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Race car damping 2 - ChassisSim
https://www.chassissim.com/wp-content/uploads/DN_Damp_guide_part_2.pdf
What this means in layman’s terms is that the acceleration of the sprung mass is the sum of the spring rate of the damper times the damper movement and the damping rate times the damper velocity. The damping rate is the slope of the damping curve at that particular damping velocity. Let me illustrate this in Figure 2,
Understanding Shock Absorbers, Dampers and Struts
https://grassrootsmotorsports.com/articles/understanding-shock-absorbers-dampers-and-struts-h/
What is Damping and why is it useful? - FEA for All
https://feaforall.com/what-is-damping-and-why-is-it-useful/
Because there is a counter force of friction which applies itself at the contact between the ball and the ground. A ball can actually roll a long time, because the contact surface is extremely small. Imagine now that you want to do the same thing with a cube… The friction would be so huge that it would stop almost immediately.
Damping vs. Spring Rate Question - NASIOC
https://forums.nasioc.com/forums/showthread.php?t=2197042
Generally an increase in spring rate will require an increase in rebound damping to control it. Too soft and the shock and spring are not matched well and the car will be bouncy. Firmer and the car feels more in control but too stiff and the car will be too harsh and skip over bumps (and ultimate grip will suffer).
Teach Me Suspension (Part 7): Making Rebound …
https://lifeatlean.com/teach-me-suspension-rebound-damping-adjustments/
Count the number of click or turns from your current position to fully stiff. Write this down as your current setting. Do the same on the other side if you have separate rebound adjusters. It should require the exact same amount of turns. As a side note, …
Race car Damping – Some food for thought - ChassisSim
https://www.chassissim.com/wp-content/uploads/DN_Damp_guide_part_1.pdf
So using equation (1) to (3) we can know solve for what we would like the damping to be. Plugging in the numbers we can show the damping rate as a function of time should look something like this, (f f K cB Bπ π tan 2 2 =− ⋅)(4) Hooray! We can have the perfectly damped car.
Teach Me Suspension (Part 6): Compression and …
https://lifeatlean.com/teach-me-suspension-compression-and-rebound-damping/
This can also be referred to as being too slow, because it is slowing down the compression and extension of the suspension. Too little damping and the suspension is allowed too much movement. This can also be referred to as being too fast. From a compression point of view, too much damping would over-restrict the suspension’s ability to compress.
Tire vertical damping - F1technical.net
https://www.f1technical.net/forum/viewtopic.php?t=16544
Of course this is a small value, as you mention, compared with c2 = 1425 Ns/m (that means that the damping coefficient of dampers is 200 times larger than the one for tyres: no wonder most models do not take it in account). On the other hand the spring coefficiente is k1 = 200 kN/m for tyres and k2 = 15 kN/m for dampers.
Yaw damping - Automotive suspension engineering - Eng …
https://www.eng-tips.com/viewthread.cfm?qid=303491
RE: Yaw damping. cibachrome (Automotive) 4 Aug 11 20:30. From a controls standpoint, yaw damping can be easily calculated using the axle cornering stiffness derivatives. In a nutshell, the effective damping coefficient is the sum of the load normalized cornering stiffness reciprocals over their product.
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