Deep Space Navigation Automation and Autonomy: A Technical and Cost Survey
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information processing techniques hardware radio n↗
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Model based object pose refinement for terrestrial and space autonomy
Model-based object pose refinement algorithms have been applied to rack stacking and pallet loading/uploading in the context of automated forklift operations in a warehouse environment.
model-based computer vision object pose refinement↗
Autonomy technology survey for ONR being compiled by Draper Labs
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iterative repair scheduling↗
CLARAty: coupled layer architecture for robotic autonomy
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robotic architecture↗
Piloted Evaluation of the H-Mode, a Variable Autonomy Control System, in Motion-Based Simulation
As aircraft become able to autonomously respond to a range of situations with performance surpassing human operators, we are compelled to look for new methods that help understand their use and guide the design of new, more effective forms of automation and interaction. The "H-mode" is one such method and is based on the metaphor of a well-trained horse. The concept allows the pilot to manage a broad range of control automation functionality, from augmented manual control to FMS-like coupling and automation initiated actions, using a common interface system and easily learned set of interaction skills. The interface leverages familiar manual control interfaces (e.g., the control stick) and flight displays through the addition of contextually dependent haptic-multimodal elements. The concept is relevant to manned and remotely piloted vehicles. This paper provides an overview of the H-mode concept followed by a presentation of the results from a recent evaluation conducted in a motion-based simulator. The evaluation focused on assessing the overall usability and flying qualities of the concept with an emphasis on the effects of turbulence and cockpit motion. Because the H-mode results in interactions between traditional flying qualities and management of higher-level flight path automation, these effects are of particular interest. The results indicate that the concept may provide a useful complement or replacement to conventional interfaces, and retains the usefulness in the presence of turbulence and motion.
Goodrich, Kenneth H.↗
Providing Goal-Based Autonomy for Commanding a Spacecraft
A computer program for use aboard a scientific-exploration spacecraft autonomously selects among goals specified in high-level requests and generates corresponding sequences of low-level commands, understandable by spacecraft systems. (As used here, 'goals' signifies specific scientific observations.) From a dynamic, onboard set of goals that could oversubscribe spacecraft resources, the program selects a non-oversubscribing subset that maximizes a quality metric. In an early version of the program, the requested goals are assumed to have fixed starting times and durations. Goals can conflict by exceeding a limit on either the number of separate goals or the number of overlapping goals making demands on the same resource. The quality metric used in this version is chosen to ensure that a goal will never be replaced by another having lower priority. At any time, goals can be added or removed, or their priorities can be changed, and the 'best' goal will be selected. Once a goal has been selected, the program implements a robust, flexible approach to generation of low-level commands: Rather than generate rigid sequences with fixed starting times, the program specifies flexible sequences that can be altered to accommodate run time variations.
Rabideau, Gregg↗
Aerobot Autonomy Architecture
An architecture for autonomous operation of an aerobot (i.e., a robotic blimp) to be used in scientific exploration of planets and moons in the Solar system with an atmosphere (such as Titan and Venus) is undergoing development. This architecture is also applicable to autonomous airships that could be flown in the terrestrial atmosphere for scientific exploration, military reconnaissance and surveillance, and as radio-communication relay stations in disaster areas. The architecture was conceived to satisfy requirements to perform the following functions: a) Vehicle safing, that is, ensuring the integrity of the aerobot during its entire mission, including during extended communication blackouts. b) Accurate and robust autonomous flight control during operation in diverse modes, including launch, deployment of scientific instruments, long traverses, hovering or station-keeping, and maneuvers for touch-and-go surface sampling. c) Mapping and self-localization in the absence of a global positioning system. d) Advanced recognition of hazards and targets in conjunction with tracking of, and visual servoing toward, targets, all to enable the aerobot to detect and avoid atmospheric and topographic hazards and to identify, home in on, and hover over predefined terrain features or other targets of scientific interest. The architecture is an integrated combination of systems for accurate and robust vehicle and flight trajectory control; estimation of the state of the aerobot; perception-based detection and avoidance of hazards; monitoring of the integrity and functionality ("health") of the aerobot; reflexive safing actions; multi-modal localization and mapping; autonomous planning and execution of scientific observations; and long-range planning and monitoring of the mission of the aerobot. The prototype JPL aerobot (see figure) has been tested extensively in various areas in the California Mojave desert.
Elfes, Alberto↗
ULTRA: Underwater Localization for Transit and Reconnaissance Autonomy
This software addresses the issue of underwater localization of unmanned vehicles and the inherent drift in their onboard sensors. The software gives a 2 to 3 factor of improvement over the state-of-the-art underwater localization algorithms. The software determines the localization (position, heading) of an AUV (autonomous underwater vehicle) in environments where there is no GPS signal. It accomplishes this using only the commanded position, onboard gyros/accelerometers, and the bathymetry of the bottom provided by an onboard sonar system. The software does not rely on an onboard bathymetry dataset, but instead incrementally determines the position of the AUV while mapping the bottom. In order to enable long-distance underwater navigation by AUVs, a localization method called ULTRA uses registration of the bathymetry data products produced by the onboard forward-looking sonar system for hazard avoidance during a transit to derive the motion and pose of the AUV in order to correct the DR (dead reckoning) estimates. The registration algorithm uses iterative point matching (IPM) combined with surface interpolation of the Iterative Closest Point (ICP) algorithm. This method was used previously at JPL for onboard unmanned ground vehicle localization, and has been optimized for efficient computational and memory use.
Huntsberger, Terrance L.↗
UAS Integration in the NAS Project and Future Autonomy Research
This presentation highlights NASA use of unmanned aircraft systems (UAS) and related technologies for civil purposes. This briefing will give more insight into the UAS projects progress and future goals.
UAS in the NAS↗
Wetware, Hardware, or Software Incapacitation: Observational Methods to Determine When Autonomy Should Assume Control
Control-theoretic modeling of human operator's dynamic behavior in manual control tasks has a long, rich history. There has been significant work on techniques used to identify the pilot model of a given structure. This research attempts to go beyond pilot identification based on experimental data to develop a predictor of pilot behavior. Two methods for pre-dicting pilot stick input during changing aircraft dynamics and deducing changes in pilot behavior are presented This approach may also have the capability to detect a change in a subject due to workload, engagement, etc., or the effects of changes in vehicle dynamics on the pilot. With this ability to detect changes in piloting behavior, the possibility now exists to mediate human adverse behaviors, hardware failures, and software anomalies with autono-my that may ameliorate these undesirable effects. However, appropriate timing of when au-tonomy should assume control is dependent on criticality of actions to safety, sensitivity of methods to accurately detect these adverse changes, and effects of changes in levels of auto-mation of the system as a whole.
Trujillo, Anna C.↗
Structural Dynamic Techniques, Autonomy, and Laser Doppler Sensors for Environment Testing
No abstract available
planetary exploration↗
Gesture-Based Robot Control with Variable Autonomy from the JPL Biosleeve
This paper presents a new gesture-based human interface for natural robot control. Detailed activity of the user's hand and arm is acquired via a novel device, called the BioSleeve, which packages dry-contact surface electromyography (EMG) and an inertial measurement unit (IMU) into a sleeve worn on the forearm. The BioSleeve's accompanying algorithms can reliably decode as many as sixteen discrete hand gestures and estimate the continuous orientation of the forearm. These gestures and positions are mapped to robot commands that, to varying degrees, integrate with the robot's perception of its environment and its ability to complete tasks autonomously. This flexible approach enables, for example, supervisory point-to-goal commands, virtual joystick for guarded teleoperation, and high degree of freedom mimicked manipulation, all from a single device. The BioSleeve is meant for portable field use; unlike other gesture recognition systems, use of the BioSleeve for robot control is invariant to lighting conditions, occlusions, and the human-robot spatial relationship and does not encumber the user's hands. The BioSleeve control approach has been implemented on three robot types, and we present proof-of-principle demonstrations with mobile ground robots, manipulation robots, and prosthetic hands.
BioSleeve↗
Autonomy and Sensor Webs: The Evolution of Mission Operations
Demonstration of these sensor web capabilities will enable fast responding science campaigns that combine spaceborne, airborne, and ground assets. Sensor webs will also require new operations paradigms. These sensor webs will be operated directly by scientists using science goals to control their instruments. We will explore these new operations architectures through a study of existing sensor web prototypes.
Sherwood, Rob↗
Machine Intelligence for Unmanned Systems at NASA Langley Research Center's Autonomy Incubator
No abstract available
Allen, B. Danette↗
Design for Survivability: An Approach to Assured Autonomy
Rapidly expanding unmanned air traffic includes and will continue to include non-cooperative participants. Non-cooperative behavior may be due to technical failure, a lack of appropriate equipment, a careless or malicious operator. Regardless of the cause, the outcome remains: growing density of non-cooperative traffic will increase the risk of collision between unmanned vehicles and aircraft carrying humans. As a result, the degraded safety of airspace may limit access to airspace, with adverse consequences for the traveling public and the economy. Because encounters with small non-cooperative objects, such as birds or wayward drones, can happen too rapidly for an external control system to mitigate them, it is imperative that the aircraft that carry humans survive encounters with non-cooperative vehicles. To-date, design for survivability has been practiced explicitly in the military domain. Survivability against collisions in civil aviation has been limited to tolerances against bird strikes; and these tolerances have proved inadequate on occasion. The growing risk of collision with unmanned vehicles now requires the development of survivability discipline for civilian transport aircraft. The new discipline must be infused into multidisciplinary design methods, on par with traditional disciplines. In this paper, we report on a preliminary study of survivability considerations for the civil aviation domain.
Alexandrov, Natalia M.↗
Transformational Autonomy and Personal Transportation: Synergies and Differences Between Cars and Planes
Highly automated cars have undergone tremendous investment and progress over the past ten years with speculation about fully-driverless cars within the foreseeable, or even near future, becoming common. If a driverless future is realized, what might be the impact on personal aviation? Would self-piloting airplanes be a relatively simple spin-off, possibly making travel by personal aircraft also commonplace? What if the technology for completely removing human drivers turns out to be further in the future rather than sooner; would such a delay suggest that transformational personal aviation is also somewhere over the horizon or can transformation be achieved with less than full automation? This paper presents a preliminary exploration of these questions by comparing the operational, functional, and implementation requirements and constraints of cars and small aircraft for on-demand mobility. In general, we predict that the mission management and perception requirements of self-piloting aircraft differ significantly from self-driving cars and requires the development of aviation specific technologies. We also predict that the highly-reliable control and system automation technology developed for conditionally and highly automated cars can have a significant beneficial effect on personal aviation, even if full automation is not immediately feasible.
Goodrich, Kenneth H.↗