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4 Sensitivity Analysis
-1
-0.8
-0.6
-0.4
-0.2
0
10 15 20 25 30 35 40 45 50
0
0.02
0.04
0.06
Time in s µmax=0.5
µmax=1
Figure 4.9.: Lateralvelocityvy andyawrate bωzversustimefortwodifferentµ max during
the simulatedmanoeuvres. Themaximumvalue for bay forbothsimulations
was 4 m/s2. In the case of bωz, the two different characteristics can barely
be distinguished.
-10 -5 0 5
0
1
2
3
4
5
6
7
8
b
a
x in m/s2
simulated
analysed
shown
1.
2. 3.
4.
5.
Figure 4.10.: Parameter space of simulated driving states (black lines), i.e. horizontal
chassis accelerations at the vehicle’s COG, and the classification into five
driving state regions (gray areas). Black dots show all the data points that
were analysed, and gray asterisks show the selected data points that are
discussed in detail in Figures 4.11 to 4.15. It is assumed that the vehicle
behaviour is similar for positive and negative lateral acceleration bay (i.e.
right and left turn).
79
Maximum Tire-Road Friction Coefficient Estimation
- Titel
- Maximum Tire-Road Friction Coefficient Estimation
- Autor
- Cornelia Lex
- Verlag
- Verlag der Technischen Universität 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