Академический Документы
Профессиональный Документы
Культура Документы
VEHICLE
INTERNATIONAL
www.VehicleDynamicsInternational.com
MAY/JUNE 2010
SHOW ISSUE
Vehicle Dynamics Expo 2010
June 22-24, Messe Stuttgart
MAY/JUNE 2010
MP4-12C
Very fast, very light, and very orange:
Exclusive details of the McLaren supercar
Published by UKIP Media & Events Ltd
www.abd.uk.com
Anthony Best Dynamics Ltd., Holt Road, Bradford on Avon
Wiltshire BA15 1AJ. England. Telephone: +44 (0) 1225 860200
E-mail: info@abd.uk.com
4 10
28
Cover story 34
McLaren MP4-12C
4 The ultra-successful Formula 1 team is building a supercar to take the fight
to Ferrari and Porsche. VDI gets the inside track on its chassis development
30 Weight reduction
Expert views on how chassis engineers can do their
bit in getting vehicle weight down
WWW.4#&'!*#"7,+'!1 INTERNATIONAL.COM
VEHICLE
Alex Bradley,
reduction for more than E5 is proving a very hard sell.
INTERNATIONAL
SHOW ISSUE
Vehicle Dynamics Expo 2010
Contributors
Turn to page 30 to see some of the innovative solutions to
June 22-24, Messe Stuttgart
Mike Magda, Jim McCraw, chassis weight reduction coming to a showroom near you.
John Miles, Keith Read,
MAY/JUNE 2010
Michael Scarlett, Dean Slavnich For all its resourcefulness, there are times when the
ADVERTISING car industry seems to make life unnecessarily difficult MP4-12C
Very fast, very light, and very orange:
Publication manager
for itself. Take Nissan: having used high-tensile steels to
Exclusive details of the McLaren supercar
International sales
Rob Knight Vehicle Dynamics International
Australasia business manager panoramic glass roof option. The take rate is approaching is brought to you by UKIP Media
Chris Richardson
Tel: +61 4207 64110 50% for something that adds weight in completely the & Events Ltd, publisher of
Engine Technology International,
DESIGN & PRODUCTION wrong place and puts an extra demand on the air-con to Automotive Testing Technology
International, Electric & Hybrid
Production manager keep the car cool, thereby using more fuel and increasing Vehicle Technology International,
Tire Technology International,
Ian Donovan
Production team emissions. Outsize wheels are a similarly illogical choice, Professional Motorsport World,
and Professional Motorsport
Carole Doran, Lewis Hopkins,
Cassie Inns, Emma Uwins
but until car buyers decide that tin roofs and high Circuit, and organizer of
Automotive Testing Expo
K K
K K
r S te er i ng In j e c t
Powe io n
on Sy
ste
1 2
u ati m
ct s
A
h
Ge
C l u tc
ars Bra
Accelerate Your Developments
ts
en
kin
on g
p Sy
om st e
C ms
ne gi V e h i cl
e D y na m i c s E n
multi-body simulators
u Hardware-in-the-Loop functionality
u Real-time model export
Clockwork
orange McLaren has produced
high-performance sports
cars before. While Gordon
Murray’s BMW-powered
McLaren F1 is hailed by some as the
greatest road car of all time, the
Mercedes SLR McLaren, produced
the same concept is being applied
to the 12C, but unusually, this
‘MonoCell’ is resin transfer molded.
All of the aluminum pick-up points
are co-molded into the structure
at the same time. Once the resin is
cured, there is a post-cure procedure
until recently, got mixed reviews. and the whole tub is machined in
Now, at a time when many OEMs one on a five-axis CNC machine.
have been getting out of motorsport, The result is an economically viable
this hitherto racing-led organization structure that is light (<80kg), very
has decided that it must diversify stiff, and has a diagonal dimensional
further to survive. The MP4-12C, tolerance of better than 0.5mm.
the first street car from newly The basic chassis is completed by
formed McLaren Automotive, will be relatively conventional aluminum
launched in late-2010. subframes that are bolted to the tub.
The McLaren MP4 pioneered the In addition, there’s an aluminum
carbon-fiber chassis in Formula 1 screen surround with a carbon-boron
back in 1981. Almost 30 years on, steel tube to take the rollover load.
SPECIFICATIONS
McLaren MP4-12C
Dimensions: 4,509mm (L) x 1,908mm (W)
x 1,199mm (H). Wheelbase 2,670mm, track
1,656mm (F), 1,583mm (R)
Dry weight: <1,300kg,
weight distribution 43:57
Powertrain: bespoke 3.8-liter twin-turbo
V8, developed with Ricardo. 600bhp, 600Nm
(80% of it at 2,000rpm), redline at 8,500rpm.
Oerlikon-Graziano seven-speed dual-clutch
transmission
Suspension: all-around double-wishbone
with aluminum links. Eibach springs,
Tenneco adaptive damping with Kinetic
hydraulic roll control
Steering: TRW electro-hydraulic rack-and-
pinion, ratio and tuning unique to 12C
Brakes: standard twin cast-iron rotors
370 x 34 mm (F) and 350mm (R) with forged
aluminum bell (saves 2kg per corner) and AP
Racing four-pot calipers. Optional Brembo/
SGL carbon-ceramic setup aimed at track
use: disc diameter 394mm (slightly heavier
than cast-iron ones), six-pot front calipers.
Goodridge brake lines. Brake steer applied
independently, electronically, at the rear
to improve turn-in. Full ESC-off setting not
originally planned, but now likely
Wheels/tires: 19in or 20in alloys with Pirelli
P Zero or P Zero Corsa tires
Performance: Acceleration zero to 124mph
(200km/h) <10 seconds. Braking 124mph
back to standstill <5 seconds, from 100km/h
to standstill <30m. Standing quarter-mile 11
seconds. Top speed 200mph+
As one might expect from get the response time, the feel and 12C, McLaren developed its analysis
a supercar made by a race car the control correct. Certainly no one’s program further to take account
constructor, the suspension is by used it in a high-performance sports of the increased importance of
forged aluminum suspension double- car before so it was groundbreaking suspension compliance, particularly
wishbones front and rear. Adaptive stuff for us. Between this and the in terms of vertical motions, in a
damping is also a predictable choice adaptive damping system, we spent road car compared to a Formula 1
in this market segment. Where the a long time deliberating over the single-seater.
12C differs from all other sports cars choice of technology, but once Once an initial model had
on the market however is in its use we’d made the decision we did an been developed, Goodwin and his
of Tenneco Kinetic hydraulic roll enormous amount of R&D before the colleagues spent hours driving the
control (see VDI, March 2007), which hardware was used in the car. We’ve car in the driving simulator at the
has previously been used primarily in ended up with a very tunable and McLaren Technology Centre, which
off-road vehicles and rally cars. responsive chassis.” its operators believe is the most
“It’s a brave call to do it McLaren’s vehicle dynamics advanced in the world (see panel,
completely differently to everybody team, led by ex-F1 dynamicist Paul overleaf). The result, says Goodwin,
else,” says Chris Goodwin, McLaren Burnham, has taken full advantage is that, despite the Kinetic system’s
Automotive’s chief test driver. of the simulation tools developed complexity, “we were already in the
“People have tested Kinetic in racing over many years by the Formula 1 ball park by the time we built the
applications and it’s not been easy to side of the organization. For the system into a mule car”.
Classic McLarens
1971 McLaren M8F Can-Am From there it has been a matter in here I want a bit less, and a bit weight, steering characteristics, roll
of fine-tuning the control system. more on the rear...’ We can tune the stiffnesses, and damper stiffnesses
“It’s been quite fun,” he claims. car for every segment of a corner, in where I want them for a 40km/h
“The system is such that I can drive as much fidelity as we want. corner where I’m braking right into
around the Nordschleife, with Paul “It means you no longer have the apex, and then, a quarter of a
or one of his guys sat next to me, the age-old compromise of a stiff mile later, I’m going through a fifth-
and literally say, ‘at this point on car to give you high-speed stability gear corner and the whole setup is
this corner at this speed, I want a bit traded off against slow-corner different. You can’t feel it changing,
more support on the front. As I turn performance. I can have the steering it just gives you a good handling
balance in all of those places.”
With so many parameters to
More fun than Gran Turismo? consider, Goodwin admits that there’s
a danger that one could get lost
“I’ve been using the driving simulator since about 2001 so I’ve grown in the complexity, but insists that
a bit with that project as we’ve developed it,” says Chris Goodwin. hasn’t happened at any stage.
“We’ve certainly benefited from having it at our disposal in our road- “If you work in a logical way it’s
car project, from the concept phase right through to where we are now not nearly as complicated to tune
with the validation prototypes. Some very sophisticated models have as you might imagine,” he insists.
allowed us to tune things like steering feel, suspension geometry, “The very complicated part is the
tires, ESC systems, chassis stiffnesses, aero modifications, and weight code the guys have to write to work
distribution to a very fine level of detail. the control systems. But in terms
“Knowing how to drive the simulator is a bit of a skill in itself
of the actual tuning sitting in the
because things feel different in the simulator, but if you cross-relate
at all times, and you’ve done as much time in the simulator as I have, car, wanting to separate one set
it’s a skill you can develop. I know what a car feels like round the of parameters from another, that’s
Nürburgring, Dunsfold, Barcelona or wherever, and therefore I can actually relatively straightforward.
jump into the simulator and test exactly the same spec on the virtual Once you know what you’re asking
circuit. I know what a degree of oversteer feels like in the simulator, for on every part of a corner, then
and how that feels in the real world. It takes it’s very easy to deliver it. I’m relied
time to get up to speed with that but upon to be extremely precise and
once you’re there it’s brilliant; we I think that’s what I’m good at. In
have roads as well as tracks so
turn I’m reliant on some extremely
you can go anywhere in Europe
you want, and be home in time clever guys to deliver the extremely
for tea!” complicated control system.”
So far this all sounds quite racy,
but McLaren insists that it is building
a car that will be enjoyable to drive so on, to ensure good feel at low
at low speeds on the road as well as speed but good performance at high 1954 Austin Seven Special
more quickly on the track. To begin speed and for on-the-limit driving. (first race win for Bruce McLaren)
with, the Kinetic system’s ability to Being McLaren, the expectation is
offer good single-wheel articulation that the on-the-limit performance
should help the ride comfort. Indeed, will be excellent, so we’ve made sure
there are plenty of suitably bumpy, it is, but we don’t want to destroy
broken, and cambered public roads anything in normal or low-speed
to test the ride on around the team’s driving to achieve it.”
Woking headquarters. To underline its flexibility, the
At the same time, much attention MP4-12C will feature three modes
has been given to the feel of the – Normal, Sport and Track – which
steering and brakes. “We’ve spent a McLaren claims will alter the
lot of time working on the feel of the character of the car more noticeably
car driving at 30-50km/h because than the systems used by some of
for much of the time, owners will its rivals. The use of Kinetic on the
be pootling around town,” Goodwin car means that the roll stiffness is
confirms. “We especially want the added to the list of characteristics
driver to have good steering feel at adjusted in each mode; the others
those speeds. We can infinitely map are the stability control, steering
the power steering characteristics weight, and damping. Meanwhile the
related to road speed, steering give good road feel, because you powertrain will have three separate
angle, and steering rate. It gives you want to feel the tire contact patch in modes, available independently of
some nice, light, but progressively that instance more than in any other. the selected handling setting.
loading steering at low speeds but it “That’s the philosophy we’ve “We’re anxious not to just build
gradually morphs as you pick up road applied to other chassis elements as a car for what the customers want,”
speed or corner speed, or on demand well, to give the correct control and Goodwin concludes. “Sometimes
from steering rate. feel to each different circumstance, customers have got used to
“For higher speeds the requirement using technology to achieve it something that’s available but isn’t
is different,” he continues. “You without making a big compromise. necessarily good. We don’t want to
want a bit of stability on a highway, For example, we also want the driver produce something just because it’s
some weight and some resistance to to have some nice brake control and what everybody else does; in some
moving off center, but in the middle feel at low speeds, so have spent a areas we want to do something
of an 80-90mph corner we’ve gauged lot of time on the stiffnesses in our slightly different to what people
the weight to be heavy enough to braking system, pad material and are used to – because it’s better.”
News-in-brief
Indian tire manufacturer,
Apollo Tyres is launching a
range of passenger car tires into
the European aftermarket. The
firm’s May 2009 acquisition of
Vredestein Banden BV – now
renamed Apollo Vredestein BV)
– has enabled it to accelerate its
plans for Europe.
The long
VDI’s sources confirm that
the North American market
chassis tuning for the Fiat 500
is now complete. In addition,
the company’s new Compact
and short of it
platform, which underpins the
new Alfa Romeo Giulietta, was
validated for North American use
over several months last winter.
It’s not known which will be the
first car Stateside to use the all-
new architecture, which features
ZF’s dual-pinion EPS.
Jaguar engineer Peter Davis explains to Keith Read why he’s planning to
swap his XF company car for a brand-new XJ as soon as he gets the chance
When a key member done over the past 25 years. There – the very precise connection that
of the team that won is something very special about the we always try to build into the car for
acclaim for chassis XJ, and when the new car comes in an immediacy of response,” he says.
dynamics on Jaguar’s XF I will have one to replace the XF I’m The basic valve develops its
and XK ranges says he’ll switch to currently running.” pressure very quickly, allowing
the new XJ as soon as it becomes Although a number of components Jaguar to overlay what it calls soft
available, you know that its dynamic and settings were carried over from tuneables to help make the new XJ,
performance is going to be special. previous XJ or the newer XF and in Davis’s words, “shrink around the
“My head tells me that the XK, none escaped without further driver and complement the natural
XF-R is the best car we’ve done, development, refinement, or fine agility of the chassis and not work
because that’s the one that’s given tuning. A prime example is the ZF against the driver.”
me the most pleasure in terms of Servotronic PAS first developed There are no compromises with
driving quickly on test tracks and for the XK. “We spent a hell of a the steering valve, he stresses. And
having great fun,” says Peter Davis, long time developing it with ZF he agrees that the XJ’s steering
technical manager at Jaguar Land who, we think, are the best in the has moved into the realms of
Rover. “However, buried in me is a business,” says Davis. Twelve critical an intelligent system. “It’s not
love of XJ. Some of the work I did parameters, all with very tight intelligent in the sense that it has
at Dunlop while doing my degree tolerances, combine to produce the nine computers; but it is intelligent
was on V12 Series III XJ and I’ve end result in XJ. “It works really well in terms of knowing what customers
been involved in every XJ we have for the steering feel that we want are sensitive to.”
connection to the road for driver trying an XJ very soon – check out
confidence and passenger comfort. the website for our impressions.
News-in-brief
Delphi Steering operations
in Europe have become
Nexteer Automotive, a new,
independent Tier One supplier
focusing on electric power
The
steering (EPS). Laurent Bresson,
Nexteer Automotive’s new
executive director in Europe and
executive director of its global
sales and marketing operations,
quiet one
said that the company is to
invest 8% of its income in R&D.
A recently announced
cooperation agreement will
see the Renault-Nissan Alliance
and Daimler AG develop a new,
common architecture developed
for the successor to the current
smart fortwo, a new smart four-
seater, and the next-generation
Renault Twingo. All will be rear-
wheel-drive and offer an electric Gunnar Herrmann, Ford’s Global C-segment overlord, tells Graham
version. The launches of the
jointly developed models are
Heeps why the new Focus and C-Max will be the most refined yet
planned for 2013 onwards.
Long established as attribute that we tried to optimize changed the isolation of the rear
Dr Claus Oberbeck is the benchmark products for and specifically from a suspension- subframe, for example.”
new head of development steering and handling, system [perspective] it’s the road Further work has involved
at Hankook Tire’s European Ford’s best-selling C- noise. We spent an awful lot of matching the stiffness across the
research and development segment cars are to be replaced time addressing this, because it was chassis and body, particularly at the
center, the ETC in Langenhagen,
in the next 12 months. Models clearly a weakness compared with our attachment points. “I think we did
Germany. Thirty-nine-year-old
Oberbeck is in charge of original up for renewal include the Focus competitors. This is one of several an excellent job of balancing this
equipment and compound hatchback, sedan, and wagon, plus major changes from a platform out on the initial Focus,” he offers.
development, as well as EU the C-Max MPV, which will be offered perspective to get to a performance “You felt this as well in the dynamics
regulations compliance. in separate SWB five-seat and LWB level that will compare with any C/D – the car felt extremely connected as
seven-seat versions for the first time. segment car.” a whole. We lost a bit of that on the
And if that wasn’t an ambitious For many, it’s the Golf-derived second Focus but I think it’s back on
enough program as it is, the cars will Volkswagens that currently lead the the new one. On the previous version
follow the trail blazed by Fiesta and segment in terms of refinement, we had almost a too-stiff chassis
enter the North American market too. as Herrmann acknowledges. system for the body structure and
Gunnar Herrmann is Ford’s global “Their isolation is good, their this gives you issues in several areas,
C-car vehicle line director. He impact harshness is well managed with road impacts, for example.
says that the existing C1 platform – it sounds damped, not harsh. The There are other elements too, like
architecture will continue to acoustics of the impacts is nicely [the area] from the pedal box to the
underpin the new vehicles but it has tuned, for a quality feel, and this is dash panel acting like a drum. There
also been subjected to an extensive what we have approached
MCA (mid-cycle action) to update its as well. By changing
attribute performance. The result is the attachments
a platform that is now 80-90% Ford’s we’ve
own, with just a small element still
used by Mazda and Volvo. Depending
on the bodystyle, there will also be
80-85% commonality between the
platform’s different Ford models.
“We’ve improved it from a noise-
pass, acoustic perspective,” Herrmann
explains. “NVH was the dominant
good on-center feel. The force the current Focus’s biggest fault. info@dytran.com
distribution is more like a V-shape, Who’d bet against Ford’s dynamics
specialists improving it – and www.dytran.com
so the steering input and feel O R D E R O N L I N E AT
integrating EPS – without
is extremely precise, quite spoiling the driving experience?
enjoyable. Even the C-Max, with
Eco warrior
HONDA IS OUT TO DISPROVE THE NOTION THAT HYBRIDS
CR-Z FEATURES ALUMINUM
CAN’T BE FUN WITH ITS NEW CR-Z COUPE. BY NORMAN DINGLE FRONT SUSPENSION LINKS
The current Honda Insight location for chassis tuning. It “By selecting the battery location
is a family-sized hybrid contains copies of sections of the carefully, we achieved a good, 60/40
quite unlike the quirky, Nürburgring Nordschleife, with front/rear weight distribution and a
coupe-styled original. comparable µ, curve radius and low center of gravity, rather than the
Now the Japanese manufacturer has banking. In addition, thousands of weight being a disadvantage,” says
combined some of current Insight’s road miles on several continents Tomobe-san, whose personal car is an
mechanicals, old Insight’s 2+2 layout, contributed to three separate old CR-X del Sol.
MOTORSPORT-IN-BRIEF and thrown in some inspiration from tunes for Europe, Japan, and North Body stiffness has been increased
Former Honda WTCC team, its CR-X coupes of the 1980s and America. According to Tomobe-san, from the Insight, with Honda
N.Technology is to locate
1990s to create the stylish CR-Z. the first two are quite similar and claiming that torsional stiffness
its new N.Technology Iberia
division in the technology Honda says that making it fun- predictably stiffer than the North performance is now close to that of
park now under construction to-drive was the top priority. “The American setup, which is based on the Civic Type R. Other dynamics-
at the Autódromo do Algarve in driving position was the first thing mud and snow tires, a higher vehicle focused hardware changes center
Portimao, Portugal. In the future, we fixed because I believe it’s weight, and a softer ride. on reductions in unsprung mass:
the new company plans to essential for sporty driving,” explains CR-Z mates a Jazz/Insight engine a new design of 16in alloy wheel
work with OEMs on testing and CR-Z’s large project leader (chief bay and front floor with a bespoke (on a 195/55 tire) saves a total of
development programs for engineer), Norio Tomobe. “The hip rear end. At 2,425mm, the wheelbase 5kg, while another 4kg is shaved by
vehicles within the European point and accelerator pedal point has been reduced by 115mm employing forged aluminum lower
marketplace, utilizing the
were set at the very beginning and compared with the Insight, while front suspension links in place of
nearby race circuit and handling
assessment facilities. the complete car was developed the track width has been increased Insight’s pressed steel items.
around these two points.” by 25mm to 1,515mm. Ground Also beefed up is the NSK EPS.
The technical regulations MINI was a benchmark for the clearance is 135mm, contributing to The motor’s power is about 30%
for the British Touring Car CR-Z’s handling, which was honed a low center of gravity that has also higher than on the Insight so that
Championship (BTCC)’s Next through a cooperation between benefited from mounting the 40kg CR-Z can have a quicker ratio. “We
Generation Touring Car, a lower- the regular development team and of hybrid components in the rear of worked closely with NSK to develop
cost formula to be introduced ace development driver Furuhashi- the car – primarily the NiMH battery the system,” says Tomobe. “The yaw
from 2011, have been revealed. san, referred to in revered tones by pack and control unit – below the rate sensor was an important input
The front- or rear-wheel-drive
Tomobe-san as the Meister. trunk. The H-section torsion beam parameter to control the steering
race cars will all feature
standard subframe/suspension The company’s Takasu proving rear suspension, adapted from the system, give the proper level of
assemblies from GPR Motorsport, ground on Hokkaido was a key Insight, creates the necessary space. feedback, and avoid overshoot.”
as well as AP Racing brakes.
SPECIFICATIONS
In Germany, the DTM is also
working on a new set of
technical regulations with a view Dimensions: 4,080mm (L) x
to reducing costs and attracting 1,740mm (W) x 1,395mm (H)
more manufacturers to fight Powertrain: 1.5-liter IMA, 122bhp
it out with Mercedes-Benz and
Performance: 0-62mph (100km/h)
Audi. BMW is likely to participate
in 9.9 seconds
from 2012, while Opel is thought
to be considering a return as well. Economy: 56.4mpg (combined cycle),
117g/km CO2
ON THE WEB
More new car stories, including
Alfa Giulietta and Volvo S60 at
vehicledynamicsinternational.com
3HOCK -ANAGEMENT
!54/4(!.%4- A MATERIAL
DESIGNED TO MANAGE SHOCK
VIBRATION AND HARSHNESS IN ALL
VEHICLE APPLICATIONS "ESPOKE
COMPONENT DESIGN SUPPORTED
BY A GLOBAL NETWORK OF
LICENSEES PROVIDING YOU WITH
A LOCAL SUPPLIER
3TATION 2OAD "IRCH 6ALE
(IGH 0EAK $ERBYSHIRE
3+ "2 5+
4
WWWAUTOTHANECOM &
WWWDOWHYPERLASTCOM
WWWDOWHYPERLASTCOM % HELP DOWHYPERLASTCOM
$OW (YPERLAST IS A TRADING NAME OF (YPERLAST ,IMITED WITH REGISTRATION NUMBER HAVING ITS 2EGISTERED /FlCE AT $IAMOND (OUSE ,OTUS 0ARK +INGSBURY #RESCENT 3TAINES -IDDLESEX 47 !' %NGLAND © 4RADEMARK OF 4HE $OW #HEMICAL #OMPANY h$OWv OR AN AFlLIATED COMPANY OF $OW
14
new product focus
AUDI APPLICATION
Recently, WABCO’s control unit was
launched into series production on
the new Audi A8. Integrating Audi’s
unique damping algorithm, the
new A8’s adaptive air suspension
determines the most effective
damping level based on road
surface, load, speed, and vehicle
body movement. It increases
passenger comfort through
constantly adapted vehicle ride
height. Speed-sensitive lowering
of the vehicle body also improves
vehicle safety while reducing fuel
consumption.
es
featur
an d
ne ws
iVe
lus
exc
for
l.c om
tio na
ter na
mic sin
cle dy na
ww w.V ehi
Vis it
ALm
Nal.co
IOation
AT
LE RN
WW
TEicleD
VEHIC
IN ynam
icsIn tern
W.4
SUBSCRIBE NOW
www.Veh
#&' !*#
"7,
2010
+' !1
JUNE
MAY/
po 2010
INTERN
ISSUE
SHOW Dynamics ExStuttgart
Vehicle -24, Messe
ATIO
June 22
NAL
C
MP4-12
0
ry ora
nge:
www.ukipme.com/recard/vdmcard.html
and ve supercar
light,
t, very McLaren of
Very fase details of the Mass
State
lation
def views
Exclusiv ay
Saturd er
exodusce
redu
News and field
from the tires
fev How to ht of of runfl
at
night enger the weigparts
Publis
Audi’s chall
ry at the chassis
for victo Hours
hed by
24
Le Mans
UKIP Media
& Event
s Ltd
How do you feel?
How can you actually feel if the setting change
you’ve just made to the suspension
has improved ride and handling...
Straight away?
In a totally consistent,
repeatable environment?
Cruden makes the world’s most accurate We work hard to significantly reduce vehicle
motion simulators. We manufacture and install development cost and time, providing
a growing number of bespoke simulators for cost-efficient, reliable simulators that interface
automotive engineering companies large and seamlessly with your own vehicle models.
small, globally.
Find out more at www.cruden.com
On the job
Punctured dream
John Miles is yet to be convinced
that runflats really are the future
:JGDE:¼HDCAN9:9>86I:9>CI:GC6I>DC6AH=DL86H::M=>7>I>DC6C9;G::I:8=CDAD<N
;DGJB;DG8=6HH>H!HJHE:CH>DC!HI::G>C<6C97G6@>C<8DBEDC:CIH
mmm$l[^_Yb[ZodWc_Yi#[nfe$Yec
VEHICLE DYNAMICS EXPO EUROPE 2010, Abinger House, Church Street, Dorking, Surrey, RH4 1DF, UK
Tel: +44 (0) 1306 743744 • Fax: +44 (0) 1306 742525 • email: dominic@ukintpress.com
18
mccraw
US and them
Traffic deaths down
Jim McCraw hails the engineer’s
contribution to highway safety
;G::EF;D
J;9>DEBE=O
<EHKC
:JGDE:ÉHDCAN9:9>86I:9>CI:GC6I>DC6AH=DL86H::M=>7>I>DC6C9;G::DE:C
I:8=CDAD<N;DGJB;DGK:=>8A:9NC6B>8H:C<>C::GH6C99:H><CI:6BH
mmm$l[^_Yb[ZodWc_Yi#[nfe$Yec
VEHICLE DYNAMICS EXPO EUROPE 2010, Abinger House, Church Street, Dorking, Surrey, RH4 1DF, UK
Tel: +44 (0) 1306 743744 • Fax: +44 (0) 1306 742525 • email: dominic@ukintpress.com
@e_dl_i_jehi\hecel[h*&Yekdjh_[iWdZ
h[]_ij[hdemjeX[fWhje\;khef[Êi
fh[c_[hl[^_Yb[ZodWc_Yi[l[dj$
:JGDE:ÉHDCAN9:9>86I:9>CI:GC6I>DC6AH=DL86H::M=>7>I>DC6C9;G::DE:CI:
EF;DJ;9>DEBE=O<EHKC
In addition to FREE ENTRY to the exhibition, visitors will be able
to attend the Open Technology Forum, where 35 plus leading
vehicle dynamics experts will outline their latest concepts, ideas
and technologies.
Your Vehicle Dynamics Expo badge also gives you FREE
ENTRY to Automotive Testing Expo, Engine Expo, European
Automotive Components Expo and Automotive Interiors Expo.
Register online to get your badge in advance!
22, 23, 24 June 2010, Messe Stuttgart, Germany
CI:8=CDAD<N;DGJB;DGK:=>8A:9NC6B>8H:C<>C::GH6C99:H><CI:6BH
2
0
10
mmm$l[^_Yb[ZodWc_Yi#[nfe$Yec
VEHICLE DYNAMICS EXPO EUROPE 2010, Abinger House, Church Street, Dorking, Surrey, RH4 1DF, UK
Tel: +44 (0) 1306 743744 • Fax: +44 (0) 1306 742525 • email: dominic@ukintpress.com
22
runflat tires
Air support 10
S FROM TH E TI RE TE CH NOLOGY CONFERENCE 20
RT
ROGER WILLIAMS REPO PM EN TS IN RU NFLAT TIRE TECHNOLOGY
ST DE VE LO
IN COLOGNE ON THE LATE
It has been nearly 40 distance, limited availability, and PHOTO SEQUENCES FROM
years since the first the high cost of a replacement BMW SHOWING A REAR TIRE
BLOWOUT WITH A RUNFLAT
commercial introduction tire. Yet the attractive ideals of the (TOP) AND A REGULAR TIRE
of the runflat car tire first Denovo tire remain, including
– the Dunlop Denovo. This tire may stability control on sudden pressure
have been considered before its time loss, convenience, personal security,
but it was introduced at the time of and fuel and raw material savings,
the original Mini and when thoughts leading to reduced CO2 emissions.
of safety, vehicle weight and fuel So what have tire designers
savings were important customer achieved in the last 40 years? At the
considerations. 2010 Tire Technology Conference
The difficulties experienced with in Cologne, Pirelli’s Roberto
the Denovo tire were exactly the Sangalli (head of new tire product
same as those experienced with the development) and Giuseppe Matrascia
second generation of runflat tires (head of runflat tires) listed the
over the last six years. Difficulties trade-offs between conventional tires
included lack of comfort and runflat and runflats relative to tire size.
Runflats:
Initial indications show that the
introduction of mandatory TPMS
in the USA has had a positive
influence on reducing road
accidents. The correct use of
TPMS will reduce the frequency
of total tire deflations and the
instances where the tires runflat
ability is called upon. Europe will
Goodyear chart showing the runflat’s decreasing weight and rolling resistance penalty make TPMS mandatory by 2012.
A number of new tire
These can be summarized as showing situation. These recent design regulations are also being
a weight increase for runflat tires improvements have led to the applied in Europe. These will
of between 20% and 8% depending increase in fitments with OEMs. relate to rolling resistance,
on wheel diameter (the larger the However, Pirelli has found that tighter controls on chemical
wheel diameter the lower the weight indoor and outdoor tire test results substances, noise emissions and
difference). A similar position is seen do not correlate. It is felt that indoor wet grip, together with a form
with the higher rolling resistance of test results are not reliable and of tire labeling. The USA will be
introducing new tire regulation
runflat tires at some 14% for 17in to vehicle test data is inconsistent and
proposals this year and Japan
a 6% increase for 21in. Static vertical expensive to obtain. has recently announced
stiffness is also higher for runflat The Goodyear view was given by changes to tire performance
tires, usually between plus 10% to John Renner, project manager. He identification. Each of these
plus 30%, again depending on wheel stressed the key factor that runflat proposals will, following
diameter and cross section/aspect tires can save lives in cases of rapid tradition, be claimed by the tire
ratio. These values are superior to deflation. Four runflat tires achieve industry as being too tough and
the original runflat tires and must a notable weight saving over five by the environmental lobby as
be seen in comparison with a trend conventional tires and the tire/wheel not being sufficiently radical.
But have they missed the most
to increases in tire weight, rolling removal kit. Fewer tires also means
important step forward – the
resistance and reduced comfort of the less recycling and raw material use. standardization of the runflat?
lower aspect ratio, high cross section He also gave the view that with the We have seen that the third
and larger wheel diameter. introduction of TPMS, electric and and fourth generation of runflat
Pirelli has applied FEA modeling hybrid cars, and smart tires, runflat tires can now maintain an
to runflat tire design. Recent tires will become more attractive. adequate runflat distance for
runflat design improvements that Comparing conventional and the majority of motorists’ needs,
have originated from FEA modeling runflat tires, Renner stated that the a satisfactory level of comfort
include improved compound physical disadvantage in terms of weight and and near equality with all other
tire properties, including rolling
properties and lower tire running rolling resistance is decreasing in
resistance. So we have a clear
temperatures when in the runflat the most recent designs (see graph,
Magiccarpics.co.uk
the pioneering Dunlop Denovo runflat tire (above left), first launched in 1970, was original equipment on the Mini 1275GT (above) by 1973
Source: SRI
their lives in the trunk of a car until remain a convincing
age determines they are scrapped. case for future
The problem of supply has been legislation. So
created in part by the tire industry why are the
itself, but very much at the behest legislators
of the OEMs. The proliferation of so reluctant
tire sizes embracing aspect ratios, to take a previous page). In terms of comfort, Top: Cross-section of an SRI
he claimed that the latest runflat tire reinforced-sidewall runflat
wheel diameters, tire width meaningful
and prescribed use has greatly step toward products are at least at an equal level
Above: Although improvements
complicated the achieving of a good achieving their with respect to conventional tires. have been made, the weight
service for replacement tires. If own stated An insight into contemporary and vertical stiffness values
this were to effectively double in aims? runflat design came from SRI’s of third-generation runflats
complexity, with the introduction Yasuo Mitarai, assistant manager of still trailed regular tires
of runflat tires as an option, there
advanced technology, who illustrated
will surely be problems.
the recent progress of runflat tires
up to the current fourth generation
(above). He explained how the
Development history of runflat tire technologies challenge to make a completely
acceptable runflat tire had initiated
the search for new tire designs and
the use of novel materials.
The shape of the tire has been
revised to achieve high runflat
performance and even advances the
other tire properties, yet performs
using standard wheels. Use is also
made of an aramid cord casing,
which, by being stiffer, reduces heat
generation and also aids thermal
conductivity. Any loss in comfort is
compensated for by the tire’s unique
profile. Thermal conductivity and
stiffness in the support components
of the tire, when operating in the
runflat situation, is enhanced
through the use of carbon fibers.
Heat is also effectively radiated
from the buttress and shoulder
Runflat development timeline courtesy of Sumitomo rubber Industries, LTD regions of the tire in the both the
Dutch master
Standard tires and front-wheel drive? Times are changing
in BMW chassis development. Interview by Graham Heeps
Five years ago, VDI spoke so easy to come to the DNA situation By regularly bringing together chassis
to BMW’s then-head of you need for driving dynamics.” teams from the different product
chassis development, Five years is an eternity in groups, he tries to ensure that a
Peter Langen (see VDI automotive development. In 2010, common basic understanding of how
December 2005). At the time, Langen numerous BMW models can once more BMWs should drive is maintained.
referred to runflat tires as “a logical be had with non-runflat tires, and Keeping to the ‘Ultimate Driving
development”, describing the slow the firm is rumored to be preparing Machine’ mantra is more challenging
uptake among other OEMs as “a several new small, front-wheel-drive than ever, he says, pointing out that
question of body development. The models. Time to get the inside line drivers in performance-car-friendly
overall system of the car must be from Jos van As, BMW’s director Europe have completely different
able to run with runflat technology for functional integration – driving expectations to, for example, the
because we have higher forces.” dynamics, who reports to Langen’s back-seat customers for a long-
Addressing the issue of front-wheel successor, Markus Duesmann. wheelbase 7 Series in China, where
drive versus rear-drive, he argued, Van As, a Dutchman with 15 large, less agile cars remain in vogue.
“You cannot compare the 1 Series to years’ service in Munich interspersed As ever, BMW is employing
the Golf or something else, and the with a seven-year spell as manager an arsenal of the latest chassis
customers who bought it accept that. for vehicle dynamics at Audi, is technology in order to minimize the
Other companies try to follow us with responsible for chassis tuning on compromises that such contradictory
driving dynamics, but sorry, you have all BMW Group cars. He heads a requirements dictate. When it’s put
to design in the driving dynamics department of around 100 people and to him that such systems are creating
from scratch. If you start with a drives development cars two to three an ever greater disconnect between
front-driven car, with maybe 60% of days a week, so is right up to speed the driver and the road, seemingly
the weight on the front axle, it’s not with his company’s latest products. going against BMW’s Freude am
Fahren philosophy, Van As mounts a shimmying of the front wheels Bye-bye front strut
robust defense. through the steering wheel, you BMW’s new PL6 platform underpins
“It’s a big challenge but I think we don’t have enough damping, there the 7 Series and just-launched
have made big improvements. If we’ve is too much kickback etc. You pay a 5 Series. One novelty, compared
got these very advanced systems, we high price for steering feedback. with the previous-generation
try to give the car the most natural “Nowadays those phenomena don’t architectures, is a choice of two
different five-link rear axles:
feel possible. With Integral Active exist any more and you’re left with,
a steel-sprung version for the
Steer, you’re changing the wheelbase perhaps, a lack of feel. The good sedans, and a Vibracoustic air-
by steering the rear wheels. To begin thing is, it’s going to be even better. sprung one for the package-
with, that creates an unusual feeling, We’re improving it; I can’t be too space-sensitive 5 Series Touring
but once you’re used to it then you’re precise about it, but you’ll be able to and GT models. However, the
not willing to give it up. try something within two years.” biggest change is the adoption of
“It’s not that we are fond of The conversation turns to the a double-wishbone front suspension (above left) in place of the
generating an artificial feeling in the thorny issue of runflat tires. Van As long-standing MacPherson strut design. Van As says there was
car. Quite the opposite – we try to accepts that not everyone viewed more to the switch than better camber control.
“Due to the fact that the cars have become bigger and heavier
give the car the most authentic feel, them as the way of the future, and
over several generations, we kept having to make the [damper]
with all these modern, high-tech BMW has had to react accordingly. piston rod thicker to keep it resistant against bending. You
systems. Making a two-ton 7 Series “We received a signal from the end up with quite a large diameter, which has implications
feel like a [smaller, lighter] 5 Series market that there’s both a demand for friction. That’s in contradiction to a requirement for ride
means the car no longer has a natural for normal tires, and a demand for suppleness and absorption etc, because there, friction is poison.
feeling because it should feel heavy, runflats,” he concedes. “Now we also If you make a double-wishbone and a damper that is free
but you enjoy it because it’s not.” offer standard tires on the standard from the task of guiding the wheel, you can decrease the [rod]
Lotus Super Seven-owning Van As wheel size. If you choose an optional diameter, and improve ride comfort.”
also offers a realistic assessment of tire size you get runflats. At the
the progress of EPS, with the promise moment that applies to the 1, 3, and between the two is not the result of
of better things to come. 5 Series, as well as the X1 and MINI. a too-stiff suspension setup!
“Compare the electric power “It’s hard to say whether that will The other retreat from previous
steering systems we have on the 5 apply to all models in the future. BMW dogma concerns front-wheel
Series now with the first hydraulic It’s not straightforward because there drive. It’s hard to argue with Van As
power systems,” he says. “Everybody are some markets where you have when he takes an entirely pragmatic
complained that hydraulic steering to have a spare wheel in your car, or approach to the issue.
had no feel, and that it was different that insist on runflats. Other markets “If you consider in which segments
to an unassisted mechanical system. don’t insist on runflats, so we’re of the market the growth will come,
We have made some improvements trying to stay as flexible as possible.” it’s mainly in smaller cars,” he
both on the systems side and in He adds that a model’s base chassis argues. “We are looking to increase
how you develop the logic for a tuning is done for both types of tire, our share in the small-car market.
mechatronic device to improve the but he believes the gap between the There has been a study that showed
functionality so we can get this two continues to narrow. “Recently that quite a lot of people driving a
identical, authentic feel. It’s not I was driving the MINI Countryman 1 Series or similar cars don’t know
something we’re neglecting or have with standard and runflat tires,” whether they’ve got front- or rear-
sacrificed, absolutely not. he says. “And it’s hard to know wheel drive. For people who are
“In an old car, besides the good the difference between them.” He buying cars in these segments, issues
steering feedback, you feel the assures us that the lack of difference like interior space and practicality,
are more important.
“If we were to create a car
with rear-wheel drive, we would
have made a car not according to
marketing rules, but according to
our own rules. We build cars for
our customers, not for ourselves.
If customer demand goes in that
direction, we have to react, but it
doesn’t mean that we neglect our
rear-wheel drive heritage.
“Considering all that, we said
let’s have a look at FWD. We have
some experience now with MINI.
For certain future products within
the BMW Group, it could be a good
option. We’re not talking about the
classic BMW driver, we’re talking
about different kinds of customers
with different priorities. BMW is more
than front-wheel drive or rear-wheel
drive: it’s an important feature
MINI Countryman, to be launched in September, will come with front- or four-wheel drive but not the most important.”
ion of
q ue st
A
efits
a m i c ben ng
yn ru
e
The d ced unsp here’s
c
u
of r e d th ta t
mean bad time
n
m a s s a
been
a
ve
never eers to sa ncy
l
n e
i ef i c
a
e n g f i a
c h assis with fuel ance now e
b
f o r u t o r m n t h
t. B er f ev e
weigh issions p priority, aken
m n t
and e tion-drive ings have hile
l a a v n w
legis st mass s nce. Mea ts and
a l l e po r t a m e n
sm re ss
a n ew im fety requi uch as gla
on g s a e s s a s s
asin tur gm
incre sential fea ally addin ally
s
non-e re continu e, and usu cists
s a icl i
ro o f
i n t o a veh the dynam e
back ace wher asked so assis e m
l e h
in a p ant it. W to keep c
n ’t w b e s t
do w .
ts ho ntrol
exper under co
t
weigh
Rüdiger Hiemenz,
vehicle dynamics manager, Opel
“Our Watt’s linkage suspension (right) on the rear
of the Astra (above) is quite a smart idea, giving you
the performance of a multilink, or in some respects
even more than multilink performance, for less mass
and less money. Historically you always took mass
out by changing to aluminum. But the smarter way is to have a
conceptual lightweight design – to use fewer components. This
was one of the drivers behind the Watt’s linkage suspension. When
we tried a multilink, we couldn’t bring the weight down enough
to compete with a Watt’s linkage design without getting into
expensive, exotic materials. Nor is the Watt’s linkage suspension
at the end of its lightweight development, there’s still more weight
to take out. And in the future hollow damper rods will be the norm,
not special as they are today. Likewise hollow stabilizer bars.”
Ultralight damper
Dr Ingo Albers, ZF Sachs has unveiled a composite damper concept
ZF Lemförder for sub-1,000kg, A-segment cars that has halved the
weight of a current, lightweight aluminum damper
by using lighter materials and integrating functions.
“There is some lightweight The Sachs study concerns an entire suspension strut
potential in control arms. with integrated wheel carrier for small, A- or sub-
We’ve experimented with A-segment vehicles. On the one hand, weight savings
different materials; for are generated by using lighter materials instead
example we produced an of steel parts in the piston rod, internal parts, and
upper control arm for an upper mid-class module assemblies. On the other, newly designed plastic
sedan in magnesium. It’s not an easy components that integrate functions make previous heavy
material to handle, but we made a stable steel components, like the spring cap, unnecessary. The
part that shaved a few hundred grams – a functionality has been checked against load calculations
weight saving of 15-20%. In the meantime based on Western European road-surface conditions.
the price of magnesium has shot up so it’s “With our study on plastic suspension struts, we want to
no longer reasonable, so now we’re talking show above all how much potential there still is in terms
about plastics, glass-fiber-reinforced of lightweight chassis,” says Dr Peter Ottenbruch, head
composite materials. At the IAA last year of ZF’s powertrain and suspension components division.
we showed a spring made entirely from He claims that the design is realistic, with cost and
composites. Composite springs are already feasibility analyses having shown that it could
available on the market, for example for easily be transferred to volume production.
the Mercedes-Benz Sprinter, but these
are not wheel-guiding. We had the spring,
stabilizer link, and control arm functions
all in one part to save money and weight.”
GPS synchronized
easy to use
fast set-up
maintenance free
low data latency
GeneSys
John Heider, VDI columnist and principal · Road Survey and Monitoring
· Highly precise Positioning
at Cayman Dynamics · Verification of Simulation Models
· Steering Robot Guidance
“The use of lightweight for a program and immediately investigate · Verification of Driver Assistance
components in unsprung aluminum components, adding in high Systems
mass has to be done levels of cost. But the reality is that a
prudently. If you’ve got a well-designed, stamped steel part is very
large, single-piece lower difficult to beat when it comes to cost,
control arm that is currently a casting stiffness, and durability. Certainly when
or a steel forging, then yes. Large you try to replace a well-designed, deep-
components that tend to be inefficient drawn, stamped steel two-force member
from a material perspective present a
big opportunity to go to a lightweight
material – an aluminum casting or
forging for instance. But you can’t throw
(such as a toe link or other or suspension
links) with an aluminum part, as a rule it
will look beautiful but the weight saving
and cost increase just won’t be favorable.
GeneSys
Elektronik GmbH
aluminum at something and think it will “I’ve seen a few things that haven’t
always be lighter. Once you add in the gone so well. There was once a trend to GeneSys Elektronik GmbH
stiffness, durability, and manufacturing go to plastic stabilizer-bar links, which In der Spöck 10
requirements, material is usually added were disastrous for most manufacturers 77656 Offenburg / Germany
such that there is no guarantee there will that tried them. To pass durability they Tel. +49 781 / 96 92 79 -0
be a weight saving, and there’s certainly were massive and weighed more than the Tel. USA: ~ 248 465 9000
no guarantee there will be a cost saving. steel equivalents. The ball joints at either adma@genesys-offenburg.de
“OEMs tend to go through phases end could never be made to live and the www.genesys-adma.de
where they’re on a weight-reduction kick failure rate in the field was tremendous.”
Expertise in
GPS and Inertial
Metrology
34
dynamic legends
One-piece
and Germany’s DKW F1 in 1931 – it
may however claim the position of
the first front-wheel-drive, steel-
monocoque, mass-production car.
Designed by Citroën’s André
Lefèbvre and Flaminio Bertoni, the
Traction Avant’s arc-welded, chassis-
wonder
less unitary body was revolutionary
at a time when the norm was to have
a body, not usually load-bearing,
mounted on a frame chassis. Such
monocoque construction is of course
the norm today, as it has been for
some 60 years. Its great advantage
in 1933 was weight-saving, with the
vehicle-load-bearing body providing
all the strength and stiffness of the
car more efficiently than the body-
The front-wheel-drive, steel-monocoque Citroën on-chassis type of construction.
The potential for a better ratio
Traction Avant was a weight-saving pioneer. Michael of strength- and stiffness-to-weight
from a steel monocoque body
Scarlett looks back at a hugely successful design compared with traditional body-on-
chassis design was not recognized by
many contemporaries of the Traction
Avant. Citroën actually went to the
trouble and expense of successfully
staging what now seems a rather
crude crash test demonstration
– driving a sample car off a cliff!
The layout of the design centered launch modification was the adoption
on a longitudinal engine mounted of hydraulic dampers in the front
within the wheelbase behind its suspension. Brakes, meanwhile, were Traction Avant production
transmission, the latter beyond the of the hydraulic drum type.
Production of the Traction Avant expanded internationally
differential placed in-between engine The car incorporated a number of to additional plants in three neighboring countries: Forest
and gearbox. other details of note, which made it in Belgium, Cologne in Germany, and Slough in England – the
Suspension was relatively novel, stand out from its contemporaries. last of course in right-hand-drive form. Highest production
with the rear using a steel beam dead One such feature was the use of numbers outside the Paris factory numbered 31,750 built in
axle, sideways-located by a transverse rubber engine mounts, which largely Forest, 26,400 in Slough, and – not surprising in view of the
Panhard rod, and longitudinally insulated the occupants from engine interruption made by World War II – just 1,823 in Cologne.
by trailing links on each side, each vibration. André Citroën had in fact Manufacture of the car continued over 23 years, during which
sprung by its own torsion bar, and first introduced such mounts into 759,111 examples were built up to July 1957, when it ended
pivoting from a crosswise 76mm- an earlier model, using a Chrysler in the face of the arrival of
the Citroën ID – a lower
diameter steel chassis tube. In front, patent. Another engine attribute was cost, simplified version
however, the car had an independent the use of wet cylinder liners. of the DS.
setup with unequal-length upper and Inside, the car had the gear change
lower wishbones; these wishbones set in the dash, its lever sticking out
were also sprung on torsion bars. through an H-shaped gate. With this
Steering on the early cars was via vertical position, Citroën recognized
a cam-and-gear steering box, which that the ‘box could possibly drop
tended to allow some sloppiness and out of the two upper positions in
play in the steering wheel. So about the H, for second or reverse, so they
a year after the car’s first appearance, devised an arrangement where the
the Traction Avant gained a rack- gear change was locked when the
and-pinion system. Another post- clutch was engaged, and unlocked
“It is said that André Citroën AUTOMATIC NOT FOR THE PEOPLE
The birth of the Traction Avant was a
himself thought that speed somewhat shaky affair. Citroën himself
was always keen on potentially unique
and performance were of little selling points. One was the idea of
concern, which may explain issuing the car with an automatic
transmission, based on the Sensaud
why the first Traction Avant was de Lavaud design, an early form of
CVT, but this proved to be premature
powered by 1,303cc engine” in terms of reliability in the somewhat
rushed context of the time available.
°°°>««V>ÌÃ
IVS – Intelligent Vehicle Systems for
advanced safety and accident prevention.
CarSim VS Commands, new Event Pro-
gramming, and animation features are
used by control and chassis engineers
developing driver assistance systems.
>ÃÌ°ÊVVÕÀ>Ìi°Ê6>`>Ìi`°
Mechanical Simulation
912 North Main St., Suite 210
Ann Arbor, MI, 48104, U.S.A.
Phone: 734.668.2930
email: info@carsim.com
ÜÜÜ°V>ÀðV
System Architecture Rapid Prototyping ECU Autocoding HIL Testing ECU Calibration
Sart
drive arrives at the rear axle (with
the revs stepped up and the torque
reduced), its effect on the vehicle
dynamics is no different to that of
he V
a petrol engine.
a
driven by Allan McNish
i
a si ’s R15 L
and Dindo Capello
der
ngl
e pu e Mans
rpo c
se i onten
nm
ind der ma
. Ch y
arl not be
es A
rms prett y
tro ,
ng- but it’s
Wil
son built
inve with
stig
ates
Aerodynamics
The R15 is the most aerodynamically led
racing car Audi has built and this factor
has put pressure on all other areas of
the car. According to Jo Hausner, work
on the DTM R14 showed that considerable
advantage could be gained by taking
much of the flow inside the car. Extensive
ducting of air through internal tunnels
enabled a variety of aerodynamic concepts
to be exploited. At the front, a broader nose gives access to air entering straight over
the front wing and onto the leading edge of the flat floor. Air entering the front of the
car, either side of this duct, is funneled through radiators, out of gills on the top of the
sidepods, and over the long engine cover and tail, feeding the rear wing. However, some
of the flow re-enters through ducts just ahead of the rear wheels, flowing between the
rear wheels and the transmission, to emerge at the extreme end of the tail, beneath the
rear wing. The result is a much improved lift/drag ratio – at 250km/h, the car generates
1,100kg of downforce from its 10m2 plan area.
SPECIFICATIONS
damper units move the mounting flange nearer data you get from a wind tunnel
their center, improving stiffness. is not the same data you get from
front and rear Likewise the main unsprung masses, track testing. Normally when we
were developed the uprights and brake calipers were start testing a car around Christmas,
moved closer to the center of the we’ve got at least two or three tests
by Audi Sport car, resulting in shorter wishbones for us to find a setup, to find the
in collaboration that were also lighter and stiffer. The best possible configuration, and then
14.5in-wide rear wheels run a modest do the endurance tests. Last year
with Öhlins” 1° of negative camber, with 1.5° on we were caught out because we had of its bodywork and its aero, but this
trouble: little things engine-wise, car is now completely different.”
DRIVER’S EYE – ALLAN MCNISH gearbox-wise, suspension-wise. We Even by the time of Le Mans in
The R15 is a lot lighter and more agile to drive than the R10 and were in the pits most of the time.” June, a full understanding of the
obviously it’s a lot quicker. The weight distribution really helps, The resulting lack of intimate car still eluded Audi. It was all down
but there are negatives of every weight distribution – whether it’s understanding of the car was to dog to knowing how to balance spring,
forward or rearward or whatever – there’s always a compromise. Audi for most of the 2009 season. It damper, and stabilizer bar rates to
But the aero has been a big improvement. I think the car has had picked up a win at the beginning of subtle aerodynamic adjustments.
a wee bit of a bad rap because of Le Mans in ‘09. the season in the Sebring 12 Hours. As much as anything, the challenge
We won in Sebring and we were positioned to put
However, that was largely due to the was to maintain a stable platform
Peugeot a lap down in the wet in Petit Le Mans.
Ultimately, the race got stopped, but we were Peugeots faltering, and the French for the aerodynamic systems to
sitting with them without drama. car’s quickest lap was nearly a second function as intended. Eventually
Le Mans aside, I don’t think it was a negative faster than the Audi. the team cracked it, but too late
year for the car. Unfortunately, with the result “There are some delicate things to win Le Mans. Now, with a fuller
at Le Mans, it had a lot of attention focused from on these cars and on this concept, understanding of how the R15 works
outside saying that it wasn’t quite as good as the and that’s what we had to sort out,” and an upgraded ‘plus’ model on the
R10. But the facts of the matter are that it was explains Hausner. “The R10 was still a track, Audi is more optimistic
significantly quicker. conventional sportscar type in terms about its chances for 2010.
Visit us at the
3HOCK -ANAGEMENT
!54/4(!.%4- A MATERIAL
DESIGNED TO MANAGE SHOCK
VIBRATION AND HARSHNESS IN ALL
VEHICLE APPLICATIONS "ESPOKE
COMPONENT DESIGN SUPPORTED
BY A GLOBAL NETWORK OF
LICENSEES PROVIDING YOU WITH
A LOCAL SUPPLIER
3TATION 2OAD "IRCH 6ALE
(IGH 0EAK $ERBYSHIRE
3+ "2 5+
4
WWWAUTOTHANECOM &
WWWDOWHYPERLASTCOM
WWWDOWHYPERLASTCOM % HELP DOWHYPERLASTCOM
$OW (YPERLAST IS A TRADING NAME OF (YPERLAST ,IMITED WITH REGISTRATION NUMBER HAVING ITS 2EGISTERED /FlCE AT $IAMOND (OUSE ,OTUS 0ARK +INGSBURY #RESCENT 3TAINES -IDDLESEX 47 !' %NGLAND © 4RADEMARK OF 4HE $OW #HEMICAL #OMPANY h$OWv OR AN AFlLIATED COMPANY OF $OW
42
expo preview
SHOWTIME
FORUM:
FREE-TO-
ATTEND
FORUM
40 leading
vehicle
dynamics
experts
outline their
very latest
concepts and
technologies
WHO TO MEET
PU name change EMPT systems
Karsten
Landwehr, Following the introduction of the
BASF corporate brand for European
the BASF brand PU Solutions
Elastogran, which has been launched
The need for tubular lightweight
structures is becoming more and
Key account manager, polyurethane sites, the names of the throughout Europe. It stands for more evident, and expo exhibitor
Ahle Springs Elastogran companies have also been the polyurethane system and PSTproducts GmbH offers very
changed. Elastogran GmbH, with specialty elastomer specialist’s 40+ advanced machines for the joining,
STAND 5710 its head offices in Lemförde, is years of experience. “The change welding, cutting, and forming of
now known as BASF Polyurethanes is an important indicator of BASF’s automotive tubes. Electromagnetic
GmbH. The name change has commitment to its European PU pulse technology (EMPT) is now
not affected existing agreements business,” says Jacques Delmoitiez, available for automotive applications
such as customer contracts. The president of BASF Polyurethanes. and is used commercially.
Elastogran name lives on in STAND 5540 STAND 5500
Chassis benchmarking
Benchmarking of chassis systems means a methodical
comparison of chassis systems by objective and subjective
values. Therefore fka provides chassis systems benchmarking as
an engineering service for OEMs and automotive suppliers. The
benchmarking process includes the objective investigation of
full vehicle parameters on test benches and during on-track
tests, as well as a subjective assessment by experienced test
drivers. On a component level, the benchmark includes the
investigation of damper and tire characteristics and a detailed
design analysis of axle components. The results of these
investigations enable a detailed comparison and assessment
of the different vehicles and the chassis systems.
STAND 5725
New control
system
and engineered to optimize air
suspension performance, the
electronic control unit reads and
Drive-Rite Air Suspensions will adapts to road, vehicle, and driver
show its Generation II IntelliRide inputs to maximize air usage.
air suspension for use on vehicle IntelliRide has been certified by
applications. Drive-Rite’s IntelliRide VCA and EU standards to meet
is an air suspension control system the harshest environmental and
that can be adapted to meet the electromagnetic conditions, and is
most specific needs of the OE vehicle approved by a number of OEMs.
manufacturer or converter. Designed STAND 5335
WHO TO MEET
Tapered wire springs
Michael
Miniblock springs have been wires enable the creation of new
Chepy, implemented by Ahle Springs for spring applications like very small
Control systems and automotive use for years, primarily ‘super-progressive springs’, for
virtual analysis engineer, as rear-axle and brake springs. The example in rebound springs or
tapered wire, in combination with simulator springs. Tapered wire
AMET the ‘principle of non-constancy’, springs for off-road and heavy-duty
STAND 5200 leads to a small installation space, use are available too.
low weight, and no coil clash. The The design and manufacturing
advantages of tapered wires are of new steel spring concepts will
not limited to Miniblock springs, be shown by Ahle Springs during
however, but are also valid for Vehicle Dynamics Expo 2010.
cylindrical springs. In fact tapered STAND 5710
Hub of activity
Raimond Breuker from SKF’s Automotive Development Center talks about
the lightweight, low-friction future for bearings. By Ginette Pelton
In response to the hub-unit components of further
automotive industry’s reduced weight, where we are using
recent drive to reduce innovative material technologies in
CO2 emissions, bearing order to achieve a significant weight
specialist SKF has developed several reduction. I cannot give more detail
new products. One is the SKF Hub at this stage, but you can expect
Knuckle Module (HKM), which uses more from SKF in terms of weight
roll-forming in the manufacturing reduction in the near future.”
process to minimize the use of Another development is in
material to integrate the hub into response to a growing trend toward
the knuckle. The result is a saving more compact and budget vehicles,
of up to 20% from the weight of a whether in traditional Western
conventional hub-knuckle system. markets or the growing territories of
Already in production on a prestige China, India, and Latin America.
sports car, but by no means specific “We have a new hub bearing unit
to high-end niche applications, HKM specifically developed for compact
is now being targeted at vehicles cars,” he reports. “Different materials
right across the spectrum, and and processes enable us to reduce
several other OEMs in Western Europe the overall material utilization in
and China have shown interest in this design.”
the concept. Also on the agenda are product
The second will be a highlight of developments relating to the growing
SKF’s booth at Vehicle Dynamics Expo hybridization and electrification
2010. “The Low Friction X-tracker is of vehicles. At SKF, this has meant
a hub unit to reduce the frictional increasing work in the mechatronic
losses in wheel bearings,” explains domain, for example by integrating
Raimond Breuker, who manages SKF’s a commutation sensor (sensing the
Automotive Development Center in angle between rotor and stator in an
Nieuwegein, the Netherlands. “It can electric motor drive) into bearings
be applied across the segments but for electric motor suppliers. Breuker
typically it will be for applications believes that these new drivetrain
that make use of the third-generation technologies are presenting the
hub bearing unit (HBU3) design. greatest challenge to suppliers such
“The benefit from a low-friction as SKF at the moment.
hub unit is greatest in larger “The powertrain of the future will
vehicles. This is also where OEMs have quite a different architecture,
have the biggest challenge in terms with different components, a higher
of reducing CO2 emissions, so these level of electronics, different key
are the platforms we are targeting suppliers, and a different value chain
initially: cars similar in size to – a clear change from how we do
Raimond Breuker (above); the an Audi A8 or BMW 7 Series, for business today,” he explains. “It’s
Low Friction X-Tracker (right) example. Later we will move to lower not just about reducing friction or
segments as the market develops. The weight, it’s a significant rethinking
product has just been launched from of the drivetrain.
a product development phase and is “There are many new technologies
ready for implementation in customer and product solutions being
projects; we expect it to be in developed to improve vehicle
production in about 18-24 months.” efficiency. Because the market is
Breuker, a mechanical engineer so dynamic, the decisions that we
who has spent more than a make today – in terms of which
decade at SKF, makes it clear technologies and products to invest
that the innovations won’t stop in, and which partners to work with
there. “The HKM is the first step – will impact our future success more
on our lightweight roadmap,” than they have done during the
he reveals. “We are developing past 20 years.”
22 June 2010 Day 1 Morning session 16.30: An experimental study as reference 15.15: Hybrid system response convergence
for magneto-rheological damper modeling (HSRC) – an alternative method for hybrid
Ride and Handling and control durability
Tecnologico de Monterrey – Prof Jorge de MTS Systems Corporation – Dave Fricke, senior
10.30: Principal and benefits of several
Jesus Lozoya-Santos, research assistant staff engineer
torque vectoring concepts for improved
vehicle performance characteristics 16.55: Finish 15.40: How Simulink/SimMechanics-based
Bosch Engineering GmbH – Peter van Vliet, vehicle models can be used in combination
system engineer 23 June 2010 Day 2 Morning session with a full motion simulator
Cruden BV – Maarten von Donselaar, CEO
10.55: Identification of tire lateral force Traction, Stability and Braking
characteristics from handling data and 16.05: Scalability in chassis subsystem
a functional suspension model 10.30: Off-road capability leadership in the modeling – from simple to complex models
Centro Ricerche Fiat – Marco Pesce, vehicle 21st century and model simplification for real-time
dynamics specialist, tire cornering properties Jaguar Land Rover – Jan Prins, technical applications
specialist LMS Imagine – Julien Lagnier, product manager
11.20: New facilities for crosswind
sensibility analysis at IDIADA 10.55: Wheel power management for 16.30: Scenario-based testing approach
Applus+ IDIADA – Jonathan Webb, vehicle AWD vehicle dynamics and performance for fusion algorithm and driver-assistance
dynamics manager optimization system models
Lawrence Technological University – DMC systems India Pvt Ltd – Kausalya Paila,
11.45: Advanced testing and simulation Prof Vladimir Vantsevich, associate director, control algorithm developer
techniques in ride and handling body Automotive Engineering Institute
deformation 16.55: Finish
LMS Italiana – Valerio Cibrario, operation 11.20: Retrofit of electronic stability control
manager systems, analysis of possibilities and 24 June 2010 Day 3 Morning session
benefits
12.10: Electric Active Roll Control (EARC) Automotive Safety Research – Murat Okcuoglu, Instrumentation and Measurement
Cranfield University – Ganesh Mohan, scientist
MSc student 10.30: High-resolution slip angle
11.45: Direction Sensitive Locking measurement
12.35: The Nürburgring and its effect on the Differential (DSLD) – experimental Corrsys-Datron GmbH – Michael Dörr, product
development of sports cars evaluation of a prototype for a FWD management
SBA Motor Sports – Shields Bergstrom, Saab 9-3 Aero V6
professional race driver 10.55: Outlook for MEMS and sensors in
Techno-model – Jonas Alfredson, inventor automotive chassis and safety applications
13.00: Lunch 12.10: Sintered metal ceramic composite – a market forecast
brake pads for automobiles iSuppli – Dr Richard Dixon, senior analyst,
22 June 2010 Day 1 Afternoon session Redson Engineers P. Ltd – Babu Golla, chief MEMS
executive
Suspension 11.20: Infogeotracking System
Steering Prototipo – Stefano Costa, technician
14.00: The closed air suspension system of
the Porsche Panamera 12.35: Power clamping on adjustable Chassis
Porsche AG & Continental AG – Claus Blattner, steering columns – an innovation in steering
head of development, suspension systems and 11.45: Optimization and robust design:
systems that brings more value to the end
Andreas Nessel, head CC air spring modules, Fiat Group Automobiles applications
customer
division chassis & safety overview in chassis and vehicle dynamics
ZF Lenksysteme – Pierre Fournet-Fayard,
EnginSoft GmbH & Fiat Group Automobiles
14.25: Simulating advanced passive manager
– Francesco Linares and Marco Spinelli,
damping technologies 13.00: Microcellular polyurethane as technical managers
BWI Group – Dr Janusz Gołdasz, simulation steering coupling element
engineer 12.10: Green thinking – from the perspective
BASF Polyurethanes GmbH – of a global automotive supplier
14.50: Optimization of vehicle handling Holger Bickelmann, project engineer
SKF Automotive Division – Stefano Barbero,
performance by increasing the ARB 13.25: Lunch business development manager
effectiveness
Tata Motors Ltd – Arun Prakash, manager 12.35: Ride and handling in China – demands
23 June 2010 Day 2 Afternoon session and solutions for chassis development
15.15: Implementation of an active
Simulation and Modeling TÜV SÜD Automotive – Pascal Mast, manager
suspension system in a prototype vehicle
chassis
– ultimate comfort and safety (ACOCAR) 14.00: One single driver model for
Tenneco – Bert Vandersmissen, research multiple simulation tasks – principles and 13.00: Solutions for safety-critical
engineer application examples automotive applications
VI-Grade & BMW Group – Diego Minen, Freescale Semiconductor – Matthieu Reze,
15.40: Active suspension using energy
technical director and Pavel Kvasnicka, sensors marketing
recovery actuation and dynamic power
management conceptual layout vehicle dynamics and Marc 13.25: A new and innovative method of
L-3 Electronic Systems – Roger Stopford, Luckenbach, numerical simulations – operating teaching chassis dynamics
vice president strength and materials Oxford Brookes University, UK - Mike Meechan,
14.25: Functional development process of manager – motorsport knowledge
16.05: Application of surface modifications
and coatings in suspension systems the Magna electric roll-stabilizer eARS 13.50: Finish
Sulzer Metaplas GmbH – Thomas auf dem Magna Steyr Fahrzeugtechnik – *This program may be subject to change
Brinke, project manager Daniel Lindvai-Soos, simulation engineer
Feel-good factor
Right: TRW’s braking and Developments in electronics
steering systems are put integration have led to the
to the test at the company’s
Arvidsjaur winter test evolution of the automobile
facility, in Sweden from a means of traveling from A
to B to a cognitive machine that
supports the driver in making safer
decisions in difficult situations. But
what are the implications of these
technological advances on the overall
driver experience and what is being
done to ensure that the feel – that
is so integral to the way a driver
interacts with a vehicle – remains
the same?
At TRW Automotive, enhancing
driver experience is a key priority
when developing new technologies.
The company’s developments in
the areas of steering and braking
have provided innovative solutions,
which mirror the ‘traditional’ vehicle
response, reassuring drivers that they
are still in control, while offering
considerable environmental and
Right: The steering system cost-saving benefits. TRW’s electric
is one of the most intense power steering (EPS) and electrically
human/machine interfaces powered hydraulic steering (EPHS)
for operating a vehicle technologies, for example, can
deliver fuel savings of 0.3 to 0.4
liters/100km, with a corresponding
reduction in carbon dioxide emissions
of approximately 7-8g/km.
At the core of TRW’s efforts
to replicate traditional feel in
steering and braking systems is the
relationship the driver has with the
vehicle and, ultimately, the degree
of confidence that a driver has in
that vehicle’s ability to respond in a
potentially dangerous situation.
Tony Burton, technical new
business development manager for
electric steering at TRW Automotive, VehicleDynamicsInternational.com • May/June 2010
explains: “The steering system is one
of the most intense human/machine
interfaces for operating a vehicle.
As well as converting steering wheel
turns into directional changes, it
can provide valuable driver feedback experiences a degradation in environment plays a critical role in
about road surface conditions and control and, therefore, confidence achieving this,” he adds.
acceleration capabilities throughout – something which vehicle According to Burton, TRW’s
the constantly changing driving manufacturers want to avoid at approach to steering feel revolves
experience. all costs. around three core principles:
“Haptic steering-wheel feedback “Maintaining a natural steering attention to the sources of
allows the driver to ‘feel’ the vehicle feel for the driver is a primary goal steering-feel ‘distortion’ in the core
and the road. If the feedback is during the development of an EPS design, such as reflected inertia,
weak or if there is a delay between system. The specific hardware setup mechanical compliance and friction;
the command being issued and and software ‘tuning’ of the steering the deployment of robust control-
the vehicle’s response, a driver system within the individual vehicle theoretic approaches, using time
Figure 3 (Left):
[Upper-left] The ESSE system
displaying the progress of
four lines of traffic entering
and exiting a traffic-light-
controlled, four-way
intersection. 50 autonomous
vehicles are communicating
with their own DSRC radios
[Lower-right] A multicore,
multinode computer used in
very high-performance ESSE
simulations
The EST Specification and multicore computer system. When fuel consumption and particulate
Simulation Engineering (ESSE) system the vehicle model is a CarSim model emissions when maximizing safety in
provides precisely the distributed augmented with high-fidelity models urban traffic. Up to 50 CarSim vehicle
modeling and simulation capabilities of the engine, transmission, perhaps models, augmented with accurate
needed to build the complex vehicle, connected via a CANbus, the single engine models, are being simulated
traffic, and infrastructure models vehicle model may be spread over stopping and starting through
that mean the distributed simulation several cores in order to preserve models of the maze of downtown
can be performed, often faster than the highest possible simulation intersections, complete with traffic
in real time. The ESSE distributed performance. The simulation depicted light and vehicle sensor models.
simulator coordinates the activity in Figure 2 executes six times faster The advent of competent large-
of many independent simulations than a wall clock (real) time, even scale modeling and multicore,
– such as ESSE CarSim vehicle though there are six full CarSim distributed simulation capabilities,
models, Simulink plant models, and models being independently and coupled with detailed models of
SystemC ECU models – and supports concurrently simulated – in both vehicle dynamics and control and
intercommunication between simulation and real time – using the plant systems in vehicles, is enabling
simulations via high-performance, same infrastructure model. extraordinarily complex, never before
accurate models of networks, such Since each vehicle model is attempted, large-scale problems
as CAN, and FlexRay, 802.11p radio. completely autonomous, but the to be examined and solved.
Currently, the ESSE distributed driver model can see the other
simulation system is the highest vehicles in its visual range, each CONTACT
performing, accuracy-preserving vehicle-driver model can make Graham Hellestrand
distributed simulator in the world. decisions that are independent of Embedded Systems Technology Inc
In Figure 2, each vehicle is any other vehicle-driver model. This Tel: +1 650 488 4571;
following its lead using a partial exactly mimics reality. Web: www.essetek.com
but relatively sophisticated Gipps Another of EST’s customers, or Doug Orrin
following-driver model. In the together with EST, is currently using Mechanical Simulation Corporation
ESSE simulation, each vehicle is a the ESSE system to systematically Tel: +1 734 668 2930;
separate CarSim model running on identify the dominant factors Web: www.carsim.com
its own core in a multicore host, controlling the minimization of Quote ref VDI 002
EXHIBITOR
Eco-tire technology
Right: Bridgestone’s latest Bridgestone manages safety
eco-friendly tire is the Ecopia and environmental issues
EP150, unveiled in 2009
as integral and essential
parts of its business activities,
and constantly works toward a
sustainable society.
Two key characteristics of a tire are
safety, especially wet adherence, and
environmental performance, related
particularly to rolling resistance and
fuel efficiency. But higher adherence
and lower rolling resistance are
contradictory objectives that have
traditionally required a performance
trade-off.
In a long-term safety and
environmental development program,
Bridgestone has now developed
innovative technology to overcome
this natural paradox, applying
it for the first time in the new
ECOPIA range of tires, Bridgestone’s
flagship brand that contributes to
the prevention of global warming
by helping to reduce CO2 emissions
through higher vehicle-energy
efficiency, and still offers the
high level of safety of Bridgestone
premium tires.
This breakthrough has been
achieved through the development
of a materials technology, called
NanoPro-Tech. NanoPro technology
reduces normally occurring energy
losses that contribute to tire
rolling resistance by optimizing NanoPro technology optimizes the distribution of fillers in the compound (Above right)
the distribution of fillers in the
compound, resulting in reduced ECOPIA M812 tire for light trucks in Announced at the International
molecular friction. 2005, followed by the ECOPIA EP100 Motor Show in Frankfurt in
NanoPro-Tech reduces heat build- for passenger cars in April 2008. September 2009, the ECOPIA EP150
up and the resulting energy loss In Europe, the ECOPIA brand brings the safety and ecological
in the top compound during tire appeared for the first time in 1999 benefits of ECOPIA tires to small-
rotation, and produces a lower when the ECOPIA B381 was fitted to andVehicleDynamicsInternational.com
medium-sized cars. • May/June 2010
rolling resistance coefficient. This the VW 3L Lupo, considered at the An advanced NanoPro-Tech
reduces fuel consumption and CO2 time to be the most environmentally compound, and a 3D block-and-rib
emissions, and gives improved safety friendly car in the world, consuming design for improved road contact,
performance in wet conditions. only three liters of fuel per 100km. gives the ECOPIA EP150 improved
The latest ECOPIA tires also have This was followed by the Audi A2, rolling resistance compared with
three-dimensional curves on the and in 2008, the Toyota iQ city car other Bridgestone tires of the same
tread blocks to help suppress noise left the factory on ECOPIA EP25 tires. dimensions. The brand is up to
generation when the block is in The company introduced the range 3% more fuel efficient, leading to
contact with the road. of eco-friendly premium Turanza reduced CO2 emissions.
ECOPIA tires were first used on ER300 ECOPIA tires in Europe in April
electric-powered cars in Japan, in 2009, meeting car manufacturers’ CONTACT
1991. This set the stage for the demands for improved rolling Bridgestone Europe
ECOPIA M881 and ECOPIA R221 series resistance coefficients without Tel: +32 2 714 68 40
of tires for trucks and buses, released sacrificing safety, and especially wet Email: gert.meylemans@bridgestone.eu
in the replacement market in 2002. handling. The tire is now original Web: www.bridgestone.eu
Bridgestone Japan launched the equipment on several car models. Quote ref VDI 005
CONTACT
FLUIDON
Tel: +49 241 9609260;
Email: info@fluidon.com;
Web: www.fluidon.com
Quote ref VDI 006
Piezoelectric sensing
Right: a typical Dytran vehicle The effective study of vehicle
dynamics application with dynamics relies on the
(inset) the 3225F1 miniature collection of critical sensor
teardrop accelerometer performance data within demanding
test cell or track conditions. Such
requirements call for the use of
rugged, hermetically sealed, high-
performance piezoelectric sensors
that are small, low-mass, offer a
wide operating temperature range,
and provide capabilities for onboard
memory storage. The sensors must
also be easy to mount in the space-
constrained areas of a vehicle.
For the past 30 years, Dytran
Instruments has been one of the
industry’s primary ‘go-to’ sources for
a full range of standard and custom-
made piezoelectric vibration sensors
for vehicle dynamics, and particularly
accelerometers for NVH testing, road
load data acquisition, drivability,
ride and handling, and powertrain To help minimize setup time and
testing. This includes a complete errors within NVH, vehicle suspension
range of IEPE and charge mode testing and modal analysis, most
accelerometers, offering reliable and Dytran piezoelectric accelerometers
repeatable dynamic measurement are available with TEDS capabilities meet the especially demanding
capabilities, as well as a variety of (IEEE P1451.4 standard). TEDS requirements of high-temperature
connector and cabling options. sensors offer the benefit of integral engine and vehicle exhaust system
IEPE accelerometers offer integral onboard memory storage, enabling a testing, the rugged Dytran 3092C
electronics, eliminating the need test engineer or technician to retain high-temperature accelerometer is
for external signal conditioning and sensor calibration and configuration often specified along with the 6894A
greatly simplifying test setups. In data. TEDS sensors are also self- stainless steel hardline cable. The
addition, charge mode models offer configurable when connected to sensor offers a 5pC/g sensitivity
higher temperature capabilities for TEDS capable signal conditioning, and wide dynamic range. Sensors
mounting near engines, transmission which in turn improves overall and cables are typically used in
or exhaust systems, as well as other measurement accuracy. combination to achieve high-accuracy
areas characterized by wide operating A recommended TEDS measurements and provide a stable
temperatures. accelerometer for vehicle dynamics performance in temperatures up
Within NVH testing applications, is the 3273AT – a low-noise IEPE to 482°C.
Dytran piezoelectric accelerometers miniature triaxial accelerometer As an essential accompaniment
are typically mounted on the vehicle weighing just 3g. Offered in both to the piezoelectric accelerometers,
steering wheel, seat track, body 10mV/g and 100mV/g sensitivities, Dytran also recommends the use
VehicleDynamicsInternational.com • May/June 2010
panels, suspension and subframe the sensor incorporates TEDS onboard of rugged, professionally sheathed
attachment points, mainframe memory storage capabilities, making cable bundles. When used with
members, and suspension links, as it ideal for use in vehicle suspension appropriately selected sensors and
well as across all vehicle mounts. characterization applications where instrumentation, the cable bundles
A recommended sensor for use large quantities of sensors are can help reduce the errors associated
within these applications is the required within a single testing with improper cable use, and help
Dytran 3225F1 miniature teardrop environment. prevent the mis-wiring of multiple
accelerometer, with 10mV/g For vehicle transmission testing, cables across long distances in
sensitivity and 500g measurement the Dytran 2.3g 3333A1 IEPE triaxial complicated test setups.
range. Weighing just 0.6g, the sensor accelerometer, is a popular choice.
incorporates a small, lightweight, Offering ultra-low frequency response CONTACT
removable cable and offers adhesive and low noise levels within a Dytran Instruments
mounting capabilities. The low- hermetically sealed titanium housing, Tel: +1 818 700 7818;
mass design means the sensors the sensor offers both 10mV/g Email: info@dytran.com;
can be easily mounted in space- sensitivity and reliable operation Web: www.dytran.com
constrained areas. in temperatures up to 121°C. To Quote ref VDI 007
OxTS dSPACE
Transmission accolades
Data dilemmas
John Heider has some tips for getting the best from objective analysis
On the Web
For a longer version of this article,
and more from Heider, head to
vehicledynamicsinternational.com
BMW 5 Series
530d SE GT
John Miles tries one of BMW’s latest offerings: a 5 Series GT...on runflat tires
www.skf.com
64
last stand
Is this a setup?
CARS WE DROVE RECENTLY THAT DIDN’T BEHAVE AS THEY SHOULD
SPECIFICATIONS Don’t hate me. Driving a issue on smoother blacktop, but to a softer damper setting, to avoid
contemporary 911 on the coarse aggregate surfaces are used an even less forgiving ride.
road should be a special extensively in the UK so it’s not a When your right foot finally did
Porsche 911 Carrera S
experience, right? Truly, problem you can drive around. The get through to the engine however,
UK base price: £72,894 I really wanted to love this car. But resulting harshness, even with the it revealed itself to be every bit as
Chassis options fitted to our this Speed Yellow S wouldn’t let me. PASM in Normal mode, was rather wonderful as you’d expect a latest-
car (and what they cost) Loaded to the gunnels with out of keeping with a £92,000 spec, 3.8-liter, 380bhp, direct-
Sports Suspension (10mm £20,000 (US$30,000) worth of (US$138,000) sports car that’s injected Porsche flat-six to be. Mild
lower than a standard 2S’s optional extras, this test car could supposed to be usable every day. understeer developed rather earlier
PASM chassis (20mm lower be one of the most highly equipped Not that Normal mode was helping than expected on a wet roundabout
than a passively damped 911s in the UK, but apparently even the usability cause. The post-winter- but a circumspect approach in the
Carrera), with firmer springs,
an average Carrera customer spends freeze, pot-holed roads admittedly adverse weather conditions of our
stiffer anti-roll bars, and a
mechanical LSD): £753 an additional 10-15% of the list price failed to flatter the car, but even so test days precluded a more thorough
on profit-boosting, non-standard kit. there was a disappointing lack of exploration of the handling.
Ceramic brakes: £5,349
I’m not convinced that all the compliance in the suspension of this Despite my reservations, I’ve not
SportDesign 19in alloy options fitted here improved the particular 911. The optional bucket lost faith that there’s an excellent
wheels: £238. Black paint driving experience. In particular, seats weren’t especially comfortable car in there somewhere, but this
finish £990!
there was the deafening roar from for road use either, even if their black particular 911 wasn’t it. From that
TPMS: £428 the 19in alloys on Michelin 235/35 leather trim did add some style. extensive options list, I’d probably
(F) and 295/30 (R) rubber; the Sports A more serious irritation was the retain the PDK gearbox, the TPMS
Suspension (also optional, see panel) lazy throttle response, the pedal (surely this should be standard on a
was probably at fault here. requiring a decent shove to get the car this fast?), and perhaps the PCCB
Whatever the cause, this one car moving at all. This was alleviated brakes. Not that my parsimonious
single trait near-ruined the driving in Sport mode, but you then had to spec would do to the car’s
experience. Of course it’s less of an remember to separately switch back residual value any favors!
es
featur
an d
ne ws
iVe
lus
exc
for
l.c om
tio na
ter na
mic sin
cle dy na
w.V ehi
SUBSCRIBE NOW
ww
Vis it
ALm
Nal.co
IOation
AT
LE RN
WW
TEicleD
VEHIC
IN ynam
icsIn tern
W.4
www.Veh
#&' !*#
"7,
2010
+' !1
JUNE
MAY/
po 2010
INTERN
ISSUE
SHOW Dynamics ExStuttgart
June 22
NAL
.CO
M
www.ukipme.com/recard/vdmcard.html
NE 201
nge:
ry ora
and ve supercar
light,
t, very McLaren of
Very fase details of the Mass
State
lation
def views
Exclusiv Saturd er
ay dus
exo ce
redu
News and field
from the tires
fev How to ht of of runfl
at
nights challenger the weigparts
Publis
24
Le Mans
UKIP Media
& Ev
We drive Global technology leader WABCO enables impressive
your comfort
system (ECAS). Outstanding air suspension and superb
or visit www.wabco-auto.com
2010
visit WABCO on
booth 5410 hall 3