Differential and drive axle principles and service

I.

Differential and drive axle functions

The differential and drive axle assembly performs the following functions:
1)
2)
3)
4)
5)
6)
7)

Transmit torque from drive shaft to drive axles and rear wheels
Transmit torque at a 90 degree angle
Provides a gear reduction between the drive pinion and drive axles.
Split driving torque between the two wheels
Allows drive wheels to turn at different speeds when turning corners.
Supports the Chassis, drive axles, and differentials
Provides the means to attach the suspension system brake assemblies, and drive
wheels.

II

Differential and Drive axle components

The major components of a differential and drive axle assembly include:

1)
Differential drive pinion yoke (flange) connects drive shaft to differential ring
gear.
2)
Drive pinion: transmits torque from drive shaft to differential ring gear
3)
Ring gear transmit torque from drive pinion to differential case
4)
Differential case transmits torque from ring gear to differential pinion shaft
contains differential pinion shaft; differential pinion gears, and axle side gears.
5)
Differential case side bearings: Support differential case in axle housing
6)
Differential pinion shaft: transmit torque from differential case to differential
pinion gears.
7)
Differential pinion gears: transmit torque from differential pinion gears to axle
gears, allow axle gears to turn at different speeds when cornering.
8)
Axle side gears: transmit torque from differential pinion gears to drive axles
9)
Drive axles: transmit torque from axle side gears to drive wheels
10)
Axle housing supports and contains the differential assembly and drive axles and
support the chassis
III

Operating principle of differential and drive axle

When driving in a straight line the two half shafts rotate at same speed. The differential
bevel gears do not rotate, but move round together with the differential casing. They do
not act as gear wheels in this situation, but merely distribute the drive equally between
the two differential side gears.
When the vehicle is driven round a corner, the outer wheel on each axle has to cover a
greater distance than the inner wheel. Because of this, the road wheels and therefore the
differential side gears in the differential rotate at different speeds. This is possible
because they are only connected together by the differential bevel gears (pining ears)

which turn on their own shafts and run round the differential side gears to equalize their
speed differential. The inner road wheel continuous to transmit power uniformly and
there fore to grip the road, but revolves more slowly by the same amount as the outer
wheel revolves faster.
VI

Drive pinion and ring gear types and operation (Deals sethi)

The differential drive pinion and ring gear are a matched set and should not be
interchanged with gears from another set. There are three types of differential gears.
(1)
Straight bevel gears: These types of gears have tapered teeth originating from
the center. The clearance between the two teeth of the drive pinion and crown wheel is
adjusted by shims or distance pieces. A backlash of 1.5mm (0.006 in ) is recommended
for light vehicles such gears are noisy but cheap to produce Spiral bevel gears; have
helical from of teeth generated from the center of the crown wheel. Spiral teeth increase
the tooth pressure necessitating a heavier type of oil.
Hypoid gears: are being widely used in differential nowadays the pinion axles is placed
below the crown wheel center line this results in a lower propeller shaft, i.e lower chassis
height reduction in tuned height and bigger pinion gears can be employed. Special hypoid
gear oil is employed. This arrangement is least noisy.
V

Types of gear axle shaft

The axle shaft transmits the drive from the differential side gears to the rear hub. The
various types may be compared by considering the stresses the shaft has to resist. The
shaft is subjected to:
1.
2.
3.
4.

Torsional stress due to driving and braking torque

Shear stress due to the weight of the vehicle
Bending stress due to the weight of the vehicle
Tensile and compressive stress due to cornering forces

Types
(1)

Semi-floating :- The shaft will have to resist all the stresses mentioned above.
Taper roller bearings inside the axle housing support the half shaft. The inner
bearing supports the final drive unit. The tendency to shear is avoided by
gradually increasing the shat diameter. Thus we see that the inner end of the half
axle shaft transmits only the turning torque and no other force to this end and is
therefore called floating. The outer end has to take bending stresses due to wheel
wobble, wheel skid and wheel rotation the axle has to take the total weight of the
vehicle. Such axles are used in light vehicles cars and light commercial vehicles.
(2)

Fully floating :- This is generally fitted on commercial vehicles where torque

and axle loads are greater. It consists of an independently mounted hub which

rotates on two bearings widely speed on the axle casing. This arrangement
relives the shaft of all stresses except torsional, so the construction is very
strong studs connecting the shaft to the hub transmit the drive and when the
nuts on these studs are removed, the shaft may be with drawn without jacking
up the vehicle.
Three quarter floating:- Having defined the semi and fully floating shaft,
any alternative between the two may be regarded as a three quarter floating
shaft. It consists of a single bearing mounted between the hub and the casing.
The main shear stress on the shafts is relieved but all other stresses still have
to be resisted.

(3)

(VI)

Axle shaft materials

A tough, hard material must be used to with stand the various stresses, resist
spline wear and provided good resistance to fatigue. A medium carbon alloy steel
containing such elements as nickel, chromium and molybdenum is the usual
chose.
Double Reduction differentials ( Crouse 6th ed)
To secure Additional gear reduction through the differential and provide a higher gear
ratio between the engine and the rear wheels, some large trucks use double reduction
differentials. In this type of differential the drive pinion meshes with the ring gear
assembled to a straight shaft on which there is a reduction drive gear set. The
reduction drive gear set drives a driven gear set that has a greater number of gear
teeth. Gear reduction is obtained between the drive pinion and the ring gear and also
between the reduction gear sets.
The driven gear set is attached to the differential case, the case being supported by
bearings in the differential housing in a manner similar to the differential discussed
previously.
Limited slip differentials ( Crouse 6th ed)
The standard differential delivers the same amount of torque to each rear wheel when
both wheels have equal traction when one wheel has less traction than the other, for
example. When one wheel slips on ice, the other wheel can not deliver torque. All
turning effort goes to the slipping wheel. To provide good traction even though one
wheel is slipping, a limited slip differential is used in many cars. It is very similar to
the standard unit but has some means of preventing wheel spin and loss of traction.
To sum up the standard differential delivers maximum torque to the wheel with
minimum torque to the wheel with maximum traction.

Operation (Crouse 10th ed )

A limited slip differential has clutches or lones in the case when a wheel spins, the
clutches or lones lock the case to the differential side gears. This prevent differential
action. Both axles now turn at the same speed.
Each multiple disc clutch is made of a series of alternating friction plates and steel
plates. The friction plates are splined to the the side gear and rotate with it. The steel
plates have tangs that fit in to the case. When the clutch engages, the plates are forced
together. This locks the case to the side gear and transmits torque to the axle shaft and
wheel. Most limited slip differential have preload springs between the side gears, the
spring force pushes out ward on the side gears to help provide a quicker locking
action.
As the car round a curve during normal driving, enough force is released to allow the
clutch to slip. This permits the outer wheel to turn faster than the inner wheel.
Four Wheel drive (4WD)
Purpose of the transfer case (the auto book)
The purpose of the transfer case is to give the vehicle the ability to drive only two
wheels or to drive all four wheels. The advantage of four wheel drive (4WD) is that
all four wheel driving, the vehicle is able to travel over roads or terrain in which a car
with two wheel drive would get stuck. A vehicle with four wheel drive can go across
fields, ford shallow streams, climb steep hills, and travel over muddy or snowcovered roads.
Four wheel derive and the transfer case (Crouse 10th ed & auto book )
Many utility vehicles, some trucks, and a few cars have four wheel drive. Engine
power can flow to all four wheels. A transfer case is required on vehicles with four
wheel drive.
The transfer case is an auxiliary transmission mounted in back of the main
transmission. By shifting gears in the transfer case, the engine power is divided and
transferred to both the front and rear differentials. Transfer cases in Automotive
vehicles are classed as full time or part time with a full time transfer case, the front
axle is engaged automatically as soon as the rear wheels begin to spin. With part time
four wheel drive, the transfer case shift lever must be moved to engage or disengage
the front differential.

Automotive transfer cases are also classified as single speed or two speed. The single
speed transfer case can divide the power and deliver it to either axle or both axles. In
addition, the two speed transfer case has a low range and a high range the driver can
select either two wheel drive or four wheel drive in high range, neutral, or low range
with four-wheel drive. The four modes of transfer case operation are obtained by
moving two sliding gears. These are splined to the transfer case output shafts for
the front and rear axles.
High range in the transfer case provides direct drive, or a gear ratio of 1:1 low
range usually produces a gear reduction of about 2.5:1. This reduces vehicle speed
while greatly increasing the low speed torque available. A single speed transfer
case usually has 1:1 ratio.
Looking hubs (Crouse 10th ed )
In Four wheel drive vehicles power flow to one axles i.e the main drive axle all
the time. The other axle i.e auxiliary drive axle is engaged by shifting the transfer
case. If the wheel hubs are splined directly to the spindles on the outer ends of the
axle shafts, shifting the transfer case puts the vehicle in four wheel drive.
However this type of part time four wheel drive is seldom used. In two wheel
drive, the front axle shafts back drive the ring gear and pinion, and the front axle
drive shaft reduced fuel economy and tire life result along with increased engine
and transfer case wear. One solution is to connect the drive axle shafts to the drive
wheels through locking hubs.
1)
Manual Looking hubs :- Manual locking hubs are used with part time
four wheel drive. They are engaged and disengaged by the driver. To engage the
front wheels, the driver stops the vehicle, gets out, and turns the shift knob on
each wheel to engage. This rotates the cam, so the spring pushes the sliding gear
in to mesh with a gear splined to the outer end of the axle shaft. Now when the
driver gets in to the vehicle and shifts the transfer case in to four wheel drive, the
front wheels drive along with the rear wheels. To disengage the front wheels from
the axle shafts, the driver stops the vehicle, gets out, and turns the hubs to
disengage.
2)
Automatic Locking hubs To avoid having to stop the vehicle to engage
and disengage the hubs, some vehicles have automatic locking hubs. When the
transfer case is in four wheel drive, the hubs lock automatically as power flows
through the front wheel axles. To unlock automatic locking hubs, stop the vehicle
and shift two wheel drive then, on some models drive the vehicle back ward for a
few feet.