                  SIMON Version 3.13 Release Notes
                          DATE: 06/18/2007
       (C) Copyright 2007, Engineering Dynamics Corporation

THIS FILE CONTAINS IMPORTANT INFORMATION CONCERNING THE LATEST
VERSION OF THE SIMON SIMULATION MODEL. PLEASE READ THE ENTIRE
FILE VERY CAREFULLY BEFORE USING YOUR SIMON SOFTWARE.

+++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++

Current Software Version:

	PROGRAM	         VERSION
	 SIMON		   3.13

This file has one part:

PART     CONTENTS
 1       Changes to SIMON software since the previous version (3.10)

===<Part 1: Changes to SIMON Software>=============================

Section A: Enhancements
1.  The Steer Degree of Freedom (Steer DOF) model now includes wheel
    precession torque. This is normally a small contributor, and 
    tends to slightly reduce the current steer angle.

	NOTE: This will affect existing SIMON simulations
	      that use the Steer DOF model. The effect will 
	      typically be rather small. However, users
	      should re-execute their SIMON simulations
	      that include the Steer DOF model.

Section B: Bugs Fixes
1.  The tire model was using an incorrect value for friction,
    cornering stiffness or camber stiffness if the current vertical
    tire load exceeded the rated load or the current forward tire
    velocity was negative. This was due to an error that occurred in 
    the interpolation routine that was used to calculate current
    friction, cornering and camber stiffness from the table values 
    in the tire data set. This error has been corrected.

    There will be no difference in SIMON simulation results
    if the event does not cause the tire load to exceed the
    rated load and if the tire data set included only one speed. 
    If the tire load does exceed rated load and/or the tire data set 
    includes more than one speed and the tire is moving backwards, 
    there will be a difference in vehicle behavior compared to
    SIMON Version 3.10. The difference will increase with
    an increasing difference between the second and third 
    cornering stiffness values, as well as the magnitude of the
    tire forward velocity. In the SIMON Validation runs that involve 
    only handling maneuvers, the difference in Version 3.10 and 3.12
    results for rest position at the end of the event varies from 
    zero to a few feet and up to five degrees.
   
2.  Adding auxilliary roll stiffness (i.e., an anti-sway bar)
    increased the vehicle roll angle, rather than decreasing it as
    expected. The problem only occurred with solid axle suspensions
    that used an anti-sway bar; independent suspensions were not 
    affected. The problem was due to an error in the suspension 
    force equations for solid axle suspensions (signs for left side 
    and right side suspension force contributions from auxilliary 
    roll stiffness were swapped). This error has been corrected.

3.  The HVE Driver Model incorrectly calculated the attempted path
    when more than one vehicle used the model in the same event.
    This would cause a vehicle to steer erratically, or to have
    its path affected by changing the target positions for a
    different vehicle. This error has been corrected.

4.  The current steering wheel angle (Driver output group) was
    displayed incorrectly in the Key Results or Variable Output 
    if the vehicle had roll steer or non-zero steering geometry 
    (e.g., king pin inclination, caster). The correct driver 
    steering input angle was used by the simulation, but when the 
    value was displayed it was corrupted. This error has been 
    corrected.

Section C: Other Changes
(none)

***** End of SIMON Version 3.13 (06/18/2007) Release Notes ******


                  HVE Version 5.20 Release Notes
                          DATE: 02-01-2007
       (C) Copyright 2007, Engineering Dynamics Corporation

THIS FILE CONTAINS IMPORTANT INFORMATION CONCERNING THE LATEST
VERSION OF HVE AND HVE-COMPATIBLE SIMULATION MODELS. PLEASE READ
THE ENTIRE FILE VERY CAREFULLY BEFORE USING YOUR HVE SOFTWARE.

+++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++

Current Software Versions:

	PROGRAM              VERSION
	HVE		 5.20
	SIMON		 3.10
	DyMESH		 1.20
	EDSVS		 7.50
	EDVTS		 7.50
	EDCRASH	 7.50
	EDSMAC4	 6.50
	EDHIS		 3.40
	EDVSM		 3.50
	EDGEN		 2.70
	EDVDS            	 2.40
	EDVDB		 5.20

This file is divided into twelve parts:

PART     CONTENTS
 1       Changes to HVE software since the previous version
 2       Changes to SIMON software since the previous version
 3       Changes to DyMESH software since the previous version
 4       Changes to EDSVS software since the previous version
 5       Changes to EDVTS software since the previous version
 6       Changes to EDCRASH software since the previous version
 7       Changes to EDSMAC4 software since the previous version
 8       Changes to EDHIS software since the previous version
 9       Changes to EDVSM software since the previous version
 10      Changes to EDGEN software since the previous version
 11      Changes to EDVDS software since the previous version
 12      Changes to EDVDB software since the previous version

===<Part 1: Changes to HVE System Software>=======================

Section A: Enhancements
1.  Event Editor: The inter-process communication (IPC) method 
    used for passing data between physics (e.g., EDSMAC4) and HVE 
    has been redesigned. The result is significantly faster 
    execution. 
2.  The Event Controller has been redesigned and is now wider,
    allowing greater resolution when using the slider to control 
    the current replay time. In addition, a spinning HVE 9-cell
    matrix is now displayed, indicating that physics is executing.
3.  Vehicle/Event/Playback Editors: The locations of inter-vehicle
    connections are now identified by a yellow "pickable" 
    ellipsoid.
4.  Vehicle Editor: The Move CG dialog now includes an Apply 
    button, allowing the user to view the updated CG Height
    before dismissing the dialog.
5.  Vehicle Editor: The Move CG dialog now displays an error 
    message if the user attempts to move the CG below ground 
    level.
6.  Event Editor: The Tire-Terrain Radial Spring Sidewall Impact
    option now allows the user to select either one-sided or
    two-sided sidewall impact. This is useful for modeling tires
    rolling in ruts.
7.  Event Editor: The user can now paste data from the computer's
    clipboard into a table (e.g., a Collision Pulse table).


Section B: Bugs Fixes
1.  Vehicle Editor: When the Suspension Dialog's Copy To Other Side 
    was used, the Roll Steer coefficients for independent 
    suspensions were not multiplied by -1.0. The incorrect sign of
    roll the steer coefficients for the other side caused steering 
    in the opposite direction. This has been corrected.
2.  Event Editor: When SI units were used, the Payload dialog
    incorrectly converted the payload mass. This has been 
    corrected.
3.  Event Editor: When a human occupant was added to an event, 
    the vehicle Position/Velocity dialog was incorrectly updating 
    the new vehicle CG location when Apply or <Enter> was pressed
    multiple times. This has been corrected.
4.  Vehicle Editor: Gear ratios were incorrectly stored for 
    vehicles with transmission having more than 9 speeds. This
    has been corrected.
5.  Vehicle Editor: The Inertias dialog was sometimes incorrectly
    updating rotational inertias when Apply was pressed, depending 
    on the order in which other (dependent) dialog data were 
    edited. This has been corrected.
6.  Vehicle Editor: The inertias dialog was incorrectly calculating 
    total pitch rotational inertia for vehicles with solid axle 
    suspensions. This has been corrected.

Section C: Other Changes
1.  Logic for writing environment geometry data to the case file has
    been improved and made more robust. This will hopefully reduce 
    the potential for corrupt cases.
2.  Brake materials thermal properties now use more conventional
    units. In addition, more conversion factors have been added.
3.  Vehicle Editor: Roll Steer Dialog for independent suspensions,
    increased number of significant figures to 5 decimal places
    from 3.
4.  The current state of Spin Animation (on or off) is now stored 
    each time the user changes viewers and/or when the user exits 
    HVE.
5.  The current state of the viewer mode (Pick or Manipulate) is 
    now stored each time the user changes viewers and/or when the 
    user exits HVE.
6.  Event Editor: When using the Damage Profile dialog, pressing 
    the <Enter> key now causes an Apply rather than an OK action. 
    As a result the dialog is no longer dismissed if the user 
    presses <Enter> after entering a CDC or other damage profile 
    data.
7.  Event Editor: The logic when physics shuts down and returns 
    control back to HVE has been improved and made more robust. 
    This reduces the possibility of a crash during the abnormal
    termination of an event.


===<Part 2: Changes to SIMON Software>=============================

Section A: Enhancements
(none)

Section B: Bug Fixes
1.  An indexing error was corrected that might cause an error message 
    dialog (excessive articulation angle) for a vehicle not connected
    to a trailer.
2.  The sign of the roll steer coefficient for solid axle suspensions 
    has been reversed to be consistent with usage by other vehicle
    dynamics models. This affects results for simulations that
    include solid-axled vehicles with a non-zero roll steer
    coefficient.

	NOTE: To obtain the same results as in previous 
              versions of SIMON, change the sign of the 
              roll steer coefficient in the Vehicle Editor.

3.  When the Soft Soil Tire-Terrain Model was used, the tire 
    sinkage and plow force were incorrectly calculated. The result
    typically over-predicted sinkage and plow force slightly. This 
    has been corrected.

	NOTE: The Summer 2006 Technical Newsletter includes a 
              Technical Session on the results using the Soft 
              Soil Model. The values reported in the Newsletter 
              are incorrect. Please refer to the EDC Website 
              (see Technical Newsletter section) for corrected
              values.

4.  The EDC Semi-empirical Tire Model used a derived value for 
    tire longitudinal stiffness. This method, identical to the
    original method used by the HSRI Semi-empirical Tire Model,
    significantly over-predicts longitudinal stiffness (and, thus,
    longitudinal force) under conditions of combined low vertical
    tire force and low longitudinal tire slip. The modeling
    approach has been changed to use directly the tire longitudinal 
    stiffness found in the HVE tire data set (see Tire Friction 
    Data dialog, Longitudinal Stiffness).

	NOTE: Our testing has revealed that the effect of 
              this change varies significantly from maneuver 
              to maneuver, and that the magnitude of the 
              effect is not predictable. We therefore recommend
              re-executing all SIMON events to determine the 
              magnitude of the effect of this change on your 
              individual events.

5.  When using the Point Contact Tire-Terrain Model, 
    GetSurfaceInfo() was using the tire contact patch X,Y 
    coordinates to determine the elevation beneath the tire. 
    Under certain conditions (two adjacent surfaces with 
    significantly different slopes), GetSurfaceInfo() returned 
    an incorrect contact patch elevation. This has been corrected 
    by using the wheel center X,Y coordinates, rather than the 
    contact patch X,Y coordinates.

	NOTE: This change may cause a difference in results 
              between this and previous versions. The effect 
              occurs only for simulations involving complex
              terrains.

6.  The radial spring force vs displacement table used by the Radial
    Spring Tire-Terrain Model incorrectly calculated the force for 
    the initial increment of tire deflection. This has been 
    corrected.

7.  GetTerrainInfo() used by the Radial Spring and Sidewall Impact 
    Tire-Terrain Models has been made significantly more robust, 
    allowing more general types of terrain models to be employed.
    In particular, there is much less concern about overlapping 
    surfaces.

	NOTE: This change may cause a difference in results 
              between this and previous versions of HVE. The 
              effect occurs only for simulations using the
	      Radial Spring and/or Sidewall Impact Tire-Terrain 
              models.

8.  The Brake Designer thermal model ignored the convective heat
    transfer coefficient, thereby underestimating cooling of the
    brake compoents by convection. This has been corrected.

	NOTE: This correction primarily affects long
              downhill runs (e.g., more than 20 seconds).

Section C: Other Changes
1.  SIMON was updated to take advantage of HVE's new IPC method
    (see HVE Enhancement No. 1, above).
2.  Previous versions of SIMON used the magnitude of the vehicle 
    mass (greater than 5000 lb-sec^2/in) to assume that an object 
    was a fixed barrier. SIMON now checks directly using the 
    vehicle type = FIXED BARRIER.


===<Part 3: Changes to DyMESH Software>===========================

Section A: Enhancements
(none)

Section B: Bug Fixes
1.  If three or more vehicles were employed in a collision event,
    a memory corruption problem sometimes occurred during the 
    collision with the third vehicle if it contained fewer
    vertices than the second vehicle. This has been corrected.

	NOTE: DyMESH has been used by many researchers 
              for multi-vehicle collision simulation. 
              However, EDC has not validated DyMESH for
              this purpose and cannot recommend such 
              use without validation.

Section C: Other Changes
1.  Internal changes were made to this version of DyMESH in
    preparation for future enhancements. However, none of these
    changes are visible to the user.


===<Part 4: Changes to EDSVS Software>===========================

Section A: Enhancements
(none)

Section B: Bug Fixes
(none)

Section C: Other Changes
1.  EDSVS was updated to take advantage of HVE's new IPC method
    (see HVE Enhancement No. 1, above).
 

===<Part 5: Changes to EDVTS Software>===========================

Section A: Enhancements
(none)

Section B: Bug Fixes
(none)

Section C: Other Changes
1.  EDVTS was updated to take advantage of HVE's new IPC method
    (see HVE Enhancement No. 1, above).
  

===<Part 6: Changes to EDCRASH Software>=========================

Section A: Enhancements
(none)

Section B: Bug Fixes
(none)

Section C: Other Changes
(none)


===<Part 7: Changes to EDSMAC4 Software>=========================

Section A: Enhancements
1.  AutoStart is now used by the Tire Blowout and Wheel 
    Displacement options. If selected, the tire blowout or wheel
    displacement will begin at impact.

Section B: Bug Fixes
1.  An indexing error was corrected that might cause an error message 
    dialog (excessive articulation angle) for a vehicle not connected
    to a trailer.
    
Section C: Other Changes
1.  EDSMAC4 was updated to take advantage of HVE's new IPC method
    (see HVE Enhancement No. 1, above).
2.  The range for Vector Adjustment Increment has been widened 
    down to 0.01 inches (helps for barriers).


===<Part 8: Changes to EDHIS Software>===========================

Section A: Enhancements
(none)

Section B: Bug Fixes
(none)

Section C: Other Changes
1.  EDHIS was updated to take advantage of HVE's new IPC method
    (see HVE Enhancement No. 1, above).


===<Part 9: Changes to EDVSM Software>===========================

Section A: Enhancements
(none)

Section B: Bug Fixes
1.  The terrain coordinates for the tire contact patch have been 
    corrected to show the actual earth-fixed X,Y coordinates. 
    Earlier versions had shown the coordinates at the wheel 
    center. This effects the displayed location of skidmarks on 
    severely sloped surface. There is no effect on vehicle dynamic 
    behavior.

2.  A memory allocation error affected the calculation of the 
    lateral suspension force on the sprung mass during the first 
    timestep. This has been corrected. Because of the way the 
    logic is designed, there is no observable effect on the 
    results.

Section C: Other Changes
1.  SIMON was updated to take advantage of HVE's new IPC method
    (see HVE Enhancement No. 1, above).


===<Part 10: Changes to EDGEN Software>===========================

Section A: Enhancements
(none)

Section B: Bug Fixes
(none)

Section C: Other Changes
1.  EDGEN was updated to take advantage of HVE's new IPC method
    (see HVE Enhancement No. 1, above).


===<Part 11: Changes to EDVDS Software>==========================

Section A: Enhancements
(none)

Section B: Bug Fixes
(none)  

Section C: Other Changes
1.  EDVDS was updated to take advantage of HVE's new IPC method
    (see HVE Enhancement No. 1, above).


===<Part 12: Changes to EDVDB Software>===========================

Section A: Enhancements
(none)

Section B: Bug Fixes
1.  The Generic 295/75R22.5 Heavy Truck tire data showed that the
    test loads for Friction data were 75%, 100% and 150% of rated
    load. The correct values were 50%, 100% and 150%. In addition,
    the cornering stiffness loads were incorrect. They were 2000,
    4000 and 6000 lb.
2.  The 2004 Dodge Intrepid 4-Dr Passenger Car geometry file was
    not displayed. This has been corrected.
3.  The 1993 Chevrolet Astro Panel Van included some contruction 
    lines that remained from the digitizing process. These 
    contruction lines have been removed.
4.  Transparency and selectability of the VdsTutorTrlr45FtVan.h3d 
    geometry file were corrected.
5.  Transparency and selectability of the Witzco44Flatbed.h3d 
    geometry file were corrected.
    
Section C: Other Changes
1.  The speed-dependent rolling resistance coefficient for all 
    tires was changed from 0.001 lb-sec/in to 0.0 lb-sec/in, 
    effectively eliminating speed-dependent rolling resistance for
    all tires. Note that this is the default behavior. The user 
    may enter any desired speed dependence value. (This change was
    made because EDC felt that further research was required to
    assign with confidence a valid default coefficient.)


******* End of HVE Version 5.20 (02-01-2007) Release Notes ********
