International Journal of Automotive Technology

, Volume 20, Issue 1, pp 109–118 | Cite as

Minimum Time Lane Changing Problem of Vehicle Handling Inverse Dynamics Considering the Driver’s Intention

  • Xinglong Zhang
  • Youqun ZhaoEmail author
  • Wenxin Zhang
  • Fen Lin
  • Haiqing Li


By solving driver’s optimal handling input, this paper presents a novel Lane Changing Assistance System (LCAS) which can provide guidance for driver’s lane changing behavior. In addition, vehicle handling inverse dynamics method is proposed to solve driver’s optimal handling input. Firstly, to recognize driver’s lane changing intention and decrease the false alarm rate of LCAS, a lane changing intention recognition model is established. Secondly, the handling inverse dynamics model is established; and then the inverse dynamics problem is converted into the optimal control problem. Finally, the optimal control problem is converted into a nonlinear programming problem based on GPM; then sequential quadratic programming (SQP) is applied to get the solution. The direct collocation method (DCM) is used as the contrast verification of GPM. The simulation results show that the driver’s optimal handling input can be obtained according to driver’s lane changing intention in the proposed LCAS; and GPM has higher computational accuracy compared with DCM. This method may provide a reference for the research of LCAS and unmanned vehicles.

Key words

Lane changing assistance Lane changing intention Handling inverse dynamics Minimum time handling input 



penalty coefficient


kernel function parameter


yaw rate, deg−1


lateral velocity, m·s−1


longitudinal velocity, m·s−1


vehicle total mass, kg


cornering force of the front wheel, N


steering angle of the front wheel, deg


steering wheel angle, deg


steering wheel angle rate, deg−1


cornering force of the rear wheel, N


rotational inertia around vertical axis, kg·m2


braking force, N


driving / braking force of the front wheel, N


course angle, deg


distance from mass center to front axle, m


distance from mass center to rear axle, m


rolling resistance, N


air resistance, N


air resistance coefficient


frontal area, m2


road adhesion coefficient


vertical force of the front wheel, N


vertical force of the rear wheel, N


gravity acceleration, m·s−2


synthesized stiffness of front wheel, N·rad−1


synthesized stiffness of rear wheel, N·rad−1


centroid height, m


steering gear ratio


initial time, s


terminal time, s


lateral acceleration, m·s−2


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Copyright information

© The Korean Society of Automotive Engineers and Springer-Verlag GmbH Germany, part of Springer Nature 2019

Authors and Affiliations

  • Xinglong Zhang
    • 1
  • Youqun Zhao
    • 1
    Email author
  • Wenxin Zhang
    • 1
  • Fen Lin
    • 1
  • Haiqing Li
    • 1
  1. 1.College of Energy and Power EngineeringNanjing University of Aeronautics and AstronauticsNanjingChina

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