Saturday, 15 April 2017

DESIGN AND FABRICATION OF THREE WHEELER AUTO DIFFERENTIAL SYSTEM-MINI PROJECT





A PROJECT REPORT


ABSTRACT




Now a day, machines are widely controlled by embedded system. To meet the need of exploding population economic and effective control of machines is necessary. In our project we bought all the parts and assembled it in our laboratory so we gained knowledge on the transmission system and we as mechanical engineer gained hands on experience in assembling the three wheeler auto rickshaw. A differential is a gear train with three shafts that has the property that the angular velocity of one shaft is the average of the angular velocities of the others, or a fixed multiple of that average. Power at the rear wheels move the vehicle forward overcoming external forces. Differential rod is located between the engine and wheel. It is also known as yoke rod.Its is used to convert axle of rotation. In Three-wheeler,two yoke rod is used. When the yoke or CV joint is in the disengaged position, the power transfer is interrupted. Such power interruption will enable shifting of gears smoothly without damaging gear teeth. Gearbox provides different torque at the rear wheel according to the requirements by engaging different gear combination.


SAFETY PRECAUTIONS

We should wear proper uniform and shoes.


We should handle all tools and parts carefully. Keep a fire extinguisher near your work space.
Donot allow children near the auto while working on it.


Never trust a jack rather buy some sturdy stands and use them whenever you need to cravel underneath your auto .

Never leave tools on the battery, where they might shorhe terminals the and create spark.

To avoid damaged tools on workplaces.


Keep loose clothing and long hair from moving parts.


Always wear eye protection while operating any machine. Do not run the engine for long in an enclosed space.

Machines should be cleaned after use Do not keep the petrol tank open.




CHAPTER 1

INTRODUCTION

A differential is a device, usually but not necessarily employing gears, capable of transmitting torque and rotation through three shafts, almost always used in one of two ways: in one way, it receives one input and provides two outputs--this is found in most automobiles--and in the other way, it combines two inputs to create an output that is the sum, difference, or average, of the inputs.Inautomobilesand other wheeled vehicles, the differential allows each of the driving roadwheelsto rotate at different speeds, while for most vehicles supplying equal torque to each of themThe mention of three wheelers in India bring forth such similar images. the rickshaw look that has been greatly embedded on our minds.The very mention of the project as a three wheeler design made people think that I am doing something on the auto rickshaw platform.Very soon I realized that I will have to have a form that will have to destroy such image.Automobile engineering is the one of the stream of mechanical engineering. It deals with the various types of automobiles, their mechanism of transmission systems and its applications. Automobiles are the different types of vehicles used for transportation of passengers, goods, etc. Basically all the types of vehicles works on the principle of internal combustion processes or some times the engines are called as internal combustion engines. Different types of fuels are burnt inside the cylinder at higher temperature to get the transmission motion in the vehicles. Most of the automobiles are internal combustion engines vehicles only. Therefore, every mechanical and automobile engineer should have the knowledge of automobile engineering its mechanism and its various applications.




CHAPTER 2

LITERATURE REVIEW



There are many claims to the invention of the differential gear but it is likely that it was known, at least in some places, in ancient times. Some historical milestones of the differential include:



Ø    1050 BC771 BC: The Book of Song(which itself was written between 502 and 557 A.D.) makes the assertion that the South Pointing Chariot, which uses a differential gear, was invented during the Western Zhou Dynasty in China.

Ø    227 – 239 AD – Despite doubts from fellow ministers at court, Ma Jun from the Kingdom of Wei in China invents the first historically verifiable South Pointing Chariot, which provided cardinaldirection as a non-magnetic, mechanized compass.

Ø    658, 666 AD – two Chinese Buddhist monks and engineers create South Pointing Chariots for Emperor Tenjiof Japan.

Ø  1027, 1107 AD – Documented Chinese reproductions of the South Pointing Chariot by Yan Su and then Wu Deren, which described in detail the mechanical functions and gear ratios of the device much more so than earlier Chinese records.
Ø  1720 – Joseph Williamson uses a differential gear in a clock.

Ø    1810 – Rudolph Ackermann of Germany invents a four-wheel steering system for carriages, which some later writers mistakenly report as a differential.

Ø    1827 – modern automotive differential patented by watchmaker OnésiphorePecqueur(1792–1852) of the Conservatoire des Arts et MétiersinFrance for use on a steam cart. (Sources: Britannica Online and [1])

Ø    1832 – Richard Roberts of England patents 'gear of compensation', a differential for road locomotives.

Ø    1876 – James Starleyof Coventry invents chain-drive differential for use on bicycles; invention later used on automobiles by Karl Benz.

Ø    1897 – first use of differential on an Australian steam car by David Shearer.

Ø     1913 – Packard introduces the spiral-gear differential, which cuts gear noise.

Ø    1926 – Packard introduces the hypoid differential, which enables the propeller shaft and its hump in the interior of the car to be lowered.

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Ø    1958 – Vernon Gleasmanpatents the Torsendual-drive differential, a type of limited slip differential that relies solely on the action of gearing instead of a combination of clutches and gears.




CHAPTER 3

DIFFERENTIAL WORKS:




3.1Ring Gear:

Transfers power to the differential case assembly.

3.1.1Side/spider gears:

Help both wheels to turn independently when turning.

3.1.2Differential case assembly:

Holds the ring gear and other components that drive the rear axle.




3.2Gear box

Ø  A gear is a toothed wheel designed to transmit the force to another gear or toothed component. The teeth of a gear is known as cogs. They are shaped to minimize wear, vibration and noise and at the same time maximize the efficiency of power transmission.


Ø  Gears of different size, the larger one is called a wheel and the smaller one is called a pinion, are used in pairs so that the force of the driving gear can produce a larger force in the driven gear, that also at a lower speed or it can be for the purpose of producing a smaller force at a higher speed.




CHAPTER 4

DESIGN AND FABRICATION


4.1 INTRODUCTION

A differential is a gear train with three shafts that has the property that the angular velocity of one shaft is the average of the angular velocities of the others, or a fixed multiple of that average., it helps to havethe knowledge of differentcomponentsand its working.


4.2 SELECTION OF AUTO RICKSHAW



In India the Ape is most commonly found in the form of an auto rickshaw. A relatively small number of Apes is still made in Italy. On October 16, 2013, Piaggio announced that the production of Ape would be completely shut down in Italy and entirely moved to India.










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4.3 MATERIAL REQUIRED FOR THREE WHEELER AUTO

SL
COMPONENTS
QUANTITY



1
4 stroke engine
1



2
Transmission shaft
1



3
Yoke rod & coupling
2



4
Clutch plate
1



5
Petrol tank
1



6
Gear box setup
1



7
Brake wires
2



8
Clutch wires
2



9
Bolts & Nuts
1 box



10
Starting lever
1






Table 4.1MATERIAL REQUIRED FOR THREE WHEELER AUTO






4.5Technical specification of Auto Rickshaw

Bajaj Auto Rickshaw

This type of auto rickshaw is in great use for commercial transportation. Specially designed for better performance the vehicle is entitled with durability, good looks and fuel efficiency.

4.5.1Technical specifications:

Engine

Type                                          2 Stroke

Cooling Type                       Forced Air Cooled

Displacement                       145.45 cc

Max Power                            7 bhp( 5.15 kW) @ 5000 rpm

Max Torque                           12.1 Nm @ 3500 rpm

Ignition Type                        CDI




Transmission Type             4 forward and one reverse

Clutch Type                          Wet multidisc type




Electrical System




System                                     12V AC + DC

Head Light                            35/35W

Horn                                          12 V AC







8




Chassis

Chassis Type                         Monocoque

Maximum Payload             333 kg





Suspension




Front                            Helical spring and hydraulic shockabsorber with antidive

Suspension               link

Rear                             Independent suspension with spring and hydraulic shock

Suspension               Absorber

Tyres

Front Tyre Size      4.00-8, 4PR

Rear Tyre Size        4.00-8, 4PR 2 Nos.








Brakes

Front Brakes           Drum Hydraulic

Rear Brakes             Drum Hydraulic













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CHAPTER 5

FUNCTIONAL DISCRIPTION

The following description of a differential applies to a "traditional" rear-wheel-drive car or truck with an "open" or limited slip differential.Torqueis supplied from the engine, via the transmission, to a driveshaft (British term: 'propeller shaft', commonly and informally abbreviated to 'prop-shaft'), which runs to the final drive unit and contains the differential. A spiral bevel pinion gear takes its drive from the end of the propeller shaft, and is encased within the housing of the final drive unit. This meshes with the large spiral bevel ring gear, known as the crown wheel.

5.1Loss of traction

One undesirable side effect of a conventional differential is that it can reduce overall torque

– the rotational force which propels the vehicle. The amount of torque required to propel the vehicle at any given moment depends on the load at that instant – how heavy the vehicle is, how much drag and friction there is, the gradient of the road, the vehicle's momentum, and so on. For the purpose of this article, we will refer to this amount of torque as the "threshold torque"

5.2Epicyclic differential

An epicyclic differential uses epicyclic gearing to split and apportion torque asymmetrically between the front and rear axles. An epicyclic differential is at the heart of the Toyota Prius automotive drive train, where it interconnects the engine, motor-generators, and the drive wheels (which have a second differential for splitting torque as usual). It has the advantage of being relatively compact along the length of its axis (that is, the sun gear shaft)

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5.3Spur-gear differential

This is another type of differential that was used in some early automobiles, more recently the Oldsmobile Toronado, as well as other non-automotive applications. It consists of spur gears only.A spur-gear differential has two equal-sized spur gears, one for each half-shaft, with a space between them. Instead of the Bevel gear, also known as a miter gear, assembly (the "spider") at the centre of the differential, there is a rotating carrier on the same axis as the two shafts. Torque from a prime mover or transmission, such as the drive shaft of a car, rotates this carrier.Mounted in this carrier are one or more pairs of identical pinions, generally longer than their diameters, and typically smaller than the spur gears on the individual half-shafts. Each pinion pair rotates freely on pins supported by the carrier. Furthermore, the pinions pairs are displaced axially, such that they mesh only for the part of their length between the two spur gears, and rotate in opposite directions.

5.4Non-automotive applications

A differential gear train can also be used to allow a difference between two input axles. Mills often used such gears to apply torque in the required axis. It's also used in fine mechanical watches with a hand to show the amount of reserve power in the mainspring.The oldest known example of a differential was once thought to be in the Antikythera mechanism. It was supposed to have used such a train to produce the difference between two inputs, one input related to the position of the sun on the zodiac, and the other input related to the position of the moon on the zodiac; the output of the differential gave a quantity related to the moon's phase. It has now been proven that the assumption of the existence of a differential gearing arrangement was incorrect.

Differentials, usually flat but also spherical, are used in wristwatches to allow the power reserve to be indicated. Power from the mainspring is split via the differential to the time indications and the power reserve indicator. Differentials are also used in watchmaking to link two separate regulating systems with the aim of averaging out errors. GreubelForseyuse a spherical differential to link two double tourbillon systems in their Quadruple Differential Tourbillon.



5.5Active differentials

A relatively new technology is the electronically-controlled 'active differential'. An electronic control unit (ECU) uses inputs from multiple sensors, including yaw rate, steering input angle, and lateral acceleration – and adjusts the distribution of torque to compensate for undesirable handling behaviours like understeer. Active differentials used to play a large role in the World Rally Championship, but in the 2006 season the FIA has limited the use of active differentials only to those drivers who have not competed in the World Rally Championship in the last five years.

Fully integrated active differentials are used on the Ferrari F430, Mitsubishi Lancer Evolution, and on the rear wheels in the Acura RL. A version manufactured by ZF is also being offered on the latest Audi S4 and Audi A4.

The second constraint of the differential is passive – it is actuated by the friction kinematics chain through the ground. The difference in torque on the roadwheels and tires (caused by turns or bumpy ground) drives the second degree of freedom, (overcoming the torque of inner friction) to equalise the driving torque on the tires. The sensitivity of the differential depends on the inner friction through the second degree of freedom. All of the differentials (so called “active” and “passive”) use clutches and brakes for restricting the second degree of freedom, so all suffer from the same disadvantage – decreased sensitivity to a dynamically changing environment. The sensitivity of the ECU controlled differential is also limited by the time delay caused by sensors and the response time of the actuators.



Ø    Aron's electricity meter, an early electricity meter, relying on the use of a mechanical differential.12


CHAPTER 6

DESIGN OF THREE WHEELER

6.1Frame:

The frame serves as a skeleton upon which parts like gearbox and engine are mounted. It can be made of steel, aluminum or an alloy. It keeps the wheels in line to maintain the handling of the three-wheeler.

6.2Suspension:

It is a collection of springs and shock absorbers. It can be of two types: front suspension and rear suspension. It insulates both the rider and the bulk of the machine from road shocks and also keeps the wheels in the closest possible contact with the ground and gives control of the vehicle to the rider. The front suspension helps to guide the front wheel, to steer, to spring, to dampen, and to provide support under braking.

6.3Wheels:

A wheel is a circular object which with an axle, allows low friction in motion by rolling. A wheel is made up of the rim and spokes or disc plate. Wheels should be aligned properly because it directly influences driving. Two-wheeler wheels are generally of aluminum or steel rims with spokes.


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6.4Brakes:

Generally, there are two independent brakes on a two-wheeler: one set on the front wheel and one on the rear, however, there are many models which have 'linked brakes' and apply both at the same time. The front brake is generally much more powerful than the rear brake. Brakes can either be drum or disc based. When the rider operates one of the brakes, a fluid element known as hydraulics is pressurized to provide the required forces to squeeze the brake pad material onto the rotor and slow down or stop the vehicle.

CHAPTER 7

AUTOMOTIVE DIFFERENTIAL WITH REDUCTION RATIO

We shall now design a differential using a worm gear reduction around the miter gear set. This is inspired from the“Napier Worm Gear Drive” invented by the British “Napier& Sons” before the

First World War. The company waslater consumed by “English Electric” however their concept of a worm drive seems very promising.



7.1Input Parameters

Input power:
5.8913 kW
Input Speed:
4100 rpm
Input Torque:
13.7231 Nm
Reduction Ratio Reqd.:
7:1





7.2Design Objective

To design a differential offering a reduction ratio of 7 (7:1). It reduces output speed 7 times and multiplies output torque 7 times.

7.3DESIGN OF INNER BEVEL SET

7.3.1Constraints for Inner Bevel Set

Miter Gears:

Pitch geometry (D)                                  = 80 mm

= 45°





15


Pitch cone Angle (φ)




Back cone Angle (β)
= 45°
Pressure Angle (ψ)
= 20°




Module (m)                                                     = 4 mm

Velocity Ratio (G)                                   = 1 (1:1)

Height of Dedendum (hf):

hf= 1.25*m

  1.25*4

  5 mm

Mean Radius (Rmean):

Rmean =22sin(          )
=802192sin 45
=33.28 mm

Minimum Number of Teeth on Pinion (Zmin):

2hacos ( )
Zmin=             2
24cos (45)

Zmin=4    20  2
Zmin = 12.08 teeth ≈13 teeth




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Actual Number of Teeth (Zact):

D= m*Z80 = 4 * Z

Z= 20 teeth

Since Zact>Zmin               PERMISSIBLE




Force Analysis of Inner Bevel Set

Torque acting on Bevel Set (T) = 96.0617Nm =96061.7Nmm

Speed of rotation of Bevel Set = 585.7143 rpm
Tangential Force (FT)=

(FT)= 2886.021811 N

Radial Force on Pinion (FR):

FR = FTtan(ψ)cos(φ)

FR = FTtan(20)cos(45)

FR = 742.649 N

7.4Temperature Rise:

The temperature must not show a rise greater than 380C ( ), and temperature of lubrication oil should be maintained at less than or around 600C, so that the viscosity index is maintained, (considering a mineral oil).

Also if the oil gets too hot, viscosity will drop, but also due to higher temperature seals may get damaged. Since the system normally only produces a temperature rise of up to 34.190C and max. permissible rise is normally to be kept under 380C we can allow overloading conditions, so long as temperature rise is below 380C


CHAPTER 8

GEAR RATIO CALCULATION


8.1Gear Box :



Gear box contain gearing arrangement to get different speeds. Gears are used to get more than one speed ratios. When both mating gears have same number of teeth, both will rotate at same number speed. But when one gear has less teeth than other, the gear with less number of teeth will rotate faster than larger gear. In a typical car, there may be six gears including one reverse gear. First gear gives low speed but high torque. Higher gears give progressively increasing speeds.Gears are engaged and disengaged by a shift lever.

Figure 8.1











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8.2FORMULAS AND CALCULATION


Finding gear ratio:


1st gear = PR *(T8/T9)


2nd gear= PR*(T6/T5)


3rd gear= PR*(T4/T3)


4th gear= 1:1


Permanent reduction (PR) = (T2/T1)

T4, T6, T8      No. of teeth on driven
T3, T5, T7      No. of teeth on driver



8.3EXPERIMENTAL CALCULATION

Calculation of gear ratios



Driver



Driven









Sl
Gears
Shaft
Teeth
No of
Shaft
Teeth
No of teeth
no



teeth











1
First
Main
T8
57
Lay
T7
12


Shaft


Shaft


2
Second

T6
53

T5
17
3
Third

T4
47

T3
22
4
Fourth

T2
41

T1
29









Table 8.1CALCULATION OF GEAR RATIO









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Permanent reduction (PR) =T2/T1
=41/29

=1.45≈1

First gear ratio

=PR*(T8/T7)

=1*(57/12)

=4.75 First gear ratio=1:4.75


Second gear ratio =PR*(T6/T5) =1*53/17 =3.117

Second gear ratio=1:3.117


Third gear ratio

=1*47/22

=2.3416 Third gear ratio=1:2.3416


Fourth gear ratio =1

Fourth gear ratio=1:1

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CHAPTER 9

DIFFERENTIAL PARTS
 

































Figure 9.1

9.1Power flow

Ø  Drive shaft spins the Pinion gear.

Ø   Pinion gear turns the larger ring gear to producegear reduction.

Ø  Ring gear attached to differential case, hence itrotates with the ring gear.

Ø  Differential case spins the sun gears which are attached to the axles.


 9.2Function

Ø  Transfers power from driveshaft to the wheels.

Ø   Provides final gear reduction.

Ø   Splits amount of torque going to each wheel.

Ø   Allow the wheels to rotate at different speeds in turns.

9.3Differential carriers

Removable carrier:

can be serviced at a workbench.

Integral or unitized carrier

formed as a part of axle housing.

9.4Breather tube

Ø  Breather tube vents pressure or vacuum in or out of the rear axle astemperature changes.

Ø  If blocked lubricant could blow out the axle seals or pinion drive gear seals.

9.5Differential lubrication

Ø  Uses 80W-90 hypoid oil (distinct smell).

Ø  Remove fill plug (mostly with 3/8” ratchet) insert finger;if you are able to touch oil, level is good.

9.6Removing rear axle

Ø  Integral carrier: remove the center pin, use a magnet and remove the c-clipsholding the axle on to the sun gears, and remove the axle.

Ø  Removable carrier type:Remove the bolts holding the axle flange to thedrum/disc backing plate and pull the axle.




9.7Differential adjustment

Ring and pinion gear backlash refers to theamount of space between the meshing teeth of the gears.

Ø  Hydrate ferric oxide (yellow oxide of iron) is used to check the contact patternbetween pinion and ring gear.

Ø  Too little back lash will cause the gears to jam and too much backlash willcause gear noise (whirring, roaring, or clunking).

Ø  pinion gear. To decrease movethe ring gear toward the pinion gear (controlled by case bearing nuts or shims).

9.8Transaxle Axle Shaft
















Figure 9.2




9.8.1Inner Sub Shaft

A short shaftsplined to the side differential gear and connected to the inner universal joint.

9.8.2Outer Stub Shaft

A short shaftconnected to the outer universal joint and the front wheel hub.

9.9Interconnecting Shaft

The centershaft that fits between the two universal joints.



9.10Universal Joints

Ø  Universal Joints in the front drive vehicles allow the front wheels to turn and spin.

Ø   Are normally called CV Joints (Constant Velocity Joints)

Ø   Rzeppa (ball-and-cage) is normally the outer joint and is a fixed (non sliding)joint.

Ø   Outer CV Joint transfers power from the axle shaft to the hub assembly.

Ø   Locking nut is used on the hub side

Ø   Plunging (sliding) tripod Jointis commonly used on the inner joint.

Ø   Acts as a slip joint in a drive shaft forrear wheel drive vehicles.

Ø  As the front wheel moves up and downover the humps, the axle shaft must change total length.

Ø  The plunging action of the inner CVJoint allows for a change in distance between the transaxle and the hub.






9.11CV JOINT BOOT

Ø  Boots are used to keep road dirt out of theCV-joints (made of rubber).

Ø   Prevent loss of grease.

Ø   Flex with movement of the joint.

Ø   Once damaged, will make a clicking soundwhile accelerating and turning.










Figure9.3

  




CHAPTER 10

TRANSMISSION SYSTEM

The mechanism that transmits the power developed by the engine of automobile to the engine to the driving wheels is called the TRANSMISSION SYSTEM (or POWER TRAIN).It is composed of –
Ø  Clutch

Ø   The gear box

Ø   Propeller shaft

Ø   Universal joints

Ø   Rear axle

Ø   Wheel

Ø   Tyres

10.1How fluid coupling can be act as a mechanical clutch ?

In automotive applications, the pump typically is connected to the flywheel of the engine The turbine is connected to the input shaft of the transmission. While the transmission is in gear, as engine speedincreases torque is transferred from the engine to the input shaft by the motion of the fluid, propelling the vehicle . So, the behavior of the fluid coupling strongly resembles that of a mechanical clutch driving a manual transmission.

10.2Hydraulic transmission system

Fluid coupling -:A fluid coupling isa hydrodynamic device used to transmit rotating

mechanical power.It has been used in automobile transmissions as an alternative to a mechanical clutch.

10.3Construction Of a Fluid Coupling

It consists of a pump-generally known as impeller and a turbine generally known as rotor, both enclosed suitably in a casing . They face each other with an air gap. The impeller is suitably connected to the prime mover while the rotor has a shaft bolted to it.






10.4Torque converter

Torque converter is a hydraulic transmission which the torque of the vehicle reducing its speed . It provides a continuous variation of ratio from low to high. The key characteristic of a torque converter is its ability to multiply torque when there is a substantial difference between input and output rotational speed, thus providing the equivalent of a reduction gear. cars withan automatic transmission have no clutch that disconnects the transmission from the engine. So, they use an amazing device called a torque converter.

10.5Intersting facts about stator

Something a little bit tricky happens when the car gets moving. There is a point, around 40 mph (64 kph), at which both the pump and the turbine are spinning at almost the same speed (the pump always spins slightly faster). At this point, the fluid returns from the turbine, entering the pump already moving in the same direction as the pump, so the stator is not needed.


Even though the turbine changes the direction of the fluid and flings it out the back, the fluid still ends up moving in the direction that the turbine is spinning because the turbine is spinning faster in one direction than the fluid is being pumped in the other direction.



  


CHAPTER 11

STAGES OF AUTOMATIC TRANSMISSION




11.1Park(P)

Selecting the park mode will lock the transmission, thus restricting vehicle from moving




11.2Reverse( R)

Selecting the reverse mode puts the car into reverse gear, allowing the vehicle to move backward.



11.3Neutral (N)

Selecting neutral mode disconnects the transmission from the wheel.


11.3.1Low (L)

Selecting the low mode will allow you to lower the speed to move on hilly andmiddy areas.



11.3.2Drive (D)

Selecting drive mode allows the vehicle to move and accelerate through a range of gears.




11.4CLUTCH

A clutch is a mechanism which enables the rotary motion of one shaft to be transmitted at will to second shaft ,whose axis is coincident with that of first.




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Clutch is located between engine and gear box. When the clutch is flows from the engine to the rear wheels through the transmission system and the vehicle moves . when the clutch is disengaged ,the power is not transmitted to the rear wheels and the vehicle stops, while the engine is still running.






Clutch is disengaged when-

a)            Starting the engine,

b)            Shifting the gears,

c)            Idling the engine

clutch is engaged only when the vehicle is to move and is kept engaged when the vehicle is moving.
















Figure11.1









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Fuel :Enough fuel in tank. Check fuel pipes for cracks/leakage. Replace if found defective.

Electrical :Operating of all tell tale lights, switches, horn etc. Brakes: Effectiveness, lever play, dragging of the brakes.

Steering / Suspension :Smoothness, any play or looseness.

Controls : Free play, smooth operation, positive return to the close position.





11.5Fuel Saving Tips

Ø  Ride smoothly and steadily at an optimum speed of 30 40 kmph

Ø   Change the gear judiciously according to the speed requirement.

Ø   Avoid following

Ø   Sudden acceleration and frequent / sudden braking.

Ø   Driving with foot on brake pedal.

Ø   Driving with partial disengaging of clutch (half clutch).

Ø   Overloading & Driving at high speeds.

Ø   Over / under inflated tyres.

Ø   Keeping the engine running at traffic signals if the idling time is more.

Running - In

Ø  During first 2000 km running-in period do not exceed following speed limits.

Ø   Always keep within the specified running in speeds.

Ø   Do not race the engine excessively.

Ø  Do not start moving or race the engine immediately after starting. Run the engine for a minute at idle speed to give the oil a chance to work up into the engine.

11.6Starting the Engine

Ø  Turn ignition switch key ON

Ø   Ensure that vehicle is in Neutral gear, by confirming the neutral lamp in tell tale indicator is lit.

Ø   Check Tell tale lights for Battery charging indicator in tell tale indicator is lit.

Ø   Use ignition switch key to start the vehicle.

Ø   Wait for about a minute for engine to warm up before engaging gears and moving on.

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11.6.1Shifting Gears

Ø  Close the throttle while pressing the clutch.

Ø   Shift into the next higher or lower gear.

Ø   Open the throttle partially, while releasing the clutch.

11.6.2Reverse Gear

For engaging reverse gear –

Ø  Change to neutral, stop the vehicle with engine in idling condition.

Ø   Pull the reverse gear lever.

Ø   Press clutch .

Ø   Engage transmission into first gear.

Ø   Release the clutch pedal lever and open throttle to set the vehicle in motion.

11.7On Petrol mode

Ø  Put Selector switch in Petrol mode.

Ø   Wait for some time for filling of the Carburettor bowl.

Ø   Crank the engine.

11.7.1Engine Oil replacement

Replace oil as per Lubrication Chart.

For Replacing Engine Oil :

Ø  Run the engine for about 10 minutes to warm up the oil

Ø   Place the vehicle on a level ground so that the oil settles down

Ø   Remove oil drain plug. Let the oil drain completely

Ø   Tighten the drain plug

Ø  Remove oil filling plug and pour the correct quantity of recommended oil. • Ensure oil level at top ‘C’ level of dipstick

Ø  Fit back oil filling plug. Ensure that there is no oil leakage.








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11.7.2Differential Oil level

Ø  Place the vehicle on a level ground.

Ø   Let the oil settle for a few minutes.

Ø   Remove differential oil level bolt.

Ø   The oil level is correct, if oil just starts flowing out when bolt is removed.

Ø  If oil is not flowing out i.e. Less oil level top up with specified oil till the oil starts flowing out. Fit back oil level bolt.

11.8Propeller Shaft

Greasing Do the Propeller shaft greasing at every 5000 kms.

Use only following recommended grease for greasing the propeller shaft. Hindustan petroleum - AP3

Castro/ volvotine - NLGI-3

Indian Oil - Servo RR3

Bellows of propeller shaft should be kept in good condition and replaced immediately if torn. Torn bellows will allow dust and water entry into the propeller shaft flanges which will cause damage to flanges, slider blocks and pins and reduce its life.

11.9Brake Oil container

Brake oil container is located on Master Cylinder near brake pedal. Check the brake fluid level by looking at the reservoir. Check that the fluid level is between the “Max” and “Min” lines. If the brake fluid level is near the “ Min” line, fill it up to the “MAX” line with recommended brake fluid.






















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CHAPTER 12

COST OF THE PRODUCT

SL
COMPONENTS
QUANTITY
COST(RS)




1
4 stroke engine
1
6000




2
Transmission shaft
1
1500




3
Yoke rod & coupling
2
1000




4
Clutch plate
1
500




5
Petrol tank
1
350




6
Gear box setup
1
2000




7
Brake wires
2
150




8
Clutch wires
2
100




9
Bolts & Nuts
1 box
100




10
Starting lever
1
300






TOTAL
12000









Table 12.1






































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CHAPTER 13

ADVANTAGES & DISADVANTAGES

13.1Advantages


Ø  Reduction ratio of even 20:1 is possible by this method.

Ø  Worm shaft is placed higher in this arrangement near the underbelly of the chassis thus less prone to damage.

Ø  Entire structure is centralized in terms of mass & since C.G. is in the center the positioning is easier.

Ø  The entire differential offers rotational flexibility about the drive axle axis thus the worm shaft can be tilted at any angle without any trouble or complications. This will not affect the design calculations nor increase design complexity.

Ø  The entire enclosure floats around the mechanism. Once disconnected from its mounting, both the shells can come apart offering maintenance worker complete access to the mechanism from any angle.

Ø  Design is very simple and has good serviceability.




















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13.2Disadvantages


Ø  Limited efficiency at best up to 95%.

Ø  Due to poorer efficiency, temperature rise must be within permissible limits or else seals may get damaged. Also excessive temperature could lead to tooth failure due to seizure.

Ø  The entire system is made of two metals. The worm wheel normally has to be made of a more conformable metal (such as Phosphor Bronze). This may increase costs.

Ø  If the gearing size requirement is larger (for increased torque transmitting capacity), height increases

Ø  Since the worm wheel is made out of phosphor bronze, whose wear strength is not as high as that of alloy steels, the frequency of replacement of worn out parts may be greater.



13.3APPLICATIONS AND SCOPE

Ø  Encourages public transport use as one can easily get to one’s destination from the end point if in a hurry, or it is raining, etc.

Ø  Encourages non-ownership of private vehicles as point-to-point transportation is easily available for special occasions.

Ø  TSR/taxi drivers do not cheat when supply is abundant and fare structure is reasonable, and so passengers are not scared of hassles and arguments.

















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CHAPTER 14

CONCLUSION

Overall, the worm gear differential seams viable for heavy, load-carrying vehicles used for construction and material transportation as well as public transport such as buses. However for small reduction ratios the system can be made even more compact as mentioned above, hence permitting use in consumer vehicles.

In this project we gained the knowledge about the fabrication of differential system and how

the differential system
in  three wheeler auto works. All   the required materials and parts are
purchased and assembled
in our college laboratory .In our project we gained hands on experience on

assembling the three wheeler auto. It meet over the ordinary existing auto .Our project three wheeler auto rickshaw is built comparatively in small budget. Enough knowledge on the functioning of the differential system and also about the assembling of the auto are gained










































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CHAPTER 15

REFERENCE



Ø  Provatidis, Christopher, G. (2003). "A critical presentation of Tsiriggakis’ gearless differential". Mobility & Vehicles Mechanics

Ø  Wright, M T. (2005). "The Antikythera Mechanism and the early history of the Moon Phase Display". Antiquarian Horology29 (3 (March 2006)): 319–329.

Ø  H. Johannsen, L. Lasek, S. Sohr, P. Krams: "Safety Concept for Narrow Track Urban Vehicles;"; InnovativerKfz-Insassen- and Partnerschutz - Fahrzeugsicherheit 2010, VDI-Konferenz Berlin, 20./21.11.2003
Ø  Osendorfer, H; Rauscher, S.: “The development of a new class of two-wheeler vehicles”; 17th

Int. ESV-conference Amsterdam, June 4-7, 2001; Proceedings

Ø  Internal Investigation of TAKATA-PETRI by using the actual Database of the GIDAS – German In Depth Accident Study

Ø  Internal Investigation of TAKATA-PETRI by using the actual Database of the NASS – National Automotive Sampling System –look at: http://www-nrd.nhtsa.dot.gov/departments/nrd-30/ncsa/NASS.html

Ø  Monitoring of ACEA’s Commitment on CO2 Emission Reduction from Passenger Cars; Final Report, Commission of the European Communities, 2002

Ø  Bri1999] Van den Brink, C.Realisation of high performance man wide vehicles with an automatic active tilting mechanism, EAEC conference, Barcelona 1999

Ø  [Con2005]Conrads, Axel: KonstruktioneinesDreiradfahrzeugsmitKurvenneigetechnik, Diploma thesis, IKA, RWTH Aachen, 2005

Ø  [DC1997] DaimlerChrysler AG, Presseveröffentlichungzum F300 Lifejet, Stuttgart 1997

Ø  [Hib1993] Hibbard, R.: The Dynamic of Ground Vehicles with Active Tilting Suspensions, Ph.D.thesis, Departement of Mechanical Engineering, University of California Davis, 1993

Ø  [Hen1996] Henker, E.: FahrwerktechnikGrundlagen, Bauelemente, Auslegung. Vieweg-Verlag, 1996

Ø  [Kah2004] Kahlert, Jörg: Simulation technischerSysteme, ViewegPraxiswissen, ISBN 3-528-03964-7, 2004

Ø  [Kar1992] Karnopp, Dean: A Simple Model of Steering-Controlled Banking Vehicles, DSC-Vol 44, Transportations Systems , ASME 1992




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