Łańcuchy na koła

[bocian74]

Tak bywa:D Ja jednak pomimo, że mam 4X4, to wożę w bagażniku łańcuchy. Wolę z POLIZEI nie dyskutować. .

Oczywiście. Ale skoro tutaj technicznie się nie da założyć łańcuchów, to nie pozostaje chyba nic innego jak liczyć, że to obowiązująca wykładnia Pozdr Marcin

[TT]

Najprościej to tak zaplanować drogę, żeby ominąć drogi na których jest znak "łańcuchy", bo tylko na tak oznaczonych drogach są wymagane. A tak z ciekawości, to opony sam kupowałeś, czy dobrali ci w Fordzie? Bo jak dołożyli ci takie u dealera, to się z nim pomęcz, żeby ci wymienili na takie do których łańcuchy pasują. Jak kupowałeś sam to kicha:confused: PS: haldex to nie jest stały napęd 4X4

Auto mam od nowości, kupione w salonie na takich kołach z takimi oponami. Haldex tak jak torsen to stały napęd na 4 koła. Tzn. napęd jest rozdzielany na wszystkie koła, a nie tak jak w większości nowych suvów tylko na przód, a w przypadku braku przyczepności dołączany jest tył. Ale może źle się wyraziłem i mogłeś zrozumieć, że stały napęd to napęd ze zblokowanymi wszystkimi osiami.

[jurasek15]

Auto mam od nowości, kupione w salonie na takich kołach z takimi oponami. Haldex tak jak torsen to stały napęd na 4 koła. Tzn. napęd jest rozdzielany na wszystkie koła, a nie tak jak w większości nowych suvów tylko na przód, a w przypadku braku przyczepności dołączany jest tył. Ale może źle się wyraziłem i mogłeś zrozumieć, że stały napęd to napęd ze zblokowanymi wszystkimi osiami.

A kto Ci takich bzdur naopowiadał?

[jan koval]

A kto Ci takich bzdur naopowiadał?

Mysle, ze jak to przestudiujesz, to znikna pewne nieporozumienia Na poczatek pare slow o 4x4 a pozniej historia Haldex i Torsen This article needs additional citations for verification. Please help improve this article by adding citations to reliable sources. Unsourced material may be challenged and removed. (August 2011) The Jeep Wrangler is a 4WD vehicle with a transfer case to select low range or high range 4WD.Four-wheel drive, All-wheel drive, AWD, 4WD, or 4x4 ("four by four") is a four-wheeled vehicle with a drivetrain that allows all four wheels to receive torque from the engine simultaneously.[1][2][3][4] While many people associate the term with off-road vehicles and Sport utility vehicles, powering all four wheels provides better control than normal road cars on many surfaces,[citation needed] and is an important part in the sport of rallying. In abbreviations such as 4×4, the first figure is normally the total number of wheels, and the second the number of powered wheels. (The numbers actually refer to axle-ends, which may have more than one wheel.) 4×2 means a four-wheel vehicle that transmits engine power to only two axle-ends: the front two in front-wheel drive or the rear two in rear-wheel drive.[5] By this system, a six wheeled military transport truck would be a "6x6", while the typical American semi-truck tractor unit having two drive axles and a single unpowered steering axle would be a "6x4". Contents [hide] 1 4WD versus AWD 2 4WD versus IWD 3 Design 3.1 Differentials 3.2 Limiting slippage 4 History 5 Road racing 6 In construction equipment 7 Terminology 8 Unusual systems 9 Introduction to off-roaders 10 Introduction to passenger cars 11 Systems by design type 11.1 Center differential with mechanical lock 11.2 Torsen center differential 11.3 Non-locking center differential 11.4 Multiple-clutch systems 11.5 Multi-plate clutch coupling 11.6 Multiple gearbox 11.7 Part-time 12 See also 13 References 14 External links [edit] 4WD versus AWD This section has multiple issues. Please help improve it or discuss these issues on the talk page. The examples and perspective in this United States may not represent a worldwide view of the subject. Please improve this article and discuss the issue on the talk page. (October 2012) This section may contain original research. (October 2012) Controls for locking center, front, and rear differentials independently. In the view of some, it is the ability to lock differentials that distinguishes 4WD from AWD.[according to whom?]While the term four-wheel drive is limited to four-wheeled driven vehicles, all-wheel drive can also be used to describe vehicles with more than four driven wheels, such as the eight-wheeled all-wheel drive IAV Stryker military vehicle.[6] [edit] 4WD versus IWDThe term Individual-wheel drive is coined to identify those electric vehicles whereby each wheel is driven by its own individual electric motor. This system essentially has inherent characteristics that would be generally attributed to Four-Wheel drive systems like the distribution of the available power to the wheels. The IWD drive is not limited to 4 wheels as there is generally a motor that drives each wheel that can number upwards of 4, but could also identify a single wheeled vehicle. [edit] Design Diagram of front-engined 4WD[edit] Differentials The Lamborghini Murciélago is an AWD that powers the front via a viscous coupling unit if the rear slips. The HMMWV is a 4WD/AWD that powers all wheels evenly (continuously) via a manually lockable center differential, with Torsen differentials for both front and rear. A Subaru Impreza rally car uses AWD for traction.When powering two wheels simultaneously the wheels must be allowed to rotate at different speeds as the vehicle goes around curves. The problem is even more complicated when driving all four wheels. A design that fails to account for this makes the vehicle handle poorly on turns, fighting the driver as the tires slip and skid from the mismatched speeds. A differential allows one input shaft to drive two output shafts independently with different speeds. The differential distributes torque (angular force) evenly, while distributing angular velocity (turning speed) such that the average for the two output shafts is equal to that of the differential ring gear. Each powered axle requires a differential to distribute power between the left and the right sides. When all four wheels are driven, a third differential can be used to distribute power between the front and the rear axles. The described system handles extremely well, as it is able to accommodate various forces of movement, and distribute power evenly and smoothly; making slippage unlikely. Once it does slip, however, recovery is difficult. If the left front wheel of a 4WD vehicle slips on an icy patch of road, for instance, the slipping wheel spin faster than the other wheels due to the lower traction at that wheel. Since a differential applies equal torque to each half-shaft, power is reduced at the other wheels, even if they have good traction. This problem can happen in both 2WD and 4WD vehicles, whenever a driven wheel is placed on a surface with little traction or raised off the ground. The simplistic design works acceptably well for 2WD vehicles. It is much less acceptable for 4WD vehicles, because 4WD vehicles have twice as many wheels to lose traction, increasing the likelihood that it may happen. 4WD vehicles may also be more likely to drive on surfaces with reduced traction. However, since torque is divided amongst four wheels rather than two, each wheel receives approximately half the torque of a 2WD vehicle, reducing the potential for wheelslip. [edit] Limiting slippageTraction control was invented to solve this problem for 2WD vehicles. When one wheel spins out of control the brake is automatically applied to that wheel. By preventing one wheel from spinning freely, power is divided between the pavement for the non-slipping wheel and the brake for the slipping wheel. This is an effective solution, although it causes additional brake wear and may cause a sudden jolt that affects handling. By extending traction control to act on all four wheels the simple three-differential AWD design limits wheel spin. This design is common on luxury crossover SUVs.[citation needed] Locking differentials work by temporarily locking together a differential's output shafts, causing all wheels to turn at the same rate, providing torque in case of slippage. This is generally used for the center differential, which distributes power between the front and the rear axles. While a drivetrain that turns all wheels equally would normally fight the driver and cause handling problems, this is not a concern when wheels are slipping. The two most common factory-installed locking differentials use either a computer-controlled multi-plate clutch or viscous coupling unit to join the shafts, while other differentials more commonly used on off-road vehicles generally use manually operated locking devices. In the multi-plate clutch the vehicle's computer senses slippage and locks the shafts, causing a small jolt when it activates, which can disturb the driver or cause additional traction loss. In the viscous coupling differentials the shear stress of high shaft speed differences causes a dilatant fluid in the differential to become solid, linking the two shafts. This design suffers from fluid degradation with age and from exponential locking behavior.[citation needed] Some designs use gearing to create a small rotational difference that hastens torque transfer. A third approach to limiting slippage is the Torsen differential. A Torsen differential allows the output shafts to receive different amounts of torque. This design does not provide for traction when one wheel is spinning freely, where there is no torque. It provides excellent handling in less extreme situations.[citation needed] A typical Torsen II differential can deliver up to twice as much torque to the high traction side before traction is exceeded at the lower tractive side. Finally, many lower-cost vehicles entirely eliminate the center differential. These vehicles behave as 2WD vehicles under normal conditions. When the drive wheels begin to slip, one of the locking mechanisms discussed above joins the front and rear axles. Such systems distribute power unevenly under normal conditions and thus do not help prevent the loss of traction, instead only enabling recovery once traction is lost. Most minivan 4WD/AWD systems are of this type, usually with the front wheels powered during normal driving conditions and the rear wheels served via a viscous coupling unit. Such systems may be described as having a 95/5 or 90/10 power split.[according to whom?] [edit] History The 1903 Spyker 60 H.P. 4WD Center transfer case sending power from the transmission to two output shafts: to the rear axle (visible on the right) as well as to the front axle (on the left side). Selection leverIn 1893, before the establishment of a modern automotive industry in Britain, English engineer Bramah Joseph Diplock patented a four-wheel-drive system for a traction engine, including four-wheel steering and three differentials, which was subsequently built. The development also incorporated Bramah's Pedrail wheel system in what was one of the first four-wheel-drive automobiles to display an intentional ability to travel on challenging road surfaces. It stemmed from Bramagh's previous idea of developing an engine that would reduce the amount of damage to public roads. Ferdinand Porsche designed and built a four-wheel-driven Electric vehicle for the k. u. k. Hofwagenfabrik Ludwig Lohner & Co. at Vienna in 1899, presented to the public during the 1900 World Exhibition at Paris. An electric hub motor at each wheel powered the vehicle. Although clumsily heavy, the vehicle proved a powerful sprinter and record-breaker in the hands of its owner E.W. Hart. Due to its unusual status the so-called Lohner-Porsche is not widely credited as the first four-wheel-driven automobile. The first four-wheel-drive car, as well as hill-climb racer, with internal combustion engine, the Spyker 60 H.P., was presented in 1903 by Dutch brothers Jacobus and Hendrik-Jan Spijker of Amsterdam.[7][8] The two-seat sports car, which was also the first ever car equipped with a six-cylinder engine, is now an exhibit in the Louwman Collection (the former Nationaal Automobiel Museum) at the Hague in The Netherlands. Designs for four-wheel drive in the U.S., came from the Twyford Company of Brookville, Pennsylvania in 1905, six were made there around 1906; one still exists and is displayed annually.[9] The second U.S. four-wheel-drive vehicle was built in 1908 by (what became) the Four Wheel Drive Auto Company (FWD) of Wisconsin (not to be confused with the term "FWD" as an acronym for front-wheel drive). FWD would later produce around 15,000 of its four-wheel-drive Model B trucks for the British and American armies during World War I.[10] Approximately 11,500 of the Jeffery or Nash Quad models (1913–1919) were similarly used. The Quad not only came with four-wheel drive and four-wheel brakes, but also featured four-wheel steering.[10] The Reynolds-Alberta Museum has a four-wheel-drive "Michigan" car from about 1905 in unrestored storage. The Marmon-Herrington Company was founded in 1931 to serve a growing market for moderately priced four-wheel-drive vehicles. Marmon-Herrington specialized in converting Ford trucks to four-wheel drive and got off to a successful start by procuring contracts for military aircraft refueling trucks, 4×4 chassis for towing light weaponry,[11] commercial aircraft refueling trucks, and an order from the Iraqi Pipeline Company for what were the largest trucks ever built at the time. R4 layout. Rear-engine / All-wheel-drive system (AWD). Standard in some high-performance sports cars. FF4 layout. Front-engine longitudinally-mounted / All-wheel drive (AWD). Standard in luxury, sporting and heavy duty segments. FF4 layout. Front-engine transversely-mounted / All-wheel drive (AWD). Standard in luxury, sporting and heavy duty segments.Daimler-Benz also has a history in four-wheel drive. In 1907 the Daimler Motoren Gesellschaft had built a four-wheel-driven vehicle called Dernburg-Wagen, also equipped with four-wheel steering, that was used by German colonial civil servant, Bernhard Dernburg, in Namibia. Mercedes and BMW, in 1926, introduced a rather sophisticated four-wheel drive, the G1, the G4 and G4 following. The 1937 Mercedes-Benz G5 and BMW 325 4×4 featured full-time four-wheel drive, four-wheel steering, three locking differentials, and fully independent suspension. They were produced because of a government demand for a four-wheel-drive passenger vehicle. The modern G-series/Wolf such as the G500 and G55 AMG still feature some of the attributes, with the exception of fully independent suspension since it hinders suspension articulation. The Unimog is another Mercedes truck. It was not until "go-anywhere" vehicles were needed for the military that four-wheel drive found its place. The Jeep, originally developed by American Bantam but mass-produced by Willys and Ford, became the best-known four-wheel-drive vehicle in the world during World War II. Willys (since 1950 owner of the Jeep name) introduced the CJ-2A in 1945 as the first full-production four-wheel-drive passenger vehicle. Possibly beaten by the 1938 GAZ-61. The Land Rover appeared at the Amsterdam Motor Show in 1948, originally conceived as a stop-gap product for the struggling Rover car company, and despite chronic under-investment succeeded far better than the passenger cars. Land Rover developed a luxury 4WD with the Range Rover in the 1970s, which, unlike some offerings from other manufacturers, was capable of serious off-road use. The inspiration was a Willys MB that was frequently run off-road on the farm belonging to chief engineer Maurice Wilks, and was felt that it needed some refinement. Kaiser Jeep, the successor to Willys, introduced a 4WD wagon called the Wagoneer in 1963. It was revolutionary at the time, not only because of its technical innovations such as an independent front suspension and the first automatic transmission with 4WD, but also because it was equipped and finished as a regular passenger automobile.[12] The Super Wagoneer (1966 to 1969) was powered by Rambler or Buick V8s. Its high level of equipment made it the first "luxury" SUV. American Motors (AMC) acquired Kaiser's Jeep Division in 1970 and quickly upgraded and expanded the entire line of serious off-road 4WD vehicles. The top range full-size Grand Wagoneer continued to compete with traditional luxury cars.[13] It was relatively unchanged during its production through 1991, even after Chrysler's buyout of AMC. Jensen applied the Formula Ferguson (FF) full-time all-wheel-drive system to 318 units of their Jensen FF built from 1966 to 1971, marking the first time 4WD was used in a production GT sports car.[14] While most 4WD systems split torque evenly, the Jensen split torque roughly 40% front, 60% rear by gearing the front and rear at different ratios. Subaru introduced the mass-produced Leone in 1972 featuring a part-time four-wheel-drive system that could not be engaged on dry pavement. The American Motors Corporation (AMC) introduced a full-time AWD vehicle the same year as the Subaru in the Jeep Cherokee and Wagoneer with Quadra Trac (1973 model year models were for sale starting September 1972).[15] It dominated all other makes in FIA rally competition, due to the performance of the full-time AWD, which did not require the driver to get out of the vehicle to lock hubs or manually select between 2WD and 4WD modes in the car like other American four-wheel-drive vehicles of the period. Drivers Gene Henderson and Ken Pogue won the Press-on-Regardless Rally FIA championship with a Quadra Trac equipped Jeep in 1972.[16] 1987 AMC Eagle. The wagon was the most popular model. 1981 AMC Eagle AWD convertibleAmerican Motors introduced the innovative Eagle for the 1980 model year.[17] These were the first mass production cars to use the complete FF system.[18] The AMC Eagle was the world's first complete line (sedan, coupe, and station wagon) of permanent automatic all-wheel-drive passenger models. The new Eagles combined Jeep technology with an existing and proven AMC passenger automobile platform. They ushered a whole new product category of "sport-utility" or crossover SUV. AMC's Eagles came with the comfort and high-level appointments expected of regular passenger models and used the off-road technology for an extra margin of safety and traction.[19] The Eagle's thick viscous fluid center differential provided quiet and smooth transfer of power that was directed proportionally to the axle with the greatest traction. This was a true full-time system operating only in four-wheel drive without undue wear on suspension or driveline components. There was no low range in the transfer case. This became the forerunner of the designs that followed from other manufacturers.[20] The automobile press at the time tested the traction of the Eagles and described it as far superior to the Subaru's and that it could beat many so-called off-road vehicles. Four Wheeler magazine concluded that the AMC Eagle was "The beginning of a new generation of cars."[21] The Eagles were popular (particularly in the snowbelt), had towing capacity, and came in several equipment levels including sport and luxury trims. Two additional models were added in 1981, the sub-compact SX/4 and Kammback. A manual transmission and a front axle-disconnect feature were also made available for greater fuel economy. During 1981 and 1982 a unique convertible was added to the line. The Eagle's monocoque body was reinforced for the conversion and had a steel targa bar with a removable fiberglass roof section.[22] The Eagle station wagon remained in production for one model year after Chrysler acquired AMC in 1987. Audi also introduced a permanently all-wheel-driven road-going car, the Audi Quattro, in 1980. Audi's chassis engineer, Jorg Bensinger, had noticed in winter tests in Scandinavia that a vehicle used by the German Army, the Volkswagen Iltis, could beat any high-performance Audi. He proposed developing a four-wheel-drive car, that would also used for rallying to improve Audi's conservative image. The Audi Quattro system became a feature on production cars. In 1987, Toyota also developed a car built for competition in rally campaigns.[23] A limited number of road-going FIA Homologation Special Vehicle Celica GT-Fours (otherwise known as Toyota Celica All-Trac Turbo in some markets) were produced. The All-Trac system was later available on serial production Toyota Camry, Toyota Corolla, and Toyota Previa models. Some of the earliest mid-engined four-wheel-drive cars were the various road-legal rally cars made for Group B homologation, such as the Ford RS200 made from 1984 to 1986. In 1989, niche maker Panther Westwinds created a mid-engined four-wheel-drive, the Panther Solo 2. In 2008, Nissan introduced the GT-R featuring a rear mounted transaxle. The AWD system requires two drive shafts, one main shaft from the engine to the transaxle and differential and a second drive shaft from the transaxle to the front wheels.[24] The Ferrari FF introduced in 2011 features a unique system called 4RM, which does away with the heavy center differential and instead attaches a smaller, second transaxle that draws power from the front of the engine. This allows the car to keep the traditional rear transaxle design without the need for a second driveshaft for the front wheels. Today, sophisticated all-wheel-drive systems are found in many passenger vehicles and some exotic sports cars and supercars. Mainstream luxury and near-luxury vehicles which can absorb the extra cost involved, and for which the fuel economy penalty of some 5% is not an issue, are offered with AWD (or "4x4" or "4WD") as a safety enhancement to meet owners' expectations for a full complement of up-to-date technology.[25] [edit] Road racingSpyker is credited with building and racing the first ever four-wheel racing car, the Spyker 60 HP in 1903.[7][8] Bugatti created a total of three four-wheel-drive racers, the Type 53, in 1932, but the cars were notorious for having poor handling. Miller produced the first 4WD car to qualify for the Indianapolis 500, the 1938 Miller Gulf Special. Ferguson Research Ltd. built the front-engine P99 Formula One car that actually won a non-World Championship race with Stirling Moss in 1961. In 1969, Team Lotus raced cars in the Indy 500 and two years later in Formula 1 with the Lotus 56, that had both turbine engines and 4WD, as well as the 4WD-Lotus 63 that had the standard 3-litre V8 Ford Cosworth engine. Matra also raced a similar MS84, and McLaren entered their M9A in the British Grand Prix, while engine manufacturers Ford-Cosworth produced their own version which was tested but never raced. All these F1 cars were considered inferior to their RWD counterparts, as the advent of aerodynamic downforce meant that adequate traction could be obtained in a lighter and more mechanically efficient manner, and the idea was discontinued, even though Lotus tried repeatedly. Nissan and Audi had success with all-wheel drive in road racing with the former's advent of the Nissan Skyline GT-R in 1989. So successful was the car that it dominated the Japanese circuit for the first years of production, going on to bigger and more impressive wins in Australia before weight penalties eventually levied a de facto ban on the car. Most controversially was the win pulled off at the 1990 Macau Grand Prix where the car led from start to finish. Audi's dominance in the Trans-Am Series in 1988 was equally controversial as it led to a weight penalty mid season and to a rule revision banning all-AWD cars, its dominance in Supertouring eventually led to a FIA ban on AWD system in 1998. New 2011 24 Hours of Le Mans regulations may revive AWD/4WD in road racing, though such systems are only allowed in new hybrid-powered Le Mans Prototypes.[26] One example is the Audi R18 e-tron quattro (winner of 2012 race, the first ever hybrid/4WD to win Le Mans), utilizing an electric motor in the front axle while combining the engine motor in the rear.[27] [edit] In construction equipment Heavy Duty 2008 International Workstar A Case loader–backhoe equipped with 4WD (note the 4×4 designation on the battery box, the difference in design of the front hubs, and the treaded front tires).During the late 1980s, there was a movement by construction equipment builders to find a way for their equipment to handle any terrain they can drive across. The first to utilize a 4WD system was Case Corporation (then known as J.I. Case Co.),[dubious – discuss] who designed a hearty four-wheel-drive system that was instantly tested, and placed on several models of their Loader/Backhoe line. This system was first used in 1987, and has become somewhat of a benchmark in construction equipment. Today, several construction equipment manufacturers offer a 4WD system as an option on their equipment, mostly backhoes. The 4WD systems on construction equipment are much stronger and larger than their automobile counterparts, incorporating several redundancies in their design, it is also equipped with an external method of lubricating the gears inside of the transfer case, and the front differential, which are both monitored in the cab by temperature gauges, this is to primarily prevent overheating, and welding of the gears in the transfer case. The change in outer appearance of a loader–backhoe equipped with 4WD is instantly noticeable, mostly in the difference of the front hubs, which are flat in design, instead of having the standard rear drive appearance, with the large cone protruding from the rims. The second noticeable difference is the design of the front tires, which have a tread on them similar to that of the rear tires, but in smaller scale. The final difference is usually the designation "4×4", placed somewhere noticeable, usually on either the battery box or the rear fenders. [edit] TerminologyEven though in the general context, the term "four-wheel drive" usually refers to an ability that a vehicle may have, it is also used to designate the entire vehicle itself. In Australia, vehicles without significant off-road abilities are often referred to as All-Wheel Drives (AWD) or SUVs, while those with off-road abilities are referred to as "four-wheel drives". This term is sometimes also used in North America, somewhat interchangeably for SUVs and pickup trucks and is sometimes mistakenly applied to two-wheel-drive variants of these vehicles. The term 4×4 (read: four by four) was in use to describe North American military four-wheel-drive vehicles as early as the 1940s,[28] with the first number indicating the total number of wheels on a vehicle and the second indicating the number of driven wheels. Today, the term 4×4 is common in North America, and is generally used when marketing a new or used vehicle, and is sometimes applied as badging on a vehicle equipped with four-wheel drive. Similarly, a 4×2 would be appropriate for most two-wheel-drive vehicles, and is often used to describe them as a two-wheel drive. In Australia the term is often used to describe a ute that sits very high on its suspension. This is to avoid the confusion that the vehicle might be a 4×4 because it appears otherwise suited to off-road applications. Large American trucks with dual tires on the rear axles and two driven axles are officially designated as 4×4s, despite having six driven wheels, because the "dual" wheels behave as a single wheel for traction and classification purposes, and are not individually powered. True six-wheel-drive vehicles with three powered axles such as the famous M35 2½ ton cargo truck used by the U.S. Army has three axles (two rear, one front), all of them driven. This vehicle is a true 6×6, as is the Pinzgauer, which is popular with defense forces around the globe. Another related term is 4-wheeler (or four-wheeler). This generally refers to all-terrain vehicles with four wheels, and does not indicate the number of driven wheels; a "four-wheeler" may have two- or four-wheel drive. (In CB slang, truckers refer to any two-axled vehicle as a "four-wheeler", sometimes in a derogatory context, as distinguished from an "eighteen-wheeler" or tractor/trailer.) HALDEX First generation - 1998The Haldex Coupling made its first appearance in the Audi TT and VW Golf with an electronically controlled hydraulic-mechanical All-Wheel-Drive concept. This system attempts to engage the rear wheels when the front wheels start to slip.[1] [edit] Second generation - 2001The second generation of Haldex coupling is an electronically controlled permanent 4x4 system with a Haldex differential calculating how much drive should be directed to the rear wheels. The Haldex system automatically distributes power between the front and rear wheels depending on slippage, but normally sends 95% of the power to the front wheels. It can react in as little as one seventh of a revolution of any wheel. Power transfer in the second generation is much more effective. Electronic sensors and controls can modify the system's response characteristics, for better operation in conditions ranging from dry pavement to loose gravel, snow, ice, or mud. A pre-charge pump charges the hydraulic system to allow the coupling to engage quickly. This pump was improved for the third generation to allow for greater speed.[2][3] [edit] Third generation - 2006The third generation of Haldex coupling made its appearance on the newly re-designed Land Rover Freelander 2 (LR2 in the United States). With enhanced capabilities, it allows more immediate off road response. The Freelander's 4x4 system has been developed in conjunction with Haldex, whose centre-coupling technology continuously alters the front-rear torque split, normally through a hydraulically operated multi-plate wet clutch. However, Land Rover wanted an electronically controlled centre coupling – linking the propshaft to the rear differential – that could pre-engage at rest to reduce wheelspin from standing starts, engage quickly when traction loss was detected and disengage quickly without compromising stability control systems. The system also had to transmit the necessary torque to achieve Freelander 2's off-road traction demands. The result is used exclusively on Freelander 2, and pre-emptively engages four-wheel drive quickly and completely. An improved high-pressure pre-charge pump charges the hydraulic system as soon as the engine is started, allowing for full-time 4x4 from rest. It also reduces the time taken to achieve full torque once wheel-slip has been detected – within 15 degrees of wheel-slip rotation (compared with 50 degrees of wheel-slip rotation with the previous generation Haldex). The Freelander 2's Haldex unit is designed to allow up to 1500 Nm of torque transmission. An accumulator also speeds up the unit's response. Full torque transmission can be achieved in 150 milliseconds. In effect, the new Haldex coupling gives the benefits of full-time 4x4 and the efficiency and fuel economy of an on-demand system.[4] This generation of Haldex coupling is later shared with Volvo's complete lineup (Manufactured 2005-2008, depending on model) and is called "Instant Traction" in documentation by Volvo.[5] [edit] Fourth generation - 2007Saab introduced a unique combination of Haldex Couplings on its 9-3 Turbo-X in late 2007. Called XWD (Cross-Wheel Drive), it allowed enhanced traction, safer driving, and better control.[1] The main components of the new Haldex system are the Power Take-Off Unit (PTU), Limited Slip Coupling (LSC) and eLSD (Electronic Limited Slip Differential). The PTU is the final drive unit at the front of the vehicle that transmits power to the front wheels and sends power down the driveshaft to the rear wheels. It is not a Haldex design, but is required to adapt the system to a front-wheel drive vehicle. The LSC sits at the rear of the vehicle in-line with the driveshaft. It controls the torque split between the front and rear wheels of the vehicle. The LSC sends torque to the eLSD that sits between the rear wheels. The eLSD transfers torque to the two rear wheels. As with XWD, previous generation Haldex systems also included an LSC and an LSD. However, with the new system Haldex significantly redesigned the workings of their LSC. The LSC is still a clutch pack that adjusts torque split depending on hydraulic pressure. It is the method of fluid flow through the device that has changed. A large complaint about the old system was its lagging response time. LSC versions 3.0 and earlier used a built-in pump to create hydraulic pressure on the clutch pack to increase the torque drive to the rear wheels. While efforts were made on Haldex's part to create preemptive torque by adding a check valve and feeder pump to provide some instant pressure when triggered by wheel slippage, it was still limited in capacity. That is why for version 4.0 Haldex made an effort to improve response time by eliminating the hydraulic pump built in to the LSC, which also reduced its overall packaging size. Instead they have added a proportional pressure release valve with an accumulator that is kept filled by a detached feeder pump. This provides more instant response by holding the valve open to limit the torque drive to the rear wheels and keeping the hydraulic fluid flowing through the system. That way when rear torque is demanded, the valve closes and hydraulic pressure is already there. The LSD used by Haldex 4.0 is also not the mechanical limited-slip differential of old. They swapped the old system LSD for an electronic unit. The eLSD works in much the same way as the LSC, a feeder pump and pressure relief valve are used to control hydraulic pressure on the differential clutch pack. This allows for complete control of the rear differential lock-up without the need to wait for wheel slippage to occur. The system has its own control unit contained in the LSC. This control unit communicates between the vehicle systems to get sensor input for data such as wheel speed, rpms, throttle position, steering wheel input, etc. It also works with anti-lock brake and traction control systems. The XWD system can transmit 100 percent of available torque to either the front or rear wheels. However, for those conditions to occur one end of the vehicle would have to lose all traction, like driving on ice for instance. During a standing start the rear wheels are put to use, without the need for any slip to occur. Then under straight-line cruising conditions, to conserve fuel and driveline wear, the torque split to the rear wheels is reduced to a level between 5 and 10 percent. Also up to 85 percent of torque can be transferred by the eLSD between to any single rear wheel if necessary. The system can adjust torque splits based on calculated conditions, such as those that indicate an aggressive lane change manoeuvre, to effectively reduce oversteer or understeer without any wheel slip occurring. In the event that some wheel slip does actually get to occur, the system can react more timely and efficiently than in the past.[6] Thanks to this technology, the Saab 9-3 Turbo-X, with only 280 bhp (210 kW) can run a slalom faster than many high performance sports cars, beating German and Japanese rivals. Saab has an agreement with Haldex for exclusive first year access to the technology, and use of the "XWD" trademark. Haldex is currently developing a similar AWD system for Hyundai Applications.[7] [edit] Fifth generation - due 2012On 16 April 2009 Haldex announced a deal worth SEK4.5B (approx US$530M) to provide Volkswagen with a new AWD system for the company's new modular platform due in 2012.[8] TORSEN Types of TorsenThere are currently three types of Torsen differentials. 1.The original Torsen T-1 (Type A) uses crossed axis helical gears to increase internal friction. The Type I can be designed for higher torque bias ratios than the Type II, but typically has higher backlash and the potential for Noise, Vibration, and Harshness (NVH) issues, and requires a precise setup/installation. 2.The later Torsen T-2 (Type uses a parallel gear arrangement to achieve a similar effect. There is also a specialist application of the T-2, known as the T-2R (RaceMaster). 3.The latest Torsen T-3 (Type C) is a planetary type differential, in that the nominal torque split is not 50:50. The Type C is available as single or twin version; the Torsen twin C differential has front and center differential in the same unit.[2] The Torsen T-3 will be employed as the centre differential in all future non-Haldex Traction Audi models with quattro four-wheel drive, current applications: 2008 Audi S4 (B7), Audi RS4 (B7), and Audi Q7. Alfa Romeo uses Torsen C twin differential in Alfa Romeo 156 Crosswagon Q4 and then in 159, Brera and Spider Q4 models. Also Toyota uses a Torsen T-3 in the center differential of the Toyota 4Runner and Lexus GX470, with manual locking feature, and GM has a Torsen T-3 center differential in the transfer case of the Chevrolet TrailBlazer SS. [edit] How they workThe Torsen differential works just like a conventional differential but can lock up if a torque imbalance occurs, the maximum ratio of torque imbalance being defined by the Torque Bias Ratio (TBR).[3] When a Torsen has a 3:1 TBR, that means that one side of the differential can handle up to 75% while the other side would have to only handle 25% of applied torque. During acceleration under asymmetric traction conditions, so long as the higher traction side can handle the higher percentage of applied torque, no relative wheelspin will occur. When the traction difference exceeds the TBR, the slower output side of the differential receives the tractive torque of the faster wheel multiplied by the TBR; any extra torque remaining from applied torque contributes to the angular acceleration of the faster output side of the differential. NOTE: The TBR should not be confused with the uneven torque-split feature in the planetary-type Torsen III. The planetary gearset allows a Torsen III center differential to distribute torque unevenly between front and rear axles during normal (full traction) operation without inducing wind-up in the drivetrain. This feature is independent of the Torque Bias Ratio. [edit] Torsens in front and/or rear axlesWhen attempting to turn with a torque sensitive differential, the outer wheel will need to rotate quicker relative to the differential, and the inner wheel will rotate slower than the differential. Friction in the differential will oppose motion, and that will work to slow the faster side and speed up the slower/inner side. This leads to asymmetric torque distributions in drive wheels, matching the TBR. Cornering in this manner will reduce the torque applied to the outer tire, leading to possibly greater cornering power, unless the inner wheel is overpowered (which is easier to do than with an open differential). When the inner tire (which has less traction due to weight transfer from lateral acceleration) is overpowered, it angularly accelerates up to the outer wheel speed (small percent wheel spin) and the differential locks, and if the traction difference does not exceed the TBR, the outer wheel will then have a higher torque applied to it. If the traction difference exceeds the TBR, the outer tire gets the tractive torque of the inner wheel multiplied by the TBR, and the remaining applied torque to the differential contributes to wheel spin up. When a Torsen differential is employed, the slower-moving wheel always receives more torque than the faster-moving wheel. The Torsen T-2R RaceMaster is the only Torsen to have a preload clutch. So, even if a wheel is airborne, torque is applied to the other side. If one wheel were raised in the air, the regular Torsen units would act like an open differential, and no torque would be transferred to the other wheel. This is where the parking brake "trick" can help out. If the parking brake is applied, assuming that the parking brake applies even resistance to each side, then the drag to the airborne side is 'multiplied' through the differential, and TBR times the drag torque is applied to the other side. So, the ground side would see (TBR X drag torque) minus drag torque, and hopefully that can help restore progress either forward/backwards. In Hummer/HMMWV applications, there are both front and rear Torsen differentials, so the use of the main brakes will operate this "trick" on both axles simultaneously. [edit] Torsen usersTorsen differentials are used in many of the various Audi quattro models, excluding the A3 & S3 and TT (which have transverse-mounted engines and use Haldex Traction 4WD systems). It is also used in the Toyota Supra and Toyota Soarer (or Lexus SC430), the B5 platform revision of the Volkswagen Passat 4motion (based upon the Audi A4), Mazda MX-5/Miata 1994 to 1995 have a Torsen Type I and late 1995 to 2002 models have a Torsen Type II, the 2002-2003 model year of the Nissan Maxima SE 6 speed manual and the Honda S2000. The Lancia Delta Integrale, the Peugeot 405 T16, as well as the 1999-2002 model Pontiac Firebird and Chevrolet Camaro, had a Torsen differential. Rover group fitted Torsen type 1, and later type 2, units to their range of high performance front wheel drive turbo models (220, 420, 620ti, and 800 Vitesse). The use of the Torsen differential was preferred by Rover group; it is much better at controlling wheel spin on front wheel drive vehicles than electronic systems, which only reduce engine power and therefore performance. The Humvee uses two Torsens, front and rear, with a normal manually lockable center differential (NVG242HD AMG transfer case) in the center. Other current users of the Torsen limited-slip differential include the Toyota 86/Scion FR-S and the Subaru BRZ. Starting with the 2012 model, the Ford F-150 SVT Raptor uses a front Torsen differential and the Ford Mustang Boss 302 uses a rear Torsen differential. [edit] Torsen applications[edit] CenterAlfa Romeo Q4 versions: 156 Crosswagon & Sportwagon, 159, Brera & Spider Q4 quattro versions of Audi: Audi Quattro (from 1987) Audi 80 & 90, Audi S2, Audi RS2 Avant Audi 100 / Audi 200 / Audi 5000 Audi Coupé quattro Audi A4, Audi S4, Audi RS4, A4 allroad quattro Audi A5 & S5 Audi A6, Audi S6, Audi RS6 Audi A8, Audi S8 A6 allroad quattro Audi Q5 Audi Q7 Audi V8 (manual transmission) Chevrolet TrailBlazer SS Lexus GX, LS 600h / LS 600h L, LX Range Rover L322 Saab 9-7X Aero Toyota: 4runner, FJ Cruiser (only manual models), Toyota Landcruiser 200, Toyota Landcruiser 120/150 Volkswagen: Passat (badged as 4motion) (B5 platform), Amarok (permanent 4motion version only) Nissan Frontier (Nismo/Pro 4x Off Road) [edit] Center and rearAudi V8 with manual transmission [edit] Front and rear axlesHumvee

Użytkownik jan koval edytował ten post 08 grudzień 2012 - 18:09

[jurasek15]

Mysle, ze jak to przestudiujesz, to znikna pewne nieporozumienia Na poczatek pare slow o 4x4 a pozniej historia Haldex i Torsen

Oj Janku... Ale, żeś się nawklejał. Epoka samochodów terenowych powoli się kończy. Znajdź jednego (trzeźwego) odważnego: Powiem Ci tylko tyle - przez 15 lat roboty w pańszczyźnianej Polsce dorobiłem się tylko Daci Duster... I gdy wszystko stało to g...o jechało (niczym 126p) Ale jak to parę dni temu usłyszałem na CB - nie ważne ile koni pod maską - tylko ten jeden koń za kierownicą. Pozdrawiam.

[TT]

jan koval dzięki za dokładne scharakteryzowanie sprawy

Epoka samochodów terenowych powoli się kończy.

Od kiedy SUVy pojawiły się na rynku słyszy się takie głosy. Tylko pytanie czy użytkownicy SUVów potrzebują prawdziwych terenówek? Odpowiedź jest jedna NIE. Osoby, które potrzebują prawdziwą terenówkę patrzą w stronę land rover defender, jeep wrangler, mercedes G, z bardziej przyziemnych jeszcze suzuki vitara i cała ekipa pick-upów. Na zimowe wyjazdy na narty, zjechanie z utwardzonej drogi, polskie dziury i krawężniki mi SUV w zupełności wystarcza. W dodatku zapewnia dużo lepszy komfort i osiągi niż prawdziwe terenówki. ps. Wracając do moich problemów z łańcuchami - zignorowałem ostrzeżenie pewaga i kupiłem łańcuchy sportmatic z dwoma napinaczami. Mam nadzieje, że w sytuacji, gdy będą potrzebne na tyle dobrze obejmą koła, że nie uszkodzą przy okazji elementów nadkola.

[Maciej S]

Mam Forda Kuga 2,5T 4x4. Koła 235/55/R17. Koledzy doradźcie.

Kupiłeś samochód reklamowany na stronie Forda fotografią na śniegu w wysokich górach, na filmiku Kuga jedzie po zaśnieżonym stoku pod górę, bez łańcuchów. Jednocześnie auto nie ma możliwości założenia wymaganych w takiej Austrii łańcuchów na typowe koła. Rozumiem to tak: Kuga wszędzie wjedzie bez łańcuchów, Łańcuchy musisz mieć to kup jakiekolwiek i wrzuć do bagażnika, jak każą Ci nakładać to zawróć. A tak poważnie: niech Ford zamieni Ci opony na 16 cali i kup do tego felgi na zimę. Ford jaja sobie robi. Zresztą Honda CRV w wyższych wersjach wyposażenia też ma takie koła. Na zimówki dokupujemy mniejszą felgę i inna oponę. No chyba że na Twoją Kugę nie można założyc felgi 16 cali.

Użytkownik Maciej S edytował ten post 08 grudzień 2012 - 22:59

[Maciej S]

jan koval dzięki za dokładne scharakteryzowanie sprawy ps. Wracając do moich problemów z łańcuchami - zignorowałem ostrzeżenie pewaga i kupiłem łańcuchy sportmatic z dwoma napinaczami. Mam nadzieje, że w sytuacji, gdy będą potrzebne na tyle dobrze obejmą koła, że nie uszkodzą przy okazji elementów nadkola.

Pytanie, czy nie uszkodzą aluminiowej felgi, problemem jest raczej niski profil opony a koła sa takie same: 235/55/R17 i 235/60/R16, do R 16 Sportmaitic SMX 77

[TT]

A tak poważnie: niech Ford zamieni Ci opony na 16 cali i kup do tego felgi na zimę. Ford jaja sobie robi. Zresztą Honda CRV w wyższych wersjach wyposażenia też ma takie koła. Na zimówki dokupujemy mniejszą felgę i inna oponę. No chyba że na Twoją Kugę nie można założyc felgi 16 cali.

Jak kupie opony i felgi to Ford w najlepszym przypadku przekręci mi je gratis. Na więcej ze strony dealera nie liczyłbym. W tym modelu były oryginalnie felgi R16 lub R17. Do R16 można założyć łańcuchy, a do R17 nie. I tak nie mam zamiaru zmieniać teraz felg i opon, bo to wydatek rzędu 5k PLN. Wole 2 razy jechać na narty za tą kasę :-)

[Maciej S]

Jak kupie opony i felgi to Ford w najlepszym przypadku przekręci mi je gratis. Na więcej ze strony dealera nie liczyłbym. W tym modelu były oryginalnie felgi R16 lub R17. Do R16 można założyć łańcuchy, a do R17 nie. I tak nie mam zamiaru zmieniać teraz felg i opon, bo to wydatek rzędu 5k PLN. Wole 2 razy jechać na narty za tą kasę :-)

Oczywiście mówisz o 4 łańcuchach, bo prawdopodobnie tak zaleca instrukcja samochodu. No to posumujmy: eleganckie 4*4 często wymaga innych felg na zimę i posiadania 4 łańcuchów a nie 2. Tak z ciekawości na łańcuchach, które kupiłeś pewnie w rozmiarze 77 jest naklejka z dopuszczalnymi wymiarami opon, czy nie ma tam Twoich opon???

[Maciej S]

Zgłębiając temat łańcuchów do pojazdu 4*4 popatrzałem na opony i tak: Honda CRV z salonu wyjeżdźa na oponie wielosezonowej Dunlop Grandtrek ST30 225/60R18 100 H. Czy ktoś jeździł w na czymś takim w zimie? Czy taka opona wystarczy, czy trzeba kupić typowe zimówki???

[ictus]

przejedz sie to bedziesz wiedzial czy ci wystarczy... warun teraz jest akurat

[TT]

Zgłębiając temat łańcuchów do pojazdu 4*4 popatrzałem na opony i tak: Honda CRV z salonu wyjeżdźa na oponie wielosezonowej Dunlop Grandtrek ST30 225/60R18 100 H. Czy ktoś jeździł w na czymś takim w zimie? Czy taka opona wystarczy, czy trzeba kupić typowe zimówki???

Też miałem wielosezonowe opony. W aucie 4x4 spisują się całkiem dobrze dopóki nie trzeba hamować w zimie. Wtedy napęd 4x4 nie ma żadnego znaczenia, a spora masa auta tego typu ciągnie pojazd do przodu. Jak dla mnie ciężko jest na takich oponach przetrwać zimę jeżdżąc nawet tylko w mieście.

[bubol.T]

Zgłębiając temat łańcuchów do pojazdu 4*4 popatrzałem na opony i tak: Honda CRV z salonu wyjeżdźa na oponie wielosezonowej Dunlop Grandtrek ST30 225/60R18 100 H. Czy ktoś jeździł w na czymś takim w zimie? Czy taka opona wystarczy, czy trzeba kupić typowe zimówki???

Mówi się,że "chytry dwa razy traci" jak się ma Hondę CRV ,to z pewnością warto zainwestować w opony, bo chodzi o bezpieczeństwo,a jak coś jest do wszystkiego ,to tak na prawdę jest do d...

[edwin110]

Chytry dwa razy traci ,czasem raz...-życie. Nie pisał bym tego ,gdybym, dzisiaj nie otarł się o śmierć, gdy na łuku zachciało się gościowi wyprzedzić tira,i jak samobujca nie widząc mnie wyprzedzał Tak spektakularnego wejścia na czołówkę nie nie miałem z 15 lat ,myślę ,że w dużej mierze piszę dzisiaj dzięki nowym oponom,choć poprzednie zimówki jeszcze niby w 50% sprawne były

[Maciej S]

Mówi się,że "chytry dwa razy traci" jak się ma Hondę CRV ,to z pewnością warto zainwestować w opony, bo chodzi o bezpieczeństwo,a jak coś jest do wszystkiego ,to tak na prawdę jest do d...

Pełna zgoda, ale poczytaj testy opon wielosezonowych. Zwłaszcza test hamowanie na mokrym i w warunkach zimowych. Zdziwicie się. http://www.auto-swia...arze-19565-r-15

[daro65_del]

Tutaj jest najobszerniej o tym problemie więc nie będę zakładał nowego tematu a może się przydać informacja dla tych co do Czech i Moraw. Więc w CR gdy się zauważy okresowy znaczek nakazu założenia łańcuchów na koło to należy to uczynić. Nakaz obowiązuje wszystkie pojazdy. Brak jednak ścisłej informacji o minimalnej grubości śniegu na drodze przy której należy wykonać ten nakaz!? W wypadku nie dostosowania się do sytuacji grozi kara w wysokości 2500 koron! (czyli około 400zł, info pozyskane z TVP)

[_machu]

Oczywiście mówisz o 4 łańcuchach, bo prawdopodobnie tak zaleca instrukcja samochodu. No to posumujmy: eleganckie 4*4 często wymaga innych felg na zimę i posiadania 4 łańcuchów a nie 2. Tak z ciekawości na łańcuchach, które kupiłeś pewnie w rozmiarze 77 jest naklejka z dopuszczalnymi wymiarami opon, czy nie ma tam Twoich opon???

Po co komuś łańcuchy na wszystkie 4 koła? Ja tez mam samochód 4x4 - łańcuchy na takie eskapady wożę ze sobą, ale jakoś nigdy jeszcze nie musiałem używać.

[mm2]

To ja zapytam co zrobić jeśli jest znak nakazu jazdy z łańcuchami plus opady śniegu a producent zabrania takiej czynności?

[Maciej S]

To ja zapytam co zrobić jeśli jest znak nakazu jazdy z łańcuchami plus opady śniegu a producent zabrania takiej czynności?

Nie kupuj takich samochodów. Najnowsza Kuga 4*4 jest sprzedawana wyłącznie na kołach na które nie można założyć łańcuchów. To czy można założyć inne koła nie wiem, bo nie widziałem homologacji. Na ogół SUWy w najwyższych wersjach maja duże koła i profile uniemożliwiające zastosowanie łańcucha. W przypadku Hondy CR-V do 2012 ( dość popularna w Polsce) : homologowane koła 18 cali i 17 cali dla łańcucha, system napędu umożliwia użycie łańcuchów tylko na przednią oś. Nie wiem jak to jest w CR-V 2013 z ilością łańcuchów. Optymalne rozwiązanie to drugi komplet kół zimowych na felgach 17 cali jeśli auto fabrycznie ma 18. Rozpatruje jeszcze jedno rozwiązanie: instrukcja do CRV amerykańska ( koła prawdopodobnie tylko 17 cali) zaleca łańcuchy TC2111MM radial chain scc łańcuchy tej firmy mają szerszy zakres stosowania niż Pewag ( inna konstrukcja, dużo prostsza) pewnie inna trakcję. Być może to jest rozwiąznie dla posiadaczy tych SUV-ów, których łańcuch się nie ima. Patrz tabela stosowania łańcuchów SCC, choćby z Amazona.

Użytkownik Maciej S edytował ten post 27 styczeń 2013 - 09:11

[Maciej S]

Zgłębiając temat łańcuchów do pojazdu 4*4 popatrzałem na opony i tak: Honda CRV z salonu wyjeżdźa na oponie wielosezonowej Dunlop Grandtrek ST30 225/60R18 100 H. Czy ktoś jeździł w na czymś takim w zimie? Czy taka opona wystarczy, czy trzeba kupić typowe zimówki

Minęło trochę czasu i dokupiłem typowe zimówki przy okazji z felgami 17 " co daje mi możliwość założenia łańcucha. Opona zimowa to jednak zupełnie coś innego. Wart było. CRV  teraz nie tylko rusza ale i hamuje.

Przy okazji: na innym pojeździe pozostawiłem zimówki na lato bo były już przytarte i chciałem je dojechać. Ta przytarta zimówka w lecie sprawowała się całkiem dobrze i jakoś nie zużyła się zbytnio mimo ciepła, bo miała niskie lamelki.  Jeździłem na zestawie miękkich opon. Oczywiście ta sama przytarta zimówka w zimie była do bani, mimo, że do kontrolnych rowków zostało jeszcze całkiem sporo.