Coordination of actuators for an A-double heavy vehicle combination using control allocation

Uhlén, Karin; Nyman, Per; Eklöv, Johan; Laine, Leo; Kati, Maliheh Sadeghi; Fredriksson, Jonas

doi:10.1109/itsc.2014.6957762

Cited by 12 publications

(8 citation statements)

References 2 publications

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“…For road vehicle planar motion control, v is preferably composed from resulting longitudinal force F x , resulting lateral force F y , yaw torque M z , and possible trailer counterparts (Uhlén et al 2014). After having made the substitution from actuatordependent properties to a virtual control vector, the problem is decoupled.…”

Section: Methodsmentioning

confidence: 99%

“…This implies that actuator coordination is needed. Previous research has suggested control allocation (CA), methods as a structured way of including a variety of motion actuators to coordinate for the desired motion of the vehicle or even articulated vehicle combination (Tagesson et al 2009;Tjønnås and Johansen 2010;Uhlén et al 2014). CA makes it possible to achieve a modularized control architecture, where high-level control modules determine the control objective of the motion and lower level modules allocate forces among actuators.…”

Section: Introductionmentioning

confidence: 99%

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Combining Coordination of Motion Actuators with Driver Steering Interaction

Tagesson

Laine

Jacobson

2015

Traffic Injury Prevention

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Objective: A new method is suggested for coordination of vehicle motion actuators; where driver feedback and capabilities become natural elements in the prioritization.Methods: The method is using a weighted least squares control allocation formulation, where driver characteristics can be added as virtual force constraints. The approach is in particular suitable for heavy commercial vehicles that in general are over actuated. The method is applied, in a specific use case, by running a simulation of a truck applying automatic braking on a split friction surface. Here the required driver steering angle, to maintain the intended direction, is limited by a constant threshold. This constant is automatically accounted for when balancing actuator usage in the method.Results: Simulation results show that the actual required driver steering angle can be expected to match the set constant well. Furthermore, the stopping distance is very much affected by this set capability of the driver to handle the lateral disturbance, as expected. Conclusion:In general the capability of the driver to handle disturbances should be estimated in real-time, considering driver mental state. By using the method it will then be possible to estimate e.g. stopping distance implied from this. The setup has the potential of even shortening the stopping distance, when the driver is estimated as active, this compared to currently available systems. The approach is feasible for real-time applications and requires only measurable vehicle quantities for parameterization. Examples of other suitable applications in scope of the method would be electronic stability control, lateral stability control at launch and optimal cornering arbitration.

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Section: Methodsmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

Combining Coordination of Motion Actuators with Driver Steering Interaction

Tagesson

Laine

Jacobson

2015

Traffic Injury Prevention

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“…Control allocation for articulated structures is much less studied. Coordination of actuators for articulated ground vehicles is investigated in terms of traction control in Uhlen et al (2014), Andersson (2013) and yaw stability in Yang (2012), however, limited to 2 or 3 links.…”

Section: Force Allocationmentioning

confidence: 99%

Modeling of underwater swimming manipulators**This research was partly funded by the Research Council of Norway through the Centres of Excellence funding scheme, project No. 223254 NTNU AMOS, and partly funded by VISTA, a basic research program in collaboration between The Norwegian Academy of Science and Letters, and Statoil.

et al. 2016

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For several decades, the traditional ROV has been the workhorse used for any kind of subsea operations. The industry is now facing an important shift towards more economical and more efficient operations on subsea installations. To this end, there has been an increasing interest in smaller and lighter vehicles capable of performing autonomous tasks. In this paper we present the underwater swimming manipulator (USM), a hyper-redundant AUV with the potential to replace traditional ROVs and AUVs for routine inspection and lighter intervention tasks. We develop a mathematical model of the USM, including both kinematics and dynamic equations of motion. In addition, we present a generic force allocation method for USMs and the derivation of the configuration dependent force allocation matrix. The applicability of the proposed allocation method for path following control of USMs are demonstrated through computer simulations.

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“…braking in-between axles, has been adapted to commercial heavy vehicles [15]. The control allocation formulation has also been adapted for large articulation angles between the vehicle units and wheel steer angles by deriving the actuation control efficiency matrix B (θ i , δ j ) by using Lagrange formulation [16]. Within the TSM FD there are three main functionality areas: traffic situation observation, traffic situation predictions, and traffic situation manoeuvres.…”

Section: Architecture For Vehicle Motion Functionalitymentioning

confidence: 99%

“…Constraints (14) and (15) enforce two positions of the LVC to stay inside the lane boundaries. Constraint (16) informs the trajectory generator of the physical maximum longitudinal acceleration of the LVC. The constraints (17) and (18) reflect the maximum road wheel angle and its time derivative, respectively, reflecting physical actuation constraints.…”

Section: ) Optimal Control Problem Formulationmentioning

confidence: 99%

Automated highway lane changes of long vehicle combinations: A specific comparison between driver model based control and non-linear model predictive control

Nilsson

Laine

Duijkeren

et al. 2015

2015 International Symposium on Innovations in Intelligent SysTems and Applications (INISTA)

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This paper compares the vehicle dynamics performances of two approaches for automated lane change manoeuvres of a long vehicle combination in simulated highway driving. One of the two approaches is a non-linear model predictive controller (NMPC), and the other is based on driver model control (DMC) theory. Both approaches utilize traffic situation predictions that include motion variable constraints and actuation requests for steering, propulsion and braking. The two automated driving approaches are compared in a simulation environment including a high-fidelity vehicle plant model and models of surrounding vehicles. Simulations show that both approaches can generate feasible lane change manoeuvres at the constant speeds of 44 and 78 km/h. In addition, lane changes were successfully conducted in combination with retardation due to leading vehicle braking from 80 to 50 km/h with a varying retardation range of 0.1-0.7 g. In general, the non-linear model predictive control shows a shorter lane change duration and lower values of the used absolute magnitude of the longitudinal and lateral accelerations. However, the specific objective function used in the NMPC leads to an unnecessary variation of longitudinal vehicle speed compared to the driver model control approach.

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Coordination of actuators for an A-double heavy vehicle combination using control allocation

Cited by 12 publications

References 2 publications

Combining Coordination of Motion Actuators with Driver Steering Interaction

Combining Coordination of Motion Actuators with Driver Steering Interaction

Automated highway lane changes of long vehicle combinations: A specific comparison between driver model based control and non-linear model predictive control

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