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Locking differential
A locking differential is a mechanical component, commonly used in offroad vehicles, designed to overcome the chief limitation of a standard open differential by essentially "locking" both wheels on an axle together as if on a common shaft. This forces, in contrast to the more common limited slip differential (LSD) in roadgoing cars, both wheels to turn in unison, regardless of the traction (or lack thereof) available to either wheel individually.
When the differential is unlocked (open differential), it allows each wheel to rotate at different speeds (such as when negotiating a turn), thus avoiding tire scuffing. An open (or unlocked) differential always provides the same torque (rotational force) to each of the two wheels on that axle. Therefore, although the wheels can rotate at different speeds, they apply the same rotational force, even if one is entirely stationary, and the other spinning (equal torque; unequal rotational speed).
By contrast, a locked differential forces both left and right wheels on the same axle to rotate at the same speed under nearly all circumstances, regardless of the tractional differences at either wheel. Therefore, each wheel can apply as much rotational force as the traction under it will allow, and the torques on each side-shaft will be unequal. (Unequal torque, equal rotational speeds). Exceptions apply to automatic lockers, discussed below.
A locked differential can provide a significant traction advantage over an open differential, especially when the traction under each wheel differs significantly.
All of the above applies to central differentials as well as to those in each axle: full-time four-wheel-drive vehicles have three differentials, one in each axle, and a central one (called a "transfer case") between the front and rear axles.
Automatic lockers lock and unlock automatically with no direct input from the driver. Some automatic locking differential designs ensure that engine power is always transmitted to both wheels, regardless of traction conditions, and will "unlock" only when one wheel is required to spin faster than the other during cornering. These would be more correctly termed automatic unlocking differentials, because their at-rest position is locked. They will never allow either wheel to spin slower than the differential carrier or axle as a whole, but will permit a wheel to be over-driven faster than the carrier speed. The most common example of this type would be the Detroit Locker, made by Eaton Corporation, also known as the Detroit No-Spin, which replaces the entire differential carrier assembly. Others, sometimes referred to as lunchbox lockers, use the stock differential carrier and replace only the internal spider gears and shafts with interlocking plates. Both types of automatic lockers will allow for a degree of differential wheel speed while turning corners in conditions of equal traction, but will otherwise lock both axle shafts together when traction conditions demand it.
Some other automatic lockers operate as an open differential until wheel slip is encountered and then they lock up. These types generally use an internal governor to monitor vehicle speed and wheel slip. An example of this is the Eaton automatic locking differential (ALD), or Eaton automatic differential lock (ADL), developed by the Eaton Corporation and introduced in 1973 for GM's Rounded-Line C/K Series pickups and utilities. The Eaton ADL is sometimes incorrectly called the Gov-Lok, despite neither GM nor Eaton ever calling it by that name. Gov-Lok is rather an unofficial name of unknown origin that gained popularity over the years. Both Eaton and GM do not know where the name came from, and Eaton has made several unsuccessful attempts in the past to debunk the Gov-Lok name. An updated version of the old Eaton ADL design is still available from Eaton, now known as the Eaton mLocker mechanical differential lock.
Some other automatic lockers operate as an open differential until high torque is applied, at which point they lock up. This style generally uses internal gears systems with very high friction. An example of this is the ZF sliding pins and cams type available for use in early Volkswagens.
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Locking differential
A locking differential is a mechanical component, commonly used in offroad vehicles, designed to overcome the chief limitation of a standard open differential by essentially "locking" both wheels on an axle together as if on a common shaft. This forces, in contrast to the more common limited slip differential (LSD) in roadgoing cars, both wheels to turn in unison, regardless of the traction (or lack thereof) available to either wheel individually.
When the differential is unlocked (open differential), it allows each wheel to rotate at different speeds (such as when negotiating a turn), thus avoiding tire scuffing. An open (or unlocked) differential always provides the same torque (rotational force) to each of the two wheels on that axle. Therefore, although the wheels can rotate at different speeds, they apply the same rotational force, even if one is entirely stationary, and the other spinning (equal torque; unequal rotational speed).
By contrast, a locked differential forces both left and right wheels on the same axle to rotate at the same speed under nearly all circumstances, regardless of the tractional differences at either wheel. Therefore, each wheel can apply as much rotational force as the traction under it will allow, and the torques on each side-shaft will be unequal. (Unequal torque, equal rotational speeds). Exceptions apply to automatic lockers, discussed below.
A locked differential can provide a significant traction advantage over an open differential, especially when the traction under each wheel differs significantly.
All of the above applies to central differentials as well as to those in each axle: full-time four-wheel-drive vehicles have three differentials, one in each axle, and a central one (called a "transfer case") between the front and rear axles.
Automatic lockers lock and unlock automatically with no direct input from the driver. Some automatic locking differential designs ensure that engine power is always transmitted to both wheels, regardless of traction conditions, and will "unlock" only when one wheel is required to spin faster than the other during cornering. These would be more correctly termed automatic unlocking differentials, because their at-rest position is locked. They will never allow either wheel to spin slower than the differential carrier or axle as a whole, but will permit a wheel to be over-driven faster than the carrier speed. The most common example of this type would be the Detroit Locker, made by Eaton Corporation, also known as the Detroit No-Spin, which replaces the entire differential carrier assembly. Others, sometimes referred to as lunchbox lockers, use the stock differential carrier and replace only the internal spider gears and shafts with interlocking plates. Both types of automatic lockers will allow for a degree of differential wheel speed while turning corners in conditions of equal traction, but will otherwise lock both axle shafts together when traction conditions demand it.
Some other automatic lockers operate as an open differential until wheel slip is encountered and then they lock up. These types generally use an internal governor to monitor vehicle speed and wheel slip. An example of this is the Eaton automatic locking differential (ALD), or Eaton automatic differential lock (ADL), developed by the Eaton Corporation and introduced in 1973 for GM's Rounded-Line C/K Series pickups and utilities. The Eaton ADL is sometimes incorrectly called the Gov-Lok, despite neither GM nor Eaton ever calling it by that name. Gov-Lok is rather an unofficial name of unknown origin that gained popularity over the years. Both Eaton and GM do not know where the name came from, and Eaton has made several unsuccessful attempts in the past to debunk the Gov-Lok name. An updated version of the old Eaton ADL design is still available from Eaton, now known as the Eaton mLocker mechanical differential lock.
Some other automatic lockers operate as an open differential until high torque is applied, at which point they lock up. This style generally uses internal gears systems with very high friction. An example of this is the ZF sliding pins and cams type available for use in early Volkswagens.