Professional Documents
Culture Documents
I. I NTRODUCTION
Active safety technologies that prevent collisions, including warning systems and advanced driver assistance systems,
have been developed. Among such technologies, it is expected that collision avoidance systems would dramatically
improve road trafc safety. Consequently, such systems are
already available in the market. In fact, braking-based collision avoidance systems such as the Advanced Emergency
Braking System (AEBS) have contributed to reducing the
number of collisions[1][2][3][4].
Recently, collision avoidance systems that use steering
control for avoiding collisions have drawn attention because
such systems have the potential to further reduce the number
of collisions[5],[6]. Several studies on collision avoidance
using steering control have been conducted. Trajectorygeneration methods for specic and simple situations have
been proposed. For example, Hayashi et al. proposed a
rigorous path-generation method for avoiding a single lead
vehicle by connecting circular arcs based on obstacle motion
prediction [7] [8]. In addition, a few studies have attempted
to derive a methodology for generating a collision avoidance
*This work was not supported by any organization
1 Naoki Shibata, Seiji Sugiyama, and Takahiro Wada are with School
of Information Science and Engineering, Ritsumeikan University, 1-11, Noji-higashi, Kusatsu, Shiga, 525-8577, Japan {seijisan@is,
twada@fc}.ritsumei.ac.jp
Obstacle
Vehicle
Fig. 1.
Scenario
gyroscope
Steering
servo motor
Steering angle
sensor
C. Velocity Potential
Range Sensor
Wheel encorder
Fig. 2.
Microelectric vehicle
div v = 2 = 0
slip angle
Obstacle position
Roadside
State of vehicle
Obstacle avoidance
algorithm
(Hydrodynamic
potential)
Generation of
steering angle
Apedald
Bpedald
velocity
Vd
Vehicle
Speed controller
Map information
Fig. 3.
(1)
(2)
y
U
(a) Uniform ow
(b) Cylinder
Fig. 4.
(c) Vortex
(d) Source
P (z) = U ei z
Flow elements
3
4
5
(8)
f (z) = P (z) +
6
(9)
j=1
Fig. 5.
(4)
C j (z) =
a2j
z zj
ikj log(z zj )
D j (z) =
mj log(z zj )
Gj (z) =
s {1, 2, , 6}
(10)
which minimize
(5)
J =
(6)
(7)
s.t.
n
L
(xlj , yjl )
v(xlj , yjl )T v
l=1 j=1
m6 = m2 and k6 = k2
(11)
(12)
1
-14.08
52.02
2
32.74
10.00
3
148.18
220.50
4
160.97
213.83
5
169.00
203.31
6
-32.74
10.00
The desired sideslip angle of the vehicle d (t) is determined using the velocity vector.
d (t) = arg v (z(t + ))
1
0
y[m]
-1
v(x20,y20)
v(x21,y21)
v(x22,y22)
v(x0,y0)
v(x1,y1)
v(x2,y2)
v(x41,y41)
v(x40,y40)
-2
Driving data1
Driving data2
Driving data3
v(x42,y42)
-3
v(x57,y57) v(x58,y58)v(x59,y59)
-4
-5
v(x39,y39)
v(x37,y37) v(x38,y38)
-6
0
Fig. 6.
10
x[m]
11
12
13
14
15
16
17
18
19
20
(14)
d (t)
2
(13)
2
1 + AV(t)
M lf
2 lr
2l lr Kr V(t)
d (t)
(15)
A. Simulation condition
2
Flow line
0
y[m]
Driving data 2
-2
-4
-6
0
Fig. 7.
10
12
14
x[m]
16
18
20
22
24
26
28
30
Ff
Fr
lf
lr
Fig. 8.
Bicycle model
3
2
1
0
-1
-2
-3
-4
-5
time[s]
Z
25
20
Desired velocity
Resultant velocity
15
10
3
time[s]
25
20
Desired velocity
Resultant velocity
15
time[s]
-2
2
0
-2
Desired trajectory
Avoidance trajectory in condition 1
-4
Desired trajectory
Avoidance trajectory in condition 3
-4
-6
-6
10
15
20
Vehicle position x [m]
25
30
35
10
15
4
3
2
1
0
-1
-2
-3
-4
-5
Fig. 11.
20
Vehicle position x [m]
25
30
35
5
4
3
2
1
0
-1
-2
-3
-4
-5
Fig. 9.
10
1
time[s]
30
30
25
velocity [km/h]
velocity [km/h]
30
velocity [km/h]
velocity [km/h]
30
20
Desired velocity
Resultant velocity
15
10
1
time[s]
25
20
Desired velocity
Resultant velocity
15
10
time[s]
2
0
-2
10
15
Desired trajectory
Avoidance trajectory in condition 4
-4
-6
5
-2
Desired trajectory
Avoidance trajectory in condition 2
-4
20
Vehicle position x [m]
25
30
35
-6
5
10
The HVs velocity was controlled to the velocity calculated from the velocity potential function, while the upper
limit of velocity was set to the HVs initial velocity. The parameters of the potential functions identied in the previous
section were used here.
B. Simulation Results
Figs. 912 show the simulation results under all conditions. The blue lines, which is written as desired trajectory in
Figs. 912(c) denotes the trajectories calculating by integrating the desired velocity from the current position to 0.5s later.
Overall, the resultant trajectories under all these conditions
successfully avoided collision with the LV, while driving
15
20
Vehicle position x [m]
25
30
35
0.3
0.2
0.1
0
-0.1
condition 1
-0.2
condition 3
condition 2
condition 4
-0.3
1
Fig. 13.
time[s]
Lateral acceleration
These results indicate that the proposed method automatically generates collision avoidance trajectories corresponding
to the LVs position without changing the velocity potential
function parameters. In addition, stable collision avoidance
can be achieved even in the case that the HV cannot
realize the desired velocity vector because another velocity
vector is generated at the next moment using the measured
environmental information at the moment.
IV. C ONCLUSION
A steering-based collision avoidance method for automobiles was proposed using a velocity potential approach.
Desired velocity vecotors at each moment were generated
in realtime. A driving databased parameter determination
method was proposed. In addition, a preview steering control
method was proposed using the desired velocity vector. The
results of a simulation that considered vehicle dynamics
showed that collision avoidance was successfully realized
using the proposed method. Furthermore, it was shown that
the parameters of the same velocity potential can be used
in different vehicle locations for collision avoidance even
with the moving obstacle. The results indicate the robustness
of the velocity potential approach against spatial errors
because the proposed method can automatically generate
desired velocity vectors that realizes similar owlines near
the original trajectory for collision avoidance. This feature
can realize smooth changes of the desired trajectory in the
case of a delay in the vehicles or the obstacles motion.
Simulation conditions should be added to prove the collision avoidance ability of the proposed method. Experimental
verication of the proposed method using a vehicle is a
future work. Furthermore, expansion of the proposed method
to situations with multiple vehicles is important as a future
study. Finally, a method to prove safety is necessary like
[10]. It is expected that proof of the collison free is easily
realized because the resultant trajectory can be calculated by
integrating the desired velocity.
R EFERENCES
[1] K. Fujita, T. Enomoto, R. Kachu, H. Kato, H. Fujinami, K. Moriizumi,
gDevelopment of Pre-Crash Safety Systemh, in Proc. ESV, No.544-W,
2003
[2] M. Distner, M. Bengtsson, T. Broberg, and L. Jakobsson, City Safety
- A System Addressing Rear-end Collisions at Low Speed, in Proc.
ESV, Paper No.09-0371, 2009
[3] T. Saito, Next Generation Driving Assist System Using New Stereo
Camerah, in Proc. FISITA, 2008, CD-ROM
[4] T. Wada, S. Doi, N. Tsuru, K. Isaji, and H. Kaneko: Characterization of Expert Drivers Last-Second Braking and Its Application
to A Collision Avoidance System, IEEE Transactions on Intelligent
Transportation Systems, Vol.11, No.2, pp.413422, 2010
[5] S. Horiuchi, K. Okada, S. Nohtomi, Numerical Analysis of Optmal
Vehicle Trajectories for Emergency Obstacle Avoidance, JSAE Review, Vol.22, No.4, pp.495-502, 2004.
[6] C. Schmidt, F. Oechsle, W. Branz, Research on trajectory planning
in emergency situations with multiple objects, Proceedins of IEEE
International Conference on Intelligent Tranportation Systems, pp.988992, 2006
[7] Hayashi, R., Isogai, J., Raksincharoensak, P., Nagai, M., Autonomous
Collision Avoidance System by Steering using Geometrically - Optimized Vehicular Trajectory, IAVSD 2011,(01),pp.1-10, 2011
[8] R. Hayashi, J. Isogai, P. Raksincharoensak, M. Nagai, Autonomous
Collision Avoidance System by Combined Control of Steering and
Braking using Geometrically-Optimized Vehicular Trajectory, Vehicle System Dynamics, Vol. 50, Supplement, pp.151-168, 2012.
[9] M. Brannstrom, E. Coelingh, J. Sjoberg, Decision Making on When
to Brake and When To Steer to Avoid A Collision, Proc. of The First
International Symposium on Future Active Safety Technology toward
Zero-trafc Accident, 2011
[10] M. Althoff, J.M. Dolan, Set-Based Computation of Vehicle Behaviors for the Online Verication of Autonomous Vehicles, Proc. of
IEEE International Conference on Intelligent Transportation Systems,
pp.1162-1167, 2011
[11] Montemerlo, et al., Junior, The Stanford Entry in the Urban Challenge, Journal of Field Robotics, Vol.25, No.9, pp.569-597, 2008
[12] Bertozzi, M., Broggi, A., Coati, A., Fedriga, R.I., A 13,000 km Intercontinental Trip with Driverless Vehicles: The VIAC Experimenth,
IEEE Intelligent Transportation System Magazine, Vol.5, No.1, pp.2841, 2013
[13] Suganuma, N., Uozumi, T., Development of An Autonomous Vehicle
System Overview of Test Ride Vehicle in The Tokyo Motor Show
2011-, Proc. of SICE Annual Conference 2012, pp.215218, 2012
[14] Doi M., Zeng, K., Wada, T., Doi, S., Tsuru, N., Isaji, K., Morikawa,
S., A Steering Assist Control System in Curve Road Using Carto-car Communicationh, Proc. of IEEE International Conference on
Intelligent Transportation Systems, pp.16, 2013
[15] Khatib, O., Real-Time Obstacle Avoidance for Manipulators and
Mobile Robots, International Journal of Robotics Research, Vol.5,
No.1, pp.9098, 1986
[16] N. Noto, H. Okuda, Y. Tazaki, T. Suzuki, Steering Assisting System
for Obstacle Avoidance Based on Personalized Potential Field, IEEE
International Conference on Intelligent Transportation Systems, pp.
1702-1707, 2012
[17] R. Matsumi, P. Raksincharoensak, M. Nagai, Pedestrian Collision
Avoidance by Automatic Braking in Intersection Based on Potential
Fields, Proceedings of 1st International Symposium on Future Active
Safety Technology Toward Zero-Accident, 2011.
[18] S. Akishita, S. Kawamura, T. Hisanobu, Velocity Potential Approach
to Path Planning for Avoiding Moving Obstacles, Advanced Robotics,
Vol.7, No.5, pp.463478, 1992
[19] S, Sugiyama, S, Akishita, Path Planning for Mobile Robot at A Crossroads by Using Hydrodynamic Potential, Journal of the Robotics
Society of Japan, Vol.16, No.6, pp.839844, 1998 (in Japanese)
[20] Batchelor, G.K., An Introduction to Fluid Dynamics, Cambridge
University Press, 1973
[21] T. D. Gillespie, Fundamentals of Vehicle Dynamicsh, Society of
Automotive Engineers, 1992
5LJKWV,(((3HUVRQDOXVHRIWKLVPDWHULDOLVSHUPLWWHG3HUPLVVLRQIURP,(((PXVWEHREWDLQHGIRUDOORWKHUXVHVLQDQ\FXUUHQWRUIXWXUH
PHGLD LQFOXGLQJ UHSULQWLQJUHSXEOLVKLQJ WKLV PDWHULDO IRU DGYHUWLVLQJ RU SURPRWLRQDO SXUSRVHV FUHDWLQJ QHZ FROOHFWLYH ZRUNV IRU UHVDOH RU
UHGLVWULEXWLRQWRVHUYHUVRUOLVWVRUUHXVHRIDQ\FRS\ULJKWHGFRPSRQHQWRIWKLVZRUNLQRWKHUZRUNV
'2,,96
3XEOLFDWLRQ<HDU
'DWHRI&RQIHUHQFH-XQH
3XEOLVKHU,(((
3XEOLVKHGLQ,QWHOOLJHQW9HKLFOHV6\PSRVLXP3URFHHGLQJV,(((
3DJHV
7\SHDUWLFOHDXWKRUYHUVLRQ