By Peter E. Pfeffer
The key drivers of innovation within the box of chassis platforms are measures to enhance automobile dynamics and using defense, efforts to lessen gas intake, and clever improvement tools. furthermore, chassis improvement is concentrating on improving experience convenience whereas additionally bettering NVH features. while, modularization thoughts, options for the electrification of the powertrain, and steps in the direction of higher approach connectivity are making more and more advanced calls for at the chassis and its improvement. builders are being referred to as upon to answer those demanding situations with quite a few solutions.
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Additional resources for 5th International Munich Chassis Symposium 2014: chassis.tech plus
All rights reserved, also regarding any disposal, exploitation, reproduction, editing, distribution, as well as in the event of applications for industrial property rights. Automated driving - Where are we heading? Validation and release process – challenges Classic statistical validation Effort for validation [h] 109 108 107 106 105 104 103 102 101 Today Integrated cruise assist Auto pilot Highway pilot ACC, lane keeping support Complexity of driving situations Combination of statistical validation Auto with new pilot qualitative design and release strategies Effort for validation will increase by a factor of 106 to 107 · Traditional statistical validation not suitable for higher degree of automation · Highly automated systems require completely new release strategies Chassis Systems Control 16 CC/EE | 4/23/2014 | © Robert Bosch GmbH 2014.
Therefore the 918 Spyder’s torsional stiffness of more than 40,000 Nm/° is much stiffer (> 40%) than 28,500 Nm/° of the Carrera GT which significantly improves both ride and handling. Figure 8: Rolling chassis = crash beams, monocoque, unit carrier, steering systems, axles, brakes, suspension (wheels and drivetrain are not illustrated) Axles, wheels and suspension Other than the Carrera GT with its push-rod axles, the 918 exhibits a small-base double-wishbone front axle and a multi-link format at the rear axle (compare figure 9) saving package space and weight.
E. the drive shafts’ tripod joints directly rotate in the wheel hubs (supported by thin-ring wheel bearings) so that additional components like flanges, nuts, bellows can be disclaimed. Compared to a conventional second generation solution (screw-mounted ball bearing, separate wheel hub and driveshaft), the present solution is 8 kilograms lighter, see figure 10. Tripod joints are used at the front axle at the gearbox side; at the rear axle inner and outer driveshaft-side. Figure 10: Wheel bearing and helper spring as examples for intelligent light-weight solutions From the hardware perspective, front  and rear  steering systems base on the 991 Carrera and turbo models, but their softwares are adapted to the specific vehicle dynamics needs of the 918.