Differences
This shows you the differences between two versions of the page.
Previous revision | |||
— | NWH:VehiclePhysics2:Powertrain:ClutchComponent [2023/05/16 09:34] (current) – nwhcoding | ||
---|---|---|---|
Line 1: | Line 1: | ||
+ | ======= Clutch Component ====== | ||
+ | |||
+ | [{{ : | ||
+ | |||
+ | '' | ||
+ | |||
+ | == Clutch Control == | ||
+ | There are two things to note here: clutch engagement and clutch input. Clutch input controls the engagement through the // | ||
+ | |||
+ | * '' | ||
+ | * The final engagement RPM, which is the RPM at which the clutch engagement is at 1 (100%), is the sum of '' | ||
+ | * '' | ||
+ | * When this control type is selected, the clutch is controlled through the '' | ||
+ | * '' | ||
+ | |||
+ | == Slip Torque == | ||
+ | * When '' | ||
+ | * Slip torque for an average clutch should be slightly higher than the maximum engine torque—usually a few hundred to a few thousand Nm. | ||
+ | * Too high '' | ||
+ | * Using too high '' | ||
+ | * Values near zero will result in the engine spinning up as if the clutch is not engaged due to clutch slip.\\ | ||
+ | |||
+ | == Creep == | ||
+ | * Some automatic transmissions have slight creep when engaged in D or R. This is normally caused by the torque converter (which is essentially a type of clutch) and it allows some of the torque from the engine to escape to the wheels. | ||