DYNATUNE END USER LICENSE AGREEMENT · The ramp can be modified in height ... One can set the...

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Analytical Model:

This workbook allows the calculation of spring & damper setup of a vehicle. The model behind it is a classical 5 DOF/PART spring damper (bicycle) model with interactions of front and rear axles on vehicle body.

The model itself is based on fully linear differential equations with a (partially) non-linear representation of the damper data. The tire and the road are always connected.

The differential equations of the vehicle system are being solved by numerical integration/differentiation over time with a step size of 0.001 sec.

Input Data:

Vehicle Data - Masses, Weight Distribution & Inertia

Spring & Tire Stiffness

Suspension Motion Ratio

Measured Damper Data for Jounce & Rebound (@ standard damper speeds)

Scaling Factors for Jounce & Rebound Damping for quick tuning possibility

Output / Results:

Front & Rear Body & Wheel Ride Frequencies

Bounce & Pitch Center Location

Percentage Critical Damping Graphs

Frequency Transfer Function Graphs for Body & Wheel Movements with respect to a Sinusoidal Road Input Signal

Ramp Sine / Step Time History Response Function Graphs for Body, Wheel, Damper Speeds and Dynamic Wheel Loads

KPI / Metrics for Grip, Body Movements & Accelerations

4 POSTER SWEEP SINE TEST (FREQUENCY TRANSFER FUNCTION):

The 4 Poster Sweep Sine Test replicates virtually some of the tests that ary physically executed on a hydraulic 4 (or 7) poster rig. It excites the car with usually a sinusoidal road input

in order to see how the vehicle reacts / create a frequency transfer function of the vehicle. Frequency Transfer Functions are usually plotted in logarithmic scales.

A Frequency Transfer Function describes the relationship between an output value and an input value as an amplitude ratio in a certain frequency range (Frequency Domain).

In the automotive world of vehicle dynamics this frequency range is basically defined from 0 Hz to 20 Hz . So it is here in this workbook.

In order to create a Frequency Transfer Function an artificial sinusoidal signal (in the time domain) is being used that starts at 0 Hz and goes up to around 100 Hz over time (in about 4 seconds).

The high frequency of 100 Hz is necessary because the algorithm that is being used to create this function - a so called Fast Fourier Transformation (FFT) - needs to have approximately 4 times

or higher frequency content to create a smooth curve for a range of 0 to 20 Hz. Besides that the algortihm also needs to have sufficient "energy" input in the lower frequency range to create reliable results.

Considering these boundaries DYNATUNE STM uses a base signal that starts at 20 mm amplitude at 0 Hz en ends at 5mm amplitude at around 100 Hz.

This type of signal is also related to the real world were the higher road amplitudes are at lower frequencies (longer "waves") and smaller inputs are present at higher frequencies (shorter spikes).

The standard signal should be OK for most applications but it can be changed with the indicated parameters on the sheets if necessary or desired.

The Frequency Transfer Function can be calculated for a vertical BOUNCE mode or for an antiphased front to rear input, a so called PITCH mode.

The FFT algortihm is by itself rather complex and without going into details a few key factors one should know/consider:

1) The FFT algorithm is a rather cpu intensive procedure.

2) The FFT algorithm needs to have 2^n data points. For this reason the "simulation time" exist out 4,096 seconds that represent 4096 data points (=2^12) and remains always constant.

3) The FFT algorithm does only work well with a linear system. Since the shock absorber is both non-linear (knee-point) as a-symmetric (jounce/rebound) some filtering has to be performed to make the FFT work.

RAMP SINE / STEP INPUT TEST:

In the Ramp Sine / Step Input Test, the movements of wheel and body can be analyzed over time after passing a ramp (smooth 1/4 sinusoidal oscillation). The ramp can be modified in height (either up or down) and length.

By the defined length of the ramp and by adjusting the vehicle speed, the time for passing the ramp and the frequency content of the ramp are being changed, which is usefull for relating to the sweep sine test procedure results.

The test procedure is also particularily usefull for finding the best compromise/ratio between jounce & rebound damping, keeping the overall damping constant whilst looking at different vehicle speeds (= excitation frequency).

General Notes on the Workbook:

The default calculation setting of the workbook is set to automatic recalculation. Since hower both the real time resolution of the differential equations for the Sweep Sine & Ramp Sine Test as the FFT post processing procedure

are quite cpu intensive the sheets can be slow in updating (depending on the hardware of the computer). One can set the default calculation mode to manual calculation on the sheets, but in order to update the results

one must either press key F9 (default Excel button) or use the Calculation Button on the sheets

EXAMPLES FOR "GOOD" TARGET TRANSFER FUNCTIONS:

Frequency Transfer Function ERROR States

DYNATUNE SUSPENSION TUNING MODULE RELEASE 7.1Copyright

DYNATUNE-XL

ROAD - CAR RACE - CAR

START AMPLITUDE TOO LOW

VERY SPORTY ROAD - CAR

FREQUENCY INCREASE SCALING TOO HIGHFREQUENCY INCREASE SCALING TOO LOW

Vehicle Data

Wheel Base 2715,0 mm

Weight Distribution 58,00 %Front

Total Mass 1750,0 kg

Fr. Wheel Load 9957,2 N FALSE

Rr. Wheel Load 7210,4 N

Vehicle Pitch Inertia 2300,0 kgm2

Pitch Inertia Sprung Mass 1933,8 kgm2

Front Suspension Data

Front Unprung Mass (Corner) 55,0 kg

Fr. Tire Vert. Stiffness 200,00 N/mm

Fr. Tire % Critical Damping 3,00 %

Fr. Tire Damping Rate 212,04 Ns/m

Fr. Spring/Damper to Wheel Motion Ratio * 0,95 -

Fr. SPRING Rate 30,00 N/mm

Fr. WHEEL Rate (incl. Scaling) 27,08 N/mm

Fr. RIDE Rate (incl. Tire) 23,85 N/mm

* motion ratio from 0 to 1 (1 = wheel travel)

Fr. Body Frequency 1,231 Hz

Fr. Body Ride Frequency (incl. Tire) 1,155 Hz

Fr. Wheelhop Frequency 10,227 Hz

Jounce Speed [mm/s] Jounce Force [N]Rebound Speed

[mm/s]Rebound Force [N]

Jounce

Speed [mm/s]

Jounce

Force [N]

Rebound

Force [N]

Damping Rate

Jounce [Ns/m]

Damping Rate

Rebound [Ns/m]

Rebound/Jounce

Ratio [-]

0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0

52,0 110,0 -52,0 -250,0 52,0 110,0 -250,0 2115,4 -4807,7 2,27

131,0 360,0 -131,0 -740,0 131,0 360,0 -740,0 2748,1 -5648,9 2,06

262,0 600,0 -262,0 -1500,0 262,0 600,0 -1500,0 2290,1 -5725,2 2,50

393,0 720,0 -393,0 -1670,0 393,0 720,0 -1670,0 1832,1 -4249,4 2,32

524,0 820,0 -524,0 -1800,0 524,0 820,0 -1800,0 1564,9 -3435,1 2,20

1048,0 1160,0 -1048,0 -2300,0 1048,0 1160,0 -2300,0 1106,9 -2194,7 1,98

1572,0 1530,0 -1572,0 -2920,0 1572,0 1530,0 -2920,0 973,3 -1857,5 1,91

Rear Suspension Data

Rear Unsprung Mass (Corner) 45,0 kg

Rr. Tire Vert. Stiffness 200,00 N/mm

Rr. Tire % Critical Damping 3,00 %

Rr. Tire Damping Rate 190,29 Ns/m

Rr. Spring/Damper to Wheel Motion Ratio * 0,97 -

Rr. Vert. SPRING Rate 25,00 N/mm

Rr. WHEEL Rate (incl. Scaling) 23,52 N/mm

Rr. RIDE Rate (incl. Tire) 21,05 N/mm

* motion ratio from 0 to 1 (1 = wheel travel)

Rr. Body Frequency 1,359 Hz

Rr. Body Ride Frequency (incl. Tire) 1,286 Hz

Rr. Wheelhop Frequency 11,217 Hz

Jounce Speed [mm/s] Jounce Force [N]Rebound Speed

[mm/s]Rebound Force [N]

Damper

Speed [mm/s]

Jounce

Force [N]

Rebound

Force [N]

Damping Rate

Jounce [Ns/m]

Damping Rate

Rebound [Ns/m]

Rebound/Jounce

Ratio [-]

0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0

52,0 110,0 -52,0 -110,0 52,0 110,0 -110,0 2115,4 -2115,4 1,00

131,0 300,0 -131,0 -450,0 131,0 300,0 -450,0 2290,1 -3435,1 1,50

262,0 450,0 -262,0 -1000,0 262,0 450,0 -1000,0 1717,6 -3816,8 2,22

393,0 540,0 -393,0 -1130,0 393,0 540,0 -1130,0 1374,0 -2875,3 2,09

524,0 620,0 -524,0 -1240,0 524,0 620,0 -1240,0 1183,2 -2366,4 2,00

1048,0 880,0 -1048,0 -1730,0 1048,0 880,0 -1730,0 839,7 -1650,8 1,97

1572,0 1170,0 -1572,0 -2430,0 1572,0 1170,0 -2430,0 744,3 -1545,8 2,08

Wheel Vertical

Speed [mm/s]

Jounce

Force [N]

Rebound

Speed [mm/s]

Rebound

Force [N]

Jounce Speed

[mm/s]Jounce Force [N]

Rebound Speed

[mm/s]

Rebound Force

[N]

0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0

54,7 104,5 -54,7 -237,5 54,7 104,5 -54,7 -237,5

137,9 342,0 -137,9 -703,0 137,9 342,0 -137,9 -703,0

275,8 570,0 -275,8 -1425,0 275,8 570,0 -275,8 -1425,0

413,7 684,0 -413,7 -1586,5 413,7 684,0 -413,7 -1586,5

551,6 779,0 -551,6 -1710,0 551,6 779,0 -551,6 -1710,0

1103,2 1102,0 -1103,2 -2185,0 1103,2 1102,0 -1103,2 -2185,0

1654,7 1453,5 -1654,7 -2774,0 1654,7 1453,5 -1654,7 -2774,0

Wheel Vertical

Speed [mm/s]

Average %

Damping Body

% Damping Body

in Jounce

% Damping Body in

Rebound

Damper Speed

[mm/s]Overall Body Body Comression Body Rebound

0,0 0,0% 0,0% 0,0% 0,0 0,0 0,0 0,0

54,7 44,6% 27,3% 62,0% 54,7 0,45 0,27 0,62

137,9 54,1% 35,4% 72,8% 137,9 0,54 0,35 0,73

275,8 51,7% 29,5% 73,8% 275,8 0,52 0,30 0,74

413,7 39,2% 23,6% 54,8% 413,7 0,39 0,24 0,55

551,6 32,2% 20,2% 44,3% 551,6 0,32 0,20 0,44

1103,2 21,3% 14,3% 28,3% 1103,2 0,21 0,14 0,28

1654,7 18,2% 12,5% 23,9% 1654,7 0,18 0,13 0,24

Wheel Vertical

Speed [mm/s]

Average %

Damping Wheel

% Damping Wheel

in Jounce

% Damping Wheel

in Rebound

Damper Speed

[mm/s]Overall Wheel

Wheel

ComressionWheel Rebound

0,0 0,0% 0,0% 0,0% 0,0 0,0 0,0 0,0

54,7 44,2% 27,0% 61,4% 54,7 0,44 0,27 0,61

137,9 53,6% 35,1% 72,1% 137,9 0,54 0,35 0,72

275,8 51,2% 29,2% 73,1% 275,8 0,51 0,29 0,73

413,7 38,8% 23,4% 54,3% 413,7 0,39 0,23 0,54

551,6 31,9% 20,0% 43,9% 551,6 0,32 0,20 0,44

1103,2 21,1% 14,1% 28,0% 1103,2 0,21 0,14 0,28

1654,7 18,1% 12,4% 23,7% 1654,7 0,18 0,12 0,24

BLUE = ENTER DATA (SUSPENSION)

GREEN = ENTER DATA (CAR & CONTROL)

RED = DO NOT TOUCH - CALCULATED RESULTS

VEHICLE 1

Front Suspension Measured Damper Data

Rear Suspension Measured Damper Data

Calculated FRONT Damper Force @ WHEEL

(considering motion ratio & scaling factor)

DYNATUNE SUSPENSION TUNING MODULE RELEASE 7.1Copyright

DYNATUNE-XL

Front Body % Critical Damping


Front Wheel % Critical Damping


Front Body Percent Critical Damping

Front Wheel Percent Critical Damping

Calculated Front Damper Force @ WHEEL

(considering motion ratio)

Measured Damper Data

Measured Damper Data

-3500

-3000

-2500

-2000

-1500

-1000

-500

0

500

1000

1500

2000

0 200 400 600 800 1000 1200 1400 1600 1800

Dam

per

Fo

rce [

N]

Damper Speed [mm/s]

Front Suspension Damper Data

Jounce Measured Data Jounce Scaled Rebound Measured Data Rebound Scaled

-3000

-2500

-2000

-1500

-1000

-500

0

500

1000

1500

0 200 400 600 800 1000 1200 1400 1600 1800

Dam

per

Fo

rce [

N]

Damper Speed [mm/s]

Rear Suspension Damper Data

Bump Measured Data Jounce Scaled Rebound Measured Data Rebound Scaled

-3000

-2000

-1000

0

1000

2000

0 200 400 600 800 1000 1200 1400 1600 1800

Wh

eel D

am

pin

g F

orc

e[N

]

Wheel Vertical Speed [mm/s]

Front Suspension Damper Data @ Wheel

0%

10%

20%

30%

40%

50%

60%

70%

80%

0 200 400 600 800 1000 1200 1400 1600 1800

Perc

en

tag

e C

riti

cal D

am

pin

g [%

]

Vertical Wheel Speed [mm/s]

Percentage Critical Damping - Front

Average % Damping Body % Damping Body in Jounce

% Damping Body in Rebound Average % Damping Wheel

% Damping Wheel in Jounce % Damping Wheel in Rebound

0%

10%

20%

30%

40%

50%

60%

0,0 500,0 1000,0 1500,0 2000,0

Cri

tical D

am

pin

g [%

]


Percentage Critical Damping - Front Body & Wheel

Body Wheel

0%

10%

20%

30%

40%

50%

60%

0,0 500,0 1000,0 1500,0 2000,0

Cri

tical D

am

pin

g [%

]


Percentage Critical Damping - Rear Body & Wheel

Body Wheel

CALCULATE / F9Manual Calculation

Wheel Vertical

Speed [mm/s]

Jounce

Force [N]

Rebound

Speed [mm/s]

Rebound

Force [N]

Jounce Speed

[mm/s]Jounce Force [N]

Rebound Speed

[mm/s]

Rebound Force

[N]

0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0

53,6 106,7 -53,6 -106,7 53,6 106,7 -53,6 -106,7

135,1 291,0 -135,1 -436,5 135,1 291,0 -135,1 -436,5

270,1 436,5 -270,1 -970,0 270,1 436,5 -270,1 -970,0

405,2 523,8 -405,2 -1096,1 405,2 523,8 -405,2 -1096,1

540,2 601,4 -540,2 -1202,8 540,2 601,4 -540,2 -1202,8

1080,4 853,6 -1080,4 -1678,1 1080,4 853,6 -1080,4 -1678,1

1620,6 1134,9 -1620,6 -2357,1 1620,6 1134,9 -1620,6 -2357,1

Wheel Vertical

Speed [mm/s]

Average %

Damping Body

% Damping Body

in Jounce

% Damping Body in

Rebound

Damper Speed

[mm/s]Overall Body Body Comression Body Rebound

0,0 0,0% 0,0% 0,0% 0,0 0,0 0,0 0,0

53,6 36,1% 36,1% 36,1% 53,6 0,36 0,36 0,36

135,1 48,9% 39,1% 58,7% 135,1 0,49 0,39 0,59

270,1 47,3% 29,3% 65,2% 270,1 0,47 0,29 0,65

405,2 36,3% 23,5% 49,1% 405,2 0,36 0,23 0,49

540,2 30,3% 20,2% 40,4% 540,2 0,30 0,20 0,40

1080,4 21,3% 14,3% 28,2% 1080,4 0,21 0,14 0,28

1620,6 19,6% 12,7% 26,4% 1620,6 0,20 0,13 0,26

Wheel Vertical

Speed [mm/s]

Average %

Damping Wheel

% Damping Wheel

in Jounce

% Damping Wheel

in Rebound

Damper Speed

[mm/s]Wheel Average

Wheel

ComressionWheel Rebound

0,0 0,0% 0,0% 0,0% 0,0 0,0 0,0 0,0

53,6 31,4% 31,4% 31,4% 53,6 0,31 0,31 0,31

135,1 42,5% 34,0% 51,0% 135,1 0,42 0,34 0,51

270,1 41,0% 25,5% 56,6% 270,1 0,41 0,25 0,57

405,2 31,5% 20,4% 42,7% 405,2 0,32 0,20 0,43

540,2 26,3% 17,6% 35,1% 540,2 0,26 0,18 0,35

1080,4 18,5% 12,5% 24,5% 1080,4 0,18 0,12 0,24

1620,6 17,0% 11,0% 22,9% 1620,6 0,17 0,11 0,23

Output Parameter RESULTS

Fr. Ride Frequency 1,155 Hz

Rr. Ride Frequency 1,286 Hz

Ratio Rr/Fr Ride Frequency 1,113 -

Body CoG Pitch Frequency (frequency one) 1,490 Hz Note 1: Usually the natural Pitch Frequency is higher than the natural Bounce Frequency

Body CoG Bounce Frequency (frequency two) 1,195 Hz Note 2: The sign indicates whether the Motion Center is located fore or aft relative to CoG x-Position

Pitch Center (motion center one) 0,258 m * * Positive number = distance from CoG in forward direction

Bounce Center (motion center two) -4,827 m * * Negative number = distance from CoG in rearward direction

Pitch Center (motion

center one)-0,882 m ** ** Positive Number = In front of Front Axle

Bounce Center

(motion center two)-5,968 m ** ** Negative Number = Behind Front Axle

Fr. WHEEL rate from - to 20,3 33,8 N/mm

Rr. WHEEL rate from - to 17,6 29,4 N/mm

RANGE CARPET PLOTS FROM 75% TO 125% WHEEL RATE

BOUNCE & PITCH CENTER CARPET PLOTS

BOUNCE & PITCH CENTERS

The differential equations for the analytical model of the body movement provide 2 solutions, so called Motion Centers

("one" and "two"). The Motion Center that is located at the nearest distance from the CoG (usually solution "one") is called

PITCH CENTER and is located within the Wheel Base.The Motion Center that is located at the furthest distance from the CoG

(usually solution "two") is called BOUNCE CENTER and is located outside of the Wheel Base.

Note: Depending on the weight distribution & spring setup, the two motion centers can exchange positions.

Tuning Recommendation: Pitch Center should be as close as possible

to Front Axle

Tuning Recommendation: Bounce Center should be as far as possible

from Front Axle - ideally at least as far away as the equivalent to one

wheelbase length

Relative to FRONT AXLE

Rear Wheel % Critical Damping

(considering motion ratio & scaling factor)Rear Wheel Percent Critical Damping

Calculated REAR Damper Force @ WHEEL


Rear Body % Critical Damping


Calculated Rear Damper Force @ WHEEL

(considering motion ratio)

Rear Body Percent Critical Damping

-3000

-2500

-2000

-1500

-1000

-500

0

500

1000

1500

0 200 400 600 800 1000 1200 1400 1600 1800

Wh

eel D

am

pin

g F

orc

e [

N]


Rear Suspension Damper Data @ Wheel

0%

10%

20%

30%

40%

50%

60%

70%

0 200 400 600 800 1000 1200 1400 1600 1800

Perc

en

tag

e C

riti

cal D

am

pin

g [%

]


Percentage Critical Damping - Rear

Average % Damping Body % Damping Body in Jounce

% Damping Body in Rebound Average % Damping Wheel

% Damping Wheel in Jounce % Damping Wheel in Rebound

-10,0

-8,0

-6,0

-4,0

-2,0

0,0

2,0

4,0

6,0

8,0

10,0

20,3

24,4

28,4

32,5

Rear Wheel Rate [N/mm]

Dis

tan

ce [m

]

FrontWheel Rate [N/mm]

Motion Center "Two" relative to Front Axle (usually Bounce) 8,0-10,0

6,0-8,0

4,0-6,0

2,0-4,0

0,0-2,0

-2,0-0,0

-4,0--2,0

-6,0--4,0

-8,0--6,0

-10,0--8,0

17,6

21,2

24,7

28,2

-1,6

-1,4

-1,2

-1,0

-0,8

-0,6

-0,4

-0,2

0,0

20,323,0

25,728,4

31,133,8


Dis

tan

ce [m

]

RearWheel Rate [N/mm]

Motion Center "One" relative to Front Axle (usually Pitch) -0,2-0,0

-0,4--0,2

-0,6--0,4

-0,8--0,6

-1,0--0,8

-1,2--1,0

-1,4--1,2

-1,6--1,4

0,0

0,2

0,4

0,6

0,8

1,0

1,2

1,4

1,6

1,8

20,3

24,4

28,4

32,5

Front Wheel Rate [N/mm]

Fre

qu

en

cy [H

z]


Frequency "One" (usually Pitch) 1,6-1,8

1,4-1,6

1,2-1,4

1,0-1,2

0,8-1,0

0,6-0,8

0,4-0,6

0,2-0,4

0,0-0,2

0,0

0,2

0,4

0,6

0,8

1,0

1,2

1,4

20,3

24,4

28,4

32,5


Fre

qu

en

cy [H

z]


Frequency "Two" (usually Bounce) 1,2-1,4

1,0-1,2

0,8-1,0

0,6-0,8

0,4-0,6

0,2-0,4

0,0-0,2

ROAD INPUT

Start Vertical Road Input Amplitude @ 0 Hz 20,0 mm

End Road Imput Amplitude @102,4Hz 5,0 mm

Frequency Increase Scaling (Low to High) 1,00 -

TRUE FALSE

FALSE FALSE

Body Dyn. Overshoot @ Peak Resonance Freq. 3,983 mm/mm Body Dyn. Overshoot @ Peak Resonance Freq. 3,712 mm/mm

Dynamic Wheel Load Indicator 0 - 20 Hz * 10,608 - Dynamic Wheel Load Indicator 0 - 20 Hz * 10,866 -

* Area under/above of wheel curves with respect to value 1. The lower this value is, the closer the curve remains to 1.

Front Jounce Damping Scaling Factor 1,00 - Rear Jounce Damping Scaling Factor 1,00 -

Front Spring Rate Scaling Factor 1,00 - Rear Spring Rate Scaling Factor 1,00 -

Front Rebound Damping Scaling Factor 1,00 - Rear Rebound Damping Scaling Factor 1,00 -

The Spring & Damper Scaling Factors mutiply the spring rates and the measured damper data by the selected factor - for jounce & rebound separately.

z-Height of Ramp (Up +, Down -) 0,020 m 1,90 s Time to pass over ramp 0,018 s

x-Length of Ramp 0,250 m Delay Rear to Front Axle 0,195 s

Velocity over Ramp 50,0 kph FALSE FALSE Excitation Frequency 13,89 Hz

Set ramp height to 0 for test deactivation

TUNING GUIDANCE: THE LOWER THE NUMBERS THE BETTER FOR MECHANICAL GRIP

Time to 95% dampened oscillation 0,709 s Max. Dynamic Wheel Load 2943,3 N

Dynamic Peak Overshoot 1,067 m/m Min. Dynamic Wheel Load -2770,3 N

Time to reach Peak Value 0,613 s Dynamic Wheel Load Indicator * 6,80 -

Maximum Vertical Acceleration 3,30 m/s² * Integral of the area of the Dynamic Wheel Load Curver over time

Time to 95% dampened oscillation ** 0,536 s Max. Dynamic Wheel Load 2942,3 N

Dynamic Peak Overshoot 1,152 m/m Min. Dynamic Wheel Load -2894,1 N

Time to reach Peak Value ** 0,367 s Dynamic Wheel Load Indicator * 7,93 -

Maximum Vertical Acceleration 4,42 m/s² ** Without considering delay time due to wheelbase

Front Body Results

The Frequency Transfer Function indicates how many mm of vertical

displacement z Body & Wheel make per mm of road input for a given frequency.

Front Wheel Results

VERTICAL SINE RAMP / STEP INPUT TEST

SPRING & DAMPER

SCALING FACTORS

SPRING& DAMPER

SCALING FACTORS

TUNING GUIDANCE: THE LOWER THE NUMBERS THE BETTER FOR MECHANICAL GRIP

Simulation Time (0 - 5s)

Copyright

DYNATUNE-XL4 POSTER SWEEP SINE TEST

Rear Body Results Rear Wheel Results

REAR AXLE RESULTSFRONT AXLE RESULTS

0,01

0,1

1

10

0,1 1 10

Tra

nsfe

r F

un

cti

on

-A

mp

litu

de R

ati

o [

-]

Frequency [Hz]

Frequency Transfer Function - BOUNCE

Front Body Front Wheels Rear Body Rear Wheels CoG Vertical Z

-4000

-3000

-2000

-1000

0

1000

2000

3000

4000

0 5 10 15 20

Dam

per

Sp

eed

[m

m/s

]

Frequency [Hz]

Damper Speed for 0 - 20 Hz

Front

Rear

-5

-4

-3

-2

-1

0

1

2

3

4

0 5 10 15 20

No

rm. D

yn

am

ic W

heel L

oad

[-]

Frequency [Hz]

Normalized Dynamic Wheel Load / Static Load for 0 - 20 Hz

Front

Rear

-0,005

0

0,005

0,01

0,015

0,02

0,025

0,03

0,035

0,00 0,50 1,00 1,50 2,00

Vert

ical D

isp

lacem

en

t [m

]

Time [s]

Front Displacements

Road Input

Front Wheel

Front Body

-4000

-3000

-2000

-1000

0

1000

2000

3000

4000

0,00 0,50 1,00 1,50 2,00

Dyn

am

ic W

heel L

oad

[N

]

Time [s]

Front Dynamic Wheel Load

-600

-400

-200

0

200

400

600

800

1000

0,00 0,50 1,00 1,50 2,00

Dam

per

Sp

eed

[m

m/s

]

Time [s]

Front Damper Speed

-0,005

0

0,005

0,01

0,015

0,02

0,025

0,03

0,035

0,00 0,50 1,00 1,50 2,00

Vert

ical D

isp

lacem

en

t [m

]

Time [s]

Rear Displacements

Road Input

Rear Wheel

Rear Body

-25

-20-15

-10-50

510

1520

25

0 5 10 15 20

Am

plitu

de [

mm

]

Frequency [Hz]

Road Input Signal / Amplitude for 0 - 20 Hz

-4.000

-3.000

-2.000

-1.000

0

1.000

2.000

3.000

4.000

0,00 0,50 1,00 1,50 2,00

Dyn

am

ic W

heel L

oad

[N

]

Time [s]

Rear Dynamic Wheel Load

-800

-600

-400

-200

0

200

400

600

800

1.000

1.200

0,00 0,50 1,00 1,50 2,00

Dam

per

Sp

eed

[m

m/s

]

Time [s]

Rear Damper Speed

-25

-20

-15

-10

-5

0

5

10

15

20

25

0 0,5 1 1,5 2 2,5 3 3,5 4

Am

plitu

de [

mm

]

Time [s]

Road Input Signal / Amplitude - Time History

-5

0

5

10

15

20

25

30

0,00 0,50 1,00 1,50 2,00

Sp

rin

g T

rav

el [m

m]

Time [s]

Front Spring Travel

-5

0

5

10

15

20

25

30

0,00 0,50 1,00 1,50 2,00

Sp

rin

g T

rav

el [m

m]

Time [s]

Rear Spring Travel

-1,5

-1

-0,5

0

0,5

1

1,5

2

0,00 0,50 1,00 1,50 2,00Vert

ical / P

itch

Accele

rati

on

[m

/s² &

°/s

²]

Time [s]

Center of Gravity Acceleration

Vertical Acceleration

Pitch AngleAcceleration / 100

-0,3

-0,2

-0,1

0

0,1

0,2

0,3

0,4

0,00 0,50 1,00 1,50 2,00

Vert

ical / P

itch

Velo

cit

y [m

/s &

°/s

]

Time [s]

Center of Gravity Velocity

Vertical Velocity

Pitch AngleVelocity / 10

-0,01

-0,005

0

0,005

0,01

0,015

0,02

0,025

0,03

0,035

0,00 0,50 1,00 1,50 2,00Vert

ical / P

itch

Dis

pla

cem

en

t [

m &

°]

Time [s]

Center of Gravity Displacement

VerticalDisplacement

Pitch Angle / 10

Front Excitation Only

Rear Excitation Only

BOUNCE MODE (DEFAULT)

ACTIVATE PITCH MODE

CALCULATE / F9

Front Excitation Only Rear Excitation Only

Wheel Base 2715,0 mm Front Rear Front Rear Wheel Base 2715,0 mm

Weight Distribution 58,00 %Front -0,882 m Body Frequency 1,231 1,359 Hz Body Frequency 1,101 1,489 Hz -0,622 m Weight Distribution 58,00 %Front

Total Mass 1750,0 kg -5,968 m Body Ride Frequency 1,155 1,286 Hz Body Ride Frequency 1,046 1,394 Hz -3,549 m Total Mass 1750,0 kg

Vehicle Pitch Inertia 2300,0 kgm2 Wheelhop Frequency 10,227 11,217 Hz Wheelhop Frequency 10,104 11,335 Hz Vehicle Pitch Inertia 2300,0 kgm2

Jounce

Speed

[mm/s]

Jounce Force

[N]

Rebound

Speed [mm/s]

Rebound

Force [N]

Jounce

Speed

[mm/s]

Jounce

Force [N]

Rebound

Speed

[mm/s]

Rebound

Force [N]

Front Unprung Mass 55,0 kg 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 Front Unprung Mass 55,0 kg

Fr. Tire Vert. Stiffness 200,00 N/mm 52,0 110,0 -52,0 -250,0 52,0 121,0 -52,0 -225,0 Fr. Tire Vert. Stiffness 200,00 N/mm

Fr. Tire % Critical Damping 3,00 % 131,0 360,0 -131,0 -740,0 131,0 396,0 -131,0 -666,0 Fr. Tire % Critical Damping 3,00 %

Fr. Tire Damping Rate 212,04 Ns/m 262,0 600,0 -262,0 -1500,0 262,0 660,0 -262,0 -1350,0 Fr. Tire Damping Rate 209,50 Ns/m

Fr. Spring/Damper Motion Ratio 0,95 - 393,0 720,0 -393,0 -1670,0 393,0 792,0 -393,0 -1503,0 Fr. Spring/Damper Motion Ratio 0,95 -

Fr. SPRING Rate (incl. Scaling) 30,00 N/mm 524,0 820,0 -524,0 -1800,0 524,0 902,0 -524,0 -1620,0 Fr. SPRING Rate (incl. Scaling) 30,00 N/mm

Fr. WHEEL Rate (incl. Scaling) 27,08 N/mm 1048,0 1160,0 -1048,0 -2300,0 1048,0 1276,0 -1048,0 -2070,0 Fr. WHEEL Rate (incl. Scaling) 21,66 N/mm

Fr. RIDE Rate 23,85 N/mm 1572,0 1530,0 -1572,0 -2920,0 1572,0 1683,0 -1572,0 -2628,0 Fr. RIDE Rate 19,54 N/mm

Scaling Fr. Jounce 1,00 Rr. Jounce 1,00 Fr. Jounce 1,10 Rr. Jounce 0,90

Scaling Fr. Spring 1,00 Rr. Spring 1,00 Fr. Spring 0,80 Rr. Spring 1,20

Scaling Fr. Rebound 1,00 Rr. Rebound 1,00 Fr. Rebound 0,90 Rr. Rebound 1,10

Jounce

Speed

[mm/s]

Jounce Force

[N]

Rebound

Speed [mm/s]

Rebound

Force [N]

Jounce

Speed

[mm/s]

Jounce

Force [N]

Rebound

Speed

[mm/s]

Rebound

Force [N]

Rear Unsprung Mass 45,0 kg 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 Rear Unsprung Mass 45,0 kg

Rr. Tire Vert. Stiffness 200,00 N/mm 52,0 110,0 -52,0 -110,0 52,0 99,0 -52,0 -121,0 Rr. Tire Vert. Stiffness 200,00 N/mm

Rr. Tire % Critical Damping 3,00 % 131,0 300,0 -131,0 -450,0 131,0 270,0 -131,0 -495,0 Rr. Tire % Critical Damping 3,00 %

Rr. Tire Damping Rate 190,29 Ns/m 262,0 450,0 -262,0 -1000,0 262,0 405,0 -262,0 -1100,0 Rr. Tire Damping Rate 192,28 Ns/m

Rr. Spring/Damper Motion Ratio 0,97 - 393,0 540,0 -393,0 -1130,0 393,0 486,0 -393,0 -1243,0 Rr. Spring/Damper Motion Ratio 0,97 -

Rr. SPRING Rate (incl. Scaling) 25,00 N/mm 524,0 620,0 -524,0 -1240,0 524,0 558,0 -524,0 -1364,0 Rr. SPRING Rate (incl. Scaling) 25,00 N/mm

Rr. WHEEL Rate (incl. Scaling) 23,52 N/mm 1048,0 880,0 -1048,0 -1730,0 1048,0 792,0 -1048,0 -1903,0 Rr. WHEEL Rate (incl. Scaling) 28,23 N/mm

Rr. RIDE Rate 21,05 N/mm 1572,0 1170,0 -1572,0 -2430,0 1572,0 1053,0 -1572,0 -2673,0 Rr. RIDE Rate 24,74 N/mm

Body Dyn. Overshoot @ Peak Resonance Freq. 3,983 mm/mm Body Dyn. Overshoot @ Peak Resonance Freq. 3,712 mm/mm Body Dyn. Overshoot @ Peak Resonance Freq. 4,285 mm/mm Body Dyn. Overshoot @ Peak Resonance Freq. 3,265 mm/mm

Dynamic Wheel Load Indicator 0 - 20 Hz 10,608 - Dynamic Wheel Load Indicator 0 - 20 Hz 10,866 - Dynamic Wheel Load Indicator 0 - 20 Hz 11,053 - Dynamic Wheel Load Indicator 0 - 20 Hz 10,288 -

Start Vertical Road Input Amplitude @ 0 Hz 20,0 mm End Road Imput Amplitude @102,4Hz 5,0 mm Scaling 1,0 - Start Vertical Road Input Amplitude @ 0 Hz 20,0 mm End Road Imput Amplitude @102,4Hz 5,0 mm Scaling 1,0 -

z-Height of Ramp (Up +, Down -) 0,020 m z-Height of Ramp (Up +, Down -) 0,020 m

x-Length of Ramp 0,250 m Time to 95% dampened oscillation 0,709 s Time to 95% dampened oscillation 0,706 s x-Length of Ramp 0,250 m

Velocity over Ramp 50,000 kph Dynamic Peak Overshoot 1,067 m/m Dynamic Peak Overshoot 1,077 m/m Velocity over Ramp 100,000 kph

Time to reach Peak Value 0,613 s Time to reach Peak Value 0,586 s

Maximum Vertical Acceleration 3,30 m/s² Maximum Vertical Acceleration 3,26 m/s²

Max. Dynamic Wheel Load 2943,3 N Max. Dynamic Wheel Load 3624,5 N

Min. Dynamic Wheel Load -2770,3 N Min. Dynamic Wheel Load -2755,4 N

Dynamic Wheel Load Indicator 6,80 - Dynamic Wheel Load Indicator 7,66 -

Time to 95% dampened oscillation 0,536 s Time to 95% dampened oscillation 0,515 s

Dynamic Peak Overshoot 1,152 m/m Dynamic Peak Overshoot 1,137 m/m

Time to reach Peak Value 0,367 s Time to reach Peak Value 0,366 s

Maximum Vertical Acceleration 4,42 m/s² Maximum Vertical Acceleration 4,50 m/s²

Max. Dynamic Wheel Load 2942,3 N Max. Dynamic Wheel Load 3696,2 N

Min. Dynamic Wheel Load -2894,1 N Min. Dynamic Wheel Load -3086,6 N

Dynamic Wheel Load Indicator 7,93 - Dynamic Wheel Load Indicator 8,92 -

FRONT AXLE RESULTS REAR AXLE RESULTS FRONT AXLE RESULTS REAR AXLE RESULTS

Front Body Results Front Body Results

Copyright

DYNATUNE-XL DYNATUNE SUSPENSION TUNING MODULE RELEASE 7.1

4 POSTER SWEEP SINE TEST

SINE RAMP / STEP INPUT TEST

VEHICLE 1

SCALED Front Damper Data

SCALED Rear Damper Data SCALED Rear Damper Data

VEHICLE 2

Bounce & Pitch Center rel. To Front Axle

Pitch Centre

Bounce Centre

Bounce & Pitch Center rel. To Front Axle

Pitch Centre

Bounce Centre

SCALED Front Damper Data

Rear Wheel Results

Front Wheel Results

Rear Body Results

Rear Wheel Results

Front Wheel Results

Rear Body Results

0,01

0,1

1

10

0,1 1 10

Tra

nsfe

r F

un

cti

on

-A

mp

litu

de

Ra

tio

[-]

Frequency [Hz]



0,01

0,1

1

10

0,1 1 10

Tra

nsfe

r F

un

cti

on

-A

mp

litu

de

Ra

tio

[-]

Frequency [Hz]



-4000

-3000

-2000

-1000

0

1000

2000

0,0 200,0 400,0 600,0 800,0 1000,0 1200,0 1400,0 1600,0 1800,0

Dam

per

Fo

rce [

N]

Damper Speed [mm/s]

Front Damper Data (Scaling Included)

VEHICLE 1 VEHICLE 2

-3000

-2500

-2000

-1500

-1000

-500

0

500

1000

1500

0,0 200,0 400,0 600,0 800,0 1000,0 1200,0 1400,0 1600,0 1800,0

Dam

per

Fo

rce [

N]

Damper Speed [mm/s]

Rear Damper Data (Scaling Included)

VEHICLE 1 VEHICLE 2

0%

10%

20%

30%

40%

50%

60%

0,0 200,0 400,0 600,0 800,0 1000,0 1200,0 1400,0 1600,0 1800,0

Cri

tic

al D

am

pin

g [

%]


Percentage Critical Damping - Averages for Body & Wheel

Body Front Wheel Front

Body Rear Wheel Rear

0%

10%

20%

30%

40%

50%

60%

70%

0,0 200,0 400,0 600,0 800,0 1000,0 1200,0 1400,0 1600,0 1800,0

Cri

tic

al D

am

pin

g [

%]


Percentage Critical Damping - Averages for Body & Wheel

Body Front Wheel Front

Body Rear Wheel Rear

-0,005

0

0,005

0,01

0,015

0,02

0,025

0,03

0,035

0,00 0,50 1,00 1,50 2,00

Vert

ical

Dis

pla

cem

en

t [m

]

Time [s]

Displacements

Front Road Input Front Wheel Front Body

Rear Road Input Rear Wheel Rear Body

-0,005

0

0,005

0,01

0,015

0,02

0,025

0,03

0,035

0,00 0,50 1,00 1,50 2,00

Vert

ical

Dis

pla

cem

en

t [m

]

Time [s]

Displacements

Front Road Input Front Wheel Front Body

Rear Road Input Rear Wheel Rear Body

DYNATUNE END USER LICENSE AGREEMENT · The ramp can be modified in height ... One can set the...

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Transcript of DYNATUNE END USER LICENSE AGREEMENT · The ramp can be modified in height ... One can set the...