AUTOMOTIVE CHASSIS LABORATORY MANUAL

(19PC2AE01)

1
 LIST OF EXPERIMENTS

1. Dismantling, inspection and assembling of clutch

2. Dismantling, inspection and assembling of sliding mesh gear box

3. Dismantling, inspection and assembling of constant mesh gear box

4. Dismantling, inspection and assembling of synchromesh gear box

5. Dismantling, inspection and assembling of automatic gear box

6. Dismantling, inspection and assembling of transaxle

7. Dismantling, inspection and assembling of transfer case

8. Dismantling, inspection and assembling of differential unit

9. Dismantling, inspection and assembling of brake system

10. Dismantling, inspection and assembling of suspension system

11. Dismantling, inspection and assembling of steering gear box

12. Dismantling, inspection and assembling of front and rear axle

2
 Experiment No - 01

Dismantling, Inspection, and Assembling of Clutch

Aim:
To dismantling, inspection and assembling of clutch.
Equipment &Tools:
Clutches and toolbox
Theory:
In an automobile clutch, the flywheel is connected to the engine, and the clutch plate is connected
to the transmission. When your foot is off the pedal, the springs push the pressure plate against
the clutch disc, which in turn presses against the flywheel. This locks the engine to the
transmission input shaft, making them spin at the same speed. The amount of force the clutch can
hold depends on the friction between the clutch plate and the flywheel, and how much force the
spring puts on the pressure plate.
Purpose:
1. The purpose of the clutch is to allow the driver to couple or decouple the engine and
transmission.
2. When clutch is in engaged position, the engine power flows to the transmission through it
3. When gears are to be changed while vehicle is running, the clutch permits temporary
decoupling of engine and wheels so that gears can be shifted.
Principle:
It operates on the principle of friction. When two surfaces are brought in contact and are held
against each other due to friction between them, they can be used to transmit power. If one is
rotated, then other also rotates. One surface is connected to engine and other to the transmission
system of automobile. Thus, clutch is nothing but a combination of two friction surfaces.
Requirements:
1. It should ensure smooth engagement without grab or clatter.
2. It should have the clutch with two-fold moment of inertia.
3. It should prevent gear clatter due to piston vibration caused by engine crank shaft.
4. The effort required to disengage should be minimum.
5. It must be cost effective.

3
6. It must be easy to maintain and adjust.

4
Multi-plate clutch

Procedure:
Dismantling: Given- Single plate clutch assembly:

1. Mark the pressure plate and clutch cover position with respect to each other.
2. Place the clutch assembly on the clutch drive aligning the slot on the clutch finger with the
thrust and seal on the pressure plate.
3. Compress the spring cups by clutch.
4. Loosen the mounting seat screw of the rotating plate on the retaining plate so removed.
5. Loosen the mounting seat screw of the clutch finger brackets and eccentric Pins.

Inspection:
1. Visually check the fly wheel, ring gear and pressure for crankshaft.
2. Check the flatness of friction faces of the pressure plate with straight edge.

5
3. If flatness is not found within the specific limit without the pressure plate and fly wheel can
ground so not ground below the minimum specific thickness.
4. Check the free length and tension of pressure spring.
5. Check the pressure plate tension usually for any damage. Replace the clutch plate if any
torsion spring found damaged.
6. Measure the thickness of clutch lever. Release if thickness of clutch lever is less than
minimum specified.

Assembling:
1. Place the clutch fingers bush in the clutch fingers.
2. Fit the clutch bracket with eccentric pin.
3. Hand tighter the mounting set screw of clutch bracket.
4. Align the marks of clutch plate and pressure plate and place the clutch over the pressure plate.
5. Compress the spring with clutch finger.
6. Place the pressure pad on the pressure plate and tighten the pad mounting set screws.
7. Release the load from the spring and remove clutch cover assembly from the clutch jig.
8. Place the withdrawn plate, retaining plate on the clutch jig finger; tighten mounting set screws
of the withdrawn plate.

Calculations

Outer diameter of Clutch plate

Trails Main Scale Reading VR LC D = MSR + (VC*LC) in mm

(MSR) (mm)
1
2
3
Average

6
Inner diameter of Clutch plate

Trails Main Scale Reading VR LC D = MSR + (VC*LC) in mm

(MSR) (mm)
1
2
3
Average

Thickness of Clutch plate

Trails Main Scale Reading VR LC D = MSR + (VC*LC) in mm

(MSR) (mm)
1
2
3
Average

Observation table

S. No Part name Quantity

1
2
3
4
5
6
7

Result:
Thus, the given clutch assembly is dismantled, inspected, and assembled.

7
 Experiment No - 2

Dismantling, Inspecting and Assembling of Sliding Mesh Gear Box and Finding out the
Gear Ratios

Aim:
To dismantle, inspect and assemble the given sliding mesh gear box and find out the gear ratios
Tools:
Gear box and toolbox
Theory:
An automobile requires high torque when climbing hills and when starting, even though they are
performed at low speeds. On other hand, when running at high speeds on level roads, high torque
is not required because of momentum. So, requirement of a device is occur, which can change
the vehicle’s torque and its speed according to road condition or when the driver need. This
device is known as transmission box.
Main functions:
1. Provide the torque needed to move the vehicle under a variety of road and load conditions. It
does this by changing the gear ratio between the engine crankshaft and vehicle drive wheels.
2. Be shifted into reverse so the vehicle can move backward.
3. Be shifted into neutral for starting the engine.
Major components:
1. Counter shaft:
Counter shaft is a shaft which connects with the clutch shaft directly. It contains the gear
which connects it to the clutch shaft as well as the main shaft. It may be runs at the engine
speed or at lower than engine speed according to gear ratio. It is having fixed gears
2. Main shaft:
It carries power form the counter shaft by use of gears and according to the gear ratio, it runs
at different speed and torque compares to counter shaft. One end of this shaft is connecting
with the universal shaft.
3. Gears:

8
Gears are used to transmit the power form one shaft to another. They are most useful component
of transmission box because the variation is torque of counter shaft and main shaft is dependent
on the gear ratio. The gear ratio is the ratio of the driven gear teeth to the driving gear teeth. If
gear ratio is large than one, the main shaft revolves at lower speed than the counter shaft and the
torque of the main shaft is higher than the counter shaft. On other hand if the gear ratio is less
than one, than the main shaft revolves at higher speed than the counter shaft and the torque of the
main shaft is lower than the counter shaft. A small car gear box contains four speed gear ratio and
one reverse gear ratio.
4. Bearings:
Whenever the rotary motion, bearings are required to support the revolving part and reduce the
friction. In the gear box both counter and main shaft are supported by the bearing.
Working of gear box:
In a gear box, the counter shaft is meshed to the clutch shaft with a use of a couple of gear. So,
the counter shaft is always in running condition. When the counter shaft is brought in contact
with the main shaft by use of meshing gears, the main shaft start to rotate according to the gear
ratio. When want to change the gear ratio, simply press the clutch pedal which disconnect the
counter shaft with engine and connect the main shaft with counter shaft by another gear ratio by
use of gearshift lever. In a gear box, the gear teeth and other moving metal must not touch. They
must be continuously separated by a thin film of lubricant. This prevents excessive wear and
early failure.

9
 Sliding Mesh Gear Box

1 ST
Procedure:
1. Disconnect clutch assembly.

2. Drain gear box trolley oil in a clean container.

3. Locate the gear box trolley under the gear box and unscrew clutch housing unit.

4. Check for natural position of selectors spindles, after remove selector casing unit.

5. Remove rear flange from main shaft.

10
 6. Remove clutch shaft, ball bearing, main shaft, counter shaft, pinion wheel and roller
bearings from casing.

7. Clean all parts in kerosene.

8. For calculating the gear ratios, count number teeth on 1st gear, reverse gear, 2nd gear, 3rd
gear, etc. and pinion wheel.

9. Assemble counter shaft assembly.

10. Assemble main shaft, assembly.

11. Fit the 1st gear, reverse gear, 2nd gear, 3rd gear, etc., pinion wheel, and thrust washer.

12. To check the individual gears end play measure the height difference between the bush
and the gear.

13. Check for free engagement of gears.

14. Check for free rotation of I, Reverse, II, III, etc., gear wheel.

15. Fit the clutch shaft and ball bearing.

16. Fit the flange, and selector mechanism to clutch assembly, gear box casing.

17. Fill lubricating oil. Check lubricating required level.

18. Check for any oil leakage, noise and smooth running.

19. Fit the vehicle, Connect to Battery terminals.

20. Check for proper gear engagement for different in running condition.

Observation Table

S. No Part name Quantity Remarks

1 Gear a 1 Numbre of teeth
2
3
4
5
6
7

11
Gearbox troubleshoot

12
Result:
Thus, the given gear box is dismantled, inspected and reassembled and also found the gear ratios.
1st Gear ratio = (TB/TA)*( TD/TC)
2nd Gear ratio = (TB/TA)*( TF/TE)
3rd Gear ratio = (TB/TA)*( TA/TF)
Reverse Gear ratio = (TB/TA)*( TI/TG)* ( TD/TI)

13
 Experiment No - 3

Dismantling, Inspecting and Assembling of Constant Mesh Gear Box and Finding out the
Gear Ratios

Aim:
To dismantle, inspect and assemble the given constant mesh gear box and find out the gear ratios
Tools:
Gear box and toolbox
Theory:
An automobile requires high torque when climbing hills and when starting, even though they are
performed at low speeds. On other hand, when running at high speeds on level roads, high torque
is not required because of momentum. So, requirement of a device is occur, which can change
the vehicle’s torque and its speed according to road condition or when the driver need. This
device is known as transmission box.

Main functions:

1. Provide the torque needed to move the vehicle under a variety of road and load conditions. It
does this by changing the gear ratio between the engine crankshaft and vehicle drive wheels.

2. Be shifted into reverse so the vehicle can move backward.

3. Be shifted into neutral for starting the engine.

Major components:

1. Counter shaft:

Counter shaft is a shaft which connects with the clutch shaft directly. It contains the gear which
connects it to the clutch shaft as well as the main shaft. It may be runs at the engine speed or at
lower than engine speed according to gear ratio. It is having fixed gears

2. Main shaft:

14
It carries power form the counter shaft by use of gears and according to the gear ratio, it runs at
different speed and torque compares to counter shaft. One end of this shaft is connects with the
universal shaft.

3. Gears:
Gears are used to transmit the power form one shaft to another. They are most useful component
of transmission box because the variation is torque of counter shaft and main shaft is depend on
the gear ratio. The gear ratio is the ratio of the driven gear teeth to the driving gear teeth. If gear
ratio is large than one, the main shaft revolves at lower speed than the counter shaft and the
torque of the main shaft is higher than the counter shaft. On other hand if the gear ratio is less
than one, than the main shaft revolves at higher speed than the counter shaft and the torque of the
main shaft is lower than the counter shaft. A small car gear box contains four speed gear ratio and
one reverse gear ratio.

4. Bearings:
Whenever the rotary motion, bearings are required to support the revolving part and reduce the
friction. In the gear box both counter and main shaft are supported by the bearing.

Working of gear box:

In a gear box, the counter shaft is meshed to the clutch shaft with a use of a couple of gear. So the
counter shaft is always in running condition. When the counter shaft is bring in contact with the
main shaft by use of meshing gears, the main shaft start to rotate according to the gear ratio.
When want to change the gear ratio, simply press the clutch pedal which disconnect the counter
15
shaft with engine and connect the main shaft with counter shaft by another gear ratio by use of
gearshift lever. In a gear box, the gear teeth and other moving metal must not touch. They must
be continuously separated by a thin film of lubricant. This prevents excessive wear and early
failure. Therefor a gearbox runs partially filled with lubricant oil.

Procedure:
1. Disconnect clutch assembly.

2. Drain gear box trolley oil in a clean container.

3. Locate the gear box trolley under the gear box and unscrew clutch housing unit.

4. Check for natural position of selectors spindles, after remove selector casing unit.

5. Remove rear flange from main shaft.

6. Remove clutch shaft, ball bearing, main shaft, counter shaft, pinion wheel and roller
bearings from casing.

7. Clean all parts in kerosene.

8. For calculating the gear ratios, count number teeth on 1st gear, reverse gear, 2nd gear, 3rd
gear, etc. and pinion wheel.

9. Assemble counter shaft assembly.

10. Assemble main shaft, assembly.

11. Fit the 1st gear, reverse gear, 2nd gear, 3rd gear, etc., pinion wheel, and thrust washer.

12. To check the individual gears end play measure the height difference between the bush
and the gear.

13. Check for free engagement of gears.

14. Check for free rotation of I, Reverse, II, III, etc., gear wheel.

15. Fit the clutch shaft and ball bearing.

16
16. Fit the flange, and selector mechanism to clutch assembly, gear box casing.

17. Fill lubricating oil. Check lubricating required level.

18. Check for any oil leakage, noise and smooth running.

19. Check for proper gear engagement for different in running condition.

Gearbox troubleshoot

17
Result:
Thus, the given gear box is dismantled, inspected, and reassembled and found the gear ratios.
1st Gear ratio =
2nd Gear ratio =
3rd Gear ratio =
4th Gear ratio =

18
 Experiment – 4

Dismantling, Inspecting and Assembling of Synchro Mesh Gear Box and Finding out the
Gear Ratios

Aim:
To dismantle, inspect and assemble the given synchro mesh gear box and find out the gear ratios

Tools:
Gear box and toolbox

Theory:
An automobile requires high torque when climbing hills and when starting, even though they are
performed at low speeds. On other hand, when running at high speeds on level roads, high torque
is not required because of momentum. So, requirement of a device is occurred, which can change
the vehicle’s torque and its speed according to road condition or when the driver need. This
device is known as transmission box.

Main functions:

1. Provide the torque needed to move the vehicle under a variety of road and load conditions. It
does this by changing the gear ratio between the engine crankshaft and vehicle drive wheels.

2. Be shifted into reverse so the vehicle can move backward.

3. Be shifted into neutral for starting the engine.

Major components:

1. Counter shaft:

Counter shaft is a shaft which connects with the clutch shaft directly. It contains the gear which
connects it to the clutch shaft as well as the main shaft. It may be runs at the engine speed or at
lower than engine speed according to gear ratio. It is having fixed gears

2. Main shaft:

19
It carries power form the counter shaft by use of gears and according to the gear ratio, it runs at
different speed and torque compares to counter shaft. One end of this shaft is connects with the
universal shaft.

3. Gears:
Gears are used to transmit the power form one shaft to another. They are most useful component
of transmission box because the variation is torque of counter shaft and main shaft is depend on
the gear ratio. The gear ratio is the ratio of the driven gear teeth to the driving gear teeth. If gear
ratio is large than one, the main shaft revolves at lower speed than the counter shaft and the
torque of the main shaft is higher than the counter shaft. On other hand if the gear ratio is less
than one, than the main shaft revolves at higher speed than the counter shaft and the torque of the
main shaft is lower than the counter shaft. A small car gear box contains four speed gear ratio and
one reverse gear ratio.

4. Bearings:
Whenever the rotary motion, bearings are required to support the revolving part and reduce the
friction. In the gear box both counter and main shaft are supported by the bearing.

20
 Synchro Mesh Gear Box

A- Clutch shaft
B - Clutch shaft gear wheel
C, D&E - Main shaft gear wheel
U1, U2,U3 & U4 – Lay shaft gear wheel
U5 - Idler gear wheel
S1 & S2 - Synchromesh Unit
K1, K2, L1 & L2 Synchro Ring

Working of gear box:

In a gear box, the counter shaft is meshed to the clutch shaft with a use of a couple of gear. So the
counter shaft is always in running condition. When the counter shaft is bring in contact with the
main shaft by use of meshing gears, the main shaft start to rotate according to the gear ratio.
When want to change the gear ratio, simply press the clutch pedal which disconnect the counter
shaft with engine and connect the main shaft with counter shaft by another gear ratio by use of
gearshift lever. In a gear box, the gear teeth and other moving metal must not touch. They must
be continuously separated by a thin film of lubricant. This prevents excessive wear and early
failure. Therefor a gearbox runs partially filled with lubricant oil.

Procedure:
1. Disconnect battery terminals.

2. Remove front and rear propeller shaft bolts and remove propeller shaft to the chassis
frame.

3. Disconnect clutch assembly.

4. Disconnect speedometer cable reverse indicator switch wiring connections.

5. Drain gear box trolley oil in a clean container.

21
6. Locate the gear box trolley under the gear box and unscrew clutch housing unit.

7. Check for natural position of selectors spindles, after remove selector casing unit.

8. Remove rear flange from main shaft.

9. Remove clutch shaft, ball bearing, main shaft, counter shaft, pinion wheel and roller
bearings from casing.

10. Clean all parts in kerosene.

11. For calculating the gear ratios, count number teeth on 1st gear, reverse gear, 2nd gear, 3rd
gear, etc. and pinion wheel.

12. Assemble counter shaft assembly.

13. Assemble main shaft, assembly.

14. Fit the 1st gear, reverse gear, 2nd gear, 3rd gear, etc., pinion wheel, and thrust washer.

15. To check the individual gears end play, measure the height difference between the bush
and the gear.

16. Check for free engagement of gears.

17. Check for free rotation of I, Reverse, II, III, etc., gear wheel.

18. Fit the clutch shaft and ball bearing.

19. Fit the flange, and selector mechanism to clutch assembly, gear box casing.

20. Fill lubricating oil. Check lubricating required level.

21. Check for any oil leakage, noise and smooth running.

22. Fit the vehicle, Connect to Battery terminals.

23. Check for proper gear engagement for different in running condition.

22
Gearbox troubleshoot

23
Result:
Thus, the given gear box is dismantled, inspected, and reassembled and found the gear ratios.
1st Gear ratio =
2nd Gear ratio =
3rd Gear ratio =
Reverse Gear ratio =

24
 Experiment No 5

Dismantling, Inspection and Assembling of Automatic gear box

Aim: To dismantling, inspecting, and assembling of automatic gear box

Equipment and Tools: Automatic gear box, and toolbox
Theory:
An automatic transmission (sometimes abbreviated to auto or AT) is a multi-speed transmission used
in motor vehicles that does not require any driver input to change forward gears under normal driving
conditions. The most common type of automatic transmission is the hydraulic automatic, which uses
a planetary gearset, hydraulic controls, and a torque converter. Other types of automatic transmissions
include continuously variable transmissions (CVT), automated manual transmissions (AMT), and dual-
clutch transmissions (DCT). An electronic automatic transmission (EAT) may also be called an
electronically controlled transmission (ECT), or electronic automatic transaxle (EATX). The most
common design of automatic transmissions is the hydraulic automatic, which typically uses planetary
gearsets that are operated using hydraulics.[3][4] The transmission is connected to the engine via a torque
converter (or a fluid coupling prior to the 1960s), instead of the friction clutch used by most manual
transmissions. A hydraulic automatic transmission uses planetary (epicyclic) gearsets instead of the
manual transmission's design of gears lined up along input, output, and intermediate shafts. To change
gears, the hydraulic automatic uses a series of internal clutches or friction bands or brake packs. These
devices are used to lock certain gears, thus setting which gear ratio is in use at the time.
A sprag clutch (a ratchet-like device which can freewheel and transmits torque in only one direction) is
often used for routine gear shifts. The advantage of a sprag clutch is that it eliminates the sensitivity of
timing a simultaneous clutch release/apply on two planetary gearsets, simply "taking up" the drivetrain
load when actuated and releasing automatically when the next gear's sprag clutch assumes the torque
transfer. The friction bands are often used for manually selected gears (such as low range or reverse) and
operate on the planetary drum's circumference. Bands are not applied when the drive/overdrive range is
selected, the torque being transmitted by the sprag clutches instead.

25
 Automatic gear box

Procedure
1. Disconnect battery terminals.

2. Remove front and rear propeller shaft bolts and remove propeller shaft to the chassis
frame.

3. Disconnect clutch assembly.

4. Disconnect speedometer cable reverse indicator switch wiring connections.

5. Drain gear box trolley oil in a clean container.

6. Locate the gear box trolley under the gear box and unscrew clutch housing unit.

7. Check for natural position of selectors spindles, after remove selector casing unit.

8. Remove rear flange from main shaft.

9. Remove clutch shaft, ball bearing, main shaft, counter shaft, pinion wheel and roller
bearings from casing.

10. Clean all parts in kerosene.

26
 11. For calculating the gear ratios, count number teeth on 1st gear, reverse gear, 2nd gear, 3rd
gear, etc. and pinion wheel.

12. Assemble counter shaft assembly.

13. Assemble main shaft, assembly.

14. Fit the 1st gear, reverse gear, 2nd gear, 3rd gear, etc., pinion wheel, and thrust washer.

15. To check the individual gears end play, measure the height difference between the bush
and the gear.

16. Check for free engagement of gears.

17. Check for free rotation of I, Reverse, II, III, etc., gear wheel.

18. Fit the clutch shaft and ball bearing.

19. Fit the flange, and selector mechanism to clutch assembly, gear box casing.

20. Fill lubricating oil. Check lubricating required level.

21. Check for any oil leakage, noise, and smooth running.

22. Fit the vehicle, Connect to Battery terminals.

23. Check for proper gear engagement for different in running condition

Observations

S. No Part name Quantity Remarks

Result:
Thus, the given automatic gear box is dismantled, inspected, and reassembled

27
 Experiment No 6

Dismantling, Inspecting and Assembling of Transaxle

Aim: To dismantling, inspecting, and assembling of Transaxle

Equipment and Tools: Transaxle, and toolbox
Theory:
A transaxle is a single mechanical device which combines the functions of an
automobile's transmission, axle, and differential into one integrated assembly. In that way, a transaxle
can drive the axles without any additional components. This is particularly useful in front-wheel-drive
cars, where a CV axle can be plugged directly into the unit, although transaxles are also used in front-
engine rear-wheel-drive applications. The word “transaxle” is a portmanteau of the word’s
“transmission” and “driven axle,” which essentially describes what this component is and what it does.
Specifically, it transmits power from the engine to the drive wheels via the driven axles, and it also
allows the driver to change the gear ratios.

Transaxle

28
Types of Transaxle:

Engine and drive at same end

Transaxles are near-universal in all automobile configurations that have the engine placed at the same
end of the car as the driven wheels: the front-engine/front-wheel drive; rear-engine/rear-wheel drive;
and mid-engine/rear-wheel drive arrangements. Many mid- and rear engine vehicles use a transverse
engine and transaxle, similar to a front-wheel-drive unit.

Front-engine, rear-wheel drive transaxle

Front-engine, rear-wheel-drive vehicles tend to have the transmission up front just after the engine, but
sometimes a front-engine drives a rear-mounted transaxle. This is generally done for reasons of weight
distribution and is therefore common in sports cars. Another advantage is that as the driveshaft spins at
engine speed it only has to endure the torque of the engine, instead of that torque multiplied by the
1st gear ratio.

Procedure:

1. Disconnect clutch assembly.

2. Drain transaxle oil in a clean container.
3. Locate the transaxle on the table and unscrew clutch housing unit.
4. Check for the natural position of selectors spindles, after remove selector casing unit.
5. Remove rear flange from the main shaft.
6. Remove clutch shaft, ball bearing, main shaft, countershaft, pinion wheel, and roller bearings
and differential unit from casing.
7. Clean all parts in kerosene.
8. For calculating the gear ratios, count number teeth on 1st gear, reverse gear, 2nd gear, 3rd gear,
etc. and pinion wheel.
9. Calculate the final gear ratio.
10. Assemble countershaft assembly.
11. Assemble main shaft, assembly.
12. Fit the 1st gear, reverse gear, 2nd gear, 3rd gear, etc., pinion wheel, and thrust washer.
13. To check the individual gears end play, measure the height difference between the bush and the
gear.
14. Check for free engagement of gears.
15. Check for free rotation of I, Reverse, II, III, etc., gear wheel.
29
16. Fit the clutch shaft and ball bearing.
17. Fit the flange, and selector mechanism to clutch assembly, gearbox casing.
18. Fill lubricating oil. Check lubricating required level.
19. Check for any oil leakage, noise, and smooth running.
20. Fit the vehicle, Connect to Battery terminals.
21. Check for proper gear engagement for different in running condition.

Observations

S.No Part name Quantity Remarks

Calculations:
First gear ratio:
Second gear ratio:
Third gear ratio:
Fourth gear ratio:
Final gear ratio:
Result:
Thus, the given transaxle is dismantled, inspected, and reassembled

30
 Experiment No 7

Dismantling, Inspecting and Assembling of Transfer case

Aim: To dismantling, inspecting, and assembling of Transfer case

Equipment and Tools: transaxle, and toolbox
Theory:
A transfer case is a part of the drivetrain of four-wheel-drive, all-wheel-drive, and other multiple
powered axle vehicles. The transfer case transfers power from the transmission to the front and rear
axles by means of drive shafts. It also synchronizes the difference between the rotation of the front
and rear wheels and may contain one or more sets of low range gears for off-road use. The
important functions of transfer case as follows

The transfer case receives power from the transmission and sends it to both the front and rear
axles. This can be done with gears, hydraulics, or chain drive. On some vehicles, such as four-
wheel-drive trucks or vehicles intended for off-road use, this feature is controlled by the driver.
The driver can put the transfer case into either "two-wheel-drive" or "four-wheel-drive" mode.
This is sometimes accomplished by means of a shifter, similar to that in a manual transmission.
On some vehicles, this may be electronically operated by a switch instead. Some vehicles, such
as all-wheel-drive sports cars, have transfer cases that are not selectable. Such a transfer case is
permanently "locked" into all-wheel-drive mode.

Transfer cases that are designed to allow for normal road use synchronize the difference between
the rotation of the front and rear wheels, in much the same way the differential acts on a given
axle. This is necessary because the front and rear tires never turn at the same speed. Different
rates of tire rotation are generally due to different tire diameters (since front and rear tires
inevitably wear at different rates) and different gear ratios in the front and rear differentials since
manufacturers will often have a slightly lower ratio in the front vs. the rear to help with control. If
the transfer case did not make up the difference between the two different rates of rotation,
binding would occur and the transfer case could become damaged. This is also why a transfer
case that is not designed for on-road use will cause problems with driveline windup if driven on
dry pavement.

31
Transfer cases designed for off-road use can mechanically lock the front and rear axles when
needed (e.g. when one of the axles is on slippery surfaces or stuck in mud, whereas the other has
better traction). This is the equivalent to the differential lock.

The transfer case may contain one or more sets of low range gears for off-road use. Low range
gears are engaged with a shifter or electronic switch. On many transfer cases, this shifter is the
same as the one that selects 2WD or 4WD operation. Low range gears allow the vehicle to drive
at much slower speeds while still operating within the usable power band / RPM range of the
engine. This also increases the torque available at the axles. Low-range gears are used for very
inclement road conditions, towing a heavy load, driving on unimproved roads, and extreme off-
road maneuvers such as rock crawling. This feature is often absent on all-wheel-drive cars. Some
very large vehicles, such as heavy equipment or military trucks, may have more than one low-
range gear.

Types of Transfer case:

Transfer cases used on "part-time" four-wheel-drive off-road vehicles such as trucks,rock-
crawling vehicles and some military vehicles generally allow the driver to select 2WD or 4WD,
as well as high or low gear ranges. Those used in sports cars and performance sedans are usually
"transparent" to the driver; there is no shifter or select lever.

Gear-driven

There are two different types of internal power-transfer mechanism found in most transfer cases.
Gear-driven transfer cases use sets of gears to drive either the front or both the front and rear
driveshafts. These are generally strong, heavy units that are used in large trucks, but there are
currently several gear drive cases in production for passenger cars

Chain-driven
Chain-driven transfer cases use a chain to drive most often only one axle but can drive both axles.
Chain-driven transfer cases are quieter and lighter than gear-driven ones. They are used in
vehicles such as compact trucks, full-size trucks, Jeeps and SUVs. Some off-road driving
enthusiasts modify their vehicles to use gear-driven transfer cases, accepting the additional
weight and noise to gain the extra strength they generally provide

32
Housing type
Transfer case shift type

M.S.O.F.
Manual Shift On-the-Fly transfer cases have a selector lever on the driver's side floor
transmission hump and may also have either two sealed automatic front axle locking hubs or two
manual front axle hub selectors of "LOCK" and "UNLOCK" or "FREE". To engage the four-
wheel-drive system the vehicle must be moving at a low speed. The speed at which 4x4 can be
engaged depends on the vehicle. This is only for the four-wheel-drive high setting. To engage the
four-wheel-drive low setting, the vehicle must be stopped, and the transmission must be shifted to
neutral, then the four-wheel-drive low can be selected.

E.S.O.F.
Electronic Shift On-the-Fly (ESOF) transfer cases have a dash-mounted selector switch or
buttons with front sealed automatic locking axle hubs or drive flanges. Unlike the manual transfer
case, this system has a transfer case motor. To engage the four-wheel-drive system the vehicle
must be moving at lower speeds. The speed at which 4x4 can be engaged depends on the vehicle.
This is only for the four-wheel-drive high setting. To engage the four-wheel-drive low setting,
the vehicle must be stopped, and the transmission must be shifted to neutral, then the four-wheel-
drive low can be selected.

33
 4WD MODE
Procedure
Transfer case:
1. Disconnect clutch assembly.
2. Drain transfer case trolley oil in a clean container.
3. Locate the transfer case and unscrew gearbox housing unit.
4. Check for natural position of front and rear axles, after remove 2WD and 4WD selector
casing unit.
5. Remove the chain drive from the gear and pinion and roller bearings from casing.
6. Clean all parts in kerosene.
7. Assemble chain drive assembly.
8. Check for free transmission of power front and rear axle through chain drive.
9. Assemble selector mechanism, assembly.
10. Fit the gearbox assembly with screws.
11. Fit the clutch shaft and ball bearing.
12. Fill lubricating oil. Check lubricating required level.
13. Check for any oil leakage, noise and smooth running.
14. Fit the vehicle, Connect to Battery terminals.
15. Check for proper gear engagement for different in running condition.

34
Observations

S.No Part name Quantity Remarks

Result:
Thus the given transfer case and transaxle is dismantled, inspected and reassembled

35
 Experiment No – 08

Dismantling, Inspection and Assembling of Differential Unit

Aim:

To study, dismantle, inspect, and assemble the given Differential unit.

Tools required:

Toolbox

Function:

The differential is designed to drive a pair of wheels while allowing them to rotate at
different speeds. Whenever any vehicle makes a turn, the outside wheel must travel a greater
distance than the inside wheel. The drive shaft applies torque to the drive pinion gear that meshes
below the center line of a crown wheel. This type of gear set is called a hypoid gear set. A
vehicle's wheels rotate at different speeds, mainly When cornering, the inner wheel needs to
travel a shorter distance than the outer wheel, so with no differential, the result is the inner wheel
spinning and/or the outer wheel dragging, and this results in difficult and unpredictable handling,
damage to tires and roads, and strain on (or possible failure of) the entire drive train. In vehicles
without a differential, such as karts, both driving wheels are forced to rotate at the same speed,
usually on a common axle driven by a simple chain-drive mechanism. The engine is connected to
the shaft rotating at an angular velocity. The driving wheels are connected to the other two shafts,
and they are equal. If the engine is running at a constant speed, the rotational speed of each
driving wheel can vary, but the sum (or average) of the two wheels' speeds cannot change. An
increase in the speed of one wheel must be balanced by an equal decrease in the speed of the
other. (If one wheel is rotating backward, which is possible in very tight turns, its speed should be
counted as negative.). The backlash is the amount of clearance between the drive pinion and the
ring gear; excessive backlash could indicate excessive wear.
1. A differential is a device, usually, but not necessarily, employing gears, which is connected
to the outside world by three shafts, chains, or similar, through which it transmits torque
and rotation.

2. The gears or other components make the three shafts rotate.

36
3. It may seem illogical that the speed of one input shaft can determine the speeds of two
output shafts, which are allowed to vary.

4. Logically, the number of inputs should be at least as great as the number of outputs.

5. However, the system has another constraint.

6. 6. Under normal conditions (i.e only small tyre slip), the ratio of the speeds of the two
driving wheels equals the ratio of the radii of the paths around which the two wheels are
rolling, which is determined by the track-width of the vehicle (the distance between the
driving wheels) and the radius of the turn.

7. Thus the system does not have one input and two independent outputs.

8. It has two inputs and two outputs.

37
Requirement:

The differential has three jobs:

1. To aim the engine power at the wheels.

2. 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.

3. To transmit the power to the wheels while allowing them to rotate at different speeds (This
is the one that earned the differential its name).

Dismantling:

1. Remove Output shaft/drive flange

2. Pulling off Tapered roller bearing inner race

3. Remove Tapered roller bearing outer race

4. Remove Bearing body for tapered roller bearing

5. Remove Differential

6. Remove O-rings

7. Remove Adjusting ring for tapered roller bearing

8. Remove Output shaft/drive flange

9. Remove Tapered roller bearing outer race

38
10. Pulling off Tapered roller bearing inner race

11. Drive out Speedometer drive gear with drift Fit together with driver bushing

12. Remove small bevel gears, large bevel gears.

13. Circlip- Do not remove the circlip until after removing the drive flange as the compression
spring is pre-tensioned.

Inspection:

1. Visually check the final drive gear. It is riveted onto differential housing and then
machined. If differential or final drive gear is damaged, replace differential housing along
with riveted final drive gear.

2. Visually check all the spare parts and replace required parts. Replace O rings always.

3. Inspect the differential for damages or wear.

4. Check the Backlash error between the gears.

Procedure to check backlash error

1. Attach the Magnetic base on the flat surface, so that the dial indicator can sit on a ring gear
tooth.

2. Hold the pinion so it doesn’t move and gently move the ring gear back and forth just
enough to measure the backlash.

3. If you move the pinion by moving the ring gear you cannot measure the backlash error.

Assembling:

Place, position, install, press, and assemble all the spare parts as needed in the reverse order of
dismantling.

Result:
Thus, the given Differential Unit is dismantled, inspected, and assembled.

39
 Dismantling, Inspection and Assembly of brake system

Aim: To dismantle, inspect and assemble the given braking system.

Tools:
Braking system and toolbox
Theory:
A brake is an appliance used to apply frictional resistance to a moving body to stop or retard it by
absorbing its kinetic energy.
Classification of brakes:
I. From construction point of view
(a) Drum brakes (b) Disc brakes
II. By method of actuation
(a) Mechanical brakes (b) Hydraulic brakes (c) Electric brakes (d) Vacuum brakes (e) Air
brakes
The Hydraulic brake system is a braking system which uses brake fluid usually includes
ethylene glycol, to transmit pressure from the controlling unit, which is usually near the driver, to
the actual brake mechanism, which is near the wheel of the vehicle. The most common
arrangement of hydraulic brakes for passenger vehicles, motorcycles, scooters, and mopeds,
consists of the following: Brake pedal or Brake lever pushrod, also called an actuating rod,
reinforced hydraulic lines, rotor or a brake disc or a drum attached to a wheel Master cylinder
assembly includes Piston assembly is made up of one or two pistons, a return spring, a series of
gaskets or O-rings and fluid reservoir. Brake caliper assembly usually includes: One or two
hollow aluminum or chrome-plated steel pistons called caliper pistons and set of thermally
conductive brake pads.

A glycol-ether based brake fluid regularly loads the system or some other fluids are also used to
control the transfer of force or power between the brake lever and the wheel. The automobiles
generally use disc brakes on the front wheels and drum brakes on the rear wheels. The disc
brakes have good stopping performance and are usually safer and more efficient than drum
brakes. Many two-wheel automobiles design uses a drum brake for the rear wheel.

In Hydraulic brake system when the brake pedal or brake lever is pressed, a pushrod applies force
on the piston in the master cylinder causing fluid from the brake fluid tank to run into a pressure
40
chamber through a balancing port which results in increase in the pressure of whole hydraulic
system. This forces fluid through the hydraulic lines to one or more calipers where it works upon
one or two extra caliper pistons protected by one or more seated O-rings which prevent the
escape of any fluid from around the piston. The brake caliper piston then applies force to the
brake pads. This causes them to be pushed against the rotating rotor, and the friction between
pads and rotor causes a braking torque to be generated, slowing the vehicle. Heat created from
this friction is dispersed through vents and channels in rotor and through the pads themselves

which are made of heat-tolerant materials like kevlar, sintered glass. The consequent discharge of
the brake pedal or brake lever lets the spring(s) within the master cylinder assembly to return that
assembly piston(s) back into position. This reduces the hydraulic pressure on the caliper lets the
brake piston in the caliper assembly to slide back into its lodging and the brake pads to discharge
the rotor. If there is any leak in the system, at no point does any of the brake fluid enter or leave.
In hydraulic brake the brake pedal is called as brake pedal or brake lever. One end of the
hydraulic brake is connected to the frame of the vehicle, the other end is connected to the foot
pad of the lever and a pushrod extends from a point along its length. The rod either widens to the
master cylinder brakes or to the power brakes. The master cylinder is separated as two parts in
cars, each of which force a separate hydraulic circuit. Every part provides force to one circuit. A
front/rear split brake system utilizes one master cylinder part to pressure the front caliper pistons
and the other part to pressure the rear caliper pistons.

41
Pneumatic or Air Brake System is the brake system used in automobiles such as buses, trailers,
trucks, and semi-trailers. The Compressed Air Brake System is a different air brake used in trucks
which contains a standard disc or drum brake using compressed air instead of hydraulic fluid.
The compressed air brake system works by drawing clean air from the environment, compressing
it, and hold it in high pressure tanks at around 120 PSI. Whenever the air is needed for braking,
this air is directed to the functioning cylinders on brakes to activate the braking hardware and
slow the vehicle. Air brakes use compressed air to increase braking forces. Design and Function:
The Compressed air brake system is separated into control system and supply system. The supply
system compresses, stores, and provides high pressure air to the control system and also to other
air operated secondary truck systems such as gearbox shift control, clutch pedal air assistance
servo, etc., Control system: The control system is separated into two service brake circuits. They
are the parking brake circuit and the trailer brake circuit. These two brake circuits is again
separated into front and rear wheel circuits which get compressed air from their individual tanks
for more protection in case of air leak. The service brakes are applied by brake pedal air valve
which controls both circuits. The parking brake is the air-controlled spring break which is applied
by spring force in the spring brake cylinder and released by compressed air through the hand
control valve. The trailer brake consists of a direct two-line system the supply line which is
marked red and the separate control or service line which is marked blue. The supply line gets air
from the main mover park brake air tank through a park brake relay valve and the control line is
regulated through the trailer brake relay valve. The working signals for the relay are offered by
the prime mover brake pedal air valve, trailer service brake hand control and Prime Mover Park
brake hand control. Supply system: The air compressor is driven off the automobile engine by
crankshaft pulley through a belt or straightly off of the engine timing gears. It is lubricated and

42
cooled by the engine lubrication and cooling systems. The Compressed air is initially directed
through a cooling coil and into an air dryer which eliminates moisture and oil impurities and
contains a pressure regulator, safety valve and a little purge reservoir. The supply system is
outfitted with an anti-freeze device and oil separator which is an alternative to the air dryer. The
compressed air is then stored in a tank and then it is issued through a 4 - way protection valve
into the front and rear brake circuit air reservoir, a parking brake reservoir, and an auxiliary air
supply distribution point. The Supply system also contains many checks, pressure limiting, drain
and safety valves.

Parking brake:
The parking brake holds the vehicle stationary while it is parked. Since the parking brake is
independent of the service brakes, it can be used as an emergency brake if the service brakes fail.
When the parking brake is operated by a hand lever, some manufacturers call it the hand brake.

Procedure:
1. First to check the height of the brake pedal. It is normally lower than the clutch pedal.

2. Start the engine, Depress the brake pedal and measure the clearance between brake pedal and
floor. It should be within the specification, if less indicates the wear in rear brake shoe or air
in the line.

3. If front brake is disc brake. Inspect the brake lining pad thickness, inner parts of calliper
brake, Brake disc thickness.

4. Inspect the master cylinder parts for wear or damage, replace if necessary. Inspect master
cylinder bore for coring or corrosion.

5. Inspect wheel cylinder parts for wear, cracks, corrosion, or damage.

6. If rear is drum brake, Inspect the brake drum for cleanliness, check wear of its braking
surface, brake shoe lining thickness and spring damage or defective.

7. Normally rear brake has self- adjusting mechanism otherwise adjustment mechanism is
providing in the back plate for adjust the clearance between brake shoe and drum.

43
Bleeding of hydraulic braking system:
1. Check the master cylinder for the fluid level in the reservoir.

2. Check and clean the bleed valve.

3. Select one of the wheel cylinders which is far away from the master cylinder,

4. Connect one end of the rubber tube to the drain nipple and the other end to the jar containing
brake oil.

5. Press the brake pedal several times and open bleed valve to note whether air bubbles are
escaping while keeping the pedal pressed.

6. Close the valve and release the pedal.

7. Repeat the procedure until all the air present in the system is released.

8. Remove the tube and repeat the same for the other three-wheel cylinders.

9. After the process is over, check the fluid level again and refill

Observation Table
S. No Part name Quantity Remarks
1
2
3
4
5
6
7

Result:
Thus the given brake system is dismantled, inspected and reassembled.

44
 Experiment No - 10

Dismantling, Inspection and Assembly of Suspension System

Aim:
To study, dismantle, inspection and assembly of suspension system.
Tools Required:
Toolbox
Theory:
In this Mac Pherson strut type of suspension only lower wishbones are used, A strut containing
shock absorber and the spring also carries the stub axle on which the wheel is mounted. The
wishbone is hinged to the cross member and positions the wheel as well as resists accelerating,
braking and side forces. Further the camber also does not change when the wheel moves up and
down. This type of suspension commonly used on front wheel drive cars.

Leaf Springs The semi-elliptic leaf springs are almost universally used for suspension in light and
heavy commercial vehicles. For cars also, these are widely used for rear suspension.

The coil springs are used mainly with independent suspension, though they have also used in the
conventional rigid axle suspension as they can be well accommodated in restricted spaces. The
energy stored per unit volume is almost double in the case of coil springs than the leaf springs.
Coil springs do not have noise problems, nor do they have static friction causing harshness of ride
as in case of leaf springs. The spring takes the shear as well as bending stresses. The coil springs,
however, cannot take torque reaction and side thrust, for which alternative arrangements have to
be provided. A helper coil spring is also used to provide progressive stiffness against increasing
load.

Procedure:
Dismantling and assembling of Leaf Spring:
1. Jack up the vehicle using screw jack, Horse stand is placed under the axle for support.
2. The leaf spring assembly is removed from the chassis by losing the bolts at two ends and “U”
bolt.
3. All Clips are removed. The spring plates are inspected separately for any breakage.
4. Due to continuous use, the spring assembly gets sagged or gets straightened.
45
5. Under these circumstances, the spring plate is hammered throughout the length by placing on
a special fixture which will give designed cure. This operation is called re-cambering of
spring.
6. Proper lubricant is applied and then all springs are assembled.
7. When the shape of spring is different from one another, the opposite spring must also be re-
cambered.

Observation and Calculations:

Leaf Leaf Spring
Spring No. Length (in inches)
1
2
3
4
5
6
7

Dismantling and assembling of coil spring:

1. Jack up the vehicle. The wheels are removed.

2. The shock absorber is removed.

3. Now, the upper and lower wish bone arms are free and so, the coil spring can be removed
easily.

46
4. The coil spring is tested on compressive load, if change in length is found, it’s deviation from
the manufacture’s specification. Spring is replaced with new one.

5. Rubber pad is checked for any damage. Then refit the coil spring in vehicle.

Result:
Dismantling, inspection, and assembly of suspension system is done.

47
 Experiment No – 11

Dismantling, Inspection and Assembling of Steering Gear box and finding out
the gear ratios

Aim: To study dismantling, inspection and assembly of steering gear box and find out the gear
ratios.

Tools Required: Steering system, toolbox.

Theory:

The main function of the steering mechanism is to steer the vehicle to the left or right as
desired, according to vehicle type, its load capacity, design of the steering mechanism changes
with vehicle to vehicle. There are number of steering gear boxes including Worm & Roller, Re-
Circulating ball type steering mechanism, Rack & Pinion, Worm & Gear type are mainly used in
Indian vehicle.

Purpose of Steering System:

The steering system allows the driver to guide the vehicle along the road and turn left or
right as desired. The system includes the steering wheel, which controls the steering gear. It
changes the rotary motion of the wheel into straight line motion. Manual systems were popular
but now power steering has become popular. It is now installed on about 90% of the vehicles
being manufactured.

48
Steering Gear ratio:

The steering ratio is the ratio of the number of degrees of turn of the steering wheel to the
number of degrees the wheel(s) turn as a result. In motorcycles, delta tricycles and bicycles, the
steering ratio is always 1:1, because the steering wheel is fixed to the front wheel. In
most passenger cars, the ratio is between 12:1 and 20:1. For example, if one complete turn of the
steering wheel, 360 degrees, causes the wheels to turn 24 degrees, the ratio is then 360:24 = 15:1.
Variable-ratio steering is a system that uses different ratios on the rack in a rack and
pinion steering system. At the center of the rack, the space between the teeth are smaller and the
space becomes larger as the pinion moves down the rack. In the middle of the rack there is a
higher ratio and the ratio becomes lower as the steering wheel is turned towards lock. This makes
the steering less sensitive when the steering wheel is close to its center position and makes it
harder for the driver to over steer at high speeds. As the steering wheel is turned towards lock, the
wheels begin to react more to steering input.

Calculating Gear Ratio:

For two standard round gears, the gear ratio is calculated by counting the number of teeth
on each gear and dividing the number of teeth on the driver gear by the number of teeth on the
driven gear. For example, a gear with 25 teeth drives a gear with 75 teeth. Dividing 25 by 75
gives you a ratio of 3/1, meaning that for every three rotations the driver gear makes, the larger
gear turns once.

Procedure for (Rack and Pinion):

1. Dismantle the ball joint from the steering knuckle

2. Remove the dust covers and dismantle the rods

3. Dismantle the pinion

4. Pull the rack from the steering housing.

49
Procedure for (Recirculating ball type):

1. Loose the steering wheel nut and pull out the steering wheel with the help of steering
puller.

2. Loosen the lock on the sector shaft

3. Drain all the oil from the steering gear box.

4. Remove the sector shaft at the bottom of the steering column

5. Draw out the worm shaft and nut assembly from the casing

6. Remove the lock from lock adjuster and unscrew the lash adjuster

7. If the sector shaft is worn the replace new parts and retain in position

8. Clean out face movement of worm after replacing it into the casing

9. Refit it in the reverse order.

50
Procedure for (Worm and Roller type):
1. Loosen the lock on sector shaft

2. Drain all the oil from steering gear box

3. Remove the sector shaft at the bottom of steering column

4. Draw out the worm shaft and nut assembly from casing

5. Remove the lock from lock adjuster and unscrew the last adjuster

6. If the sector shaft is worn out then replace new parts and retain in position

7. Clean out face movement of worm after replacing it into the casing

8. Refit it in the reverse order

Observation Table

S. No Part name Quantity Remarks

1
2
3
4
5
6
7

Calculations:
Angle turned by steering wheel
Steering ratio = Angle turned by Vehicle wheel

Angle turned by steering wheel = 600

Angle turned by vehicle wheel = 50

No of teeth on output gear
Steering Gear Ratio = No of teeth on input gear

No of teeth on output gear (gear) = 30

51
No of teeth on input gear (Warm) = 10

Steering gear ratio =

Result:

Dismantling, inspection, and assembly of steering gear box and find out the gear ratios is
done.

52
 Experiment No - 12

Dismantling Inspection, and assembling of Front and Rear axle

Aim: Dismantling, inspection and assembling of front and rear axle

Tools: Front axle, rear axle, and toolbox.

Front axle:
The front axle is used to carry the weight of the front part of the vehicle as well as to
facilitate steering and absorb shocks due to road surface variation. It must be rigid and robust
in construction. It is usually steel drop forging having 0.4% carbon steel or 1 to 3% Nickel
steel.
Functions of front axle:
1. It carries the hubs and the wheels.
2. It carries the weight of the front part of the vehicle.
3. It works as cushion through the spring which facilitates a comfortable ride.
4. It controls the ride through shocks absorber fitted on H. It carries the brake system.
5. It carries stub axle, king pin, Steering arm by which the vehicle steers.
6. In case of four wheel drive it also transmits power to road wheels.
7. It includes steering mechanism, braking mechanism and suspension etc.

Front axle

Procedure:

1. Remove the tyre.

2. Remove the wheel speed sensor from the steering knuckle and pull off the cable.

53
 3. Remove the split pin from steering linkage link knuckle mounting and pull off the slot
nut and detach the link from knuckle arm.

4. Remove the two knuckle-brake calliper assembly mounting blots and pull off the
calliper assembly.

5. Remove the hub mounting bolt & washer and pull off the hub cover.

6. Remove the retainer ring & outer shin in the drive shaft and pull off the lock.

7. Detach the vacuum hose of locking hub from steering knuckle.

8. Remove the hub & brake disc assembly

9. Remove the hub nut & washer.

10. Remove the front disc assembly from the axle shaft.

11. Remove three-wheel bearing bolts and pull off hub assembly by using the special tool.

12. Remove two dust shield mounting bolts and pull off the dust shield.

13. Remove the split pin and nut from the steering knuckle arm and upper arm ball joint
connection.

14. Remove the split pin and nut from the steering knuckle arm and lower arm ball joint
connection.

15. Carefully remove the steering knuckle assembly.

16. Remove the drive shaft using the special tool.

Rear axle:

The power from differential is transmitted to rear wheel by rear axle. Depending upon the
methods of supporting the rear axle and mounting the rear wheels, the rear axles are
classified into three types are:
1) Semi floating type

2) Three-quarter floating type

3) Full floating type

54
Functions of Rear Axle:

As the rear axle is suspended from the body of the vehicle by leaf springs attached to the axle
housing. The rear axle performs several functions which are as under;-
1. Changing the direction of driveshaft rotation by 90 degrees to rotate the axle shafts.

2. Providing a final speed reduction between the drive shaft and the axle shafts through the
final – drive gears or differential gears.

3. Providing differential action, so that one wheel can turn at a different speed as compared
to both wheel, when required,

4. Providing axle shafts or half shafts to drive the rear wheels.

5. Acting as a thrust and torque reaction member during acceleration and breaking.

55
Procedure:

1. Jack up car and remove rear wheels. Take out the four bolts connecting the universal
ball cap to the transmission case and cover.

2. Disconnect brake rods. Remove nuts holding spring perches to rear axle housing flanges.
Raise frame at the rear end, and the axle can be easily withdrawn.

3. Remove two plugs from top and bottom of ball casting and turn shaft until pin comes
opposite hole, drive out pin and the joint can be pulled or forced away from the shaft and
out of the housing.

4. With the universal joint disconnected, remove nuts in front end of radius rods and the
nuts on studs holding drive shaft tube to rear axle housing.

5. Remove bolts which hold the two halves of differential housing together, if necessary to
disassemble differential a very slight mechanical knowledge will permit one to
immediately discern how to do it once it is exposed to view.

6. Care must be exercised to get every pin, bolt and keylock back in its correct position
when reassembling.

7. The end of the drive shaft, to which the pinion is attached, is tapered to fit the tapered
hole in the pinion, which is keyed onto the shaft, and then secured by a cotter-pinned
"castle" nut.

8. Remove the castle nut and drive the pinion off.

9. The differential gears are attached to the inner ends of the rear axle shaft, they work
upon the differential pinions when turning a corner, so that the axle shafts revolve
independently, but when the car is moving in a straight line the differential pinions and
differential gears and axle shafts move as an integral part.

10. If examine the rear axle shafts, notice that the gears are keyed on, and held in position by
a ring which is in two halves and fits in a groove in the rear axle shaft.

11. To remove the differential gears, force them down on the shaft, that is, away from the
end to which they are secured, drive out the two halves of ring in the grooves in shaft
with screwdriver or chisel, then force the gears off the end of the shafts.
56
12. Disconnect rear axle, then unbolt the drive shaft assembly where it joins the rear axle
housing at the differential.

13. Disconnect the radius rods and brake rods at the outer ends of the housing. Take out the
bolts which hold the two halves of the rear axle housing together at the centre and
remove the housing. Take the inner differential casing apart and draw the axle shaft out.

14. After replacing the axle shaft, he sure that the rear wheels are firmly wedged on at the
outer end of the axle shaft and the key in proper position. It is extremely important that
the rear wheels are kept tight, otherwise the constant rocking back and forth against the
keyway may in time cause serious trouble.

15. If the rear axle or wheel is sprung by skidding against a curb, or other accident, it is false
economy to drive the car without correcting the trouble, as tires, gears and all other parts
will suffer. If the axle shaft is bent, it can, with proper facilities, be straightened, but it is
best to replace it.

57
Observation Table

S. No Part name Quantity Remarks

1
2
3
4
5
6
7

Calculations

The diameter of front axle =

The distance between spring supports/ suspension pads =

Result:

Thus, the given front axle and rear axle assembly is dismantled, inspected, and assembled.

58
59