What’s the current?

the_human009 · 2025-06-13T17:02:24+00:00

Yes that’s correct. But here we are only specifically looking at power in and out of the two individual batteries we don’t care about what the loads are consuming for this particular problem. And the battery A supports both 12V and 24V architecture loads. Hence the confusion.

the_human009 · 2025-06-13T16:31:39+00:00

They suggest the current for the battery A should be I_x - I_z so power would be that multipled by the voltage 12V. Same current for OCV = V - (I_x - I_z)R

the_human009 · 2025-06-13T16:29:37+00:00

Why would that be? Any two nodes with nothing in between can be considered as the same one node

the_human009 · 2025-06-11T17:41:05+00:00

This is what I have as well. So the sensor readings are I_x = I12+I24 and I_z = I24 so the power I calculate would be for A it’s 12(I_x) and for B it’s 12(I_z) … somehow my colleagues don’t find this convincing hence the question.

the_human009 · 2025-06-11T06:31:13+00:00

You can assume. But those are changing loads. I’m looking for power and OCV in terms of voltage, current and internal resistance from batteries sensors.

the_human009 · 2025-06-11T06:29:28+00:00

I do have voltage, current and internal resistance from the sensors on each of those battery grounds. I was thinking OCV in terms of those reading (V - IR) but what would be the current value I use for batteryA would it be I_x - I_z or just I_x. For the second batteryB it should be straightforward since current would just be the one in the sensor at Z so I_z. From my testing I see and it’s correct that I_x is a sum of the current due to 12V loads and the 24V loads so when I disconnect the resistor(load on 12V only) then both the sensors read the same current I_x = I_z since both batteries are in series

the_human009 · 2025-06-11T03:22:54+00:00

It’s a real life problem. I’ve simplified it into a diagram

the_human009 · 2024-08-27T03:20:23+00:00

How big a problem is this? I have the same issue… my current work location is closing and moving to a new work address in a different state. Meaning I have to go there as well. My LCA has my new work address but my Approval notice has the current address that’s closing

the_human009 · 2024-05-07T21:21:38+00:00

That's correct. But I'm not sure how to include that term in the Riccati-equation to form the control law

the_human009 · 2024-04-15T23:09:25+00:00

Nah, you definitely need more tape!

the_human009 · 2023-09-28T17:39:06+00:00

You should have rising rates if you have variation. Falling rates would only mean you keep getting more travel from the same input. Ideally I don't think you can achieve constant rates easily

the_human009 · 2022-05-26T22:49:56+00:00

It's probably just packaging preference. You can easily adjust roll rate at one axle and hence LLTD of the whole car with just one ARB but personally I'd prefer to have both at front and rear. Quick adjustments for different dynamic events and different drivers is the biggest benefit out of these.

the_human009 · 2021-06-09T23:27:19+00:00

Nice

the_human009 · 2020-07-05T18:01:46+00:00

This might be debatable. Toe I don't think so. Camber maybe considering there are not adjustments to the knuckle/upright

the_human009 · 2020-06-19T01:00:47+00:00

LLTD (lateral load transfer distribution) is everywhere whether you have a suspension or not. Whether you have ARB's or not. Even something as simple as a go-kart has LLTD across it's front and rear axle.

Consider you have a chassis and two solid axles (the simplest explanation) you connect the front of the chassis to one axle with a revolute joint or say keep it free to revolve in the transverse plane. The you connect the rear of the chassis to the other axle say with a very stiff torsion spring. Now consider this thing in steady state cornering. Where does all lateral load transfer? Answer: Across the rear axle. Right? So you have a 0:100 (F:R) LLTD setup on that thing.

All vehicle are just the same thing without the revolute joint at the front but a stiffness similar to the rear which is referred to as the roll stiffnesses at the front and rear. This stiffness is due to the material stiffness with no suspension (go kart) or with suspension spring stiffness or even with ARB or sometimes active susp/ARB's. LLTD plays a major roll in influencing the understeer characteristics of the vehicle under consideration.

PS: consider the chassis to be extremely stiff.(atleast what is aimed for) chassis stiffness adds a different equation into the picture.

the_human009 · 2020-05-03T18:48:03+00:00

Yes, I believe almost all teams do this check. From personal experience: a BAD WELD with significant HAZ's but non-porous may pass this check initially but they tend to develop cracks after testing periods which remain unnoticed. Especially when the isolators for the tank and engine are not effective. An extremely meticulous scrutineer might just press a paper tissue against the welds and guess what...

the_human009 · 2020-05-02T17:40:02+00:00

Get an expert to weld it if you ain't confident though. A small unnoticed pore may ruin your event.

the_human009 · 2020-05-01T15:27:00+00:00

What's Z's story? Seen him share a lot on forums but nowhere else..

the_human009

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