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5 Tire/road friction estimator
calculated for each wheel.
Section 5.4 provides a more detailed description of the observer and the necessary
measurements as well as vehicle and tire parameters. To calculate the tire forces for
theN different hypotheses or particles ofµmax, the horizontal tire model for combined
forces presented in Section 3.3 is used.
5.3.2. Friction potential and longitudinal tire force
Before presenting the observer structure in Section 5.4, it is important to mention some
reflectionsonthe influenceofµmax onthe longitudinal tire forceFx,i. Asdiscussed inSec-
tion 2.2.2, Boßdorf-Zimmer estimated both the slip angleα andµmax at the same time,
[BZ07, p.84-86]. To implement the non-linear tire behaviour in an extended Kalman
filter, he needed its derivatives to both α and µmax. He showed the lateral tire forces
and their derivatives versus bothα andµmax, [BZ07, p.84-86]. In the present work, the
longitudinal tire forces are needed rather than the lateral tire forces within the observer
model, see Section 5.4. Thus, Figure 5.2 shows the non-linear behaviour ofFx,i versus
both the longitudinal slip sx and the friction potential µ max. Longitudinal tire force
Fx,iwas calculated using the tire model shown in see Section 3.3 and parametrised with
longitudinal tire data, see Table D.3.
Figure 5.2 (above) shows Fx,i and its change ∆Fx,i/∆sx with respect to sx for two
µmax. It can be seen that the initial slope for both Fx,i and for ∆Fx,i/∆sx does not
depend on µmax. This is due to the tire model used, which, like most existing models,
does not include any dependence of the initial slip slope onµmax, although a small effect
has been empirically proven by Dieckmann, [Die92, p.32-45], see also Section 2.2.2.
Only for higher values of sx, does µ max show a distinguishable characteristic up until
about 8 %. Figure 5.2 (bottom) shows Fx,i and its change ∆Fx,i/∆µ max with respect
to µmax for two sx. In these cases, it can be seen that the behaviour with respect
to sx is distinguishable. For small values of sx (e.g. 0.5 % as shown in Figure 5.2),
∆Fx,i/∆µ max is small. In contrast, the change inFx,i is higher for higher sx, as shown
for 6 %. According to Boßdorf-Zimmer, this shows that it is possible to simultaneously
estimateµmax and sx in an observer because the range of influence onFx,i is a different
one. Although very promising, simultaneous estimation of sx was not investigated in
this thesis.
98
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