Hello Jolle, thank you for your feedback. It’s a part of the suspension as well which would have a huge impact on bouncing, aka porpoising, due to its inertial effect, better than the allowed mechanical springs and general dampers they allow now.
It seems to me that doing something like that would be counterproductive. Intentionally increasing mechanical friction just increases the need for hydraulic assist.
makes sense to meGreg Locock wrote: ↑Sun Sep 04, 2022 5:45 amYou do need a bit of friction or damping in the rack, which you naturally get with HPAS - adjusted using the screw that preloads the rack against the pinion. With a typical EPAS you first of all have to subtract out all the friction and damping from the motor and reduction gear and ballscrew, by using feed forward, and then you have to add some back in to make the steering stable.
The driver needs the feel - interfering with it with a J damper is surely counterproductive to that most basic requirement of the driver - to have the contact with the tyres/track fed to him as undilute as possible?yamahasho wrote: ↑Thu Sep 01, 2022 3:50 pmHello all, great forum, for almost the entire year there was a lot of talk about porpoising, teams attempted solutions like harder suspension or higher ride height hasn't really helped much. Also in my opinion the reintroduction of ground effects has made things worse, not to mention the j-damper was banned. But history always tells us, old ideas, trends tend to come back but in different ways as technology gets better.
So in a effort to improve safety for the driver, to me it's better to put a iteration of the j-damper on the steering column or on the rack and pinion on the same axis. Excuse my crude sketches:
https://live.staticflickr.com/65535/523 ... 6bf0_b.jpg
The mass could be anywhere really, all the way up to the steering wheel and can be tuned manually by the driver or not.
Another way is simply inject air or magnetize in a varying cycle on the current shocks based on the frequency produced and needed during rebound. I believe drive hydraulic or air assist is not banned.
https://live.staticflickr.com/65535/523 ... af93_c.jpg
If F1 does allow magnetic fluids used in road cars, here's another version.
https://live.staticflickr.com/65535/523 ... cdf7_z.jpg
Non-fluid double acting electromagnetic damper.
https://live.staticflickr.com/65535/523 ... 4565_z.jpg
As a inerter and generator:
https://live.staticflickr.com/65535/523 ... 44eb_z.jpg
Any of these would offer more safety to the driver and a more stabilized steering. I believe it should be legal since it's on a single axis. But who knows.
good info (now captured for me)Greg Locock wrote: ↑Fri Sep 09, 2022 1:02 amI have heard that some car manufacturers basically take the default calibration of the EPAS and just fiddle with the overall gain. Others have a very standard parametised custom table. Others fiddle about with everything and add new features. The software is in several levels, everyone gets access to the top, and then depending on other things, you get access to the deeper layers. OEMs get no access to the fundamental layers which turn boost requests into safe motor drive signals.
The feedforward compensation is interesting, get it wrong one way and you get no feel, get it wrong the other way and it feels like the wheel is driving itself.