In the last few decades, the role of vehicle dynamics control systems has become crucial. In this complex scenario, the correct real-time estimation of the vehicle’s sideslip angle is decisive. Indeed, this quantity is deeply linked to several aspects, such as traction and stability optimization, and its correct understanding leads to the possibility of reaching greater road safety, increased efficiency, and a better driving experience for both autonomous and human-controlled vehicles. This paper aims to estimate accurately the sideslip angle of the vehicle using different neural network configurations. Then, the proposed approach involves using two separate neural networks in a dual-network architecture. The first network is dedicated to estimating the longitudinal velocity, while the second network predicts the sideslip angle and takes the longitudinal velocity estimate from the first network as input. This enables the creation of a virtual sensor to replace the real one. To obtain a reliable training dataset, several test sessions were conducted on different tracks with various layouts and characteristics, using the same reference instrumented vehicle. Starting from the acquired channels, such as lateral and longitudinal acceleration, steering angle, yaw rate, and angular wheel speeds, it has been possible to estimate the sideslip angle through different neural network architectures and training strategies. The goodness of the approach was assessed by comparing the estimations with the measurements obtained from an optical sensor able to provide accurate values of the target variable. The obtained results show a robust alignment with the reference values in a great number of tested conditions. This confirms that the adoption of artificial neural networks represents a reliable strategy to develop real-time virtual sensors for onboard solutions, expanding the information available for controls.

This review surveys theoretical frameworks developed to describe rubber contact and friction on rough surfaces, with a particular focus on tire–road interaction. It begins with classical continuum approaches, which provide valuable foundations but show limitations when applied to viscoelastic materials and multiscale roughness. More recent formulations are then examined, including the Klüppel–Heinrich model, which couples fractal surface descriptions with viscoelastic dissipation, and Persson’s theory, which applies a statistical mechanics perspective and later integrates flash temperature effects. Grosch’s pioneering experimental work is also revisited as a key empirical reference linking friction, velocity, and temperature. A comparative discussion highlights the ability of these models to capture scale-dependent contact and energy dissipation while also noting practical challenges such as calibration requirements, parameter sensitivity, and computational costs. Persistent issues include the definition of cutoff criteria for roughness spectra, the treatment of adhesion under realistic operating conditions, and the translation of detailed power spectral density (PSD) data into usable inputs for predictive models. The review emphasizes progress in connecting material rheology, surface characterization, and operating conditions but also underscores the gap between theoretical predictions and real tire–road performance. Bridging this gap will require hybrid approaches that combine physics-based and data-driven methods, supported by advances in surface metrology, in situ friction measurements, and machine learning. Overall, the paper provides a critical synthesis of current models and outlines future directions toward more predictive and application-oriented tire–road friction modeling.

In the world of motorsports engineering, improving brake performance is a crucial goal. One significant factor that affects this performance is the increase in brake disc temperature due to reduced cooling airflow, a phenomenon called “blanking”. This temperature increase also impacts the rim and the air inside the tire, causing changes in tire temperature and pressure, which affects the vehicle’s performance. Properly adjusting the brake blanking can be essential to keep the tire running at the right temperature, resulting in maximization of the performance on track. To address this complex problem, this study describes the problem of cooling brake discs, and this problem is then used as an opportunity to introduce a new variable in order to optimize the performance of the vehicle. By changing the thermal evolution of the brake disc, through the blanking, it can change a large percentage of heat that heats the tire. When combining an existing brake model in the literature with a tire thermal model in a co-platform simulation, it was seen that it is possible to work these two models together with the aim of being able to obtain the prediction of the optimal blanking value to be adopted before proceeding on track, thus saving time and costs.