DESIGN MODELLING AND ANALYSIS OF A TORSEN

DIFFERENTIAL FOR AUTOMOTIVE APPLICATION

A Project Report
Submitted in partial fulfillment of the requirements for the award
of the degree of Bachelor of Technology by

K Praanesh (NSS17ME056), Aswin S (NSS17ME034),

K P Sarath (NSS17ME054), Jenil Joseph(NSS17ME050)

to
The APJ Abdul kalam Technological University in partial
fulfillment of the requirements for the award of the Degree of
Bachelor of Technology in Mechanical Engineering
Under the Guidance of

Dr. JOLLY K G
PROFESSOR

DEPARTMENT OF MECHANICAL ENGINEERING

N S S COLLEGE OF ENGINEERING
PALAKKAD – 678008
JUNE-2021
 DECLARATION

We undersigned hereby declare that the project report, “

”, submitted for partial fulfillment of the requirements for the award of the
degree of Bachelor of Technology of the APJ Abdul Kalam Technological University,
Kerala is a bonafide work done by us under supervision of Dr. Jolly K.G Professor,
Department of Mechanical Engineering, N S S College of engineering. This submission
represents our ideas in our own words and where ideas or words of others have been
included; we have adequately and accurately cited and referenced the original sources. We
also declare that we have adhered to ethics of academic honesty and integrity and have not
misrepresented or fabricated any data or idea or fact or source in our submission. We
understand that any violation of the above will be a cause for disciplinary action by the
institute and/or the University and can also evoke penal action from the sources which have
thus not been properly cited or from whom proper permission has not been obtained. This
report has not been previously formed the basis for the award of any degree, diploma or
similar title of any other University.

K PRAANESH
PALAKKAD ASWIN S
30-6-2021
K.P. SARATH
JENIL JOSEPH
 DEPARTMENT OF MECHANICAL ENGINEERING

N. S. S. COLLEGE OF ENGINEERING
PALAKKAD-678008

Certificate
This is to certify that this report entitled “DESIGN MODELLING AND ANALYSIS OF A
TORSEN DIFFERENTIAL FOR AUTOMOTIVE APPLICATION” has been submitted by K
Praanesh (NSS17ME056), Aswin S (NSS17ME034), K P Sarath (NSS17ME054) Jenil Joseph
(NSS17ME050) towards the partial fulfillment for the award of Degree of Bachelor of Technology
in Mechanical Engineering under APJ Abdul Kalam Technological University, Kerala, during the
year 2020-21

Dr Jolly K.G
Professor Head of the department
Dept. of Mechanical Engineering Dept. of Mechanical Engineering

Palakkad-08
30-6-2021
 ACKNOWLEDGEMENT

We owe a great many thanks to a great many people who helped and supported us during
the preparation for this project.

We thank Dr. Sudha T, Principal, NSS College of Engineering for giving us the
opportunity to do this project and for giving us the necessary support throughout the
course of this project.
We also thank Dr. Jolly K G, Professor and Head of the Department Mechanical
Engineering for giving us the opportunity to work on this project and learn more about
contemporary researches on this field.
Our deepest thanks to Dr. Jolly K G, the Guide of this Project for guiding and correcting
various documents with utmost attention and care. I am also thanking him for guiding us
by giving so many valuable suggestions.
We are also thankful to the Mechanical Engineering Department and its faculty members,
without whom this project would have been a distant reality

K PRAANESH
ASWIN S
K.P.SARATH
JENIL JOSEPH

i
 ABSTRACT

This project is aimed to the design and modelling of a Torsen Differential gear for a
passenger car and conduct the stress analysis of its various components. Torsen
differential uses worm and worm gear assembly in its operation. The principle behind
the Torsen is that a rotating worm gear can rotate the worm wheel, but a rotating worm
wheel cannot be able to spin the worm gear. Its fast sensitivity to any change in torque
output is due to this principle. In a limited slip differential, extra torque is sent to the wheel
with high resistance when the limit of friction is reached at the other wheel. The slower
wheel receives additional torque when the friction limit is exceeded. Instead of using
additional clutches, the Torsen differential uses friction between gear teeth. When the
limit of friction in the differential is reached at the other wheel, this provides greater
torque to the driven wheel with the highest resistance, grip or traction than is available
atthe other driven wheel. If one wheel is rotated while the differential case is retained,
the other wheel will still rotate in the opposite direction as in an open differential, but
there will be some frictional losses and the torque will be distributed differently. Thus,
the Torsen differential can be considered as a limited slip differential. The mechanical
design of the proposed differential gear box is initiated by taking specifications of a
suitable passenger car available in the market. The car which used for the project is
from the BMW 3 series. The solid model of the various components in thegear box
such as spiral bevel pinion, spur gears, worm and worm wheel are created using the
software SolidWorks and after completing the designing these components are
assembled in SolidWorks. The working of differential is animated after its assembly.
The stress analysis of the components is conducted through ANSYS software.

ii
 CONTENTS

Acknowledgements i

Abstract ii

Content iii

List of figures v

List of tables vii

List of Abbreviations viii

Chapter I

1 Introduction 1

1.1 Working of Torsen differential 4

1.2 Literature survey 6

1.3 Objective 9

1.4 Methodology 9

1.5 Outline of report 10

Chapter II

2.1 Vehicle specification 11

2.2 Gear train analysis 12

2.3 Gear design 14

2..3.1 Bevel gear design 14

2.3.2 Worm drive design 18

2.3.3 Spur gear design 21
Chapter III

3.1 3D modelling in solid works 25

3.1.1 Spiral bevel drive 25

3.1.2 Worm drive 28

3.1.3 Spur gear 29

iii
 3.1.4 Casing of the assembly 30

3.2 Assembly of differential gears 32

Chapter IV

4.1 ANSYS workbench steps 34

4.2 Simulation of bevel gear drive 35

4.2.1 Total deformation 36

4.2.2 Equivalent static strain 36

4.2.3 Von misses stress 37

4.3 Simulation of worm and worm wheel drive 37

4.3.1 Total deformation 38

4.3.2 Equivalent elastic strain 39

4.3.3 Von misses stress 39

4.4 Simulation of spur gear drive 33

4.4.1 Total deformation 34

4.4.2 Equivalent elastic strain 42

4.4.3 Von misses stress 42

4.5 Tabulation of results 43

Chapter V

5.1 Results and conclusions 44

5.2 Future scope of the project 44

5.3 Advantages 45

5.4 Disadvantages 45

References 46

iv
 LIST OF FIGURES

Figure Page
Description
No: No:

1.1 Gear arrangement in a Torsen differential system 1

1.2 Torsen differential system attached to the bevel gear 2

1.3 Right worm wheel spin opposite to right worm wheel 5

1.4 Typical traction difference problem 5

1.5 The excessive speed of worm wheel makes the system locked 6

2.1 Gear train analysis of Torsen differential 12

2.2 Planetary gear train in Torsen differential 14

2.3 Bevel drive terminology 15

2.4 Worm gear and worm wheel geometry 18

2.5 Spur gear parameters 21

3.1 Modelling of the Bevel gear using SolidWorks 26

3.2 Modelling of Bevel pinion using SolidWorks 27

3.3 Modelling of Bevel drive assembly using SolidWorks 27

3.4 Modelling of worm gear using SolidWorks 28

3.5 Modelling of worm wheel using SolidWorks 29

3.6 Modelling of spur gear using SolidWorks 30

3.7 Drawing sheet of Casing part 31

3.8 Modelling of casing in SolidWorks 31

3.9 Assembly of worm drive and spur gear using SolidWorks 32

3.10 Assembly of Torsen differential assembly with bevel drive 33

4.1 Total deformation of bevel gear drive 36

4.2 Equivalent elastic strain of bevel gear drive 36

4.3 Von Mises stresses of bevel gear drive 37

v
4.4 Total Deformation of worm and worm wheel drive 38

4.5 Equivalent Elastic Strain of worm and worm wheel drive 39

4.6 Von Misses Stress of worm and worm wheel drive 39

4.7 Total deformation of spur gear drive 41

4.8 Mesh refinement near the contact zone 41

4.9 Equivalent elastic strain of spur gear drive 42

4.10 Von Misses stress of spur gear drive 42

vi
 LIST OF TABLES

Table Page
Description
No: No:

2.1 Vehicle specification 11

2.2 Dimensions of Bevel drive 17

2.3 Dimensions of worm drive 21

2.4 Dimensions of spur gear 24

4.1 ANSYS parameters for bevel gear drive 35

4.2 ANSYS parameters for worm gear drive 38

4.3 ANSYS parameters for spur gear 40

4.4 Results from ANSYS workbench 43

vii
 LIST OF ABBREVIATIONS

Module m

Pitch circle diameter PD

Mean pitch line velocity 𝑉𝑚

Profile angle 𝛼

Pitch cone angle 𝛿

Design bending stress [σ𝑏 ]

Design surface stress [σ𝑐 ]

Transmitted load 𝐹𝑡

Dynamic load 𝐹𝑑

Buckingham’s’ dynamic load 𝐹𝐷

Wear load 𝐹𝑊

viii
 CHAPTER-I
INTRODUCTION

1. Introduction
Torsen is a type of limited-slip differential used in automobiles. It was invented by Vernon
Gleasman, and is manufactured by JTEKT Torsen North America Inc formerly known as
Zexel Corporation who own the trademarks of TORSEN and TORSEN Traction (formerly
Gleason Power Systems). The Dual-Drive Differential was invented and patented by
Gleasman in 1958 which is the basis for all Torsen differentials. Torsen was created by
combining the words "torque" and "sensing. It functions similar to a traditional differential,
except it can lock up if there is a torque imbalance. It uses special invex gears that will self-
lock when imbalance in torque or reduction in traction happens. When the vehicle is going
through a corner, the wheels will rotate at different speeds. The differential is used to provide
equal torque to the wheels while allowing them to rotate at different rates. In the case of
cornering, the inner wheel is to travela shorter distance than the outer wheel which results in
the spinning of the inner wheels or the outer wheeldragging this will happen when there is no
differential. This causes difficulty in handling as well as damageto tyres and roadways, also
lead to the possibility of drive train failure. There are a variety of devices that may be used
to increase the amount of useful traction in vehicles with differentials. One of its kind is the
limited-slip differential (LSD).
The gear arrangement in a Torsen differential system is shown in Fig. 1.1 Worm gears (on
the drive shafts) and worm wheels (attached to the differential casing) are used.

Fig1.1 Gear arrangement in a Torsen differential system [6]

1
In a Torsen differential, invex gearing consists of a gear train layout which is shown in Fig.
1.2 consisting of two or more pairs of satellite gears called “element gears" which are meshed
with the center helical gears sometimes known as side gears. The element gears are joined
in pairs. Two spur teeth engage with one other, allowing them to contact with each other. In
general, engine torque converter is used to transmit andhandle the torque generated by the
engine. There are overall 6 set of element gears used in this system but this number can vary
depending upon the torque capacity and space requirement. The Torsen differential is
uniqueness is due to this gear arrangement.

Fig: 1.2 Torsen differential system attached to the spiral bevel drive [7]

If one of the wheels develops wheel spin, the geared differential can bias torque to the wheel
with the most grip. Since there is tension in the differential, this occurs. Friction exists
between the worm gear and the worm wheel, as well as between both worm gears and the
housing where the worm wheels turn around their own axis. This friction is intentional,
which is why the differential functions as an LSD. The gears can't rotate freely while they're
loaded. The amount of speed in differential between the two wheels is limitedby the friction
between the gears. Over the differential, the torque would be biased. The torque bias ratio
varies depending on the gears and friction points used but it may be as high as 4:1 in some
cases. This ensures that the wheel with the better grip will gain four times the torque applied
to the other wheel. Torsen functions similarly to the traditional differential, except it, can lock
up if there is a torque imbalance occurs When one tyre loses traction with the ground, then
Torsen detects the difference in torque and acts quickly. The excess torque is transferred to
the opposite tyre, which has more traction and can handle moretorque. The principle behind
Torsen is that a rotating worm gear can rotate the worm wheel, but a rotating worm wheel
cannot be able to spin the worm gear. It is fast sensitivity to any change in torque output.

2
The operation of a Torsen differential is distinguished from those of other conventional
differentials by the employment of a worm gear and worm wheel assembly. When there is a
speed difference between the two wheels, these Torsen differentials will begin to transfer
more torque to the slower-rotating wheel. Also, it reacts much faster than the other Limited
Slip Differential. This is because of the differential action is dependent on friction throughout
the gears, Torsen systems also has an advantage that it doesn’t require any routine
maintenance and also the Torsen's lock-up characteristics are very linear hence driving the
Torsen is simple.

On studying the case of Torsen differential versus plated limited slip differential they both
serve the same purpose and remaining the maximum amount of torque possible to the wheels
at all times. Both the differentials use friction, but the way of friction is created and used in
Torsen is different Torsen differential exhibits a torque biasing characteristics, compact
design and high sensitivity of reacting instantly to traction problems. Torsen distribute the
torque unevenly between the wheels. Thus, it is found to be better than any other conventional
differential that are discussed. When we compare Torsen differential with conventional
differential, all conventional differentials serve the same purpose of providing better traction
and torque to the wheels at all allowable conditions still, speaking technically, none of the
conventional differential can be pointed to be perfectly efficient for every condition If we take
the case of an open differential the drive axle connection is designed to deliver equal torque
to both the wheels. This arrangement will not support any substantial torque difference
between the drive axle and offer very little resistance to differentiation. For considering an
example, if one of the wheel falls in poor traction region then this differential transfers
maximum torque to the other wheel resulting in ‘spin up’ of the wheel and having poor
traction. Thus, the vehicle will get stuck and cannot overcome the traction difference problem.
So, an open differential is limited to work when the car is approaching a curve in order to
differentially distribute the torque to the two wheels. When comparing it with Torsen
differential, the Torsen has the advantages over the open differential as it can easily come up
the traction difference on the two wheels by its gearing mechanism, where if any of the wheel
falls in a poor traction region the speed change on the drive axle will be transferred to the
worm wheel, which in turn transfer the speed change to its adjacent worm wheel, since they
are connected with spur gears this leads to locking of the whole drive mechanism into one
solid unit.. Hence, the wheel with poor traction receives high torque and the vehicle can easily
overcome the traction difference problem.

3
The locking differential is almost similar to open differential but with an inherent mechanism
to lock the two axles when a traction difference occurs, just like the Torsen. When a wheel
falls in a poor traction region, these differential locks both of the axle into a single unit and
the vehicle can overcome the traction difference problem. Torsen differential also works on
locking the axles but what makes it difference in using it is the design and reactiveness of the
mechanism. The locking type has clumsy and heavy design.

When comparing the sensitivity of the differentials, how quickly it responds to the change in
traction between the wheels, Torsen leads over the locking type as the respond is quick
whereas the locking differential takes time for its engagement mechanism to work. Thus,
when comparing it on an overall basis, the Torsen being compact in design, suits best for
quick respond to traction difference. On comparison in between limited slip differential we
can concluded that to oppose the transmission of torque between the axles, a limited slip
differential, or LSD, is equipped with pre-loaded friction clutches. The friction pre-load is a
minimal resistance that must be overcome in order to allow any relative motion between the
drive axles that could interfere with the anti-lock braking system's performance. Furthermore,
because frictional forces are always present, the torque bias property of the Torsen makes it
possible to distribute the torque unevenly between the wheels. Thus, it is found to be better
than other conventional differential.

1.1 Working of Torsen Differential

(a) On Straight Road:

In this condition there is equal distribution of torque, so the Torsen differential act like a
normal open differential.

(b) On Turning:

In case of turning the outer wheel is travelling more distance than the inner wheel so the Torsen
differential play a key role here. Torsen differential will transfer a larger amount of the applied
torque to the slower moving drive wheel. Considering the case of a vehicle taking a right turn,
the speed of the left wheel should be greater than the speed of the right wheel. This speed
difference is perfectly supported in the Torsen differential. Hence, the worm gear of the faster
left axis will make the corresponding worm wheel rotate in its axis. On the other end the slow
right axle turning in the opposite direction. Thus, the right worm wheel will spin in the opposite
direction. The meshing of spur gear at ends of the worm wheel makes sure that the worm

4
wheel is spinning at the same speed. Therefore, it generates a perfect differential action.

(c) On slippery condition:

When the vehicle is negotiating a right turn, the left wheel needs to rotate at a higher speed
than the right wheel. And during right turn the right worm wheel will spin opposite to the right
worm wheel. This fact is clear from Fig 1.3

Fig 1.3: During right turn, the right worm will spin opposite to the right worm wheel [8]

When your vehicle encounters a situation like slipping of wheel, as shown in Fig 1.4 then the
slippery wheel starts to spin rapidly and drive majority of engine power. As a result of this the
vehicle get stuck. By using a Torsen differential, the slippery wheel [right wheel] starts to spin
excessively. The speed change will transfer to the worm wheel. The right worm wheel
transfers this speed change to left worm wheel, since they are connected through spur gear.

Fig 1.4: A typical traction difference problem a vehicle is experiencing [8]

Here comes the tricky part, the left side worm wheel will not be able to turn the corresponding
worm gear, because a worm wheel cannot drive a worm gear. As a result the whole mechanism
get locked. And the left and right wheel turn together, this allows a large amount of torque to
be transfer to the high traction wheel and vehicle can thereby overcome traction difference

5
problem. To carry the load, two or more pairs of worm wheel are added.

1.2 Literature survey

A differential is a mechanical mechanism that is commonly used in automobiles. A
differential's primary function is to send power to the wheels while allowing them to rotate at
various speeds during turns. Tractionare all affected by differentials. It is difficult to handle a
traction difference problem on the wheel with a standard differential, a novel mechanism
called a Torsen differential will be used.
In this situation, a Torsen differential is used, and the speed change is transferred to the
appropriate worm wheel as soon as the slippery wheel begins to spin excessively. Due to the
‘basic concept of worm gear-worm wheel, the system is locked due to the high speed of the
slipping wheel. Fig. 1.5 illustrates this point.

Fig. 1.5: The excessive speed of slipping wheel make the system locked due to basicprinciple
of worm gear-worm wheel [8]

Torsen was created by combining the words "torque" and "sensing. It functions similarly to a
traditional differential, except it can lock up if there is a torque imbalance. Torque-biasing
differentials, or Torsen differentials, distribute torque between the tyres. In a Torsen
differential, a pair of helical-toothed worm wheelsis coupled to a pair of spur gears. Individual
worm wheels are connected to the worm gear. A particularly formed gear pair assembly is at
the heart of the system. One is a spur gear, while the other is a worm gear. Power is transferred
to the wheel by the Torsen differential. The Torsen differential's fast sensitivity to any change
in torque output is due to its principle. The operation of a Torsen differential is distinguished
from those of other conventional differentials by the employment of a worm gear and worm
wheel assembly. The slower moving wheel always receives greater torque than the faster
moving wheel when a Torsen differential is used. With traction, the Torsen differential
transfers power to the wheels.

6
Md Yahiya, Syed Imaduddin, Muhammed Minhajuddin Maviya [1] had developed a project
is to use SolidWorks to create a CAD model of a Torsen differential for an SAE SUPRA car
and to simulate it using various materials. The simulation software ANSYS-15 is used to
calculate stresses, strains, and deformation of mating gears under the torque applied by the
engine to the differential, as well as to compare findings for different materials. The results
are compared between the materials that were chosen based on their qualities. The differential
gears were subjected to a static structural study. Aluminium-7075, Steel-4340 and
Aluminium-7075. As a result, Torsen differentials are made of grey cast iron.

The idea of Torsen differential in four-wheel drive car transmission system was discussed by
Amit Suhane, R.S. Rana and Rajesh Purohit [2]. Due to its better qualities, the Torsen
differential proves to be a vital stakeholderin carrying out such drive shifts with increased
traction control and sensitivity response. Because of its compact design, self-locking nature,
no time delay, torque biasing characteristic, and high sensitivity to traction concerns, the
Torsen differential is the clear winner in carrying out the drive shift while dealing withtraction
problems, the Torsen differential has a much brighter and greater future than other differential
types.

Spiral bevel gear design is explained in depth by A. Nagarajan [3] In accordance with industry
standards, key design parameters are evaluated. A final gear design is presented and analyzed
to demonstrate that sufficient safety margins have been built into the design. Following the
completion of the gear’s design phase, a study was carried out to confirm that suitable safety
margins had been implemented. The breakdown of the crown wheel and pinion was
investigated in this research. To determine the cause of failure, a cracked gear was submitted
to a rigorous study utilizing established metallurgical procedures. The crown gear tooth is
subjectedto a finite element study to determine its working load. Allowable stress is less than
induced equivalent stress. This leads to the conclusion that design is risk-free.

The major purpose of Ishan Bajpai’s [4]. Comparative study on Torsen differential was to
compare the Torsen differential to other types of conventional differentials often used in
automobiles. The evaluation is based on a number of factors, including the functioning
mechanism, design, and sensitivity. The Torsen differential has a torque biasing feature, a
small footprint, and a high sensitivity to traction difficulties. The Torsen's TBRfeature allows
the torque to be distributed unevenly between the wheels. As a result, it is determined to be

7
superior to any other traditional differential considered in this work.
Ismail Ali Bin Aziz [5] put the finite element analysis of spur gear impact energy to the test.
The focus of this work was on the Finite Element Analysis (FEA) of impact energy that
happened during simulation of impact test equipment modelling. The impact event was
simulated, and impact data was generated for examination using Abaqus software on important
elements of the test equipment. The simulation result reveals that each material has a different
impact energy. According to simulations, each substance has a distinctive impact energy. The
velocity of the load cell rises as the height of the drop increases. It generates an increase in the
energy.

Daniel Rubin and Shai A. [12] Arogeti had developed a vehicle yaw stability control using
active limited-slip differential using model predictive control methods. The subject of vehicle
yaw control employing an active limited-slip differential on the rear axle is discussed in this
study. With respect to target values, the controller's goal is to minimize yaw-rate and body slip
angle errors A 10DOF Matlab/ simulation model is used to simulate the controller. A 10DOF
Matlab/Simulink simulation model and a Car model are used to simulate the controller. Under
difficult manoeuvres and road conditions, these simulations demonstrate the controller's yaw-
rate and slip-angle tracking capabilities. As a result, the suggested ALSD-based MPC design
adds a new and improved approach of controlling a simple ALSD device. It has demonstrated
strong vehicle stabilization capabilities in a variety of scenarios.

An Evaluation of Torque Bias and Efficiency of Torsen Differential by Shan Shih, Ward
Bowerman [13] gives an analytical evaluation of Torsen differential performance with regards
to torque bias. The large torque bias capacity of this differential device is legendary. Torque
bias has long been recognized as a desirable drivetrain characteristic that improves both
drivability and stability in a vehicle. Because of the torque bias features of the mechanism, a
vehicle equipped with a Torsen differential will have excellent drivability.

A Study on the Differential Gearing Device with the Faculty of a Limited Slip Differential by
Yong Huh1, Hyung-Ick Kim [14] gives detailed approach to, when undesirable slipping occurs
on muddy or icy roads, the limited slip differential (LSD) allows the driving force to be passed
from one slipping wheel to another by temporarily restricting the differential function. This
research created a novel sort of differential gearing device with restricted slip differential
capabilities, and then tested its performance. And created a hydraulic LSD that works on a

8
different premise than the existing ones. In addition, we used the FEM to perform a fluid and
torque analysis for it, and we examined the impact of elements like gear gap and oil viscosity,
Among others, on its performance. In addition, this research created a hydraulic LSD prototype
and put it through a performance test to see how well it worked.

1.3 Objectives of the Project

• To study the literature survey and gain knowledge on Torsen differential and limited
slip differentials.
• To procure the vehicle specification.
• Conduct gear trains analysis of the vehicle and find out the maximum torque acting
from the minimum turning radius of the vehicle.
• Mechanical design of the gears based on Lewis method is carried out.
• Solid modelling and assembly of the differential is carried out in SolidWorks. The
casing of the differential is also modelled.
• The stress analysis of the differential components is conducted in ANSYS workbench
using the static structural tool.

1.4 Methodology

• LITERATURE REVIEW

• VEHICLE SPECIFICATION AQUISITION

• LITERATURE REVIEW ON MECHANICAL DESIGN OF GEARS

Mechanical Design Completion

• CAD MODELLING AND ASSEMBLING OF DIFFERENTIAL IN SOLIDWORKS

• STRESS ANALYSIS IN ANSYS

9
This project is aimed to the design and modelling of a Torsen Differential gear for a passenger
car and conduct the stress analysis of its various components. Every differential works on the
simple principle of transfer of power and load from one gear to the other. The project was
initiated by modelling and analysis of a Torsen differential. Torsen differential is an essential
component of the powertrain of a vehicle. Differentials are used in every car for turning a
corner. Various research papers were studied and have obtained the knowledge about designing
Torsen differential. The vehicle selected is BMW 3 series for the analysis, and its specification is
needed for designing the gears. Based on the literature review on mechanical design of gears
conducted, design of the proposed gear box is initiated. The solid model of the various
components in the gear box such as spiral bevel pinion, spur gears, worm and worm wheel is
created using the software SolidWorks and after completing the designing these components are
assembled in SolidWorks. Theworking of differential is animated after its assembly. Stress
analysis of the component is done by using ANSYS software.

1.5 Outline of the report

This project report is divided into V chapters. Chapter -I consists of introduction, literature
survey and methodology of this project and the working principle and theory behind the
working of Torsen differential. Chapter-II completely includes the entire design of mechanical
components used in the design of project, gears. Also, Chapter -II deals with the vehicle
specification that is used it for the designing. The calculation part is also included in this
chapter. Chapter- III consist of modelling and assembly of the components using SolidWorks.
Chapter- IV consists of the stress analysis of the gear drives using ANSYS workbench. Chapter
V summaries the results and conclusions derived from the project, and also discusses the future
scope, advantages and disadvantages of the project. From the result it is found that the design
of Torsen differential is safe. The last section contains the key references used in the project.

10
 CHAPTER–II

MECHANICAL DESIGN OF DIFFERENTIAL

2.1 Vehicle Specification

For designing of the differential, technical specification of the vehicle is required. The
designing of the differential is based on the maximum torque condition. To obtain the
maximum torque, the minimum turning radius of the vehicle is calculated, because the
maximum torque occurs at the minimum turning radius. To know the maximum torque, gear
train analysis is conducted. After that the dimensions of the gears based on this maximum
torque is calculated.

To begin the designing of the gears, certain parameters have to be considered. The vehicle used
is the BMW 3 series car. The car uses 1995 cc engine to run. To design the gears the
specifications of the engineare considered as follows. The other parameters are as follows.

Table 2 1: Vehicle specification

Max Torque of the engine (Nm) 200

Corresponding speed of engine (rpm) 1250

Gear reduction ratio (Gear Box) 3.70

Torque of driving bevel pinion (Nm) 740.00

Speed of driving bevel pinion (rpm) 337.84

Differential gear ratio 3.15

Torque of ring gear (Nm) 2331.0

Speed of ring gear (rpm) 107.25

Max Torque on drive shaft (Nm) 1165.5

Corresponding speed of drive shaft (rpm) 107.25

Track (m) 1.5

Min turning radius (m) 11.31

Tyre specification 225/50R17

Tyre diameter (mm) 657.86

11
2.2 Differential Gear Train analysis

Fig 2.1: Gear train analysis of Torsen differential.

Fig. 2.1, shows the track of a motor car taking a left turn along a circular road or radius ‘R’
equal to its minimum turning radius at a speed corresponding to its engines maximum torque
conditions. In this figure ‘w’ represent the track of the car. While taking a curved path, outer
wheel travels a greater distance than the inner wheels. As a result, its speed of the outer wheel
is more than that of the inner wheel due to the differential action in the drive shafts.

Tyre diameter 𝐷𝑤 = 657.86 𝑚𝑚

657.86
Radius 𝑟𝑤 = = 0.328 𝑚
2

Velocity of the car for the maximum torque condition

0.328×2𝜋×107.25
𝑣 = 𝑟𝑤 × 𝑊𝑤 = = 3.683 𝑚⁄𝑠
60
𝑣 60
𝑁0 = 𝑟 × 2𝜋 = 107.25 𝑟𝑝𝑚
𝑤

The minimum turning radius 𝑅𝑚𝑖𝑛 = 11.31 𝑚

Assume the car is travelling along a circular arc of 900 turns at a radius 𝑅𝑚𝑖𝑛 with heading
speed on 3.683 𝑚⁄𝑠, the distance travelled by its inner and outer wheels can be calculated as
𝜋
𝐴𝑟𝑐 𝑎𝑏 = 𝑅𝑚𝑖𝑛 × 𝜃 = 11.31 × 2 = 17.765 𝑚
𝐴𝑟𝑐 𝑎𝑏 17.765
∆𝑡 = = = 4.8235 𝑠
𝑣 3.683

Distance travelled by the outer wheel for a 900 turn along a curve with equal to turning radius
𝑤 𝜋
𝐴𝑟𝑐 𝐴𝐵 = (𝑅𝑚𝑖𝑛 + 2 ) 𝜃 = (11.31 + 0.75) × 2 = 18.943 𝑚

Where ‘w’ is the track radial distance AC. Speed of the outer wheel.
𝐴𝑟𝑐 𝐴𝐵 18.943
𝑉𝑜 = = = 3.927 𝑚⁄𝑠
∆𝑡 4.823

Angular velocity of the outer wheel in rpm is

12
 𝑉𝑂 60 3.927 60
𝑁𝑂 = × 2𝜋 = 0.328 × 2𝜋 = 114.329 𝑟𝑝𝑚
𝑟𝑤

Distance travelled by the inner wheel

𝑤 𝜋
𝐴𝑟𝑐 𝐶𝐷 = (𝑅𝑚𝑖𝑛 − 2 ) 𝜃 = (11.31 − 0.75) × 2 = 16.587 𝑚

Speed of the inner wheel in rpm

𝐴𝑟𝑐 𝐶𝐷 16.587
𝑉𝑖 = = = 3.439 𝑚⁄𝑠
∆𝑡 4.823

Angular velocity of the inner wheel

𝑉 60 3.439 60
𝑁𝑖 = 𝑟 𝑖 × 2𝜋 = 0.328 × 2𝜋 = 100.124 𝑟𝑝𝑚
𝑤

The reduction in the speed of the inner drive shaft is same as that of the increase in speed of
the outer drive shaft. Let N is the speed of rotation of the drive shaft when the vehicle is
travelling along the straight path at maximum torque conditions.
∆𝑁𝑂 = 𝑁𝑜 − 𝑁 = 114.329 − 107.25 = 7.10 𝑟𝑝𝑚
∆𝑁𝑖 = 𝑁 − 𝑁𝑖 = 107.25 − 100.124 = 7.10 𝑟𝑝𝑚
∆𝑁𝑖 = ∆𝑁𝑜 = ∆𝑁 = 7.10 𝑟𝑝𝑚
The speed of rotation of the worm wheel by worm gear
𝑁𝑤 = 𝑖 × ∆𝑁 = 3.7 × 7.10 = 26.27
Let 𝑇𝑜 and 𝑇𝑖 be the torque on the outer and inner drive shafts.
𝑇𝑜 + 𝑇𝑖 = 2 × 1165.5 = 2681.83 𝑟𝑝𝑚 (2.1)
While taking a curved path, the torque on the drive shafts are inversely proportional to their
speed
𝑇𝑜 𝑁 100.24
= 𝑁 𝑖 = 114.329 = 0.875
𝑇𝑖 𝑜

𝑇𝑜 = 0.875𝑇𝑖 (2. 2)
Solving (2.1) and (2.2)
𝑇𝑖 = 1429.77 𝑁𝑚
𝑇𝑜 = 1252.054 𝑁𝑚
Let T be the torque on the drive shaft when the engine is running at its maximum torque
condition on a straight track. When it enters into a curve of its minimum turning radius, the
reduction in torque on outer drive shaft is same as that of the increase torque on the inner drive
shaft. The torque transmitted from the worm gear on the drive shaft to the worm wheel planet
is
∆𝑇 = ∆𝑇𝑂 = ∆𝑇𝑖 = 177.716 𝑁𝑚
The worm gear on the drive shaft transmits a maximum torque of 177.716 rpm.

13
2.3 Gear Design

Spur Gears (12 Numbers

two on each worm wheel)

TL, NL TR, NL TL, NL

Worm Gears (2 Nos.

one on each drive shaft)

Worm Wheels (6 Nos.

3 on each Worm Gear)

Fig: 2.2 Planetary gear train in the Torsen differential [9]

Once the required parameters are derived from the car specifications next step is to start
the calculations for the gears. First the designing of the bevel gear followed by worm gear,
worm wheel and spur gear.

2.3.1 Design of Bevel gear drive

The design specifications of the proposed bevel gear drive are: Data from PSG Design data
book is used for the design [11]
Maximum torque = 740 Nm,
Speed ratio = 3.15,
Profile = 20° involute full depth system.

14
 Fig: 2.3 Bevel drive terminology [9]

(a) Design Calculations of Bevel Gear Drive: (from PSG Databook) [11]
Material selected:
Gear: 40Ni2Cr1Mo28: [σ𝑏 ] = 4000 𝑘𝑔𝑓⁄𝑐𝑚2 , [𝜎𝑐 ] = 11000 𝑘𝑔𝑓/𝑐𝑚2 .
Pinion: 15 Ni2Cr1Mo28: [σ𝑏 ] = 3200 𝑘𝑔𝑓⁄𝑐𝑚2 , [𝜎𝑐 ] = 9500 𝑘𝑔𝑓/𝑐𝑚2
The number of teeth on the pinion 𝑍𝑝 = 20 and since 𝑖 = 3.15 and 𝑍𝑔 = 63.
The semi pitch cone angle
1
δ𝑝 = 𝑡𝑎𝑛−1 (3.15 ) = 17.61°

δ𝑝 = 𝑡𝑎𝑛−1 (3.15) = 72.38°

𝑍 20
𝑍𝑝 = 𝑐𝑜𝑠δ = cos (17.61) = 20.98
63
𝑍𝑔 = cos (72.38) = 208.125

Lewis form factor

0.912
𝑦𝑝 = 0.154 − = .1105
20.98
0.912
𝑦𝑝 = 0.154 − = .149
208.125

For pinion
[σ𝑏 ]𝑦𝑝 = 3200 × 0.1105=331.5
For gear
[σ𝑏 ]𝑦𝑔 = 4000 × 0.149 = 566.2

15
Since [σ𝑏 ]𝑦𝑝 < [σ𝑏 ]𝑦𝑔 the pinion is weaker, and the design is based on pinion.
The mean pitch line velocity,
𝜋×𝑚×20×337.84
𝑉𝑚 = = 3.537
60×100

The tangential load

2×𝑇 2×740 74
𝐹𝑡 = = = 𝑘𝑔𝑓
𝑑 20×𝑚 𝑚

𝐹 𝑑 = 𝐶𝑣 × 𝑁𝑠𝑓 × 𝑘𝑚 × 𝐹𝑡
The velocity factor
3.5 + 𝑉𝑚1/2 3.5 + (3.537𝑚)1/2
𝐶𝑣 = =
3.5 3.5
The dynamic load
3.5 + (3.537𝑚)1/2 74
𝐹𝑑 = 𝐶𝑣 × 𝑁𝑠𝑓 × 𝑘𝑚 × 𝐹𝑡 = × 2 × 1.4 ×
3.5 𝑚
3.5+ (3.537𝑚)1/2 ×59.2
𝐹𝑑 = kgf
3.5×𝑚

Static load
𝑏
𝐹𝑠 = [σ𝑏 ] × 𝑏 × 𝑦𝑝 × (1 − ) × 𝑃𝑐
𝑅
𝑚×𝑍
Where the cone distance R = == 33.11m and take 𝑏 = 0.3𝑅
𝑠𝑖𝑛 δp
0.3𝑅
𝐹𝑆 = 3200 × 0.03𝑅 × 0.11𝑅 (1 − )𝜋𝑚 = 7208.45m2
𝑅

The condition for checking safety of design is, 𝐹𝑠 ≥ 𝐹𝑑

3.5+ (3.537𝑚)1/2 ×59.2
7208.45m2 ≥ 3.5×𝑚

𝑚 ≥ 3.3352
On solving a standard module of 4mm is selected
i. The Buckingham dynamic load,
0.05𝑣(𝑐𝑏+𝐹𝑡)
FD = Ft +0.05𝑣+√𝑐𝑏+𝐹𝑡

Ft = 185kgf R = 132.4mm
𝑉 = 𝑉𝑚 × 60 = 84.72 𝑚/𝑠
d1= 80mm d2 = 252mm b = 39.73mm
0.05×84.72(11860×39.73+185 )
𝐹𝐷 = 185 + = 381kgf
0.05×84.72+ √11860×0.05+185

ii. Wear load

𝐹𝑊 = (0.75 × 𝑑1 × 𝑏𝑘 × 𝑄)/(𝑐𝑜𝑠 𝛿)
1 1
[σc]2×sin∝( + )
𝐸1 𝐸2
𝐾= E1 = E2 = 2.05×106
1.2

16
 2×95002 ×𝑠𝑖𝑛20
𝐾= = 24.49
1.2×2.15×106
2𝑖 2×.15
𝑄 = (𝑖+1) = = 1.518
3.15+1
0.75×8×24.49×1.518×3.96
𝐹𝑤 = = 905.26 kgf
𝑐𝑜𝑠17.612

𝐹𝑤 > FD ∴ the design is safe.

The calculation of the spiral bevel gears of the differential after obtaining the necessary
parameters fromthe car specifications is done. There are different types of bevel gear, but the
Torsen requires a spiral bevel with angled curved splines. Spiral bevel gears have curved
teeth at an angle allowing tooth contact to be gradualand smooth. Several parameters are
obtained by the method of design of bevel gears including pressure angle, Module (m), and
the number of teeth (Z) and the parameters are listed in Table 2.2:

Table 2.2 Bevel gear drive parameters

Parameter GEAR PINION

Module (m) 4 mm 4 mm

Face width 39.6mm 39.6mm

Cone radius (r) 132.2mm 132.2mm

No of teeth 20 63

Pitch diameter 80mm 252mm

Semi-pitch cone angle 17.61⁰ 72.2⁰

Addendum angle 1.73⁰ 1.73⁰

Dedendum angle 2.11⁰ 2.11⁰

Tip angle 22.71⁰ 207.81⁰

Root angle 18.87⁰ 203.97⁰

Spiral angle 35⁰ 35⁰

17
2.3.2 Worm drive design

Fig: 2.4 worm gear and worm wheel geometry [1]

The basic terminologies associated with the worm gear and worm wheel is depicted in the Fig.
2.4.
The Torsen differential is mainly based on the worm gear and worm wheel mechanisms. The
worm wheel can be rotated by rotating the worm gear, but the worm gear cannot be rotated by
the worm wheel. As a result, the worm gear and worm wheel designs are critical in the assembly
of a Torsen differential.

(b) Worm Gear Drive Calculations

Data from PSG Design data book is used for the design [11]
The design specifications of the worm gear drive are:
Maximum torque = 177 Nm,
Speed ratio = 2.0,
Profile = 20° involute full depth system.
Gear Materials:
The worm materials are designed using Bronze and worm wheel is using C45 steel.
[𝜎𝑏 ]𝑤𝑤 = 1350 𝑘𝑔𝑓 ⁄𝑐𝑚2 , for worm wheel
[𝜎𝑏 ]𝑤𝐺 = 900 𝑘𝑔𝑓 ⁄𝑐𝑚2 , for worm gear
No. threads on worm wheel is selected as 𝑍𝑤𝑤 = 10
No. teeth on worm gear 𝑍𝑤𝐺 = 10 × 2 = 20
𝑑
𝐿𝑒𝑡 𝑡ℎ𝑒 ′𝑞 ′ 𝑓𝑎𝑐𝑡𝑜𝑟 𝑞 = 𝑚 , is taken as 10.
𝑥

The lead angle of the worm

18
 𝑧
𝛾𝑤𝑤 = tan−1 𝑞

𝛾𝑤𝑤 = tan−1 1 = 45°

∴ 𝐻𝑒𝑙𝑖𝑥 𝑎𝑛𝑔𝑙𝑒 𝛽 = 45° , for wheel and gear
The virtual number of teeth on the worm gear is
20
𝑍𝑤𝐺 = = 56.57
cos2 45

Lewis form factor for worm gear,

0.912
𝑦𝑤𝐺 = 0.159 − = 0.13
56.57
In the worm gear drive, worm gear is weaker, and design is for the work gear. The pitch line
velocity in m/s of the worm gear is
𝑉𝑚=𝜋𝐷𝑁= 𝜋×𝑚𝑥 ×20×7.1=0.074𝑚 𝑚⁄
60 60×100 𝑥 𝑠

There are 3 worm wheel which are mesh with the worm gear. Therefore, the tangential force
between the worm gear and worm wheel is
354
∆𝑇×2×100 ×2×100
𝐹𝑡 = = 9.81
𝐷×3 3×𝑚 𝑥 ×20

60.46
𝐹𝑡 = 𝑘𝑔𝑓
𝑚𝑥

The dynamic load,

6+𝑣𝑚 6+0.074𝑚𝑥 60.46
𝐹𝑑 = ( ) 𝐹𝑡 = ( ) 𝑘𝑔𝑓
6 6 𝑚𝑥

𝐹𝑠 = [𝜎𝑏 ]𝑏𝑦 𝑃𝑐
Where, 𝑏 = 0.6 × 𝑞 × 𝑚𝑥 = 0.6 × 10 × 𝑚𝑥 = 6𝑚𝑥
𝐹𝑠 = 900 × 6 × 𝑚𝑥 × 0.13 × 𝜋 × 𝑚𝑥
∴ 𝐹𝑠 = 2341.1 𝑚𝑥 2
𝐹𝑠 ≥ 𝐹𝑑
60.46
2341.1 𝑚𝑥 2 ≥ + 0.745
𝑚𝑥

On solving 𝑚𝑥 ≥ 2.9𝑚𝑚, a standard module of 4mm is selected

𝑚𝑥 = 4𝑚𝑚
When 𝑚𝑥 = 4𝑚𝑚, then the values of Lewis equation and dynamic load are,
𝐹𝑠 = 374.57 𝑘𝑔𝑓
𝐹𝑑 = 151.895 𝑘𝑔𝑓
∴ 𝐹𝑠 ≥ 1.5𝐹𝑑 Design is O.K.
Pitch diameter of the worm wheel is 𝑑 = 𝑞 × 𝑚𝑥 = 10 × 4 = 40𝑚𝑚

19
Pitch diameter of the worm gear is 𝐷 = 𝑚𝑥 × 𝑍 = 4 × 20 = 80𝑚𝑚
Worm wheel and Worm gear are basically helical gear drive with 90° non-intersecting shaft
axes. The centre distance between the gears
𝑚𝑥
𝑎= (𝑞 + 𝑍𝐺 )
2

𝑎 = 0.5 × 4(10 + 20) = 60𝑚𝑚

Length of the worm wheel is
𝐿 = (12.5 + 0.09 × 𝑍𝐺 )𝑚𝑥 = 57.2𝑚𝑚
No of pitch,
57.2
𝜆 = 𝜋×4 = 4.26 ≈ 5.

Therefore, corrected length,

𝐿2 = 5 × 𝜋 × 4 = 62.8.
Check for wear load
𝐹𝑤 = 𝐷𝑏𝑘𝑤
𝐹𝑤 = 80 × 24 × 8.8
𝐹𝑤 = 16896 𝑘𝑔𝑓
𝐹𝑤 > 𝐹𝑑
∴ The design is safe and acceptable.
Check for heat generation: Sliding velocity between the worm and worm gear is,
𝑣𝑠 =
𝑣1
⁄cos 𝛾𝑤𝑤 =
𝜋𝑑∆𝑁𝑤
=
𝜋×40×14.2
= 0.042 𝑚⁄𝑠
60 cos 𝛾𝑤 60×cos 45×1000

Efficiency of drive
tan 𝛾𝑤 tan 45
ɳ = tan(𝛾 = tan 49.29 = 86%
𝑤+𝜑)

Heat generated,
𝐻𝑔 = (1 − ɳ) × (ℎ𝑝 ) × 4500
𝐻𝑔 = (1 − 0.86) × (∆𝑇 × ∆𝑤𝐺 ) × 60
177.7
𝐻𝑔 = (1 − 0.86) × ( 9.81 × 0.743) × 60

𝐻𝑔 = 0.14 × 13.458 × 60 = 113.05 𝑘𝑔𝑓 − 𝑚⁄𝑚𝑖𝑛

Dissipated heat from gear box
𝐻𝑑 = 𝐴ℎ𝑐𝑟 ∆𝑡
Where ‘A’ is the area of gear box housing.
𝐴 = 1202.96𝑐𝑚2
The heat transfer coefficient 𝐻𝑐𝑟 = 0.11 𝑘𝑔𝑓 − 𝑚⁄𝑐𝑚2

20
 113.05 = 1202.96 × 0.01 × ∆𝑡
∆𝑡 = 9.39°𝐶 ,
Since the temperature are within the safe limit, design is ok. The calculated dimensions of the
worm drive is shown in Table 2.4

Table: 2.3 Dimensions of the worm gear drive

Worm drive Worm Worm Gear

Module (m) 4mm 4mm

Pressure angle (α) 20° 20°

Number of teeth 10 20

Pitch Circle diameter 40 80

Lead angle 45 45

Length (mm) 62.8 -

Helix angle 45 45

2.3.3 Design of Spur gear drive

Spur gears are the most commonly used gear type. They are characterized by teeth which are
perpendicular tothe face of the gear. Their teeth is parallel to axis of rotation. Calculating
the spur gears of the differential is done with the procedure of spur gear design and with the
help of data book. Several parameters are obtainedby the method of design of spur gears,
including pressure angle, Module (m), and the number of teeth (Z). The values for spur gear
are summarized in the Table.4.

21
 Fig: 2.5 spur gear terminology [10]

(c) Design of spur gear

Data from PSG Design data book is used for the design [11]
The design specifications of the spur gear drive are:
Maximum torque = 14.2 Nm,
Speed ratio = 1.0,
Profile = 20° involute full depth system.
Maximum speed ΔNW =14.2rpm
Center distance a = 50mm
Gear Materials: 40Ni2crMO28 (case hardened alloy steel)

[𝜎𝑏 ] = 3800 𝑘𝑔𝑓⁄𝑐𝑚² [σc] = 11000 𝑘𝑔𝑓⁄𝑐𝑚 ²

The centre distance between spur gear
𝑑 𝑑
+ 2 = 50𝑚𝑚, ∴ 𝑑 = 50 𝑚𝑚
2

The number of teeth on the gear is taken as 25, so that it module become 2 mm. Lewis form
factor for 20° involute
0.912
𝑌 = 0.154 − 𝑍
0.912
𝑌 = 0.154 − = 0.11752
25
7.1 1
𝑇 = (9.81 ) × 6 = 0.1206 𝑘𝑔𝑓

The mean velocity pitch line

𝜋𝐷𝑁 𝜋×50×14.2
𝑉𝑚 = = = 0.0371 𝑚⁄𝑠
60 60×100

22
 Tangential load
𝑇 = 𝐹𝑡 × 𝑑⁄2
𝑇 14.2
𝐹𝑡 = 𝑑⁄ = (50 × 1000
2 ⁄2)

𝐹𝑡 = 4.82𝑘𝑔𝑓
The dynamic load on the gear
𝐹𝑑 = 𝐹𝑡 × 𝐶𝑣 , 𝐶𝑣 = 𝑣𝑒𝑙𝑜𝑐𝑖𝑡𝑦 𝑓𝑎𝑐𝑡𝑜𝑟
(6+𝑉𝑚 )
𝐶𝑣 = = (6 + 2.094)⁄6 = 1.006
6

𝐹𝑑 = 4.82 × 1.006 = 4.87𝑘𝑔𝑓

Lewis equation for beam strength
𝐹𝑠 = [𝜎𝑏 ]. 𝑏. 𝑦. 𝑝𝑐
𝐹𝑠 = [𝜎𝑏 ]. 𝑏. 𝑦. 𝜋 .m
𝐹𝑠 = 3800 × 10 × .2 × 𝜋 × 0.1175 × 0.2 = 561.1 𝑘𝑔𝑓
The static strength should be greater than dynamic load
𝐹𝑠 ≥ 𝐹𝑑
So, the Design is ok for static strength

i. Wear load calculation

𝐹𝑤 = 𝑑𝑄𝑘. 𝑏
𝑤ℎ𝑒𝑟𝑒 𝑑 𝑖𝑠 𝑡ℎ𝑒 𝑝𝑖𝑡𝑐ℎ 𝑑𝑖𝑎𝑚𝑒𝑡𝑒𝑟 𝑜𝑓 𝑝𝑖𝑛𝑖𝑜𝑛 𝑎𝑛𝑑 𝑏 𝑖𝑠 𝑡ℎ𝑒 𝑓𝑎𝑐𝑒 𝑤𝑖𝑑𝑡ℎ
2𝑖 1
𝑄 = 𝑖+1 = 2 × 2 = 1

𝐸1 = 𝐸2 = 𝐸 = 2.5 × 106 𝑘𝑔𝑓⁄𝑐𝑚2

2×𝜎×𝜎×sin 𝛼 2×110002 ×sin 20
𝑘= =
1.4 𝐸 1.4×2.15×106

𝐾 = 27.5
𝐹𝑤 = 5 × 27.5 × 4
𝐹𝑤 = 550𝑘𝑔

ii. Dynamic load calculation: Buckingham dynamic load

0.164 𝑣𝑚(𝑐 +𝑓
𝑏 𝑡)
𝐹𝑑 = 𝐹𝑡 + [0.164𝑣 ]
𝑚+1.485√ 𝑐𝑏+𝑓𝑡

𝐶𝑏 + 𝐹𝑡 = 11860 × 0.025 × 2 × 4.82 = 597.82

𝑉𝑚 = .0371 × 60 = 2.2

23
 0.164 ×2×597.82
𝐹𝑑 = 4.82 + [0.164×2.2+1.485√597.82] = 185.71

𝐹𝐷 = 10.70𝑘𝑔𝑓
𝐹𝑊 ≥ 𝐹𝐷
𝐷𝑒𝑠𝑖𝑔𝑛 𝑖𝑠 𝑠𝑎𝑓𝑒
The major dimensions of the spur gear designed are listed on Table 2.4

Table: 2.4 Dimensions of Spur gear

Module (m) 2 mm

Pressure angle 20⁰

Number of teeth 25

Centre distance 50 mm

Pitch circle diameter 50 mm

Addendum 2 mm

Dedendum 2.5 mm

Tooth depth 4.5 mm

Tip diameter 54 mm

Circular pitch 6.28 mm

Diametral pitch 0.5 mm

Tooth thickness 3.14 mm

Filler radius 0.8 mm

Working depth 4 mm

Root diameter 45 mm

24
 CHAPTER-III
MODELLING AND ASSEMBLY OF DIFFERENTIAL

3.1 3D Modelling in SolidWorks

This chapter presents the modelling and assembly of different gear used in Torsen differential
with the help of SolidWorks. SolidWorks is a solid modeller which utilizes a parametric
feature-based approach to create models and assemblies. Building a model in SolidWorks starts
with the 2-D sketch consist of lines, arc, points and splines. They are three major planes listed
in the feature manager such as front, top, and right. A plane must be selected initially for
drawing the sketch, dimensions are added to the base sketch to make it fully define. A fully
defined sketch has all black lines. After successful creation of base sketch, it is converted into
a solid 3D model. Parallelism, perpendicular, tangency, and concentricity are the properties
that are used to define proper relationships. These dimensions and relation are the main features
for a good geometry.

3.1.1 Spiral Bevel Gear drive

The spiral bevel gear was the most complex gear. The hardest part of the modelling of this gear
was defining the three-dimensional guide curve for the spiral tooth to follow during the lofted
cut. All bevel gear and its equivalent parameters are calculated in the chapter II. After making
a base geometry it was noted that spiral curve could not be fully defined nor it could be accurate
using the normal method, so several other ways were tried to make an accurate spiral curve
path. The method was to use the software Geartrax owned by Camnetics Inc., which provides
a better tool for creating solid models of drive components in SolidWorks. With the help of
this, the spiral path was accurately obtained in SolidWorks.

Spiral Bevel drive modelling in SolidWorks.

a. Create profile of bevel gear in the Front Plane.

b. Select the front plane and create a new Sketch.
c. Create profile of bevel gear in the front plane.
d. Drawing base geometry lines by using the SolidWorks guidelines.
e. Make the dimensions for the outside diameter and the pitch diameter.
f. After dimensioning the other geometries make it fully defined.

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g. Select features toolbar and Click revolved boss/base for the creation of base of bevel
gear.
h. Use the line tool to draw the geometry of teeth and make an outline of teeth.
i. Creating the teeth with the help of extrude cut.
j. Click on the linear pattern in toolbar and select circular pattern to complete the bevel
gear design which is shown in Fig: 3.1

Fig: 3.1 Modelling the Bevel gear using SolidWorks

Creation of bevel pinion is also based on above steps and also teeth is cut spirally by
selecting different planes in SolidWorks. Then the teeth is made circular manner around
the base with help of circular pattern tool. Then make some profiles at a 45mm distance
and use the tool convert entities to convert the pattern into the new plane and make the
plane to rotate 15 degree about the axis and then scale down the entities.

Similarly, some more planes are made and converted the entities to the new plane made
a spiral teeth and using guide curves and extrude cut tool the teeth is cut and this makes
a spiral tooth. Then the circular pattern tool is used to make the spiral teeth all over the
base model and then by using the extrude boss/base tool in feature manager the solid teeth
model is extruded out and the bevel pinion model obtained from SolidWorks is shown in
Fig: 3.2.

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 Fig: 3.2 Modelling of Bevel pinion using SolidWorks

After all the parts were designed in SolidWorks, they were put together in assembly module
section in SolidWorks. SLDASM is the output file format. Only mates are added once the
components are imported. The assembly is built using normal SolidWorks mates. The assembly
of bevel pinion and gear is shown in Fig 3.3.

Fig: 3.3 Modelling of Bevel drive assembly using SolidWorks.

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3.1.2 Worm Gear Drive

The worm drive consists of two-part, worm gear and worm wheel. The model's digitization
was completed with the help of SolidWorks' 3D modelling capabilities and design automation
tools. Geometrical accuracy is obtained by means of using equivalent wheels and forming tooth
contours in the normal section. After generation of the two gears model, the assembly was
successfully completed in the SolidWorks assembly section. All the basics steps are similar
like the bevel drive. The worm gear drive is taken from the SolidWorks. The steps included in
the modelling of worm drive are:

a. From the top left tool bar, select file- new Part.
b. Locate the icons on the right-hand side of the screen. select design library - toolbox
and click “add in now”.
c. Selecting the unit folder ANSI Inch and navigate to the desired part – Gears in
“Power Transmission” folder.
d. Base circle and shaft hole are created and modified and then extruded the worm
face width by using extrude boss/base tool in feature manager.
e. Then select spiral face and draw the tooth profile. Insert all the values from
designing part such as Module, pitch diameters, addendum, dedendum.
f. Select sweep tool and select profile and also pattern the teeth accordingly using
circular pattern tool in SolidWorks.
g. Change the extrusion height and make it thicker using the extrusion tool. Helical
worm gear is created and shown in Fig. 3.4

Fig: 3.4 Modelling of worm gear using SolidWorks

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 h. Worm wheel are also created in a similar manner where Drawing the base circle
and extrude the face width select helix and spiral
i. Then select the face and draw the tooth profile
j. Make the swept cut from feature manager and select the profile and curve
k. By using the circular pattern tool in feature manager, the teeth are made fully over
the base and the worm wheel generated is shown in Fig. 3.5.

Fig: 3.5 Modelling of worm wheel using SolidWorks

3.1.3 Spur gear

Base geometry is dimensioned according to calculation and design of spur gear from chapter
2. When initially starting the SolidWorks use the part module for the design for spur gear. First
start with base with values from gear design and complete the rough sketch and make it fully
defined to start the extrusion method with the extrude base and make a perfect base figure by
adding proper geometry with help of auto dimension and also use the base revolve tool to finish
the sketch. Next step is the designing the tooth profile by giving proper values. Extrude cut is
also used to create tooth profile using tools from feature manager. Then using the teeth cut tool,
teeth is cut fully in base at equal spacing which is shown in Fig: 3.6.

Commonly using tools for modelling of Spur gears:

1. Extrude
2. Extrude cut

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 3. Revolve
4. Revolve cut
5. Sweep
6. Swept cut
7. Fillet
8. Chamfer
9. Pattern

Fig: 3.6 Modelling of spur gear using SolidWorks

3.1.4 Casing of the Assembly

After completing the modelling of the differential next step is to make a casing for the assembly
which was created in SolidWorks. First part is. For the casing first create the basic sketch using
line, circle tool in feature manager and complete the base geometry, then making extrude of
the part using boss extrude feature and cut the unwanted portions using extrude cut and finally
adding some fillet over the edges to make it perfect. The gear assembly are inserted to the
assembly using the mate tool in feature manager. The drawing sheet of the casing is shown in
Fig: 3.7 which obtained by placing the casing part file in drawing module in SolidWorks. The
casing is built using normal SolidWorks mates such as Coincident, Parallel, Perpendicular,

30
Tangent, Concentric and the casing is generated which is shown in Fig: 3.8. The casing is
modified with adding fillet over the edges by using the fillet option in feature manager to make
more aesthetic look.

Fig: 3.7 Drawing sheet of Casing part

Fig: 3.8 Modelling of casing in SolidWorks

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3.2 Assembly of Differential Gears

After the completion of designing of bevel drive, spur gear, worm drive in SolidWorks, these
components are assembled using the assembly module in property manager. For making the
assembly of these gears first the worm drive is created and making worm gear constant and
placing worm wheel over it and then creating a circular pattern of worm wheel around the
worm gear which formed by using the circular pattering tool in property manager, which
resulting in formation of three worm wheels around the worm gear. Similarly, the other worm
wheels are connected in around the other worm gear. The worm wheels which are used for the
entire assembly are of the same design but the worm gears differ only in the direction in teeth
alignment. Except for the direction of tooth alignment, the worm gears are identical and also
spur gears are mated on either side of all the worm. This assembly of the gears is shown in Fig:
3.9. After making the assembly an outer casing is provided and the gears are placed inside the
casing. Then the casing which containing the gear and bevel drive are opened in the assembly
module. Then the casing is attached to the bevel gear where the bore of casing is mated with
bevel gear using gear mating commands such as concentric and coincident from mate tool and
arranged perfectly which is shown in Fig: 3.10.

Fig: 3.9 Assembly of worm drive and spur gear using SolidWorks

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Fig: 3.10 Assembly of Torsen differential assembly with bevel drive

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 CHAPTER IV

STRESS ANALYSIS OF GEAR DRIVES

Stress analysis of the gear drives is conducted using the ANSYS workbench. This analysis is
concerned with determination of the response of a gear to steady loads whose magnitude
remains unchanged with time. This response from the gear is depicted in terms of stress, strain
and deformation. The tool used for the analysis is static structural. Finite Element Analysis
(FEA) is the method used in this analysis. The finite element method is the numerical analysis
technique of obtaining approximate solution to a wide variety of engineering problems. It is a
very flexible and diverse tool. For this analysis three results are calculated as part of the stress
analysis. They are Total deformation, Equivalent elastic strain and Von Misses stresses.

4.1 Steps followed for conducting the analysis in ANSYS workbench.

1. Geometry → The required geometry for the stress analysis is imported to the
workbench. In this case it is the gear mating modelled in SOLIDWOKS that is
imported.
2. Material selection → The gears are given the suitable material and its properties are
given to the workbench. If the material is available in the ANSYS library, they are
automatically shown.
3. Coordinate systems → For this analysis, global coordinate system is chosen.
4. Connections → The type of contact of the mating gears are to be specified. The gears
are given solid to solid connection.
5. Meshing → Meshing is basically the division of entire model into small cells so that in
each cell the equations are solved. It gives accurate solutions and also improves the
quality of the solution. For this analysis, the mesh is refined to 3 ∶ 1.size ratio. That
means, each mesh is divided into three equal meshes for the points at which loads are
applied and stress concentration is more. This provides us with more accurate results.
6. Environment conditions → In this step, the types of loads that acts on the gears and its
magnitude are specified. The suitable support conditions acting on the gears are also
specified. Here the type of force acting on the gears is torque, and its value is specified.

34
 7. Solutions → The required solutions for the stress analysis are chosen. Total
deformation, Equivalent elastic strain and Von Misses stresses are chosen as the
solutions required. The maximum and minimum values of these solutions are noted.

4.1 Simulation of Bevel Gear Drive

Simulation of bevel gear and bevel pinion mating is conducted with the same materials with
which the mechanical design of these gears was calculated. The material used for bevel gear is
40Ni2Cr1Mo28 and for bevel pinion it is 15Ni2Cr1Mo28. The properties of material are
manually entered. The mating geometry of the gears are imported to the workbench. Then the
meshing is refined to 3:1 ratio where stress concentration is more.

The torque acting is given as input and its value is 740 Nm. The required solutions like Total
deformation, Von Mises stressand Equivalent elastic strain are selected, and the outputs are
obtained. All these steps are carried out in the Global Coordinate System. Both the gears are
given solid to solid contact for the stress analysis. Table 4.1 shows all the input parameters,
boundary conditions, load values and meshing properties used for bevel drive.

Table 4.1 ANSYS parameters for bevel gear drive.

Object name Bevel gear/ Pinion
Geometry
State Fully defined
Materials 40Ni2Cr1Mo28 15Ni2Cr1Mo28
Object name Global Coordinate System
Coordinate system
State Fully defined
Connections Connection type Contact (solid to solid)
Mesh type Tetrahedron
Element order Program controlled
Mesh
Mesh number 48783
Node number 97429
Type Moment (torque)
Loads Value 740 Nm
Support Fixed support
Type Static structural (B5)
Analysis
Solver target Mechanical APDL

35
4.1.1 Total Deformation

Fig 4.1: Total deformation of bevel gear drive

In Fig 4.1, the total deformation of the bevel gear drive is shown. The minimum value of total
deformation is 0 m and the maximum value is. 1.15 × 10−5 Pa.

4.1.2 Equivalent Elastic Strain

Fig 4.2: Equivalent elastic strain of bevel gear drive

In the Fig. 4.2, equivalent elastic strain of bevel gear drive is shown. Its minimum value is
1.25 × 10−12 m/m and maximum value is 0.0001m/m.

36
4.1.3 Von Misses Stress

Fig 4.3: Von Misses Stress of bevel gear drive

In the Fig 4.3 the Von Misses stress of the bevel gear drive is shown. The minimum value is
106 Nm and the maximum value is 3.39 × 107 Nm.

4.2 Simulation of Worm and Worm Wheel Drive

Simulation of worm gear and worm wheel mating is conducted with the same material with
which we calculated the dimensions of the worm and worm wheel drive. The material used for
worm gear is Bronze and for worm wheel it is C45. The properties of bronze are available in
the workbench library and the C45 material properties are manually entered.

The mating geometry of the gears are imported to the workbench. Then the meshing is refined
to 3:1 ratio at points where the stress concentration is more, and the torque acting is given
as input. After these steps the required solutions like Total Deformation, Equivalent Elastic
Strain and Von Misses Stress are selected, and the outputs are obtained.

The worm gear has bronze material and wheel has C45 as material. The properties of bronze is
available in the library but the values of C45 is manually entered.

All the input parameters, load conditions, meshing properties, boundary conditions are given
in Table 4.2.

37
 Table 4.2 ANSYS Parameters for Worm gear drive
Object name Worm gear /Worm wheel
Geometry
State Fully defined
Materials C 45 Steel Bronze
Object name Global Coordinate System
Coordinate system
State Fully defined
Connections Connection type Contact (solid to solid)
Mesh type Tetrahedron
Mesh Mesh number 45879
Node number 73914
Type Moment (torque)
Loads Value 177 Nm
Support Fixed support
Type Static structural (B5)
Analysis
Solver target Mechanical APDL

4.2.1 Total Deformation

Fig 4.4: Total Deformation of worm and worm wheel drive

In Fig 4.4, the total deformation of the worm gear drive is shown. The minimum value of
total deformation is 0m and the maximum value is 2.62 × 10−6 m.

38
4.2.2 Equivalent Elastic Strain

Fig 4.5: Equivalent Elastic Strain of worm and worm wheel drive

In the Fig. 4.5, equivalent elastic strain of worm gear drive is shown. Its minimum value is
4.9 × 10−9 m/m and maximum value is 0.1 × 10−4 m/m.

4.2.3 Von Misses Stress

Fig 4.6: Von Misses Stress of worm and worm wheel drive

In the Fig 4.6 the Von Misses stress of the worm gear drive is shown. The minimum value is
678.8 Pa and the maximum value is.1.35 × 107 Pa.

39
4.3 Simulation of Spur gear drive

Simulation is done for spur gear drive using the material with which we calculated the
dimensions of the spur gear, which is 40Ni2Cr1Mo28. The material properties are manually
given to the ANSYS workbench. Then the mated spur gear geometry is imported to the
workbench. The meshing is refined to 3:1 ratio at points where the stress concentration is
more. The torque acting is given as 14.2 Nm for the input. After these steps the required
solutions like Total Deformation, Equivalent Elastic Strain and Von Misses Stress are selected,
and the outputs are obtained.

All the parameters that are given input, procedures followed, meshing properties are given in
the Table 4.1.

Table 4.1 ANSYS data for spur gear analysis

Object name Spur gear

Geometry State Fully defined

Materials 40Ni2Cr1Mo28

Object name Global Coordinate System

Coordinate system
State Fully defined

Connections Connection type Contact (solid to solid)

Mesh type Tetrahedron

Mesh Mesh number 45879

Node number 73914

Type Moment (torque)

Loads Value 14.2 Nm

Support Fixed support

Type Static structural (B5)

Analysis
Solver target Mechanical APDL

40
4.3.1 Total Deformation

Fig 4.7: Total deformation of spur gear drive

In Fig 4.7, the total deformation of the spur gear mating is shown and Fig. 4.8 shows the
mesh refinement performed near the contact zone for a better result. The minimum value of
total deformation is zero and the maximum value is 7.50 × 10−7 m.

Fig 4.8: Mesh refinement near the contact zone

41
4.3.2 Equivalent Elastic Strain

Fig 4.9: Equivalent elastic strain of spur gear drive

In the Fig. 4.9, equivalent elastic strain of spur gear mating is shown. Its minimum value is
2.78 × 10−10 m/m and maximum value is 3 × 10−5 m/m.

4.3.3 Von Misses Stress

Fig 4.10: Von Misses stress of spur gear drive

In the Fig. 4.10 the Von Misses stress of the spur gear mating is shown. The minimum value
is 55.74 Pa and the maximum value is 6.14 × 106 Pa.

42
4.5 Tabulation of Results

Table 4.4: Results from ANSYS workbench

Design
ANSYS Equivalent Strength
Total deformation Von Misses stress
Parameters elastic strain of Gear
Input (m) (Pa)
(m/m) material
Torque (Pa)
(Nm)
SOLIDWOR Max Min Max Max
KS Model Min Min (× 106 )
(× 10−5 ) (× 10−10 ) (× 10−4 ) (× 106 )

Spur gear
14.2 0 0.075 2.78 0.3 55.74 6.14 320
mating
Worm and
worm wheel 177 0 0.262 49.0 1.0 678.8 13.5 90
drive

Bevel gear
740 0 1.15 0.01250 1.0 106 33.9 380
drive

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 CHAPTER -V

RESULTS DISCUSSIONS AND SCOPE FOR FURTHER

IMPROVEMENT

5.1 Results and Conclusions

The Torsen differential exhibits excellent torque biasing characteristics, compact design and
high sensitivity to traction problems. The torque bias property of the Torsen makes it possible
to distribute the torque unevenly between the wheels. Thus, it is found to be better than other
conventional differentials.

The project is completed successfully. The literature survey has been studied and working of
the Torsen differential has been understood. A suitable vehicle is chosen for the design of
differential and its technical specifications is collected. The differential is designed on
maximum torque condition. The maximum torque/speed difference is calculated under
maximum engine torque condition when the vehicle moves along a curve whose radius is equal
to the minimum turning radius of the vehicle. The dimensions of the components used in
Torsen differential are calculated using Lewis method. These components include spiral bevel
drive, worm and worm wheel drive and spur gear. These components are then modelled using
SolidWorks software. Then these components are assembled in SolidWorks and a suitable
casing for the differential is designed. Stress analysis of these gear drives are conducted on
ANSYS workbench using Static structural tool. The total deformation, equivalent elastic strain
and Von Misses stress are obtained as results of the stress analysis. The values of these results
are under the safe limit. Thus, the design of the Torsen differential is optimum.

5.2 Future Scope of the Project

The basic idea of the project was to design a Torsen differential from the vehicle specifications.
Due to the economical and time limitations, focus was only on the solid modelling and stress
analysis of the differential. This project can be expanded in such a way that a software can be
developed to calculate the maximum torque and gear dimensions from the vehicle
specifications that are given as inputs. In this way, time and human effort to calculate the gear
dimensions can be saved Also, the stress analysis is done only to the major components of the
differential. This analysis can be also extended to the other minor parts such as connecting rods
in the differential. Results other than total deformation, equivalent elastic strain and Von

44
Misses stress can be calculated to get a clearer picture about the strength of the differential. We
have limited our study to only static analysis. Dynamic analysis can be performed to get more
idea about the actual working conditions.

Fabrication of a prototype of the proposed design and its testing could not be done due to the
National level lockdown to prevent the wide spread of Covid 19. In future, the prototype can
be fabricated, and its actual performance can be tested for further modifications of the design
and its commercial production.

5.3 Advantages

• When there is a speed difference between the two wheels, the Torsen differential begins
to transfer more torque to the slower rotating wheel.
• It also reacts much faster than a VLSD,
• Since the differential action depends on friction throughout the gears, the mechanical
design is simple and doesn’t require frequent maintenance.
5.4 Disadvantages

• When one tyre is in the air, the Torsen differential behaves similarly to the open
differential, with relatively less torque being transmitted to the driving axle. This is
perfect to use for street use, but it may be a problem for more purpose-built vehicles on
the track.

45
References

[1]. M D Yahiya et al, “Design and analysis of Torsen differential”, Volume3, Issue 7, July
2018.
[2]. Amit Suhane et al, “Prospects of Torsen differential in four-wheel drive automobile
transmission system”, May 2018.
[3]. A Nagarajan, “Design and analysis of a spiral bevel gear”, Volume 1, Issue 8., August
2015.
[4]. Ishan Bajpai, “International Journal of Research in Mechanical Engineering and
Technology”, Volume 5, Issue1, April 2015.
[5]. Ismail Ali Bin Abdul Aziz et al, “Finite element analysis of impact energy on spur gear”,
June 2018.
[6]. Lesics.com,https://lesics.com/Torsen-differential-how-does-it-work.html“Torsen
differential, how does it work?” November19,2014.
[7]. KMP Drivetrain Solutions, https://www.kmpdrivetrain.com/differentials/Torsen-vs-
plated-limited-slip-differential/ “Torsen vs. plated slip differential”, March 21, 2018.
[8]. Autoexpress.com, https://www.autoexpress.co.uk/car-news/103829/what-is-a-limited-
slip-differential “What is a limited slip differential”, December 16, 2020.
[9]. Wikipedia, https://en.wikipedia.org/wiki/Bevel “Bevel gear”, July 2017.
[10]. Engineeringlist.com, http://engineering.myindialist.com/2013/terminology-for-spur-
gears-kinematics-of-machines-tutorials/#.YMEX4fkzY2w, “Terminology for spur
gears”, March 20, 2013.
[11]. Design Data Book by PSG College of Technology, July 2017 edition.
[12]. Daniel Rubin et al, “Vehicle yaw stability control using active limited slip differential
via model predictive control methods”, June 2015.
[13]. Shan Shih et al, “An evaluation of torque bias and efficiency of Torsen differential”,
September 2018.
[14]. Yong Huh et al, “A study on the differential gearing device with the faculty of a limited
slip differential”, Volume 10, Issue 3, July 2009.

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