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Dale Thompson
Racing Car Technology
www.racing-car-technology.com.au
info@racing-car-technology.com.au
Note: In vehicle dynamics terminology, cornering or turning
of the vehicle is referred to as ³yaw´ or ³yawing´ of the
vehicle.
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=he Weight =ransfer Worksheet
½ In this web site, we recommend to you our spreadsheet calculations, the
Racing Car Technology Weight Transfer Worksheet (WTW). Weight
transfer considerations are now common in procedures for suspension
tuning. Working with race cars over a number of years, we have shown the
WTW can give good results. The WTW remains the only fully tested, fully
documented weight transfer ³calculator´, that anyone can use.
½ But it does not represent how the car works. Some will say at this point,
³How else could it work?´ The predominant view amongst the racing and
performance car community is that handling and control must be about the
weight transfer and chassis roll.
½ At universities all around the world, engineers are now taught the ³single
track model´. The Society of Automotive Engineers have mandated a whole
raft of standards and conventions that allow vehicle dynamics engineers to
talk the same language.
½ Using the ideas, we can gain a truer understanding of oversteer and
understeer. We highlight how the driver controls the car.
½ w
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Driver ´Feelµ for the Car
The interaction between the driver and racing car, his feel for the car, is
described by Michael Schumacher (circa 1995),
"You have to have the senses in your whole body, that come up to your
brain, and then, in the end, you have to transfer the information to
the steering wheel. It is how you do this that is the difference
between drivers, between those who are sensitive, who have more
feeling, and those who may be as sensitive but are not able to
transfer that into their driving.³
What it is the driver is sensing? How does the driver control the car?
We¶ll start with what happens to the car in a corner. (The following
diagrams are based on the ³single track model´)
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Cornering ² Very Slow
Copyright C Racing Car Technology 2007
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# $
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§ery slow turning, no ³slip
angles´ at the tyres. The
curved path of the CofG is
shown. Instantaneous
direction of travel is at right
angles to turn radius, R.
| is the
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Cornering ² Neutral Steer, maintain the
intended path« Copyright C Racing Car Technology 2007
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# $
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§ehicle path, Inst. Dir. Of
Travel, turn radius, R all the
same as previous diagram.
But now the lateral force
acting on the tyres forces
³slip angles´, , front and
rear. The vehicle rotates in
the direction of the turn. #
The car is now
the corner. |
Cornering ² Oversteer, a tighter path.«
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Copyright C Racing Car Technology 2007
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If slip angles increase at the #
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rear, faster than the front, the car
will rotate further in the direction w
of the turn, increasing the '
attitude angle, |. The turn
#
radius, R will shorten as shown.
The vehicle will steer a tighter
path, as shown.
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Cornering ² Understeer, a wider path«.
() Copyright C Racing Car Technology 2007
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