Islamic University of Technology

Lab Report

Course Code: ME-4782

Course Title: Automotive Technology Lab

Experiment Number: 8
Experiment Title: Study of the construction and working principle of propeller shaft,
universal joints, slip joints, CV joints, final drive and differential.

Name: Nifat Mouddit Nizhum

Student ID: 200011119
Department: MPE
Proggrame: ME

Date of Experiment: 13-11-2024

Date of Submission: 18-11-2024
Theory
PROPELLER SHAFT
This is the shaft which transmits the drive from the transmission to the bevel pinion or
worm of final drive in front engine, rear drive vehicles. It is also called a drive shaft. It
consists mainly of three parts.

(a) Shaft – As this has to withstand mainly torsional loads, it is usually made of tubular
cross section. It also has to be well balanced to avoid whirling at high speeds.

(b) One or two universal joints, depending upon the type of rear axle drive used/ the
universal joints account for the up and down movements of the rear axle when the
vehicle is running.

(c) Slip Joint – Depending upon the type of drive, one slip joint may be there in the
shaft. This serves to adjust the length of the propeller shaft when demanded by
the rear axle movements.

Universal Joints
A universal joint connects two shafts whose axes are slanted. Hooke’s joint is the most
often used universal joint due to its simplicity, small design, and affordability. Efficient
for modest angles of propeller shaft movement up and down, say up to 18 degrees from
the axis. The shafts A and B are intersecting. Each of these shafts has a yoke. The cross
C contains four arms. The two opposing arms of the cross are supported by bushes in the
yoke of shaft B. Thus, Shaft A may rotate around axis XX, and shaft B about axis YY.
It is so. The Hooke’s joint allows for positive driving on shafts A and B. While allowing
for angular movement between them. A better version of Hooke’s joint employs needle
roller bearings to support the cross in the yokes. This results in an improvement in joint
efficiency.

DIFFERENTIAL
When a vehicle makes a turn, the outer wheels go farther than the inner wheels. If
the automobile simply has a solid rear axle and no additional mechanism, the wheels
may slide. To avoid wheel skidding, some mechanism must be incorporated into the
rear axle that reduces the speed of the inner wheels and increases the speed of the outer
wheels when making turns while keeping the speeds of all wheels constant when going
straight ahead. A differential is a gadget that performs the functions described above.
Non-driving wheels, on the other hand, have no difficulty with the difference in speeds of
the inner and outer wheels since they are independent of each other and can alter their
speeds to meet the needs. The torque from the final drive is likewise distributed across
the two half shafts. Planet pinions move freely on the cross pin or spider arm, making it
impossible to impart different tension to teeth on one side vs the other. As a result, they
operate as a balance and distribute the torque evenly across the two wheels on the axle,
even when their speeds vary.

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Discussion
In the laboratory study, we analyzed the construction and working principles of a vehicle’s
drivetrain components, including the propeller shaft, universal joints, slip joints, constant
velocity (CV) joints, final drive, and differential, to better understand their roles and
interrelationships in transferring power from the engine to the drive wheels. The propeller
shaft, which is responsible for conveying torque from the gearbox to the differential,
is often composed of durable materials such as steel or aluminum and has a tubular
construction that balances strength and weight while adjusting length differences via slip
joints. Universal joints enable the driveshaft to accommodate variable angles caused
by suspension motion, but its design may create velocity fluctuations, which can cause
vibrations if not correctly aligned. Slip joints in the drivetrain accept variations in length
due to suspension movement, reducing stress on the drivetrain components. CV joints
maintain a consistent rotational speed regardless of shaft angle, which is critical for
smooth power transfer in front- and all-wheel drive systems. They are covered by a
boot that must stay intact to avoid contamination. The final drive regulates the power
output via gear reductions to match the vehicle’s speed and torque requirements, while
the differential handles power distribution, enabling wheels to spin at various rates for
better grip and less tire wear during turns. Understanding how these components are
designed and operate is critical for successful vehicle diagnostics, efficient design, and
improved performance and safety in automotive systems.

Assignment Questions
1. In a differential system, spider gears, also known as planetary gears, are critical for
enabling a vehicle to make smooth turns by allowing the driving wheels to revolve
at separate speeds. These gears are located in the differential case between the side
gears, which are directly attached to the driving axles that go to the wheels. When
a vehicle rotates, the outer wheel takes a longer route and hence requires more
distance than the inner wheel. The spider gears revolve on pins, compensating for
the discrepancy by enabling the outer wheel to spin faster than the inner while still
properly transferring torque. This is critical for maintaining traction and avoiding
tire sliding throughout the turn.

2. Conventional differentials may be improved to handle low traction circumstances

more successfully using a variety of approaches. One common alteration is the
installation of a limited-slip differential (LSD), which physically or electrically con-
trols the speed difference between the two wheels. This is accomplished by utilizing
clutches, gears, or viscous fluids that engage when slip is detected, resulting in
improved power distribution, which is particularly beneficial in performance or off-
road vehicles. Another improvement is the locking differential, which may be used
manually, pneumatically, or electrically to lock both driving wheels on an axle to-
gether as if they were one wheel. This provides maximum grip in harsh situations,
but it might be difficult to maneuver on hard roads since the wheels cannot revolve
at varied rates.

3. Constant Velocity (CV) joints are intended to provide continuous driving force
at various angles while minimizing rotational speed changes, which is crucial for

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 front-wheel-drive and all-wheel-drive vehicles. However, they have a number of
downsides. For starters, CV joints are more difficult and expensive to manufacture
and maintain than simpler universal joints. They need exact alignment and in-
stallation angles to function properly. CV joints are also subject to environmental
deterioration; they are protected with a flexible boot that keeps out dirt, debris,
and moisture. If this boot ruptures, the joint may fail quickly as pollutants enter
and lubricant evaporates. Furthermore, although they provide for effective power
transmission across a wide variety of angles, their angular capacity is limited, limit-
ing their employment to less severe situations as compared to more robust universal
joints.

4. A universal joint alone cannot offer a constant velocity output, which is required
in many automotive applications to prevent vibrations and ensure effective power
transmission. To convert a universal joint arrangement into a constant velocity
joint system, two universal joints are utilized, along with an intermediate shaft
to link them. This form, known as a double Cardan joint, aligns the joints such
that the velocity fluctuations caused by one joint are cancelled out by the other at
the shaft’s midpoint. This configuration is required because each universal joint,
when operated alone, generates a non-uniform rotational speed, resulting in power
surges and mechanical vibrations that may be harmful under high speeds or torque
circumstances.

5. In cars with a front engine and rear wheel drive, the transmission system often
includes a driveshaft that connects the gearbox in the front to the differential in
the back. This arrangement often employs universal joints, which are appropriate
for longitudinal driveshaft applications when angle changes are minimal and occur
mostly in the plane of the vehicle’s movement (up and down with suspension). Con-
stant Velocity (CV) joints are typically not required in this configuration because
the driveshaft does not need to accommodate significant lateral movements or ex-
treme angular changes, as seen in front-wheel-drive systems where the drivetrain
components must also accommodate steering movement. Thus, simpler and more
durable universal joints are chosen in many applications because to their longevity
and simplicity of maintenance.