International Journal of Mechanical and Technology (IJMET) Volume 8, Issue 5, May 2017, pp. 175–185 Article ID: IJMET_08_05_019 Available online at http:// http://iaeme.com/Home/issue/IJMET?Volume=8&Issue=5

ISSN Print: 0976-6340 and ISSN Online: 0976-6359

© IAEME Publication Scopus Indexed

DESIGN AND ANALYSIS OF DIFFERENTIAL BOX IN AUTOMOBILES

N. Siva Teja Asst. Professor, Dept. of Mechanical Engineering, K L University, Vaddeswaram, Andhra Pradesh

K. Dinesh Babu, M. Siva Nagendra, Ch. Phanideep, J. Sai Trinadh Dept. of Mechanical Engineering, K L University, Vaddeswaram, Andhra Pradesh,

ABSTRACT The main objective of this paper is to perform mechanical design of differential gear box and analysis of in gear box. We have taken grey cast iron and aluminium alloy materials for conducting the analysis. Presently used materials for gears and gears shafts is Cast Iron, Cast Steel. So, in this paper we are checking as the aluminum can be the other material for the differential gear box for light utility vehicles so, we can reduce the weight. Key words: Differential Gear Box, Structural Analysis, Design and Structural Analysis of Differential Gear Box Cite this Article: N. Siva Teja, K. Dinesh Babu, M. Siva Nagendra, Ch. Phanideep, J. Sai Trinadh, Design and Analysis of Differential Gear Box In Automobiles, International Journal of Mechanical Engineering and Technology, 8(5), 2017, pp. 175-185. http:// http://iaeme.com/Home/issue/IJMET?Volume=8&Issue=5

1. INTRODUCTION A differential is a with three shafts that has the property that the angular velocity of one shaft is the average of the angular velocities of the others, or a fixed multiple of that average. A gear box provides speed and conversions from a rotating power source to another device using gear ratios. In automobiles and other wheeled vehicles, the differential allows the outer drive to rotate faster than the inner drive wheel during a turn. This is necessary when the vehicle turns, making the wheel that is traveling around the outside of the turning curve roll farther and faster than the other. The average of the rotational speed of the two driving equals the input rotational speed of the . An increase in the speed of one wheel is balanced by a decrease

http://iaeme.com/Home/journal/IJMET 175 [email protected] Design and Analysis of Differential Gear Box In Automobiles in the speed of the other. When used in this way, a differential couples the input shaft (or prop shaft) to the , which in turn runs on the ring gear of the differential. This also works as reduction gearing. On rear wheel drive vehicles, the differential may connect to half-shafts inside an axle housing, or drive shafts that connect to the rear driving wheels. Front wheel drive vehicles tend to have the pinion on the end of the main-shaft of the gearbox and the differential is enclosed in the same housing as the gearbox. There are individual drive-shafts to each wheel.

2. OBJECTIVES OF PRESENT WORK We are creating the frictional contact between two mating gears. And we are doing the structural analysis on gear box by providing the torque to the sun gear in the differential gear box.

3. MODELING AND ANALYSIS

3.1. Modeling details To determine the structural analysis on the differential gear box. First, we have to create a model of differential gear box in modeling software’s. We have the assembly of differential gear box in SOLIDWORKS.

3.2. Build Geometry Construct a three-dimensional representation of the bevel gears in SOLIDWORKS. The assembly consists of 2 side gears, 2 ring gears and on sun gear. After doing the assembly in solidworks. Save the file in. IGES format continuing the further work in ANSYS Mechanical.

Figure 3.1.1 FinalAssembly of differential gear box

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4. DESIGN OF DIFFERENTIAL GEAR BOX

Figure 4.1.1 This figure represents the modeling of first side gear in solidworks. It is creaeted by drawing the profile from prerequisites and removing the faces of bevel gear tooth for 45 deg mating of other gears for assembly.and adding an extruded stub axles rods to it.

Figure 4.1.2 It is the second bevel side gear.This figure represents the modeling of second side gear in solidworks. It is creaeted by drawing the bevel gear profile from prerequisites and removing the faces of bevel gear tooth for 45 deg mating of other gears for assembly.and adding an extrude stub axles to it.

Figure 4.1.3 This figure represents the modeling of ring gear in solidworks. It is creaeted by drawing the bevel gear profile from prerequisites and removing the faces of bevel gear tooth for 45 deg mating of other gears for assembly.and adding an xtrude stub axles to it. The ring rotates while the vehicle is taking a turn. It rotates in it’s own axis.

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Figure 4.1.4 This figure represents the modeling of sun gear in solidworks. It is creaeted by drawing the bevel gear profile from prerequisites and removing the faces of bevel gear tooth for 45 deg mating of other gears for assembly.and adding an extruded sun gear plates for the fixing of two side and two ring gears.The sun gears carry the torque that is coming from the engine .

5. ANALYSIS OF DIFFERENTIAL GEAR BOX

5.1. Engineering Data We have used two different materials like grey cast iron and aluminium alloy for the analysis of this product.

Table:5.1.1 It Shows The Material Properties of grey cast iron. Density 7200 kg m^-3 Coefficient of Thermal Expansion 1.1e-005 C^-1 Specific Heat 447 J kg^-1 C^-1 Thermal Conductivity 52 W m^-1 C^-1 Resistivity 9.6e-008-ohm m Young's Modulus Pa 1.1e+011 Poisson's Ratio 0.28 Tensile Ultimate Strength 2.4e+008 Compressive Ultimate Strength 8.2e+008

Table 5.1.2: It Shows The Material Properties of Aluminium Alloy. Density 2770 kg m^-3 Coefficient of Thermal Expansion 2.3e-005 C^-1 Specific Heat 875 J kg^-1 C^-1 Young's Modulus Pa 7.1e+010 Poisson's Ratio 0.33 Resistivity 3.63e-008-ohm m Thermal Conductivity 114 W m^-1 C^-1 Tensile Yield Strength 2.8e+008 Tensile Ultimate Strength 3.1e+008

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5.2. Frictional Contacts

Figure 5.2.1 It shows the frictional coefficient between the mating gears as 0.2. for the frictional or rubbing contact between to test for the thermal conditions.

5.3. Meshing of Differential Gear Box

Figure 5.3.1 In this figure, I am representing the fine meshing on the grey cast iron of element size of 0.6 and fine meshing of span angle center. By, meshing we can do the analysis properly and perfectly to know the load values on the differential gear box.

Figure 5.3.2 In this figure, I am representing the fine meshing on the Aluminium Alloy of element size of 0.6 and fine meshing of span angle center. By, meshing we can do the analysis properly and perfectly to know the load values on the differential gear box.

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5.4. Torque acting on the Differential Gear Box

Figure 5.4.1 This figure shows the combined image of all applied on the differential gear box the torques applied are 190, 235, 320 (N-m).

5.5. Fixed Support for Differential Gear Box

Figure 5.5.1: In this figure, we are representing the fixed supports because while doing the structural analysis we can’t do it without giving the fixed supports so we have the fixed supports to the sun gear hands because it doesn’t imply any forces on the analysis of the paper.

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6. EXPERIMENTAL RESULTS

Total Deformation of Grey Cast Iron

Figure 6.1 It shows the Total Deformation stress values of the differential gear box at different torques at 190, 235, 320 (N-m) on Grey Cast Iron

Von-Mises Stress of Differential Gear Box:

Figure 6.2 It shows the Von-Mises stress values of the differential gear box at different torques at 190, 235, 320 (N-m) on Grey Cast Iron.

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Total Deformation of Aluminium Alloy

Figure 6.3 It shows the Total Deformation stress values of the differential gear box at different torques at 190, 235, 320 (N-m) on Aluminium Alloy.

Von-Mises Stress of Differential Gear Box

Figure 6.4 It shows the Von-Mises stress values of the differential gear box at different torques at 190, 235, 320 (N-m) on Aluminium Alloy.

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7. RESULTS & DISCUSSIONS

7.1. Total Deformation and Von-Mises Stresses of Grey Cast Iron Total Deformation Von-Mises Stresses S.no Torque (N-m) (mm) (MPa) 1 190 2.6424*e^-3 20.6847 2 235 2.6415*e^-3 32.681 3 320 2.6399*e^-3 43.716

7.2. Total Deformation and Von-Mises Stresses of Aluminium Alloy Total Deformation Von-Mises Stresses S.no Torque (N-m) (mm) (MPa) 1 190 1.5791*e^-3 25.029 2 235 1.578*e^-3 30.773 3 320 1.646*e^-3 44.18

Graphs

For Grey Cast Iron Von-Mises Stress

45 40 35 30 25 190 235 320

Von-Mises Stress

Total Deformation

0.002641 0.002639 0.002637 0.002635 190 235 320

Total Deformation

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For Aluminium Alloy Von-Mises Stress

60 40 20 0 190 235 320

Von-Mises Stress

Total Deformation 0.0017 0.00165 0.0016 0.00155 0.0015 190 235 320

Total Deformation

7. CONCLUSION In this project, we have taken the frictional contact between the mating gears as 0.2 to see does the frictional contact the effect the load or not. From, the above results and graphs we found that both grey cast iron and aluminium alloy are preferable for performing the application of differential gearbox in automobiles. But, when it comes to weight for light utility vehicles Aluminium Alloy is preferred.

REFERENCES

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[9] Zeping Wei, Stresses and Deformations in Involute Spur Gears by Finite element Method, M.S, Thesis, College of Graduate Studies and research, University of Saskatchewan, 2004. [10] K. Sunil Kumar, Dr. Sumathy Muniamuthu, S. Arun and A. Mohan, Identification Experimental Analysis of Noise and Vibration Reduction in Windmill Gear Box for 5MW Wind Turbine. International Journal of Mechanical Engineering and Technology, 7(6), 2016, pp. 76–85. [11] P.Vinay, Ch. Venkata Satya Sri Vamsi, M.Hemanth, A.Saiteja, Mohammad Abid Ali and P. Ashok Kumar, Design and Simulation of Mems Based Accelerometer For Crash Detection and Air Bags Deployment In Automobiles, International Journal of Mechanical Engineering and Technology, 8(4), 2017, pp. 424-434 [12] Darle W. Dudley, Hand Book of Practial Gear Design, 1954. [13] Alce Strokes, High Performance of Gear Design, 1970.

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