stabikavarras
stabikavarras
minu loogika ütleb, et auto on siis stabiilsem ja paremini juhitav, kui ta kõik 4 ratast on igal ajahetkel kindlalt maas. Nüüd stabikavarras ju töötab sellele vastu? Teoreetiliselt võib isegi esineda hetki , kus on pooled rattad maast lahti? Milles see stabikavarda stabiilsus siis ikkagi seisneb?
http://www.hot.ee/h6bekuul/
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Auto seadistamisest jms:
R/C Car Handling
Marc's Car Handling
Radio Controlled Model Car Handling
RC Truck N Car Tuning
Tune 1/8-Scale Diffs
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Front Anti-roll Bar
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The front anti-roll bar affects the amount the cars front end rolls in a turn. As a car enters a turn, centrifugal cornering forces cause car roll and weight-transfer to the side of the car on the outside of the turn. A very stiff front anti-roll bar increases the load on the outside front tire, and decreases the load on the inside front tire (it can help to note that a stiff bar will tend to raise the inside front tire, thereby lowering that tires load). At the same time, this stiff front anti-roll bar increases the load on the inside rear tire, and decreases load on the outside rear tire. In this situation, the balance of side traction between front and rear ends shifts to the rear, and you get a car with a lower amount of steering, but more steering responsiveness.
Dont get confused between amount of steering and steering responsiveness; a car with a soft front anti-roll bar can have a high amount of steering, but it takes more time for the chassis to roll and transfer weight with this soft anti-roll bar and this creates slow steering responsiveness. A stiff front anti-roll bar will create very quick car weight transfer and thus very fast steering responsiveness, but with a lower amount of steering. In other words, amount of steering refers to how much steering ability the car has; steering responsiveness refers to the speed or quickness of the cars steering ability.
Softer Anti-roll bar setting
More steering into corner
More steering in the corner
Slower steering response
Harder Anti-roll bar setting
Less steering into corner
Less steering in the corner
Faster steering response
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Rear Anti-roll Bar
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The rear anti-roll bar affects the amount the cars rear end rolls in a turn. As a car enters a turn, centrifugal cornering forces cause car roll and weight transfer to the side of the car on the outside of the turn. A stiff rear anti-roll bar increases the load on the outside rear tire, and decreases the load on the inside rear tire (it can help to note that a stiff bar will tend to raise the inside rear tire, thereby lowering that tires load). At the same time, this stiff rear anti-roll bar increases the load on the inside front tire, and decreases the load on the outside front tire. In this situation, the balance of side traction between front and rear ends shifts to the front, and you get a car with less rear traction, but more steering responsiveness (refer to the Front Anti-Roll bar page for more explanation on steering responsiveness). The opposite happens with a soft rear anti-roll bar: relative to the stiff setting, there is now less load on the outside rear tire and more load on the inside rear tire. The front inside tire also has less load, and the outside front gets more load. Now, the balance of side traction shifts to the rear, creating more rear side traction in the corner, but less steering responsiveness.
Softer Anti-roll bar setting
More side traction in the corner
More traction out of the corner
Slower steering response
Harder Anti-roll bar setting
Less side traction in the corner
Less traction out of the corner
Faster steering response
****
R/C Car Handling
Marc's Car Handling
Radio Controlled Model Car Handling
RC Truck N Car Tuning
Tune 1/8-Scale Diffs
****
Front Anti-roll Bar
-------------------
The front anti-roll bar affects the amount the cars front end rolls in a turn. As a car enters a turn, centrifugal cornering forces cause car roll and weight-transfer to the side of the car on the outside of the turn. A very stiff front anti-roll bar increases the load on the outside front tire, and decreases the load on the inside front tire (it can help to note that a stiff bar will tend to raise the inside front tire, thereby lowering that tires load). At the same time, this stiff front anti-roll bar increases the load on the inside rear tire, and decreases load on the outside rear tire. In this situation, the balance of side traction between front and rear ends shifts to the rear, and you get a car with a lower amount of steering, but more steering responsiveness.
Dont get confused between amount of steering and steering responsiveness; a car with a soft front anti-roll bar can have a high amount of steering, but it takes more time for the chassis to roll and transfer weight with this soft anti-roll bar and this creates slow steering responsiveness. A stiff front anti-roll bar will create very quick car weight transfer and thus very fast steering responsiveness, but with a lower amount of steering. In other words, amount of steering refers to how much steering ability the car has; steering responsiveness refers to the speed or quickness of the cars steering ability.
Softer Anti-roll bar setting
More steering into corner
More steering in the corner
Slower steering response
Harder Anti-roll bar setting
Less steering into corner
Less steering in the corner
Faster steering response
****
Rear Anti-roll Bar
------------------
The rear anti-roll bar affects the amount the cars rear end rolls in a turn. As a car enters a turn, centrifugal cornering forces cause car roll and weight transfer to the side of the car on the outside of the turn. A stiff rear anti-roll bar increases the load on the outside rear tire, and decreases the load on the inside rear tire (it can help to note that a stiff bar will tend to raise the inside rear tire, thereby lowering that tires load). At the same time, this stiff rear anti-roll bar increases the load on the inside front tire, and decreases the load on the outside front tire. In this situation, the balance of side traction between front and rear ends shifts to the front, and you get a car with less rear traction, but more steering responsiveness (refer to the Front Anti-Roll bar page for more explanation on steering responsiveness). The opposite happens with a soft rear anti-roll bar: relative to the stiff setting, there is now less load on the outside rear tire and more load on the inside rear tire. The front inside tire also has less load, and the outside front gets more load. Now, the balance of side traction shifts to the rear, creating more rear side traction in the corner, but less steering responsiveness.
Softer Anti-roll bar setting
More side traction in the corner
More traction out of the corner
Slower steering response
Harder Anti-roll bar setting
Less side traction in the corner
Less traction out of the corner
Faster steering response
****
Lauri Laidna - http://www.pistik.com" onclick="window.open(this.href);return false;
[ Xray XB808 2011 + RB Engine | Xray XB808 Electric | Schumacher Mi4LP | VirtualRC ]
[ Xray XB808 2011 + RB Engine | Xray XB808 Electric | Schumacher Mi4LP | VirtualRC ]
Juhuks, kui keegi veel ei tea, siis http://www.modelcar.ee/rcch/ on sama asi ka eesti keeles (niivõrd kuivõrd). Võibolla lihtsam lugeda neile, kes londonikeelt nii hästi ei mõista. Viimaste trendidega küll kooskõlla viimata, aga füüsika pole vahepeal väga palju muutunud.lauri kirjutas:Auto seadistamisest jms:
R/C Car Handling
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eerikkarts
- Postitusi: 1005
- Liitunud: 24.01.2006 21:59
Mina tahaks ka mainida et stabika vardad mõjuvad hüpetele ka märkimisväärselt, tundub et hüppese minek on märksa stabiilsem mudelit ei viska külgedele.
Ise sõidan ilma esimese stabikatta kuid jäigema tagumise stabikaga. Esiots aitab kurvi paremini sisse sõita ja tagumine annab juurde ülejuhitavust kurvis nö driftida ja ei kipu kergelt üle kupli minema.
Aga eks igaüks leiab ise endale parima seade...
Ise sõidan ilma esimese stabikatta kuid jäigema tagumise stabikaga. Esiots aitab kurvi paremini sisse sõita ja tagumine annab juurde ülejuhitavust kurvis nö driftida ja ei kipu kergelt üle kupli minema.
Aga eks igaüks leiab ise endale parima seade...
kui tõenöoline on, et sa 10 masinaga võidu kihutades õigesti hüppad ?h6bekuul kirjutas:kui sa õigesti hüppad, siis stabikavarda mõju on seal null!
ja nagu ollo suurest õpetusest selgub, offroadil stabikavarda kasu on kaduvväike, M.O.T.T.
[url=http://www.geopeitus.ee/?p=200][img]http://www.geopeitus.ee/ug/gpnupp.gif[/img][/url]
Puudulike või valede lähteandmetega loogika järeldused on reeglina valed 
Eks kui sõitmine väga käpas pole, siis on üle-üldse see auto seadistamine suht mõttetu tegevus. Pigem soovitaks aega kulutada sõidule, kui seadistamisele, tulemus efektiivsem 
Minulgi alguses oli ainus auto ümberseadistamise eesmärk masina rohkem keerama panemine ja tegelikult üritasin auto ka võimalikult stabiilseks saada. Saigi siis taha stabikavarras pandud, et kurvis tagaosa pidamist veidi vähem oleks ja saaks auto ülejuhitavaks ehk "saba liputavaks" ehk viskaks tagumiku ette. Viimati wintercup'il olin sigarahul auto juhitavusega. Kui rahulikult kurvi keerad, järgib auto väga stabiilselt trajektoori. Kui aga on järsk "nõelasilm", siis annad korra pidurit ja tänu tagumisele stabikale kaotab tagaosa kergemalt pidamise ja tõmbab kenasti külge ette. Kui offroad masinaga asfaltile sõitma minna, siis paneks vast ette ja taha jämedad vardad.
Ja eks seadistamine käibki vastavalt juhile, rajale ja vajadustele. Kui stabikavarras oleks alati hea, siis oleks see ka igal autol küljes. Õnneks või kahjuks see nii pole ja vastavalt vajadusele paned selle või ei pane, valid varda jämedust ja nihutad otsa-kuuli asukohta lähemale/kaugemale.
Eks kui sõitmine väga käpas pole, siis on üle-üldse see auto seadistamine suht mõttetu tegevus. Pigem soovitaks aega kulutada sõidule, kui seadistamisele, tulemus efektiivsem Minulgi alguses oli ainus auto ümberseadistamise eesmärk masina rohkem keerama panemine ja tegelikult üritasin auto ka võimalikult stabiilseks saada. Saigi siis taha stabikavarras pandud, et kurvis tagaosa pidamist veidi vähem oleks ja saaks auto ülejuhitavaks ehk "saba liputavaks" ehk viskaks tagumiku ette. Viimati wintercup'il olin sigarahul auto juhitavusega. Kui rahulikult kurvi keerad, järgib auto väga stabiilselt trajektoori. Kui aga on järsk "nõelasilm", siis annad korra pidurit ja tänu tagumisele stabikale kaotab tagaosa kergemalt pidamise ja tõmbab kenasti külge ette. Kui offroad masinaga asfaltile sõitma minna, siis paneks vast ette ja taha jämedad vardad.
Ja eks seadistamine käibki vastavalt juhile, rajale ja vajadustele. Kui stabikavarras oleks alati hea, siis oleks see ka igal autol küljes. Õnneks või kahjuks see nii pole ja vastavalt vajadusele paned selle või ei pane, valid varda jämedust ja nihutad otsa-kuuli asukohta lähemale/kaugemale.
Lauri Laidna - http://www.pistik.com" onclick="window.open(this.href);return false;
[ Xray XB808 2011 + RB Engine | Xray XB808 Electric | Schumacher Mi4LP | VirtualRC ]
[ Xray XB808 2011 + RB Engine | Xray XB808 Electric | Schumacher Mi4LP | VirtualRC ]
Minuteada on selle asja nimi hoopis anti-roll bar ja tegemist pole selles suhtes stabikavardaga samas mõistes mis näiteks suurtel autodel. Anti-roll bar peaks vähendama kere "rullumist" kurvides ja seega raskuskeskme kaldumist ühele küljele, mis võib olla auto ümberpaiskumise põhjuseks. Anti-roll bar peaks kurvis just aitama trajektoori hoida?
Või mis? Ärge pange siis tähele, mul palavik ja üldse paha olla...
Või mis? Ärge pange siis tähele, mul palavik ja üldse paha olla...
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eerikkarts
- Postitusi: 1005
- Liitunud: 24.01.2006 21:59
See on küll väga julgelt öeldud... Sa mees kes ei oma aimugi võistlemisest rajal hakkad tegema järeldusi puht teoorial. Sa õpi mudelit tundma ja seda rajal siis kus mehed võistlevad murdsekundite võitmises. Ja ERITI tähtis seadistus on onroadis kus enamus mudeli ajad lendavad sama sekundi auku.kui sa õigesti hüppad, siis stabikavarda mõju on seal null!
ja nagu ollo suurest õpetusest selgub, offroadil stabikavarda kasu on kaduvväike, M.O.T.T.
Edu!