MoTeC i2 Pro Tools for Analysis of DIFF Function V2.

1 By Carham

Introduction:
These instructions describe how to obtain vehicle driveline differential function information from recorded MoTeC i2 Pro data when playing sim-racing games, such as, GTR2. This version (V2.1) automatically calculates instantaneous Theoretical DIFF % V2.1 values for the complete lap, at any track, and compares those values with the Actual DIFF % values. Differences between the two, indicate possibilities for abnormal DIFF function. The tools presented herein will assist you in the analysis of how the differential (DIFF) is functioning as a result of vehicle and DIFF set-up parameter settings, and the instantaneous dynamic conditions resulting from driver inputs and racetrack characteristics. Revised > Information is provided for organizing a DIFF Function worksheet that will show channel reports for: a.) The relative difference in wheel rotational speed between the right and left side driving wheels (Actual DIFF %), b.) four (4) flag indicators, used for alerting you to the presence of various abnormal conditions, New > and c.) a mathematical expression ABS Difference V2.1 whose mean value over a lap distance, will allow you to gauge the effectiveness of your DIFF set-up settings. No vehicle handling recommendations relative to DIFF set-up are undertaken, other than to say generally, a locked DIFF tends to increase vehicle understeer when cornering, and an open or unlocked DIFF may promote vehicle oversteer, and potential losses in vehicle acceleration resulting from poor grip management. A proper DIFF set-up therefore, will provide a best available balance between oversteer/understeer and performance as influenced by the driveline differential. For all of the following discussion, the test car was the McLaren F1 1988, and the test track was Monaco 2007 by Frank Alexandre and converted to GTR2 by N2L0.

General Discussion:
Seven (7) MoTeC i2 Pro User Math expressions and three (3) Constant expressions are used to define the DIFF function: New > Expressions: a.) Actual DIFF % b.) Theoretical DIFF % V2.1 c.) Inside Wheel Spin-Up Flag V2.1 d.) Inside Wheel Brake Skid Flag V2.1 e.) Inside Wheel Back-Torque Skid Flag V2.1 f.) DIFF Lock-Up Flag V2.1 g.) ABS Difference V2.1 New > Constants: h.) Delta i.) Delta Lock (mph) j.) Vehicle Track Width (mm)

The seven (7) expressions provide channel reports that are used in a DIFF Function worksheet, which can be used, like any other MoTeC i2 worksheet, employing all of the available tool options. The Constants element Delta is set by the user to set the filter spread between the Actual DIFF % and the Theoretical DIFF % V2.1. The Vehicle Track Width constant is the vehicle track width in (mm) and is used in the calculation of the Theoretical DIFF % V2.1. These expressions appear somewhat complex, only because they combine a mix of choose statements, logic expressions, and mathematical calculations; however, the underlying structure and mathematics are quite simple. Expression for: Actual DIFF %: choose('G Force Lat' [G] < 0,('Wheel Speed RR' [mph] - 'Wheel Speed RL' [mph]) * 100 / 'Wheel Speed RL' [mph],choose('G Force Lat' [G] > 0,('Wheel Speed RR' [mph] - 'Wheel Speed RL' [mph])*100/'Wheel Speed RR' [mph],choose('Wheel Speed RR' [mph] > 'Wheel Speed RL' [mph],('Wheel Speed RR' [mph] - 'Wheel Speed RL' [mph])*100/'Wheel Speed RL' [mph],('Wheel Speed RR' [mph] 'Wheel Speed RL' [mph])*100/'Wheel Speed RR' [mph])))

3 The Actual DIFF % expression calculates the instantaneous relative difference in wheel speed between the two driving wheels, and reports the value as a percent (%). It is set-up to show a positive value (+) for left hand turns, and a negative value (-) for right hand turns. This expression interprets negative, Lateral gs (-), as a right turn, and positive Lateral gs (+) as a left turn. This is consistent with MoTeC i2 and GTR2, which also uses the same convention. When Lateral gs are equal to zero (0), the expression returns the calculated Actual DIFF % based on the slower of either, the right or left driving wheel. Refer to Fig. 1, which shows typical channel reports for: both driving wheels, DIFF %, and Lat gs: Expression for: Theoretical DIFF % V2.1: Revised > (choose('G Force Lat' [G] < 0,((choose('G Force Lat' [G] < 0,'Wheel Speed RL' [mph],choose('G Force Lat' [G] > 0,'Wheel Speed RR' [mph],0))-choose('G Force Lat' [G] < 0,'Wheel Speed RL' [mph],choose('G Force Lat' [G] > 0,'Wheel Speed RR' [mph],0))* (abs((sqr('Ground Speed' [mph]) /( 'G Force Lat' [G] * 14.96900826)))-('Vehicle Track Width' [] * 0.0016404)) / (abs((sqr('Ground Speed' [mph]) /( 'G Force Lat' [G] * 14.96900826))) +('Vehicle Track Width' []* 0.0016404)) ) / choose('G Force Lat' [G] < 0,'Wheel Speed RL' [mph],choose('G Force Lat' [G] > 0,'Wheel Speed RR' [mph],0)))* (-100),choose( 'G Force Lat' [G]> 0,((choose('G Force Lat' [G] < 0,'Wheel Speed RL' [mph],choose('G Force Lat' [G] > 0,'Wheel Speed RR' [mph],0))-choose('G Force Lat' [G] < 0,'Wheel Speed RL' [mph],choose('G Force Lat' [G] > 0,'Wheel Speed RR' [mph],0))* (abs((sqr('Ground Speed' [mph]) /( 'G Force Lat' [G] * 14.96900826))) -('Vehicle Track Width' []* 0.0016404)) / (abs((sqr('Ground Speed' [mph]) /( 'G Force Lat' [G] * 14.96900826))) +('Vehicle Track Width' [] * 0.0016404))) / choose('G Force Lat' [G] < 0,'Wheel Speed RL' [mph],choose('G Force Lat' [G] > 0,'Wheel Speed RR' [mph],0))) * 100,0)))+(0.0015*'G Force Lat' [G]^3+0.3966*'G Force Lat' [G]0.0000000000000000007 * 'G Force Lat' [G]^2) The Theoretical DIFF % V2.1 expression represents the instantaneous DIFF % that would exist with the DIFF working perfectly, i.e., no abnormal function. It is determined using the vehicles actual motion and Vehicle Track Width (mm) at every point along the lap. Where the Actual DIFF % and the Theoretical DIFF % V2.1 values disagree, are places where the DIFF is functioning abnormally. The various Flag expressions also attempt to highlight the most probable cause of the abnormality. This happens automatically over the entire lap, for whatever track youre running on. There is no need to measure anything beforehand for any track. 3

Expression for: Inside Wheel Spin-Up Flag V2.1: Revised > (abs('Theoretical DIFF % V2.1'- 'Actual DIFF %') > 'Delta' []) *(abs('Wheel Speed RR' [mph] - 'Wheel Speed RL' [mph]) > 'Delta Lock' [mph]) * choose('Brake Pedal Pos' [%] < 10 AND 'Throttle Pos' [%] > 20 AND 'G Force Lat' [G] != 0,choose('G Force Lat' [G] < 0 AND 'Actual DIFF %' > 'Theoretical DIFF % V2.1' OR 'G Force Lat' [G] > 0 AND 'Actual DIFF %' < 'Theoretical DIFF % V2.1',30,0),0) Inside wheel spin-up is a condition which can occur when, negotiating and or exiting a curve and increasing throttle opening, while there still may be weight transferred off the inside wheel. The inside wheel loses grip, and the DIFF begins transferring additional driveline torque to the already slipping inside wheel, causing it to slip even more. This process will continue, and possibly get worse, until either: the throttle opening is reduced, or the car is steered straight. Inside wheel spin-up is frequently encountered when the DIFF Power side setting is insufficient, allowing torque to be increasingly transferred to the inside wheel. The loss of grip at the inside wheel may reduce cornering power and/or possibly diminish the ability to accelerate the car off the turn. The Inside Wheel Spin-Up Flag V2.1 expression provides an indication this condition is occurring, and where it is happening. See Fig. 2. This flag will show all situations where the specified conditions for inside wheel spin-up are met. Some instances will be more severe than others. See for example Fig. 2-A, where the inside wheel is just at the point starting spin-up through the turn, and with the application of more throttle (76,7%) while exiting the turn, a 20 mph inside wheel spin-up occurs. New > This flag will not show during DIFF Lock-Up. Expression for: Inside Wheel Brake Skid Flag V2.1: (abs('Theoretical DIFF % V2.1' - 'Actual DIFF %') > 'Delta' []) * choose('Brake Pedal Pos' [%] > 20 AND 'Throttle Pos' [%] < 20,choose('G Force Lat' [G] < 0.0 AND 'Actual DIFF %'< 'Theoretical DIFF % V2.1' OR 'G Force Lat' [G]> 0.0 AND 'Actual DIFF %'> 'Theoretical DIFF % V2.1',-30,0),0)

Inside wheel brake skid is a condition which can occur on turn entry when the DIFF is in the coast mode and weight begins to transfer off of the inside wheel and the brake applied torque is overpowering the DIFF locking torque. The resulting skid reduces the grip between the inside wheel and the road leading to a loss of cornering ability (oversteer) and a partial reduction in braking power. 4

5 The Inside Wheel Brake Skid Flag V2.1 expression provides an indication this condition is occurring, and where it is happening. See Fig. 3. This flag will show all situations where the specified conditions for inside wheel brake skid are present. Some instances will be more severe than others. A clear example is shown in Fig. 3-A, while in the braking zone approaching Rascasse, the car is still in a left turn condition and the brake applied torque overpowers the DIFF and the left rear wheel nearly locks up completely. Expression for: Inside Wheel Back-Torque Skid Flag V2.1: (abs('Theoretical DIFF % V2.1'- 'Actual DIFF %') > 'Delta' []) * choose('Brake Pedal Pos' [%] < 20 AND 'Throttle Pos' [%] < 20,choose('G Force Lat' [G] < 0.0 AND 'Actual DIFF %' < ('Theoretical DIFF % V2.1') OR 'G Force Lat' [G] > 0.0 AND 'Actual DIFF %'> ('Theoretical DIFF % V2.1'),-30,0),0) Inside Wheel Back-Torque Skid is a condition which can occur mostly during turn entry when the DIFF is in the coast mode and weight is transferred off of the inside wheel (no brake or throttle is applied), and the engine back-torque, which has been delivered through the driveline and transmission, is overpowering the DIFF locking torque. In this instance, the resisting torque is applied from the power train side of the DIFF and overpowers the wheel torque generated by the wheel to road friction, forcing the inside wheel to skid. The resulting skid again creates a loss of grip between the wheel and the road, reducing cornering ability and may promote vehicle instability. The Inside Wheel Back-Torque Skid Flag V2.1 expression provides an indication where this condition is occurring. See Fig. 4. This flag will show all situations where the specified conditions are present. Some instances will be more severe than others. An interesting example is shown in Fig. 4-A, when a 2-1 downshift is made at the end of the braking zone while still approaching Rascasse; the car is still in a left turn posture. The driveline torque overpowers the DIFF, and the left rear wheel begins to skid. As the vehicle proceeds from a left turn posture into a right turn posture, the skid condition transfers from the left wheel to right wheel. New > Expression for: DIFF Lock-Up Flag V2.1: (abs('Theoretical DIFF % V2.1'- 'Actual DIFF %') > 1) * (abs('Wheel Speed RR' [mph] - 'Wheel Speed RL' [mph]) < 'Delta Lock' [mph]) * choose('Brake Pedal Pos' [%] < 10 AND 'Throttle Pos' [%] > 20 AND 'G Force Lat' [G] != 0,choose('G Force Lat' [G] < 0 AND 'Actual DIFF %' > 'Theoretical DIFF % V2.1' OR 'G Force Lat' [G] > 0 AND 'Actual DIFF %' < 'Theoretical DIFF % V2.1',15,0),0) 5

6 DIFF Lock-Up in this expression is reported when: a.) the absolute difference between the Theoretical DIFF % V2.1 and the Actual DIFF% is greater than 1.0 %, b.) the absolute difference between the two driving wheel speeds is less than 0.3 mph (Delta Lock) and c.) the car is cornering with the throttle open and no brake application. In mechanical terms, lock-up occurs when the DIFF locking torque forces the two driving wheel speeds to be equal, or nearly equal. This condition is very similar to an inside wheel spin-up, meaning that, because, the inside wheel is spinning at the same speed as the outside wheel, it is spinning faster than vehicle track width and corner turning radius would dictate. Thus, there is relative motion between the tire and the road surface. However, in this condition, the spin-up speed is constrained by the DIFF settings, and the slippage (loss of grip) at the contact patch is therefore limited to a relatively small value. Along with grip loss, lock-up can also produce handling negatives; therefore, excessive lock-up should be avoided. Refer to Fig. 5 and Fig. 5A for examples showing the DIFF Lock-Up Flag V2.1 and the use of the ABS Difference V2.1 expression (explained next). New > Expression for: ABS Difference V2.1: abs('Actual DIFF %' - 'Theoretical DIFF % V2.1') The ABS Difference V2.1 expression calculates the absolute instantaneous difference between the Actual DIFF % and the Theoretical DIFF % V2.1 values at all points around the lap. The statistical mean value reported for this expression as shown in Fig.s 6 & 7, then represents a value proportional to the summation of all differences over the lap. This allows it to be used, as demonstrated in these two figures, as another tool for assessing the effectiveness of the DIFF set-up. Constants: Note: Delta: This term should be adjusted by the user to the desired level of sensitivity for the Flag functions. It is used to set the absolute difference value between the Actual DIFF % and the Theoretical DIFF %V2.1 below which no abnormal DIFF function will be reported. It can be any positive (+) value, or fractional (+) value, including zero (0).

New > Delta Lock (mph): This term sets a limit for the difference in driving wheel speed, over which, the DIFF lock- Up Flag V2.1 will not be presented. Revised > Vehicle Track Width: This is the vehicle track width in (mm) for the vehicle being used to generate the MoTeC i2 Pro data. It can be found under the Details icon. The value used in the example is 1787 mm.

DIFF Worksheet: Fig. 8 shows a suggested properties outline for a proposed DIFF Function worksheet. You can, of course, make any alternative arrangement, better suiting your needs.

Summary:
The intended purpose of the math expressions shown above is to save you time and improve your accuracy in the analysis of the Time/Distance data in the relevant channel reports. Where the Actual DIFF % and the Theoretical DIFF % V2.1 values differ, are places where the DIFF is functioning abnormally. Abnormally simply means that the inside driving wheel is either turning faster, or slower, than the outside driving wheel, and possibly that driving wheel torque is not being shared appropriately. In either case, there is relative motion (slipping or skidding) between the inside tire and the road surface, resulting in a loss of grip and a reduction in vehicle performance.. Therefore, the objective in making DIFF set-up changes, is to minimize abnormal DIFF function by making the Actual DIFF % agree with the Theoretical DIFF % V2.1 at a maximum number of places around the lap. New > Minimizing the mean value (ABS Difference V2.1) will be equivalent to minimizing abnormal DIFF function. The Flag expressions point out where the DIFF is functioning abnormally, and provides an indication of one of four probable explanations. For example, during the 1:27.694 demonstration lap, used in the discussions above, with the Delta value at 4, and the DIFF settings at their minimum values, the Flags identified 56 total instances of abnormal DIFF function (see next page):

Inside Wheel Spin-Up....29 Inside Wheel Brake Skid16 Inside Wheel Back-Torque Skid11 Lock-Up.15

Power Side Coast Side Coast Side Lock-Up

The visual Flag representations provide a quick indication of how many, and where to look information, helping you to find problems and make informed changes in the DIFF set-up, eliminating much of the guesswork.

Installation:
The installation process has been greatly simplified by Importing the DIFF Math File V2.1.xml file into MoTeC i2 Pro as a single operation: - Download the Zip file to a separate folder. - Use Extract Here - Open the MoTeC i2 Pro application. - Go to the Tools menu and select Global Maths: Tools-----Maths------Global Maths - Select the Import button and in the selection box, select the DIFF Math File V2.1.xml file from the download folder, and activate the Open button. This will load all of the math expressions and constants at one time. - Open Fig - 8 from the IMAGES folder and use the Properties outline as the outline for setting up your DIFF Function V2.1 worksheet (also refer to Fig. - 5 for details). - Update your Worksheet to V2.1 - Remember to change the value for the Vehicle Track Width constant to reflect the car youre working with.

Revised > List of Figures: Fig. 1 Fig. 2 Fig. 2-A Fig. 3 Fig. 3-A Fig. 4 Fig. 4-A Fig. 5 Fig. 5-A Fig. 6 Fig. 7 Fig. 8 Actual DIFF % channel Report Spin - Up Flag Spin - Up Flag Detail Brake - Skid Flag Brake - Skid Flag Detail Back-Torque - Skid Flag Right & Left Turn Skid Detail DIFF Lock-Up Flag & ABS Difference DIFF Lock-Up Flag Detail DIFF Settings (0/0/0/1) & Mean Value DIFF Settings (0/10/10/1) & Mean Value Properties Outline for Worksheet V2.1

Credits: Thanks to: MoTeC for making i2 Pro available to the community. All the game developers for creating all the great sim games we have. N2LO, Frank Alexandre, Geoff Crammonds and MotorFX for Monaco 2007 used for the demonstration of these expressions. Racerm and Carrera 4 for the F1-1988 mod. Thanks to djcomber for suggesting the Importing Maths technique. NogripRacing for providing a place to share.

Revised > History: 12-28-2010.V1.0 1-11-2011.V2.0 1-28-2011.....V2.1 Introduced Theoretical DIFF % concept. Added Diff Lock-Up Flag & ABS Difference