5th International Munich Chassis Symposium 2014: by Peter E. Pfeffer

By Peter E. Pfeffer

The key drivers of innovation within the box of chassis structures are measures to enhance motor vehicle dynamics and using defense, efforts to lessen gas intake, and clever improvement tools. moreover, chassis improvement is targeting bettering trip convenience whereas additionally enhancing NVH features. whilst, modularization techniques, suggestions for the electrification of the powertrain, and steps in the direction of better procedure connectivity are making more and more complicated calls for at the chassis and its improvement. builders are being known as upon to reply to those demanding situations with quite a few solutions.

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Figure 5 illustrates the torque distribution for the entire range of engine revolutions. A high torque plateau of more than 800 Nm is pending between 800 and 5,000 rpm. The torque of the front motor is calculated as a “crankshaft-equivalent”. That is the torque that has to be applied by a conventional crankshaft design to achieve the same traction because front and rear axle are not mechanically linked in this concept [1]. 40 918 Spyder – the impulse source for future sports car concepts Figure 5: Torque distribution against the engine revs (crankshaft-equivalent for the front motor is the 3rd PDK-gear), left, power summation of the performance plug-in concept, right Aerodynamics Focus could be laid on optimal aerodynamic properties while designing the 918 Spyder body panels, also due to the rolling chassis concept (follow next chapter).

Vehicle FRONT REAR Longitudinal displacement (mm) As an example, the measurement of the damper upper mount displacement is introduced. Typically, the damper of the suspension is mounted on the vehicle with rubber bushes. Because of the low stiffness of these bushes, the position of the damper upper mount is moving relatively to the chassis under the applied load. Fig. 8 shows the displacement of the damper upper mount position measured on the DMS. This graph shows that small displacement can be measured.

14 Performance-improved simulator for the quantification of steering feel and vehicle … Yaw rate (deg/s) 3 3 Improved 2 Improved 2 Target Target 1 1 Current Current 0 0 5 10 15 20 Handle angle (deg) 25 Fig. 3 Steering wheel angle to vehicle yaw rate characteristics (Case A). 30 0 0 5 10 15 20 Handle angle (deg) 25 30 Fig. 4 Steering wheel torque to vehicle yaw rate characteristics (Case B). The second example (Case B), our customer designed new suspension system optimized for the chassis and steering system.

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