I agree, this would fit in with the wording "The suspension system must be so arranged that its response results only from changes in load applied to the wheels".Tim.Wright wrote:Haha, very cool. Technically it not active either because its not adding any energy to the system. They could have disguised it as an inerta too. Or not.
Tim
)I was thinking more along the lines of pulling the whole dampner, not just the fluid inside it. ferrofluid inside of a high volume with electromagnet above (but no atached to the dampner unit) on a pull rod system. have a diagram of the idea (in pricipal) how do you get pics on here?Tim.Wright wrote:Megnetorehologial dampers are quite common in high end sports cars. The magnetic reaction in the dampers only changes the damping rate. It cant do anything to the preload and therefore the ride height
Tim
The FIA's interpretation of its own rules defies logic. Consider, for example, the "g-sensitive" damper. This has been used in various race series since 1999 to my certain knowledge. It incorporates a mechanical mass restrained by a spring arranged to close off a large part of the rebound flow control port when the vehicle is decelerating at greater than, say, 2gn & it is used as a rear 3rd damper to slow down the rate of increase in rear ride height under braking. It acts to improve braking "stability" whilst not interfering with suspension function elsewhere. It is simple, effective, & it works. It doesn't cause the suspension to react to anything other than "changes in load applied to the wheels", & yet it has been declared illegal in F1 (uniquely, I believe).scarbs wrote: I agree, this would fit in with the wording "The suspension system must be so arranged that its response results only from changes in load applied to the wheels".
Yes the "G" damper is cetainly an unsung hero, I was told it came to F1 via indycar. While F1 was going all active, over the pond they found a simpler mechanical solution.DaveW wrote:The FIA's interpretation of its own rules defies logic. Consider, for example, the "g-sensitive" damper. This has been used in various race series since 1999 to my certain knowledge. It incorporates a mechanical mass restrained by a spring arranged to close off a large part of the rebound flow control port when the vehicle is decelerating at greater than, say, 2gn & it is used as a rear 3rd damper to slow down the rate of increase in rear ride height under braking. It acts to improve braking "stability" whilst not interfering with suspension function elsewhere. It is simple, effective, & it works. It doesn't cause the suspension to react to anything other than "changes in load applied to the wheels", & yet it has been declared illegal in F1 (uniquely, I believe).scarbs wrote: I agree, this would fit in with the wording "The suspension system must be so arranged that its response results only from changes in load applied to the wheels".
Logically, its ban implies that all dampers should be declared illegal because, for example, temperature changes also affect the way dampers respond to "changes in load applied to the wheels".
Its “fluidic flight control” system consists of an auxiliary power unit that supplies compressed air to a series of circulation control devices, located in the wings. These release the compressed air from slots along the top and bottom trailing edges of both wings, creating a “blade of air” immediately behind them.
I always suspected Honda would use ASIMO as an F1 test driver. But we'll never know......747heavy wrote:Don´t like your driver, or think he is overpaid?
Maybe then you like to mind about this.
all in good fun and spirit, it´s a technical site after all.
