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SAE TECHNICAL 2005-01-4177

PAPER SERIES E

Real case of Vehicle Dynamics Simulation during an SUV

Suspension Development

João Maria Vidal Franco

Improvement Vehicle Dynamics

Gilles Schaefer
SERA cd (Société D'études et Realisations Automobiles)

Filiada à

XIV Congresso e Exposição Internacionais

da Tecnologia da Mobilidade
São Paulo, Brasil
22 a 24 de novembro de 2005

AV. PAULISTA, 2073 - HORSA II - CJ. 1003 - CEP 01311-940 - SÃO PAULO – SP
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2005-01-4177

Real case of Vehicle Dynamics Simulation during an

SUV Suspension Development
João M. Vidal Franco
Improvement Vehicle
Dynamics

Gilles Schaefer
SERA-CD

"Copyright © 2005 Society of Automotive Engineers, Inc"

ABSTRACT simulation application and its technical

benefits to the whole development
Traditionally, the suspension process.
development of SUV vehicles presents
additional difficulties when compared INTRODUCTION
to other vehicle types, like sedans or
even light trucks, due to its inherently It was decided to produce locally this
high CG height from the ground. This SUV, because it was already being sold
situation is even more critical when in Brazilian market as a BU and was a
designing a suspension set-up for best-seller.
developing countries, due to market The experience gained in the market
particularities such as road conditions with the imported units allows
and vehicle loading and use. improving the original set-up: one
frequent claim was regarding the lack of
When MMC Automotores do Brasil, suspension travel, mainly at rear. Even
Mitsubishi Motors representative for with moderate load, frequent bottoming
Brazil, decided to produce locally a new at rear suspension was encountered,
SUV as part of the localization process, especially when crossing speed
it was decided to develop a specific bumpers. The bottoming was not too
suspension tuning for Brazilian severe, but was reported by customers
conditions. The main objective was to as being unpleasant.
increase suspension travel to improve In addition, marketing department
vehicle capability on rough roads, wanted the vehicle a bit higher, to
increasing at same time the comfort improve show room appearance.
level on bad surfaces, but without any It was desired also some gain in
critical compromise of vehicle stability suspension insulation level when
and handling. Considering the very traveling over rough and uneven
critical compromises between Ride & surfaces. The suspension comfort
Handling involved, it was decided to should be improved mainly on bad
use a Vehicle Simulation tool (Callas asphalt, as found in many local cities
software, from SERA-CD) to help and highways, mainly in the summer,
driving the suspension development during and immediately after the rain
process. This paper describes the season.

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The handling of original models was maneuvers of rollover propensity

considered good by customers, so it analysis where the simulation will be
should not be impaired during the local used alone, in a comparative basis
development. between original and local setups.

VEHICLE TARGETS ROLLOVER RATING

This feedback by customers of imported Regarding Handling, it was decided to
units was the base for local adopt as reference NHTSA (National
development main directions: Highway Traffic Safety Administration,
- Raise the vehicle, front and rear, by from the Unite States Department of
20mm, Transportation) test procedures for
- Improve rear suspension bottoming, static stability and dynamic roll over
- Improve suspension insulation level, evaluation, because it is a worldwide
specially shake and road shocks on bad known institution and has recently
asphalt, concluded a very comprehensive study
- Keep the basic ride set-up of original of rollover propensity of vehicles in
suspension, i.e. bounce and pitch USA market, with special emphasis on
control levels, understanding the most critical case of
- Keep the basic handling characteristics high CG vehicles, like light trucks and
of original models. SUVs.
As part of this study, they introduced a
Another target was relative to the Rollover Resistance Rating, a method
components to be localized in the first of ranking vehicles from one to five
production step. Regarding the stars regarding its propensity to rollover
suspension system, the following in a single crash accident (tripped roll
Brazilian components should be over), based on the static stability factor
introduced: SSF (ratio of vehicle half track to CG
- rear springs, height. These data are correlated with a
- front and rear shock absorbers, statistical survey among several roll
- wheels and tires. over accidents. In this rating a vehicle
The tires considered for local vehicles with one star have a risk of rollover
were also different in terms of higher of 40%, and a five star one, a
dimension from the original ones, being risk of less than 10%.
one inch bigger in diameter and their Additionally, NHTSA has developed a
construction will be tuned specifically dynamic test to check vehicle rollover
for that models. resistance, to evaluate the propensity to
untripped rollover accidents. After a
Other suspension parts, as front and rear deep study considering several test
anti-roll bars and front torsion bars, maneuvers usually employed in the
were not considered in that first automotive industry, NHTSA decided
industrialization step due to tooling to adopt the Fish Hook maneuver as the
costs. standard evaluation method for dynamic
stability. The result of the dynamic test
Ride development was decided to be is additive to the SSF factor, and both
done using conventional subjective define the final vehicle Rollover
methods, using simulation only as a Resistance Rating.
secondary support tool. For Handling
aspects, however, it was decided to So, it was decided to use these two tests
make a deeper use of simulation, as a reference for the local suspension
especially in the case of more risky development and verify if the objective

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of raising the vehicle 20 mm without perform some modeling also to help

degradation of Rollover Resistance support regular development process,
Ratio was feasible. which will mainly be conducted using
the regular subjective evaluations
As this maneuver is very risky, it procedures.
requires a wide skid pad and usually a
special safety device fitted in the Having defined the conditions for
vehicle to be tested, consisting of an simulation use, the following step was
extra pair of wheels supported by a jig to choose a simulation tool to use.
fixed underneath the car; if the vehicle
started to rollover, one wheel of the SOFTWARE DEFINITION
device touch the ground, keeping the
vehicle upright. The previous development of local
Considering the test characteristics, suspensions set-up carried out at
such an evaluation is very risky and MMCB had previously exhibit the need
very expensive to be carried out. for a versatile simulation software to
support such development activities.
In addition to that specific test
procedures, more conventional tests like Finally, it was decided to use the
ISO Chicane 3888 are used in local software CALLAS, supplied by SERA-
MMCB vehicle development process. CD, a French specialist in vehicle
dynamics, with long experience in
SIMULATION USE vehicle development and tuning, which
had carried out such experience to the
Considering the great challenge mentioned software.
presented by the development The final decision was based on the
objectives – improve vehicle ride following advantages:
characteristics, increase attitude, and at - It does not requires any special
same time keep handling behavior hardware and could be run on a
similar to the original suspension setup, regular lap top,
it was decided, at early development - It is very friendly to operate, with
stages, to use vehicle dynamics a Windows interface, and do not
simulation to help drive the require any extensive training,
development process. - It is easy to model a vehicle, with
the possibility to input data either
Specifically, it was found that the form CAE software or obtained
simulation should be a useful tool for from real prototypes
the handling development and testing. measurements,
In one hand we could use vehicle - Several test procedures are
simulation for some risky and expensive available as standard, including
tests replacing real vehicle utilization. the ones considered for this
This was the case of the Fish Hook development – NHTSA Fish Hook
maneuver and for rollover static limits and ISO Chicane,
of vehicle. - The 3D nature of the simulation
allows to cover all aspects of
For ISO Chicane we will use both longitudinal, vertical and lateral
simulation and real vehicle evaluations vehicle dynamics,
and tests. In such way we could have a - It is possible to input real-world
validation tool for the simulation model. data for validation purposes,
And finally, for Ride aspects, specially
the speed bumper obstacle we will

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- Its flexibility allows to create VEHICLE DATA INPUT

customized tests procedures and
test analysis graphs and tables, The first step in the simulation work
- The data input, modeling, was to obtain the required data, namely
simulation (quicker than real time) about tires. In this process we could
and analysis is quick, making it count with the help of Pirelli Brazil,
really helpful for daily use during which provided the Pacekja data from
the development process. the tires considered during the
development process, and also advice
METHODOLOGY on many other aspects of tire modeling.
One major setback in this modeling was
One very important decision taken at the fact that we did not get the modeling
beginning of this simulation process of the original tires used on BU
was to let the model validation for last, vehicles, which were supplied by a
trusting the software capability and different supplier. To overcome this, the
comparing the different suspensions reference vehicle, with the original
very early to help the development suspension setup, weight, dimensions
process. and CG height was modeled using the
This philosophy is then also the line same tire data (Pacejka curves) as the
chosen for this paper, so we present the local vehicle, and only the external
results given by simulation work during dimensions and the static radius were
the development activities. modified.
Regarding software validation and
accuracy, we include at the end of this As the main purpose of the simulation
paper some of previous technical works was to steer local setup development,
done on this subject. the adopted comparative approach was
The validation part of this simulation acceptable.
work will be the subject of an additional
technical paper in the near future. The vehicle data were obtained straight
from the first prototypes available.
From the several possibilities, it was Weight distribution per wheel, CG
decided to focus the simulation work in height from ground, the suspension and
four specific tests, all available in steering kinematics, were all obtained
CALLAS software: from those measurements.
- Virtual Tilt Table, for static
stability evaluation, Shock absorbers speed x damper force
- NHTSA Fish Hook maneuver, data were obtained from the supplier
- ISO 3888 Chicane , dynamometer. Rear springs load x
- Virtual speed bumper, for deflection curves were also measured at
suspension bottoming evaluation. supplier. Both original and local
These four tests cover the main aspects components were measured (springs
defined at beginning of vehicle and dampers). The bounce and rebound
development, leaving the remaining suspension bumpers were modeled from
issues for regular subjective the load x deflection curves available in
development. their drawings.
Front suspension torsion bars and front
and rear anti roll bars were modeled
using CAE plus FEA tools, and the
resulting stiffness were input in the
vehicle model.

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Considering the comparative nature of SIMULATION RESULTS

the work to be carried out, it was
decided not to consider the elasto- We present successively the simulation
kinematics (compliance) of both front results for the three themes and the four
and rear suspensions, at least in the first above mentioned tests:
runs of simulation. x Static Stability Analysis
For simplification purposes, the chassis Virtual Tilt Table results
flexibility was also not considered,
x Dynamic Stability Analysis
being the vehicle assumed as rigid.
NHTSA Fish Hook and ISO3888
For engine modeling we used the power
Chicane results.
curve obtained from dynamometer.
x Comfort (Bottoming) Analysis
Transmission ratios and power
Speed Bumper results
distribution were also modeled.
From now on we will call:
The more critical conditions for
transient handling and rollover x SUV1 the vehicle equipped with
resistance are in good asphalt, so all the the original suspension
simulations were done in this surface x SUV2 the one with local developed
and we suppose then that the vehicle setup.
transmission (although a 4WD) was in
the 4x2 position.

STATIC STABILITY ANALYSIS –VIRTUAL TILT TABLE

Figure 1 – SUV2 at the end of Tilt Table simulation

The Virtual Tilt Table simulation turns
the ground at a rate of one degree per
second, with vehicle traveling at 3
km/h, the driver keeping the straight
line in an almost steady state condition.
Both vehicles were simulated, in
CW+Driver and in GVW conditions.
By analyzing the vertical force on tires
it is possible to precisely determine the
angle at which vehicle starts to rollover.

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Callas 4.4 R44 Improvement_Brazil

English Vertical force on tire
25/6/2005 - 11:12:14 SUV1 GVW.vhc & Virtual tilt table

880
force/Axle 1/Right/Z (daN) - Tire force/Axle
2/Left/Z (daN) - Tire force/Axle 2/Right/Z 800
Tire force/Axle 1/Left/Z (daN) - Tire

720
640
560
Tire force/Axle 1/Left/Z
480
(daN)

Tire force/Axle 1/Right/Z

400 Tire force/Axle 2/Left/Z
Tire force/Axle 2/Right/Z
320
240
160
80
0
0 3 6 9 12 15 18 21 24 27 30 33 36 39 42
Time (s)

Graph1: SUV1 Virtual Tilt Table – Vertical Force on Tires

Callas 4.4 R44 Improvement_Brazil

English Vertical force on tire
23/6/2005 - 20:15:40 SUV2 GVW.vhc & Virtual tilt table

1100
force/Axle 1/Right/Z (daN) - Tire force/Axle

1000
2/Left/Z (daN) - Tire force/Axle 2/Right/Z
Tire force/Axle 1/Left/Z (daN) - Tire

900
800
700
Tire force/Axle 1/Left/Z
600
(daN)

Tire force/Axle 1/Right/Z

500 Tire force/Axle 2/Left/Z
Tire force/Axle 2/Right/Z
400
300
200
100
0
0 3 6 9 12 15 18 21 24 27 30 33 36 39 42
Time (s)

Graph2: SUV2 Virtual Tilt Table – Vertical Force on Tires

Above are shown the graphics of the The additional stiffness of local
worst condition, GVW, for both progressive rear springs account for that
vehicles. small difference. As expected, at
In this simulation, SUV1 lifts the right CW+driver condition the stability of
front wheel at 36.1º, the rear right wheel both vehicles is better, resulting in
at 38.0º and starts to rollover. greater angle values.
SUV2 front wheel resist to an angle of
35.4º, the rear ones to 37.4º for, so start Just to mention, 35º of lateral
to rollover at only 0.6º less than original inclination is a value high enough even
setup, in spite of being 20mm higher. in severe off road conditions.

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DYNAMIC STABILITY ANALYSIS – NHTSA FISH HOOK

Figure 2 – SUV2 in the Fish Hook Maneuver

The Fish Hook Maneuver was The above graphs about Tires Vertical
performed with both vehicles at GVW Force Graphs show the following values
condition (5 passengers plus luggage, for the unloaded wheels (right side,
fuel tank full) at 55 mph according after the second steering wheel stroke):
NHTSA procedure. Both vehicles pass - SUV1 Front 130,4daN, Rear
the test without lifting the inside wheels 218,6daN.
from the ground. - SUV2 Front 41,1daN, Rear
212,4daN.

Callas 4.4 R44 Improvement_Brazil

English Vertical force on tire
25/6/2005 - 11:21:28 SUV1 GVW.vhc & FishHook

1170
Tire force/Axle 1/Left/Z (daN) - Tire force/Axle 1/Right/Z

1080
(daN) - Tire force/Axle 2/Left/Z (daN) - Tire force/Axle

990

900

810
2/Right/Z (daN)

720 Tire force/Axle 1/Left/Z

Tire force/Axle 1/Right/Z
630
Tire force/Axle 2/Left/Z
540 Tire force/Axle 2/Right/Z

450

360

270

180

90
0 0.8 1.6 2.4 3.2 4 4.8 5.6 6.4 7.2 8 8.8 9.6
Time (s)

Graph3: SUV1 Fish Hook – Vertical Force on Tires

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Callas 4.4 R44 Improvement_Brazil

English Vertical force on tire
23/6/2005 - 20:56:39 SUV2 GVW.vhc & FishHook

1100

force/Axle 1/Right/Z (daN) - Tire force/Axle

1000

2/Left/Z (daN) - Tire force/Axle 2/Right/Z

Tire force/Axle 1/Left/Z (daN) - Tire
900
800
700
Tire force/Axle 1/Left/Z
600
(daN)

Tire force/Axle 1/Right/Z

500 Tire force/Axle 2/Left/Z
Tire force/Axle 2/Right/Z
400
300
200
100
0
0 0.8 1.6 2.4 3.2 4 4.8 5.6 6.4 7.2 8 8.8 9.6
Time (s)

Graph4: SUV2 Fish Hook – Vertical Force on Tires

DYNAMIC STABILITY ANALYSIS – ISO3888 CHICANE

Figure 3 – SUV1 (Solid) & SUV2 (Lines) in the ISO3888 Chicane (superimposed)

The ISO Chicane Test was performed at to slight difference in Tires Slip Angles,
120Km/h, which is the highest allowed as shown in Graph6.
speed on Brazilian highways, to SUV2, although still presenting a safe
simulate an eventual severe evasion understeer behavior with front slip
maneuver. This test is a closed loop test angles significantly higher than rear
involving a driver model. ones, shows a small difference,
From graphs bellow, SUV2 presents a resulting in a slightly more precise
slightly better precision than SUV1, behavior. The slip angles of more
performing the maneuver with less heavily solicited tires in this maneuver
deviation from the ideal path, and are:
requires less steering wheel angle to SUV1 Front Left 7.6º and Rear Left 4.2º
perform the ISO Chicane (Graph5), due SUV2 Front Left 7.3º and Rear Left 4.6º

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Callas 4.4 R44 Improvement_Brazil English

9/6/2005 - 14:40:36 Steering wheel angle
SUV1.vhc & Chicane
SUV2.vhc & Chicane

240

210
Steering wheel angle (°) - Steering wheel speed (°/s)

180

150

120

90 Steering wheel angle

Steering wheel speed
60
Steering wheel angle
30 Steering wheel speed

-30

-60

-90

-120
0 0.5 1 1.5 2 2.5 3 3.5 4 4.5 5 5.5 6
Time(s)

Graph5: SUV1 & SUV2 ISO Chicane – Steering Wheel Angle

Callas 4.4 R44 Improvement_Brazil

English Tires slip angle
9/6/2005 - 14:33:55 SUV1.vhc & Chicane
SUV2.vhc & Chicane

7
1/Right (°) - Sideslip angle/Axle 2/Left (°) - Sideslip
Sideslip angle/Axle 1/Left (°) - Sideslip angle/Axle

4
angle/Axle 2/Right (°)

3 Sideslip angle/Axle 1/Left

Sideslip angle/Axle 2/Left
2
Sideslip angle/Axle 1/Left
1 Sideslip angle/Axle 2/Left

-1

-2

-3

-4
0 0.5 1 1.5 2 2.5 3 3.5 4 4.5 5 5.5 6
Time(s)

Graph6: SUV1 & SUV2 ISO Chicane – Tires Slip Angle

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It is also interesting to notice that both This is the result of the additional
vehicles presented a roll behavior very stiffness introduced at rear progressive
similar, in spite of SUV2 being raised springs and at the higher pre-load of
of 20mm (Graph7). front torsion bars (Graph8).

Callas 4.4 R44 Improvement_Brazil English

9/6/2005 - 14:30:49 Roll
SUV1.vhc & Chicane
SUV2.vhc & Chicane

35

30
CoG/Roll (°) - Roll %ground (°) - Roll speed (°/s)

25

20

15

10 Roll %ground
Roll speed
5
Roll %ground
0 Roll speed

-5

-10

-15

-20

-25
0 0.5 1 1.5 2 2.5 3 3.5 4 4.5 5 5.5 6
Time(s)

Graph7: SUV1 & SUV2 ISO Chicane – Roll Angle & Speed

Callas 4.4 R44 Improvement_Brazil English

9/6/2005 - 14:28:06 Spring force
SUV1.vhc & Chicane
SUV2.vhc & Chicane

630
Spring force at spring/Axle 1/Left (daN) - Spring force

600
spring/Axle 2/Left (daN) - Spring force at spring/Axle
at spring/Axle 1/Right (daN) - Spring force at

570

540

510

480
2/Right (daN)

Spring force at spring/Axle 1/Left

450 Spring force at spring/Axle 2/Left
420 Spring force at spring/Axle 1/Left
Spring force at spring/Axle 2/Left
390

360

330

300

270

240
0 0.5 1 1.5 2 2.5 3 3.5 4 4.5 5 5.5 6
Time(s)

Graph8: SUV1 & SUV2 ISO Chicane – Spring Force

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COMFORT (BOTTOMING) ANALYSIS

Figure 4 – SUV2 after hitting a speed bump at 80 Km/h

One of the feedbacks received from the Relatively to SUV1, the SUV2 with the
market regarding the SUV1 suspension local suspension showed a decrease
was to improve in rear suspension from 67.4 m/s² to 56.5 m/s²at rear floor
bottoming. So it was decided to perform acceleration. In this particular aspect,
a simulation of a speed bumper at 80 the local developed suspension is 1.1g
km/h, the estimated highest allowable and 19% better than the original setup,
speed at street avenues with such thanks to the longer bump travel and the
obstacles. subsequent increased stored energy.

Callas 4.4 R44

Improvement_Brazil English Accelerometers
9/6/2005 - 18:34:31 SUV2 vhc & Suspension test track
SUV1 vhc & Suspension test track

72
Accelerometer/1/X (m/s²) - Accelerometer/2/X (m/s²) -
Accelerometer/3/X (m/s²) - Accelerometer/4/X (m/s²) -
Accelerometer/5/X (m/s²) - Accelerometer/6/X (m/s²) -
Accelerometer/7/X (m/s²) - Accelerometer/8/X (m/s²) -

63

54
Accelerometer/9/X (m/s²) - Acceleromete

45

36
Accelerometer/1/Z
27
Accelerometer/2/Z
Accelerometer/1/Z
18
Accelerometer/2/Z
9

-9

-18

-27
2 2.4 2.8 3.2 3.6 4
Time(s)

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CONCLUSION AND FUTURE ACKNOWLEDGMENTS

WORKS We would like to thank Mrs. Luiz
Rosenfeld and Reinaldo Muratori, from
The use of a Vehicle Dynamic the Product Engineering Department of
Simulation tool helped achieve the MMC Automotores do Brasil
Program objectives for an SUV local (Mitsubishi), for their support for this
suspension development, i.e. to improve paper.
ride comfort, specifically the rear
suspension bottoming, without ABOUT THE AUTHORS
compromising overall vehicle handling 1-João Franco, Improvement Vehicle
and stability. Static Stability was kept at Dynamics. Vehicle dynamics advisor,
same level of original setup and the working in Brazilian automotive market
local suspension manages to pass since 1978, mainly as ride & handling
NHTSA Fish Hook Test, resulting in specialist.
keeping the same Rollover Resistance 55 11 4979-6915
Rating than the original one. improvement@terra.com.br

Additionally, the transient response of 2-Gilles Schaefer, SERA CD

local setup was in some cases even 33 (0) 1 69 86 13 37
slightly better than the original gilles.schaefer@sera-cd.com
suspension. www.sera-cd.com

Conventional subjective Ride

evaluations showed that significant REFERENCES
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of front and rear dampers, decreasing SIA 970202. Congrès SIA Lyon, Avril
their loads only in the rod speed over 1997. Repris dans Ingénieurs de
the handling maneuvers range. l’Automobile Nº713, Mai 1997.
As a future work, the simulations will 2- G. Schaefer, D. Lechner, Y. Delanne,
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front suspension, and also front and rear validity for 3D vehicle dynamics”
anti-roll bars. The required basic ISATA Paper 97SAF005, 30th ISATA
characteristics of such components can Conference, Florence June 1997.
easily be determined using Vehicle
Dynamics Simulation, and if a
significant improvement is foreseen,
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world evaluations and tests.
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ineffective tooling costs, and speeding
up the total development process.

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