CA2395516A1

CA2395516A1 - Vehicle remote control

Info

Publication number: CA2395516A1
Application number: CA002395516A
Authority: CA
Inventors: Bertrand Pittet
Original assignee: Individual
Current assignee: Individual
Priority date: 1999-10-22
Filing date: 2000-10-19
Publication date: 2001-05-03
Also published as: EP1147460A1; EP1147460B1; DE00965719T1; ATE428136T1; AU7639000A; EP1094377A1; DE60041956D1; WO2001031413A1

Abstract

The invention concerns a vehicle (1) remotely controlled by a pilot located in a static control station (2). The pilot wears a helmet (4) provided with a display screen (5) wherein he sees an image transmitted from a camera (11) mounted in the vehicle (1). The movements and visual orientations of the pilot's head (helmet 4), that is the direction in which he is looking are transmitted to sensors, and the signals of said sensors are immediately transmitted without delay to the vehicle (1) for directing the video camera (11) into an orientation corresponding to the pilot's visual orientation, and to controls monitoring the vehicle. Said controls directing the camera and said controls monitoring the vehicle without delay considerably improve remote control, thereby making the piloting process so realistic as to give the pilot the impression that he is actually piloting the remotely controlled vehicle, and above all eliminates simulator disease et enables to increase the running speeds of remotely controlled vehicles.

Description

(P:\TT\8L\PATENTE\26265\26265CA.DOC Prt: 03.06.2002 HL) REMOTE CONTROL OF A VEHIChE
The invention relates to remote control of a vehicle by telepresence according to the preamble of claim 1 and a device incorporating this control.
Simple or elementary remote control means of this kind are known e.g. from GB-A-2 212 465. In these known remote-control means, the video camera is mounted in a fixed l0 position on the vehicle to be controlled. Practical experience with these known remote-control means has been unsatisfactory. If for example the controlled vehicle needs to turn around an obstacle, the obstacle disappears from the field of vision of the camera objective even before the pilot begins the turn. It is therefore impossible to know exactly where, when or how to avoid the obstacle.

There is also a known inspection vehicle described in US
patent 5 350 033. This vehicle carries a video camera, the orientation of which can be remote-controlled so as to be able to direct said camera towards objects to be inspected.
However this control does not correspond in the least to automatic control depending on the visual orientation of the pilot.
Although situated at a distance from the controlled vehicle, the pilot has the impression of being inside it. The invention is based on the observation that it is not sufficient for the pilot or driver moving in a motor car or aircraft simply to move his eyes in order to see all the details necessary for perfect steering. For this purpose, he needs to move his head. This is the case for example when the pilot wishes to look at the image in the rear-view (F:\TT\HL\PATENTE\26265\26265CA.DOC Ptt: 03.06.2002 HL) mirror. Consequently the remote control system according to the invention should ensure synchronisation between the orientation of the camera and that of the pilot's head. In other words, since the transmitted image is observed via a screen carried by the pilot, the orientation of the camera must be continually controlled by the orientation of the pilot's head situated at a distance. The image transmitted to the pilot therefore corresponds to the image which the pilot would see if he was in the vehicle.
The prior art of presence applied to robotics and to an independent system has been described in a scientific periodical (ELSEVIER, Robotics and Autonomous Systems 26 (1999), pages 117 to 125). Experience has shown that the pilot automatically turns his head into the appropriate visual orientation in each particular situation, so that the remote-controlled camera is likewise turned in this direction. In principle, as already stated, it is a matter in synchronising the natural movements when looking, with a mobile camera system on board a vehicle, the image being constantly maintained in the pilot's field of vision. The "natural movements when looking" means the movements of the head and/or eyes necessary for "normal" vision. According to the said ELSEVIER periodical, considerable delays occur in known systems between the visual orientation movements of the pilot and the movements of the camera. These delays in measurement and transmission of control signals are due more particularly to digitisation of information. The main problems resulting in the known systems are:
1. The uneasy feeling of the simulator, commonly called simulator sickness or SS and (F:\TT\HL\PATENTB\26265\26265CA.DOC Prt: 03.06.3002 BL) 2. The low running speeds possible with present telepresence systems (7 to 8 km/h in general, with peak speeds less than 28 km/h).
Attempts to solve these major problems inherent in telepresence have been unsuccessful.
The object of the invention is to eliminate simulator sickness (SS) and substantially increase the running speeds of vehicles. This object is attained by making a considerable improvement to the present system for remote control of a vehicle by means of telepresence as defined in the characterising part of claim 1.
Results obtained to date from various tests on the control system according to the invention have confirmed that the delays in measuring the visual orientation and movements of the head and/or transmission of controls are very small, to such an extent that they can be taken as zero since they are of the order of a millisecond. These delays are imperceptible compared with human perception or the mechanical limitations of vehicles used for telepresence.
Since these delays are so short, the phenomenon of simulator sickness SS disappears,and the remote-controlled vehicle can move at a substantially greater speed than that permitted by prior-art remote controls. In fact, during the said tests, the vehicle speeds approached 100 km/h.
As already stated, the inventor has found, as a result of tests made, that the phenomenon of SS is linked to delays in the controls. It is difficult however to define a delay above which SS appears, since this depends on the sensitivity of each individual. On the other hand it has (F:\TT\HL\PAT6NT6\26265\26265CA.DDC Prt: 03.06.2002 BL) been established that a reduction in delays results in a decrease in SS. According to the invention, the delays should be shorter than 100 ms, preferably shorter than 50 or even 10 ms. This is possible in particular owing to the following features:
1. Practically zero delays in measuring the visual orientation of the pilot and detecting the orientation of the pilot's visual axis.
2. Practically zero delays in transmission of the controls governing the orientation and the movements of the on-board camera.
It has been found particularly important to reduce the delay between the beginning of a change in visual orientation and/or a movement of the pilot's head and the beginning of the corresponding change in the control signal acting on the camera servomechanisms. However, the speed or acceleration at which the camera movements are started is less important.
These favourable conditions can be obtained by an electromechanical measurement and direct analog transmission.
Conclusive tests were made on a quarter-scale car controlled by a system using an analog circuit (model-builder's remote-control) in order to reduce to a minimum the times for measuring the orientation of the pilot's head and transmitting the necessary controls to the vehicle and to the on-board camera.

(P:\TT\BL\PATENTE\26265\26265CA.DOC Prt: 03.06.2002 BL) The invention will now be explained in greater detail with reference to a preferred exemplified embodiment diagrammatically shown in the drawings, in which:
Fig. 1 represents a control station;
Fig. 2 represents a controlled vehicle; and Figs. 3 and 4 show a system for measuring the orientation of l0 the pilot's head.
Fig. 5 is a block diagram representing all the important components of the remote control.
In the example, a racing car 1 is being remotecontrolled.
The driver is in a static control station 2 in which all the control components, more particularly the steering wheel 3 and pedals (not shown) and/or any other functions are installed at least approximately in accordance with the dimensions and positions in reality. The driver wears a helmet 4 incorporating a screen 5, and a flexible cable 6 is disposed between the helmet 4 and a measuring system incorporated in a casing 7 comprising the required electronics or mechanics. The measuring system detects the orientation and movements of the driver's head, in the present case the visual orientation, i.e. of the helmet 4.
The orientations and movements of the driver's helmet 4 are detected by mechanical connections between the helmet and potentiometers installed in the casing 7. The potentiometers constitute sensors and in fact correspond to those in a model-builder's remote-control system for remote control of small-scale models. These analog sensors (electric potentiometers) accordingly are connected to a (F:\TT\BL\PATENTE\6265\a6265CA.DOC Prt: 03.06.2002 HL) model-builder's remote-control system, which processes the data and transmits them to the receiving system in the remote-controlled vehicle 1.
The model-builder's transmitter transmits the required data via a transmitting antenna 8 situated in the static control station 2 to a receiving antenna 9 on the car 1. The information comprises the actual remote control, i.e.
transmission of the positions of the steering wheel 3, pedals and other controls, and also comprises information relating to the orientation of the camera or the pilot's head, i.e. of the helmet 4.
As stated, the car 1 comprises all the control components necessary for driving it. This system for remote control of a car or any other vehicle is known per se and needs no additional explanation.
A helmet 10 incorporating a camera 11 is mounted on the car 1. The signal from the camera 11 is amplified and transmitted by an antenna 12 to a receiving antenna 13 at the control station 2. The image thus transmitted is presented to the driver via the screen 5. The orientation and movements of the driver's head, i.e. of the helmet 4, are continuously transmitted to the car 1, and the orientation of the combined helmet 10 and camera 11 is continually adapted to the orientation of the helmet 4 on the pilot's head.
Figs. 3 and 4 are side and top views respectively of a variant of the system for measuring the orientation of the driver's head. The helmet 4 is connected to the ends of a lever 14 by two flexible cords 15. The lever 14 can pivot (P:\TT\HL\PATENTE\26265\26265CA.DOC Prt: 03.06.2002 HL) around a fixed axis 16 in a lever 17, which is pivotable around a horizontal axis. The levers 14 and 17 act on potentiometers 18 and 19 respectively. The movements of the levers are thus transmitted to one or the other potentiometer. A spring 20 acts on the lever 17 so as constantly to hold the cords 15 under suitable tension. The orientations and movements of the pilot's head, and hence of the helmet 4, around a vertical axis are transmitted by the cords 15 to the lever 14 and potentiometer 18. Movements around a horizontal axis are transmitted to the lever 17 and the potentiometer 19.
In a variant embodiment the lever 17 could be replaced by a sliding support acting on the potentiometer 19 via a mechanical connection.
The suppression of the phenomenon of SS and the possibility of considerably increasing the running speed of the vehicle are the result of a technological approach which, in this preferred example, involves an analog system capable of eliminating the delays due to detection of the orientation of the head and/or to the transmission of the said controls.
The invention therefore makes a considerable improvement to telepresence. In fact, the only limits to future applications of this invention are mechanical and human.
This remote control system can be improved and supplemented by a number of means. A high-definition colour system can be provided. The noise of the car can be detected and transmitted, thus facilitating its control. Even stereo sound can be transmitted, or an on-board instrument panel can be provided, or a telemetry system and a 3D viewing system can be added. It is also possible to detect and re-(P:\TT\HL\PATENTE\26265\26265CA.DOC Prt: 03.06.2002 BL) transmit the vibrations, forces and the attitude (pitching, rolling, depth) affecting the vehicle, or the sensations in the controls (e.g. the torque required for rotating the steering wheel 3 or the forces needed to control the pedals, particularly the brake pedal) and reproducing them in the static control station 2. In addition a radar system or an infra-red or thermal camera can be provided.
Fig. 5 is a diagram of all the essential components of the remote control system. The reference numbers denote the same components as in Figs. 1 to 4. The "X" references in the "control station" part denote inputs for the signals corresponding to the values detected by the "sensors and/or detectors" i.e. respectively the outputs of the signals detected by sensors associated with components not shown, such as the accelerator or the brake pedal.
The remote-control system according to the invention has wide applications, to leisure, business, the military, utilities and first aid.
The screen carried by the pilot can be replaced by a moving screen not carried by him, or a moving projection such that the image always remains in the pilot's field of vision.

Claims

C L A I M S

1. A remote-control system for a means of moving on or under ground, in air or in space, on or in water, particularly a vehicle (1) on which a camera (11) is mounted whose image signal is transmitted to a control station (2) from which a pilot exerts remote control via the image transmitted by the camera and observed by a viewing device (5) worn or not worn by the pilot, the image permanently remaining within the pilot's field of vision and the visual orientation and/or the orientation of the pilot's head being continually detected and the said camera (11) being remote-controlled in an orientation corresponding to the pilot's visual orientation, characterised in that the delay in detection and transmission between the beginning of a change in the said visual orientation and the beginning of the corresponding change in the camera control signal is reduced to values below 100 ms.

2. Control according to claim 1, characterised in that the said delay is reduced to values below 50 ms, preferably below 10 ms.

3. Control according to claim 1 or 2, characterised by the following features:
- practically zero delays in the measurement of the visual orientation of the pilot and in detection of the orientation of the visual axis of the pilot, and - practically zero delays in transmission of the controls governing the orientation and movements of the on-board camera.

4. Control according to any of claims 1 to 3, characterised in that the noises and sounds detected in the vehicle (1) are transmitted to the control station (2) or to the pilot.

5. Control according to any of claims 1 to 4, characterised in that the vibrations and/or attitude of the vehicle and/or the forces acting on it are detected and transmitted to the control station (2).

6. A remote-control device for effecting control according to claim 1, comprising a vehicle (1) carrying a camera (11) and an image transmitter, a control station (2) with a receiver and a viewing device (5), and means for remote control of the vehicle, the viewing device (5) being adapted to be worn by the pilot or not, and means (4, 6, 7) are provided for detecting the visual orientation of the pilot and for remote-controlling the orientation of the said camera (11), characterised by analog control of the orientation of the said camera to reduce the delay in said control.

7. A device according to claim 6, characterised by an electromechanical system for measuring the orientation of the head and/or the pilot's visual orientation, the system preferably comprising potentiometers.

8. A device, preferably according to claim 7, characterised by a helmet (4) for wearing by the pilot, the helmet being connected to a lever by two cords or rods (15) for transmitting the movements of the helmet to the lever (14), the lever being mounted and articulated on a sliding support or on a pivoting lever, the said lever or levers or the support acting directly or indirectly on potentiometers in the control circuit.

9. A device according to any of claims 6 to 8, characterised by a system for transmitting the noise and sounds of the vehicle to the control station.

10. A device according to any of claims 6 to 9, characterised by a system for transmitting the vibrations and/or attitude of the vehicle and/or the forces acting on the vehicle and for simulating the said vibrations, attitude and/or forces in the control station (2).

11. A device according to any of claims 6 to 10, characterised by an on-board control panel comprising the instruments of the vehicle.

12. A device according to any of claims 6 to 11, characterised by a system whereby the sensations perceived in the controls of the vehicle (1) are re-transmitted to the control station (2).

13. A device according to any of claims 6 to 12, characterised in that a radar system is installed on the vehicle.

14. A device according to any of claims 6 to 13, characterised by an infrared or thermal camera mounted on the vehicle.

15. A device according to any of claims 6 to 14;
characterised by a viewing system providing 3D (three-dimensional) vision.

16. A device according to any of claims 6 to 15, characterised by a GPS (global position system) type system for locating the vehicle.

17. A device according to any of claims 6 to 16, characterised by an on-board telemetry system.