ドライビングガイド - 変更履歴

Skylinekakkoii: Skylinekakkoii がページ「ドライビング・ガイド」を「ドライビングガイド」に移動しました: 統一性確保のため

2017-02-18T02:51:11Z

Skylinekakkoii がページ「ドライビング・ガイド」を「ドライビングガイド」に移動しました: 統一性確保のため

Hiroaki1997evo: /* レースカーのコントロール */

2016-12-06T04:31:15Z

レースカーのコントロール

highbridge: /* 1コーナーで生き残る */

2010-03-31T15:29:06Z

1コーナーで生き残る

highbridge: /* シフトダウンするときは注意深い */

2010-03-31T15:28:32Z

シフトダウンするときは注意深い

highbridge: /* クリンに追い越す戦術を使用してください。 */

2010-03-31T15:27:40Z

クリンに追い越す戦術を使用してください。

highbridge: /* レースドライビングの基本 */

2010-03-28T03:57:36Z

レースドライビングの基本

highbridge: /* ドラフティング／スリップストリ－ム */

2010-03-28T03:48:02Z

ドラフティング／スリップストリ－ム

highbridge: /* Smooth, dynamic driving rewards faster lap times */

2010-03-28T03:46:29Z

Smooth, dynamic driving rewards faster lap times

highbridge: /* クリンな追い越す戦術を使用してください。 */

2010-03-28T03:43:17Z

クリンな追い越す戦術を使用してください。

highbridge: /* ドライビング Tips */

2010-03-28T03:42:28Z

ドライビング Tips

@@ 68 行 / 68 行 @@
 '' by Impreza WRX''
-Are you having difficulty driving your racing cars? Here are many tips to get you in the groove.
+レーシングカーの運転は一般車とは異なります． 発進する前に知らねばいけないことを学びましょう！
 === アクセルは控えめに ===
-This may seem obvious, but many people forget it. This is especially important in the Formula XR, and V8. Slicks have a lot of grip, but lose a lot when skidding. If you break traction while accelerating, the cars WILL snap oversteer. While it is good to do a small burnout to preheat the drive wheels for more control, it is not a good thing when you spin wheels too much, don't get the hole-shot, and try to make up by cutting turn one; or worse, spin out at the start line and cause a crash.
+当たり前のこと思えますが, ほとんどの人が忘れてしまいます. Formula XR,や Formula V8に乗る時は特に気を付ける必要があります．スリックタイヤはグリップ力が高いタイヤですが，スピンするとすぐにグリップ力が失われます．If you break traction while accelerating, the cars WILL snap oversteer. While it is good to do a small burnout to preheat the drive wheels for more control, it is not a good thing when you spin wheels too much, don't get the hole-shot, and try to make up by cutting turn one; or worse, spin out at the start line and cause a crash.

←前の版		2010年3月31日 (水) 15:29の版
156 行		156 行


−	== 1コーナーで生き残る ==	+	=== 1コーナーで生き残る ===
	''by Gunn''		''by Gunn''

@@ 119 行 / 119 行 @@
 Learn to drive the whole track, not just the fastest line. You never known when you will need to deviate from the ideal line, to pass a slower car, avoid an incident or recover from a driving mistake.
-=== シフトダウンするときは注意深い ===
+=== シフトダウンするときは注意深く ===
 The GTR cars are very sensitive to inappropriate downshifts - braking hard and not blipping the throttle enough to match the revs will cause the engine braking on the rear wheels and locking them up. This generally leads to the back end stepping out and snap oversteering and ruining your lap (assuming you even catch it in time and don't crash.) Downshifting once too many times will have the same effect.

@@ 37 行 / 37 行 @@
 Edit by Keling: Be careful if you and some fast friend have just finished the race. There may be some other players relatively slow who are still struggling 0.5 lap from the finish line. Don't shift+R immediately after seeing YOUR results on the list. The event doesn't end because the first 5 have finished. Wait for everyone.
-=== クリンに追い越す戦術を使用してください。 ===
+=== クリーンに追い越す戦術を使用してください。 ===
 Driving a faster car or exiting the corners at a greater velocity does not mean that you have right to ram or force others to step aside if they are in front of you. If you are in a faster car, overtaking safely will not be too much trouble, but it does not cost too much to wait a bit for a clean safe space, so don't squeeze to that 1/2 car space inside of every turn while braking.

←前の版		2010年3月28日 (日) 03:57の版
195 行		195 行

	''Note: There is some controversy in real racing about exact interpretation of blue flag rules. '''Generally it is accepted that you hold your line and make no sudden or defensive moves, allowing the faster car to overtake you.''' You will earn respect from all drivers for acting sensibly and fairly when faced with a blue or yellow flag.''		''Note: There is some controversy in real racing about exact interpretation of blue flag rules. '''Generally it is accepted that you hold your line and make no sudden or defensive moves, allowing the faster car to overtake you.''' You will earn respect from all drivers for acting sensibly and fairly when faced with a blue or yellow flag.''
−
−
−
−
−	~~== レースドライビングの基本 ==~~
−	~~=== オーバーステア & アンダーステア ===~~
−	Oversteer in the “textbook” sense is the difference between cornering stiffness at front and rear, taking into account tyre characteristics, geometries, bush rates, etc, etc. By this definition, understeer and oversteer are independent of vehicle path or speed - they are purely vehicle properties.
−
−	Oversteer or its counterpart understeer is not the difference (or should it be the ratio of the two?) between cornering stiffness front and rear but it is a dynamic trajectory property caused by cornering stiffness. But cornering stiffness are not just static properties influenced by the factors given above. There are more factors that influence cornering stiffness: body roll, roll stiffness front and rear, load transfer, wheel camber change, roll steer (front and rear) and torque applied to the driving wheels. The tyre characteristics are speed and load dependent too. From this, it follows that driving characteristics of a car cannot be defined as being just over or understeering. At every speed and trajectory curvature (1/radius) one can say it is understeering, neutral or oversteering for those conditions. So the over/understeering character is a complex one.
−
−	In the everyday road car a compromise is sought to make the car responsive to the steering wheel and stable at the same time. From here follows the success story of the FWD concept (understeering). For a sports car that is quick (not the same as fast) and provides driver fun, a different concept is needed: mid-engined, rear wheel drive (initial slight understeer changing to oversteer by applying engine torque - power oversteer/steering with the throttle).
−
−	Perhaps it is useful to mention the definition of over and understeer as used by the scientists who perform research in vehicle behaviour? Suppose you are running a car at a constant speed with a constant curvature (the path is a circle then), if you then keep the steering wheel in the same position (angle) and increase the car speed gradually, then if the car wants to run on a circle with a smaller radius the car is said to be oversteering, if it remains on the same radius it is neutral and if the car goes to a wider circle it is understeering (for that speed and curvature!). The test can be done somewhat differently, again the car is running at a certain speed on a certain radius. Increase the speed and try to keep the car on the same radius. If you need to apply extra steering angle it is understeering, if you can keep the steering wheel in the same position it is neutral, if you can turn back the steering wheel somewhat it is oversteering.
−
−	Oversteer is when the rear wheels are carving a larger arc than the front wheels or the intended line of the turn. Rear “slip angles” exceed those of the front tyres. This is often described as a “loose” condition, as the car feels like it may swap ends, or be “twitchy.” This condition can be caused by “power oversteer”, where you need to reduce power in order to bring the back end back into line.
−
−	Understeer is when the front wheels are carving a larger arc than the rear wheels. This is often described as “push” or “pushing” - as the front end feels like it is ploughing off of a corner. Further acceleration only compounds the push, as weight shifts back to the rear drive wheels, off of the front turning wheels, leading to a further lessening of the car’s ability to turn in. Understeer can be remedied by slight modulation in throttle to transfer weight forward to the front wheels, aiding their traction and ability to carve the turn. Many cars are designed to have a tendency to understeer. If the driver gets uncomfortable and “lifts” off the gas, that will cause the front end to tighten the curve - a relatively safer, and more predictable condition.
−
−	~~=== トレイル・ブレーキング===~~
−	Trail braking (a.k.a. ‘brake-turning’, braking while turning toward the apex of a corner) is another learning curve for you to climb sooner or later. However, learn trail braking slowly; if you’re used to road driving (where you’re taught to finish braking before turning into a corner) then you might find it tricky to learn the extra delicacy demanded by trail braking. In PU, the trade-off between brake pressure and steering input is hard to judge when you can’t feel the car turning and pitching through your body.
−
−	What is trail braking? In essence, it means continuing to brake after having turned in for a corner. The further you progress into the corner, the more you turn the steering wheel and the more pressure you release from the brake pedal. Typically, the procedure goes like this: You are hurtling in a straight line toward a corner; You apply the brakes - fully - while still travelling in a straight line; At some point, you release a little pressure from the brakes and start to turn in; As you bend into the corner and approach the throttle application point, you progressively release the rest of the pressure from the brake.
−
−	What’s the point of it? Trail braking helps you rotate the car into a corner by controlling the transfer of weight onto the front tyres, giving them more stick, and thus compensating for any understeering tendency the car would otherwise have. The alternative is: do all of your braking in a straight line, then release the brakes entirely, then turn in. The trouble with this technique is that when you release the brakes, weight - and therefore stick - will be removed from the front tyres, just when you need them to be loaded enough to turn the car into the corner. So - unless the car is set up to be driven like this - it will understeer away from the corner. This is typical behaviour for ‘street’ (aka massively understeering) cars that have been adapted for racing.
−
−	On the other hand, a ‘proper’ race car will probably oversteer if you don’t trail brake. If you turn into a corner with your feet off both brake and throttle, the front tyres will have all their traction budget available for turning while the back wheels will be doing some (engine) braking. Net result: oversteer. Application of the brakes settles down the oversteer by substituting a proportionately balanced loss of steering traction (because the brakes are biased towards the front). In fact, you use the brake pressure to control the rate at which the car rotates into the corner.
−
−	How much trail braking you do at a particular corner - i.e. what percentage of the corner is taken under braking - depends on the angle of the corner. For a 60° corner, you’d typically only trail for a few percent of the corner, for a 90° corner, you’d typically trail brake for maybe 25% of the corner, and for a bigger corner, you could do it for up to 50% of the corner. You are aiming to trail off the brakes until they are released completely at or before the throttle application point (which typically occurs somewhere before the geometric apex). - ''Thanks to the Virtual Racers Edge Site for this helpful info''.
−
−	~~=== ブレーキングの入り口 ===~~
−	Think of the contact patch of your tyres. The few square inches that each tyre touches the road with may be upset not only by rapid steering input but by rapid brake input as well. ABS minimizes this, but there is a way that a good driver can shorten stopping distances even beyond ABS in some cases. How?
−
−	ABS works in different ways, but to illustrate this point, I’ll take an example of, say, a Subaru Outback with four people in the car on a snowy surface (this may be easier to visualize given a heavier car on a slick day): You begin a panic stop, depressing the brake. The car goes up to maximum braking, and then one wheel begins to slide or lock. As it does so, the car momentarily pulses the pedal back to you, which feels like a “burp” under your foot. In doing so, it allows that locked wheel to again rotate. This helps in two ways. First, a tyre brakes most efficiently when it is just short of locking up, exerting the maximum effort on the surface. When it goes beyond that point and slides, braking is diminished. Second, by keeping the wheels from locking up, ABS helps maintain directional control, especially if the driver is steering around an obstacle while braking. In effect, in a panic stop ABS allows the driver to pound the brakes as hard as he or she wishes, but still have effective braking and directional control. Remember that a tyre gets maximum braking just before the point of lockup. Without ABS a driver can get maximum braking effort by braking to the point of wheel lock, and then reducing the pressure ever so slightly to the point where the wheels are rotating again. This is known as “threshold braking.” The dangers of course are in backing off a bit too much and not getting maximum effort, and in maintaining directional control while braking.
−
−	Back now to an ABS equipped car: By using threshold braking, it is even possible in some cases to do better than ABS. Remember the pulsing action that some ABS systems use to allow the locked wheel to rotate again? While this is happening, the braking effort on the other three wheels is momentarily lessened also. On a slick snowy surface, if you continue extreme hard braking so that ABS is constantly activated, the lessened brake force is extremely evident. It almost feels as though the car starts sliding faster! If this happens to you, back off slightly to allow the ABS to disengage, and use threshold braking ... release ever so slightly as the ABS starts to “burp” back at your foot. A well executed stop will have you riding that edge, with ABS intermittently engaging as you modulate and keep feeling that threshold. On DRY pavement with good traction, you can stand on the pedal as much as you need to stop quickly and effectively.
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−	~~<!-- links to other languages -->~~
−	~~[[en:Driving Guides]]~~
−	~~[[de:Fahrtechnik]]~~

←前の版		2010年3月28日 (日) 03:48の版
197 行		197 行


−	~~== ドラフティング／スリップストリ－ム ==~~
−	~~''by Gunn''~~
−	~~As a car races forwards it punches a hole in the air as it goes along, and after the car has gone past the displaced air rushes in to fill the gap.~~
−
−	If you travel very close to the car in front you will notice that you can go faster than he is able to. This is known as drafting or slipstreaming. The leading car disturbs the air and does all of the work, the following car (travelling in a nice pocket with almost no wind resistance) is not inhibited and can build up speed faster than normally possible. The trailing car "gets a tow" from the car in front.
−
−	It is easy to see how drafting could be used to overtake your opponents and indeed it is a much-used overtaking technique. In some cases two cars may be so well matched that the only chance the trailing driver has to overtake is by drafting on a long straight. So obviously drafting has real benefits, but also there are hazards.
−
−	~~=== 利益 ===~~
−	* Your car may reach a higher top speed by drafting (once you pull out of the draft the wind resistance will steadily pull your speed back to the normal maximum for your setup. However your gear ratios and final drive will ultimately effect how well your car can take advantage of drafting).
−	* Drafting gives you a temporary and short-lived opportunity to gain position, but timing is important. Sometimes drafting may be the only safe way past your rival.
−	* Drafting can reduce lap times during a race and may have a minimal fuel-saving benefit.
−
−	~~=== リスク ===~~
−	* Braking is not as effective when travelling in another car's slipstream. Not only are you perhaps travelling faster than normal when you reach your braking zone but you have less resistance and slowing down will not be as abrupt as usual. The potential to shunt the leading car is great, and racers should always be prepared to adjust their braking to suit the situation.
−	* Shunting while travelling at full speed is also a risk. If you are very close behind the leading car then your speed may incease very rapidly in a short time. You don't want to shunt the other racer, you'll either damage both cars or even worse you may propel him forward and increase his lead!
−	* Cornering in the slipstream can be very tricky. Aerodynamic downforce that is generated by some types of cars (GTR, FOX, FO8) can be affected when there is no air to create downforce on the wings or spoilers. Coupled with your extra speed when drafting this can cause spin-outs in fast curves and can effect your braking too.
−
−	~~=== 思いやり ===~~
−	~~''Should I draft other cars in a race?''<br>~~
−	~~Absolutely, but be wary of contact and be ready to brake earlier then usual when approaching corners or slower drivers.~~
−
−	~~''Is drafting a sure way to overtake an opponent?''<br>~~
−	No. Often the benefit gained from drafting is not enough to make the pass. If you get close to the leading car early on to the straight then you have a real chance of winning the position, but be wary of jumping into the slipstream late, make sure you have enough room to carry out your plans.
−
−	~~''What do I do if another car is drafting me?''<br>~~
−	If on a straight, hold your line but do not swerve or block, if you get overtaken, then that's motor racing, set yourself up for a well-timed attack further up the track or on the next lap and fight back when you have a real chance of making it happen.<br>
−
−	~~If approaching a corner you can take a defensive line to make overtaking more difficult, but swerving is still a no-no. You should only ever make one defensive movement in response to an attack.<br>~~
−	~~Absolutely do not brake earlier than usual if you can help it. Remember that the drafting car will brake with difficulty.~~

@@ 97 行 / 97 行 @@
 Most people block the incoming car as a strategy inherited from Gran Turismo, where getting bumped by the AI train gives you a boost to speed. In online (and real life) racing, if a car is coming in hot and you block their path, it's considered rude and dangerous. If they can't slow down enough, they will smash your back and most likely cause an accident or one or both of you will go blasting off like Team Rocket because of lag. When it says Blue Flag check your rear view mirror. If they are very close hold your course, as they will pass you out of the racing line. If they are a good ways behind, leave the racing line so they can shoot by easier. This applies to drivers being lapped and drivers who are considerably slower (about 10 MPH or more) than the incoming car. However, if you and another driver are neck to neck, you do have every right to battle each other (without crashing of course) for lead position.
-=== Smooth, dynamic driving rewards faster lap times ===
+=== 滑らかでダイナミックな運転はより速いラップタイムに報います ===
 Not too many people realize that racing involves keeping a good rhythm. When accelerating, braking, and turning, the car's weight gets shifted around. Depending on the suspension, it may shift quickly or slowly. If you jerk the car around, like turning left then slamming right, the weight is not loading the correct tires, and they break traction when the weight shifts violently from turning. When you put more weight over a tire, it has greater grip than with less weight. There is a point where the tire is overloaded with weight and will lose traction again. So, when you do the above maneuver, called the "Scandinavian Flick", the weight is initially over the right wheels, and snapping right causes the left wheels to suddenly max out on grip with the little weight over them, causing them to break traction, and as the weight shifts over them, they continue to stay in skid, as the right wheels suddenly lose the weight over them, losing traction and also skidding. This also means that when braking, you should smoothly apply the brake pedal, so the front wheels can load up and provide maximum stopping force, otherwise they lock and you go straight into the unknown! When turning, you should smoothly dial in steering so the outside tires have a chance to load. How fast you turn in, brake, and accelerate depends on the car and the suspension setup. You may be amazed at how fast you can blow through turns by driving smoothly and rhythmically.

←前の版		2010年3月28日 (日) 03:42の版
15 行		15 行
	* ブルーフラッグが表示されると、あなたのすぐ後ろに速い車が近づいています。あなたは周回遅れで、速い車に進路を譲らなければなりません。速やかに前に行かすか、ピットに入ってください。		* ブルーフラッグが表示されると、あなたのすぐ後ろに速い車が近づいています。あなたは周回遅れで、速い車に進路を譲らなければなりません。速やかに前に行かすか、ピットに入ってください。

−	~~== ドライビング Tips ==~~
	''by Gentlefoot''		''by Gentlefoot''