From Bohemia Interactive Community
Input (Controller)
SCR_CarControllerComponent
General
| Param
|
Type
|
Unit
|
Description
|
Type
|
|
|
Type of gearbox
- Automatic - Automatic shifting and transition to reversing, W/S - throttle/brake or brake/throttle when reversing.
- Manual - Manual shifting, W - always throttle, S - always brake, Q/E to shift gears
|
Transmission RND
|
bool
|
|
Transmission have three settings: reverse, neutral and drive
|
Steering speed coefficients
The following are properties for smoothing the digital or small range/insensitive analog input (gamepad thumbstick). The setup should be quick and responsive enough while allowing the player to keep a smooth ride (e.g. by tapping the keys), without having to constantly counter compensate.
| Param
|
Type
|
Unit
|
Description
|
Steering Forward Speed
|
pairs of floats
|
[vehicle speed in km/h, steering speed in °/s]
|
Pairs of velocity and steering speed at the given velocity
|
Steering Backward Speed
|
pairs of floats
|
[vehicle speed in km/h, steering speed in °/s]
|
Pairs of velocity and counter-steering speed (recentering via input) at the given velocity
|
Steering Center Speed
|
pairs of floats
|
[vehicle speed in km/h, centering speed in °/s]
|
Pairs of velocity and recentering speed (when no steering input is given / caster effect) at the given velocity
|
Throttle
| Param
|
Type
|
Unit
|
Description
|
Throttle Curve
|
pairs of floats
|
[engine rpm, amount of throttle]
|
Throttle application with respect to engine's RPM
|
Reverse Curve
|
pairs of floats
|
[engine rpm, amount of throttle]
|
Throttle application with respect to engine's RPM while in reverse
|
Throttle Reaction Time
|
float
|
s
|
Time (in seconds) it takes to get wanted value of throttle - e.g. to interpolate from 0.0 to 1.0 throttle input
|
Throttle Turbo Time
|
float
|
s
|
Time (in seconds) to reach wanted value of throttle in turbo mode
|
Throttle Turbo
|
float
|
|
Amount of throttle that is reserved for turbo mode. For instance 0.2 means that without turbo, vehicle will be moving with maximum 0.8 throttle
|
Brake
| Param
|
Type
|
Unit
|
Description
|
Braking Curve
|
pairs of floats
|
[time in seconds, amount of braking force]
|
Brake application over time
|
Brake Turbo Time
|
float
|
s
|
Time to reach wanted value of brake in turbo mode
|
Engine
| Param
|
Type
|
Unit
|
Description
|
Max Startup Time
|
float
|
seconds
|
Failsafe time for the engine to start (it can also bypass animations if it is shorter)
|
Max Startup Attempts
|
float
|
|
How many times you can be "stuck" in the startup loop animation
|
Engine Startup Chance
|
float
|
%
|
Probability that each startup attempt has to turn on the engine (0 - 100) (should be tied to engine below "damaged" threshold)
|
Air Intakes
|
float
|
array of PointInfo classes
|
Air intake positions in local vehicle space
|
Drowning Time
|
float
|
s
|
Amount of time needed to completely drown the engine when all air intakes are underwater
|
Shutdown Time
|
float
|
s
|
Amount of time (some) vehicle systems automatically toggle off after the shutdown
|
Max Lights Time
|
float
|
s
|
Maximum amount of time the light toggle should take (or if there are no animations)
|
Clutch
| Param
|
Type
|
Unit
|
Description
|
Clutch Uncouple Time
|
float
|
seconds
|
Time to disengage clutch before switching gears
|
Clutch Couple Time
|
float
|
seconds
|
Time to engage clutch after switching gears
|
Clutch Uncouple Rpm
|
float
|
RPM
|
Engine RPM at which clutch is fully uncoupled while moving off
|
Clutch Couple Rpm
|
float
|
RPM
|
Engine RPM at which clutch is fully coupled while moving off
|
Clutch Uncouple Factor
|
float
|
|
Clutch uncouple RPM factor while moving off uphill or downhill
|
Clutch Couple Factor
|
float
|
|
Clutch couple RPM factor while moving off uphill or downhill
|
Clutch Minimum Position
|
float
|
|
Minimum clutch position while moving off
|
Clutch Minimum Factor
|
float
|
|
Minimum clutch position factor while moving off uphill or downhill
|
Shifting
| Param
|
Type
|
Unit
|
Description
|
Slope Smoothing
|
float
|
|
Factor of filter that smooths out upshift and downshift RPMs
|
Latency
|
float
|
seconds
|
Minimum time between gear switches
|
Up Shift Factor
|
float
|
|
Upshift RPM factor while going uphill or downhill
|
Up Shift Rpm
|
float
|
RPM
|
Engine RPM required for upshifting
|
Down Shift Factor
|
float
|
|
Downshift RPM factor while going uphill or downhill
|
Down Shift Rpm
|
float
|
RPM
|
Engine RPM required for downshifting
|
Turbo Shift Factor
|
float
|
|
Upshifting and downshifting RPM ratio in Turbo mode
|
Simulation
VehicleWheeledSimulation
General
| Param
|
Type
|
Unit
|
Description
|
Solver Type
|
|
|
Solver selector - only V1 solver is available right now
|
Solver Update Rate
|
|
Hz
|
Solver update rate in Hz (number of ticks per second)
|
Engine
Controls engine power and its other properties. All values must be greater than 0 to be accepted as valid.
The engine is simulated as rotating cylinder around its central axis (simplification of crankshaft).
| Param
|
Type
|
Unit
|
Description
|
References
|
Inertia
|
float
|
kg.m2
|
Moment of inertia
|
https://www.researchgate.net/publication/258176892_Evaluation_of_variable_mass_moment_of_inertia_of_the_piston-crank_mechanism_of_an_internal_combustion_engine
|
Max Power
|
float
|
kW
|
Maximum power that the engine can provide
|
You can use this calculator to visualize RPM curve
maxTorqueRPM <= maxPowerRPM < maxRPM- Use https://www.automobile-catalog.com/, https://www.dieselhub.com/ and similar sources to check for real torque/power curves of the engines
|
Max Torque
|
float
|
Nm
|
Maximum torque that engine can provide (peak torque)
|
Rpm Max Power
|
float
|
RPM
|
RPM where engine outputs maximum power
|
Rpm MaxT orque
|
float
|
RPM
|
RPM where maximum torque is produced
|
Rpm Idle
|
float
|
RPM
|
RPM when engine is idling, e.g. in neutral
|
Rpm Redline
|
float
|
RPM
|
Redline RPM
This parameter is currently ignored
|
Rpm Max
|
float
|
RPM
|
Maximum RPM
|
Steepness
|
float
|
|
Controls how fast engine can reach max torque. It can be used to flatten the torque curve before max torque rpm are reached
|
Friction
|
float
|
|
Engine's braking torque
|
Output
|
|
|
Powertrain part driven by the engine (clutch)
|
|
Clutch
| Param
|
Type
|
Unit
|
Description
|
Max Clutch Torque
|
float
|
Nm
|
Maximum torque that clutch can provide. (1.6*MaxTorque can be a good starting point)
This parameter is currently ignored
|
Output
|
|
|
Powertrain part driven by the clutch (gearbox)
|
Gearbox
| Param
|
Type
|
Unit
|
Description
|
Reverse
|
float
|
|
Reverse gear ratio
|
Forward
|
array of floats
|
|
Array of forward gear ratios, order of the values are mapped to gears respectively
|
Efficiency
|
float
|
|
Transmission efficiency - scales the engine output passed down
|
Output
|
|
|
Powertrain part driven by the gearbox (differential)
|
Differentials
| Param
|
Type
|
Unit
|
Description
|
Type
|
Open
|
|
Same torque on both outputs, different rotational speeds
|
| LSD
|
|
Limited slip differential - limiting rotational difference between outputs. Opens Anti slip and Anti slip torque parameters.
|
Ratio
|
float
|
|
Differential ratio (sometime "final drive")
|
Strength
|
float
|
|
Determines the magnitude of the extra force that is applied to the gripping wheel
|
Output0
|
|
|
Powertrain parts driven by the differential (other differential or axle differential)
|
Output1
|
|
|
Axles
| Param
|
Type
|
Unit
|
Description
|
Torque Share
|
float
|
|
Defines how much torque is delivered to this axle. Sum of Torque Share for all axles should be equal to 1
|
Has Handbrake
|
bool
|
|
Determines whether this axle is used for handbrakes. Handbrake force is same as Brake Torque
|
(Axle) Differential
| Param
|
Type
|
Unit
|
Description
|
| <same as differentials>
|
Output0
|
|
|
Driven wheels
|
Output1
|
|
|
Suspension
Accelerating/braking/turning should noticeably shift the weight of the vehicle. Weight shifting affects the grip of the tires - allowing more grip on the side with more weight. Center of mass should be set realistically high and the tendency to roll should be limited by a sway (anti-roll) bar if necesary, not by setting the CoM below the vehicle or just the wheel center.
| Param
|
Type
|
Unit
|
Description
|
Max Steering Angle
|
float
|
degrees
|
Specifies the maximum steering angle of this axle, if negative value is given, the axis will steer in opposite direction of the steering wheel.
|
Spring Rate
|
float
|
N/mm
|
Spring force per mm.
|
Compression Damper
|
float
|
Ns/m
|
Compression damper force per 1m/s.
|
Relaxation Damper
|
float
|
Ns/m
|
Relaxation damper force per 1m/s.
|
Max Travel Up
|
float
|
m
|
Maximum distance that the suspension can be compressed from modeled position. Standard cars 0.06 - 0.1 m. Off-road cars >0.1 m.
|
Max Travel Down
|
float
|
m
|
Maximum distance that the suspension can be expanded from modeled position. Standard cars 0.07 - 0.12 m. Off-road cars >0.1 m.
|
Wheel
| Param
|
Type
|
Unit
|
Description
|
Radius
|
float
|
m
|
Radius of the wheel
|
Ratio
|
float
|
|
Wheel reduction ratio
|
Mass
|
float
|
kg
|
Mass of the wheel on this axle
|
Brake Torque
|
float
|
Nm
|
Amount of brake torque applied to each wheel on this axle
|
Tyre
| Param
|
Type
|
Unit
|
Description
|
Rolling Resistance
|
float
|
|
Currently not used in game
Linearly proportional to speed. Acts against the wheel torque. For limiting acceleration. (in addition to surface property)
|
Rolling Drag
|
float
|
|
Currently not used in game
Proportional to speed squared. For limiting high speeds. (in addition to surface property)
|
Roughness
|
float
|
m
|
Bumpiness height - how bumpy is the wheel itself (in addition to surface property)
|
Longitudinal Friction
|
float
|
|
Directly affects tyre grip in longitudinal direction
|
Lateral Friction
|
float
|
|
Directly affects tyre grip in lateral direction
|
Tread
|
float
|
|
Ratio of the "Thread" - related to how well wheel performs on specific surface.
|
Swaybar
| Param
|
Type
|
Unit
|
Description
|
Stiffness
|
float
|
N
|
Sway bar stiffness ( anti-roll force )
|
WheelPositions
Inertia
- InertiaOverrideEnable
- Enables manual override of vehicle inertia - the way how to "simulate" mass distribution on the vehicle.
- InertiaOverride
- Inertia values around each axis. Copy initial values from diag or via context menu opened on
VehicleWheeledSimulation on the Entity instance (you have to Apply to prefab later)
Aerodynamics
| Param
|
Type
|
Unit
|
Description
|
Reference Area
|
float
|
m2
|
Drag reference area - see following page for more details https://en.wikipedia.org/wiki/Automobile_drag_coefficient#Drag_area
|
Drag coefficient
|
float
|
|
Drag coefficient - see following page for more details https://en.wikipedia.org/wiki/Automobile_drag_coefficient#Typical_drag_coefficients
|
Pacejka
- https://www.edy.es/dev/docs/pacejka-94-parameters-explained-a-comprehensive-guide/
- http://www.racer.nl/pacejka/pacplay.htm
Fill in initial values via context menu opened on VehicleWheeledSimulation on the Entity instance (you have to Apply to prefab later)
Longitudinal
b0
| Param
|
Role
|
Units
|
Typical range
|
Sample
|
Description
|
Dependency
|
| Shape factor
|
|
1.4 .. 1.8
|
1.5
|
General shape of the curve. Defines the amount of falloff after the peak.
The Pacejka model defines b0 = 1.65 for the longitudinal force.
|
Load-independent
|
b1
|
Load influence on longitudinal friction coefficient (*1000)
|
1/kN
|
-80 .. +80
|
0
|
Change of the friction coefficient at the peak.
Positive = more friction with more load. Negative = less friction with more load.
|
Load-dependent
|
b2
|
Longitudinal friction coefficient (*1000)
|
|
900 .. 1700
|
1100
|
Friction coefficient at the peak (vertical coordinate) *1000.
|
Load-independent
|
b3
|
Curvature factor of stiffness/load
|
N/%/kN^2
|
-20 .. +20
|
0
|
Change of the peak’s horizontal position.
Positive = increases ascent rate with load (moves to the left). Negative = decreases ascent rate with load (moves to the right).
|
Load-dependent
|
b4
|
Change of stiffness with slip
|
N/%
|
100 .. 500
|
300
|
Peak’s horizontal position specified as “ascent rate”.
|
Load-independent
|
b5
|
Change of progressivity of stiffness/load
|
1/kN
|
-1 .. +1
|
0
|
Lineal change of the peak’s horizontal position. Similar to b3 but more lineal and with reverse effect positive-negative.
Positive = decreases ascent rate with load. Negative = increases ascent rate with load.
|
Load-dependent
|
b6
|
Curvature change with load^2
|
|
-0.1 .. +0.1
|
0
|
Quadratic change of the curvature at the peak.
Positive = more flat with load. Negative = sharper with load.
|
Load-dependent
|
b7
|
Curvature change with load
|
|
-1 .. +1
|
0
|
Change of the curvature at the peak. Same as b6 but more lineal.
Positive = more flat with load. Negative = sharper with load.
|
Load-dependent
|
b8
|
Curvature factor
|
|
-20 .. +1
|
-2
|
Curvature at the peak. The more negative = more “sharp”. Has influence on the falloff afterwards.
|
Load-independent
|
b9
|
Load influence on horizontal shift
|
%/kN
|
-1 .. +1
|
0
|
Change of the horizontal shift.
Positive = shifts to the left with more load. Negative = shifts to the right with more load.
|
Load-dependent
|
b10
|
Horizontal shift
|
%
|
-5 .. +5
|
0
|
Curve’s horizontal shift
|
Load-independent
|
Lateral
a0
| Param
|
Role
|
Units
|
Typical range
|
Sample
|
Description
|
Dependency
|
| Shape factor
|
|
1.2 .. 18
|
1.4
|
General shape of the curve. Defines the amount of falloff after the peak.
The Pacejka model defines a0 = 1.3 for the lateral force.
|
|
a1
|
Load influence on lateral friction coefficient (*1000)
|
1/kN
|
-80 .. +80
|
0
|
Change of the friction coefficient at the peak.
Positive = more friction with more load. Negative = less friction with more load.
|
Load-dependent
|
a2
|
Lateral friction coefficient (*1000)
|
|
900 .. 1700
|
1100
|
Friction coefficient at the peak (vertical coordinate) *1000.
|
|
a3*
|
Change of stiffness with slip
|
N/deg
|
500 .. 2000
|
1100
|
Peak’s horizontal position at the reference load, specified as “ascent rate”.
|
|
a4*
|
Change of progressivity of stiffness / load
|
1/kN
|
0 .. 50
|
10
|
Change of the peak’s horizontal position with load. Smaller value = bigger change with load.
|
|
a5
|
Camber influence on stiffness
|
%/deg/100
|
-0.1 .. +0.1
|
0
|
Change of the peak’s horizontal position.
Positive = decreases ascent rate with camber (moves to the right).
Negative = increases ascent rate with load (moves to the left).
|
Camber-dependent
|
a6
|
Curvature change with load
|
|
-2 .. +2
|
0
|
Change of the curvature at the peak.
Positive = more flat with load. Negative = sharper with load.
|
Load-dependent
|
a7
|
Curvature factor
|
|
-20 .. +1
|
-2
|
Curvature at the peak. The more negative = more “sharp”. Has influence on the falloff afterwards
|
|
a8
|
Load influence on horizontal shift
|
deg/kN
|
-1 .. +1
|
0
|
Change of the horizontal shift.
Positive = shifts to the left with more load. Negative = shifts to the right with more load.
|
Load-dependent
|
a9
|
Horizontal shift at load = 0 and camber = 0
|
deg
|
-1 .. +1
|
0
|
Curve’s horizontal shift
|
|
a10
|
Camber influence on horizontal shift
|
deg/deg
|
-0.1 .. +0.1
|
0
|
Change of the horizontal shift.
Same sign as camber = shifts to the left. Opposite sign as camber = shifts to the right.
|
Camber-dependent
|
a11
|
Vertical shift
|
N
|
-200 .. +200
|
0
|
Curve’s vertical shift
|
|
a12
|
Vertical shift at load = 0
|
N
|
-10 .. +10
|
0
|
Vertical shift when approaching zero load.
Must be verified for coherency at the configured minimum load.
|
Load-dependent
|
a13
|
Camber influence on vertical shift, load dependent
|
N/deg/kN
|
-10 .. +10
|
0
|
Change of the vertical shift according to camber and load.
Same sign as camber = shifts upwards. Opposite sign as camber = shifts downwards.
The more load the more camber effect.
|
Camber-dependent
|
a14
|
Camber influence on vertical shift
|
N/deg
|
-15 .. +15
|
0
|
Change of the vertical shift.
Same sign as camber = shifts upwards. Opposite sign as camber = shifts downwards.
|
Camber-dependent
|
* Configure the horizontal behavior with load
Aligning
| Param
|
Role
|
Units
|
Typical range
|
Sample
|
Description
|
Dependency
|
c0
|
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c1
|
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c2
|
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c3
|
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c4
|
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c5
|
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c6
|
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c7
|
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c8
|
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c9
|
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c10
|
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c11
|
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c12
|
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c13
|
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c14
|
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c15
|
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c16
|
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c17
|
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c18
|
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RaycastLayer
- LayerPreset in which the wheel raycast is performed (should be "Vehicle")
RigidBody and Center of Mass
- All vehicles are set to curb weight (assuming dynamic weight could happen at some point in the future)
- Center of Mass plays a crucial role in vehicle handling - it should be high enough to allow for weight shifting and changes in the wheel grip due to the changing pressure.
