stanford-oval/wikipedia huggingface dataset:
拉韦里

| 拉韦里 La Verrie |
| --- | --- |
 法國旧市镇 (今属于尚韦里)

   徽章
拉韦里的位置  
拉韦里显示法国的地图拉韦里显示旺代省的地图
坐标：46°57′40″N 0°59′42″W﻿ / ﻿46.9611°N 0.995°W﻿ / 46.9611; -0.995
国家:  法國
大区:  
省:  旺代省
区: 永河畔拉罗什区
市镇: 尚韦里
面积1
 • 总计: 43.11 平方公里（16.64 平方英里）
人口（2018年）
 • 总计: 3,922人
 • 密度: 91人/平方公里（236人/平方英里）
时区: CET（UTC+01:00）
 • 夏时制: CEST（UTC+02:00）
邮政编码: 85130
INSEE: 85302 
省级选区: 塞夫尔河畔莫尔塔涅县（英语：）
海拔: 57—213（187—699英尺） （平均：135米）
網站: http://www.laverrie.fr/
1法國統計部門在計算土地面積時，不計算面積大於1平方公里的湖泊、池塘、冰川和河口。 2「人口不重複計算」：擁有多重居住地的居民（如：學生和軍人）僅計算一次。
拉韦里（法語：，法语发音：[la vɛʁi]）是法国卢瓦尔河地区大区旺代省的一个旧市镇，位于该省东北部，属于永河畔拉罗什区。2019年，拉韦里与市镇尚布勒托合并为新市镇尚韦里，拉韦里为新市镇行政中心。
地理

拉韦里（46°57'40"N, 0°59'42"W）面积43.11 平方千米，位于法国卢瓦尔河地区大区旺代省，该省份为法国西部沿海省份，北起大西洋卢瓦尔省和曼恩-卢瓦尔省，西临大西洋，南至滨海夏朗德省，东部及东南部与德塞夫勒省接壤。
与拉韦里接壤的市镇（或旧市镇、城区）包括：塞夫尔河畔莫尔塔涅、尚布勒托、拉戈布勒蒂耶尔、圣欧班德索尔莫、塞夫尔河畔圣洛朗、圣马洛迪布瓦、圣马丹德蒂约勒。
拉韦里的时区为UTC+01:00、UTC+02:00（夏令时）。
行政

拉韦里的邮政编码为85130，INSEE市镇编码为85302。
政治

拉韦里所属的省级选区为塞夫尔河畔莫尔塔涅县（英语：）。
人口

拉韦里于2018年1月1日时的人口数量为3922人。
拉韦里的OSM定位图
1962-2008年间拉韦里人口变化图示
李能 (明朝)

李能（1432年—？），字時舉，直隸大名府內黃縣人，明朝政治人物。進士出身。
生平

順天府鄉試第五十三名。成化二年（1466年）丙戌科會試第三百二十名，殿試登進士第三甲第二百四十三名。
家族

曾祖李大成。祖父李榮。父亲李敬。
参考

↑  《天一阁藏明代科举录选刊·登科录》（《成化二年进士登科录》）
拉福

| 拉福 Laffaux |
| --- | --- |
 法國市镇

拉福的位置  
拉福显示法国的地图拉福显示埃纳省的地图
坐标：49°26′55″N 3°25′31″E﻿ / ﻿49.4486°N 3.4253°E﻿ / 49.4486; 3.4253
国家:  法國
大区:  上法蘭西大區
省:  埃纳省
区: 苏瓦松区
面积1
 • 市镇: 6.76 平方公里（2.61 平方英里）
人口（2021年）
 • 市镇: 152人
 • 密度: 22.5人/平方公里（58.2人/平方英里）
时区: CET（UTC+01:00）
 • 夏时制: CEST（UTC+02:00）
邮政编码: 02880
INSEE: 02400 
省级选区: 塔德努瓦地区费尔县（英语：）
海拔: 79—172（259—564英尺） （平均：125.5米）
網站: https://laffaux.com/
1法國統計部門在計算土地面積時，不計算面積大於1平方公里的湖泊、池塘、冰川和河口。 2「人口不重複計算」：擁有多重居住地的居民（如：學生和軍人）僅計算一次。
拉福（法語：，法语发音：[lafo]）是法国上法蘭西大區埃纳省的一个市镇，属于苏瓦松区。
地理

拉福（49°26'55"N, 3°25'31"E）面积6.76 平方千米，位于法国上法蘭西大區埃纳省，该省份为法国北部内陆省份，北起北部省，西接索姆省和瓦兹省，东临阿登省和马恩省，西南至塞纳-马恩省，东北部与比利时接壤。
与拉福接壤的市镇（或旧市镇、城区）包括：阿勒芒、马尔日瓦勒、楠特伊拉福斯、讷维尔-叙马尔日瓦勒、沃克萨永。
拉福的时区为UTC+01:00、UTC+02:00（夏令时）。
行政

拉福的邮政编码为02880，INSEE市镇编码为02400。
政治

拉福所属的省级选区为塔德努瓦地区费尔县（英语：）。
人口

拉福于2021年1月1日时的人口数量为152人。
拉福的OSM定位图
1962-2008年间拉福人口变化图示
1818年10月29日日食

| 1818年10月29日日食 |
| --- | --- |
1818年10月29日日全食路徑圖
日食類型
性質: 日全食
伽瑪: -0.5524
食分: 1.0241
食甚（定義）
持續時間: 1分51秒
日食帶寬度: 98公里
時間（UTC）
食甚: 17:07:10
參考
沙羅周期: [[日食沙羅週期140|140]]（次中的第次）
 這次日食已經結束(更新)
1818年10月29日日食为一次在协调世界时1818年10月29日出現的日全食。該次日食食分為1.0241，食甚維持1分51秒。新月當天（即朔日），地球上觀測到月球和太阳的角距離極小，此時月球如果恰好在月球交點附近，穿過太阳和地球之間，與地球、太阳接近一直線，則會出現日食。月球本影接觸地表而使該區域完全得不到陽光，就會形成日全食，同時在本影兩側數千公里的半影範圍內遮擋部分陽光，則形成日偏食。
概述

這次日食的食分是1.0241，全食維持1分51秒。
基本參數

本段時間均以（）為準。
類型：日全食
食甚資料：
日期：1818年10月29日
時間：17時7分10秒
地點：43S 99W
食分：1.0241
日全食持續時間：1分51秒
相關日食

沙羅周期長度為18年11天。本次日食屬於沙羅周期140，共包含71次日食，依次為1512年4月16日至1638年7月11日的8次日偏食、1656年7月21日至1836年11月9日的11次日全食、1854年11月20日至1908年12月23日的4次全環食（亦稱混合食）、1927年1月3日至2485年12月7日的32次日環食、2503年12月19日至2774年6月1日的16次日偏食，總共歷時1262.11年。其中最長的全食發生於1692年8月12日，共持續了4分10秒。
下表列舉了1901年至2100年間發生的屬於該周期的日食，是第23至33次：
| 23 | 24 | 25 |
| --- | --- | --- |
|  1908年12月23日 |  1927年1月3日 |  1945年1月14日 |
| 26 | 27 | 28 |
|  1963年1月25日 |  1981年2月4日 |  1999年2月16日 |
| 29 | 30 | 31 |
|  2017年2月26日 |  2035年3月9日 |  2053年3月20日 |
| 32 | 33 |  |
|  2071年3月31日 |  2089年4月10日 |  |
參見

日食主题
19世紀日食列表
日食沙羅週期140
參考資料

↑  . NASA.   [2009-07-26]. （原始内容存档于2015-01-12） （英语）.
↑  樊忠玉. . 中国天文科普网. 2010-01-23  [2015-08-04]. （原始内容存档于2014-09-17） （中文（中国大陆））.
↑  Fred Espenak. . NASA Eclipse Web Site. （英文）
外部連結

NASA日食專頁（页面存档备份，存于）（英文）
条纹眶棘鲈

| 条纹眶棘鲈 |
| --- | --- |

科学分类 
界：: 动物界 Animalia
门：: 脊索动物门 Chordata
纲：: 綱 Actinopteri
目：: 鲈形目 Perciformes
科：: 金线鱼科 Nemipteridae
属：: 眶棘鲈属 Scolopsis
种：: 条纹眶棘鲈 S. taeniopterus
二名法
Scolopsis taeniopterus Cuvier et Valenciennes, 1830

条纹眶棘鲈（学名：）为眶棘鲈科眶棘鲈属的鱼类。分布于印度尼西亚至中国，包括南海、台湾海峡南部等海域。该物种的模式产地在爪哇。
拉艾德卡勒维尔

| 拉艾德卡勒维尔 La Haye-de-Calleville |
| --- | --- |
 法國市镇

拉艾德卡勒维尔的位置  
拉艾德卡勒维尔显示法国的地图拉艾德卡勒维尔显示厄尔省的地图
坐标：49°11′11″N 0°47′08″E﻿ / ﻿49.1864°N 0.7856°E﻿ / 49.1864; 0.7856
国家:  法國
大区:  
省:  厄尔省
面积1
 • 市镇: 2.95 平方公里（1.14 平方英里）
人口（2021年）
 • 市镇: 252人
 • 密度: 85.4人/平方公里（221人/平方英里）
时区: CET（UTC+01:00）
 • 夏时制: CEST（UTC+02:00）
邮政编码: 27800
INSEE: 27318 
省级选区: 布里奥讷县（英语：）
海拔: 68—143（223—469英尺） （平均：105.5米）
1法國統計部門在計算土地面積時，不計算面積大於1平方公里的湖泊、池塘、冰川和河口。 2「人口不重複計算」：擁有多重居住地的居民（如：學生和軍人）僅計算一次。
拉艾德卡勒维尔（法語：，法语发音：[la ɛ də kalvil]，意为“卡勒维尔的拉艾”）是法国厄尔省的一个市镇，属于贝尔奈区。
地理

拉艾德卡勒维尔（49°11'11"N, 0°47'8"E）面积2.95 平方千米，位于法国诺曼底大区厄尔省，该省份为法国北部内陆省份，北起滨海塞纳省，西接奧恩省和卡爾瓦多斯省，南至厄尔-卢瓦省，东临瓦兹省、瓦兹河谷省和伊夫林省。
与拉艾德卡勒维尔接壤的市镇（或旧市镇、城区）包括：卡勒维尔、阿库尔、拉讷维尔迪博斯克。
拉艾德卡勒维尔的时区为UTC+01:00、UTC+02:00（夏令时）。
行政

拉艾德卡勒维尔的邮政编码为27800，INSEE市镇编码为27318。
政治

拉艾德卡勒维尔所属的省级选区为布里奥讷县（英语：）。
人口

拉艾德卡勒维尔于2021年1月1日时的人口数量为252人。
拉艾德卡勒维尔的OSM定位图
1962-2008年间拉艾德卡勒维尔人口变化图示
拉莫特-卡普德维尔

| 拉莫特-卡普德维尔 Lamothe-Capdeville |
| --- | --- |
 法國市镇

   徽章
拉莫特-卡普德维尔的位置  
拉莫特-卡普德维尔显示法国的地图拉莫特-卡普德维尔显示塔恩-加龙省的地图
坐标：44°04′30″N 1°22′12″E﻿ / ﻿44.075°N 1.37°E﻿ / 44.075; 1.37
国家:  法國
大区:  奧克西塔尼大區
省:  塔恩-加龙省
区: 蒙托邦区
面积1
 • 市镇: 11.92 平方公里（4.60 平方英里）
人口（2021年）
 • 市镇: 1,053人
 • 密度: 88.3人/平方公里（229人/平方英里）
时区: CET（UTC+01:00）
 • 夏时制: CEST（UTC+02:00）
邮政编码: 82130
INSEE: 82090 
省级选区: 凯尔西-阿韦龙县（英语：）
海拔: 73—247（240—810英尺） （平均：175米）
網站: http://www.lamothe-capdeville.fr
1法國統計部門在計算土地面積時，不計算面積大於1平方公里的湖泊、池塘、冰川和河口。 2「人口不重複計算」：擁有多重居住地的居民（如：學生和軍人）僅計算一次。
拉莫特-卡普德维尔（法語：，法语发音：[lamɔt kapdəvil]；奧克語：）是法国奥克西塔尼大区塔恩-加龙省的一个市镇，位于该省中部，阿韦龙河右岸，属于蒙托邦区和大蒙托邦城市圈公共社区。该市镇由拉莫特（）和卡普德维尔（）等村镇组成。
地理

拉莫特-卡普德维尔（44°4'30"N, 1°22'12"E）面积11.92 平方千米，位于法国奧克西塔尼大區塔恩-加龙省，该省份为法国西南部内陆省份，北起顺时针与洛特省、阿韦龙省、塔恩省、上加龙省、热尔省和洛特-加龙省接壤。
与拉莫特-卡普德维尔接壤的市镇（或旧市镇、城区）包括：阿尔比亚斯、洛诺尔德科斯、蒙托邦。
拉莫特-卡普德维尔的时区为UTC+01:00、UTC+02:00（夏令时）。
行政

拉莫特-卡普德维尔的邮政编码为82130，INSEE市镇编码为82090。
政治

拉莫特-卡普德维尔所属的省级选区为凯尔西-阿韦龙县（英语：）。
交通

塔恩-加龙省省道D69线和D78线在市中心交汇。
人口

拉莫特-卡普德维尔于2021年1月1日时的人口数量为1053人。
拉莫特-卡普德维尔的OSM定位图
1962-2008年间拉莫特-卡普德维尔人口变化图示
汽车操控

汽车操控和车辆操控是指驾驶员對轮式车辆的控制，以及駕駛員能否讓車輛沿著一定的轨道或道路行駛。通常人們根据车辆在转弯、加速和制动期间的表现，以及车辆在稳定状态下行驶时的方向稳定性来判断驾驶员的水準。
在汽车产业中，駕駛和制动是车辆安全性的主要组成部分，也可以從中看出汽车运动中駕駛員的能力。
影响汽车操控的因素 > 重量分布

条目：Weight distribution
已隱藏部分未翻譯内容，歡迎參與。
影响汽车操控的因素 > 重量分布 > 重心高度

The centre of mass height, also known as the centre of gravity height, or CGZ, relative to the track, determines load transfer (related to, but not exactly weight transfer) from side to side and causes body lean. When tires of a vehicle provide a centripetal force to pull it around a turn, the momentum of the vehicle actuates load transfer in a direction going from the vehicle's current position to a point on a path tangent to the vehicle's path. This load transfer presents itself in the form of body lean. In extreme circumstances, the vehicle may roll over.
Height of the centre of mass relative to the wheelbase determines load transfer between front and rear. The car's momentum acts at its centre of mass to tilt the car forward or backward, respectively during braking and acceleration. Since it is only the downward force that changes and not the location of the centre of mass, the effect on over/under steer is opposite to that of an actual change in the centre of mass. When a car is braking, the downward load on the front tires increases and that on the rear decreases, with corresponding change in their ability to take sideways load.
A lower centre of mass is a principal performance advantage of sports cars, compared to sedans and (especially) SUVs. Some cars have body panels made of lightweight materials partly for this reason.
Body lean can also be controlled by the springs, anti-roll bars or the roll center heights.
| Model | Model year | CoG height |
| --- | --- | --- |
| Dodge Ram B-150 | 1987 | 85（33英寸） |
| Chevrolet Tahoe | 1998 | 72（28英寸） |
| Lotus Elise | 2000 | 47（19英寸） |
| Tesla Model S | 2014 | 46（18英寸） |
| Chevrolet Corvette (C7) Z51 | 2014 | 44.5（18英寸） |
| Alfa Romeo 4C | 2013 | 40（16英寸） |
| Formula 1 Car | 2017 | 25 centimetres (10 in) |
影响汽车操控的因素 > 重量分布 > 重心

In steady-state cornering, front-heavy cars tend to understeer and rear-heavy cars to oversteer (Understeer & Oversteer explained), all other things being equal. The mid-engine design seeks to achieve the ideal center of mass, though front-engine design has the advantage of permitting a more practical engine-passenger-baggage layout. All other parameters being equal, at the hands of an expert driver a neutrally balanced mid-engine car can corner faster, but a FR (front-engined, rear-wheel drive) layout car is easier to drive at the limit.
The rearward weight bias preferred by sports and racing cars results from handling effects during the transition from straight-ahead to cornering. During corner entry the front tires, in addition to generating part of the lateral force required to accelerate the car's centre of mass into the turn, also generate a torque about the car's vertical axis that starts the car rotating into the turn.  However, the lateral force being generated by the rear tires is acting in the opposite torsional sense, trying to rotate the car out of the turn. For this reason, a car with "50/50" weight distribution will understeer on initial corner entry. To avoid this problem, sports and racing cars often have a more rearward weight distribution. In the case of pure racing cars, this is typically between "40/60" and "35/65".[來源請求] This gives the front tires an advantage in overcoming the car's moment of inertia (yaw angular inertia), thus reducing corner-entry understeer.
Using wheels and tires of different sizes (proportional to the weight carried by each end) is a lever automakers can use to fine tune the resulting over/understeer characteristics.
影响汽车操控的因素 > 重量分布 > Roll angular inertia

This increases the time it takes to settle down and follow the steering. It depends on the (square of the) height and width, and (for a uniform mass distribution) can be approximately calculated by the equation:   I=M(height^{2}+width^{2})/12.
Greater width, then, though it counteracts center of gravity height, hurts handling by increasing angular inertia. Some high performance cars have light materials in their fenders and roofs partly for this reason
影响汽车操控的因素 > 重量分布 > Yaw and pitch angular inertia (polar moment)

Unless the vehicle is very short, compared to its height or width, these are about equal. Angular inertia determines the rotational inertia of an object for a given rate of rotation. The yaw angular inertia tends to keep the direction the car is pointing changing at a constant rate. This makes it slower to swerve or go into a tight curve, and it also makes it slower to turn straight again. The pitch angular inertia detracts from the ability of the suspension to keep front and back tire loadings constant on uneven surfaces and therefore contributes to bump steer. Angular inertia is an integral over the square of the distance from the center of gravity, so it favors small cars even though the lever arms (wheelbase and track) also increase with scale. (Since cars have reasonable symmetrical shapes, the off-diagonal terms of the angular inertia tensor can usually be ignored.) Mass near the ends of a car can be avoided, without re-designing it to be shorter, by the use of light materials for bumpers and fenders or by deleting them entirely. If most of the weight is in the middle of the car then the vehicle will be easier to spin, and therefore will react quicker to a turn.
影响汽车操控的因素 > 悬挂

Automobile suspensions have many variable characteristics, which are generally different in the front and rear and all of which affect handling. Some of these are: spring rate, damping, straight ahead camber angle, camber change with wheel travel, roll center height and the flexibility and vibration modes of the suspension elements. Suspension also affects unsprung weight.
Many cars have suspension that connects the wheels on the two sides, either by a sway bar and/or by a solid axle. The Citroën 2CV has interaction between the front and rear suspension.
The flexing of the frame interacts with the suspension. (See below.)
影响汽车操控的因素 > Spring rate

The following types of springs are commonly used for automobile suspension, variable rate springs and linear rate springs. When a load is applied to a linear rate spring the spring compresses an amount directly proportional to the load applied. This type of spring is commonly used in road racing applications when ride quality is not a concern. A linear spring will behave the same at all times. This provides predictable handling characteristics during high speed cornering, acceleration and braking. Variable springs have low initial springs rates. The spring rate gradually increases as it is compressed. In simple terms the spring becomes stiffer as it is compressed. The ends of the spring are wound tighter to produce a lower spring rate. When driving this cushions small road imperfections improving ride quality. However once the spring is compressed to a certain point the spring is not wound as tight providing a higher (stiffer) spring rate. This prevents excessive suspension compression and prevents dangerous body roll, which could lead to a roll over. Variable rate springs are used in cars designed for comfort as well as off-road racing vehicles. In off-road racing they allow a vehicle to absorb the violent shock from a jump effectively as well as absorb small bumps along the off-road terrain effectively.
影响汽车操控的因素 > Spring rate > Suspension travel

The severe handling vice of the TR3B and related cars was caused by running out of suspension travel. (See below.) Other vehicles will run out of suspension travel with some combination of bumps and turns, with similarly catastrophic effect. Excessively modified cars also may encounter this problem.
影响汽车操控的因素 > 轮胎

In general, softer rubber, higher hysteresis rubber and stiffer cord configurations increase road holding and improve handling. On most types of poor surfaces, large diameter wheels perform better than lower wider wheels. The depth of tread remaining greatly affects aquaplaning (riding over deep water without reaching the road surface). Increasing tire pressures reduces their slip angle, but lessening the contact area is detrimental in usual surface conditions and should be used with caution.
The amount a tire meets the road is an equation between the weight of the car and the type (and size) of its tire. A 1000 kg car can depress a 185/65/15 tire more than a 215/45/15 tire longitudinally thus having better linear grip and better braking distance not to mention better aquaplaning performance, while the wider tires have better (dry) cornering resistance.
The contemporary chemical make-up of tires is dependent of the ambient and road temperatures. Ideally a tire should be soft enough to conform to the road surface (thus having good grip), but be hard enough to last for enough duration (distance) to be economically feasible. It is usually a good idea having different set of summer and winter tires for climates having these temperatures.
影响汽车操控的因素 > Track and wheelbase

The axle track provides the resistance to lateral weight transfer and body lean. The wheelbase provides resistance to longitudinal weight transfer and to pitch angular inertia, and provides the torque lever arm to rotate the car when swerving.  The wheelbase, however, is less important than angular inertia (polar moment) to the vehicle's ability to swerve quickly.
The wheelbase contributes to the vehicle's turning radius, which is also a handling characteristic.
影响汽车操控的因素 > Unsprung weight

Ignoring the flexing of other components, a car can be modeled as the sprung weight, carried by the springs, carried by the unsprung weight, carried by the tires, carried by the road. Unsprung weight is more properly regarded as a mass which has its own inherent inertia separate from the rest of the vehicle. When a wheel is pushed upwards by a bump in the road, the inertia of the wheel will cause it to be carried further upward above the height of the bump. If the force of the push is sufficiently large, the inertia of the wheel will cause the tire to completely lift off the road surface resulting in a loss of traction and control. Similarly when crossing into a sudden ground depression, the inertia of the wheel slows the rate at which it descends. If the wheel inertia is large enough, the wheel may be temporarily separated from the road surface before it has descended back into contact with the road surface.
This unsprung weight is cushioned from uneven road surfaces only by the compressive resilience of the tire (and wire wheels if fitted), which aids the wheel in remaining in contact with the road surface when the wheel inertia prevents close-following of the ground surface. However, the compressive resilience of the tire results in rolling resistance which requires additional kinetic energy to overcome, and the rolling resistance is expended in the tire as heat due to the flexing of the rubber and steel bands in the sidewalls of the tires. To reduce rolling resistance for improved fuel economy and to avoid overheating and failure of tires at high speed, tires are designed to have limited internal damping.
So the "wheel bounce" due to wheel inertia, or resonant motion of the unsprung weight moving up and down on the springiness of the tire, is only poorly damped, mainly by the dampers or shock absorbers of the suspension. For these reasons, high unsprung weight reduces road holding and increases unpredictable changes in direction on rough surfaces (as well as degrading ride comfort and increasing mechanical loads).
This unsprung weight includes the wheels and tires, usually the brakes, plus some percentage of the suspension, depending on how much of the suspension moves with the body and how much with the wheels; for instance a solid axle suspension is completely unsprung. The main factors that improve unsprung weight are a sprung differential (as opposed to live axle) and inboard brakes. (The De Dion tube suspension operates much as a live axle does, but represents an improvement because the differential is mounted to the body, thereby reducing the unsprung weight.) Wheel materials and sizes will also have an effect. Aluminium alloy wheels are common due to their weight characteristics which help to reduce unsprung mass. Magnesium alloy wheels are even lighter but corrode easily.
Since only the brakes on the driving wheels can easily be inboard, the Citroën 2CV had inertial dampers on its rear wheel hubs to damp only wheel bounce.
影响汽车操控的因素 > Aerodynamics

Aerodynamic forces are generally proportional to the square of the air speed, therefore car aerodynamics become rapidly more important as speed increases. Like darts, aeroplanes, etc., cars can be stabilised by fins and other rear aerodynamic devices. However, in addition to this cars also use downforce or "negative lift" to improve road holding. This is prominent on many types of racing cars, but is also used on most passenger cars to some degree, if only to counteract the tendency for the car to otherwise produce positive lift.
In addition to providing increased adhesion, car aerodynamics are frequently designed to compensate for the inherent increase in oversteer as cornering speed increases. When a car corners, it must rotate about its vertical axis as well as translate its center of mass in an arc. However, in a tight-radius (lower speed) corner the angular velocity of the car is high, while in a longer-radius (higher speed) corner the angular velocity is much lower. Therefore, the front tires have a more difficult time overcoming the car's moment of inertia during corner entry at low speed, and much less difficulty as the cornering speed increases. So the natural tendency of any car is to understeer on entry to low-speed corners and oversteer on entry to high-speed corners. To compensate for this unavoidable effect, car designers often bias the car's handling toward less corner-entry understeer (such as by lowering the front roll center), and add rearward bias to the aerodynamic downforce to compensate in higher-speed corners. The rearward aerodynamic bias may be achieved by an airfoil or "spoiler" mounted near the rear of the car, but a useful effect can also be achieved by careful shaping of the body as a whole, particularly the aft areas.
In recent years, aerodynamics have become an area of increasing focus by racing teams as well as car manufacturers. Advanced tools such as wind tunnels and computational fluid dynamics (CFD) have allowed engineers to optimize the handling characteristics of vehicles. Advanced wind tunnels such as Wind Shear's Full Scale, Rolling Road, Automotive Wind Tunnel recently built in Concord, North Carolina have taken the simulation of on-road conditions to the ultimate level of accuracy and repeatability under very controlled conditions. CFD has similarly been used as a tool to simulate aerodynamic conditions but through the use of extremely advanced computers and software to duplicate the car's design digitally then "test" that design on the computer.
影响汽车操控的因素 > Delivery of power to the wheels and brakes

The coefficient of friction of rubber on the road limits the magnitude of the vector sum of the transverse and longitudinal force. So the driven wheels or those supplying the most braking tend to slip sideways. This phenomenon is often explained by use of the circle of forces model.
One reason that sports cars are usually rear wheel drive is that power induced oversteer is useful, to a skilled driver, for tight curves. The weight transfer under acceleration has the opposite effect and either may dominate, depending on the conditions. Inducing oversteer by applying power in a front wheel drive car is possible via proper use of "Left-foot braking." In any case, this is not an important safety issue, because power is not normally used in emergency situations. Using low gears down steep hills may cause some oversteer.
The effect of braking on handling is complicated by load transfer, which is proportional to the (negative) acceleration times the ratio of the center of gravity height to the wheelbase. The difficulty is that the acceleration at the limit of adhesion depends on the road surface, so with the same ratio of front to back braking force, a car will understeer under braking on slick surfaces and oversteer under hard braking on solid surfaces. Most modern cars combat this by varying the distribution of braking in some way. This is important with a high center of gravity, but it is also done on low center of gravity cars, from which a higher level of performance is expected.