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The high damping ratios immediately suggest that body control is paramount. Looking at the bump at 13mm/s the damping ratio jumps to 2.03. This indicates the damper engineer is trying to give some feel to the car as well as load the tyres. Beyond this range the dampers blow off to a low ratio to allow the car to ride the bumps. In rebound
1 Ιουν 2004 · This work presents a unique approach to solving road bumps design problems. The results of our study reveal three important road bumps variables that influence the control of vehicle...
the damping ratios you’re effectively looking at the damper’s finger print. Also too the damping ratio will vary throughout the velocity range of the damper. This is a
The first step is to calculate the desired damping in ride, single wheel bump, roll, and finally pitch. An undamped system will tend to eternally vibrate at its natural frequency. As the damping ratio is increased from zero, the oscillation trails off as the system approaches a steady state value.
a FSAE car will require a damping ratio of 0.5-0.7 to control the heave, pitch and roll resonances of the sprung mass, and a damping ratio of 0.3-0.5 to control the unsprung mass. But this is NOT the entire answer, so keep reading!
Racecars in general run higher damping ratios, and have a much smaller concern for comfort, leading to some racecars using higher front ride frequencies. The higher damping ratios will reduce the amount of oscillation resultant from road bumps, in return reducing the need for a flat ride.
damping ratios give a lower transmissibility, meaning low damping ratios are desirable at high frequency. Since low frequencies generally correspond to low damper velocity, and high
