|
||||||||||
|
||||||||||
16 Feb 2019, 23:47 (Ref:3884699) | #1 | |
Racer
Join Date: Feb 2014
Posts: 421
|
LINEAR SPRINGS AND TWIN SPRINGS
With the Philip Island testing this week there has been a lot of posts on forums of Supercars having this year to revert to "LINEAR SPRINGS' from "TWIN SPRINGS".
Can someone please explain in simple terms what these two concepts are? |
|
|
17 Feb 2019, 02:45 (Ref:3884712) | #2 | ||
10-10ths official Trekkie
Veteran
Join Date: May 2005
Posts: 4,297
|
Linear springs are pretty much just a one spring damper setup.
Twin spring is pretty much self-explanatory. |
||
__________________
One batch two batch, penny and dime |
18 Feb 2019, 02:00 (Ref:3884936) | #3 | ||
Veteran
Join Date: May 2001
Posts: 864
|
I am no suspension expert, but the rate of compression for springs on cars that only have one spring does not vary, hence linear.
When two springs are employed, that is no longer the case. The image link below is of a model remote control drift car (I didn't know there was such a thing either!), but the principle is the same. It shows the softer spring, marked with white, compressing before the harder yellow spring does, so the rate varies. I imagine one advantage would be allowing more rear squat to allow more weight transfer to the rear under acceleration out of corners, and more grip, without hitting the bump stops. I guess there are advantages at the front with turn in, or maybe getting the splitter closer to the ground for more aero downforce, or hitting curbs easier, but I am only guessing. Not sure if the images are showing a different result depending on which spring is on the bottom: http://d2yankidori.weebly.com/upload...496309.jpg?335 |
||
|
18 Feb 2019, 06:43 (Ref:3884950) | #4 | ||
Racer
Join Date: Feb 2014
Posts: 421
|
Quote:
|
||
|
19 Feb 2019, 00:18 (Ref:3885119) | #5 | |||
Racer
Join Date: Aug 2006
Posts: 304
|
Quote:
What you are describing above is the action of a tender spring, normally employed to keep the primary spring seated on full droop (very low spring rate, normally compressed fully by the static weight of the car). It can also be used to play a more active role by giving it a higher rate, that would be effectively a spring with two rates (2x single (but different) rates). It makes no difference if the 'tender spring' is on the top or bottom of the stack. I don't follow Supercars, so I am not sure what they are/were doing, and exactly what a 'twin spring' setup would be in that context. The above is based on my understanding of setting up a suspension running tender springs on all four corners. |
|||
|
19 Feb 2019, 13:31 (Ref:3885234) | #6 | ||
Racer
Join Date: May 2005
Posts: 137
|
|||
|
19 Feb 2019, 14:18 (Ref:3885253) | #7 | ||
10-10ths official Trekkie
Veteran
Join Date: May 2005
Posts: 4,297
|
|||
__________________
One batch two batch, penny and dime |
20 Feb 2019, 21:23 (Ref:3885645) | #8 | ||
Racer
Join Date: Aug 2003
Posts: 295
|
A twin spring setup can be designed as a main spring plus tender spring, a main spring plus a light spring, or two main springs.
The first example has a very light tender spring (which is fully collapsed at normal ride height) which just stops the main spring from coming off its perch (and not returning correctly) when the car is jacked up. The second example has two different rate springs where the lighter spring is not fully collapsed at normal ride height but can be tuned to collapse with a small compression and brings the second (heavy rate) spring fully into play. The third option uses two different rate springs (neither fully collapse) which can give a variable spring rate (usually progressive). You can get a single spring which has a variable rate. These have one spring rate at one position (ie 200 lb to compress 1 inch) and another rate at a different more compressed position (ie 300 lb to compress 1 inch). A single linear rate spring has the same rate right through its range (from fully extended to fully compressed. A variable spring rate (whether 2 springs or one) allows you to have a 'soft' spring for traction out of corners and a 'heavy' spring to handle bumps. A linear spring does not allow this compromise which affects lap time and/or tyre life. I hope that explains the difference and how it impacts. |
||
|
29 Mar 2019, 19:42 (Ref:3894155) | #9 | |
Rookie
Join Date: Mar 2019
Posts: 9
|
Running two springs setup with tender (softer) and main springs gives you also possibility to adjust droop, as with running only one stiff spring you usually have limited droop which in plenty situations takes out a lot of grip and stability. And by choosing proper length and rate tender you can achieve drop you prefer.
Very soft spring which should only hold main spring in place is usually called helper, tender is harder spring which interacts with main spring a little. |
|
|
29 Mar 2019, 23:10 (Ref:3894184) | #10 | |
Veteran
Join Date: Jul 2006
Posts: 1,069
|
Reverting from twin to single springs has provided a great opportunity to nobble the Mustang.
|
|
|
29 Mar 2019, 23:51 (Ref:3894194) | #11 | |
Veteran
Join Date: Dec 2007
Posts: 3,557
|
||
|
30 Mar 2019, 01:29 (Ref:3894201) | #12 | |
Veteran
Join Date: Oct 2006
Posts: 1,394
|
||
__________________
What If the Hokey Pokey Really IS What It's All About??????????? |
Thread Tools | |
Display Modes | |
|
|
Similar Threads | ||||
Thread | Thread Starter | Forum | Replies | Last Post |
Linear Pots | tristancliffe | Racing Technology | 18 | 23 Aug 2013 03:56 |
Should they twin ALMS and Rolex (yes, I know!)? | Dutton | North American Racing | 57 | 20 Aug 2007 17:45 |
Springs and myths | Larry J-Croft | Racing Technology | 16 | 15 Oct 2005 03:38 |
Twin Keels. Advantages and Disadvantages | D_Marshall | Formula One | 5 | 1 Feb 2004 06:36 |