FISITA World Congress 2021 - Technical Programme最新文献

{"title":"Assessing the Readiness of Infrastructure for Automated Vehicles from a Safety Perspective","authors":"Lina Konstantinopoulou, A. Germanchev, M. Ševrović, James Bradford","doi":"10.46720/f2020-acm-065","DOIUrl":"https://doi.org/10.46720/f2020-acm-065","url":null,"abstract":"The Paper examines the \"Roads that Cars can Read'' attributes for physical and digital infrastructure and develops the AD Star rating methodology by assessing the readiness of the infrastructure for AD vehicles from a safety perspective in 4 member states (SLAIN project). It also describes the Australian findings on Infrastructure Changes to Support Automated Vehicles on Rural and Metropolitan Highways and Freeways. The European Road Assessment Programme (EuroRAP) is an innovative programme of systematic risk assessment protocols which include among others the aiRAP and Autonomous Driving (AD) Star Rating. EuroRAP works on the European Commission funded CEF project SLAIN which is a 2-year project co-financed by the European Union under the Connecting Europe Facility. The project is set out in eight activities to support and encourage the proposed changes to Directive 2008/96/EC and Prepare for Automation. Among other activities, Activity 7 will perform a three-part study to demonstrate the readiness of Europe's physical infrastructure for automation. lt will include verifying several physical road attributes (relevant 52 attributes) including road marking and traffic signs and digital road attributes in 4 member states and it is going to develop the automatic coding methodology for the European network for network wide assessment and producing AI algorithms for identifying and combining datasets of vehicle sensors. The Australian case study: The method used for the Australian CAV readiness audit was documented in the Austroads Report (2019) [4]. The audit was conducted by the Australian Road Research Board using a survey vehicle fitted with a Mobileye camera that represents machine vision technology used in late model or near future market vehicles. This technology detects the road environment in real-time including speed signs, lines and objects. Mobileye is a global supplier of machine vision technology to automotive manufacturers, and the Mobileye technology is the foundation of more than 25 auto manufacturer's ADAS functionality and is representative of how today's vehicles read the road.","PeriodicalId":174936,"journal":{"name":"FISITA World Congress 2021 - Technical Programme","volume":"26 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2021-09-30","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"115576257","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Efficient commercial powertrains – How to achieve a 30% GHG reduction in 2030","authors":"Dieter van der Put","doi":"10.46720/f2020-adm-054","DOIUrl":"https://doi.org/10.46720/f2020-adm-054","url":null,"abstract":"In order to reduce greenhouse gas emissions from the transport sector, the EU has agreed on new regulations to limit CO2 emissions of new heavy-duty vehicles over 16 tons by 15% from 2025 onwards and by 30% from 2030 onwards compared to the 2019 reference. These CO2 targets pose a major challenge, especially for the heavy-duty sector. The increase in freight traffic and vehicle size as well as weight restrictions limit the reduction potential of energy consumption. Moreover, the total costs of ownership (TCO) play a decisive role in which technologies find their way into this competitive market. Recent studies show that new energy sources from renewable energies will not have a noticeable effect on reducing CO2 emissions in the transport sector until 2030. In this transition, a significant portion will be achieved by vehicle measures, like e.g. aerodynamic and rolling resistance improvements, as well as intelligent mobility vehicle functionalities. To reduce CO2 emissions of long-haul trucks, the focus during the next decade will continue to be on optimizing the efficiency of the powertrain driven by a combustion engine. The improvement of the combustion efficiency is one part of the possible and necessary measures. An additional potential is to recycle a part of the waste energy, generated during operation, wherever and whenever it can be used efficiently. Because of region specific legislations, applications and market demands, prior to 2025 a short term flexible integration is key, therefore requiring a modular architecture. It consists of four major systems: - Energy converters for recovering loss energy from braking operation and exhaust enthalpy like Integrated Starter Generator (ISG) or Waste Heat Recovery systems (WHR) - Electrically supported aftertreatment solutions to also meet the next level of emission limits - 48V board network- Electrified engine components like electrically driven auxiliaries, electrically assisted charging or an electrically driven low-pressure EGR pump to allow the combustion engine to be optimized throughout the entire operating range. The presentation describes the concept of such a modular electrified HD Longhaul Truck. Based on driving cycle simulations, the potential of the various modules, different configurations and applications are estimated. Furthermore, measures like alternative fuels (e.g. CNG, LNG, H2) will become available to further reduce CO2 emissions. As further initiative in this paper, intelligent mobility vehicle functionalities will be presented, making use of truck and cloud connectivity information and adapted to the customer specific truck operation requirements.","PeriodicalId":174936,"journal":{"name":"FISITA World Congress 2021 - Technical Programme","volume":"23 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2021-09-30","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"124163827","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Deploying Pan-European cellular-based C-ITS services in Barcelona","authors":"Jacint Castells, A. Mesones, A. Vallejo","doi":"10.46720/f2020-acm-075","DOIUrl":"https://doi.org/10.46720/f2020-acm-075","url":null,"abstract":"The C-MobILE project defines a new European C-ITS Reference Architecture to ease and promote the deployment of C-ITS services throughout Europe in an interoperable, replicable way. This hybrid architecture is taken as the basis in Barcelona to implement and deploy new mobility services to help increase road safety and traffic efficiency, not only in the city, but also in its metropolitan area. As a main innovative point, traditional C-ITS have been adapted to work over cellular communications and offer both existing and new services. This paper gathers all the process followed to offer a group of cellular-based C-ITS services to almost any kind of road users, from passenger cars to VRUs, including public transport and emergency services. As the backbone of that process the Barcelona-specific end-to-end technical implementation (data sources, formats, backend and frontend) is presented and detailed. This becomes the platform where all the specific services are implemented and managed, those being GLOSA, In-Vehicle Signage, Emergency Vehicle Warning, Road Works Warning, Road Hazard Warning, Flexible Infrastructure, Warning System for VRUs, Motorcycle Approaching Indication and Probe Vehicle Data. Such a platform is formed by different, independent data sources (providing different mobility data), a data management module (where all the data is treated and the road events to be notified are generated), a dissemination module (notifying all those events to the users, depending on their location, via cellular communications), and the frontend application, which is the interface between the system and the end-user. The interactions between the different modules and the data flow, including formats, are also detailed. All the services are thought to be deployed in a large-scale context, with many users connected at the same time and events being updated in real-time. Furthermore, and following one of the project main objectives, they are interoperable with all the C-MobILE sites, which means that the end-user app from Barcelona can be taken to cities such as Bordeaux, Bilbao, Copenhagen, Newcastle, Eindhoven, Helmond, Thessaloniki or Vigo, and still provide the services which are active in those locations. Such an interoperability approach is also presented in this paper.","PeriodicalId":174936,"journal":{"name":"FISITA World Congress 2021 - Technical Programme","volume":"16 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2021-09-30","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"114327494","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Combined approach of interior concept development for automated driving cars","authors":"M. Hirz, Alexander Kreis, Alexander Fragner, Severin Stadler","doi":"10.46720/f2021-acm-127","DOIUrl":"https://doi.org/10.46720/f2021-acm-127","url":null,"abstract":"\"Automated driving provides large potentials in view of customer comfort, safe transportation and optimized traffic management. Whereas partially automated driving functions are understood as driver assistance technologies, fully automated functionalities are increasingly developed preparing the way towards self-driving cars. With rising level of automation, the degrees of freedom for driver and passengers increase, too, which enables the establishment of new vehicle interior concepts. In self-driving mode, cars do not require interaction of the driver - in this way, riding time can be used for working, relaxing, recreation or interacting with the other passengers. These new possibilities require a re-design or even completely new development of the traditional passenger cabin architectures. In this context, new interior concepts continuously are introduced by car manufacturer, supplier and styling- as well as engineering institutions, but they often lack in their feasibility for an implementation into real cars. Exemplary, people are sitting in cars on rotatable seats face to face, but there is not sufficient space for legs and feet. Other concepts show passengers lying on some kind of lounges and watching TV during the ride, but there are no safety measures applied for protection in case of accidents. Many of these new concepts have in common, that they do not consider sufficiently different boundary conditions regarding human ergonomics, comfort and vehicle interior safety. The submitted work introduces a combined approach of interior concept development under consideration of the enhanced possibilities provided by automated driving cars. The approach combines virtual investigations based on computational styling- and design models with ergonomic testing by use of an automated physical seating buck. The integrated approach enables consideration of different influencing parameters, e.g. vehicle packaging, seating position, ergonomics evaluation, passenger view- and safety-relevant aspects, even during early conception and layout phases of development. An integration of human models enables effective implementation of test results delivered by the physical system, which facilitates a smart connection between the working fields of project engineers, component designers, ergonomic specialists, safety and crash departments, designers and all of the other involved parties to support conceptual ergonomic layout processes of new passenger cabin concepts. Especially if complemented with modern visualization techniques, such as augmented- and virtual reality, the introduced fully parametric layout procedure has the potential to improve the precision of design decisions supporting successful conceptual interior development for future cars.\"","PeriodicalId":174936,"journal":{"name":"FISITA World Congress 2021 - Technical Programme","volume":"56 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2021-09-30","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"114679548","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Enhancing the acceptance of future automated vehicles through understanding the emotional state of passengers","authors":"Nicolás Palomares Nicolás Palomares, J. Belda, Sofía Iranzo Sofía Iranzo, Javier Silva Javier Silva, Begoña Mateo Begoña Mateo, José Laparra-Hernández José Laparra-Hernández, José Solaz José Solaz","doi":"10.46720/f2021-acm-117","DOIUrl":"https://doi.org/10.46720/f2021-acm-117","url":null,"abstract":"\"One of the main causes of lack of acceptance in innovation is ignoring the needs and preferences of potential customers in the development phases. In the case of the connected automated vehicle (CAV), there is an important degree of user skepticism based on the awareness of the complexity and the risks of this technology. Public acceptance is a multi-faceted construct, tightly related to emotional processes and trust in a new technology, beyond the accomplishment of functional performance. However, the current approach based on the technology push threatens social viability of innovative technology like CAV, as it creates a gap between the well-thought technical reliability and public acceptance. The H2020 project SUaaVE (SUpporting acceptance of automated VEhicle) aims to make a change in the current situation of public acceptance of CAV. SUaaVE formulates a new concept called ALFRED, a human centered artificial intelligence to humanize the vehicle actions by understanding the emotions of the passengers of the CAV while also managing corrective actions in vehicle for enhancing trip experience. In line with this research, the H2020 project DIAMOND (Revealing fair and actionable knowledge from data to support women’s inclusion in transport systems) seeks to generate knowledge from data for more inclusive and efficient transport systems, being one of the main objectives to enhance the acceptance of women using and driving automated vehicles. This paper presents the main results obtained of two experimental tests carried out in each of the two projects. More than 50 subjects participated in each test, experiencing different scenarios of L4 automated vehicles in an immersive dynamic driving simulator. In both tests, the physiological response of the participants was measured (HR, EDA and facial EMG), considering other additional biometrics (breathing rate, temperature, sweating) and behavioral (facial expression, blinking, etc.) in the case of SUaaVE project. In case of DIAMOND, the experimentation was focused on estimating the participant emotional state, arousal and valence, by HR, EDA and facial EMG in autonomous driving scenarios. The goal was to explore the influence of gender and related intersectional variables in the emotional response that could lead to autonomous vehicle acceptance. The analysis of the test in SUaaVE has allowed a scientific advance defining an emotional model based on the contextual factors involving the experience in the Ego Car - The trip purpose (work travel, day shift, holidays, etc.) and the state of road (density of cars, weather conditions, safety envelop, etc.) – together with complete monitoring the passenger’s physiology and behavior. The approach presented will facilitate that automated vehicles are able to understand how we feel and use such information to make system more empathic, responding to the occupant emotions in real time. This will allow to OEMs and Tier 1 suppliers a detailed characterization of the","PeriodicalId":174936,"journal":{"name":"FISITA World Congress 2021 - Technical Programme","volume":"27 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2021-09-30","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"116901219","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Carbon Fiber Composite Chassis Components, Opportunities and Challenges","authors":"D. Wagner, D. Mainz, Thomas Gerhards, Xiaoming Chen","doi":"10.46720/f2020-mml-059","DOIUrl":"https://doi.org/10.46720/f2020-mml-059","url":null,"abstract":"Using lightweight components to reduce vehicle mass is one of the tactics available to vehicle manufacturers to reduce CO2 emissions. Carbon fibre reinforced polymer composite with its high strength to density ratio is one of the potential materials to reduce component mass. The lessons learned from three research and development projects on automotive chassis structural components designed, manufactured and tested using carbon fibre composites provides insights into the opportunities for mass reduction and the cost, manufacturing and analysis challenges that combine to limit the applicability of carbon fibre composites in high volume automotive use. Projects investigated three structural cassis components, the Focus rear suspension tie blade knuckle, the F-150 front suspension lower control arm, and the Fusion (Mondeo) front subframe. All the projects developed, analysed, manufactured and tested carbon fibre composite replacement components that fit the package and met equivalent performance requirements to the production parts. Then the designs and manufacturing plans informed the cost estimates for these components at high automotive volumes. The tie blade knuckle chose thermoplastic resin while the front lower control arm and subframe investigated thermoset resin carbon fibre composites. Carbon fibre reinforced polymer composites offer the opportunity of approximately a 30% mass reduction compared to a steel component. This mass savings is less than anticipated. Due to the high constituent material costs of both the carbon fibre and the high performance resin, the complex manufacturing processes, and the final assembly processes the resultant \"weight buy\" exceeds an additional $35 USD of variable cost per kilogram of mass saved compared to the production steel component. All three of the components investigated require multi material solutions that include both random chopped and oriented continuous carbon fibre composites plus steel reinforcements at high point load areas such as the bolted connections. Also, the predictive CAE tools are not yet fully mature for carbon fibre composites leading to lower confidence initial designs.","PeriodicalId":174936,"journal":{"name":"FISITA World Congress 2021 - Technical Programme","volume":"44 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2021-09-30","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"124768625","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Crashworthiness of C-SMC: a Structural Battery Case for Automotive Application","authors":"F. Coren, Philipp S. Stelzer Philipp S. Stelzer","doi":"10.46720/f2020-pif-017","DOIUrl":"https://doi.org/10.46720/f2020-pif-017","url":null,"abstract":"The drive towards electrification has brought a new series of challenges in the automotive world. The need of supporting and protecting the battery modules requires the fulfillment of contrasting objectives. Those are to provide sufficient robustness and stiffness at a low weight while at the same time keeping the costs low. One class of material that promises to meet such requirements is C-SMC (carbon fibre sheet moulding compound). These consists of chips of prepreg fibers that are randomly laid onto a plane and initially compacted into mats. These mats can be cut to side to match the geometry needed. Stiff, light and with the possibility to be formed through pressing, if used in an industrial (automated) environment, it can be a viable alternative to steel and aluminum solutions. With C-SMC the battery case could be designed to incorporate multiple functions such as the thermal management and crash protection with integration into the structure. The simulation of the whole battery system enhanced the design process with the prediction of the mechanical behavior under normal operating conditions and in crash events. Material tests were performed to assess the dynamic response of the material implemented. Advanced non-linear material models and damage evolution methods based on experimental data were used. The collaboration with our industrial partners and the expertise in the process simulation ensured the feasibility of the design as well as its production optimization. The positive outcome of the simulations exposed the full potential of adopting the C-SMC material as a choice for structural parts in EV, resulting in a lightweight although mechanically sound battery casing. Innovative value of the work C-SMC material use in the automotive world has been limited to rather simple and non-structural applications due to the lack of knowledge of advanced mechanical response. Thanks to the expertise and data gathered using laboratory tests (static and dynamic crash tests), as well as the experience coming from industrial partners, an innovative modelling strategy was devised. Modelling, simulation and production of the whole battery case took place. This work resulted in the creation of one of the biggest structural C-SMC component of its kind. After manufacturing, the whole battery case was tested for fire safety as well as crash protection.","PeriodicalId":174936,"journal":{"name":"FISITA World Congress 2021 - Technical Programme","volume":"1 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2021-09-30","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"129593606","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Modular Hybrid Powertrain Concept","authors":"M. Bassett, Ian Reynolds, A. Cooper, S. Reader, M. Berger","doi":"10.46720/f2020-adm-070","DOIUrl":"https://doi.org/10.46720/f2020-adm-070","url":null,"abstract":"Vehicle manufacturers are facing increasing pressure by legislation and economics to reduce vehicle emissions and deliver improved fuel economy. Over the coming years, significant reductions in carbon dioxide (CO2) emissions need to be achieved to meet fleet targets, whilst at the same time satisfying the more stringent forthcoming Euro7 emissions regulations. This focus on techniques to reduce the tailpipe CO2 is increasing the interest in hybrid and electric vehicle technologies. Pure electric vehicles require bulky and expensive battery packs, with a high embedded CO2 content, to enable an acceptable driving range. Range Extended Electric Vehicles (REEVs) partly overcome the limitations of current battery technology by having a range extender (REx) unit that allows a reduction of the traction battery storage capacity, whilst still maintaining an acceptable vehicle driving range. Building on previous research projects, focused on Rex and heavily downsized internal combustion engines, MAHLE have designed a plug-in hybrid driveline in which the systems have been fully integrated and optimised. The hybrid drive-line features a cost effective and high-efficiency, Miller-cycle, turbocharged, two-cylinder gasoline engine, with external exhaust gas re-circulation (EGR) and a pre-chamber combustion system, achieving over 40% brake thermal efficiency from a very low-cost architecture. This compact engine is combined with an electric traction system which can satisfy the full-dynamic requirements of the vehicle, even during pure-electric operation. The internal combustion engine can be operated in either series hybrid, or direct drive modes, via a compact multi-speed transmission. The paper will present the key features of the hybrid drivetrain and will describe the various modes of operation in the vehicle. Results of testing to validate the pre-chamber combustion system, coupled with a very high geometric compression ratio (CR) and external cooled EGR, will also be presented to support the efficiency claims made in the paper. Drive-cycle analysis, based on the engine test results, will also be used to show the efficiency of the entire system. Finally, the paper will present the scalability of the concept across a range of vehicle classes and performance levels.","PeriodicalId":174936,"journal":{"name":"FISITA World Congress 2021 - Technical Programme","volume":"1 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2021-09-30","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"129121911","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Modelling and Real Vehicle Verification of Drivability Evaluation based on Longitudinal and Lateral Movement Characteristics","authors":"Weimin Zhou, Xuexun Guo, Xiaofei Pei, Chengcai Zhang, Jun Yan, Jialei Xia, Yu Tang","doi":"10.46720/f2021-vdc-104","DOIUrl":"https://doi.org/10.46720/f2021-vdc-104","url":null,"abstract":"\"In order to overcome the shortcomings of subjective evaluation that experienced testers and much time are required, and the evaluation results are closely related to human subjective awareness and environmental factors. An objective evaluation model of vehicle drivability based on longitudinal and lateral movement characteristics is proposed. It reveals the quality of vehicle drivability by analyzing the objective parameters, which are obtained through on-board sensors. First , a vehicle drivability evaluation model framework is given, including signal collection, data cleaning, feature extraction and automated scoring. Then, according to the longitudinal and lateral dynamic model, objective parameters such as steering wheel angle, vehicle speed, longitudinal acceleration, lateral acceleration, engine speed, engine torque, gear shift signal, accelerator pedal opening and braking signal are obtained from the developed Intelligent drivability objective evaluation tool (I-DOET) hardware platform，It is composed of CAN module and AD analog quantity module, which can be used to obtain objective parameters in vehicle-mounted OBD and inertial navigation sensors，such as IMU or acceleration sensors. Thereafter, Fuzzy analytic hierarchy process（FAHP）is used to construct an objective drivability evaluation model. The subjective weight is determined by a team of calibration engineering with rich evaluation experience and full-time professors from Wuhan University of Technology. The fuzzy logic matrix is obtained by analyzing a large number of vehicle tests in the early stage. Finally, a real-vehicle verification is carried out with a single-line shifting conditions. The experimental results show that the vehicle drivability evaluation model based on longitudinal and lateral movement characteristics can scientifically and effectively evaluate the vehicle drivability. The objective drivability evaluation model can not only be used for the evaluation of drivability, but also provide a theoretical basis for the objective evaluation of vehicle ride comfort and handing stability. In addition, the model is also suitable for driving evaluation of new energy vehicles and autonomous vehicles.\"","PeriodicalId":174936,"journal":{"name":"FISITA World Congress 2021 - Technical Programme","volume":"79 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2021-09-30","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"132328738","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Dog Clutch Without Circular Backlash – Design Optimization Using Multi-Body Simulation","authors":"M. Jasny, M. Hajžman, R. Bulín","doi":"10.46720/f2020-adm-083","DOIUrl":"https://doi.org/10.46720/f2020-adm-083","url":null,"abstract":"The idea of a dog clutch without circular backlash is based on a unique and patented mechanical blocking mechanism which secures the clutch in desired positions - engaged or neutral. Using this blocking mechanism, we can shape the dogs in the way not common for dog clutches - narrower tip than root. This design minimizes the amount of circular backlash typical for dog clutches and thereby improves ride quality. It also enables disengagement under load which can fasten the gearshift of the dog clutch already being a quick gearshift device. Using external synchronization is necessary. Prototype of the dog clutch with blocking mechanism was successfully tested and proven functional. Improved design regarding to test results will be presented. Manufacturing of prototypes and their testing is very money- and time-consuming. The same can be said about optimizing the design through comparison of multiple variants. Using multi-body simulation software seems very convenient in this situation. The very basic model of a dog clutch consisting of two dog rings engaging into each other has been already made. Further optimization can be divided into two tasks. Firstly, the dog clutch with blocking mechanism was initially designed to cooperate with the gear selector system based on manual (MT) or automated manual (AMT) gearboxes. This means that the driver or gearshift actuator acts on the gearshift mechanism until it senses that the gear is fully engaged and cannot move any further. Only then the gearshift force is removed. This ensures that the dog clutch is pushed to its furthest position possible and the blocking mechanism is securely engaged. The first task is to adapt the dog clutch on the gear selector mechanism with kinematic endpoints - typically sequential shifting. In this case the endpoint of the dog clutch depends on the dimensional precision of affected components. In order to provide secure blocking under every circumstance, modification requiring additional flexible part might be necessary. This should make the dog clutch with blocking mechanism suitable for wider variety of applications. Secondary, quality of the engagement process is affected by large number of parameters. Good gearshift is usually wanted to be quick and silent. This can be controlled using mainly these parameters - mismatch speed, gearshift force, number of dogs, angles of their sides and faces, height of the dogs. Multi-body model created for previous task will be used for design optimizations to fulfill the quality criteria","PeriodicalId":174936,"journal":{"name":"FISITA World Congress 2021 - Technical Programme","volume":"159 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2021-09-30","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"130250017","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}