liakjim

Vr support στο early access ξερουμε εαν εχει;


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Στο επόμενο build (που είναι σε κάνα μήνα αν δεν απατώμαι )

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Φορμουλες δε θα χει?

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Χαχαχαχαχα θεούλη

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Στο 0:43 γιατί δυναμώνει ο ήχος της μηχανής ενώ φουντώνουν τα φρένα.[emoji1787]

Γκαζοφρενο? [emoji38]

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Οι αγώνες ακόμα και της μιας ώρας είναι πολύ διαφορετικοί από το hotlap.
Δεν νομίζω να βγει ποτέ κάποιο αυτοματοποιημένο σύστημα που θα πει στον οδηγό ότι όπως σε κόβω οδηγείς υπερστροφικα οπότε στον αγώνα θα.φθείρεις τα πίσω λάστιχα οπότε κάνε την τάδε αλλαγή. Πόσο μάλλον όταν και ο ίδιος οδηγός αλλάζει την προσέγγιση ανάλογα με το τί και πόσο οδηγάει πχ.σε έναν μεγάλο αγώνα δεν θα πιέζει.
Στο sim racing αναγκαστικά θα κάνουμε και τους μηχανικούς.

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Τέλειο

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Πάλι θα ρωτήσω...
Με δύο λόγια μιας και πιστεύω ότι τα διαβάζεις; [emoji14]

Αυτή τη φορά, η μετάφραση γίνεται με πληρωμή.
Τεμπέλη.

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Ρε συ Δημήτρη... Αμάν
 

Στον τρελό πες τα!

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Καινούργιο ποστ από τον Αριστοτέλη:

 

“You have to redo all the alignment again? This is madness!”

When we started working on ACC, we wanted to improve on our suspension simulation and specifically the dampers simulation. Everybody in the racing automotive industry, continuously talk about how much dampers are improved nowadays, while in the same time, we keep simulating dampers with 4, 5 linear values for bump, rebound, fast bump and rebound and threshold times. For ACC we can now simulate fully blown damper graphs. We can get damper graphs from the manufacturer, and input those directly. It is a bit tiresome to design 24 or 36 or whatever number, different curves for bump and rebound but the results are definitely worth it, plus we have another part of the simulation that we can be sure that “that’s it” without having “what if” situations when numbers do not do what they are expected to do. Obviously, research never ends and everything can get better, but on the other hand it is a clear step forward and we believe you will appreciate their effect during driving, attacking kerbs, bumps and weight shift situations.

Bumpstops is another heavily used suspension feature in real life. In AC they were generally avoided by fast simracers because they had a fixed stiffness value and so when the suspension would hit them it would be like hitting something hard instantly, resulting in heavy load changes on the tyre and general loss of grip. Occasionally they would be necessary and unavoidable, but their use was always a bigger compromise than it should have been.

In ACC bumpstops are greatly improved by adding variable stiffness. The actual rate is controllable both in the force and the shape of a stiffness curve, making the presence of bumpstops much more useful. Actually necessary, as the new areo modelling requires proper bumpstop usage, as they real team do. Τhe stiffness, the curve of it and the “window” of suspension movement before it touches the bumpstop, are extremely important. It is practically the rule that modern GT3 cars roll on top of their bumpstops at the front suspension, or just some mere millimetres of “window”. It is infact one of the best ways to control pitch movement and maintain a better and more stable aero platform.

During the development of ACC, we had some top secret meetings with some teams race engineers, who I will never thank enough, that helped us to validate the simulation with their data and telemetry and even test real life setups on the simulator and vice versa. We had some amazing results, but I’ll leave out what might sound as marketing talk and I’ll focus to one of the lessons learned.
We were going in depth, changing values on the setup of the car and trying to do fine tuning. I would change ride height, then go back to change camber, toe, bumpstop windows. Or I would change wheel rate and then back again to fix the alignment again, the ride height… you know the story, you are all doing it with AC, because as you know everything you touch in AC, moves the suspension in real time, changes the angles and you have to modify them again in the original values.
While in AC the whole process would be a bit macroscopic, in ACC the cars are even more sensitive to changes so we were doing like 2mm of ride height different, out to drive again, back 1mm of change, out again and so on…
At some point the race engineer looks a me and goes:
“You really have to redo all the alignment everytime? This is madness!”
It was clear at this point that we had to work on the setup screens and do something to help ourselves, our users and everybody that would like to keep sane while using ACC. First of all, I don’t want to showcase this as something revolutionary, but IMHO it is a good step forward and from some point of view, not just a good thing to have but a necessity.

So first step was to eliminate the distinction from real time values (on the right box of AC) and actual slider values. Real time values are now directly in the sliders. You change the slider and you get to see what the actual real time value is. So practically the setup values are now WYSIWYG (What You See Is What You Get)… wow

2nd step was to make setup changes closer to what happens in reality. In reality the race engineer will handle the mechanics his request. i.e. 2mm lower front ride height. The mechanics will do the change and make sure that ALL the other values of the setup, have remained unchanged. The race engineer doesn’t have to repass all the values again, one by one to verify that they are correct. That’s the job of the mechanics. You guys do 2 jobs, driver and race engineer, so let’s not make you do the mechanics too, right? In ACC you can change various values and at the same time the other settings will be recalculated to their initial status. Add fuel? Ride height will remain the same. Changed the wheel rate? Height, camber and toe will remain the same. Change the ride height? Camber, toe and bumpstop window will remain the same! Welcome back sanity.

3rd step. Give useful data and feedback to work with. Not everybody is a telemetry master or a alien driver that gets everything correct by feel. We are trying to give you meaningful data that you can understand or learn to understand and use them to make the setup better.

Now, I know that some of you might think that all of the above is nothing new, other sims show final values on their setup sliders since...ages. I'm not trying to impress you or present something different from what it is, but as you know since netKarPro we have the physics working in the background while in the setup screens and everything remains interactive. With ACC we had to work to control everything that is happening in the background, including moving the car to an invisible plane to make sure it is always 100% flat when working on the setup as well as many other details.
Here are some examples:

    You set your tyre pressure at the initial blanket temperature. (65°C slicks (except hotlap which is 80°C), 25°C wets). By the side of the values, you get LAST READINGS box for each tyre. Those are the hot readings of the tyres when you just arrived at your pitbox again (being by driving back or hitting return to pits at any place). This shows you hot IMO core temperatures, hot pressures and last wear reading of the tyre wear in tread depth mm. 3.00mm is brand new, 1.5 is extremely worn. Extra info is still in the works, like graining, blistering, tyre set used (because you’re going to have limited sets as per rules, but also infinite option if you like) and so on.
    TC and ABS simple tables to give you a generic idea and starting points on how to use them on dry green, rubbered and wet conditions, as well as fresh or consumed tyres.
    Sidenote: Is this worth mentioning? It’s just a generic table. Well yes, first of all we still working on the setup and have ideas, but most importantly, TC and ABS simulation in ACC has been improved. Really? This too? Yes. Both systems do not just cut power or releasing brakes when they sense slipping, but they have now actual maps that understand the amount of lateral and/or longitudinal slipping and apply different strategies of power modulation or cut for the traction control, and brake releasing for ABS. They can make driving completely “boring” but also slow, to extremely fun but at the same time won’t save you from a spin if you overdo it. As in real life, drivers use them extensively depending on the track conditions, tyre wear as well as to save tyres for a longer stint or simply driving style preference.
    Aerodynamic balance. We can’t show you the actual aerodynamic data. But we do show you real time the aerodynamic shift front/rear as you change the ride height and wings. We believe this is a great help. As we explained on our last aero post, the cars are now extremely ride height sensitive. This interactive setup visualization will help you understand how the aero balance shift with every click of ride height. As usual, do small changes at a time, check the values, drive and then change again. Small steps at a time.

We work on more such features. For example we are working on an interactive graph that will show you in real time in the setup (not while driving) the actual suspension “window” travel, before hitting the bumpstops, or riding the bumpstops right away. We have a strategy setup page that will help you decide which on of your limited tyre sets you want to use for the session, with a complete history and information of each tyre set. We are creating help pages for each setup value, etc. etc.

It’s just the start of the Early Access. We’ve got great plans and once more we want to thank you for helping us to make our and your simracing dream reality. Thank you for all your feedback and support… let the fun games begin!

Ενδιαφέρον

https://forum.reizastudios.com/threads/reiza-general-update-fresh-news-all-around.4559/

 

Ηρθε

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Θέλω ριβιου Γιώργο. Ήλπιζα να πάρεις το μικρό καρεκλάκι γιατί αυτό έβαλα στο μάτι μιας και ενδεχομένως να επίκειται αναδιάρθρωση χώρων και εδώ.

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Κριμα,πολυ κριμα!

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Δεν χανόμαστε φίλε μου.
Οι χαρές ξεπερνούν κατά πολύ τις πίκρες.

Προσωπικά, θα εξακολουθώ να ανεβάζω νέα του παιχνιδιού και να ταγκαρω τον εαυτό μου σε races. Το srs έχει καταπληκτικά combo, από αυτά που εκτιμούν όσοι αγαπούν το αντικείμενο που λέγεται αυτοκίνητο.



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Καπου πηρε το ματι μου οτι ειχαν μια ελαφρια επαφη νωριτερα και σαν αντιποινα εκανε αυτο.
Ηθελα να ξερα, τετοιες τακτικες πως τιμωρουνται;
 

Τιμωρήθηκε αλλά νομίζω με δυσανάλογα μικρή ποινή.

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πριν 4 ώρες, το μέλος PolomanGR έγραψε:

@liakjim Αλήθεια,περίμενα να είσαι σε αυτούς που θα έψηναν κάτι τέτοιο;

 

Το ανέφερα πρωτα εδώ για να το συζητήσουμε οπότε,αν θες να μου εξηγήσεις τι σου φαίνεται λάθος σε κάτι τέτοιο;

 

 

 

Δεν είναι λάθος. 

Απλά δεν υπάρχει πλέον ενδιαφέρον εκ μέρους μου, όχι για το παιχνίδι αλλά για το community εδώ μιας και δεν βλέπω ούτε ενδιαφέρον ούτε συμμετοχές. 

SRS και RD καλύπτουν το κενό και με το παραπάνω. 

Δεν νομίζω να ακολουθήσω Σταύρο.

Σκατά, έχω minimum CPU....

Έτοιμο και αυτό (λάστιχα που φωτίζονται ενώ είναι μέσα στους θόλους)

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Απίστευτο!
Γιατί το έκανε αυτό;

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Λυπηρό το γεγονός, αλλά ο 22χρονος γιατί συνελήφθει ακριβώς; Αφού επάνω του έπεσαν. Δηλαδή, φεύγει ο άλλος από τη λωρίδα του/χάνει τον έλεγχο του οχήματος (θα φανεί πως είχε πιει κιόλας). Πέφτει επάνω σου, σκοτώνεται και φταις;
 

Στάνταρ διαδικασία. Θα αθωωθεί στη δίκη 100%.( εφόσον έγιναν τα πράγματα όπως λένε )

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Ξεφτιλίστηκα http://managerdc8.rackservice.org:50410/lapstat?track=imola&cars=bmw_m3_e30_dtm,ks_alfa_romeo_155_v6,ks_mercedes_190_evo2&valid=1,2&date_from=2018-09-01&date_to=2018-09-09

 

@Thodoris1884 με την Alfa πόσο κάνεις;

 

πριν 9 λεπτά, το μέλος GoMaR έγραψε:

Wtf...με λίγα λόγια;;

Ότι ενώ στο AC, τα aero elements δεν είχαν μεταξύ τους αλληλοεπίδραση (όχι χωρίς μαιμουδιές), τώρα το μοντέλο βασίζεται σε Aero maps , όπως και IRL, με άμεση επίδραση σε όλο το πακέτο πχ αν το splitter αποκόψει την ροή αέρα προς τα πίσω, θα χάσεις downforce σε rear wing και diffuser οπότε θα έχεις μετατόπιση του aero balance μπροστά  = Understeer κτλ 

https://www.totalsimulation.co.uk/aero-map-offer/

https://www.assettocorsa.net/forum/index.php?threads/aero-i-believe-i-can-fly….50787/

 

Wings? Where we going we don't need any wings...
In original AC we could simulate as many wings a we wanted. So you wanted to simulate the body aerodynamics? Put a wing and apply proper values. You had a splitter? Add a wing with different values. Rear spoiler? Add a wing. Diffuser? Vertical fins? Side boards? Buffets. Add a wing. Each wing could have a specific area, lift coefficients, drag coefficients, sensitivity to ride height, yaw sensitivity… even active telemetry inputs that could modify the angle in real time and simulate all those active wings moving around… pretty impressive stuff, many industry firsts and so on. We were quite proud of the aero system in AC…

Great, scratch that and let’s build something completely new.
The aerodynamic model for ACC is completely rewritten from Stefano and Fernando. It doesn’t use an unlimited amount of wings anymore, but takes aeromap data from wind tunnels or CFD and uses them in way that everything in the car body, influences everything.
Ok let’s take a step back and analyze what is happening in real life and why such a development was needed. In real life an object, a racing car in our case, travels through air which is a fluid. Flow and turbulence is created and the shape, size and speed of them is relative to the shape of the object. Now comes the “obvious” but interesting part, a change in the shape of the object, changes the flow and the turbulence. A racing car is a big object and features on the body of the car, change the flow and create turbulences that affect a different feature in a different place of the body. A different front splitter, will not only change the aerodynamic characteristics on the front of the car but will also change the flow at the rear wing and rear diffuser, changing the aerodynamic forces of those features. A diffuser of a different shape or working in a different angle, will also change the flow behind of the rear wing and so the air approaching it, again changing the forces of the wing. A different rear wing shape or angle, can create pressures that change the flow from the front of the car, actively modifying the forces at the front.
Nothing of the above would be possible to simulate with the old system, at least not without some nasty workarounds and side effects that could be taken advantage by players in order to produce unrealistic end results.

The new aerodynamic modelling does exactly what we need. The rear wing can affect the front downforce, the front splitter can affect the rear wing and diffuser, but most importantly the ride heights now become the most important part of car setup. Modern cars that generate big amounts of downforce by the use of splitter and diffusers, are very, let me repeat that, VERY ride height and pitch sensitive.
The difference between front and rear ride height is of massive importance. Changing the front e rear ride height, moves forwards or backwards the aerodynamic pressure point, or to say it in a more simple way, how much of downforce goes to the front or to the rear of the car. Why is this so important? 1mm of ride height change at the front, can move the aerodynamic balance forward or backwards by 0.5% to over 2% depending on the car and rear wing setting. Let me say that again. 1mm of ride height, equals up and over to 2% of aero balance shift. You think it’s not much? 10mm can mean way over 20% aero shift. Good drivers will easily understand changes of 1%. Average drivers might not, but they will have big instability problems with a change of over 5%. Remember, these cars generate way above 500kg of downforce at medium speeds, so that’s a lot of force shifting around.
Furthermore we are talking about static balance. While driving, the car also pitch and rolls. Lifting off from the accelerator at a high speed turn or braking hard while turning in, can have catastrophic results in car stability if the aero “platform” is not setup properly.
It’s not over yet. With speed, the pressure created in front and under the front splitter might change the flow to the rear diffuser or make the front splitter more efficient, thus moving the aero shift even more forwards. This means the car might change balance going faster.
It is clear that splitters and diffuser are very sensitive to ride height. Finding the correct ride height and trying to maintain it in a acceptable range under all conditions is what we call “maintaining the aero platform stable”. One big aid comes from the rear wing. The wing doesn’t travel close to the ground and the flow it receives is relatively clean so its aerodynamic characteristics remain stable. The more rear wing you use, the more you average the pitch and roll sensitivity and you stabilize the car in various conditions. The balance shifts less forward and backwards under pitch and squat. Unfortunately the rear wing adds a lot of drag and of course shifts the whole balance to the rear which brings understeer. So again it’s a compromise but a much more complex one than before. You can use less rear wing angle, but then the car becomes unstable. You can use more rear wing angle but the car becomes understeery as balance, but gains grip because the whole downforce raises.
We’re not done yet. Normally in sims, a change in a wings angle, roll, speed will instantly translate in an equivalent change in aerodynamic effect. For example let’s say we brake hard for a turn and this translates in a pitch of an extra 1° of angle. All the aerodynamic wings will instantly start to generate downforce and drag for an extra 1° of angle. But that’s not what happens in reality. The air can be compressed, the flow can get slower or faster, or can create “pumps” from pockets of air that get compressed and uncompressed. All of this takes tiny bit of time. It acts as if there’s some small amount of lag in the results and, yes you guessed it, it is now simulated in ACC. Sometimes this effect can be your friend, like when you start braking from high speeds it might take a fraction of a second before the balance shifts way forward and by that time your speed is slower. Sometimes it can caught you off guard, like when you’re jumping in a kerb and you think you cleared the first part, only for the aero instability to hit you hard in the second part!

By now it is pretty clear that the aero model is advanced and complex, but how we control the aero platform in an efficient way, except from adding tons of rear right wing? That was the same question I asked myself when for the first time I configured the values and went for a first ride. I’m famous for my self control so my exact words have been: “WTF what have we done?!?!!?”.
Right. It was evident that we needed a much more stiff front suspension to limit pitch. Again remember, we’re talking that we are trying to avoid mere millimetres of ride height change, let alone macroscopic movements! So we’re gonna use bumpstops right? But nobody likes bumpstops, they make you car understeery and they make your car jump on kerbs.. bliah! So we simulated variable stiffness for bumpstops. And more precise bumpstop range. And better control of their placement when you change ride height. And then we had to control the suspension from this all, so in goes a more advanced damping system… and then we realized that we had to do something to help people setup this whole thing… Remember? In AC you can change a bit of ride height, or fuel load and then you need to change again all the alignment to bring it back to your original chosen values. Nightmare.
But that needs a different post, something regarding suspensions and setup…

I told you we worked a lot. I’m starting to realize it from the amount of stuff I need to write for every damn post!

 

Ενιαίο τοχουμε κανει και παλιότερα [emoji14]
 
Να αφησω μονο αλφα; 
 

Θα έλεγα ναι

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Η Alfa σαφώς πιο γρήγορη.

Δεν το κάνουμε ενιαίο?

 

πριν 17 λεπτά, το μέλος konnos έγραψε:

Μπράβο στον τύπο που ασχολήθηκε με το AssettoByNight, πολύ ωραίο. Να φανταστώ οτι θέλει CM Dynamic Lights για να δείξει τον κώνο του φωτισμού και να φωτίσει και ασφαλτο κτλ ε;

 

Ναι.

 

Μια καινουργια δυνατότητα : loading screens