5 7 exploit the slip ratio and slip angle to calculate the longitudinal and lateral translational velocities.
Therefore, only the slip ratio and slip angle at the robot's center of gravity need to be considered.
The application of the method to slip angle estimation in automotive applications is discussed and experimental results are presented.
Strike 193°, dip 14°, slip angle 81° are from the USGS's W-phase moment tensor solution.
This experiment was performed to confirm the method for estimating the slip ratio and slip angle during turning maneuver: whether conventional slip ratio estimation (Eq. 27) can be applied on the weak slope, and regression function for slip angle estimation (Eq. 29).
Case studies of a select combination of uncertainties were conducted to quantify the uncertainties of the interfacial forces, sinkage, entry angle, and the friction ellipses as a function of wheel load, longitudinal slip, and slip angle.
Figures 9, 10, 11 show the results of the slip ratio in the climbing condition, slip ratio in the traversing condition, and slip angle in the traversing condition, respectively, at each inclination angle.
In order to confirm the slip ratio (Eq. 22) and slip angle (Eq. 26) of the proposed slip model, we conducted a straight maneuver experiment, as shown in Fig. 8 at several slope angles.
Finally, we obtained a single simple fault model, centered at 37.88° N, 143.23° E, with the following parameters: strike 203°, length 186 km, width 129 km, slip 25 m, dip angle 16°, slip angle 101°, depth 5.1 km, and slip time function 180 s.
According to The Headquarters for Earthquake Research Promotion (2016), the earthquake source fault is right lateral with a normal fault component, and the upper depth, length, width, azimuth, dip, slip angle, and slip amount of the fault are estimated to be 0.1, 27.1, 12.3 km, 235°, 60°, −161°, and 3.5 m, respectively.
