![]() ![]() ![]() The engine is modeled as a rigid body whose motion is purely rotational and limited to a single degree of rotational freedom. At one side of the clutch is the engine, which is powered directly from the accelerator pedal. The center of the drive model is a torsion clutch, which couples together the wheels and the engine via forces that arise from differences in rotational speeds at both sides of the clutch. In addition to being collections of sprung masses, PhysX vehicles also support a variety of drive models. The aggregated force of all tire and suspension forces is then applied to the rigid body actor associated with the vehicle so that the transform may be modified accordingly in the next PhysX SDK update. The tire force computation actually depends on a number of factors including steer angle, camber angle, friction, wheel rotation speed, and rigid body momentum. This load is used to determine the tire forces that will be generated in the contact plane and then added to the aggregate force to be applied to the rigid body. Additionally, the suspension force is used to compute the load that is bearing down on the tire. The suspension force from each elongated or compressed spring is computed and added to the aggregate force to be applied to the rigid body. Figure 2: Suspension limits and suspension raycasts. ![]()
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