Wouldn't need to be excessiv eyaw. But yaw rate. As soon as yaw rate
cause a liit to be reacedd then control uses a mass as a reaction body
to create and off setting force. Mass free floats on a shaft. Controls
at both ends to amplify the force. Use magnetics and make very high
spring rates to put stuff back where it goes. Car would never even feel
like it was going astray.
As I develop my model of spin mathematics to see how small the yaw angle
needs to be then I will add some control...
mayf
Bryan Savage wrote:
>
> Good questions folks.
>
> My first step would be to learn exactly what excessive yaw is and what
> leads up to it.
>
> To me, I see excessive yaw as when the driver has to lift or it's too
> distracting to the
> driver. This, of course is driver dependent. I believe if I can't set
> a car up so that it
> doesn't threaten the driver all of the time, I should be painting my
> house.
>
> Monitoring wheel rpm and vertical G's in addition to yaw rate may
> produce data that
> would enable determining the precursors to excessive yaw. This should
> allow a small
> weight, properly controlled, to do the job.
>
> Wouldn't it be nice to talk to some of the folks who worked on F-1
> computerized
> suspension back in the early 80's?
>
> Interesting subject Mayf, thanks,
> Bryan
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