Distributed Swarm Formation Using Mobile Agents

This chapter presents decentralized control algorithms for composing formations of swarm robots. The robots are connected by communication networks. They initially do not have control program to compose formations. Control programs that implement our algorithm are introduced later from outside as mobile software agents. Our controlling algorithm is based on the pheromone communication of social insects such as ants. We have implemented the ant and the pheromone as mobile software agents. Ant agents control the robots. Each ant agent has partial information about the formation it is supposed to compose. The partial information consists of relative locations with neighbor robots that are cooperatively composing the formation. Once the ant agent detects an idle robot, it occupies that robot and generates the pheromone agent to attract other ant agents to the location for neighbor robots. Then the pheromone agent repeatedly migrates to other robots to diffuse attracting information. Once the pheromone agent reaches the robot with an ant agent, the ant agent migrates to the robot closest to the location pointed by the pheromone agent and then drives the robot to the location. We have implemented simulators based on our algorithm and conducted experiments to demonstrate the feasibility of our approach

\u3cem\u3eGRASP News\u3c/em\u3e, Volume 8, Number 1

A report of the General Robotics and Active Sensory Perception (GRASP) Laboratory. Edited by Thomas Lindsay

A Survey on Aerial Swarm Robotics

The use of aerial swarms to solve real-world problems has been increasing steadily, accompanied by falling prices and improving performance of communication, sensing, and processing hardware. The commoditization of hardware has reduced unit costs, thereby lowering the barriers to entry to the field of aerial swarm robotics. A key enabling technology for swarms is the family of algorithms that allow the individual members of the swarm to communicate and allocate tasks amongst themselves, plan their trajectories, and coordinate their flight in such a way that the overall objectives of the swarm are achieved efficiently. These algorithms, often organized in a hierarchical fashion, endow the swarm with autonomy at every level, and the role of a human operator can be reduced, in principle, to interactions at a higher level without direct intervention. This technology depends on the clever and innovative application of theoretical tools from control and estimation. This paper reviews the state of the art of these theoretical tools, specifically focusing on how they have been developed for, and applied to, aerial swarms. Aerial swarms differ from swarms of ground-based vehicles in two respects: they operate in a three-dimensional space and the dynamics of individual vehicles adds an extra layer of complexity. We review dynamic modeling and conditions for stability and controllability that are essential in order to achieve cooperative flight and distributed sensing. The main sections of this paper focus on major results covering trajectory generation, task allocation, adversarial control, distributed sensing, monitoring, and mapping. Wherever possible, we indicate how the physics and subsystem technologies of aerial robots are brought to bear on these individual areas

Study of Cooperative Control System for Multiple Mobile Robots Using Particle Swarm Optimization

The idea of using multiple mobile robots for tracking targets in an unknown environment can be realized with Particle Swarm Optimization proposed by Kennedy and Eberhart in 1995. The actual implementation of an efficient algorithm like Particle Swarm Optimization (PSO) is required when robots need to avoid the randomly placed obstacles in unknown environment and reach the target point. However, ordinary methods of obstacle avoidance have not proven good results in route planning. PSO is a self-adaptive population-based method in which behavior of the swarm is iteratively generated from the combination of social and cognitive behaviors and is an effective technique for collective robotic search problem. When PSO is used for exploration, this algorithm enables robots to travel on trajectories that lead to total swarm convergence on some target

Organisation of foraging in ants

In social insects, foraging is often cooperative, and so requires considerable organisation. In most ants, organisation is a bottom-up process where decisions taken by individuals result in emergent colony level patterns. Individuals base their decisions on their internal state, their past experience, and their environment. By depositing trail pheromones, for example, ants can alter the environment, and thus affect the behaviour of their nestmates. The development of emergent patterns depends on both how individuals affect the environment, and how they react to changes in the environment. Chapters 4 – 9 investigate the role of trail pheromones and route memory in the ant Lasius niger. Route memories can form rapidly and be followed accurately, and when route memories and trail pheromones contradict each other, ants overwhelmingly follow route memories (chapter 4). Route memories and trail pheromones can also interact synergistically, allowing ants to forage faster without sacrificing accuracy (chapter 5). Home range markings also interact with other information sources to affect ant behaviour (chapter 6). Trail pheromones assist experienced ants when facing complex, difficult-to-learn routes (chapter 7). When facing complicated routes, ants deposit more pheromone to assist in navigation and learning (chapter 7). Deposition of trail pheromones is suppressed by ants leaving a marked path (chapter 5), strong pheromone trails (chapter 7) and trail crowding (chapter 8). Colony level ‘decisions’ can be driven by factors other than trail pheromones, such as overcrowding at a food source (chapter 9). Chapter 10 reviews the many roles of trail pheromones in ants. Chapters 11 – 14 focus on the organisation of cooperative food retrieval. Pheidole oxyops workers arrange themselves non-randomly around items to increase transport speeds (chapter 11). Groups of ants will rotate food items to reduce drag (chapter 12). Chapters 13 and 14 encompass the ecology of cooperative transport, and how it has shaped trail pheromone recruitment in P. oxyops and Paratrechina longicornis. Lastly, chapter 15 provide a comprehensive review of cooperative transport in ants and elsewhere

Safety-Aware Human-Robot Collaborative Transportation and Manipulation with Multiple MAVs

Human-robot interaction will play an essential role in various industries and daily tasks, enabling robots to effectively collaborate with humans and reduce their physical workload. Most of the existing approaches for physical human-robot interaction focus on collaboration between a human and a single ground robot. In recent years, very little progress has been made in this research area when considering aerial robots, which offer increased versatility and mobility compared to their grounded counterparts. This paper proposes a novel approach for safe human-robot collaborative transportation and manipulation of a cable-suspended payload with multiple aerial robots. We leverage the proposed method to enable smooth and intuitive interaction between the transported objects and a human worker while considering safety constraints during operations by exploiting the redundancy of the internal transportation system. The key elements of our system are (a) a distributed payload external wrench estimator that does not rely on any force sensor; (b) a 6D admittance controller for human-aerial-robot collaborative transportation and manipulation; (c) a safety-aware controller that exploits the internal system redundancy to guarantee the execution of additional tasks devoted to preserving the human or robot safety without affecting the payload trajectory tracking or quality of interaction. We validate the approach through extensive simulation and real-world experiments. These include as well the robot team assisting the human in transporting and manipulating a load or the human helping the robot team navigate the environment. To the best of our knowledge, this work is the first to create an interactive and safety-aware approach for quadrotor teams that physically collaborate with a human operator during transportation and manipulation tasks.Comment: Guanrui Li and Xinyang Liu contributed equally to this pape

Mobile Sensing Cluster Based on Swarm Intelligence with Multiple Autonomous Mobile Devices

関西大

Parameter tuning and cooperative control for automated guided vehicles

For several practical control engineering applications it is desirable that multiple systems can operate independently as well as in cooperation with each other. Especially when the transition between individual and cooperative behavior and vice versa can be carried out easily, this results in ??exible and scalable systems. A subclass is formed by systems that are physically separated during individual operation, and very tightly coupled during cooperative operation. One particular application of multiple systems that can operate independently as well as in concert with each other is the cooperative transportation of a large object by multiple Automated Guided Vehicles (AGVs). AGVs are used in industry to transport all kinds of goods, ranging from small trays of compact and video discs to pallets and 40-tonne coils of steel. Current applications typically comprise a ??eet of AGVs, and the vehicles transport products on an individual basis. Recently there has been an increasing demand to transport very large objects such as sewer pipes, rotor blades of wind turbines and pieces of scenery for theaters, which may reach lengths of over thirty meters. A realistic option is to let several AGVs operate together to handle these types of loads. This Ph.D. thesis describes the development, implementation, and testing of distributed control algorithms for transporting a load by two or more Automated Guided Vehicles in industrial environments. We focused on the situations where the load is connected to the AGVs by means of (semi-)rigid interconnections. Attention was restricted to control on the velocity level, which we regard as an intermediate step for achieving fully automatic operation. In our setup the motion setpoint is provided by an external host. The load is assumed to be already present on the vehicles. Docking and grasping procedures are not considered. The project is a collaboration between the company FROG Navigation Systems (Utrecht, The Netherlands) and the Control Systems group of the Technische Universiteit Eindhoven. FROG provided testing facilities including two omni-directional AGVs. Industrial AGVs are custom made for the transportation tasks at hand and come in a variety of forms. To reduce development times it is desirable to follow a model-based control design approach as this allows generalization to a broad class of vehicles. We have adopted rigid body modeling techniques from the ??eld of robotic manipulators to derive the equations of motion for the AGVs and load in a systematic way. These models are based on physical considerations such as Newton's second law and the positions and dimensions of the wheels, sensors, and actuators. Special emphasis is put on the modeling of the wheel-??oor interaction, for which we have adopted tire models that stem from the ??eld of vehicle dynamics. The resulting models have a clear physical interpretation and capture a large class of vehicles with arbitrary wheel con??gurations. This ensures us that the controllers, which are based on these models, are applicable to a broad class of vehicles. An important prerequisite for achieving smooth cooperative behavior is that the individual AGVs operate at the required accuracy. The performance of an individual AGV is directly related to the precision of the estimates for the odometric parameters, i.e. the effective wheel diameters and the offsets of the encoders that measure the steering angles of the wheels. Cooperative transportation applications will typically require AGVs that are highly maneuverable, which means that all the wheels of an individual AGV ahould be able to steer. Since there will be more than one steering angle encoder, the identi??cation of the odometric parameters is substantially more dif??cult for these omni-directional AGVs than for the mobile wheeled robots that are commonly seen in literature and laboratory settings. In this thesis we present a novel procedure for simultaneously estimating effective wheel diameters and steering angle encoder offsets by driving several pure circle segments. The validity of the tuning procedure is con??rmed by experiments with the two omni-directional test vehicles with varying loads. An interesting result is that the effective wheel diameters of the rubber wheels of our AGVs increase with increasing load. A crucial aspect in all control designs is the reconstruction of the to-be-controlled variables from measurement data. Our to-be-controlled variables are the planar motion of the load and the motions of the AGVs with respect to the load, which have to be reconstruct from the odometric sensor information. The odometric sensor information consists of the drive encoder and steering encoder readings. We analyzed the observability of an individual AGV and proved that it is theoretically possible to reconstruct its complete motion from the odometric measurements. Due to practical considerations, we pursued a more pragmatic least-squares based observer design. We show that the least-squares based motion estimate is independent of the coordinate system that is being used. The motion estimator was subsequently analyzed in a stochastic setting. The relation between the motion estimator and the estimated velocity of an arbitrary point on the vehicle was explored. We derived how the covariance of the velocity estimate of an arbitrary point on the vehicle is related to the covariance of the motion estimate. We proved that there is one unique point on the vehicle for which the covariance of the estimated velocity is minimal. Next, we investigated how the local motion estimates of the individual AGVs can be combined to yield one global estimate. When the load and AGVs are rigidly interconnected, it suf??ces that each AGVs broadcasts its local motion estimate and receives the estimates of the other AGVs. When the load is semi-rigidly interconnected to the AGVs, e.g. by means of revolute or prismatic joints, then generally each AGV needs to broadcasts the corresponding information matrix as well. We showed that the information matrix remains constant when the load is connected to the AGV with a revolute joint that is mounted at the aforementioned unique point with the smallest velocity estimate covariance. This means that the corresponding AGV does not have to broadcast its information matrix for this special situation. The key issue in the control design for cooperative transportation tasks is that the various AGVs must not counteract each others' actions. The decentralized controller that we derived makes the AGVs track an externally provided planar motion setpoint while minimizing the interconnection forces between the load and the vehicles. Although the control design is applicable to cooperative transportation by multiple AGVs with arbitrary semi-rigid AGV-load interconnections, it is noteworthy that a particularly elegant solution arises when all interconnections are completely rigid. Then the derived local controllers have the same structure as the controllers that are normally used for individual operation. As a result, changing a few parameter settings and providing the AGVs with identical setpoints is all that is required to achieve cooperative behavior on the velocity level for this situation. The observer and controller designs for the case that the AGVs are completely rigidly interconnected to the load were successfully implemented on the two test vehicles. Experi ments were carried out with and without a load that consisted of a pallet with 300 kg pave stones. The results were reproducible and illustrated the practical validity of the observer and controller designs. There were no substantial drawbacks when the local observers used only their local sensor information, which means that our setup can also operate satisfactory when the velocity estimates are not shared with the other vehicles