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Heavy Vehicle Dynamics Model &Path Control Algorithms
Morteza Hassanzadeh, Mathias Lidberg
Vehicle Dynamics GroupChalmers University of Technology
22023-05-01 Transportforum 2013
Outline
• Introduction• Use cases suitable for path control• Heavy vehicle system dynamics in planar motion• Path control algorithms• Simulation results; rear-end collision avoidance• Model verification; comparison with test data• Summary
32023-05-01 Transportforum 2013
IntroductioninteractIVe project overview
• Website: www.interactIVe-ip.eu
• Budget: EUR 30 Million • EC funding: EUR 17 Million
• Duration: 42 months (January 2010 – June 2013)
• Coordinator: Aria Etemad, Ford Research & Advanced Engineering
Europe• 10 Countries: Czech Republic, Finland, France, Germany,
Greece, Italy, Spain, Sweden, The Netherlands, The UK
42023-05-01 Transportforum 2013
IntroductionPartners and project structure
52023-05-01 Transportforum 2013
IntroductionSP5: INCA
• Development of integrated collision avoidance and vehicle path control for passenger cars and commercial vehicles.
• “Vehicle path control” module dynamically evaluates a collision free trajectory in rapidly changing driving scenarios.
• 3 demonstrator vehicles: • Ford Focus • Volvo S60• Volvo FH13
• INCA coordinator:
• INCA cooperators:
62023-05-01 Transportforum 2013
IntroductionCurrent presentation
• Development of integrated collision avoidance and vehicle path control for commercial vehicles.
• 3 use cases are prioritized and the problem is narrowed down to path planning, actuators configuration, and control algorithm design.
• A robust path and speed controller should be developed to fulfil the requirements of all use cases.
• A simulation tool, that includes a heavy vehicle model, is needed to investigate performance and robustness of various actuator configurations, and the control algorithms.
72023-05-01 Transportforum 2013
Use cases suitable for path control Definition and prioritization
• Use case: a description of specific sequence of interactions between the driver and truck to achieve a specific goal.
• Use cases are defined by name, accident type, and descriptive narrative.• Use case prioritization is based on:
• Accident statistics• Use case complexity
• Prioritized use cases are:• Rear-end collision avoidance (RECA)
• Two lane road, single lane change• Run-off road prevention (RORP)
• On a straight road• In a curve
82023-05-01 Transportforum 2013
Use cases suitable for path control Rear-end collision avoidance (RECA)
• Use case name: Rear-end collision avoidance (RECA)• Use case ID: UC_01_504_v2
• Use case description:Prevents rear-end collisions by informing or warning the driver or by intervening by automatic braking and/or steering.
• Reference• Level 1
TS_SP5_1 [Accident in queue (rear end)]• Level 2
TS_SP5_1.1 [Rear end collision due to slowing vehicle in front]
9
Use cases suitable for path control Run-off-road prevention on a straight road (RORP)
• Use case name: Run-off-road prevention on a straight road (RORP)• Use case ID: UC_06_510_v2
• Use case description: Informs/warns the driver of an impending lane departure and, if needed, steers automatically to avoid road departure.
• Reference:• Level 1
TS_SP5_2 [Single truck accident (run-off road)]• Level 2
TS_SP5_2.1 [Running-off on a straight road]
Transportforum 20132023-05-01
10
Use cases suitable for path control Run-off-road prevention in a curve (RORP)
• Use case name: Run-off-road prevention in a curve (RORP) • Use case ID: UC_06_509_v2
• Use case description: Informs/warns the driver of animpending lane departure and,if needed, steers automaticallyto avoid road departure.
• Reference:• Level 1 TS_SP5_2 [Single truck accident (run-off road)]• Level 2 TS_SP5_2.2 [Running-off in a curve]
Transportforum 20132023-05-01
112023-05-01 Transportforum 2013
Heavy vehicle system dynamics in planar motionThe model
• A 4 DOF two-track model:• Longitudinal ( ) • Lateral ( ) • Yaw ( ) • Roll ( )
• A nonlinear tyre model (Magic Tyre Formula):
• Transient force build-up (relaxation length is considered)
• Drop in adhesion coefficient for increased vertical load
XY
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Path control algorithmsOverview
• Path planning block initiates the reference path that satisfies some criteria.• Feedforward input is calculated based on the reference path.• Feedback controller provides corrections to compensate for errors due to
simplifications and uncertainties.• General overview of the whole process:
+Use case Feedforward controller
Heavy vehicle model
Feedback controller
Path planning
132023-05-01
0 20 40 60
-1
0
1
2
3
X [m]
Y [m
]
Vehicle path with no interventionIntervention pointRejected pathCritical path
Required longitudinaldistance, d (for RORP)
Required longitudinal distance, d (for RECA)
Path control algorithmsCritical path
• Critical path: the shortest feasible escape path, that can be determined by iterative procedure:
• Start with initial guess.• Checking criteria.• Increasing longitudinal
distance if needed.• Increasing longitudinal
distance of the critical path is equivalent to adding safety margin to the manoeuvre.
Transportforum 2013
5
0
)(i
iiXcXY
+Use case Feedforward controller
Heavy vehicle model
Feedback controller
Path planning
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Path control algorithmsFeedforward control
• Feedforward control: steady state bicycle model is used to calculate steering inputs:
where:ga
Krl y
use
FF
)1(2
f
re C
Cl
ll
+Use case Feedforward controller
Heavy vehicle model
Feedback controller
Path planning
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Path control algorithmsFeedback control
• Lateral position (Y) PID control:
• Yaw angle PD control:
)()( refdrefpFB KK
)(tan 1
dXdYref
ref 21 Y
YVdXdVref
)()()( YYKdYYKYYK refdrefirefpFB
+Use case Feedforward controller
Heavy vehicle model
Feedback controller
Path planning
16
Simulation resultsRear-end collision avoidance (RECA)
Parameters Values Friction, µ 0.65 Lateral distance 3 m HV Initial Velocity, v 80 km/h LV Initial Velocity, vl 0 km/h Longitudinal distance 56 m
Transportforum 20132023-05-01
Rear-end collision avoidance by steering: a single lane change manoeuvre.
Parameter settings:
17
Simulation resultsRear-end collision avoidance (RECA)
Transportforum 20132023-05-01
0 10 20 30 40 50 60 70 80 90 100-2
0
2
4
X [m]
Y [m
]Heavy vehicle position
ObstacleIn
terv
entio
n
0 10 20 30 40 50 60 70 80 90 100-5
0
5
10
Inte
rven
tion
X [m]
[d
eg]
Heading angle
0 10 20 30 40 50 60 70 80 90 100-20
0
20
Inte
rven
tion
X [m]
d
/dt [
deg/
s]
Heading angle rate
ReferenceLateral position controlYaw control
ReferenceLateral position controlYaw control
ReferenceLateral position controlYaw control
18
Simulation resultsRear-end collision avoidance (RECA)
Transportforum 20132023-05-01
0 20 40 60 80 100-100
-50
0
50
100
150
200
X [m]
[d
eg]
Steering wheel angle
0 20 40 60 80 100
-500
0
500
1000
1500
X [m]
d/d
t [de
g/s]
Steering wheel angle rate
0 20 40 60 80 100-3
-2
-1
0
1
2
3
X [m]
a y [m/s
2 ]Lateral acceleration
0 20 40 60 80 100-10
-5
0
5
10
15
20
X [m]
i [m
/s3 ]
Lateral jerk
ReferenceLateral position controlYaw control
ReferenceLateral position controlYaw control
ReferenceLateral position controlYaw control
ReferenceLateral position controlYaw control
19
Simulation resultsRear-end collision avoidance (RECA)
Transportforum 20132023-05-01
0 10 20 30 40 50 60 70 80 90 1000
20
40
60
80
100
X [m]
[ % ]
Percentage of utilized adhesion; solid line style corresponds to lateral position control, and dashed line style corresponds to yaw control.
First axle, LeftFirst axle, RightSecond axle, LeftSecond axle, RightThird axle, LeftThird axle, Right
0 20 40 60 80 100-10
-5
0
5
10
15
X [m]
T [N
m]
Torque on the steering actuator
0 20 40 60 80 100
-50
0
50
100
150
200
X [m]
dT/d
x [N
m/s
]
Torque rate on the steering actuator
Lateral position controlYaw control
Lateral position controlYaw control
20
Simulation resultsRear-end collision avoidance (RECA)
Transportforum 20132023-05-01
10 20 30 40 50 60 70 80 90 100-0.5
0
0.5
X [m]
eY [m
]Path error
X = d
10 20 30 40 50 60 70 80 90 100-2
0
2
X [m]
e
[deg
]
Yaw angle error
X = d
10 20 30 40 50 60 70 80 90 100-10
-5
0
5
X [m]
ed
/dt [
deg/
s]
Yaw rate error
X = d
Lateral position controlYaw control
Lateral position controlYaw control
Lateral position controlYaw control
21
Simulation resultsRear-end collision avoidance (RECA)
Transportforum 20132023-05-01
10 20 30 40 50 60 70 80 90 100-0.2
0
0.2
X [m]
eY [m
]Path error
X = d
10 20 30 40 50 60 70 80 90 100-4
-2
0
2
X [m]
e
[deg
]
Yaw angle error
X = d
10 20 30 40 50 60 70 80 90 100-10
0
10
X [m]
ed
/dt [
deg/
s]
Yaw rate error
X = d
Continuous dataDiscrete data
Continuous dataDiscrete data
Continuous dataDiscrete data
It is also tested with discrete input with update rate of 10 Hz; the controller demands new steering wheel angle every 0.1 second.
222023-05-01 Transportforum 2013
Model verificationComparison with test data
• A series of tests were performed in the handling area of the Hällered Proving Ground.
• The steering input from test data is also used as input to the simulation in order to validate the simulation model.
• The results presented here also show a sample performance of the controller.
232023-05-01 Transportforum 2013
Model verificationComparison with test data
Parameters Values Lateral distance 3 m HV Initial Velocity, v 80 km/h LV Initial Velocity, vl 0 km/h Longitudinal distance 73.5 m
Parameter settings:
A single lane change manoeuvre was performed with 50% safety margin for longitudinal distance.
0 1 2 3 4 5 6 7-60
-40
-20
0
20
40
60
t [s]
[
deg]
Actuator's steering angle demand
FeedforwardFeedbackTotal controller demandActuator response
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Model verificationComparison with test data
0 1 2 3 4 5 6 7-8
-6
-4
-2
0
2
4
6
8
t [s]
d
/dt
[deg
/s]
Yaw rate
ReferenceSimulationTest data
0 1 2 3 4 5 6 7-3
-2
-1
0
1
2
3
t [s]
ay [
m/s
2 ]
Lateral acceleration
ReferenceSimulationTest data
0 20 40 60 80 100 120 140-1
0
1
2
3
4
5
X [m]
Y [
m]
Truck position
5th order polynomial; reference5th order polynomial; targetSimulationTest data
25
Thank you.