[雙語翻譯]車輛汽車差速器外文翻譯--汽車差速器設(shè)計的最新進展

1、2550 英文單詞， 英文單詞，13500 英文字符，中文 英文字符，中文 4100 字文獻出處： 文獻出處：Mihailidis A, Nerantzis I. Recent Developments in Automotive Differential Design[M]//Power Transmissions. Springer, Dordrecht, 2013: 125-140.Recent Developments in A

2、utomotive Differential DesignAthanassios Mihailidis and Ioannis NerantzisAbstract The current paper consists of two main parts: In the first, the evolution of passenger car differentials during the past twenty years of a

3、utomotive design is presented. A short description on the features and principle of operation of each device is given. In the second part, a recent advance in differential design is presented. It is a newly developed dif

4、ferential, designed to actively control the distribution of the driving torque to the wheels. The new device incorporates an electric machine, which can operate either as a motor or generator and affects torque distribut

5、ion to the vehicles driving wheels. The driving behavior of a vehicle equipped with the new differential was simulated in ADAMS/Car. Comparative results were obtained using the following three types of differentials: an

6、open differential, a limited slip differential and the new actively controlled device. Acceleration tests on road surface with different friction coefficient on each side of the vehicle for each differential type verifie

7、d the accuracy of the simulation and verified that driving stability can be enhanced by actively controlled differentials.Keywords：Differential; Torque vectoring; Torque sensing; Active yaw1. IntroductionThe development

8、and use of differential mechanisms starts form the ancient times and evolves in our days to the most complex driveline systems. Historical evidence for the existence of an early differential device is the Antikythera mec

9、hanism (de Price 1974). The device is dated back to 80 BC and it derives from many analyses that it contained a differential gear, which is interpreted as a mechanism with two degrees of freedom. Since the first automobi

10、les were built, the implementation of a differential device on the drive axle became an urgent necessity. Historically, the invention of the differential is attributed to Onésiphore Pecueur, who patented in 1828 a s

11、team vehicle that included a differential gear on the driving axle (Nunney 1998).In the following, the development of automotive differentials during the past twenty years is presented. According to their special design

12、features, they can be categorized into six categories:? Bevel gear differentials? Crossed helical spur gear differentials? Parallel axes spur gear differentials? Parallel axes internal spur gear differentials? Gearless d

13、ifferentials with CAM curved surfaces? Gearless differentials with friction clutches.Torque is applied to the driving wheels through a differential gearbox that allows the driving wheels of a vehicle to rotate at unequal

14、 rates while cornering. The most common type is the open differential, which distributes the driving torque equally to both driving wheels. It operates satisfactory when the wheels operate below the traction limit. When

15、the traction limit of one wheel is exceeded, it slips and the torque on both wheels is reduced. A solution to this problem is the use of a limited slip differential (LSD) that limits the torque difference by introducing

16、friction between the halfshafts and the differential’s body in terms of mechanical or hydrodynamic clutches. This called torque proportioning or torque vectoring systems. In the last decade the term ‘‘torque vectoring’’

17、is used to describe the controllable torque distribution to the driving wheels of road vehicles. This is achieved with differentials similar to the two previously described in combination with an electronic system that m

18、onitors and logs the dynamic status of the vehicle and determines the desired torque for each wheel. Park and Kroppe (2004) describe a torque vectoring system which includes a bevel gear differential. Other systems use a

19、 hydraulically actuated clutch to control torque proportioning of a bevel gear differential (Piyabongkarn et al. 2006a, b).Fig. 3 Active Yaw Control differential (Sawase and Sano 1999)Fig. 4 Torvec differential (Gleasman