Abstract
A first overview of the use cases, which are discussed in the following and the question, how complex models should be and what belongs to planning calculations.
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Notes
- 1.
The path often ends at the driver’s seat console, as acceleration sensors are usually installed here during the test. The seat itself has a very complex transmission behavior.
- 2.
In the sense of SAE J670e, Vehicle Dynamics Terminology: “SHAKE – the intermediate frequency (5–25 Hz) vibrations of the sprung mass as a flexible body.”
- 3.
The discipline required to make the change conscientiously in all derivatives is high. To hold out independently of telephone rings, boss inquiries, lunch breaks and other distractions is heroic and thus reserved for very few of us.
- 4.
This procedure can often be useful to save computing time. However, if you have to make this change manually, there is a great potential for errors. Here automation via a higher-level load case control is an option.
- 5.
This is practically a no-go for management enquiries in the concept phase. Here you need a short response time and you need to be able to achieve useful results with little information. In this regard, however, please refer to Chap. 6 and the GIGO concept.
- 6.
Anyone who has fully penetrated the model with 100 degrees of freedom and understood the interactions is of course welcome to use it and feel patted on the back.
- 7.
Not unusual on roads.
- 8.
Here we have to take into account what we have implemented, not what we wanted to implement.
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Adamski, D. (2021). Modeling of Chassis Components. In: Simulation in Chassis Technology . Springer, Wiesbaden. https://doi.org/10.1007/978-3-658-30678-6_7
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