I guess the big problem we have is not it going wrong over time (because we can spot that if we test regular and know average test results) it's the peeps who don't test or don't know there could be a problem. They find out when something eggspensive snaps. So your right there isn't a fail safe option like going open circuit if too hot or too much torque. Hence no fail safe protection from the major cause of eggpensive things snapping.

I agree with the other stuff you said about electrical monitoring of wheels. ABS and TC was an option on FL1 when new. Became standard fit in 2001 model year (started late 2000). That uses electronics to monitor wheels turning. The monitoring process you mention above could easily be done by LR or an after market company who could supply a solution. They would then be able to call themselves true tranmissions eggspurts.

It could tell you you have different sized tyres! But not if the ird is under stress?!?!
 
Ird stress is a symptom, not a cause. If you can monitor the cause and eliminate the problem, then you won't see the effects :)
 
No
I think yu missed my point, which was to monitor VCU I/O differences. Having thought about it a bit more tho, the answer, Shirley, has to be to change the VCU to a mechanical lock/unlock system. That takes all the guesswork out.
 
I am impressed with the XT off/auto/on system, but it is so reliant on electronics :(. By only having an on/off option, it makes the controls so much simpler.
 
I reckon the ird needs a proper diff and torsen centre! For front to rear! Mechanical and bomb proof!
 
Nothing's bomb proof. Defender Tboxes aren't bomb proof - just more so :). Just very clumpy and heavy.

Think yo idea (sh!) will be an interesting solution :).
 
Nothing's bomb proof. Defender Tboxes aren't bomb proof - just more so :). Just very clumpy and heavy.

Think yo idea (sh!) will be an interesting solution :).

Me too. Just need some money and time! Did a bit of research on the low range system. It's not a true low range just a slight gearing help thats why the bigger engines didn't get it cos they had enough power to not need it and it sounds like they'd eat it!
 
Sorry to bump, but this thread is far too interesting to let die.

Just a thought I had (so probably bad) but what if the two halves of the HCU contained overlapping coils, so that rotation at different speeds turns them into their own electromagnet? The fluid contained at the centre of the unit would be surrounded by the EMF, so should be in the ideal position for the effect to occur.

Would obviously need loads of PITO testing but you could vary the number of coils until you got to the ideal solution.
 
Sorry to bump, but this thread is far too interesting to let die.

Just a thought I had (so probably bad) but what if the two halves of the HCU contained overlapping coils, so that rotation at different speeds turns them into their own electromagnet? The fluid contained at the centre of the unit would be surrounded by the EMF, so should be in the ideal position for the effect to occur.

Would obviously need loads of PITO testing but you could vary the number of coils until you got to the ideal solution.

they sound like instructions for building a warp coil, lol


i'm sure this could be done in a simpler fashion, remember what happens when things are over designed/ complicated.
 
biggest problem would be getting power to a rotating unit.

You wouldn't need it, that's my point.
Contra-rotating coils produce their own EMF.
You can increase the effect using a multi-pole armature, a bit like an alternator.

So, the EMF would only be generated if there is slip, in fact the more slip occurs, the bigger the EMF.
 
You wouldn't need it, that's my point.
Contra-rotating coils produce their own EMF.
You can increase the effect using a multi-pole armature, a bit like an alternator.

So, the EMF would only be generated if there is slip, in fact the more slip occurs, the bigger the EMF.

but yu would need to vary /control the slip.
 
but yu would need to vary /control the slip.

It would be automatic.
If there is no slip, the coils travel at the same speed, so no EMF and no locking.
With a small amount of slip, the coils rotate separately at a low speed, so a small amount of EMF, etc.
So the higher the slip, the higher the EMF, and the stronger the resistance in the fluid.
So, pretty much the same behaviour as a VCU but with EMF instead of heat.
 
Not as much as friction generates.
How does a VCU dissipate it?

through the viscous fluid and the greater surface area of the vcu unit.

EDIT: the vcu does not work under friction directly, it is transferred through the fluid.
 
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