J-dampers in F1 - racecar engineering

All that has to do with the power train, gearbox, clutch, fuels and lubricants, etc. Generally the mechanical side of Formula One.

Should inerter systems and clever suspensions sytems be given more freedom in F1

Yes, we definitely need more emphasis on such systems
17
81%
No, we should keep aerodynamics for the application of science and not deviate to other fields
2
10%
I don't care
2
10%
 
Total votes: 21

User avatar
WhiteBlue
92
Joined: 14 Apr 2008, 20:58
Location: WhiteBlue Country

J-dampers in F1 - racecar engineering

Post

There is a very nice article in racecar engineering which is well worth reading.

http://www.racecar-engineering.com/arti ... -j-damper/

I wasn't aware that the theory was derived from the analogy between electrical and mechanical systems. I particularly like the fact that we have a new systematic approach to system analysis.

This theory should fit very well into the landscape of F1 politics of pushing more mechanical research and development in F1. Dealing with inertia in an intelligent way seems to be the next big thing in F1.
Formula One's fundamental ethos is about success coming to those with the most ingenious engineering and best .............................. organization, not to those with the biggest budget. (Dave Richards)

Saribro
Saribro
6
Joined: 28 Jul 2006, 00:34

Re: J-dampers in F1 - racecar engineering

Post

I guess that just leaves the mechanical equivalence of the memristor.

Belatti
Belatti
33
Joined: 10 Jul 2007, 21:48
Location: Argentina

Re: J-dampers in F1 - racecar engineering

Post

What still confuses me in all this is the fact that I was taught otherwise regarding the mechanical-electric equivalences at university.

I knew that Force was Voltage, current was speed, capacitors were springs, a resistor a damper and mas was inductance. And I was taught THAT was the only convention.

In this line of thought:
By viewing a mechanical system as an equivalent of an electrical one, a different perspective can be taken on how it works and how the elements interact with each other.
 There are different views as to how this equivalence should be defined, but for his work Smith has adopted the convention that force is the mechanical equivalent of current and velocity equates to voltage. Likewise, certain electrical components have mechanical counterparts. He equates the mechanical spring to the electrical inductor, the damper to a resistor and a fixed mechanical point to the electrical ground of a circuit, though he notes that up until now, within his preferred convention, there has been no obvious direct mechanical counterpart to the electrical capacitor. However, the mass of a body can be equated to a capacitor under a special set of conditions. That is, it has inertia, but that inertia is relevant to its position in space. In that sense it is like a grounded capacitor whose potential is relative to earth. What did not seem to exist was a mechanical element that could be used like a capacitor in isolation. In other words, with two terminals and the behaviour of which was dependant on the load across those two terminals and not its movement relative to its position in space. 
Without this element, it would not be possible to replicate most electrical configurations mechanically.


Maybe he just used this convention because it suited his needs, still I guess that using the convention I knew you would already have solved the problem of "capacitor in isolation"
"You need great passion, because everything you do with great pleasure, you do well." -Juan Manuel Fangio

"I have no idols. I admire work, dedication and competence." -Ayrton Senna

Robbobnob
Robbobnob
33
Joined: 21 May 2010, 04:03
Location: Auckland, New Zealand

Re: J-dampers in F1 - racecar engineering

Post

Thanks for the Article, was very insightful, particularly as I am beginning my research project on energy harvesting from vibrating systems
"I continuously go further and further learning about my own limitations, my body limitations, psychological limitations. It's a way of life for me." - Ayrton Senna

ESPImperium
ESPImperium
64
Joined: 06 Apr 2008, 00:08
Location: Glasgow, Scotland

Re: J-dampers in F1 - racecar engineering

Post

Id even go as far with suuspension systems to allow Active Systems back. However id police them by allowing a spec system, and with the MES ECU, allow the drivers to adjust the suspension up to 5 times a race, and only in the pits or when traveling less than 100kmh.

However with this id look at the wheel diamater as well, id like to see the wheels made to 16" diamater from the current 13.3". Whilst im at it, id also free up brake technology for a period of 2 years as well, but make brake companies offer their tech to all teams it supplies at the same time, however id make it that brake manufacturers could not offer signature compounds to specific drivers as well.

I think the mechanichal side should be made more free, but in a controlled way. Free up the regulations, but it has to be clear that costs have to be controlled whilst doing it as well. Hence why the teams would have to use a spec part of the active suspension from one team that was key to the active system working, and with the MES ECU its easy to police. As for Brake companies, teach company has to offer everything to everybody, no driver or team specific compounds. And wheel companies would be allowed freedom as long as the wheels were 16" and used the same rule book as present, but i think that they should clean up one rule where no circular structure should be in the middle 90% of the wheel spokes.

Pingguest
Pingguest
3
Joined: 28 Dec 2008, 16:31

Re: J-dampers in F1 - racecar engineering

Post

I would go another step further, ESPImperium: a fully-active suspension, as banned from 1994.