06-24-2015, 04:25 PM | #113 | |
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Quote:
Would you be able to generalize the range of effective mass, or coefficients, these inerters utilize in IndyCar racing? I understand in F1 the effective mass can be as high as 500 kg. Last edited by Hoosier Daddy; 06-24-2015 at 04:35 PM. |
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06-25-2015, 01:42 AM | #114 |
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Shock absorber dream team!
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06-25-2015, 04:53 AM | #115 |
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I have a feeling these shocks are gong to be:
[ame="https://www.youtube.com/watch?v=wyx6JDQCslE"]LMFAO - Sexy and I Know It - YouTube[/ame] |
06-25-2015, 07:40 AM | #116 |
I hope folks embrace these dampers in the BRZ/FRS community.
Wish the cost would make them viable for our Spec86 Cup spec series but I fear they won't be viable for the target spec package price. -mike |
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06-25-2015, 09:27 AM | #117 |
Thats pretty neat
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Subbed. Have to say I'm really excited about this. You will have at least one buyer right here.
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07-04-2015, 12:56 AM | #118 |
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So when is this coming out?
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07-04-2015, 02:15 AM | #119 |
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silly question, havent searched it yet; whats an inerter?
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07-04-2015, 05:27 PM | #120 |
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Springs are displacement depended, dampers are velocity depended and inerters are acceleration depended. Inerters add effective mass to a body by adding an extra component of inertia, for very little added weight, which in turn dynamically reacts to suspension forces. Either a dense fluid or a mechanical metal flywheel is displaced or spun which has some amount of inertia based on its configuration. Their purpose is to cancel out or reduce disturbances which when tuned correctly allow tire patch contact to stay loaded to the road surface better and improve grip. That's how it does it. Now how that's supposed to feels to a driver? I have no idea.
I use the term tuned because a mass chosen will have a reaction exactly proportional 180 degrees out of phase with only one discreet input force completely cancelling out the dynamic force variation of that particular force. Any other input force will have different results with that same inertial mass. It will need to be tuned to best reduce the tire force variations throughout the different corners of a circuit. Simplistically the math looks like this for spring, damper and inerter elements: Spring Force = k(d1 - d0) Force (N) k - spring rate (N/m) d1 - displacement on one side (m) d0 - displacement on the other side (m) Damping Force = c(v1 - v0) Force (N) c - damping coefficient (N*s/m) v1 - velocity on one side (m/s) v0 - velocity on the other side (m/s) v = dd/dt Inertance Force = b(a1 - a0) Force (N) b - inertance (N*s^2/m or kg) a1 - acceleration on one side (m/s^2) a0 - acceleration on the other side (m/s^2) a = dv/dt On corner inerters or typical 3rd inerters d0, v0, a0 can be assumed to be zero as only one end moves, the end connected to the upright, control arm, pushrod or pullrod. On 'heave' springs (3rd springs that connect to each other and not the chassis) d0, v0 and a0 could be non-zero. I might have worked with these things before... Admittedly not Penske versions nor in IndyCar. Lol Last edited by Hoosier Daddy; 07-04-2015 at 06:32 PM. |
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07-04-2015, 06:32 PM | #121 |
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I always thought spring force was (1/2)kx^2, formalities. I kind of get it.
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07-04-2015, 08:41 PM | #122 |
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07-04-2015, 08:56 PM | #123 |
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Hoosier daddy got fairly detailed and there really isn't anything wrong with what he said.
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07-04-2015, 10:03 PM | #124 |
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I looked up some pictures and apparently these J dampers i have run across before i think i would understand it better in a visual demonstration. Although it sounds to me like it takes the rotational mass of the car and absorbs it.
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07-04-2015, 10:27 PM | #125 |
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I was going to say you'd have better luck googling "penske inerter" because j-damper was a secret code name but apparently there still isn't that much info on the net about them.
I haven't seen anything that looks like the stuff we're actually doing right now.
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07-04-2015, 10:32 PM | #126 |
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The only penske inerter i was able to find was a drag shock
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