Contributions to shared control and coordination of single and multiple robots

L’ensemble des travaux présentés dans cette habilitation traite de l'interface entre un d'un opérateur humain avec un ou plusieurs robots semi-autonomes aussi connu comme le problème du « contrôle partagé ».Le premier chapitre traite de la possibilité de fournir des repères visuels / vestibulaires à un opérateur humain pour la commande à distance de robots mobiles.Le second chapitre aborde le problème, plus classique, de la mise à disposition à l’opérateur d’indices visuels ou de retour haptique pour la commande d’un ou plusieurs robots mobiles (en particulier pour les drones quadri-rotors).Le troisième chapitre se concentre sur certains des défis algorithmiques rencontrés lors de l'élaboration de techniques de coordination multi-robots.Le quatrième chapitre introduit une nouvelle conception mécanique pour un drone quadrirotor sur-actionné avec pour objectif de pouvoir, à terme, avoir 6 degrés de liberté sur une plateforme quadrirotor classique (mais sous-actionné).Enfin, le cinquième chapitre présente une cadre général pour la vision active permettant, en optimisant les mouvements de la caméra, l’optimisation en ligne des performances (en terme de vitesse de convergence et de précision finale) de processus d’estimation « basés vision »

Interval Type 2 Fuzzy Adaptive Motion Drive Algorithm Design

Motion drive algorithms are a set of filters designed to simulate realistic motion and are an integral part of contemporary vehicle simulators. This paper presents the design of a novel intelligent interval type 2 fuzzy adaptive motion drive algorithm for an off-road uphill vehicle simulator. The off-road, uphill vehicle simulator is used to train and assess the driver’s behavior under varying operational and environmental conditions in mountainous terrain. The proposed algorithm is the first of its kind to be proposed for off-road uphill vehicle simulators, and it offers numerous benefits over other motion drive algorithms. The proposed algorithm enables the simulator to adapt to changes in the uphill road surface, vehicle weight distribution, and other factors that influence off-road driving in mountainous terrain. The proposed algorithm simulates driving on hilly terrain more realistically than existing algorithms, allowing drivers to learn and practice in a safe and controlled environment. Additionally, the proposed algorithm overcomes limitations present in existing algorithms. The performance of the proposed algorithm is evaluated via test drives and compared to the performance of the conventional motion drive algorithm. The results demonstrate that the proposed algorithm is more effective than the conventional motion drive algorithm for the ground vehicle simulator. The pitch and roll responses demonstrate that the proposed algorithm has enabled the driver to experience abrupt changes in terrain while maintaining the driver’s safety. The surge response demonstrated that the proposed MDA handled the acceleration and deceleration of the vehicle very effectively. In addition, the results demonstrated that the proposed algorithm resulted in a smoother drive, prevented false motion cues, and offered a more immersive and realistic driving experience.publishedVersio

Identification and augmentation of a civil light helicopter: transforming a helicopter into a Personal Aerial Vehicle

In 2011 the European Commission funded an out of the box study, the myCopter project, with the aim of identifying new concepts for air transport that could be used to achieve a Personal Aerial Transport (PAT) system in the second half of the 21st century. Although designing a new vehicle was not among the project's goal, it was considered important to assess vehicle response types and handling qualities that Personal Aerial Vehicles (PAVs) should have to be part of a PAT. This thesis proposes to consider civil light helicopters as possible PAVs candidates. The thesis goal is to investigate whether it is possible to transform civil light helicopters into PAVs through the use of system identification methods and control techniques. The transformation here is envisaged in terms of vehicle dynamics and handling qualities. To achieve this goal, the thesis is divided into three main steps. The first step, focuses on the identification of a Robinson R44 Raven II helicopter model in hover. The hover condition is considered well suited for the goal of the thesis as it represents one of the most difficult to perform, particularly for inexperienced pilots. The second step consists of augmenting the identified helicopter model to achieve response types and handling qualities defined for PAVs. An optimal H-infinity and a robust mu-synthesis techniques are implemented for this purpose. The third step consists of assessing the magnitude of the discrepancies between the two implemented augmented systems and the PAV reference model. An experiment is conducted for this purpose, consisting of piloted closed-loop control tasks performed in the MPI CyberMotion Simulator by participants without prior flight experience. Results, evaluated in terms of objective and subjective workload and performance, show that both augmented control systems are able to resemble PAVs handling qualities and response types in piloted closed-loop control tasks. This result demonstrates that it is possible to transform helicopter dynamics into PAVs ones. Therefore, the approach proposed in this thesis represents a valid alternative to the common practice of implementing new vehicles that can achieve specific requirements like those defined for PAVs

Analysis of motion parameter variations for rotorcraft flight simulators

No standard guidelines currently exist for tuning rotorcraft flight simulation motion platforms. This often leads to systems that are poorly utilized. This paper presents results from a study to determine the influence of parameter variations in two rotorcraft research simulators. Investigations were conducted using three Mission Task Elements (MTEs), and both subjective and objective analysis is used to determine the suitability of motion settings. Motion settings are compared with recommended Objective Motion Cueing Test (OMCT) boundaries for fixed-wing aircraft. Results show differences in the fidelity of motion settings, and recommendations specifically for rotorcraft simulation are presented

Driving Simulator Motion Cueing Assessment: A Platform Design Perspective

The overall aim of this thesis was to study the effects of a simulator’s motion system on vestibular motion cueing fidelity in different contexts, evaluated in terms of drivers’ perception and behaviour, in low and high road friction conditions. The effects of manipulating the motion cueing algorithm (MCA), was found to be a function of the vehicle motion in a manoeuvre, and significant effects were observed. The applicability of simulators for the assessment of vehicle driven attribute qualities such as ride, steering and handling were studied by manipulating vehicle ride height (RH). The differences between the RHs were subjectively distinguishable by the drivers in the simulator. Incongruities between the subjective preferences and objective performances were observed in both of the independent comparisons of the MCAs and RHs. The effects of motion platform (MP) workspace size were found to be dependent on the manoeuvres and road friction level. In the low-friction condition, with the increase of MP size, two opposite effects were observed on drivers’ preferences and their performances, depending on the manoeuvre. In high-friction, in most of the handling and steering qualities, a direct relation was found between the MP size and appropriate vehicle RH. Furthermore, the optimal tuning of the MCAs and optimisation of the MP workspace size was introduced. A conservative motion cueing fidelity criteria was defined. A multi-layered optimisation method was developed that uses the optimal setting of the MCA, to address the MP translational workspace size, and to meet the fidelity criteria; applicable for different manoeuvres. This method was tested on the drivers’ performance data collected from the experiments in the simulator

Haptic communication for remote mobile and manipulator robot operations in hazardous environments

Nuclear decommissioning involves the use of remotely deployed mobile vehicles and manipulators controlled via teleoperation systems. Manipulators are used for tooling and sorting tasks, and mobile vehicles are used to locate a manipulator near to the area that it is to be operated upon and also to carry a camera into a remote area for monitoring and assessment purposes. Teleoperations in hazardous environments are often hampered by a lack of visual information. Direct line of sight is often only available through small, thick windows, which often become discoloured and less transparent over time. Ideal camera locations are generally not possible, which can lead to areas of the cell not being visible, or at least difficult to see. Damage to the mobile, manipulator, tool or environment can be very expensive and dangerous. Despite the advances in the recent years of autonomous systems, the nuclear industry prefers generally to ensure that there is a human in the loop. This is due to the safety critical nature of the industry. Haptic interfaces provide a means of allowing an operator to control aspects of a task that would be difficult or impossible to control with impoverished visual feedback alone. Manipulator endeffector force control and mobile vehicle collision avoidance are examples of such tasks. Haptic communication has been integrated with both a Schilling Titan II manipulator teleoperation system and Cybermotion K2A mobile vehicle teleoperation system. The manipulator research was carried out using a real manipulator whereas the mobile research was carried out in simulation. Novel haptic communication generation algorithms have been developed. Experiments have been conducted using both the mobile and the manipulator to assess the performance gains offered by haptic communication. The results of the mobile vehicle experiments show that haptic feedback offered performance improvements in systems where the operator is solely responsible for control of the vehicle. However in systems where the operator is assisted by semi autonomous behaviour that can perform obstacle avoidance, the advantages of haptic feedback were more subtle. The results from the manipulator experiments served to support the results from the mobile vehicle experiments since they also show that haptic feedback does not always improve operator performance. Instead, performance gains rely heavily on the nature of the task, other system feedback channels and operator assistance features. The tasks performed with the manipulator were peg insertion, grinding and drilling.EThOS - Electronic Theses Online ServiceGBUnited Kingdo

Conference on Intelligent Robotics in Field, Factory, Service, and Space (CIRFFSS 1994), volume 1

The AIAA/NASA Conference on Intelligent Robotics in Field, Factory, Service, and Space (CIRFFSS '94) was originally proposed because of the strong belief that America's problems of global economic competitiveness and job creation and preservation can partly be solved by the use of intelligent robotics, which are also required for human space exploration missions. Individual sessions addressed nuclear industry, agile manufacturing, security/building monitoring, on-orbit applications, vision and sensing technologies, situated control and low-level control, robotic systems architecture, environmental restoration and waste management, robotic remanufacturing, and healthcare applications

Haptic communication for remote mobile and manipulator robot operations in hazardous environments

Nuclear decommissioning involves the use of remotely deployed mobile vehiclesand manipulators controlled via teleoperation systems. Manipulators are used fortooling and sorting tasks, and mobile vehicles are used to locate a manipulatornear to the area that it is to be operated upon and also to carry a camera into aremote area for monitoring and assessment purposes.Teleoperations in hazardous environments are often hampered by a lack of visualinformation. Direct line of sight is often only available through small, thickwindows, which often become discoloured and less transparent over time. Idealcamera locations are generally not possible, which can lead to areas of the cell notbeing visible, or at least difficult to see. Damage to the mobile, manipulator, toolor environment can be very expensive and dangerous.Despite the advances in the recent years of autonomous systems, the nuclearindustry prefers generally to ensure that there is a human in the loop. This is dueto the safety critical nature of the industry. Haptic interfaces provide a meansof allowing an operator to control aspects of a task that would be difficult orimpossible to control with impoverished visual feedback alone. Manipulator endeffectorforce control and mobile vehicle collision avoidance are examples of suchtasks.Haptic communication has been integrated with both a Schilling Titan II manipulatorteleoperation system and Cybermotion K2A mobile vehicle teleoperationsystem. The manipulator research was carried out using a real manipulatorwhereas the mobile research was carried out in simulation. Novel haptic communicationgeneration algorithms have been developed. Experiments have beenconducted using both the mobile and the manipulator to assess the performancegains offered by haptic communication.The results of the mobile vehicle experiments show that haptic feedback offeredperformance improvements in systems where the operator is solely responsible forcontrol of the vehicle. However in systems where the operator is assisted by semiautonomous behaviour that can perform obstacle avoidance, the advantages ofhaptic feedback were more subtle.The results from the manipulator experiments served to support the results fromthe mobile vehicle experiments since they also show that haptic feedback does notalways improve operator performance. Instead, performance gains rely heavily onthe nature of the task, other system feedback channels and operator assistancefeatures. The tasks performed with the manipulator were peg insertion, grindingand drilling