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Fig. 3 Active front steering configuration. AFS technology which was originally developed for passenger cars by BMW in order to make the front wheels maneuver in a particular angle to accommodate with the speed of the vehicle, with this technology over and under steering can be prevented. Fig. 3 shows a typical AFS configuration where the control module — gathers information from the sensor package, then through a servo motor the angle is executed [6].

Figure 3 Active front steering configuration. AFS technology which was originally developed for passenger cars by BMW in order to make the front wheels maneuver in a particular angle to accommodate with the speed of the vehicle, with this technology over and under steering can be prevented. Fig. 3 shows a typical AFS configuration where the control module — gathers information from the sensor package, then through a servo motor the angle is executed [6].

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Table 1. Vehicle dynamic parameters.
Table 1. Vehicle dynamic parameters.
Fig. 2 Autonomous land vehicle bicycle model. While Fig. 2 shows the autonomous land vehicle model “bicycle model” (both right-handed ones) where xoy represents the coordinate system of the automobile, whereas XOY denotes the coordinate system based on the earth.
Fig. 2 Autonomous land vehicle bicycle model. While Fig. 2 shows the autonomous land vehicle model “bicycle model” (both right-handed ones) where xoy represents the coordinate system of the automobile, whereas XOY denotes the coordinate system based on the earth.
Fig. | The lateral dynamics of a vehicle.
Fig. | The lateral dynamics of a vehicle.
3. Fractional Order Calculus The modeling would limit the performance of the contro since the yaw moment of inertia, vehicle mass, front tire cornering stiffness and rear tire cornering stiffness are hard to model with accuracy, hence developing a robust contro is crucial in real situation with these uncertainties and external disturbance. With small angle approximation cos(w) = 1,sin (j) = 1 the state-space representation of the system can be written as the following [13]. 3.1 Theoretical Background
3. Fractional Order Calculus The modeling would limit the performance of the contro since the yaw moment of inertia, vehicle mass, front tire cornering stiffness and rear tire cornering stiffness are hard to model with accuracy, hence developing a robust contro is crucial in real situation with these uncertainties and external disturbance. With small angle approximation cos(w) = 1,sin (j) = 1 the state-space representation of the system can be written as the following [13]. 3.1 Theoretical Background
Using fractional order PI*D¥ controller the user has up to five parameters to tune, while for a fractional order PI or PD the user have four parameters to design. With A=1 and pw =1 a classical PID controller would be obtained, hence With A=1 and yu =0 a PI controller is acquired, while a PD controller is given when A=0 and pu =1.
Using fractional order PI*D¥ controller the user has up to five parameters to tune, while for a fractional order PI or PD the user have four parameters to design. With A=1 and pw =1 a classical PID controller would be obtained, hence With A=1 and yu =0 a PI controller is acquired, while a PD controller is given when A=0 and pu =1.
Fig. 6 Block diagram of a fractional order PI*D“ In Fig. 6 a block diagram of an FOPID controller is shown. G,(s) is the fractional order controller which is given in terms of a transfer function as the following: With the two additional adjustable parameters A and y, it allows more flexibility to control the system and at the same time would increase the control quality. Fig. 5 Fractional order PID.
Fig. 6 Block diagram of a fractional order PI*D“ In Fig. 6 a block diagram of an FOPID controller is shown. G,(s) is the fractional order controller which is given in terms of a transfer function as the following: With the two additional adjustable parameters A and y, it allows more flexibility to control the system and at the same time would increase the control quality. Fig. 5 Fractional order PID.
Fig. 8 Step response of the lateral displacement at 75mph. Fig. 7 Step response of the lateral displacement 5S5mph.
Fig. 8 Step response of the lateral displacement at 75mph. Fig. 7 Step response of the lateral displacement 5S5mph.
Fig. 10 Step response of yaw angle at 75mph.
Fig. 10 Step response of yaw angle at 75mph.
following: K, = 0.291, K; = 1.65, Kg =9.9,A = 0.5,u 0.67.
following: K, = 0.291, K; = 1.65, Kg =9.9,A = 0.5,u 0.67.
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