LSD!!!

Carlos · 2004-06-22, 04:07 AM

GOOD~~
已取得原作者的同意轉貼原文如下...
但是先聲明~因為年代已久,日本公司所製造的東西為了避開智慧財產權(著作權),而對VC改良設計,在1966年HALDEX公司發展出VC_LSD(TORSEN是在1958年)作用的第一先決條件
也謝謝這兩位兄臺~
關於日本大廠CUSCO的部份資料也已和德國以及義大利的朋友分享,因為他們都是玩
歐系車的4WD對日本產品較少見,也不大理解~就最早HALDEX & TORSEN 公司的產品特性
刊載如下~
謝謝囉~
A Viscous Coupler
A typical viscous coupler (left part of the picture) mounted aside the rear differential Mitsubishi Lancer GSR EvolutionV)
Viscous couplers are convenient devices mainly because they are not very expensive. Their major drawbacks are:
An exponential increase of their locking to speed difference curve (their are not very progressive)A delay in their locking ability induced by the time the viscous fluid need to increase its viscosity
Are difficult to handle under braking ==(they lock in braking situations)==
The close relation of their locking abilities to that of the viscous fluid temperature (its viscosity decreases as temperature increases)
Some of the more known examples of this 4WD layout are:
The Ford Escort (and Sierra) RS Cosworth
The Subaru Impreza (and Legacy)Of course the efficiency of the Fergusson layout greatly depends on the characteristics of the viscous couplers (type of viscous fluid, design and spacing of the discs, pressure, etc). Additionally consider that there are mainly two types of viscous couplers, the "cheap" ones and the more expensive ones. The "cheap" viscous coupler has one part of its discs fixed on the differential';s housing while the other on the outgoing axle. These devices cost roughly half the price of a "normal" viscous coupler which has half its discs fixed on the incoming axle and the other half on the outgoing one. The "cheap" versions have a locking characteristic which varies with the square of the axle speed difference while the "normal" ones have a locking characteristic that varies more linearly with the axle speed difference.
A more efficient (and expensive) 4WD layout is the one involving a TorSen ( which stands for TORque SENsing) differential. This extraordinary device, invented by the American company Gleason corporation, is based on the non-reversibility of worm gears and worm wheels (i.e. when you turn the worm wheel the worm gear turns but not vice versa). The Torsen differential has the advantage of being a fully mechanical device which guarantees its instantaneous response and progressiveness. Its main advantages therefore resume to:
Instantaneous response
Linear increase of their locking to speed difference curve
No locking or speed difference inhibition under braking
Torsen differentials are expensive devices. They split torque in a 50:50 proportion in no-slip conditions and can manage slips up to 20:80 ratios between the wheels they drive. The main examples of Torsen differential applications are:
The Lancia Integrale
The Toyota Celica GT4
The Audi Quattro Turbo (the earliest series used a manually locking rear differential and a Torsen center differential)
The Honda Integra Type R (front wheel drive)
The most important difference between Torsen differentials and viscous couplers is that the Torsen has a torque sensing characteristic while the VC has a rotation sensing characteristic. That';s why Torsen differentials only lock when power is applied to them whereas viscous couplers lock both when power is applied and while braking.
There are so many details and technical stuff I could mention here that the information would probably be rendered unusable. I will therefore go into no more detail (unless you suggest otherwise).
When you add a turbo charged, fire-spitting engine to a 4WD car the mixture becomes explosive. To sum up the situation in those high performance full time 4WD turbo charged devils you have automatic differential locking and slip control, high output turbo engines exceptional road holding abilities and performance.

2004-06-22, 04:07 AM	#1
Carlos 註冊車友註冊日期: 2003-06-24 住址: 臺灣臺北文章: 62 精華: 0	LSD!!! GOOD~~ 已取得原作者的同意轉貼原文如下... 但是先聲明~因為年代已久,日本公司所製造的東西為了避開智慧財產權(著作權),而對VC改良設計,在1966年HALDEX公司發展出VC_LSD(TORSEN是在1958年)作用的第一先決條件也謝謝這兩位兄臺~ 關於日本大廠CUSCO的部份資料也已和德國以及義大利的朋友分享,因為他們都是玩歐系車的4WD對日本產品較少見,也不大理解~就最早HALDEX & TORSEN 公司的產品特性刊載如下~ 謝謝囉~ A Viscous Coupler A typical viscous coupler (left part of the picture) mounted aside the rear differential Mitsubishi Lancer GSR EvolutionV) Viscous couplers are convenient devices mainly because they are not very expensive. Their major drawbacks are: An exponential increase of their locking to speed difference curve (their are not very progressive)A delay in their locking ability induced by the time the viscous fluid need to increase its viscosity Are difficult to handle under braking ==(they lock in braking situations)== The close relation of their locking abilities to that of the viscous fluid temperature (its viscosity decreases as temperature increases) Some of the more known examples of this 4WD layout are: The Ford Escort (and Sierra) RS Cosworth The Subaru Impreza (and Legacy)Of course the efficiency of the Fergusson layout greatly depends on the characteristics of the viscous couplers (type of viscous fluid, design and spacing of the discs, pressure, etc). Additionally consider that there are mainly two types of viscous couplers, the "cheap" ones and the more expensive ones. The "cheap" viscous coupler has one part of its discs fixed on the differential';s housing while the other on the outgoing axle. These devices cost roughly half the price of a "normal" viscous coupler which has half its discs fixed on the incoming axle and the other half on the outgoing one. The "cheap" versions have a locking characteristic which varies with the square of the axle speed difference while the "normal" ones have a locking characteristic that varies more linearly with the axle speed difference. A more efficient (and expensive) 4WD layout is the one involving a TorSen ( which stands for TORque SENsing) differential. This extraordinary device, invented by the American company Gleason corporation, is based on the non-reversibility of worm gears and worm wheels (i.e. when you turn the worm wheel the worm gear turns but not vice versa). The Torsen differential has the advantage of being a fully mechanical device which guarantees its instantaneous response and progressiveness. Its main advantages therefore resume to: Instantaneous response Linear increase of their locking to speed difference curve No locking or speed difference inhibition under braking Torsen differentials are expensive devices. They split torque in a 50:50 proportion in no-slip conditions and can manage slips up to 20:80 ratios between the wheels they drive. The main examples of Torsen differential applications are: The Lancia Integrale The Toyota Celica GT4 The Audi Quattro Turbo (the earliest series used a manually locking rear differential and a Torsen center differential) The Honda Integra Type R (front wheel drive) The most important difference between Torsen differentials and viscous couplers is that the Torsen has a torque sensing characteristic while the VC has a rotation sensing characteristic. That';s why Torsen differentials only lock when power is applied to them whereas viscous couplers lock both when power is applied and while braking. There are so many details and technical stuff I could mention here that the information would probably be rendered unusable. I will therefore go into no more detail (unless you suggest otherwise). When you add a turbo charged, fire-spitting engine to a 4WD car the mixture becomes explosive. To sum up the situation in those high performance full time 4WD turbo charged devils you have automatic differential locking and slip control, high output turbo engines exceptional road holding abilities and performance.