From the Rolls-Royce experimental archive: a quarter of a million communications from Rolls-Royce, 1906 to 1960's. Documents from the Sir Henry Royce Memorial Foundation (SHRMF).
Spring deflection and the factors limiting spring flexibility in vehicle suspension design.
| Identifier | ExFiles\Box 178\1\ img176 | |
| Date | 28th August 1926 | |
| Hs{Lord Ernest Hives - Chair}/Rml/LG28.8.26. - 4 - of body work which is fitted to the chassis. This varies from a 5 cwts. sports 2-passenger body to a 14 cwts. Limousine 6-passenger body. It is obvious that the rear axle has to be made strong enough to withstand the 20 cwts. load and thus the riding of the light car suffers from insufficient sprung weight. (b) Spring deflection. The main function of a road spring is to decrease the upward velocity and acceleration of the sprung mass due to the movements of the unsprung weight. With a very flexible spring, when the axle encounters an obstruction, it can fly upwards freely. This means that the axle is brought to rest gently and over a considerable space and hence that the force transmitted to the body in bringing this axle to rest is the minimum. A flexible spring reduces the intensity of the upward thrusts Unfortunately there are a large number of factors which limit the permissible spring flexibility. A minimum ground clearance is essential. A maximum seating height must be fixed for appearance and road holding qualities at speed (i.e. rolling on corners is undesirable). Also very flexible springs are most difficult to control at high speeds necessitating excessive damping which spoils their low speed riding Again, it is difficult to make the present conventional leaf spring of moderate length, maximum flexibility and yet reasonable life. contd. | ||