AR3-GP wrote: ↑07 Apr 2022, 21:07
matteosc wrote: ↑07 Apr 2022, 21:01
AR3-GP wrote: ↑07 Apr 2022, 20:09
Monotonic does not mean linear. It only means constantly increasing rh, or constantly decreasing rh.
So a team can implement a system where the spring rates increase sharply at a kinematic switch point. That might be how one could reduce porpoising at high speed without compromising tire wear and low speed grip.
Agree, but there is also some constraints in terms of the suspension characteristics, which needs to be fixed and not "time dependent". I think this constraints makes it difficult to design a suspension that "simply" behaves differently at different speeds.
It's not behaving differently at different speeds. It's behaving differently at different rideheights. There is a correlation between speed, downforce, and rideheight. In this is the answer and it's something the W12 utilized last season to great effect. The W13 likely still has this feature, but is entirely useless due to porpoising meaning there is no ride height control.
Yes, I agree with what you are saying, but you are just describing a stiffening suspension. The issue is that, for example, when you hit kerbs, even at low speed, you have a big suspension excursion, most likely higher than what you have when hitting 250 km/h on the straight. If you set your suspension to have a very stiffening characteristics you can run into trouble when hitting bumps or kerbs, especially considering that anti-roll bar typically only
add stiffness on roll motions (hitting kerbs) to the non-roll motions (downforce effect on straights).
There must be a balance somewhere, but obviously it is not that trivial to find, or Mercedes would have found it already.