Journal articles: 'Axle differentials'

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Bosomworth, Chris, Maksym Spiryagin, Sanath Alahakoon, and Colin Cole. "MODELLING RAIL THERMAL DIFFERENTIALS DUE TO BENDING AND DEFECTS." Transport 36, no. 2 (June 10, 2021): 134–46. http://dx.doi.org/10.3846/transport.2021.14574.

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Rail foot flaws have the potential to cause broken rails that can lead to derailment. This is not only an extremely costly issue for a rail operator in terms of damage to rolling stock, but has significant flow-on effects for network downtime and a safe working environment. In Australia, heavy haul operators run up to 42.5 t axle loads with trains in excess of 200 wagons and these long trains produce very large cyclic rail stresses. The early detection of foot flaws before a broken rail occurs is of high importance and there are currently no proven techniques for detecting rail foot flaws on trains at normal running speeds. This paper shall focus on the potential use of thermography as a detection technique and begin investigating the components of heat transfer in the rail to determine the viability of thermography for detecting rail foot flaws. The paper commences with an introduction to the sources of heat generation in the rail and modelling approaches for the effects of bending, natural environmental factors and transverse defects. It concludes with two theoretical case studies on heat generated due to these sources and discusses how they may inform the development of a practical thermography detection methodology.

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Klubnichkin, Vladislav, Evgeniy Klubnichkin, Aleksey Gorbunov, and Denis Druchinin. "DEVELOPMENT OF THE FORWARDER ARTICULATION JOINT." Forestry Engineering Journal 10, no. 4 (January 19, 2021): 217–26. http://dx.doi.org/10.34220/issn.2222-7962/2020.4/18.

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The article presents a structural hydraulic diagram of the steering system of the developed forwarder. The main components that make up the steering of the machine are described. The scheme of the articulated joint was selected and the radius and the corridor of the forwarder's turn were determined. In the work, a kinematic analysis of the articulated joint of the forwarder was carried out, which is the determination of the limiting angles of folding of the articulation unit and the stroke of the hydraulic power cylinders according to the developed electronic solid models. The moment of resistance required to fold the car of full weight in place on a solid supporting surface with a high coefficient of adhesion, taking into account the interaction of tires with the supporting surface, was determined using the semi-empirical model of Packa MF-Tire 6.1. Model parameters for tire 750/55-26.5. A dynamic model of a forwarder has been created with the following features: all links of the dynamic system are absolutely rigid; all wheels are not braked and rotate; there is no friction in the hinges; the load (assortments) is modeled absolutely rigid by a single body; the simulation was done for a fully laden forwarder; axle differentials are not locked (free). The vertical loads in the contact patch of the front and rear axles, as well as lateral reactions in the contact patch of the front and rear axles are presented

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KOLATOR, Bronisław, Michał JANULIN, and Oleksandr VRUBLEVSKYI. "EFFECT OF A TORSEN DIFFERENTIAL MECHANISM ON CAR TYRE WEAR." Tribologia 280, no. 4 (August 1, 2018): 31–37. http://dx.doi.org/10.5604/01.3001.0012.7482.

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4WD systems include various constructions aimed at optimal distribution of torque between drive axles. In these systems, it is necessary to apply mechanisms separating the power provided from the engine to drive wheels. Many systems operate on the basis of wet multi-disc clutch or/and dog clutch control with the use of mechatronic devices. However, in view of their reliability and construction simplicity, the most valuable 4WD systems under field conditions are mechanical solutions. Torsen is an inter-axle differential mechanism, where the emerging internal friction moment of this mechanism causes that all kinematic discrepancies between transmission shafts of the front and rear axle of a vehicle produce a change in the distribution of torque, helping to level the rotational speeds of transmission shafts of the front and rear axles. As a result of the phenomenon described, the drive wheels of both axles of the vehicle move with different peripheral speeds, which causes energy losses and wear of tyres on both vehicle axles. This paper presents an analysis of the results obtained in tests on a vehicle with the Torsen system and describes phenomena occurring in the examined system as a result of emerging kinematic discrepancies, which may be caused by such factors as vertical force acting on the wheels of individual drive axles and tyre pressure.

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Yu, Xiu Yi, Liang Hou, Pi Jing Liu, and Wen Guang Lin. "The Design and Performance Analysis of Friction Disk Type Limited Slip Differential." Advanced Materials Research 422 (December 2011): 570–74. http://dx.doi.org/10.4028/www.scientific.net/amr.422.570.

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Aiming at the ability to adapt to different road conditions of limited-slip differential(LSD) in drive axle, by building the without preloading friction disk type limited slip differential mechanical model, We derive the theoretical formula of the locking differential coefficient of the theoretical formula of limited slip differential without preload friction disk from mathematical theory derivation, and fitted theoretical curves, Which can be used as reference for further studies on other limited slip differential. Experimental verification was applied to the designed drive axle, experimental results shows that, the actual performance parameters of each drive axle design values consistent with the theory, to prove the correctness of the theoretical derivation, proved the correctness of theoretical analysis.

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Левчук, В. І., and С. П. Лихвенко. "ДОСЛІДЖЕННЯ НАВАНТАЖЕНОСТІ ТА ЕКСПЛУАТАЦІЙНИХ РЕЖИМІВ ТРАНСМІСІЇ ТРАКТОРА КЛАСУ 14 КН З СИСТЕМОЮ МІЖКОЛІСНОГО АВТОБЛОКУВАННЯ." Вісник Полтавської державної аграрної академії, no. 1-2 (June 29, 2017): 138–42. http://dx.doi.org/10.31210/visnyk2017.1-2.28.

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Представлені результати експериментального дослідження роботи орного аґреґату у складі трактора МТЗ-80 з навісним плугом ПН-3-35 на супіщаному ґрунті в Білорусії у випадку диференціального та блокованого міжколісного приводу заднього моста у режимі розгону із заглибленням плуга на ходу та з попередньо заглибленим плугом. За допомогою тензометричних датчиків замірялись обертові моменти на валу зчеплення та півосях заднього моста трактора. В результаті аналізу середніх та пікових значень моментів встановлено, що в разі блокованого приводу сумарні моменти на півосях були на 5,9–31,3 % більші, ніж за диференціального приводу. Більш навантаженою на усіх режимах випробувань була права піввісь. Максимальні моменти на ній були більші, ніж на лівій на 4,6–20,3 % у разі вимкненої блокіровки і 12,1–32,5 % за ввімкненої. Виконані розрахунки на міцність півосей трактора за піковими та середніми навантаженнями. Дослідження навантажень на опори підшипників первинного та вторинного валів коробки передач трактора не виявили значного впливу блокування диференціала на ці навантаження. The results of experimental research work as part of an arable unit MTZ-80 with mounted plow PN-3-35 on sandy loam soil in Belarus in the differential and locked rear axle of cross-axle drive in acceleration mode with a deep plow on the go and pre-recessed plow. Using strain gauges, the torque on the clutch shaft and the axles of the tractor rear axle. An analysis of average and peak values of moments we found that when a blocked drive total points on the semi-axes were 5,9–31,3 % more than the differential drive. Over-loaded on all test conditions was the right half. Maximum points on it were greater than on the left on 4,6–20,3 % at lock off and 12,1–32,5 % when enabled. The calculations of the strength of the semi-axes tractor for peak and average load were completed. Research loads on the primary and secondary shafts of the tractor gearbox bearing blocks have not found a significant effect of the differential lock on the load.

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Hu, Hao, and Ying Min Yan. "Light Bus Drive Axle Design." Applied Mechanics and Materials 380-384 (August 2013): 17–22. http://dx.doi.org/10.4028/www.scientific.net/amm.380-384.17.

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In this paper, through the study of traditional light bus, found problems related to screening and using existing methods, bridge drive of light bus was designed. First determine the drive axle transmission ratio and reasonable distribution; secondly on the driving axle main transmission device structure and parameter design, including the design of main reducer, differential, half shaft design; finally completed the design of driving axle housing, in order to design the drive axle complete. And the use of traditional mechanical analysis methods of main parts of the driving axle ( reducer, differential, half shaft, axle and so on) for the strength analysis and calculation, including the gear bending stress calculation, strength check; gear contact stress calculation, strength check; half shaft torsional stress calculation. With the design idea and the design requirements of the rapid development, the three-dimensional design has become a necessary skill for designers, this paper introduces the basic functions of Pro/Engineer software and a simple application, and the design of the parts of the drive axle using the software.

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Xu, Jin Li, Peng Wei, Feng Yun Huang, and Hong Jun Wang. "A Study on Effects of Gear Backlash on Differential Vibration." Advanced Materials Research 945-949 (June 2014): 730–34. http://dx.doi.org/10.4028/www.scientific.net/amr.945-949.730.

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Based on UG and Automatic Dynamic Analysis of Mechanical System (ADAMS), the 3D model of differential was constructed and the real-time dynamic simulation of differential was achieved. The effects of gear backlash between half axle gears and planetary gears on the vibration of differential are studied. To increase the credibility of simulation results , the contact forces between half axle gears and planetary gears were calculated based on the Hertz elasticity impact theory.

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Sun, Hong, and Wei Gang Deng. "Research on the Virtual Assembly-Disassembly and Repair of the Automobile Drive Axle." Advanced Materials Research 605-607 (December 2012): 646–50. http://dx.doi.org/10.4028/www.scientific.net/amr.605-607.646.

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The article made a research on the automobile drive axle, established its three-dimensional model in SolidWorks, and virtually simulated the assembly, disassembly and repair process of the axle shaft, final drive and differential in 3DVIA Composer software. A dedicated virtual simulation platform for automobile drive axle was developed, and the simulation process was controlled individually by the program codes. The virtual simulation platform effectively reproduced the assembly-disassembly and repair process of the automobile drive axle, which provided a good technical documentation for the production practice and teaching practice.

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Wang, Ying. "ADAMS-Based Dynamic Simulation on Driving Axle Gear Meshing." Applied Mechanics and Materials 128-129 (October 2011): 38–41. http://dx.doi.org/10.4028/www.scientific.net/amm.128-129.38.

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In the transmission system of drive axle, the gears' transmission performance of final drive and differential is the key to transmission system. Based on Automatic Dynamic Analysis of Mechanical System (ADAMS), the virtual gear meshing prototype of final drive and differential were established. Based on the Hertz elasticity impact theory, the contact forces between gears were built. The real-time dynamic simulation of gear meshing was achieved. The gears’ transmission of final drive and differential in drive axle was simulated under limit conditions by imposing different torque in driving gear of final drive and differential gears. The curves of meshing force and angular speed of differential gears and driving gears of final drive are obtained. The theoretical reference is provided to the study of the dynamic characteristics in gear transmission system.

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Li, Jianying, Tunglung Wu, Weimin Chi, Qingchun Hu, and Teenhang Meen. "Integrated Analysis of Influence of Multiple Factors on Transmission Efficiency of Loader Drive Axle." Energies 12, no. 23 (November 28, 2019): 4540. http://dx.doi.org/10.3390/en12234540.

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In this study, a loader drive axle digital model was built using 3D commercial software. On the basis of this model, the transmission efficiency of the main reducing gear, the differential planetary mechanism, and the wheel planetary reducing gear of the loader drive axle were studied. The functional relationship of the transmission efficiency of the loader drive axle was obtained, including multiple factors: the mesh friction coefficient, the mesh power loss coefficient, the normal pressure angle, the helix angle, the offset amount, the speed ratio, the gear ratio, and the characteristic parameters. This revealed the influence law of the loader drive axle by the mesh friction coefficient, mesh power loss coefficient, and speed ratio. The research results showed that the transmission efficiency of the loader drive axle increased with the speed ratio, decreased when the mesh friction coefficient and the mesh power loss coefficient increased, and that there was a greater influence difference on the transmission efficiency of the loader drive axle.

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11

Mai, Van Tham, Shi Jing Wu, Xiao Sun Wang, Jie Chen, and S. A. K. S. Jafri. "Research and Analysis of Dynamic Behaviour in the Mathematical Models of the 6-Axle Locomotive." Applied Mechanics and Materials 105-107 (September 2011): 541–44. http://dx.doi.org/10.4028/www.scientific.net/amm.105-107.541.

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With the aiming of mathematically modeling dynamic behavior in latitudinal and vertical movements of the 6-axle locomotive, this paper introduces the Kalker’s Wheel-Rail Rolling Contact Theories and their implementation in multibody codes. This paper also highlights methodology for solving inhomogeneous linear second-order differential equations with MATLAB computer software aided. The calculation has reported that the dynamic behaviors of Diesel-Electric 6-axle locomotive are significantly demonstrated. The calculation has reported that the dynamic behaviors of Diesel-Electric 6-axle locomotive are significantly demonstrated the requirements on Rolling stock Dynamic behaviors of Vietnam Railways.

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Rudavskyi, D. V., Yu I. Kaniuk, Z. A. Duriagina, V. V. Kulyk, M. S. Shefer, and I. Ya Dolinska. "Assessing surface fatigue crack growth in railway wheelset axle." Archives of Materials Science and Engineering 2, no. 106 (November 1, 2020): 59–67. http://dx.doi.org/10.5604/01.3001.0014.6973.

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Purpose: The aim of the proposed research is to create a calculation model of surface fatigue crack growth at the axle of railway wheelset working under operational loads. Design/methodology/approach: The energy approach of the fracture mechanics was used to formulate the calculation model of fatigue crack propagation at the wheelset axle surface. The method of least squares was used to determine the investigated material mechanical constants that the kinetic equations of the calculation model contain. The system of differential equations of crack growth kinetics was solved numerically using the Runge-Kutta method. Findings: On the basis of the energy approach of the fracture mechanics the calculation model of fatigue macrocrack growth in three-dimensional elastic-plastic body in case of a mixed-mode I+II+III macromechanism of fracture has been built. On the basis of the created calculation model, the kinetics of the growth of fatigue cracks was investigated both in the middle part of the wheelset axle and in the axle journal. Research limitations/implications: The results obtained on laboratory specimens should be tested during a real railway wheelset axle investigation. Practical implications: The created calculation model can be used in practice to formulate method of residual lifetime estimation of railway wheelset axle. Originality/value: It was shown, that surface crack kinetics depends not only on the crack initial area but also significantly depends on the crack edge geometry and comparatively small crack-like defects at the wheelset axle surface can reach critical sizes in comparatively short run. It has been found that mechanical shear stresses caused by the weight of the loaded railway wagon in the cross section of the wheelset axle journal can significantly accelerate the growth of the transverse fatigue crack at the axle surface, reducing the period of crack subcritical growth by about 20%.

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Kuchárová, Daniela, and Gabriela Lajčáková. "Concrete slab on elastic foundation under one axle load." MATEC Web of Conferences 313 (2020): 00010. http://dx.doi.org/10.1051/matecconf/202031300010.

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The paper is dedicated to the dynamical analysis of an isolated concrete slab on an elastic foundation to moving load effect of one axle load. The computational models of one axle load and a slab are mathematically described by the system of ordinary differential equations. The equations of motion are solved numerically in the environment of program system MATLAB. The plate response and dynamic load are monitored at a certain speed and certain initial conditions, depending on the properties of the elastic subgrade.

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Xu, Jin Li, Qiang He, and Ding Jun Zhu. "Lightweight Research on Aluminum Alloy Material of Rear Axle Differential." Key Engineering Materials 723 (December 2016): 294–98. http://dx.doi.org/10.4028/www.scientific.net/kem.723.294.

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Aluminum and other materials are used more widely with the improvement of car’s weight reduction requirements and the high speed development of new materials. Differential housing is one of the important parts of automobiles drive axle, it is still heavy despite many optimization and improvement because that it is produced by ductile iron. Aluminum alloy material used in the differential housing are studied with FEA. The analysis results show that the weight is reduced by 60%, and a reference is provided for the lightweight of automobile.

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Schmitt, Carsten, Welf-Guntram Drossel, Sebastian Eulert, and Georg-Friedrich Lührs. "Acoustic Properties of a Vehicle Drivetrain with Rear Axle Differential." ATZ worldwide 118, no. 11 (October 28, 2016): 62–67. http://dx.doi.org/10.1007/s38311-016-0127-0.

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Supriyatna, Deddy, and Dandy Rasyid Muttaekid. "Analisis Kerusakan Differential Pada Kendaraan HINO 260 FM (SH17) : Studi Kasus di PT. Hudaya Maju Mandiri." AEEJ : Journal of Automotive Engineering and Vocational Education 2, no. 1 (May 25, 2021): 11–20. http://dx.doi.org/10.24036/aeej.v2i1.61.

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Differential or often known as the axle is a component in a car that functions to transmit engine power to the wheel axle that previously passed through the transmission and propeller shaft. Problems or damage to the differential varies, ranging from a buzzing sound in the differential, damage to the gear pinion, worn gear pinion, oil leakage in the differential. In this case, finding the differential is damaged in the pinion gear, the pinion teeth are worn and damaged so that the vehicle cannot run or the torque from the engine cannot be continued due to damage to the differential. The differential on the HINO 260 FM vehicle has a lot of damage to the differential, because the overload. Overload capacity or weight of the vehicle's payload exceed the standard limits and there is a differential damage in the pinion gear. Differential atau sering dikenal dengan nama gardan adalah komponen pada mobil yang berfungsi untuk meneruskan tenaga mesin ke poros roda yang sebelumnya melewati transmisi dan propeller shaft. Problem atau kerusakan pada differential bermacam-macam, mulai dari bunyi berdengung pada bagian differential, kerusakan pada gear pinion, gear pinion aus, kebocoran oli pada differential. Pada kasus kali ini, menemukan kerusakan differential pada bagian pinion gear, gigi pinion aus dan rusak sehingga membuat kendaraan tidak bisa berjalan atau tenaga putaran dari mesin tidak bisa diteruskan keroda akibat kerusakan pada differential. Differential pada kendaraan Hino 260 FM sering sekali rusak, dikarenakan daya angkut yang melebihi kapasitas. Dan hal inilah yang biasanya menjadi penyebab kerusakan differential pada bagian pinion gear.

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Yamaguchi, Hiroaki, Ryota Kameyama, and Atsushi Kawakami. "A Path-Following Feedback Control Law of a Five-Axle, Three-Steering Coupled-Vehicle System." Journal of Robotics and Mechatronics 26, no. 5 (October 20, 2014): 551–65. http://dx.doi.org/10.20965/jrm.2014.p0551.

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<div class=""abs_img""><img src=""[disp_template_path]/JRM/abst-image/00260005/03.jpg"" width=""300"" />Experimental coupled-vehicle system</div> This paper presents a new path-following feedback control law of a five-axle, three-steering coupledvehicle system which enables specifying the movements and rotations of its two carriers quantitatively, according to the operating environment. The kinematical equations of the coupled-vehicle system are first converted into time differential equations in a threechain, single-generator chained form. The time differential equations in the chained form are secondly converted into new differential equations with a new variable. The new control law enables the relative orientation between the two carriers to be constant in either a straight-bed carrier configuration or a V-bed carrier configuration, and simultaneously enables the orientations of these carriers functioning as a single carrier relative to the direction of the tangent of the path to be changed quantitatively, according to the locations of obstacles for avoiding collision with them. Asymptotic stability of the new control law is guaranteed by the linear control theory and the Lyapunov’s second method. Especially, the form of the new differential equations facilitates the design of the Lyapunov functions. The validity of the new control law is verified by an experimental five-axle, three-steering coupledvehicle system. </span>

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Dejl, Z., M. Nemcek, and V. Moravec. "AXLE DIFFERENTIAL LOADING SPECTRA ASSESSMENT AND RATING OF ITS GEARING LOAD CAPACITY." International Conference on Applied Mechanics and Mechanical Engineering 15, no. 15 (May 1, 2012): 1–12. http://dx.doi.org/10.21608/amme.2012.36965.

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Krumpholc, Tomáš, and Stanislav Bartoň. "Driver’s influence on kinematics of articulated bus." Acta Universitatis Agriculturae et Silviculturae Mendelianae Brunensis 61, no. 3 (2013): 683–89. http://dx.doi.org/10.11118/actaun201361030683.

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Driver’s influence on kinematics of articulated bus. This paper studies kinematics properties of the particle coach as function of driver’s activity. The main goals are the prediction of the trajectory, the computation of the vector of velocity of each wheel as a function of the real velocity vector of the midpoint of the middle axle and the real curvature of the bus trajectory. The computer algebra system Maple was used for all necessary computations. Article is divided into four main parts. In the first part are derived integral relations describing trajectory of the middle axes midpoint as a function of the absolute value of the velocity and trajectory curvature. At the second part is computed joint trajectory and differential equation describing relation between joint position and position of the midpoint of the rear – towed axle. At the third part is shown how to integrate such system of integral-differential equation using Runge-Kutta method and how to estimate proper size of the time step. In the final part is shown how to compute curve passing time and graphical results of the numerical solution are presented.

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Truta, Marian, Marin Marinescu, Octavian Alexa, Radu Vilau, and Valentin Vinturis. "Experimental Determination of the Cinematic Misfit within the Transmission of a 4x4 Vehicle that Leads to Self-Generated Torque along the Vehicle’s Inter-Axle Driveline." Applied Mechanics and Materials 659 (October 2014): 262–67. http://dx.doi.org/10.4028/www.scientific.net/amm.659.262.

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Present paper aims at revealing a way to determine the cinematic misfit within a 4x4 vehicle’s inter-axle driveline, which is eventually the reason of the self-generated torque occurrence. We used experimental methods to determine the magnitude of the cinematic misfit. Within this frame, we used a vehicle that has a longitudinal (inter-axle) differential and we locked it, actually forcing the longitudinal transmission to work without differentiating the angular speeds on its output shafts. On the other hand, the tire radii were different, inducing the above-mentioned cinematic misfit that we were looking for. We also present the way we fit the transducers on the vehicle’s driveline components to measure the needed parameters. The paper also presents some theoretical considerations regarding the occurrence of the cinematic misfit and its way of generating closed power loops within the vehicle’s transmission.

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Liu, Pengfei, Kai Wei, Kaiyun Wang, and Quanbao Feng. "Testing of modified primary stiffness for heavy-haul locomotives operating on sharper-radius curves." Proceedings of the Institution of Mechanical Engineers, Part K: Journal of Multi-body Dynamics 233, no. 3 (March 27, 2019): 531–48. http://dx.doi.org/10.1177/1464419319836006.

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For the typical wheelset drive subsystem with axle-suspended motor, the coupled vibration differential equations of wheelset and axle hung motor are derived. The mechanical model of traction rod is established. The subsystems are integrated into a whole locomotive-track coupled dynamic model which is verified from the aspects of load transfer and curving negotiation performance. To reduce the wheel–rail dynamic interaction of six-axle heavy-haul locomotive passing through curves in old existing lines, the parametric optimization flow of primary rubber joint is presented. The stiffness of 12 new rubber joints equipped in drawbars is tested and the stiffness dispersions are investigated. The research results show that, for a single rubber joint, the maximum and minimum values of radial stiffness can, respectively, increase and reduce by 16.2% and 33% with respect to the test mean value. For the assembled axle-box with upper and lower drawbars, the test longitudinal and lateral stiffness increase by 18% and 46%, respectively, relative to the designed values. A distinct dispersion phenomenon in the stiffness distributions of rubber samples is found. By combining with the numerical simulation results, the primary longitudinal stiffness is optimized from 199 MN/m to 52 MN/m, as the lateral stiffness changes from 6.89 MN/m to 2.6 MN/m. The final running test indicates that the optimized parameters can reduce the wheel–rail lateral force by 12% in the 300 m radius curve. The ride comfort could still keep in the same level, and the running stability has not been deteriorated.

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Johnson, Alan A. "Fractography of an Axle Which Broke Under Combined Bending Impact and Torsion." Journal of Engineering Materials and Technology 116, no. 1 (January 1, 1994): 130–31. http://dx.doi.org/10.1115/1.2904248.

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An automobile rear axle broke at the differential end when the vehicle collided with a tree at about 35 m.p.h. The fracture surfaces exhibited features characteristic of both bending impact and torsional overload. It was concluded that the fracture started as a bending impact when the frontal collision forced the entire drive system rearward. The fracture was completed by torsional overload when the drive system locked and the wheel continued to turn.

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Hou, Shun Yan, Zhi Yuan Li, Tao Wang, Lian Lu Pang, and Zhi Yuan Feng. "Study on Electronic Differential Control for a Mini Electric Vehicle with Dual In-Wheel-Motor Rear Drive." Applied Mechanics and Materials 525 (February 2014): 346–50. http://dx.doi.org/10.4028/www.scientific.net/amm.525.346.

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An electronic differential control system (EDS) has been designed based on a mini electric vehicle (EV) with dual in-wheel-motor rear drive. In view of imperfection of current strategy with speed and moment as control variables, a new control strategy for EDS in a two in-wheel-motor drive EV is proposed with the moment of driving wheel torque as control variable and the slip rate equilibrium of two driving wheels as control objective, considering the effects of axle load transfer. The differential control experiments are conducted with steering mode and straight acceleration mode based on the vehicle prototype. The results show that the control strategy is reasonable, and the controller can effectively realize EV electronic differential by coordinating the moment of two driving wheels.

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Chen, Ke, Chang Wen Yao, and Guo Fu Yin. "Research on the Knowledge Fusion Technology Based Optimized Design of the Drive Axle Differential Gear." Applied Mechanics and Materials 86 (August 2011): 629–32. http://dx.doi.org/10.4028/www.scientific.net/amm.86.629.

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To better apply FEA technologies in product development, viewing on the knowledge reusing, a knowledge fusion based method was worked out to analyze and optimize product structure. Dynamic knowledge templates were brought into design activities, which could be used to optimize product solution for more developers conveniently. Therefore, the product design knowledge and optimizing method could be accumulated constantly in enterprises. This method was applied to develop some kind of Drive Axle Differential Gear. Actual application shows that the stress concentration area was found, and the unreasonable expanding mechanism was corrected. And then the design of Differential gear was optimized to improve the carrying capacity of base. Thus, the fracture failure rate would be cut down.

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An, Er Zhong, and Yun Chao Wang. "Multi-Objective Fuzzy Optimization Design of Truck Differential." Applied Mechanics and Materials 722 (December 2014): 84–88. http://dx.doi.org/10.4028/www.scientific.net/amm.722.84.

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Multi-objective optimization technology and Fuzzy theory were applied to design truck differential based on consideration on its force condition. The mathematical model for the multi-objective optimization design was set up under the objective of the minimum volume of the differential, maximal strength of planet gear, with the design variable of planet gear teeth number Z1, axle shaft gear teeth number Z2, section modulus ms and working width b. Then, the fuzzy solution of multi-objective optimization were use to solve the model. Practical example of calculation shows that, the fuzzy optimization result is superior to that of regular optimization and traditional design, differential volume deceased by 32.73% and 1.92% respectively. Comparing with nominal design, the load of planet gear increases 17%, but is far below its permissible value, and also reduced by 9.04% than that of regular optimization.

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HUANG, Yunsheng, Yohei MICHITSUJI, and Yoshihiro SUDA. "Active steering control of single-axle bogie utilizing differential traction force of both wheels." Proceedings of the Transportation and Logistics Conference 2019.28 (2019): 1018. http://dx.doi.org/10.1299/jsmetld.2019.28.1018.

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Chen, I.-Ming, Yuan-Yao Huang, Tai-Her Yang, and Tyng Liu. "Limited-slip and torque-vectoring effect of a dual continuously variable transmission." Proceedings of the Institution of Mechanical Engineers, Part D: Journal of Automobile Engineering 231, no. 3 (August 5, 2016): 372–82. http://dx.doi.org/10.1177/0954407016639465.

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This study investigates the limited-slip and steering characteristics of a dual continuously variable transmission system. The dual continuously variable transmission is a unique final drive system composed of two continuously variable transmissions, with one continuously variable transmission connected to each rear wheel. In this study, a dynamic model of the dual continuously variable transmission system is derived, and models of the conventional final drive systems, i.e. the solid axle and the open differential, are used as benchmarks. In the simulations, the dual continuously variable transmission model, the solid axle model and the open differential model are applied to a vehicle dynamic model for split- μ road tests and a series of steering tests. According to the results of the split- μ road tests, the limited-slip function of a dual continuously variable transmission system is verified. The results of the steering tests show that different torque distributions for the inside wheels and the outside wheels while cornering can be controlled with different gain values of the continuously variable transmissions; for this reason, the application of the dual continuously variable transmission system as a torque-vectoring device is proposed, and a basic setting principle is presented. The results of this study establish a fundamental knowledge for developing the dual continuously variable transmission as an advanced final system for improving the vehicle dynamics.

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Julio-Rodríguez, Jose del C., Alfredo Santana-Díaz., and Ricardo A. Ramirez-Mendoza. "Individual Drive-Wheel Energy Management for Rear-Traction Electric Vehicles with In-Wheel Motors." Applied Sciences 11, no. 10 (May 20, 2021): 4679. http://dx.doi.org/10.3390/app11104679.

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In-wheel motor technology has reduced the number of components required in a vehicle’s power train system, but it has also led to several additional technological challenges. According to kinematic laws, during the turning maneuvers of a vehicle, the tires must turn at adequate rotational speeds to provide an instantaneous center of rotation. An Electronic Differential System (EDS) controlling these speeds is necessary to ensure speeds on the rear axle wheels, always guaranteeing a tractive effort to move the vehicle with the least possible energy. In this work, we present an EDS developed, implemented, and tested in a virtual environment using MATLAB™, with the proposed developments then implemented in a test car. Exhaustive experimental testing demonstrated that the proposed EDS design significantly improves the test vehicle’s longitudinal dynamics and energy consumption. This paper’s main contribution consists of designing an EDS for an in-wheel motor electric vehicle (IWMEV), with motors directly connected to the rear axle. The design demonstrated effective energy management, with savings of up to 21.4% over a vehicle without EDS, while at the same time improving longitudinal dynamic performance.

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Zagórska, Anna, Paqui G. Través, Lidia Jiménez-García, Jenna D. Strickland, Joanne Oh, Francisco J. Tapia, Rafael Mayoral, Patrick Burrola, Bryan L. Copple, and Greg Lemke. "Differential regulation of hepatic physiology and injury by the TAM receptors Axl and Mer." Life Science Alliance 3, no. 8 (June 22, 2020): e202000694. http://dx.doi.org/10.26508/lsa.202000694.

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Genome-wide association studies have implicated the TAM receptor tyrosine kinase (RTK) Mer in liver disease, yet our understanding of the role that Mer and its related RTKs Tyro3 and Axl play in liver homeostasis and the response to acute injury is limited. We find that Mer and Axl are most prominently expressed in hepatic Kupffer and endothelial cells and that as mice lacking these RTKs age, they develop profound liver disease characterized by apoptotic cell accumulation and immune activation. We further find that Mer is critical to the phagocytosis of apoptotic hepatocytes generated in settings of acute hepatic injury, and that Mer and Axl act in concert to inhibit cytokine production in these settings. In contrast, we find that Axl is uniquely important in mitigating liver damage during acetaminophen intoxication. Although Mer and Axl are protective in acute injury models, we find that Axl exacerbates fibrosis in a model of chronic injury. These divergent effects have important implications for the design and implementation of TAM-directed therapeutics that might target these RTKs in the liver.

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Xiao, Jun, Yong Gan, and Wen Ma. "A Design of Large-Scale Speed Modulation in Hydraulic Cylinder and its Application." Advanced Materials Research 97-101 (March 2010): 3718–21. http://dx.doi.org/10.4028/www.scientific.net/amr.97-101.3718.

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This paper presents a hydraulic controlling mode to drive a hydraulic differential cylinder with a wide range of speed options. Two different pumps are used to control the cylinder on both sides of the oil chambers by adjusting speed and direction of the pumps. To accomplish a precise position for the cylinder among the wide speed range, the pumps are driven by two servo motors. This control mode is applied on a wheelset assembly machine to ensure dimensional accuracy of pressed wheels on an axle.

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DUDZIŃSKI, Piotr, and Aleksander SKURJAT. "RESEARCH ON THE INFLUENCE OF GEOMETRIC PARAMETERS ON THE PHENOMENON OF SNAKING OF ARTICULATED VEHICLES." Journal of Science of the Gen. Tadeusz Kosciuszko Military Academy of Land Forces 186, no. 4 (October 2, 2017): 294–301. http://dx.doi.org/10.5604/01.3001.0010.7235.

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The article presents the results of own numerical research conducted to determine the influence of the differential, causing the occurrence of the non-uniform torsion of wheels on the same axle and the changes in the width of an articulated vehicle, on the changes of the angle in the turn joint leading to snaking. An attempt was also made to determine the influence of swaying on vehicle stability. The quantitative influence of the above mentioned factors has been determined. Analytical formulae are also presented.

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Zhou, Junsong, Lu Wang, and Yi Wu. "Gas6 Receptors, Tyro3, Axl and Mer, Differentially Participate in Glycoprotein VI-Mediated Platelet activation." Blood 118, no. 21 (November 18, 2011): 364. http://dx.doi.org/10.1182/blood.v118.21.364.364.

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Abstract Abstract 364 Growth arrest-specific gene 6 (Gas6) has three receptors on platelets - Tyro3, Axl and Mer. It has been shown that these three receptors are equally important in platelet activation (J Clin Invest. 2005;115:237–46), and they synergizes with ADP receptor for platelet activation, but not with collagen receptor (J Thromb Haemost. 2010;8:1797–808). Considering the fact that Tyro3, Axl or Mer plays a distinct role in the function of endothelial cells and leukocytes, we hypothesized that these three receptors play specific role in platelet activation, and examined the role of each receptor in Gycoprotein VI (GPVI)-mediated platelet activation using single receptor knockout mice. In response to 100 ng/ml convulxin or 5 ng/ml poly(PHG), a GPVI-specific synthetic peptide, the aggregation of Axl−/− or Tyro3−/− platelets was almost completely prevented. However, the aggregation of Mer−/− platelets was only delayed, and still could reach the maximum level. In the presence of 100 ng/ml convulxin or 5 ng/ml poly(PHG), the spreading of Axl−/− or Tyro3−/− platelets, but not Mer−/− platelets, on fibrinogen-coated surfaces was markedly inhibited. Moreover, convulxin-stimulated P-selectin expression and JON/A binding were both significantly decreased in Axl−/− and Tyro3−/− platelets, but not in Mer−/− platelets. Upon stimulation with 100 ng/ml convulxin, tyrosine phosphorylation of Syk, linker for activation of T cells (LAT), SLP-76(SH2 domain-containing leukocyte protein of 76) and phospholipase C (PLCγ2) was markedly reduced in the Axl−/− or Tyro3−/− platelets, but not in the Mer−/− platelets. Interestingly, anti-Axl or anti-Tyro3 antibody (20 mg/ml) completely blocked convulxin-stimulated human platelet aggregation, however, the neutralizing anti-Gas6 antibody (60 mg/ml) did not have any effect, suggesting the homodimer formation of Axl or Tyro3 is involved in GPVI-mediated platelet activation. As detected by flow cytometry, there was no difference in the expression of GPVI and integrin aIIbb3 on membrane surface among Tyro-3−/−, Axl−/−, Mer−/− and wild type platelets. In conclusion, Gas6 receptors are not equally important in platelet activation, Axl and Tyro3 play more critical role than Mer in GPVI-mediated platelet activation. The trans-interaction of Axl or Tyro3 mediates cell-cell contact-dependent activation, which facilitates the activation of GPVI in platelets. Thus, Axl and Tyro3 may serve as better targets than Mer for the development of new antiplatelet agents. Disclosures: No relevant conflicts of interest to declare.

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Alexa, Octavian, Marin Marinescu, Marian Truta, Radu Vilau, and Valentin Vinturis. "Analyzing the Interdependence between a 4x4 Automobile’s Slip and the Self-Generated Torque within its Transmission." Advanced Materials Research 1036 (October 2014): 529–34. http://dx.doi.org/10.4028/www.scientific.net/amr.1036.529.

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This paper presents an analysis that aims at identifying the interdependence between the wheels slip and the self-generated torque that occurs at the inter-axle level of a 4x4 automobiles driveline. We consider that this paper has a high degree of novelty since it succeeds in establishing causality relationships between different automotive typical parameters. Moreover, the paper provides the specific mathematical, theoretical equations as well as an example of a generalized mathematical model derived from time or frequency analysis.The theoretical mathematical elements consist of terms referring to the rigid wheels kinematics and specific working conditions of the vehicle when it runs with tire radii differences at the inter-axle level. To achieve the goal of our work we developed a large experimental research work that involved an extended instrumentation of an all-wheel driven military vehicle in such a manner that allowed getting information concerning different shafts torque and angular speed. The vehicle has transfer case, involving a longitudinal differential. The tests were developed with the locking device of the differential working in the engaged mode. Aiming at revealing the connection between the tire radii and the self-generated torque, we have subjected the vehicle to different tire radii running modes. The rolling radius of the wheels that were on the same axle was the same. The bigger the tire radii difference the bigger the self-generated torque; hence the interdependence started to reveal itself as far as the tire slip also followed the behavior of the self-generated torque. In order to determine the wheels slip we also measured the vehicles speed with a GPS. The results are graphically presented.Following the results of the data processing stage, we concluded that the interdependence between wheels slip and the self-generated torque exists and a relationship between these two phenomena can be mathematically expressed, using a generalized model. We consider that a kind of model like this proves its utility in simulating similar conjectures; thus, the experimental research effort can be significantly reduced either by lacking either in torque measuring or wheels slip measuring. Such a determination could have a positive impact by optimizing the vehicle exploitation or even its modernization.

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Kozłowski, M., and W. Choromański. "Dynamics simulation studies on the electric city car with an electromechanical differential and the rear wheels drive." Bulletin of the Polish Academy of Sciences: Technical Sciences 61, no. 3 (September 1, 2013): 661–73. http://dx.doi.org/10.2478/bpasts-2013-0070.

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Abstract Here we present one of the more complex models for studying the stability of driving an electric car with electromechanical differential systems. The purpose of simulation is to choose a structure of the control system for a velocity control on driven wheels (an algorithm of a differential) most appropriate for the driver. This type of goal is particularly important in the case of a disabled driver sitting in a wheelchair. The modeling takes into account both the mechanical and electric structure of the vehicle, and finally the human element - a simple model of human impact on the steer by a wire system. Modeling and simulation have used MBS package (SimMechanics). The results of the simulation have showed the best algorithms of an electromechanical differential for the velocity control of rear drive wheels: with setting a velocity difference or with an average velocity controller in the point A of the centre of a car front axle.

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Efimov, Andrey, Sergey Kireev, Marina Korchagina, Alexey Lebedev, and Khaidar Kaderov. "Influence of differential with the limited gear ratio on the efficiency reflecting losses on wheel slip." E3S Web of Conferences 135 (2019): 01092. http://dx.doi.org/10.1051/e3sconf/201913501092.

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At vehicle movement, there are two factors that specify conflicting requirements for transfer box drive and axle drive. Let’s describe them: each wheel rotating at different speeds and reduced adherence of one or more wheels. The road conditions: the decrease in friction and kinematic disparity, acting often at the same time, present conflicting requirements to drive of the driving wheels. These factors tend to be of time-varying nature. The nature of the studied processes is transient; it will be influenced by the inertia, stiffness and damping properties of the vehicle power train parts. The efficiency reflecting losses on wheel slip is proposed as a uniform selection criterion of an interaxial drive. Based on comparison of dependence of this parameter on road conditions, higher efficiency of differential with limited gear ratio compared to simple differential and blocked drive is shown. The chosen approach on the basis of quantitative indices proves the efficiency of differential with the limited transfer ratio in comparison with other main types of the drive, such as differential and blocked.

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Shi, Wen, and Zhuo Ping Yu. "A Stability Estimation Approach in Vehicle Planar Motion Considering Longitudinal Dynamics." Applied Mechanics and Materials 719-720 (January 2015): 268–74. http://dx.doi.org/10.4028/www.scientific.net/amm.719-720.268.

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A stability estimation approach is proposed to support complementary stability criterion design in vehicle planar motion. The comprehensive effect of tangential force and axle load transfer on tire cornering characteristics is considered corresponding to the longitudinal dynamics effects. The effectiveness of different stability concept is discussed in terms of the physical meaning of state variables in 3DOF differential systems. Based on the sense of technical stability, the 3DOF model is simplified according to longitudinal dynamics characteristic within definite observation time interval. The central equilibrium points continuum properties of the simplified model can be used to estimate the vehicle behavior in planar motion.

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Duquesne, F., L. Kermis, and R. Verschoore. "Influence of Differential Locking on Tractor Work Rate: Part 1, Simulation of a Single Axle Vehicle." Journal of Agricultural Engineering Research 60, no. 3 (March 1995): 201–9. http://dx.doi.org/10.1006/jaer.1995.1014.

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Bhavi, Iresh, Vinay Kuppast, and Shivakant Kurbet. "Experimental Setup and Methodology to Carryout Fatigue Testing of Spiral Bevel Gears Used in Differential Gear Box Using NVH Approach." Applied Mechanics and Materials 852 (September 2016): 545–50. http://dx.doi.org/10.4028/www.scientific.net/amm.852.545.

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Currently the fatigue testing of bevel gears are being done by using non rotating type of fixtures that applies fatigue load on a single tooth, which does not resemble the actual loading condition in an automotive differential gear box. This paper discusses the experimental setup with the noise and vibration analysis approach to determine the signature of failures of spiral bevel gears. The proposed experimental setup seems promising for further research and development in the fatigue testing of spiral bevel gears. The Crown pinion and wheel assembly is used for the testing. The pinion is connected to the electric 3 phase AC motor of 75HP with a suitable coupling and the crown wheel is mounted on the half axle shaft, which in turn is connected to an electric dynamometer. The speed/torque of electric motor and the load applied by the dynamometer can be varied. The acoustic sensor is mounted near the differential gear box and the accelerometers are mounted on the Pinion bearing, Crown wheel bearing and the half axle bearing. A four channel data acquisition system is used to log data in time domain (raw data) by three accelerometers and an acoustic sensor. The variations of sound pressure(dB) v/s time, sound Pressure(FFT-(RMS)) amplitude v/s Frequency, Acceleration v/s Time, Octave analysis i.e., Band power v/s Frequency, Noise spectrum Power v/s Frequency, Histogram, Power density v/s Time can be obtained. These data are then used to plot vibration and SPP levels in frequency domain to develop the noise and vibration signature of that crown pinion for given cycles of operation. The tests on Bevel pinion and gear set were performed in the BEC, Bagalkot NVH lab facility. The gear set run successfully at double the rated torque for 30 million pinion cycles. And the signature of pinion failure was obtained. The results demonstrated the suitability of using the given bevel crown pinion and gears set for specified speed, high load application in differential gear box of an automobile.

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Hosteng, Travis, Brent Phares, Terry Wipf, Mike Ritter, and Doug Wood. "Live Load Deflection Performance of Glued Laminated Timber Girder Bridges." Transportation Research Record: Journal of the Transportation Research Board 1928, no. 1 (January 2005): 174–82. http://dx.doi.org/10.1177/0361198105192800119.

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To demonstrate and possibly to promote the increased use of timber bridges in U.S. transportation systems, various agencies, including the United States Department of Agriculture Forest Products Laboratory and FHWA, have supported research to develop improved glued laminated timber bridges. This project is part of this research and identifies acceptable live load deflection characteristics of timber bridges. The relationship between live load deflection and the condition of the asphalt wearing surface is of particular interest. To accomplish this, eight glued laminated timber girder bridges were selected for testing. The performance of the bridges was investigated under live load tests and through bridge inspections. The structures were load tested with fully loaded tandem-axle dump trucks, and global and differential deflection data were collected. Field tests revealed that a significant amount of the asphalt wearing-surface deterioration is the result of differential deck panel deflection.

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Fridell, Y. W., Y. Jin, L. A. Quilliam, A. Burchert, P. McCloskey, G. Spizz, B. Varnum, C. Der, and E. T. Liu. "Differential activation of the Ras/extracellular-signal-regulated protein kinase pathway is responsible for the biological consequences induced by the Axl receptor tyrosine kinase." Molecular and Cellular Biology 16, no. 1 (January 1996): 135–45. http://dx.doi.org/10.1128/mcb.16.1.135.

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To understand the mechanism of Axl signaling, we have initiated studies to delineate downstream components in interleukin-3-dependent 32D cells by using a chimeric receptor containing the recombinant epidermal growth factor (EGF) receptor extracellular and transmembrane domains and the Axl kinase domain (EAK [for EGF receptor-Axl kinase]). We have previously shown that upon exogenous EGF stimulation, 32D-EAK cells are capable of proliferation in the absence of interleukin-3. With this system, we determined that EAK-induced cell survival and mitogenesis are dependent upon the Ras/extracellular-signal-regulated protein kinase (ERK) cascade. Although the phosphatidylinositol-3 kinase pathway is activated upon EAK signaling, it appears to be dispensable for the biological actions of the Axl kinase. Furthermore, we demonstrated that different threshold levels of Ras/ERK activation are needed to induce a block to apoptosis or proliferation in 32D cells. Recently, we have identified an Axl ligand, GAS6. Surprisingly, GAS6-stimulated 32D-Axl cells exhibited no blockage to apoptosis or mitogenic response which is correlated with the absence of Ras/ERK activation. Taken together, these data suggest that different extracellular domains dramatically alter the intracellular response of the Axl kinase. Furthermore, our data suggest that the GAS6-Axl interaction does not induce mitogenesis and that its exact role remains to be determined.

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Ghosh, Asish K., Charla Secreto, Justin Boysen, Traci Sassoon, Tait D. Shanafelt, Debabrata Mukhopadhyay, and Neil E. Kay. "The novel receptor tyrosine kinase Axl is constitutively active in B-cell chronic lymphocytic leukemia and acts as a docking site of nonreceptor kinases: implications for therapy." Blood 117, no. 6 (February 10, 2011): 1928–37. http://dx.doi.org/10.1182/blood-2010-09-305649.

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Abstract Recently, we detected that chronic lymphocytic leukemia (CLL) B-cell–derived microvesicles in CLL plasma carry a constitutively phosphorylated novel receptor tyrosine kinase (RTK), Axl, indicating that Axl was acquired from the leukemic B cells. To examine Axl status in CLL, we determined the expression of phosphorylated-Axl (P-Axl) in freshly isolated CLL B cells by Western blot analysis. We detected differential levels of P-Axl in CLL B cells, and further analysis showed that expression of P-Axl was correlated with the other constitutively phosphorylated kinases, including Lyn, phosphoinositide-3 kinase, SyK/ζ-associated protein of 70 kDa, phospholipase C γ2 in CLL B cells. We found that these intracellular signaling molecules were complexed with P-Axl in primary CLL B cells. When Axl and Src kinases were targeted by a Src/Abl kinase inhibitor, bosutinib (SKI-606), or a specific-inhibitor of Axl (R428), robust induction of CLL B-cell apoptosis was observed in both a dose- and time-dependent manner. Therefore, we have identified a novel RTK in CLL B cells which appears to work as a docking site for multiple non-RTKs and drives leukemic cell survival signals. These findings highlight a unique target for CLL treatment.

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El-Esnawy, N. A., and J. F. Wilson. "Lateral Dynamics and Stability of Two Full Vehicles in Tandem." Journal of Dynamic Systems, Measurement, and Control 120, no. 1 (March 1, 1998): 50–56. http://dx.doi.org/10.1115/1.2801321.

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The lateral dynamics and stability of two full vehicles in tandem are investigated. The nonlinear differential equations of motion of this four-axle articulated vehicle system are presented in matrix form and then linearized. The critical forward velocity of the steady state for oversteering conditions is derived in a closed form, and the criteria for understeer, neutral steer, or oversteer are given. Uncertainty of the critical forward velocity and its sensitivity to errors in the system parameters are evaluated using the root mean square method. Conditions for nonoscillatory and oscillatory instabilities of the linearized vehicle system are given. Effects of the critical system parameters (mainly the mass distribution) on the stability are investigated.

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Vysotsky, M. S., D. A. Dubovik, M. M. Belous, and E. V. Mylnikov. "Control mode of differential gear of driving axles of multidriving wheeled cars." Вестник Белорусско-Российского университета, no. 2 (2009): 13–23. http://dx.doi.org/10.53078/20778481_2009_2_13.

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Liu, Wei, Yan Ping He, Jia Qi Cao, Si Tong Liu, and Ying Ying Chen. "Application Analysis on Drawing Device of Differential Thread." Applied Mechanics and Materials 614 (September 2014): 565–68. http://dx.doi.org/10.4028/www.scientific.net/amm.614.565.

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In the field of mechanical installation and repairing, drawing devices are often used to disassemble or push up components of various types of axie and set. Differential thread usually consists of two sets of threads, which differ in the aspect of side pitch, the movement distance of differential thread when it runs a circle should be the deviation of the two spiral side pitches. Through the application of differential thread, it enables us to make changes in the transmission of these two screw pairs making relative movement. Based on this principle, when it is made into the application of manual drawing device, it optimized structure of drawing device, receiving a better result.

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Li, Qiang, Xiao-li Yu, Hua Zhang, and Rui Huang. "Study on Differential Assist Steering System with Double In-Wheel Motors with Intelligent Controller." Mathematical Problems in Engineering 2015 (2015): 1–8. http://dx.doi.org/10.1155/2015/910230.

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The purpose of this paper is to present a novel controller of differential assist steering system. Firstly, the integrated controller module in electric vehicle is investigated, in which the front axle is refitted for two in-wheel motors. Secondly, genetic algorithm is used to optimize the control decision-making rules of fuzzy controller. Thereafter, the built model is embedded in veDYNA development environment with an offline simulation test of driver/vehicle/road closed-loop system. At last, control strategy, which has been compiled and downloaded to Mirco AutoBox controller prototype, is used for the real vehicle experimental analysis and validation of the proposed controller. Both simulation and experimental results demonstrate that the controller can improve the yaw motion and reduce the slip angle of vehicle. Here, the vehicle is equipped with the in-wheel motors on both sides. At the same time, the controller cannot only track the steering torque indication of driving current, but also preferably maintain the steering assist handle. Furthermore, it can bring about a good road feeling to the driver because of the reduced torque fluctuation.

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Niu, Xiaojia, Katharina Rothe, Min Chen, Sarah Grasedieck, Rick Li, Sung-Eun Nam, Xiuyan Zhang, et al. "Targeting AXL kinase sensitizes leukemic stem and progenitor cells to venetoclax treatment in acute myeloid leukemia." Blood 137, no. 26 (March 30, 2021): 3641–55. http://dx.doi.org/10.1182/blood.2020007651.

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Abstract The abundance of genetic abnormalities and phenotypic heterogeneities in acute myeloid leukemia (AML) poses significant challenges to the development of improved treatments. Here, we demonstrated that a key growth arrest-specific gene 6/AXL axis is highly activated in cells from patients with AML, particularly in stem/progenitor cells. We developed a potent selective AXL inhibitor that has favorable pharmaceutical properties and efficacy against preclinical patient-derived xenotransplantation (PDX) models of AML. Importantly, inhibition of AXL sensitized AML stem/progenitor cells to venetoclax treatment, with strong synergistic effects in vitro and in PDX models. Mechanistically, single-cell RNA-sequencing and functional validation studies uncovered that AXL inhibition, alone or in combination with venetoclax, potentially targets intrinsic metabolic vulnerabilities of AML stem/progenitor cells and shows a distinct transcriptomic profile and inhibits mitochondrial oxidative phosphorylation. Inhibition of AXL or BCL-2 also differentially targets key signaling proteins to synergize in leukemic cell killing. These findings have a direct translational impact on the treatment of AML and other cancers with high AXL activity.

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Chakraborty, Nilanjan, and Ashitava Ghosal. "Dynamic Modeling and Simulation of a Wheeled Mobile Robot for Traversing Uneven Terrain Without Slip." Journal of Mechanical Design 127, no. 5 (October 13, 2004): 901–9. http://dx.doi.org/10.1115/1.1867503.

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It is known in literature that a wheeled mobile robot (WMR), with fixed length axle, will undergo slip when it negotiates an uneven terrain. However, motion without slip is desired in WMR’s, since slip at the wheel-ground contact may result in significant wastage of energy and may lead to a larger burden on sensor based navigation algorithms. To avoid slip, the use of a variable length axle (VLA) has been proposed in the literature and the kinematics of the vehicle has been solved depicting no-slip motion. However, the dynamic issues have not been addressed adequately and it is not clear if the VLA concept will work when gravity and inertial loads are taken into account. To achieve slip-free motion on uneven terrain, we have proposed a three-wheeled WMR architecture with torus shaped wheels, and the two rear wheels having lateral tilt capability. The direct and inverse kinematics problem of this WMR has been solved earlier and it was shown by simulation that such a WMR can travel on uneven terrain without slip. In this paper, we derive a set of 27 ordinary differential equations (ODE’s) which form the dynamic model of the three-wheeled WMR. The dynamic equations of motion have been derived symbolically using a Lagrangian approach and computer algebra. The holonomic and nonholonomic constraints of constant length and no-slip, respectively, are taken into account in the model. Simulation results clearly show that the three-wheeled WMR can achieve no-slip motion even when dynamic effects are taken into consideration.

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Wang, S. "Stress Analysis and Design of Main Reducer Housing Using Finite Element Method." MATEC Web of Conferences 221 (2018): 04008. http://dx.doi.org/10.1051/matecconf/201822104008.

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The main reducer housing takes over the shaft loads from gear engagement and transmits to other components, such as differential, semiaxle and driving wheels, so the main reducer housing with enough strength and stiffness is very important. Some factors preventing it from failure need to be taken into consideration when design it. To design a main reducer housing with better performance, in this paper, FEA (Finite Element Analysis) is used to analysis the main reducer housing and to find out some big stress regions. Then, some modifications are proposed to eliminate those big stress regions and obtain a reliable main reducer housing. During the analysis process, an annulus model is built and the reaction forces between the differential bearing seats and axle housing are calculated to determine whether they contact with each other. Finally, some design methods and improvements of the original design main reducer housing are proposed. And numerical comparison results of the stress distribution of the original and improved main reducer housing validate the effectiveness of the proposed methods and modifications in this paper. Those stress analysis and modifications in this paper are time-saving and money-saving before mass production.

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Bottasso, F., and P. Bandel. "Four-Wheel Drive Cars Without Intermediate Differential Gear: Impact on Tire Tread Wear." Tire Science and Technology 16, no. 3 (July 1, 1988): 187–97. http://dx.doi.org/10.2346/1.2148805.

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Abstract Longitudinal tire forces on four-wheel drive cars, both with and without a differential gear between the axles, are compared with those on two-wheel drive cars; tests were made on a curved trajectory. A “critical speed” may be defined which depends solely on characteristics of the car and test tires; this is usually of the order of a few tens of kilometers per hour. Above that speed, for the lateral accelerations normally reached, the additional longitudinal forces caused by lack of an intermediate differential do not increase the relative tread wear rate relative to that on a two-wheel drive car. Cars almost always operate above this critical speed. Below it, however, the additional longitudinal forces caused by lack of a differential are much higher and obviously would lead to higher rates of tread wear.

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Xiong, Xin Min, and Yan Hou. "Study on the Control System of Electric Vehicle Anti-Rollover Based on DSP." Applied Mechanics and Materials 336-338 (July 2013): 779–83. http://dx.doi.org/10.4028/www.scientific.net/amm.336-338.779.

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According to the actual need of vehicle anti-rollover, based on the current technology of measuring speed, weighing and measuring turn angle, an anti-rollover control system with differential braking and turn angle limit function for electrical vehicle was researched. The system uses data signal processor (DSP) as the core controller, and includes the speed measuring circuit, the weighing circuit, the steering angle measuring circuit and the steering wheel control circuit. The speed measuring circuit using the orthogonal pulse photoelectric encoder and DSP can realize the acquisition and calculation of speed. The weighing circuit with capacitance sensor can convert the load of vehicle axle to the voltage signal. A/D conversion is completed by DSP, and the vehicle load is calculated with V-M mathematic model. The turn angle measuring circuit is composed of the photoelectric angle sensor, the filter and DSP' counter. The control program of the system was also designed.

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Journal articles on the topic 'Axle differentials'

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