84 A. El Mahmoudi et al. In the following, the different operating conditions at which the blocked forces were determined are presented. The first is discrete speeds, at which only a certain speed is maintained and the operational measurements have been carried out. These, in turn, are differentiated according to their type of excitation, drivetrain by internal combustion or by rollers of the chassis dynamometer. Secondly, vehicle run-ups were carried out. All measurements were performed with soft and stiff rubber mounts and compared with each other. As mentioned before, in practice, the blocked forces would not be identified in both configurations. This means that the equivalent forces of the source structure are identified on a test bench, for instance, and then applied to the receiver structure in order to predict the responses of the corresponding structure. In the context of this work, however, this was done for research purposes. Discrete Speed Figures 7.4 and 7.5 show the blocked forces determined at discrete speeds from 1000 to 4000 rpm in steps of 1000 rpm. On the one hand, via excitation by the chassis dynamometer. Here, the vehicle was switched to neutral during the run, i.e. the combustion engine only ran at idle speed. On the other hand, with excitation by full engine load, i.e. full throttle. Run-up Figures 7.6 and 7.7 show the blocked forces determined through a run-up from 1000 to 4000 rpm. All measurements were performed with soft and stiff rubber mounts and compared with each other. Fig. 7.4 Blocked forces at VP1:+Y (TM), obtained from 1000 to 4000 rpm (read from upper left →lower right) no engine load, driven through chassis dynamometer. Forces estimated from the soft (blue) and stiff (orange) rubber mount configuration
RkJQdWJsaXNoZXIy MTMzNzEzMQ==