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4 Sensitivity Analysis
5 10 15 20 25 30
0
1
1.5x 10
-5 b
a
x
= 0.45 in m/s2
f
s =0.1
f
s =0.3
f
s =0.5
f
s =0.7
f
s =0.9
b
a
x = 2.45 in m/s2 b
a
x = 0.45 in m/s2
b a
x
= 2.45 in m/s2
v
x,0 in m/s
5 10 15 20 25 30
â2.5
â2
â1.5
â1
â0.5
0 x 10 -3
5 10 15 20 25 30
0
1
2
3
4
5
6x 10
-4
5 10 15 20 25 30
â0.07
â0.06
â0.05
â0.04
â0.03
â0.02
â0.01
0
v
x,0 in m/s
f
s =0.5
f
s =0.7
f
s =0.9
v
x,0 in m/s vx,0 in m/s
Figure 4.4.: Dependenceof selectedsensitivitiesâvx/â”(left)andâÏfl/â”(right)ver-
sus the initial longitudinal velocity vx,0 for ” max = 1 for pure longitudinal
acceleration of 0.45 m/s2 (above) and 2.45 m/s2 (below) and different
scaling factors fswithin the simulation.
gorithm. Thus, it is not necessary to compensate for the influence of the longitudinal
speed. However, it has to be mentioned that within each driving state region as defined
in Figure 4.10, the initial longitudinal velocity vx,0 for the manoeuvres is the same.
Comparison of sensitivities for longitudinal and lateral manoeuvres
To ensure comparable results, simulations that start with longitudinal excitation and
then add lateral excitation (LQ) are compared to simulations that start the other way
around (QL) at the same”max and acceleration profiles. Both simulations are compared
at specific acceleration points.
72
Maximum Tire-Road Friction Coefficient Estimation
- Titel
- Maximum Tire-Road Friction Coefficient Estimation
- Autor
- Cornelia Lex
- Verlag
- Verlag der Technischen UniversitÀt Graz
- Ort
- Graz
- Datum
- 2015
- Sprache
- englisch
- Lizenz
- CC BY-NC-ND 3.0
- ISBN
- 978-3-85125-423-5
- Abmessungen
- 21.0 x 29.7 cm
- Seiten
- 189
- Kategorie
- Technik