Banned Suspension: FRIC!

oh hello hello, before I tell you all about the old band Frick's

suspension

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suspension

. I thought it would be useful to have a couple of short videos looking at some of the sneaky but clever advances in suspension that were eventually

banned

.

Let's start today with the

fric

k suspension, which means front and rear interconnected suspension. I don't know if this was like that. It has once been an official name, but this is the name that was coined by the German press and became common parlance. So far we have seen how the left and right halves of the loaded suspension elements are connected at the front and rear of the car, but both are separate contained systems, interconnected suspension systems aim to link the systems at the front and rear of the car so they can react in ways that improve performance, as we will see shortly, now that we have seen how weight transfer affects the platform or attitude of the car when the car is pushed hard on the track when turning in a Cornering forces weight to shift to the outside of the car, lowering the outside of the chassis and raising the inside in a rolling rotation.

When braking, the weight shifts dramatically toward the front. By moving an extra 300 kilograms over the front tires under the heaviest braking loads for a second or two, this dramatically lowers the front end and lifts the rear end into a pitch rotation. We can also consider how at high speeds the downforce on the entire car increases pushing it towards the ground and lowering the entire car. In all of these cases, the aerodynamic deck, which is the angle and height at which the car sits relative to with the ground, it moves away from its ideal configuration, we want the car to be as close to the ground as the law allows and to be quite flat, although many teams like a car to be designed with a bit of inclination, it is That is, having the rear part higher than the front to turn the entire lower part of the body into a kind of wing, essentially.

I don't want the car to stray too far from that ideal platform, so naturally two bad things happen during roll and lift moments. One is that the attitude of the car changes, its platform moves away from the ideal aerodynamic point of view and this is particularly noticeable. On the important downforce gained from underneath the car, the other is that part of the floor is much closer to the ground and while that may be obvious, what this means is that the neutral height of the car needs to be raised to prevent it from hit. The ground under downforce is not ideal when you want to keep the car as low as possible at all times, so to combat all of this, what if when the car breaks down and the front suspension is loaded, we could use this load from the front suspension to tell the rear suspension to offset and level the car by gaining more control over the angle of the car's bed.

We've seen this sort of thing before with anti-roll mechanisms in shocks and anti-roll bars and check out my previous suspension videos for a refresher. In that, the load on the outboard suspension will cause the inboard suspension to lower to reduce roll as needed, but that's across the entire car, from left to right. What about front to back? Well, teams have explored various ways to achieve this for many years in the sport with mechanical and electronic systems that do this type of work, including active suspension with the driver and computer-controlled suspension elements that control all four points of the suspension. suspension, but the system that was gaining traction particularly with the Mercedes team until the ban at the end of 2014 was a hydraulic system.

The passive connected system is now passive here it just means that the driver has no direct input. The suspension simply reacts to the mechanical forces it experiences, so from previous videos you remember the lift damper, a spring-loaded piston that compresses when the left and right suspensions are placed on it. let's load together, let's assume the floor of the car is completely parallel to the ground in the neutral lobe just for simplicity when braking, the front shock will compress as the front goes down and the rear shock will extend as the rear becomes light and the car pitches. forward, so at the front the fluid pressure in this chamber increases as the piston compresses, so you could connect this high pressure chamber with hydraulic tubing to the opposite chamber in the rear lift damper to This pressure is transferred through the pipe to this chamber and forces the rear to lower rebalancing the entire car the front is loaded and lowered the heat damper compresses the pressure builds up in this chamber and is transferred to the heat damper rear by lowering the rear you can do the same in a cross way so that the rear is under a heavy load perhaps during acceleration and you don't want the car to lean backwards you can transfer some of the load on the shock absorber traction from the rear to the front to stabilize your platform in the other direction.

You could also have a hydraulic circuit placed through similar chambers of the front and rear heavy pistons so that, as both ends of the car compress, you know, for example, that under heavy downforce at high speeds, the two boosts resist each other and dampen the overall height drop of the car now of course you can also do this directly between the right and left suspension points to control how the car rolls and you can cross connect all four points of the car to control both pitch and roll at the same time, a rotation known as warp. for example, in a corner your car will lean forward when braking hard and then want to roll while turning at certain points, you will experience pitching and rolling at the same time, in a fast corner you will want to reduce roll to maximize aerodynamics . stability, but in a slower corner you'll want to let the car roll a little to help with the mechanical grip of the tires while also minimizing pitch to have more control over how this all works.

You need to add some flow control valves to your hydraulic system. that dictate how easily fluids move in a given direction, in essence, you can have all four points of the car simultaneously affect each other if they are intelligently connected through several flow control valves that passively change as needed. needed depending on the differences in pressure throughout your system is pretty clever, what all this means is that you could actually eliminate all conventional springs and dampers and control the entire suspension of the car through an interconnected hydraulic system throughout the car with flow control valves that act in place of conventional dampers and In spring, most teams had some variation of the system at different levels of sophistication in 2014, so the fia managed to get the teams to agree to its ban, since that the systems were so sophisticated that they were moving into the territory of being mobile devices that control aerodynamics, which was already illegal as The

fric

k suspension was only developed as an aerodynamic aid, there wasn't much argument, so the regulations of 2015 included clauses requiring that the front and rear suspension systems should only respond to the loads of their respective wheels and that was it with the move towards underbody-focused aerodynamics starting in 2022 there was talk of allowing things like active suspension Return to spawn.

Part of me thinks there wasn't a particularly strong case for throwing this technology away, so maybe we'll see something similar in the future. too much