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1 VEHICLE DYNAMICS. 2  Increase “track driving” vehicle performance:  Lap time  Stopping distance  Standing start acceleration  Increase “road driving”

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Presentation on theme: "1 VEHICLE DYNAMICS. 2  Increase “track driving” vehicle performance:  Lap time  Stopping distance  Standing start acceleration  Increase “road driving”"— Presentation transcript:

1 1 VEHICLE DYNAMICS

2 2  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 Sport / GT VEHICLE DYNAMICS MAIN GOALS

3 3  F1-DCT Gear shift  FrS-SCM Damping Control  Michelin Pilot Sport Cup 2  Side Slip Angle Control (SSC)  New Generation CCM brake system Sport / GT VEHICLE DYNAMICS: HOW WE DID IT CONTINUOUS EVOLUTION NEW CONTENT

4 4  F1-DCT gear shift: New strategy to minimize response time 20% faster up-shifts vs 458 Italia 44% faster down-shfts vs 458 Italia  FrS SCM damping control: New algorithm based on Frequency Domain: naturally matches road characteristics: -15% dynamic roll vs 430 Scuderia +20% traction on bumpy roadsvs 430 Scuderia Sport / GT VEHICLE DYNAMICS: CONTINUOUS EVOLUTION

5 5  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 Sport / GT VEHICLE DYNAMICS: CONTINUOUS EVOLUTION

6 6 Sport / GT  E-DIFF: TO IMPROVE AGILITY & STABILITY  F1–TRAC: TO IMPROVE ON-LIMIT PERFORMANCE 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. Information is used by:

7 7 Sport / GT  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 dependent on the driving style  Understeer or oversteer are quickly identified E-diff locking torque is istantaneously modified to gain agility or stability E-Diff (SSC) AGILITY & STABILITY

8 8 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 > TARGET the vehicle is approching the limit  the locking torque is increased to gain stability E-Diff (SSC) HOW IT WORKS

9 9 Sport / GT  A steering wheel angle sweep Speed range: 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. AGILITY: AN EXAMPLE E-Diff (SSC): AGILITY

10 10 F Scuderia 458 Italia E-Diff (SSC): AGILITY & TIME RESPONSE  Speed range: km/h  SW angle+/- 20° deg  Lateral acceleration:+/-0.5 g

11 E-Diff logic Setup 1 Setup 2 Setup 3 E-Diff (SSC): AGILITY & TIME RESPONSE  Speed r ange: km/h  SW angle+/- 20° deg  Lateral acceleration:+/-0.5 g F Scuderia 458 Italia

12 E-Diff logic NEW E-Diff logic with SSC -14% -11% 458 Speciale E-Diff (SSC): AGILITY & TIME RESPONSE  Speed range: km/h  SW angle+/- 20° deg  Lateral acceleration:+/-0.5 g F Scuderia 458 Italia +/- 1.0g

13 13 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) E-Diff (SSC): DRIVING STYLE DRIVING STYLE: AN EXAMPLE

14 14 LIMIT DRIVING WITH O/S Steering VEIHCLE PARAMETERS AND DRIVER DEMANDS Steering Brake Throttle LIMIT DRIVING WITH U/S E-Diff (SSC): DRIVING STYLE TURN-IN MANEOUVRE

15 15 Steering VEIHCLE PARAMETERS AND DRIVER DEMANDS Steering Brake Throttle SIDE SLIP ANGLE MEASURED > TARGET MEASURED < TARGET E-Diff (SSC): DRIVING STYLE LIMIT DRIVING WITH O/SLIMIT DRIVING WITH U/S TURN-IN MANEOUVRE

16 16 Steering VEIHCLE PARAMETERS AND DRIVER DEMANDS Steering Brake Throttle SIDE SLIP ANGLE E-Diff LOCKING TORQUE MEASURED > TARGET E-DIFF(SSC) > E-DIFF(458Italia) MEASURED < TARGET E-DIFF (SSC) << E- DIFF(458Italia) E-Diff (SSC): DRIVING STYLE LIMIT DRIVING WITH O/SLIMIT DRIVING WITH U/S TURN-IN MANEOUVRE

17 17 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 F1-Trac (SSC) LIMIT PERFORMANCE

18 18 Sport / GT  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 F1-Trac (SSC) HOW IT WORKS

19 19 Sport / GT POWER ON GOING OUT OF A BEND a.F1-Trac without SSC b.F1-Trac with SSC LIMIT PERFORMANCE: AN EXAMPLE F1-Trac (SSC)

20 20 Driver Engine Demand F1-Trac Engine Target Ax Target Wheel Slip Real Wheel Slip WHEEL SLIP ENGINE TORQUE LONGITUDINAL ACCELERATION SWA Target SSA Real SSA 458 Italia: F1Trac Activation Measured < Target 458 Speciale: F1Trac (SSC) OFF Reduced Ax Higher AX Measured > Target POWER ON OUT FROM A BEND (CToff Positon) F1-Trac (SSC): LIMIT PERFORMANCE

21 21 Sport / GT RACECT off +12 % +70% Ax SWA -3% -30% RACE CT

22 22


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