52 vehicle’s characteristics, ensuring realistic feedback, even on smaller platforms. For example, the DMG-1’s high-frequency platform provides the initial motion cues, while the lower-frequency platform adds extended travel for manoeuvres requiring sustained forces. At the heart of the DMG simulators is a patented motion-generation technology that eliminates friction and mechanical resistance associated with the gearboxes and actuators used in more conventional simulators. This allows the motion system to respond more quickly. Holloway says the motion system’s mechanism is similar to that of a Formula One car’s suspension, using motors that drive a rocker and pushrod system. This setup ensures smooth, immediate and highly responsive motion. Eliminating traditional gearboxes and actuators makes the simulators smoother and quieter. This facilitates the simulation of powertrain vibrations – an important cue for motorsport drivers and engineers. Holloway explains: “In an EV, as a motor regenerates, those higher-frequency vibrations can be replayed, helping to refine the driving experience.” Dynisma’s simulators often use carbonfibre cabin structures, which reduce weight and increase stiffness. This design guarantees that the structure’s natural resonant frequencies are a long way from the forcing frequencies to which they will be subjected, ensuring vibration and noise originate from the simulated environment rather than the simulator itself, Holloway says. This enhances the fidelity of NVH testing. Powertrain modelling Dynisma’s simulators also support iterative powertrain modelling. Holloway says manufacturers can refine their models over the development cycle, starting with low-fidelity models for early decisions and transitioning to high-fidelity simulations as the design progresses. This iterative process enables seamless integration of existing powertrain designs into new vehicle models. “Taking that model that you already have and then being able to supplement it with the other vehicle model, you can test out those behaviours and styles, and see what it looks like,” he says. Such adaptability is invaluable in optimising powertrain configurations and predicting performance outcomes before physical prototypes are built. It is essential to reproduce the effects of the torque and power characteristics of a wide variety of electric motor types. Holloway says the simulators can run sophisticated powertrain models capable of replicating throttle response, torque delivery, and both regenerative and mechanical braking behaviour in real time. This enables engineers to experiment with different torque and power curves, and observe their effects immediately without requiring physical modifications. This flexibility extends to incorporating hardware and software-in-the-loop into the simulations. By integrating real electronic control units (ECUs) into the simulation, engineers can test how the hardware interacts with the software under various conditions, which helps to ensure optimal performance and shorten development cycles. Understanding energy One of the primary challenges in EV development is understanding realworld energy consumption. Holloway highlights how simulators address this issue by including human drivers in the loop: “Being able to put different demographics of drivers into the vehicle that will drive in different styles… can give you some real, quantitative data.” This approach allows manufacturers to evaluate how driving behaviour has an impact on range and energy efficiency, beyond theoretical models based on standardised test cycles. Holloway says simulators can analyse how different driving styles impact battery health and service life, so long as the vehicle model includes a high-fidelity model of the battery. Comparing how driving styles affect battery degradation helps the development of better battery management strategies. This process enables engineers to strike a balance between maintaining performance and extending battery life, ensuring a better overall experience for end-users. Moreover, simulators can model scenarios such as a battery’s behaviour at a low state of charge (SoC) or its capacity over time. These tests provide valuable data on how to manage power availability without frustrating the driver. Digest | Dynisma DMG family January/February 2025 | E-Mobility Engineering The DMG-360XY’s 5 m horizontal travel happens on longitudinal and lateral tracks, while the revolving platform supporting the cabin on pushrods enables its unlimited yaw
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