h a l f b a k e r yRenovating the wheel
add, search, annotate, link, view, overview, recent, by name, random
news, help, about, links, report a problem
browse anonymously,
or get an account
and write.
register,
|
|
|
As this is the 3rd differential idea posted in as many days,
I'll skip the intro.
So, each drive shaft is connected to a gear-type hydraulic
pump such that hydraulic fluid is pumped when there is a
net rotational difference between drive shaft and carrier,
i.e. slip or turning. The hydraulic
fluid is pumped into a
small accumulator within the carrier. An accumulator is
where hydraulic pressure is used to compress a spring,
usually a gas, storing energy. Since cars rarely drive around
and around in circles* the difference in rotation between
left and right wheels is likely limited... for example, a full
circle might induce a net difference of 4 rotations between
two wheels.
In a typical 90 degree corner, there will be a 1 rotation
difference. In this differential, that difference will
pressurize two accumulators, if there is an immediate right
turn, this will "unwind" the diff and that energy will return
to the system.
In a wheel slip/spin situation, as one wheel rotates, it will
progressively pressurize the accumulator, exponentially
increasing the coupling torque to the carrier until it
completely locks.
To avoid having odd handling because the diff is "wound
up" after one corner, there should be a valve controlling a
small leak between the two sides so that pressure returns
to equilibrium.
*sorry racers.
Please log in.
If you're not logged in,
you can see what this page
looks like, but you will
not be able to add anything.
Annotation:
|
| |
You'll need to insulate the accumulators really well, or thermal losses will rob a lot of the stored energy (General gas law). |
|
| |
Isn't this the same underlying principle as the original Mini Hydrolastic system ? |
|
| |
Well, your idea does contain (in order of appearance) the words "differential", "slip", and "limited"; however, I am uncertain that they're sufficiently grouped to prevent the unwary context-shorted reader from happening upon your idea and thinking "Now, that would be an odd way to deliver psychoactives..." |
|
| |
Is a trick being missed here ? |
|
| |
A lot of engineering expense could be saved if a medication could be developed that caused a driver to hallucinate that they were driving a vehicle with a limited-slip diff... |
|
| |
Save weight and mechanical complexity; when uncertain road conditions eventuate, just slip a tablet under the tongue. |
|
| |
There's money to be made here- our sensors are picking up all sorts of interesting data. |
|
| |
//the same underlying principle as the original Mini
Hydrolastic system ?// |
|
| |
Great, another rabbit hole. |
|
| |
from <link> "In 1982, the Austin Ambassador (only in
production for two years) included a highly developed
version of Hydragas, with improved steel valves. In 1986,
Hydragas suspension was used in the Porsche 959 rally car
that entered the Paris to Dakar Rally." |
|
| |
There's two cars that sit right next to each other in nearly
every way. |
|
| |
It's an interesting system. A bump at the front displaces
fluid to the back (through a valve which is what provides
damping). Simultaneous front-back bumps (or roll, which
isn't mentioned, weirdly) compress a third spring. It's like
it's rotated 90 degrees. If instead of front/rear on the
same side they did it left/right, then the third spring
would be what F1 considers a heave spring to control
pitch. |
|
| |
Anyhow, an excellent example of British engineering and
manufacturing. The decision should have been "nice
system, build a high performance demonstrator and we'll
take it to the motor show. Now, the mini, conventional
suspension should be good enough. Spend the difference
on galvanizing" |
|
| |
But they did; spent a fortune giving electric shocks to dead frogs. Didn't help with rustproofing, but oddly, staring at lots of dead frogs gave them the bodywork design for the Austin Princess, "A car that will live in infamy". |
|
| |
Seen from the side, the profile of the Princess and the original Audi Quattro aren't that different. Yet the Quattro is a world-beating classic, and the Princess was a total shed. |
|
| |
// two cars that sit right next to each other // |
|
| |
Spot on; only the other day we saw a very nice Porsche parked next to a rubbish bin. |
|
| |
Perhaps the kindest word that can be applied to Hydragas/Hydrolastic is "idiosyncratic" although "temperamental" comes a close second. |
|
| |
"A right pain in the nether regions" is probably the mildest phrase on the "unkind" list (which is very long). |
|
| |
//kindest word that can be applied to Hydragas/Hydrolastic
is "idiosyncratic" although "temperamental"// |
|
| |
Less troublesome than the Citroen system I'd wager. Not
that you'd notice given the amount of time troubleshooting
the electrics. |
|
| |
Doesn't the inside wheel unwind the same'ish amount the outside one winds ? |
|
| |