DESIGN AND ANALYSIS OF DIFFERENTIAL GEAR BOX IN … · 2017-05-22 · DESIGN AND ANALYSIS OF DIFFERENTIAL GEAR BOX IN AUTOMOBILES N. Siva Teja Asst. Professor, Dept. of Mechanical

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International Journal of Mechanical Engineering and Technology (IJMET) Volume 8, Issue 5, May 2017, pp. 175–185 Article ID: IJMET_08_05_019

Available online at http:// http://www.iaeme.com/ijmet/issues.asp?JType=IJMET&VType=8&IType=5

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

© IAEME Publication Scopus Indexed

DESIGN AND ANALYSIS OF DIFFERENTIAL

GEAR 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 gears 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://www.iaeme.com/ijmet/issues.asp?JType=IJMET&VType=8&IType=5

1. INTRODUCTION

A differential is a gear train 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 torque conversions from a rotating power source to another 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 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 wheels equals the input

rotational speed of the drive shaft. An increase in the speed of one wheel is balanced by a decrease

in the speed of the other. When used in this way, a differential couples the input shaft (or prop

shaft) to the pinion, which in turn runs on the ring gear of the differential. This also works as

Design and Analysis of Differential Gear Box In Automobiles


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

N. Siva Teja, K. Dinesh Babu, M. Siva Nagendra, Ch. Phanideep, J. Sai Trinadh


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 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 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.



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



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.



5.4. Torque acting on the Differential Gear Box

Figure 5.4.1 This figure shows the combined image of all torques 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.



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.



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.



7. RESULTS & DISCUSSIONS

7.1. Total Deformation and Von-Mises Stresses of Grey Cast Iron

S.no Torque (N-m) Total Deformation

(mm)

Von-Mises Stresses

(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

S.no Torque (N-m) Total Deformation

(mm)

Von-Mises Stresses

(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

25

30

35

40

45

190 235 320

Von-Mises Stress

Von-Mises Stress

0.002635

0.002637

0.002639

0.002641

190 235 320

Total Deformation

Total Deformation



For Aluminium Alloy

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.

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0

20

40

60

190 235 320

Von-Mises Stress

Von-Mises Stress

0.0015

0.00155

0.0016

0.00165

0.0017

190 235 320

Total Deformation

Total Deformation



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Thesis, College of Graduate Studies and research, University of Saskatchewan, 2004.

[10] K. Sunil Kumar, Dr. Sumathy Muniamuthu, S. Arun and A. Mohan, Identification

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Documents

DESIGN AND ANALYSIS OF DIFFERENTIAL GEAR BOX IN … · 2017-05-22 · DESIGN AND ANALYSIS OF DIFFERENTIAL GEAR BOX IN AUTOMOBILES N. Siva Teja Asst. Professor, Dept. of Mechanical