How to find out the radio frequency at the radio-controlled machine. Setting the radio-controlled machine

How to set up a radio-controlled auto-breaker?

The model setting is needed not only to show the fastest circles. For most people, it is absolutely no need. But even for riding in the country area, it would be nice to have good and intelligible handling so that the model perfectly listened to you on the track. This article is the basis for understanding the physics of the car. It is not aimed at professional riders, but on those who just began to ride.
The task of the article does not confuse you in a huge mass of settings, but to talk a little about what can be changed and how these changes will affect the behavior of the machine.
The procedure for changing may be the most diverse, the network has translations of books on the settings of models, so some can throw a stone into me that, they say, I don't know, the degree of influence of each setting on the model behavior. I will say right away that the degree of influence of a change is changing when tire changes (off-road, road rubber, micropore), coatings. Therefore, since the article is aimed at a very wide range of models, it would not be to correctly declare the procedure for making changes and the degrees of their influence. Although I, of course, will tell about this below.
How to customize the car
First of all you need to stick next rule: To make only one check in order to feel how the change made influenced the behavior of the machine; But the most important thing is to stop during the time. Not necessarily stop when you show best time Circle. The main thing is that you can confidently manage the machine and cope with it in any modes. At beginners, these two things are very often not coincided. Therefore, for the beginning, such a landmark - the car should allow you to easily and accurately conduct a check in, and this is already 90 percent of victory.
What to change?
Wheel collapse angle (Camber)
The wheel collapse is one of the main elements of the setup. As can be seen from the figure, it is the angle between the plane of the wheel rotation and the vertical axis. For each machine (suspension geometry) there is an optimal angle that gives the greatest clutch of the wheel with an expensive. For front I. rear suspension Corners are different. The optimal camber changes with the change in the coating - for asphalt, the maximum clutch gives one angle for the carpet another, and so on. Therefore, for each coverage, this angle needs to search. Changing the angle of tilt the wheels should be made from 0 to -3 degrees. No longer make sense, because It is in this range that its optimal meaning is.
The main idea of \u200b\u200bchanging the angle of inclination is:
"More" angle - better clutch (In the case of "dumping" wheels to the center of the model, this angle is considered negative, so it's not entirely correct to talk about an increase in the angle, but we will consider it positive and talk about its increase)
Less angle - less clutch wheels with expensive
Wheel alignment
The convergence of the rear wheels increases the stability of the machine on a straight line, and in turns, that is, however, it increases the adhesion of the rear wheels with a coating, but reduces maximum speed. As a rule, the convergence changes either by installing different hubs, or the supports of the lower levers. In principle, both influences the same. If the best turning is required, the angle of convergence should be reduced, and if on the contrary, there is insufficient turning, the angle must be increased.
The convergence of the front wheels varies from +1 to -1 degrees (from the discrepancy of the wheels, before convergence, respectively). The installation of these angles affects the moment of entering the turn. This is the main task of changing convergence. A slight effect of the angle of convergence also on the behavior of the machine inside the rotation.
More angle - the model is better managed and faster in turn, that is, it acquires the features of excess turning
Less angle - the model acquires the features of insufficient turning, so it smasher enters the rotation and turns worse inside the rotation

How to set up a radio-controlled auto-breaker? The model setting is needed not only to show the fastest circles. For most people, it is absolutely no need. But even for riding in the country area, it would be nice to have good and intelligible handling so that the model perfectly listened to you on the track. This article is the basis for understanding the physics of the car. It is not aimed at professional riders, but on those who just began to ride.

On the eve of the responsible competition, before the end of the assembly of Kit a car kit, after accidents, at the time of buying a car from a partial assembly and in a number of other predictable or spontaneous cases may arise the need to buy a remote control to the radio control. How not to miss the choice, and what features should be paid for more attention? It is about this that we will tell you below!

Varieties of the remote control

The control equipment consists of a transmitter by which the modelist sends the control commands and the receiver installed on the car, which catches the signal, decrypts it and transfers to the further execution by actuating devices: servosshinks, regulators. That is how the machine goes, turns, stops, you should click on the appropriate button or perform the necessary combination of action on the remote control.

Self-similarity mainly use the transmitters of a pistol type, when the remote control is held in the hand of the gun. Under the index finger there is a gas turder. When you press back (to yourself), the car rides, if you press it in front - slows down and stops. If you do not apply an effort, then the trigger will return to the neutral (average) position. On the side of the remote control there is a small wheel - this is not a decorative element, but the most important control tool! With it, all turns are performed. The rotation of the wheel clockwise turns the wheels to the right, against - directs the model to the left.

There are also joystick transmitters. They keep in two hands, and control is made by right and left sticks. But this type of equipment is rare for high-quality cars. They can be found on most aircraft, and in rare cases - on toy radio-controlled machines.

Therefore, with one important point how to choose a remote control to the radio-controlled machine, we have already figured out - we need a pistol type. Go ahead.

What characteristics should be paid when choosing

Despite the fact that in any model store you can choose both simple, budget equipment, and a very multifunctional, expensive, professional, common parameters for which you should pay attention will be:

• Frequency
• Channels of equipment
• Range

The relationship between the remote control for the machine on the radio control and the receiver is provided with radio waves, and the main indicator in this case is the carrier frequency. Recently, modellers are actively moving to transmitters with a frequency of 2.4 GHz, as it is practically not vulnerable before interference. This allows in one place to collect a large number of radio-controlled cars and run them simultaneously, while the equipment with a frequency of 27 MHz or 40 MHz negatively responds to the presence of extraneous devices. Radio signals can overflow and interrupt each other, due to which control over the model disappears.

If you decide to buy a control panel on radio-controlled machineYou will probably pay attention to the indication in the description of the number of channels (2-channel, 3ch, etc.) we are talking about control channels, each of which is responsible for one of the model actions. As a rule, that the car traveled is enough two channels - the operation of the engine (gas / brake) and the direction of movement (turns). You can meet simple toy cars, which have the third channel responsible for the remote inclusion of headlights.

In his professional models of professional models, the third channel for controlling the mixing formation in DVS or to block the differential.

This question is interesting to many newcomers. Sufficient range so that you can feel comfortable in the spacious room or on rough terrain - 100-150 meters, then the machine is lost view. The power of modern transmitters is enough to transmit commands to a distance of 200-300 meters.

An example of a high-quality, budget console for the machine on radio control is. This is a 3-channel system operating in the range of 2.4 GHz. The third channel gives more opportunities for creativity of the modelist and expands the functionality of the car, for example, allows you to control the light of headlights or turn signals. You can program and save settings for 10 different auto models in the transmitter memory.

Revolutionaries in the world of radio control - the best consoles for your car

The use of telemetry systems has become a real revolution in the world of radio-controlled cars! The modelist no longer need to be lost in guessing about what speed is the model develops, what voltage in the side battery, how much fuel remains in the tank, to which temperature the engine was warmed, how many revolutions it makes it, etc. The main difference from conventional equipment is that the signal is transmitted in two directions: from the pilot to the model and from the telemetry sensors to the remote.

Miniature sensors allow real-time monitoring of your car. The required data can be displayed on the remote control or PC monitor. Agree, it is very convenient to always be aware of the "internal" state of the car. Such a system is easily integrated and simply configured.

Example of the "advanced" type panel. Appa works using the "DSM2" technology, which provides the most accurate and fast response. To others distinctive features It is worth attributed to a large screen, where data on the settings and status status is translated in graphical form. Spektrum DX3R is considered the fastest among counterparts and guaranteed will lead you to victory!

In the Planeta Hobby online store, you will easily select equipment for controlling models, you can buy a control panel on a radio-controlled machine and other necessary electronics:, etc. Make your choice correctly! If you can't decide on your own, please contact you.

Before proceeding to the description of the receiver, consider the frequency distribution for radio control equipment. And let's start here with laws and norms. For all radio equipment, the distribution of the frequency resource in the world is conducted by the International Radio Frequency Committee. It has several subcommittees on the zones of the globe. Therefore, different frequency ranges are highlighted in different zones of land for radio control. Moreover, subcommittees only recommend states in their zone distribution frequencies, and national committees within the framework of recommendations are imposed. In order not to inflate the description above the measure, consider the frequency distribution in the American region, Europe and in our country.

In general, the radio control is used first half of the VHF radio wave range. In the US region, these are 50, 72 and 75 MHz bands. Moreover, 72 MHz is exclusively for flying models. In Europe, the ranges 26, 27, 35, 40 and 41 MHz are allowed. The first and last in France, the rest all over the EU. In their native homeland, the range of 27 MHz and since 2001 a small range of 40 MHz ranges. Such a narrow alignment of radio frequencies could restrain the development of radio models. But, as surely noticed by Russian thinkers in the 18th century, "the severity of laws in Russia is compensated by loyalty to their non-performance." In Russia and in the territory of the former USSR, the ranges 35 and 40 MHz on the European layout are widely used. Some are trying to use American frequencies, and sometimes successfully. However, most often these attempts are broken by the interference of the VHF radio broadcasting, which from Soviet times uses this range. In the range of 27-28 MHz, radio control is allowed, but it can be used only for ground models. The fact is that this range is also given to a civil connection. There is a huge number of voku-current stations. Near the industrial centers, the interference situation in this range is very bad.

Ranges 35 and 40 MHz are most acceptable in Russia, and the latter is allowed by law, however, not all. Of the 600 kilohertz of this range, we are legalized only 40, from 40.660 to 40,700 MHz (see the decision of the GCRC of Russia of March 25, 2001, Protocol N7 / 5). That is, from 42 channels, we are officially allowed only 4. But they may interfere with other radio resources. In particular, about 10,000 LEN radio stations were issued in the USSR for use in the construction and agro-industrial complex. They operate in the range of 30 - 57 MHz. Most of them are still actively operated. Therefore, no one is insured here from interference.

Note that the legislation of many countries permits to use for radio control and the second half of the VHF range, but the serially such equipment is not produced. This is due to the complexity in the recent past of the technical implementation of frequency formation in the range above 100 MHz. Currently, the element base makes it easy and cheap to form carrying up to 1000 MHz, but the inertia of the market still slows down the mass production of equipment at the top of the VHF band.

To ensure reliable preschool communication, the frequency of the carrier transmitter and the reception frequency of the receiver must be fairly stable and switchable to ensure the joint venture work of several sets of equipment in one place. These tasks are solved using a frequency element of a quartz resonator. To be able to switch the quartz frequencies are made replaceable, i.e. In the transmitter and receiver enclosures, a niche with the connector is provided, and the quartz of the desired frequency is easily changing directly in the field. In order to ensure compatibility, frequency ranges are divided into separate frequency channels, which are also numbered. The interval between the channels is defined in 10 kHz. For example, the frequency of 35.010 MHz corresponds to 61 channel, 35.020 - 62 channel, and 35,100 - 70 channel.

The joint work of two sets of radio equipment on one field on one frequency channel is in principle impossible. Both channels will continuously "bug", regardless of which modes they work AM, FM or PCM. Compatibility is achieved only when switching equipment sets to different frequencies. How is this achieved practically? Everyone who arrived at the airfield, the autotrass or pond is obliged to see if there are no other models here. If they are, you need to get around everyone and ask what range and on what channel its equipment works. If there is at least one modelist, whose channel coincides with yours, and you do not have replaceable quartz, agree with it to turn on the equipment only in turn, and in general, keep it closer. At competitions, the frequency compatibility of the equipment of different participants is the concern of organizers and judges. Abroad to identify the channels is received on the transmitter antenna to attach special pennants, the color of which determines the range, and the numbers on it - the number (and frequency) of the channel. However, we have better to adhere to the order described above. Moreover, since in the adjacent channels, transmitters can interfere with each other as a result of sometimes encountered synchronous transmitter frequency and receiver care, cautious models are trying not to work on one field on neighboring frequency channels. That is, the channels are chosen so that between them was at least one free.

For clarity, we give the table numbers for European layouts:

Canal number Frequency MHz 4 26,995 7 27,025 8 27,045 12 27,075 14 27,095 17 27,125 19 27,145 24 27,195 30 27,255 61 35,010 62 35,020 63 35,030 64 35,040 65 35,050 66 35,060 67 35,070 68 35,080 69 35,090 70 35,100 71 35,110 72 35,120 73 35,130 74 35,140 75 35,150 76 35,160 77 35,170 78 35,180 79 35,190 80 35,200 182 35,820 183 35,830 184 35,840 185 35,850 186 35,860 187 35,870 188 35,880 189 35,890 190 35,900 191 35,910 50 40,665 51 40,675

Canal number Frequency MHz 52 40,685 53 40,695 54 40,715 55 40,725 56 40,735 57 40,765 58 40,775 59 40,785 81 40,815 82 40,825 83 40,835 84 40,865 85 40,875 86 40,885 87 40,915 88 40,925 89 40,935 90 40,965 91 40,975 92 40,985 400 41,000 401 41,010 402 41,020 403 41,030 404 41,040 405 41,050 406 41,060 407 41,070 408 41,080 409 41,090 410 41,100 411 41,110 412 41,120 413 41,130 414 41,140 415 41,150 416 41,160 417 41,170 418 41,180 419 41,190 420 41,200

Fat fonts highlighted channels allowed by law to use in Russia. In the 27 MHz range, only preferred channels are given. In Europe, the inter-channel interval is 10 kHz.

But the table layout for America:

Canal number Frequency MHz A1. 26,995 A2. 27,045 A3. 27,095 A4. 27,145 A5. 27,195 A6. 27,255 00 50,800 01 50,820 02 50,840 03 50,860 04 50,880 05 50,900 06 50,920 07 50,940 08 50,960 09 50,980 11 72,010 12 72,030 13 72,050 14 72,070 15 72,090 16 72,110 17 72,130 18 72,150 19 72,170 20 72,190 21 72,210 22 72,230 23 72,250 24 72,270 25 72,290 26 72,310 27 72,330 28 72,350 29 72,370 30 72,390 31 72,410 32 72,430 33 72,450 34 72,470 35 72,490 36 72,510 37 72,530 38 72,550 39 72,570 40 72,590 41 72,610 42 72,630

Canal number Frequency MHz 43 72,650 44 72,670 45 72,690 46 72,710 47 72,730 48 72,750 49 72,770 50 72,790 51 72,810 52 72,830 53 72,850 54 72,870 55 72,890 56 72,910 57 72,930 58 72,950 59 72,970 60 72,990 61 75,410 62 75,430 63 75,450 64 75,470 65 75,490 66 75,510 67 75,530 68 75,550 69 75,570 70 75,590 71 75,610 72 75,630 73 75,650 74 75,670 75 75,690 76 75,710 77 75,730 78 75,750 79 75,770 80 75,790 81 75,810 82 75,830 83 75,850 84 75,870 85 75,890 86 75,910 87 75,930 88 75,950 89 75,970 90 75,990

In America, the numbering is its own, and the intercateral interval is already 20 kHz.

To sort to the end with quartz resonators, we will be run a little forward and say a few words about receivers. All receivers in the serial-produced equipment are built according to the superheterodyne scheme with one or two transformations. What we will explain this, who are familiar with radio engineering, he will understand. So, frequency formation in the transmitter and receiver different manufacturers It occurs in different ways. In the transmitter, the quartz resonator can be excited on the main harmonic, after which its frequency doubles, or triples, and maybe immediately on the 3rd or 5th harmonic. In the receiver's heterodyner, the excitation frequency can be both above the channel frequency and below the magnitude of the intermediate frequency. In the receivers of a double transformation, two intermediate frequencies (as a rule, 10.7 MHz and 455 kHz), therefore the number of possible combinations is even higher. Those. The frequencies of quartz resonators of the transmitter and the receiver never coincide, both with the frequency of the signal, which will be radiated by the transmitter and among themselves. Therefore, the manufacturers of instruments have agreed to indicate on a quartz resonator not its real frequency, as is customary in the rest of the radio engineering, and its purpose TX - transmitter, RX - receiver, and frequency (or number) of the channel. If the receivers and transmitter quarters change places, the equipment will not work. True, there is one exception: some apparatus with AM can work with confused quartz, provided that both quartz on one harmonic, but the frequency on the air will be 455 kHz more or less than the designated on the quartz. Although, the range will fall.

Above it was noted that the transmitter and receiver of different manufacturers can work in PRM mode. How to deal with quartz resonators? Whose where to put? It can be recommended to put a native quartz resonator into each device. Quite often it helps. But not always. Unfortunately, the tolerances for the accuracy of the manufacture of quartz resonators of different manufacturers differ significantly. Therefore, the possibility of joint work of specific components of different manufacturers and with different quarters can only be installed in an experimental way.

And further. In principle, on the equipment of one manufacturer, in some cases you can put quartz resonators of another manufacturer, but we do not recommend this. The quartz resonator is characterized not only by the frequency, but also a number of other parameters, such as goodness, dynamic resistance, etc. Manufacturers design equipment for a specific type of quartz. The use of another as a whole can reduce the reliability of radio control.

Brief results:

• The receiver and transmitter requires quartz of the same range to which they are calculated. Quartz on another range will not work.
• Quartza is better to take the same manufacturer as the equipment, otherwise workability is not guaranteed.
• When buying quartz for the receiver, you need to clarify, it is with one transformation or not. Quartz for dual-conversion receivers will not work in receivers with a single conversion, and vice versa.

Varieties of receivers

As we have already specified, a receiver is installed on the managed model.

Radio control equipment receivers are designed to work with only one type of modulation and one type of coding. Thus, there are receivers AM, FM and PCM. Moreover, the RCM has different firms. If on the transmitter you can simply switch the coding method with PCM on PPM, then the receiver must be replaced by another.

The receiver is made according to the superheterodine scheme with two or one conversion. Receivers with two transformations have in principle the best selectivity, i.e. It is better to eliminate interference with frequencies outside the working channel. As a rule, they are more expensive, but their use is justified for expensive, especially flying models. As already noted, quartz resonators on the same channel in receivers with two and one transformation are different and non-interchangeable.

If there are receivers to increase the degree of noise immunity (and, unfortunately, prices), then the row will look like this:

• one transformation and am
• one conversion and FM
• two conversions and FM
• one transformation and RSM
• two transformations and RSM

Choosing from this row receiver for your model, you need to take into account its purpose and cost. Not bad in terms of noise immunity at the training model, put the RSM receiver. But, weathered the model in concrete when learning, you will alleviate your wallet on a much greater amount than with the FM receiver of one transformation. Similarly, putting an am-receiver at the helicopter, or a simplified FM receiver, then you will feel sorrive about it. Especially, if you fly near large cities with developed industry.

The receiver can only work in one frequency range. The remission of the receiver from one range to another is theoretically possible, but it is economically justified, since the complexity of this work is great. Only highly qualified engineers in radiologist can conduct it. Some frequency ranges for receiver are broken into subbands. This is due to the large width of the range (1000 kHz) at a relatively low first PC (455 kHz). In this case, the main and mirror channels fall into the bandwidth bandwidth of the receiver. To ensure that selectivity on the mirror channel in a single transformation receiver is generally impossible. Therefore, in the European layout, the range of 35 MHz is broken into two sections: from 35,010 to 35,200 is the subband "A" (channels from 61 to 80); From 35,820 to 35.910 - subband "B" (channels from 182 to 191). In the US layout in the range of 72 MHz, two subbands are also highlighted: from 72.010 to 72,490 subband "Low" (channels from 11 to 35); From 72,510 to 72.990 - "HIGH" (Channels from 36 to 60). Different subbands produced different receivers. In the range of 35 MHz, they are non-violent. In the range of 72 MHz, they are partially interchangeable on frequency channels near the boundary of the subbands.

The next sign of receivers variety is the number of control channels. Receivers are available with the number of channels from two to twelve. In this case, circuitry, i.e. According to their "loss", receivers for 3 and 6 channels may not differ at all. This means that in a three-channel receiver can have decoded signals of the fourth, fifth and six-channel channels, but the connectors are not made on the board to connect additional servos.

To fully use connectors on receivers often do not make a separate power connector. In the case when the servos are not connected to all channels, the power cable from the onboard switch is connected to any free output. If all outputs are involved, then one of the servosshires is connected to the receiver through a splitter (the so-called Y cable) to which the power is connected. When feeding the receiver from a power battery through a stroke controller with a function, a special power cable is not necessary at all - the power is powered by the stroke control cable. Most receivers are calculated for food with a nominal voltage of 4.8 volts, which corresponds to a battery of four nickel-cadmium batteries. Some receivers allow the use of on-board nutrition from 5 batteries, which improves the speed and strength parameters of some servosshires. Here you have to be attentive to the instruction manual. Receivers that are not designed for increased supply voltage in this case can burn. The same applies to the steering machines, which can sharply fall the resource.

Receivers for land models are often released with a shorterated wire antenna, which is easier to place on the model. It should not be extended, as it does not increase, but will reduce the range of reliable operation of radio control equipment.

For models of vessels and cars, receivers are produced in moisture protection housing:

For athletes produced receivers with a synthesizer. There is no replaceable quartz, and the working channel is set by multi-position switches on the receiver case:

With the advent of the class of ultralight flying models, - room, launched a special very small and light receivers:

These receivers often do not have a rigid polystyrene housing and are decorated in a thermosathetic PVC tube. Integrated stroke regulator can be embedded in them, which, in general, reduces the weight of on-board equipment. With a rigid struggle for grams, it is allowed to use miniature receivers without a housing at all. Due to the active application in ultralight flying models of lithium-polymer batteries (they have a specific container at times more than Nickel), specialized receivers with a wide range of supply voltage and built-in stroke regulator appeared:

Let us summarize the above.

• The receiver works only in one range (subband) frequency
• The receiver works only with one type of modulation and coding.
• The receiver must be selected according to the purpose and cost of the model. It is illogical to put an am-receiver on the helicopter model, and on the simplest training model - the RSM receiver with a double conversion.

Device device

As a rule, the receiver is placed in a compact package and is made on one printed circuit board. A wire antenna is attached to it. In the case there is a niche with a jack for a quartz resonator and contact groups Connectors, to connect actuators, such as servo and stroke regulators.

A radio signal receiver itself is mounted on a printed circuit board and a decoder.

A replaceable quartz resonator sets the frequency of the first (only) heterodyne. The intermediate frequency values \u200b\u200bare standard for all manufacturers: the first IF - 10.7 MHz, the second (only) 455 kHz.

The output of each receiver decoder channel is derived to a three-pin connector, where in addition to the signal there are contacts of land and nutrition. According to the structure, the signal is a single pulse with a period of 20 ms and a duration equal to the value of the channel pulse PPM signal formed in the transmitter. The RSM decoder at the outlet has the same signal as RPM. In addition, the PCM decoder contains in itself the so-called Fail-Safe module, which allows when the radio signal is disappeared to bring steering machines in a predetermined position. More information is written in the article "PPM or PCM?".

Some models of receivers have a special connector to provide the DSC (Direct Servo Control) function - direct control of the servos. To do this, a special cable connects the coaching connector of the transmitter and the DSC connector of the receiver. After that, when the RF module is turned off (even in the absence of quartz and faulty RF part of the receiver), the transmitter directly controls the servos on the model. The function is useful for a terrestrial debugging of the model in order to not block the ether in vain, as well as to search possible faults. At the same time the DSC cable is used to measure the supply battery voltage - in many expensive models of transmitters it is provided.

Unfortunately, receivers break much more often than it would like. The main reasons are blows when crashing models and strong vibrations from motor installation. Most often, this happens when the modelist when placing the receiver inside the model neglects the recommendations on the exchanging receiver. It is difficult to rearrange, and the more foam rubber and spongy rubber, the better. The most sensitive to impact and vibration element is a replaceable quartz resonator. If after hitting you will also illuminate the receiver, - try changing quartz, - in half cases it helps.

Fighting onboard interference

A few words about interference on board the model and how to deal with them. In addition to interference from Ether, on the model itself there may be sources of their own interference. They are located close to the receiver and, as a rule, have broadband radiation, i.e. They act immediately at all frequencies of the range, and therefore thereof them may be deplorable. A typical source of interference is a collector traction electric motor. With his interference, they learned how to fight it through special interference chains, consisting of a capacitor shunting each brush and a sequence of the throttle. For powerful electric motors, separate power supply of the engine itself and the receiver from a separate, non-running battery. In the stroke regulator, the optoelectronic omission of control circuits from power circuits is provided. Oddly enough, but uncommunicative electric motors create no less interference level than collective. Therefore, for powerful motors, it is better to use a running regulators with a tunnel and to power the receiver a separate battery.

On models S. gasoline engines and spark ignition last is a source of powerful interference in a wide frequency range. To combat interference, the shielding of high-voltage cable, the candle tip and the entire ignition module are used. Ignition systems with magneto create interference slightly smaller levels than electronic. In the last nutrition, it is necessary from a separate battery, not from the side. In addition, the spatial separation of onboard equipment from the ignition system and the motor to at least a quarter of a meter is used.

The third most important source of interference is servo. Their interference becomes noticeable on large models, where many powerful servo drives are installed, and the cables connecting the receiver with the seats become long. In this case, it helps to wear a cable near the receiver of small ferrite rings so that the cable has made on the ring 3-4 turns. This can be done yourself, or buy ready-made branded extension servocables with ferrite rings. A more radical solution is to use the receiver and servos of different batteries. In this case, all receiver outputs are connected to servocables through a special device with a push. Such a device can be done yourself, or buy ready-made brand.

In completion, we mention that it is not yet very common in Russia - about the models of the giants. These include flying models weighing more than eight - ten kilograms. The refusal of the radio channel with the subsequent crash of the model in this case is fraught not only by material losses, which in the absolute value are considerable, but also creates a threat to the life and health of others. Therefore, the legislation of many countries oblige modelists to use full duplication of onboard equipment on such models: i.e. Two receivers, two onboard batteries, two sets of servos, which control two sets of steels. In this case, any single failure does not lead to a crash, but only slightly reduces the efficiency of the steering.

Homemade equipment?

In conclusion, a few words to those who want to independently make equipment of radio control. In the view of the authors engaged in radio amateur many years, in most cases it is not justified. The desire to save on the purchase of finished serial equipment is deceptively. Yes, and the result is unlikely to pay for its quality. If there is not enough funds even on a simple set of equipment, - take the ex-in use. Modern transmitters are obsessed morally earlier than wearing physically. If you are confident in your capabilities, take a faulty transmitter or receiver at a throw price - its repair will be given anyway best resultthan homemade.

Remember that the "wrong" receiver is a maximum of a ruined its model, but the "wrong" transmitter with its uncomplicated radio emission can beat a bunch of other models that may be more expensive than their own.

In case, the craving for the production of irresistible schemes, get rid of first on the Internet. The likelihood is very high that you can find ready-made schemes - it will save you time and will avoid many mistakes.

For those who are in the soul there are more radio amateur than the modelist, there is a wide field for creativity, especially where there has not yet reached the serial manufacturer. Here are a few topics for which it is worth being taken by:

• If there is a corporate corps from cheap hardware, you can try to make a computer stuffing there. A good example here will be MicroStar 2000 - amateur development that has full documentation.
• Due to the rapid development of room radio models, it is a certain interest to manufacture the transmitter and receiver module using infrared rays. Such a receiver can be done less (easier) than the best miniature radio receivers, much cheaper, and embed the electromotor control key in it. The range of the infrared canal in the gym is quite enough.
• In amateur conditions, it is fairly successfully done by simple electronics: stroke controls, onboard mixers, tachometers, chargers. It is much easier than making a stuffing for the transmitter, and is usually more justified.

Conclusion

After reading the articles on transmitters and receivers of radio control equipment, you could decide which equipment you need. But some of the questions, as always, remained. One of them - how to buy equipment: scattering, or kit, which includes a transmitter, receiver, batteries to them, servo and charger. If this is the first apparatus in your modeling practice, it is better to take a set. This automatically solve compatibility and acquisition problems. Then, when your model park increases, you can buy separately receivers and servo, already complaining with other requirements of new models.

When using the high voltage of on-board nutrition with a battery on five banks, select the receiver that can cope with such a voltage. Also pay attention to the compatibility of the receiver purchased separately with your transmitter. Receivers produces a much larger number of firms than transmitters.

Two words about the details that beginnier modelists often neglect are about the onboard power switch. Specialized switches are made in the vibration point. The replacement of them on unverified tamblers or switches from radio equipment can cause failure to be denied with all the ensuing consequences. Both are attentive and to the main thing to the trifles. There are no secondary details in radio models. Otherwise, it may be in Zhvanetsky: "One incorrect movement - and you father."

CAMBER ANGLE (CAMBER)

Wheel with a negative corner of the collapse.

The corner of the collapse - This is the angle between the vertical axis of the wheel and the vertical axis of the car, when you look at the front or back of the car. If the top of the wheel is further outward than the lower part of the wheel, it is called positive collapse. If the bottom of the wheel is further outside than the top of the wheel, it is called negative collapse.
The angle of collapse affects the characteristics of the car charter. As the main rule, the increase in the negative collapse improves the adhesion on this wheel when turning the rotation (within certain limits). This is because it gives us a tire with the best distribution of forces arising in the rotation, a more optimal angle in relation to the road that increases the contact stain and the transmitting force through the vertical plane of the tire, and not through the transverse force through the bus. Another reason to use the negative collapse is the trend rubber tire Drop to ourselves when turning the turn. If the wheel has zero collapse, the inner edge of the tire contact spots begins to rise from the ground, thus reducing the area of \u200b\u200bthe contact spot. By using a negative collapse, this effect is reduced, thus maximizing the tire contact spot.
On the other hand, for the maximum speed of acceleration at the direct portion, the maximum grip will be obtained when the angle of the collapse is zero and the tire protector is parallel. The correct distribution of the corner of the collapse is the main factor in the design of the suspension, and should include not only an idealized geometric model, but also the real behavior of the components of the suspension: bending, distortion, elasticity, and the like.
Most of the automodels have some shape of the suspension with two pendant levers, which allows you to adjust the corner of the collapse (as well as the growth of collapse).

Camber INTAKE

The increment of collapse is a measure of how the angle of collapse is changed when the suspension is compressed. This is determined by the length of the suspension levers and the angle between the upper and lower levers of the suspension. If the top and bottom suspension levers are parallel, the collapse will not change when the suspension is compressed. If the angle between the pendant levers is a significant amount, the collapse will increase when the suspension is compressed.
A certain amount of collapse increases is useful for maintaining the surface of the tire of the parallel surface of the Earth, when the auto-breaker is covered in turn.
Note: Pendant levers must be either parallel, or should be closer to each other on the inside (side of the car) than from the wheels side. The presence of suspension levers, which closer to each other on the side of the wheels, and not on the side of the car, will lead to a radical change in the corners of the collapse (the car will behave changeable).
The increment of collapse will determine how the center of the roll of auto-beam behaves. The automatic roll center in turn determines how weight transfer will occur when turning turns, and this has a significant impact on handling (see more detail below).

Caster Angle

The angle of the caster (or caster) is an angular deviation from the vertical axis of the wheel suspension in the car, measured in the longitudinal direction (the angle of the rotary axis of the wheel, if you look at the side of the car). This is the angle between the line of hinges (in the car - an imaginary line, which passes through the center of the top ball support to the center of the lower ball support) and the vertical. The angle of the castener can be adjusted to optimize the controllability of automodels in certain driving situations.
Hinged turning points of the wheel are tilted in such a way that the line spent through them crosses the surface of the road a little in front of the point of contact of the wheel. The purpose of this is to provide some degree of steering self-centered - the wheel rolls behind the axis of rotation of the wheel. This facilitates the control of the car and improves its stability in direct areas (reducing the tendency to deviate from the trajectory). The excess Caster angle will make management heavier and less responsive, however, in off-road competitions, large corners of the castera are used to improve the growth of collapse when turning turns.

Align (TOE-IN) and discrepancy (TOE-OUT)

Alignment is a symmetric angle that each wheel is with a longitudinal axis of the car. Alignment is when the front of the wheels is directed toward the central axis of the car.

Front viewing angle
Basically, enlarged convergence (the front parts of the wheels are closer to each other than the rear parts of the wheels) provides greater stability in direct areas at the price of some slowness of the response to turn, as well as a slightly increased resistance, since the wheels now go a little sideways.
The discrepancy on the front wheels will lead to more responsive control and faster input in turn. However, the front discrepancy usually means less stable automodel (more dungal).

Rear angle convergence
The rear wheels of your car should always be adjusted with some degree of convergence (although the convergence of 0 degrees is acceptable in some conditions). Basically, the more rear converge, the more stable there will be a car. However, keep in mind that an increase in the angle of convergence (in front or rear) will lead to a decrease in speed in direct areas (especially when using the stock motors).
Another connected concept is that the convergence suitable for the direct section will not be suitable for rotation, since the inner wheel should go along a smaller radius than the external wheel. To compensate, the steering thrust usually more or less correspond to the actionman's principle for steering, modified to adapt to the characteristics of a particular auto-beam.

Angle angle

The Akkerman principle in the steering control is the geometric arrangement of the steering tag of the car, designed to solve the problem of the need to follow the internal and external wheels in turning along various radii.
When the car turns, it follows the path that is part of its circle of rotation, the center of which is somewhere along the line passing through the rear axle. The rotated wheels must be inclined so that they both accumulate an angle of 90 degrees with a line conducted from the center of the circle through the wheel center. Since the wheel on the outside of the turn will go to a larger radius than the wheel on the inside of the turn, it must be turned to another angle.
The principle of Akkerman in the steering control automatically settles this by moving steering hinges inside so that it is on the line spent between the axis of rotation of the wheel and the center rear axis. Steering hinges are connected by a rigid burden, which in turn is part of the steering mechanism. Such a location ensures that at any corner of turn, the centers of the circles for which the wheels follow, will be in one common point.

Slip Angle Angle

The angle of the side of the side is the angle between the actual trajectory of the movement of the wheel and the direction in which it indicates. The angle of the lateral voltage leads to the lateral power perpendicular to the direction of movement of the wheel - angular strength. This angular force increases approximately linearly the first few degrees of the side of the lateral injection, and then increases non-linearly to the maximum, after which it starts to decrease (when the wheel starts to slide).
The nonzero side of the lateral injection occurs due to the deformation of the tire. During the rotation of the wheel, the friction force between the stain of the tire contact and expensive leads to the fact that the individual "elements" of the tread (infinitely small sections of the tread) remain fixed relative to the road.
This tire deviation leads to an increase in the angle of the lateral injection and angular force.
Since the forces that affect the wheels from the weight of the car, are distributed unevenly, the angle of the lateral injection of each wheel will be different. The ratio between the corners of the lateral injection will determine the behavior of the car in this turn. If attitude front corner The lateral voltage to the rear corner of the lateral injection is greater than 1: 1, the car will be subject to insufficient turning, and if the ratio is less than 1: 1, it will contribute to excess turning. The real instantaneous angle of the lateral station depends on many factors, including the state of the road surface, but the suspension of the car can be designed to provide special dynamic characteristics.
The main means of adjusting the generated corners of the lateral volo is the change in the relative frame of the front-back, by adjusting the magnitude of the front and rear side weight. This can be achieved by changing the height of the roll centers, or by adjusting the rigidity of the roll, by changing the suspension or by adding stabilizers transverse stability.

WEIGHT TRANSFER)

Weight transfer refers to the redistribution of weight supported by each wheel during the effects of accelerations (longitudinal and transverse). This includes acceleration, braking or rotation. Understanding weight transfer is critical to understand the dynamics of the car.
Weight transfer occurs because the center of gravity (COG) is shifted during the maneuvers of the car. Acceleration causes the rotation of the center of the masses around the geometric axis, leading to the displacement of the center of gravity (COG). Weight transfer in front-back is proportional to the ratio of the height of the center of gravity to the wheelbase of the car, and the side weight transfer (in the sum of the front and behind) is proportional to the resistance of the height of the center of gravity to the track of the car, as well as the height of its roll center (explains further).
For example, when the car accelerates, its weight is transferred towards the rear wheels. You can watch it, since the car noticeably leans back, or "squats". Conversely, when braking, the weight is transferred towards the front wheels (nose "dives" to the ground). Similarly, during changes in the direction (lateral acceleration), the weight is transferred to the outside of the turn.
Weight transfer causes a change in the available clutch on all four wheels when the car slows down, accelerates or rotates. For example, since when braking, weighing is transferred forward, the front wheels carry out the main "work" of braking. This displacement "work" to one pair of wheels from another leads to the loss of a common accessible clutch.
If the side weight transfer reaches the load of the wheel on one of the ends of the car, the inner wheel at this end will rise, causing a change in control characteristics. If this weight transfer reaches half weight of the car, it begins to turn over. Some big tracts will be turned over before sliding, and the road auto-making usually turn over only when they go from the road.

Roll Center (Roll Center)

The center of the roll of auto-beam is an imaginary point marking the center around which the car rolls (in turns), if you look at the front (or behind).
The position of the geometric center of the roll is dictated exclusively by the suspension geometry. The official definition of the center of the roll sounds like this: "The point on the cross section through any couple of centers of the wheels in which the lateral forces can be applied to spring-loaded mass without creating a suspension roll."
The value of the Roll Center can only be assessed when the center of the mass of automodels is taken into account. If there is a distinction between the positions of the center of the masses and the center of the roll, then the "shoulder of the moment" is created. When the car is experiencing side acceleration in turn, the Roll Center moves up or down, and the torque shoulder size, combined with the rigidity of springs and transverse stability stabilizers, dictates the roll value in the rotation.
The geometric center of the roll of auto-maid can be found using the following main geometric procedures when the car is in static condition:


Spend imaginary lines parallel to pendants (red). Then swipe imaginary lines between the intersection points of the red lines and the lower wheel centers, as shown in the figure (green). The intersection point of these green lines is the center of the roll.
You need to note that the Roll Center moves when the suspension is compressed or rises, so in reality this is an instant roll center. As far as this roll center moves when the suspension is compressed, the suspension levers and the angle between the upper and lower suspension levers (or adjustable suspension adjustments) is determined.
When compressing the suspension, the Roll center rises above and the point shoulder (the distance between the Roll Center and the center of gravity of the car (COG in the figure)) will decrease. This will mean that when compressing suspension (for example, when turning the rotation), the car will have a smaller tendency to roll (which is good if you do not want to turn over).
When you use high clutch tires (microporous tires), you must set the suspension levers so that the center of the roll is significantly climbed when the suspension is compressed. Road automodels with DVS have very aggressive suspension lever angles to raise the center of the roll when turning turns and preventing the turning when using tires from microporous rubber.
The use of parallel, equal to the length of the suspension levers leads to a fixed roll center. This means that with an inclination of the car, the shoulder of the moment will force the car more and more. As the main rule, the higher the center of gravity of your car, the higher the roll center should be in order to avoid turning.

"Bump Steer" is the trend of the wheel turn when it shifts up the suspension. On most of the car, the front wheels usually have a discrepancy (the front of the wheel moves out), when compressing the suspension. This ensures insufficient turning when the roll (when you encounter a protrusion when you turn, the car seeks to straighten up). Excessive "Bump Steer" increases wear of tires and on uneven routes makes the car dongy.

"Bump Steer" and the Roll Center
On a Ugab, both wheels rise together. When roll, one wheel rises, and the other is lowered. This usually produces more convergence on one wheel and more discrepancy on another wheel, thus ensuring the effect of rotation. With a simple analysis, you can simply assume that the damping during the roll is similar to the "Bump Steer", but in practice, things like a stabilizer of transverse stability have an impact that it changes.
"Bump Steer" can be increased by raising an external hinge or lowering the internal hinge. Usually it takes a small adjustment.

Understeer (understeer)

Insufficient turning - the condition of controllability of the car in turn, at which the circular path of the automodel movement has a noticeably larger diameter than the circle indicated by the direction of the wheels. This effect is opposite to excess turning (OVERSTEER) and in simple words Insufficient turning is a condition in which the front wheels do not follow the trajectory specified by the driver to pass the turn, and instead followed the more straight trajectory.
It is often called pushing or refusing to turn. The car is called "clamped", since it is stable and far from the trend towards driving.
Just as with excess turning, insufficient turning has many sources, such as mechanical clutch, aerodynamics and suspension.
Traditionally, insufficient turning takes place when the front wheels have insufficient grip during the turn, so the front of the car has a smaller mechanical clutch and cannot follow the path in turn.
Corners of collapse, ground clearance And the center of gravity is important factors that determine the condition of insufficient / excess turning.
Is an general ruleThat manufacturers deliberately adjust the car for the presence of a small insufficient turning. If the car has a small insufficient turning, it is more stable (within the middle abilities of the driver), with sharp changes in the direction of movement.

How to adjust your car to reduce insufficient turning
You must start with an increase in the negative collapse of the front wheels (never exceed the angle in -3 degree for road automodels and 5-6 degrees for off-road automodels).
Another way to reduce insufficient turning is to reduce the negative collapse of the rear wheels (it should always be<=0 градусов).
Another way to reduce insufficient rotation is to reduce rigidity or removal of the front stabilizer of transverse stability (or an increase in the rigidity of the rear stabilizer of transverse stability).
It is important to note that any adjustments are a compromise. AvtoMomel has a limited value of a common clutch, which can be distributed between the front and rear wheels.

Excessive turning (Oversteer)

AvtoMomel has redundant turning when the rear wheels are not followed behind the front wheels, and instead they slide towards the external side of the turn. Excess turning can lead to a drift.
There are several factors, such as mechanical clutch, aerodynamics, suspension and driving style, affects the tendency of the car.
The excess turnover limit occurs when the rear tires exceed the limit of their side clutch during turn before it occurs with the front tires, thus causing the situation when the back of the car is directed toward the external side of the rotation. In the general sense, excess turning is a condition when the angle of the side of the rear tires is superior to the angle of the side of the front tires.
The rear-wheel drive automodels are more susceptible to excess turning, especially when using gas in close rotations. This is because the rear tires must withstand the lateral forces and engine cravings.
The tendency of the car to excess turning is usually increasing when the front suspension is mitigated or tightening the rear suspension (or when adding the rear stabilizer of transverse stability). Corners of collapse, ground clearance and temperature tires can also be used to adjust the balance of the car.
A car with excess turning can also be called "free" or "unexpected."

How do you distinguish excess and insufficient turning?
When you enter the turn, excessive turning is when the car turns steeper than you expect, and insufficient turning is when the car turns less than you expect.
Have redundant or insufficient turning, this is the question
As mentioned earlier, any adjustments are a compromise subject. AvtoMomel has a limited clutch, which can be distributed between the front and rear wheels (this can be expanded with aerodynamics, but this is another story).
All sports automodels develop higher lateral (i.e., lateral slip) Speed \u200b\u200bthan this is determined by the direction in which the wheels indicate. The difference between the circle, according to which the wheels roll, and the direction in which they indicate is the angle of the side of the side (Slip Angle). If the corners of the side of the front and rear wheels are the same, the car has a neutral manility balance. If the angle of the side of the front wheels is superior to the angle of the side of the rear wheels, they say that the car has insufficient turning. If the angle of the side of the rear wheels is superior to the angle of the side of the front wheels, they say that the car has redundant turning.
Just remember that the car with insufficient turning is faced with the fencing of the front part, the car with excess turning is faced with the rest of the rear part, and the car with neutral controllability concerns the fencing with both ends simultaneously.

Other important factors that should be considered

Any car can experience insufficient or excessive turning depending on road conditions, speed, available clutch and driver action. The design of the car, however, has a tendency to an individual "limit" condition when the car reaches and exceeds the clutch limits. "Limit insufficient turning" refers to a car, which, thanks to constructive features, seeks insufficient turning when angular accelerations exceed tire clutch.
The limit balanceability balance is the function of the front / rear relative routing resistance (suspension stiffness), front / rear weight distribution and front / rear tire clutch. A car with a heavy front part and low rear-resistance of the roll (due to the soft springs and / or low rigidity, or the absence of rear transverse stability stabilizers) will have a tendency to limit insufficient turning: its front tires, being more severely loaded even in a static condition, They will reach the limits of their clutch earlier than the rear tires, and thus develop large corners of the lateral injection. The front-wheel drive car is also subject to insufficient turning, as they usually not only have a heavy front part, but also the power supply to the front wheels also reduces their adhesion available for rotation. This often leads to the effect of "jitter" on the front wheels, since the clutch suddenly changes due to power transmission from the engine on the road and control.
Although the insufficient and redundant turning is both can cause a loss of control, many manufacturers develop their auto-beams for extreme insufficient turns under the assumption that for the average driver it is easier to control than limiting excess turning. In contrast to the limiting excess turning, which often requires several control adjustments, insufficient rotation can often be reduced by lowering speed.
Insufficient turning can manifest itself not only during the acceleration in turn, it can also manifest themselves during sharp braking. If the brake balance (braking force on the front and rear axle) is too shifted forward, it can cause insufficient turning. This is caused by blocking the front wheels and the loss of efficient control. May occur the opposite effect if the brake balance is too shifted back, then the rear end of the car lines.
Athletes, on asphalt surfaces, mainly prefer a neutral balance (with a small tendency toward insufficient or excess turning, depending on the route and driving style), since insufficient and excess turning leads to the loss of speed during the passage of turns. In the rear-wheelwater automodels, insufficient turning mainly gives the best results, as the rear wheels need some accessible adhesion to accelerate the car at the exit of turns.

Spring Rate

Spring rigidity is a tool for adjusting the road lumen of the car and its position during the suspension. Spring rigidity is a coefficient used to measure the size of the compression resistance.
Springs that are too rigid or too soft, in fact lead to the fact that the car will not have the suspension at all.
The rigidity of the spring shown to the wheel (Wheel Rate)
The rigidity of the spring, shown to the wheel, is the effective rigidity of the springs when it is measured on the wheel.
The rigidity of the spring, shown to the wheel, is usually equal to or significantly less than the rigidity of the spring itself. Usually, the springs are attached on the suspension levers or other items of the hinge suspension system. Suppose that when the wheel is displaced, a 1-inch spring is shifted by 0.75 inches, the ratio of the lever will be 0.75: 1. The rigidity of the spring, shown to the wheel, is calculated by erecting the ratio of the lever (0.5625), multiplying the springs to the rigidity and the sinus of the springs angle. The ratio is erected into a square thanks to two effects. The ratio applies to strength and passing distance.

SUSPENSION TRAVEL

The suspension move is the distance from the lower part of the suspension (when the car is on the stand and wheels are freely hanging), to the top of the suspension stroke (when the wheels of the car can no longer rise above). Achieving the lower or upper wheel wheel can cause serious control problems. "Achieving limit" can be caused by way out of the movement of suspension, chassis, etc. or touch the road by the case or other components of the car.

Damping (Damping)

Damping is monitoring motion or oscillations by using hydraulic shock absorbers. Damping controls the speed of movement and resistance of the suspension of the car. AvtoMomel without damping will perform oscillations up and down. With the help of suitable damping, the car will return back to the normal state in the minimum time. Damping in modern self-model can be monitored by increasing or decreasing the viscosity of the fluid (or the size of the holes in the piston) in the shock absorbers.

Anti-Dive and Anti-Squat (Anti-Dive and Anti-Squat)

Anti-dive and anti-squat are expressed as a percentage and belong to the twist of the front of the car with braking and squatting the back of the car with acceleration. They can be considered twins for braking and acceleration, while the height of the center of the roll works in turns. The main reason their differences consists in different design purposes for the front and rear suspension, while the suspension is usually symmetrical between the right and left sides of the car.
The percentage of anti-diving and anti-squat is always calculated relative to the vertical plane, which crosses the center of gravity of the car. First consider the anti-squat. Determine the place of the rear instantaneous suspension center, if you look at the car on the side. Spend a line from the tire contact stain through the instant center, it will be the wheel of the wheel. Now swipe the vertical line through the center of gravity of the car. Anti-squat is the attitude between the height of the intersection of the wheel of the wheel and the height of the center of gravity expressed as a percentage. The anti-squat value of 50% will mean that the strength vector at acceleration passes in the middle between the Earth and the center of gravity.


Anti-dive is a double anti-squat and works for the front suspension during braking.

Circle of Forces (Circle of Forces)

The circle's circle is a useful way to think about the dynamic interaction between the bus and the surface of the road. In the diagram below we look at the wheel from above, so that the surface of the road lies in the X-Y plane. AvtoMel, to which the wheel is attached, moves in a positive Y direction.


In this example, the car will turn right (i.e. positive X direction directed towards the center of rotation). Note that the wheel rotation plane is at an angle to the real direction in which the wheel moves (in the positive y direction). This angle is an angle of lateral injection.
The limit of the value F is limited to the dotted circle, f may be any combination of FX components (rotation) and FY (acceleration or braking), which does not exceed the dotted circle. If the combination of FX and FY forces goes beyond the boundaries of the circle, the tire loses the clutch (you slide or enters you).
In this example, the tire creates a component of power in the X direction (FX), which, when transmitting to the chassis of the car through the suspension system in combination with similar forces from the other wheels, will cause a rotation of the auto-mode. On the diameter of the circle of forces and, therefore, on the maximum horizontal force, which can create a tire, affects many factors, including the construction of the tire and its condition (age and temperature range), the quality of the road surface and the vertical load on the wheel.

Critical speed

A self-similarity with insufficient rotation has a concomitant instability regime, called critical speed. When approaching this speed, control is becoming increasingly sensitive. At the critical speed, the spinning speed becomes infinite, that is, the car continues to turn even when the wheels are straightened. At speeds above a critical simple analysis indicates that the angle of rotation must be reversed (counter-tax). A self-similar car with insufficient turning is not subject to this, this is one of the reasons why high-speed auto-models are adjusted to insufficient turning.

Golden Mid Search Search (or Balanced Automotor)

A car that does not suffer from excessive or insufficient turning when it is used on its limit, has a neutral balance. It seems intuitive that athletes will prefer a small excess turning to rotate the car around the turn, but this is usually not used for two reasons. Early acceleration, as soon as the car passes the apex turn, allows the car to type an additional speed on the subsequent direct section. The driver who accelerates before or sharply has a big advantage. The rear tires require some excess grip to accelerate the car in this critical rotation phase, while the front tires can devote all its clutch for turning. Therefore, the car must be configured with a small tendency to insufficient turning or should be slightly "clamped". Also, a car with excess turning is dergan, increasing the likelihood of loss of control during long-term competitions or with reaction to an unexpected situation.
Keep in mind that this applies only to the competition on the road surface. Competitions on the ground is a completely different story.
Some successful drivers prefer a small excess turning in their auto-making, preferring less calm auto-making, which is easier to turn into turns. It should be noted that the judgment on the balance sheet of the car charter is not objective. Driving style is the main factor in the visible balance of the car. Therefore, two drivers with identical auto-makers often use them with various balance settings. And both can call the balance of their car "neutral".

The model setting is needed not only to show the fastest circles. For most people, it is absolutely no need. But even for riding in the country area, it would be nice to have good and intelligible handling so that the model perfectly listened to you on the track. This article is the basis for understanding the physics of the car. It is not aimed at professional riders, but on those who just began to ride.

The task of the article does not confuse you in a huge mass of settings, but to talk a little about what can be changed and how these changes will affect the behavior of the machine.

The procedure for changing may be the most diverse, the network has translations of books on the settings of models, so some can throw a stone into me that, they say, I don't know, the degree of influence of each setting on the model behavior. I will say that the degree of influence of one or another change is changing when the tire changes (off-road, road rubber, micropore), coatings. Therefore, since the article is aimed at a very wide range of models, it would not be to correctly declare the procedure for making changes and the degrees of their influence. Although I, of course, will tell about this below.

How to customize the car

First of all, it is necessary to follow the following rules: to make only one change in check-in to feel how the change made has influenced the behavior of the car; But the most important thing is to stop during the time. Do not necessarily stop when you show the best time of the circle. The main thing is that you can confidently manage the machine and cope with it in any modes. At beginners, these two things are very often not coincided. Therefore, for the beginning, such a landmark - the car should allow you to easily and accurately conduct a check in, and this is already 90 percent of victory.

What to change?

Wheel collapse angle (Camber)

The wheel collapse is one of the main elements of the setup. As can be seen from the figure, it is the angle between the plane of the wheel rotation and the vertical axis. For each machine (suspension geometry) there is an optimal angle that gives the greatest clutch of the wheel with an expensive. For the front and rear suspension, the angles are different. The optimal camber changes with the change in the coating - for asphalt, the maximum clutch gives one angle for the carpet another, and so on. Therefore, for each coverage, this angle needs to search. Changing the angle of tilt the wheels should be made from 0 to -3 degrees. No longer make sense, because It is in this range that its optimal meaning is.

The main idea of \u200b\u200bchanging the angle of inclination is:

• "More" angle is better clutch (in the case of "dumping" wheels to the center of the model, this angle is considered negative, so it's not entirely correct to talk about an increase in the angle, but we will consider it positive and talk about it increases)
• less angle - less clutch wheels with expensive

Wheel alignment

The rear wheel alignment increases the stability of the machine on a straight line, and in turns, that is, however, it will increase the adhesion of the rear wheels with a coating, but reduces the maximum speed. As a rule, the convergence changes either by installing different hubs, or the supports of the lower levers. In principle, both influences the same. If the best turning is required, the angle of convergence should be reduced, and if on the contrary, there is insufficient turning, the angle must be increased.

The convergence of the front wheels varies from +1 to -1 degrees (from the discrepancy of the wheels, before convergence, respectively). The installation of these angles affects the moment of entering the turn. This is the main task of changing convergence. A slight effect of the angle of convergence also on the behavior of the machine inside the rotation.

• more angle - the model is better managed and faster in turn, that is, it acquires the features of excess turning
• less angle - the model acquires the features of insufficient turning, so it smasher enters the rotation and turns worse inside the rotation

Stiffness suspension

This is the easiest way to change the rotation and stability of the model, the truth is not the most efficient. The rigidity of the spring (as, in part, and the viscosity of the oil) affects the "clutch" of the wheels with the road. Of course, talking about changing the clutch of the wheels with the road when changing the stiffness of the suspension is not correct, as not the grip as such. HP for understanding is easier exactly the term "change in clutch". In the next article, I will try to explain and prove that the clutch of the wheels remains constant, and completely different things are changing. So, the grip of the wheels with an expensive decreases with increasing the stiffness of the suspension and viscosity of the oil, but it is impossible to excessively to increase the stiffness, otherwise the machine will become nervous due to the constant separation of the wheels from the road. Installing soft springs and oils increases the clutch. Again, you do not need to run to the store in search of the most soft springs and oils. With an unnecessary clutch, the machine begins to reduce the speed in turn too much. As the riders say, it begins to "knit" in turn. This is a very bad effect, as it is not always easy to feel it, the car can have a wonderful balance and is managed well, and the circle time worsens very much. Therefore, for each coating will have to look for a balance between two extremes. As for the oil, it is necessary to fill a very soft oil of 20 - 30WT on the mockery tracks (especially on winter tracks built on the milking floor). Otherwise, the wheels will begin to break away from the road, and the coated grip will decrease. On flat runs with good clutch, 40-50WT is quite suitable.

When setting the stiffness of the suspension, the rule is as follows:

• the stronger front suspension, the worse the car turns, it becomes more resistant to the demolition of the rear axle.
• the softer the rear suspension, the model turns worse, but it becomes less prone to the rear axle demolition.
• the softer the front suspension, the more expressed excess turning, and the higher the tendency to demolition of the rear axle
• the more tougher the rear suspension, the greater the handling acquires the features of excess turning.

The angle of inclination of the shock absorbers

The angle of inclination of the shock absorbers, in fact, affects the stiffness of the suspension. The closer to the wheel the lower mounting of the shock absorber (we move it into the hole 4), the higher the stiffness of the suspension and theme, respectively, the grip of the wheels with the road. At the same time, if the upper mount also move closer to the wheel (hole 1) the suspension becomes even tougher. If you shift the mounting point in the hole 6, the suspension will become softer, as in the case of moving the upper point of the attachment into the hole 3. The effect of changing the position of the shock absorbers fastening points is the same as from changing the rigidity of the springs.

The angle of inclination Shkvorna

The angle of inclination of the pivota is the angle of inclination of the axis of rotation (1) of the swivel fist relative to the vertical axis. In the people of Hywner, they call the Tsazf (or the hub), in which the swivel fist is installed.

The main impact of the angle of inclination of the poverty has at the time of entering the turn, in addition, it contributes to changing controllability inside the rotation. As a rule, the angle of inclination of the kkworn is changing either by moving the upper traction along the longitudinal axis of the chassis or the replacement of the shock itself. The increase in the angle of the tilt of the pivota improves the entrance to the turn - the machine is increasing in it, but there is a tendency to the rear axle. Some believe that with a large angle of the tilt of the pivot, the exit of turning out on the open throttle - the model is floating the outward turning. But on its own experience management of models and engineering experience, I can confidently say that he does not affect the out of turn. The decrease in the angle of inclination worsens the entrance to the rotation - the model becomes less sharp, but it is easier to control the machine is stable.

The angle of inclination axis of the latter lever

It is good that someone from the engineers thought of changing such things. After all, the angle of inclination of the levers (front and rear) affects the separate phases of the turn - separately to the input in turn and separately to the output.

The angle of inclination of the rear levers affects the exit of turning (on gas). With an increase in the angle, the clutch of the wheels with the road "worsens", while on the open choke and with the rotated wheels, the car seeks to go to the inner radius. That is, the tendency to the rear axle is increasing with an open choke (in principle, with a poor clutch of the wheels with an expensive, the model can even deploy). With a decrease in the angle of inclination, the clutch during acceleration improves, so it becomes easier to accelerate, but there is no effect when the model strives to go to a smaller radius on the gas, the last time with the skillful appeal helps faster the turns and get out of them.

The angle of inclination of the front levers affects the input in turn when the gas is discharged. With an increase in the angle of inclination, the model smasher enters the rotation and acquires the traverse of insufficient turning. With a decrease in the angle, the effect, respectively, opposite.

The position of the transverse center of the roll

1. center masses
2. upper lever
3. lower lever
4. roll Center
5. chassis
6. wheel

The position of the center of the roll changes the clutch of the wheels with an expensive in turn. The Roll Center is a point regarding which the chassis turns under the action of inertia. The higher the center of the roll is (which is closer to the center of the masses), the smaller the roll and above the grip of the wheels with the road. I.e:

• Increasing the center of the roll rear increases turning, but increases stability.
• Reducing the center of the roll improves turning, but reduces stability.
• Increasing the center of the roll from the front improves turning, but reduces stability.
• Lowering the center of the roll front impairs turning and increases stability.

The center of the roll is very simple: mentally extend the upper and lower levers and determine the point of intersection of imaginary lines. From this point, we spend directly in the center of the contact of the wheel of the wheel with an expensive. The intersection point of this direct and the center of the chassis is the Roll Center.

If the point of attachment of the upper lever to the chassis (5) is lowered down, the center of the roll will rise. If you raise the point of fastening the top lever to the hub, the center of the roll will also rise.

Clearance

Clearance, or ground clearance, affects three things - stability against tipping, clutch wheels with expensive, and handling.

With the first point, everything is simple, the higher the clearance, the higher the tendency of the model for tipping (the position of the center of gravity increases).

In the second case, the increase in clearance increases the roll in turn, which in turn worsens the grip of the wheels with the road.

When the clearance difference in front and behind the next thing it turns out. If the clien front is lower than behind, then the roll will be smaller in front, and, accordingly, it is better to adhere to the front wheels with an expensive - the car will acquire excess turning. If behind the clearance is lower than in front, the model will acquire insufficient turning.

Here is briefly about what can be changed and how it will affect the behavior of the model. To start these settings, it is enough to learn how to ride well without making mistakes on the track.

Sequence of changes

The sequence can be diverse. Many top riders change only what will eliminate the shortcomings in the behavior of the car on this highway. They always know what exactly they need to change. Therefore, it is necessary to strive to clearly understand how the machine behaves in turns, and that in behavior does not suit you specifically.

As a rule, the machine is the factory settings. Testers who pick these settings are trying to make them versatile for all trails so that inexperienced models are not climbing in the Debrist.

Before starting training, check the following points:

1. install clearance
2. install the same springs and pour the same oil.

After that, you can proceed to setting the model.

You can start setting up a model from a small one. For example, from the angles of the tilt of the wheels. Moreover, it is best to do a very big difference - 1.5 ... 2 degrees.

If there are small disadvantages in the behavior of the machine, they can be eliminated, restricted by the corners (remind you, you should easily cope with the machine, that is, there must be a small insufficient turning). If the disadvantages are significant (the model unfolds), then the next stage is the change in the angle of tilt the pivot and the positions of the roll centers. As a rule, this is enough to achieve an acceptable picture of the car manageability, and the nuances are made by the rest of the settings.

See you on the track!