4-post test rig for damper setup
4-post test rig for damper setup
(OP)
Dear All,
I am looking for information about the use of the 4-post test rig for damper setup evaluation. If anyone would be kind to share his/her knowledge or would point me to the source of information, I would like to know what excitation is used and what measures are evaluated to compare two damper settings for grip. Is transient response evaluation a part of the process or it is usually focused on grip level?
Many thanks in advance,
Zoltan
I am looking for information about the use of the 4-post test rig for damper setup evaluation. If anyone would be kind to share his/her knowledge or would point me to the source of information, I would like to know what excitation is used and what measures are evaluated to compare two damper settings for grip. Is transient response evaluation a part of the process or it is usually focused on grip level?
Many thanks in advance,
Zoltan





RE: 4-post test rig for damper setup
http://insideracingtechnology.com/o7postshkr.htm
RE: 4-post test rig for damper setup
RE: 4-post test rig for damper setup
Probably most useful among the results from such testing will be contact patch load variation (i.e. grip).
There will also be a number or derived results, including installation stiffness.
As mentioned above, rig testing shows what's good for the car. Drivers normally require some changes to a rig set up.
Pete.
RE: 4-post test rig for damper setup
The tire force variation is a key measure.
RE: 4-post test rig for damper setup
Thank you for your posts!
I found the article about the Ohlins rig quite interesting. My main interest is rally and touring cars so I am not sure how dominant the pitch issue is.
Pete and gt6racer2,
Both of you mentioned load variation. The article suggested by lateapex shows 'grip disturbance' charts and that suggest me to work with the gradient of the force vs time curve. Any thought on that?
Many Thanks,
Zoltan
RE: 4-post test rig for damper setup
I assume the force/time curve is force measured at the contact patch. The object would be to keep this curve smooth, with rates of force change kept to a minimum.
This approach will lead (broadly) to soft springing and linear damping, both good for grip, but less so for driver feel and aero/ride height control.
Attached is the Multimatic suspension services brochure. I am an employee of Mulitimatic.