From Bohemia Interactive Community
Input (Controller)
SCR_CarControllerComponent
General
Type
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Type of gearbox
- Automatic - Automatic shifting and transition to reversing, W/S - throttle/brake or brake/throttle when reversing.
- Manual - Manual shifting, W - always throttle, S - always brake, Q/E to shift gears
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Transmission RND
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bool
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Transmission have three settings: reverse, neutral and drive
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Steering speed coefficients
The following are properties for smoothing the digital or small range/insensitive analog input (gamepad thumbstick). The setup should be quick and responsive enough while allowing the player to keep a smooth ride (e.g. by tapping the keys), without having to constantly counter compensate.
Steering Forward Speed
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pairs of floats
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[vehicle speed in km/h, steering speed in °/s]
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Pairs of velocity and steering speed at the given velocity
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Steering Backward Speed
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pairs of floats
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[vehicle speed in km/h, steering speed in °/s]
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Pairs of velocity and counter-steering speed (recentering via input) at the given velocity
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Steering Center Speed
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pairs of floats
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[vehicle speed in km/h, centering speed in °/s]
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Pairs of velocity and recentering speed (when no steering input is given / caster effect) at the given velocity
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Throttle
Throttle Curve
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pairs of floats
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[engine rpm, amount of throttle]
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Throttle application with respect to engine's RPM
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Reverse Curve
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pairs of floats
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[engine rpm, amount of throttle]
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Throttle application with respect to engine's RPM while in reverse
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Throttle Reaction Time
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float
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s
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Time (in seconds) it takes to get wanted value of throttle - e.g. to interpolate from 0.0 to 1.0 throttle input
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Throttle Turbo Time
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float
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s
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Time (in seconds) to reach wanted value of throttle in turbo mode
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Throttle Turbo
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float
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Amount of throttle that is reserved for turbo mode. For instance 0.2 means that without turbo, vehicle will be moving with maximum 0.8 throttle
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Brake
Braking Curve
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pairs of floats
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[time in seconds, amount of braking force]
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Brake application over time
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Brake Turbo Time
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float
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s
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Time to reach wanted value of brake in turbo mode
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Engine
Max Startup Time
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float
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seconds
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Failsafe time for the engine to start (it can also bypass animations if it is shorter)
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Max Startup Attempts
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float
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How many times you can be "stuck" in the startup loop animation
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Engine Startup Chance
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float
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%
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Probability that each startup attempt has to turn on the engine (0 - 100) (should be tied to engine below "damaged" threshold)
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Air Intakes
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float
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array of PointInfo classes
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Air intake positions in local vehicle space
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Drowning Time
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float
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s
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Amount of time needed to completely drown the engine when all air intakes are underwater
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Shutdown Time
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float
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s
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Amount of time (some) vehicle systems automatically toggle off after the shutdown
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Max Lights Time
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float
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s
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Maximum amount of time the light toggle should take (or if there are no animations)
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Clutch
Clutch Uncouple Time
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float
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seconds
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Time to disengage clutch before switching gears
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Clutch Couple Time
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float
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seconds
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Time to engage clutch after switching gears
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Clutch Uncouple Rpm
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float
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RPM
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Engine RPM at which clutch is fully uncoupled while moving off
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Clutch Couple Rpm
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float
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RPM
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Engine RPM at which clutch is fully coupled while moving off
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Clutch Uncouple Factor
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float
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Clutch uncouple RPM factor while moving off uphill or downhill
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Clutch Couple Factor
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float
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Clutch couple RPM factor while moving off uphill or downhill
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Clutch Minimum Position
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float
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Minimum clutch position while moving off
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Clutch Minimum Factor
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float
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Minimum clutch position factor while moving off uphill or downhill
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Shifting
Slope Smoothing
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float
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Factor of filter that smooths out upshift and downshift RPMs
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Latency
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float
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seconds
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Minimum time between gear switches
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Up Shift Factor
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float
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Upshift RPM factor while going uphill or downhill
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Up Shift Rpm
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float
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RPM
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Engine RPM required for upshifting
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Down Shift Factor
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float
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Downshift RPM factor while going uphill or downhill
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Down Shift Rpm
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float
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RPM
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Engine RPM required for downshifting
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Turbo Shift Factor
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float
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Upshifting and downshifting RPM ratio in Turbo mode
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Simulation
VehicleWheeledSimulation
General
Solver Type
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Solver selector - only V1 solver is available right now
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Solver Update Rate
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Hz
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Solver update rate in Hz (number of ticks per second)
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Engine
Controls engine power and its other properties. All values must be greater than 0 to be accepted as valid.
The engine is simulated as rotating cylinder around its central axis (simplification of crankshaft).
| Param
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Type
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Unit
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Description
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References
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Inertia
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float
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kg.m2
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Moment of inertia
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https://www.researchgate.net/publication/258176892_Evaluation_of_variable_mass_moment_of_inertia_of_the_piston-crank_mechanism_of_an_internal_combustion_engine
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Max Power
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float
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kW
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Maximum power that the engine can provide
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You can use this calculator to visualize RPM curve
maxTorqueRPM <= maxPowerRPM < maxRPM- Use https://www.automobile-catalog.com/, https://www.dieselhub.com/ and similar sources to check for real torque/power curves of the engines
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Max Torque
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float
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Nm
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Maximum torque that engine can provide (peak torque)
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Rpm Max Power
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float
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RPM
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RPM where engine outputs maximum power
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Rpm MaxT orque
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float
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RPM
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RPM where maximum torque is produced
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Rpm Idle
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float
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RPM
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RPM when engine is idling, e.g. in neutral
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Rpm Redline
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float
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RPM
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Redline RPM
This parameter is currently ignored
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Rpm Max
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float
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RPM
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Maximum RPM
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Steepness
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float
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Controls how fast engine can reach max torque. It can be used to flatten the torque curve before max torque rpm are reached
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Friction
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float
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Engine's braking torque
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Output
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Powertrain part driven by the engine (clutch)
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Clutch
Max Clutch Torque
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float
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Nm
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Maximum torque that clutch can provide. (1.6*MaxTorque can be a good starting point)
This parameter is currently ignored
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Output
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Powertrain part driven by the clutch (gearbox)
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Gearbox
Reverse
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float
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Reverse gear ratio
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Forward
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array of floats
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Array of forward gear ratios, order of the values are mapped to gears respectively
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Efficiency
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float
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Transmission efficiency - scales the engine output passed down
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Output
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Powertrain part driven by the gearbox (differential)
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Differentials
| Param
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Type
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Unit
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Description
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Type
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Open
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Same torque on both outputs, different rotational speeds
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| LSD
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Limited slip differential - limiting rotational difference between outputs. Opens Anti slip and Anti slip torque parameters.
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Ratio
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float
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Differential ratio (sometime "final drive")
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Strength
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float
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Determines the magnitude of the extra force that is applied to the gripping wheel
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Output0
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Powertrain parts driven by the differential (other differential or axle differential)
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Output1
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Axles
Torque Share
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float
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Defines how much torque is delivered to this axle. Sum of Torque Share for all axles should be equal to 1
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Has Handbrake
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bool
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Determines whether this axle is used for handbrakes. Handbrake force is same as Brake Torque
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(Axle) Differential
| Param
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Type
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Unit
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Description
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| <same as differentials>
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Output0
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Driven wheels
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Output1
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Suspension
Accelerating/braking/turning should noticeably shift the weight of the vehicle. Weight shifting affects the grip of the tires - allowing more grip on the side with more weight. Center of mass should be set realistically high and the tendency to roll should be limited by a sway (anti-roll) bar if necesary, not by setting the CoM below the vehicle or just the wheel center.
Max Steering Angle
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float
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degrees
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Specifies the maximum steering angle of this axle, if negative value is given, the axis will steer in opposite direction of the steering wheel.
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Spring Rate
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float
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N/mm
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Spring force per mm.
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Compression Damper
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float
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Ns/m
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Compression damper force per 1m/s.
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Relaxation Damper
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float
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Ns/m
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Relaxation damper force per 1m/s.
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Max Travel Up
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float
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m
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Maximum distance that the suspension can be compressed from modeled position. Standard cars 0.06 - 0.1 m. Off-road cars >0.1 m.
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Max Travel Down
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float
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m
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Maximum distance that the suspension can be expanded from modeled position. Standard cars 0.07 - 0.12 m. Off-road cars >0.1 m.
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Wheel
Radius
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float
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m
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Radius of the wheel
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Ratio
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float
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Wheel reduction ratio
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Mass
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float
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kg
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Mass of the wheel on this axle
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Brake Torque
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float
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Nm
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Amount of brake torque applied to each wheel on this axle
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Tyre
Rolling Resistance
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float
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Currently not used in game
Linearly proportional to speed. Acts against the wheel torque. For limiting acceleration. (in addition to surface property)
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Rolling Drag
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float
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Currently not used in game
Proportional to speed squared. For limiting high speeds. (in addition to surface property)
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Roughness
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float
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m
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Bumpiness height - how bumpy is the wheel itself (in addition to surface property)
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Longitudinal Friction
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float
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Directly affects tyre grip in longitudinal direction
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Lateral Friction
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float
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Directly affects tyre grip in lateral direction
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Tread
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float
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Ratio of the "Thread" - related to how well wheel performs on specific surface.
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Swaybar
Stiffness
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float
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N
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Sway bar stiffness ( anti-roll force )
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WheelPositions
Inertia
- InertiaOverrideEnable
- Enables manual override of vehicle inertia - the way how to "simulate" mass distribution on the vehicle.
- InertiaOverride
- Inertia values around each axis. Copy initial values from diag or via context menu opened on
VehicleWheeledSimulation on the Entity instance (you have to Apply to prefab later)
Aerodynamics
Reference Area
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float
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m2
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Drag reference area - see following page for more details https://en.wikipedia.org/wiki/Automobile_drag_coefficient#Drag_area
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Drag coefficient
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float
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Drag coefficient - see following page for more details https://en.wikipedia.org/wiki/Automobile_drag_coefficient#Typical_drag_coefficients
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Pacejka
- https://www.edy.es/dev/docs/pacejka-94-parameters-explained-a-comprehensive-guide/
- http://www.racer.nl/pacejka/pacplay.htm
Fill in initial values via context menu opened on VehicleWheeledSimulation on the Entity instance (you have to Apply to prefab later)
Longitudinal
b0
| Shape factor
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1.4 .. 1.8
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1.5
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General shape of the curve. Defines the amount of falloff after the peak.
The Pacejka model defines b0 = 1.65 for the longitudinal force.
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Load-independent
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b1
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Load influence on longitudinal friction coefficient (*1000)
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1/kN
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-80 .. +80
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0
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Change of the friction coefficient at the peak.
Positive = more friction with more load. Negative = less friction with more load.
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Load-dependent
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b2
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Longitudinal friction coefficient (*1000)
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900 .. 1700
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1100
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Friction coefficient at the peak (vertical coordinate) *1000.
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Load-independent
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b3
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Curvature factor of stiffness/load
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N/%/kN^2
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-20 .. +20
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0
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Change of the peak’s horizontal position.
Positive = increases ascent rate with load (moves to the left). Negative = decreases ascent rate with load (moves to the right).
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Load-dependent
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b4
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Change of stiffness with slip
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N/%
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100 .. 500
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300
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Peak’s horizontal position specified as “ascent rate”.
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Load-independent
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b5
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Change of progressivity of stiffness/load
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1/kN
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-1 .. +1
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0
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Lineal change of the peak’s horizontal position. Similar to b3 but more lineal and with reverse effect positive-negative.
Positive = decreases ascent rate with load. Negative = increases ascent rate with load.
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Load-dependent
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b6
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Curvature change with load^2
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-0.1 .. +0.1
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0
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Quadratic change of the curvature at the peak.
Positive = more flat with load. Negative = sharper with load.
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Load-dependent
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b7
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Curvature change with load
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-1 .. +1
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0
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Change of the curvature at the peak. Same as b6 but more lineal.
Positive = more flat with load. Negative = sharper with load.
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Load-dependent
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b8
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Curvature factor
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-20 .. +1
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-2
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Curvature at the peak. The more negative = more “sharp”. Has influence on the falloff afterwards.
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Load-independent
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b9
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Load influence on horizontal shift
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%/kN
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-1 .. +1
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0
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Change of the horizontal shift.
Positive = shifts to the left with more load. Negative = shifts to the right with more load.
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Load-dependent
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b10
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Horizontal shift
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%
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-5 .. +5
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0
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Curve’s horizontal shift
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Load-independent
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Lateral
a0
| Shape factor
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1.2 .. 18
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1.4
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General shape of the curve. Defines the amount of falloff after the peak.
The Pacejka model defines a0 = 1.3 for the lateral force.
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a1
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Load influence on lateral friction coefficient (*1000)
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1/kN
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-80 .. +80
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0
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Change of the friction coefficient at the peak.
Positive = more friction with more load. Negative = less friction with more load.
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Load-dependent
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a2
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Lateral friction coefficient (*1000)
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900 .. 1700
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1100
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Friction coefficient at the peak (vertical coordinate) *1000.
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a3*
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Change of stiffness with slip
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N/deg
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500 .. 2000
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1100
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Peak’s horizontal position at the reference load, specified as “ascent rate”.
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a4*
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Change of progressivity of stiffness / load
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1/kN
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0 .. 50
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10
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Change of the peak’s horizontal position with load. Smaller value = bigger change with load.
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a5
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Camber influence on stiffness
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%/deg/100
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-0.1 .. +0.1
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0
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Change of the peak’s horizontal position.
Positive = decreases ascent rate with camber (moves to the right).
Negative = increases ascent rate with load (moves to the left).
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Camber-dependent
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a6
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Curvature change with load
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-2 .. +2
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0
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Change of the curvature at the peak.
Positive = more flat with load. Negative = sharper with load.
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Load-dependent
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a7
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Curvature factor
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-20 .. +1
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-2
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Curvature at the peak. The more negative = more “sharp”. Has influence on the falloff afterwards
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a8
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Load influence on horizontal shift
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deg/kN
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-1 .. +1
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0
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Change of the horizontal shift.
Positive = shifts to the left with more load. Negative = shifts to the right with more load.
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Load-dependent
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a9
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Horizontal shift at load = 0 and camber = 0
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deg
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-1 .. +1
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0
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Curve’s horizontal shift
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a10
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Camber influence on horizontal shift
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deg/deg
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-0.1 .. +0.1
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0
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Change of the horizontal shift.
Same sign as camber = shifts to the left. Opposite sign as camber = shifts to the right.
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Camber-dependent
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a11
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Vertical shift
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N
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-200 .. +200
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0
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Curve’s vertical shift
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a12
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Vertical shift at load = 0
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N
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-10 .. +10
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0
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Vertical shift when approaching zero load.
Must be verified for coherency at the configured minimum load.
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Load-dependent
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a13
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Camber influence on vertical shift, load dependent
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N/deg/kN
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-10 .. +10
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0
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Change of the vertical shift according to camber and load.
Same sign as camber = shifts upwards. Opposite sign as camber = shifts downwards.
The more load the more camber effect.
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Camber-dependent
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a14
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Camber influence on vertical shift
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N/deg
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-15 .. +15
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0
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Change of the vertical shift.
Same sign as camber = shifts upwards. Opposite sign as camber = shifts downwards.
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Camber-dependent
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* Configure the horizontal behavior with load
Aligning
c0
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c1
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c2
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c3
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c4
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c5
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c6
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c7
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c8
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c9
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c10
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c11
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c12
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c13
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c14
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c15
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c16
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c17
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c18
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RaycastLayer
- LayerPreset in which the wheel raycast is performed (should be "Vehicle")
RigidBody and Center of Mass
- All vehicles are set to curb weight (assuming dynamic weight could happen at some point in the future)
- Center of Mass plays a crucial role in vehicle handling - it should be high enough to allow for weight shifting and changes in the wheel grip due to the changing pressure.
