Abstract
In the automotive development process the significance of full vehicle ride comfort is becoming more important. Due to rising complexity and new boundary conditions upcoming in the development process, like a higher variety of models, higher functional demands, and decreasing development times, the design of respective ride comfort characteristics in early phases of the development is desirable. The necessity for a precisely defined and structured process is therefore increasing. In driving dynamics already a high progress is achieved in defining a respective process, which can be essentially attributed to the application of a subsystem level in the derivation of vehicle properties. In ride comfort however, the progress is less advanced, as no comparable subsystem methods or models exist. Therefore in the following the focus lies specifically on the integration of a subsystem level in the derivation process of vehicle properties from full vehicle to components. For that purpose, initially the automotive development process will be illustrated in its general structure and its specific realization in driving dynamics and ride comfort. The advantages and disadvantages of the respective disciplines will be emphasized. Furthermore the structure of subsystem models in ride comfort as well as associated concept parameters are introduced. In consideration of the new methodology, the integration within the automotive development process is illustrated and examples are given. Finally the findings of the investigation are summarized and the advantages of the methodology are emphasized.
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- 1.
In this context, the automotive development process indicates the time frame in which a platform or vehicle project is completely developed, beginning at the definition of the product and ending at the Start-of-Production (short: SOP).
- 2.
Throughout this paper driving dynamics mainly refers to lateral dynamics respectively to the cornering behavior of the vehicle.
- 3.
For example, this can be the necessity of defining bushing stiffnesses to simulate with an multi-body component model, while the axle concept is still unknown in the early phase of the process.
- 4.
Support angle means the angle defining the amount of vertical force which occurs due to longitudinal or lateral forces on a suspension, predominantly defined by its kinematics.
- 5.
In this context cross-term means parameters not lying on the main diagonal of the transfer matrix and defining the reaction of the system in another degree of freedom than in the direction of the excitation, which correlates with support angles.
- 6.
The wheel-based stiffness due to bushings is usually called secondary spring rate, probably being mainly dependent on the torsional stiffness of bushings.
- 7.
Analogue to the secondary spring rate this effect will be called secondary damping rate.
- 8.
OEM: Original equipment manufacturer; corresponding to the common definition in the automobile sector, the term OEM means manufacturers of vehicles, selling them under their own brand.
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Angrick, C., Prokop, G., Knauer, P. (2018). Design of Ride Comfort Characteristics on Subsystem Level in the Product Development Process. In: Winner, H., Prokop, G., Maurer, M. (eds) Automotive Systems Engineering II. Springer, Cham. https://doi.org/10.1007/978-3-319-61607-0_1
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