Choosing force as the install method for AutoSpring resulted in an incorrect spring force at design position during the simulation. This was due to an incorrect spring displacement offset being calculated. This issue has been resolved.

Choosing “Impact Length” had no effect and the distance entered was treated as the clearance in the stop. Choosing “Impact Length” now works properly.

The tire graphics are now centered about the plane passing through the wheel center and perpendicular to the wheel spin axis. Previously, the changing the tire aspect ratio shifted the tire graphics along the wheel spin axis.

The ideal steer angle in the Static Design Factors report for half vehicle analyses is now output correctly. Previously, a spurious value was output.

Testing using the CDTire model 20 with road surface model 2000 (RSM2000) showed simulation failures. Because CDTire model 20 uses a point-follower contact and road surface model 2000 is three (3) dimensional, they should not be used together. To prevent inexperienced users from encountering such failures, the default property file for CDTire in MotionView has been changed to a CDT30 property file, which is appropriate for all road surface models. However, no changes to CDTire or MotionSolve were made to resolve this issue.  In MotionView the following system definitions for CDTire now reference a CDT30 property file by default:

Multi-line information and error messages for CDTire models 20, 30, and 40 were truncated on output when used with legacy road models and CDTire v4.0. Fraunhofer ITWM corrected the problem and improved the messages for models 20, 30, and 40.

For example, when the tire property file could not be found CDTire v4.0 output the following message:

USRMES:USER [1]

INFO: CDTire:: Using CDTire version 4.0.0

USRMES:USER [1]

INFO: CD Tire - Time Discrete Interface.

 cdt  CDTire R 4.0.0 -> TIRE  1 INITIALIZING

 cdt         TIRE MODEL   30 SELECTED

 cdt         CTRL FILE SELECTED:

 cdt         ERROR:

CDTire v4.1 now reports:

 
USRMES:USER [1]

INFO: CDTire:: Using CDTire version 4.1

ERRMES:USER [1]

CDTire> CDTIRE_INIT_F: PRIME PAR FILE NOT FOUND AT:

ERRMES:USER [1]

CDTire> ./prop_files/tie_30.21 

The MotionSolve implementation of REQ838 incorrectly ordered the user subroutine input parameters causing Adams datasets for CDTire to fail when submitted to MotionSolve. The implementation of REQ838 in MotionSolve now orders parameters as documented by Fraunhofer ITWM for Adams. The MotionView definitions for CDTire now create output requests using REQ839 to avoid conflict with ADAMS.

Customers reported that models without output requests calling REQ838 sometimes failed. However, Altair was unable to reproduce the issue. The problem occurred in the MotionSolve code that interfaces CDTire. The code was updated to correct the problem.

This release includes new CDTire new binaries from Fraunhofer ITWM that fix the issue.

When the initial character of the first two lines (as well as any other comment line) of a CDT20, 30 or 40 tire property file began with a numeral, CDTire reported errors reading the file. Fraunhofer revised CDTire to ignore any comment lines in property files for models 20, 30, 40 and in control files to correct the problem.

Previously MotionSolve incorrectly reported the initial velocities for tires using the MF-SWIFT model. MotionSolve now correctly reports the initial velocities for tires using the MF-SWIFT model.

The contact patch velocities, slip angle and inclination angle were incorrectly computed in the previous version of the ACTCLC routine for the user tire. These have been corrected to be consistent with the documentation that has been shared previously with Honda.

This was non-functional in previous releases. This issue has been fixed.

This was non-functional in previous releases. This issue has been fixed.

Previously when using the SETIC/SETWIC option for initial velocities, the initial rotational velocities of half-shafts, hubs and other bodies in the driveline were inconsistent with the initial rotational velocities of the driven wheels. The initial rotational velocities are now consistent.

KnC analysis results for the same suspension match between Full Vehicle and Half Vehicle Analyses. Previously, there were small differences.

The column support joint is moved to the lower column shaft center of mass. This makes the support joint easier to identify when, for example, attaching the steering column to a flexible body.