Weight transfer

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Things are presented for easy of understanding, overall understanding and design values.

Details are easy to learn when you get a good idea of the basics.  Therefore, the weight transfer of the unsprung mass, the rollcentter and so on, were initially omitted.

The most important things in a race car suspension are grip and balance.

There is a lot of information available on individual issues, but there is no way to do things together.  In some way, the topic is difficult, finding things take time.

The text has not been reviced, if something is wrong, must be corrected.

Tire grip Tire variables include weight, camber, pressure and toe in and toe out. Camber formulates the contact patch. Pressure distributes the load between the edges of the tire and the middle part. The balance distributes the weight between the tires. Toe in heats the tires if desired. Enough rollstiffnes causes the dynamic camper to remain negative for the grip. The camber gain helps the tire position when the chassis roll. Large negative static camper causes wear on the inner edge of the tire and reduces grip when the driving situation or grip condition changes on the road. Dynamic camber becomes the sum of many things. By measuring tire temperatures or other methods, you can achieve the best grip. Positive camber increases the motion ratio.

The weight transfer calculator can be used to dimension rollstiffnes and dynamic diagonal weights. Test drive with a suitable circle and measuring tire temperatures can be adjusted as needed. You can see a circle on the test track of a car factory. Simple mechanism? 30.7.2019 All forces are transmitted trough the tire contact patch. Maximum lateral grip at a camber angle -1,5 degrees. On traction wheels a negative camber angle can cause the tire wear sloping. Positive camber angle, less lateral grip and redused value of spring rate. The chassis roll causes the angle of camber to change in a positive direction. The chassis roll must limited: 1. Raising the roll center increases geometric weight transfer, which does not cause the chassis to roll, and reduses the elastic weight transfer that causes the chassis to roll. 2. Stiffer springs and roll bar, less chassis roll. 3. Changes in tire load cause the car to roll. Total weight transfer distribution: 1. Geometric weight transfer via support arms / axle. 2. Elastic weight transfer via springs / dampers and roll bar. 3. Weight transfer caused by the unsprung masses. Roll center Causes confusion in understanding the mechanism. A necessary tool for calculation and for determining the effect of forces.

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