Hello,
I apologize in advance for cross-posting this from Sensors, as I'm not sure where it belongs. Please move or delete as needed.
I am searching for an angular contact ball bearing with an incremental single track magnetic encoder seal with 44 pole pairs.
inner Ø 35,0mm
outer Ø 72,0mm
I...
Hello,
I have an application with an NTN AU0850-5LXL (42x80x45) magnetic encoder seal bearing that I would like to replace with a 35x72 encoder seal bearing. Are these likely to interchange electronically? That is, is the total number of poles in automotive encoder seal bearing fixed to some...
Thanks grunt,
I remember your argument in https://www.eng-tips.com/viewthread.cfm?qid=414221
Unfortunately, I don't believe this disagreement was resolved.
Thanks ciba,
Indeed, comfort and racing offer conflicting design objectives; I was trying to acknowledge the benefits of sta-bars in both while narrowly defining the present inquiry to non-aero racing.
"Because they have so much higher load capacity, adding load transfer can make the pair...
Thanks Greg.
As above, I'm targeting a symmetric damping ratio of 0.71 to minimize roll and pitch at low speed, then approximating a lower ratio for road-holding.
However, at what velocity should I digress off, considering a motion ratio of 0.63?
I visualized it at Dennis Grant's 3in/sec. I...
This is curious:
The foundational work seems to be from Fukushima, Hidaka and Iwata (1983) Optimum characteristics of automotive shock absorbers under various driving conditions and road surfaces:
However, their digression point is closer to 0.15m/s, about 6in/sec. This is substantially...
Interesting, thanks Greg & Brian.
I think this finally clicked for me this morning.
Dixon cites Sugasawa et al. (1985) as having "found theoretically a damping ratio of 0.17 to be the ride optimum (minimum spectral energy of body heave motion) and a ratio of 0.45 the optimum for road holding...
Thanks Greg.
Dixon confirms "Typically the extension force is three to four times the compression force," and "In practice, the asymmetry of damping may also vary. At the ride optimization this may be distributed 20/80 bump/rebound, whereas at the handling optimum this may have shifted to a...
Thanks Greg. Yes, it would seem that just enough roll stiffness from sta-bar to tune under/oversteer for the expected environmental conditions would be ideal. 1/3 of roll stiffness from sta-bars seems excessive, and I'm thinking specifically of the ubiquitous advice to fit a bigger sta-bar for...
They will be monotube, digressive piston, but unfortunately non-adjustable.
The motion ratio averages 0.63. The forces are specified for the damper itself.
Following a couple of threads here on sta-bars, I understand the need to increase roll resistance (without uncomfortably high ride rate) to meet passenger comfort expectations and prevent excessive camber gain, which would reduce tire grip. In aero racing, aero devices require ride height and...
Thank you for the references in past threads -- the paperback introduction by Staniforth was helpful to get oriented, and the Millikens and Gillespie textbooks taught me to find CG, then correctly estimate longitudinal and lateral load transfers, and finally solve for critical damping. I also...
Thanks River and Norm. If you're curious about the selection criteria and some brief semi-informed analysis of the vehicle, I'm happy to post it. In short, it's a deliberate handicap, but it makes going slow feel fast.
If I could ask a related question (since it will determine damper travel...
RRiver,
Please don't apologize, as I am the least experienced and knowledgeable, and will undoubtedly learn more from your questions than you will from my answers. My only experience with suspension tuning is with off-road trucks, which use a colloquial (redneck) terminology.
You are correct...
Brian: Indeed, but for a zeroth-order approximation, your suggestion to solve for compression load was an improvement over my idea to solve for coil bind. For example, the stock springs are rumored to be 225lb/in, and estimating for load gives 212lb/in. Though not causal, this could be the...
In my last post, I solved for coil bind at full shock compression. It was an interesting exploration of that limit, but helpful replies by Greg and Brian pointed out the trike would be terminally undersprung at high accel/decel, so I am returning to the more traditional approach of solving for...
TLDR: Can I find the softest spring by: height remaining after preload, at full shock compression = spring solid height? 16" extended shock with 12" 150lb/in spring under 715lbm static load compresses 4.75" to 11"; add 3.6" preload to get to ride height of 14.7". At full compression, there's...
