A Sequential Algorithm for Jerk Limited Speed Planning

In this article, we discuss a sequential algorithm for the computation of a minimum-time speed profile over a given path, under velocity, acceleration, and jerk constraints. Such a problem arises in industrial contexts, such as automated warehouses, where LGVs need to perform assigned tasks as fast as possible in order to increase productivity. It can be reformulated as an optimization problem with a convex objective function, linear velocity and acceleration constraints, and nonconvex jerk constraints, which, thus, represent the main source of the difficulty. While existing nonlinear programming (NLP) solvers can be employed for the solution of this problem, it turns out that the performance and robustness of such solvers can be enhanced by the sequential line-search algorithm proposed in this article. At each iteration, a feasible direction, with respect to the current feasible solution, is computed, and a step along such direction is taken in order to compute the next iterate. The computation of the feasible direction is based on the solution of a linearized version of the problem, and the solution of the linearized problem, through an approach that strongly exploits its special structure, represents the main contribution of this work. The efficiency of the proposed approach with respect to existing NLP solvers is proven through different computational experiments. Note to Practitioners—This article was motivated by the needs of LGV manufacturers. In particular, it presents an algorithm for computing the minimum-time speed law for an LGV along a preassigned path, respecting assigned velocity, acceleration, and jerk constraints. The solution algorithm should be: 1) fast, since speed planning is made continuously throughout the workday, not only when an LGV receives a new task but also during the execution of the task itself, since conditions may change, e.g., if the LGV has to be halted for security reasons and 2) reliable, i.e., it should return solutions of high quality, because a better speed profile allows to save time and even small percentage improvements, say a 5% improvement, has a considerable impact on the productivity of the warehouse, and, thus, determines a significant economic gain. The algorithm that we propose meets these two requirements, and we believe that it can be a useful tool for LGV manufacturers and users. It is obvious that the proposed method also applies to the speed planning problem for vehicles other than LGVs, e.g., road vehicles.