Taking a certain rear wheel drive vehicle as a simulation example, the main parameters of the vehicle and its corresponding non circular gear differential are shown in the Table. When a general circular gear differential slips on one side of the wheel（ μ The locking coefficient of 1=0.1 is between 1.11 and 1.35, with an average locking coefficient of about 1.2. Therefore, the internal friction torque of the circular gear differential can be calculated to be 0.2 f1R. Considering that non circular gears also transmit power through tooth meshing, although their internal friction torque varies with the meshing position, the average value of their internal friction torque should be similar to the internal friction torque of the circular gear differential. Therefore, the internal friction torque value of the non circular gear differential is taken as Mn=0.2 f1R.
| Parameter | Numerical value |
| Vehicle weight mb/kg | 1 890 |
| Wheel rotational inertia Ia/(kg · m^2) | 2.1 |
| Wheel radius R/m | 0.364 |
| Rolling friction coefficient δ/m | 0.0093 |
| Sliding friction coefficient of wheel on sliding side μ1 | 0.1 |
| Wheel sliding friction coefficient on dry road μ2 | 0.8 |
| The comprehensive resistance coefficient during vehicle movement f | 0.05 |
| Differential input speed nH/(r/min) | 200 |
| Eccentricity of non-circular gear ε | 0.18 |
| Non circular gear reduction ratio ij | 5 |
| Inertia of non circular gear I1/(kg · m^2) | 4.55×10^-3 |
| Inertia of planetary gear rotation around the axis I3/(kg · m^2) | 3.2×10^-5 |
| Planetary wheel radius r^3/m | 0.03 |
| Number of planetary gears n | 2 |
In the following simulation analysis, the operating condition is set as the left drive wheel of the vehicle slipping. Based on the parameters in Table 4, the dynamic torque distribution of the two drive wheels of the vehicle, the variation of the overall traction force, and the motion behavior of the vehicle during the process of getting out of difficulty are calculated.