Automated driving, technical approach with motion control architecture

Raste, Thomas; Lüke, Stefan; Eckert, Alfred

doi:10.1515/auto-2014-1148

Cited by 5 publications

(1 citation statement)

References 4 publications

Supporting

Mentioning

Contrasting

Order By: Relevance

“…Moreover, we focus on publications that outline the specific control approach for reaching fault tolerance. Publications that only show results are neglected, e. g., [237][238][239][240][241][242][243][244]. The same applies to publications that only state that an approach is potentially fault-tolerant without demonstrating the implementation or presenting experimental results.…”

Section: Focus Of the Surveymentioning

confidence: 99%

Actuator Fault-Tolerant Vehicle Motion Control: A Survey

Stolte

2021

Preprint

View full text Add to dashboard Cite

The advent of automated vehicles operating at SAE levels 4 and 5 poses high fault tolerance demands for all functions contributing to the driving task. At the actuator level, fault-tolerant vehicle motion control, which exploits functional redundancies among the actuators, is one means to achieve the required degree of fault tolerance. Therefore, we give a comprehensive overview of the state of the art in actuator fault-tolerant vehicle motion control with a focus on drive, brake, and steering degradations, as well as tire blowouts. This review shows that actuator fault-tolerant vehicle motion is a widely studied field; yet, the presented approaches differ with respect to many aspects. To provide a starting point for future research, we survey the employed actuator topologies, the tolerated degradations, the presented control approaches, as well as the experiments conducted for validation. Overall, and despite the large number of different approaches, the covered literature reveals the potential of increasing fault tolerance by fault-tolerant vehicle motion control. Thus, besides developing novel approaches or demonstrating real-time applicability, future research should aim at investigating limitations and enabling comparison of fault-tolerant motion control approaches in order to allow for a thorough safety argumentation.

show abstract

Section: Focus Of the Surveymentioning

confidence: 99%

Actuator Fault-Tolerant Vehicle Motion Control: A Survey

Stolte

2021

Preprint

View full text Add to dashboard Cite

show abstract

Survey on Control Schemes for Automated Driving on Highways

Rupp

Stolz

2016

Automated Driving

View full text Add to dashboard Cite

Lateral Vehicle Control

Isermann

2021

Automotive Control

View full text Add to dashboard Cite

Roads are usually built from elements of circles, clothoids with intermediate connections, and straight lines; see RAA (2008). Curves have curvatures which develop steadily, such that driving without lateral jerk is possible. The vehicle has to follow the road lane in a straight direction or has to follow the curvatures by cornering with a constant or steadily changing radius. Lateral vehicle control is required for driving maneuvers like cornering, lane change, and parking; see Fig. 19.1.As shown in Fig. 19.2, the vehicle has to follow a lane, ideally in the center of the lane. The geometric form of the lane then defines the vehicle's path. The distance of the center of gravity of the vehicle to the right lane marking is noted by the lateral distance D y . (Also the distance of the front axle or of the right front wheel to the right lane marking may be used.)In the case of circles, the curvature κ = 1/R is inverse proportional to the radius, and clothoids have a curvature which is proportional to the path length L, κ = c cl L.The control of vehicles along a straight or bending lane means that the driver or an automatic controller has to follow a certain path: y = f (x). If this can be performed without time condition, it is called path control. The state variables for the position are x and y and for the orientation of the vehicle, the yaw angle ψ or the course angle ν = ψ + β; see Fig. 20.1. The manipulated variable is the steering wheel angle δ f for a car with front steering. If the position y(x) has to be reached at a certain time t, such that y = f (x, t), this a called trajectory control. Hence, for path control, the lateral motion has to be controlled and for trajectory control, the lateral and longitudinal motion; see Sect. 18.2.The lane markers are usually detected with cameras located behind the windscreen for forward looking. Monocular cameras provide, for example, a ±20 • field of view and ranges up to 80 m. Corresponding image processing then provides the distance to line crossing (DLC) or time to line crossing (TLC) in front of the vehicle and based on a lane marking approximation with polynomials or clothoid functions with the curvature κ and its first derivative dκ/dx in a distance x τ ahead. For more details, see Winner et al. (2016) andSchmitt (2012).

show abstract

Automated driving, technical approach with motion control architecture

Cited by 5 publications

References 4 publications

Actuator Fault-Tolerant Vehicle Motion Control: A Survey

Actuator Fault-Tolerant Vehicle Motion Control: A Survey

Survey on Control Schemes for Automated Driving on Highways

Lateral Vehicle Control

Contact Info

Product

Resources

About