Page - 98 - in Integration of Advanced Driver Assistance Systems on Full-Vehicle Level - Parametrization of an Adaptive Cruise Control System Based on Test Drives

B. Vehicle Dynamics CG β rα yvv xvv fα δ ICR fl rl ICR-A x0 y0 zωv yFwf2 xFvf2 yFvf2 yFwr2 xFwr2 xFwf2 fW rW rv fv RrR fR v Figure B.1.: Single-Track Model, [HW10] vfFx, vfFy, vrFx and vrFy, measured in the vehicle coordinate system (vx,vy), act in the patch between wheel and road surface, [HW10]. Assumptions 1 and 2 lead to constant wheel loads and no pitch or roll movement of the vehicle during the simulation. Due to simplification 3, a linear tyre model that reads wFy=−cyα (B.2) can be used. The side slip angle is defined as α= arctan ( wvy wvx ) , (B.3) where the velocities in the front tyre coordinate systems are defined by[ wfvx wfvy ] ︸ ︷︷ ︸ wfvf = [ cosδ sinδ −sinδ cosδ ] ︸ ︷︷ ︸ Twf,v [ vvx vvy+vωz lf ] ︸ ︷︷ ︸ vvf (B.4) and the velocities for the rear tyres are given by[ wrvx wrvy ] ︸ ︷︷ ︸ wrvr = [ vvx vvy−vωz lr ] ︸ ︷︷ ︸ vvr . (B.5) 98