13-05-2017, 03:55 PM
Spring dimensions of f1 car in pushrod suspensio
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f1 car suspension spring dimensions
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Spring dimensions of f1 car in pushrod suspensio
15-05-2017, 10:51 AM
The suspension of a modern Formula One car forms the critical interface between the different elements that work together to produce its performance. Suspension is what takes advantage of the power unit's power, the aerodynamic drag created by the wings and the grip of the tires, and allows all to combine effectively and translate into a fast package on track.
Unlike road cars, driver comfort does not enter the equation - dock and damping rates are very firm to ensure the impact of hitting bumps and curbs is deactivated as quickly as possible. The spring absorbs the energy of the impact, the shock releases it in the return stroke and prevents an oscillating force from forming. Think in terms of catching a ball instead of letting it bounce.
Following the ban on "active" computer-controlled suspension in the 1990s, all functions of the Formula One suspension must be carried out without electronic intervention. The vehicles feature a front and rear "multi-link" suspension, broadly equivalent to the two-wheel fork arrangement of some cars, with suspension arms of uneven upper and lower length to allow the best possible control of the angle of tilt of the wheel During the turns. As the centrifugal force causes the body to roll, the longer radius of the lower suspension arms means that the bottom of the tire (viewed from the front) tilts out beyond the top, vital to maximize the grip produced By the tire.
Unlike road vehicles, Formula One springs are no longer mounted directly on the suspension arms, but are being driven remotely through push rods and bells that (like the lobes of a camshaft) allow A variable speed spring. The spring is compressed more. The suspension links themselves are now made of carbon fiber to add strength and save weight. This is vital to reduce 'unsprung mass' - the weight of the components between the springs and the surface of the track.
The modern suspension of Formula One is meticulously adjustable. The initial configuration of a track will be done according to the weather conditions (wet weather adjustments are much smoother) and the experience of previous years, which will determine the basic spring and damper settings. These speeds can then be altered according to the driver's preference and tire performance, as well as the geometry of the suspension under specific circumstances. The start-up depends on the aerodynamic requirements of the track, the weather conditions and the driver's preference for understeer or oversteer. This is nothing more complicated than if the front or rear of the car loses grip first in the grip limits.
Unlike road cars, driver comfort does not enter the equation - dock and damping rates are very firm to ensure the impact of hitting bumps and curbs is deactivated as quickly as possible. The spring absorbs the energy of the impact, the shock releases it in the return stroke and prevents an oscillating force from forming. Think in terms of catching a ball instead of letting it bounce.
Following the ban on "active" computer-controlled suspension in the 1990s, all functions of the Formula One suspension must be carried out without electronic intervention. The vehicles feature a front and rear "multi-link" suspension, broadly equivalent to the two-wheel fork arrangement of some cars, with suspension arms of uneven upper and lower length to allow the best possible control of the angle of tilt of the wheel During the turns. As the centrifugal force causes the body to roll, the longer radius of the lower suspension arms means that the bottom of the tire (viewed from the front) tilts out beyond the top, vital to maximize the grip produced By the tire.
Unlike road vehicles, Formula One springs are no longer mounted directly on the suspension arms, but are being driven remotely through push rods and bells that (like the lobes of a camshaft) allow A variable speed spring. The spring is compressed more. The suspension links themselves are now made of carbon fiber to add strength and save weight. This is vital to reduce 'unsprung mass' - the weight of the components between the springs and the surface of the track.
The modern suspension of Formula One is meticulously adjustable. The initial configuration of a track will be done according to the weather conditions (wet weather adjustments are much smoother) and the experience of previous years, which will determine the basic spring and damper settings. These speeds can then be altered according to the driver's preference and tire performance, as well as the geometry of the suspension under specific circumstances. The start-up depends on the aerodynamic requirements of the track, the weather conditions and the driver's preference for understeer or oversteer. This is nothing more complicated than if the front or rear of the car loses grip first in the grip limits.
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