARS AHEAD OF THE HELICAL GEARS
ENSURES THAT ONLY A PROPORTION
OF TORQUE MULTIPLICATION WILL BE
CONSTRAINED BY THEM, WHILE THE Thuyết trình là công cụ giao tiếp để
HELICAL GEARS WILL ABSORB THE
minh họa.
FULL TORQUE REACTION OF THE
FINAL GEAR REDUCTION.
 Compare single and double
reduction gear
SINGLE DOUBLE
REDUCTION GEAR REDUCTION GEAR
Due to the structure limit, single Double reduction axle resolve this
reduction drive needs bigger conflict perfectly by installing a
basin gear, which means the speed reducing gear between the
ground clearance will go smaller, axle shaft and the wheel. In this
resulting in the low passability. way, the basin gear of main speed
reducer becomes smaller and the
truck passability is improved.
II. DIFFERENTIAL
1. FUNCTION, REQUIREMENT AND SOME MAIN TYPE OFF DIFFERENTIAL

a. FUNCTION
The differential is a mechanism that
uses multiple gears to transmit power
and control RPMs in both wheels
connected to each side of an axle.
While changing a vehicle's direction, it
determines and sends the required
rotational power and speed onto each
axle shaft.
b. SIGNS A DIFFERENTIAL IS WEARING DOWN

Over time, a differential can start to wear down. It’s good to know
some of the signs that could indicate yours is starting to go bad so
you can have it checked sooner rather than later.
Some things to watch out for include:
Driveline noise and vibrations
Grinding or clunking sounds
Strange sounds when handling around corners
Whining or whirring sounds
Oil leaking from the differential area
c. TYPE OF DIFFERENTIAL

Open differential – As one of the more

common types of differentials which is
found in most family sedans and
economy cars, the open differential splits
the engine torque in two and allows the
wheels to rotate at different speeds.
Locking differential – Also known as a welded differential, this connects the
wheels so they go at the same speed. This made turning a little more
difficult. Most full-sized trucks have this type of differential.
Limited-slip differential – Found in sports cars, the limited-slip differential
acts like an open differential by default. Once a wheel loses traction, then it
shifts to act as a locking differential so there is more traction and control on
the road.
Torque-vectoring differential – With additional gear trains, the torque-
vectoring differential can fine-tune the amount of torque delivered to each
wheel.
2. Parts of differential
2. Parts of differential

The power from the engine is transferred to the ring gear through
a pinion gear. The ring gear is connected to a spider gear, which is
at the heart of the differential system. The spider gear is free to
rotate in two different ways, one along with the ring gear and two
on its own axis.
The spider gear meshes with two side gears, so power from the
engine flows from the pinion to the left and right wheels. Let’s
consider some cases.
The vehicle moves straight: In this case, spider gear rotates along
with the ring gear but it does not rotate on its own axis. Spider
gear will push and make the side gears turn, and both will turn at
the same speed.
The vehicle is taking a turn: Spider gear plays an important role
here. Along with the rotation of the ring gear, it rotates on its own
axis. So the spider gear is having a combined rotation.
The standard differential works well in most situations. However, on very
slippery surfaces such as icy or muddy roads, a lack of driving force,
called traction force, can cause rear wheels to slip because the standard
differential will drive the wheel with the least traction.
If one drive wheel is on dry pavement and the other is on ice or mud, the
ring gear and differential case will drive the pinion gears. But, the pinion
gears will not drive both side gears.
When the pinion gears are driven by the differential case, they will walk
around the side gear related to the wheel on dry pavement. It results in
the pinion gears driving the slipping wheel and the vehicle will not move.
The standard differential sends almost all engine power to the slipping
wheel. This problem can be avoided by using differential locks.
Differential locks overcome traction problems by sending the same
power to both wheels while allowing the vehicle to make normal turns.
3. Locking
differential
Construction
Working principle

differential
3. Locking
When the one side drive wheel is
spined, the differential must be
locking differential.
Locking operation is possible
when the wheels have come to a
complete stop.
When locking, the driver act the
differential lever, the lock shift
lerver 3 push the sliding sleave 5
into the teething ring 6 to lock the
differential
4. Limited slip differential

The limited-slip differential (LSD) restricts the differential rpm

between two wheels, two thrust washers and a clutch plate
which are incorporated in the differential case shown in
Figure
When the resistance of left side differential gear is larger
than the wheel, the right side differential gear will rotate. It
makes the teeth of the right side differential clutch member
climbing the teeth of the left side differential clutch member.
So, it makes two clutch members move away from each
other.
Hence, the side gears are pushed against the thrust washers.
Due to this, the rpm of the rear axle shafts comes closer to
the differential case due to the friction between side gears
and thrust washers. So, it is called the limited-slip effect.
 4. Limited slip differential

One of the most commonly used LSD is “pressure ring based” clutch pack LSD
The major difference between a standard and limited slip differential is that
in lsd the spider gears are not directly connected to the case instead the
spider gears sit between a pair of pressure rings and these pressure rings are
fitted in the slots of the case.
 4. Limited slip differential

When the vehicle is in a stalled condition due to the

traction difference it is natural that the driver will
press the accelerator pedal the pressure rings are in
the slots of the case so speed change in the engine is
instantly transferred to it!

But since the spider gears have got an allowance for

tangential motion, they won't be able to catch up
with the speed change this means that the shaft of
the spider gears will move as shown relative to the
pressure rings due to the slanting shape of the cam
groove this shaft motion will push apart the pressure
rings which in turn will push and lock the clutch
packs

As a result, the whole mechanism is locked now and moves as a single solid unit.
 4. Limited slip differential

Thus, an equal amount of torque will

be transferred to the right and left
wheels so the vehicle will be able to
overcome the traction difference
problem. This kind of LSD is known as
one-way type because the differential
locking will happen only during the
acceleration during deceleration the
shaft motion is blocked by the flat
cam surface but by changing the
design of the pressure ring slightly
even during deceleration the clutch
packs can be activated.
Advantages of a Locking Differential Advantages of a Limited-Slip Differential
True two-wheel drive per axle Enhances traction in all weather and
No servicing road conditions, including ice and
Extremely durable snow
Bolt-in applications with zero axle, Tires won't "chirp"
ring-and-pinion, or axleshaft No accelerated tire wear
modification Silent operation (unless servicing is
Greatly enhances traction required)

Cons of a Locking Differential Cons of a Limited-Slip Differential

Wears tires out more quickly Doesn't fully lock both axles together
Front locker makes steering difficult Can possibly be weaker (physically)
Occasional banging/clunking of than a locking differential, depending
automatic lockers could give your on the design
grandma a heart attack Certain limited-slips can sometimes
Can make snow/ice driving more pull side to side in a front axle
difficult application
Axle shaft
Function of Classification
the axle shaft
 Power transfer Suspension
support
The axle shaft is responsible
for transmitting torque from The axle shaft also supports the
weight of the vehicle and helps to
FUNCTION
the differential to the wheels,
which drives the vehicle absorb shock and vibrations,
forward. which helps to improve ride
comfort.

Steering control Durability

The axle shaft plays a role in The axle shaft must be strong and
steering control, as it helps to durable enough to withstand the
maintain the proper alignment forces and stresses imposed on it
of the wheels and ensure that by the weight of the vehicle, the
they are pointing in the correct transmission of power, and the
direction. demands of daily driving.
 THE DESIGN AND CONSTRUCTION OF
THE AXLE SHAFT CAN VARY
DEPENDING ON THE SPECIFIC
REQUIREMENTS OF THE VEHICLE AND
ITS DRIVETRAIN, INCLUDING THE TYPE
OF TRANSMISSION, THE NUMBER OF
WHEELS, AND THE DRIVETRAIN
CONFIGURATION. THE AXLE SHAFT
MUST BE PROPERLY MANUFACTURED,
BALANCED, AND LUBRICATED TO
ENSURE SMOOTH AND EFFICIENT
OPERATION AND TO MAXIMIZE ITS
LIFESPAN.
 Classification

ONE PIECE TWO PIECE

AXLE SHAFT AXLE SHAFT
One piece axle shaft
ONE PIECE AXLE SHAFT IS A SOLID
ROUND SHAFT MADE FROM HIGH
QUALITY ALLOY STEEL AND HAS GOOD
TORISON RESISTANCE

ONE PIECE AXLE SHAFT IS ARRANGED

ACCORDING TO THE LOAD FEATURES ON
THIS FIGURE
 NO FLOATING AXLE SHAFT:

One end is coupled to the differential and the

other end is coupled to the wheel hub. So it is
subject to a rather large torque. This layout is
rarely used.

SEMI FLOATING AXLE SHAFT:

This design has flange faces on both outer

ends of the axle shaft. These faces attach
directly onto the associated wheels. This layout
is used in cars.
 THREE-QUARTER FLOATING AXLE SHAFTS

These axle shafts feature elements from both semi-floating and fully floating axle shaft
designs. Three-quarter floating axle shafts have bearings positioned between the axle
casing and hub axle shaft. However, the bearings remain protected from shearing or
bending forces. This layout is often used on mini truck.

FULLY FLOATING AXLE SHAFTS

Instead of having flange faces that directly connect the axle shaft to the wheels, this
style of axle shaft has hubs between the two components. Each wheel connects to a
hub, and that hub rotates on roller bearings attached to a spindle at both ends of the
axle shaft. The roller bearings are tapered and face opposing directions, and the hubs
and bearings handle the vehicle weight to take strain off the axle bearing. Without the
need to support the weight of the vehicle and its cargo, the axle bearing “floats,” instead
only having to withstand the transmission system’s torque. This layout is often used on
truck.
Two piece axle shaft
IN THIS TEXTURE, INSTEAD OF USING
SOLID BLOCK LIKE THE PREVIOUS
PART. WE WILL HAVE 2 PARTS: AXLE
SHAFT AND SEPARATE FLANGE. WITH
THIS DESIGN, THERE WILL BE 2
BEARINGS CONNECTED TO THE WHEEL
TO HELP THE AXLE REDUCE THE LOAD
COMPLETELY