17-04-2017, 09:34 PM
Please send me seminar report on limited slip differntial PDF format
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seminar report on limited slip differential pdf
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Please send me seminar report on limited slip differntial PDF format
19-04-2017, 11:45 AM
A limited slip differential is a type of differential that allows its two output axles to rotate at different speeds, but limits the maximum difference between the two axles
In a car, such limited slip differentials are sometimes used in place of a standard differential, in which they transmit certain dynamic advantages, at the expense of greater complexity.
History
In 1932, Ferdinand Porsche designed a Grand Prix racing car for Auto Union. The high power of the design caused one of the rear wheels to experience an excessive spin of the wheel at any speed up to 160 km / h (100 mph). In 1935, Porsche commissioned engineering firm ZF to design a limited slip differential to improve performance. The ZF "sliding pegs and cams" became available, and one example was the Type B-70 for early VW, although technically this was an automatic locking differential, not a limited slip.
The main advantage of a limited slip differential is demonstrated when considering the case of a standard (or "open") differential in rolling or snow situations when a wheel starts to slide. In such a case with a standard differential, the sliding or non-contact wheel will receive most of the power (in the form of low torque, high rotation), while the contact wheel will remain stationary with respect to the ground. The torque transmitted by an open differential will always be equal on both wheels; If a tire is on a slippery surface, the torque supplied will easily outstrip the available traction to a very low number. For example, the right tire may start to rotate as soon as a torque of 70 N · m (50 lb.ft) is applied as it is on an icy surface. Since the same amount of torque is always felt on both wheels, regardless of the speed at which they rotate, this means that the traction wheel can not receive more than 70 Nm of torque, which is much smaller than is required for Move the vehicle. Meanwhile, the tire on the slippery surface will simply spin, absorbing all the actual power (which is a function of the torque provided over time), although both wheels have the same (very low) torque. In this situation, a limited slip differential prevents excessive power being assigned to a wheel, and therefore keeps both wheels in powered rotation, ensuring that the traction will not be limited to the wheel that can handle the minimum amount of power. The benefits of LSD in high power, rear wheel drive cars were shown during the United States "Muscle-Car" was from the mid 1960s through the early 1970s. The cars of this era were normally the drive of the rear wheel and did not offer independent suspension for the rear tires (but instead used a live axle). With an active axle, when a high torque is applied through the differential, the traction in the right rear tire is smaller, since the axle naturally wants to rotate with the torsion of the drive shaft (but is held stationary by mounting it on the frame of the Vehicle). This coined the term "a wheel shell". As such, "Muscle-Cars" with LSD or "positraction" were in a distinct advantage to their wheel-spin counterparts.
In a car, such limited slip differentials are sometimes used in place of a standard differential, in which they transmit certain dynamic advantages, at the expense of greater complexity.
History
In 1932, Ferdinand Porsche designed a Grand Prix racing car for Auto Union. The high power of the design caused one of the rear wheels to experience an excessive spin of the wheel at any speed up to 160 km / h (100 mph). In 1935, Porsche commissioned engineering firm ZF to design a limited slip differential to improve performance. The ZF "sliding pegs and cams" became available, and one example was the Type B-70 for early VW, although technically this was an automatic locking differential, not a limited slip.
The main advantage of a limited slip differential is demonstrated when considering the case of a standard (or "open") differential in rolling or snow situations when a wheel starts to slide. In such a case with a standard differential, the sliding or non-contact wheel will receive most of the power (in the form of low torque, high rotation), while the contact wheel will remain stationary with respect to the ground. The torque transmitted by an open differential will always be equal on both wheels; If a tire is on a slippery surface, the torque supplied will easily outstrip the available traction to a very low number. For example, the right tire may start to rotate as soon as a torque of 70 N · m (50 lb.ft) is applied as it is on an icy surface. Since the same amount of torque is always felt on both wheels, regardless of the speed at which they rotate, this means that the traction wheel can not receive more than 70 Nm of torque, which is much smaller than is required for Move the vehicle. Meanwhile, the tire on the slippery surface will simply spin, absorbing all the actual power (which is a function of the torque provided over time), although both wheels have the same (very low) torque. In this situation, a limited slip differential prevents excessive power being assigned to a wheel, and therefore keeps both wheels in powered rotation, ensuring that the traction will not be limited to the wheel that can handle the minimum amount of power. The benefits of LSD in high power, rear wheel drive cars were shown during the United States "Muscle-Car" was from the mid 1960s through the early 1970s. The cars of this era were normally the drive of the rear wheel and did not offer independent suspension for the rear tires (but instead used a live axle). With an active axle, when a high torque is applied through the differential, the traction in the right rear tire is smaller, since the axle naturally wants to rotate with the torsion of the drive shaft (but is held stationary by mounting it on the frame of the Vehicle). This coined the term "a wheel shell". As such, "Muscle-Cars" with LSD or "positraction" were in a distinct advantage to their wheel-spin counterparts.
It can be understood in the following video:
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