Abstract When a working vehicle travels on an inclined ground or on an unlevelled ground, slipping causes a difference in revolution between fight and left wheel, impairing straight running of the vehicle . It is therefore conventional practice to equip a working vehicle such as a lawn mower or a garden tractor which needs to be run in a straight manner with a differential locking mechanism to forcibly stop the differential revolution of the wheels. If the differential lock remained on during all time then it may leave scratches on the ground. Hence an automatic differential locking system has to be designed to eliminate the above disadvantage. The proposed mechanism is to lock the differential. By locking the differential the differential is disengaged from the axle. Thus the power is directly transmitted to the axle and hence to the wheels. This will considerably reduce the power loss in some occasions when unwanted loss is happening due to the transmission, if power from the shaft to the differential and then to the axle and hence to the wheels.1. Introduction The proposed mechanism is to lock the differential. By locking the differential the differential is disengaged from the axle. Thus the power is directly transmitted to the axle and hence to the wheels. This will considerably reduce the power loss in some occasions when unwanted loss is happening due to the transmission of power from the shaft to the differential and then to the axle and hence to the wheels. So in mechanism the unwanted power loss in the due course of transmission through the differential is reduced. There are some drawbacks in the existing mechanism and we overcome it in the proposed project. The first is while climbing in steep hills the differential is not really needed as the speed of the vehicle is low. And also there are some transmission losses in the differential. So at this time the unit is locked and the loss is overcome. Then when a heavy truck is struck in a pit or mud it is very difficult to recover the truck as the differential unit cuts the power which is to be transmitted to the wheel struck. So in this project the unit is disengaged and power is directly given to the axle by pneumatic means and so the recovery is made easier. This is even made use in the vehicle to be driven in the dense forests and even in dessert Problem Definition Existing Mechanism A differential is a device which is used in vehicles over a few decades and when a vehicle is negotiating a tum, the outside Wheel travels a greater distance and turns faster than the inside wheel, The differential is the device transmitting the power to each wheel, allowing one wheel to turn faster than the other. It splits the engine forque two ways, allowing each output to spin at a different speed. The differential is found on all modern cars and trucks, and also in many all- wheel-drive (full-time four-wheel-drive) vehicles. These all-wheel-drive tween each set of drive wheels, and they vehicles need a differential bet need one between the front and the back wheels as well, because the front wheels travel a different distance through a turn than the rear wheels. Part-time four-wheel-drive systems don't have a differential between the front and rear wheels; instead, they are locked together so that the front and rear wheels have to turn at the same average speed.2. Difference To A Normal Differential e A normal differential is designed to perform two main (traction related) operations o A-Transmit engine power via the drive train to the wheels © B- Allow “differential action” — i.e. allow the wheels to travel at different speeds to allow cornering without drivetrain and tyre damage. The traditional differential design allows for an infinitely variable rate of differentiation ranging from the standard 50:50 where both wheels turn at the same speed (straight line driving & the ideal for off-road) to a ratio of 100:0 where one wheel spins freely and the other is not driven at all - (the big problem) The design also allows for all power to be transmitted to the “path of least resistance" which is fine on bitumen because both wheels always have some degree of traction but off-road you often require substantial power and in this case even a small difference in traction can result in wheel spin and hence total loss of traction.An LSD (limited slip differential) is simply a standard differential with either a fixed bias or a dynamic biasing mechanism which serves to only partially Niock up" the two axles by way of clutch plates or special gear design. However most require that both wheels still have some traction on the ground to operate and even when new will cause a wheel in the air to spin uncontrollably so as to be completely ineffective where off road traction is required.LOKKA overcomes the traction deficiency of the standard differential so as to ensure that 50:50 power split is achieved when driving irrespective of ground (or air !) conditions, yet at the same time still allowing differential action when cornering on hard ground. Simple Explanation of Lokka's Operation The LOKKA mechanism allows a wheel to tun faster than the speed the diff is driving it - (differential action), but never allows a whee! to turn slower than the speed the diff and engine is turning it ~ (traction), Thus @ wheel cannot ever stop turning if theengine is driving it, but in a14 comer it can be forced to actually tum faster. Unlike a normal diff the engine can never drive one wheel faster than the other. 100% Positive Locking Mechanism Lokka is positive locking, meaning there is no slippage when locked - there is a mechanically solid engagement of all parts. In contrast an LSD is not positive locking and does allow slippage and one wheel "spin up" - the spinning of one wheel at twice the diff speed while the other wheel having traction remains motionless. This means that you get 100% of drive and traction to both wheels. LOKKA design is by sight extremely simple - in fact so simple that most people cannot understand how it can operate so well. It uses less than half the mechanical components of others, weighs less because no new carrier is needed and for these reasons costs less. Dynamic Locking Principal Unlike other types of Lockers the LOKKA has a locking and unlocking principle that is dynamic. The more power that is applied the harder it locks so it doesn't need large bias forces constantly operating on it to keep it locked, the bias spring forces are minuscule and can be easily compressed with two fingers. This results in a locker that is able to lock and unlock extremely easily even iving on some of the most slippery of surfaces. The so sensitive that a wheel can be disengaged with one finger when a whee! i jacked up off the ground. LOKKA's engineering principle is based on two sets of opposing forces but simplified . . . there are two forces acting on the internal gear sets A. - one acting to unlock the cam and axle gears by the gear tooth design and effects of the ground driven forces acting on a wheel when comering, B. - the other to lock the cam and axle gears due to the camming action of the cross shaft and axle gear due to a 4 dimensional spiral cut cam groove with bearing surfaces under the effects of engine power. Depending on the situation the locker can either uncouple or couple the driving when dr locking mechanism |sgears. i.e. if the differential forces acting on a wheel to turn it faster than the wheel is being driven by the diff and engine, then that side can freely. 3. Components and description Differential: What's a differential? When a vehicle is negotiating a corner, the outside wheel has to travel a greater distance than the inside wheel. Therefore, the outside wheel must turn faster than the inside wheel. The differential is the device within the axle assembly which, in addition to transmitting the power to each axle shaft/wheel, allows one wheel to turn at a different speed than the other. A conventional open differential sends equal amounts of torque to both axle shafts (top) because of lost traction, it is sustaining zero engine torque, so zero engine torque is also going to the wheel with traction. Adding a locking differential—in this case a No Spin locker (bottom) mechanically links the two shafts so that power will be delivered to both axles in all circumstances. RING GEAR HOUSING TO LEFT WHEEL ff Qe TO RIGHT WHEEL. meet | | a Kun AXLE SHAFT ee AXLE SHAFT ay Y DIFFERENTIAL SIDE GEAR DIFFERENTIAL PINION Why Need A Differential Car Wheels spin at different speeds, especially when turning. You can see from the animation below that each wheel travels a different distance through the turn, and that the inside wheels travel a shorter distance than the outside wheels. SinceSpeed is equal to the distance traveled divided by the time it takes to go that distance, the wheels that travel a shorter distance travel at a lower speed. Also note that the front wheels travel a different distance than the tear wheels. For the non-driven wheels on your car -- the front wheels on @ rear-wheel drive car, the back wheels on a front-wheel drive car -- this is not an issue. There is no connection between them, so they spin independently. But the driven wheels are linked together so that a single engine and transmission can turn both wheels. If your car did not have a differential, the wheels would have to be locked together, forced to spin at the same speed. This would make turning difficult and hard on your car: For the car to be able to turn, one tire would have to slip. With modern tires and concrete roads, a great deal of force is required to make a tire slip. That force would have to be transmitted through the axle from one wheel to another, putting a heavy strain on the axle components 4. The Function of Differential To aim the engine power at the wheels to act as the final gear reduction in the vehicle, slowing the rotational speed of the transmission one final time before it hits the wheels DIFFERENTIALS: Use two side gears inside the differential case. Each gear is splined to accept an axle shaft. These side gears are in turn driven by a set of spider gears. The spider gears, also inside thedifferential case, ride on a shaft which is pinned into the differential case as through Which all the power is transmitted. The case is driven by the fe gear which is bolted fast to the case. The conventional differential is itted as standard equipment on most vehicles. On paved roads this System is very successful, giving predictable handling, even tire wear and requiring very little maintenance. However, in off road situations Where traction surfaces vary greatly, this type of differential has a major limitation. When one wheel has greater traction than the other, all the Power will be directed to the wheel with the least traction. For example, if one wheel is in the air and the other wheel is still on a hard surface, then all the power will be transferred to the wheel in the air. No power will go to the one on the ground and the vehicle will not move. Limited Slips: (LSD's) come in a variety of designs. Most use friction plates, cones and/or gears to reduce slippage between each of the tires. These units have a dual power path from the differential case to the axle shafts. Some power is transmitted through the spider gears to the side gears in the conventional manner. The remainder is transmitted by friction between the differential case and the clutch plates and the side gears. A certain amount of "clutch preload" is built into the unit in a static condition. Then, as load is applied to the differential, the separation forces between the spider gears and the side gears increases this clutch loading. This increase in friction provides for a good positive power flow from the case directly to the side gears. When traction is available to both wheels, the power going to the differential causes the plates to bind tightly together, giving even power to both wheels 5. Pneumatic Components The word _pneuma’ comes from Greek and means breather wind. The word pneumatics is the study of air movement and its phenomena is derived from the word pneuma. Today pneumatics is mainly understood to mean the application of air as a working medium in industry, especially the driving and controlling of machines and equipment. Pneumatics has for some considerable time been used for carrying out the simplest mechanical tasks in more recent times has played a more important role in the development of pneumatic technology for 12Sutomation, Pneumatic systems operate on a ‘supply of compressed air Which must be made available in sufficient quantity and at a pressure to Suit the capacity of the system. When the pneumatic system is being adopted for the first time, however, it will indeed be necessary to deal with the question of compressed air supply. The key part of any facility for supply of compressed air is by means of reciprocating compressors. A compressor is 2 machine that takes in air, gas at a certain pressure and delivers the air at a high pressure. Compressor capacity is the actual quantity of air compressed and delivered and the volume expressed is that of the air at intake conditions namely at atmosphere pressure and normal ambient temperature. The compressibility of the air Was first investigated by Robert Boyle in 1962 and that found that the Product of pressure and volume of a particular quantity of gas. PV = C (or) PiVi = P2V2 In this equation the pressure is the absolute pressure which for free is about 14.7 Psi and is of courage capable of maintaining @ column of mercury, nearly 30 inches high in an ordinary barometer. Any gas can be used in a pneumatic system but air is the most used system nowadays.Production Of Compressed Air The key part of any facility for supply of compressed air is by means of reciprocating compressor. A compressor is @ machine that takes in air, gas at a certain pressure and delivers the air at a high pressure. Compressor capacity is the actual quantity of air compressed and delivered and the volume expressed is that of the air at intake conditions namely at atmosphere pressure and normal ambient temperature. 3.5 Cylinder Technical Data: Piston Rod: M.S. hard Chrome plated Seals: Nitrile (Buna — N) Elastomer End Covers: Cast iron graded fine grained from 25mm to 300mm Piston: -Aluminium. Media: -Air. Temperature Range: 0°c to 85°c 6. PARTS OF PNEUMATIC CYLI N DER Pneumatic cylinderPiston: The piston is a cylindrical member of certain length which reciprocates inside the cylinder. The diameter of the piston is slightly less than that of the cylinder bore diameter and it is fitted to the top of the piston rod. It is one of the important parts which convert the pressure energy into mechanical power. The piston is equipped with a ring Suitably proportioned and it is relatively soft rubber which is capable of Providing good sealing with low friction at the operating pressure. The Purpose of piston is to provide means of conveying the pressure of air inside the cylinder to the piston of the oil cylinder. Generally piston is made up of Aluminium alloy-light and medium work. Brass or bronze or Cl-Heavy duty. The piston is a single acting spring return type. The piston moves forward when the high- pressure air is turned from the right side of the cylinder. The piston moves backward when the solenoid valve is in OFF condition. The piston should be as strong and rigid as possible. The efficiency and economy of the machine primarily depends on the working of the piston. It must operate in the cylinder with a minimum of friction and should be able to withstand the high compressor force developed in the cylinder and also the shock load during operation. The piston should possess the following qualities. a. The movement of the piston does not create much noise. b. It should be frictionless. c. It should withstand high pressure. e Piston rod: The piston rod is circular in cross section. It connects a piston with another cylinder. The piston rod is made of mild steel ground and polished. A high finish is essential on the outer rod surface to minimize wear on the rod seals. The piston rod is connected to the piston by mechanical fastening. The piston and the piston rod can be separated if necessary. One end of the piston rod is connected to the bottom of the piston. The other end of the piston rod is connected to the other piston rod by means of coupling. The piston transmits the working force to the oil cylinder through the piston rod. The piston rod is designed to withstand the high compressive force. It should avoid bending and withstand shock loads caused by the cutting force. The piston moves inside the rod seal fixed in the bottom cover plate of the cylinder. The sealing arrangements prevent the leakage of air from the bottom of the cylinder while the rod reciprocates through hit.® Solenoid Valve: The directional valve is one of the important parts of a pneumatic system. Commonly known as DCV, this valve is used to control the direction of airflow in the pneumatic system. The directional valve does this by changing the position of its internal movable parts. This valve was selected for speedy operation and to reduce the manual effort and also for the modification of the machine into an automatic machine by means of using a solenoid valve. A solenoid is an electrical device that converts electrical energy into straight line motion and force. parts of a solenoid valve Spring Soleniod Wire with electronic ie Coil Winding charge to activate plunger Plunger Opens = F Plunger and closes valve Liquid How D> [7 Parts of a Solenoid Valve Coil: The solenoid coil is made of copper wire. The layers of wire are separated by an insulating layer. The entire solenoid coil is covered with a varnish that is not affected by solvents, moisture, cutting oil or often fluids. Coils are rated in various voltages such as 115 volts AC, 230 volts AC, 460 volts AC, 575 Volts AC, 6 Volts DC, 12 Volts DC, 24 Volts DC, 115 Volts DC & 230 Volts DC. They are designed for such frequencies as 50 Hz to 60 Hz. Ai) Solenoid plunger: The Solenoid plunger is the mover mechanism of the solenoid. The plunger is made of steel laminations which are riveted together under high pressure, so that there will be no movement of the lamination with respect to one another. At the top of the plunger a pin hole is placed for making a Clean condition of the suction air is one of the factors, which decides the life of a compressor. Warm and moist suction air will result in increased 15Precipitation of condense from the compressed air. Compressor may be classified in two general types. © Positive displacement compressor. © Turbo compressor 7. Working principle The main purpose of this project is to lock the differential or to disengage the differential at the time when it is needed to be. So to lock the differential we need to connect the two shafts on either side so that the differential has no effect on the axle. Now to connect the two shafts we use two circular plates on either side of the differential. Both are in such a way that they get mated as soon as possible even in their rotation. So when the pneumatic valve is actuated then one of the plates is pushed to the other so that the plates get mated and hence the shafts are connected. So thus the differential is disengaged. To engage the differential again a spring is used to push the plates apart. Thus this is the working principle of this project.BLOCK DAIGRAM OF WRIKING UNIT PUSH BUTT | OR SWITCH | [ees ea COMPRESSOR J FLowcoxreot |_,] — soLENoID (OR) AIR TANK VALVE OPERATED VALVE DIFFERENTIAL LEVER UNIT MECHANISM | PNECMATIC CYLINDER ASSEMBLY LAYOUT OF THE AUTOMATIC DIFFERENTIAL LOCK UNIT SYSTEM TAEMIEY LAYOUT OF THE AUTOMATIC DIFEERENTALUNTT L038 ius, scTROHZCLT8. CONCLUSION SUMMARY OF THE WORK DONE This project work has provided us an excellent opportunity and experience, to use our limited knowledge. We gained a lot of practical knowledge regarding, planning, purchasing, assembling and machining while doing this project work. We feel that the project work is a good solution to bridge the gates between institutions and industries. We are proud that we have completed the work with the limited time successfully. The AUTOMATIC LOCKABLE DIFFERENTIAL is working with satisfactory conditions. We are able to understand the difficulties in maintaining tolerances and also quality. We have done to our ability and skill making maximum use of available facilities. In conclusion remarks of our project work, let us add a few more lines about our impression project work. In concluding the words of our project, since the locking of the differential is very much useful in reducing a considerable amount of loss due the transmission through the differential and also in recovering the heavy trucks from pits in rainy season this could be a source for the above said solutions