automotive research center robotics and mechatronics a nonlinear tracking controller for a haptic...
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Automotive Research CenterRobotics and MechatronicsRobotics and Mechatronics
A Nonlinear Tracking Controller for a A Nonlinear Tracking Controller for a Haptic Interface Steer-by-Wire SystemsHaptic Interface Steer-by-Wire Systems
P. Setlur, D. Dawson, J. Chen, and J. WagnerDepartments of Mechanical and Electrical/Computer Engineering
Conference on Decision and Control, December 2002, Las Vegas
CLEMSONU N I V E R S I T Y
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Presentation OutlinePresentation Outline
• Introduction– System Description and Problem Statement– Problem Motivation– Past Research
• Model Development– System model– Reference model concepts
• Adaptive Control Design– Error Definitions– Control Design– Stability Proof
• Extension to Eliminate Torque Measurements• Numerical Simulation Results• Experimental Results
– Setup– Preliminary Results
• Conclusion
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System DescriptionSystem DescriptionSteer-by-wire system with haptic interfaceConventional system
Primary Subsystem
T1
Feedback Motor
Secondary Subsystem
2
T2
Drive Motor a2
a
Tire/Road interface forces
Driver input torque
I aĵa + Na
³µa; _µa
´= ®1¿1 + ®2¿2
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Problem MotivationProblem Motivation
• Advent of Hybrid Vehicles is due to scarcity in fossil fuel and environmental concerns
– engine may be cycled on/off : Hydraulic steering systems not feasible
– power limitations : mandate efficient technologies
• Steer-by-wire systems provide
– improved vehicle response ( electrical systems are faster)
– ability to use additional driver input devices ( joystick)
• Varied preferences in amount of feedback and feel
– most important feedback to the driver, after vision
• Flexibility in vehicle design
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Haptic Interface - GoalsHaptic Interface - Goals
• Accurate reproduction of driver commands at the wheel
• Provide force feedback to the driver
– Use feedback motor in steer-by-wire systems
– Ability to scale inputs
• Displacement of the driver input device should be governed by a set of target dynamics
– Tunable dynamics that permit various choices of “road feel”
– Adaptive techniques to compensate for unknown system parameters
• Elimination of force measurement
– Identification of tire/road interface forces
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Past ResearchPast Research
• Liu et al. - worked on estimating the effect of force feedback in a driving simulator
(1995)
• Gillespie et al. - proposed use of force reflecting joysticks to cancel “feedthrough”
dynamics in aircrafts (1999)
• Qu et al. - showed how a “dynamic robust-learning control” scheme can compensate
for disturbances that are bounded and sufficiently smooth (2002)
• Lewis et al. - detailed description of the “impedance control” technique (1993)
• Setlur et al. - controller to achieve trajectory tracking for steer-by-wire systems (2002)
• Mills et al. - developed detailed models for steer-by-wire systems (2001)
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System ModelSystem Model
I 1ĵ1 + N1
³µ1; _µ1
´= ®1¿1 + T1
I 2ĵ2 + N2
³µ2; _µ2
´= ®2¿2 +T2
Secondary Subsystem
Primary Subsystem
I1 , I2 - Lumped inertia of Primary
and Secondary subsystems
N1
³µ1; _µ1
´= YN 1
³µ1; _µ1
´ÁN1 Damping and
Friction effects N2
³µ2; _µ2
´= YN 2
³µ2; _µ2
´ÁN 2
®1 ®2, - Scaling factors (gear ratios)
T1
Feedback Motor
2
T2
Drive Motor
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Reference Model - ConceptReference Model - Concept
User feels no difference between these two cases
“Impedance Control Technique”
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• If follows , then the driver feels as if he were driving a conventional
vehicle with inertia , damping and friction function .
• Target system parameters are chosen so that the reference trajectories remain bounded
at all times (reference system dynamics are BIBO stable).
Reference ModelReference Model
I T ĵd1 +NT
³µd1; _µd1
´= ®T 1¿1 +®T 2¿2
Target Conventional system
d2
d
I 1ĵ1 + N1
³µ1; _µ1
´= ®1¿1 + T1
T1
Primary Subsystem
µ1(t) µd1(t)I T NT
³µd1; _µd1
´
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• To quantify the control objective, the following error signals are defined
• After taking the time derivatives of the filtered tracking errors, the open-loop error system can be rewritten as
• To achieve the control objectives outlined, the control torques are designed as
r1 = _e1 +¹ 1e1
r2 = _e2 +¹ 2e2
e1 = µd1 ¡ µ1
e2 = µ1 ¡ µ2:
Filtered Tracking Errors
I 1 _r1 = Y1Á1 ¡ T1
I 2 _r2 = Y2Á2 ¡ T2
Adaptive ControlAdaptive Control
Driver Experience Tracking error
Locked Tracking error
T1 = k1r1 + Y1Á̂1
T2 = k2r2 + Y2Á̂2
¢
Á̂1= ¡ 1Y T1 r1
¢
Á̂2= ¡ 2Y T2 r2
Parameter Update Laws
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• After substituting the control in the open-loop error system, the closed-loop error system can be written as
• A non-negative function is defined as
• After differentiating the above function with respect to time, and substituting the closed-loop error systems, we obtain
limt! 1
e1 (t) ;e2 (t) = 0:
Adaptive ControlAdaptive Control
I 1 _r1 = ¡ k1r1 + Y1~Á1
I 2 _r2 = ¡ k2r2 + Y2~Á2
V (t)
V =12
I 1r21 +
12I 2r2
2 +12
~ÁT1 ¡ ¡ 1
1~Á1 +
12
~ÁT2 ¡ ¡ 1
2~Á2
~Á1 = Á1 ¡ Á̂
~Á2 = Á2 ¡ Á̂2Parameter estimation errors
_V · ¡ k1r21 ¡ k2r2
2
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• For this extension, all system parameters are assumed to be known. The target dynamics are generated using estimated torques. The tracking error signals are defined as before
• After taking second derivative with respect to time and using the system and reference dynamics, we obtain the open-loop error system
• The control torques, T1 and T2 are designed as
Elimination of Torque MeasurementsElimination of Torque Measurements
e1 = µd1 ¡ µ1
e2 = µ1 ¡ µ2:
Äe1 =µ
1IT
¶(¡ NT (¢) + ®T 1¿̂1 + ®T 2¿̂2) ¡
µ1I1
¶(¡ N1 (¢) + ®1¿1 + T1)
Äe2 =µ
1I 1
¶(¡ N1 (¢) + ®1¿1 + T1) ¡
µ1I 2
¶(¡ N2 (¢) + ®2¿2 + T2) :
T1 = N1 (¢) +µ
I 1
I T
¶(¡ NT (¢) + ®T1¿̂1 + ®T 2¿̂2) ¡ ®1¿̂1
T2 = N2 (¢) +µ
I 2
I 1
¶(¡ N1 (¢) +T1 +®1¿̂1) ¡ ®2¿̂2:
Torque Observers(to be designed)
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Elimination of Torque MeasurementsElimination of Torque Measurements• After substituting the control design in the open-loop error system, the closed-loop
error system can be written as
• Clearly, if e1 = e2 = 0 then 1 = 1 and 2 = 2 (Identification of tire road forces).
• The filtered tracking errors are redefined for this problem as
Äe1 =¡µ
®1
I 1
¶(¿1 ¡ ¿̂1)
Äe2 =µ
®1
I1
¶(¿1 ¡ ¿̂1) ¡
µ®2
I 2
¶(¿2 ¡ ¿̂2)
^ ^
s1 = Äe1 + (̄ 1 + 1) _e1 +¯1e1
s2 = Äe2 + (̄ 1 + 1) _e2 +¯1e2s1 0 e1, e1, e1 0
. ..
Analysis will be presented only for the Primary System. The analysis for the secondary system is based on similar arguments
.. ..
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Elimination of Torque MeasurementsElimination of Torque Measurements
• After taking the first time derivative and using the system and reference dynamics, we obtain the open-loop error system
• Based on the above structure, the torque observer is designed as
• After substituting the observer in the open-loop error system, the closed-loop error system can be written as
_s1 = ¡ K ss1 ¡®1
I 1
µ_¿1¡
¢¿̂1 ¡ (¯1 + K s + 1)(¿1 ¡ ¿̂1)
¶+ (¯1 + K s (¯1 +1)) _e2 + K s¯ 1e2
¢¿̂1= ¡ (¯1 + K s + 1) ¿̂1 ¡
I 1
®1[(¯1 + K s (¯1 + 1)) _e1 +K s¯1e1 + ½1sgn(p1)]
_s1 = ¡ K ss1 ¡ ´1 ¡ ½1sgn (p1)
Standard Signum function (sign function in matlab)
Feedback term
´1 =µ
®1
I 1
¶(_¿1 +(¯1 + K s + 1) ¿1)
Unmeasurable Disturbance
Robust control like term
p1 = _e1 + ¯1e1
Add and subtract (s1(t) is NOT measurable)
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Elimination of Torque MeasurementsElimination of Torque Measurements
• A non-negative function Va1(t) is defined as
• After differentiating the above function with respect to time, and substituting the closed-loop error system, we obtain
• After integrating both sides and performing some manipulations, we obtain
• So, . Similarly, we can show . From Babalat’s Lemma,
Va1 =12
s21
_Va1 = ¡ K ss21 +( _p1 + p1)(¡ ´1 ¡ ½1sgn (p1))
Va1 (t) · Va1(t0) ¡ K s
tZ
t0
s21 (¾) d¾+ ³01
s1 2 L 1 \ L 2 s2 2 L 1 \ L 2
limt! 1
e1 (t) ;e2 (t) = 0: limt! 1
¿̂1 =¿1 and limt! 1
¿̂2 = ¿2
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Simulation ResultsSimulation Results
• Simulated system was assumed to have the following parameters
I 1ĵ1 + N1
³µ1; _µ1
´= ®1¿1 + T1
I 2ĵ2 + N2
³µ2; _µ2
´= ®2¿2 +T2
I1 = 6.8 X 10-2 Kg-m2
B1 = 1 X 10-5 Kg-m2/sK1 = 1 X 10-7 N-m = 11 = 5t exp(-0.005t)
®1
T1
2
T2
®2
I2 = 54.2 Kg-m2
B2 = 1 X 10-2 Kg-m2/sK2 = 1 X 10-4 N-m = 12 = -200 tanh(2)
Nx(.) = Bxqx + Kxqx .
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• The target dynamics were generated using
• Further to evaluate performance, a conventional system was simulated
Simulation ResultsSimulation Results
IT = 2 Kg-m2
BT = 1 Kg-m2/sKT = 1 N-mT1 = 1T2 = 0.1
I T ĵd1 +NT
³µd1; _µd1
´= ®T 1¿1 +®T 2¿2
d2
d
I aĵa + Na
³µa; _µa
´= ®1¿1 + ®2¿2
Ia = I1 + I2 = 54.268 Kg-m2
Ba = B1 + B2 = 1.001 X 10-2 Kg-m2/sKa = K1 + K2 = 1.001 X 10-4 N-m1 = 12 = 1
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Simulation Results - Adaptive ControlSimulation Results - Adaptive Control
0 50 100 150 200
0
20
40
time (s)
1 (
N-m
)
-0.05
0
0.1
0.2
0.3
0.4
Ang
ular
Dis
plac
emen
t (ra
d)
d1
a
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-14-12
-8
-4
0
46
x 10-3
Tra
ckin
g E
rror
(ra
d)
e1
e2
-10
0
20
40
60
70
Con
trol
Tor
ques
(N
-m)
T2
T1
0 50 100 150 200
time (s)
Simulation Results - Adaptive ControlSimulation Results - Adaptive Control
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-10
0
20
40
60
70
Con
trol
Tor
ques
(N
-m)
0 50 100 150 200
time (s)
T1
T2
-0.06
-0.04
0
0.04
0.08
Tor
que
Obs
erva
tion
Err
ors
(N-m
)
2
1
Simulation Results - EMK ExtensionSimulation Results - EMK Extension
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Experimental Results - EMK ExtensionExperimental Results - EMK Extension
Steering Wheel
Hydraulic Damper LVDT
Drive Motor
Feedback Motor Rack
Torque Sensors
Preamplifiers
Current Sensors
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Experimental Results - EMK ExtensionExperimental Results - EMK Extension
• Tests were performed to identify the parameters of the system. The following results were obtained
• The target system was chosen to have the following parameters
• The control gains were chosen to be
I1 = 0.0725 Kg-m2
B1 = 0.3 Kg-m2/sK1 = 0 N-m
I2 = 2.5 X 10-3 Kg-m2
B2 = 2 X 10-3 Kg-m2/sK2 = 0 N-m
IT = 2 Kg-m2
BT = 0.3 Kg-m2/sKT = 0 N-mT1 = 10T2 = 1
1 = 500 Ks = 700 1 = 1 2 = 10
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Experimental Results - EMK ExtensionExperimental Results - EMK Extension
-0.4
-0.2
0
0.2
0.4
e 1, e
2 (r
ad)
0 10 20 30 40 50time (s)
0 10 20 30 40 50-2
-1
0
1
2
time (s)
d , 1
, 2
(ra
d)
-3
-2
-1
0
1
2
3
T1 ,
T2
0 10 20 30 40 50time (s)
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-4
-3
-2
-1
0
1
2
3
4
1 ,
1 (N
-m)
^
0 10 20 30 40 50time (s)
-3
-2
-1
0
1
2
3
4
5
2 ,
2 (N
-m)
^
Experimental Results - EMK ExtensionExperimental Results - EMK Extension
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Experimental Results - EMK ExtensionExperimental Results - EMK Extension
• Torque sensor measurements
– Noisy
– Drift
– Low resolution
• Target system dynamics involves twice integrating the torque signals for Adaptive control
• Gearing factor 1 and 2
• Torque capacity of the Feedback motor
• Repeatability of driver input - Choice of – larger value control torques have to change quickly (motors are
inductive systems)
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Concluding RemarksConcluding Remarks
• Presented Vehicle Steering System Model for the Steer-by-wire configuration.
• Presented the Adaptive tracking control algorithm to ensure that
– vehicle follows driver commands
– driver is provided a haptic feedback
• Proposed an EMK extension that eliminates the need for torque sensor measurements
– identified tire/road interface forces
• Simulation Results verify the efficacy of the proposed control laws
• Preliminary Experimental Results were presented to discuss practical issues
• Future work would involve
– Control algorithm to compensation of parametric uncertainties without measurement of torque
– Incorporation of visual feedback for driver-in-loop tests