参考链接如下:
Vehicle Dyanmics and Control
2. Dynamic bicycle model
2.1 Review: Dynamics of a rigid body
Translatory motion
Consider a point P with mass m in
R
3
\R^3
R3. Let
r
P
→
(
t
)
∈
R
3
\overrightarrow{r_P}(t)\in\R^3
rP(t)∈R3 be its position in an inertial reference frame, and
v
P
→
(
t
)
∈
R
3
\overrightarrow{v_P}(t)\in\R^3
vP(t)∈R3 its velocity, and
a
P
→
(
t
)
∈
R
3
\overrightarrow{a_P}(t)\in\R^3
aP(t)∈R3 its acceleration.
- The (linear) momentum of P is defined as p P → ( t ) = m ( t ) v P → ( t ) \overrightarrow{p_P}(t)=m(t)\overrightarrow{v_P}(t) pP(t)=m(t)vP(t).
- By Newton’s second law,
d
p
P
→
(
t
)
d
t
=
∑
i
F
i
→
(
t
)
\frac{d\overrightarrow{p_P}(t)}{dt}=\sum_i\overrightarrow{F_i}(t)
dtdpP(t)=∑iFi(t), or if m(t) is constant.
m
a
P
→
(
t
)
=
∑
i
F
i
→
(
t
)
m\overrightarrow{a_P}(t)=\sum_i\overrightarrow{F_i}(t)
maP(t)=∑iFi(t), where
F
i
→
(
t
)
\overrightarrow{F_i}(t)
Fi(t) represent all forces acting on the point mass P.
Consider a rigid body B with mass m in R 3 \R^3 R3. Let r c → ( t ) ∈ R 3 \overrightarrow{r_c}(t)\in\R^3 rc(t)∈R3 be the position of its center of gravity C in an inertial reference frame, and v C → ( t ) ∈ R 3 \overrightarrow{v_C}(t)\in\R^3 vC(t)∈R3 its velocity, and a C → ( t ) ∈ R 3 \overrightarrow{a_C}(t)\in\R^3 aC(t)∈R3 its acceleration.
- The (linear) momentum of B is defined as p B → ( t ) = m ( t ) v C → ( t ) \overrightarrow{p_B}(t)=m(t)\overrightarrow{v_C}(t) pB(t)=m(t)vC(t).
- By the center-of-gravity principle, the center of gravity of a rigid body behaves like a point mass with mass m and as if all forces acting anywhere on the rigid body were acting directly on this point mass:
d
p
B
→
(
t
)
d
t
=
∑
i
F
i
→
(
t
)
\frac{d\overrightarrow{p_B}(t)}{dt}=\sum_i\overrightarrow{F_i}(t)
dtdpB(t)=∑iFi(t), or if m(t) is constant.
m
a
C
→
(
t
)
=
∑
i
F
i
→
(
t
)
m\overrightarrow{a_C}(t)=\sum_i\overrightarrow{F_i}(t)
maC(t)=∑iFi(t), where
F
i
→
(
t
)
\overrightarrow{F_i}(t)
Fi(t) represent all forces acting on the rigid body B.
Rotatory motion
Consider a rigid body B with mass m in
R
3
\R^3
R3. For the rotatory motion, also the geometric shape of B and the spatial distribution of its mass is important.
- Let the reference point C be the body’s center of gravity. (Alternatively, C may be chosen as a fixed point in the body frame that is also a fixed point in the inertial frame.)
- Let
ρ
(
x
,
y
,
z
)
\rho(x,y,z)
ρ(x,y,z) be the body’s density function, so that
m
=
∫
B
d
m
=
∫
B
ρ
(
x
,
y
,
z
)
d
x
d
y
d
z
m=\int_{B}dm=\int_{B}\rho(x,y,z)dxdydz
m=∫Bdm=∫Bρ(x,y,z)dxdydz.
- The inertia tensor of B is defined as
- Let
ω
→
\overrightarrow\omega
ω be the vector of angular velocities of the rigid body about the x-, y-, z-axes:
ω → = [ ω x ω y ω z ] \overrightarrow\omega= \left[\begin{array}{c} \omega_x \\ \omega_y \\ \omega_z \end{array}\right] ω= ωxωyωz - The angular momentum
L
→
(
c
)
\overrightarrow L^{(c)}
L(c) of the rigid body (w.r.t. C) is given by
L
→
(
c
)
=
Θ
ω
→
\overrightarrow L^{(c)}=\Theta\overrightarrow\omega
L(c)=Θω.
- By the angular momentum principle,
d
d
t
L
→
(
c
)
(
t
)
=
∑
i
M
i
(
c
)
→
(
t
)
\frac{d}{dt}\overrightarrow L^{(c)}(t)=\sum_i\overrightarrow{M^{(c)}_i}(t)
dtdL(c)(t)=∑iMi(c)(t), or if
Θ
(
t
)
\Theta(t)
Θ(t) is constant.
Θ
ω
→
˙
(
t
)
=
∑
i
M
i
(
c
)
→
(
t
)
\Theta\dot{\overrightarrow\omega}(t)=\sum_i\overrightarrow{M^{(c)}_i}(t)
Θω˙(t)=∑iMi(c)(t), where
M
i
(
c
)
→
(
t
)
\overrightarrow{M^{(c)}_i}(t)
Mi(c)(t) are the momentums of all forces acting on B w.r.t. C.
2.2 Tires Terminology and basics
2.3 Lateral tire models
The purpose of tire models is to determine the forces and moments that act on the vehicle via its tire-road contact.
In the contact patches, tire forces and tire moments are acting on each tire:
Tire forces | Tire moments |
---|---|
vertical force F → z \overrightarrow{F}_z Fz | aligning torque M → z \overrightarrow{M}_z Mz (回正力矩)(主要考虑) |
longitudinal force F → x \overrightarrow{F}_x Fx | overturning moment M → x \overrightarrow{M}_x Mx (倾覆力矩) |
lateral force F → y \overrightarrow{F}_y Fy | rolling resistance moment M → y \overrightarrow{M}_y My (滚动阻力矩) |
Assumption: For lateral tire models, the longitudinal force F → x \overrightarrow{F}_x Fx is neglected (i.e. no acceleration and braking). | |
Difficulties: |
- Uneven pressure distribution in the tire contact patch
- Complexity of the tire-road contact
- Different road and tire conditions
Analytic tire models
The main idea is to derive the tire forces from first principles in mechanics, in particular Coulomb friction (adhesion + friction) in the contact patch and Elastic deformation of the tire.
The following elastic Foundation model for lateral tire forces has been developed by Ernst Fiala in 1954:
In the simplest case, we may allow for a discontinuous displacement of the center line and a discontinuous slope:
Case 1: The maximum static friction force of
μ
F
z
\mu F_z
μFz (
μ
\mu
μ: static friction parameter) is not exceeded anywhere in the contact patch.
Lateral tire force:
F
y
=
1
2
a
∫
x
=
0
x
=
2
a
c
(
x
)
y
(
x
)
d
x
=
1
2
a
∫
x
=
0
x
=
2
a
c
⋅
x
tan
α
d
x
=
c
a
tan
α
≈
c
a
α
F_y = \frac{1}{2a}\int^{x=2a}_{x=0}c(x)y(x)dx=\frac{1}{2a}\int^{x=2a}_{x=0}c\cdot x\tan\alpha dx=ca\tan\alpha\approx ca\alpha
Fy=2a1∫x=0x=2ac(x)y(x)dx=2a1∫x=0x=2ac⋅xtanαdx=catanα≈caα. Cornering stiffness
c
α
=
c
a
c_{\alpha} = ca
cα=ca, so
F
y
=
c
α
α
F_y=c_{\alpha}\alpha
Fy=cαα, this tire model is also called the linear tire model.
Aligning torque:
M
z
=
1
2
∫
x
=
0
x
=
2
a
c
(
x
)
y
(
x
)
(
x
−
a
)
d
x
=
1
2
a
∫
x
=
0
x
=
2
a
c
⋅
x
tan
α
(
x
−
a
)
d
x
≈
(
1
3
c
a
2
)
α
M_z = \frac{1}{2}\int^{x=2a}_{x=0}c(x)y(x)(x-a)dx=\frac{1}{2a}\int^{x=2a}_{x=0}c\cdot x\tan\alpha(x-a) dx\approx (\frac{1}{3}ca^2)\alpha
Mz=21∫x=0x=2ac(x)y(x)(x−a)dx=2a1∫x=0x=2ac⋅xtanα(x−a)dx≈(31ca2)α
Case 2: The slip angle
α
\alpha
α is large enough that the maximum static friction
μ
F
z
\mu F_z
μFz is exceeded at some place in the contact patch.
The center line displacement is given by
y
(
x
)
=
x
tan
α
i
f
0
<
x
<
x
ˉ
(
s
t
a
t
i
c
f
r
i
c
t
i
o
n
)
y
(
x
)
=
μ
F
z
c
i
f
x
ˉ
≤
x
≤
2
a
(
d
y
n
a
m
i
c
f
r
i
c
t
i
o
n
)
x
ˉ
tan
α
=
μ
F
z
c
⇒
x
ˉ
=
μ
F
z
c
tan
α
y(x) = x\tan\alpha\quad if\ 0<x<\bar x\quad (static\ friction) \\ y(x) = \frac{\mu F_z}{c}\quad if\ \bar x\leq x\leq\ 2a \quad (dynamic\ friction) \\ \bar x\tan\alpha = \frac{\mu F_z}{c} \Rightarrow \bar x= \frac{\mu F_z}{c\tan\alpha}
y(x)=xtanαif 0<x<xˉ(static friction)y(x)=cμFzif xˉ≤x≤ 2a(dynamic friction)xˉtanα=cμFz⇒xˉ=ctanαμFz
Lateral tire force:
F
y
=
1
2
a
[
∫
x
=
0
x
=
x
ˉ
c
x
tan
α
d
x
+
∫
x
=
x
ˉ
x
=
2
a
c
μ
F
z
c
d
x
]
=
μ
F
z
−
μ
2
F
z
2
4
a
c
tan
α
F_y = \frac{1}{2a}[\int^{x=\bar x}_{x=0}cx\tan\alpha dx+\int^{x=2a}_{x=\bar x}c\frac{\mu F_z}{c} dx]=\mu F_z-\frac{\mu^2F_z^2}{4ac\tan\alpha}
Fy=2a1[∫x=0x=xˉcxtanαdx+∫x=xˉx=2accμFzdx]=μFz−4actanαμ2Fz2, if
α
≥
μ
F
z
2
a
c
\alpha\geq\frac{\mu F_z}{2ac}
α≥2acμFz.
Aligning torque:
M
z
=
1
2
a
[
∫
x
=
0
x
=
x
ˉ
c
x
tan
α
(
x
−
a
)
d
x
+
∫
x
=
x
ˉ
x
=
2
a
c
μ
F
z
c
(
x
−
a
)
d
x
]
=
μ
2
F
z
2
4
c
tan
α
−
μ
3
F
z
3
16
c
2
a
tan
2
α
M_z = \frac{1}{2a}[\int^{x=\bar x}_{x=0}cx\tan\alpha (x-a)dx+\int^{x=2a}_{x=\bar x}c\frac{\mu F_z}{c} (x-a)dx]=\frac{\mu^2F_z^2}{4c\tan\alpha}-\frac{\mu^3F_z^3}{16c^2a\tan^2\alpha}
Mz=2a1[∫x=0x=xˉcxtanα(x−a)dx+∫x=xˉx=2accμFz(x−a)dx]=4ctanαμ2Fz2−16c2atan2αμ3Fz3, if
α
≥
μ
F
z
2
a
c
\alpha\geq\frac{\mu F_z}{2ac}
α≥2acμFz.
Empirical tire models
The main idea is to fit the parameters of predefined functions to measured data from a tire test bench. Empirical data shows that the lateral tire force
F
y
F_y
Fy roughly behaves as follows:
The shape of the tire force curve depends on many variables, e.g.:
- size of the tire;
- construction type (radial-ply, …);
- number and angle of plies;
- general tire / tread design;
- aspect ratio;
For any given tire (above variables fixed), the main factors are: - tire inflation pressure;
- tire load (vertical force
F
z
F_z
Fz;
A frequent assumption is that F y F z \frac{F_y}{F_z} FzFy follows the same curve, but actually:
The Pacejka tire model is the most commonly used empirical tire model practice. It is based on the Magic Formula:
F y = D sin [ C arctan ( B α − E ( B α − E ( B α − arctan ( B α ) ) ) ) ] μ F z F_y = D\sin[C\arctan(B\alpha-E(B\alpha-E(B\alpha-\arctan(B\alpha))))]\mu F_z Fy=Dsin[Carctan(Bα−E(Bα−E(Bα−arctan(Bα))))]μFz
Variables | Meaning |
---|---|
α \alpha α | tire side slip angle |
μ \mu μ | tire-road friction coefficient |
F z F_z Fz | vertical tire force |
B | stiffness factor |
C | shape factor |
D | peak value |
E | curvature factor |
2.4 The dynamic bicycle model with linear tires
Assumptions:
- wheels of the front and rear axle are lumped together into one front and one rear wheel;
- reference point C is the vehicle’s center of gravity;
- vehicle’s motion is restricted to the X, Y-plane;
- for the lateral and yaw motion, the vehicle is considered as a rigid body, whose dynamics are determined by the fundamental laws of motion;
- only lateral tire forces, generated by a linear tire model;
- the steering angle is small: sin δ ≈ δ \sin\delta\approx\delta sinδ≈δ, tan δ ≈ δ \tan\delta\approx\delta tanδ≈δ, cos δ ≈ 1 \cos\delta\approx1 cosδ≈1;
- for the longitudinal motion, the velocity v l o n v_{lon} vlon is constant;
Laws of motion
Lateral dynamics:
m
a
y
(
x
,
y
)
=
v
˙
l
a
t
+
ω
v
l
o
n
=
∑
i
F
y
,
i
=
F
r
+
F
f
cos
δ
≈
F
r
+
F
f
a
y
(
x
,
y
)
=
v
˙
l
a
t
+
ω
v
l
o
n
(
c
e
n
t
r
i
p
e
t
a
l
a
c
c
e
l
e
r
a
t
i
o
n
)
⇒
m
(
v
˙
l
a
t
+
ω
v
l
o
n
)
=
F
r
+
F
f
(1)
ma_y^{(x,y)}=\dot v_{lat} + \omega v_{lon}=\sum_iF_{y,i}=F_r+F_f\cos\delta\approx F_r+F_f \\ a_y^{(x,y)}=\dot v_{lat} + \omega v_{lon}(\mathrm{centripetal\ acceleration}) \\ \Rightarrow m(\dot v_{lat} + \omega v_{lon})= F_r+F_f \tag{1}
may(x,y)=v˙lat+ωvlon=i∑Fy,i=Fr+Ffcosδ≈Fr+Ffay(x,y)=v˙lat+ωvlon(centripetal acceleration)⇒m(v˙lat+ωvlon)=Fr+Ff(1)
Yaw dynamics:
I
z
ω
˙
=
∑
i
M
I
(
c
)
=
−
l
r
F
r
+
l
f
F
f
cos
δ
⇒
I
z
ω
˙
=
−
l
r
F
r
+
l
f
F
f
(2)
I_z\dot\omega=\sum_iM_I^{(c)}=-l_rF_r+l_fF_f\cos\delta \\ \Rightarrow I_z\dot\omega=-l_rF_r+l_fF_f \tag{2}
Izω˙=i∑MI(c)=−lrFr+lfFfcosδ⇒Izω˙=−lrFr+lfFf(2)
Tire forces
Linear tire model:
F
f
=
−
c
α
,
f
α
f
F_f = -c_{\alpha,f}\alpha_f
Ff=−cα,fαf,
F
r
=
−
c
α
,
r
α
r
F_r=-c_{\alpha,r}\alpha_r
Fr=−cα,rαr
Velocity geometry:
α
f
≈
tan
α
f
=
v
A
,
η
A
,
ϵ
\alpha_f\approx\tan\alpha_f=\frac{v_{A, \eta}}{A,\epsilon}
αf≈tanαf=A,ϵvA,η,
α
r
≈
tan
α
r
=
v
B
,
y
B
,
x
\alpha_r\approx\tan\alpha_r=\frac{v_{B,y}}{B,x}
αr≈tanαr=B,xvB,y
Kinematics:
v
B
,
x
=
v
l
o
n
v_{B,x}=v_{lon}
vB,x=vlon,
v
B
,
y
=
v
l
a
t
−
ω
l
r
v_{B,y}=v_{lat}-\omega l_r
vB,y=vlat−ωlr,
v
A
,
x
=
v
l
o
n
v_{A,x}=v_{lon}
vA,x=vlon,
v
A
,
y
=
v
l
a
t
+
ω
l
f
v_{A,y}=v_{lat}+\omega l_f
vA,y=vlat+ωlf
Coordinate transformation
(
x
,
y
)
→
(
ϵ
,
η
)
(x,y)\rightarrow(\epsilon,\eta)
(x,y)→(ϵ,η):
v
A
,
ϵ
=
v
A
,
x
cos
δ
+
v
A
,
y
sin
δ
v
A
,
η
=
−
v
A
,
x
sin
δ
+
v
A
,
y
cos
δ
v_{A,\epsilon}=v_{A,x}\cos\delta+v_{A,y}\sin\delta \\ v_{A,\eta}=-v_{A,x}\sin\delta+v_{A,y}\cos\delta
vA,ϵ=vA,xcosδ+vA,ysinδvA,η=−vA,xsinδ+vA,ycosδ
⇒
F
f
=
−
c
α
,
f
α
f
=
−
c
α
,
f
v
A
,
η
A
,
ϵ
=
−
c
α
,
f
−
v
l
o
n
δ
+
v
l
a
t
+
ω
l
f
v
l
o
n
+
(
v
l
a
t
+
ω
l
f
)
δ
≈
c
α
,
f
δ
−
c
α
,
f
v
l
a
t
+
ω
l
f
v
l
o
n
i
f
v
l
o
n
≫
(
v
l
a
t
+
ω
l
f
)
δ
(3)
\Rightarrow F_f=-c_{\alpha,f}\alpha_f=-c_{\alpha,f}\frac{v_{A, \eta}}{A,\epsilon}=-c_{\alpha,f}\frac{-v_{lon}\delta+v_{lat}+\omega l_f}{v_{lon}+(v_{lat}+\omega l_f)\delta}\approx c_{\alpha,f}\delta-c_{\alpha,f}\frac{v_{lat}+\omega l_f}{v_{lon}} \\ \mathrm{if}\ v_{lon}\gg(v_{lat}+\omega l_f)\delta \tag{3}
⇒Ff=−cα,fαf=−cα,fA,ϵvA,η=−cα,fvlon+(vlat+ωlf)δ−vlonδ+vlat+ωlf≈cα,fδ−cα,fvlonvlat+ωlfif vlon≫(vlat+ωlf)δ(3)
F
r
=
−
c
α
,
r
α
r
=
−
c
α
,
r
v
B
,
y
B
,
x
=
−
c
α
,
r
v
l
a
t
−
ω
l
r
v
l
o
n
(4)
F_r=-c_{\alpha,r}\alpha_r=-c_{\alpha,r}\frac{v_{B,y}}{B,x}=-c_{\alpha,r}\frac{v_{lat}-\omega l_r}{v_{lon}} \tag{4}
Fr=−cα,rαr=−cα,rB,xvB,y=−cα,rvlonvlat−ωlr(4)
Linear bicycle model: State space representation
Substitution of the front (3) and rear (4) tire forces yields in (1):
m
(
v
˙
l
a
t
+
ω
v
l
o
n
)
=
−
c
α
,
r
v
l
a
t
−
ω
l
r
v
l
o
n
+
c
α
,
f
δ
−
c
α
,
f
v
l
a
t
+
ω
l
f
v
l
o
n
v
˙
l
a
t
=
−
c
α
,
r
+
c
α
,
f
m
v
l
o
n
v
l
a
t
+
c
α
,
r
l
r
−
c
α
,
f
l
f
m
v
l
o
n
ω
−
v
l
o
n
ω
+
c
α
,
f
m
δ
m(\dot v_{lat} + \omega v_{lon})=-c_{\alpha,r}\frac{v_{lat}-\omega l_r}{v_{lon}}+c_{\alpha,f}\delta-c_{\alpha,f}\frac{v_{lat}+\omega l_f}{v_{lon}} \\ \dot v_{lat}=-\frac{c_{\alpha,r}+c_{\alpha,f}}{mv_{lon}}v_{lat}+\frac{c_{\alpha,r}l_r-c_{\alpha,f}l_f}{mv_{lon}}\omega-v_{lon}\omega+\frac{c_{\alpha,f}}{m}\delta
m(v˙lat+ωvlon)=−cα,rvlonvlat−ωlr+cα,fδ−cα,fvlonvlat+ωlfv˙lat=−mvloncα,r+cα,fvlat+mvloncα,rlr−cα,flfω−vlonω+mcα,fδ
in (2):
I
z
ω
˙
=
−
l
r
(
−
c
α
,
r
v
l
a
t
−
ω
l
r
v
l
o
n
)
+
l
f
(
c
α
,
f
δ
−
c
α
,
f
v
l
a
t
+
ω
l
f
v
l
o
n
)
ω
˙
=
c
α
,
r
l
r
−
c
α
,
f
l
f
I
z
v
l
o
n
v
l
a
t
−
c
α
,
r
l
r
2
−
c
α
,
f
l
f
2
I
z
v
l
o
n
ω
+
c
α
,
f
I
z
l
f
δ
I_z\dot\omega=-l_r(-c_{\alpha,r}\frac{v_{lat}-\omega l_r}{v_{lon}})+l_f(c_{\alpha,f}\delta-c_{\alpha,f}\frac{v_{lat}+\omega l_f}{v_{lon}})\\ \dot\omega=\frac{c_{\alpha,r}l_r-c_{\alpha,f}l_f}{I_zv_{lon}}v_{lat}-\frac{c_{\alpha,r}l_r^2-c_{\alpha,f}l_f^2}{I_zv_{lon}}\omega+\frac{c_{\alpha,f}}{I_z}l_f\delta
Izω˙=−lr(−cα,rvlonvlat−ωlr)+lf(cα,fδ−cα,fvlonvlat+ωlf)ω˙=Izvloncα,rlr−cα,flfvlat−Izvloncα,rlr2−cα,flf2ω+Izcα,flfδ
This is equivalent to the following state space representation:
states:
x
1
=
v
l
a
t
x_1=v_{lat}
x1=vlat,
x
2
=
ψ
x_2=\psi
x2=ψ,
x
3
=
ω
x_3=\omega
x3=ω; input:
u
=
δ
u=\delta
u=δ
⇒
d
d
t
[
x
1
x
2
x
3
]
=
[
v
˙
l
a
t
ψ
˙
ω
˙
]
=
[
−
c
α
,
r
+
c
α
,
f
m
v
l
o
n
0
c
α
,
r
l
r
−
c
α
,
f
l
f
m
v
l
o
n
−
v
l
o
n
0
0
1
c
α
,
r
l
r
−
c
α
,
f
l
f
I
z
v
l
o
n
0
−
c
α
,
r
l
r
2
−
c
α
,
f
l
f
2
I
z
v
l
o
n
[
x
1
x
2
x
3
]
+
[
c
α
,
f
m
0
c
α
,
f
I
z
l
f
]
u
]
\Rightarrow\frac{d}{dt} \left[\begin{array}{c} x_1 \\ x_2 \\ x_3 \end{array}\right]= \left[\begin{array}{c} \dot v_{lat} \\ \dot \psi \\ \dot \omega \end{array}\right]= \left[\begin{array}{ccc} -\frac{c_{\alpha,r}+c_{\alpha,f}}{mv_{lon}} & 0 & \frac{c_{\alpha,r}l_r-c_{\alpha,f}l_f}{mv_{lon}}-v_{lon} \\ 0 & 0 &1 \\ \frac{c_{\alpha,r}l_r-c_{\alpha,f}l_f}{I_zv_{lon}} & 0 & -\frac{c_{\alpha,r}l_r^2-c_{\alpha,f}l_f^2}{I_zv_{lon}} \left[\begin{array}{c} x_1 \\ x_2 \\ x_3 \end{array}\right] + \left[\begin{array}{c} \frac{c_{\alpha,f}}{m} \\ 0 \\ \frac{c_{\alpha,f}}{I_z}l_f \end{array}\right] u \end{array}\right]
⇒dtd
x1x2x3
=
v˙latψ˙ω˙
=
−mvloncα,r+cα,f0Izvloncα,rlr−cα,flf000mvloncα,rlr−cα,flf−vlon1−Izvloncα,rlr2−cα,flf2
x1x2x3
+
mcα,f0Izcα,flf
u
with
X
˙
=
v
l
o
n
cos
ψ
−
v
l
a
t
sin
ψ
\dot X=v_{lon}\cos\psi-v_{lat}\sin\psi
X˙=vloncosψ−vlatsinψ and
Y
˙
=
v
l
o
n
sin
ψ
+
v
l
a
t
cos
ψ
\dot Y=v_{lon}\sin\psi+v_{lat}\cos\psi
Y˙=vlonsinψ+vlatcosψ the model can be augmented by the global position to a nonlinear state space model.