【正文】 安裝有限制滑動(dòng)前差速器的汽車在轉(zhuǎn)彎過(guò)程中加速時(shí)具有一個(gè)更穩(wěn)定的最初反應(yīng)比裝有開(kāi)式差速器的汽車，降低它的操縱狀態(tài)。 如圖表 11：安裝有開(kāi)式差速器的汽車餓安裝有黏性連接器的汽車在穩(wěn)定狀態(tài)下轉(zhuǎn)彎時(shí)的對(duì)比 如圖表 10所示在轉(zhuǎn)彎時(shí)不對(duì)稱的牽引力干擾也會(huì)改進(jìn)汽車的直線行駛。 當(dāng)扭轉(zhuǎn)力通過(guò)鉸接“ CV連接”傳遞時(shí)，在主動(dòng)一側(cè)（下標(biāo) 1）和從動(dòng)一側(cè)（下標(biāo) 2），必須反應(yīng)垂直平面相對(duì)于連接平面的不同的第二個(gè)力矩產(chǎn)生了。 例如，當(dāng)一個(gè)車輪傳遞的最大扭轉(zhuǎn)力超出表面滑動(dòng)系數(shù) ? 允許值或者以一個(gè)高的側(cè)面加速度轉(zhuǎn)彎時(shí)，兩個(gè)車輪的速度是不同的 .在黏性連接器中產(chǎn)生的自鎖扭轉(zhuǎn)力抵抗速度差的增加并且傳遞合適的扭轉(zhuǎn)力到車輪上它具有更好的牽引力潛能。外面的方式如圖 2所示。 (figure 19,middle). Since most vehicle and ABS manufacturers consider 90176。進(jìn)一步的試驗(yàn)證明安裝黏性限制滑移差速器的汽車在加速和轉(zhuǎn)彎時(shí)節(jié)氣門(mén)頻繁關(guān)閉的 情況下顯示出一個(gè)改善的穩(wěn)定性。 GKN Viscodrive正在發(fā)展一種低重量和低成本的黏性連接器。 不幸的是，這個(gè)作用將導(dǎo)致一個(gè)不期望的朝低滑動(dòng)系數(shù)一側(cè)的反應(yīng)，也就是說(shuō)在不同的牽引力下產(chǎn)生相同的跑偏方向。由連接處引起的干擾常數(shù) f，一個(gè)附加的轉(zhuǎn)向裝置扭轉(zhuǎn)力矩也圍繞著主銷軸線變動(dòng)： c o s /f D WT M f L??? 這里 fT — 每個(gè)車輪的轉(zhuǎn)向裝置扭轉(zhuǎn)力矩 fT? — 轉(zhuǎn)向裝置扭轉(zhuǎn)力矩差 f— 連接處干擾系數(shù) L— 連接軸（半軸）的長(zhǎng)度 由于 f值小，理想值是 0， fT? 的影響較小。 如圖表 13所示： 裝有一個(gè)開(kāi)式差速器的前輪驅(qū)動(dòng)汽車在半徑為 40m的濕瀝青彎曲路面上加速特性（實(shí)驗(yàn)過(guò)程中安裝有轉(zhuǎn)向裝置輪角測(cè)試儀） 如圖表 14所示：裝有一個(gè)黏性連接器的前輪驅(qū)動(dòng)汽車在半徑為 40m的濕瀝青彎曲路面上加速特性（實(shí)驗(yàn)過(guò)程中安裝有轉(zhuǎn)向裝置輪角測(cè)試儀） 安裝有一個(gè)開(kāi)式差速器的汽車平均加速度為 CSDM /ms 同時(shí)裝有黏性連接器的汽車平均加速度達(dá)到 /ms （被發(fā)動(dòng)機(jī)功率限制）。在。 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）。從連接軸到車輪側(cè)面和變速箱側(cè)面之間的連接點(diǎn)間接反應(yīng)也會(huì)產(chǎn)生，如下所示： 10 圖表 9：由縱向平面的半軸連接產(chǎn)生的間接反應(yīng) 因?yàn)榕まD(zhuǎn)力傳遞沒(méi)有損失并且 vw vd??? 兩個(gè)在連接軸上的第二個(gè)力矩都相互補(bǔ)償。 4 影響轉(zhuǎn)向裝置扭轉(zhuǎn)力的因素 如圖 6 所示牽引力引起一個(gè)從頭到尾的增加來(lái)反應(yīng)每個(gè)車輪。最后，中間軸使為等長(zhǎng)的的側(cè)偏軸提供橫向安裝發(fā)動(dòng)機(jī)是可能的，橫向地安裝發(fā)動(dòng)機(jī)對(duì)于減小 扭轉(zhuǎn)力的操縱是很重要的（后面第四部分說(shuō)明了）。在前輪驅(qū)動(dòng)的汽車上極大地影響限制滑移差速器適合性的關(guān)鍵汽車設(shè)計(jì)參數(shù)被確定。. Wheel braking force, a slightly higher vehicle deceleration was maintained(figure 19,right). 7 SUMMARY in conclusion,it can be established that the application of a viscous coupling in a frontaxle differential. It also positively influences the plete vehicle handling and stability , with only slight, but acceptable influence on torquessteer. To reduce unwanted torquesteer effects a basic set of design rules have been established: Toein response due to longitudinal load change must be as small as possible . Distance between kingpin axis and wheel center has to be as small as possible. Vertical bending anglerang should be centered around zero(or negative). vertical bending angles should be the same for both sides. Sideshafts should be of equal length. Of minor influence on torquesteer is the joint disturbance lever arm which should be ideally zero for other reasons anyway. Braking with and without ABS is only negligibly influenced by the viscous coupling. Traction is significantly improved by the viscous limited slip differential in a frontwheel drive vehicle. The selfsteering behavior of a frontwheel drive vehicle is slightly influenced by a viscous limited slip differential in the direction of understeer. The improved reactions to throttleoff and acceleration during cornering make a vehicle with viscous coupling in the frontaxle considerably more stable, more predictable and therefore safer. 7 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 1 基本概念 黏性連接器主要地被認(rèn)為是在四輪驅(qū)動(dòng)的汽車上驅(qū)動(dòng)路線的一部件。首先，在中間軸區(qū)域可以得到足夠的空間來(lái)提供符合要求的黏性特性。通過(guò)黏性連接器的液體摩擦原理和從打開(kāi)到鎖死柔和的傳遞結(jié)果 ,這是很可能的，從汽車實(shí)驗(yàn)中得到的合適結(jié)果 報(bào)告稱平均操縱輪扭轉(zhuǎn)力 ST 和為保持帶有一個(gè)開(kāi)式的并且黏性的差速器在加速期間在滑動(dòng)系數(shù) ? 的路面上直線行駛應(yīng)輸入的平均正確的相對(duì)的轉(zhuǎn)向操縱。說(shuō)道圖 7 中的力矩多邊形， 2M 的旋轉(zhuǎn)方向或者 T? 各自地變化，都取決于輪子中心到變速箱輸出的位置。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 11 （如圖表 10）。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)。從圖表 13 和 14中還可以看出開(kāi)始加速時(shí)裝有開(kāi)式差速器汽車的跑偏率比裝有黏性連接器汽車的下降的更快。 因此前驅(qū)動(dòng)輪的汽車自動(dòng)轉(zhuǎn)向裝置上黏性連接器的影響趨向一個(gè)在轉(zhuǎn)向裝置狀態(tài)下的特性。這樣車輪干擾常數(shù) e 就應(yīng)該盡可能的小。然而，這種特性 當(dāng)?shù)缆繁砻婊瑒?dòng)系數(shù)為 ? 限制扭轉(zhuǎn)力傳遞到兩輪的左、右附著變動(dòng)時(shí)是不利的，它能被低滑動(dòng)系數(shù) ? 的輪子支持。 這表明傳送到前輪的驅(qū)動(dòng)扭轉(zhuǎn)力是由一 個(gè)優(yōu)化的扭轉(zhuǎn)力分配檢測(cè)器自動(dòng)控制的。 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 ??? ?? and ??? TTT WD ?? to give △ ? ?VVVDW TM ???? tan/1s i n/12/tan ???? △ DWM requires opposing reaction forces on both joints where LMF DWDW /?? . Due to the joint disturbance lever arm f, a further steering torque also acts around the kingpin axis: LfMT DWf /c o s ????? ? ?loloDWhihiDWf LMLMfT //c o s ?? ????? Where ??fT Steering Torque per Wheel ???fT Steering Torque Difference ??f Joint Disturbance Lever ??L Connection shaft (halfshaft) Length For small values of f, which should be ideally zero, fT? is of minor influence. 5． EFFECT ON CORNERING Viscous couplings also provide a selflocking torque when cornering, due to speed differences between the driving wheels. During steady state cornering, as shown in figure 10, the slower inside wheel tends to be additionally driven through the viscous coupling by the outside wheel. 4 Figure 10: Tractive forces for a frontwheel drive vehicle during steady state cornering The difference between the Tractive forces Dfr and Dfl results in a yaw moment MCOG, which has to be pensated by a higher lateral force, and hence a larger slip angle af at the front axle. Thus the influence of a viscous coupling in a frontwheel drive vehicle on selfsteering tends towards an understeering characteristic. This behavior is totally consistent with the handling bias of modern vehicles which all under steer during steady state cornering maneuvers. Appropriate test results are shown in figure 11. Figure 11: parison between vehicles fitted with an open differential and viscous coupling during steady state cornering. The asymmetric distribution of the tract