SYSTEM AND METHOD FOR REMOTE CONTROL OF UNMANNED VEHICLES

• US 20150032293A1
• Filed: 10/02/2013
• Published: 01/29/2015
• Est. Priority Date: 10/02/2012
• Status: Active Grant

• Current Assignee: Fort Robotics, Inc.
• Original Assignee: Erik De Brun
• Inventors: Reeves, Samuel, Koplin, Joshua, de Brun, Erik, Poff, Scott, O'Neill, Trevor, Calabro, Anthony, Bivans, Nathan, Derman, Richard
• Granted Patent: US 9,156,476 B2
• Time in Patent Office: Days
• US Class Current: 701/2
• CPC Class Codes: B25J 13/006 by means of a wireless system for controlling one or several manipulators
• CPC Class Codes: B60L 15/40 Adaptation of control equipment on vehicle for remote actuation from a stationary place devices along the route for controlling devices on rail vehicles B61L3/00; central rail-traffic control systems B61L27/00
• CPC Class Codes: B60L 50/51 characterised by AC-motors
• CPC Class Codes: B60W 2050/0292 Fail-safe or redundant systems, e.g. limp-home or backup systems
• CPC Class Codes: B60W 30/18 Propelling the vehicle
• CPC Class Codes: B60W 50/00 Details of control systems for road vehicle drive control not related to the control of a particular sub-unit , e.g. process diagnostic or vehicle driver interfaces
• CPC Class Codes: B60W 50/029 Adapting to failures or work around with other constraints, e.g. circumvention by avoiding use of failed parts
• CPC Class Codes: B61L 23/00 Control, warning or like safety means along the route or between vehicles or trains
• CPC Class Codes: B61L 23/005 Automatic control or safety means for points for operator-less railway, e.g. transportation systems
• CPC Class Codes: B61L 23/34 for indicating the distance between vehicles or trains by the transmission of signals therebetween
• CPC Class Codes: B61L 3/00 Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal
• CPC Class Codes: F41H 11/16 Self-propelled mine-clearing vehicles; Mine-clearing devices attachable to vehicles
• CPC Class Codes: G05B 19/048 Monitoring; Safety
• CPC Class Codes: G05B 2219/23471 Interrupt after set time non failsafe program, switch to failsafe program
• CPC Class Codes: G05D 1/00 Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots drive control systems specially adapted for autonomous road vehicles B60W60/00
• CPC Class Codes: G05D 1/0022 characterised by the communication link data switching networks in general H04L12/00
• CPC Class Codes: G05D 1/0038 by providing the operator with simple or augmented images from one or more cameras located onboard the vehicle, e.g. tele-operation images analyzed by a computer and used for automatic navigation G05D1/0246
• CPC Class Codes: G05D 1/0077 using redundant signals or controls
• CPC Class Codes: G05D 1/0088 characterized by the autonomous decision making process, e.g. artificial intelligence, predefined behaviours using knowledge based models G06N5/00
• CPC Class Codes: G05D 1/0276 using signals provided by a source external to the vehicle involving a plurality of vehicles G05D1/0287; automatically controlling vehicle speed responsive to externally generated signals B60K31/0058
• CPC Class Codes: G05D 3/00 : Control of position or direction G05D1/00 takes precedence; numerical control to execute positioning G05B19/18
• CPC Class Codes: Y10S 901/01 : Mobile robot

Abstract

An open architecture control system is provided that may be used for remote and semi-autonomous operation of commercial off the shelf (COTS) and custom robotic systems, platforms, and vehicles to enable safer neutralization of explosive hazards and other services. In order to effectively deal with rapidly evolving threats and highly variable operational environments, the control system is built using an open architecture and includes a high level of interoperability. The control system interfaces with a large range of robotic systems and vehicles, autonomy software packages, perception systems, and manipulation peripherals to enable prosecution of complex missions effectively. Because the control system is open and does not constrain the end user to a single robotics system, mobile platform, or peripheral hardware and software, the control system may be used to assist with a multitude of missions beyond explosive hazard detection and clearance.

Claims

1. A method comprising:

receiving a current location of an operator at an instrument control system of an unmanned vehicle;

determining a leading distance of the unmanned vehicle by the instrument control system;

determining a current location of the unmanned vehicle by the instrument control system;

determining if a difference between the current location of the operator and the current location of the unmanned vehicle is less than the leading distance; and

if so, increasing the speed of the unmanned vehicle by the instrument control system.

2. The method of claim 1, further comprising:

determining if a difference between the current location of the operator and the current location of the unmanned vehicle is greater than the leading distance; and

if so, decreasing the speed of the unmanned vehicle by the instrument control system.

3. The method of claim 1, wherein the current location of the operator is received from a hand held controller.

4. The method of claim 1, wherein the leading distance is randomly generated.

5. The method of claim 3, wherein the hand held controller comprises at least one e-stop controller comprising a first radio;

and

the unmanned vehicle comprises at least one e-stop comprising;

a second radio;

a software based failsafe; and

a hardware based failsafe, wherein the hardware based failsafe is adapted to;

monitor a wireless connection between the first radio and the second radio;

determine if the wireless connection has been severed; and

if so, halt the unmanned vehicle; and

wherein the software based failsafe is adapted to;

receive a first signal from the e-stop controller via the second radio; and

determine whether to halt the unmanned vehicle based on received first signal.

6. A system for halting the operation of machinery comprising:

at least one e-stop controller comprising a first radio; and

at least one e-stop comprising;

a second radio;

a software based failsafe; and

a hardware based failsafe, wherein the hardware based failsafe is adapted to;

monitor a wireless connection between the first radio and the second radio;

determine if the wireless connection has been severed; and

if so, halt machinery associated with the e-stop; and

wherein the software based failsafe is adapted to;

receive a first signal from the e-stop controller via the second radio; and

determine whether to halt the machinery associated with the e-stop based on received first signal.

7. The system of claim 6, wherein the first signal is a heartbeat signal, and the software based failsafe determines not to halt the machinery associated with the e-stop based on the heartbeat signal.

8. The system of claim 6, wherein the first signal is a stop signal, and the software based failsafe determines to halt the machinery associated with the e-stop based on the stop signal.

9. The system of claim 6, wherein the e-stop controller is further adapted to:

determine whether to halt the machinery associated with the e-stop; and

if so, sever the wireless connection between the first radio and the second radio.

10. The system of claim 9, wherein severing the wireless connection comprises turning off the first radio.

11. The system of claim 9, wherein determining whether to halt the machinery associated with the e-stop comprises determining that a second signal has not been received from the e-stop for more than a threshold amount of time.

12. The system of claim 11, wherein the second signal is a heartbeat signal.

13. The system of claim 6, further comprising a plurality of e-stops and e-stop controllers, wherein the plurality of e-stops and e-stop controllers form a mesh network.

14. The system of claim 6, wherein the e-stop controller is automatically associated with the e-stop based on a distance between the e-stop and the e-stop controller.

15. The system of claim 6, wherein the e-stop includes a first location determiner and the e-stop controller includes a second location determiner, and further wherein:

the e-stop is adapted to determine a first location of the e-stop using the first location determiner and send the determined first location to the e-stop controller; and

the e-stop controller is adapted to determine a second location of the e-stop controller using the second location determiner, determine if a distance between the first and second locations exceeds a threshold, and if so, determine to halt the machinery associated with the e-stop.

16. The system of claim 15, wherein determining to halt the machinery associated with the e-stop comprises one of sending a stop signal to the e-stop and turning off the first radio.

17. The system of claim 6, wherein the machinery is an unmanned vehicle.

18. A system for controlling unmanned vehicles comprising:

a vehicle integrated control system that is non-destructively integrated into the unmanned vehicle; and

an operation control unit that generates one or more instructions and provides the generated one or more instructions to the vehicle integrated control unit, wherein the vehicle integrated control unit is adapted to receive the generated one or more instructions, and in response to the generated one or more instructions, control the operation of the unmanned vehicle, and further wherein the operation control unit is adapted to receive one or more of sensor data and location data from the vehicle integrated control unit, and to make the one or more of sensor data and location data available to one or more devices over a network.

19. The system of claim 18, wherein the devices are one or more of smart phones, laptops, or tablets.

20. The system of claim 18, wherein the operation control unit comprises a Hand Held Controller and a Remote Viewing Sensor.