койл овър -искам мнения

[Coulthard Профил]

Сладури, ша ви изям
Бум - не се изразяваш правилно
стони - хващаш се за термина
ето малко разяснения:
Center of mass height
The center of mass height, relative to the track, determines load transfer, (related to, but not exactly weight transfer), from side to side and causes body lean. When tires of a vehicle provide a centripetal force to pull it around a turn, the momentum of the vehicle actuates load transfer in a direction going from the vehicle's current position to a point on a path tangent to the vehicle's path. This load transfer presents itself in the form of body lean.
Height of the center of mass relative to the wheelbase determines load transfer between front and rear. The car's momentum acts at its center of mass to tilt the car forward or backward, respectively during braking and acceleration. Since it is only the downward force that changes and not the location of the center of mass, the effect on over/under steer is opposite to that of an actual change in the center of mass. When a car is braking, the downward load on the front tires increases and that on the rear decreases, with corresponding change in their ability to take sideways load.
A lower center of mass a principal performance advantage of sports cars, compared to sedans and (especially) SUVs. Some cars have body panels made of lightweight materials partly for this reason. It is also part of the reason that traditional sports cars are open or convertible.
Body lean can also be controlled by the springs, anti-roll bars or the roll center heights.
Center of mass
The ideal weight distribution is "50/50" (i.e. the center of mass is mid-way between the front and rear axles). In steady-state cornering, front-heavy cars tend to understeer and rear-heavy cars to oversteer, all other things being equal. The mid-engine design seeks to achieve the ideal center of mass, though front-engine design have a.
The rearward weight bias preferred by sports and racing cars results from handling effects during the transition from straight-ahead to cornering. During corner entry the front tires, in addition to generating part of the lateral force required to accelerate the car's center of mass into the turn, also generate a torque about the car's vertical axis that starts the car rotating into the turn. However, the lateral force being generated by the rear tires is acting in the opposite torsional sense, trying to rotate the car out of the turn. For this reason, a car with "50/50" weight distribution will understeer on initial corner entry. To avoid this problem, sports and racing cars often have a more rearward weight distribution. In the case of pure racing cars, this is typically between "40/60" and "35/65".[citation needed] This gives the front tires an advantage in overcoming the car's moment of inertia (yaw angular inertia), thus reducing corner-entry understeer.
Using wheels and tires of different sizes (proportional to the weight carried by each end) is a lever automakers can use to fine tune the resulting over/understeer characteristics.
та на прост бг език височината на центъра на тежестта е от КОЛОСАЛНО значение,

[bum_bum]

Дам,не са ми ясни термините на Бг Имам в предвид "roll center" на който му се разказва играта от ниското окачване.

[///M Power]

Хмм аз ли не схващам , ама с по ниско окачване как се премества тоя ролл център ? малко набързо скалъпена картинка

[Coulthard Профил]

http://www.miracerros.com/mustang/t_rollcenter.htm

и прекрасно обяснено на английски обаче
http://www.neohio-scca.org/comp_clinic/ ... cs2007.pdf

[stony1]

Сладури, ша ви изям
Бум - не се изразяваш правилно
стони - хващаш се за термина
ето малко разяснения:
Center of mass height
The center of mass height, relative to the track, determines load transfer, (related to, but not exactly weight transfer), from side to side and causes body lean. When tires of a vehicle provide a centripetal force to pull it around a turn, the momentum of the vehicle actuates load transfer in a direction going from the vehicle's current position to a point on a path tangent to the vehicle's path. This load transfer presents itself in the form of body lean.
Height of the center of mass relative to the wheelbase determines load transfer between front and rear. The car's momentum acts at its center of mass to tilt the car forward or backward, respectively during braking and acceleration. Since it is only the downward force that changes and not the location of the center of mass, the effect on over/under steer is opposite to that of an actual change in the center of mass. When a car is braking, the downward load on the front tires increases and that on the rear decreases, with corresponding change in their ability to take sideways load.
A lower center of mass a principal performance advantage of sports cars, compared to sedans and (especially) SUVs. Some cars have body panels made of lightweight materials partly for this reason. It is also part of the reason that traditional sports cars are open or convertible.
Body lean can also be controlled by the springs, anti-roll bars or the roll center heights.
Center of mass
The ideal weight distribution is "50/50" (i.e. the center of mass is mid-way between the front and rear axles). In steady-state cornering, front-heavy cars tend to understeer and rear-heavy cars to oversteer, all other things being equal. The mid-engine design seeks to achieve the ideal center of mass, though front-engine design have a.
The rearward weight bias preferred by sports and racing cars results from handling effects during the transition from straight-ahead to cornering. During corner entry the front tires, in addition to generating part of the lateral force required to accelerate the car's center of mass into the turn, also generate a torque about the car's vertical axis that starts the car rotating into the turn. However, the lateral force being generated by the rear tires is acting in the opposite torsional sense, trying to rotate the car out of the turn. For this reason, a car with "50/50" weight distribution will understeer on initial corner entry. To avoid this problem, sports and racing cars often have a more rearward weight distribution. In the case of pure racing cars, this is typically between "40/60" and "35/65".[citation needed] This gives the front tires an advantage in overcoming the car's moment of inertia (yaw angular inertia), thus reducing corner-entry understeer.
Using wheels and tires of different sizes (proportional to the weight carried by each end) is a lever automakers can use to fine tune the resulting over/understeer characteristics.
та на прост бг език височината на центъра на тежестта е от КОЛОСАЛНО значение,

Бях решил да не пиша повече по темата, но наистина не се сдържах.
Това не е хващане за термина, а проста физика от осми клас. И пак казвам не намесвайте центъра на тежестта.

Тук се бъркат два термина тегло - weight и маса - mass

Смесването на два термина е грешно, масата представлява скалар, а теглото като всяка сила е вектор. Мерните единици са също различни — теглото се измерва в N, а масата в kg. Разликите стават очевидни, когато се намесят гравитационни полета на други небесни тела. Така например, на повърхността на Луната гравитационното притегляне шест пъти по-слабо от това на Земята. Ако човек с маса 60 kg тежи приблизително 600 N на Земята, на Луната той ще тежи само 100 N, но масата му ще си остане 60 kg.

А център на тежестта на Английски е: center of gravity
The center of gravity (CG) is the center of an object's weight distribution, where the force of gravity can be considered to act. It is the point in any object about which it is in perfect balance no matter how it is turned or rotated around that point.

та на прост бг език височината на центъра на тежестта изобщо не е от КОЛОСАЛНО значение, дори в обяснението ти не се споменава никъде. Спокойно може да си изядеш поста

Иначе

Имам в предвид "roll center" на който му се разказва играта от ниското окачване.

това е

[vako_ludiq Профил]

еииии това е България човека пита едно вие ръсаждавате по дръг въпрост точно и ясно по темата бе хора ко се карате ,нищо няма да постигнете .

[DirtySouth]

450лв за 4 амортисьора + 4 пружини е оферта мое мнение само заради това че ще е ново си заслужава
за пример билщайн Б4 задни са 170лв ако не се лъжа това комплекта сложи и предните по 140-150лв на бройка и ето ти 470лв 4 амортисьора без пружините, друго че регулируемото може да се заиграваш с летен/зимен режим.

Вичо кажи как се държи Jom на градско при по нормално каране.

из Враца много зле, колата постоянно подскача и е доста неудобно, да не говорим за комфорта, който клони към 0!
при равни пътищата нещата обаче са съвсем други, колата седи хубаво и поема неравностите агресивно, но не така, че да те изхвърли

Вичо като ги пишеш тея неща имам чувството че сам ще си повярваш още малко за jom-a