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Research Papers

Active Steering Assistance for Lane Keeping and Lane Departure Prevention

[+] Author and Article Information
Nicoleta Minoiu Enache

LIVIC-LCPC-INRETS, 14 route de la minière, 78000 Versailles, Francenicoleta.minoiu@lcpc.fr

Saïd Mammar

Université d’Evry Val d’Essonne, IBISC/CNRS-FRE, 40 Rue du Pelvoux CE 1455, 91025 Evry, Francesaid.mammar@iup.univ-evry.fr

Benoit Lusetti

LIVIC-LCPC-INRETS, 14 route de la minière, 78000 Versailles, Francebenoit.lusetti@inrets.fr

Yazid Sebsadji

LRPC, 11 rue Jan Mentelin, 67200 Strassbourg, Franceyazid.sebsadji@developpement-durable.gouv.fr

J. Dyn. Sys., Meas., Control 133(6), 061003 (Sep 29, 2011) (12 pages) doi:10.1115/1.4003801 History: Received October 25, 2009; Revised January 15, 2011; Published September 29, 2011

Single-vehicle road departure accidents represent a substantial amount of today’s accidents. This paper presents the design and experimental test of an active steering assistance system that offers two functions: lane departure avoidance by temporary activation and maintaining vehicle heading by permanent activation. Each of the two functions can be used exclusively or in combination. Specific constraints related to each of the two functions are taken into account in the control design of the steering assistance by using LMI (linear matrix inequality) and BMI (bilinear matrix inequality) optimization methods. Consequently, lane overshoot is minimized for assistance activations near the border of the lane even during curve negotiation and robust lane keeping is ensured. Furthermore, the effects on lane keeping performance of simultaneous steering by the driver and the assistance are theoretically quantified. The results are verified using a fully equipped prototype vehicle. The obtained field test is consistent with the expected performance.

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Copyright © 2011 by American Society of Mechanical Engineers
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Figures

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Figure 1

“Normal driving” set, reachability set and invariant set represented in a two-dimensional state space (ψL,yL)

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Figure 2

Vehicle in the lane

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Figure 4

“Normal driving” set, reachability set and several invariant sets

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Figure 5

Preliminary practical tests for lane keeping with curve negotiation (a) road curvature, (b) control torque (solid line) and feedforward torque component (dashed bold line)

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Figure 6

Front wheels trajectories (solid thin lines) for the preliminary practical tests for lane keeping with curve negotiation (the solid lines at ±1.75 m represent the lane markers and the dashed bold line the anticipated maximum lateral displacement of the front wheels)

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Figure 7

Lane keeping test (a) lateral offset, (b) lateral acceleration

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Figure 8

Simultaneous action by the driver and by the steering assistance: (a) observed driver torque (red solid line), assistance torque (black solid line), maximum considered driver torque (dotted line); (b) road curvature (solid line) and maximum considered road curvature (dotted line); (c) front wheels trajectories (black solid line) relative to the lane borders (red solid line)

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Figure 9

Vehicle state variables (solid lines) under simultaneous action by the driver and the steering assistance and the “normal driving” limits (dotted lines)

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Figure 10

Preliminary experimental results for activation during curve negotiation: (a) road curvature; (b) front wheels trajectories (solid thin lines; the solid lines at ±1.75m represent the lane borders and the dashed bold lines the anticipated maximum lateral displacement of the front wheels); (c) control torque (solid line) and feedforward torque component (dashed bold line); (d) lateral offset; (e) lateral acceleration (f) vehicle speed

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Figure 3

Central lane strip of width 2d represented in two-dimensional state space (ψL,yL)

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