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The International Journal Aaon r a Pee oa ac Ta a eee at compared Computers for CAD fede ma tiils] MAM 096 FO Creuat suspension The end of Spring A Catalan-Flemish company is developing a system that eliminates all the compromises normally encountered in springing and damping on a racecar Words Armstrong-Wilson _ Photos: Collins; LAT __| ace callsfor reliability and durability above all addtional wansverse torsion springs ae added as anti-roll bas, that adventurous ard innovative eas are rare in the plane at Le Mans. However, the Holland (RFF) veam was bucking the rend with Ks Dome ar this Ad to thi he probs of tuning spring rate ce The car us equipped witha very unconventional suspension can sod be een thal the traditional application of four springs and fou i lengths of high pressure dampers can easily be found wanting. Mo use third s4hourendur not omy ave no imuence on pitch which it wold be desi For conteol, they have an unvelcome influence medium incorporating hydraulic rams ard hose, To the uninitiated it looked like some form of acive suspensien, spring systems to take these ext sort 0.4 although that technology is specifically banned under the ACO's rues. The moneshodk and allow for roll through lateral compliance inthe rocker way the system operated was pessive, but no syste. But ths leaves the yollmode undemped less lever forall hat IT ALLOWS A creating a further compromise. Racecar suspension always brings normal spring and damper per wheel damping avolding that fevcucte DIFFERENT SPRING for bumpand oli compromise. Modern our. ments suspension geome ry AND DAMPER RATE isvte comers caniratse on sie and all the permutations of camber cont separate roquencies ofthese diferent mades inemacs—jus he spring and damp TO BESET FOR EACH pi, csigse compin are a complex teraction of tradeofs end DYNAMIC MODE OF compromises. Bump rates are determined by and pitch springstines,bto accommodate olcon THE SUSPENSION “Trcants he persion ted othe RFR compromise eter 2005 Ren Enesiog Dome at Le Mans claim tobe able to deal with all shese dersands withoxt any compromis, The cifference's, instead of btingasinglespringdamper units each commer, allows aiferen springan damper rate tobe set fo ‘each dynamic mode of the suspension. A car's chassis experiences four isu modes of behaviour: rl, ptch, bump anc warp. And it was from this position thar Catalan company Creuar ~ pronounced “craewat! ~ approached the problem of springing and damping The result san interlicked suspension concept where exc ofthe four ‘main mages of ehasss eliaviour has is o¥m rate of springing and damping which can be ‘adjusted independently from the others, Two fequwvalen: versions have been developed a mechanical system consisting of torsion bars andcollspringsintended foreuggedapplicaions, anda porely hyraullc system that offers complete conrol ofall suspension parameters, The Mechanical versions better sisted t ff ad vehicles arid SUVs, while ‘the hydraulic version provides the greater adjustment needed fr spor and racingappications Ki was the latter that RFH was testing the 24 Howe lassie with view tousingit inthe race, Behind Creuat i¢ a Catalan engineer, Joesep Fontdeeaba, who was Intrigued with suspension ard the comprases conventional systems Impused on engineers. I started thinking about this maybe seven years g0, Ie says, and |was med enoush to flea patent in 999, Then [started Dullding ome prototyaes, typeal amateur stuf! Three years ago Joesep, ‘oether with Patrick Guyver, the Besian partner from FHS, manufacturer of suspension spheres and hycraulic accumulators, formed Creuat 10 wer raceearengnearng.c0m 447 TACKLES HEAD ON THE PROBLEMS OF ROLL VERSUS BUMP DAMPING y ‘The suspension comprises four hydralle ‘yndors, one on each corer, connect to a central black with tour spring chambers where ‘the springing and damping occurs Belear Dodge Viper ware very complicated hut showed promise develop and market this concept Josepadts tobeing inspired to some degreeby Lotus experiments with active suspension although the Creuar system has always been passive Early work concentzated on off-road vehicles and the results of these experiments canbe seenon te compenty website, wirw.creuet.com. More recently work has centred on movorsport applications In tshyeraulic form the suspension comprises four hyereull cylinders, one om exch corner of the suspension. Tey ace connected by hycraule lines ra central lock where the springing an damping takes place. Te speirging medue is kis whichis separate from the oi by pistons it evlinders that work on the same principle as Caroee's hydropneumatic suspension. Infact, the Creuat system uses the same LDS olin its system aecitrobn The big difference 19 the Creuat system 1s although thas four gs spring chambers, they are not allocated one each comer ofthe car Inetate onehandlas ch mode chasis behaviour The stilfest mode 1s roll so ths chambers given the greatest resistance, However, when the suspension needs so operate in another mode, for instanee bump, then the galleries in theunit ae designed tallow some of the collsufness pressure o beled on away tha allows thesofter burp compliance to operate. The same applies for the remaining suspension modes of ptch and arp. Damping cen be set individually for each mode as the resisaice Is senerated the same way as naconventional damper by restric the flow of lid with valves, Coasequently, wher the ol inthe system moves sD ‘tober eet: Creuat suspension 10a single chassis mode, carp in 200 the team a Creua met aru Ford Puma inthe is allows individual control Belem Rallycross Championshin. This with led and the combina 6 surfaces on cach ap. Also the trp damping tat four MePhenson created tsoven challenges Benga motorsport attempt to adress Moreover, it can deal with roll ane pitch separately, application something that conventional systems are unable tod nally havesigniteantyitfereno) cular butinstallingasetofhydraulccylindersintothecarwasnotstaghtlorward shad ro design rm par of the geometry Gosequenthy The other mode that the system deals with so successfully is dlagoral 2 aves the sing a complete analysis nd Gaping rates requir weight ianster or warp, Thisisorten neglected onconventionalsystemses the cir haito be conducted. The vehicle's dynamic characteristics such as Ile can refully measured ne to cater for it The Creuat rall and pitch inertias wer ha ONE [CHAMBER] $0 a useable starting poi tic valve that HANDLES EACH the car the dewer was ple he warp resistance 10 be removed MODE OF CHASSIS td wt een nl 1 rn he car dn ethan BEHAVIOUR system, however, can be tured for this alyopposite wheel ro iff plimum diagonal weight distnbution. Once tne carane ted. Initially. an ater to caverallopions retsined, iin ed for configuredvithmnveclementsthan were need including yascharnbe cent weight scale and 24 damping adjusters. Despite the over complication the system did Ride heihtis also eslyadusted, being governed by theamountofoilin work, caverine Polder. The drivers re eter and safer ry oc 1. This ast ta confused the engineers for awhile comer eta wour feedback in fate calised it may be due tothe lower torsional sine of the hesyston. Of ¢pnmpedtin uni the vehicle reaches ees then te dthelimit,butalackof steering ems closed off, There 4s some ride height ‘emperatureas the Hid expands, but not enough o cause problems nthe Creuat suspension THE LOW, CENTRAL MOUNTING POSITION ISANIMPROVEMENT * OVER THE HIGH- “ MOUNTED SPRING/ DAMPER UNITS. maker Be an @ Creuat Suspension Technology Passive decoupled modal suspension Racing and Automotive Applications Tel +34 0384 Fax +34 93668 0449 (08750 Molins de Re! 6-8, Barcolona-SPAIN creuat@creuat.com