Below you can find more information about our simulation processes.
How often have you been at the track working on your car in between races. Maybe the car was a little tight in hot laps, and you decided to free it up a little. You made what you thought was the right adjustment to help the car perform better. You roll out for the heat race just to find out you made things worse! This is too often the case when it comes to tuning the highly complex suspensions we find on the modern dirt late model chassis. You try to make an adjustment to one area only to find out that three other areas were effected. Wouldn't it be nice to see what areas of the car will change when one adjustment is made?
Fortunately, Bartlett Motorsport Engineering is here to help provide that visibilty through the use of computer simulation tools.
There are many things that can be simulated on a dirt late model. Suspension geometry (or kinematics) is one area that computer simulation can be very benefical. The BME
simulation dashboard contains 3D kinemaic simulation tools for both the front and rear suspensions systems.
There are also tools that help race teams get more information out of their data acqusition systems. Often times when data acquisition is used, the end results only give you
information about how much the suspension moves. This really only gives some empirical extensions to the traditionl trial and error approaches often used when tuning a racecar. Simply knowing that a
given suspension corner moved a half inch more or an inch less really doesn't tell you much about what the car is doing as a whole. What becomes benifical is knowing how much the suspension movement as a whole
translates to things like rear steer, birdcage indexing, camber change, vertical CG movement, etc. What becomes really benefical is when you can translate the suspension motion into tire loading at the
contact patch. The BME reactive dynamics simulation model does all of these by using the data acusition outputs of suspension motion and vehicle accelerations as inputs to the model.
One future initiative at Bartlett Motorsport Engineering is to take the reactive dynamics simulation model one step further by making the model completely predictive. The predictive nature is accomplished by removing the need for data acquisition inputs.
This is a very daunting task as there are many things that take place within a dirt late model system that are hard to replicate mathmatically. Information such as tire slip angle/slip ratio, chassis flex, aerodynamic forces, etc
are not readily available; therefore, the outputs may not be as reliable as the reactive simulation model. None the less, this modeling approach will still provide the ability to make virtual changes and predict real world impacts,
even if at a reduced accuracy.
The BME simulation dashboard also provides simulation tools that are not specific to the vehcile. For example, the spring smasher simulation is a tool that replicates the spring compression tool that is often used
to measure the force vs. distance of a shock spring assembly. This tool is very beneficial when setting up dual spring stack assemblies on the right front suspension. This simulation is not meant to replace the use
of a physical testing rig. It is meant to help narrow down the spring identification process and eliminate the need to buy unnecessary springs to establish a final spring stack combination.
Detailed information about the simulation processes can be found on the simulation page.