By Steffen Müller, Bernd Elend (auth.), Gereon Meyer, Jürgen Valldorf (eds.)
Fundamental variations are forthcoming for the car this day: propulsion applied sciences are going to shift from combustion engines to electrical cars; autos and roads will quickly be as secure and handy as by no means earlier than; and site visitors will move more and more effective. a lot of those developments are because of cutting edge details and verbal exchange applied sciences, controls and clever structures, either within the motor vehicle and at its interfaces with the platforms for energy offer, mobility and knowledge communication.
The papers released during this booklet are chosen from the submissions to the fifteenth overseas discussion board on complex Microsystems for car functions (AMAA 2011) “Smart structures for electrical, secure and Networked Mobility”. They disguise elements, architectures and clever platforms permitting the next functionalities: electrical riding, secure autos and roads, and attached vehicles.
Additional details is on the market at www.amaa.de
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Extra info for Advanced Microsystems for Automotive Applications 2011: Smart Systems for Electric, Safe and Networked Mobility
U The stability of the vehicle can be improved. The in-wheel motor technology opens a wide development field for improving the transmission efficiency and the vehicle safety. u The versatility of the technology demonstrator allows evaluating the efficiency of other powertrain configurations simply by replacing the current one and then testing. One of the projects actually under evaluation is the construction of a demonstrator with four in-wheel motors. u The numerical model developed helps to the design of new ideas and save costs of development.
Firstly, based on mathematical relationships could be defined as: (2) The main problem of the use of the previous formula with real test results is the introduction of a single value for the cornering stiffness of the tires. In contrast, it is as well calculated based on the results of a constant radius or a constant steering cornering test. This fact will be developed in the next paragraphs and it does not need to introduce estimated values for any variable. 3 Results Both experimental test and numerical simulations have been run with the final target of measuring the dynamic behaviour of the vehicle.
As a result, numerous other variables have to be calculated in an easy manner to be integrated in the control algorithm. In the next lines, these simple models are described briefly just to show how many tools are needed. u Estimation of the side slip angle of the vehicle at its cog: Taking the basic equations of the transient bicycle model, the lateral acceleration has two components. As a result, the integration of the variation of lateral velocity allows calculating an approximation of the sideslip angle.