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SAE TECHNICALPAPER SERIES

2000-01-3563Lap Time Simulation: Comparison of SteadyState, Quasi- Static and TransientRacing Car Cornering Strategies

Blake Siegler, Andrew Deakin and David Crolla

The School of Mech. Eng., The University of Leeds

Reprinted From: Proceedings of the 2000 SAE MotorsportsEngineering Conference & Exposition(P-361)Motorsports Engineering Conference & ExpositionDearborn, MichiganNovember 13-16, 2000

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2000-01-3563

Lap Time Simulation: Comparison of Steady State,Quasi- Static and Transient Racing CarCornering Strategies

Blake Siegler, Andrew Deakin and David Crolla

The School of Mech. Eng., The University of Leeds

ABSTRACT

Considerable effort has gone into modelling theperformance of the racing car by engineers inprofessional motorsport teams. The teams are usingprogressively more sophisticated quasi-static simulationsto model vehicle performance. This allows optimisationof vehicle performance to be achieved in a more cost andtime effective manner with a more efficient use ofphysical testing.Racing cars are driven at the limit of adhesion in the non-linear area of the vehicle’s handling performance.Previous simulations have modelled the transientbehaviour by approximating it with a quasi-static modelwhich ignores dynamic effects, for example yawdamping. This paper describes a comparison betweendifferent cornering modelling strategies, including steadystate, quasi-static and transient. The simulation resultsfrom the three strategies are compared and evaluated fortheir ability to model actual racing car behaviour.

INTRODUCTION

The use of a Lap Time Simulation (LTS) package isbeneficial and complements the numerous tools (CAD,FEA, CFD) available to the teams and designers. LTSpackages allow the team to gain a significant advantageover their competitors. This is achieved by simulating thevehicle negotiating the circuit (which they may havenever visited) in any of its possible setup combinations tooptimise the vehicle’s performance, before they reach thecircuit or even before they build the vehicle. LTSpackages allows an expensive vehicle to be modelled atits limit of adhesion, without risk of the vehicle beingdamaged or injury to the driver, as is the case with tracktesting. Moreover, it has a use during the initial designphase after which parameters, such as the centre ofgravity position, cannot be changed. The vehicle canthen be produced so that the fundamental designparameters are close to the optimum values.To simulate a full lap the path of the vehicle is normallysplit up into segments (for example every 1m) and ananalysis made of the vehicle at each segment point,using the external forces acting on the vehicle. This isnormally done as a simple quasi-static model, where thecircuit is idealised as a series of straights and constantradius turns. A commonly used method of finding thefastest lap time has been described by Milliken et al. [1].It involves using the corners as limiting factors for thesimulation. The maximum speed at which the vehicle cannegotiate all the corners is found (which is independentof the straight speeds), this gives the speed the vehicleenters and leaves all the straights. From this, thevehicle’s performance along the straights can then befound.There are several methods by which the vehicle’sperformance in the corners can be modelled. This paperdescribes the construction and use of three vehiclemodelling strategies which are used to simulate a smallformula type racing car in two manoeuvres:1.

The first is a j-turn manoeuvre at constant forwardvelocity.2.

The second is the vehicle in the same j-turnmanoeuvre but where it is braking down from a highforward velocity to allow it to negotiate the corner(i.e. vehicle braking into a hairpin).The three different vehicle modelling strategies used tofind the performance of the vehicle are as follows:1.

Steady state strategy.2.

Quasi-static strategy.3.

Transient strategy.