This is the reason why commercial systems currently available are mainly based on these measures. The advantage of this approach is that the signals have physical meaning, and their acquisition and posterior computation are relatively easy and inexpensive. On-line Internet access opens new possibilities, such as the use of Geographical Information System (GIS) to detect the location of roundabouts ( Mudgal et al., 2014) or to know the allowed speed or the number of lanes of each position ( Romera et al., 2016a). More advanced approaches include supplementary sensors, such as cameras, radar or LIDAR, already available in vehicles featured with ACC (Adaptive Cruise Control) or LDW (Lane Departure Warning) that provide signals related to car-following, lateral position or lane changes. Other internal sensors are the Inertial Measurement Unit (IMU) or Global Position System (GPS) ( Wang and Lukic, 2011), the latter being particularly beneficial as it provides information about the vehicle position and therefore it is an indirect measure of speed and acceleration. Signals available include vehicle speed, acceleration, braking, force on the pedals, steering wheel position, etc.
A commonly used source is the vehicle network, which contains data that can be directly obtained through the Controller Area Network (CAN) bus from the vehicle’s own sensors. Vehicle dynamic signals are used to detect driving style through sensors which need to be installed in the vehicle platform. Joshua Puerta, in Intelligent Vehicles, 2018 9.1.3.3 Vehicle Dynamics Measures If you have knowledge of vehicle dynamics / kinematics and/or have read the excelent book from Millikan on these topics, please share that as well.Luis M.
Is this at all the right approach to determine ARB stiffness values?Īre the solutions from F1 the right ones to apply for the ARBs in the game?Īre these at all the right formulae to use?Īre there any mistakes in these calculations? The unit for ARB stiffness in the game is Nm. I wanted to take the solutions from F1 and set them as ARB values in the setup menu, but the ones above are useless. Any other value is either a constant, a given or a chosen value, all of whom should be solid. Values that should be looked at are H from F3 and K_W from F2. The solutions for F3, F4 & F5 are understandable, but F2 & F1 are out of the ordinary to say the least. I've derived the right one as follows:ĭone by hand traditionally with pen & paper Because they are 1 for Springs, that means in AC: Springrate = Wheelrate. There are 1 for Spings, but I have no idea what to choose for ARBs - just set 1 for them as well for now. Magic Numbers = 55% front, 45% rear (Total lateral load transfer destribution, called by Milliken, or percentage of roll gradient of front suspension in normal English) Ride frequencies - front = 3,7 Hz, rear = 3,6 Hz (undamped natural frequency in ride)ĭesired total roll gradient = 0,7 deg/g (degrees of body roll per g of lateral acceleration) Sprung mass - rear (single wheel) = 245,44 kg Sprung mass - front (single wheel) = 226,56 kg Mid-engined GT car which generates ~1000 kg of downforce and ~600 kg of drag at ~280 km/h FYI, I totally don't get the aversion some people have against math, but let's get to business shall we.
Because we need most of the solutions for follow up equations, rounding and valid numbers are ignored. We calculate in SI units, so no lb.ft or something. This post has a lot of math involved, so take it as it is. Prior work on aero, springs & dampers has proven the accuracy of this crossover approach to the game. AC gives and uses a lot of values & data derived from real life physics. If you want to read up on the material first, I'd recommend the pdfs from the link at the end. I've figured out Aerodynamics, Spingrates & Damper settings but I need some help with the approach and execution of determining ARB roll rates. Been diving into vehicle dynamics for setup testing in AC recently.
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