How a Car Differential Works
Differentials are an integral part of all 4-wheelers where wheels recieve power via drtive shaft, and allow wheels to turn at different rpm while recieving power from the engine.
Here, the left wheel has to rotate further than the right wheel, which indicates that the left wheel has to be rotating at a higher speed. This means the wheels will have to slip when turning.
The power from the engine is transferred to a ring gear from pinion gear. There is also spider gear, meshed with 2 side gears. So power from engine flows from pinion from left and right wheels.
When the vehicle moves straight, spider gear will push and make side gears turn and spider side gear assembly will move as a solid unit.
When the vehicle moves right, the spider gear rotates on its axis, and thus has a combined rotation. When meshed, the side gear has the same peripheral velocity as the spider gear. The effective combined rotation is interested, and when properly meshed side gear has same peripheral velocity. Peripheral velocity at left side is sum of spin and rotational velocity, while the right side is the difference between these 2 velocities. The spider gear rotates based on gravity based on the direction of the ring gear.
While taking a left turn, the spider gear will go the different directions. There will be 2 spider gear. Differential has speed reduction which will result in torque multiplication, or to turn power flow direction by 90 degrees, and this is a standard differential. However, a standard differential is only going to work in uniform surfaces, as limited slip differential will try to transfer more power to the slippery surface.
High power suipply to slippery wheel might disable the vehicle ability to move.
A limited slip differential got steel plates packed between the side gear. Friction disks are locked with the side gear, though the friction disks and the side gear and always locked together. Steel plates are laid to fit in the case groove so they can rotate within the case. If any of the frictional assembly is well pressed, then the frictional force will make it move as a single solid unit.
Since steel plates are locked with the case, in a well-pressed clutch pack, motion for the casing is passedto the corresponding axle. Space between the side gear is always given with a pre-load spring. This will always give a thrust force, and then press the clutch pack together. Here's the spring force, as denoted by the arrow:
The spider and side gear, when torque is transmitted, axial forces are also induced, that tries to separate out th egear, and the side gear has a small allowance for axial movement. During high side gear, a high-seperated clutch force is transmitted against a clutch pack. So power from differential casing will flow via clutch pack assembly. On the other hand, clutch pack will be limited in power in the other pack, which will alllow the vehicle to overcome traction difference.
During turn, the friction and steel plates overcome resistance, and then overcome each other. Clutch pack at high traction wheel side will be pressed firmly and clutch pack will be locked. This means that power flow will be greater at that side. Clutch on the other hand of lower side won't be engaged yet, thus clutch will be lower on that side and less power flow.
A stndard differential in a slippery track will make the wheel spin at excessive speed due to a wheel slip while the good traction wheel will remain almost dead, so that the vehicle won't be able to move. The way is to limit the relative motion between the ground. Fr4iction disks are locked with the side bear but they will always move together. The steel plates are made to fit int eh case groove so that they can rotate with the case. If any of the clutch is well pressed, then friction will make them move as a single solid unit.
In a well-poressed clutch, motion from the casing is directly passed to the corresponding axle. A preload spring will press the clutch pack together.
The spider and side bear are specialty: axial and tangential forces are reduce when torque is applued, trying to push the gears apart. The axial force tries to separate out the gears. The side gear and axle are 2 seperate movement. During high torque transmitted, a high trhust forst is translated to clutch pack, which locks the force. The torquye transmitted to higher frction, which means force will be higher at the clutch side, locking the clutch pack, and most of power will be transmitted here. Cluth pack on low traction isn't engaged yet, so power flow will be limited to that side.
Taking a turn, thrust won't be that high so the plates won't have too much resistance and can slip so it acts like a standard differential as a result. When you're turning your outside wheel translate more than inside wheel. Turning gets a little tricky when wheels are on the same axle, so then turning will be very unstable. ON a sharp turn, inside wheels take baby steps and the outside wheels take gibber steps. Drive wheels need to be connected, but the wheels on the axis also have to be allowed to move somewhat differntly.
Inside differential, pinion gear goes to ring gear, connected to a spider gear, meshed with 2 side gears. When vehicle goest straight, spider gear and side gears rotate as a whole. However, when making a turn, the spider bear rotates on its axis and the side gears can move at different RPMs. The pinion to ring ratio is the axle ratio, direcyl affecting the acceleration and speed. Gear ratio is the number of teeth on diven gear divided by number of teeth in the drive gear. Engine will always follow the path of least resistance. Most engine power will go to a wheel with least traction. Taking a right turn, the left gear will rotate more. 2 spider gears run at different speed.
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