Sub-Optimal Longitudinal Control of Road Vehicles With Capacity and Safety Considerations

[+] Author and Article Information
J. Sainte-Marie

INRIA—MACS Project, Domaine de Voluceau B.P. 105, F78153 Le Chesnay Cedex, Francee-mail: Jacques.Sainte-Marie@inria.fr

S. Mammar

LSC/CNRS 2494—Univ. of Evry Val d’Essonne, Boulevard F. Mitterrand F91025 ÉVRY Cedex, Francee-mail: Mammar@inrets.fr

L. Nouvelière

LIVIC—INRETS/LCPC, 13, route de la Minière F78000 Versailles, Francee-mail: nouvelie@lcpc.fr

V. Rouault

LIVIC—INRETS/LCPC, 13, route de la Minière F78000 Versailles, France

J. Dyn. Sys., Meas., Control 126(1), 26-35 (Apr 12, 2004) (10 pages) doi:10.1115/1.1648309 History: Revised August 11, 2003; Online April 12, 2004
Copyright © 2004 by ASME
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(a) d̃s as a function of initial speed for different brake torques a=5 m,b=0.5 s,γmax=1.5g m.s−2,dmin=5 m and δt=0.2 s and (b) d̃s as a function of initial speed for different values of γmax and Vleadmax=∞ corresponds to d̃s=ds(Tbr*=−0.6h Mg).
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Diagram of the algorithm
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(a) estimation of Ci/Mi (-) and Ki/Mi (-.) and (b) variations of the position of the vehicle ahead, (—) distance measured and (--) location of the virtual vehicle.
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(a) Speed profile of followed and controlled vehicles, (b) distance between the two vehicles and distance “performed” by the controlled vehicle during 2 seconds. For t≤0, the speed of the vehicle ahead is unknown.
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Capacities for different values of d̃s and with uniform inter-distance of 2 seconds between each vehicle, a=3 m.
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(a) speed profile of followed and controlled vehicles and (b) engine speed variations, gearbox model included.
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(a) variations of ±dJ/dt and y−x−d̃s and (b) variations of slip i in percent along the simulation, i=0 when the asymptotic model is used.




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