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chassis.tech plus 2021 - Video Presentations

Recordings of the virtual event on 29 and 30 June 2021

Cooperation partners


chassis.tech plus 2022


13th International Munich Chassis Symposium | Hybrid Event

05-07-2022 – 06-07-2022 – Munich or virtually via live stream

 

Main subject areas


chassis.tech plus

  • Optimization of the chassis for the challenges of automated driving, vehicle dynamics, and comfort
  • Calibration of chassis functions using virtual methods, testing solutions, and road tests

chassis.tech

  • Redundant chassis systems, the driver, and the vehicle in the focus of development concepts and security

steering.tech

  • New steering systems for steer-by-wire and digital twins

brake.tech

  • Modern brake systems in harmony with environmental aspects and excellent driving characteristics

tire.wheel.tech

  • Efficient tire/wheel systems for reduced tire wear and greater range

Keynote lectures

ADAC e.V.

Continental Automotive Technologies GmbH

Ducati Motor Holding s.p.a.

Karlsruhe Institute of Technology (KIT)

Robert Bosch GmbH

S&P Global Mobility

Downloadable events program 2022

Authors: Patrick Schäfer, Christiane Köllner

Liveticker from the chassis.tech plus 2022

Modern chassis technology at chassis.tech plus



This year chassis.tech plus was once again the industry meeting place for the chassis community. Here you can read selected contents in our summary article. 

The 13th International Munich Chassis Symposium by ATZlive and cooperation partner TÜV SÜD took place as a hybrid event on July 5 and 6, 2022 – in Munich and with a parallel livestream. Participants were able to use the four specialist sections chassis.tech, steering.tech, brake.tech and tire.wheel.tech to exchange information on current developments relating to chassis, steering, brakes, tires and wheels. 

Michael Reichenbach, Deputy Editor-in-Chief of ATZ, and Professor Dr. Peter E. Pfeffer of the Munich University of Applied Sciences and Scientific Director of the conference, welcome the more than 400 participants from 18 different countries. 

This is what the future of the chassis looks like

In his keynote speech The Future of the Chassis: Evolution or Revolution?, Dr. Hans-Jörg Feigel, Senior Vice President Strategy & Future Solutions, Continental Automotive Technologies GmbH, points out the main drivers of change in the automotive industry: electrification of the powertrain, digitalization of the vehicle and automated driving. The implementation of the resulting requirements is taking place in parallel at the E/E and vehicle architecture level, he said. In this context, simple scalability, fast upgradeability and learnability as well as reduced complexity require fundamental changes in the E/E architecture. The key concepts here are centralization and zonalization as well as a uniform abstraction layer between the hardware and the vehicle functions/software. The long-term goal, he said, is to create a standardized central server architecture. According to Feigel, a similar development is taking place in vehicle architecture in parallel. More and more companies are showing studies and, in some cases, production-ready implementations of so-called rolling chassis and corner modules, he said. Feigel points out the electrification of the brake with the associated development and explains the way to a completely dry brake system. (chk) 

New possibilities for vehicle dynamics control

Helge Westerfeld, Project Manager Vehicle Dynamics Control, Robert Bosch, delivers his keynote Integrated Vehicle Dynamics Control – Opening Up New Dimensions on the topic of integrated vehicle dynamics control. In it, he discusses the new opportunities for vehicle dynamics control created by electric drives and by-wire technology. Westerfeld demonstrates a solution to challenges such as cross-domain control of actuators or centralized and zone-oriented vehicle E/E architectures using the example of the new vehicle dynamics control system "Vehicle Dynamics Control 2.0" from Bosch. Developed according to the principles of software-defined vehicles, the system with a model-based feed-forward control approach allows vehicle behavior to be anticipated and various actuators to be easily integrated, controlled and used. (ps) 

Simulation and functional safety

The Key Role of Virtual Prototypes for the Functional Safety of Software-Defined Vehicles is the title of a presentation by Dr. Michael Kochem, Vice President Strategic Consulting & Engineering, IPG Automotive. Kochem will show a way to overcome the challenges posed by the transition to software-defined vehicles. He describes the role of simulation in proving functional safety as vehicle software becomes increasingly complex. This is especially true for the growing number of advanced driver assistance systems (ADAS) and autonomous driving functions. Kochem sees the three main problems for the safety of software-defined vehicles in the variety of scenarios, the creation of a fleet of virtual prototypes in the context of software development methods, and the implementation in the development process. Accordingly, the development of software-defined vehicles is inconceivable without OTA update technology. Kochem also presents the various test methods suitable for each phase of the development process. With an open integration and test platform that offers a suitable combination of the various test approaches, tests can be automated and performed securely and in an unlimited number of critical scenarios, thus ensuring functional safety. (ps) 

Lightweight solution: Stainless steel for chassis concepts

Dr. Barbara Mundt, Lead Technical Manager, Outokumpu Nirosta GmbH, and Lukas Christopher Schröder, R&D Engineer, Outokumpu Nirosta GmbH, address the impact of lightweight design on chassis applications in their presentation Sustainable and Innovative Lightweight Solutions at Competitive Costs. Mundt and Schröder will present the latest material development of hot-rolled 1.4376 for use in chassis applications. It is said to offer a combination of high strength and high elongation, which could solve various safety and design issues. In addition, cost-effective and sustainable lightweight solutions could be achieved. According to Mundt and Schröder, all this makes this stainless steel extremely interesting for chassis concepts. (chk) 

The efficient chassis in the Mercedes Vision EQXX

The presentation Vision EQXX – Innovative chassis system for a highly efficient electric vehicle by Dr. Dirk Herkenrath, Development Chassis- Architectures & -Innovations (RD/VDE) at Mercedes-Benz provides an insight into the development of the chassis of the battery-electric Mercedes-Benz Vision EQXX. According to Herkenrath, the main focus from the outset has been on efficiency and range. The completely newly developed, compact multi-link rear axle contributes to this: With lightweight and aerodynamic magnesium wheels, extremely low rolling resistance tires in 185/65 R 20, innovative aluminum brake discs and the lightweight rear axle subframe designed with the Formula 1 team are some examples highlighted in the presentation. (ps) 

Requirements and regulations for steer-by-wire

What are the requirements and regulations for what is known as steer-by-wire? Joseph Beer of TÜV SÜD discusses the differences between conventional steering systems and steer-by-wire systems, which he presents. Steer-by-wire requirements and regulations were changed in Revision 2 of UN Regulation No. 79 for "Uniform provisions concerning the approval of vehicles with regard to the steering equipment" by introducing an all-electric transmission for the main steering system. However, he believes the revised requirements and test provisions for steer-by-wire systems presented by Beer need to be more detailed, and further test provisions for these systems are needed. (ps) 

Steel wheels have a future

In his presentation Innovation on Wheels: How New Mobility and the Focus on Sustainability Will Change Wheel Design, Ralf Duning, Vice President Global Engineering, Maxion Wheels EAAP Holding GmbH, emphasized that climate neutrality, sustainability and new mobility are leading to a fundamental rethink of the role of steel wheels. This is because important innovations are needed to significantly reduce the carbon footprint: replacing aluminum with less energy-intensive materials is an important part of the challenge, he said. With a carbon footprint 70% lower than aluminum (when it leaves the factory), steel wheels would offer significant potential for lifecycle CO2 savings. For example, market demands that have favored aluminum solutions over the past three decades have changed, he said. Steel wheels, he said, are increasingly able to meet the styling and aerodynamic performance expectations of a new generation of electric car buyers. Most importantly, the lower lifecycle CO2 emissions of steel wheels offer the opportunity to make the new mobility more sustainable, he said. (chk) 

Cybersecurity for chassis components

The increasing digitalization of vehicles is leading to a steadily growing number of wireless interfaces between the vehicle and components outside it, explains Dr. Marcus Perner, Technical Consultant Functional Safety, IAV GmbH, in his presentation The key to the vehicle of the future – developing chassis components in line with cybersecurity requirements. These additional functionalities and interfaces would lead to an increasing vulnerability and probability of a cybersecurity attack by third parties, Perner said. Therefore, IAV has implemented a process standard for the development and maintenance of cybersecurity-related electrical components in accordance with ISO/SAE 21434 Road vehicles - Cybersecurity engineering. IAV's Cybersecurity Management System is intended to provide the ability to perform security analysis during the vehicle development and support phases. In his presentation, Perner will present excerpts from the IAV process standard and discuss the security analysis (TARA - Threat Analysis and Risk Assessment) using the steering functionality of an autonomous shuttle as an example. (chk) 

Test procedure for brake emissions

In his presentation Next Evolutions in the Development of Brake Emission Testing, Christof Danner, Chassis Project Manager, AVL List GmbH, looks at emission regulations designed to reduce respirable particles generated by brake abrasion. The PMP (Particle Measurement Program) of the United Nations Economic Commission for Europe (UNECE), for example, is currently working on the regulation of brake emissions. In perspective, xEVs with their ability to recuperate (end of 2022) and thus reduce the use of the friction brake should also be included in a legal regulation. Ultimately, he said, all measures and vehicle systems that contribute to reducing brake emissions need to be factored in, but this also means a correspondingly high demand for test rig capacity. It is possible, Danner said, that the test benches themselves will evolve from inertial dynos to inertial simulations in the process, increasing the degrees of freedom. Eventually, the final requirements could be brake RDE (real driving emissions) measurements in line with current regulatory requirements for internal combustion engines. But development will not stop at brake emissions regulation, Danner said. The next, even more complex sampling and characterization challenges would be particulate emissions from tires and road surfaces. (chk) 

Reducing vehicle noise emissions

Vehicle noise emissions will be the topic of the keynote lecture by Prof. Dr. Frank Gauterin of the Karlsruhe Institute of Technology (KIT). EU noise emission limits for real driving are in preparation. The background is that UN R51.03 Annex 3 only tests individual operating conditions. According to Gauterin, many operating conditions are not covered. Influencing factors on the pass-by noise are the tires (geometry, etc.), the road surface (porosity, etc.), the vehicle (type of drive, etc.) and the operation (speed, etc.). A lot of development work has already gone into reducing tire and road noise, he said. However, there are still unanswered questions, such as more precise predictions of pass-by noise. A more accurate prediction model for pass-by noise is needed. The following trade-offs would have to be considered: Top speed, aquaplaning, agility, lightweight design, rolling resistance, and braking distance. Gauterin presents an idea for a more accurate predictive model that will result in a research project: the further development of AI-based measurement techniques to capture tire, road, vehicle and operational parameters, as well as noise emission. (chk)

 

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