Idiada Sim4u Workshop Motorsport 2010

In collaboration with
Integration of experimental techniques for the

optimisation of motorsport dynamic simulation
models
Summary
01_ Presentation of participants
02_ Motorsport chassis
development evolution
03_ Overview
04_ Typical software to correlate
05_ Laboratory tests
06_ Proving ground tests
Summary
03_ Overview
APPLUS IDIADA
SIM4U
AERODYNE
Presentation of participants: Idiada
Joan PUIG
Vehicle Dynamics
Laboratory Manager
www.idiada.com
jpuig2@idiada.com
Industrial engineer
10 years as a vehicle dynamics test and manager engineer
Proving ground testing (first 2 years)
Laboratory testing (last 8 years)
Wide range of vehicles tested
Passenger vehicles
Motorsport vehicles (F1, WRCC, WTCC)
Light and heavy commercial vehicles
Presentation of participants: Idiada

IDIADA offers automotive product development
services to assist its clients in fulfilling all legal and
consumer requirements and in succeeding in their
different markets around the world
PRODUCT
DEVELOPMENT
TESTING
HOMOLOGATION
Passive
Safety
European whole-vehicle
type-approval agency
Active
Safety
Accredited homologation
Japan, Brazil, Australia
etc.
Environment
Project Management for

homologation programs
Comfort
Reliability
Participation in Geneva
working groups under
WP29
Complete development projects

Development led by vehicle functionalities and performance
Concept
Finding &
Benchmarking
Styling &
Feasibility
Package &
Surfacing
Styling & packaging

freeze
Start
Prototype
Release
Concept phase
Styling
Product
Engineering
Simulation
(CAE)
Product
Engineering
Design
(CAD)
Tooling
Release
Development
Development
Test
Validation
Homologation
Pre-Production
SOP
Final validation &

Homologation Preparation
IDIADA Engineering Management
CAD
Feasibility
CAD 3D & 2D
CAD 3D & 2D
Production Optimization
Supplier Coordination
CAE
CAE
CAE
Prototype Coordination
Testing
Benchmark
Tests
Mule Test
Prototype Testing
Pre-production
Testing
Homologatio
n Tests
Engineering
Passive Safety
Structural analysis / Restraint system integration / Occupant protection / Pedestrian protection
Active Safety
Advanced chassis evaluation techniques / Chassis tuning & system development / Brake system
development
Powertrain
Integration / Engine calibration / CNG conversion / Alternative fuels / Anti-pollution systems
Engineering
NVH
Interior noise tuning / Noise and vibration releases / Exterior noise / Vibration fatigue
Comfort
HVAC system development and validation / Thermal comfort
Reliability
Structural, Powertrain and general vehicle durability / Market driver assessment, road
characterization and fleet validation
Electronics
On-board electronics systems development support & validation / EMC engineering & technical
solutions / Validation of ADAS
Presentation of participants
Benoit DAILLIEZ
CEO
www.sim4u.eu
Benoit.Dailliez@sim4u.eu
Services offered
Engineering consulting
Dedicated project management
Career headlines
Toyota F1 (> 6 years)

Senior engineer chassis R&D
Mechanical expertise
Asian Elec Vehicle Society
Simulation tools development
Cape town - Nuclear power
Test and validation engineering
Msc of advanced mechanics
Msc of civil engineering and FEM
Robert CHOULET
www.aerodyne.fr
CEO
Robert.Choulet@aerodyne.fr
Services offered
Ready to use simulation software
Tailored simulation software
Engineering consulting services
Conferences and seminars support
Career headlines
Toyota F1 (> 10 years)

Chassis R&D consultant
Peugeot Sport
Head of Dynamics & Aerodynamics
Bethenod Award (SIA)
Massion Medal (Industry)
Ecole Centrale de Paris (ECP)
Main clients
Main cars developed
Toyota F1 TF102 to TF109
Peugeot 905 EVO1 & EVO2
F1 Jordan Peugeot 196 & 197
Peugeot WRC
Porsche 917 Le Mans & Can-Am
Alfa Romeo 33TT12
Ligier F1 JS5 to JS11
Alfa Romeo F1 177 &179
Lola Can-Am T350 Carl Haas
MAIN PRODUCTS
DYNLAT
For lateral
simulation
7 DOF model /
linear solver
DYNLONGI
DYNSIM
includes both
models
available English
& French
32 / 64 bits and
Win7 compatible
For vertical
simulation
15 DOF model /
non linear solver
Summary
03_ Overview
Motorsport chassis devel. evolution

Program: V Diagram
Chassis PDS
Input:
Competition rules
Team expertise
Race!
Chassis Tuning
Tools:
Try-error check
Many loops were required due to complexity of the systems,

number of parameters and changing conditions (wind,
temperature, circuits)
Big room for improvement
PDS: Product Development Specifications
Vehicle
Development
Product Planning
Objective:
Faster vehicle!
Vehicle
Verification:
Sign off
Vehicle PDS

Program: V Diagram
Product Planning
Chassis PDS
Input:
Competition rules
Team expertise
Components-System
Targets
PDS: Product Development Specifications
Chassis Tuning
Tools:
Concept
development stage
Chassis-Axle
Development
Component-System
Development
Concept
Development
Chassis /
Axle Targets
Race!
Vehicle
Development
Concept Definition
Objective:
Faster vehicle!
Vehicle
Verification:
Sign off
Vehicle PDS

Concept definition: Target cascading
Chassis /
Axle Targets
ComponentsSystem Targets
Product Planning
Chassis
Tuning
Chassis-Axle
Development
Component-System
Development
Expert driver level
Concept
Development
Concept Definition
Chassis /
Axle PDS
Vehicle
Verification
Vehicle
Develop
ment
Product
Development
Specifications
Sign off
Vehicle PDS
Linear, Neutral,
Progressive,
Balanced,
Understeer
Gradient, Yaw
overshoot, Roll
damping,
Objective Test Driver

25
Frequency response test: ay-yawR
GAIN
Hyundai JM
0.2
Roll-steer, Roll
stiffness, Lateral
compliance,
0.1
20
0
-0.1
-0.2
-0.3
15
Delay (sec)
-0.4
180
120
60
10
0
-60
-120
Delay (deg)
-180
1
0.5
Coherence
0.5
1.5
ay-yawR
2.5
0
0.5
1 .5
2.5
Frequency [Hz]
Suspension Engineer

Concept and vehicle development
Chassis Tuning
Chassis /
Axle Targets
ComponentsSystem Targets
Product Planning
Chassis
Tuning
Chassis-Axle
Development
Component-System
Development
SIGN OFF
Concept
Development
Concept Definition
Chassis /
Axle PDS
Simulation support
Vehicle
Develop
ment
Product
Development
Specifications
Objective testing
Laboratory testing
Vehicle
Verification
Sign off
Vehicle PDS
Subjective Evaluations
Design Validation
Component & System level

Suspension K&C
Packaging & clearance
Fatigue testing
NVH validation
Virtual Development
Packaging
Intelligent mass reduction
FEM
Aero CFD
NVH performance
Dynamic vehicle simulations
Full scale simulators
Summary
03_ Overview
Overview
Different rigs and proving ground tests can be used for simulation
correlation
Typical correlation software
Laboratory tests
Proving ground tests
Instrumentation
Vehicle inertia measurements
Proving ground
Vehicle centre of gravity

measurements
Testing
Analysing
Kinematics and Compliance

tests (K&C tests)
Damper measurements
Vehicle damping (4 poster

measurements)
Crash test measurements
Summary
03_ Overview
04_ Typical correlation software
Typical type of software to correlate
DYNLAT, a module of
DYNSIM product
Complete car database.
7DOF linear solver
Multiple runs / cars

comparison.
User interface with graph

analysis toolbox.
Load / export / Print / save

database and results
! SOFTWARE available on IDIADA stand !
Typical type of software to correlate
DYNLAT, Database overview
DYNLAT, Run compare overview
Summary

measurements
Kinematics and Compliance tests

(K&C tests)
Damper measurements
Vehicle damping (4-poster

measurements)
03_ Overview
Vehicle (or component) supported by an air bearing (without friction)

Body free to move around an axis
Free degree of freedom limited by a spring
Inertia measured by period of oscillation technique
Each principal and secondary axis calculated by modifying the spring
position
Results:
Moment of inertia (Ixx, Iyy, Izz)
Products of inertia (Ixy,Ixz,Iyz)
Determination of the principal axis
Centre of gravity location
INERTIA Motorsport experience

Summary of main inertia to be measured
Minimum testing for basic simulation software
{Ix / Iy / Iz} of complete car on rigid springs @ nominal RH
{Iy } of FT & RR corner rotating parts
Testing for advanced simulation software
{Ix / Iy / Iz} of complete car on rigid springs @ nominal RH
{Ix / Iy / Iz / Ixz} of suspended mass (car body)
{Iy / Iz} of FT & RR corner rotating parts
Non suspensed mass nominal COG and weight
Note: complete car inertia may be re-calculated by simulation software (RH

taken into account
INERTIA Motorsport experience

Impact of inertia simulated on a racing car (LMP_Le_Mans) - DYNLAT
Impact of Yaw inertia
Yaw acceleration Vs time on steer input
Impact of Roll inertia

Roll
acceleration Vs time on steer input
Summary

measurements

(K&C tests)
Damper measurements

measurements)
03_ Overview
Vehicle CoG measurements

X & Y coordinates
Simple vehicle weight
Z coordinate
The technique used involes pitching the
vehicle and measuring the variation of axle
vertical force
Knife edge under each wheel is used for
avoiding tire contact patch dispersion
Test performed with the K&C test rig from
MTS
Suspension should be blocked
CoG Motorsport experience

CoG impact on vehicle dynamics
Usual measurement configuration
No ballast (added by simulation software if advanced enough)
No dummy driver (added by calculation if advanced CAD models)
No fuel / no liquids in (simulated)
Accuracy ranges
IDIADA bench relevant for Rallye / DTM / Endurance / Touring cars
F1 cars: CoG very low 200 / 230 mm and dry car weight too light (460/ 480
Kg) dedicated F1 bech required
CoG Motorsport experience

Impact of CoG simulated on a racing car (LMP_Le_Mans) - DYNLAT
Impact of X_CoG
Yaw acceleration Vs time on steer input
Impact of Z_CoG
Roll
acceleration Vs time on steer input
Summary

measurements

(K&C tests)
Damper measurements

measurements)
03_ Overview
K&C tests: Rig

MTS Single axle system with two platforms
Five degrees of motion on each platform
Vertical, longitudinal and lateral

displacements
Steer and roll angular movement
Platform motions
Item
Longitudinal (x)
Lateral (y)
Vertical (z)
Platform roll (x)
Steer (z)
Range
Accuracy
80 mm
80 mm
0,2 mm
0,2 mm
0,5 mm
0,03
0,03
- 275 to + 125mm
12
50
Six degrees-of-freedom load cells of high

capacity
Platform loads
Item
Longitudinal force (Fx)
Lateral force (Fy)
Vertical force (Fz)
Mx
My
Mz
Range
1400 daN
1400 daN
0-6000 daN
900 daNm
900 daNm
200 daNm
Accuracy
1.75 daN
1.75 daN
7.5 daN
5 Nm
5 Nm
2.5 Nm
K&C tests: Rig

Six degrees-of-freedom wheel motion
sensors for wheel position and orientation
Wheel centre motion
Extended range
nge
small range
Item
Vertical (z)
Longitudinal (x)
Lateral (y)
Steer (z)
Camber (x )
Spin (y )
Vertical (z)
Longitudinal (x)
Lateral (y)
Steer (z)
Camber (x )
Spin (y )
Range
50 mm
50 mm
50 mm
5
5
5
200 mm
80 mm
80 mm
45
20
45
Accuracy
0,2 mm
0,2 mm
0,2 mm
0,02
0,02
0,02
0,5 mm
0,4 mm
0,4 mm
0,10
0,10
0,10
Steering wheel robot

Steering Wheel Rotation Control
Item
Steering w heel angle
Torque capacity
Range
1080
40 Nm
Accuracy
0,08
0,07Nm
K&C tests: Rig

Confidential work area
Improved body fixing system
Spindle coupling tests
Tire coupling tests
K&C tests
K&C tests: Suspension quasistatic characterization
The main functions of a suspension are to:
Resist vertical and roll movements of the unsprung
masses and body
Keep a minimum load variation at the tire contact patch
Control the tyre attitude with respect to the road during
manoeuvres
z
y
TAR
Fy<0
CG
RC
- Fz2
Fyo
- Fzi1
Define the body instantaneous centres of rotation (roll

centre height, pitch centre height)
Transmit the forces from the tyre contact patch to the
body
All these functions appear together in normal
driving, and therefore involve demanding analytic
work for chassis development test engineers.
Fyi
+ Fzo1
+ Fz2
FBody
FTire
FTire
Splitting of the suspension

performance is required
K&C tests
Suspension Kinematics: Suspension performance as a result of its motion
Suspension movement due to body
bounce (Vertical test)
Suspension movement due to steering
wheel input (Steering test)
Suspension movement due to body
roll (Roll test)
Suspension Compliance: Suspension

performance under load.
Suspension compliance due to lateral force
inputs while cornering (Lateral test)
Suspension compliance due to longitudinal
braking forces at contact patch (Longitudinal
braking test)
Suspension compliance due to longitudinal acceleration forces at wheel centre
(Longitudinal acceleration test)
Suspension compliance due to the aligning torque inputs at the tire contact
patch due to the pneumatic trail while cornering (Aligning torque test)
K&C tests: Kinematics tests

Vertical test
Symmetrical vertical motion of

both left and right platforms
Roll angle maintained constant
at 0 degrees
Fx and Fy in force control to
zero
Mz in force control to zero

Vertical test results: Useful for the study of the springs motion ratio and non-linear
springs, bump stop interference, kinematics steer and camber evolution.
Wheel rate
Ride rate
Steer angle change
Camber angle
change
Lateral wheel centre
locus
Lateral position
change
Wheelbase change
Longitudinal wheel
centre locus
Kinematics roll
centre height
Kinematics antidive/anti-squat
angles
Kinematics pitch
centre

Management and reporting
Possibility to work with one or two shifts
Data is given in Excel format
Each test is checked every run through in-house software
Draft results are given after the measurements
Report with the main chassis characteristics and summary K&C graphs is
provided one week after the measurement
Static K&C tests
IDIADA application
Analysis
Wheel Rate
Both axles vertical motion test
10000
Linear Regression
Lf
Rf
F Aver.
Lr
Rr
R Aver.
6000
Wheel Rate [kN/m]
4000
Toe Angle Change [/m]
2000
Camber Angle Change [/m]
Hysteresis at Z=0 m
Lf
Rf
F Aver.
Lr
Rr
R Aver.
-2000
Wheel Rate [kN]
-4000
Toe Angle Change []
-6000
Camber Angle Change []
8000
Fz [N]
MTS
application
Analysis
-8000
-10000
Toe Angle Change
Z [mm]
3
2
SEAT
Cordova
Vehicle Year
Vehicle Identification
Comment 3
1999
SC
Left front wheel
Left rear wheel
0.25
Angle []
Vehicle Make
Vehicle Model
Comment 2
Angle []
Vehicle_Vertical_Test.tst
13-NOV-2003 12:38:39
Right rear wheel
Camber Angle Change
1
0.75
0.5
Test Name
Date Acquired
Comment 1
Right front wheel
0
-1
-0.25
Rear Tire Radial Rate
-2
-0.5
3500.00
Right
3000.00
-3
-0.75
2500.00
-1
-4
2000.00
Left
1500.00
1000.00
Fz (N)
500.00
0
500.00
Linear Slope
(Right) =
240.7219
N/mm
- 1000.00
- 1500.00
- 2000.00
Linear Slope
(Left) =
233.6238
N/mm
- 2500.00
- 3000.00
Tire Deflection (Z-Vert) (mm)

Vertical Test
20.00
18.00
16.00
14.00
8.00
12.00
6.00
10.00
6.00
-
8.00
-
4.00
10.00
-
2.00
12.00
-
2.00
14.00
-
4.00
16.00
-
18.00
-
20.00
-
- 3500.00
Page 1/2
Project number:
Z [mm]
Z [mm]

Steering motion test
Steering wheel motion

Vertical position maintained
constant
zero

Steering test results: Main steering geometry parameters while the steering system
is installed on the vehicle can be measured in different conditions (engine on-off,
knuckles coupled and decoupled, ride height).
Steer angle change
Steering friction
Wheel centre locus
Scrub radius, Caster
trail
Steer ratio
Absolute Ackerman
Differential
Ackerman
Ackerman Error
Camber angle
change
Long. Displacement
(TCP & WC)
Lat. Displacement
(TCP & WC)

Roll motion test
Roll motion (asymmetric

vertical travel) of both left and
right platforms keeping coplanar
road surface
Axle Fz in force control kept
constant
zero

Roll test results: Enables the study of the front and rear axles independently with
different stab bars. Useful for stab bar tuning considering also the effect of the axle
roll on the understeer and oversteer behaviour.
Roll moment
Wheel rate
Wheel loads
Steer angle change
Camber angle
change
Axle steer
Lateral position
change
Longitudinal position
change
Tread change
Kinematics roll
centre height
K&C tests: Compliance tests

Lateral aiding test
Lateral forces in phase are

applied at center of pressures of
tire contact patch
constant
Fx in force control to zero

Lateral opposing test
Lateral forces out of phase are

applied at center of pressures of
tire contact patch
constant
Fx in force control to zero

Lateral test results (aiding and opposing): Study of the suspension compliance due
to the elastic components under lateral forces (particularly the compliance understeer
behaviour). Suspension and sub frame affects can be studied independently by
performing the tests aiding and opposing.
Lateral stiffness (WC
& TCP)
Lateral force
compliance steer
Lateral force
compliance camber
Lateral force
compliance axle
steer
Tread change
Compliance roll
centre height

Longitudinal braking test
Braking longitudinal forces in

phase are applied at center of
pressures of tire contact patch
constant
Fy in force control to zero

Longitudinal braking test results: Study of the suspension compliance due to the
elastic components under longitudinal braking forces (applied at the tire contact
patch).
Longitudinal stiffness
(WC & TCP)
Longitudinal force
compliance steer
Longitudinal force
compliance camber
Longitudinal force
compliance spin
Longitudinal force
compliance axle
steer
Lateral displacement
(WC & TCP)
Compliance antidive/anti-squat

Longitudinal acceleration test
Transmission should be
blocked
Acceleration longitudinal forces
in phase are applied at the
wheel center
constant
Fy in force control to zero

Longitudinal acceleration test results: Study of the suspension compliance due to
the elastic components under longitudinal acceleration forces (applied at the wheel
centre).
Longitudinal
stiffness (WC &
TCP)
Longitudinal force
compliance steer
Longitudinal force
compliance camber
Longitudinal force
compliance spin
Longitudinal force
compliance axle
steer
Lateral
displacement (WC
& TCP)
Compliance antidive/anti-squat

Aligning torque aiding test
Aligning torques (Mz ) are

applied in phase at center of
on both left and right platforms
Vertical position and roll angle
are maintained constant.
Steering wheel fixed
zero

Aligning torque opposing test
Aligning torques (Mz ) are

applied out of phase at center of
on both left and right platforms
Vertical position and roll angle
are maintained constant.
Steering wheel fixed
zero

Aligning torque test results (aiding and opposing): Study of the play on a suspension
by measuring the toe hysteresis (especially on the front axle where the steering
system has more components liable to have a compliance). Wheel steering
hysteresis study affects the vehicle on-centre feel.
Steer angle
change
Camber angle
change
Axle steer
K&C
Professional testing teams have an extended usage of the K&C rig:
K&C test done axle per axle (FT & RR results are independent)
Up to 50 runs in 3 working days.
Test after production phase & before the first test on track.
TARGET 1: Correlation / Validation of simulated physical properties
Including SSB parameters: Suspension / Steering / Braking
Including Power train / tire model / Contact Patch position
The results are implemented in simulation software database
TARGET 2: R&D bench
Load at Contact Patch this is complementary to other bench where load is

applied directly at Wheel Center.
K&C
CAR installation on bench:
Conventional vehicle:
Clamping with magnets on the floor of the car

Race vehicle / monocoque chassis:
car clamped on rear and front

bulkheads (FT or RR)
Bench installation designed on CAD

on car design position (time
optimization)
K&C Motorsport experience

AS CORRELATION TOOL \ Car design and manufacturing validation:
Ride height on rigid lat springs car load on K&C pads
Nominal camber and toe change check when add camber shims
Check iso ride height for a torsion bar change
Symmetry of corner load on TB (design / stiffness and mounting verification)
TB are usually preloaded to the axle vertical load on race vehicles, a change
of TB at the pit should not change the car ride height (accuracy < +/- 0.1mm)
Neutral position of WC for wishbones with flexures

(instead of ball joints)
Required in simulation software to calculate wheel

rate (flexures signed vertical spring at WC with
neutral position to be defined)

AS CORRELATION TOOL \ Validation of kinematic laws:
Car sensor calibration & motion ratios validation
Lateral spring and central element Vs WC characteristic
Check sensor rate Vs. bench displacement validates sensors & MR
Camber change Vs wheel bump validation (including raising rate)
Comparison of simulation software curve & test bench curve
Steering displacement kinematic laws
Comparison of simulation software

curve & test bench curve
Including warp load transfer on

corners:
o
Run wheels on air
Run with initial load and then constant

altitude

AS CORRELATION TOOL
\ Validation of suspension structural stiffness predictions:
Car vertical stiffness measured at WC on
several load paths:
On rigid rocker (WC to rocker chain)
Lateral spring / damper path / central element
Etc check each stiffness path for database
Check of rims stiffness
Radial (Fz @ WC)

Lateral (Fy @ CP)
Measurement on
wheel nut and on rim
flange

AS CORRELATION TOOL
\ Validation of chassis structural stiffness predictions:
Car body local stiffness
Measurement lateral load opposed (displacement sensors at suspension brackets)
Measurement lateral load simultaneous (comparison)
Check of non symmetrical braking
Braking test simultaneous (Left and Right side)
Braking test one side
Rear => GBX lateral bending impact on toe => Not negligible !
Front => test done with hydraulic power on (but steering back lash due
to the steering valve spring plays a big role for non symmetrical braking
This is important to measure those values and then to decide to have it

integrated in your simulation or not => usually not taken into account

AS CORRELATION TOOL
\ comparison of SIMULATION / TEST BENCH / TRACK:
Race setup simulation software
Implementation of IDIADA
measurements results in software
database
Simulation of the first race setup
(ex: RH Vs Speed / Roll Vs lat G)
Race setup K&C meas

Race setup on track data
Calculated channels from car sensors
SIM BENCH TRACK deviations are the value of the test

R&D work inputs / Why ?
If no deviation also happy => simulation software validated !!

AS CORRELATION TOOL \ Advanced validations
Standard non linearity evaluation:
Results are stiffness curves and not only values
Play and back lash in suspensions
Investigation of friction in joints / sticktion
Hysteresis evaluation:
Investigation of end stops like bump rubber
Return to neutral position or permanent

displacements
Setup optimisation
Playing with gaps and adjustments packers: K&C test is the perfect
engineering validation of your theoretical setup adjustments (adjustments
steps are relevant or not / does the car sees a setup change etc).

AS R&D TOOL \ Chassis compliance test
car tested in 2 configurations:
Front and Rear extremity clamped (chassis bending not allowed)
Only one extremity clamped
Chassis stiffness measurements:
Vertical
Lateral (Lateral simultaneous load)
Torsion (roll test)
Bench requirements
Car usually on rigid lateral springs (max measurement accuracy)
Test bench stiffness recorded and corrected
Test bench fixations to be properly designed
Load at CP going through the real suspension arms (good !)

AS R&D TOOL \ Power train compliance (acceleration)
Power train stiffness chain can be broken
down and measured:
Tire spin: braking test disk blocked

(delta spin on rim flange / pad disp)
Rim spin: braking test disk blocked

(delta spin @ WC / spin on rim
flange)
Hub + driveshaft compliance:

braking disk open, diff blocked
Diff compliance: diff open / GBX 7th

gear solid gear
GBX internal compliance: GBX free

/ engine shaft blocked
Driveshaft stiffness
Compliance contribution of power train chain optimization (measurements are usually closer to
reality than model in this field)
Inputs of power train & grip model / launch control simulations
Driveshaft stiffness tuning (diff protection / engine delays etc)

AS R&D TOOL \ Steering system development
R&D test to break down the steering system
stiffness chain:
Self align torque opposed

evaluation of the suspension stiffness
Self align torque simultaneous no support

evaluation of mechanical stiffness and friction of the valve spring
Self align torque simultaneous with support

evaluation of valve opening delay / and lateral stiffness of the axle
under hydraulic support
Advanced investigations
Steering system equivalent hysteresis

optimization
rack friction tuning and valve lapping optimization
Toe under lateral load key parameters

rack friction tuning and valve lapping optimization

AS R&D TOOL \ Contact Patch (CP) lateral position
Assumed and never measured
what is your simulation error ?
Track width is a 1st order

parameter in any simulation
CP lateral position can be under

the WC
CP lateral position can be in

wheel plane
320 * tan(3Camb) = 17mm !!
Possible measurements
Tire CP center of pressure (in lateral) Vs. vertical load @ given camber
Tire CP center of pressure (in lateral) Vs. camber angle @ given Fz
Limitations
Static conditions

AS R&D TOOL \ Toe deformation under braking (braking stability)
When braking
The suspension bends at WC
The wheel bearings deform depending on their relative stiffness
The rim bends depending on the load application point in Y
+ some more complex phenomenum (caliper stiffness etc)
Toe under braking is a complex phenomenon
Very difficult to simulate (measurements are much more accurate)
The K&C is the right bench to understand what is going on there !
Summary

measurements

(K&C tests)
Damper measurements

measurements)
03_ Overview
Damper measurements
Vehicle handling response affected by dampers

Dampers tuning:
Iterative process which implies the
characterisation and evaluation of a large number
of damper configurations
Time consuming process if evaluation tools are
not available
Rig dampers essential for:
Checking dampers with respect to desired
specifications
Understanding the limitations observed in the
vehicle response and proposing a damper
configuration for the next iteration
Damper measurements
Rig technical specifications
8.8 kN Peak force capability
4 m/s max velocity
Stroke 0.25 mm to 177 mm
Frequency response
IT Temperature sensor
Damper measurements
Results
Force versus velocity characteristics
Front damper
1800
1600
F1
1400
F4
1200
F7
1000
Damping efforts (N)
800
600
400
200
0
0
200
400
600
-200
-400
-600
-800
-1000
Speed (mm/s)
Peak force versus peak velocity characteristics

Peak force versus temperature
Force versus displacement

characteristics
DAMPERS Motorsport experience

Damper investigations @ usual simulation software limits
Aim 1: correlate what is simulated
Damper friction test
Damper Force Vs Speed / bump and rebound

characteristic
Aim 2: understand what is usually not simulated
Damper dynamic behavior (Force Vs Acc)
Performance Vs time fatigue test
Heat impact on performance
Aim 3: R&D advanced dampers developments
Inerter dampers (rotational mass) optimization (highly dynamic loads)
Inerter dampers fatigue test (heat / friction / wear and play of helicoil )
AERODYNE / SIM4U have advanced models (on stand)
Summary

measurements

(K&C tests)
Damper measurements

measurements)
03_ Overview
4 poster measurements
Test procedure
Vertical (or roll) excitation of the 4-poster bench:
Sinusoidal vertical (or roll) signal with
frequency sweep
Inputs with constant maximum amplitude
of platform velocity
Frequency range from: 0.5 Hz to 30 Hz
Instrumentation
Accelerometers on the 4 corners of:
Platforms
Sprung masses
Unsprung masses
Main influences on vehicle damping behavior
Sprung and unsprung masses
Bump stops influence
Springs and stab bar
Shock absorber characteristics
Definition of three maximum damper velocity

ranges:
Low damper speed range (low and
moderate handling)
Damper force [N]
Effect of damper properties on overall vehicle behavior:
Intermediate damper speed range (intensive

handling and low comfort)
High damper speed range (moderate and
intensive comfort)
Damper characterization at each speed range
Rebound
Compression
1
9 10 11 12 13
Damper speed [m/s]
Tire contact patch and wheel hub displacement time history
Wheel
hub (y)
Input:
Tire
contach
patch (x)
Tire contact
patch vertical (x)
Gain [(aunsprung)/(aplatform)]
Transmissibility between unsprung masses and platforms
Gain = Output/Input
1
11
10
Phase between unsprung masses and platforms

Phase [deg]
Sprung vertical
movement (z)
Time [s]
Unsprung vertical
movement (y)
Output:
disp [mm]
Transmissibility graphs:
Phase=Output vs Input delay
11
Frequency [Hz]
10
10
Transmissibility studies:
Body equilibrium and stability: Transmissibility Sprung vs Platform
Wheel road copy: Transmissibility Unsprung vs Platform
Tire grip: Transmissibility Tire Compression vs Unsprung
Masses link: Transmissibility Sprung vs Unsprung
4 POSTER Motorsport experience

Basic scan example
Principle of the setup scan test
Car shaking / standard input (sin wave etc) or track measured input
Scan of FT and RR spring stiffness or damping force
Colored maps for results visualization (normalized performance criterions)
Mech grip / body heave / body pitch / body roll / phase FT RR axle
Best setup
Summary

measurements

(K&C tests)
Damper measurements

measurements)
03_ Overview
Crash test facility
Technical specifications:
Electric motor, 500 kW (110 km/h up to 3.5 t Veh.)
Movable impact block, 130 t
Official
FIA Accreditation
Two acceleration lanes (160m & 90m)

HMI Light system for high speed cameras (160.000 lux)
Phototunnel 11 x 5 m, 4 m deep
Vehicle safety integration

From concept to final validation: FIA passive safety requirements
CRASH TEST Motorsport experience

Crash test is a mandatory test
Homologation tests
This is regulation dependent
This concerns rear crasher / front nose box and monocoque.
IDIADA has got the FIA accreditation
Summary
03_ Overview
Proving ground tests

Extensive range of possibilities for handling tests on proving ground
offered by Applus+ IDIADA.
Preparation and
instrumentation
Test execution
Data analysis
Frequency analsyis: delta-yawR
1
Gain [/s/]
0.2
0.1
0
-0.1
-0.2
-0.3
-0.4
180
On centre
Linear range
0.8
Turn
Amplitude &
offset level
0.6
Delay (sec)
120
0.4
60
0
0.2
-120
-180
1
-60
Delay ()
0.5
0
0
0.5
at IDIADAS proving ground
1.5
2.5
Coherence
0.5
1.5
3
2
2.5
Frequency (Hz)
Summary
03_ Overview
Instrumentation
Proving ground
Testing
Analysing
Instrumentation
Large range of test equipment offered by IDIADA for proving ground measurements:
Steering robot
Steering
robot
Acquisition
system
GPS unit with

integrated
accelerometers and
gyroscopes.
GPS unit (with

gyro., accel., vel)
Dynawheel, a highly
accurate wheel motion
measurement device.
Speed of the
ground sensor
Dynawheel
MTS SWIFT
Fz
Fx
Fy
My
Speed of the ground

sensor
Ride height sensor
Wheel force
transducers (MTS
SWIFT)
Wheel lift sensors, light
barriers.
Mx
Ride height sensors

Mz
Summary
03_ Overview
Instrumentation
Proving ground
Testing
Analysing
Idiadas proving ground
Proving ground: Dynamic Platform B

Platform homologated for F1 testing
900m straight homologated for F1 testing
Proving ground: Dynamic Platform A

Platform homologated for F1 testing
Proving ground: High-Speed Circuit
Proving ground: Handling circuits

Dry handling circuit
Wet handling circuit
Proving ground: Off-Road Track
Car jumps simulation for rally cars
Summary
03_ Overview
Instrumentation
Proving ground
Testing
Analysing
Testing
Testing program can follow both standard procedures
(ISO, NHTSA roll) or client based procedures. Some
examples are:
Steady-state testing
Constant speed with increasing angle
Transient testing
Step-steer input
Frequency response
Cornering response
Braking in a turn
Closed loop test
Several lane change
Slalom
Stability tests
Fishhook
Crosswind
Summary
03_ Overview
Instrumentation
Proving ground
Testing
Analysing
Analyzing
IDIADA possesses a large experience in handling test data analysis.
DynAsoft, IDIADA software package used for specific analysis of handling test data.
Specifically designed checking and analysis protocols
On-track data checking options; validity of test
execution quick overview
Easy to use interface from project definition to result
generation
Control over different vehicle, instrumentation and
data acquisition setups
Flexibility in use of instrumentation (e.g. separate time delay correction for each
sensor)
Easy integration of new analysis parameters (by IDIADA)
Powerful curve manipulation options and complete report generation in PDF format
Easy comparison of different vehicles or configurations
Testing detail
Testing program can follow both standard procedures
(ISO, NHTSA roll) or client based procedures. Some
examples are:
Steady-state testing
Constant speed with increasing angle
Transient testing
Step-steer input
Frequency response
Cornering response
Braking in a turn
Closed loop test
Several lane change
Slalom
Stability tests
Fishhook
Crosswind
Testing: Steady-state circular
Procedure: Vehicle driven at

constant speed with increasing
steering angle.
delta []
state behaviour of a vehicle.
90
85
80
75
70
ay [m/s]
Objective: To determine the steady-
250
200
150
100
50
0
vx [km/h]
Constant speed
10
12
14
16
18
20
22
10
12
14
16
18
20
22
10
12
14
16
18
20
22
10
12
14
16
18
20
22
8
6
4
2
0
Radius [m]
1500
1000
500
0
time [s]
Analysis: Vehicle handling parameters are represented with respect to lateral

acceleration. Numerical results are calculated at a given lateral acceleration level.
Testing: Steady-state circular

Interesting results:
Representation of parameters vs lateral
acceleration:
Steering wheel angle
Steering wheel torque
Yaw velocity
Slip angle
Roll angle
Calculation of numerical values:
Steering angle at Y-crossing
(from linearisation)
Overall steering ratio
Understeering gradient
Roll gradient
Sideslip gradient
Maximum of yaw velocity / delta gain
Maximum roll angle
Maximum lateral acceleration
Maximum forward speed
Steering-wheel angle []
240
200
160
120
Delta at :
+/- 3 m/s2:
+/- 4 m/s2:
+/- 5 m/s2:
+/- 6 m/s2:
+/- 7 m/s2:
38.48 / -42.11
53.05 / -56.26
72.09 / -74.6
101.96 / -98.12
149.85 / -130.66
80
40
0
RIGHT
LEFT
-40
-80
-120
-160
- - - - Ackerman
-200
- - - - Linearisation
-240
-10
-8
-6
-4
-2
Roll angle []
6
LEFT
RIGHT
4
6
8
10
Lateral acceleration [m/s]
4
3
2
1
0
-1
-2
-3
-4
-5
-6
-10
- - - - Linearisation
-8
-6
-4
-2
4
6
8
10
Lateral acceleration [m/s]
Testing: Transient step steer

Objective: To determine the transient behaviour of a vehicle.
Procedure:
Test performed from very low lateral

acceleration levels up to the limit of
adherence.
vx [kph]
Steady-State
60
55
delta []
A steering step input is applied and

the steering wheel angle is maintained
constant for several seconds after the
vehicle has reached a steady-state
motion.
50% input
65
200
150
100
50
0
-50
ay [m/s]
Vehicle driven in a straight line (at a

defined speed).
8
6
4
2
0
-2
time [s]
Analysis:
Analysis based on the time domain.
Special attention is paid to overshoot values (difference between the maximum
response of the vehicle during the transient phase and the steady-state
response) and delay of the response.
10
7.5
PEAK = 9.3
SS = 8.3
5
2.5
0
-2.5
0
30
25
20
15
10
5
0
-5
All run results are represented vs

lateral acceleration.
PEAK = 27.0
SS = 18.3
T01 = 3.1
INTrat = 1.0
rollR [/s]
D = 0.2
2.5
0
-2.5
-5
-7.5
-10
-12.5
Front
REF
Rear
0
Response time to achieve :

90% SS of lateral acceleration
90% SS of yaw velocity
Peak value of lateral acceleration
Peak value of yaw velocity
12.5
10
7.5
5
2.5
0
-2.5
PEAK = 10.1
yawR [zoom]
yawR [/s]
Overshoot values and/or peak

values:
Lateral acceleration
Yaw velocity
Front/Rear axle slip angle
Reference sideslip angle
Roll velocity
slip []
ay [m/s]
Testing: Transient step steer
Testing: Transient frequency resp.

Objective: To determine the frequency response characteristics of a vehicle
subjected to a sinusoidal steering input
Procedure:
Vehicle driven in a straight line at the required test speed.
An oscillation of gradually increasing frequency is applied to the steeringwheel.
Frequency should be increased from the lowest possible (limited by

vehicle speed and test track) to the highest achievable.
Normally achievable range: approx. from 0.1 to 4 Hz.
Analysis:
Analysis based on the frequency domain.
Transfer functions of different variables are given by plotting gain and phase
delay between input and output parameters versus frequency.
Testing: Transient frequency resp.

Gain and phase delay between input (Steering wheel angle) and output
parameters plotted in the frequency domain.
Frequency where
maximum gain is
obtained gives
interesting information
about the
responsiveness of the
vehicle:
Aggressive
Forgiving
Gain results are
speed dependent
Frequency analsyis: delta-yawR
1
Gain [/s/]
On centre
Linear range
0.8
Turn
Amplitude &
offset level
0.6
0.4
0.2
0.2
0.1
0
-0.1
-0.2
-0.3
-0.4
180
120
60
0
Delay (sec)
-60
-120
-180
1
Delay ()
0.5
0
0
0.5
1.5
2.5
Coherence
0.5
1.5
2
3
2.5
Frequency (Hz)
Testing: Fishhook Stability

Objective: To determine transient behaviour of a vehicle with extreme steering input
amplitudes and rates
Procedure:
Triggered by roll rate feedback, so
looking for roll resonance frequency
response (worst case)
Low level of repeatability due to tire
condition change, so test becomes
long and very complex
Far from realistic driving conditions
Status: OK
Front
Rear
Analysis:
Pass/ fail test looking for rollover tendency.
Wheel-lift [mm]
Steering robot and wheel lift

measurement device with optical
sensors required
Max: -3.3 mm Max: -5.6 mm
50
25
-25
-50
-75
Testing: Crosswind Stability

Objective: To determine the vehicle sensitivity to crosswind
Procedure:
Wind generators located
on Dynamic Platform A
are used
Wind Generators
Acceleration line 600 m

Crosswind zone 30.5 m
Both subjective
evaluations and objective
measurements
Y [m]
Wind max. speed 30 m/s

1.5
100 km/h
1.3
102 km/h
Observation of the yaw rate, lateral

acceleration and lateral deviation
0.54
0.41
0.92
0.39
0.43
142 km/h
120
1.26
0.38
0.48
142 km/h
142
1.66
0.40
0.42
158 km/h
142
1.75
0.36
0.42
158 km/h
158
2.05
0.46
0.47
158 km/h
158
2.18
0.42
0.45
157
2.13
0.42
0.46
0.8
0.3
25
50
75
100
X [m]
ay [m/s^2]
yawR [/s]
0.98
102
120 km/h
0.0
Analysis:
100
1.0
0.5
-1
Velocity Ay Peak yawR Peak Max Displacement
-1
0
25
50
75
100
X [m]
25
50
75
100
X [m]
AERO TEST Motorsport experience

Wind tunnel correlation
Aim: correlate wind tunnel testing
Because inhouse development

done on scale vehicle
Because a back to back is good to

validate theoretical results
Method
Car equipped with

pressure sensors / Pitots
/ wind sensors etc
Scan of ride heights
Scan of roll
Yaw simulation => Possibility of lateral wind at IDIADA
Applus IDIADA Brazil

T +55 11 4330 9880
e-mail: idiada_brasil@idiada.com
Applus IDIADA China
T +86 (21) 6210 0894
e-mail: idiada_china@idiada.com
Applus IDIADA Czech Republic
T +420 493 654 811
e-mail: info@idiada.cz
Applus IDIADA France
T +33 (0) 1 41 14 60 85
e-mail: idiada_france@idiada.com
Applus IDIADA Germany
T +49 (0) 841 8 85 38 0 (Ingolstadt)
T +49 (0) 893 0 90 56 0 (Mnchen)
e-mail: idiada_germany@idiada.com
Applus IDIADA India
T +91 12 44201156
e-mail: idiada_india@idiada.com
Applus IDIADA Iran
T +98 21 88570466
e-mail: idiada_iran@idiada.com
Applus IDIADA Italy
T +39 011 3997 764
e-mail: idiada_italia@idiada.com
Applus IDIADA Japan
T +81 (0) 42 512 8982
e-mail: idiada_japan@idiada.com
Applus IDIADA Korea
T +82 31 478 1821
e-mail: idiada@idiada.co.kr
Applus IDIADA Madrid
T +34 915 095 795
e-mail: idiada_madrid@idiada.com
For further information:

Applus IDIADA
Main Technical Centre
LAlbornar PO Box 20
E-43710 Santa Oliva (Tarragona) Spain
T +34 977 166 000
F +34 977 166 007
e-mail: idiada@idiada.com
www.idiada.com
Applus IDIADA Malaysia

T +603 2140 2266
e-mail: idiada_malaysia@idiada.com
Applus IDIADA Poland
T +48 61 6226 905
e-mail: idiada_polska@idiada.com
Applus IDIADA Switzerland
T +41 219 22 12 85
e-mail: idiada_switzerland@idiada.com
Applus IDIADA Taiwan
T +886 4 7810702
e-mail: idiada_taiwan@idiada.com
Applus IDIADA Turkey
T +90 262 679 1370
e-mail: idiada_turkey@idiada.com
Applus IDIADA UK
T +44 (0) 7 979 691 631
e-mail: idiada_uk@idiada.com
Applus IDIADA Vigo
T +34 986 900 300
e-mail: ctag_idiada@idiada.com

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In collaboration with

Integration of experimental techniques for the

Presentation of participants: Idiada

Proving ground testing (first 2 years)

Laboratory testing (last 8 years)

Wide range of vehicles tested

Motorsport vehicles (F1, WRCC, WTCC)

Light and heavy commercial vehicles

Presentation of participants: Idiada

Project Management for

Complete development projects

Styling & packaging

Final validation &

IDIADA Engineering Management

Dedicated project management

Toyota F1 (> 6 years)

Asian Elec Vehicle Society

Simulation tools development

Cape town - Nuclear power

Test and validation engineering

Msc of advanced mechanics

Msc of civil engineering and FEM

Ready to use simulation software

Tailored simulation software

Engineering consulting services

Conferences and seminars support

Toyota F1 (> 10 years)

Bethenod Award (SIA)

Massion Medal (Industry)

Ecole Centrale de Paris (ECP)

Main cars developed

Toyota F1 TF102 to TF109

Peugeot 905 EVO1 & EVO2

F1 Jordan Peugeot 196 & 197

Porsche 917 Le Mans & Can-Am

Alfa Romeo 33TT12

Ligier F1 JS5 to JS11

Alfa Romeo F1 177 &179

Lola Can-Am T350 Carl Haas

Motorsport chassis devel. evolution

Many loops were required due to complexity of the systems,

PDS: Product Development Specifications

Motorsport chassis devel. evolution

PDS: Product Development Specifications

Motorsport chassis devel. evolution

Expert driver level

Objective Test Driver

Frequency response test: ay-yawR

Motorsport chassis devel. evolution

Component & System level

Proving ground tests

Vehicle inertia measurements

Vehicle centre of gravity

Kinematics and Compliance

Vehicle damping (4 poster

Crash test measurements

Typical type of software to correlate

Complete car database.

7DOF linear solver