@Klågem ,
det er to ting vi snakker om - spær (Locker) og LSD (Diffbroms) . Den link du henviser til er til LSD , Dana , som jeg nævnt , men den bliver ikke brugt på turbobiler- står også i linken at den er til 1031er aksel.
Automatic Locking Differential. [Inquiry] In which cars was the Automatic Locking Differential fitted? Do they require special lubricants? [Response 1: Abe Crombie] Volvo came out with the ALD in 91 as std equipment on 940 Turbo engined models and then std on 960 the next year. I believe it was std on all 940's 94-95. It was fitted to S/V90 as part of the "cold weather" pkg. in 97-98. If the Id tag on a Multi-link version 1 says 1045 it's an ALD. If the solid rear axle on a 91 or later is marked 1041 it's an ALD. If the label on a multi-link version 2 (95-98 with leaf spring) is marked 1065 it's an ALD. ALL cross-country or 70 series AWD are ALD in rear. The LSD was a dealer installed accessory and never fitted in factory to my knowledge. Those can be detected by the jack-one-wheel-up-and try-to-turn-it method. Usually they are tagged as LSD if the installer and subsequent servicers don't discard the tag. Response 2: Ceferino Lamb] They ar
e called locking differentials rather than limited slip diff (LSD) because they lock up entirely. In old muscle car lingo I believe this design was called a Detroit Locker. There are no clutch packs as in LSD, so the gear oil required is standard gear oil, not LSD gear oil. I supposed synthetic hypoid gear oil would be best.
They have internal dogs that catch when one wheel spins, locking left and right wheels together 100%. It's not the most subtle device, and can cause some pretty amusing powerslides if you're running elevated turbo boost. Above about 25mph centrifugal force keeps the dogs from engaging. But if you start spinning at a lower speed the rear end will stay locked up no matter how fast you spin, until you let off the go pedal. [Response 3: Michael Sestina] Eaton Corp makes the axle. it works great on our 93 945. I don't believe they require special fluids.
[Notes from Eaton on their at
http://www.torquecontrol.eaton.com/]
How the Eaton Automatic Locker Works:
During normal driving conditions, the differential operates as a conventional "open" differential. But as soon as wheel slip occurs in either forward or reverse, the locking mechanism engages. A flyweight governor in the differential responds to differences in speeds. During normal driving, the governor does not influence differential action. But whenever one wheel's speed substantially exceeds the other's, which only occurs during wheel slip, the governor spins rapidly causing the flyweight to open. The flyweight then catches a latching bracket and begins lockup. During lockup, a self-energizing clutch system causes a cam plate to ramp against a side gear. This ramping compresses the disc packs that are inserted between the side gears and the case. The ramping increases until both axles turn at the same speed (full lock) which prevents further wheel slip. The entire locking procedure takes a fraction of a second and is unnoticed by the average driver. Unlocking occurs when both wheels regain traction.
How the Limited Slip Differential Works:
Carbon discs behind each side gear are pre-loaded with a central spring assembly. This spring force, added with the pinion/side gear reaction forces, increases the clamping load on the carbon discs as input torque increases. The bias torque of the differential increases in proportion to the input torque. Pyrolytic carbon with a texture of cloth is bonded to steel discs. These discs are then alternated with non-patterned steel discs creating a clutch pack that's virtually indestructible under abusive testing and operation. Due to the texture of the carbon discs, special lubrication requirements are eliminated and there are none of the chatter or noise problems associated with paper and steel friction materials.
