【正文】 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 中還可以看出開始加速時(shí)裝有開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。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，被從帶有開式差速器的 240rpm 減少到帶有黏性連接器的 100rpm。這顯示在圖表 12 中。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）。 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。 15 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。 第二力矩在轉(zhuǎn)向裝置的影響不僅僅是上面描述 的限制直接反應(yīng)。說道圖 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。這樣車輪干擾常數(shù) e就應(yīng)該盡可能的小。 降低從頭到尾的彈力是黏性限制滑動(dòng)差速器像其它任何形式差速器一樣在前軸的成功應(yīng)用所必須具備的。扭轉(zhuǎn)力操縱也受幾個(gè)運(yùn)動(dòng)參數(shù)影響這些參數(shù)將在這篇文章下個(gè)部分解釋 。通過黏性連接器的液體摩擦原理和從打開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。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。通過使用僅僅兩個(gè)標(biāo)準(zhǔn)化的直徑、標(biāo)準(zhǔn)化的盤，塑料輪轂和擠壓成型的材料造成的儲(chǔ)存室它能很容易地被截 12 成不同的長(zhǎng)度，使用一個(gè)寬的黏性范圍是可能的。引用作為一個(gè)選擇性的事很容易做到尤其當(dāng)軸和黏性單元作為一個(gè)整體單元被共給時(shí)。首先，在中間軸區(qū)域可以得到足夠的空間來提供符合要求的黏性特性。 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。 2 黏性連接器 黏性連接器被廣泛認(rèn)為是驅(qū)動(dòng)列車的一組成部件。前輪驅(qū)動(dòng)的汽車在直線行駛時(shí)影響發(fā)動(dòng)機(jī)轉(zhuǎn)矩的因素 被描述出來。. 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 10 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. 11 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。 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 5 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. 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 6 coupling during steady state cornering. The asymmetric distribution of the tractive forces during cornering as shown in figure 10 improves also the straightline running. Every deviation from the straightline position causes the wheels to roll on slightly different radii. The difference between the driving forces and the resulting yaw moment tries to restore the vehicle to straightline running again (see figure 10). Although these directional deviations result in only small differences in wheel travel radii, the rotational differences especially at high speeds are large enough for a viscous coupling front differential to bring improvements in straightline running. High powered frontwheel drive vehicles fitted with open differentials often spin their inside wheels when accelerating out of tight corners in low gear. In vehicles fitted with limitedslip viscous differentials, this spinning is limited and the torque generated by the speed difference between the wheels provides addition