Through an interview with Claudio Rainato, Andrea Iannone's electronics engineer, the Suzuki Ecstar team has published a interesting text summarizing the main points of electronics in MotoGP. A subject that we had already discussed with Maxime Reysz (Monster Yamaha Tech3) early last year.
Here is our full translation.
In 2016, just a year after Suzuki's return to MotoGP, a new rule came into effect, introducing what is known as 'one-stop software'. This laid the foundation for electronics shared by all teams and, of course, changed the way electronics were managed on the GSX-RRs.
Let's talk with Claudio Rainato, Electronics Engineer working with Andrea Iannone.
What do we mean by “electronic” in MotoGP?
“First, let's define what we mean by 'electronic' in MotoGP: unlike Formula 1, in MotoGP telemetry (live data transmission) is not allowed, which means that it There is no real-time transfer of digital information or data between motorcycles while they are riding. Our motorcycles are equipped with sensors, cables and a computer that collect data, and we can only download it once the motorcycle returns to the garage, via a wired connection. At the same time, we download maps and instructions before the bike leaves the garage to return to the track. »
Why do we talk about “one size fits all software” if everyone can customize their own settings?
“It's called single software because there is a single vendor for the hardware, Magneti Marelli, and some of the software logic is the same for everyone. Each manufacturer can then complete, integrate and interpret these basic logics and enrich them according to their experience, their needs and the requests of the pilots. The first major part is done in Japan, but then everything is checked and finalized on the circuits by the team engineers. »
How do electronics work?
“For us, electronics basically means two things: data, with the collection of information about vehicle dynamics, and engine management. The first is a unidirectional process: from the machine to our computers, and this represents a collection of information regarding the dynamics of the motorcycle and the behavior of the engine; the second is a two-way system: we collect information from the engine but we also send instructions to the ECU to tell it how to behave, for example regarding power, traction control, anti-wheelie and anti-wheelie. skating. This is called “mapping”: the set of instructions with which the ECU manages the engine. »
How is your usual work?
“Preparing for the race starts when we are still at home, with some generic parameters to adjust depending on the characteristics of the track and our experience. Then we arrive at the circuit and check the track, to see if there is anything different from the previous year or from the test, if we tested a few weeks before. New asphalt, for example, can greatly affect our basic parameters. Then we start the finalization work with the driver during the free practice sessions. Basically, when the rider returns from a session, we download the data and compare the information with what the rider tells us about how they feel. Then, we adjust the maps to improve the behavior of the machine in two main aspects: acceleration, with power management and traction control, and braking with engine braking. In this regard we have quite high precision because we can change the behavior of the motorcycle turn by turn. »
How can the rider modify the electronics while riding?
“The rider has three buttons on his left handlebar and, with these, he can change the maps, change the sensitivity of the traction control, and increase or decrease the engine braking. The maps are predefined by us, which means that it cannot change the individual parameters of the map, but can only switch to different configurations. While in the box we can change the mapping turn by turn, once the mapping is inserted into the motorcycle's ECU it cannot be changed, so if for example the rider increases the sensitivity of the anti- skating, this affects the behavior of the anti-skid system throughout the circuit and not just in one place on the track. »
Is the driver still important?
“Despite the fact that our calculations tend to be very precise, we cannot have automatic machines capable of running on their own. I would say that today the importance of electronics is 50/50 with vehicle dynamics, but the two combined still represent less than half of the importance of the driver. I would say that on a single lap, the electronics are not that important compared to the dynamics, but over the race distance, a good electronic configuration can help the tire management and the behavior of the chassis to improve. importance, round after round, up to 50/50. Basically, our end goal is to allow the rider to manage the throttle at 100% as often as possible, to allow a performance benchmark and put a limit that can help prevent crashes so the rider can concentrate on riding. the most efficient. As the pilot approaches the limit, we help him find it without getting hurt. »
What is the relationship with the pilot?
“During the sessions, the electronics engineer and the team leader are the two people who have the most intense communication with the pilot. We must listen to him, but also explain to him what we have done and make him understand what is happening. Being a pilot myself helps a little because it makes it easier to understand some of its sensations, reminding me of some of the experiences I had while piloting, despite being much less competitive ! »
STATS
– Approximate number of sensors: 50
– Approximate number of channels (sensors + data): 1000, including 600 managed by the computer, 400 managed by the software.
– Approximate amount of data managed for each session: 60 GB
– Approximate unloading time by mapping: 1 minute
– Approximate time to insert a map: 10 seconds
– Approximate length of wiring on a motorcycle: 200 meters
SENSOR TYPE
Position: Measure the distance or travel of moving elements.
Examples, suspension travel, clutch/brake lever travel, throttle body opening/rotation, throttle opening, gearbox selector travel.
Speed: Measure the speed of rotating elements. Examples, engine speed, wheel rotation speed.
Acceleration: Measure vehicle acceleration rates and vibration oscillations. Examples, wheel accelerometers, IMU.
Tilt: Estimation of the roll and pitch of the motorcycle (wheelie). Examples, inertial platform, measurement is carried out by combining accelerometers and gyroscopes, one per axis (XYZ)
Temperatures: Measurement of operating temperatures of the engine and other systems. Examples, water temperature, oil, brakes, ECU.
Pressure: Measurement of the pressure of the engine, hydraulic elements and the environment. Examples, oil pressure, brakes, clutch, air.
Force / Torque: Measurement of the forces applied by the driver and the motor. Examples, force applied to the gear shift lever by the rider to change gears, measurement of the torque provided by the motor.
GPS: Only for regulatory tests. Example, measuring the trajectory of the motorcycle on the circuit.
See the topic discussed with Maxime Reysz (Monster Yamaha Tech3)
