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This document is property of Kaz Technologies Not authorized for use by outside organizations
Damper Basics
Damper Design, Testing and Tuning
This document is property of Kaz Technologies Not authorized for use by outside organizations
By Jim Kasprzak
May 15, 2010
Presented to Formula SAE
This document is property of Kaz Technologies. Not authorized for use by outside organizations
Damper Basics
It is thought by many that dampers are a black art
That there is some “magic” to developing
and tuning dampers
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Damper Basics
We are here to dispel those myths and give you tools to develop dampers
However, there is art in damper tuning
The art is optimizing the damper using engineering knowledge &the proper tools
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“Sometimes I think that I would have enjoyed racing more in the days of the friction shock. Since you couldn’t do anything much to them or with them, I would have spent a lot less time being confused.”
Carroll Smith
Tune to Win, 1978
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PLEASE ask questions
at any time
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Course Outline
Damper Basics Inside the Damper Damper Testing Damper Design Advanced Tools The Last Word
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KAZ Technologies
KAZ TECHNOLOGIES started in 1995
Staff of 5 Engineers Over 85 years of combined racing & automotive engineering experience
Extensive vehicle suspension, ride and handling experience
Damper design, development, testing and manufacturing All types of springs, stabilizer bars, oil seals, shock absorbers and struts Ride & handling on standard suspension and advanced technologies NVH, tire testing, vehicle stability systems, race chassis development 7-Post and 4-Post test development and testing
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Experience Racing experience includes:
o Race driving o Race engineering o Chassis/Suspension
development o Data acquisition and
analysis o Suspension design,
analysis & fabrication o Shock absorber
development o 7-Post Testing
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KAZ TECHNOLOGIES GM Racing
Resident 7-post and shock technical specialists 7-post testing for GM Racing 7-Post & damper testing tools Race engineering
Other Race engineering Damper design & development Damper sales & service
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Jim Kasprzak-Race Engineering
36 years racing experience Developed 7-Post testing for GM Expertise includes:
Race Engineering 7-Post testing Suspension engineering Shock design, development & tuning Vehicle tuning
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Jim Kasprzak-Automotive 31 years automotive experience Arvin Ride Control
Director, Original Equipment Engineering Director, New Product Development
Monroe Auto Equipment Chief Engineer, Electronic Suspensions Manager, Suspension System Programs
Two shock design patents
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Course Outline
Damper Basics Inside the Damper Damper Testing Damper Design Advanced Tools The Final Word
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Damper Basics
A shock absorber is a damper! Functions of a damper Resonant frequencies How much damping?
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A Shock is a DAMPER!
Dampens sprung and unsprung mass Dissipates this energy into heat Only produces force when in motion Dampers are VELOCITY sensitive device
Force produced is proportional to velocity Damping is also a function of acceleration
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A Shock is a DAMPER! Sprung Mass
(Chassis)
Unsprung Mass
Spring Damper
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A Shock is a DAMPER!
The damper controls the suspension In broad terms:
Rebound controls sprung mass Compression controls unsprung mass
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Functions of a Damper
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Functions of a Damper
How do we use dampers on vehicles? Primary Function
Dampen sprung & unsprung resonant frequencies Secondary Function
Controls vehicle at pitch, heave and roll resonant frequencies
Controls rate of weight transfer Braking, corner entry, acceleration
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Functions of a Damper
At best, dampers are “The frosting on the cake” Dampens vibrations at resonant frequencies Controls rate of weight transfer Enhances vehicle performance
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Functions of a Damper
In worst case, dampers “Hold the cake together!” Compensates for structural deficiencies Controls heave, pitch, roll imbalances Used to compensate for deficiencies in design
or other components Compensates for lack of suspension travel
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Resonant Frequencies
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Resonant Frequencies A suspension is two
spring/mass/damper systems in series Body, chassis spring
and damper Suspension and tire
Sprung Mass (Chassis)
Unsprung Mass Suspension
Spring
Tire Spring Tire Damping
Damper
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Resonant Frequencies
Sprung Mass Unsprung Mass
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Typical Natural Frequencies
Sprung Mass FSAE 2.0 – 4 Hz Passenger Car 1 – 2 Hz NASCAR Cup Car 1.5 – 4 Hz
All 4 corners different!! Indy Car 3 -5 Hz
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Typical Natural Frequencies
Unsprung Mass FSAE 22 - 26 Hz Passenger Car 10 - 12 Hz NASCAR Cup Car 15 - 17 Hz Indy Car 23 - 27 Hz
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How Much Damping?
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How Much Damping?
Resonance
Critically Damped
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Milliken
Critical
Damping
Passenger
Car
Non-Aero
Racecars
Aero Racecars
Ride: 0.7-1.1
Roll: 6.0-9.0
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How Much Damping?
Critical Damping
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How Much Damping?
Critical Damping
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How Much Damping?
Proper Damping Ratio
0.2 -0.4 total system damping Great for theoretical calculations, but not very practical!
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How Much Damping? Effects of Different Damping
Gillespie
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How much Damping?
Tire Force Variation Considerations Damping is only required at resonant
frequencies Primarily sprung & unsprung mass resonance Damping required to control resonance
Damping at other frequencies increases tire force variation
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How much Damping?
Courtesy of Kaz Technologies and GM Racing
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How much Damping?
So, how much damping? The correct amount
To control resonances To control pitch and roll rates To control suspension travel Minimize tire force variation
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Questions?
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Inside the Damper
Damping force calculations Gas pressure Damper valve operation Compression pressure balance
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Damping Force Calculations
Monotube
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Damping Force Calculations
Monotube with Basevalve
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Gas Pressure
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Gas Pressure
Purpose Pressurizes oil in damper
Reduces hysteresis Creates static rod force Provides the pressure for gas spring
However, spring rate is low
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Gas Pressure Calculations
Gas Force
Ideal Gas Law
Gas Spring Rate
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Gas Pressure
In Monotube Balances the pressure in
compression chamber (P2) Prevents cavitation or lag High gas pressure typically required
Produces high friction and static rod force
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Gas Pressure
In Monotube with Basevalve Compensates for minor fluid loss Pressurizes oil in damper Balances pressure across base valve
P4 vs. P3
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Damper Valve Operation
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Rebound Flow
Low Speed Rebound Controls 0 – 2 in/sec damping In valving
Bleed holes By-pass jet Leakage
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Rebound – Low Speed
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Rebound Flow
Mid Speed Rebound Controls 2-8 in/sec damping In valving
Disc preload Disc stack
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Rebound – Mid Speed
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Rebound Flow
High Speed Rebound Controls > 8 in/sec damping In valving
Piston ports Restriction of disc stack travel
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Rebound – High Speed
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Compression Flow
Low Speed Compression Controls 0 – 2 in/sec damping In valving
Bleed holes By-pass jet Leakage
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Compression – Low Speed
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Compression Flow
Mid Speed Compression Controls 2-8 in/sec damping In valving
Disc preload Disc stack
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Compression – Mid Speed
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Compression Flow
High Speed Compression Controls > 8 in/sec damping In valving
Piston ports Restriction of disc stack travel
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Compression – High Speed
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Compression Pressure Balance
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Compression Pressure Balance
To maintain hydraulic integrity, you must have a balance of pressure drops in compression In Monotube between the piston and the gas
piston In Monotube with base valve, between piston,
base valve and gas pistion
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Compression Pressure Balance
Monotube Pressure in gas chamber must always
be greater than compression chamber
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Compression Pressure Balance
Monotube with Base valve Pressure drop across base valve must
always be greater than across piston
And Pressure in gas chamber must always be
greater than below base valve
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Compression Pressure Balance
What results from pressure imbalance?
Cavitation Hydraulic lag Hysteresis
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Cavitation
What is Cavitation? Negative pressure in rebound or compression
chamber Creates “void” in chamber Result is “lag” in force
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Cavitation
Base Valve Pressure
Compression Pressure
Rebound Pressure
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Cavitation
Cavitation No Cavitation
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Cavitation
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Cavitation
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Cavitation
Hydraulic
Lag
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Cavitation
Red = 100 psi
Green = 75 psi
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Cavitation
Cavitation is not always evident in Force/Velocity graph!
Red = 100 psi
Green = 75 psi
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Hysteresis
Hysteresis is also caused by compression pressure imbalance
Hysteresis
Red = Baseline Green = Hysteresis
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Proper Pressure Balance
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Questions?
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Damper Testing
Traditional damper testing Traditional damper dyno curves Damper curve analysis Proper test methods
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Traditional Damper Testing
Sine wave input Fixed stroke Single speed Single speed plot
Or Multiple speed Peak force plot
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Traditional Damper Testing
Mechanical Damper Tester Fixed stroke
Mechanically adjustable Scotch yoke or crank design Fixed speed for each test
Variable speed for multiple tests
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Traditional Damper Curves
Standard Roehrig Curves Force – Velocity Force – Absolute Velocity Compression Open, Rebound Closed Rebound Open, Compression Closed Force – Displacement PVP – Peak Velocity Plot
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Damper Dyno Curves
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Roehrig Control Panel
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Force - Velocity
Rebound
Compression
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Force - Absolute Velocity
Compression
Rebound
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Compression Open – Rebound Closed
Compression
Rebound
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Rebound Open – Compression Closed
Compression
Rebound
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Force - Displacement
Compression
Rebound
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PVP – Peak Velocity Plot
What is a PVP Plot? A collection of forces at peak velocities
Each force is plotted as a point A line is drawn through each point to generate the
curve Representation of peak force at each velocity
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PVP – Peak Velocity Plot
Curve connects Individual points
17 Peak Velocities
Rebound
Compression
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Complete Curve at Single Velocity
Compression
Rebound
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Single Speed Plot
Typical Plot 1 or 2 inch fixed stroke 10 in/sec peak velocity Only one speed
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Single Speed Plot
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Single Speed Plot
Pluses Has become the default standard Because the standard, easy comparison
between teams Easy to compare your data to another team’s
Good overall view of damper forces
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Single Speed Plot
Minuses Only one speed
Ignores acceleration affects Shows poor representation of low speed
controls Poor for comparison of damping performance
at low velocities
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Multiple Speed Plot
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Multiple Speed Plot
Pluses Able to see effects of acceleration Better analysis at each specific velocity
Focus on velocity car is working Observe how valving is working at each specific
velocity
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Multiple Speed Plot
Minuses No standardized set of velocities
Hard to compare results with other teams Analysis is more difficult
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Dyno Curve Analysis
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Dyno Curve Analysis
Want smooth, uniform curve No lags No signs of cavitation No incongruities Minimal hysteresis
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Hydraulic Lag
Hydraulic
Lag
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No Cavitation
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Minor Cavitation
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Slight Cavitation
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Cavitation
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Massive Cavitation
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Incongruity
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Hysteresis
Hysteresis
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Proper Curve
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Dyno Curve Analysis
Use opening side of curve This is the initial force seen by the vehicle
during any event Analyze entire cycle – NOT PVP
Use Force/Velocity and Force/Displacement Analyze multiple speeds
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Force – Absolute Velocity
Compression Open
Rebound Open
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Force – Displacement
Compression Open
Rebound Open
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Damper Test Methods
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Proper Damper Test Methods
Zero out damper weight Subtract gas force Test shock at operating temperature Test & analyze multiple speeds Analyze entire cycle, not PVP Use compression and rebound open
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Questions?
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Damper Design
Damper architecture Adjusters Design process Tuning process Tuning guides Damper care & feeding
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Damper Architecture
Twin tube Monotube Monotube with basevalve Twin tube with piggyback reservoir Monotube with remore reservoir Monotube with piggyback reservior
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Damper Architecture
Choose the design that serves the application Function Packaging Performance Price
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Twin Tube
Primarily used in OE applications Inexpensive Has to be mounted rod up Valving in piston and base valve Typically smaller piston OD than
monotube No separation between oil & gas Pressure balance required
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Monotube
Compression & rebound valving in piston
No base valve Typically high gas pressure
Pressure balance between piston and gas force required
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Monotube with Base Valve
Valving in piston and base valve Can run low gas pressure Pressure balance between piston
and base valve required Pressure balance between base
valve and gas pressure required
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Monotube with Remote Reservoir
Valving in piston and base valve Base valve typically in reservoir Remote reservoir for packaging
Can cause hysteresis and lags Same pressure balance as
monotube with base valve
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Monotube with Piggyback Reservoir
Valving in piston and base valve Base valve typically in reservoir Shorter length than monotube Same pressure balance as
monotube with base valve
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Twin Tube with Piggyback Reservoir
Valving in piston and base valve Base valve typically in reservoir Piston OD typically smaller than
monotube Same pressure balance as
monotube with base valve
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Adjusters
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Adjusters
Various types of adjusters Rebound Compression Rebound & compression High speed compression & rebound Low speed compression & rebound
Must decide what is important !
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Adjusters
Multiple adjusters interact High speed and low speed adjusters interact
They are not totally independent The setting of one adjuster will often determine the effectiveness of the other adjuster
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High Speed Compression Adjustment
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Low Speed Compression Adjustment
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Adjusters
Single Adjusters Typically rebound in rod Typically compression in reservoir Can adjust low speed, high speed or both
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Damper Design Process
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Damper Design Process
Design Considerations Damper architecture Damper features Packaging on vehicle Dimensions Performance characteristics Initial damping characteristics
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Damper Architecture
Choose the architecture that serves the application Function Packaging Performance Price
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Damper Features
Choose the features that serve your application Piston diameter Number and type of adjustments Piston and valving design Base valve design Jounce bumper?
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Packaging on Vehicle
Mountings Travel or stroke Is the damper a travel limiter? Coil-over spring travel on shock Jounce bumper travel
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Dimensions
Compressed and extended length Stroke or travel Mounting dimensions External tube diameters Spring dimensions Jounce bumper dimensions
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Performance Characteristics
Damping requirements Damping adjustment ranges Spring rates and travels Jounce bumper engagement point, rate
and travel
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Initial Damping Characteristics
How do you determine? Damper supplier recommendations Experience or records Calculations Simulation Guess
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Tuning Process
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Tuning Process
Damping curves from dyno test Fit check on vehicle Basic vehicle testing Advanced tuning Tuning considerations
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Damper Curves from Dyno
Need to know where you are starting! Force/Absolute Velocity curves
Multiple velocities Curves for each shock
Tuned/adjusted to match Curves for range of adjustments
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Fit Check on Vehicle
Make sure design is correct! Correct travels
Shock and spring Jounce bumper engagement No binding or interferences
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Base Vehicle Testing
Basic motions and transistions Basic ride motions
Low frequency input (Sprung resonance) Bumps (Unsprung resonance) Extreme travel events
Transistions Braking, turn-in, acceleration
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Advanced Tuning
More than basic tuning Track testing Transition maneuvers 7-post testing
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Tuning Considerations
A damper is a VELOCITY sensitive device Force is a function of velocity, not
displacement Can be used as a dynamic spring
Generate force when in motion Passive at steady state
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Tuning Considerations
Velocity for transients typically below 2 in/sec
Turn-in Braking Acceleration Aero control
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Tuning Considerations
Velocities for bumps typically 2-10 in/sec
Velocities for extreme travel events above 10 in/sec
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Tuning Guides
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Tuning Guides
There are many ways to use dampers Dampen resonant frequencies Dynamic spring Hold down device Jack up device
There are many correct answers
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Damper Care & Feeding
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Damper Care & Feeding
Main objective is repeatability and durability Tune adjusters so forces match Check gas pressure often Dyno test at least once a year Look for oil leakage Check for rod and seal damage
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Professional Damper Care
How race teams do it Damper settings checked with each setup and
set down Gas pressure checked each day Dampers curved before race Dampers rebuilt and forces matched after
each race
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Questions?
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Advance Tools
Damper testing
7-post testing
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Damper Testing
Multi-Frequency Testing Variable frequency and amplitude sine sweep Actual vehicle data
Actual data Low frequency (sprung resonance) data High frequency (unsprung resonance) data
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Damper Testing
Roehrig EMA Dyno Electro-magnetic actuator Triangle, sine, square and
composite waves Can play back shock
displacement data from track data
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Damper Testing
Multiple Input Test Traditional peak velocity sine wave Track data file Low frequency track data High frequency track data Sine sweep
Based on track data
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Multiple Input Test
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Multiple Input Test
Track Data
Low Freq Track Data
High Freq Track Data
Sine Sweep Based on Track Data Peak Velocity
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Kaz Tech Shock Testing Tools
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Kaz Tech Shock Testing Tools
EMA Complex Drive File Generator
Graphical Plotting & Analysis Tool
Results Workbook
Analysis Metrics
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7-Post Testing
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What is 7-Post Testing?
Simulates track input in a lab test Uses data from the race track to
reproduce input to the car Track input to the tires Aero and banking loads to the body
Sine sweep input for frequency testing
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What is a 7-post?
The 7-post shaker is an engineering system Exerts forces on the vehicle Records the forces that the vehicle puts back into the
system Records various system responses
A 7-post consists of 7 hydraulic actuators
4 actuators with wheel pans input road 3 actuators input aero loads
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What is a 7-post? Four wheel pan actuators
Input simulated road displacement into the vehicle Displacement driven
Same displacement throughout the test Load and acceleration measured at the wheel pans or platens Typically driven up to 50 Hz
Three down force actuators Load driven
Same load throughout the test (except when active aero is in use) Allows for vehicle displacement, acceleration, and velocities to
be a variable Typically driven up to 1 Hz
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7-Post Testing
7-Post Drive Inputs Sine sweep Track data based drive file Discreet event Low frequency from track data
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Why 7-Post Testing?
Solution to limited track tests Shock development Suspension set-ups
Measure response in the lab you cannot measure on the track Tire grip Aero loading
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Why 7-post Testing?
The 7-post will not give you the magic set of shocks or setup! It will give you: The knowledge of how each component
affects the whole system The magnitude of each effect An understanding on the cause and effect The information to make educated decisions
at the racetrack
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7-Post Testing is a Cycle
Track data gathering Drive file development Test planning Drive file evaluation Test execution Data analysis Application at the racetrack
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7-Post Testing Analysis
Required elements of analysis Tire force variation (mechanical grip) Body control Wheel control Aerodynamic downforce Driver comfort
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Kaz Tech 7-Post Testing
GM Racing 7-Post Testing 1977: First NASCAR 7-post test Numerous race wins Developed GM 7-Post Test Method
Test methods Data analysis routines Data presentation
Results taken directly to racetrack Continuous test development
Data analysis & reporting Testing Methodology
On-going assessment of 7-Post state-of-the-art
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Kaz Tech 7-Post Tools
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Kaz Tech 7-Post Tools Data Processing Results Workbook Customized Team Results and Reports Graphical Plotting & Analysis Tool Team Console Drive File Quality 7-Post Performance Load Transformation
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Questions?
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The Last Word
Records
When enough is enough!
References
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Records
If you don’t keep records, you start from scratch every time you start the car!
You can only improve if you know where you
are starting from!
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Records
Setup Sheets Run Log Driver Evaluation Sheets Race/Test Summary Track Data Files
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Setup Sheets
Baseline or starting setup Shop setup Final setup at track
Set down setup at end of each session Final set down set up at end of each test
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Event Information
Chassis Information
Aero Information
Gearbox Information
Session Tabs
Packer Gap
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Run Log
EXCEL File with Worksheets for: Race/Test Summary Worksheet for each session Data Analysis Summary Tire Summary Race Log
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Tabs for: -Summary -Data Analysis -Tire Sheet -Session Sheets -Race Log
Opening Page: Event Summary
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Session Information
Tire Info
Driver Comments
Tire Data
Changes
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Tire Sheet
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Race Information
Driver Comments
Tire Data
Lap Times & Leader Info
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This document is property of Kaz Technologies. Not authorized for use by outside organizations
This document is property of Kaz Technologies. Not authorized for use by outside organizations
Event Information
Weekend Summary
Race Summary
Driver De-Briefs
Next Race
Session Lap Times
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Track Data Files
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When Enough is Enough
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When Enough is Enough
Patrick Head AT&T Williams F1 Director of Engineering
It is not the team that achieves the most
horsepower or downforce that wins the race. It is the team with the best compromise of all the systems on that day that wins.
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When Enough is Enough
What does this mean? EVERYTHING is important!
No one system is more important that another EVERYTING is a compromise! You don’t have to have it all perfect to win
In fact, you won’t get all of it right! The best TOTAL package will win
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References
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References
Books by Carroll Smith Tune to Win Drive to Win Prepare to Win Engineer to Win Nuts, Bolts, Fasteners and Plumbing Handbook Engineer In Your Pocket
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References
Books Race Car Vehicle Dynamics
William F. Milliken and Douglas L. Milliken Fundamentals of Vehicle Dynamics
Thomas D. Gillespie Shock Absorber Handbook
John C. Dixon
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Kaz Technologies
http://www.kaztechnologies.com Information about Kaz Technologies Product information FSAE damper drawings, CAD and damping info Tech Tips Seminar downloads e-Store for FSAE products
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Kaz Technologies
Questions? [email protected]
Topics to Discuss?
http://www.facebook.com/Kaz.Technologies Start a discussion!
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Kaz Technologies
Jim Kasprzak
[email protected] 248-
855-3355
Tom Jaworski
734-536-3218
Jess Youngblood
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Kaz Technologies
http://www.facebook.com/Kaz.Tech
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Thanks!