You have probably seen this R&T article but I have a quattro question >>
07-09-2004, 04:31 PM
#11
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here is another you may like...>>>
while i understand your point, still does not say its NOT a Torsen....not trying to badger the point, just want to understand what is CORRECT....
and according to this timeline, it was 1986 when its is described as TORSEN....
H<ul><li><a href="http://www.audi.com/com/en/new_cars/driveline_suspension/quattro/quattro_history/quattro_history.jsp">http://www.audi.com/com/en/new_cars/driveline_suspension/quattro/quattro_history/quattro_history.jsp</a</li></ul>
and according to this timeline, it was 1986 when its is described as TORSEN....
H<ul><li><a href="http://www.audi.com/com/en/new_cars/driveline_suspension/quattro/quattro_history/quattro_history.jsp">http://www.audi.com/com/en/new_cars/driveline_suspension/quattro/quattro_history/quattro_history.jsp</a</li></ul>
07-09-2004, 04:57 PM
#12
Some excerpts from a recent email from Haldex......
(secret stuff deleted)
The Haldex is in a kind of way always permanent, but changing from 0/100 to
50/50 depending of the driving situation.
In brake conditions it goes down to 0 so the ABS can interact without
interfering torque transfer between the wheels.
Same thing for low speed driving when it senses a much higher wheel speed on
one side - typical driving in a parking garage, and there should not be a
wind up of the 4WD. Try this with the gear in 4WD position on a car with a
manual 4WD system. The car will jerk and slide with the tires.
Doing a dragrace start will gradually increase the torque up to 50/50.
(delete)
Going in a turn on a race track the sw will transfer some torque to the rear
but not so much that the tail can go out. The car stays neutral.
(delete)
Hope this explains that the sw in itself is more complex than 50/50 split
and so on..
(delete)
for maximum comfort and fuel economy.
The sw gets full info about each wheel speed, steering angle, throttle
position, motor torque, gear, temperatures, and gyrosignal (if the car has a
stability system - ESP) and several other signal I can't remember right now.
The torque demand from the sw is updated every 10th ms (I think - or 5th..
can't remember) depending on how the input parameters change (wheels,
throttle pos. etc..).
Sw inside it is about 100kb compressed code, and the cpu performance is
equal to a fast 486 PC, (or slow Pentium).
The Haldex is in a kind of way always permanent, but changing from 0/100 to
50/50 depending of the driving situation.
In brake conditions it goes down to 0 so the ABS can interact without
interfering torque transfer between the wheels.
Same thing for low speed driving when it senses a much higher wheel speed on
one side - typical driving in a parking garage, and there should not be a
wind up of the 4WD. Try this with the gear in 4WD position on a car with a
manual 4WD system. The car will jerk and slide with the tires.
Doing a dragrace start will gradually increase the torque up to 50/50.
(delete)
Going in a turn on a race track the sw will transfer some torque to the rear
but not so much that the tail can go out. The car stays neutral.
(delete)
Hope this explains that the sw in itself is more complex than 50/50 split
and so on..
(delete)
for maximum comfort and fuel economy.
The sw gets full info about each wheel speed, steering angle, throttle
position, motor torque, gear, temperatures, and gyrosignal (if the car has a
stability system - ESP) and several other signal I can't remember right now.
The torque demand from the sw is updated every 10th ms (I think - or 5th..
can't remember) depending on how the input parameters change (wheels,
throttle pos. etc..).
Sw inside it is about 100kb compressed code, and the cpu performance is
equal to a fast 486 PC, (or slow Pentium).
