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Design And Analysis Of An Open Differential

Article · April 2019

DOI: 10.35121/ijapie201904232

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International journal of advanced Science & Technology
production and industrial engineering with Management.

IJAPIE-2019-04-232, Vol 4 (2), 06-12

A Journal for all
Products & Processes.

Design And Analysis Of An Open Differential

Subhajit Konar1,*, Vijay Gautam2

(1,2Delhi Technological University, Delhi 110042)
Email:subhokonar94@gmail.com

https://doi.org/10.35121/ijapie201904232

Abstract :An automobile differential gear system is used to establish a differential motion between left and right
driving axle which provides a smooth turning of the vehicle. When a vehicle takes a turn then the wheels at outermost
position requires to cover a large distance than that of the innermost wheels. This speed variation can be achieved by
using a differential gear system. It also transmits the power from the propeller shaft to each axle. A rear wheel drive
vehicle requires a differential at the rear axle while all-wheel drive vehicle requires differential gear system for each
and every axle. In this paper, an open differential is designed for a leading automobile and analysed the ability to work
without failure. The analysis was done using the modified Lewis equation, Hertzian contact stress equation and AGMA
equations. The analytical results were compared with results obtained by FEA. It is observed that results obtained from
Lewis criterion are more conservative as compared to AGMA. The results obtained from modified Lewis, Hertzian
contact stress and AGMA are in good agreement with the results obtained from FEA.

Keywords:Differential, axle, AGMA equations, Hertz contact stress, FEA.

1. INTRODUCTION
A differential is a device that splits the engine torque and system. To accomplish this purpose a system of gears called
supplies to the outer wheels, allowing each outer wheel to the differential is provided.
rotate at different speed [1]. The differential is found on all The driving axle is one of the cross members which supports
modern cars and trucks. In automobiles and other wheeled the load of the tractor, and has the driving wheels at its ends.
vehicles, the differential allows the outer drive wheel to The driving axle consists of a housing, a differential, two axle
rotate faster than the inner drive wheel during a turn. This is shafts (half axles), and final drives (if required).
necessary when the vehicle turns, making the wheel that is
traveling around the outside of the turning curve roll farther The differential is an important component of the driving
and faster than the other. The average of the rotational speed axle. The main functions performed by the differential
of the two driving wheels equals the input rotational speed of system are:
the drive shaft. An increase in the speed of one wheel is  Further reduces the rotations coming from the gear
balanced by a decrease in the speed of the other. differential box before the same are passed on to the rear axles.
has mainly 3 functions- (1) It directs power from the engine  Changes the direction of axis of rotation of the
to the wheels (2) It acts as the final gear reduction in vehicle power by 90⁰ i.e. from being longitudinal to
(3) The differential transmits power to different wheels while transverse direction.
allowing them to rotate at different speeds [2].
 To distribute power equally to both the rear driving
axles when the tractor is moving in straight ahead
2. WORKING PRINCIPLE OF DIFFERENTIALS
direction.
When an automobile travels around a corner, the distance
 To distribute the power as per requirement to the
travelled by the outside wheels is greater than that travelled
driving axles during turning i.e. more rotations are
by the inside wheels. If the wheels are mounted on dead axles
required by the outer wheel as compared to the inner
so that they turn independently of each other, like the front
wheel – during turns.
wheels of an ordinary passenger vehicle, they will turn at
different speeds to compensate for the difference in travel.  To increase the tractive effort as per requirement, all
But, if the wheels are driven positively by the engine, a wheel drive and four-wheel drive systems plays an
device is necessary which will permit them to revolve at important role to avoid loss of traction force while
different speeds without interfering with the propulsion the vehicle is in action

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 Subhajit Konar and Vijay Gautam
International Journal of Advanced Production and Industrial Engineering

differentials send power from the wheel that’s slipping to the

wheel that isn’t. Limited-slip style differentials can function
3. using any number of mechanisms: clutches, gears, viscous
coupling, etc. Limited slip differentials are good for daily
driven vehicles as well as 4×4 vehicles.

Fourier-Transform Infrared Spectroscopy (FTIR)

Fig. 1 shows the IR spectra for untreated and alkali treated
pineapple leaf fiber (PALF) that was obtained by using the
FTIR spectrometer.

Fig. 1: Construction of a differential gear mechanism [3]

The main components of the differential as shown in Fig.1

are:
 Input pinion gear-1
 Crown wheel gear-2
 Differential cage-3
 Differential star-4
 Differential axle (sun) gear-5
Fig. 1: IR spectra of untreated and alkali treated pineapple leaf fibers

3. DIFFERNET TYPES OF DIFFERENTIAL

The broad peak between 3200 cm-1 to 3500 cm-1 is linked to
GEAR MECHANISM
OH stretching vibration present in amorphous and crystalline
cellulose. The carbonyl stretching (C=O) peak (1730 cm-1)
A. Locked differential
related to hemicellulose can be seen in untreated PALF but
A locking differential locks the rotational speed of the
not present in alkali treated pineapple leaf fibers. This may be
axle shafts, forcing the left and right wheels to turn at the
due to the removal of hemicellulose component. CH2 bending
same rate [4]. This happens regardless of which axle has
peaks at 1432 cm-1 are present in both untreated and alkali
traction or is losing traction. A locking differential is
treated fiber. The increase in peak intensity at around (1600-
designed to overcome the chief limitation of a standard
1650 cm-1) after alkaline treatment corresponds to the
open differential by essentially "locking" both wheels on
removal of wax, adhesives, pectin, and gummy substance
an axle together as if on a common shaft [4]. This force
from the fiber surface. The small peak at 1525 cm-1 is related
both wheels to turn in unison, regardless of the traction
to lignin component. This peak is not present in the alkali
available to either wheel individually. When the
treated sample. It could be due to partial removal of lignin
differential is unlocked (open differential), it allows each
after alkali treatment. The peak at 1244 cm-1 is much smaller
wheel to rotate at different speeds (such as when
in alkali treated PALF than untreated sample. This peak
negotiating a turn). An open (or unlocked) differential
corresponds to C=O stretch of the acetyl group of lignin and
always provides the same torque (rotational force) to each
is reduced because lignin is partially removed from the fiber
of the two wheels, on that axle. So, although the wheels
surface.
can rotate at different speeds, they apply the same
rotational force, even if one is entirely stationary, and the
Thermal Decomposition of Untreated and Treated Pineapple
other spinning. (Equal torque, unequal rotational speed). Leaf Fiber
By contrast, a locked differential force both left and right TGA and DTG curves of untreated and alkali treated
wheels on the same axle to rotate at the same speed under pineapple leaf fiber (2%, 4%, 6%, 8%, and 10 %) were
nearly all circumstances, without regard to traction shown in Fig. 2 and 3. Tests were performed from 25 0C to
differences seen at either wheel. Therefore, each wheel 700 0C in the nitrogen atmosphere at 10 0C/min heating rate.
can apply as much rotational force as the traction under it
will allow, and the torques on each side-shaft will be
unequal.

B. Limited slip differential

Limited slip differentials are made to limit the tendency of an

open differential to send power to a wheel that’s losing
traction. Limited slip sends power to both wheels at the
samerate when travelling straight. If one wheel loses traction
and begins faster, the differential will automatically direct
torque to the other wheel. Essentially, limited slip or

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 Subhajit Konar and Vijay Gautam
International Journal of Advanced Production and Industrial Engineering

Fig. 2: TGA curve for untreated and alkali pineapple leaf fibers 400 0C [13]. Alwani M. Siti et al. (2014) found that
sugarcane bagasse fiber had higher mass loss compared to
coir fiber due to the presence of more hemicellulose content
[6]. Table 3 also shows that initial decomposition
temperature was reduced beyond 4% alkaline treatment. This
was because of excess removal of hemicellulose. Ndazi
Bwire S et al. (2007) reported the reduction in temperature of
maximum weight loss by at least 26 0C, beyond 4 wt%
alkaline treatment of rice husk fiber. This was due to the
excess removal of cementing material like hemicellulose and
lignin [14]. The second step of thermal degradation was
ranging from 400-620 0C. It was observed that Td, 2 of
untreated and alkali treated fiber at 526.09 0C, and 619.18 0C
Fig. 3: DTG curve for untreated and alkali pineapple leaf fibers
respectively, is from the decomposition of lignin. Panyasart
The thermal decomposition of pineapple leaf fiber (untreated Kloykamol et al. (2014) reported the first step decomposition
and alkali treated) was two-stage processes, where the first temperature of alkaline (Na-PALF) treated and silane (Si-
stage was the evaporation of water and extraction of volatile PALF) treated fiber higher than raw pineapple leaf fiber
compounds and the second stage was the decomposition of composite [10]. Table 4 reveals the percentage weight loss of
hemicellulose, cellulose, and lignin component. Initial mass untreated and treated PALF. It was observed that there is a
loss due to evaporation of water is common for all types of delay in degradation temperature after alkaline temperature.
plant fiber but the rate of evaporation depends on the
hydrophilicity of natural fiber [8]. The weight percentage of Table 4: Degradation temperatures (0c) for untreated and
water extraction was reduced from 9% to 3% after 4 wt% treated PALF
Wt. R- 2% 4% 6% 8% 10%
NaOH treatment of PALF. This was because of the removal Loss PALF Na- Na- Na- Na- Na-
of a hydroxyl group and free water after alkaline treatment. (%) PALF PALF PALF PALF PALF
Brigida et al. (2010) reported that structurally bound water is
resistant to evaporation during drying [11]. Mortari Daniela 10 254.48 285.30 301.68 294.48 272.5 285.02
A et al. (2014) found the mass loss of sugar cane bagasse
20 324.22 329.12 333.62 330.43 321.67 329.52
around8.7 wt% under the atmosphere of CO2 [12]. As the
natural fibers were heated, the weight of the material was 30 343.47 344.62 347.21 345.69 340.93 346.33
reduced.
40 353.45 354.25 356.3 355.62 353.15 356.6
Thermal degradation data of untreated and treated PALF
istabulated in Table 3 where Tonset is the temperature at which 50 360.6 361.8 363.37 363.48 362.7 364.17
degradation starts, Td, 1& Td, 2 are the first and second stage
ofdecomposition temperature and T P is the peak temperature Na Lu et al. (2013) investigated the effect of alkaline
of maximum rate of degradation. Table 3 shows that the treatment of 5 wt% at 50 0C on thermal decomposition of
initial decomposition temperature of PALF was increased hemp fiber. They concluded that untreated hemp fiber
from 251.23 0C to 285.31 0C after 4 wt% NaOH treatment of degrade earlier than treated fiber [1]. Fig. 2 showed that the
fiber. This might be because of the removal of hemicellulose major mass loss (30-50%) occur at the temperature greater
component. The presence of the carbonyl group (C=O) in than 300 0C. This was because of the decomposition of
hemicellulose may be responsible for lower thermal stability. cellulose and lignin. It was investigated that crystalline
cellulose was degraded between the temperatures of 302-375
0
Table 3: Onsent and degradation temperatures of raw C. The DTG curves show that at peak temperature, the rate
pineapple leaf fiber obtaining from TGA thermogram of decomposition was increased from 6.83 %/min to 7.13
%/min due to 4% alkali treatment of pineapple leaf fiber.
These results are because of depolymerization of native
cellulose structure to short length crystallites.
Lignin was the most difficult component to decompose
compared to other components because of its cross-linked
highly complex aromatic structure of phenylpropane units. It
starts to decompose at a lower temperature (typically 160-175
0
C) compared to cellulose but it decomposed slowly under
the whole temperature range and extend its temperature as
high as 900 0C. The DTG curves for untreated and treated
pineapple leaf fibers have reached the equilibrium stage
beyond 400 0C where the rate of decomposition is
approximately constant and lignin component of natural fiber
decomposes slowly.
Stevulova Nadezda et al. (2016) reported that the primary
According to Paiva et al. (2006), the decomposition of lignin
decomposition of lignocellulosic materials occurs within 200-
occurred in a wider temperature compared to cellulose and

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 Subhajit Konar and Vijay Gautam
International Journal of Advanced Production and Industrial Engineering

hemicellulose [15]. After 700 0C, the remaining mass of  Richard Roberts of England patented 'gear of
pineapple leaf fiber was shown in Table 3. It was observed Compensation', a differential for road locomotives
that the residue was increased up to 8% alkali treated fiber in 1832[14].
compared to the untreated one. This was due to the slow rate  Aveling and Porter of Rochester, Kent list a crane
of the chemical decomposition reaction. Only ash and char locomotive in their catalogue fitted with their patent
was left after 700 0C. The differences in the amount of char differential gear on the rear axle in the year 1874
left can be attributed to the change in chemical composition [15].
of pineapple leaf fiber after alkali treatment. It was reported  First use of differential on an Australian steam car
by Williams (2004) that a high lignin content in natural fiber by David Shearer was done in 1897[16].
results in the production of a higher level of ash and char  Packard introduces the spiral-gear differential,
during pyrolysis [16]. The 10% NaOH treated PALF shows which cuts gear noise in the year 1913. Packard
less residue content than untreated PALF. This might be due introduced the hypoid differential, which enable the
to excess delignification of pineapple fiber after 10% alkaline propeller shaft and its hump in the interior of the car
treatment. to be lowered in 1926[17].

4. LITERATURE REVIEW 5. DESIGNING OF AN OPEN DIFFERNETIAL

There are many claims to the invention of the differential Gearing is one of the most critical components in a mechanical
gear but it is likely that it was known, at least in some places, power transmission system, and in most industrial rotating
in ancient times. Some historical milestones of the machinery. It is possible that gears will predominate as the most
differential include: effective means of transmitting power in future machines due to
their high degree of reliability and compactness.
 Two Chinese Buddhist monks and engineers created
South Pointing Chariots for Emperor Tenji of Japan. Every shaft has gears which are connected to each other by
Documented Chinese reproductions of the South teeth. The two bodies have either rolling or sliding motion
Pointing Chariot by Yan Su and then Wu Deren, along the tangent at the point of contact. There are wide
which described in detail the mechanical functions ranges of gears utilized by industry, yet every one of these
and gear ratios of the device [5] gears has the same reason, which is to transmit motion
 Massimo guiggiani et al. (2006) studied, the starting from one shaft to other. Gear can be classified as
dependency of steady-state cornering behaviour of Parallel shaft which are spur and helical gears, while the
vehicles on locked differential and investigation was other one is intersecting shaft which are bevel and spiral
done on the vehicle models having linear and gears.
nonlinear tyre behaviour, respectively [6].
 Daniel Chindamo et al. (2018) discussed the Straight bevel gears are used in designing of the differential
working principle and limitations of limited slip in the present study. The bevel gears are used for transmitting
differential, used to enhance the traction capability power at a constant velocity ratio between two shafts whose
[7]. axes intersect at a certain angle. The pitch surfaces for the
 G. Mastinu et al. (1993) studied the limited-slip bevel gear are frustums of cones. The elements of the cones,
differential which is commonly used to enhance intersect at the point of intersection of the axis of rotation,
traction on slippery roads and helps high speed therefore the cones may roll together without sliding.
vehicles for a high speed turning at the bends [8].
 Athanassios Mihailidis et al. (2013) studied the A. Gear failure
evolution of differentials in automobiles and A pair of teeth in action is generally subjected to two types of
discussed the driving torque distribution as per stresses: bending and contact stresses [18]. Both these types
requirement [9]. of stresses may not attain their maximum values at the same
 C Doniselli et al. (2008) studied the limitations in point of contact. Due to the application of load on the gear
mechanical differential system for traction control teeth, the gear tooth is subjected to bending. When the same
purpose and traction force distribution between the is repeated for a very huge number of cycles Bending Fatigue
axles especially for front wheel drive vehicle [10] failure of the gear sets in. The fatigue in the gears induces the
formation of cracks in the root of the gear tooth which
 Chandrakant Singh et al. (2014) discussed the
propagates with each rotational cycle of the gear
benefits of independent electric motor in electric
andultimately leads to the failure of the gear tooth. Surface
vehicle driving and the way that it can replace the
failure, like pitting or flaking due to contact stress may take
traditional mechanical differential gear system [11].
place. Pitting is the formation of craters on the gear tooth
 Amit Suhane et al. (2017) studied the role of
surface. These craters are formed due to the high amount of
differential gear during adverse conditions like
compressive contact stresses in the gear surface occurring
uneven, wet less traction roads etc [12].
during transmission of the torque. Failure by bending will
 Modern automotive differential patented by occur when the significant tooth stress equals or exceeds
watchmaker On Siphore Pecqueur in the period either the yield strength or the bending endurance strength. A
1792-1852 of the Conservatoire des Arts Et M-tiers surface failure occurs when the significant contact stress
in France for use on a steam carts [13]. equals or exceeds the surface endurance strength. Hence the

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 Subhajit Konar and Vijay Gautam
International Journal of Advanced Production and Industrial Engineering

bending stress and the contact stress should be always less Yield Strength 710 MPa
than its maximum permissible value. Elongation at break 13.2%
Reduction in area 36%
B. Methodology Modulus of elasticity 200 GPa
Poisson’s ratio 0.29
1) CAD Model Machinability 50%

A 3-D CAD model of the component gear pairs of the AISI 4340 has a favourable response to heat treatment
open differential was created using GearTrax software and (usually oil quenching followed by tempering) and exhibits a
was assembled using Solidworks. The gear tooth profile was good combination of ductility and strength when treated
taken as involute with pressure angle equal to 25⁰. The thusly. Uses include piston pins, bearings, ordnance, gears,
number of teeth for each gear was taken as follows: dies, and pressure vessels.

Pinion bevel gear- 16 This material was selected for the differential as it had
adequate hardness and tensile strength. This ensured that the
Ring bevel gear- 70 maximum bending stress and contact stress encountered be
Differential side gear- 40 the gear tooth is well within the limiting stresses that this
material could encounter without failure
Differential pinion gear- 20
Minimum number of teeth to avoid interference
All the gears are straight bevel gears, and all mating gears
To avoid interference the formative number of teeth on ring
are mounted on perpendicular and intersecting axes.
gear should be greater than
2) Conventional Design

Input parameters
4) AGMA equation (Calculation of Bending and Contact
Engine Torque = 90 Nm, 3500 rpm Stress)

Gearbox Ratio =3.454:1 The American Gear Manufacturers Association (AGMA)

[19] has for many years been the responsible authority for the
Final Drive Ratio=4.375:1 dissemination of knowledge pertaining to the design and
analysis of gearing. The methods this organization presents
Pressure angle (α) =25⁰ are in general use when strength and wear are primary
considerations
3) Material selection The American Gear Manufacturers Association (AGMA) has
The material selection is based on the properties required by established standards for the analysis and design of the
the gears. The materials should have high tensile strength, various kinds of bevel gears
hardness and wear resistance. The material selected is By using the equations given by AGMA (American Gears
AISI4340 Steel (40Ni18Cr4Mo2), a low alloy steel with 0.4 Manufactures Association) a more detailed analysis can be
wt.% Carbon, 1.8wt.% Nickel, 0.4% Chromium and 0.2wt. % carried out as it takes in account several other factors
Molybdenum. This steel can be heat treated to have the
combination of high hardness and toughness. The presence of 5) Lewis equation (Calculation of Bending stress)
Mo and Mn imparts high hardenability to the steel. This steel Lewis equation considers only static loading and doesn’t take
responds well to the surface hardening and tempering and the dynamics of meshing teeth into account. Lewis
recommended for automotive application in gears, valve considered gear tooth as a cantilever beam with static normal
rods, springs and shafts etc. The physical and Mechanical force F applied at the tip. Assumptions made in the derivation
properties of the selected material are given in Table 1. are: 1. The full load is applied to the tip of a single tooth in
static condition. 2. The radial component is negligible. 3. The
Table. 1: Material Properties Of 4340 Steel load is distributed uniformly across the full-face width. 4.
Forces due to tooth sliding friction are negligible. 5. Stress
Physical Properties Metric
concentration in the tooth fillet is negligible. Lewis equation
Density 7.85 gm/cc is given by
Mechanical Properties Lewis equation is given by:
Hardness, Brinell 321
Hardness, Knoop 348
Hardness, Rockwell B 99
Wt = tangential tooth load
Hardness, Rockwell C 35
p = diametral pitch
Hardness, Vickers 339 F = face width of tooth
Ultimate Tensile Strength 1110 MPa σ = bending stress in gear tooth

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 Subhajit Konar and Vijay Gautam
International Journal of Advanced Production and Industrial Engineering

y = Lewis form factor stress is calculated using ANSYS 14.5. which has been
Drawbacks of Lewis equation are: shown in Fig. 3

 The tooth load in practice is not static.it is dynamic

and is influenced by pitch line velocity.
 The whole load is carried by single tooth is not
correct. Normally load is shared by teeth.
 The greatest force exerted at the tip of the tooth is
not true as the load is sheared by teeth. It is exerted
much below the tip when single pair contact occurs.
 The stress concentration effect at the fillet is not
considered.
In mechanical engineering and tribology, Hertzian contact
stress is a description of the stress within mating parts. This
kind of stress may not be significant most of the time, but
may cause serious problems if not take it into account in
some cases

6) Hertz contact theory (Calculation of contact stress)

Hertz contact theory is derived from the analytical solution of
elasticity theory equations [20].
Fig. 3: Contact stresses in gear tooth
 Surface are infinitely large half-spaces.
 Pressure profile is parabolic [20] (which assumes 7. RESULT AND DISCUSSION
that the shape of the bodies in contact can also be An open type differential is designed and analysed
approximated well with parabolic shapes, e.g., numerically and theoretically for a much-used saloon vehicle.
sphere, ellipse or a cylinder) The differential is designed to sustain highest stress
 All the assumptions of the classical theory of conditions that it could encounter while the vehicle is plying.
elasticity apply [21] (small strain, homogeneous Straight bevel gears of different dimensions were used as
material). constituents of the differential. The bending stress and
contact stress encountered by the gear tooth of the differential
6. FINITE ELEMENT ANALYSIS (FEA) pinion are calculated at highest torque conditions. Based on
Finite element analysis was done using ANSYS 14.5. It the design parameters, calculations are made by conventional
was done to find out the bending stress on a tooth of the drive modified Lewis and AGMA equations for bending stress.
pinion and the contact stress between teeth of the drive pinion The contact stresses are computed using Hertz contact stress
and ring gear. equation, AGMA prescribed equations. The results obtained
from these analytical equations are compared with the results
A. Bending stress obtained from FEA analysis using ANSYS 14.5.
To determine the bending stress a force equal to the Pt
(tangential component of the resultant force on the gear The results are as follows:
tooth) [22] is applied on the top of a tooth of the drive pinion.
As the tooth is to be treated as a beam, the rest of the pinion Table 2. Comparison Of The Maximum Bending Stress on
except the tooth is fixed. Equivalent stress is then calculated Gear Teeth
using ANSYS 14.5. The resultant maximum bending stress is Lewis AGMA FEA
shown in Fig. 2 Equation Equation
Maximum
bending
32.5 MPa 23.38 MPa 28.63 MPa
stress on
gear teeth

Table 3. Comparison Of Maximum Contact Stress on Gear

Teeth
Hertz contact AGMA FEA
stress Equation Equation
Fig. 2: Bending stress in gear tooth Maximum
contact
B. Contact stress 346 MPa 707.5 MPa 133 MPa
stress on
To calculate the contact, stress a moment of 310.86 Nm is gear teeth
applied on the drive pinion, and frictionless supports are
added to the pinion shaft and the ring gear bore. Equivalent

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 Subhajit Konar and Vijay Gautam
International Journal of Advanced Production and Industrial Engineering

The AGMA equation [23] introduce dynamic effects into Paper presented at Fisita 2004, Barcelona, Spain, 23–27
consideration for better design. The Lewis criterion also takes May 2004.
the dynamic effects in to consideration but Hertz equations 4) (2018)[Online]Available:https://en.wikipedia.org/wiki/So
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International Journal of Vehicle Design, 14(2-3), 166-183,
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| IJAPIE | ISSN: 2455–8419 | www.ijapie.org | Vol. 4 | Issue. 2 | 2019 | 12 |

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