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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
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 from ...
11 Νοε 2017 · Bump Settings. Bump damping controls the un-sprung weight of the car, which is the wheel and upright assembly and the coil spring. The optimum bump setting for the car can be found anywhere in the adjustment range of the damper for any car.
Ride and Single Wheel Bump Damping The first place to start on damping is ride motion. Choosing a damping ratio is a tradeoff between response time and overshoot- you want the smallest of each. Passenger vehicles generally use a damping ratio of approximately 0.25 for maximizing ride comfort. In racecars,
reduce the amount of oscillation resultant from road bumps, in return reducing the need for a flat ride. Damping ratios will be explained in the next tech tip in detail.
Most text books state the proper damping ratios are 0.2-0.3. This is appropriate for passenger cars, but not enough for FSAE and other race vehicles with higher spring and tire rates, and thus, higher natural frequencies.
Figure 7 shows the transmissibility for a spring-mass-damper system with a fixed damping ratio of 0.5- a simple model of the car hitting the speed bump. Figure 7. Transmissibility of a spring-mass-damper system. Very Low frequency example. TR = 1 Input amplitude = 4 in. Output amplitude = 1 x 4in = 4 in.
