91LikesRC Crew Chief Software
09-19-2019 | 08:02 AM
#767
To include the effect of diff height requires the torque being delivered to the front/rear wheels to be added. This effect is a function of the tension in the belt and the height at which it is reacted to the chassis. There may be a gyroscopic effect as well but I would think it would be small. So the short answer is it is unlikely to be added as the program as extensive modifications would be required.
09-19-2019 | 12:05 PM
#769
Does this software calculates ( specially outdoor tracks) things like ambient temperature,track surface temperature , humidity , track conditions ,is the track sealed asphalt or regular asphalt, is it a surface like a tennis court? if the track is Dusty,traction levels?
09-19-2019 | 03:33 PM
#770
Tech Regular
Joined: Jul 2017
Posts: 309
Does this software calculates ( specially outdoor tracks) things like ambient temperature,track surface temperature , humidity , track conditions ,is the track sealed asphalt or regular asphalt, is it a surface like a tennis court? if the track is Dusty,traction levels?
You can change the temperature to see the effect it has on damping.
Also you can change the simulated amount of g-force the car is experiencing in a corner but you have to work it out or measure it yourself.
RC3 is not really a complete set up simulation but it's a great set of handy tools for getting suspension values & other things
09-20-2019 | 12:02 AM
#772
Tech Regular
Joined: Jul 2017
Posts: 309
10-06-2019 | 09:21 PM
#773
Tech Master
Joined: Jul 2018
Posts: 1,011
From: Florida
Hi Bob,
since the software demystifies the science behind allot of the car physics have you considered adding some things around track data?
for example you can measure a track length and time to run a lap. A traction factor can be calculated or measured by the difference between actual and theoretical or telemetry.
if you know the motion profile of a lap you can calculate the torque/rpm requirements for each section or the whole lap
if you know efficiency for each point of the torque curve you can calculate waste heat. You can measure the average temperature at the end of a race and if its less than the predicted then you specify gearing that moves the average rpm away from the efficiency average towards the power peak and vice versa if its too hot.
The difference between theoretical heat and actual is the cooling efficiency of the setup. You will have generated a thermal time constant that can be used to modify convection versus conduction or changes in ambient.
after you correct thermal and traction calculations you have constants that can be applied and used to take advantage of future changes.
a current/rpm curve of an unloaded motor can be applied as a power measurement of a loaded chassis on track with a single factor to compress it by the rpms seen on track.
timing is primarily correlated to average rpm of the motor.
just a couple ideas of how to integrate track and chassis data into torque curves or create better starting points for gearing and motors.
Brushless motor science can use averages but because of heat they are really sensitive to each discrete section of the power and efficiency curve which comes from discrete torque/rpm points per lap.
since the software demystifies the science behind allot of the car physics have you considered adding some things around track data?
for example you can measure a track length and time to run a lap. A traction factor can be calculated or measured by the difference between actual and theoretical or telemetry.
if you know the motion profile of a lap you can calculate the torque/rpm requirements for each section or the whole lap
if you know efficiency for each point of the torque curve you can calculate waste heat. You can measure the average temperature at the end of a race and if its less than the predicted then you specify gearing that moves the average rpm away from the efficiency average towards the power peak and vice versa if its too hot.
The difference between theoretical heat and actual is the cooling efficiency of the setup. You will have generated a thermal time constant that can be used to modify convection versus conduction or changes in ambient.
after you correct thermal and traction calculations you have constants that can be applied and used to take advantage of future changes.
a current/rpm curve of an unloaded motor can be applied as a power measurement of a loaded chassis on track with a single factor to compress it by the rpms seen on track.
timing is primarily correlated to average rpm of the motor.
just a couple ideas of how to integrate track and chassis data into torque curves or create better starting points for gearing and motors.
Brushless motor science can use averages but because of heat they are really sensitive to each discrete section of the power and efficiency curve which comes from discrete torque/rpm points per lap.
05-14-2023 | 08:19 PM
#775
It is with deep sadness to let you all know about the passing of Bob Wright - BobW.
There are no words to describe how much he loved this hobby.
Rest in peace, Bob.
There are no words to describe how much he loved this hobby.
Rest in peace, Bob.
Last edited by EDWARD2003; 05-14-2023 at 08:30 PM.
05-15-2023 | 02:48 AM
#778
Tech Master
Joined: May 2010
Posts: 1,098
From: Oxfordshire, UK
Bob was a very smart and helpful guy, two things that don't always go together.
