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Unified Control Design for Autonomous Vehicle               313

                                      1                  1         2   2     
    1 + f
                               u s =− ( ¨ θ + 2ξλ( ˙ θ + pω)) + (( ˙ θ + pω) − λ ) tan  p −  γ
                                      p                  p                         2
                                         cos(((1 + f )/2)γ )     l    2   2
                                    −                         (( ˙ θ + pω) + λ ) tan γ
                                      p cos[(p − ((1 + f )/2))γ ]  a

                                        sin(φ − ((1 + f )/2)γ )  tan γ
                                    + f                    −      cos(pγ − φ)
                                         l cos(((1 + f )/2)γ )  a
                                                  2
                                                             2
                                      ¨
                                             ˙
                                    ×[d + 2ξλd + λ d − d( ˙ θ + ˙ φ) ]

                                        cos(φ − ((1 + f )/2)γ )  tan γ
                                    + f                    −      sin(pγ − φ)
                                         l cos(((1 + f )/2)γ )  a

                                                  ˙
                                    ×[d( ¨ θ + ¨ φ) + 2(d + ξλd)( ˙ θ + ˙ φ)]          (8.57)
                                 The above development can be summarized as follows.
                              Theorem 8.2  Consider the car-like mobile robot performing forward track-
                              ing, shown in Figure 8.1, and backward tracking, shown in Figure 8.2. The
                              dynamic motion of these tracking maneuvers is defined collectively as the
                              dynamics (8.3) of both vehicles and the virtual intervehicular connection (8.4).
                                 Define the tracking error ˜z in (8.5) as the difference between the output of
                              the follower vehicle (8.5) and the virtual intervehicular connection (8.4). The
                              tracking target performance in ˜z is defined by the stable second-order system
                              (8.42) and can be ensured if the nonlinear controls (8.56) for driving and (8.57)
                              for steering are applied and the following necessary conditions are satisfied.

                                  • Forward tracking: f = 1, λ> 0, ξ> 0, l and p satisfying (8.39)
                                  • Backward tracking: f =−1, λ> 0, ξ> 0, l and p satisfying (8.40)

                              Proof  The target performance (8.42) also guarantees that the tracking error
                                                 ˙
                                                         ¨
                              ˜ z(t) and its derivatives ˜z(t) and ˜z(t) are all convergent to zero. Combining
                              all the conditions from Lemmas 8.1, 8.2, and 8.3, we can obtain the similar
                              conditions (8.39) for the look-ahead tracking and (8.40) for the look-behind
                              tracking.

                              8.3.3 Requirement of Measurements

                              As stated in the development of the kinematics- and dynamics-based control-
                              lers, besides the vehicular state feedbacks such as velocity/acceleration and
                              steering angle, some measurements are required including relative distance
                                                                    ¨
                              between two vehicles d, velocity d, acceleration d, and relative angle φ as well
                                                        ˙


                              © 2006 by Taylor & Francis Group, LLC



                                FRANKL: “dk6033_c008” — 2006/3/31 — 16:43 — page 313 — #19
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