The friction differential improves the locking coefficient of the differential by increasing the internal friction during differential rotation. There are roughly three practical structures: internal friction limited-slip differential, slider cam limited-slip differential and a worm gear limited-slip differential.
The internal friction differential increases the resistance torque of differential rotation by adding friction plates between the back of the axle shaft and the differential housing. It can be divided into two categories with spring preload and no spring preload: the differential resistance torque of the differential with spring preload is basically constant, which has nothing to do with the output torque of the drive axle, so the vehicle is under light load. When turning down, the traction force generated by the outer wheels is negative, which not only reduces the power of the vehicle, but also increases the loss of tires; the non-preloaded differential needs to stack multiple friction plates behind the half shafts to achieve the required locking compact coefficient, and its structure is not compact. This type of differential has special requirements for lubricating oil, and the different requirements for oil of hyperbolic gears and friction plates should be taken into account when selecting. Because its work is relatively stable and the technology is relatively mature, it is widely used in off-road vehicles, luxury cars and construction machinery abroad. The friction differential improves the locking coefficient of the differential by increasing the internal friction during differential rotation. There are roughly three practical structures: internal friction limited-slip differential, slider cam limited-slip differential and a worm gear limited-slip differential. The internal friction differential increases the resistance torque of differential rotation by adding friction plates between the back of the axle shaft and the differential housing. It can be divided into two categories with spring preload and no spring preload: the differential resistance torque of the differential with spring preload is basically constant, which has nothing to do with the output torque of the drive axle, so the vehicle is under light load. When turning down, the traction force generated by the outer wheels is negative, which not only reduces the power of the vehicle, but also increases the loss of tires; the non-preloaded differential needs to stack multiple friction plates behind the half shafts to achieve the required locking compact coefficient, and its structure is not compact. This type of differential has special requirements for lubricating oil, and the different requirements for oil of hyperbolic gears and friction plates should be taken into account when selecting. Because its work is relatively stable and the technology is relatively mature, it is widely used in off-road vehicles, luxury cars and construction machinery abroad.
The slider cam type limited slip differential has a wide range of applications, and the main components include the differential case, the slider, and the inner and outer cams. According to the different installation direction of the slider, it can be divided into radial slider type and axial slider type; according to the different number of slider installation rows, it can be divided into single row slider type and double row slider type. When the adhesion coefficients of the left and right wheels and the road surface are different, and the ratio of the two does not exceed the locking coefficient, the slider cam differential can ensure that the wheels with poor adhesion coefficients do not slip. When the adhesion of the left and right wheels to the road surface is good, the left and right wheels can roll normally according to the motion requirements and maintain good steering performance. However, the structure of this type of differential is relatively complex, and the requirements for molding, materials, chemical treatment, heat treatment, etc. are relatively high, so the cost is also relatively high.
Worm gear limited-slip differentials are mainly used in trucks, off-road vehicles and road tractors, and can cope with various complex road conditions. Currently, the most widely used is the Torsen differential. The Torsen differential was developed by Gleason Company in the United States. [3] It makes full use of the self-locking and high-friction characteristics of the worm gear, so that the locking coefficient of the differential has been greatly improved. Torsen differentials have reliable performance and compact structure. They can not only automatically prevent slippage, but also automatically adjust the locking coefficient according to the different turning radius and road driving conditions. However, when the torque difference is large, this type of differential will automatically lock, which affects the normal differential function. Therefore, this type of differential is generally not used as a wheel on the steering drive axle. Differential used.