Seite - 46 - in Maximum Tire-Road Friction Coefficient Estimation

3 Vehicle model Longitudinal velocity v x in m/s Friction potential µmax 0 1 2 4681012 141618 0 0.5 1 0 1 2 4681012 141618 0 5 10 a) b) Longitudinal velocity v x in m/s Friction potential µmax Figure 3.3.: Mean relative deviations as a function of the vehicle’s speed vx and the friction potentialµmax for an ARB model variation in a double lane change (DLC) manoeuvre for a) ∆ay of the lateral accelerationay and b) ∆Fy,rl of the lateral tire forceFy,rl model. Whereas the effort to include varying tire load, steering ratio and the anti-roll bars is relatively low, the implementation of the tire dynamics require the inclusion of four additional differential equations for the lateral tire forces, see Section 3.3. 3.1.5. Results for longitudinal manoeuvres Tables 3.3 and 3.4 show the maximum mean relative deviations for the acceleration and braking manoeuvres, respectively. For both manoeuvres, the model setups with the highest influencearepresented indecreasingorder fromleft to right. As the investigated vehicle is front-wheel driven, the longitudinal tire forces at the rear axle do not exceed the 5 % limit for the acceleration manoeuvre. For the acceleration manoeuvres, the 46