German funke springs funke models funke prices

funke springs are a special type of extension spring, suitable for applications with large elongation and non-increasing load. Constant-force springs consist of spiral metal strips; the inner side of the strip is curved so that each coil wraps tightly around the inner coil. When the metal strip is stretched (twisted), internal stress resists the load force, just like a standard extension spring, but the spring rate is nearly constant (zero). See the load/torsion diagram. In use, an ID is typically used to wind this spring tightly onto a drum, with its free end connected to the load, acting like a counterweight. Alternatively, the free end can be fixed, allowing the spring itself to provide the working force, similar to a carbon brush in an electrical device.

funke spring principle

When leaf springs are installed in an automobile suspension and subjected to positive vertical loads, each spring leaf deforms under stress, tending to arch upward. At this time, the axle and frame move closer together. When the axle and frame move apart, the positive vertical load and deformation on the leaf spring gradually decrease, sometimes even reversing direction. The eye of the main leaf is heavily stressed and is a weak point. To improve the stress condition of the main leaf eye, the end of the second leaf is often bent into an eye that wraps around the outside of the main leaf eye, known as a wrap-around eye. A larger gap is left between the main leaf eye and the second leaf's wrap-around eye to allow relative sliding during elastic deformation. In some suspensions, the ends of the leaf springs are not formed into eyes but use other support connection methods, such as rubber support pads. Flat rectangular steel plates are curved and stacked to form chassis springs. One end is mounted on a hanger with a pin, and the other end is connected to the frame beam with a shackle, allowing the spring to expand and contract. This design is suitable for medium and large trucks. Automobile leaf springs are very important. As is well known, leaf springs consist of many steel leaves that are elastic, have uniform width and thickness, but vary in length. Their function is to connect the frame and axle via suspension, exposed between the frame and axle, bearing the load impact from the wheels on the frame, reducing severe vehicle vibration, and maintaining driving stability and adaptability to different road conditions. When leaf springs bear load impacts, they undergo extension motion, causing intense friction between the steel leaves, resulting in compression and tension phenomena. The two friction surfaces generate frictional forces in different directions, causing the leaf spring temperature to rise, leading to surface scoring and fine cracks. As the frequency of load impact increases, the frictional force generated by the extension motion also increases. When the stress concentration point reaches the fatigue limit, it causes single-leaf or entire-stack fracture. Kinetic experiments prove that a steel component undergoing compression-extension motion experiences a temperature rise and strength decrease as motion frequency increases. Cracks appear at stress concentration points, gradually expanding and deepening until the fatigue limit is reached and damage occurs. Leaf springs behave similarly, though they have higher elasticity and are more durable than general steel components. Apart from other causes, the primary reason for leaf spring fracture is poor lubrication, which should be taken seriously by drivers and technical management personnel. Timely lubrication of leaf springs is essential to reduce friction and distribute stress, preventing surface scoring of the steel leaves; to reduce the intrusion of dust, dirt, and water, preventing rust; and to dissipate heat, preventing a decrease in elastic strength. The general lubrication method is as follows: Lubrication should be performed after the new vehicle break-in period ends, and during summer and winter when the vehicle is in use. For lubrication, first remove the leaf spring, open the center bolt to separate the steel leaves, then evenly apply lithium-based or graphite grease to both sides of the leaves. After reassembly, an oil film forms between the two friction surfaces (completing the lubrication of one set of leaf springs takes only as much time as replacing one broken leaf).

funke spring classification

1) Torsion springs are springs that withstand torsional deformation; their working part is also closely wound into a helical shape. The end structure of a torsion spring is processed into various shapes of torque arms rather than hooks. Torsion springs utilize the lever principle, twisting or rotating elastic materials with softness and high toughness to store significant mechanical energy. 2) Extension springs are helical springs that withstand axial tensile forces. When not under load, the coils of an extension spring are generally tightly closed with no gaps. 3) Compression springs are helical springs that withstand axial compressive forces. The material cross-section is mostly circular, but rectangular and multi-strand steel wires are also used. Springs generally have equal pitch. Shapes of compression springs include: cylindrical, conical, convex, concave, and a small number of non-circular shapes. There is a certain gap between the coils of a compression spring. When subjected to external loads, the spring contracts and deforms, storing deformation energy. 4) Progressive springs adopt a design with inconsistent wire diameters and pitches. The advantage is that under low pressure, the section with a lower spring rate absorbs road undulations, ensuring ride comfort. When pressure increases to a certain level, the thicker part of the spring supports the vehicle body. The disadvantage of this spring is that the handling feel is not direct, and precision is poorer. 5) Linear springs have consistent wire diameter and pitch from top to bottom, with a fixed spring rate. This spring design allows vehicles to achieve more stable and linear dynamic responses, benefiting driver control. They are mostly used in performance-oriented modified cars and racing vehicles. The downside is that comfort is affected. 6) Short springs are shorter and thicker than original equipment manufacturer (OEM) springs. Installing short springs effectively lowers the vehicle's center of gravity, reduces body roll during cornering, makes cornering more stable and smooth, and improves cornering handling. However, OEM shock absorbers are damped for comfort, so the combination of short springs and OEM shock absorbers is not very stable. They cannot effectively suppress the rebound and compression of short springs. When driving on bumpy roads, there will be an uncomfortable bouncing sensation. Over time, the life of the shock absorbers will be greatly reduced, and oil leakage may occur. Of course, these conditions are relative; daily driving will not cause such severe damage. Avoid aggressive driving, as OEM shock absorbers cannot withstand high-load pressures.

funke spring compensation method for controlling springback

The compensation method for controlling springback involves controlling the geometric shape and dimensions of the die's working parts based on the direction and magnitude of the bent part's springback, thereby compensating for springback after bending. For example, for U-shaped parts with significant bending, the punch face or stripper plate surface can be made arc-shaped, or the punch and die can be made with inclined surfaces at a certain angle. Thus, the deformation generated at the arc or inclined areas during unloading can compensate for the springback deformation at the two corners. Extending this, the bending compensation method can be used to bend workpieces that are difficult to bend using conventional methods. For the shape shown in Figure 8, the two sides are tightly close with no forming space. Using deformation springback and correction compensation methods, bending is possible.

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