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2. VEHICLE MODEL
F ˆ
20 (8)
F ˆ
e2 F Fˆ e1
ades ades gˆ
0
0 200 400 600 800 1000 1200 1400
distance(m) where g is the disturbance estimation error g gˆ .
Fig. 4 Reference Velocity Profile Since the system matrix of the error dynamics involves
nonlinear terms, it is nonlinear system. However, the
poles of the characteristic equation of the error
dynamics are not influenced by the control inputs. They
Switching are only affected by the time delay of the simplified
Algorithm
vref vehicle model and the weight for the measured VCPs.
PID ades Throttle Then, the characteristic equation is:
Controller /Brake
Controller 1
vs sI A s 2 s 0 (9)
VCVs
Adaptation
as Pb
The time delay is unknown. It could vary
Model Free Cruise Controller
depending on the vehicle state and parameters, but it
Fig. 5 Speed Controller generally remains in narrow range. Therefore, the time
The measured VCPs cannot be directly used to delay has been set to be 0.25s. The update
calculate throttle angle and brake pressure. Firstly, when parameter has been determined by considering the
the throttle angle and brake pressure have a value of damping ratio of the characteristic equation.
nearly zero, the VCPs could be highly sensitive to the The MFCC can reduce the effects of the
control inputs. To prevent a sharply change of the VCPs, disturbance using the VCPs adaptation algorithm. The
it should be updated when the throttle angle and brake VCPs are automatically adapted when the vehicle
pressure are upper than a threshold value. Secondly, few acceleration is higher or lower than the desired
seconds after the driver start to press the acceleration acceleration. Even if the MFCC uses the nominal value
pedal, most of the energy which is generated by the for the zero throttling deceleration of the vehicle, the
engine is used to accelerate the engine speed, not the acceleration error converges to zero in a few second.
vehicle speed. Therefore, the update of VCPs for Therefore, the nominal zero throttling deceleration is
throttle should be started few seconds after the control defined as follows:
input is initiated. Thirdly, the VCPs can be assumed as a gˆ vs k1vs k2 (10)
slow varying variable. Although it is influenced by
vehicle parameters and vehicle states, the VCPs are
slowly varying because the vehicle states are not where k1 and k2 are coefficient to calculate the zero
changed sharply in a short time. The sharply change has throttling deceleration. These values have been set the
been prevented using a weighted sum of the measured zero throttling deceleration to be 1m/s2 at 30m/s of
value and the original value. velocity. A disturbance estimation algorithm can be
Fˆth k 1 wFˆth (k ) 1 w Fth, m developed for the MFCC. However, since the vehicle
(5) parameters are unknown, the effects of disturbance and
Fˆb k 1 wFˆb (k ) 1 w Fb , m model uncertainty cannot be distinguished by the
MFCC. The deceleration by road grade and by the gear
where the w is a weight for the measured value of change has the same effects on the adaptation algorithm.
VCPs. The switching between throttle and brake has been
The weight function of VCPs can be rewritten as a determined using the nominal zero throttling
continuous form as follows: deceleration with a small hysteresis. If the desired
acceleration is larger than the nominal zero throttling
1 w
Fˆ Fˆ k Fm k
dt
(6) deceleration, throttle flag is activated. Reversely, the
desired acceleration is lower than the nominal zero
throttling deceleration, brake flag is activated.
Using the continuous adaptation algorithm, the if ades gˆ h throttle
error dynamics of the vehicle acceleration and the
elseif ades gˆ h brake (11)
VCVs has been analyzed. The errors have been defined
as follows: else No control
e1 as , des as
(7) 5. SIMULATION RESULTS
e F Fˆ
2
AVEC ’12
A simulation studies have been conducted for given Although the vehicle parameters of SUV vehicle
reference velocity profiles. A SUV vehicle model in model are unknown, the simulation result shows good
Carsim software has been used for simulation. The tracking performance for given velocity profile. The
simulation results are depicted in fig. 6. MFCC regulates control inputs to follow the desired
If the desired acceleration is bigger than the acceleration by adjusting VCVs. Moreover, a signal
nominal zero throttle deceleration, the throttle flag is noise has been applied to the vehicle acceleration signal
activated. Then, the vehicle characteristic in order to imitate the signal noise of the accelerometer.
parameters(VCPs) adaptation algorithm calculates the The simulation result in fig. 6(b) shows that the signal
value of VCP for throttle by observing the vehicle noise has little effect on performance of the MFCC.
acceleration. The VCP is increasing or decreasing until The result also indicates that quite important
the vehicle acceleration error converges to zero. If the advantage of the MFCC algorithm. The algorithm has
desired acceleration is less than the nominal zero not used vehicle parameters to control the target vehicle.
throttle deceleration. The same process for brake is The performance of MFCC would not be influenced by
carried out. the target vehicle parameters. The characteristic
60 equation in (9) also indicates that if time constant of the
target vehicle remains near the assumed value, the
40 damping ratio is determined only by weight for
measured VCPs, not the vehicle parameters. Therefore,
km/h
0
been carried out to confirm the performance of the
-2 Desired model free cruise controller. The reference velocity was
Simulation generated using predefined velocity profile as a function
-4
0 20 40 60 80 100 of global position from the dGPS signals of RT3002
time(s) device. The vehicle velocity had been obtained from the
(b) Acceleration front wheel sensor and a discrete Kalman filter has been
designed to calculate the vehicle acceleration from the
30 velocity signal. The acceleration signal from the dGPS
Throttle
Brake
of RT 3002 device has not been used because of the
20 severe signal noise. Since the test track is the unpaved
road, the severe signal noise had been generated in the
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Government (2011-0001277)
-2
Des accel
REFERENCES
experiment
-4
0 20 40 60 80 100 120 [1] Goodrich, M.A., Boer, E.R., “Model-Based
time(s)
Human-Centered Task Automation: A Case Study in
(b) Acceleration ACC System Design” IEEE Trans. Syst. Part A:
Systems and Humans, Vol.33, No.3, pp.325-335.
Throttle [2] Han, D., Yi, K., “Design and Evaluation of
30
Brake intelligent vehicle cruise control systems using a
vehicle simulator”, International Journal of
20
Automotive Technology, Vol. 7, No. 3, pp. 377-383.
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