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@PHDTHESIS{Wegener:807369,
      author       = {Wegener, Daniel Benjamin},
      othercontributors = {Eckstein, Lutz and Schmitz, Katharina},
      title        = {{P}rüfverfahren für {S}chwingungsdämpfer im {F}ahrzeug},
      school       = {Rheinisch-Westfälische Technische Hochschule Aachen},
      type         = {Dissertation},
      address      = {Aachen},
      reportid     = {RWTH-2020-11304},
      pages        = {1 Online-Ressource (175 Seiten) : Illustrationen,
                      Diagramme},
      year         = {2020},
      note         = {Veröffentlicht auf dem Publikationsserver der RWTH Aachen
                      University 2021; Dissertation, Rheinisch-Westfälische
                      Technische Hochschule Aachen, 2020},
      abstract     = {The vibration dampers of a motor vehicle are exposed to
                      high stress during driving operation, which can lead to wear
                      or even complete loss of damping force. In this thesis, test
                      methods are developed which allow a valid, quantitative
                      functional test of the damping in a workshop environment.
                      Important features achieved by the new methods are the
                      evaluation of the damper in an installed condition as well
                      as the fulfilment of objective goals such as validity,
                      accuracy and precision and a high level of expected
                      acceptance by vehicle owners, test authorities and workshop
                      operators. On the basis of theoretical considerations, the
                      damping ratio was derived as a valid parameter for the
                      evaluation of the vibration damper. This required the
                      creation of a model that reduces the total vehicle vibration
                      to a quarter vehicle model. On the basis of this model, the
                      wheel and the body damping ratio can be determined. The
                      admissibility of this model simplification was
                      comprehensively checked. The definition of a
                      vehicle-independent threshold value was derived from the
                      interpretation of the damper conflict diagram. It was shown
                      that, irrespective of the vehicle-specific tuning, a damping
                      ratio of less than 0.1 in the evaluation dimension of
                      driving safety and driving comfort is unreasonable. Using a
                      methodical procedure for system identification, possible
                      excitation types and measurement signals were identified
                      from which a total of five methods for determining the
                      damping ratio were derived. The high measurement effort for
                      the analytical component method, in which all relevant
                      component properties are individually created, leads to a
                      very accurate measurement result that is suitable as a
                      reference value for later evaluation of the workshop
                      measurement method. This can also be illus-trated by the
                      experimental full vehicle method, which requires a complex
                      test bench infrastructure with which the excitation
                      amplitude and frequency can be varied over a wide range. The
                      transient body parameter identification method proved to be
                      advantageous for the workshop area, as it can be implemented
                      cost-effectively, among other things. The additional
                      evaluation of the wheel movement increased the measuring
                      accuracy, especially in the presence of a damper that was
                      only defective on one side. With the transient wheel
                      parameter identification method for the determination of the
                      wheel damping ratio, only low vibration velocities occur
                      with pulsed excitation, which limit the validity. A new
                      evaluation of the widely used EUSAMA method requires an
                      identification of the tire spring stiffness. In spite of the
                      partly limited estima-tion of the tire spring stiffness,
                      this method delivers significantly more precise results
                      compared to the established method.},
      cin          = {414110},
      ddc          = {620},
      cid          = {$I:(DE-82)414110_20140620$},
      typ          = {PUB:(DE-HGF)11},
      doi          = {10.18154/RWTH-2020-11304},
      url          = {https://publications.rwth-aachen.de/record/807369},
}