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TECHNICAL PAPERS

Carrier Phase GPS-Aided INS-Based Vehicle Lateral Control

[+] Author and Article Information
Jay A. Farrell

University of California, Riverside, CA  

Han-Shue Tan

University of California, Berkeley, CA  

Yunchun Yang

University of California, Riverside, CA

J. Dyn. Sys., Meas., Control 125(3), 339-353 (Sep 18, 2003) (15 pages) doi:10.1115/1.1592190 History: Received May 24, 2001; Revised November 24, 2002; Online September 18, 2003
Copyright © 2003 by ASME
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References

Figures

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(a) Control state calculation block diagram. The feedback loop on the left implements the DGPS/INS complementary filter. The INS state and lane trajectory are the inputs to the control state calculation algorithm. (b) Control state definitions.
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(a) Horizontal position data versus arclength and arclength versus time for measured trajectory data. (b) Curve fit: trajectory, trajectory heading and curvature versus arclength.
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Nominal transfer functions for the three degree of freedom LeSabre vehicle at three speeds: 10 m/s (solid), 20 m/s (dashed), 30 m/s (dash-dotted). Left: steering to lateral acceleration at the CG. Middle: steering to yaw rate. Right: steering to roll rate.
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Transfer function from steering angle to lateral acceleration at the GPS/INS location for various offsets between the actual and nominal CG. In both the left and right columns, the nominal transfer functions are plotted as dashed lines. The transfer functions for 10 m/s and 30 m/s are clearly labeled. The transfer functions for 20 m/s are not labeled due to space constraints. Left: Actual CG moved forward (dash-dotted) or backward (solid) by 15 cm. Right: Actual CG moved upward (dash-dotted) or downward (solid) by 15 cm.
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Comparison of transfer functions (steering angle to lateral acceleration 10 m in front of the nominal CG) for the same speeds and forward/backward, upward/downward offsets between the actual and nominal CG as in Fig. 4. The individual transfer functions for the three different speeds and different CG offsets are not labeled individually due the inability to discriminate the plots, which is the point of the graph. Left: Transfer functions using yaw angle. Right: Transfer functions using heading angle.
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Controller filter frequency responses (Gint(s),Ge(s),Gc(s)).
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Optimal DGPS/INS controller parameters versus speed. Top: feedback loop gain. Bottom: heading error gain.
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Control results with the CP DGPS/INS data used to control the vehicle lateral position. Top left: time series plot of the off-track distance d as determined by the magnetometers (dotted) and GPS/INS (solid). Second left: CP DGPS/INS estimate of ḋ, the velocity normal to the trajectory. Third left: CP DGPS/INS estimate of ε=ψ̄v−ψc the trajectory relative heading error. Bottom left: gyro measurement of yaw rate error ε̇=gz−rc. Top right: CP DGPS/INS estimate of vT, the velocity tangent to the trajectory. Second right: the trajectory curvature κ in units of (km)−1. Third right: the trajectory heading ψc (dotted) and vehicle yaw ψv (solid). Bottom right: the trajectory yaw rate rc (dotted) and vehicle yaw rate gz (solid).
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Control signal corresponding to Fig. 8 for the period of time immediately before and after the first step change in curvature.
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Control results with the CP DGPS/INS data used to control the vehicle lateral position to follow a 1.0-m amplitude and 200-m length sinsusoidal perturbation to the trajectory. Top left: time series plot of the off-track distance d as determined by the magnetometers (dotted) and GPS/INS (solid). Second left: CP DGPS/INS estimate of ḋ, the velocity normal to the trajectory. Third left: CP DGPS/INS estimate of ε=ψ̄v−ψc the trajectory relative heading error. Bottom left: gyro measurement of yaw rate error ε̇=gz−rc. Top right: CP DGPS/INS estimate of vT, the velocity tangent to the trajectory. Second right: the trajectory curvature κ in units of (km)−1. Third right: the trajectory heading ψc (dotted) and vehicle yaw ψv (solid). Bottom right: the trajectory yaw rate rc (dotted) and vehicle yaw rate gz (solid).
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Control results with the CP DGPS/INS data used to control the vehicle lateral position to perform a 3.6-m lane change maneuver for 360 m. Top left: time series plot of the off-track distance d as determined by the magnetometers (dotted) and CP DGPS/INS (solid). Second left: CP DGPS/INS estimate of ḋ, the velocity normal to the trajectory. Third left: CP DGPS/INS estimate of ε=ψ̄v−ψc the trajectory relative heading error. Bottom left: gyro measurement of yaw rate error ε̇=gz−rc. Top right: CP DGPS/INS estimate of vT, the velocity tangent to the trajectory. Second right: the trajectory curvature κ in units of (km)−1. Third right: the trajectory heading ψc (dotted) and vehicle yaw ψv (solid). Bottom right: the trajectory yaw rate rc (dotted) and vehicle yaw rate gz (solid).

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