A GM C Sierra with an Eaton G80 locking differential traverses the ditch simulation. Click image to enlarge
With the locking axle, the vehicle was driven slowly on the roller and the wheel spun freely. By accelerating slightly so the spinning wheel is turning about 100 rpm or about 13 km/h, centrifugal weights in the differential latch to a locking mechanism that forces the differential gears to spread apart and engage clutches in the sides of the differential. Within one turn of the wheel, the clutches lock both sides together and the truck drives over the obstacle with ease. I have pulled out of icy parking spots with a GM vehicle equipped with an Eaton locking axle many times when I would have been stuck without one.
Another demonstration simulated driving the trucks over a ditch at an angle. When the truck was in the middle of the transition, one rear wheel and one front wheel had almost no load on them. With the four-wheel drive vehicles, both the one front and one rear wheel without load would spin and the truck would move no further. It was stuck. Even with four-wheel traction control, the vehicle remained stuck because the computer would reduce power at the same time it braked the spinning wheels. There still wasn’t enough torque transfer to the wheels with traction to get the truck moving.
As the two-wheel drive truck with the Eaton locking axle reached the transition, the unloaded rear wheel began to spin but within one turn of the spinning wheel the axle had locked and the truck drove through. It demonstrated that a locking axle in a two-wheel drive vehicle can perform better than four-wheel drive.
Eaton G80 locking differential. Click image to enlarge
Eaton’s locking differential is used for low speed traction. At speeds above about 30 km/h, a centrifugal weight disables the locking mechanism so that the wheels can turn independently. Unlike limited slip or Positrac differentials which have spring loaded clutches that are engaged at all speeds, the locking differential now allows one wheel to spin. This ensures vehicle stability if you encounter black ice on the highway. If both wheels were locked, they would both spin and the rear of the vehicle would have no stability. Without being locked, only one wheel spins and the other maintains some traction.
Traction at low speeds with the stability of an open differential at higher speeds: Eaton offers this for only about $300 as an option on GM trucks. It’s definitely worth the money.
Jim Kerr is a master automotive mechanic and teaches automotive technology. He has been writing automotive articles for fifteen years for newspapers and magazines in Canada and the United States, and is a member of the Automobile Journalists Association of Canada (AJAC).
Technology
Adhitz 728
Adhitz
Wednesday, January 19, 2011
Sparks Fly
Sparks Fly |
You can understand a two-stroke engine by watching each part of the cycle. Start with the point where the spark plug fires. Fuel and air in the cylinder have been compressed, and when the spark plug fires the mixture ignites. The resulting explosion drives the piston downward. Note that as the piston moves downward, it is compressing the air/fuel mixture in the crankcase. As the piston approaches the bottom of its stroke, the exhaust port is uncovered. The pressure in the cylinder drives most of the exhaust gases out of cylinder, as shown here: |
Fuel Intake |
As the piston finally bottoms out, the intake port is uncovered. The piston's movement has pressurized the mixture in the crankcase, so it rushes into the cylinder, displacing the remaining exhaust gases and filling the cylinder with a fresh charge of fuel, as shown here: Note that in many two-stroke engines that use a cross-flow design, the piston is shaped so that the incoming fuel mixture doesn't simply flow right over the top of the piston and out the exhaust port. |
The Compression Stroke |
Now the momentum in the crankshaft starts driving the piston back toward the spark plug for the compression stroke. As the air/fuel mixture in the piston is compressed, a vacuum is created in the crankcase. This vacuum opens the reed valve and sucks air/fuel/oil in from the carburetor. Once the piston makes it to the end of the compression stroke, the spark plug fires again to repeat the cycle. It's called a two-stoke engine because there is a compression stroke and then a combustion stroke. In a four-stroke engine, there are separate intake, compression, combustion and exhaust strokes. You can see that the piston is really doing three different things in a two-stroke engine:
If you have ever used a two-stroke engine, you know that you have to mix special two-stroke oil in with the gasoline. Now that you understand the two-stroke cycle you can see why. In a four-stroke engine, the crankcase is completely separate from the combustion chamber, so you can fill the crankcase with heavy oil to lubricate the crankshaft bearings, the bearings on either end of the piston's connecting rod and the cylinder wall. In a two-stroke engine, on the other hand, the crankcase is serving as a pressurization chamber to force air/fuel into the cylinder, so it can't hold a thick oil. Instead, you mix oil in with the gas to lubricate the crankshaft, connecting rod and cylinder walls. If you forget to mix in the oil, the engine isn't going to last very long! |
Disadvantages of the Two-stroke |
You can now see that two-stroke engines have two important advantages over four-stroke engines: They are simpler and lighter, and they produce about twice as much power. So why do cars and trucks use four-stroke engines? There are four main reasons:
These disadvantages mean that two-stroke engines are used only in applications where the motor is not used very often and a fantastic power-to-weight ratio is important. In the meantime, manufacturers have been working to shrink and lighten four-stroke engines, and you can see that research coming to market in a variety of new marine and lawn-care products. http://www.chooseindia.com |
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