Working of Limited Slip Differential

This ts the Best Video that explains the LSD the Only Video to clearly show the Casings the the Clutches are housed in after wasting time watching 6 other Videos

this is amazing. I also love how you give some time between each "stage" for us to comprehend the given info.

God some engineers are really good. This is simply genius. Thank you also for the great explanation ;)

A big hint for offroaders with this type of differential, if you are in a situation of zero traction on one wheel, these differentials are useless unless there is a lot of pre load. To overcome this, application of the hand brake will increse the torque load to the diff centre and make it lock. This only works if your hand brake operates directly on the rear brakes. If you have a handbrake that operates on the transmission (ie. Nissan Patrol) you select 1st gear low range and apply pressure to the brake pedal. You will unfortunately have braking on all 4 wheels but the torque of 1st low will be enough to overcome the braking force. Often a short stab of the brakes will be enough to transmit torque to the wheel with traction. As long as the torque application is continued, the diff will maintain lock. I have personally been in many situations where I have had to maintain constant pressure on the hand brake due to wheels being completely off the ground due to severe terrain. In this situation you must be mindful to manage brake temperature as faded brakes on the side of a mountain can be a severe problem. Especially rear brake fade as you will be calling on them to arrest any rearwards motion if you need to stop your climb or to stop the vehicle if it begins rolling back for any reason.

Probably this has been mentioned somewhere in the comments already, but Youtube doesn't make it very easy to check. There's a big mistake in this explanation, and it relates to the torque/power delivered to the left and right wheel: At the beginning the video says that with an open diff "high power" is going to the wheel on the low grip surface and "low power" is going to the wheel on the high grip surface. This is wrong, an open diff will ALWAYS distribute the torque evenly between both axles (plus/minus some mechanical inaccuracies since we're not in a perfect world). The diff isn't sending more torque/power to the side with less grip, the side with less grip is limiting the torque sent to the side with more grip. The maximum torque that can be put down on the ground with an open diff is roughly 2 times the tractive capability of the side with less grip. An engine can only put out torque that's used for something (conservation of energy and all), so the side with less grip acts as the limiter, any attempted extra torque will be spent on increasing the rpm of the engine and the wheel that's spinning, until you hit the limiter (at which point the engine cuts off and doesn't provide torque). Hence the car can't move forwards. When locking is introduced (be it via Salisbury type LSD, Torsen style unit, viscous LSD or whatever, even a solid, spooled diff) the situation changes. More locking enables you to send MORE torque/power to the side with more grip. Not "an equal amount of torque will be sent to the right and left wheels" as the video says at around 2:45. The locking torque is what enables that extra torque/power to be sent to the side with more grip. As an extreme example, a car with a solid, spooled diff (i.e. one that allows no differentiation) in a situation where one wheel is completely off the ground wouldn't be sending an equal amount of torque to both wheels, it'd essentially be sending 100% of the torque to the only wheel that's touching the ground. Fantastic video for explaining how the system works, but lacking in describing how the forces in it actually behave. =)

Using friction to overcome the problem that is a lack of friction. Way tha go.

Great videos on the devices. I’m happy to use them on a performance oriented vehicle. They do help maintain traction. 😊

The cam requires drive torque to actuate... that's an important aspect. If you're on ice spinning one wheel, the carrier will just spin and the spider gears will rotate. The spinning wheel needs traction to resist the carrier and develop torque that will force the cam pin to actuate the clutch packs. . It's a great system that really only engages when needed. Spider gears transfer torque to the outputs, so the mechanism will lockup proportionally to the amount of torque flowing through it. So the harder you drive the wheels the harder it locks up. Very similar to a torsen type that creates axial thrust in the helical gears proportional to the torque flow, except this system is far more tunable, and can be preloaded to always work at a minimal level where a torsen will just act as an open diff on ice.

A very good explanation. Hats off for the animation . Good work keep it up .

thanks! this was I was looking for. i'm learning how to setup a car in Project Cars 2. There you can change the angles of the 2-way cam groove, and it's hard to find the right setup for coasting and acceleration :-)

Amazing explanation! Thanks for this unvaluable info!

Love it great clear explanation and learning tool

Highly informative, thank-you. I used to play Gran Turismo and they don't do that well of a job describing the 1, 2 and 1.5 way diff. Now I know though.

best vid on subject I´ve found so far

well done, came from engineering explained ,he helped but lack of visual aids made it hard to comprehend in practice

THANK YOU SO MUCH, I NEEDED THIS FOR AN EXAM <3

Let your kids play with Lego technic, everyone. Lego Technic teaches basic concepts like these. They have everything from clutches, differentials and all of that. I learned a lot playing with those as a kid

Fantastic animation, thank you.

Holy Fucking Cow now I understand the whole thing. Mind blown. Thanks LE!

a damn fine piece of engineering