外文翻译--黏性连接器用作前轮驱动限制滑移差速器对汽车牵引和操纵的影响-汽车设计(编辑修改稿)

外文翻译--黏性连接器用作前轮驱动限制滑移差速器对汽车牵引和操纵的影响-汽车设计(编辑修改稿)内容摘要：

de driving wheel. this is shown in figure 12 Figure 12: tractive forces for a frontwheel drive vehicle with viscous limitedslip differential during acceleration in a bend The acceleration capacity is thus improved, particularly when turning or accelerating out of a Tjunction maneuver ( . accelerating from a stopped position at a “T” intersectionright or left turn ). Figures 13 and 14 show the results of acceleration tests during steady state cornering with an open differential and with viscous limitedslip differential . Figure 13: acceleration characteristics for a frontwheel drive vehicle with an open differential on wet asphalt at a radius of 40m (fixed steering wheel angle throughout test). Figure 14: Acceleration Characteristics for a FrontWheel Drive Vehicle with Viscous Coupling on Wet Asphalt at a Radius of 40m (Fixed steering wheel angle throughout test) The vehicle with an open differential achieves an average acceleration of 2/sm while the vehicle with the viscous coupling reaches an average of 2/sm (limited by enginepower). In these tests, the maximum speed difference, caused by spinning of the inside driven wheel was reduced from 240 rpm with open differential to 100 rpm with the viscous coupling. During acceleration in a bend, frontwheel drive vehicles in general tend to understeer more than when running at a steady speed. The reason for this is the reduction of the potential to transmit lateral forces at the fronttires due to weight transfer to the rear wheels and increased longitudinal forces at the driving wheels. In an open loop controlcircletest this can be seen in the drop of the yawing speed (yaw rate) after starting to accelerate (Time 0 in Figure 13 and 14). It can also be taken from Figure 13 and Figure 14 that the yaw rate of the vehicle with the open differential fallsoff more rapidly than for the vehicle with the viscous coupling starting to accelerate. Approximately 2 seconds after starting to accelerate, however, the yaw rate falloff gradient of the viscouscoupled vehicle increases more than at the vehicle with open differential. The vehicle with the limited slip front differential thus has a more stable initial reaction under accelerating during cornering than the vehicle with the open differential, reducing its understeer. This is due to the higher slip at the inside driving wheel causing an increase in driving force through the viscous coupling to the outside wheel, which is illustrated in Figure 12. the imbalance in the front wheel tractive forces results in a yaw moment CSDM acting in direction of the turn, countering the understeer. When the adhesion limits of the driving wheels are exceed, the vehicle with the viscous coupling understeers more noticeably than the vehicle with the open differential (here, 2 seconds after starting to accelerate). On very low friction surfaces, such as snow or ice, stronger understeer is to be expected when accelerating in a curve with a limited slip differential because the driving wheelsconnected through the viscous coupling。