MPC Course

Mahdi Ansari 40200216

Project assignment 3

Model development for Lane change maneuver control

The first step in model based predictive control is to develop a control-oriented model. In this project, a
single-track model AKA bicycle model is used to model the dynamics of the vehicle. This model simplifies
the dynamics of the vehicle by using two single wheels to represent front and rear wheels of the car
(Wong, 2001).

Figure 1 Kinetic diagram of bicycle model

By writing the second law of Newton in the planar 3 degrees of freedom, we have:

∑ 𝐹𝐹𝑥𝑥 = 𝑚𝑚𝑎𝑎𝑥𝑥 => 𝑚𝑚�𝑉𝑉𝑥𝑥̇ − 𝑉𝑉𝑦𝑦 𝜓𝜓̇� = 𝐹𝐹𝑥𝑥𝑥𝑥 𝑐𝑐𝑐𝑐𝑐𝑐𝛿𝛿𝑓𝑓 + 𝐹𝐹𝑥𝑥𝑥𝑥 − 𝐹𝐹𝑦𝑦𝑦𝑦 𝑠𝑠𝑠𝑠𝑠𝑠𝛿𝛿𝑓𝑓 1

∑ 𝐹𝐹𝑦𝑦 = 𝑚𝑚𝑎𝑎𝑦𝑦 => 𝑚𝑚�𝑉𝑉𝑦𝑦̇ + 𝑉𝑉𝑥𝑥 𝜓𝜓̇� = 𝐹𝐹𝑦𝑦𝑦𝑦 + 𝐹𝐹𝑦𝑦𝑦𝑦 cos 𝛿𝛿𝑓𝑓 + 𝐹𝐹𝑥𝑥𝑥𝑥 𝑠𝑠𝑠𝑠𝑠𝑠𝛿𝛿𝑓𝑓 2

∑ 𝑀𝑀𝑧𝑧 = 𝐼𝐼𝑧𝑧 𝜓𝜓̈ => 𝐼𝐼𝑧𝑧 𝜓𝜓̈ = 𝑙𝑙1 𝐹𝐹𝑦𝑦𝑦𝑦 cos 𝛿𝛿𝑓𝑓 − 𝑙𝑙2 𝐹𝐹𝑦𝑦𝑦𝑦 + 𝑙𝑙1 𝐹𝐹𝑥𝑥𝑥𝑥 𝑠𝑠𝑠𝑠𝑠𝑠𝛿𝛿𝑓𝑓 3

In deriving these equations, the roll motion of the vehicle has been neglected. Furthermore, since the
longitudinal speed of the car is assumed to be constant, the 2nd law equation in the x direction may be
omitted.

The front and rear tire slip angles are respectively 𝛼𝛼𝑓𝑓 and 𝛼𝛼𝑟𝑟 which could be defined in terms of the
vehicle motion variables 𝜓𝜓̇ and 𝑉𝑉𝑦𝑦 . The lateral force on the front and rear tire could be driven
accordingly.
𝑙𝑙1 𝜓𝜓̇+𝑉𝑉𝑦𝑦
𝐹𝐹𝑦𝑦𝑦𝑦 = 2𝐶𝐶𝛼𝛼𝛼𝛼 𝛼𝛼𝑓𝑓 , 𝛼𝛼𝑓𝑓 = 𝛿𝛿𝑓𝑓 − 4
𝑉𝑉𝑥𝑥
 𝑙𝑙2 𝜓𝜓̇−𝑉𝑉𝑦𝑦
𝐹𝐹𝑦𝑦𝑦𝑦 = 2𝐶𝐶𝛼𝛼𝛼𝛼 𝛼𝛼𝑟𝑟 , 𝛼𝛼𝑟𝑟 = 5
𝑉𝑉𝑥𝑥

By substituting eq. 4 and 5 in the eq. 2 and 3 and assuming that the steering angle is small, we can
derive the equations of lateral and yaw motions of a vehicle as below:
2𝑙𝑙1 𝐶𝐶𝛼𝛼𝛼𝛼 −2𝑙𝑙2 𝐶𝐶𝛼𝛼𝛼𝛼 2𝐶𝐶𝛼𝛼𝛼𝛼 +2𝐶𝐶𝛼𝛼𝛼𝛼
𝑚𝑚𝑉𝑉𝑦𝑦̇ + �𝑚𝑚𝑉𝑉𝑥𝑥 + � 𝜓𝜓̇ + � � 𝑉𝑉𝑦𝑦 = 2𝐶𝐶𝛼𝛼𝛼𝛼 𝛿𝛿𝑓𝑓 (𝑡𝑡) 6
𝑉𝑉𝑥𝑥 𝑉𝑉𝑥𝑥

2𝑙𝑙12 𝐶𝐶𝛼𝛼𝛼𝛼 +2𝑙𝑙22 𝐶𝐶𝛼𝛼𝛼𝛼 2𝑙𝑙1 𝐶𝐶𝛼𝛼𝑓𝑓 −2𝑙𝑙2 𝐶𝐶𝛼𝛼𝛼𝛼

𝐼𝐼𝑧𝑧 𝜓𝜓̈ + � � 𝜓𝜓̇ + � � 𝑉𝑉𝑦𝑦 = 2𝑙𝑙1 𝐶𝐶𝛼𝛼𝛼𝛼 𝛿𝛿𝑓𝑓 (𝑡𝑡) 7
𝑉𝑉𝑥𝑥 𝑉𝑉𝑥𝑥

In these equations 𝛿𝛿𝑓𝑓 represents the steering angle of the front wheel and is the only input of the
system.

To derive the state-space equations, we consider 𝑦𝑦, 𝑉𝑉𝑦𝑦 , 𝜓𝜓 𝑎𝑎𝑎𝑎𝑎𝑎 𝜓𝜓̇ states. Using the 6 and 7 equations we
can write the state-space equations as follows:
̇
�𝑋𝑋 = 𝐴𝐴𝐴𝐴 + 𝐵𝐵𝐵𝐵
𝑌𝑌 = 𝐶𝐶𝐶𝐶 + 𝐷𝐷𝐷𝐷

0 1 0 0
⎡ 2𝐶𝐶 + 2𝐶𝐶 2𝑙𝑙1 𝐶𝐶𝛼𝛼𝛼𝛼 − 2𝑙𝑙2 𝐶𝐶𝛼𝛼𝛼𝛼 ⎤
𝛼𝛼𝛼𝛼 𝛼𝛼𝛼𝛼
⎢� � 0 �−𝑉𝑉𝑥𝑥 + � 0 ⎥
⎢ −𝑚𝑚𝑉𝑉𝑥𝑥 −𝑚𝑚𝑉𝑉𝑥𝑥 ⎥
𝐴𝐴 = ⎢ 0 1 ⎥
0
⎢ 0 2𝑙𝑙1 𝐶𝐶𝛼𝛼𝛼𝛼 − 2𝑙𝑙2 𝐶𝐶𝛼𝛼𝛼𝛼 2𝑙𝑙12 𝐶𝐶𝛼𝛼𝛼𝛼 + 2𝑙𝑙22 𝐶𝐶𝛼𝛼𝛼𝛼 ⎥
⎢ 0 � � 0 � �⎥
⎣ −𝐼𝐼𝑧𝑧 𝑉𝑉𝑥𝑥 −𝐼𝐼𝑧𝑧 𝑉𝑉𝑥𝑥 ⎦
0 1 0 0 0
⎡ 2𝐶𝐶 /𝑚𝑚 ⎤
𝐵𝐵 = ⎢
𝛼𝛼𝛼𝛼
⎥ , 𝐶𝐶 = � 0 1 0 0� , 𝐷𝐷 = [0] 8
⎢ 0 ⎥ 0 0 1 0
⎣2𝑙𝑙1 𝐶𝐶𝛼𝛼𝛼𝛼 /𝐼𝐼𝑧𝑧 ⎦ 0 0 0 1

To verify that the model is a valid one to model the dynamics of the system, we can plot the output of
the system response to a step input.

Figure 2 Simulink diagram for validation of system

A Simulink model has been used to study the response of the system. The system is subjected to a
constant input equal to 2 degrees. The outputs of the system is depicted as below diagrams.

Figure 3 Left: Lateral speed of the vehicle, Right: Yaw angle speed of the vehicle

As we expect, at the beginning of simulation the lateral speed of the vehicle enhances and after the
transient phase, it reaches a constant value. The yaw speed of the vehicle shows same behavior.

Figure 4 Yaw Angle of the Vehicle

On the other hand, the yaw angle of the vehicle continues to increase as a result of the constant
steering angle. To derive the trajectory of the vehicle, we need to calculate the position of the vehicle at
the stationary coordination.
𝑡𝑡 𝑡𝑡
𝑋𝑋 = ∫0 �𝑉𝑉𝑥𝑥 𝑐𝑐𝑐𝑐𝑐𝑐 𝜓𝜓 − 𝑉𝑉𝑦𝑦 sin 𝜓𝜓�𝑑𝑑𝑑𝑑 , 𝑌𝑌 = ∫0 �𝑉𝑉𝑥𝑥 sin 𝜓𝜓 + 𝑉𝑉𝑦𝑦 cos 𝜓𝜓�𝑑𝑑𝑑𝑑 9
Equation 9 derives the position of the vehicle at every moment of the simulation. Using the outputs of
the state-space response, we can calculate the X and Y coordinates of the vehicle in the Simulink. The
trajectory of the vehicle is visualized by drawing these two signals in a XY graph.

Figure5 Vehicle trajectory in XY plane

The above figure shows the coordination of the vehicle through 120 second of simulation. As a result of
constant steering angle, the vehicle is going on an ellipse like path. The value of the parameters used in
this simulation is as below:
Table 1 Model parameters

Parameter Value
𝐶𝐶𝛼𝛼𝛼𝛼 𝑁𝑁
800 [ ]
𝑟𝑟𝑟𝑟𝑟𝑟
𝐶𝐶𝛼𝛼𝛼𝛼 𝑁𝑁
800 [ ]
𝑟𝑟𝑟𝑟𝑟𝑟
𝑉𝑉𝑥𝑥 𝑚𝑚
10 [ ]
𝑠𝑠
𝑚𝑚 1070 [𝑘𝑘𝑘𝑘]
𝑙𝑙1 1.2 [m]
𝑙𝑙2 1.4 [𝑚𝑚]
𝐼𝐼𝐼𝐼 1463 𝑘𝑘𝑘𝑘𝑚𝑚2

References
Wong, J. Y. (2001). Theory of ground vehicles. John Wiley & Sons.