Synopsis on

Design and Analysis of Differential Gear Mechanism

Submitted By
Vedant V. Padave

Shashwat S. Sonkar

Sangam Jadhav

Bachelor of Engineering (Mechanical Engg.)

University of Mumbai
Guided By

Prof. Ajinkya Kulkarni

Department of Mechanical Engineering

Shivajirao S. Jondhale College of

Engineering
Sonarpada,
Dombivli-
(E)

2023-2024
 CERTIFICATE
This is to certify
Vedant V Padave

Shashwat S

Sonkar Sangam

Jadhav

Have submitted their synopsis under entitled

Design and Analysis of Differential Gear Mechanism

In partial fulfilment for the requirements of the award of degree of

Bachelor of Engineering, under the University of Mumbai

Prof. Ajinkya Kulkarni Prof. Balram Yadav

Project Guide Project Co-ordinator

Prof. V. M. Magar Dr. P. R. Rodge

Head of Department Principal

Department of Mechanical Engineering

Shivajirao S. Jondhale College of Engineering
Sonarpada, Dombivli-(E)
2023-2024
 ACKNOWLEDGEMENT
We are very glad to present project report on of our topic Design and Analysis of differential
gear mechanism. Many people have contributed directly or indirectly in successful making of
this project topic. So we would like to express our gratitude towards them.
We are very much obliged to our project guide Prof. Ajinkya Kulkarni for guiding us. Their
valuable suggestions contributed for systematic and timely completion of our project report
work.
We would equally also like to thank our Head of Department Prof. V. M. Magar. our
honorable Principal Dr. P. R. Rodge and project co-ordinator Prof. Balram Yadav for
their co-operation and valuable guidance. Finally, we would also thank all our teaching
and non-teaching staff members and our friends who directly or indirectly contributed
to the same.

Vedant V. Padave
Shashwat S. Sonkar
Sangam Jadhav
 CONTENTS

1. Introduction
1.1 Differential Gear Mechanism
1.2 Background Of Differential
1.3 Need Of Differential
1.4 Motivation for the Project
1.5 Aim Of Project
1.6 Objective Of Project
1.7 Problem Definition

2. Literature Review

3. Working Methodology
3.1 Components Of Differential Gear Mechanism
3.2 Working principle
3.3 Advantages, Disadvantages and Application

4. Design Of Differential Gear Mechanism

5. Analysis Of Differential Gear Mechanism

6. Results and Observations

7. Conclusion

8. Reference
 CHAPTER NO. 1
INTRODUCTIO
N

1.1 Differential Gear Mechanism

A differential is a device, usually but not necessarily employing gears, capable of
transmitting torque and rotation through three shafts, almost always used in one of two ways:
in one way, it receives one input and provides two outputs this is found in most automobiles
and in the other way, it combines two inputs to create an output that is the sum, difference, or
average, of the inputs. In automobiles and other wheeled vehicles, the differential allows
each of the driving road wheels to rotate at different speeds, while for most vehicles
supplying equal torque to each of them. A vehicle's wheels rotate at different speeds, mainly
when turning corners. The differential is designed to drive a pair of wheels with equal torque
while allowing them to rotate at different speeds. In vehicles without a differential, such as
karts, both driving wheels are forced to rotate at the same speed, usually on a common axle
driven by a simple chain drive mechanism. When cornering, the inner wheel needs to travel a
shorter distance than the outer wheel, so with no differential, the result is the inner wheel
spinning and/or the outer wheel dragging, and this results in difficult and unpredictable
handling, damage to tires and roads, and strain on (or possible failure of) the entire drive
train.

1.2 Background Of Differential

18th Century: Further refinements to differential mechanisms occurred during the 18th
century, driven by the Industrial Revolution's demand for more precise and efficient
machinery. Differential gears were used in various applications, including mills, lathes, and
early forms of steam engines.
19th Century: The widespread adoption of steam power and the rapid expansion of
transportation networks spurred innovations in differential gear technology. In the
automotive realm, early pioneers like Gottlieb Daimler and Karl Benz integrated differential
gears into their pioneering automobiles, enabling smoother and more controlled driving.
Early 20th Century: The differential gear became a standard component in automotive
engineering as the automobile industry matured.
 1.3 Need Of differential
• The differential allows the non-steering wheels to rotate at different speeds so the car
can corner without putting
undue wear on tires.
• The wheel on the inside of a turn moves a shorter distance compared to the outer wheel.
• If the axle does not allow the wheels to turn independently of each other, the tire of
one wheel will be pulled
across the ground.

1.4 Motivation Of The Project

The motivation behind the design and analysis of a differential gear mechanism project stems
from a multifaceted drive to enhance vehicle performance, efficiency, durability, and safety.
Engineers aim to improve traction, stability, and maneuverability by optimizing differential
designs, ensuring smooth operation in various road conditions. Through meticulous analysis of
factors such as material selection, stress distribution, and lubrication systems, the project seeks to
increase drivetrain efficiency while meeting stringent safety standards, ultimately preventing
accidents and enhancing overall vehicle reliability. Moreover, this endeavor serves as a platform
for exploring innovative solutions, pushing the boundaries of automotive engineering and
providing invaluable educational opportunities for students and professionals to deepen their
understanding of mechanical principles and practical applications in real-world contexts.

1.5 Aim Of The Project

To Design and Analysis of Differential Gear mechanism and also to study the effect of
different materials on the differential Gear Mechanism.

1.6 Objective of The Project

 To study the differential gear mechanism working in vehicles.
 To study the gear terminology.
 To study the design assembly of differential gear mechanism in SOLIDWORKS software
1.7 Problem Definition

When a vehicle is taking turn on curve of road outer wheel will have to travel greater distance
as compared to inner Wheels. Now think if a car has a solid rear axle without any special
mechanism then there is a greater chance of wheel skidding.
To avoid it is important to install some mechanism that reduce speed of inner wheel and
increase speed of outer wheel so that speed of both wheel matches with each other just like
vehicle is going straight forward, such devices called differential. Differential gear helps both
wheel,
1. To rotate at different speed to prevent wear of tires.

2. To rotate inner wheel less distance compared to outer wheel.

 CHAPTER NO. 2
LITRATURE
REVIEW

 Chandrakant Singh et al. (2014) discussed the benefits of independent electric

motor in electric vehicle driving and the way it can replace the traditional mechanical
differential gear system.
 Amit Suhane et al. (2017) studied the role of differential gear during adverse
conditions like, uneven, wet less traction roads etc. and he calculated the results.
 G. Mastinu et al (1993) studied the limited slip differential which is commonly used
to enhance the traction on slippery roads and helps high speed vehicle on high turning at
bend.
 C. Doniselli et al (2008) studied the limitations in mechanical differential gear
mechanism for traction control purpose and traction force distribution between the axels
especially for front wheel drive vehicles.
 Daniel Chindamo et al (2018) discussed the working principle and limitations of
limited slip differential and also use to enhance traction capability.
 CHAPTER NO. 3
WORKING
METHODOLOGY

3.1 Components Of Differential Gear Mechanism

Ring Gear: Attached to the differential carrier, the ring gear receives torque from the
transmission or driveshaft.

Pinion Gear: Connected to the ring gear through a system of smaller gears, the pinion gear is
driven by the transmission or driveshaft.

Side Gear: These gears are connected to the axles and transmit power to the wheels.

Spider Gear: Located within the differential case, spider gears allow the two side gears to rotate
at different speeds while maintaining equal torque distribution.

Differential Case: Also known as the differential housing or carrier, the differential case houses
the internal components of the differential mechanism and provides structural support.

Axle Shaft: These shafts connect the differential assembly to the wheels, transmitting rotational
motion from the differential to the wheels.

Bearings: Bearings support and guide the rotating components of the differential, reducing
friction and allowing for smooth operation.

Lubrication System: Differential gear mechanisms require lubrication to reduce friction,

dissipate heat, and prevent premature wear. This system typically includes a gear oil reservoir,
pump (in some cases), and passages to distribute oil to the moving components.
 Fig 3.1 Components of Differential Gearbox

Fig 3.2 Working Principle of Differential Gearbox

3.2 Working Principle Of Differential Gear Box

 When Running Straight

In a straight-line movement, power is transmitted from the propeller shaft to the bevel
pinion, which drives the crown wheel. This power then flows into the differential cage, housing
planet pinions and sun gears. As the vehicle moves forward, the crown wheel, differential cage,
planet pinions, and sun gears rotate together as a single unit, resulting in no relative motion
between the sun gear and planet pinions. Since the planet pinions do not rotate about their axis,
and the resistance offered by the road wheels, half shafts, and sun gears is uniform, the
differential gearing does not engage, causing both road wheels to turn at the same speed.

 When Taking a Turn

During a turn, the inner wheel faces resistance, prompting it to rotate in the opposite
direction. Consequently, the planet pinions start rotating about their own axis while revolving
around the sun gear. This leads to increased rotary motion being transmitted to the outer-side sun
gear, causing it to rotate faster than the inner sun gear. As a result, the outer road wheel runs at a
higher speed than the inner road wheel, allowing it to cover a greater distance while turning. This
differential action ensures smooth cornering and stability while navigating bends

Fig 3.3 Turning Phenomenon

3.3 ADVANTAGE AND DISADVANTAGE AND APPLICATION

 Advantages

 Improved Traction: Differential gears enable each wheel of a vehicle to

rotate at different speeds, enhancing traction on uneven terrain or slippery
surfaces. This helps prevent wheel slippage and improves overall vehicle
stability.

 Enhanced Maneuverability: Differential gears facilitate smoother turns by

allowing the outer wheel to rotate faster than the inner wheel during
cornering. This reduces tire scrubbing and improves vehicle handling and
maneuverability.

 Minimize Stress On Drivetrain: By distributing torque evenly between the

wheels, differential gears help minimize stress on the drivetrain components,
including axles, driveshafts, and tires. This can lead to reduced wear and tear
and extended component lifespan.

 Versatility: The differential gear mechanism is versatile and can be adapted

to various types of vehicles, including passenger cars, trucks, SUVs, and off-
road vehicles. It can also be integrated into different drivetrain configurations,
such as front-wheel drive, rear-wheel drive, and all-wheel drive systems.
 Disadvantages:
o Wheel Slip in Low Traction Situations: In certain situations, such as when one
wheel loses traction on a slippery surface, an open differential can transfer power
to the wheel with the least resistance, leading to wheel spin and reduced overall
traction.
o Limited Performance in Extreme Conditions: While differential gears are
effective in typical driving conditions, they may struggle in extreme off-road or
high- performance scenarios where maximum traction and torque distribution are
required.
o Complexity and Cost: Differential gear mechanisms involve intricate designs and
multiple moving parts, which can increase manufacturing complexity and cost.
Additionally, more advanced differential systems, such as limited-slip and locking
differentials, tend to be more expensive.

 Applications:
 Automotive Industry: Differential gears are integral components of most vehicles,
including cars, trucks, buses, and off-road vehicles. They enable smooth driving,
improved traction, and better handling in a wide range of driving conditions.

 Industrial Machinery: Differential gears are used in various industrial

applications, such as agricultural machinery, construction equipment, and material
handling vehicles. They help distribute power to multiple wheels or axles while
allowing for independent movement.

 Aerospace: Differential gears are employed in certain aerospace applications,

such as aircraft landing gear systems and helicopter rotor mechanisms, where they
facilitate smooth and controlled movement.

 Marine: Differential gears can be found in marine propulsion systems, particularly

in boats and ships with multiple engines or propulsion units. They help
synchronize and distribute power to ensure balanced propulsion and
maneuverability.
 CHAPTER NO. 4
DESIGN OF DIFFERENTIAL GEAR MECHANISM

4.1 SolidWorks
SolidWorks is a modern computer aided design (CAD) program. It enables designers to create a
mathematically correct solid model of an object that can be stored in a database. When the
mathematical model of a part or assembly is associated with the properties of the materials used,
we get a solid model that can be used to simulate and predict the behaviour of the part or model
with finite element and other simulation software. The same solid model can be used to
manufacture the object and also contains the information necessary to inspect and assemble the
product. The marketing organization can produce sales brochures and videos that introduce the
product to potential customers. SolidWorks and similar CAD programs have made possible
concurrent engineering, where all the groups that contribute to the product development process
can share information on real-time.

4.2 DIMENSIONS OF ALL TYPES OF GEARS

Type Of No. Of Pinion’s Pressure Face Width Hub

Gear Teeth Teeth Angle Diameter

Pinion Gear 40 60 20 40 75

Crown 60 40 20 40 75
Wheel

Side Gear 20 20 20 25 75

Spider Gear 20 20 20 25 75
4.3 ASSEMBLY OF DIFFERENTIAL GEAR MECHANISM
 CHAPTER NO. 5
ANALYSIS OF DIFFERENTIAL GEAR MECHANISM

5.1 ANSYS

With the emerging importance of CFD and finite element analyses, it is of great necessity that
engineering students get a good base of knowledge on one of the most used software packages in
the industry of simulation, ANSYS. ANSYS is a finite element analysis package used widely in
industry to simulate the response of a physical system to structural loading, and thermal and
electromagnetic effects. ANSYS uses the finite-element method to solve the underlying
governing equations and the associated problem-specific boundary conditions. FEM, A
computer-based analysis technique for calculating the strength and behavior of model during the
given limits. In the FEM the model is represented as finite elements and is joined at special
points which are called as nodes. Finite element analysis is the numerical solution of the
mechanical components that are acquired by discretizing the mechanical elements into a small
finite number of building blocks (known as elements) and by investigation those mechanical
components for their acceptability and reliability. FEM is the simple technique as compared as
the theoretical methods to discover the stress developed in a pair of gears. Models for numerical
analysis have been prepared in SOLIDWORK and these have been bring in into ANSYS as IGES
files for further analysis. The proportions of gear obtained from theoretical analysis have been
used for preparing geometric model of gear. The condition for analysis has been assumed as
static
5.2 SELECTION OF MATERIALS

MATERIALS MECHANICAL TENSILE ULTIMATE

PROPERTIES STRENGTH TENSILE
(MPa) STRENGTH
(MPa)
STRUCTURAL DUCTILITY 550 700
STEEL TOUGHNESS
ALUMINIUM HARDNESS 310 350
ALLOY (Al ANTICORROSIVE
6061)
TITANIUM LOW DENSITY 800 1200
ALLOY ANTICORROSIVE
(Ti 64)
GREY CAST IRON IMPACT 350 600
RESISTANCE
MACHINABILITY
5.3 SOLUTION FOR STRUCTURAL STEEL

5.3.1 MOMENT AT 500 N-MM

Fig 5.1 Total Deformation for 500 N-mm

5.3.2 MOMENT AT 1500 N-MM

Fig 5.2 Total Deformation for 1500 N-mm

5.4 SOLUTION FOR ALUMINIUM ALLOY (Al 6061)

5.4.1 MOMENT AT 500 N-MM

Fig 5.3 Total Deformation for 500 N-mm

5.4.2 MOMENT AT 1500 N-MM

Fig 5.4 Total Deformation for 1500 N-mm

5.5 SOLUTION FOR TITANIUM ALLOY (Ti 64)

5.5.1 MOMENT AT 500 N-MM

Fig 5.5 Total Deformation for 500 N-mm

5.5.2 MOMENT AT 1500 N-MM

Fig 5.6 Total Deformation for 1500 N-mm

5.6 SOLUTION FOR GREY CAST IRON

5.6.1 MOMENT AT 500 N-MM

Fig 5.7 Total Deformation for 500 N-mm

5.6.2 MOMENT AT 1500 N-MM

Fig 5.8 Total Deformation for 1500 N-mm

 CHAPTER NO. 6
RESULTS AND OBSERVATIONS

6.1 RESULTS

After performing the analysis using ANSYS software total deformation are observed at
different moments on the differential.
The obtained resultant total deformation are tabulated in the following tables.

6.1.1 MOMENT AT 500 N-MM (TABLE 1)

MATERIAL TOTAL DEFORMATION (mm)

ALUMINIUM ALLOY (Al 6061) 0.029717
STRUCTURAL STEEL 0.029399
GREY CAST IRON 0.030187
TITANIUM ALLOY (Ti 64) 0.030007

6.1.2 MOMENT AT 1500 N-MM (TABLE 2)

MATERIAL TOTAL DEFORMATION (mm)

ALUMINIUM ALLOY (Al 6061) 0.089152
STRUCTURAL STEEL 0.088197
GREY CAST IRON 0.09056
TITANIUM ALLOY (Ti 64) 0.090021
6.2 OBSERVATIONS

Total Deformation Vs Material at 500 N-mm

500Nmm

0.0302
0.03
0.0298
0.0296
0.0294
0.0292

AI Alloy Structual GCI TI Alloy

steel

Series1 0.029717 0.029399 0.030187 0.030007

MATERIAL

Total Deformation Vs Material at 1500 N-mm

1500Nmm

0.091
0.0905
0.09
0.0895
0.089
0.0885
0.088
0.0875 AI Alloy Structual GCI TI Alloy
steel
Series1 0.089152 0.088197 0.09056 0.090021

MATERIAL
 CHAPTER NO.
7 CONCLUSION

The behaviour of the differential present in an automobile is studied by performing design

calculations on the differential and performing static analysis using Ansys workbench
2020. Theindividual parts of a bevel gear differential were modelled by using solid works
and the assembly was imported to Ansys workbench. It was observed from design
calculations based on input power , GCI material and Ti alloy exhibits good beam
strength and wear strength valuesand the values of factor of safety for these two materials
are observed to be greater than one. The values obtained at moment at 500 N-mm for Ti
alloy 0.030007 mm ( Total deformation )

After performing, static analysis on differential with varying torques applied on the input
shaft,i.e (500Nmm,1500Nmm) Ti alloy exhibits lower values of deformation compared to
remaining materials followed by grey cast iron.
 CHAPTER NO.
8 REFERENCES

 H. Bayrakceken , “Failure analysis of an

automobile differential pinion shaft” Engineering
failure analysis
,13(8),1422-1428, 2006.
 Amato ,T. Frendo,F. And Guiggiani, M, 2004 ,
Handeling behavior of vehicles with locked differential
system paper presented by Fisita 2004,spain 23-27 May
2004.
 X. Zhu, Tutorial on Hertz contact stress .Opti 521,1-8 2012.
 G. M. Maitra ,Handbook in gear design, McGrawhill Publications, 2004.
 R. Budynas, J. Nisbett, Shigley,
Mechanical Engineering design, McGrawhill
Publications, 2008.
 Alec Strokes, 1970, High performance of gear design
 Darle W. Dudley, 1954, Hand Book of practical
gear design.

 B.Venkatesh, V.Kamala, A.M.K.Prasad, 2010, ‘Modelling

and Analysis of Aluminium A360 Alloy
 S.H.Choi, J.Glienicke, D.C.Han, K.Urlichs, April 1999,
Dynamic Gear Loads due tocoupled