2.1 State <strong>of</strong> the Art 14velocity vector <strong>for</strong> the extended three dimensional coordinate frame, and v i = [v ix v iy v iz ] Tis the three dimensional vector <strong>of</strong> the wheel center velocity (Figure 2.2(a)). The vectors d C =[d Cx d Cy d Cz ] T = −[x ICRG y ICRG z ICRG ] T and d i = [d ix d iy d iz ] T , instead, representrespectively the vector from the ICR G to the CoM and to the i th wheel/ground contact pointP i , expressed in the local frame.By considering only planar motion, i.e. d Cz , d iz , v z , v iz , ω x , ω y = 0, equations (2.2) lead to thefollowing relation:ω z = − v ixd iy= − v xd Cy= v iyd ix= v yd Cx, i = 1, . . . , 4 (2.3)Accordingly to the geometrical description in Figure 2.1, the coordinates <strong>of</strong> vectors d i aredefined as follows:d 1x = d 4x = d Cx − a = −x ICRG − ad 2x = d 3x = d Cx + b = −x ICRG + bd 1y = d 2y = d Cy + c = −y ICRG + c(2.4)d 3x = d 4x = d Cy − c = −y ICRG − c(a)(b)Figure 2.2: (a) Wheel linear and angular velocities; (b) Wheel <strong>for</strong>ces and torques.By combining equation (2.3) and (2.4), the following relations among the wheel velocitiesare obtained:v L v 1x = v 2x , v R v 3x = v 4x(2.5)v F v 2y = v 3y , v B v 1y = v 4y
2.1 State <strong>of</strong> the Art 15where v L , v R denote respectively the longitudinal coordinates <strong>of</strong> left and right wheel velocities,while v F , v B are the lateral coordinates <strong>of</strong> front and rear wheels velocities. Thesevelocities can be expressed in matrix <strong>for</strong>m by combing equations (2.5) and (2.3):⎡v Lv Rv F⎢⎣⎤⎥⎦v B⎡⎤1 −c⎡1 c v x=0 −x ICRG + b⎢⎣ω⎤⎥⎦z⎢⎣⎥⎦0 −x ICRG − a(2.6)Although the above relations are <strong>of</strong>ten used to obtain the kinematic model <strong>of</strong> SSMR, theassumption <strong>of</strong> non longitudinal slipping is highly restrictive <strong>for</strong> the accuracy <strong>of</strong> the model asthe slipping between the wheels and the ground usually is not negligible.We define the longitudinal wheel slip λ i at each wheel as the ratio between the difference <strong>of</strong>the wheel velocity and its center velocity, and the wheel velocity, namely:λ i = rω i − v ixrω i= − ∆v ixrω i, i = 1, . . . , 4 (2.7)where r is the so called effective radius <strong>of</strong> the wheels, ω i is the angular velocity <strong>of</strong> the i thwheel and ∆v ix = v ix − rω i is also called the longitudinal slip velocity <strong>of</strong> the i th wheel/groundcontact point P i . We note that λ 1 = λ 2 = λ L and λ 3 = λ 4 = λ R as ω 1 = ω 2 = ω L andω 3 = ω 4 = ω R , due to Assumption 4. It is also observed that under the above definition,λ i ∈ [0, 1] if the i th wheel is under traction (∆v ix < 0), and λ i ∈ (− inf, 0] if the wheel isunder braking (∆v ix > 0), which is undesirable <strong>for</strong> uni<strong>for</strong>mly modeling the wheel/groundfriction under traction and braking cases. To avoid such a problem, using the same treatmentas in [4], we restrict the magnitude <strong>of</strong> λ i to a maximum magnitude <strong>of</strong> 1, i.e. we take λ i = −1if λ i < −1 under braking.Let ICR l = (x ICRl , y ICRl , 0) and ICR r = (x ICRr , y ICRr , 0) denote the instantaneous center <strong>of</strong>rotation expressed in the local frame <strong>of</strong> the left-side and right-side wheel/ground contactpoints, respectively. It is known that ICR l , ICR r and ICR G lie on a line parallel to the y-axis [4], [5], [10], [16] (Figure 2.3). From the a<strong>for</strong>ementioned discussion and equation (2.3),we define the longitudinal ICR location s as follows:s = x ICRl = x ICRr = x ICRG = − v yω z(2.8)