外文翻譯--黏性連接器用作前輪驅(qū)動(dòng)限制滑移差速器對汽車牽引和操縱的影響-汽車設(shè)計(jì)(參考版)
2025-05-17 05:35本頁面
【正文】 . 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. 。 (figure 19,middle). Since most vehicle and ABS manufacturers consider 90176。 附件 2：外文原文 （復(fù)印件） 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 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
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