外文翻譯--黏性連接器用作前輪驅(qū)動(dòng)限制滑移差速器對(duì)汽車(chē)牽引和操縱的影響-汽車(chē)設(shè)計(jì)-資料下載頁(yè)
【導(dǎo)讀】加的一個(gè)附加的驅(qū)動(dòng)力。如圖表10：前輪驅(qū)動(dòng)力的汽車(chē)穩(wěn)定狀態(tài)下轉(zhuǎn)向時(shí)的牽引力。力補(bǔ)償，因此在前軸有一個(gè)大的滑動(dòng)角af。因此前驅(qū)動(dòng)輪的汽車(chē)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。這個(gè)運(yùn)動(dòng)方式整體上和所有轉(zhuǎn)。驗(yàn)結(jié)果如圖表11所示。次偏離正常的直線(xiàn)方向都會(huì)引起車(chē)輪以輕微的不同半徑滾動(dòng)。力矩差會(huì)使汽車(chē)重新回到直線(xiàn)行駛。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T形路口橫切向右或向左從停止位置加速）。轉(zhuǎn)彎過(guò)程中加速試驗(yàn)的結(jié)果。然而，在開(kāi)始加速大約2秒后，黏性連接的汽車(chē)的跑偏率下降斜率增加高于裝。反應(yīng)比裝有開(kāi)式差速器的汽車(chē)，降低它的操縱狀態(tài)。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。出最大規(guī)模的反應(yīng)。汽車(chē)將進(jìn)一步惡化汽車(chē)離開(kāi)車(chē)道到曲線(xiàn)的內(nèi)側(cè)的事故是這個(gè)事件的驗(yàn)證。是很小的，實(shí)際上不需要專(zhuān)門(mén)的新的ABS/YMR計(jì)算程序的開(kāi)發(fā)。
【正文】 l 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。 to 51176。 (figure 19,middle). Since most vehicle and ABS manufacturers consider 90176。 to be the critical limit, this can be tolerated. Finally, as the selflocking torque produced by the viscous coupling causes an increase in high181。. Wheel braking force, a slightly higher vehicle deceleration was maintained(figure 19,right). 6． 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.
鄂ICP備17016276號(hào)-1