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The Advanced Chassis Systems Report 2013 - Product Image

The Advanced Chassis Systems Report 2013

  • Published: October 2013
  • 217 Pages
  • SupplierBusiness

FEATURED COMPANIES

  • Autoliv
  • Brabant Alucast
  • ixetic
  • Magneti Marelli
  • Schaeffler
  • ThyssenKrupp
  • MORE

Chassis technology today is one of the key functional areas responsible for overall performance in terms of vehicle dynamics, safety and fuel efficiency, and these functions can be seen as the key contributor to competitive advantage.

At its simplest the chassis can been defined as the frame of the vehicle plus its ‘running gear’ consisting of steering, suspension, wheels and brakes. However, today this description misses an essential point in that the chassis now is a complex set of components that are responsible for the vast majority of the ride, handling, comfort and safety. Furthermore, through the use of advanced materials and systems it has a significant role to play in reducing CO2 output.

1. Introduction
Electrification within the chassis
Chassis performance
Design compromise
Manufacturing economics
Platform development and component commonality
Noise vibration harshness

2. Key Development Drivers
Greenhouse gas emissions and fuel efficiency
The European Union
The United States
Japan
China
Other countries
Chassis materials developments
Increasing electrification
Electronic systems integration
The packaging dilemma
The future for chassis design

3. Suspension systems
Challenges and barriers

4. Suspension technology development
passive moving to active
Kinematics and elastokinematics

5. Suspension element technology
Control arms
Spring systems
Active body control
Anti-roll or stabiliser systems
Adaptive damping system
Air suspension
Pneumatic and hydropneumatic systems
The ‘skyhook control strategy
Active suspension systems
Electronic Damper Control (EDC)
Active Suspension Geometry (ASG)
Semi-active suspension
BWI MagneRide: Magneto-rheological damping
Active electronic suspension system
Recuperative damping systems
Future trends

6. Chassis and Corner Modules

7. Steering Systems
Electrically Power Assisted Steering (EPAS)
Surface acoustic wave
Software enabled features
Electro-Hydraulic Power Steering (EHPS)
Electric Power Steering (EPS)
Active Front Steering (AFS)
Four-wheel steering
Steer-by-wire
Automated parking

8. Braking System Development
Anti-Lock Braking System (ABS)
Electronic Braking System (EBS) or Electronic Brake Distribution (EBD)
Brake Assist (BA)
Autonomous emergency braking
Ceramic composite brakes
Lightweight brake discs
Brake-by-wire
Electro-hydraulic brake-by-wire
Electro-mechanical brake-by-wire
Regenerative braking systems and brake blending
Vehicle stability systems

9. Four-wheel Drive (4WD)
Emissions and Fuel Economy
Active Torque Dynamics (ATD)
Safety and AWD
Technologies and Challenges
Electric AWD
Integration of Control Systems
Active All Wheel Drive (AWD)
Torque vectoring
Future trends

10. Supplier Profiles
Autoliv
Benteler
Bharat Forge
Bosch
Brabant Alucast
BWI Group
Casti SpA
Continental
ixetic
JTEKT
KYB
Magna
Magneti Marelli
Mando Corporation
Mubea
NSK
Schaeffler
Sogefi
tedrive
Tenneco
ThyssenKrupp
Tower International
Trelleborg
TRW Automotive
VB-Airsuspension
WABCO
ZF

Figures

Figure 1: Additional functionality requires higher voltages – 48 volts
Figure 2: Conventional suspension compromises
Figure 3: Matching and similar parts for the Volkswagen B/C platform
Figure 4: Common and matching parts (Chassis, drivetrain, steering system) for the Volkswagen B/C platform
Figure 5: Progress from platform through modular to assembly kit strategy for Volkswagen Golf
Figure 6: Volkswagen MQB platform
Figure 7: Additional functionality requires higher voltages – 48 volts
Figure 8: The complex functional harmony required to provide driving quality
Figure 9: Global CO2(g/km) progress normalised to NEDC test cycle
Figure 10: CO2 (g/km) performance and standards in the EU new cars 1994 -2011
Figure 11: Additional functionality requires higher voltages – 48 volts
Figure 12: Weight share of modules and their weight increase
Figure 13: Aluminium steering knuckle
Figure 14: A lightweight strut with a fibreglass wheel carrier
Figure 15: Average profit per vehicle versus CO2 compliance costs
Figure 16: Global market revenue forecast for OEM electronic systems (billions)
Figure 17: Electronic Stability Control installation rates
Figure 18: High performance domain control ECUs can simplify overall network complexity
Figure 19: A schematic of data fusion from multiple sensors
Figure 20: X-by-wire roadmap
Figure 21: Average power consumption 1990 – 2010 for mid size and luxury cars
Figure 22: Electrical power requirements for NEDC and actual customer requirements for various vehicle classes
Figure 23: The extended performance envelope for fully active suspension compared to conventional passive and semi-active systems
Figure 24: Ford Focus control blade suspension
Figure 25: Additional functionality requires higher voltages – 48 volts
Figure 26: Typical control arm designs
Figure 27: Suspension control arm configurations
Figure 28: BWI’s Active Stabiliser Bar System
Figure 29: Dynamic Ride Control main module schematic
Figure 30: A schematic of Monroe’s kinetic system
Figure 31: Continental’s 4-Corner air suspension system
Figure 32: Continental’s air suspension system
Figure 33: CO2 reduction using pneumatic suspension systems
Figure 34: Graph showing the range in which CDC can continuously vary damping forces in compression and rebound
Figure 35: CDC dampers with internal and external valves
Figure 36: Cross section of a MagneRide actuator
Figure 37: Comparison of force-velocity characteristics of a MagneRide damper, typical variable valve dampers and a passive damper
Figure 38: Bose’s fully electromechanical front and rear suspension modules
Figure 39: A schematic representation of Genshock technology
Figure 40: Steering system design compromise (EPAS)
Figure 41: BWI’s corner module
Figure 42: MOBIS’ front chassis module
Figure 43: Additional functionality requires higher voltages – 48 volts
Figure 44: Mechanical and electric control systems for EPAS
Figure 45: Differing steering rack types, force and mechanical performance by vehicle class
Figure 46: A schematic of AFS used in a driver assistance function to enhance vehicle stability
Figure 47: Renault’s active four-wheel steer systems as fitted to the Laguna GT
Figure 48: Nissan’s steer-by-wire system
Figure 49: A schematic illustrating 4 Wheel Active Steer functionality
Figure 50: Ford’s park assist system
Figure 51: Brake control systems roadmap
Figure 52: Continental’s electronic wedge brake on test
Figure 53: Continental’s electro-hydraulic combi braking system layout
Figure 54: By-wire brake system layout with regeneration
Figure 55: Mazda’s supercapacitor based regenerative braking system layout
Figure 56: Continental’s regenerative braking system layout
Figure 57: Comfortable regeneration requires uncoupling the pedal and quiet and highly dynamic of braking force regulation
Figure 58: Bosch’s yaw torque compensation system.
Figure 59: Attributes of lifestyle and AWD wagons and performance AWD vehicles
Figure 60: Attributes of SUVs and crossover vehicles

Tables

Table 1: Comparison between various automotive suspension systems
Table 2: Front axle design proportions, worldwide light passenger vehicles (%)
Table 3: Front axle design by segment, worldwide light passenger vehicles (%)
Table 4: Rear axle design proportions, worldwide light passenger vehicles (%)
Table 5: Rear axle design by segment, worldwide light passenger vehicles (%)
Table 6: Advantages of EPAS

- Autoliv
- Benteler
- Bharat Forge
- Bosch
- Brabant Alucast
- BWI Group
- Casti SpA
- Continental
- ixetic
- JTEKT
- KYB
- Magna
- Magneti Marelli
- Mando Corporation
- Mubea
- NSK
- Schaeffler
- Sogefi
- tedrive
- Tenneco
- ThyssenKrupp
- Tower International
- Trelleborg
- TRW Automotive
- VB-Airsuspension
- WABCO
- ZF

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