Load Haul Dump Vehicle Kinematics and Control

[+] Author and Article Information
Peter Ridley

School of Mechanical and Manufacturing Engineering, Queensland University of Technology, PO Box 2434, Brisbane, 4001 Australiae-mail: p.ridley@qut.edu.au

Peter Corke

CSIRO Manufacturing Science and Technology, Queensland Center for Advanced Technologies, PO Box 883, Kenmore 4069, Australiae-mail: pic@cat.csiro.au

J. Dyn. Sys., Meas., Control 125(1), 54-59 (Mar 10, 2003) (6 pages) doi:10.1115/1.1541671 History: Received May 01, 2000; Revised August 01, 2002; Online March 10, 2003
Copyright © 2003 by ASME
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Geometric layout of LHD vehicle, showing the instantaneous center (I1) of velocity of front and rear of the vehicle and the center (c) of curvature of point p
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Plan-view of LHD vehicle, defining the displacement, heading and curvature errors (εdθ, and εc) relative to the circle through points P1,P2, and P3 on a desired path
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Geometric relationship between path errors (εdθ, and εc) between two infinitesimally separated positions of the vehicle
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State variable feedback control strategy block diagram
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Locus of roots of the system characteristic equation as vehicle speed varies between zero and 15 m/s for constant feedback gains k=[0.0344,0.3536,1.6994]
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Variation of feedback gain required to maintain constant pole placement, ωn=0.3 rad/s and ξ=0.7, as vehicle speed varies (l1=1.6,l2=1.8,R=10 m,)
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System block diagram showing the entry of path disturbance inputs c(t), h(t), and d(t)
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Path of an LHD vehicle as it locks onto a prescribed circle (R=10 m), from an initial position whose location errors are εd=1.0 m,εθ=0.1 rad, and εc=0.0111 m−1. The vehicle speed is constant V=2.0 m/s, and tuned (k=[0.0344,0.3536,1.6994]) for pole placement ωn=0.3 rad/s and ξ=0.7,(l1=1.6,l2=1.8)
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Error time responses for the journey described in Fig. 8
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Steering time responses for the journey described in Fig. 8




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