A Controller Framework for Autonomous Drifting: Design, Stability, and Experimental Validation

2011 ◽  
Author(s):  
Rami Y. Hindiyeh ◽  
J. Christian Gerdes
Keyword(s):  
Stability Analysis ◽  
Experimental Validation ◽  
Closed Loop ◽  
Rear Wheel ◽  
Loop Structure ◽  
Experimental Performance ◽  
Drive Force ◽  
Yaw Rate ◽  
Wheel Drive ◽  
Rear Wheel Drive

This paper presents a controller framework for autonomous drifting of a rear wheel drive vehicle. The controller uses a successive loop structure, where yaw rate is treated as a synthetic input to control the vehicle’s sideslip dynamics, and yaw rate is in turn controlled through coordination of steering and rear drive force. Relative to prior designs, the drift controller presented in this work enables a straightforward, physically insightful stability analysis where local closed-loop stability of the desired high sideslip “drift equilibrium” is demonstrated. When implemented on a by-wire testbed, the new controller achieves experimental performance that matches or exceeds prior designs, generating sustained and robust autonomous drifts.

Handling Delays in Yaw Rate Control of Electric Vehicles Using Model Predictive Control With Experimental Verification

2017 ◽  
Vol 139 (12) ◽  
Author(s):  
Milad Jalali ◽  
Amir Khajepour ◽  
Shih-ken Chen ◽  
Bakhtiar Litkouhi
Keyword(s):  
Model Predictive Control ◽  
Predictive Control ◽  
Rear Wheel ◽  
Stability Control ◽  
Vehicle Stability ◽  
Control Loop ◽  
Yaw Rate ◽  
Vehicle Stability Control ◽  
Wheel Drive ◽  
Rear Wheel Drive

In this paper, a new approach is proposed to deal with the delay in vehicle stability control using model predictive control (MPC). The vehicle considered here is a rear-wheel drive electric (RWD) vehicle. The yaw rate response of the vehicle is modified by means of torque vectoring so that it tracks the desired yaw rate. Presence of delays in a control loop can severely degrade controller performance and even cause instability. The common approaches for handling delays are often complex in design and tuning or require an increase in the dimensions of the controller. The proposed method is easy to implement and does not entail complex design or tuning process. Moreover, it does not increase the complexity of the controller; therefore, the amount of online computation is not appreciably affected. The effectiveness of the proposed method is verified by means of carsim/simulink simulations as well as experiments with a rear-wheel drive electric sport utility vehicle (SUV). The simulation results indicate that the proposed method can significantly reduce the adverse effect of the delays in the control loop. Experimental tests with the same vehicle also point to the effectiveness of this technique. Although this method is applied to a vehicle stability control, it is not specific to a certain class of problems and can be easily applied to a wide range of model predictive control problems with known delays.

Feedback control framework for car-like robots using the unicycle controllers

Robotica ◽  
2011 ◽  
Vol 30 (4) ◽  
pp. 517-535 ◽  
Author(s):  
Maciej Michałek ◽  
Krzysztof Kozłowski
Keyword(s):  
Stability Analysis ◽  
Feedback Control ◽  
Closed Loop ◽  
Path Following ◽  
Rear Wheel ◽  
Front Wheel ◽  
Steering Angle ◽  
Formal Stability ◽  
Control Framework ◽  
Error Dynamics

SUMMARYThe paper introduces a novel general feedback control framework, which allows applying the motion controllers originally dedicated for the unicycle model to the motion task realization for the car-like kinematics. The concept is formulated for two practically meaningful motorizations: with a front-wheel driven and with a rear-wheel driven. All the three possible steering angle domains for car-like robots—limited and unlimited ones—are treated. Description of the method is complemented by the formal stability analysis of the closed-loop error dynamics. The effectiveness of the method and its limitations have been illustrated by numerous simulations conducted for the three main control tasks, namely, for trajectory tracking, path following, and set-point regulation.

Test Results: Vehicle Responses to Simulated Drag Caused by Front Tire Tread Detachment — The Effect of Scrub Radius and Speed

2018 ◽  
Author(s):  
Mark W. Arndt ◽  
Stephen M. Arndt
Keyword(s):  
Lateral Displacement ◽  
Rear Wheel ◽  
Lateral Acceleration ◽  
Steering Wheel ◽  
Slip Angle ◽  
Yaw Rate ◽  
Wheel Drive ◽  
Steady State Responses ◽  
Four Wheel Drive ◽  
Left Front

The effects of reduced kingpin offset distance at the ground (scrub radius) and speed were evaluated under controlled test conditions simulating front tire tread detachment drag. While driving in a straight line at target speeds of 50, 60, or 70 mph with the steering wheel locked, the drag of a tire tread detachment was simulated by applying the left front brake with a pneumatic actuator. The test vehicle was a 2001 dual rear wheel four-wheel-drive Ford F350 pickup truck with an 11,500 lb. GVWR. The scrub radius was tested at the OEM distance of 125 mm (Δ = 0) and at reduced distances of 49 mm (Δ = −76) and 11 mm (Δ = −114). The average steady state responses at 70 mph with the OEM scrub radius were: steering torque = −24.5 in-lb; slip angle = −3.8 deg; lateral acceleration = −0.47 g; yaw rate = −8.9 deg/sec; lateral displacement after 0.75 seconds = 3.1 ft and lateral displacement after 1.5 seconds = 13.1 ft. At the OEM scrub radius, responses that increased linearly with speed included: slip angle (R2 = 0.84); lateral acceleration (R2 = 0.93); yaw rate (R2 = 0.73) and lateral displacement (R2 = 0.59 and R2 = 0.87, respectively). At the OEM scrub radius, steer torque decreased linearly with speed (R2 = 0.76) and longitudinal acceleration had no linear relationship with speed (R2 = 0.09). At 60 mph and 70 mph for both scrub radius reductions, statistically significant decreases (CI ≥ 95%) occurred in average responses of steer torque, slip angle, lateral acceleration, yaw rate, and lateral displacement. At 50 mph, reducing the OEM scrub radius to 11 mm resulted in statistically significant decreases (CI ≥ 95%) in average responses of steer torque, lateral acceleration, yaw rate and lateral displacement. At 50 mph the average slip angle response decreased (CI = 87%) when the OEM scrub radius was reduced to 11 mm.

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