Curved Road Automatic Emergency Steering Path Planning Polynomials and Control Stanley

Downloaded from SAE International by Ford Motor Co, Monday, April 08, 2024
2022-01-7108 Published 22 Dec 2022
Research on Path Planning and Tracking Control

for Automatic Emergency Steering of Intelligent
Vehicle on Curved Road
Fei Lai 1. State Key Laboratory of Vehicle NVH and Safety Technology 2. Chongqing University of Technology
Citation: Lai, F., “Research on Path Planning and Tracking Control for Automatic Emergency Steering of Intelligent Vehicle on Curved
Road,” SAE Technical Paper 2022-01-7108, 2022, doi:10.4271/2022-01-7108.
Received: 19 Jun 2021 Revised: 05 Oct 2022 Accepted: 29 Oct 2022
Abstract
investigated with feedback control on lateral displacement
A
warning MAP diagram method for automatic emer- and yaw angle of the vehicle, so as to correct the front wheel
gency steering of intelligent vehicle on curved road steering angle based on Stanley control algorithm. Finally, the
to avoid collision is proposed. Firstly, the path simulation and analysis are carried out for the driving stability
planning of emergency steering collision avoidance for vehicle of the vehicle under different combinations of speed, road
on curved road is carried out, using fifth-degree and seventh- adhesion coefficient and obstacle distance. According to the
degree polynomials with the vehicle point mass model. predetermined thresholds of vehicle sideslip angle, yaw rate
Secondly, the vehicle lateral kinematic model is used for and lateral acceleration, the minimum safety distance required
controller design to track the desired trajectory by Stanley to maintain vehicle stability under different working condi-
control algorithm. Thirdly, the Carsim dynamics model is tions is obtained by simulation.
Keywords
Automatic emergency steering, Collision avoidance, Path
planning, Tracking control, Stability analysis, Curved road
Introduction
forward a path planning algorithm based on B-spline curve
W
ith the development of intelligent vehicles, auto- and path tracking control strategy based on MPC method for
matic emergency steering has been widely studied emergency lane change and obstacle avoidance. [5] proposed
because it can significantly improve driving safety. a seven-degree polynomial reference path with combination
Automatic emergency steering control includes two aspects: of steering and braking collision avoidance, but on straight
path planning and tracking control. At present, there are a road. [6] designed a two-level modelling and control meth-
large number of studies on path planning and tracking control odology by modified Hamiltonian algorithm (MHA) for colli-
on straight road [1, 2, 3, 4, 5, 6, 7], but only a few studies on sion avoidance which differed from the standard approach of
curved road [8, 9, 10]. Moreover, little consideration is given path planning and path following, as there was no explicit
to the influence of obstacle distance, vehicle speed, and road path to use. [7] studied the path tracking performance in the
adhesion coefficient on vehicle stability under collision presence of rollover risk, and it used as the priority sequence
avoidance situation. of model predictive control to deal with rollover and tracking
For path planning, the main methods are Sigmoid errors. [8] presented a virtual trajectory planning method for
function, Bspline and polynomial planning, among which lane changing on curved road based on trapezoidal accelera-
polynomial planning methods are widely used. [1] planned a tion profile, without considering vehicle stability during colli-
collision avoidance path based on polynomial parameteriza- sion avoidance. [9] used two arcs with the same curvature to
tion optimized by simulated annealing algorithm. [2] construct the desired lane path, which could result in discon-
proposed an alternative control framework that integrated tinuity of lateral acceleration at the connection point. [10]
local path planning and path tracking using model predictive used a quintic Bezier curve to obtain the reference path in the
control (MPC). [3] designed a fifth-degree polynomial to winding road scenario. As for tracking control, the methods
describe the path of lane change on straight road. [4] put commonly used are geometric tracking control and MPC
2 RESEARCH ON PATH PLANNING AND TRACKING CONTROL FOR AUTOMATIC EMERGENCY STEERING
methods. However, most of them considered the collision FIGURE 1 Avoidance modeling on curved road
avoidance control on straight road, but few on curved road.
In addition, there are few reports on vehicle stability during
collision avoidance with different combinations of speed, road
adhesion coefficient and obstacle distance.
Based on the problems above, the collision avoidance
stability of intelligent vehicle on curved road under different
working conditions is studied in this paper. A vehicle point
mass model for emergency steering collision avoidance on
curved road is established. The fifth-degree and seventh-
degree polynomials are used to plan the collision avoidance
trajectory respectively. At the same time, combined with the
vehicle lateral kinematic model, the Stanely control method
is used to track the planned trajectory. In order to make the
vehicle model closer to the actual situation, a CarSim dynamics
model is adopted. The front wheel steering angle derived by
Stanely control algorithm for the CarSim dynamics model is
corrected by feedback control on vehicle lateral displacement
and yaw angle. Combined with CarSim and Matlab/Simulink
Therefore, the fifth-degree and seventh-degree polynomials are
co-simulation platform, the vehicle stability during collision
used here for desired path planning. The parameters of the avoid-
avoidance under different combinations of speed, road
ance model on curved road are shown in Table 1.
adhesion coefficient and obstacle distance is simulated
and analyzed.
Fifth-Degree Polynomial
Planning Path
Vehicle Collision The fifth-degree polynomial path for collision avoidance can
Avoidance Path Planning be expressed by (4).
on Curved Road y 5 a0 a1x a2 x 2 a3 x 3 a4 x 4 a5 x 5 (4)

The fifth-degree polynomial path considers the lateral
displacement, velocity and acceleration constraints at the
Collision Avoidance Modeling initial and target positions of the vehicle, which is shown as
on Curved Road in (5). u is vehicle longitudinal speed, i.e., 70 km/h.
In order to plan the emergency collision avoidance path on
curved road, a vehicle point mass model is used. The collision w
avoidance diagram of the vehicle on curved road is shown in y 0 2
Figure 1, where R is inner lane radius, w is the lane width, L
y 0 0
is the distance to the front obstacle vehicle, x is vehicle longi- u2
tudinal displacement and y is vehicle lateral displacement. y 0
Each lane line can be represented by a circular equation R 1.5w
respectively, where the inner lane line yi can be expressed as y xo y o
(1). The lane divider yc can be expressed as (2). The outer lane
y xo u sin
line yo can be expressed as (3).
y xo u cos
2
yi R 2 w R 2 x 2 (1) R 0.5w (5)

The parameters in Figure 1 can be solved by (6).
R w
2
yc R 2 w x2 (2)
R 2 w
2
yo R 2 w x2 (3)
Polynomial Path Planning TABLE 1 Avoidance model parameters on curved road

Polynomial planning includes cubic, fifth-degree and seventh- Meaning and Symbols Value
degree polynomials. The cubic polynomial is less used because
Inner lane radius R 650 m
it only considers the displacement and velocity constraint condi-
tions of the vehicle at the initial and target positions, without Lane width w 3.75 m
considering the lateral acceleration constraint condition. Distance from the ego vehicle to the obstacle ahead L 60 m
RESEARCH ON PATH PLANNING AND TRACKING CONTROL FOR AUTOMATIC EMERGENCY STEERING 3
180 L FIGURE 2 Fifth-degree polynomial planning path

1.5 w
R

a 2 R 1.5 w sin
2

b a sin
2

c a cos
2
dw

e w cos

f w sin (6)
The coefficients of the target trajectory in (4) can be solved
by (7).
a0
a
1
a2
A5 B5
a3
a4
Compared with the fifth-degree polynomial path, the
a5 (7) seventh-degree polynomial path considers the lateral jerk
constraints at the initial and target position of the vehicle,
Among,
which makes the vehicle acceleration much smoother.
1 0 0 0 0 0 According to the states of the initial and target position of the
0 vehicle, the constraints of the seventh-degree polynomial path
u 0 0 0 0 can be obtained as (9).
0 0 2u 2 0 0 0
A5 , w
1 xo x o2 x o3 x o4 x o5
y 0
0 2
u 2ux o 3ux o2 4ux o3 5ux o4
y 0
0
0 0 2u 2 6u 2 x o 12u 2 x o2 20u 2 x o3 u2
y 0
w R 1.5w
2 y 0 0

0 y xo y o
u2
y xo u sin
B5 R 1.5w . u2 cos
y xo
yo R 0.5w

u sin
y xo 0

(9)
2
u cos
R 0.5w The coefficients of the target trajectory in (8) can be solved
by (10).
Through the calculation above, the fifth-degree polyno-
mial planning path for emergency collision avoidance on a0
a
curved road is shown in Figure 2. 1
a2

Seventh-Degree Polynomial a3
A7 B7
a4
Planning Path
a5
Similarly, the seventh-degree polynomial path for collision a
avoidance can be expressed as (8). 6
a7 (10)
y7 a0 a1x a2 x 2 a3 x 3 a4 x 4 a5 x 5 a6 x 6 a7 x 7 (8)
Among, FIGURE 4 Fifth-degree and seventh-degree polynomial

path planning
1 0 0 0 0 0 0 0

0 u 0 0 0 0 0 0
0 0 2u 2 0 0 0 0 0 0

0 0 0 6u 3 0 0 0 0
A7 ,
1 xo xo2 xo3 xo 4 xo5 xo6 xo 7

0 u 2ux o 3ux o 2 4ux o 3 5ux o 4 6ux o 5 7ux o 6
5
0 0 2u 2 6u 2 x o 12u 2 x o 2 20u 2 x o 3 30u 2 x o 4 2
42u x o
0 0 0 6u 3 24u 3 x o 60u 3 x o 2 120u 3 x o 3 210u 3 x o 4

w
2

0
2
u
R 1.5w
0
B7 .
yo

u sin
u 2 cos

R 0.5w

0
The seventh-degree polynomial planning path for emer-

gency collision avoidance on curved road is shown in Figure 3. FIGURE 5 Yaw rate
Comparison between the

Fifth-Degree and Seventh-
Degree Polynomial Path
By the above method, the collision avoidance path of fifth-
degree and seventh-degree polynomials can be obtained under
the same conditions, such as vehicle speed and obstacle
distance. The two planning path results are shown in Figure 4.
In order to further compare the effects of the two paths,
the vehicle yaw rate and the yaw acceleration on the two paths
are compared, as shown in Figure 5 and Figure 6 respectively.
From Figure 6, it can be seen that since the seventh-degree
polynomial path considers the continuity of the lateral jerk,
the yaw acceleration is smooth and continuous, while the
vehicle yaw rate acceleration on the fifth-degree polynomial
path changes abruptly between the initial and final moments,
which is detrimental to the vehicle stability.
FIGURE 3 Seventh-degree polynomial planning path

FIGURE 6 Yaw acceleration
Tracking Control on (15) can be solved by corresponding simplification and

the lateral displacement error will eventually converge to zero
Curved Road as shown by (16). Thus, the tracking control of the target
trajectory can be achieved based on the control of the front
After planning the collision avoidance path of the vehicle on wheel steering angle.
curved road, the vehicle needs to be tracked and controlled e t e 0 exp kt (16)
so as to ensure that the vehicle can follow the planned trajec-
tory. The commonly used tracking control methods are Based on the seventh-degree polynomial path and Stanely
geometric tracking method and model prediction control control method, the responses of target vehicle are shown in
method. Based on the kinematic equations of the bicycle Figures 8–10. It can be seen that the Stanley control algorithm
model, the Stanley geometric tracking method is adopted for can make the actual trajectory of the vehicle keep within
its simplicity. The model schematic diagram is shown in Figure 0.05 m error from the desired trajectory when the vehicle runs
7. It uses both the front wheel heading error and the lateral at 70 km/h. The front wheel steering angle of the vehicle
displacement error as feedback, and e is the closest distance changes gently, its amplitude is controlled within 0.03 rad
from the front wheel center to the target trajectory. during collision avoidance, and the front wheel steering angle
The front wheel steering angle is composed of two parts: keeps at about 0.004 rad after collision avoidance when driving
steering angle of heading error θe and steering angle of lateral normally on the curved road.
displacement error δe, as shown in (11).
t e t e t (11)
If the lateral displacement error is zero, the front wheel FIGURE 8 Vehicle trajectory
steering angle should be the angle θe between the front wheel
heading and the tangent line of the desired trajectory, which
can be expressed by (12).
t e t (12)
If the heading error is not considered and the lateral
displacement error in non-zero, the front wheel steering angle
should satisfy (13), where d(t) is the nearest distance between
the position of front wheel with the planned path.
e t ke t
e t arctan arctan (13)
d t v t
So, (11) can be transformed to (14).
ke t
t e t arctan (14)
v t
Among, the rate of the lateral displacement error
satisfies (15).
e t v t sin e t (15) FIGURE 9 Lateral tracking error
FIGURE 7 Schematic diagram of Stanley control method

FIGURE 10 Front wheel steering angle TABLE 3 Vehicle lateral acceleration threshold (m/s2)
μ 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9

aymax 1.96 2.94 3.92 4.90 5.88 6.86 7.84 8.82
TABLE 4 Vehicle yaw rate threshold (rad/s)
μ
u (km/h) 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9
50 0.15 0.21 0.28 0.35 0.42 0.49 0.56 0.64
60 0.12 0.17 0.24 0.29 0.35 0.41 0.47 0.53
70 0.11 0.15 0.20 0.25 0.30 0.35 0.40 0.45
80 0.10 0.13 0.18 0.22 0.26 0.31 0.35 0.40
90 0.09 0.12 0.16 0.20 0.24 0.27 0.31 0.35
100 0.08 0.11 0.14 0.18 0.21 0.25 0.28 0.32
110 0.07 0.10 0.13 0.16 0.20 0.22 0.26 0.29
120 0.06 0.9 0.12 0.15 0.18 0.21 0.24 0.26
Vehicle Stability The vehicle stable sideslip angle threshold βd is related to

road adhesion coefficient. Generally speaking, it does not
Evaluation Index exceed 10 degrees on a high adhesion road, and it does not
exceed 2 degrees on a low adhesion road, which can
In the process of steering and collision avoidance, the main be expressed by (20) and (21).
stability performance indexes of the vehicle are vehicle sideslip
angle, yaw rate and lateral acceleration. The specific param- d 10 0.85 (20)
eters of the vehicle model are shown in Table 2.
According to the vehicle specific parameters and road d 2 0.3 (21)
adhesion coefficient, the maximum vehicle lateral acceleration In order to get the vehicle stability indexes under different
should satisfy (17), where μ is the road adhesion coefficient working conditions, we take the road adhesion coefficient
and g is the acceleration of gravity. from 0.2 to 0.9, vehicle longitudinal speed from 50 km/h to
120 km/h. The specific stability indexes, the vehicle stable
B
a y min g , g (17) lateral acceleration thresholds and yaw rate thresholds, are
2hg shown in Tables 3 and 4 respectively.
The vehicle yaw rate threshold needs to satisfy (18), where
K is the vehicle stability factor, which can be derived from (19).
Simulation and Analysis

g u Combined with the above stability conditions, a Carsim
r min , (18)
u
L 1 Ku 2
dynamics model is used to simulate the collision avoidance
scenarios for different combinations of vehicle speed, road
adhesion coefficient and obstacle distance. The specific param-
m a b
K (19) eters of the Carsim model are shown in Table 2.
L2 kr k f The vehicle steering control co-simulation model is estab-
lished by Carsim and Matlab/Simulink, as shown in Figure
TABLE 2 Vehicle model parameters
11. The basic idea is that the front wheel steering angle obtained
from Stanley control method is given to the Carsim model
Parameters and symbols Value first, and at the same time, the lateral displacement error and
Wheelbase l 2600 mm yaw angle error between the actual value and the desired value
Height of vehicle center of gravity hg 540 mm as feedback are added to adjust the front wheel steering angle.
Vehicle width W 1695 mm
Vehicle height H
Distance from vehicle center of gravity to
1535 mm
1040 mm
Vehicle Stability Analysis at a
front axle a Medium Speed
Total mass m 1340 kg Assuming that the vehicle is running at a speed of 70 km/h
Wheel track B 1481 mm and there is a static obstacle 30 m ahead, the collision avoid-
Front tire cornering stiffness kf -78420.8 N/rad ance stability on a high friction road and a low friction road
Rear tire cornering stiffness kr -54726.6 N/rad is analyzed respectively.
FIGURE 11 Feedback control by Carsim and Matlab/ 0.144 rad/s, higher than the predetermined threshold 0.11
Simulink rad/s. What is more noteworthy is that the vehicle has seri-
ously deviated from the planning path. It collides with the
obstacle vehicle ahead and fails to avoid collision.
Vehicle Stability Analysis at a

High Speed
The vehicle collision avoidance scenario at a high speed is also
simulated. Assuming that the vehicle is driving at a speed of
120 km/h and there is a static obstacle 100 m ahead, the colli-
sion avoidance stability on a high friction road and a low
friction road is also analyzed respectively.
When the road adhesion coefficient is high (μ=0.8), the
When the road adhesion coefficient is high (μ=0.8), the collision avoidance response of the vehicle is shown in Figure
collision avoidance response of the vehicle is shown in Figure 14. It can be seen that the vehicle can basically follow the target
12. It can be seen that the vehicle can basically follow the target trajectory to complete the collision avoidance maneuver. As
trajectory to complete the collision avoidance maneuver. the vehicle is running at a high speed, it results in a certain
Combined with the proposed stability index and the actual deviation between the actual trajectory and the ideal trajec-
animation of the vehicle, it indicates that the vehicle is in a tory. However, the vehicle sideslip angle and yaw rate do not
little bit unstable state under this condition, as the vehicle yaw increase significantly. Combined with the proposed stability
rate exceeds 0.4 rad/s slightly. indexes and the actual motion animation of the vehicle, it
When the road adhesion coefficient is low (μ=0.2), the indicates that the vehicle is in a relative stable state under
collision avoidance response of the vehicle is shown in Figure this condition.
13. It can be seen that the vehicle cannot follow the target When the road adhesion coefficient is low (μ=0.2), the
trajectory to complete the collision avoidance maneuver. Due collision avoidance response of the vehicle is shown in Figure
to the low adhesion coefficient, the road cannot provide 15. It can be seen that the vehicle cannot follow the target
enough lateral force for the tires. Combined with the proposed trajectory to complete the collision avoidance maneuver. Due
stability indexes and the actual motion animation of the to the low adhesion coefficient, the vehicle slides sideways in
vehicle, it indicates that the vehicle is in an unstable state the process of collision avoidance. Although it did not collide
under this condition. The peak value of vehicle yaw rate is with the obstacle vehicle, it slides out of the lane and cannot
FIGURE 12 Vehicle response ( u=70 km/h, μ=0.8, L=30 m)

FIGURE 13 Vehicle response ( u=70 km/h, μ=0.2, L=30 m)
FIGURE 14 Vehicle response (u=120 km/h, μ=0.8, L=100 m)

FIGURE 15 Vehicle response (u=120 km/h, μ=0.2, L=100 m)
track the planning path at all. Combined with the proposed FIGURE 16 Minimum stable obstacle avoidance distance
stability indexes and the vehicle actual motion animation, it for vehicle under different working conditions
indicates that the vehicle is in a very unstable state under
this condition.
Minimum Stable Collision

Avoidance Distance
Through the analysis method similar to the above, we can
simulate and analyze the collision avoidance response of
vehicle under different combinations of speed, road adhesion
coefficient and obstacle distance. Through the vehicle motion
animation and evaluation indexes, we can judge whether the
vehicle can keep stable or not under those working conditions.
Through the simulation calculation under different
working conditions, we can get the minimum safety distance
which can ensure the vehicle stability and avoid collision
successfully at the same time. The stable collision avoidance
distance MAP diagram is shown as Figure 16. For example,
when the vehicle speed is 100 km/h, the road adhesion coef-
ficient is 0.3, the minimum distance L=70 m from the ego Early Warning Distance
vehicle to the obstacle vehicle ahead is needed to ensure that In the actual application process, it is often necessary to give
the vehicle will be in a stable state during collision avoidance. an early warning to the driver or passenger in the car. The
Therefore, once the vehicle speed and road adhesion coefficient warning distance is related to vehicle speed and road adhesion
are determined, the minimum collision avoidance distance coefficient. Here, the minimum braking distance is used as
could be obtained in the MAP diagram under the given the warning distance. Assuming that the vehicle can decel-
curved road. erate at the maximum braking deceleration, the minimum
distance can be obtained according to (22), where abmax=μg.
FIGURE 17 Vehicle emergency collision avoidance process path, the change of lateral acceleration of the latter is much
corresponding distance smoother. At the same time, using Stanley tracking control
method, combined with the lateral kinematic model, the front
wheel steering angle needed to track the predetermined path
is obtained. In addition, a CarSim dynamics model is used to
study the vehicle stability during collision avoidance, by
further adjusting the front wheel steering angle with feedback
control on vehicle lateral displacement and yaw angle. Finally,
the simulation analysis on vehicle stability under different
combinations of speed, road adhesion coefficient and obstacle
distance is carried out. Through a large number of simulation
calculation, the minimum safety distance needed to keep the
vehicle stable is obtained based on the vehicle motion anima-
tion and predetermined thresholds. The warning MAP
diagram has a certain reference value for the design of auto-
matic emergency steering and collision avoidance system of
intelligent vehicle on curved road.
u2
xacc =
2ab max
(22) References
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© 2022 SAE International. All rights reserved. No part of this publication may be reproduced, stored in a retrieval system, or transmitted, in any form or by any means,
electronic, mechanical, photocopying, recording, or otherwise, without the prior written permission of SAE International.
Positions and opinions advanced in this work are those of the author(s) and not necessarily those of SAE International. Responsibility for the content of the work lies
solely with the author(s).
This paper is based upon a presentation at the SAE 2022 Intelligent and Connected Vehicles Symposium.
ISSN 0148-7191

Curved Road Automatic Emergency Steering Path Planning Polynomials and Control Stanley

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Curved Road Automatic Emergency Steering Path Planning Polynomials and Control Stanley

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Downloaded from SAE International by Ford Motor Co, Monday, April 08, 2024

2022-01-7108 Published 22 Dec 2022

Research on Path Planning and Tracking Control

Received: 19 Jun 2021 Revised: 05 Oct 2022 Accepted: 29 Oct 2022

on Curved Road y 5  a0  a1x  a2 x 2  a3 x 3  a4 x 4  a5 x 5 (4)

yi  R  2  w  R 2  x 2 (1)  R  0.5w (5)

Polynomial Path Planning TABLE 1 Avoidance model parameters on curved road

 180  L FIGURE 2 Fifth-degree polynomial planning path

Among, FIGURE 4 Fifth-degree and seventh-degree polynomial

The seventh-degree polynomial planning path for emer-

Comparison between the

FIGURE 3 Seventh-degree polynomial planning path

Tracking Control on (15) can be solved by corresponding simplification and

e  t   v  t  sin  e  t  (15) FIGURE 9 Lateral tracking error

FIGURE 7 Schematic diagram of Stanley control method

μ 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9

TABLE 4 Vehicle yaw rate threshold (rad/s)

Vehicle Stability The vehicle stable sideslip angle threshold βd is related to

Vehicle Stability Analysis at a

FIGURE 12 Vehicle response ( u=70 km/h, μ=0.8, L=30 m)

FIGURE 13 Vehicle response ( u=70 km/h, μ=0.2, L=30 m)

FIGURE 14 Vehicle response (u=120 km/h, μ=0.8, L=100 m)

FIGURE 15 Vehicle response (u=120 km/h, μ=0.2, L=100 m)

Minimum Stable Collision

9. Wang, L.K., Zhao, X.Y., Su, H. et al., “Lane Changing

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on Curved Road y 5 a0 a1x a2 x 2 a3 x 3 a4 x 4 a5 x 5 (4)

yi R 2 w R 2 x 2 (1) R 0.5w (5)

180 L FIGURE 2 Fifth-degree polynomial planning path

e t v t sin e t (15) FIGURE 9 Lateral tracking error