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Identifying the most appropriate powertrain technology for a given vehicle class and duty cycle can be beneficial to further drive down on carbon emissions. However, with a myriad of powertrain architectures that are emerging in the industry, such as those in Electric Vehicles and Hybrid Vehicles, it becomes more challenging to carry out comprehensive comparative analyses across different permutations of powertrain topologies. This has motivated the authors to research on improving the method used to compare different types of powertrain architectures, and develop a tool that can be used by practitioners for this purpose. Literature survey has indicated that whilst there have been many comparisons made between different types of powertrains, such analyses were often carried out by comparing only limited types of architectures at a time.

Does steering and bump steer modify the location of the kinematic roll and pitch axes? If so, by how much? How to calculate and appreciate such differences? The effects of bump steer and steering are often neglected when determining the kinematic roll and pitch axes of a particular independent suspension. This is caused by the inherent limitations of the “classic” kinematic analysis method. A new method is proposed that addresses the limitations of the “classic” method. The new method derives the kinematic roll and pitch axes through synthesis of the wheel movement in six degrees of freedom, and thus includes the effects of bump steer and steering. The new method can also be applied to any independent suspension types, including the multi-link suspension.