Lateral Acceleration Research Articles

An optimal parameterized Newton-type structure-preserving doubling algorithm for impact angle guidance-based 3D pursuer/target interception engagement

The proposed strategy, finite-time state-dependent Riccati equation (FT-SDRE)-based impact angle guidance, is generally employed to solve the 3D pursuer/target interception model with fixed lateral accelerations. This article expands its application to a general scenario where the lateral acceleration of a target may change. To achieve this, we approximate the accelerations of the azimuth and elevation angles of the target in the inertial frame via second-order finite difference schemes and develop a high-performance FT-SDRE algorithm with structure-preserving doubling algorithms (SDAs). As a result, the update frequency of the controller can be increased, and better guidance of the pursuer can be obtained to address the high maneuverability of the target during the entire interception procedure. At every state of the FT-SDRE, a modified Newton–Lyapunov method is employed to solve the continuous algebraic Riccati equation (CARE), and a new simplified SDA with adaptive optimal parameter selection is proposed for solving the associated Lyapunov equation. Our numerical results demonstrate that the FT-SDRE algorithm accelerated by our proposed methods is approximately three times faster than the FT-SDRE algorithm, in which the MATLAB functions icare and lyap are used to solve the CARE and the Lyapunov equation, respectively, throughout the entire interception procedure. In other words, the control frequency can be increased threefold. In our benchmark cases where the target maneuvers with nonlinear lateral acceleration, the target can be intercepted earlier via the proposed FT-SDRE algorithm.

Integrated Control of Intelligent Vehicle Driving Stability Using Three-Dimensional Phase Space

<div>To enhance vehicle dynamic stability during driving, we developed a three-dimensional phase space model that incorporates the sideslip angle of center of mass, yaw rate, and lateral load transfer rate. This model enabled real-time evaluation and active control of vehicle stability. First, longitudinal and lateral controllers were implemented to ensure precise vehicle trajectory. Second, a hierarchical control strategy was designed to actively manage the desired sideslip angle, yaw rate, and roll angle based on the vehicle’s destabilizing conditions, thereby maintaining the vehicle within a stable state space. We simulated and tested the stability analysis methods and integrated control strategies for both cars and trucks under DLC (double lane change) and CDC (circular driving condition) scenarios using joint simulations with CarSim/TruckSim and Simulink. The proposed integrated stability control strategy, which combined MPC-based trajectory tracking with direct yaw moment control and active suspension control, enhanced the vehicle’s directional and roll stability. This approach effectively mitigated vehicle instability under extreme conditions. Compared to the MPC lateral tracking control system, the performance of the integrated control system was significantly improved. In the DLC scenario, the maximum values of the sedan’s lateral deviation, sideslip angle, yaw rate, and vehicle roll angle decreased by 22.6%, 33.9%, 5.5%, and 1.2%, respectively. In the CDC scenario, the truck’s lateral acceleration, sideslip angle, yaw rate, and vehicle roll angle decreased by 7.5%, 46.8%, 8.2%, and 80%, respectively. Additionally, open-loop simulation tests were conducted under fishhook steering conditions for both passenger cars and trucks. The results further validated the effectiveness of the integrated control strategy, demonstrating its ability to significantly improve yaw rate and roll response, thereby enhancing overall vehicle stability under challenging driving conditions.</div>

An Investigation of Classical Model Predictive Controller Path Tracking Performance of a Two-Wheel and Four-Wheel Steering Vehicle

Studies on self-driving vehicles have become a trend in recent years, and many systems have been developed to enable autonomous manoeuvre. Various methods have been used to improve path-tracking algorithms which increase vehicle performance, including tracking accuracy and stability. Path tracking is one of the primary problems for autonomous vehicles where the vehicle deviates from target paths, which leads to unnecessary counter-correction. Conventional front wheel steering is unable to satisfy the manoeuvre with a high lateral acceleration since the front steering angle is limited in accurately responding to vehicle dynamics. Moreover, the characteristics of front wheel steering vehicles affect handling stability due to the fact that the turning radius is larger than the vehicle itself. This disadvantageous can compromise safety during under-steer and over-steer situations. The main objective of this preliminary study is to investigate the performance of a four-wheel steering system (4WS) in path tracking for autonomous vehicles using a classical model predictive controller (MPC). Conventional two-wheel steering (2WS) tracking performance following the desired driving system with the same MPC controller is compared with 4WS vehicles. The driving system is developed using Driving Scenario Designer to extract the desired yaw angle and lateral position for controller references constructed in Matlab Simulink. Fixed MPC constraint, prediction, control horizon, yaw angle and lateral position weights were used to compare the performance between 2WS and 4WS vehicles. The simulation results show that 4WS is three times better than 2WS vehicles in tracking predetermined paths. 4WS vehicle show 74.55% better performance in lateral position tracking and 68.75% better performance in trailing predetermined yaw angle value. The simulation data from the preliminary study will be used as a guideline to develop an advanced controller of 4WS vehicles.

Influence of the surrounding environment on the response of seated midsize male volunteers subjected to lateral sled accelerations

Predicting vehicle occupants’ posture during evasive manoeuvres is crucial for assessing their safety in the event of a collision. Volunteer experiments have been performed in the past under lateral accelerations, both within a vehicle cabin and on a seat mounted on a sled. However, discrepancies in the volunteer responses between both setups have been identified. This study hypothesizes that the response of the volunteers differs as a consequence of the proximity to the frame in the vehicle cabin, in comparison to the absence of such a structure on the sled.The present study conducted a novel sled experiment, on which five volunteers with anthropometry comparable to the 50th percentile male were subjected to 0.3 g lateral accelerations, with three different surrounding environments. In twelve pulses, an additional lateral structure was placed to the right or left side of the seated volunteers. The volunteers were asked to either brace or relax their muscles.The results show significant differences between the configurations with and without the structure placed on the right side. This effect was observed for both the lateral excursion of the upper body and the corresponding rotation when the volunteers were relaxed (p < 0.01). The average maximum lateral head rotation decreased from 27° to 14° with the structure on the right. No significant difference in head rotation was found for the braced muscle configuration.This study supports the hypothesis that the proximity to a surrounding environment influences human responses during dynamic loading. Nevertheless, there was no significant difference in maximum muscle activation between the configurations, but a faster reaction of the sternocleidomastoid muscle with the presence of the structure.

An Experimental and Numerical Study on the Lateral Stiffness Limits of Straddle-Type Monorail Tour-Transit Systems

The development of the straddle-type monorail tour-transit system (MTTS) has received keen attention. Regarding the unspecified regulations on the lateral stiffness limit of steel substructures, which is essential for the design of MTTSs, this work presents a comprehensive assessment of the issue. Firstly, a wind–vehicle–bridge coupling model was established, integrating multibody dynamics and finite element methods. This model was then validated against field test results, considering measured track irregularities and simulated wind loadings as the excitations. Afterwards, a trend analysis and a variance-based sensitivity analysis was performed to investigate the effect of various factors on the dynamic response of the MTTS. Results indicate that the pier height significantly impacts the lateral displacement of the pier top, accounting for 87% of the first-order sensitivity index and 75% of the total sensitivity index. In comparison, the lateral stiffness of track beams contributes over 70% to the maximum responses at the mid-span. Based on this, two responses, the lateral displacement of the pier top and the lateral deflection–span ratio of the track beam, were utilized as evaluation indicators. With the analysis of indicators in terms of lateral acceleration, Sperling index, and lateral wheel force, the limited values for the two indicators were determined as 8.04 mm and L/4200, respectively. These findings can serve as valuable references for future research and designs in this field.

Parametric Analysis of Moment-Resisting Timber Frames Combined with Cross Laminated Timber Walls and Prediction Models Using Nonlinear Regression and Artificial Neural Networks

The light weight and moderate stiffness of multistorey timber buildings make them susceptible to increased lateral displacements and accelerations under service-level wind loading. Therefore, the fulfilment of serviceability requirements is a major challenge. In this study, linear elastic finite element analysis was used to perform a parametric study of moment-resisting timber frames combined with cross laminated timber walls. In the parametric study, various mechanical and geometrical parameters were varied within practical ranges. The results of the parametric study were used to derive simplified analytical expressions and to train artificial neural networks which can be used to estimate fundamental frequency, mode shape, top floor displacement, maximum inter-storey drift, and wind-induced acceleration. The analytical expressions and the artificial neural networks can be used for the preliminary assessment of serviceability performance of moment-resisting timber frames with and without cross laminated timber walls, under service-level wind loading.

Classification of sex-dependent specific behaviours by tri-axial acceleration in the tegu lizard Salvator merianae

Validated patterns of behaviour detected by tri-axial acceleration in the laboratory can be used for remote measurements of free-living animals. The tegu lizard naturally occupies diverse biomes in South America and presents ecological threats in regions where it was artificially introduced. We aimed to validate the use of tri-axial acceleration to distinguish among behaviours of male and female tegus in captivity by comparing observed behaviours to recorded acceleration data. Adult animals were externally fitted with an accelerometer fixed between their scapulae to quantify anteroposterior, lateral, and dorsoventral acceleration. Video recordings of cameras positioned on the walls of the animal-holding arena documented behaviours. Behaviour patterns, such as resting, walking, and eating, were identified for both sexes, and nest building in females and courtship and copulation in males. Random Forest algorithm was used to validate the behaviour patterns from accelerometry data based on two models, random split (70 % training-30 % validation; RS) and leave-one-out (divided by individual; LOO). Although LOO showed lower accuracies than RS for all the acceleration data, nest building in females and copulation in males had high accuracies in both models. In contrast, the lowest accuracies for walking and eating indicates they may involve more inconsistent movement patterns. Comparing the results from RS and LOO, female behaviours may be more identifiable in the field using triaxial accelerometry than males. The identification of behaviours by accelerometry, especially related to reproduction, without the necessity for direct observation of the tegus would be helpful for conservation purposes, for both natural and invasive populations.

Correlation between Muscular Activity and Vehicle Motion during Double Lane Change Driving.

The aim of this study was to compare the correlation between electromyography (EMG) activity and vehicle motion during double lane change driving. This study measured five vehicle motions: the steering wheel angle, steering wheel torque, lateral acceleration, roll angle, and yaw velocity. The EMG activity for 19 muscles and vehicle motions was applied for envelope detection. There was a significantly high positive correlation between muscles (mean correlation coefficient) for sternocleidomastoid (0.62) and biceps brachii (0.71) and vehicle motions for steering wheel angle, steering wheel torque, lateral acceleration, and yaw velocity, but a negative correlation between the muscles for middle deltoid (-0.75) and triceps brachii long head (-0.78) and these vehicle motions. The ANOVA test was used to analyze statistically significant differences in the main and interaction effects of muscle and vehicle speed. The mean absolute correlation coefficient exhibited an increasing trend with the increasing vehicle speed for the muscles (increasing rate%): upper trapezius (30.5%), pectoralis major sternal (38.7%), serratus anterior (13.3%), and biceps brachii (11.0%). The mean absolute correlation coefficient showed a decreasing trend with increasing vehicle speed for the masseter (-9.6%), sternocleidomastoid (-12.9%), middle deltoid (-5.5%), posterior deltoid (-20.0%), pectoralis major clavicular (-13.4%), and triceps brachii long head (-6.3%). The sternocleidomastoid muscle may decrease with increasing vehicle speed as the neck rotation decreases. As shoulder stabilizers, the upper trapezius, pectoralis major sternal, and serratus anterior muscles are considered to play a primary role in maintaining body balance. This study suggests that the primary muscles reflecting vehicle motions include the sternocleidomastoid, deltoid, upper trapezius, pectoralis major sternal, serratus anterior, biceps, and triceps muscles under real driving conditions.

Impact of Texting-Induced Distraction on Driving Behavior Based on Field Operation Tests

Driver distraction has proven to be among the top contributory factors in road crashes worldwide. The involvement of drivers in secondary activities, such as phone usage, conversation with co-passengers, reaching for objects, eating, and so forth, have been shown to be significant causes of in-vehicle driver distraction. Text messaging using mobile phones while driving can be detrimental to the primary driving task as it invokes manual, visual, and cognitive distractions. Numerous studies in the past have analyzed the effect of texting on driver distraction using driving simulators. This study followed a field operation test–based approach to simulate real road conditions and evaluate the impact of texting on driving behavior. The study was conducted at the connected autonomous vehicle testbed at the Indian Institute of Technology Hyderabad, using an instrumented test vehicle. Data on gaze parameters and vehicle kinematics were recorded using eye-tracker glasses and a high-end global positioning system (GPS) data logger. Thirty-one participants drove on the pre-defined path at the testbed under baseline and texting conditions. The findings demonstrated that the texting task significantly affected fixation count, mean speed, and lateral acceleration. The texting task led to a reduction in mean fixation counts, mean speed, and mean lateral acceleration by 44.37%, 34%, and 46.72%, respectively. The age and driving experience of the participants had a significant effect on their behavior. The results indicate the critical potential of texting-based driver distraction and suggest the enforcement of stringent rules for texting while driving to create a safer road environment.

Effect of Lateral Load to the Behavior of Single Piles Subjected to Earthquake Load in Sand

In fact, pile usually carry static and dynamic load in same time, the case of simulations lateral and dynamic load is possible occurred. This case is not cover enough by previous researches especially by laboratory model. Therefore, the purpose of this study is to determine the extent to which altering the horizontal lateral loads impacts the behavior of individual piles during seismic events. An experimental test was devised using a physical model with an advanced shaking table that using El Centro earthquake. Sandy soil with 65% relative density used raining technique. Lateral loads were applied at levels of 0%, 50% and 100% from allowable lateral load capacity. It was observed that when lateral load increased from 0% to 50% and 100%, the lateral displacement response decreased by 32.10% and 49.59% respectively. While the vertical displacement increased by 49.96% and 76.95%. Finally, the acceleration decreased by 34.39% and 41.03%. This is possibly due to the load acts at an angle opposite to the earthquake as a restraining factor for the pile. led to a decrease in lateral displacement, vertical displacement, and peak ground acceleration.

Adaptive Curve Passing Control in Autonomous Vehicles with Integrated Dynamics and Camera-Based Radius Estimation

Autonomous vehicles frequently encounter performance degradation during high-speed cornering due to excessive speed and lateral acceleration, potentially leading to collisions or rollovers. This paper proposes a novel curve-passing control approach that first estimates the curve radius and then controls the steer and speed for smooth and comfortable handling. In particular, the curve radius is innovatively estimated using a combination of a camera-based lane detection model and a steering wheel dynamic model. The curve-passing control approach is validated on high-speed ramps and curves, demonstrating its robustness and intelligence to adapt to dynamic changes in curve curvature. The model effectively prevents vehicles from entering curves at dangerously high speeds from straight roads and mitigates sudden accelerations or decelerations when entering curves. Experimental results indicate that the vehicle speed is reduced to around 50 km/h and the corresponding acceleration is −0.6 m/s2 upon entering curves with a minimum radius of 150 m. This demonstrates that the proposed control model can ensure a comfortable and safe driving experience by autonomously decelerating the vehicle before entering various types of curves.

Verifying Motion Sickness Induction in Automated Vehicles Using Motion-Based Driving Simulators

Motion sickness in passengers of automated vehicles could prevent users from taking advantage of the automation features, as well as lead to unsafe takeover conditions. To conduct motion sickness research, the first step requires motion sickness induction, and its verification. In the current study, twenty-nine participants experienced being a passenger in a fully self-driving vehicle on a motion-based driving simulator. A Control route designed to mimic typical driving conditions on a driving simulator, and a Treatment route that produced large lateral accelerations were tested. The Treatment route was also tested with a non-driving related task (NDRT). Results showed that exposure duration and increased lateral accelerations significantly increased motion sickness. Addition of the cognitively demanding NDRT led to a reduction in motion sickness, suggesting the possibility of a masking effect when engaged in an NDRT in an automated vehicle. Overall, the designed Treatment route was verified to successfully induce motion sickness.

Shaking table tests and seismic performance assessment of a vertical mixed concrete/steel structure with large cantilevers

A series of shaking table tests were carried out on a vertical mixed concrete/steel structure with large cantilevers spanning 12 m. Structural seismic performance in terms of damping ratio, vertical response of the cantilever segment, lateral acceleration and deformation responses, and seismic failure mechanism of the specimen were analyzed through test data. Moreover, a further assessment of the specimen's seismic performance was performed through seismic fragility curves of the upper and lower structures, respectively, resulting from the shaking table test outcomes. It was found that the structure shows satisfactory seismic performance. After being subjected to the input motion with a PGA of 1.8g, cracks in the specimen are mainly observed on the floor of the upper structure, and the natural frequency decreases by 14 % compared to the initial state. And the fragility analysis results demonstrate a lower probability of significant structural damage or collapse. In addition, differences in material and structural form between the upper and lower structures lead to significant variations in seismic performance in the height direction. Deformation and damage occur mainly in the upper steel structure. The failure of the structure is mainly due to the loss of lateral resistance of the upper steel structure. The damage to the cantilever portion of the transfer story occurred in the steel trusses at the lower chord level. The diagonal trusses used for the transition story can provide adequate vertical stiffness and strength. Significant amplification of the cantilever segment on the vertical acceleration response spectrum is observed over the period range of 0–0.2 s.

Numerical study of steady-state dynamic characteristic of non-pneumatic tire with local structural damage

Non-pneumatic tires (NPTs) fundamentally avoid the risk of tire blowout of traditional pneumatic tires, but the overall and key component performance inevitably degrades due to factors such as high temperature, variable load, variable working conditions and impact in its service process. Once this leads to failure, it will significantly impact on vehicle safety. To this end, this paper studied the influence of local structural damage on the dynamic response of NPTs, which lays the foundation for realizing health monitoring of intelligent non-pneumatic tires (INPTs). Firstly, a three-dimensional nonlinear finite element model of NPTs was established, and the failure locations of NPTs were determined by fracture mechanics and maximum strain energy density; Secondly, the influence of structural damage on the static and dynamic performance of NPTs was analyzed; Finally, the sensitivity of the acceleration signal and sensor position of the tire inner liner to the local structural damage was studied. The research results show that structural damage will cause the stress of the spokes and shear layer to increase, and as the number of broken spokes increases, the shear layer will bear a larger load. Compared with the circumferential and lateral acceleration, the radial acceleration has the highest sensitivity to the damage of NPTs. The sensor closest to the damage location is the most sensitive to the damage. The research results provide a reference for the structural optimization design and health monitoring of INPTs.

Research on dynamic constraint mechanism and motion control of intelligent vehicles based on preview distance optimization under complex road conditions

Aiming at the coupling and conflict issues between intelligent vehicle dynamics characteristics and path tracking system under complex road conditions, this paper investigates the dynamics constraint mechanism and motion control of intelligent vehicles, and proposes an intelligent vehicle lateral–vertical cooperative control method based on optimized preview distance. To begin with, an intelligent vehicle path tracking control system based on expected yaw velocity has been designed by establishing a three-degree-of-freedom dynamic model for intelligent vehicle. Then, we analyzed the mechanism by which changes in vehicle speed, road curvature, and preview distance affect the accuracy of vehicle path tracking and handling stability. Considering the “human-vehicle-road” system in intelligent transportation systems, critical values for collision and instability were set. Furthermore, we designed a proactive optimization method for preview distance under different working conditions, using an optimization algorithm to improve path tracking accuracy while ensuring vehicle stability, based on the lateral displacement deviation and lateral orientation deviation representing the accuracy of path tracking, as well as the lateral acceleration representing handling stability. Finally, hardware-in-the-loop platform test was conducted. The simulation and test results show that the optimized path tracking algorithm reduces lateral deviation to as low as 0.05 m, and the stability constraint control in the algorithm can be triggered promptly even under extreme conditions.

Carbody swaying suppression for a high-speed rail vehicle by utilising active lateral suspension control

This study proposes the use of active lateral secondary suspension (ALS) to address low-frequency carbody swaying in high-speed rail vehicles under low wheel-rail conicity conditions. Field experiments reveal lateral acceleration exceeding 0.10 g at a dominant frequency of 1.4 Hz, with a Sperling index exceeding 3.0 during carbody swaying occurs. By integrating field-measured wheel/rail profiles and yaw damper parameters into a multibody dynamics model of vehicle system, the coupling between bogie hunting and carbody yaw and upper-center roll modes is identified as the root cause of swaying. Evaluating classic sky-hook ALS controls, damping control proves highly effective. Doubling the damping coefficient and blow-off force becomes essential when only half of the four actuators per vehicle are active. Stiffness control adjusts carbody suspension modal characteristics to prevent resonances with the bogie hunting mode, effectively suppressing swaying. In contrast, inerter control exhibits limited efficacy. Semi-active control, with optimised gain settings, can also alleviate swaying, with control system delay identified as a critical factor, suggesting a 100 ms limit for effective swaying suppression.

Research on optimization of the vehicle handling stability considering flexibility of the front subframe

The elastic deformation of the front subframe during vehicle traveling affects the vehicle handling stability. The static equilibrium equations of the suspension and subframe system and the kinematics equations of the three-degree-of-freedom vehicle are established to illustrate the principle of the influence of the flexible front subframe on the handling stability. The front subframe is flexibly processed to establish a rigid-flexible coupled vehicle model. Simulations of the suspension kinematic and compliance alongside sine swept steering simulation of the vehicle are performed. The front subframe bushing stiffness, which has a greater impact on the handling stability, is selected as a design variable through parametric test design, and the NSGA-II algorithm is used for multi-objective optimization with the vehicle handling stability evaluation index as the optimization target. The simulation results show that the flexible front subframe will make the bushing force change to affect the suspension kinematic and compliance characteristics and then affect the vehicle handling stability, the gain of vehicle yaw rate and the delay time of lateral acceleration decrease, while the gain of roll angle increases. The optimization results show that the optimized vehicle exhibits improvements in the yaw rate gain, delay time of lateral acceleration, and roll angle gain.

Adaptive Model Predictive Control of Yaw Rate and Lateral Acceleration for an Active Steering Vehicle Based on Tire Stiffness Estimation

Dynamic systems for vehicles are commonly established based on physical rules that are simplified and are not accurately reflective of their dynamic characteristics under certain operating conditions, affecting their accuracy and safety. This paper presents an adaptive model predictive controller (AMPC) with an estimator that controls the yaw rate and lateral acceleration of a realistic ground vehicle. A number of vehicle parameters are estimated using different advanced estimators, of which recursive least squares is one that is widely used. AMPCs and estimators are used to manage the driving process in order for vehicles to remain stable and controllable. In this research, experiments were conducted on a realistic vehicle based on a nonlinear brush tire model. In this estimator, lateral force measurements are analyzed to estimate the tire cornering stiffnesses that are used in the AMPC from a linear bicycle model (lateral force model), where each parameter describes the nonlinearity of the vehicle model. The results demonstrate that the controlled vehicle's performance is improved by combining a recursive least squares estimator with an AMPC in the simulation process. As tire stiffness estimates become more accurate, AMPC performance improves. Yet, AMPC controllers are described in terms of a table of design parameters. As different steering inputs are applied to different vehicles, the yaw rate and lateral acceleration are varied, while tire stiffness is determined. According to the results of this paper, the proposed method for estimating tire-cornering stiffness exhibits high estimation accuracy, robustness, computational efficiency, stability, comfort, and accuracy and reliability under a variety of steering input maneuvers using an AMPC controller.

Dynamic Analysis of Rockfall Impact on Bridges: Implications for Train Safety

The threat of rockfall impacting bridges in mountainous areas poses a great risk to the safety of passing trains. This study delves into the dynamics of rockfall impact and its implications on the interaction between train vehicles and bridges. Leveraging LS-DYNA, this study first captured the force–time history of rockfall impact on bridge structures. Subsequently, there was a comparison with the impact forces generated at various speeds with those predicted by established formulas, validating the accuracy of simulations. Employing BANSYS software, the dynamic responses of both bridge structures and the vehicle–bridge coupling system to falling rocks were analyzed. The investigation encompassed parameters such as impact speed, position, and train location. The findings reveal that escalating impact speeds correlate with increased average and maximum impact forces from falling rocks. Notably, the average impact force does not linearly correspond with rock speed and often exceeds values calculated by conventional formulas. Impact position minimally affects maximum impact force, yet alterations in position prolong impact duration, consequently reducing average impact force. Rockfall-induced impacts precipitate notable spikes in train lateral acceleration, lateral wheelset force, wheel unloading rate, and derailment coefficient, albeit with a comparatively lesser impact on vertical acceleration. Increasing impact speed and altering position intensifies the vehicle’s response, particularly when the train is in close proximity to the impact site.

Estimating vehicle sideslip angle through kinematic and dynamic contributions: Theory and experimental results

Vehicle lateral stability plays an important role within vehicle passenger safety. The study of lateral stability is typically related to investigating the dynamics of relevant vehicle states: among these, the vehicle sideslip angle ([Formula: see text]) emerges as a prominent candidate. Sideslip angle measurement is expensive and impractical, hence estimation techniques are often used, typically based on Kalman filters or neural networks, both with their issues. This work presents an alternative estimation method based on the idea of splitting sideslip angle into kinematic and dynamic contributions, and by observing that the kinematic contribution is straightforward to estimate. Therefore, efforts are devoted into estimating dynamic sideslip angle, which is herein obtained through a parametric interpolation harnessing lateral acceleration. Only data available from traditional vehicle onboard sensors are used in the process. Experimental results are presented along several manoeuvres on a full-scale vehicle, with the estimator running online within a dSPACE unit, ultimately supporting the efficacy and real-time feasibility of the proposed approach.