Damper Basics Seminar

Damper Basics
Damper Design, Testing and Tuning
This document is property of Kaz Technologies Not authorized for use by outside organizations
Presented to Formula SAE

By Jim Kasprzak
May 15, 2010
Damper Basics
It is thought by many that dampers are a
black art
That there is some magic to developing
and tuning dampers
This document is property of Kaz Technologies. Not authorized for use by outside organizations
Damper Basics
We are here to dispel those myths and give
you tools to develop dampers
However, there is art in damper tuning
The art is optimizing the damper using
engineering knowledge &the proper tools
Sometimes I think that I would have enjoyed
racing more in the days of the friction shock.

Since you couldnt do anything much to them or
with them, I would have spent a lot less time
being confused.
Carroll Smith
Tune to Win, 1978
PLEASE ask questions

at any time
Course Outline
Damper Basics
Inside the Damper
Damper Testing
Damper Design
Advanced Tools
The Last Word
KAZ Technologies
KAZ TECHNOLOGIES started in 1995
Staff of 5 Engineers
Over 85 years of combined racing & automotive engineering experience
Extensive vehicle suspension, ride and handling experience
Damper design, development, testing and manufacturing

All types of springs, stabilizer bars, oil seals, shock absorbers and struts
Ride & handling on standard suspension and advanced technologies
NVH, tire testing, vehicle stability systems, race chassis development
7-Post and 4-Post test development and testing
Experience
Racing experience includes:
o Race driving
o Race engineering
o Chassis/Suspension
development
o Data acquisition and
analysis
o Suspension design,
analysis & fabrication
o Shock absorber
development
o 7-Post Testing
KAZ TECHNOLOGIES
GM Racing
Resident 7-post and shock technical specialists

7-post testing for GM Racing
7-Post & damper testing tools
Race engineering
Other
Race engineering
Damper design & development
Damper sales & service
Jim Kasprzak-Race Engineering

36 years racing experience
Developed 7-Post testing for GM
Expertise includes:
Race Engineering
7-Post testing
Suspension engineering
Shock design, development & tuning
Vehicle tuning
Jim Kasprzak-Automotive
31 years automotive experience
Arvin Ride Control
Director, Original Equipment Engineering
Director, New Product Development
Monroe Auto Equipment

Chief Engineer, Electronic Suspensions
Manager, Suspension System Programs
Two shock design patents
Course Outline
Damper Basics
Inside the Damper
Damper Testing
Damper Design
Advanced Tools
The Final Word
Damper Basics
A shock absorber is a damper!

Functions of a damper
Resonant frequencies
How much damping?
A Shock is a DAMPER!
Dampens sprung and unsprung mass
Dissipates this energy into heat
Only produces force when in motion
Dampers are VELOCITY sensitive device
Force produced is proportional to velocity
Damping is also a function of acceleration
Sprung Mass
(Chassis)
Spring
Damper
Unsprung Mass
The damper controls the suspension
In broad terms:
Rebound controls sprung mass
Compression controls unsprung mass
Functions of a Damper
How do we use dampers on vehicles?
Primary Function
Dampen sprung & unsprung resonant frequencies
Secondary Function
Controls vehicle at pitch, heave and roll resonant
frequencies
Controls rate of weight transfer
Braking, corner entry, acceleration
At best, dampers are
The frosting on the cake
Dampens vibrations at resonant frequencies
Controls rate of weight transfer
Enhances vehicle performance
In worst case, dampers
Hold the cake together!
Compensates for structural deficiencies
Controls heave, pitch, roll imbalances
Used to compensate for deficiencies in design
or other components
Compensates for lack of suspension travel
Resonant Frequencies
A suspension is two
spring/mass/damper
systems in series
Sprung Mass
(Chassis)
Spring
Damper
Body, chassis spring

and damper
Suspension and tire
Unsprung Mass
Suspension
Tire Spring
Tire Damping
Sprung Mass
Unsprung Mass
Typical Natural Frequencies

Sprung Mass
FSAE
Passenger Car
NASCAR Cup Car
All 4 corners different!!
Indy Car
2.0 4 Hz
1 2 Hz
1.5 4 Hz
3 -5 Hz
Typical Natural Frequencies

Unsprung Mass
FSAE
Passenger Car
NASCAR Cup Car
Indy Car
22 - 26 Hz
10 - 12 Hz
15 - 17 Hz
23 - 27 Hz
How Much Damping?
How Much Damping?

Resonance
Critically Damped
Passenger
Car
Non-Aero
Racecars
Critical
Damping
Aero Racecars
Ride: 0.7-1.1
Roll: 6.0-9.0
Milliken
How Much Damping?

Critical Damping
How Much Damping?

Critical Damping
How Much Damping?

Proper Damping Ratio
0.2 -0.4 total system damping
Great for theoretical calculations, but not very practical!
How Much Damping?

Effects of Different Damping
Gillespie
How much Damping?

Tire Force Variation Considerations
Damping is only required at resonant
frequencies
Primarily sprung & unsprung mass resonance
Damping required to control resonance
Damping at other frequencies increases tire

force variation
How much Damping?
Courtesy of Kaz Technologies and GM Racing
How much Damping?

So, how much damping?
The correct amount
To control resonances
To control pitch and roll rates
To control suspension travel
Minimize tire force variation
Questions?
Inside the Damper
Damping force calculations

Gas pressure
Damper valve operation
Compression pressure balance
Damping Force Calculations

Monotube
Damping Force Calculations

Monotube with Basevalve
Gas Pressure
Gas Pressure
Purpose
Pressurizes oil in damper
Reduces hysteresis
Creates static rod force

Provides the pressure for gas spring
However, spring rate is low
Gas Pressure Calculations

Gas Force
Ideal Gas Law

Gas Spring Rate
Gas Pressure
In Monotube
Balances the pressure in
compression chamber (P2)
Prevents cavitation or lag
High gas pressure typically required
Produces high friction and static rod
force
Gas Pressure
In Monotube with Basevalve
Compensates for minor fluid loss
Pressurizes oil in damper
Balances pressure across base valve
P4 vs. P3
Damper Valve Operation
Rebound Flow
Low Speed Rebound
Controls 0 2 in/sec damping
In valving
Bleed holes
By-pass jet
Leakage
Rebound Low Speed
Rebound Flow
Mid Speed Rebound
Controls 2-8 in/sec damping
In valving
Disc preload
Disc stack
Rebound Mid Speed
Rebound Flow
High Speed Rebound
Controls > 8 in/sec damping
In valving
Piston ports
Restriction of disc stack travel
Rebound High Speed
Compression Flow
Low Speed Compression
Controls 0 2 in/sec damping
In valving
Bleed holes
By-pass jet
Leakage
Compression Low Speed
Compression Flow
Mid Speed Compression
Controls 2-8 in/sec damping
In valving
Disc preload
Disc stack
Compression Mid Speed
Compression Flow
High Speed Compression
Controls > 8 in/sec damping
In valving
Piston ports
Restriction of disc stack travel
Compression High Speed
Compression Pressure Balance

To maintain hydraulic integrity, you must
have a balance of pressure drops in
compression
In Monotube between the piston and the gas
piston
In Monotube with base valve, between piston,
base valve and gas pistion

Monotube
Pressure in gas chamber must always
be greater than compression chamber

Monotube with Base valve
Pressure drop across base valve must
always be greater than across piston
And
Pressure in gas chamber must always be
greater than below base valve

What results from pressure imbalance?
Cavitation
Hydraulic lag
Hysteresis
Cavitation
What is Cavitation?
Negative pressure in rebound or compression
chamber
Creates void in chamber
Result is lag in force
Cavitation
Compression Pressure
Base Valve Pressure
Rebound Pressure
Cavitation
Cavitation
No Cavitation
Cavitation
Cavitation
Cavitation
Hydraulic
Lag
Cavitation
Red = 100 psi
Green = 75 psi
Cavitation
Green = 75 psi
Red = 100 psi
Cavitation is not
always evident in
Force/Velocity
graph!
Hysteresis
Red = Baseline
Green = Hysteresis
Hysteresis
Hysteresis is also
caused by
compression
pressure imbalance
Proper Pressure Balance
Questions?
Damper Testing
Traditional damper testing

Traditional damper dyno curves
Damper curve analysis
Proper test methods
Traditional Damper Testing

Sine wave input
Fixed stroke
Single speed
Single speed plot
Or
Multiple speed
Peak force plot
Traditional Damper Testing

Mechanical Damper Tester
Fixed stroke
Mechanically adjustable
Scotch yoke or crank design

Fixed speed for each test
Variable speed for multiple tests
Traditional Damper Curves

Standard Roehrig Curves
Force Velocity
Force Absolute Velocity
Compression Open, Rebound Closed
Rebound Open, Compression Closed
Force Displacement
PVP Peak Velocity Plot
Damper Dyno Curves
Roehrig Control Panel
Force - Velocity
Compression
Rebound
Force - Absolute Velocity

Compression
Rebound
Compression Open Rebound Closed

Compression
Rebound
Rebound Open Compression Closed

Compression
Rebound
Force - Displacement
Compression
Rebound

What is a PVP Plot?
A collection of forces at peak velocities
Each force is plotted as a point
A line is drawn through each point to generate the
curve
Representation of peak force at each velocity

17 Peak Velocities
Compression
Curve connects
Individual points
Rebound
Complete Curve at Single Velocity

Compression
Rebound
Single Speed Plot

Typical Plot
1 or 2 inch fixed stroke
10 in/sec peak velocity
Only one speed
Single Speed Plot
Single Speed Plot

Pluses
Has become the default standard
Because the standard, easy comparison
between teams
Easy to compare your data to another teams
Good overall view of damper forces
Single Speed Plot

Minuses
Only one speed
Ignores acceleration affects
Shows poor representation of low speed

controls
Poor for comparison of damping performance
at low velocities
Multiple Speed Plot
Multiple Speed Plot

Pluses
Able to see effects of acceleration
Better analysis at each specific velocity
Focus on velocity car is working
Observe how valving is working at each specific
velocity
Multiple Speed Plot

Minuses
No standardized set of velocities
Hard to compare results with other teams
Analysis is more difficult
Dyno Curve Analysis
Dyno Curve Analysis

Want smooth, uniform curve
No lags
No signs of cavitation
No incongruities
Minimal hysteresis
Hydraulic Lag
Hydraulic
Lag
No Cavitation
Minor Cavitation
Slight Cavitation
Cavitation
Massive Cavitation
Incongruity
Hysteresis
Hysteresis
Proper Curve
Dyno Curve Analysis

Use opening side of curve
This is the initial force seen by the vehicle
during any event
Analyze entire cycle NOT PVP

Use Force/Velocity and Force/Displacement
Analyze multiple speeds
Force Absolute Velocity
Compression Open
Rebound Open
Force Displacement
Compression Open
Rebound Open
Damper Test Methods
Proper Damper Test Methods
Zero out damper weight

Subtract gas force
Test shock at operating temperature
Test & analyze multiple speeds
Analyze entire cycle, not PVP
Use compression and rebound open
Questions?
Damper Design
Damper architecture
Adjusters
Design process
Tuning process
Tuning guides
Damper care & feeding
Damper Architecture
Twin tube
Monotube
Monotube with basevalve
Twin tube with piggyback reservoir
Monotube with remore reservoir
Monotube with piggyback reservior
Damper Architecture
Choose the design that serves the application
Function
Packaging
Performance
Price
Twin Tube
Primarily used in OE applications
Inexpensive
Has to be mounted rod up
Valving in piston and base valve
Typically smaller piston OD than
monotube
No separation between oil & gas
Pressure balance required
Monotube
Compression & rebound valving
in piston
No base valve
Typically high gas pressure
Pressure balance between piston

and gas force required
Monotube with Base Valve

Can run low gas pressure
Pressure balance between piston
and base valve required
Pressure balance between base
valve and gas pressure required
Monotube with Remote Reservoir

Base valve typically in reservoir
Remote reservoir for packaging
Can cause hysteresis and lags
Same pressure balance as

monotube with base valve
Monotube with Piggyback Reservoir

Shorter length than monotube
Twin Tube with Piggyback Reservoir

Piston OD typically smaller than
monotube
Adjusters
Adjusters
Various types of adjusters
Rebound
Compression
Rebound & compression
High speed compression & rebound
Low speed compression & rebound
Must decide what is important !

Adjusters
Multiple adjusters interact
High speed and low speed adjusters interact
They are not totally independent
The setting of one adjuster will often determine the
effectiveness of the other adjuster
High Speed Compression Adjustment
Low Speed Compression Adjustment
Adjusters
Single Adjusters
Typically rebound in rod
Typically compression in reservoir
Can adjust low speed, high speed or both
Damper Design Process
Damper Design Process

Design Considerations
Damper architecture
Damper features
Packaging on vehicle
Dimensions
Performance characteristics
Initial damping characteristics
Damper Architecture
Choose the architecture that serves the
application
Function
Packaging
Performance
Price
Damper Features
Choose the features that serve your application
Piston diameter
Number and type of adjustments
Piston and valving design
Base valve design
Jounce bumper?
Packaging on Vehicle
Mountings
Travel or stroke
Is the damper a travel limiter?
Coil-over spring travel on shock
Jounce bumper travel
Dimensions
Compressed and extended length

Stroke or travel
Mounting dimensions
External tube diameters
Spring dimensions
Jounce bumper dimensions
Performance Characteristics
Damping requirements
Damping adjustment ranges
Spring rates and travels
Jounce bumper engagement point, rate
and travel
Initial Damping Characteristics

How do you determine?
Damper supplier recommendations

Experience or records
Calculations
Simulation
Guess
Tuning Process
Tuning Process
Damping curves from dyno test

Fit check on vehicle
Basic vehicle testing
Advanced tuning
Tuning considerations
Damper Curves from Dyno

Need to know where you are starting!
Force/Absolute Velocity curves
Multiple velocities
Curves for each shock

Tuned/adjusted to match
Curves for range of adjustments
Fit Check on Vehicle

Make sure design is correct!
Correct travels
Shock and spring
Jounce bumper engagement

No binding or interferences
Base Vehicle Testing

Basic motions and transistions
Basic ride motions
Low frequency input (Sprung resonance)
Bumps (Unsprung resonance)
Extreme travel events
Transistions
Braking, turn-in, acceleration
Advanced Tuning
More than basic tuning
Track testing
Transition maneuvers
7-post testing
Tuning Considerations
A damper is a VELOCITY sensitive device
Force is a function of velocity, not
displacement
Can be used as a dynamic spring

Generate force when in motion
Passive at steady state
Velocity for transients typically
below 2 in/sec
Turn-in
Braking
Acceleration
Aero control
Velocities for bumps typically 2-10 in/sec
Velocities for extreme travel events above
10 in/sec
Tuning Guides
Tuning Guides
There are many ways to use dampers
Dampen resonant frequencies

Dynamic spring
Hold down device
Jack up device
There are many correct answers
Damper Care & Feeding
Damper Care & Feeding

Main objective is repeatability and durability
Tune adjusters so forces match

Check gas pressure often
Dyno test at least once a year
Look for oil leakage
Check for rod and seal damage
Professional Damper Care

How race teams do it
Damper settings checked with each setup and
set down
Gas pressure checked each day
Dampers curved before race
Dampers rebuilt and forces matched after
each race
Questions?
Advance Tools
Damper testing
7-post testing
Damper Testing
Multi-Frequency Testing
Variable frequency and amplitude sine sweep
Actual vehicle data
Actual data
Low frequency (sprung resonance) data
High frequency (unsprung resonance) data
Damper Testing
Roehrig EMA Dyno
Electro-magnetic actuator
Triangle, sine, square and
composite waves
Can play back shock
displacement data from track
data
Damper Testing
Multiple Input Test
Traditional peak velocity sine wave

Track data file
Low frequency track data
High frequency track data
Sine sweep
Based on track data
Multiple Input Test
Multiple Input Test

Peak
Velocity
Track
Data
Low
Freq
Track
Data
High
Freq
Track
Data
Sine Sweep Based on Track Data
Kaz Tech Shock Testing Tools
Kaz Tech Shock Testing Tools

EMA Complex Drive File Generator
Graphical Plotting & Analysis Tool
Results Workbook
Analysis Metrics
7-Post Testing
What is 7-Post Testing?

Simulates track input in a lab test
Uses data from the race track to
reproduce input to the car
Track input to the tires
Aero and banking loads to the body
Sine sweep input for frequency testing
What is a 7-post?
The 7-post shaker is an engineering system
Exerts forces on the vehicle

Records the forces that the vehicle puts back into the
system
Records various system responses
A 7-post consists of 7 hydraulic actuators

4 actuators with wheel pans input road
3 actuators input aero loads
What is a 7-post?
Four wheel pan actuators
Input simulated road displacement into the vehicle

Displacement driven
Same displacement throughout the test
Load and acceleration measured at the wheel pans or platens

Typically driven up to 50 Hz
Three down force actuators

Load driven
Same load throughout the test (except when active aero is in use)
Allows for vehicle displacement, acceleration, and velocities to

be a variable
Typically driven up to 1 Hz
7-Post Testing
7-Post Drive Inputs
Sine sweep
Track data based drive file
Discreet event
Low frequency from track data
Why 7-Post Testing?

Solution to limited track tests
Shock development
Suspension set-ups
Measure response in the lab you cannot

measure on the track
Tire grip
Aero loading
Why 7-post Testing?

The 7-post will not give you the magic set of
shocks or setup! It will give you:
The knowledge of how each component
affects the whole system
The magnitude of each effect
An understanding on the cause and effect
The information to make educated decisions
at the racetrack
7-Post Testing is a Cycle
Track data gathering

Drive file development
Test planning
Drive file evaluation
Test execution
Data analysis
Application at the racetrack
7-Post Testing Analysis

Required elements of analysis
Tire force variation (mechanical grip)

Body control
Wheel control
Aerodynamic downforce
Driver comfort
Kaz Tech 7-Post Testing

GM Racing 7-Post Testing
1977: First NASCAR 7-post test

Numerous race wins
Developed GM 7-Post Test Method
Test methods
Data analysis routines
Data presentation
Results taken directly to racetrack
Continuous test development
Data analysis & reporting
Testing Methodology
On-going assessment of 7-Post
state-of-the-art
Kaz Tech 7-Post Tools
Kaz Tech 7-Post Tools
Data Processing
Results Workbook
Customized Team Results and Reports
Graphical Plotting & Analysis Tool
Team Console
Drive File Quality
7-Post Performance
Load Transformation
Questions?
The Last Word

Records
When enough is enough!
References
Records
If you dont keep records, you start from
scratch every time you start the car!
You can only improve if you know where you
are starting from!
Records
Setup Sheets
Run Log
Driver Evaluation Sheets
Race/Test Summary
Track Data Files
Setup Sheets
Baseline or starting setup
Shop setup
Final setup at track
Set down setup at end of each session

Final set down set up at end of each test
Event Information
Chassis Information
Packer Gap
Aero Information
Gearbox Information
Session Tabs
Run Log
EXCEL File with Worksheets for:
Race/Test Summary
Worksheet for each session
Data Analysis Summary
Tire Summary
Race Log
Opening Page:
Event Summary
Tabs for:
-Summary
-Data Analysis
-Tire Sheet
-Session Sheets
-Race Log
Session Information
Tire Data
Tire Info
Driver Comments
Changes
Tire Sheet
Race Information
Lap Times
&
Leader Info
Driver Comments
Tire Data
Event Information
Weekend Summary
Race Summary
Driver De-Briefs
Next Race
Session Lap Times
Track Data Files
When Enough is Enough

Patrick Head
AT&T Williams F1 Director of Engineering
It is not the team that achieves the most
horsepower or downforce that wins the race. It
is the team with the best compromise of all the
systems on that day that wins.

What does this mean?
EVERYTHING is important!
No one system is more important that another
EVERYTING is a compromise!
You dont have to have it all perfect to win
In fact, you wont get all of it right!
The best TOTAL package will win
References
References
Books by Carroll Smith
Tune to Win
Drive to Win
Prepare to Win
Engineer to Win
Nuts, Bolts, Fasteners and Plumbing Handbook
Engineer In Your Pocket
References
Books
Race Car Vehicle Dynamics
William F. Milliken and Douglas L. Milliken
Fundamentals of Vehicle Dynamics

Thomas D. Gillespie
Shock Absorber Handbook

John C. Dixon
Kaz Technologies
http://www.kaztechnologies.com
Information about Kaz Technologies
Product information
FSAE damper drawings, CAD and damping info
Tech Tips
Seminar downloads
e-Store for FSAE products
Kaz Technologies
Questions?
FSAE_Shock@kaztechnologies.com
Topics to Discuss?
http://www.facebook.com/Kaz.Technologies
Start a discussion!
Kaz Technologies
Jim Kasprzak
jkaz@kaztechnologies.com 248855-3355
Tom Jaworski
tjaworski@kaztechnologies.com
734-536-3218
Jess Youngblood
jess@kaztechnologies.com
Kaz Technologies
http://www.facebook.com/Kaz.Tech
nologies
Thanks!

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Damper Basics

Damper Design, Testing and Tuning

Presented to Formula SAE

May 15, 2010

Sometimes I think that I would have enjoyed

racing more in the days of the friction shock.

PLEASE ask questions

Over 85 years of combined racing & automotive engineering experience

Extensive vehicle suspension, ride and handling experience

Damper design, development, testing and manufacturing

Resident 7-post and shock technical specialists

Jim Kasprzak-Race Engineering

Monroe Auto Equipment

Two shock design patents

A shock absorber is a damper!

Damping is also a function of acceleration

Body, chassis spring

Typical Natural Frequencies

Typical Natural Frequencies

How Much Damping?

How Much Damping?

How Much Damping?

How Much Damping?

How Much Damping?

How Much Damping?

How much Damping?

Damping at other frequencies increases tire

How much Damping?

Courtesy of Kaz Technologies and GM Racing

How much Damping?

Inside the Damper

Damping force calculations

Damping Force Calculations

Damping Force Calculations

Creates static rod force

Gas Pressure Calculations

Ideal Gas Law

Damper Valve Operation

Rebound Low Speed

Rebound Mid Speed

Rebound High Speed

Compression Low Speed

Compression Mid Speed

Compression High Speed

Compression Pressure Balance

Compression Pressure Balance

Compression Pressure Balance

Compression Pressure Balance

Compression Pressure Balance

Base Valve Pressure

Proper Pressure Balance

Traditional damper testing

Traditional Damper Testing

Traditional Damper Testing

Scotch yoke or crank design

Traditional Damper Curves

Damper Dyno Curves

Roehrig Control Panel

Force - Absolute Velocity

Compression Open Rebound Closed

Rebound Open Compression Closed

PVP Peak Velocity Plot

PVP Peak Velocity Plot

Complete Curve at Single Velocity