Page - 51 - in Integration of Advanced Driver Assistance Systems on Full-Vehicle Level - Parametrization of an Adaptive Cruise Control System Based on Test Drives

4.3. Test Drives Table 4.2.: Test route in and around the city of Graz Start End Overall City Inter- Motorway Purpose length [km] [%] urban [%] [%] A B 9 100 0 0 adaptation to vehicle B C 4.4 17 83 0 data recording C B 4.4 17 83 0 data recording B C 4.4 17 83 0 data recording C D 12 0 0 100 data recording D A 5.4 100 0 0 data recording omitting the roll andpitchmovementof thevehiclebody. Figure4.4 showsacomparison of thismeasurementandtheobserveroutput illustratingtheside slipangleβ, thevehicle yaw rate vωz, the steering angle of the front wheel δ, the lateral accelerations vay and the vehicle speed vvx over time t. The upper two graphs show the measured side slip angle and yaw rate (grey) and the output of the observer (black). It is impressive that the estimation of the side slip angle works very well, even at high accelerations and at combined lateral and longitudinal accelerations. 4.3. Test Drives The test drives were conducted in and around the city of Graz, Austria. First, test drives without precisely defined routes and no target vehicle were made, which were called the basic study. These measurements were made with just two different drives with an overall distance of 139.5km. Next, test drives with ten different probands were made, each on a defined route. These tests are called the proband study. Figure 4.5 shows an illustration of the route. Each test starts at point A at the Institute of Automotive Engineering of Graz University of Technology. To get familiar with the test vehicle, the probands drive to point B, the church of the village Autal, without recording the data. At B, the data recording starts, and the route leads to point C, Laßnitzho¨he. The probands then drive from C to B, and again fromBtoC.Thenextpartof the test routegoes fromLaßnitzho¨he topointD, the motorway exit Graz-Puchwerke using the A2 motorway. From D, the route leads back to A (i.e. the institute) using the L370 and L311 through the city of Graz. This route results in a travelled distance of 16.64km in the city, 10.96km inter-urban and 12.00km on motorways. Each proband travelled a distance of 39.6km, but only 30.6km were recorded. This leads to an overall distance of 306.2km of recorded data. Table 4.2 lists the distribution of city, inter-urban and motorway for the different parts of the route. Table 4.3 provides an overview of the main parameters of the test drives. At the begin- ning of the test drives, the probands were asked whether they would describe themselves as comfort-oriented drivers or dynamic drivers. Two female and ten male drivers drove 51