PCrover
Member Since: 25 Dec 2006
Location: NorCal
Posts: 16
  
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I agree Bodsy, I would not leave it activated for extended periods of time unless I was sure it could take it. I don't think I would use a timer, just some sort of big light to remind me it was locked. Gary
'06 LR3
'94 D90
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 22nd Feb 2007 6:26 pm |
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10forcash
Member Since: 09 Jun 2005
Location: Ubique
Posts: 16534
  
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MikeH,
All the info you require is available on the GTR link Slimer posted above, maybe you should buy a day's access and browse the service information section?
To give you an idea of what's available:-
Quote:The multi-plate clutch assembly for both centre and rear differentials act in a similar way. The aim of the multi-plate clutch assembly is to prevent excessive differential slip and therefore maximise the traction performance of the vehicle. This is fundamentally different from the 'braked' traction control, which can only counter act differential slip when it occurs.
A certain amount of differential slip is required to allow the vehicle to turn corners and to remain stable under control of the Anti-lock Braking System (ABS). The transfer box control module monitors the driver's demands through primary vehicle controls and automatically sets the slip torque at the differentials. The system is completely automatic and does not require any special driver input.
The multi-plate clutch assembly actively controls the torque flow through the centre differential and optimises the torque distribution in the driveline. The clutch assembly biases the torque from the transmission to the axle and wheels with the higher grip and prevents the wheels with the lower grip from spinning.
The multi-plate clutch assembly comprises the sprocket (7), which is connected to the front differential side gear, the motor levers (5) with the ball ramp mechanism (6), the clutch hub (1) as support for the clutch plates (3), the clutch piston (4) to generate friction between the clutch plates, and a pack of cup springs (2) to return the clutch piston into its original position.
One set of friction plates are connected to the clutch hub; the other set of friction plates are connected to the multi-plate clutch basket, which is welded to the centre differential housing.
TBH, the lack of technical info here is mainly for a couple of reasons, the main one is that most people don't care how it works - but just know it does  the other reason is that LR would get their collective knickers in a twist if great swathes of copyrighted info was reproduced in it's entirety on here....
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| 22nd Feb 2007 6:50 pm |
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JamesWyatt
Member Since: 18 Feb 2007
Location: Dallas, TX
Posts: 92
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I heard from my dealer that they have been having problems with the diff lock mechanism bringing in people for service. Does the added complexity of the system add or detract from ability of the rear diff to sustain punishment?
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| 22nd Feb 2007 11:56 pm |
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nwoods
Member Since: 04 Apr 2006
Location: Southern California
Posts: 563
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JamesWyatt wrote:I heard from my dealer that they have been having problems with the diff lock mechanism bringing in people for service. Does the added complexity of the system add or detract from ability of the rear diff to sustain punishment?
I know a few people who have experienced problems. It seems to be an electrical issue, and a warning message is displayed. In the few cases I heard about, the electrical harness was the culprit, and the mechanical elements of the system were fine. This includes one whose system was engaged for a prolonged period of time.
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| 23rd Feb 2007 12:03 am |
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JamesWyatt
Member Since: 18 Feb 2007
Location: Dallas, TX
Posts: 92
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That makes sense about the harness. Losing the ability to lock it on the trail would be more of a problem in my book than losing the ability to unlock it. I suppose that like the rest of the D3, the ability to go farther sometimes increases the risk of failure due to electronics and complexity.
After reading the tech explanation in this thread, I find it interesting that what Land Rover calls a diff "lock" is actually an electronically-controlled limited-slip. Effective, but not a true locker. I wonder to what percentage of full lock that the D3 rear lock can go. I wonder if it is engineered this way in order to avoid problems if a rear tire is caught between rocks (the way an ARB-equipped rear can break a D2 axle).
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| 23rd Feb 2007 12:29 am |
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JamesWyatt
Member Since: 18 Feb 2007
Location: Dallas, TX
Posts: 92
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Would I be correct to assume that the center diff lock operates in the same fashion? Not a simple lock or unlocked, but variable?
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| 23rd Feb 2007 12:43 am |
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Slimer
Site Moderator
Member Since: 06 Jan 2005
Location: Last Exit to Nowhere
Posts: 16295
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Yes  The End
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| 23rd Feb 2007 11:00 am |
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MikeH
Member Since: 16 Feb 2007
Location: Eskdale
Posts: 23
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Slimer wrote:Mike, TFC isn't around much at the mo but I suspect he'll be able to give you an sensible answer or two, meanwhile I'll see what I can dig out for you.
Have you looked on GTR?
Take a look at the cutaway photos here and especially here which may help a little to answer some of your questions
Fantastic links Slimer, thank you very much indeed
Mike
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| 23rd Feb 2007 7:10 pm |
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MikeH
Member Since: 16 Feb 2007
Location: Eskdale
Posts: 23
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dickgriff wrote:Also.... have a read of this Land Rover US patent I found. I'm not so sure it will answer your question to the extent you require but nevertheless, it has some interesting info concerning the traction control system.
http://www.google.com/patents?vid=USPAT675...ck#PPP1,M1
Thanks for that dickgriff-There is no connection to the differential so presumably this is what I would call a passive system such as traction control where the wheel with least traction is braked to bias torque output to the opposite side of the diff. Braking to transfer torque is a bit negative as it retards progress, the active diff progressively stiffens up the torque transfer ratio from within the diff so that it can be transferred to the wheel with greater traction.
All the best in Switzerland
Mike
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| 23rd Feb 2007 7:27 pm |
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MikeH
Member Since: 16 Feb 2007
Location: Eskdale
Posts: 23
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Mike,
Thank you very much for your excellent input-what a fantastic job your Company does. I am now much nearer understanding the operational mechanism of the active diff (not totally there though!)
By the way-I could make much of the video at all-is that me or is it the quality of the media?
Once again thanks
Mike
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| 23rd Feb 2007 7:52 pm |
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MikeH
Member Since: 16 Feb 2007
Location: Eskdale
Posts: 23
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10forcash wrote:MikeH,
All the info you require is available on the GTR link Slimer posted above, maybe you should buy a day's access and browse the service information section?
To give you an idea of what's available:-
Quote:The multi-plate clutch assembly for both centre and rear differentials act in a similar way. The aim of the multi-plate clutch assembly is to prevent excessive differential slip and therefore maximise the traction performance of the vehicle. This is fundamentally different from the 'braked' traction control, which can only counter act differential slip when it occurs.
A certain amount of differential slip is required to allow the vehicle to turn corners and to remain stable under control of the Anti-lock Braking System (ABS). The transfer box control module monitors the driver's demands through primary vehicle controls and automatically sets the slip torque at the differentials. The system is completely automatic and does not require any special driver input.
The multi-plate clutch assembly actively controls the torque flow through the centre differential and optimises the torque distribution in the driveline. The clutch assembly biases the torque from the transmission to the axle and wheels with the higher grip and prevents the wheels with the lower grip from spinning.
The multi-plate clutch assembly comprises the sprocket (7), which is connected to the front differential side gear, the motor levers (5) with the ball ramp mechanism (6), the clutch hub (1) as support for the clutch plates (3), the clutch piston (4) to generate friction between the clutch plates, and a pack of cup springs (2) to return the clutch piston into its original position.
One set of friction plates are connected to the clutch hub; the other set of friction plates are connected to the multi-plate clutch basket, which is welded to the centre differential housing.
TBH, the lack of technical info here is mainly for a couple of reasons, the main one is that most people don't care how it works - but just know it does the other reason is that LR would get their collective knickers in a twist if great swathes of copyrighted info was reproduced in it's entirety on here....
Excellent information 10for cash, thanks very much. How do you access this database?
Mike
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| 23rd Feb 2007 8:03 pm |
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Slimer
Site Moderator
Member Since: 06 Jan 2005
Location: Last Exit to Nowhere
Posts: 16295
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Mile, it's from http://www.landrovertechinfo.com access isn't free but you can sign up for short periods fairly cheaply The End
Last edited by Slimer on 23rd Feb 2007 8:23 pm. Edited 1 time in total
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| 23rd Feb 2007 8:11 pm |
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Winger
Site Moderator
Member Since: 15 Feb 2005
Location: UK
Posts: 3428
 
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Who is Mile?
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| 23rd Feb 2007 8:17 pm |
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Slimer
Site Moderator
Member Since: 06 Jan 2005
Location: Last Exit to Nowhere
Posts: 16295
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Dunno what you're talking about  The End
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| 23rd Feb 2007 8:23 pm |
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DG
Site Moderator
Member Since: 12 Dec 2005
Location: The Gaff
Posts: 50934
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Lives with Rick 21 year LR veteran > D2 GS 2003 > D3 S 2006 > D3 HSE 2009 > D4 HSE 2013 > D4 HSE 2015 > D5 HSE 2018 > DS HSE R-Dynamic P300e 2021
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| 23rd Feb 2007 8:32 pm |
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