【正文】 the values with the open differential and those with the viscous coupling are relatively large in parison to each other. However, they are small in absolute terms. Subjectively, the steering influence is nearly unnoticeable. The torque steer is also influenced by several kinematic parameters which will be explained in the next section of this paper. 4 FACTORS AFFECTING STEERING TORQUE As shown in Figure 6 the tractive forces lead to an increase in the toein response per wheel. For differing tractive forces, Which appear when accelerating on splitμ with limitedslip differentials, the toein response changes per wheel are also different. Unfortunately, this effect leads to an undesirable turnin response to the lowμ side, . the same yaw direction as caused by the difference in the tractive forces. Reduced toein elasticity is thus an essential requirement for the successful frontaxle application of a viscous limitedslip differential as well as any other type of limitedslip differential. Generally the following equations apply to the driving forces on a wheel ?VT FF ? With ?TF Tractive Force ?VF Vertical Wheel Load ?? Utilized Adhesion Coefficient These driving forces result in steering torque at each wheel via the wheel disturbance level arm “e” and a steering torque difference between the wheels given by the equation: △ eT = ? ?loHhiH FFe ?? ??? ?c o s Where △ ?eT Steering Torque Difference e=Wheel Disturbance Level Arm ?? King Pin Angle hi=highμ side subscript lo=lowμ side subscript In the case of frontwheel drive vehicles with open differentials, △ Ts is almost unnoticeable, since the torque bias ( loHhiT FF ?? / ) is no more than . For applications with limitedslip differentials, however, the influence is significant. Thus the wheel disturbance lever arm e should be as small as possible. Differing wheel loads also lead to an increase in △Te so the difference should also be as small as possible. When torque is transmitted by an articulated CVJoint, on the drive side (subscript 1) and the driven side (subscript 2),differing secondary moments are produced that must have a reaction in a vertical plane relative to the plane of articulation. The magnitude and direction of the secondary moments (M) are calculated as follows (see Figure 8): Drive side M1 = vv TT ?? ? tan/)2/ta n (2 ?? Driven side M2 = vv TT ?? ? tan/)2/ta n (2 ?? With T2 = dynT rF? ?T = ? ?systemJoTf in t,2 ? Where v? ?? Vertical Articulation Angle ? ?? Resulting Articulation Angle dynr ?? Dynamic Wheel Radius ?T ?? Average Torque Loss 3 The ponent ?cos2?M acts around the kingpin axis (see figure 7) as a steering torque per wheel and as a steering torque difference between the wheels as follows: ])t a n/2/t a n()s i n/2/t a n[(c o s 22 liwhiw TTTTT ?? ?????? ??????? ????? where ????T Steering Torque Difference W?? Wheel side subscript It is therefore apparent that not only differing driving torque but also differing articulations caused by various driveshaft lengths are also a factor. Referring to the momentpolygon in Figure 7, the rotational direction of M2 or ?T respectively change, depending on the position of the wheelcenter to the gearbox output. For the normal position of the halfshaft shown in Figure 7(wheelcenter below the gearbox output joint) the secondary moments work in the same rotational direction as the driving forces. For a modified suspension layout (wheelcenter above gearbox output joint, . v? negative) the secondary moments counteract the moments caused by the driving forces. Thus for good patibility of the front axle with a limitedslip differential, the design requires: 1) vertical bending angles which are centered around 0?v? or negative ( 0?v? ) with same values of v? on both left and right sides。 這篇文章展示出調(diào)查黏性連接器對(duì)汽車(chē)牽引和操縱的影響的重大檢驗(yàn)場(chǎng)試驗(yàn)，試驗(yàn)證明大多數(shù)牽引的改善僅僅輕微地影響轉(zhuǎn)向裝置的扭轉(zhuǎn)力。正如圖 1 所示黏性連接器的滑動(dòng)控制特性和驅(qū)動(dòng)觀察系統(tǒng)的對(duì)比。而且差速器殼體的生產(chǎn)也僅僅只有一點(diǎn)影響。它也允許每個(gè)車(chē)輪在扭轉(zhuǎn)沒(méi)結(jié)束轉(zhuǎn)彎時(shí)以不同的速度轉(zhuǎn)動(dòng)。主觀地說(shuō)，轉(zhuǎn)向裝置的影響是不明顯的。 然而，因?yàn)閼?yīng)用了限制滑動(dòng)差速器，這個(gè)影響是很有意義的。這樣為了得到帶一個(gè)限制滑動(dòng)差速器前軸好的適應(yīng)性，設(shè)計(jì)要求： 1）縱向彎曲角近似 0v?? 或者負(fù)值（ 0v?? ）且左側(cè)和右側(cè)的 v? 值相等； 2）等長(zhǎng)度的側(cè)軸。 不同的牽引力 flD frD 和 flD 導(dǎo)致一個(gè)側(cè)偏力矩 MCOG，它必須被一個(gè)較大的側(cè)偏力補(bǔ)償，因此在前軸有一個(gè)大的滑動(dòng)角 af。安裝有限制滑動(dòng)黏性差速器，這個(gè)旋轉(zhuǎn)是有限的并且有不同車(chē)輪的速度差產(chǎn)生的扭轉(zhuǎn)力為外側(cè)的驅(qū)動(dòng)輪提供附加的牽引力效果。在一個(gè)開(kāi)式環(huán)形控制循環(huán)測(cè)試中這個(gè)能夠看出在開(kāi)始加速以后（時(shí)間為 0 在圖表 13 和 14 中）偏跑速度（跑偏率）的降低。然而，這個(gè)特性能很容易地被駕駛員或者自動(dòng)節(jié)氣門(mén)調(diào)節(jié)牽引系統(tǒng)控制。 當(dāng)驅(qū)動(dòng)輪的附著限制是超出的 ,安裝黏性連接器的汽車(chē)處于操縱狀態(tài)比安裝有開(kāi)式差速器的汽車(chē)更明顯 (這里 ,開(kāi)始加速后 2 秒 )。 在彎道上加速行駛時(shí)，前輪驅(qū)動(dòng)的汽車(chē)通常處在操縱狀態(tài)下要多于其勻速行駛的狀態(tài)。 雖然這些方向的偏離引起僅僅很小的車(chē)輪滾動(dòng)半徑差，但是旋轉(zhuǎn)的偏差尤其在高速時(shí)對(duì)于一個(gè)黏性連接器前差速器是足夠?qū)⑵?chē)帶到直線上行駛的。如圖表 10所示，在平穩(wěn)轉(zhuǎn)向過(guò)程中，速度較慢的內(nèi)側(cè)車(chē)輪被外側(cè)車(chē)輪黏性連接器施加的一個(gè)附加的驅(qū)動(dòng)力。 如圖 7 所示由于半軸的正常位置（輪子中心低于變速箱的輸出點(diǎn)）第二個(gè)力矩產(chǎn)生和 驅(qū)動(dòng)力一樣的旋轉(zhuǎn)方向。 普遍地用下面的公式計(jì)算一個(gè)車(chē)輪的驅(qū)動(dòng)力 TVFF?? TF — 牽引力 VF — 車(chē)輪垂 直載荷 ? — 利用的附著系數(shù) 這些驅(qū)動(dòng)力導(dǎo)致在車(chē)輪之間每個(gè)車(chē)輪的轉(zhuǎn)向裝置扭轉(zhuǎn)力經(jīng)過(guò)車(chē)輪干擾常數(shù) e 干擾后與每個(gè)車(chē)輪的轉(zhuǎn)向裝置扭轉(zhuǎn)力是不同的，給出下面的等式。相互對(duì)照開(kāi)式差速器和那些黏性連接器是相對(duì)大的。在圖 3中顯示出這種發(fā)展的一個(gè)例子。這和當(dāng)今前輪軸差速器只留下有限的空間相對(duì)比。在這篇文章中僅僅給出它的基本功能和原理的簡(jiǎn)明概要。然而，在近些年的發(fā)展中，施用在前輪驅(qū)動(dòng)的趨勢(shì)中將成為重要角色的觀點(diǎn)是可能的。 and 2) sideshafts of equal length. The influence of the secondary moments on the steering is not only limited to the direct reactions described above. Indirect reactions from the connection shaft between the wheelside and the gearboxside joint can also arise, as shown below: Figure 9: Indirect Reactions Generated by Halfshaft Articulation in the Vertical Plane For transmission of torque without loss and vdvw ?? ? both of the secondary moments acting on the connection shaft pensate each other. In reality (with torque loss), however, a secondary moment difference appears: △ WDDW MMM 12 ?? With ??? ?TTT WD 22 The secondary moment difference is: ?DWM ? ? VWWVWWVDVDW TTDTwTT ???? ??? tan/2/tans i n/tan 22/2 ???? For reasons of simplification it apply that VVWVD ???