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VEHICLE DYNAMICS

VEHICLE DYNAMICS. VEHICLE DYNAMICS. Sport / GT. MAIN GOALS. 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.

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VEHICLE DYNAMICS

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  1. VEHICLE DYNAMICS

  2. VEHICLE DYNAMICS Sport / GT MAIN GOALS • Increase “track driving” vehicle performance: • Lap time • Stopping distance • Standing start acceleration • Increase “road driving” performance: • Agility • Steering response • Body rollresponse • Gearshiftingresponse

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

  4. VEHICLE DYNAMICS: CONTINUOUS EVOLUTION Sport / GT • F1-DCT gear shift: New strategy to minimize response time • 20% faster up-shifts vs 458 Italia • 44% faster down-shftsvs 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 roads vs 430 Scuderia

  5. VEHICLE DYNAMICS: CONTINUOUS EVOLUTION • New Michelin Pilot Sport Cup 2: Specifically developed for 458 Speciale, guided by a unique integrated process to maximize vehicle performances • +6% dry grip vs430 Scuderia • +5% wet grip vs 430 Scuderia Sport / GT

  6. VEHICLE DYNAMICS: SIDE SLIP ANGLE CONTROL SSC Sport / GT SIDE SLIP ANGLE CONTROL A non-conventional algorithm estimates Side Slip Angle via signals available on the car. Information is used by: • E-DIFF: TO IMPROVE AGILITY & STABILITY • F1–TRAC: TO IMPROVE ON-LIMIT PERFORMANCE

  7. 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-Diffnowisdependent on the driving style • Understeeror oversteerare quicklyidentifiedE-difflockingtorqueisistantaneouslymodifiedto gain agility or stability

  8. E-Diff (SSC) Sport / GT HOW IT WORKS • 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 • MeasuredSide Slip Angle <= TARGET the vehicleis in a stable situation  the locking torque isreduced to increaseagility • Ifmeasured Side Slip Angle > TARGET the vehicleisapprochingthe limit  the locking torque isincreasedto gain stability

  9. E-Diff (SSC): AGILITY Sport / GT AGILITY: AN EXAMPLE • A steering wheel angle sweep • Speedrange: 100-150 km/h • Steeringwheel angle+/- 20° deg • Lateralacceleration: +/-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.

  10. E-Diff (SSC): AGILITY & TIME RESPONSE • Speedrange: 100-150 km/h • SW angle +/- 20° deg • Lateralacceleration: +/-0.5 g F430 430 Scuderia 458 Italia

  11. E-Diff (SSC): AGILITY & TIME RESPONSE • Speed r ange: 100-150 km/h • SW angle +/- 20° deg • Lateralacceleration: +/-0.5 g F430 430 Scuderia 458 Italia Setup 3 Setup 2 Setup 1 458 E-Difflogic

  12. E-Diff (SSC): AGILITY & TIME RESPONSE • Speedrange: 100-150 km/h • SW angle +/- 20° deg • Lateralacceleration: +/-0.5 g +/- 1.0g F430 430 Scuderia -11% -14% 458 Italia 458 E-Difflogic 458 Speciale NEW E-Difflogic with SSC

  13. E-Diff (SSC): DRIVING STYLE Sport / GT • DRIVING STYLE: AN EXAMPLE • a turn-in maneouvreexecuted in two different ways • With a considerableamountof Side Slip Angle (-> OS) • With a smallamountof Side Slip Angle (-> US)

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

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

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

  17. F1-Trac (SSC) Sport / GT LIMIT PERFORMANCE • 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

  18. F1-Trac (SSC) Sport / GT HOW IT WORKS • The engine torquechanges in real time in function of the vehicle Side Slip Angle • IfMEASURED SideSlipAngle <= TARGET the vehicleis in a stable situation  no enginecutinterventions are needed, longitudinalaccelerationismaximized • IfMEASURED SideSlipAngle> TARGET: the vehicleisapprochingthe limit •  some enginecutinterventions are needed, SWA activityisminimized to easilymanage the vehicle

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

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

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

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