【正文】 ative yawing angle (in addition to the yaw angle which the vehicle would have maintained in case of continued steady state cornering) show a pronounced increase after throttleoff (Time=0 seconds in Figure 14 and 15) with the open differential. Both the sudden increase of the yaw rate after throttleoff and also the increase of the relative yaw angle are significantly reduced in the vehicle equipped with a viscous limitedslip differential. A normal driver os a frontwheel drive vehicle is usually only accustomed to neutral and understeering vehicle handing behavior, the driver can then be surprised by sudden and forceful oversteering reaction after an abrupt release of the throttle, for example in a bend with decreasing radius. This vehicle reaction is further worsened if the driver overcorrects for the situation. Accidents where cars leave the road to the inner side of the curve is proof of this occurrence. Hence the viscous coupling improves the throttleoff behavior while remaining controllable, predictable, and safer for an average driver. Although this might be considered as a negative effect and can easily be corrected when setting the YMR algorithm for a vehicle with a front viscous coupling, vehicle tests have proved that the influence is so slight that no special development of new ABS/YMR algorithms are actually needed. Some typical averaged test results are summarized in Figure 19. figure 19 : results form ABS braking tests with YMR on splitμ(Vo=50 mph, 3rd Gear, closed loop ) in figure 19 on the left a parison of the maximum speed difference which occurred in the first ABS control cycle during braking is shown. It is obvious that the viscous coupling is reducing this speed difference. As the viscous coupling counteracts the YMR, the required steering wheel angle to keep the vehicle in straight direction in the first second of braking increased from 39176。最后，在高 ? 值的一側(cè)通過(guò)黏性聯(lián)結(jié)器產(chǎn)生的一個(gè)增加的自鎖扭轉(zhuǎn) 力。如果駕駛員對(duì)情況的反應(yīng)不正確汽車將進(jìn)一步惡化汽車離開(kāi)車道到曲線的內(nèi)側(cè)的事故是這個(gè)事件的驗(yàn)證。在節(jié)氣門(mén)關(guān)閉之前（如圖表 10）。在轉(zhuǎn)彎過(guò)程中當(dāng)加速時(shí)它能夠防止動(dòng)力過(guò)分操縱。然而，在開(kāi)始加速大約 2秒后，黏性連接的汽車的跑偏率下降斜率增加高于裝有開(kāi)式 差速器 的汽車。 如圖表 12：裝有黏性限制滑動(dòng)差速器的前輪驅(qū)動(dòng)汽車在轉(zhuǎn)道上加速時(shí)的牽引力 特別地當(dāng)行駛或加速離開(kāi)一個(gè) T 形交叉路口加速能力就這樣被改善（也就是說(shuō)在 T 形路口橫切向右或向左從停止位置加速）。這個(gè)運(yùn)動(dòng)方式整體上和所有轉(zhuǎn)向操縱下在穩(wěn)定狀態(tài)下轉(zhuǎn) 彎移動(dòng)時(shí)的現(xiàn)代汽車操縱方式的偏重心相一致 .合適的試驗(yàn)結(jié)果如圖表 11所示。 (用外文寫(xiě) ) 附件 1：外文資料翻譯譯文 黏性連接器用作前輪驅(qū)動(dòng)限制滑移差速器對(duì)汽車牽引和操縱的影響 5轉(zhuǎn)彎時(shí)的效應(yīng) 扭轉(zhuǎn)時(shí)由于驅(qū)動(dòng)輪的速度不相等，黏性連接器也提供一個(gè)自瑣的扭轉(zhuǎn)力矩。驅(qū)動(dòng)力和產(chǎn)生的側(cè)偏力矩差會(huì)使汽車重新回到直線行駛（如圖表 10）。在這些試驗(yàn)中，由內(nèi)側(cè)的從動(dòng)輪引起的最大速 度差，被從帶有開(kāi)式差速器的 240rpm 減少到帶有黏性連接器的 100rpm。前輪牽引力的不平衡導(dǎo)致在行駛方向上的偏跑力矩 CSDM ，反對(duì)操縱狀態(tài)。高動(dòng)力的模型能得到高側(cè)偏加速度顯示出最大規(guī)模的反 應(yīng)。由于前輪力的不同圍繞著汽車重量的中心會(huì)產(chǎn)生一個(gè)抵消正常轉(zhuǎn)向反應(yīng)的側(cè)偏力矩 MCOG.。一些典型的求平均的測(cè)試結(jié)果被總結(jié)如圖表 19。 為了減小不想要的扭轉(zhuǎn)力操縱的影響一個(gè)基本的設(shè)計(jì)準(zhǔn)則被給出： 1 由于縱向載荷改變產(chǎn)生的警覺(jué)反應(yīng)必須盡可能的小 2 主銷軸線和車輪中心之間的距離必須盡可能的小 3 垂直彎曲角變化范圍應(yīng)該接近零（或者為負(fù)值） 4 兩側(cè)的垂直彎曲角應(yīng)該一樣 5 側(cè)軸應(yīng)該等長(zhǎng) 在扭轉(zhuǎn)力操縱上小的影響是聯(lián)結(jié)處的干擾常數(shù)不管什么理由這個(gè) 常數(shù)的理想值是零。 to be the critical limit, this can be tolerated. Finally, as the selflocking torque produced by the viscous coupling causes an increase in high181。在轉(zhuǎn)彎過(guò)程中節(jié)氣門(mén)關(guān)閉和加速改進(jìn)的反應(yīng)使前軸安裝有黏性聯(lián)結(jié)器的汽車更穩(wěn)定，更可預(yù)見(jiàn)而且更安全。由于大多數(shù)汽車和 ABS 制造廠家認(rèn)為 90 度是達(dá)到臨界狀態(tài)的限制，所以這能被接受。 例如在一個(gè)彎道上隨著半徑的增加，一上正常的駕駛一個(gè)超大號(hào)的前輪驅(qū)動(dòng)汽車的人通常僅僅的慣常的