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Compression Spring
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Aerospace compression springs.

When you consider aerospace compression springs, whatever calculation method is used the spring designer does have to make a decision as to what stress to use, and this depends on the material. And that, in turn, means "what we can get". Some desirable types are just not available in reasonable quantities and others need heat treatment after winding. Most springs are wound cold, from hard wire. That hardness is achieved by repeated drawing through dies, and each drawing operation increases both the shear and tensile strength-it is work hardened. So, the shear stress we can use does depend on the wire size - in general the smaller the diameter the higher the allowable stress. This can be surprisingly high to those used to normal working stresses - the torsional YIELD point - elastic limit - of 10 thou. piano wire, for example, is nearly 200,000Ibf/sq.in. - about 1400 Newton/ sq.mm - and falls only to 140,0001bf/ sq.in. at 0.080in. die. For most duties we have to keep below this elastic limit and the usual rule for aerospace compression springs is that when it is compressed so that all coils are touching, the stress should lie just below this elastic limit.

The "regular" spring wire we get is what is known as "Patented carbon steel spring wire". The word "patented" does not refer to the patent office, but to a process applied to the steel to make it easier to draw into smaller gauges. It is typically between 0.65 and 0.75% carbon with perhaps 0.75% of manganese but no alloying content. It is available in the usual Standard Wire Gauge size but is also to be had in metric diameters.

Also fairly readily available is "Piano" or "Music" wire which, as its name implies, is intended for use in stringed instruments. It has a higher carbon content - 0.85-0.95% - to give a higher tensile strength, for, in pianos especially, the wires are very tightly stretched. The shear strength is correspondingly increased. It has the advantage (apart from higher permissible stresses) that it is available in many more sizes which come in between the s.w.g. diameters, but the disadvantage is that the higher tensile strength makes it rather more difficult to wind. Both of these carbon steel wires can be had either zinc or cadmium coated (not electroplated) before the final drawing process - the wire is drawn through the dies after coating. This not only improves corrosion resistance but also improves the fatigue performance; the soft-metal coating reduces the surface roughness which may arise when drawing, and from what I have said already you will appreciate that any surface defect on a coil spring wire is highly undesirable. (Even a thin coating of rust!)

Hard-drawn stainless steel springs are a very useful material, especially for situations where the temperature may be high or there is risk of corrosion - it can be worked up to 300 deg. C, whereas carbon steel wire is a little unhappy above 125 deg. C. It has an elastic limit in shear very slightly higher than regular carbon steel. (The working stress must, of course, be reduced when applied in hot environments). This material is expensive and not too easy to wind. Hard drawn phosphor-bronze also is non-corrosive so far as steam/water is concerned, but normally recommended for continuous use only below about 110 deg. C. It is relatively easy to obtain in a wide range of gauges or to metric dimensions.

Aerospace nickel alloy springs.

Nickel alloy springs have corrosion resistance plus superior strength and heat resistance. This grade of wire possesses high elastic qualities similar to music wire while maintaining the corrosion resistant qualities of standard stainless. Nickel alloy springs are an excellent material for all kinds of springs where long life is required under severe service conditions, providing excellent fatigue properties.

The higher prime spring material, chrome especially, vanadium steel, for example, must be heat treated after winding, as must beryllium-copper - i.e. the spring is wound in the "soft" condition and then hardened. Monel can be wound hard drawn and will safety withstand both sea-water and corrosion and temperatures up to 225deg.C.The shear elastic limit is about the same as carbon phosphor-bronze. Finally, hard-drawn 70/30 brass is a very cheap spring material for cases where mild conditions apply. It has strength properties about two-thirds of phosphor bronze and should not be used above 80 deg. C but, oddly enough, can be used at low temperatures. The most usual application of "spring brass", however, is for flat springs, especially where sharp bends may be needed.

aviation-database.com has lots of resources for the aircraft industry. The web is a vast source of information. Aviation-database collects the industry into one huge database of contacts. Aerospace compression springs are the main product Doig Springs supplies to aerospace and this article features the company.

Lowering springs – What's that?

Lowering springs – What's that

You take your car out for a drive and enjoy the experience of driving it. You may wonder what more can be done to improve its performance. After all modern cars enjoy the benefits of more than a hundred years of research. They are made by large car companies famous for their product's quality.

Yet there is a thriving market for car aftermarket products which allow you to tweak the car and make its performance better. Often this improvement is done by making the car performance better suited to your needs.

One such product is lowering springs. These springs lower the center of gravity of your car and therefore make the ride more stable. But you ask how can they lower the center of gravity of the car. And if it is better to have a lower center of gravity why was it high in the first place?

A modern car is not mounted directly on the wheels that carry the car. It were the car passengers would experience as rough a ride as the wheels do. Which is not a smooth ride at all. Therefore the car is mounted on shock absorbers. In their simplest form car shock absorbers are springs. And when the car wheel goes over a small stone and lifts up the car does not lift up as much because the spring compresses and absorbs some of the deflection. Now for such a spring to be able to absorb a lot of deflection it has to be quite long. This length of the spring raises the body of the car and therefore the center of gravity of the car.

What lowering springs do is that being shorter they bring down the body of the car and so lower the center of gravity. So how are they able to absorb the deflection if they are shorter? Well they are made of special material that needs to deflect less and are a little “harder” than stock springs. Though quality lowering springs will still give you a comfortable ride even though they are harder than stock springs.

The lower center of gravity makes the car more stable and its response and handling is much improved as well. You will enjoy the low slung racing car look, especially if you have also added products such as racing body kits. You can know more about lowering springs and other car aftermarket products at www.ilovebodykits.com.

About the Author

Louie Liu has been in the car aftermarket products industry for 5years. He has specialized in body kits, headlights, cold air intakes and other aftermarket products. He has deep knowledge of a wide range of products including knowledge of benefits of body kits and other products, product options and how to choose a car aftermarket product. You can learn about a wide range of body kits and other car aftermarket products at his site www.ilovebodykits.com.

Calculus spring compression problem?

A force of 1000 pounds compresses a spring 9 inches from its natural length. How much work (in foot pounds, correct to the nearest whole foot pound) is done in compressing the spring an additional 1 inch?

I copy the first part in above response.
"Spring constant
k = 1000/9 pounds/inch
= 1000 x 12 / 9 pounds per foot"
Work done to compress further by 1 inch = 1/12 foot
= (1/2) k∆x^2
= (1/2)k[(9+1)^2 - 9^2]/12^2
~ 88 foot pound
-------
Attn: By energy conservation, work is converted into increased potential energy of the spring.

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