ABSTRACT

A differential is a mechanical device commonly used in vehicles, employing gears to

transmit torque and rotation between three shafts. It allows road wheels to rotate at different
speeds, crucial for smooth turns. In automobiles, the engine connects to one shaft, while the
driving wheels connect to the other two. The differential ensures that, during turns, the outer
wheel rolls farther and faster than the inner one. This is achieved through a system of gears and
shafts, balancing the speeds of the wheels. The design may include a differential transmission
casing with planetary bevel gears, allowing for rotational support and smooth operation within a
vehicle's transmission system.

Introduction
In a Rear-Wheel Drive (RWD) vehicle, the drive axle assembly, usually located at the rear,
combines the differential gears and axles in a single housing. This housing is integral to the
suspension system and aids in positioning the rear wheels.
Alternatively, Independent Rear Suspension (IRS) employs a different setup. The differential is
secured to the chassis, independent of the suspension, and connected to axles via CV or U-joints.
Due to the differential being fixed to the chassis and the axles moving with the suspension, a
unified housing for these components is not feasible.
Final drive placement differs in RWD and Front-Wheel Drive (FWD) vehicles. RWD cars typically
house the final drive in the rear axle, while FWD cars integrate it within the transaxle. Some FWD
models with longitudinal engine placement use a differential similar to other FWD setups, while
others may feature a separate differential.
Regardless of vehicle type (RWD, FWD, or 4WD), a differential is essential between any two drive
wheels to accommodate varying speeds during turns.
RWD final drives often employ a hypoid ring and pinion gear set, directing power flow at a 90-
degree angle from the drive shaft to the axles. This design allows a low positioning of the drive
shaft in the vehicle. In FWD cars with transversely mounted engines, a simple set of helical gears
in the transaxle serves as the final drive gears, as the power flow aligns naturally with the drive
axles.
The differential, a geared mechanism between driving axles, facilitates varied axle speeds during
turns and equal speeds during straight movement. It plays a crucial role in distributing torque to
the drive wheels, enhancing drivability through a carefully selected gear ratio. The differential
achieves a balance of forces between drive wheels, enabling them to turn at different speeds
when the vehicle changes direction.

Functions and Components

The differential enables varied speeds at the drive wheels during turns, preventing skidding and
poor handling. In Rear-Wheel Drive (RWD) vehicles, the differential is housed in the rear axle
assembly. Engine power enters the center of the assembly, and the differential, using hypoid
gears, changes the power direction to the drive axles. The drive axles, connected to the car's
wheels, are supported by bearings.
Power from the drive shaft reaches the rear axle assembly through the pinion flange, connecting
to the rear universal joint. The pinion gear engages the ring gear at a 90-degree angle, causing
both to turn as the drive shaft rotates. The ring gear is secured to the cast iron differential case
with bolts or rivets, supported by tapered roller bearings in the axle housing.

The differential pinion shaft, held in place by clips or a bolt, features two beveled pinion gears
meshing with axle side gears on the left and right. Thrust washers prevent wear on internal
surfaces. This entire setup allows the differential to maintain torque transmission while
accommodating different wheel speeds during turns.
Differential Function
Rear-Wheel Drive (RWD) vehicles use bevel gears on differential side gears to redirect power flow
by 90 degrees. The differential case, mounted on bearings, can rotate independently of the drive
axles. A pinion shaft with small gears inside the case meshes with side gears, and a ring gear,
bolted to the flange, turns as a single unit with the differential case. The engine-powered drive
pinion gear meshes with the ring gear, transmitting power to side gears, pinions, and axles.

There's a gear reduction between the drive pinion gear and the ring gear, causing the ring gear
to turn about one-third to one-fourth the speed of the drive pinion. Differentials have two or four
pinion gears that rotate freely on their own centers, traveling in a circle as the differential case
and pinion shaft rotate. Side gears, meshed with pinion gears, rotate on their own centers.
In operation, the rotating differential case drives the pinion shaft and pinion gears, causing the
side gears and axle shafts to rotate. During straight movement, both drive wheels rotate at the
same speed. In turns, differential pinion gears adjust speeds, allowing one wheel to rotate more
slowly while maintaining equal torque.

During sharp turns, the differential pinion gears "walk" forward on the slower inside side gear,
driving the other side gear at a greater speed. This equalizes torque between axles. If one wheel
loses traction, excessive spinning may occur, potentially causing severe damage to the
differential components.
Differential Gears and its Ratios
Two types of differential gears are used: spiral bevel and hypoid. Spiral bevel gears, common in
heavy-duty applications, have intersecting centerlines of the drive pinion and ring gear, making
them noisier than hypoid gears. Hypoid gears, prevalent in Rear-Wheel Drive (RWD) passenger
cars and light trucks, position the pinion gear below the ring gear centerline for quiet running.
Hypoid gear design allows for a lower vehicle height, increasing passenger room. Curved teeth in
hypoid gears create a wiping action during rotation, enabling near-perfect mating for smoother,
quiet operation. Due to high pressure between teeth, only hypoid lubricant should be used.
Spiral-shaped teeth result in different contacts as gears rotate, with convex and concave sides
called toe and heel. During acceleration, pinion teeth pressure the drive side of ring gear teeth,
while during coast or engine braking, concave side pressure the pinion gear.
Under heavy acceleration, the drive pinion attempts to climb, raising the front of the differential.
Suspension components absorb torque to limit axle housing movement.

Gear Ratios
Gear ratios indicate the turns the drive gear makes compared to one turn of the driven gear,
leading to torque multiplication. The ring gear, larger than the pinion, turns more slowly but with
greater torque. Final drive ratios vary; for example, a 2.8:1 ratio is common in automatic
transmission cars, while manual transmissions may use a 3.5:1 or 4:1 ratio for more torque and
quicker acceleration.

Overdrive in fourth and fifth gears reduces the effective final drive ratio during movement. Trucks
often use 4:1 or 5:1 ratios for added torque when hauling heavy loads. The actual final drive ratio
considers the ring and pinion gear ratio multiplied by the transmission speed gear ratio.
Manufacturer choices for final drive ratios consider factors like vehicle weight, engine
characteristics, desired speed, body frontal area, fuel economy, and transmission type. Lower
ratios, around 2.5:1, result in a higher top speed but slower acceleration, while higher ratios, like
4.11:1, provide quicker acceleration with a lower top speed, aligning with fuel economy trends
since the 1970s.

Conclusion
Differentials in vehicles enable wheels to rotate at varying speeds, crucial for turning corners
smoothly. Without a differential, as seen in karts, both wheels are forced to rotate at the same
speed, causing issues during cornering—inner wheel spinning, outer wheel dragging, leading to
difficult handling, tire and road damage, and strain on the drive train. Understanding the cross-
sectional view and working principle of differential gears is vital for optimizing vehicle
performance.

References
1. Preston, J.M. (1987), Aveling & Porter, Ltd. Rochester. North Kent Books includes sectional drawing.

2. Chocholek, S. E. (1988) "The development of a differential for the improvement of traction control"

3. Bonnick, Allan. (2001)"Automotive Computer Controlled Systems

4. Bonnick, Allan. (2008). Automotive Science and Mathematics

5. History of the Automobile". Gmcanada.com