Transcript Prestazioni F151 - ferraridatabase

VEHICLE DYNAMICS
1
VEHICLE DYNAMICS
MAIN GOALS
Sport /
GT
 Increase “track driving” vehicle
performance:
 Lap time
 Stopping distance
 Standing start acceleration
 Increase “road driving” performance:
 Agility
 Steering response
 Body roll response
 Gear shifting response
2
VEHICLE DYNAMICS: HOW WE DID IT
CONTINUOUS EVOLUTION
Sport /
GT
 F1-DCT Gear shift
 FrS-SCM Damping Control
 Michelin Pilot Sport Cup 2
NEW CONTENT
 Side Slip Angle Control (SSC)
 New Generation CCM brake system
3
VEHICLE DYNAMICS: CONTINUOUS EVOLUTION
 F1-DCT gear shift:
New strategy to minimize response time
•
•
Sport /
GT
20% faster up-shifts
vs 458 Italia
44% faster down-shfts
Italia
vs 458
 FrS SCM damping control:
New algorithm based on Frequency Domain: naturally matches road
characteristics:
•
-15% dynamic roll
430 Scuderia
•
+20% traction on bumpy roads
vs 430 Scuderia
vs
4
VEHICLE DYNAMICS: CONTINUOUS EVOLUTION
Sport /
GT
 New Michelin Pilot Sport Cup 2:
Specifically developed for 458 Speciale, guided by a unique integrated
process to maximize vehicle performances
•
+6% dry grip
vs 430 Scuderia
•
+5% wet grip
vs 430 Scuderia
5
VEHICLE DYNAMICS: SIDE SLIP ANGLE CONTROL
SSC
SIDE SLIP ANGLE
CONTROL
A non-conventional algorithm
estimates Side Slip Angle via
signals available on the car.
Sport /
GT
Information is used by:

E-DIFF: TO IMPROVE AGILITY &
STABILITY

F1–TRAC: TO IMPROVE ON-LIMIT
PERFORMANCE
6
E-Diff (SSC)
Sport /
GT
AGILITY &
STABILITY
 A real time SS angle enables us
to manage the E-diff locking
torque in a precise way in order
to reach highest values of
• Agility
• Stability .

E-Diff now is
driving style
dependent on the
 Understeer or oversteer are
quickly identified E-diff
locking torque is istantaneously
7
E-Diff (SSC)
HOW IT WORKS
Sport /
GT
 The E-diff locking torque (Power-off
and steady state) changes in real
time in function of SWA, AY and speed
(as before) and vehicle side slip
angle
•
Measured Side Slip Angle <= TARGET
the vehicle is in a stable
situation
 the locking torque is reduced to
increase agility
•
If
measured Side Slip Angle >
8
E-Diff (SSC): AGILITY
AGILITY: AN EXAMPLE
Sport /
GT
 A steering wheel angle sweep
•
•
•
Speed range:
100-150 km/h
Steering wheel angle
+/- 20°
deg
Lateral acceleration:
+/-0.5
g
 This manoeuvre represents very
well what the drivers feel when
he is driving on a twisty road
but not on the limit.
9
E-Diff (SSC): AGILITY & TIME RESPONSE
 Speed range:
 SW angle
 Lateral acceleration:
100-150 km/h
+/- 20° deg
+/-0.5 g
F430
430 Scuderia
458
Italia
10
E-Diff (SSC): AGILITY & TIME RESPONSE
 Speed r ange:
 SW angle
 Lateral acceleration:
100-150 km/h
+/- 20° deg
+/-0.5 g
F430
430 Scuderia
458
Italia
Setup
Setup
2
1
Setup
3
11
E-Diff (SSC): AGILITY & TIME RESPONSE
 Speed range:
 SW angle
 Lateral acceleration:
100-150 km/h
+/- 20° deg
+/-0.5
g
+/1.0g
F430
430 Scuderia
458
Italia
-11%
-14%
458 Speciale
12
E-Diff (SSC): DRIVING STYLE
DRIVING STYLE: AN EXAMPLE
Sport /
GT
 a turn-in maneouvre executed in two different ways
• With a considerable amount of Side Slip Angle (-> OS)
• With a small amount of Side Slip Angle (-> US)
13
E-Diff (SSC): DRIVING STYLE
LIMIT DRIVING WITH O/S
TURN-IN MANEOUVRE
Steering
LIMIT DRIVING WITH U/S
Steering
VEIHCLE PARAMETERS
AND
Brake
Throttle
DRIVER DEMANDS
Throttle
Brake
14
E-Diff (SSC): DRIVING STYLE
LIMIT DRIVING WITH O/S
TURN-IN MANEOUVRE
Steering
LIMIT DRIVING WITH U/S
Steering
VEIHCLE PARAMETERS
AND
Brake
Throttle
DRIVER DEMANDS
Throttle
Brake
MEASURED
< TARGET
SIDE SLIP ANGLE
MEASURED
> TARGET
15
E-Diff (SSC): DRIVING STYLE
LIMIT DRIVING WITH O/S
TURN-IN MANEOUVRE
Steering
LIMIT DRIVING WITH U/S
Steering
VEIHCLE PARAMETERS
AND
Throttle
Brake
DRIVER DEMANDS
Throttle
Brake
MEASURED
< TARGET
SIDE SLIP ANGLE
MEASURED
E-DIFF(SSC) >
> TARGET
E-DIFF (SSC) << EDIFF(458Italia)
E-DIFF(458Italia)
E-Diff
LOCKING TORQUE
16
F1-Trac (SSC)
LIMIT PERFORMANCE
Sport /
GT
 A real-time knowledge of
the SS
Angle allows F1-Trac control to
be greater giving:
• higher longitudinal
acceleration
• higher lateral acceleration
• higher vehicle speed in a
bend
• lower steering wheel angle
activity
17
F1-Trac (SSC)
Sport /
GT
HOW IT WORKS
 The engine torque changes in real time in function of the
vehicle Side Slip Angle

If
MEASURED SideSlipAngle <= TARGET
the vehicle is in a stable situation
 no engine cut interventions are needed,
longitudinal acceleration is maximized

If
MEASURED SideSlipAngle > TARGET :
the vehicle is approching the limit
 some engine cut interventions are needed, SWA
activity is minimized to easily manage the vehicle
18
F1-Trac (SSC)
LIMIT PERFORMANCE: AN EXAMPLE
Sport /
GT
POWER ON GOING OUT OF A BEND
a. F1-Trac without SSC
b. F1-Trac with SSC
19
WHEEL
SLIP
ENGINE
TORQUE
LONGITUDINAL
ACCELERATION
F1-Trac (SSC): LIMIT PERFORMANCE
Higher AX
Reduced
Ax
Ax
SWA
F1-Trac
Engine Target
Driver Engine
Demand
458Speciale:
Italia:
458
F1Trac
F1Trac
(SSC)
Activation
OFF
Measured >
Target Wheel
Target
Slip
Real
Wheel
Slip
POWER ON OUT FROM
A BEND
(CToff Positon)
Target
SSA SSA
Real
Measured <
Target
20
Sport /
GT
RACE
+12%
Ax
CT off
+70%
RACE
-3%
SWA
Ax
CT-
SWA
30%
21
22