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To dość popularny temat i relatywnie nieskomplikowany, czego dowodzi poniższy schemat:

Improvements In Vehicle Control





Technology Benefit:

A vehicle control system providing intuitive control due to driver demand.


Control Schematic




A vehicle control system includes at least one driver input (20), a supervisor (14) and at least one sub-system (18) controlled by the supervisor. The supervisor assesses the driver input to establish actual driver demand and controls the sub-systems (18) accordingly. As a result intuitive driver demand is identified and met.


Licensing Status: Not currently licenced, available for licence

Oczywiście to tylko dość pobieżna interpretacja. Paru kolesi tematem się zajmuje, można trochę ugryźć przelatując przez te podstawowe publikacje:

22. H. Hur, T. Nagata, M. Tomizuka, "Model-Based Optimal Gear Shift Pattern Scheduling and Smooth Gear Shifting Control", Steuerung und Regelung von Fahrzeugen und Motoren - AUTOREG 2006, pp.303-312, VDI-Berichte Nr. 1931, 2006.

Abstract | HTML | PDF

21. Tesheng Hsiao and Masayoshi Tomizuka, "Threshold selection for timely fault detection in feedback control systems," Proceedings of 2005 American Control Conference, Vol. 5, pp. 3303-3308, Portland, OR, 2005.

Abstract | HTML | PDF


20. Tesheng Hsiao and Masayoshi Tomizuka, "Sensor Fault Detection in Vehicle Lateral Control Systems via Switching Kalman Filtering," Proceedings of 2005 American Control Conference, Vol. 5, pp. 5009-5014, Portland, OR, 2005.

Abstract | HTML | PDF


19. Guang Lu and Masayoshi Tomizuka, "Vehicle Following as Backup Control Schemes for Magnetometer-based Lateral Guidance," IEEE Transactions on Control Systems Technology, Vol.13, no. 2, pp.274-285, 2005.

Abstract | HTML | PDF


18. Soichi Ibaraki, Shashikanth Suryanarayanan and Masayoshi Tomizuka, "Design of Luenberger State Observers Using Fixed-structure H/sub infinity / Optimization and Its Application to Fault Detection in Lane-keeping Control of Automated Vehicles," IEEE/ASME Transactions on Mechatronics, Vol.10, no. 1, pp. 34-42, 2005.

Abstract | HTML | PDF


17. Jihua Huang and Masayoshi Tomizuka, "LTV Controller Design for Vehicle Lateral Control under Fault in Rear Sensors," IEEE/ASME Transactions on Mechatronics, Vol.10, no. 1, pp. 1-7, 2005.

Abstract | HTML | PDF


16. Shiang-Lung Koo, Han-Shue Tan and Masayoshi Tomizuka, "Nonlinear tire lateral force versus slip angle curve identification," Proceedings of the 2004 American Control Conference, Vol.3, pp.2128-2133, Boston, MA, 2004.

Abstract | HTML | PDF


15. Tesheng Hsiao and Masayoshi Tomizuka, "Observer-based Sensor Fault Detection and Identification with Application to Vehicle Lateral Control," Proceedings of the 2004 American Control Conference, Vol.1, pp.810-815, Boston, MA, 2004.

Abstract | HTML | PDF


14. Guang Lu and Masayoshi Tomizuka, "A Practical Solution to the String Stability Problem in Autonomous Vehicle Following," Proceedings of the 2004 American Control Conference, Vol.1, pp.780-785, Boston, MA, 2004.

Abstract | HTML | PDF


13. Meihua Tai, Pushkar Hingwe and Masayoshi Tomizuka, "Modeling and Control of Steering System of Heavy Vehicles for Automated Highway Systems," IEEE/ASME Transactions on Mechatronics, Vol.9, no. 4, pp. 609-618, 2004.

Abstract | HTML | PDF


12. Shashikanth Suryanarayanan, Masayoshi Tomizuka and Suzuki T., "Design of Simultaneously Stabilizing Controllers and Its Application to Fault-tolerant Lane-keeping Controller Design for Automated Vehicles," IEEE Transactions on Control Systems Technology, Vol.12, no. 3, pp. 329-339, 2004.

Abstract | HTML | PDF


11. Meihua Tai and Masayoshi Tomizuka, "Modelling of Multiunit Heavy Vehicle Systems for Automated Guidance," Heavy Vehicle Systems, Vol.11, no. 1, pp. 26-46, 2004.

Abstract | HTML | PDF


10. Iakovos Papadimitriou, Guang Lu and Masayoshi Tomizuka, "Autonomous Lateral Following Consideration for Vehicle Platoons," Proceedings of IEEE/ASME International Conference on Advanced Intelligent Mechatronics, Vol.1, pp.401-406, Kobe, Japan, 2003.

Abstract | HTML | PDF


9. Iakovos Papadimitriou and Masayoshi Tomizuka, "Fast Lane Changing Computations Using Polynomials," Proceedings of 2003 American Control Conference, Vol.1, pp.48-53, Denver, CO, 2003.

Abstract | HTML | PDF


8. Guang Lu and Masayoshi Tomizuka, "A Laser Scanning Radar Based Autonomous Lateral Vehicle Following Control Scheme for Automated Highways," Proceedings of 2003 American Control Conference, Vol.1, pp.30-35, Denver, CO, 2003.

Abstract | HTML | PDF


7. Lee Hyeongcheol and Masayoshi Tomizuka, "Adaptive vehicle traction force control for intelligent vehicle highway systems," IEEE Transactions on Industrial Electronics, Vol.50, no. 1, pp. 37-47, 2003.

Abstract | HTML | PDF


6. Bernabeu E.J., Tornero J. and Masayoshi Tomizuka, "A Navigation System for Unmanned Vehicles in Automated Highway Systems," Proceedings of the 2002 IEEE/RSJ Intl. Conference on Intelligent Robots and Systems EPFLI, Vol. 1, pp. 696-701, Lausanne, Switzerland, 2002.

Abstract | HTML | PDF


5. Pushkar Hingwe, Han-Shue Tan, Packard AK. and Masayoshi Tomizuka, "Linear Parameter Varying Controller for Automated Lane Guidance: Experimental Study on Tractor-Trailers," IEEE Transactions on Control Systems Technology, Vol.10, no. 6, pp. 793-806, 2002.

Abstract | HTML | PDF


4. Guang Lu and Masayoshi Tomizuka, "Vehicle Lateral Control with Combined Use of a Laser Scanning Radar Sensor and Rear Magnetometers," Proceedings of American Control Conference, Vol.5, pp.3702-3707, Anchorage, AK, 2002.

Abstract | HTML | PDF


3. White R. and Masayoshi Tomizuka, "Estimating Relative Position and Yaw with Laser Scanning Radar using Probabilistic Data Association," Proceedings of American Control Conference, Vol.2, pp.1448-1453, Anchorage, AK, 2002.

Abstract | HTML | PDF


2. Shashikanth Suryanarayanan, Masayoshi Tomizuka and Weaver M., "System Dynamics and Control of Bicycles at High Speeds," Proceedings of American Control Conference, Vol.2, pp.845-850, Anchorage, AK, 2002.

Abstract | HTML | PDF


1. Kun Zhou, Xiqin Wang, M. Tomizuka, W.B. Zhang and C.Y. Chan, "A New Maneuvering Target Tracking Algorithm with Input Estimation," Proceedings of American Control Conference, Vol.1, pp.166-171, Anchorage, AK, 2002.

Abstract | HTML | PDF

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ciekawe prace prowadzi też uniwersytet Waterloo



* Active and Semi-active Suspensions/Mounts for NVH

o Optimization design of suspension system

o Active vehicle suspension with magneto-rheological fluids

o Optimized semi-active suspension systems to address ride and stability

o Semi-active Hydraulic Engine Mounts and Bushings

o Body mount optimization in SUVs and light trucks

* Rollover Control and Active Stability Control

o Combined control of ride comfort and handling with rollover and stability in passenger cars

o Active rollover control in hydraulically-actuated articulated vehicles

* Intelligent Drive-by-wire Vehicles

o Design and realization of steer and brake by wire

o Reliability and efficiency analysis




* Intelligent Vehicle Control Faculty Members


Active and Semi-active Suspensions/Mounts for NVH

Optimization Design of Suspension System


Our research work on multibody dynamics and design optimization has been applied to the optimal design of road and rail vehicles. In particular, we have optimized the suspension design of a Lola World Sports Car (above) for Multimatic, Inc., and the design of a rail vehicle with passive and active suspension components for Bombardier Inc. We are currently working on the dynamics and stability of a heavy off-road vehicle with an articulated main body.


Advanced Vehicle Systems group was founded to further this research.

Optimized semi-active suspension systems to address ride and stability


The goal of the collaborative effort between General Kinetics Engineering Corporation and the University of Waterloo is conduct research to develop a fully optimized damper system design appropriate to the high speed, high force, and high travel needs peculiar to military vehicle applications. This research includes the development of a semi-active MR damper suspension system to improve both ride and handling characteristics in light military armored vehicles and trucks. The common passive suspensions inherently lead to a compromise between ride and handling. A highly damped suspension results in good vehicle handling, but at the same time has the disadvantage of causing passenger perceived harsh ride. A harsh ride may not only be unacceptable, but also it may damage cargo. On the other hand, a low damped suspension may significantly improve the perception of ride, but it can reduce the stability of the vehicle.


Ride: A traditional measurement of ride quality in military vehicles is energy input measured at the driver's seat, while traversing a standard course at a defined speed. This energy input, which affects driver comfort, performance and safety, must be limited to 6 watts rms. To meet this requirement, at increased course speeds, suspension travel is increased, primary spring rates are lowered and damping rates are selectively lowered.


Handling: The better a wheel can follow undulations in terrain, the better it can transmit driving, braking and cornering forces to the ground – thus decreasing stopping distances and enhancing climbing capability on rough, hilly ground. At some point, lowered damping rates increase the severity of roll and pitch responses to given rates of acceleration, braking or cornering. Excessive body motion in turn, can unfavorably distribute tire forces and adversely affect handling.


By using a semi-active system and a computer to vary damping forces in response to various driver and body motion inputs, this compromise can be eliminated. The suspension can be soft enough to minimize the effect on the vehicle of violent wheel motion, and be stiffened selectively to minimize squat on acceleration, dive on braking and roll in cornering.


Goals and Objectives: The proposed research focuses on the modeling, design and study the performance of an MR damper system that would have a superior performance over the existing technology. This venture further involves fabrication of an experimental prototype for testing of the system under various practical conditions. Finally, a prototype will be designed that would allow GKEC to test the system on an actual military vehicle.


View more information about ride stability research.

Body Mount Optimization in SUVs and Light Trucks


One of the most important vibration isolators in SUVs and trucks is the body mount. Body mounts are used to connect the passenger compartment to the chassis and should be designed to stand the static and dynamic loads and also to isolate the cabin from undesired structural-borne noise and vibration. The current approach for designing body mounts is based upon static analysis for loads and trial and error for vibration isolation. The popularity of SUVs and light trucks as family cars and the high demand for reducing the level of noise and vibration inside the cabin to that of sedan cars call for a more accurate and advanced technique for the design and optimization of body mounts. In this research, a new technology is developed to optimize the characteristics of body mounts to minimize noise and vibration inside the passenger compartment of SUVs and light trucks. The proposed method will utilize a series of experimental data and an advanced optimization technique to arrive at the optimum mounting system for a given vehicle. The method will be independent of the mount type and can be used to optimize rubber, hydraulic or even active mounts.

Rollover Control and Active Stability Control


Smart control of vehicle dynamics (SCVD) is under investigation for both passenger cars and hydraulically-actuated articulated vehicles (HAAVs) used in the forestry and construction industries. For passenger cars, we seek new methods to combine the control of ride comfort and handling with the control of rollover and stability. Currently, different systems are used to address these two conflicting objectives using separate actuation mechanisms. In this research, we develop a smart system to control rollover and stability in passenger cars while ride comfort and handling are optimized. For hydraulically-actuated articulated machines, this rollover and stability control can significantly increase their safety and operational speed. These machines are more complex than passenger cars because of their sophisticated hydraulic systems and highly nonlinear mechanical dynamics. Very few studies of the dynamics and control of HAAVs are reported in the literature. In our research, we seek a mathematical model to represent these complex systems; this model is used to develop smart methods for rollover and stability control.

Design and Development of Steer and Brake by Wire


Drive-by-wire is an inevitable direction towards which the automotive industry is moving. Drive-by-wire is an answer to tightening emission standards by replacing heavy mechanical devices and mechanisms used in traditional throttle, brake and steering systems with advanced lightweight mechatronic systems. Our focus in drive-by-wire is on the development of new brake- and steer-by-wire systems. The design, reliability, efficiency, and control of these systems are under investigation.

jest też trochę do poczytania o pojazdach autonomicznych dla środowisk miejskich

Urban Vehicle Control


The aim of this research activity is to : "develop autonomous mobility for urban transportation systems"


The urban transportation system that is considered consists in individual electric vehicles, available in a car-sharing concept. Control law design is investigated to provide either stand alone vehicles or vehicles platoons with accurate and safe automatic guidance capabilities. In the first experiments, the only exteroceptive sensor is a kinematic GPS. However, automatic guidance relying also on informations provided by CCD cameras and telemetric laser have been initiated, and should be soon demonstrated. This research activity is a new action since 2002.









Experimental equipments


First step (2002-2003): automatic guidance of a "stand alone" Cycab, relying on a kinematic GPS


Second step (2003-...): automatic platooning relying on kinematic GPS & WiFi communication


Projects and contracts










Urban Vehicle Control


* Motivations


Saturation of vehicles traffic in large cities is a major concern, since it leads to wastes of time, to wastes of energy (fuel, gas, ...), to atmospheric pollution, to noise pollution, ... Improvements could clearly be gained from the development of "Urban Transportation Systems", which has become a very active research topic.


To meet public expectations, such systems have to be very flexible, in order to be a suitable answer to the varied individual needs. In specific areas, where the public demands is properly structured, as in airport terminals, attraction resorts, or inner-cities pedestrian zones, individual electric vehicles, available in a car-sharing concept, appear to be a very attractive potential solution. Preliminary full-scale experiments have already been conducted in France, the USA or Japan.


Such an urban transportation system demands for autonomous guidance capabilities:


* either to transport passengers in an entire automatic way (rather than asking passengers to drive vehicles manually),

* or in order to bring back vehicles to stations for refilling and reuse (this has clearly to be done in an automatic way).


Guidance tasks require very accurate on-board localization systems. Kinematic GPS appears to be a convenient sensor:


* it provides vehicle position, in realtime, with an accuracy (? 2 cm) suitable to guidance applications,

* it does not require an equipped environment (no magnet has to be laid on the ground, no beacon has to be placed along streets,...). Delays and costs of transportation system set-up are then reduced and urban scenery is preserved,

* it offers a full flexibility, since the path to be followed can be modified at will (no magnet or beacon has to be moved)


With respect to urban vehicles guidance applications, the only concern with the use of kinematic GPS sensor is that satellite receiving can be disturbed by the numerous buildings existing in urban environment. Therefore, for reliability reasons, additional sensors (such as CCD camera, telemetric laser,...) have nevertheless to be on-boarded, in order to supply localization information in areas where satellites would be masked.


Two aspects of the automatic guidance of urban vehicles are currently investigated at LASMEA:


* control laws are designed in order to achieve automatic guidance of stand-alone vehicles along arbitrary paths. The aimed applications are:


o passengers transportation: people could board a vehicle at a station, specify any destination at their convenience (within the urban transportation system area), and be transported there in an automatic way,

o vehicles supply at station: automatic guidance allows to bring empty vehicles back to stations, either in an entire stand alone way (each vehicle is guided back independently) or in a platoon way (an automatically guided vehicle leads a train of empty vehicles, which are controlled via a platoon approach, see below).


* control of a vehicles platoon is also investigated: the aim is to achieve safe automatic platoon guidance despite severe requirements such as high velocities, small inter-vehicles distances, arbitrary curved paths following,... Platoon stability (small guidance errors on first vehicles must not reflect as large errors on last vehicles) is also adressed.


In the first experiments, vehicles localization has been achieved uniquely from kinematic GPS sensors. Inter-vehicles WiFi communications have been also used in the platoon case. Nevertheless, automatic guidance relying on several exteroceptive sensors (kinematic GPS used jointly with cameras, telemetric laser,...) has been initiated and should be soon demonstrated.


* Experimental equipments


Performances of the designed control laws are systematically investigated via full-scale experiments, carried out on Clermont-Ferrand University campus. We can rely on 2 electric vehicles, named Cycab, manufactured by Robosoft company (a third one is planned and should be soon available). Currently, Cycab vehicles mainly serves as development products in research institutes in France (INRIA) or in Singapore (NTU). However, they have already met public during full-scale car-sharing experiments as in Saint-Germain en Laye (France, INRIA Imara) or Nancy (France, INRIA Loria).


Cycab experimental vehicles


From a technical point of view, Cycabs are equipped with 4 steering and driving wheels, and rely on 4 DC motors (1 kW each) powered by lead-acid batteries. Two passengers can travel aboard, at a maximum speed equal to18 km/h, with a 2h autonomy. Guidance algorithms are implemented in C++ language on a Pentium based computer using RTAI-Linux OS. Actuators control is distributed on MPC 555 microcontrollers connected by CAN network. An on-board tactile screen can serve as a human-computer interface. A WiFi communication set-up allows information exchanges with an off-board PC or with the other Cycab vehicles in the platoon case.


The kinematic GPS sensor used in all experiments is a Thales-Navigation "Aquarius 5002" dual frequency unit. The GPS antenna is located on the vehicle roof, and the differential corrections are received via the UHF antenna placed ahead of the Cycab (see the above picture). Position measurements are available with a 2 cm accuracy at a 10 Hz sampling frequency. Velocity measurements are also provided. Both measurements are sent via RS232 serial link to the vehicle main computer.


* First step (2002-2003): automatic guidance of a "stand alone" Cycab, relying on kinematic GPS


The first problem that has been addressed is : "to provide Cycab vehicles with curved path following capabilities".


Cycabs propose two steering facilities: either a bi-steerable configuration, where front and rear axles can be steered, or a car-like one, where only the front axle is steered. Bi-steerable configuration is of obvious interest in parking applications. However, since we are here interested in path following applications, a standard car-like configuration has been preferred.


Automatic guidance of car-like vehicles, relying on kinematic GPS sensor, has been previously addressed at LASMEA in agricultural applications: curved path following has been investigated successively when agricultural vehicles do not undergo sliding and when sliding occurs. This work has been redesigned to fit with Cycab vehicles and urban transportation aims.


In urban environment, sliding has not to be taken into account: Cycabs are expected to move on asphalted even grounds, at rather low velocities (18 km/h max). Therefore Cycabs automatic guidance can rely on the control law presented in:

Agricultural Vehicle Guidance| first step (1998-2002) : curved path following on even ground with a unique kinematic GPS

Control law design and main features are outlined below:


* control law design relies on the exact conversion of Cycab kinematic model into a so-called chained form.

* only steering angle is controlled, with the aim to bring and keep the vehicle on any curved path to be followed.

* curved path following performances are independent from vehicle velocity, which may be constant or time-varying.

* vehicle position is directly provided by kinematic GPS, when its heading is derived via a Kalman state reconstructor.


More details and comments can be found by following the above link.


Control law performances have been investigated via numerous full-scale experiments, see for instance the video below:


Cycab automatic guidance along a curved path, on a gravelled and sloping ground


Straight lines following is perfectly achieved, since guidance accuracy is equal to sensor accuracy (i.e. 2cm). When curved paths are followed, performances are still satisfactory, but slightly degraded: transient guidance errors (10cm) are observed at the beginning or at the end of curves, due to curvature discontinuities at those points and to delays introduced by the steering actuator. Predictive control is currently investigated to provide anticipation at those points, and then reduce such transient errors.


* Second step (2003-...): automatic platooning relying on kinematic GPS & WiFi communication


First platoon control design aims with "guidance along curved path of 2 Cycabs with a safety inter-vehicles distance"


Precise description of this first platoon control problem to be addressed, is provided herebelow:


* in these very first developments, platoon is constituted with only 2 Cycab vehicles,

* both Cycabs are equipped with a kinematic GPS sensor,

* the Cycab leader can transmit in realtime its position and its velocity to the Cycab follower via WiFi communication

* control objectives can then be stated as follows:


o both Cycabs have to be automatically steered in order to follow a pre-specified curved path,

o velocity of the Cycab leader can be modified at will by on-board passengers,

o velocity of the Cycab follower has to be automatically controlled to maintain a constant inter-vehicle distance.


The nonlinear control law previously designed to achieve automatic steering of a stand alone Cycab along curved paths, (see above) can still be used in this platoon scenario:


* the keypoint is that a complete decoupling between vehicle steering and velocity control has been provided by this control design. Using notations of the figure below, vehicles lateral deviations y1 and y2 and heading deviations h1 and h2 can be brought to 0 by controlling steering angles d1 and d2, independently from vehicles velocity evolutions.

* Moreover, since the same exteroceptive sensor (kinematic GPS) is considered, the steering control law can be used straightforwardly.


additional wheel angle


Since curved path following is here investigated, the direct geometric distance between the 2 vehicles does not appear as the most relevant variable to be controlled: the curvilinear distance along the reference path (i.e. s1-s2 in the above figure) is more meaningfull, especially when the curvature of the path to be followed is high.


Velocity control of the Cycab follower aims therefore at maintaining a constant curvilinear distance from the Cycab leader:


o curvilinear distance evolution obeys to a nonlinear model. However, relying on exact linearization technique, it can be converted into a linear one without any approximation. A nonlinear velocity control law can then easily be designed.


o control performances can be automatically tuned with respect to the distance between the 2 vehicles:


§ when curvilinear distance is close to the expected value, standard linear-like performances are provided,


§ when the Cycab follower is far from the Cycab leader, accelerations are limited in order that an on-board passenger can feel comfortable,


§ when the 2 vehicles are too close, control performances are stiffened for obvious safety reasons.


From the implementation point of view, the curvilinear distance required in the above control law can be inferred in realtime from Cycab follower position and velocity information, provided directly by its kinematic GPS sensor, and from Cycab leader position and velocity, received via WiFi communication. First experiments will be soon reported.


Automatic guidance of a Cycabs platoon along a curved path




Projects and Contracts


Urban Vehicle Control


* TIMS-V2I (04-07) regional project : Intelligent Vehicles and Infrastructures

* Predit-MOBIVIP (04-07) national project : Public Individual Vehicle Mobility in Urban Center

* Robea-BODEGA (03-05) national project : Safe and Autonomous Navigation in Urban Environment

* CPER-MSPI (02-04) regional project : Platooning in Urban Environment






Urban Vehicle Control


The list of participating people is :



o Researchers

B. Thuilot, P. Martinet,

o PhD

J. Bom,




* Former collaborators

o Master F. Chanier,






Urban Vehicle Control


* Phd thesis and Post doc

o Jonathan Bom, �Etude et mise en �uvre d�un convoi de véhicules urbains avec accrochage immatériel �, LASMEA, Blaise Pascal University, Clermont-Ferrand, July 20th, 2006




* Journal

o none




* Book, Book Chapter, Tutorials, Report

o none




* Conferences

o P. Martinet, B. Thuilot, J. Bom, �Autonomous Navigation and Platooning using a Sensory Memory�, invited session in Workshop �Safe Navigation in Open and Dynamic Environments: Autonomous Systems versus Driving Assistance Systems� at International IEEE Conference on Intelligent Robots and Systems, IROS'06, Beijing, China, 0ctober 2006

o P. Martinet, �FACT : French Asian Cyber Transportation�, invited session in annual ICT-ASIA meeting, Seoul, Korea, 9-11th October 2006

o B. Thuilot, E. Royer, F. Marmoiton, P. Martinet, M. Dhome, M. Lhuillier, J-M. Lavest, L. Malaterre, S. Alizon, L. Trassoudaine, J-P. Dérutin, "Navigation autonome de véhicules urbains par différentes modalités capteurs (RTK-GPS et vision monoculaire)", in Proceedings of Journées Démonstrateurs en Automatique, Angers, France, March, 2006 Pdf document

o B. Thuilot, P. Martinet, M. Dhome, J.M. Lavest, � De la navigation autonome ? la navigation en convoi�, Workshop on "Navigation autonome de véhicules en milieu urbain - ROBEA-BODEGA / CNRS-INRIA, RFIA'06, Tours, France, January 24th, 2006

o P. Martinet, B. Thuilot, J. Bom, � From autonomous navigation to platooning in urban context�, in Proceedings of the IARP-Workshop on Adaptive and Intelligent Robots : Present and Future, vol 1.1, pp. 1-9, Moscou, Russia, Russian Academy of Sciences, November 24-26th, 2005

o P. Martinet, J. Bom, B. Thuilot, F. Marmoiton, � Nonlinear Control strategies for Urban Vehicles Platooning�, in Proceedings of the 2nd French-Korean Workshop on Dependable Robotic Navigation, SAFEMOVE'05, pp. , Suwon, Korea, October 27-28th, 2005

o S. Mammar, P. Martinet, S. Glaser, M. Netto, L. Nouveli?re, B. Thuilot, � Méthodes de l�automatique pour l�assistance et l�automatisation de la conduite automobile �, in Proceedings of the Journées Nationales de la Recherche en Robotique, JNRR05, pp., Guidel, Morbihan, France, October 5-7th, 2005

o E. Royer, J. Bom, M. Dhome, B. Thuilot, M. Lhuillier, F. Marmoiton � Outdoor autonomous navigation using monocular vision �, in Proceedings of the IEEE/RSJ International Conference on Intelligent Robots and Systems, IROS'05, pp., Edmonton, Canada, August 2-6th, 2005

o J. Bom, B. Thuilot, F. Marmoiton, P. Martinet, � A Global Control Strategy for Urban Vehicles Platooning relying on Nonlinear Decoupling Laws �, in Proceedings of the IEEE/RSJ International Conference on Intelligent Robots and Systems, IROS'05, pp., Edmonton, Canada, August 2-6th, 2005

o J. Bom, B. Thuilot, F. Marmoiton, P. Martinet, � Une Stratégie de Commande Globale pour le Convoi de Véhicules Urbains basée sur des Lois de Commande Découplées Non-Linéaires �, in Proceedings of the Journée scientifique de l'Ecole doctorale SPI, EDSPI05, pp., Clermont-Ferrand, France, June 27th, 2005

o J. Bom, B. Thuilot, F. Marmoiton, P. Martinet, � Nonlinear control for urban vehicles platooning, relying upon a unique kinematic GPS �, in Proceedings of the IEEE International Conference on Robotics and Automation, ICRA'05, pp. 4149-4154, Barcelona, Spain, April 18-22th, 2005

o B. Thuilot, J. Bom, F. Marmoiton, P. Martinet, � Accurate automatic guidance of an urban electric vehicle relying on a kinematic GPS sensor�, in The fifth IFAC Symposium on Intelligent Autonomous Vehicles, IAV'04, pp., Instituto Superior Técnico, Lisbon, Portugal, July 5-7th, 2004


Ale to pewnie wszystko znasz, w końcu te 5 lat studiów... było co robić, nie?

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