How Does the Driver Control the Car Introduction to the article in the Technical Pages .

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For more points of interest see our site at www.racing-auto technology.com.au. 2. The Weight Transfer Worksheet. In this site, we prescribe to you our spreadsheet computations, the Racing Car Technology Weight Transfer Worksheet (WTW). Weight exchange contemplations are presently normal in techniques for suspension tuning. Working with race autos over various years, we have demonstrated the WTW can give great

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Slide 1

How Does the Driver Control the Car? ( Introduction to the article in the "Specialized Pages".) The Driver and Car Handling - quickening, braking and cornering. From a control perspective, cornering is the most requesting and intriguing for investigation. Another point of view. Dale Thompson Racing Car Technology www.racing-auto technology.com.au info@racing-auto technology.com.au Note: In vehicle progression phrasing, cornering or turning of the vehicle is alluded to as "yaw" or "yawing" of the vehicle. For more points of interest see our site at www.racing-auto technology.com.au

Slide 2

The Weight Transfer Worksheet In this site, we prescribe to you our spreadsheet estimations, the Racing Car Technology Weight Transfer Worksheet (WTW). Weight exchange contemplations are currently regular in strategies for suspension tuning . Working with race autos over various years, we have demonstrated the WTW can give great outcomes. The WTW remains the main completely tried, completely archived weight exchange "adding machine", that anybody can utilize. However, it doesn't speak to how the auto functions. Some will state now, "By what other method might it be able to work?" The prevalent view among the dashing and execution auto group is that dealing with and control must be about the weight exchange and undercarriage roll. At colleges all around the globe, designers are presently instructed the "single track model". The Society of Automotive Engineers have ordered an entire flatboat of norms and traditions that permit vehicle flow specialists to talk a similar dialect. Utilizing the thoughts, we can pick up a more genuine comprehension of oversteer and understeer. We highlight how the driver controls the auto. Of the TV demonstrate "Beat Gear", How can The Stig drive super Fast? This video clarifies our thoughts as a rule terms. See www.youtube.com/racingcartech . For more points of interest see our site at www.racing-auto technology.com.au

Slide 3

Driver "Feel" for the Car The association between the driver and dashing auto, his vibe for the auto , is depicted by Michael Schumacher (around 1995), "You need to have the faculties in your entire body, that surface to your mind, and after that, at last, you need to exchange the data to the controlling wheel. It is the manner by which you do this that is the contrast between drivers, between the individuals who are delicate, who have all the more feeling, and the individuals who might be as touchy yet are not ready to move that into their driving." He communicates a level of vulnerability about whether it is the inclination, or what you do with it, that matters. What it is the driver is detecting? How does the driver control the auto? We'll begin with what happens to the auto in a corner. (The accompanying charts depend on the "single track model") For more subtle elements see our site at www.racing-auto technology.com.au

Slide 4

Cornering – Very Slow Copyright C Racing Car Technology 2007 CofG b Vehicle C/L Inst. Dir. Travel R Vehicle way Very moderate turning, no "slip points" at the tires. The bended way of the CofG is appeared. Immediate bearing of travel is at right points to turn range, R. b is the "demeanor edge" Car is calling attention to from the turn. Prompt Turn Center For more points of interest see our site at www.racing-auto technology.com.au

Slide 5

Cornering – Neutral Steer, keep up the expected way… Copyright C Racing Car Technology 2007 a Vehicle C/L CofG an Inst. Dir. Travel R b a Vehicle way, Inst. Dir. Of Travel, turn span, R all the same as past graph. Yet, now the sidelong compel following up on the tires powers "slip edges", a , front and back. The vehicle pivots toward the turn. The auto is currently indicating into the corner. Vehicle way The nonpartisan vehicle keeps up the expected way Instantaneous Turn Center For more subtle elements see our site at www.racing-auto technology.com.au

Slide 6

Cornering – Oversteer, a more tightly way.… Copyright C Racing Car Technology 2007 Note: The back tires are not sliding a Vehicle C/L CofG an Inst. Dir. Travel R b an Intended Vehicle Path If slip points increment at the back , speedier than the front, the auto will pivot promote toward the turn, expanding the state of mind edge, b . The turn sweep, R will abbreviate as appeared. The vehicle will guide a more tightly way, as appeared. Oversteer Vehicle Path Instantaneous Turn Center For more points of interest see our site at www.racing-auto technology.com.au

Slide 7

Cornering – Understeer, a more extensive way… . Copyright C Racing Car Technology 2007 Note: The front tires are not sliding. Understeer Vehicle Path a Vehicle C/L CofG an Inst. Dir. Travel a b R an If slip points increment at the front , quicker than the back, the auto will pivot out of the turn, diminishing the demeanor edge. Turn range, R is protracted, as appeared. The vehicle will direct a more extensive way as appeared. Expected Vehicle way Instantaneous Turn Center For more points of interest see our site at www.racing-auto technology.com.au

Slide 8

Attitude Angle at the Center of Gravity Rear hub state of mind edge Front pivot disposition edge Attitude Angle Attitude edge, the edge between vehicle focus line and heading of travel, is otherwise called "glide edge", "body slip edge", "beta edge". It is an element of the front and back slip edges, as appeared in past outlines. The demeanor edge shifts at various focuses along the inside line of the auto. For our motivations, we consider it at the focal point of gravity. In the following slide we exhibit how unequal sidelong strengths at the front and back tires will bring about an adjustment in state of mind edge, and accordingly be a moment pointer to the driver of the understeer/oversteer adjust of the auto. For more points of interest see our site at www.racing-auto technology.com.au

Slide 9

Balanced, or uneven sidelong strengths at the tires… Moments around the focal point of gravity will abandon us with a net rotational drive around the CG. b a CG Front Attitude Angle FR FF For impartial control, FF x a = FR x b, ie the rotational strengths are adjusted. FF x a > FR x b, the auto is in oversteer – expanding state of mind edge. FF x a < FR x b, the auto is in understeer – diminishing state of mind edge. It is clear from the past slides that the auto is not turning around the CG. The turn focus is moving and turn sweep is protracting and shortening. For more points of interest see our site at www.racing-auto technology.com.au

Slide 10

Oversteer and Understeer Maximizing hold at all four tires is the underlying point. So tire determination, temps, weights, cambers, toe and so forth are of prime importantance. But since of the transient way of taking care of, (corner passage, mid corner, leave), it additionally works out we likewise expand general hold with consideration regarding spring recurrence - springs, ARB's and stuns controlling ride, move pitch rate. In any case, suspension tuners additionally must have the capacity to adjust the auto for oversteer/understeer - hold of the front wheel combine versus grasp of the back wheel match according to past slides. In a perfect world we hope to "stick the remaining detail" to build general hold. Here and there that is impossible. So for instance, we may pick a trade off adjust that advances corner leave speeding up to the detriment of some mid corner grasp. For more subtle elements see our site at www.racing-auto technology.com.au

Slide 11

What's ahead in the Technical Pages? The article additionally investigates the thought of the disposition point being the essential wellspring of input to the driver. The driver can feel the adjustment in demeanor of the auto, far beyond the normal mentality point created by the vehicle when in impartial direct. The driver is to a great degree delicate to the auto adjust, yet generally uninformed of general hold. In any case, give him/her somewhat additional hold and he will utilize it and go quicker, while detailing the auto unaltered. In spite of the fact that an extremely natural idea for drivers, it remains to a great extent overlooked by standard suspension tuners and race engineers. This might be a direct result of the trouble of building a sensible, straightforward model. By taking another point of view on understeer and oversteer, according to the charts in this introduction, we offer a model that can foresee and clarify the movement of the auto. To get the full article, please subscribe on the front page of our site. Or, on the other hand reach me coordinate about subscribing without utilizing Paypal, on the off chance that you lean toward. info@racing-auto technology.com.au For more points of interest see our site at www.racing-auto technology.com.au

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