Predictive motion control of a mirosot mobile robot

This paper discusses predictive motion control of a MiRoSoT robot. The dynamic model of the robot is deduced by taking into account the whole process - robot, vision, control and transmission systems. Based on the obtained dynamic model, an integrated predictive control algorithm is proposed to position precisely with either stationary or moving obstacle avoidance. This objective is achieved automatically by introducing distant constraints into the open-loop optimization of control inputs. Simulation results demonstrate the feasibility of such control strategy for the deduced dynamic model

Multi-vehicle planning using RRT-connect

The problem of planning multiple vehicles deals with the design of an effective algorithm that can cause multiple autonomous vehicles on the road to communicate and generate a collaborative optimal travel plan. Our modelling of the problem considers vehicles to vary greatly in terms of both size and speed, which makes it suboptimal to have a faster vehicle follow a slower vehicle or for vehicles to drive with predefined speed lanes. It is essential to have a fast planning algorithm whilst still being probabilistically complete. The Rapidly Exploring Random Trees (RRT) algorithm developed and reported on here uses a problem specific coordination axis, a local optimization algorithm, priority based coordination, and a module for deciding travel speeds. Vehicles are assumed to remain in their current relative position laterally on the road unless otherwise instructed. Experimental results presented here show regular driving behaviours, namely vehicle following, overtaking, and complex obstacle avoidance. The ability to showcase complex behaviours in the absence of speed lanes is characteristic of the solution developed.

Motion planning of autonomous vehicles in a non-autonomous vehicle environment without speed lanes

Planning is one of the key problems for autonomous vehicles operating in road scenarios. Present planning algorithms operate with the assumption that traffic is organised in predefined speed lanes, which makes it impossible to allow autonomous vehicles in countries with unorganised traffic. Unorganised traffic is though capable of higher traffic bandwidths when constituting vehicles vary in their speed capabilities and sizes. Diverse vehicles in an unorganised exhibit unique driving behaviours which are analysed in this paper by a simulation study. The aim of the work reported here is to create a planning algorithm for mixed traffic consisting of both autonomous and non-autonomous vehicles without any inter-vehicle communication. The awareness (e.g. vision) of every vehicle is restricted to nearby vehicles only and a straight infinite road is assumed for decision making regarding navigation in the presence of multiple vehicles. Exhibited behaviours include obstacle avoidance, overtaking, giving way for vehicles to overtake from behind, vehicle following, adjusting the lateral lane position and so on. A conflict of plans is a major issue which will almost certainly arise in the absence of inter-vehicle communication. Hence each vehicle needs to continuously track other vehicles and rectify plans whenever a collision seems likely. Further it is observed here that driver aggression plays a vital role in overall traffic dynamics, hence this has also been factored in accordingly. This work is hence a step forward towards achieving autonomous vehicles in unorganised traffic, while similar effort would be required for planning problems such as intersections, mergers, diversions and other modules like localisation.

Planning autonomous vehicles in the absence of speed lanes using lateral potentials

Chaotic traffic, prevalent in many countries, is marked by a large number of vehicles driving with different speeds without following any predefined speed lanes. Such traffic rules out using any planning algorithm for these vehicles which is based upon the maintenance of speed lanes and lane changes. The absence of speed lanes may imply more bandwidth and easier overtaking in cases where vehicles vary considerably in both their size and speed. Inspired by the performance of artificial potential fields in the planning of mobile robots, we propose here lateral potentials as measures to enable vehicles to decide about their lateral positions on the road. Each vehicle is subjected to a potential from obstacles and vehicles in front, road boundaries, obstacles and vehicles to the side and higher speed vehicles to the rear. All these potentials are lateral and only govern steering the vehicle. A speed control mechanism is also used for longitudinal control of vehicle. The proposed system is shown to perform well for obstacle avoidance, vehicle following and overtaking behaviors.

Planning autonomous vehicles in the absence of speed lanes using an elastic strip

Planning of autonomous vehicles in the absence of speed lanes is a less-researched problem. However, it is an important step toward extending the possibility of autonomous vehicles to countries where speed lanes are not followed. The advantages of having nonlane-oriented traffic include larger traffic bandwidth and more overtaking, which are features that are highlighted when vehicles vary in terms of speed and size. In the most general case, the road would be filled with a complex grid of static obstacles and vehicles of varying speeds. The optimal travel plan consists of a set of maneuvers that enables a vehicle to avoid obstacles and to overtake vehicles in an optimal manner and, in turn, enable other vehicles to overtake. The desired characteristics of this planning scenario include near completeness and near optimality in real time with an unstructured environment, with vehicles essentially displaying a high degree of cooperation and enabling every possible(safe) overtaking procedure to be completed as soon as possible. Challenges addressed in this paper include a (fast) method for initial path generation using an elastic strip, (re-)defining the notion of completeness specific to the problem, and inducing the notion of cooperation in the elastic strip. Using this approach, vehicular behaviors of overtaking, cooperation, vehicle following,obstacle avoidance, etc., are demonstrated.

Parâmetros cinemáticos da marcha com obstáculos em idosos com Doença de Parkinson, com e sem efeito da levodopa: um estudo piloto

CONTEXTO: Os efeitos da levodopa na marcha de pacientes com Doença de Parkinson (DP) em terrenos desobstruídos são conhecidos, mas pouco se conhece sobre seus efeitos na marcha com obstáculos. OBJETIVO: Este estudo objetivou descrever, por meio de ferramenta cinemática, o comportamento locomotor de pacientes com DP e verificar as estratégias locomotoras, sem e sob o efeito da levodopa, durante a ultrapassagem de obstáculos de diferentes alturas. MÉTODO: Cinco pacientes com DP (Hoehn e Yahr= 2±0; idade= 68,4±5,7 anos) percorreram, andando, 10m e ultrapassaram um de dois obstáculos (alto= metade da altura do joelho e baixo= altura do tornozelo) posicionado no meio da passarela em duas sessões (em jejum e no pico de ação do medicamento). As seguintes variáveis foram coletadas e analisadas: distância horizontal pé-obstáculo (DHPO), distância vertical pé-obstáculo (DVPO); distância horizontal obstáculo-pé (DHOP) e velocidades médias, horizontais e verticais, nas fases de abordagem e aterrissagem (respectivamente, VHAO,VVAO; VHDO,VVDO). RESULTADOS: A ANOVA, por tentativa, revelou efeito principal de obstáculo para DVPO (F1,49=15,33; p< 0,001), para VVAO (F1,49= 82,184; p< 0,001), para VHDO (F1,49= 15,33; p< 0,001) e para VVDO (F1,49= 31,30; p< 0,001); e efeito principal de medicamento para DVPO (F1,49= 6,66; p< 0,013) e para VVAO (F1,49= 10,174; p< 0,002). CONCLUSÕES: Pacientes foram mais perturbados pelo obstáculo alto. Os sintomas da DP (bradicinesia e hipocinesia) foram diminuídos com o medicamento, evidenciando aumento geral da velocidade da perna de abordagem e da margem de segurança sobre os obstáculos. Pacientes com DP, independente da condição de medicamento, apresentaram um comportamento que garantiu segurança e estabilidade na marcha.

Efeitos da experiência no andar na organização da passada durante a ultrapassagem sobre obstáculos em bebês

Conselho Nacional de Desenvolvimento Científico e Tecnológico (CNPq)

Locomoção visualmente guiada na transposição de obstáculos: efeitos de amostras visuais estáticas e dinâmica

Coordenação de Aperfeiçoamento de Pessoal de Nível Superior (CAPES)

Efeito de dica auditiva na marcha livre e adaptativa em pacientes com doença de Parkinson

Fundação de Amparo à Pesquisa do Estado de São Paulo (FAPESP)

Papel da visão no controle locomotor durante a ultrapassagem de obstáculos de diferentes alturas em idosos com doença de Parkinon e idosos sadios

Pós-graduação em Ciências da Motricidade - IBRC

Análise cinemática da marcha livre e adaptativa de pacientes com doença de Parkinson e idosos sadios: efeito da dica auditiva

Disorders in gait are identified in Parkinson’s disease patients. As a result, the capacity of walking independently and the interaction with the environment can be impairment. So, the auditory cues have been utilized as a non-pharmacological treatment to improve the locomotor impairment of the PD patients. However, these effects were observed in the regular lands and it’s not known the effects of auditory cues in gait during avoidance obstacles that could be more threaten for these patients. Yet, few studies in the literature compare the Parkinson’s disease patients with the older adults during the locomotor tasks and obstacle avoidance in association with the effects of auditory cues. The aim of the study is to compare the effects of the auditory cues in the gait and during obstacle avoidance in PD patients and older adults. 30 subjects distributed in two groups (Group 1 - 15, Parkinson’s disease patients; Group 2 - 15, healthy older adults) are going to participate of this study. After the participation approval, the assessment of clinical condition will be done by a physician. So, to investigate the locomotor pattern, it will be done a kinematic analysis. The experimental task is to walk on 8 m pathway and 18 trials will be done (6 for the free gait and 12 for adaptive gait). For the adaptive gait, two different obstacle heights will be manipulated: high obstacle (HO) and low obstacle (LO). In order to verify possible differences between the groups and the experimental condition, multivariance tests will be used with a significance level of 0.05. MANOVA revealed effect of condition and task. Thus, with DA, we observed an increase in cadence and reduced single support and stride length. When the tasks were compared, it was observed that the LO task, subjects had lower velocity and stride length... 9Complete abstract click electronic access below)

Comportamento locomotor, quadro clínico, incidência de quedas e nível de atividade física em pacientes com doença de Parkinson: um estudo longitudinal de dois anos

Fundação de Amparo à Pesquisa do Estado de São Paulo (FAPESP)

Complexidade do ambiente e assimetria no andar de idosos com doença de Parkinson

Coordenação de Aperfeiçoamento de Pessoal de Nível Superior (CAPES)

Simulatore di interfaccia uomo-macchina per i controllo di UAV

Recent statistics have demonstrated that two of the most important causes of failures of the UAVs (Uninhabited Aerial Vehicle) missions are related to the low level of decisional autonomy of vehicles and to the man machine interface. Therefore, a relevant issue is to design a display/controls architecture which allows the efficient interaction between the operator and the remote vehicle and to develop a level of automation which allows the vehicle the decision about change in mission. The research presented in this paper focuses on a modular man-machine interface simulator for the UAV control, which simulates UAV missions, developed to experiment solution to this problem. The main components of the simulator are an advanced interface and a block defined automation, which comprehend an algorithm that implements the level of automation of the system. The simulator has been designed and developed following a user-centred design approach in order to take into account the operator’s needs in the communication with the vehicle. The level of automation has been developed following the supervisory control theory which says that the human became a supervisor who sends high level commands, such as part of mission, target, constraints, in then-rule, while the vehicle receives, comprehends and translates such commands into detailed action such as routes or action on the control system. In order to allow the vehicle to calculate and recalculate the safe and efficient route, in term of distance, time and fuel a 3D planning algorithm has been developed. It is based on considering UASs representative of real world systems as objects moving in a virtual environment (terrain, obstacles, and no fly zones) which replicates the airspace. Original obstacle avoidance strategies have been conceived in order to generate mission planes which are consistent with flight rules and with the vehicle performance constraints. The interface is based on a touch screen, used to send high level commands to the vehicle, and a 3D Virtual Display which provides a stereoscopic and augmented visualization of the complex scenario in which the vehicle operates. Furthermore, it is provided with an audio feedback message generator. Simulation tests have been conducted with pilot trainers to evaluate the reliability of the algorithm and the effectiveness and efficiency of the interface in supporting the operator in the supervision of an UAV mission. Results have revealed that the planning algorithm calculate very efficient routes in few seconds, an adequate level of workload is required to command the vehicle and that the 3D based interface provides the operator with a good sense of presence and enhances his awareness of the mission scenario and of the vehicle under his control.

Sea-floor videos and photographs (benthos) along 6 shelf profiles from the eastern Weddell Sea, Antarctica taken with remote operated vehicel CHEROKEE during Polarstern cruise ANT-XXI/2

The ROV operations had three objectives: (1) to check, whether the "Cherokee" system is suited for advanced benthological work in the high latitude Antarctic shelf areas; (2) to support the disturbance experiment, providing immediate visual Information; (3) to continue ecological work that started in 1989 at the hilltop situated at the northern margin of the Norsel Bank off the 4-Seasons Inlet (Weddell Sea). The "Cherokee" is was equipped with 3 video cameras, 2 of which support the operation. A high resolution Tritech Typhoon camera is used for scientific observations to be recorded. In addition, the ROV has a manipulator, a still camera, lights and strobe, compass, 2 lasers, a Posidonia transponder and an obstacle avoidance Sonar. The size of the vehicle is 160 X 90 X 90cm. In the present configuration without TMS (tether management system) the deployment has to start with paying out the full cable length, lay it in loops on deck and connect the glass fibres at the tether's spool winch. After a final technical check the vehicle is deployed into the water, actively driven perpendicular to the ship's axis and floatings are fixed to the tether. At a cable length of approx. 50 m, the tether is tightened to the depressor by several cable ties and both components are lowered towards the sea floor, the vehicle by the thruster's propulsion and the depressor by the ship's winch. At 5 m intervals the tether has to be tied to the single conductor cable. In good weather conditions the instruments supporting the navigation of the ROV, especially the Posidonia system, allow an operation mode to follow the ship's course if the ship's speed is slow. Together with the lasers which act as a scale in the images they also allow a reproducible scientific analysis since the transect can be plotted in a GIS system. Consequently, the area observed can be easily calculated. An operation as a predominantly drifting system, especially in areas with bottom near currents, is also possible, however, the connection of the tether at the rear of the vehicle is unsuitable for such conditions. The recovery of the system corresponds to that of the deployment. Most important is to reach the surface of the sea at a safe distance perpendicular to the ship's axis in order not to interfere with the ship's propellers. During this phase the Posidonia transponder system is of high relevance although it has to be switched off at a water depth of approx. 40 m. The minimum personal needed is 4 persons to handle the tether on deck, one person to operate the ship's winch, one pilot and one additional technician for the ROV's operation itself, one scientist, and one person on the ship's bridge in addition to one on deck for whale watching when the Posidonia system is in use. The time for the deployment of the ROV until it reaches the sea floor depends on the water depth and consequently on the length of the cable to be paid out beforehand and to be tightened to the single conductor cable. Deployment and recovery at intermediate water depths can last up to 2 hours each. A reasonable time for benthological observations close to the sea floor is 1 to 3 hours but can be extended if scientifically justified. Preliminary results: after a first test station, the ROV was deployed 3 times for observations related to the disturbance experiment. A first attempt to Cross the hilltop at the northern margin of the Norsel Bank close to the 4- Seasons Inlet was successful only for the first hundreds of metres transect length. The benthic community was dominated in biomass by the demosponge Cinachyra barbata. Due to the strong current of approx. 1 nm/h, the design of the system, and an expected more difficult current regime between grounded icebergs and the top of the hilltop the operation was stopped before the hilltop was reached. In a second attempt the hilltop was successfully crossed because the current and wind situation was much more suitable. In contrast to earlier expeditions with the "sprint" ROV it was the first time that both slopes, the smoother in the northeast and the steeper in the southwest were continuously observed during one cast. A coarse classification of the hilltop fauna shows patches dominated by single taxa: cnidarians, hydrozoans, holothurians, sea urchins and stalked sponges. Approximately 20 % of the north-eastern slope was devastated by grounding icebergs. Here the sediments consisted of large boulders, gravel or blocks of finer sediment looking like an irregularly ploughed field. On the Norsel Bank the Cinachyra concentrations were locally associated with high abundances of sea anemones. Total observation time amounted to 11.5 hours corresponding to almost 6-9 km transect length.