Someone might choose to describe and model tyre forces this way, but it is not the standard method of doing it used by almost everyone.
See the figure on page 2 of http://zzyzxmotorsports.com/li ... uencing-tire-modeling.pdf . I think most of published tyre data is compatible with the coordinate system described in this document.
Lateral force is perpendicular to the direction of wheel heading, not the direction of wheel travel.
That must have looked funny, as the typical value of relaxation length for lateral behaviour is around 1 m, FWIR. I must say all these things are pure theory for me, I haven't really experimented with them in code.
Here is another damping method (which you may have seen already): http://groups.google.pl/group/ ... tors/msg/509e0cfe0516548a
The current government having the leading role in ruling the country is almost not affected by this. The prime minister and 'full' ministers were not on the plane. In Polish political system the president mainly represents the country and is able to veto the parliament legislation (which again may be rejected by parliament with more votes).
You are definitely right. In this tragic situation it is really sad that in the lists of victims published by many Polish sites they only mention VIPs and neglect pilots, flight attendants, bodyguards etc.
The data available from real-time official LFS interfaces are very limited, so this problem looks difficult. However, RAF contains slip fraction.
Obviously, it's not real-time data, but maybe it could be used to construct a model of very high-level "distilled" grip characteristics of a given car and setup.
Such a model could be a function which takes:
linear acceleration vector,
angular acceleration vector,
linear speed (needed for cars with downforce),
car orientation (e.g. up-vector, needed to take driving on banked surfaces into account, and forward-vector to distinguish between cases of moving on the same trajectory with varying amounts of drift)
and returns the slip fraction values for all four wheels.
The above data (function inputs and outputs) can be logged quite easily with simple calculations from RAF of test runs of a given car and setup with near to optimal tyre temperatures. Then the hard part would be to find a mathematical expression that approximates the function with sufficient accuracy. The inputs of the function can be retrieved in real-time from OutSim (with some simple calculations) and the AI could use the approximating function to get "predictions" of slip fraction values when driving.
This ignores real-time tyre temperature and wear, but AI could deal with cold tyres by not using 100 % of the optimal grip at the beginning and gradually going closer to the limit as tyres warm up. Also, adding steering inputs to the parameters of the function may seem useful, however, they already influence existing function parameters.
Have you tried calibrating it in LFS like a normal controller? I mean the steering program moving all the virtual axes through their whole ranges and then staying in neutral positions so that you can also click centering button in LFS.
PVM is not what you think it is probably. It shouldn't be confused with software like VirtualBox or VMware. PVM is just a library and API for writing parallel programs and a console for managing "nodes" on which these programs can run.
In the console version of Dirt 2 there is no Pikes Peak. The only group B cars available are Metro 6R4 and Ford RS200 (you have to unlock them), but they are in rallycross versions. It's possible to drive them on rally stages but you don't have the co-driver reading the pacenotes. Most probably this also applies to PC version unless they've added some content.
Moment of inertia is only one factor. The other is the torque, which in this case (polar rotation) is generated by the tyres. The car having much more grip (Mazda) may also more easily generate bigger difference in lateral forces of front and rear tires (assuming 50/50 weight static weight distribution for simplicity so that these forces have approximately the same arm relative to CoM of the car) and as a result bigger torque causing the rotation. With similar polar moment of inertia to Skippy, Mazda should be able to change its orientation much more quickly.
But that only means that the level of weight transfer or load transfer isn't changing. Not that there is no weigh transfer or load transfer, which are not beneficial during turning due to load sensitivity of tyres.