The specifications of ground vehicles considering requirements like maneuverability and footprint are mainly caused by the target traffic. Future population distribution is subject to rural exodus resulting in megacities with the corresponding rise of traffic density and immense parking-space shortage. The problems caused by the compromise between a small footprint due to traffic requirements and a large one due to safety reasons are well known by the automotive industry as urban concept cars from different automobile exhibitions attest [1] [2] [3] [4] [5] [6] [7]. One of the known approaches is active tilt as it seems to be promising to reduce the vehicle’s dimension while coping with lateral acceleration demand and roll-over safety [4] [7]. But, active tilt represents only one solution for a situational adaptive chassis. The proposed paper analyzes two alternative concepts, a variable track width and a variable height of the CG, and compares them to the known active tilt principle [8]. By using the exemplary maneuver of “steady-state cornering” the potential of each function concerning an increase of maneuverability and a decrease of the footprint is investigated. The results are promising and justify further investigation on the subject as for example dynamic simulation which has not been part of the study. The presented analytical examination of the influence on the yaw velocity gain and roll-over safety may open the discussion about the chances and risks of variable chassis design.
Driving simulators (DS) are an indispensable developmental tool in the automotive industry. Versatile areas of application all profit from the high degree of reproducibility and safety of DS. The upcoming demands for advanced driver assistance systems (ADAS) with respect to urban traffic situations result in increasing DS requirements in regard to motion envelope and system dynamics [1]. To fulfill those increased requirements, modern-day DS show up to 12 degrees of freedom (DOF) whilst comprising multiple drive mechanisms. These improvements come with the disadvantage of creating a complex system with increased moving mass of about 80 t. Thus, a link between moving mass and motion envelope is caused, limiting either motion envelope or system dynamics. Mobile dynamic DS solve the core problem of the increased moving mass. The proposed design of a Wheeled Mobile Driving Simulators (WMDS) shows three self-propelled and active steerable wheels that allow translational motion and yaw [2]. The main idea is based on the assumption that a wheeled system, whose propulsion is limited by friction forces, is suitable to simulate dynamics of vehicles that are also limited by tire friction forces. An additional system provides cabin tilt. Avoiding the conventional rail systems, which mainly cause the moving mass increase, results in a light weight concept [3]. The design and construction of the WMDS are carried out at the Institute of Automotive Engineering (Fahrzeugtechnik Darmstadt: FZD), Germany since 2010. This paper shows the evaluation of a suitable design — by the standards of modern product development — in general for mobile dynamic DS and specifically for WMDS. Furthermore, this paper shows the selection of the individual components and overall properties as well as limitations of the prototype.
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