Comments (6)
macbethmotorsport
commented on August 20, 2024
from aeh.
macbethmotorsport
commented on August 20, 2024
...trying that as a first shot, via:
https://docs.google.com/spreadsheets/d/1-JUMCIVgH5GnSFPY_ayt1ZMeDRrkwmbpbkJAfjm-Qyo/edit?usp=sharing
from aeh.
macbethmotorsport
commented on August 20, 2024
some more interesting tyre.ini definitions via https://docs.google.com/spreadsheets/d/1nYU59RcOYpmvidmOKTVJFubM87EjbMllVbpmJqcVvmU/edit#gid=0
| [HEADER] | |
|---|---|
| VERSION=10 | |
| [VIRTUALKM] | |
| USE_LOAD=1 | Normal load of the tire stopped being considered in the wear calculation after a certain tire model iteration. This parameter adds it back (as it should be). |
| [COMPOUND_DEFAULT] | |
| INDEX=1 | |
| ; Semislicks | |
| [FRONT] | |
| NAME= | |
| SHORT_NAME= | |
| WIDTH= | ;tyre width in meters - does not affect physics, only graphical skid marks |
| RADIUS= | ;tyre unloaded radius in meters |
| RIM_RADIUS= | ;rim radius in meters (used only for ground collisions if applicable - use the outer diameter of the rim, not the nominal one. E.g. an 18" rim may actually be 20" in outer diameter). |
| ANGULAR_INERTIA= | ;angular inertia of front rim+tyre+brake disc together (all rotating parts on a corner of the suspension) |
| DAMP= | ;Damping rate of front tyre in N sec/m (values usualy from 200 to 1400) |
| RATE= | ;Spring rate of front tyres in N/m |
| DY0= | Not used from tire model V5 and onwards - still likely required for loading |
| DY1= | Not used from tire model V5 and onwards - still likely required for loading |
| DX0= | Not used from tire model V5 and onwards - still likely required for loading |
| DX1= | Not used from tire model V5 and onwards - still likely required for loading |
| WEAR_CURVE=xxx.lut | ; file with lookup table to call (vKM | grip multiplier) |
| SPEED_SENSITIVITY= | ; speed sensitivity value (higher the value, the greater slip velocity's effect on tire grip) |
| RELAXATION_LENGTH= | Relaxation length is simply the space needed to reach 63% of the total build force.It's basically a "lag" in the tyre response. One interesting fact about relaxation length is that camber doesn't seem to be influenced by it (and AC models this correctly)... so camber variation produce an instantaneous force while slip variations need space in order to build up... the space is controlled by the relaxation length parameter. |
| ROLLING_RESISTANCE_0= | ; rolling resistance constant component (rolling resistance force = (ROLLING_RESISTANCE_0 + ROLLING_RESISTANCE_1 * V^2 ) * normal force / 1000 |
| ROLLING_RESISTANCE_1= | ; rolling resistance velocity (squared) component - see above |
| ROLLING_RESISTANCE_SLIP= | ; rolling reistance slip angle component - Kunos-size values not recommended. Minimum of zero, maximum of 1000 recommended and correlated via telemetry. |
| FLEX= | ; tire profile flex. the bigger the number the bigger the flex, the bigger the added slipangle with load. - No longer used - replaced by FLEX_GAIN |
| CAMBER_GAIN= | ; Camber gain value as slipangle additive. default 0. Slip additive = CAMBER_GAIN * sin(camber angle) |
| DCAMBER_0= | D(camberRAD)/D= 1/(1+ DCAMBER_0camberRAD - DCAMBER_1camberRAD²) camberRAD is the camber in Radian. If you want to use the grip%@peak angle method: DCAMBER_0= -2grip%/((grip%+1)peakangle) DCAMBER_1=-grip%/((grip%+1)peakangle^2) grip% : the grip increase at the peakangle (like 5%) peakangle: the peak camber angle in Radian For example: If you want 7% more grip at -3.8° DCAMBER_0= -20.07/((0.07+1)-0.0663)= 1.973 DCAMBER_1=-0.07/((0.07+1)(-0.0663)^2)= -14.873Note: peakangle= DCAMBER_0/(2DCAMBER_1)Grip%= (4DCAMBER_1/(4*DCAMBER_1+DCAMBER_0²))-1 |
| DCAMBER_1= | |
| FRICTION_LIMIT_ANGLE= | Optimal slip angle of the tire near FZ0 |
| XMU= | Please not that from V5 this value is not used in the calculations anymore, although still loaded (this should change soon) |
| PRESSURE_STATIC= | ;STATIC (COLD) PRESSURE |
| PRESSURE_SPRING_GAIN= | ;INCREASE IN N/m per psi |
| PRESSURE_FLEX_GAIN= | ;INCREASE IN FLEX per psi |
| PRESSURE_RR_GAIN= | ;INCREASE IN RR RESISTENCE per psi |
| PRESSURE_D_GAIN= | ;loss of tyre footprint with pressure rise. |
| PRESSURE_IDEAL= | ;Ideal pressure for grip |
| FZ0= | The reference loadYes Fz0 is in newton.It's the load at which some of the values indicated are true, it's used as a reference point for DX_REF and DY_REF.Fz is in the car physics app named "load".(But FZ0, if it's areasonable value, is not so important stated that the other affected parameters are changed accordingly. You can use, for example, FZ0=1000 and put DY_REF to 1.7 or FZ0=3000 and DY to 1.2…) |
| LS_EXPY= | The exponent used in the formula |
| LS_EXPX= | The exponent used in the formula |
| DX_REF= | The D level at FZ0 The REF just indicates the grip at FZ0 (which is just the load reference). |
| DY_REF= | The D level at FZ0 The REF just indicates the grip at FZ0 (which is just the load reference). |
| FLEX_GAIN= | Controls the amount of flex in the tyre. The formula are proprietary (KS) and will not be published however the value will roughly approximate a "widening" of the value at which the tyre reaches max grip as function of load. The parameter express the amount of slip added to the reference slip angle when load is twice FZ0. Example. Let's say a tyre has a FRICTION_LIMIT_ANGLE of 10 deg, FZo=2000 N, and a FLEX_GAIN of 0.5 then the max slip angle will be: 10 deg @ 2000N 10 * (1 + 0.5) = 15 deg @ 4000NBigger flex = the lateral force peaks at higher slip angles at increased loads. Values at a few loads are exposed in AC log.txt |
| FALLOFF_LEVEL= | how much grip after the grip peak (related to peak, so 0.9 is 90% of max grip) - recommended to use around 0.7-0.8 for most tires |
| FALLOFF_SPEED= | how much time the tyre takes to come to falloff level; it is a sort of gamma that defines the curve from the peak (1) to the FALLOFF_LEVEL (0.9 for example); 2 was the standard till v6 tyres, 1 is linear so the tyre is "easier", higher numbers make the transition sharper. In conjunction with the value of 0.7-0.8 for FALLOFF_LEVEL, values of 1-3 for FALLOFF_SPEED are recommended. |
| CX_MULT= | ,It controls the Cornering Stiffness of the longitudinal part of the tyre force generation. A value lower than 1.0 will make the longitudinal part less aggressive, 1.0 will make it exactly like the lateral, and higher than 1.0 values will make it stiffer. Lower values of CX_MULT will create a tyre that feels more responsive to throttle/brake application. In other words, there will be more loss in lateral friction when longitudinal friction is applied. Higher values will do the exact opposite by creating a tyre that is more pointy and composed |
| RADIUS_ANGULAR_K= | This is the tyre radius increase as function of rotation speed. It is a simple linear relationship where the dynamic tyre radius is:dynamic_radius = radius + (RADIUS_ANGULAR_K * abs(tyre_rotation) / 1000)Here RADIUS_ANGULAR_K is in mn/rad/s and tyre rotation is rad/s, hence the division to convert to meters for the radius. Typical values for racing tires are around 0.01 |
| BRAKE_DX_MOD= | It's a DX multiplier apparently (1 + BRAKE_DX_MOD)Positive values will make the tyres better on braking than accelerations, and the opposite is true ... but usually tyres generate more slip on acceleration than braking so using positive value is the way to go. |
| [THERMAL_FRONT] | |
| SURFACE_TRANSFER= | ;How fast external sources heat the tyre tread touching the asphalt: Values 0-1 |
| PATCH_TRANSFER= | ;How fast heat transfers from one tyre location to the other: Values 0-1 |
| CORE_TRANSFER= | ;How fast heat transfers from tyre to inner air and back |
| INTERNAL_CORE_TRANSFER= | ;How fast rollingK transmits to coreThis value is used to control how the heat generated by rolling (function of ROLLING_K , tyre angular velocity, load, pressure) transfer to the tyre core.Example value: 0.004 |
| FRICTION_K= | ;Quantity of slip becoming heat |
| ROLLING_K= | ;rolling resistance heat |
| PERFORMANCE_CURVE=yyy.lut | ;File to use for temperature/grip relation |
| GRAIN_GAMMA= | ;Gamma for the curve grain vs slip. higher number makes grain more influenced by slip |
| GRAIN_GAIN= | ;Gain for graining. How much gain raises with slip and temperature difference- 100 value = slipangle*(1+grain%) |
| BLISTER_GAMMA= | ;Gamma for the curve blistering vs slip. higher number makes blistering more influenced by slip |
| BLISTER_GAIN= | ;Gain for blistering. How much blistering raises with slip and temperature difference. think blistering more as heat cycles. 100 value = 20% less grip |
| COOL_FACTOR= | Speed up surface cooling as function of the square of the car speed. Example value: 1.5 |
| SURFACE_ROLLING_K= | Like ROLLING_K but dedicated to surfaces. Prior to V6 the ROLLING_K value was used to generate heat as function of rolling both for Core and Surface, from V6, ROLLING_K is used for Core and SURFACE_ROLLING_K is used for Surface. |
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djhedges
commented on August 20, 2024
205/50/15 for what it's worth is what's on the car.
Hankook has a 225/45/15 and a 195/50/15. Hmm
https://www.tirerack.com/tires/tires.jsp?tireMake=Hankook&tireModel=Ventus+R-S4&partnum=245WR5Z232&vehicleSearch=false&fromCompare1=yes
from aeh.
macbethmotorsport
commented on August 20, 2024
i have a feeling what we're using on the (sim) car now has a lower treadwear than 200. So I'll leave one with you - but ideally, we'd have all the dimensions specified in the config so we could swap them out while driving / tuning the car in AC.
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macbethmotorsport
commented on August 20, 2024
<assigning to you, big boy>
from aeh.
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