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Abstract: This paper presents a new type of coupled-vehicle system: a five-axle, three-steering
coupled-vehicle system consisting of two vehicles which are car-like mobile robots, two carriers,
and a steering system, and presents its path-following feedback control method. We first
show that, by assuming virtual mechanical elements, it is possible to convert the kinematical
equation of the coupled-vehicle system into a three-chain, single-generator chained form in a
new coordinate system where an arbitrary path whose curvature is two times differentiable is
one coordinate axis and a straight line perpendicularly intersecting the tangent of the path is the
other coordinate axis. Based on the chained form, we secondly derive the path-following feedback
control method which enables the orientations of the two carriers relative to the tangent of the
path to be controllable. By the feedback control method, it is possible to form the two carriers
into a straight-bed carrier configuration or a V-bed carrier configuration and to cause them to
maintain such configurations while performing a path-following operation thus enabling the two
carriers to be configured in accordance with shapes of objects to be transported. The validity
of the mechanical design of the coupled-vehicle system and its path-following feedback control
method has been verified experimentally.
Keywords: nonlinear systems, nonholonomic systems, differential geometry, chained form,
nonlinear control, autonomous vehicles, coupled-vehicles, path-following
tem employing two car-like mobile robots, which as shown joint (”joint-2”), and a steering system whose steering
in Figure 1: (a) the single bed is replaced by two beds axis is in the same position of the rotating axis of joint-
(two ”carriers”) connected by a passive revolute joint; and 2 is attached to carrier-1, thus enabling active control of
(b) a steering system is added to the forward carrier in the rolling direction of the passive wheels of the steering
the same position of the passive revolute joint coupling system relative to the orientation of carrier-1. Carrier-2
the two carriers. The modified cooperative transportation is coupled to the second car-like mobile robot (”vehicle-
system thus employs five axles and three steering systems. 2”) via a third passive revolute joint (”joint-3”) at the
Key advantages of this coupled-vehicle system over pre- midpoint of the vehicle-2 rear axle.
viously proposed systems include the capabilities for: (1) This paper presents a path-following feedback control
formation of a single straight-bed carrier configuration by method which causes the coupled-vehicle system to move
the two carriers, with the combined length thus enabling along desired paths as the two carriers form into and
the transportation of structural objects as large as those maintain a single straight-bed carrier configuration or a
transported by a conventional carrier of that length; (2) single V-bed carrier configuration by the control inputs,
formation of a single V-bed carrier configuration, thus the moving velocity of vehicle-1 and the angular velocity
enabling the transportation of structural objects for which of its steering system, the angular velocity of the steering
stable transportation is not possible with conventional system between carriers-1 and -2, and the angular velocity
carriers; and (3) cooperative operation by the two car-like of the steering system of vehicle-2.
mobile robots with drive wheels, thus enabling generation
y
and delivery of greater driving force. In summary, the pro-
posed coupled-vehicle system facilitates the transportation
of structural objects with a carrier whose configuration can
be adjusted for the shapes of the objects and increases joint-1
vehicle-1
driving force.
We show that the kinematical equation of the proposed joint-2 carrier-1
coupled-vehicle system can be converted into a chained
form which is a canonical form in a new coordinate system joint-3 steering
where an arbitrary path whose curvature is two times carrier-2
differentiable is one coordinate axis and a straight line
perpendicularly intersecting the tangent of the path is vehicle-2
x
the other coordinate axis. Especially, to permit this con- 0
version, we assume a ”virtual vehicle” as a third car-
like mobile robot in Fig.2 whose virtual rear wheels are Fig. 1. A Five-axle, Three-steering Coupled-vehicle System
equivalent to the passive wheels of the steering system at
the passive revolute joint connecting the two carriers, and 3. KINEMATICAL EQUATION OF
we incorporate the time derivatives of the state variables COUPLED-VEHICLE SYSTEM WITH VIRTUAL
of the virtual vehicle into the kinematical equation of the MECHANICAL ELEMENTS
coupled-vehicle system.
We then propose a path-following feedback control We derive, in this section, the kinematical equation of
method for this coupled-vehicle system, based on a chained the coupled-vehicle system, including the time derivatives
form, to control the orientations of the first and second of the state variables of the virtual mechanical elements
carriers (”carrier-1” and ”carrier-2”) relative to the direc- which are added to the system as shown in Fig.2 to
tion of the tangent of the path as the midpoint on the facilitate the conversion of the kinematical equation into a
rear axle of the leading car-like mobile robot (”vehicle- chained form which is a canonical form. As shown in Fig.2,
1”) moves along the path. With this feedback control we assume a virtual car-like mobile robot (thus, a ”virtual
method, the coupled-vehicle system follows desired paths vehicle”) whose rear wheels are equivalent to the passive
as the relative orientations of carriers-1 and -2 converge wheels of the steering system in the same position of joint-
to and maintain their desired values. Using this method, 2. Then, the kinematical equation of the coupled-vehicle
system is derived as:
it is possible to maintain the constant relative orientation ⎧
between the two carriers in either a straight-bed carrier ⎪ ẋ1 = u1 cos θ1
⎪
⎪
configuration or a V-bed carrier configuration and perform ⎪
⎪ ẏ 1 = u1 sin θ1
⎪
⎪
the path-following operation with the chosen configuration ⎪
⎪ 1 = u2
φ̇
⎪
⎪
in which the two carriers function as a single carrier. The ⎪
⎪ tan φ1
⎪
⎪ θ̇1 = u1
validity of this control method is verified by an experimen- ⎪
⎪ l1
⎪
⎪
tal apparatus of the coupled-vehicle system developed by ⎪
⎪ φ̇2 = u3
⎪
⎪
the authors. ⎨ θ̇ = sin(θ1 − θ3 ) u
2 1
l2 cos(θ2 − θ3 ) (1)
2. STRUCTURE OF COUPLED-VEHICLE SYSTEM ⎪
⎪
⎪
⎪ φ̇ 3 = u 4
⎪
⎪ tan φ2 cos(θ1 − θ2 )
The basic structure of the five-axle, three-steering coupled- ⎪
⎪ θ̇3 =
⎪
⎪ u1
vehicle system is shown in Fig.1. The first car-like mobile ⎪
⎪ l3 cos(θ2 − θ3 )
⎪
⎪ cos(θ1 − θ2 ) sin(θ3 − θ5 )
robot (”vehicle-1”) is coupled via a first passive revolute ⎪
⎪ θ̇4 =
⎪
⎪ u1
joint (”joint-1”) at the midpoint of the vehicle-1 rear axle ⎪
⎪ l4 cos(θ2 − θ3 ) cos(θ4 − θ5 )
⎪
⎪ − tan φ3 cos(θ1 − θ2 ) cos(θ3 − θ4 )
to the first carrier (”carrier-1”). Carrier-1 is coupled to the ⎪
⎩ θ̇5 = u1 .
second carrier (”carrier-2”) via a second passive revolute l5 cos(θ2 − θ3 ) cos(θ4 − θ5 )
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As understood from Fig.2, a vector (x1 , y1 )T represents the designated by θt . The orientations of vehicle-1, carrier-1,
position of the midpoint of the rear axle of vehicle-1; angles the virtual vehicle, carrier-2, and vehicle-2 relative to the
φ1 and θ1 represent the steering angle and orientation tangent of the path at the point Ps are designated by θpi ,
of vehicle-1, respectively; an angle θ2 the orientation i = 1, 2, · · · , 5, and these are given as:
of carrier-1; angles φ2 and θ3 the steering angle and
orientation of the virtual vehicle, respectively; an angle θpi = θi − θt , i = 1, 2, · · · , 5. (2)
θ4 the orientation of carrier-2; and angles φ3 and θ5 the
The derivative of the angle θt with respect to s is given as:
steering angle and orientation of vehicle-2, respectively.
y dθt
c(s) = . (3)
φ1 ds
s
The derivative c(s) is the curvature of the path at the point
vehicle-1 Ps and the inverse of its absolute value is the radius of
y1 θ1 curvature. The time derivative of the angle θt is therefore
virtual-vehicle φ2 l1
θ2 represented in terms of ṡ, the moving velocity of the point
l3
d Ps , as:
θ3 l2
vehicle-2 carrier-1 θt
φ3 dθt ds
θ4 Ps θ̇t = = c(s)ṡ. (4)
θ5 ds dt
l4
l5 carrier-2
x
0 x1 4.2 Control Strategy
Fig. 2. A Five-axle, Three-steering Coupled-vehicle System
with Virtual Mechanical Elements We propose, in this subsection, a new control strategy
to achieve the path-following operation of the coupled-
4. PATH-FOLLOWING CONTROL STRATEGY vehicle system. As the coupled-vehicle system is moved
and thus as s is increased or decreased, vehicle-1, vehicle-
We define the path-following operation of the coupled- 2 and the virtual vehicle are steered so that: the position d
vehicle system and propose a control strategy to achieve of the midpoint of the rear axle of vehicle-1 relative to the
this operation. point Ps and the orientation θp1 of vehicle-1 relative to the
direction of the tangent of the path at the point Ps both
4.1 Path-following Operation converge to zero; the orientation θp2 of carrier-1 relative
to the direction of the tangent of the path at the point Ps
converges to the desired value θp2d ; and the orientation θp4
We define the path-following operation of the coupled-
of carrier-2 relative to the direction of the tangent of the
vehicle system as the operation of causing carriers-1 and -2
path at the point Ps converges to the desired value θp4d .
to move along a path while controlling their orientations
Thereafter, the steering angles of vehicle-1, vehicle-2, and
in accordance with the direction of the tangent of the
the virtual vehicle are determined in accordance with the
path. Strictly speaking, we define the operation as that
path curvature c(s) and its first-order derivative c (s), to
of causing the midpoint of the rear axle of vehicle-1 to
maintain d and θp1 at zero and θp2 and θp4 at θp2d and θp4d ,
move along the path while maintaining the orientations of
respectively. In this control strategy, the vector x below is
carriers-1 and -2 relative to the direction of the tangent of
taken as the state variable vector of the coupled-vehicle
the path at desired values.
system.
When the midpoint of the rear axle of vehicle-1 is off the
path, we define a point Ps on the path which determines T
x = (s, d, φ1 , θp1 , φ2 , θp2 , φ3 , θp3 , θp4 , θp5 ) . (5)
the position of that midpoint relative to the path as
follows. The point Ps is the point on the path which The time derivatives of s and d, which are the components
satisfies the condition of the perpendicular intersection of the vector x, are given as:
between the tangent of the path at that point and the
straight line through that point to the midpoint of the ṡ = u1 cos θp1 + dθ̇t
(6)
rear axle of vehicle-1. If two or more such points exist on d˙ = u1 sin θp1 .
the path, the one closest to the midpoint of the rear axle
of vehicle-1 is chosen. As indicated in Fig.2, the position The time derivatives of s and θt are derived from Eqs.(4)
of the point Ps on the coordinate axis defined along the and (6) as:
path is designated by s. The position of the midpoint of the ⎧
rear axle of vehicle-1 relative to the point Ps on the other ⎪
⎪ cos θt
⎨ ṡ = u1
coordinate axis defined along the straight line through the 1 − dc(s)
(7)
point Ps to the midpoint is designated by d. The variable ⎪
⎪ c(s) cos θp1
⎩ tθ̇ = u 1 .
d is taken as positive in sign when the midpoint of the 1 − dc(s)
rear axle of vehicle-1 is to the left of the point Ps when
looking in the positive direction of the coordinate axis s, The time derivative of the state variable vector x of Eq.(5)
negative in sign when it is to the right of the point Ps , is derived from Eqs.(1), (2), (6), and (7) as:
and zero when it is on the path. The direction of the
tangent of the path at the point Ps relative to the x-axis is ẋ = g1 (x)u1 + g2 (x)u2 + g3 (x)u3 + g4 (x)u4 , (8)
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⎛ cos θp1
⎞
The time derivative of Eq.(12) thus becomes the three-
1−dc(s)
⎜ ⎟ chain, single-generator chained form shown in Eq.(14).
⎜ sin θp1 ⎟
⎜ ⎟
⎜ 0 ⎟ ż11 = w1 , żi1 = wi ,
⎜ tan φ1
−
c(s) cos θp1 ⎟ żi2 = zi1 w1 ,
⎜ l1 1−dc(s) ⎟ (14)
⎜ ⎟ żi3 = zi2 w1 ,
⎜ 0 ⎟
g1 = ⎜
⎜
sin(θp1 −θp3 ) c(s) cos θp1
l2 cos(θp2 −θp3 ) − 1−dc(s)
⎟,
⎟
i = 2, 3, 4.
⎜ ⎟
⎜ 0 ⎟ w1 = ũ1 ,
⎜ tan φ2 cos(θp1 −θp2 ) c(s) cos θp1 ⎟
l3 cos(θp2 −θp3 ) − 1−dc(s)
4
⎜ ⎟
⎜
⎜ cos(θp1 −θp2 ) sin(θp3 −θp5 ) c(s) cos θp1 ⎟
⎟ wj = Lfi L2f1 hj ũi ,
⎝ l4 cos(θp2 −θp3 ) cos(θp4 −θp5 ) − 1−dc(s) ⎠ i=1
− tan φ3 cos(θp1 −θp2 ) cos(θp3 −θp4 ) c(s) cos θp1 j = 2, 3, 4.
l5 cos(θp2 −θp3 ) cos(θp4 −θp5 ) − 1−dc(s)
T In Eq.(14), each of the terms L3f1 h2 ũ1 , L3f1 h3 ũ1 , and
g2 = (0, 0, 1, 0, 0, 0, 0, 0, 0, 0) ,
L3f1 h4 ũ1 , which are the first terms on the right hand sides
T
g3 = (0, 0, 0, 0, 1, 0, 0, 0, 0, 0) , of the equations of w2 , w3 , and w4 respectively, contains
g4 = (0, 0, 0, 0, 0, 0, 1, 0, 0, 0) .
T the second-order derivative c (s) of the curvature of the
path. For calculation of the coupled-vehicle system control
inputs, the curvature of the path to be followed must be
4.3 Conversion into Chained Form
therefore two times differentiable.
This conversion is effective in the following open subset
We show, in this subsection, that Eq.(8), the kinematical U as:
equation of the coupled-vehicle system performing the
path following operation, can be converted into a chained U = {x : φ1 = ±π/2, φ2 = ±π/2, φ3 = ±π/2,
form which is a canonical form, by showing the calculation θp1 = ±π/2, θp2 − θp3 = ±π/2,
results. This conversion is based on differential geometry θp4 − θp5 = ±π/2; dc(s) < 1} . (15)
(Isidori (1989)). The state variable vector x is limited to the open subset
We first convert the four vector fields g1 , g2 , g3 , and g4 U in order to avoid singular attitudes in which the kine-
of Eq.(8) as: matical equation of the coupled-vehicle system performing
⎧ the path-following operation cannot be converted into the
⎪ f = g1 (1 − dc(s)) / cos θp1
⎨ 1 three-chain, single-generator chained form.
f2 = g2
(9)
⎪
⎩ f3 = g3
f4 = g4 . 4.4 Desired Values of Converted Variables in Path-following
Operation
We secondly convert the control inputs u1 , u2 , u3 , and u4
of Eq.(8) as: We show, in this subsection, the desired values for the
⎧
⎪ ũ = u1 cos θp1 / (1 − dc(s)) convergence of the converted variables shown in Eq.(12)
⎨ 1
ũ2 = u2 and thus for the path-following operation of the coupled-
(10)
⎪ ũ3 = u3
⎩ vehicle system.
ũ4 = u4 . The variable z23 is d, the variable z33 is θp2 , and the
The kinematical equation of Eq.(8) is then rewritten as: variable z43 is θp4 , and, as understood from Eqs.(12) and
(14), the following relationships about d, θp2 , and θp4 are
ẋ = f1 ũ1 + f2 ũ2 + f3 ũ3 + f4 ũ4 . (11) satisfied.
⎧
Using the four vector fields f1 , f2 , f3 , and f4 , the variables ⎨ d = z23
of Eq.(8) are converted as: d˙ = z22 ũ1 (16)
⎧ ⎩¨
⎪ z11 = h1 = s d = z21 ũ21 + z22 ũ˙ 1 ,
⎪
⎪ ⎧
⎪
⎪ z21 = L2f1 h2
⎪
⎪ ⎨ θp2 = z33
⎪
⎪ z22 = Lf1 h2
⎪
⎪ θ̇p2 = z32 ũ1 (17)
⎪
⎪ z = h2 = d ⎩
⎨ 23 θ̈p2 = z31 ũ21 + z32 ũ˙ 1 ,
z31 = L2f1 h3 ⎧
(12)
⎪
⎪ z32 = Lf1 h3 ⎨ θp4 = z43
⎪
⎪
⎪
⎪ z33 = h3 = θp2 θ̇p4 = z42 ũ1 (18)
⎪
⎪ ⎩
⎪
⎪ z41 = L2f1 h4 θ̈p4 = z41 ũ21 + z42 ũ˙ 1 .
⎪
⎪
⎪ z = Lf1 h4
⎩ 42 In the path-following operation, while moving the coupled-
z43 = h4 = θp4 . vehicle system, i.e., while maintaining at non-zero the
moving velocity ũ1 of the point Ps which represents the
Here, as shown in Eq.(13), Lp q is the inner product of position of the midpoint of the rear axle of vehicle-1 on
the vector (∂q/∂x1 , ∂q/∂x2 , · · · , ∂q/∂xn )T , which consists the path, it is necessary to achieve the convergence of
of the components obtained by partial differentiation of a the position d of the midpoint of the rear axle of vehicle-
scalar quantity q with state variables xi , i = 1, 2, · · · , n 1 relative to the path to the desired value of zero, the
and a vector p = (p1 , p2 , · · · , pn )T . orientation θp2 of carrier-1 relative to the direction of the
∂q ∂q ∂q tangent of the path at the point Ps to the desired value
Lp q = p1 + p2 + · · · + pn . (13) θp2d (=const), and the orientation θp4 of carrier-2 relative
∂x1 ∂x2 ∂xn
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to the direction of the tangent of the path at the point 6. TRANSPORTATION BY STRAIGHT-BED AND
Ps to the desired value θp4d (=const). As understood from V-BED CARRIERS
Eqs.(16), (17), and (18), it is therefore necessary to achieve
the convergence of the variables z21 , z22 and z23 to zero, We propose, in this section, methods of operation of the
the variables z31 and z32 to zero and the variable z33 to coupled-vehicle system for transportation with carriers-1
θp2d , and also the convergence of the variables z41 and and -2 for causing the two carriers to be (a) in a straight-
z42 to zero and the variable z43 to θp4d . In other words, line-shaped configuration as a straight-bed carrier; and (b)
the desired values of the variables z21 , z22 , and z23 are in a V-shaped configuration as a V-bed carrier. Figs.3
respectively zero, zero, and zero, those of the variables z31 , and 4 illustrate transportation by the straight-bed car-
z32 , and z33 are respectively zero, zero, and θp2d , and those rier formed by causing the relative orientation between
of the variables z41 , z42 , and z43 are respectively zero, zero, carriers-1 and -2 to be an angle of zero degrees and by the
and θp4d . V-bed carrier formed by causing the relative orientation
between them to be an obtuse angle. Of course, it is
possible to make it an acute angle.
5. PATH-FOLLOWING FEEDBACK CONTROL
METHOD path
joint-1
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18th IFAC World Congress (IFAC'11)
Milano (Italy) August 28 - September 2, 2011
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mark
carrier-2 carrier-1
mark
steering
vehicle-2 vehicle-1
y [m]
CCD camera
1.5
analog image signal
P6 P7 P8 P9 P10
1
PC
circular path
0.5 Bezier-curve path
optical signal
P5
0
P0 P1 P2 P3 P4
y
x
-0.5 x [m]
-0.5 0 0.5 1 1.5 2 2.5
Fig. 6. A Visual Feedback Control System Fig. 7. Circular and Bezier-curve Paths
the origin (0, 0)T of the Cartesian coordinate system is with the eigenvalues of the matrices Λi , i = 2, 3, 4 of
taken as the transportation path. The control points of Eq.(21) all equal to −0.14.
the Bezier curve are located as: For the Bezier-curve path-following, to obtain the
⎧
⎪ P0 =(0.0[m], 0.0[m])T , P1 =(0.2[m], 0.0[m])T , movement of the point Ps on the path through the distance
⎪
⎪
⎪
⎪ T T of Lb =2.3513[m] from its starting point P0 to its ending
⎪
⎪ P2 =(0.4[m], 0.0[m]) , P3 =(0.6[m], 0.0[m]) ,
⎨ T T point P10 in the time of T2 =45[s], the moving velocity ṡ
P4 =(0.8[m], 0.0[m]) , P5 =(1.0[m], 0.5[m]) , of the point Ps is given as:
⎪
⎪
T T
P6 =(1.2[m], 1.0[m]) , P7 =(1.4[m], 1.0[m]) ,
⎪
⎪ ṡ = a0 = Lb /T2 = 0.05225[m/s].
⎪
⎪
T T
P8 =(1.6[m], 1.0[m]) , P9 =(1.8[m], 1.0[m]) ,
⎪
⎩ T For this Bezier-curve path-following, the coefficients in the
P10 =(2.0[m], 1.0[m]) .
control inputs of Eq.(19) are given as:
The desired values θp2d and θp4d of the orientations θp2
and θp4 of carriers-1 and -2, respectively, relative to the p21 = −1.2, p22 = −0.48, p23 = −0.064
direction of the tangent of the path at the point Ps are p31 = −1.2, p32 = −0.48, p33 = −0.064
given as: p41 = −1.2, p42 = −0.48, p43 = −0.064.
with the eigenvalues of the matrices Λi , i = 2, 3, 4 of
π 5π
θp2d = − [rad], θp4d = − [rad]. Eq.(21) all equal to −0.4.
6 6
The initial state variables of the coupled-vehicle system
To obtain one complete round of the point Ps on the are given as:
circular path of the length Lc =1.2723[m] in the time ⎧
T1 =60.0[s], the moving velocity of the point Ps on the ⎪
⎪ x1 |t=0 = 0.0[m], y1 |t=0 = 0.0[m],
⎪
⎨ φ1 |t=0 = 0.0[rad], θ1 |t=0 = 0.0[rad],
path is given as:
φ2 |t=0 = 0.0[rad], θ2 |t=0 = 0.0[rad],
⎪
⎪
⎩ φ3 |t=0 = 0.0[rad], θ3 |t=0 = 0.0[rad],
ṡ = a0 = Lc /T1 = 0.02121[m/s]. ⎪
For the circular path-following, the coefficients in the θ4 |t=0 = 0.0[rad], θ5 |t=0 = 0.0[rad].
control inputs of Eq.(19) are given as: The initial position of the point Ps on the Bezier-curve
p21 = −0.42, p22 = −0.0588, p23 = −0.002744 path is thus the same position of the starting point of
p31 = −0.42, p32 = −0.0588, p33 = −0.002744 the circular path at the origin (0, 0)T of the Cartesian
p41 = −0.42, p42 = −0.0588, p43 = −0.002744. coordinate system, and in the s-d coordinate system the
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18th IFAC World Congress (IFAC'11)
Milano (Italy) August 28 - September 2, 2011
initial position (s, d)T |t=0 of the midpoint of the rear axle two carriers into either a straight-bed carrier configuration
of vehicle-1 and the initial orientations θp1 |t=0 of vehicle-1, or a V-bed carrier configuration, and to perform the path-
θp2 |t=0 of carrier-1, θp3 |t=0 of the virtual vehicle, θp4 |t=0 of following operation with either configuration as though
carrier-2, and θp5 |t=0 of vehicle-2 relative to the direction the two carriers constitue a single carrier, thus enabling
of the tangent of the path at the point Ps are given as: the carriers to be configured in accordance with shapes
⎧ of objects to be transported. The validity of the path-
⎪ s|
⎨ t=0
= 0.0[m], d|t=0 = 0.0[m],
following feedback control method is verified by the exper-
θp1 |t=0 = 0.0[rad], θp2 |t=0 = 0.0[rad],
imental coupled-vehicle system performing transportation
⎩ θp3 |t=0 = 0.0[rad], θp4 |t=0 = 0.0[rad],
⎪
of an object in a garage entry operation with very tight
θp5 |t=0 = 0.0[rad].
clearances.
Fig.8 shows the formation of the V-bed carrier config-
uration as the coupled-vehicle system follows the circu- REFERENCES
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10th-order Bezier-curve path with the origin (0, 0)T of eral N-Trailer System. International Journal of Control,
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the directions of the steering systems of vehicle-1, -2, patzis, T. (2006). Flatness Conservation in the N-Trailer
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of the path at the origin (0, 0)T of the Cartesian coordinate Steering Three-Input Nonholonomic Systems: the Fire
system which is the starting point of the path corresponds Truck Example. The International Journal of Robotics
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9. CONCLUSIONS tions on Robotics and Automation, 17(3), 367–374.
Lamiraux, F., Laumond, J.-P., Van Geem, C., Boutonnet,
We have proposed, in this paper, a five-axle, three-steering D., and Raust, G. (2005). Trailer Truck Trajectory
coupled-vehicle system and a path-following feedback con- Optimization: the Transportation of Components for
trol method for the system. We have shown that the the Airbus A380. IEEE Robotics and Automation
kinematical equation of the coupled-vehicle system can be Magazine, 12(1), 14–21.
converted into a chained form which is a canonical form Yamaguchi, H., Mori, M., and Kawakami, A. (2010). A
by assuming the existence of virtual mechanical elements Path Following Feedback Control Method Using Para-
in a new coordinate system where an arbitrary path whose metric Curves for a Cooperative Transportation System
curvature is two times differentiable is one coordinate axis with Two Car-like Mobile Robots. Proceedings of the 7th
and a straight line perpendicularly intersecting the tangent IFAC Symposium on Intelligent Autonomous Vehicles,
of the path is the other coordinate axis. We have proposed Lecce, Italy, September.
a path-following feedback control method based on the Isidori, A. (1989). Nonlinear Control Systems. New York:
chained form. With this method it is possible to form the Springer-Verlag, Second Edition.
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18th IFAC World Congress (IFAC'11)
Milano (Italy) August 28 - September 2, 2011
(a) (b)
(c) (d)
Fig. 8. Formation of a V-bed Carrier Configuration
t=0.0-45.0[s] garage
t=45.0[s]
object
t=0.0[s]
Fig. 9. Transportation of an Object by a V-bed Carrier
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