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Differential Introduction Rear axle-housing (1) which is made of cast iron and is to support and protect all axle component. Its bolted on the vehicle suspension. Final drive (2) with helical gears that turn the driving power through 90 Driving shaft (3) that transfer the driving power on to the wheels

Main component p

Rear axle housing (1) Differential case (2)

Function of differential

The differential has a job of adjusting the speed of individual drive wheels while retaining the total driving power. When the vehicle turns corner, the outside wheel has a longer distance to roll than the inside wheel, which means that it has to rotate more faster faster. If there were no differential and the two wheels were fixed together and rotated at same speed when the vehicle turned, one wheel would have to slip to compensate for the difference in rolling distance.

Final drive component p

Pinion : is the input shaft of the rear axle assembly Crown wheel : the driving powers is transferred from the pinion to the crown wheel, which is fitted to the differential housing. Due to the fact that the pinion and crown wheel rotate at 90 angle to each other other, the driving power can be transferred to the driving wheels via the drive shaft. The differential is fitted to the differential housing and consist of differential gear, four smaller gears fitted on the spider and two bigger gears, which in its turn are connected to the drive shafts.

Crown wheel and p pinion shaft

For smooth and efficient operation, the crown wheel and pinion are matched during manufacture. The crown wheel and pinion are than marked with a number (4477) to ensure aligned fit. They must always be installed together when assembling the final drive.

Crown wheel and pinion combination The crown wheel and pinion work together to turn the torque through an angle of 90. The function of this angle operation is to transfer the driving power from engine out to the drive shaft. Crown wheel and pinion can be found in two different design: 1 Spiral bevel, helical teeth : the crown wheel and pinion are on same 1. center line. 2. Hypoid helical teeth :the pinion center line is bellow that of crown wheel. This allows that more teeth are in contact and larger torque could be transferred from pinion to crown wheel. The hypoid design is usually used in Volvo final drives. The ad advantage antage of the h hypoid poid gear is that it keeps a greater n number mber of teeth geared geared, which results in a higher capacity to transfer the pinion torque to the crown wheel.

Crown wheel and pinion relation

The input shaft speed form the propeller shaft is quite high but the speed is reduced by the final drives. This to make the wheels turn at suitable speed. The speed is reduced by the crown wheel and the pinion. And at the same time increases the torque to the wheels.
No of teeth of crown wheel No of teeth of pinion Example: 30 10 Result : 3:1 reduction.

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Differential The differential consist of : 1. Satellite (smaller gear) 2. Sun gear (larger gear) 3. Journal led on the spider p

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Drive Shaft The drive shaft are of forged hardened steel. They are so tough and elastic that than can be twisted nearly a whole turn before breaking off.

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Tandem drive

A heavy duty truck is often equipped with a tandem drive, that is two driven rear axle. This result in less slip and enhanced grip. The front-most driven axle is equipped with a transfer gear while the final drive in the rear-most axle is a standard single gear.

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Differential with transfer gearbox

Power from the gearbox passes via the transfer boxs input shaft (1), the transfer gears differential (2), to the output shaft (3), which drives the rear most axle via short propeller shaft. The transfer gearbox as a gear wheel (4), which uses an additional gear(5) to transfer power to the final drive (6) on the front-most front most rear axle.

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Differential with transfer gearbox

Power from the gearbox passes via the transfer boxs input shaft (1), the transfer gears differential (2), to the output shaft (3), which drives the rear most axle via short propeller shaft. The transfer gearbox as a gear wheel (4), which uses an additional gear(5) to transfer power to the final drive (6) on the front-most front most rear axle.

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General RT2610HV and RT3210HV are two different tandem axles with hub reduction. RT2610HV is dimensioned for engine torque of 3100 Nm, maximum bogie loading of 26 tonne and a gross train weight of 100 tonne. RT3210HV is dimensioned for engine torque of 3100 Nm, maximum bogie loading of 32 tonne and a gross train weight of 100 tonne. Both RT2610HV and RT3210HV consist of two final drives with crown wheel and pinion of the spiral bevel type, and hub reduction. The front final drive also has an integrated transfer gearbox. The task of the transfer gearbox is to distribute torque evenly between the two final drives. Torque from the gearbox is transmitted via the transfer gearbox input shaft to the transfer differential. From this differential, part of the torque is transmitted via a cylindrical spur gear to the front differential gear set, and the rest is transmitted to th t the transfer f gearbox b output t t shaft, h ft which hi h drives di th the rearmost t back b k axle l fi final ld drive i via i a propeller shaft. From the final drives, the torque is transmitted to the wheels via the drive shafts and hub reduction gear. The two single axles, RS1352HV and RS1370HV have final drives which are similar to the rear final drives in RT2610HV and RT3210HV respectively. The information in this service bulletin thus applies to RS1352HV and RS1370HV as well.

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Final drives, front/rear The final drive design of both axles is spiral bevel. This is a tapered, helical gear, where the centerline of the pinion coincides with the centre of the crown wheel. Pinion The axial position of the pinion is adjusted by shims (A) between the final drive housing and the inner pinion bearing.

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Normal Running The final drive gears are driven by the transfer gear in the front gear (EV72) of the tandem drive bogie. Power from the engine/gearbox drives both the final drive gears through the transfer gear. The transfer gear side differentials drive the front final drive gear and the out put shaft to the rear final drive gear.

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The Final Drives Slip Any difference in rotation speed between the front and the rear final drives is taken up by the transfer gear differentials. When the difference in speed between the drives become excessive, e.g., When driving on a slippery surface, one of the differential side gears (the one not slipping) will rotate at twice the speed of the input shaft, while the other differential side gears remains stationary and the input shaft with carrier and pinions rotate

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Differential Lock Active The differential can be forced to rotate by the differential lock in the transfer gear, Which locks the input shaft to the front gear in the differential via intermediate gear.

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