WO2017070426A1

WO2017070426A1 - Robot and robot control system

Info

Publication number: WO2017070426A1
Application number: PCT/US2016/058039
Authority: WO
Inventors: Thomas Low; Thomas DE CANDIA; Seungkook YUN; Thomas Egan; Bryan Chavez; Alexander KERNBAUM; Riley SHEAR; Leonard GERARD; Stephen MORFEY; Richard Mahoney; Regis Vincent; Paul Michael BIRKMEYER; Hiroyuki Morita; Hirokatsu Muramatsu; Keiji Nishimura; Hiroshi SAIJOU; Akira Satou; Toshifumi Uchiyama; Hitoshi WANATABE; Shirou WATANABE
Original assignee: Yamaha Motor Co Ltd; SRI International Inc; Stanford Research Institute
Current assignee: Yamaha Motor Co Ltd; SRI International Inc
Priority date: 2015-10-23
Filing date: 2016-10-21
Publication date: 2017-04-27
Anticipated expiration: 2018-04-23
Also published as: JP6649477B2; EP3365143A1; AU2020201692A1; US20180297209A1; JP2019502583A; EP3365143A4; EP3365143B1; US10899016B2; AU2020201692B2; AU2016342272A1

Abstract

An example system includes a vehicle, a robot, and a controller. The vehicle may include an accelerator operator and a steering operator. The robot may include as accelerator actuator configured to operate the accelerator operator, and a steering actuator configured to operate- the steering operator. The controller is configured to: in response to an accelerator command, send a first signal to the accelerator actuator to operate the accelerator operator of the vehicle, and in response to a steering command, send a second, signal to the steering actuator to steer the vehicle.

Description

ROBOT AND ROBOT CONTROL SYSTEM

CROSS REFERENCE TO RELATED APPLICATION

[0001! The present application, claims priority to U.S. Provisional patent application number 62/248,445. filed on October 30, 2015, arid entitled. "Robotic Rider Steering Mechanism" and U.S. Provisional patent a ication number 62/245,564, filed on October 23, 2015, and entitled. "Robot and Robot Control System,^" both, of which are herei incor orated by reference as- if fully set forth in this description.

BACKGROUND

[0092} Vehicles include multiple systems such as propulsion, steering, bnikifig, etc. Before a vehicle is «ass produced, prototype vehicles are tested to assess performance of the vehicle. For instance road tests ate conducted to assess vehicle speed, maneuverability, responsiveness, etc. During .testing_* data is acquired to evaluate oerformanee of the vehicle. Vehicle design m ay then be c hanged or tuned to improve ^'performance.

|0003| Recent advances i& 'automatic control ^'systems and technology has led to_: designing test vehicles configured to be operated automatically to perform the tests. However, these new control systems are integrated into new vehicles and. might not be adaptable for use with existing vehicles ,

SUMMARY

1000 1 The present disclosure describes embodiments^' that relate to a robot and robot control system.

[0005! I» one aspect, the present disclosure describes a robot configured to drive a vehicle. The robot includes: (i) an accelerator actuator configured to operate an accelerator operator of the vehicle; (ii) an arm configured to steer the vehicle; (iii) an actuator coupled to the- ami via a link; and (iv) controller. The controller is configured to, in response to art accelerator command, send a first signal to the accelerator actuator to operate the accelerator operator. The controller is also configured to, in response to a steering command, send a second signal to the actuator, thereby causing the actuator to apply a. particular torque to the link, so as to steer the vehicle:

[00061 in another aspect, the present disclosure describes a system. The system includes a vehicle. The vehicle includes an accelerator operator and a steering operator. The system also includes a robot. The robot includes: (i) an accelerator actuator coupled to the accelerator operator of the v ehicle and configured to operate the. accelerator operator, and u) a steering actuator coupled to the steering operator of the vehicle, and configured to operate the steering operator. The system also includes at least one outrigger coupled to -the ^'vehicle or the robot and configured to be in either an uudeploved state or a deployed state, where in the deployed state, the outrigger is configured to engage a. surface when the vehicle is at a predetermined lean angle to laterally stabilize the vehicle. The system further includes an outrigger actuator configured to switch the outrigger from the undeployed state to the deployed state. The system further includes a controller configured to: (i) in .response to an accelerator command, send a first signal to the accelerator actuator to operate the accelerator operator of^" the vehicle, (ii) in response to a steering command, send a_. second signal to the steering -actuator to steer the vehicle, and (in) in response to an outrigger deploy signal, send a third signal to actuate the outrigger actuator so as to switch the outrigger from the undep!oyed state to the deployed state to laterally stabilize the vehicle,

[Θ0Θ7) In another aspect, the present disclosure describes a system. The system includes a vehicle. The vehicle includes an accelerator operator and a steering operator. The system also includes a robot. The robot includes: (i) an accelerator actuator coupled to the accelerator operator of the vehicle and configured to operate the accelerator operator, and (ii) a steering actuator coupled to the steering operato of the ^: Vehicle arid configured to operate the steering operator. The system, further includes a controller configured to; i) in response to an accelerator command, send a first signal to the accelerator actuator to operate the accelerator operator of the vehicle, and (ii) in response to a steering command, send a second signal to the steering actuator to steer the vehicle.

ffltM f lo. still another aspect, the present disclosure describes- a steering system. The steerin system includes a robot. The robot, includes:^' (i) a firs! ami and a second arm, and {11} an actuator coupled to the first arm via a first link and coupled to the second arm via a second link. The steering system also includes a vehicle. The vehicle includes: a handlebar.- The first arm is coupled to a first end: of the handlebar and the second arm is coupled to a second: end of the handlebar, such thai position of the actuator determines an angle of the handlebar, thereby deteraiining corresponding steering angle of the vehicle.

{0009} The foregoing summary is illustrative only and i not intended to be in any way limiting, in addition to the illustrative aspects, embodiments, and feature described above, further aspects, embodiments,.- and features will become apparent by reference to the figures and the following detailed description. BRIEF DESCRIPTION OF THE FIGURES

{6010] figure 1 illustrates a perspective view of a robot, in accordance with an example implementation.

[6flllt| Figure 2 illustrates a side view of a robot riding a motorcycle, in accordance with an example implementation.

{6012] Figure 3A illustrates a schematic, diagram showing a configuration of -a robot control system, in accordance with an example implementation.

[0013] Figure.3B illustrates zoo ed-in side view of a left foot and a left leg of a robot, in accordance with an example implementation.

[001.4] Figure 4 A illustrates a front view of a motorcycle showing left and right outriggers, m accordance with an example implementation.

[0015] Figure 4B illustrates a schematic diagram: of a left outrigger, is accordance with an example implemeniation.

[0016} Figure 4C illustrates an alternative configuration of an outrigger, in accordance with an example implementation.

[6017] Figure 4Ό illustrates a perspective view of the outrigger shown in Figure 4C in a undeployed state, in accordance with an example implementation.

[O01S] Figure 4E illustrates a perspective view of the outrigger shown in Figure 4C in a deployed state, in accordance with an example implementation,

[00J9] Figiire 4F illustrates a perspective view of a robot and a motorcycle showing mounting of a right outrigger to the motorcycle, in accordance with an example implementation.

|1ϊίί261 Figure 40 illustrates a zoomed-in view of the outrigger shown in Figure 4F in accordance with an example implementation,

{0021} Figure 4H illustrates a pneumatic circuit showing operation of outriggers under various, scenarios, so accordance with an example implementation.

[0022 j Figure 5 A illustrates a perspective view of a steering mechanism, in accordance with an example implementation. [0023! Figure SB illustrates a to view of the -steering mechanism^' shown in Figure 5 A, it) accordance with as example implementation,

|0024| Figure 6 A illustrates a twisted string actuator, in accordance with -an example

Irapiesmeatatioi

|¾#25J Figure 6B tiltjstrates a close-up, cutaway view of elements of the twisted string actuator shown in Figure 6A, in accordance wi th an example implementation.

10026^'! fig re 7 illustrates a block diagram of a robot control system, in ^'accordance- with an example implementation.

[0027} Figure 8 A is a diagram illustrating timing of shift-up, in accordance with an example implementation.

[0028| Figure 8B is a diagram illustratin timing of shift-down, in accordance with an example implementatio ,

|0i29] Figure 9 illustrates a timing chart at a beginning of executing a shift -command, in accordance with an example implementation,

003O] Figure it⁾ is a timing chart illustrating shifting up, in accordance with an example implementation,

(0031) Figure 1 1 is a timing chart illustrating shifting down, in accordance with an example implementation.

|0032f Figure 12 illustrates a block diagram of an alternative robot control system, in accordance with an example implementation,

DETAILED DESCRIPTION

[0033! The following -detailed description, describes various features -and functions of the disclosed systems and methods with reference to the accompanying figures. The illustrative system and. method embodiments described herein are not meant to be limiting,- It may be readily understood that certain aspects of the disclosed systems and methods can be arranged and combined in a wide variety of different configurations, all of which are contemplated herein.

[0034! Further, unless context suggests otherwise, the features illustrated in each of the figures may be used in combination with one another. Thus, the figures should be generally viewed as component aspects of ^'one or more overall implementations, with the understanding that not all illiistrated features are necessary for each implementation.

| i)35| Additionally, -any enumeration of elements, blocks, or steps in this specification or the claims is for purposes of clarify. Thus, such numer tion should not be interpreted to require or imply that these element ^'blocks, or steps adhere to a particular arrangement or are carried out in a particular order,

|0036| By the term "substantiall " it is meant that the recited characteristic, parameter, or value seed not be .achieved exactly, but that deviations or variations, including for example, tolerances, measurement error, measurement accuracy limitations and oilier factors known io skill in the art, may occu in amounts that do not preclude the effect the characteristic was intended to provide,

L Overview

|Θ037| Vehicles can be tested in several ways to evaluate their performance. For example, a human driver can drive a vehicle while data acquisition systems are connected to various vehicle systems to record senso data while the -driver operates the vehicle. The driver himself ay also be monitored to evaluate driving aspects such as comfort, body acceleration a d movements while maneuvering the vehicle, extent of motion while the vehicle is passing over a bump, etc. In this example, sensors could be coupled to a body of the driver and cameras or other image-capture devices could be used to take images and videos of the driver for later ^'evaluation,

(0038| in another example, to reduce the burden of monitoring the hitman dri ver, a robot may ride along with the human driver in the vehicle, and the robot may be .-equipped with sensors and cameras configured to monitor the human driver. In. another example, instead of a human driver, the vehicle may include autonomous control systems configured to operate the vehicle during testing. These systems may be beneficial in conducting destructive tests, for example, to avoid -any ..likelihood of mjoriag a human driver. However, in this example, data associated with monitoring and. evaluating the driver (comfort, bod acceleration, etc,} is not available. j0039j hi another example, as disclosed herein, a robot configured to mimic human behavior may be configured to mount the vehicle and drive it {hiring, vehicle tests. In this manner, vehicle performance is tested, and at the same time the robot, which is equipped with multiple sensor systems, is self-monitoring. Data from the robot's sensor systems can later be acquired, an evaluated. Also, using a robot to drive the vehicle is beneficial in avoiding injuries to ^'human drivers.

|O040J Further, another advantage of using such a human-r micking robot, is avoiding costly modification to the vehicle. Similar to. a human driver, the robot may be configui¾d to operate existing vehicle systems such as accelerator pedal, brakes, steering wheel with little or n modification to these systems, A further advantage of using such a hiimati-niimicking robot is to automate transportation with little or no modification to the vehicle, A vehicle could be a mobile machine that can be used to transport a person, people, or cargo. Any vehicle discussed herein can be driven and/or otherwise guided along a path on land, in water, on. water., or in the air or Outer space.

J0 1| Disclosed herein axe a robot, robot control systems, and vehicle systems and apparatuses that enable operating a vehicle by a human- mimick ng robot. The robot is adaptable to drive a vehicle, and the robot may include components and actuators thai enable die robot to mimic a human driver,

IL Example Robot and . ^'Vehicle

(Θ042| Figure 1 illustrates a perspective view of a robot 100, in accordance with an example implementation. The robot 100 is a humartoid or human-mimic &gv robot and may be configured as a rider of a vehicle, in the description presente herein a motorcycle is used as an example vehicle, but the robot ί 00 may be configured to ride other vehicle types.

{O043| The robot 100 is shown in. Figure Ϊ in a driving, position of a motorcycle. The robot 100 includes a main body 102, left leg 104, right leg 106, left foot 108, right foot 11.0, left arm 112, right arm 114, left hand 116, right hand 118, and a head 120. The main body 1 2 is adapted to confirm, to a driver's seat of a motorcycle as shown and described below with respect to Figure 2. The left and right legs 104 and 106, die left and. right arms 112 and 114, and the head 120 are connected to the main body 102.

{00441 Figure 2 illustrates a side view of the robot 10 riding a .motorcycle 200, in accordance with an example implementation. The motorcycle 200 include a rear wheel 202, a front wheel 204, and a vehicle body 206. An engine 208 is mounted to or within the vehicle body 206 and is configured to power the motorcycle 200. A fuel -tank 230 is .mounted above the engine 208,. and a driver 's seat 212 is disposed at a rear end of the fuel tank 21 .

{O045{ Figure 3 A illustrates a schematic diagram showing a configuration of a robot control system 300, in. accordance with -an example implementation. As -shown in Figure 3A, the robot 100 includes a body frame 302 disposed within the main body 102 shown in Figures I and 2, A control unit 304 and a battery 306 are mounted to the body frame 302. The battery 306 provides electric power to various systems of the robot 100 such as the control unit 304, ^■sensors, etc.

}OT46f The motorcycle 200 includes a handlebar 308 configured to operate as steering member fo the motorcycle 200. The handlebar 308 is rotatab!e around a steering shaft 31 . By pivoting the handlebar 308 left and right about the steering shaft 10, the front wheel 204 of the motorcycle 200 is rotated to the left and right. A position sensor 312 is mounted to the handlebar 3 OS qr the steering shaft 31 . In other examples, the position sensor 312 could he. mounted on a steering actuator 322 instead of on the handlebar^' 308 or the steering: shaft 3 ), The position seosor 312 is configured to detect a steering angle of the handlebar 308, and provide a detection signal indicating the steering angle of die handlebar 308 to die control unit 304.

ίθη47| An . accelerator 334 is attached to the handlebar 308. The accelerator 314 includes an accelerator grip that is ro!atabie by the- right hand 118 of the robot 1 to vary a throttle opening of the engine 208. The motoreyeie 200 also includes a left grip 316 mounted on the left side of the handlebar 308, and the left hand 116 of the robot 1 0 is configured, to grip the left gri 16,

J0048| As shown in Figure 3 A, the robot 100 has an accelerator actuator 318 mounted o coupled to the righ hand 118. The accelerator actuator 318 may include, for example, an electric motor configured to operate the accelerator 314 based on a first driving signal input from the control unit 304. For instance, in response t the first driving signal, the accelerator aetpator 338 may be configured to rotate the accelerator 314 in a clockwise direction or a counter-clockwise direction.

|0β49| Rotating the accelerator 314 in one direction about a longitudinal axis of the accelerator gri may correspond to opening the throttle of the engine 208, whereas rotating the accelerator 31 in the other direction may correspond to dosing the throttle of the engine 208, or vice versa. Thiss, is response to rotating the accelerator 14 in a direction corresponding to opening the throttle., rotational speed of the engine 208 increases,, and in response to rotating the accelerator 314 in a direction corresponding to closing the throttle, rotational speed of the engine 208 decreases. If no signal is provided to the accelerator actuator 318, the accelerator 314 returns to a neutral state that corresponds to a full closed position of the throttle.

JOtiSOJ The accelerator actuator 31$ includes a position sensor 320 configured to detect rotational position^' of the accelerator 314, and output a detection signal indicating the rotational position of the accelerator 314 to the- ^'control tit 304. The control unit 304 may thus use this signal to implement a ciosed-ioop feedback control of the rotational position o the accelerator 314, and thus the speed of the motorcycle 200,

[O051.J ^'The right, hand 1.18 is attached, to a distal end of the right arm 11.4 and the left hand 1 16 is attached to -a -distal end of the left .arm 112. The left and right arms 112 and 114 are connected ^:to the body frame 302 via the steering actuator 322 (e.g., a rotary actuator 508 described below). ^"The steering actuator 32 may include, for example, art electric motor configured to rotate the left and right arms 112. and .114 to the left and right directions and appl a torque thereto in response to a second driving signal input f om the control unit 304.

{0O52J By rotating the left and right arias 112 and 114 to pivot to the left, the handlebar 308 is turned to the left, and the motorcycle^' 200 turns to the left. By rotating the left and right amis 1.12 and 1 14 to pivot to the right the handlebar 308 is turned to the right, and the motorcycle 200 turns to the right.

|0 S3 The steering actuator 322 may include a torque sensor 324. The torque sensor 324 may be configured to detect a torque applied to the left and right arms 112 and 1 14 and output a. detection signal indicating -the torque applied to tire left and right: arms 112 and -114 to the control unit 304. The control unit 304 may then use this signal to implement: a -closed-loop feedback control of the steering actuator 322 such that the steering actuator 322 applies a particula torque to the arms 112 and 114, and thus controls the steering angle or the lean angle of the motorcycle 200. An. example steering mechanism and control system are described below with respect to Figures 5A-5B.

{0O54J The robot 100 may further include a first brake actuator 326 coupled to a first brake operator 328 of the motorcycle 200. For instance, the first brake operator 328 may be a brake lever disposed in front of the accelerator 314. The first brake actuator 326 may include, for example, an electric motor coupled to the right arm .1 1 , However, othe actuator types could ^'be used such as hydraulic or pneumatic cy linders,

|005S| In an example,, the first brake actuator 326 could be connected to the first brake operator 328 through a link member 330, The link member 330 may include a wire or string (e.g., the twisted string 60 described below with respect to Figures 6A-6B) attached to ^'the first brake operator 328. The first brake actuator 326 may he configured to operate the first brake operator 328 in response to a third driving signal isipt.it from the control unit 304, Particularly, the first brake actuator 326 may move the first brake operator 328 in a braking direction (e.g., inward toward the robot 100) or a non-braking direction (e.g., outward away from the robot 100) in response to tire third driving signal input from the control unit 304,

[00561 When the first brake operator 328 is moved in the braking direction, the braking force applied by treat brakes of the motorcycle 200 is increased. When the first brake operator 328 is moved- in the non-braking direction, the brak-ieg_. force applied by the front brakes is reduced.

JM5?1 Further, the first brake actuator 326 may include a torque, sensor 332, The torque sensor 332 may be configured to defect torque applied to a first brake operator 32 -and output a detection signal to the control unit 304. Based on- the torque detection^' signal from the tor ue sensor 332, the control unit 304 provides a signal to a mechanism integrated into the right hand 11 8 of .the robot 100 and co figured to move or apply the front brakes, in an example, the higher the torque applied to the first brake operator 328, the highe the braking force to be applied by the front brakes and vice versa.

[0058] As shown in Figure 3A, the left foot 108 is attached to a distal end of the left leg 104. Particularly, the left foot 1 8 may be rotatably mounted to the left leg 1 4 around a pivot or ankle 334, A locking member 336 is coupled to a tip of the left foot 108 arid i configured to engage a transmission gear shift operator 338 of the motorcycle 200, The shift operator 338 may, for example, be configured as a shift pedal. The locking member 336 is configured to move the shift operator 338 between a_: shift-down position and a shift-u position to change gears or transmission ratios of a transmission (e.g., a gearbox) coupled to the engine 208.

[0059] Figure 3B illustrates zoomed-in side view of the left toot 108 and the left leg 104, in accordance with an example implementation. As shown hi Figure 3B, the locking member 336 has a recess 340. The locking member 336 is arranged such a the operator 338 is sandwiched by or it in the recess 340.

[006 1 As: show in Figures 3A-3B, the robot 100 include a shift actuator 342 coupled to the left leg 104. The shif actuator 342 is- also coupled to the shift operaior 338 via the left foot 108, and is configured to operate the shift operator 338 based on a fourth drive signal input from the control unit 304. The shift actuator 34 could be, for example, a hydraulic or pneumatic cylinder. As the actuator extends and retracts, ^'the left foot 108 rotates about ^'the aakfe 334, In another exaraple, the shift actuator 342 may include air electric linea motor. In another example, the shift actuator 342 may be coupled to the left foot 1 8 via a link member 343 shown in Figure 3 A. The link member 343 may include a wire or siring (e.g., the twisted string 606 described below with respect to Figures 6A-6B) attached to the left foot .108 such that the shift actuator 34:2 could move the left foot 108 via the link member 343. Any other actuation .mechanism could be used.

}0® iJ As an example for illustration, if the shift actuator 342 retracts, the shift operator 338 rotates counter-clockwise from a perspective of a viewer of figures 3A-3B (i.e., the shift operator 338 is depressed downwardly) by the left foot .1 8. As a result, the transmission shifts down, i.e., shifts to a gear with a higher gear ratio. On the other hand, if the shift actuator 342 extends, the shift operator 338 rotates clockwise (i.e., moves upward) by the left foot I OS, thus causing the transmission to shift up, i.e., shift to a gear with a smaller gear ratio, However, the operation direction of the shift operator 338 for shifting up and shifting down is not limited to these directions,

|0i)62| As illustrated in Figure 3.4, the shift, actuator 342 may include a position sensor 344 configured to detect position of th shift operator 338 or the shift actuator 342. The position sensor 344 outputs a detection signal indicating the position of the shift operator 338 to the control unit 304, The cosiiroi unit 304 may use this signal to control the position of the shift operator 338, and thus control the transmission ratio at whic the motorcycle .200 operates.

{0O63J The robot 100 also has a clutch actuator 346, The clutc actuator 346 is connected to a clutch operator 348 of the motorcycle 200, The clutch operator 348 could include a ciutch lever arranged in front of the left gri 336. The clutch actuator 346 could include, for example, an electric motor mounted on the left arm 112 of the robot 100, The clutch actuator 346 may he connected to the clutch operator 348 through a link, member 350. The link member 350 could, he, for example, a wire or string (e.g., the twisted siring 606 described below with respect to Figures 6A-6B) attached to the clutch operator 348. Other actuation mechanisms are possible,

|fli)64| The clutch actuator 346 is configured to operate the clutch operator 348 based on a fifth driving signal input (torn the control unit 304, Specifically, the clutch actuator 346 moves the clutch operator 348 to a clutch disengagement or engagement position based on die fifth driving signal input from the control unit 304. 006S| When ite clutch operator 348 is moved to the disengagement position (e.g., pnllcd ktward toward the robot 1 0), the clutch of the transmission is disengaged. When the clutch operator 348 is moved to the engagement position (e.g., released away from the robot KM)}, the clutch of the .transmission is engaged. Further, when the. clutch operator 348 is between a fully engaged position and a. fully disengaged position, the clutch is in a partially engaged State,

[0666| In examples, the clutch actuator 346 may have a position sensor 352 configured to detect the operating position of the clutch operator 348, The position sensor 352 is configured to output a detection signal indicating the position of the clutch operator 348 to the control unit 304. Th control uni t 304 may use this signal to- control the position, of the clutch · operator ^' 348, and thus control the engagement and disengagement of the transmission clutch.

[0067] .As shown in Figure 3A, the right foot 110 is coupled to the distal end of the right leg 106. Specifically, the right foot 110 is ro ably coupled to the right ieg 106 and is configured to pivot about -an ankle 354. The right foot l it⁾ is configured to operate a second brake operator 356 (e,g,, rear-brake pedal) of the motorcycle 200. Specifically the robot 100 may- have a second brake actuator 358 that is coupled to the right leg 106 and is configured to operate the second brake operato 356 via the right foot 110.

J0O68| The second brake actuator 35 could, be, for example, a hydrauhc or pneumatic cylinder. As the cylinder extends arid retracts,, the right foot 110 rotates about the ankle 354. hi another example, the second brake actuator 358 may include an electric linear motor, hi another example, the second brake actuator 358 may be coupled to the right foot l it) via a link member 359, The link member 359 ma include a wire or string (e,g,₅ the twisted string 606 described ^'below with respeei to Figures 6A-6B) attached to the right foot 110 such that the second brake actuator 35 could move the right foot 110 via the link member 359. Any other actuation mechanism could be used.

|0069| The second brake actuator 358 may be configured to operate the second brake operator 356 in response to a sixt driving signal input from the control unit 304, For example, if the sixth driving signal is a comman to actuate the rear brakes of the motorcycle 200, the second brake actuator 358 may, in response to the command_* push the second brake operator 356 downward to apply, or increase, a braking force to the rear wheel 202, The second brake actuator 358 ma then release the second brake operator 356 to pull it upward an release- the rear brakes. The braking and releasing directions mentioned here are exam les for ill titration and could be reversed.

JOO?0| The. second brake actuator 358 may include- a torque sensor 360 configured to provide to the control unit 304 sensor information indicative of a torque applied to the second brake operator 356 via the second brake actuator 358, The higher die torque applied to tiie second brake operator 35:6, the larger the braking force applied to the rear brakes.

[0071 j Referring to Figure 3.B, die rear portion of the body flame 302 includes a seating member 362. The seating member 362 is attached to the driver's seat 212 by, for example, bolts or other fasteners. The seating .member^' 362 may be configured to accommodate forces applied to the robot 100 due, for example, to vibration or air. resistance or the like to keep the robot 100 seated while operating the motorcycle 200. hi mis. manner, the robot 100 may be capable of accurately operating the motorcycle 200 based o« commands or signals from the control anit 304, Additionally or alternatively, the robot 100 may remain seated and resist disturbance forces by holding on the motorcycle 200 via the left and right hands .116 and 118, and the left and right legs 104 and 106.

\Q&72\ Referring back to Figure 3 A, the robot 500 may include an imaging device 364, The imaging device 36 could be, for example, a camera, -a Light Detection And Ranging (LI.OAR) device, a Radio Detection And Ranging (RADAR) device, or arty type of imaging devices, or a combination thereof.

|θβ73| la examples,, the imaging' device 364 may e mounted to the head 12 of the robot 1 0. In other examples, the imaging device 364 may he coupled to the motorcycle 200, The imaging device 364 is configured to capture images of, and generate image data, representing, an environment of the robot 100 and the motorcycle 200, The. imaging device 36 ^■ outputs^' the generated image data to the control unit 304 to enable the control unit 304 to control the robot 100 and/or the motorcycle 200 accordingly.

(0074J In examples, the control unit 304 may transmit the image data to a remote control device. A human operator may be operating {^'he robot 100 and. the motorcycle 200 via the remote control device, and the human operator may thus have access to images of the surrounding environment of the robot 100 and the motorcycle 200, The image data may enable the human operator to operate the robot 100 and the motorcycle 20 in. a safe and accurate manner. Alternati ely, the imaging device 364 ma be irt direct wireless ^'co miunicatioia with the remote ^'control device dd may- be configured to transmit the image data, directly to the remote control device.

|0675} Tiie robot 160 may mel.ode a roll angle sensor 366, The roll angle sensor 366 may, for example,, be coupled to the main body 1 2 of the robot 100, However, the roll angle sensor 366 may be coupled to other parts of the robot 100 such, as the head 120. Alternati vely, the roll angle sensor 366 rnay be coupled to the motorcycle 200.

|0076 The roll angle sensor 366 may- include, for example, an inertia! measurement unit ( ij) configured to detect left arid right roll angles of the motorcycl 200, Alternatively, the roll, angle .-sensor 366 may include" other types^' of sensors {^'e.g., optical sensors) thai are configured to detect the roll angles. The roll angle sensor 36 is configured to output a detection signal indicating the roil angle of the motorcycle 200 to the control unit 304,

[0077_.1 The robot 100 may further include an antenna.368 that may, for example, be couple to the main body 1 2 of the robot 100. However, the antenna 368 may be attached to other parts of the robot 100 such as the head 120, Alternatively, the antenna 368 may be attached to the motorcycle 200. The antenna 368 -ma he configured to receive operating signals from the above-mentioned remote control device, as described below with respect to Figure 7. The antenna 368 may be configured to provide the operating signals to the control unit 304, Further, die control unit 304 may transmit information (e.g., commands, sensor information, etc.) to the remote control device via the antenna 368.

|0078| As shown in Figure 3 A, the control -unit 304 may include a main controller 370, The main controller 370 may for example, .include a processor (e.g., a general purpose processor or a. special purpose processor such as a digital signal processor, a graphics processor, or an application specific integrated .circuit processor). The processor can be coftfigured to execute computer-readahie program instructions. The processor can be configured to execute hard- coded functionality in addition to or as an alternative to software-coded functionality. The processor can be programmed to perform any func tion or combination of functions described herein as being performed by the main controller 370 or the control unit 304,

f_.flfl?9 The control unit 304 may further include a memory or any type of data storage device storiug program instructions thai, when executed by the mam controller 370, enable the robot 1 0 and/or the motorcycle 200 to operate as described herein. The data storage device could include a non-transitory computer-readable medium, a transitory computer-readable medium, or both a -non-transitory computer-readable medium and a transitory computer-readable medium. In one respect, a non-transitory computer-readable medium could be integrated in whole or in part with the main controller 370. ia another respect, a non^tr sitory computer- readable medium, or a portion thereof, couk! be separate and distinct from the main^■ controller 370.

0080} A noa-transitory computer-readable mediu could include, for example, a volatil or non-volatile storage component, such, as an optical, magnetic, organic or other memory or disc storage. Additionally or alternatively, anon-transitory computer-readable medium could include_* for example, a random-access memory (RAM), a read-onl memory (ROM^'), a programnsable read-only memory (PROM), an erasable programmable read-only memory (EPROM , an electrically erasable programmable read-only memory (EEPROM), a compact disk read-only memory (CD-ROM), or another memory device that is configured to provide data or computer readable program instructions to the main controller 370.

[0081} The control unit 304 may further include actuator control modules configured to operate various actuators of the robot 100 and the motorcyck 200. For instance, the control unit 304 may include; an accelerato module 372 configured to control the accelerator actuator 318, a first brake module 374 configured to control, the first brake actuator 326, a second brake module 376 configured to control the second (rear) brake actuator 358, a steering module 378 configured to control the steering actuator 322, a clutch module 380 configured to control the clutch actuator 346, a shifter module 382 configured to control the shift actuator 342, and an outrigger module 384 configured to control outrigger actuators described below. The control unit 304 and these actuator control modules are described below with respect to Figure 7.

ill. E^-¾¾k.RoHi a:Sir«^il¾^¾0;ffl :Svs ems (Outrigger Systems)

| 082| Figure 4A illustrates a front view of the motorcycle 200 showing outriggers 400 and 402, in accordance with an example Implementation. As mentioned above, the motorcycle 200 is used herein as an example for illustration. The outriggers 400 and 402 described below could be used with any other type of vehicle mat is laterally unstable when stopped,

{_.0083} As shown in Figure 4A, the left outrigger 400 has a first supporting member 404, a second supporting member 406, and a deployment or expansion member 408, Tips or distal ends of the first supporting member 404, the second supporting member 406, and the expansion member 408 are connected to each other by a pad.410, j0 84j Similarly, the right, outrigger 402 has and a first ^'supporting member 412, a second supporting member 414, and a deployment or expansion member 1 . Tips or distal ends of ihe first support member 412, the second supporting member 414, and ihe expansion member 416 are connected to each other by a pad 4.18. Proximal ends of ihe supporting members 404-406 and ihe expansion member 408 are rotatabiy coupled to the motorcycle at respective pi vots as shown aad described below with respect to Figure 4B.

[O085j As shown m Figure 2, the outriggers 402 (and also the outrigger 400 not shown- in

Figure 2) are in an undeployed, e.g., refracted state, and thus the are arranged along the sides of the vehicle body 206, In. other examples, the outrigger 402 -could he -arranged underneath the motorcycle 20 while in the tmdepioyed State. The outrigger 402 could be arranged in other positions or configurations in the undeployed state such that it does not impede leaning of the motorcycle .200, In this undeployed slate, the pad 418 is located above the bottom of the vehicle body 206. A shown in Figure 4 A, the outriggers 400 and 402 are in a deployed state, and thus drey are widened, in the lateral direction of the motorcycle 200. In this deployed state, the ground pads 41 and 418 are disposed below the . bottom of the vehicle body 206, Particularly, in a state where the motorcycle 200 is upright in the vertical direction as shown in Figure 4 A, the pads 410 and 418 do not contact the ground surface (GR), but are instead set at a particular height above the ground surface (GR), In this way, the outriggers 400 and 402 can be deployed even if the motorcycle 200 is tilted slightly t the left or right direction with respect to the vertical direction.

{0086j However, if the motorcycle 200 is tilted by a predetermined angle with -respec to the vertical direction, one of the left and right pads 410 and 4.18 comes in. contact with the- ground surface (GR). The outrigge in contact with the ground surface (GR) can support the motorcycle 200 so as to laterally stabilize the motorcycle 200 and prevent it -from falling.

[0087j Figure 4B illustrates a. schematic diagram of the left outrigger 400, in accordance with

^•an example implementation. As shown schematically in Figure 4B, the first supporting member 404 is roiaiably coupled to the motorcycle at a pivot 420, the second supporting member 406 is rotatabiy coupled to the motorcycle at a pi vot 422, and the expansion member 408 is rotatabiy coupled to the motorcycle at a pivot 424.

(008$! An outrigger actuator 426 is coupled to, and configured to operate, the outrigger 400. The outrigger actuator 426 could be, for example, a hydraulic- cylinder, an electric linear motor, or a pneumatic cylinder among other possible actuato types. Particularly, the outrigger actuator 426 may- be coupled to the first supporting ember 404, but could be coupled to other^■ members or parts of the outrigger 400 in other exam le implementations.

|0t)8<>| The outrigger actuator 426 may operate the outrigger 400 based on. a sevent driving signal input from the control unit 304. For instance, if the seventh driving signal from the control unit 304 is a command to actuate the outrigger 400, the outrigger actuator 426 may receive the signal and resportsivei move the outrigger 400 from the undep!oyed state t the deployed state.

|0&90| In an example, the outrigger 400 may be biased by a biasing member 42 (e.g., a spring) coupled to the expansion member 408. The biasing member 428 may lie ^'co figured to bias the outrigger 400 toward the deployed state, A limiting or holding member 430 may couple the outrigger actuator 426 to the outrigger 400 (e.g., to the first supporting member 404} and ma be configured to hold the outrigger 400 in the imdepioyed state against the biasing force of the biasing member 428.

{0091J When the outrigger actuator 426 is triggered, the holding member 43 is released, and the biasing force o the biasing member 428 pushes the outrigger 40 downward, thus switching the outrigger 400 from the undeployed state to the deployed state. The right outrigger 402 may be configured to operate - similar to the left outrigger 400,

10092} Figure 4C illustrates an alternative configuration of the outrigger 400, hi accordance with an example implementation, hi Figure 4C, the expansion member 408 includes a first expansion link 432, a second expansion link 434, and a pivot 436. The biasing member 428 applies a biasing force that tends to bias the second expansion link 434 away from the first expansion link 432. When the. outrigger .actuator 426 is triggered and the holding member 430 is released, the biasing member 428 pushes the second expansion link 434, which pivots about the pivot 43 placing the outrigger 400 in the deployed state. By pushing down em the pivot 436 in a direction of arrow 438, the holding member 430 is connected again with the outrigger actuator 426 as the expansion member 408 folds and the outrigger 400 switches back from the deployed state to the undeployed state.

10093! Figure 41) illustrates a perspective view of the outrigger 40 of Figure 4C in as undeployed state, and Figure 4E illustrates a perspecti ve view of the outrigger 400 of Figure 4C in a deployed state, in. accordance with an example implementation. s shown in Figure 4D_S. the holding member 430 takes the form of wire loop that connects the outrigge actuator 426 to the first supporting member 404 of the outrigger 400. A wire loop is used herein, as an example, and other techniques could be used to implement the operation c-fihe holding member 430.

|0t)*^}4f The expansion member 4 S includes a deployment latch 440.. The second expansion link 434 has a cam profile 442 configured to hold the deployment laich 440 in an open position when the outrigger 400 is in die undeployed state shown in Figure 40, The biasing member 428 takes the form of a torsion spring -and- a linear spring that could be embedded within structural members of the outrigger 400 (e.g., within the second expansion link 434). These springs are configured to apply a force and moment that tends to force the second expansion link 43 away from the first expansion link 432, However, the wire loop 430 prevents the seeortd expansion link 434 from rotating about the pivot 436 and keeps the outrigge 400 in the undeployed state,

[0095} When the otstrigger actuator 426 is triggered (e.g.., a pnetmmtic cylinder is retracted), die wire loop 430 is released, and th biasing member 428 pushes the first and seeond expansion links 432 and 434 away from, each other. Thus, the first and second expansion: Knits 432 and 434 rotate relati ve to each other about the pi vot 436 and the outrigger 400 switches to the deployed state shown in. Figure. 4E. As illustrated in Figure 4E, the deployment latch 440 closes, thus locking the second expansion lirtk 434, and the first and seeond supporting members 404 and 406, io. tire expanded position. The outrigger 400 is thus deployed. The outrigger 402 may include similar components and operate similar to the outrigger 400,

{0Ο96| Figure 4F illustrates a perspective view of the robot 100 and the motorcycle 200 showing mounting the outrigger 402 to the motorcycle 200, and Figure AG illustrates a zoomed-ia vie of the outrigger 402 as shown in Figure 4F, in accordance with an example implementation. As shown in Figures 4F and 4<¾ the outrigger 402, and specifically, the first supporting member 412, may be mounted near a rear end of the motorcycle 200 by way of a swing arm 44 at a pivot 446. The second supporting member 414 may ^'be rotatahfy coupled to the -motorcycle 200 -at- -a pivot 448. The outrigger 400 not shown in Figures 4F-4G may be similarly mounted to the motorcycle 200.

|fii)97| Although .Figures 4F and 4G illustrate the outrigger 402 coupled to the motorcycle 200, in other example implementations the outriggers 400 and 402 could be coupled to the robot 100 instead. For example, the supporting members 412 and 414 and the expansion member 41 could be coupled to the right root 110 of the robot 100. (0098] Several conditions ma lead to deployment of the outriggers 400-402. For example, the robot 100 arid the motorcycle 200 amy be^■controlled remotely b a remote control device operated by a human. The remote control device may have a utton or a similar user interface item thai:, when pressed or selected, sends a signal to the control unit 304 commanding the motorcycle 200 to deploy the outriggers 400-402. in response, the control unit 304 may send a signal to one or more of the outrigger actuators (e.g., the outrigger actuator 426) to deploy the outriggers.

(0099J In another example, is the ease of any type of emergency, the remote control device may have an emergency button that, when pressed or selected, am emergeney signal is sent to the control, unit 304 to deploy the outriggers 400-402. hi another .example_* if the control unit 304 detects that a speed of the motorcycle 200 is less than a threshold speed {e.g., 5 miles per hoar) that is insufficient to maintain die motorcycle 200 balanced, the control unit 304 may determine that such low speed indicates an emergency and. deploys the outriggers 400-402 for safety reasons.

(.00190] Figure 4M illustrates a pneumatic circuit 450■^'■showing -. operation of the outriggers 400-402 under various scenarios, in accordance with an. example implementation. Although the circuit 450 represents a pneumatic system, a hydraulic system or other actuation mechanism could be used instead. Components of the circuit 450 may be coupled to the motorcycle 200 or the robot 100 or both.

( 0191] The circuit 45 includes a till valve 452 that, when opened, allows compressed air to fti! an air tank 454 that operate as a source of pressurized fluid (i.e., pressurized air or gas in this case), A dial gauge 456 may visually indicate pressure level of the pressurized gas in the -^'tank 454, and a pressure transducer 458 ma be configured to provide a signal to the control unit 304 indicating the pressure level.

(00192] A irst valve 460 is disposed in a first fluid path 462 between the tank 454 and air cylinders 464 and 470. The cylinder 464 may represent an outrigger actuator (e.g., the outrigger actuator 426) that when triggered, causes the corresponding outrigger (e.g., the outrigger 400} to deploy. The cylinder 470 ma he the outrigge actuator corresponding to the other outrigger (e.g., the outrigger 402). Similarly, a second valve 466 is disposed in a second fluid path 468 between the tank 454 and the cylinders and 470.

(00193] In an example, the first valve 460 may he a normally-closed valve that is electrically- operated by a solenoid. Thus, the valve 460 blocks the first fluid path 462 from the tank 454 to the cylinders 464 arid 470 until art electric signal is re eived from the control unit 304 to actuate the valve 46 and allow pressurized fluid to flo to the cylinders 464 and 470.

|0 l0 j Also, in mi example, the second valve 466 may be a normally-open, valve that is electrically operated by a solenoid. Thus, the valve 466 remains open until a electric signal is received from the control unit 304 to close the valve 466, which results in blocking the second fluid path 468 to the cylinders 464 and 470, if a signal is continuously provided to the solenoid of the valve 466, {fee valve 466 remains closed, thus blocking the second fluid path 468 to the cylinders 464 and 470.

[00105] In an example operation of the circuit 450, the control unit 304 continuously provides a signal to the valve 466 so as to place the valve 466 in a closed state arid Mock the second fluid path 468. However, ta an emergency situation or when the speed of the motorcycle drops ^'below a threshold speed, power or the signal to the valve 466 may ^'be cutoff. As a result, the valve 466 switches to its Boraialiy-open state allowing pressurized fluid to flow through a check valve 472 to the cylinders 464 and 470, thus causing the outriggers to deploy.

jtHIMKSj Substantially siaiuitaneOKsiy, pressurized fluid also flow to a rear brake actuator 474 mounted to the robot 100 (als illustrated in Figure 4G). The rear brake actuator 474 may he configured to override the second, brake actuator 358 of the motorcycle 200 and apply the rear brakes when power is cat off .from the valve 466. Specifically, the rear brake actuator 474 may nclude a cylinder similar to the cyiiaders 464 and 470, When pressurized fluid flows to the cylinder of the actuator 474, the cylinder may retract, thus causing the right foot 11 to press the second brake operator 356,

|θη1θ7] In a aon-emergency situation, i.e., during normal operation, the: control unit 304 may receive^' a command from, for example, a remote control device, requesting deployment of the outriggers 400-402. In another example, the control unit 304 may automatically determine to deplo the outriggers. In these examples, the control unit 304 may send a signal to the valve 460, which is normally-closed, to actuate ^'the valve 460 and^' switch it from the closed state to an open, state. As a result, pressurized fluid is allowed to flow through the first fluid path 462 to the cylinders 46 and 470 to deploy the outriggers 400-402.

<HH08j The circuit 450 may include a release valve. 476 that is configured to release excess gas to the atmosphere to reduce pressure in the pneumatic system.

IV» Esam^

1.9 (00189] The robot 100 has two arms 112 and 1.14 that may grip handles of the handlebar 308 of the motorcycle 200 so as to steer the motorcycle^' 200. la some examples, each of the two arms 112 arid 114 may be controlled b a corresponding actuator mechanism, in alternative examples, tbe steering system uses an actuator mechanism configured to control both amis 112 and 114, as disclosed herein. The steering system disclosed herein further uses lightweight components and a fever number of actuators- to reduce weight and enable the robot 100 to mimic a human rider more accurately and provide more accurate feedback of dynamics of -the motorcycle 200.

(0011.0] Figure 5A illustrates a perspective view of a steering mechanism 500, and Figure SB- illustrates a top view of the steering mechanism 500, in accordance wit - art example implementation; The steering mechanism 500 includes the arms 112 and 114 of the robot 100 and left and right handlebars 502 and 504 composing the handlebar 308 of the motorcycle 200. The handlebars 502 and 504 are coupled to each other at, and are configured to rotate with, respect to, a pivot 506,

(_.00111] As shown in Figures 5A-5B, a single rotary actuator 508 is used to control rotational angles of both handlebars 502 and 504 with respect to the pivot 506. The rotary actuator 508 corresponds to the steering actuator 322 mentioned above with respect to Figure 3 A. The rotary actuator 508 is connect d or coupled to the left arm 1 12 via a first link 510, and connected, or coupled to the right arm 114 via a second link 512.

(00112] As illustrated in Figure 5B, the second link 512 , the .arm 1 1 , and the handlebar 504 form a four-bar mechanism. In this four-bar mechanism, virtual bar 514 and virtual bar 516 are parallel and equal in length,, and similarly, virtual bar 518 and virtual bar 520 are parallel and equal in length, A similar four-bar nieehaiiism exists for the left side of the robot 100 and is not shown in Figure SB to reduce visual clutter m the drawing. The two four-bar mechanisms are symmetric with respect to each other, e.g., symmetric about a virtual Sine connecting a center of the rotary actuator 508 and a center of the pivot 506.

(0 11 ] in an example, the geometry of linkages of the four-bar mechanism (i.e., geometry of the. link 512, the arm 114, and the handlebar 504) is s uch that there is a 1 : 1 ratio between a .rotary angle of the rotary .actuator 508 and .respecti ve angles of the handlebars 502 and 504 with respect t the pi vot 506. Thus, a 1:1 ratio exists between ie rotary angle of the rotary actuator 508 and a steering angle of the motorcycle 200, [0 114] This configuration permits the steering torque load on the handlebars 502 and 504 to be shared between both sets of linkages of the tour-bar mechanisms while still allowing free movement of the handlebars 502 and 504. Further., the 1 : 1 ratio siniplifies steering control as the steering angle is the same as the angle of the rotary actuator.

00115) An advantage of controlling steering with the two arras 112 and. 1 14 over using one arm is that the load on the handlebars 502 and 504 is balanced. A. one-armed steering system would experience a net force of torque over an a m, whereas the two-arm steering system may experience no additional net force while totting because the loads on the arms 1.12 and 114 cancel each other. Thus, as a result of using the steering system 500, the force that supports the steering rotary actuator 508 can be lower, arid therefore a lighter supporting structure can be used.

[00116) Further, the steering mechanism 500 can accommodate horizontal displacements of the rotary actuator 508 or manufacturing misalignments/inaccuracies in positioning the rotary actuator 508 with respect to an axis 522 (shown in Figure 5A) of the pivot 506. This aeeorinnodation results from spatial constraints placed on the rotary actuator 508 by the linkages of the above mentioned four-bar mechanisms. As such, .manufacturing cost of the components of the steering system 500 may be reduced because high precision manufacturing eost is alleviated,

[00117] Irs an example, standard planar pin joints may be located at vertices of the four-ba mechanisms (e.g..,. vertices of the four-bar mechanism illustrated by the virtual bars 514-520 in Figure SB), Additionally a passive rotational degree of freedom about an axis along the length of the arms 112 and 114 may be included. This could be achieved with a rotary bearing located at the end of the forearm before the wrist For instance,, the rotary bearings could be placed at locations 524 and 52 shown in Figure 5A. This allows for some misalignment of the components without the actuator steering mechanism 500 binding under motion,

[00 IIS] Further, in examples, each of tire arms 112 and 154 may include a linear force sensor. The linear force sensors may be placed in various locations. For instance, the linear force sensors may he placed alon a .length of forearms 52 and 3 shown in Figure 5 A.

[00119] The overall force applied to the handlebars 50 arid 504 ma he determined b the difference between force measurements obtained by the two linear force sensors. For example, if the overall force is zero, then no torque is being applied to {fee handlebars 502 and 504 by the steering mechanism 500, In examples, to accurately compute torque from ^'the linear force sensors, angles at the wrists may be taken into consideration, and rotary position sensors may added at Ac locations 524 and 526 t ^'determine these angles,

00120) In an example, a tor ue sensor 532 may be mounted to the rotary actuator 508 to provide redundant torque sensing. The torque sensor 532 corresponds to the torque sensor 324 mentioned above with respect to Figure 3 A. Further, angular position sensors may be mounted to the rotary actuator 508 and/or the pivot 506 to provide redundant rotary position sensing.

{0012!) In operation, the steering mechanism, 500 m receive position and torque commands from the control unit 304, The control unit 304 may include a dynamic mode! of the motorcycle 200 and receive inputs from the sensors coupled to the robot 100. and the motorcycle 200, For instance, the control unit 304 may receive sensor information indicative of velocity, lean angle, heading of the motorcycle 200, and the status- of the various actuators. Based on this information, the control unit 30 may determine outputs or commands to the ^•actuators that operate the motorcycle 200 to control .-throttle, clutch, shifter, steering etc. and keep the motorcycle 200 moving at the desired velocity and trajectory. The steering mechanism 50 may receive a torque and rotary-position or steering angle input command from the control unit 304, and the rotary actuator 508 accordingly rotates to achieve the commanded torque and steering angle,

[0012:2] Although the implementation shown in Figures 5A-5B includes a rotary actuator, other t es of actuators could be used. For example, a linear actuator, such as a hydraulic cylinder, a pneumatic .cylinder,, or an electric linear motor, could he used instead, A first end of the linear actuator could be coupled to the first link 510 arid a second of the linear actuator could be coupled to the second link 51 , in this configuration, a linear positi on of the linear actuator (e.g., linear position of a piston within a hydraulic cylinder) determines the angles that the first handlebar 502 and the second handlebar 504 make relative to the pivot 506 and thus the steering angle,

{00123} Further, although the configuration shown in. Figures 5A and SB includes a handlebar divided into two handlebars 502 and 504 coupled via the pivo 506» in other examples, a single undivided handlebar could be used. The left arm 112 would be coupled to a first end of the handlebar and the right arm 114 would be coupled to a second end of the handlebar. In this case, the first link 510, the left arm 112, and a portion of the handlebar form the first four-bar mechanism, whereas the second l nk 512, the right arm 114, a d another portion of the handlebar form the second tbur-bar mechanism.

V Exanwle Twisted S riae Actuators

[60124] As mentioned above, the link members 330, 343, 350, and 359 could be twisted strings. These twisted strings chan e their length and apply a force when twisted by corresponding actuator, i.e., the actuators 326,. 342, 346, and 358, respectively. This seeders of the disclosur describes components and operation of as example twisted string actuator that includes a rotary actuator and a twisted -string coupled thereto .

[00125] Figure 6-A illustrates a twisted string actuator (TSA) 600, and Figure 6B illustrates a close-up, cutaway view of elements of the TSA 600, is accordance with an example implementation. The TSA 600 includes an actuator head 602, a transmission tube 604, and a twisted string 606. The twisted siring 606.could .represent any of the link members 330, 343, 350, or 359, for example.

[00126} A first end. 608 of the twisted, string 606 is rigidly connected to a plate 610 such that both torques and forces transmitted through the twisted string 606 are transmitted to the. plate 610, The plate 610 could represent any of tiie operators 328, 338, 348, or 356 mentioned above. Thus, forces through, and changes in length, of the twisted string 606 induced by operation of a corresponding actuator 326, 342, 346, or 358 may result in application of force to and mo tion of the operators 328, 338, 348, or 356.

[00127] A second end 6.12 (show in .Figure 6B) .of the twisted string 606. is attached to a rofo or other component of the actuator head 602, In this manner, forces transmitted through die twisted suing 606 are transmitted between the plate 610 and the actuator head 602.

[Θ012.8] The TSA 600 can be operated to produce a force and/or induce a displacement between the actuator head 602 and the plate 610 by applying a torque and/or rotation to the second end 612 of the twisted string 606. This force- and/or displacement could cause a corres onding -operator to move and or to apply a force and/Of torque. Additionally or alternatively, the TSA 600 could be actuated to reduce a force between the actuator head 602 and the plate 10 by reducing, removing, or otherwise changing a torque applied to the second end 612 of the twisted string 606.

[00129] The transmission tube 604 is illustrated as a single, straight, rigid tube; however, i other examples, the transmission tube 604 could be curved, serpentine, or have some other shape. Additionally or alternatively, the transmission tube 604 could be flexible. In some examples, ^'the transmission tube 604 could withstand longitudinal forces while allowing die transmission tube 604 to be bent, for example, around a joint that flexes during operation of the ^'ISA 600. That is, the transmission tube 604 and the twisted string 606 partially- ontained therein could be configured analogously to the outer housing .and inner cable,, respectively, of a Bo d.en cable.

{09130] Further, the transmission ^'tube ^'604 could be configured, to be adjustable, such that properties of the ISA 600 are adjustable. For example, the transmission tube 604 could include lock&ble and/or actuated telescoping elements such that the overall length of the transmission tube 604 (i.e., the length between the actuator head 602 and the end of the transmission tube 604 from which the twisted string 606 emerges) could be changed and/or controlled to control a ra»gt>oi-rootioB, a transmission ratio,, or some other property of the ISA 600.

[Θ0Ι31] As shown in Figure 6B, the TSA 600 includes a housing 14 that contains part of the .transmission tube 604, ^'pari of the twisted string 606 (including first .-and second strands 606a and 606b), load cell .and -encoder 616, a thrust bearing 618, a trattsmissiott block 620, a slip clutch 622, and a motor 624.

}OT132j Tire housing 614, the- transmission tabs 604, the load cell and encoder 616, stater elements of the thrust bearing 8,. and stator elements of the motor 624 are rigidly mechanical iy coupled. The second end 612 of the twisted string 606, the transmission block 620, and a first end of the slip clutch 622 are rigidly mechanicall connected. A second end of the slip clutch 622 and rotor elements of the motor 624 are rigidly connected,

[00133] The motor 624 could be operated to generate a torque between the housing 614 and the second end of the sli clutch 622. This torque .could be transmitted through the slip clutch 622 and the transmission block 620 to the twisted string 606, resulting in the TSA 600 applying a torque and/or force between the actuator head 602 and the plate 610. .Further, this torque causes the twisted string 606 to change its length resulting in displacement between the actuator head 602 and the plate 610,

{00134] The slip clutch 622 could be configured such that the torque transferred between the motor 624 and the transmissi n block 620 does not exceed a specified torque level. The specified iorcpe level could be chosen or set such that a force applied between the actuator head 602 and the plate 610 by TSA 600 does not exceed specified force level. The specified force level could be related to the specified torque level and a transmission ratio of the TSA 600 related! to the length of the twi sted siring 606 arid the pitch of the twist of ^'the strands 606a, 606b of the tmsted string 606.

|0ftl35j The load cell and encoder 616 is configured to measure the force transmitted through, and the rotation of, the second end 612 of the twisted string 6 . The load cell could include piezoelectric elements, strain gauges, or other elements ^'configured to transduce the force traasmiaed from the second end.6.12 of the twisted strin 606 into the transmission tube 604 and actuator head 602 into a signal or value indicating the transmitted force. The encoder could include optical or other elements capable of measnrhig the absolute .and/or relative rotation of the second end 612 of the twisted string 60 directly and/or indirectly (e.g., by detecting absolute or relative rotation of the transmission block 620, twisted string 606, and/or a rotor of the thrust beating 618).

[00136] Information from the load cell and encoder 616 coold be used to operate the TSA 600, for example, using .closed-loop feedback control. For instance, the control unit 304 of the robot 100 eouk! operate the motor 624 based on forces and/or rotations detected using the load cell and encoder 61 to generate a constant force in the twisted string 606, a constan rotation of the second end 6 2 of the twisted string 606, or a specific change in a. length of the twisted string 606.

[00137] Additionally or alternatively, the control unit 304 could be configured to derive other detectable parameters of the TSA 600 and/or plate 610. For example, the control unit 304 could be configured to determine; a rotation rate of the second end 612 of the twisted string 606 corresponding to a specified rate of linear displacement between the actuator head 602 and the plate 610 based on a stored, known, or otherwise determined ctsrreiit length and/or level of twist of the twisted string 606. The control unit 304 could then operate the TSA 600 to achieve the specified rate of linear displacement by operating the-^' motor .624·^' to achieve the rotation rate corresponding to the rate of linear displacement.

[001381 Properties of the twisted string 606 and of the individual strands 606a, 606b of the twisted string 606 could be specified to satisfy some constraintis) and/or to have some property(s) according to an application. For example, a diameter and composition of the strands 606a, 606b could be chosen sne-h that the twisted string 606 has a specified strength, fatigue resistance, transmission ratio, compliance, or some other property or properties, in some examples, the strands 606a, 606b of the twisted string 606 could he wholl or partiall composed of idira-higli-raa!ecBlaf-weight polyethylene or some other high strength, low bending radius, low internal friction, high stiffness material.

|0ftl39j The TS 600 could include a string ^'having two strands, like the strands 606a,_.606b, or could include more than two strands. The anangeme t of the two or more strands could be controlled and/or ^' specified la some examples, the arrangement of the two or mote strands could be controlled, by the configuration" Of the transmission block 620 or b the way in which ends of the strands opposite die transmission block 620 ar attached to each other and/or to an actu ted element.

iM ©j The TSA 600 shown in Figures 6A-6B is one implementation of a twisted string actuator as described herein. Other configurations of TSAs, including alternate., additional, fewer, and/or diffexently configured components, are anticipated. A TSA could include multiple twisted strings, different numbers) of strands, multiple motors, twisted strings actuated by two rotational, actuators- (i.e., a .rotational actuator coupled to each end of the twisted string), more than one transmission tube, differently configured transmission tubes, different locations and/or means of attachment to actuated elements, or othe configurations, according to an application.

1001411 Figure 7 illustrates a block diagram of a robot control system 700, in accordance with an example implementation. As shown in Figure 7, the robot control system 700 includes the control unit 304 and a remote control device 702. The control unit 304 includes the main controller 370 and the actuator control modules 372-384.

100142) As mentioned above with respect t Figure 3 A, the actuator control modules 372- 384 are configured ^'to control the various actuators of the robot 100 and the motorcycle 200. Specifically, the accelerator module 372 is configured to control the accelerator -actuator 318, die first brake module 374 is configured to control the first brake actuator 326, the second brake module 376 is configured to control the second (rear) brake actuator 358, the steering module 378 is configured to control the steering actuator 322 (e.g., the rotary actuator 508), the clutch module 380 is configured to control the clutch actuator 346, the shifter module 382 is configured to control the shift actuator 342, and the outrigger module 384 is configured to control the outrigger actuators (e.g., the outrigger actuator 426), The outrigger module 384 could be coupled to the motorcycle 200 or the robot 100. [601 3 I» exam les, the actuator control modules 372-384 ma he included within ^'the control unit 304 along with the main controller 370. n other examples, the actuator control modules 372-384 may be separate from the controller 370 .and may each have its own processor and memory programmed with instructions that, when executed by a .respective processor, control, a respective actuator.

[00144] The actuator control -modules 372-384 may be in wired o wireless con^ unication with, the main, controller 370. The actuator control modules 372-384 may provide infonnaiioa to the main controller 370 and may receive commands from the main controller 370 to actuate the respective actuators.

[00145] As mentioned above, ii.se main controller. 370 -includes at least one processor and a memory or data storage having program instructions stored thereon. The main controller, 370 may he in wired or wireless communication with: an onboard vehicle engine control unit (ECU) 704 and may be configured to .receive -control information of the motorcycle 200 fr m die vehicle ECU 704. The control information of the motorcycle 200 may include, for example, vehicle speed, engine speed, -.transmission gear position, etc. The vehicle speed can be a rotation speed of the front wheel 204 or the rear wheel 202.

[00146] The main controller 370 may former receive an operation signal from the remote control device 702 (e.g., via. the antenna 368), Based on the operation signal, the control information from the ECU 704, and roll angle information from the roll angle sensor , the main controller 370 may send command signals to the actuator control, modules 372-384 to operate their respective actuators accordingly.

[00147] The remote control device 702 may be located away from the robot 100. The remote control device 702 may include an operation unit 70 and display 708. The operation unit 706 may include, for example, a joystick. The operator of the remote^' control device 702 can enter an accelerator command and steering command via the operation unit 706. The accelerator command could be acceleration: or deceleration command and. the steering command could be a left or right turn command.

[00148] The operation ^'unit 706 sends signals indicating these commands to the main controller 370. For ex m le, when the joystick is tilted forward, the operation unit 706 sends an acceleration command to the main controller 370 based on the amount of tilt of the joystick Whe the joystick is tilted rearward,, the operation unit 706 transmits a deceleration command to the main controller 370 based on the amount of til t. By tilting the joystick to the left, the o erates wai 706 transmits a left tarn steering command^' to the main controller 370 based R the amount of tilt to the left. By tilting the joystick to the- right, the operation unit 706 transmits a right turn steering command to the main -controller 370 based on the amount of tilt to the right

£00149) A joystick is used herein -as an example, arid the operation unit 706 ma be a device or a sef interface other" than a joystick. For example, the o r ion unit 706 may include- a touch screen with user-interface items dial the operator can use to provide acceleration and steering commands.

fiMMSffj The display 70S may be configured to receive and display images or video based on image data received trom the imaging device 364. These images or video ma inform the operator about the environmeaf of the robot 100 and the motorcycle 200 to enable the operator to accelerate, decelerate, - and steer the motorcycle 200 appropriately via the operation unit 706,

(00153] In an example, the main controller 370 may be configured to analyze the image data received from the imaging device 346 and identify based On the image data any obstacles in a travel path of the robot 100 and the motorcycle 200. The main controller 370 may then determine the steering command and the accelerator command so as to avoid the obstacles and safely navigate the motorcycle 200.

(00152] The main controller 370 may receive the accelerator and steering commands and accordingly provide signals to the actuator control modules 372-384, Specifically, the main controller 370 may include a speed controller 710 that may include software modules, hardware components, or a combination thereof. The speed controller 710 may receive the accelerator command and accordingly send signals to the accelerator module 372, the first brake module 374, and the ^'.second brake module 376 to. achieve the commanded acceleration/deceleration.

(00153 ^'Particularly, the speed controller 710 may determine a target operational position for the accelerator 314 based on the accelerator command. The speed controller 710 may then send a command signal indicating the target operation position to the accelerator module 372, The accelerator module 372 theft generates a signal to the accelerator actuator 318 so as to cause the actual operating position of the accelerator 314 detected by the position sensor 320 of the accelerator actuator 31 8 to approach the target operational position. {Θ 154] In particular, fo an acceleration command, the accelerator module 372 outputs a first driving signal to the accelerator actuator 318 to operate the accelerator 314 to open or further open a throttle of the engine 208. For a deceleration command, the accelerator module 372 outputs a signal to the accelerator actuator 318 to operate the accelerator 314 to reduce opening of the throttle of the engine 208. Further,, for a deceleration command, the speed controller 710 may determine a first target, torque for the first brake actuator 326 and a second target torque of the second brake actuator 358. The speed controller 710 sends a command signal radicating the first target torque to the first brake module 374 and a command signal indicating the second target torque to the second brake module 376.

[fit) 155] To achieve the first target torque, the first brake module .^'374 sends a signal to the first brake actuator 326 so as to cause the torque of the first brake operator 328 detected by the torque sensor 332 to approach, the first target torque. Sittitlarty, the second brake control module 376 sends a signal to d e second brake actuator 358 so as to cause he tor ue of the second brake operator 356 detected by the torque sensor 360 to approac the second, .target torque, if there is no change in the accelerator command, the accelerator module 372 holds the accelerator 31.4 to its current operating position,

J0i)156j The main controller 370 may further include a steering/balance controller 71 2 configured to perform steering and/or balance control in accordance with the steering command from the remote control device 702. The steering/balance controller 712 may . nc ud software .modules, hardware components, or a combination thereo

{00157 When the steering command is a righ turn or a left torn, the steering/balance controller 73.2 determines a target steering angle of the handlebar 308 (i.e., the left and right handlebars 502 and 504) based on the steering command from the remote control device 702. In response, the steering/lmlanee controller 712 sends a command signal indicating the target steering angle to the steering module 378.

[001581 When the steering command indicates maintaining a straight path, the steering module 378 generates a signal to the steering actuator 322 (i.e., the rotary actuator 508) to cause the actual roil angle detected by the roll angle sensor 366 to be within a threshold value of zero roll angle to maintain a straight path. The steering module 378 may also generate the signal to the steering actuator 322 based on a torque detected by a torque sensor (e.g., the torque sensor 324 o 532) coupled to tire steering actuator 322 and the actual steering angle of handlebar 308 detected by the steering position sensor 312. [00159] When, the Steering eommiuid indicates -a right turn or a left torn, the steering module 378 generates the steering signal to the steering, actuator 322 based on one or more of several inputs: (i) the actual torque detected by the torque sensor 324 of the steering actuator 322, (si) the actual steering angle of the handlebar 308 detected b the steering position sensor 312, (in) the actual roil angle detected by the roll angle sensor 366, and {iv) the target steering angle.

[Θ0160] I an example, a taming radius is determined, based on the steering- command. Then, the steering .controller 712 determines a target .roll .angle, a target steering aagie, and a target steering torque based on the turning radius and the speed ef the motoreycle 2011 Based 0» determined target values, the steering: controller 712 generates the steering command, to..the steering module 378, which provides a corresponding steering signal to the steering actuator 322. The steering controller 7 2 determines the steering command to reduce the difference between the target roil angle and the actual roil angle while monitoring the actual steering torque and the actual roll angle from the roll angle sensor 366 to achieve the commanded turn smoothly,

|0i)16l. The main controller 370 may further include a shift controller 714 configured to, based on the control information from the vehicle ECU 704, generate a gear-shift command. For instance, the shift controller 714, based on the vehicle speed received from the vehicle ECU 704, automatically performs a gear change operation by generating the shift command. The shift controller 71.4· may .include software modules, hardware components, or a combination thereof.

{00162] Figure 8 A is a diagram illustrating timing of shift-up, in accordance with an example implementation. As shewn in Figure 8A, when the speed of the motorcycle 200 reaches a first up-shift. value, "Vul," the shift controller 734 generates a signal to shift up the transmission from a. first gear to a second, gear allowing for higher speeds. When the speed increases to a second up-shift value, "Vu2," the shift controller 714 generates a signal to shift up the transmission from the second gear to a third gear. When the_: speed further increases to a third up-shift. value, "V¾3," the shift controller 714 generates a signal to ^'shift up the transmission from tire third gear to a fourth gear, in examples, however, when, tire roll angle that the roil angle sensor 366 detects is equal to or greater than a predetermined threshold value, the shift controller 714 may prevent a shift-u in order to avoid destabilizing the motorcycle 200. 60163] Figure 8B is a diagram illustrating timing of shift-do a, in accordance with an example implementation. As shown in Figure SB, when the speed of the motorcycle 200 decreases to a third down-shift values, "V B,'^* the shift controller 714 generates a signal to ^■shift down the transmission from the fourth gear' to the third gear. When the speed further decreases to a second down-shift value. ⁱ⁴Vd2," the shift controller 714 generates a signal to shift- down the transmission from the third gear to the second gear. When the speed decreases even further to a first down-shift value, "Vdi ," the shift controller 7.14 generates a signal to shift down the transmission from th second gear to the first gear. In some examples, when the roll angle that the roll angle sensor 366 detects- is equal to or greater t an the predetermined threshold value, the main controller 370 may prevent downshifting to avoid destabilizing the motorcycle 2Θ0. Four gears were used herein as an example for illustration. However, a greater or fewer number of gears could be used.

[00164} .Referring back to Figure 7, the shift controller 714 outputs command signals to the accelerator module 372, the shift module 382, and the clutch module 380 based on the shift command. In response to the signals from the shift controller^' 714, the clutch module 38% the accelerate? module 372, and the shift controller 68 generate respective signals to the respective actuators. Figures 9, 10, and 11 illustrate iming of accelerator, clutch, and shifter commands, in accordance with an example implementation.

[00165] Figure 0- illustrates a timing chart at a beginning of executin a shift command, in accordance with an example implementation. Particularly, Figure 9 illustrates changes over ^'time in the state of clutch operator 348 (top), the state of the accelerator 314 (middle), and the state of the shift operator 338 (bottom).

|{HS1 S) A% shown in Figure 9, when the motorcycle 200 is stopped at time (TO), the clutch operator 348 is in the engagement position, the. accelerato 314 i in_. t fully closed position, and a shift operator 338 is in a neutral or non-operating position. At this point, the transmission is in a neutral state.

{0 167 j To implement a shift command, tire control unit 304 sends a command to change a position of the clutch operator 348 from tire engagement position to the disengagement position at time (Tl) to switch the clutch from. the engaged state to the disengaged state and prepare for a gear-shift When the clutch is switched from the engaged state to the disengaged state, tire control unit 304 changes the operating position of the shift operator 338 from the non-operation position to the first gear position at time (T2). Whe the transmission is switched from the neutral position to the first gear position at time (T3), the control aait 304 returns the shift operator 338 to the non-operation position at time (T4),

[60.168] When the shift operator 338 is returned to the non-operation, position, the control unit 304 operates the accelerator 314 in ^'the throttle opening direction at time (T4). When the accelerator 31 is operated in the throttle opening direction, rotational speed of the engine 20 increases: When the engine speed reaches a predetermined ^'rotational speed, the control ^•unit 304 holds the accelerator 314 to the opera ting position (THl ) at time (15). Substantially simultaneously, the control unit 30 sends a signal to change position of the clutch operator 34¾ from the disengageroent position toward the engagement position gradually between tirne. (T5j mid time (T6).

[00169} In an example, die control unit 304 may determine the rotational speed .difference between the upstream side and the downstream side of the clutch. The rotational speed difference, for example, is determined from the rotational speed of the engine 208 and ^'the rotational speed of the rear wheel 202. When the rotational speed difference is determined to be smaller than a predetermined threshold at time (T6), the control unit 304 causes the clutch operator 348 to move to the engagement position. Thus, the clutch is engaged, the shift operation is completed at time (T7).

[00170] Figure 10 is a timing chart illustrating shifting up, in accordance with an example implementation. Particularly, Figure 10 illustrates changes over time in the state of clutch operator 348 (top), the state of the accelerato 314 (middle), and the state of the shift operator 338 (bottom) during shifting tip from a Sower gear to a higher gear,

[60171} As shown in Figure H), before the shift-up at time (TO), the clutch operator 348 is isi ^■an. engagement positio and the clutc is engaged, the accelerator 314 is located at a predetermined operating position (TH2), and the shift operator 338 is located in the non- operation position. At this point, the transmission is in a first gear or a higher gear position.

(001721 When tile shifting up command is generated, the control unit 304 sends signals to move the clutch operator 348 from the engagement position to the disengagement position and return the accelerator 314 to the fully closed, position at time (Ti l). When the dutch is switched from the engaged state to the disengaged state, ^'the control unit 3114 sends a signal to switch the shift operator 338 from the non-operation position to the shift-up position at time (T12). As a result, the transmission gear is switched to the higher-speed gear at time (ΤΊ 3), and the control unit 304 then returns the shift operator 338 to the non-operation position at time (ΊΊ4).

[00173^'} When the shift operator 338 is returned to the non-operation position, the control unit 304 substantially simultaneously aciiiaies the accelerator 314 in the throttle opening direction back to the operating position (TH2) at time (TI5). The control unit 304 then maintains the accelerator 314 at the operating position (TH2).

{00174} When the accelerator 314 is returned to the operating position (TH2), the control unit. 304 moves the clutch operator 348 to a half-clatch position from the disengagement position, and then the chitch operator 34 is field in the half-clutch position between time (T16) and time (T17). in thi case, itse control unit 304 ma determine difference in the rotational speed between the upstream side and She downstream side of the clutch. When the difference is smaller than a predetermined threshold value at time (T.I ), the control unit 304 moves the clutch operator 348 to the engagement position so as to place the chitch is the engaged state. The shift-up operation is completed at time f T I 8).

{00175} Figure H is a timi g chart illustrating shifting dow , in accordance with an example implementation. Particularly, Figure 11 illustrate changes over time in the state of clutch operator 348 (top), the state of the accelerator 314 (middle), and the state of the shift operator 338 (bottom) during shifting down from a higher gear to a lower gear

{001.76} As shows in Figure 11 , before the shift-down at time (TO), the clutch operator 348 is in an engagement^' position, the accelerator 314 is located in the folly closed position and the shift operator 338 is in the non-operation position. At this point, the transmission is is second gear or a higher gear position.

| ftl77] When the shift-down command is generated, the control unit 304 sends a signal to move the clutch operator 348 from the engagement position to the disengagement position at time (T2 i). When the clutch is switched from the engaged state to the disengaged state at time (T21 ), the control unit 304 sends a signal to move the accelerator 314 in the throttle opening direction t a predetermined position (TH3) and. then return it t the fully closed position at time (T24) s as to make the speed of the engine 208 greater than a predetermined rotational speed.

{00178} Additionally, the control unit 304 sends a signal to switch the shift operator 338 from the non-operation position to the shift-down position at time (T22) alon with the above-mentioned movement of the accelerator 314. The transmission sear is thus switched to the low speed gear at time (T23) and the control unit 304 then returns the shift operator 338 to the non-operation position at time (T25).

(00179] When the rotational speed of the engine 208 is^■ increased to reach the predetermined speed by the above-mentioned movement of the accelerator 314, at time (T26) the control unit 304 sends a signal to move the clutch operator 348 from the disengagement position, to the partial engagement position, and holds the clutch operator 34£> in the ^'half-clutch^' position between time ( 27) and time (T28).

(00180] in this ease, the control unit 304 determines a difference in. the rotational speed between th upstreatn side and the downstream side of the clutch. When, the difference is smaller .than, a predetermined threshold -value at .^'time (T28), the control unit 304 moves the clutch^' operator 348 to the engagement position. As a result, the clutch is engaged and the shift-down operation is completed at time (T29).

VII. Alternative Exampl R b t Control System

[00181 j The control system 700 is described with reference to operating the robot 100 and the .motorcycle 200 via the remote control device 702, However, in examples, the robot 100 may be configured to automatically control the motorcycle 200 without signals from a remote control device.

(0O182j Figure 1 illustrates block diagram of an alternative robot control system 1.200, in accordance with an example implemetttatioii. As shown in Figure 12, the robot 100 may include memory or data storage 1202 (e.g., any type of memory, non-transitory computer- readable -medium,, transitory compater-readahle · .medium, or both a non- transitory computer- readable medi»m and a transitory coinpiiter-readabie medium). The data storage 1202 may be coupled to the robot 100 or the .motorcycle 200.

(00183] The data storage 1202 may store a sequence of accelerator commands and steering commands, and the control unit 304 may acquire these commands from the data storage 1202 to operate the robot 100 and the motorcycle 200, Alternatively, the data storage 1202 may store a travel route for the motorcycle 200. The control -unit 304 may then determine the accelerator commands and steering commands to execute the travel route.

(001.84] In an example, the data storage 1202 ma be built in the robot 100, and the control unit 304 may receive accelerator commands, steering commands, shift commands, and a travel route from the data, storage 1.202 via wired or wireless communication. Alternatively, the data storage 1.202 may include a. recording medium removable from the robo 1.00. The removable medium could be- connected to other computing devices to ac u re operating kstraetio&''c0im»artds and the travel route. The data storage 1202 may then be reconnected to the robot 100 or the motorcycle to transmit the operating instr ctioix/commands and the travel route to the control unit 304.

00185] In an example, the data storage 1202 may store thereon a target position and a target speed for the motorcycle 200. The robot 100 or the motorcycle 200 may include a global position system (GPS) device. The GPS device ma include any sensor configured to estimate a geographic location of the robot 100 or the motorcycle 200. To this end, the -GPS device rosy include a transceiver configured to estimate a position of the robot 100 or the motorcycle 20 with respect to the Earth based on. satellite-based positioning data.

[00186] The GPS device may be in conununkation with the main controller 370 or the control unit 304 and ma be configured to provide information indicative of the location of robot .1 0 or the motorcycle 200 thereto. The control unit 304 may then determine the steering command and the accelerator command based at least in part on the target position, the target speed, and the location information received from the GPS device so as- to navigate to the target position.

[00187] In the above implementations,_, the motorcycle 200 is used as an example for illustration, but any other type of vehicle could be used. A vehicle could be a mobile machine that can be used to transport a person, people,, or cargo. As -an example, any vehicle discussed herein can be driven and/or otherwise guided along a path (e.g., a paved road or otherwise) on land, in water, on water, or in. the air or outer space. As another example, any vehicle discussed herein, can be wheeled, tracked, railed, or .skied. As yet another example, any vehicle discussed herein can include an automobile, a motorcycle, an ail-terrain vehicle CATV) defined by ANSb'SVlA- 1-2007, a snowmobile,: a personal watercraft, a tight-duty truck, a medium-dut truck, a heavy-duty track, a semi-tractor, a farm machine, or a construction machine. As an. example, a vehicle guided along a path can include a. van (such -as a dr or refrigerated van), a task trailer, -a platform trailer, or an automobile carrier.

{0018$! Further, accelerator operation member is not limited to the accelerator grip described above, but may include other forms such as an accelerator pedal o an accelerato lever. Also, the steering operator is not limited to a handlebar, but may include a steering lever, steering wheel, or any other form.. Further, the brake operator and clutch operator ma be modified to operate similar to the shift operator. In examples, the brake operator, ^'clutch operator, or shift operator may be omitted.

|00189 j Further, the structure of the robot 1 CM) is not limited to the structure of the above implementations. For example, the structure of the left: and right feet, the left aad right legs, the left and right anas, or the left aad right hands .may be changed; The- structure of the outriggers may also be changed. Alternatively, the outriggers may be omitted

00190] The structure of the control unit 304 may also be changed. For example, in the aboverdescribed implementations, the main controller 370 and the actuator control modules 372-384 are provided sepanrtely. In other implementations,, ail or some of them may be integrated in a single controller. The configuration of the motorcycle 200 may also be changed. For example, the engine 208, the fuel tank 230, and the position of She dri ver 's seat 212 may ^'be changed, Additionally, more than one front wheel could be used and more than one rear wheel could be used.

Vlli. Conclusion

(00191) It should be uLoderstood that arrangements described herein are for purposes of example only. As such, those skilled in the art will appreciate that other arrangements aad other elements (e.g-, machines, interfaces, orders, aad groupings of operations, etc) cars be used instead, and some elements amy be omitted altogether according to the desired results.

100192·] While various aspects and impleiaentations have been disclosed herein, other aspects and implementations will be apparent to those skilled in the art. The various aspects and implementations disclosed herein are for purposes of .illustration and are not intended to be limiting, with the true scope being indicated by the following claims, along with the full scope of equivalents to which such claims are entitled. It is also to-: be understood that the terminology used herein is for the purpose of describing particular implementations only, and is not intended to be limiting.

Claims

What is claimed is;

Ϊ . A robot configured to drive a vehicle, the robot comprising:

an accelerator actuator configured to operate an accelerator operator of the vehicle; an arm configured to steer the vehicle;

an actuator eonpied to the arm via a link; and

a controller configured to:

in response to .an accelerator command, send & first signal to the accelerator actuator to operate the accelerator operator, and

in response to s steering command, send a second signal to the actuator_* thereb causing the actuator to apply a particular torque to the Sink so as to steer the vehicle.

2, The robot of claim L wherein the vehicle comprises:

a handlebar, wherein the arm of the robot is configured to couple to an end of the handlebar.

3. The robot of claim 2, wherein:

the link, the arm, and a portion of the handlebar form a four-bar mechanism.

4, The robot of claim 3, wherein:

the arm is a first arm and the link is first link, and the four-bar mechanism is a first four bar mechmri sm,

the robot includes, .a second arm,

the actuator is coupled to the first arm via the first link and is coupled t the second ami via a second link, and

the second link, the second ami, and another portion of the handlebar form a second four-bar mechanism symmetric with respect to the first four-bar mechanism, such that a particular position of the actuator determines an angle of the handlebar.

5. The robot of claim 4, wherein the first four-bar mechanism and the second four-bar mechanism are arranged such that there is a 1 :3 ratio between the particular position of the actuator and the angle of the handlebar.

6. The robot of claim I , ikrfher comprising;

a brake actuator configured to operate a brake operator of the vehicle, wherein the controller is further configured to:

in. response to a brake command, send, a third signal to the brake actuator to operate di brake operator.

7. The .robot of claim 6, wherein -the brake actuator comprises a. twisted string actuator that comprises an electric motor coupled to a string: element comprising a plurality of flexible. strands, wherein the third signal actuates the electric motor to cause the string to twist and a length of the string to decrease.

8. The robot of claim 1, further^■ comprising;

a roll angle sensor, wherein the controller is configured to send the second signal to the actuator based on a difference between a target roil angle determined by the steering command and an actual toll angle detected by the roll angle sensor.

9. The robo of claim ϊ , further comprising;

a shift actuator configured to operate a gear-shift operator of the vehicle, wherein the controller is- further configured to;

in response to a -shift command, send a third signs^'! to the shift actuator to operate the gear-shift operator .

10. The robot of claim I , further comprising:

a ciuich actuator coafigwed to operate a clutch operator of the vehicle, wherein the controller is further configured to:

in. response to a clutch command, send a third signal to the -clutch actuator to operate the clutch operator,

11. The robot of claim 1.0, wherein the clutch, actuator comprises a twisted string actuator that comprises an electric-motor coupled to a string -element, comprising a plurality of flexible strands, wherein the third signal actuates the electric motor to cause the string to twist and a length of the string to decrease.

12. A system comprising:

a vehicle .comprising an accelerator operator and a steering operator;

a robot comprising; (i) an accelerator actuator coupled to the. accelerator operator of the vehicle and configured to operate the accelerator operator, and (it) a steering actuator coupled to the steeriag operator of the vehicle and configured to operate the steering operator; at least one outrigger coupled to the vehicle Or the robot and configured to be in either a undeployed: state or a deployed state, wherein m the deployed state, the outrigger is configured to engage a surface when the vehicle is at a predetermined lean angle to laterally stabilise the vehicle;

.an outrigger actuator configured to switch the outrigger from the undeployed slate to the deployed state; and

a controller configured to:

in response to an accelerator command, send a first signal to the accelerator actuator o operate the accelerator operator of the vehicle,

in response to a steering command, send a second signal to ihe steering actuator to steer the vehicle, and

in response to art outrigger deploy signal, send a third signal to actuate the outrigger actuator so as to switch the outrigger from the undeployed state to the deployed state to laterally stabilize the vehicle.

13. The system of claim 12, wherein the outrigger comprises one or more supporting members and an expansion member, wherein:

proximal ends of the one or more supporting members and the expansion member are rotatably coupled to the vehicle at respective pivots, and

dsstai ends of the one or more supporting members and the expansion member are coupled to a pad configured to engage the surface when the outrigger is in the deployed state.

14. The system of claim 13, wherein the outrigger further comprises:

a biasing member coupled to the expansion member and configured t apply a biasing force on the outrigger to bias the outrigger toward the deployed state;

a ^'holding member that couples the outrigger actuator to one of the one or more supporting members, wherein the holding member is configured to hold the outrigger in the undeployed state against the biasin force of the biasing meraber, wherein when the outrigger actuator is triggered while the outrigger is in the andep!oyed state, the holding member is released and the biasing member causes me outrigger to switch from the undeployed state to the deployed state.

.

15. The system of claim 14, wherein the biasmg member comprises at least one of a compression linear sprin or a torsional spring.

16. The system of claim 14, wherein the holding member comprises a wire loop that connects the outrigger actuator to the one of the one or more supporting member.

17. The system of clai . 14, wherein the expansion member includes a first expansion link and a second expansion link coupled to the first expansion link via a pivot, wherein the biasing member is mounted across the pivot and is ^'configured to apply the biasing force to bias the second expansion link away from the first expansion link, and wherein when the holding member is released, the biasing member pushes the second expansion link away from the first expansion link, thereby causing the outrigger to switch from the undepioyed state to the deployed state,

18. The system of claim 12, wherein the outrigger actuator comprises a hydraulic or pneumatic, cylinder, wherein the vehicle farther comprises: (i) a source of pressurized fluid; (it) a first valve disposed between the source of pressurized fluid and the cylinder, wherein the first valve blocks a first fluid path between the source and the cylinder; and (iii) a. second valve disposed between the source of pressurized fluid and the cylinder, wherein the second valve blocks a second fluid path between the source of pressurized fluid and the cylinder.

19. The system of claim 18, wherei ;

in response^' to the outrigger deploy signal during normal operation, the controller open the first valve to open the first fluid path between the source of pressurized fluid and die cylinder so as to actuate the outrigger actuator and deploy (fee outrigger, and

in response to the outrigger deploy signal indicating an emergency signal or that a speed of the vehicle is below a threshold speed, the controller opens the second valve to open the second fluid path between the source of pressurized fluid and the cylinder so as to actuate the outrigger actuator and deploy the outrigger.

20. The system of claim 19,. further comprising:

a rear brake actuator,, wherein in response to the emergency signal or the speed of the vehicle being below lire threshold, speed, the. controller opens the second valve to open a third iluid path between the source of pressurized fluid and the rear brake actuator to actuate a rear brake of the vehicle while deploying the outrigger.

21, A system comprising;

a vehicle coraprisirig an -accelerator operator and a steering operator;

a robot comprising; (i) an accelerator actuator coupled to the accelerator operator of the vehicle and configured to operate the accelerator operator, and (u) a steering actuator coupled, to the steering operator of the vehicle and configured to operate the steering operator; tod

a controller configured to:

in response to an accelerator command, send a first signal to the accelerator ac iator to operate the accelerator operator of the vehicle, and

in response to a steering command, send a second signal to the steering actuator to steer the vehicle.

22. The system Of claim 2.L wherein the accelerator .command comprises a deceleration command, and wherein the first signal to the accelerator actuator causes the actuator to return toward an rraaetuated position to decelerate the vehicle.

23, The system of claim 2 , wherein the vehicle further comprises:- a shift operator and a clutch, operator, wherein the robot further comprises: a shift actuator configured to operate the shift operator and a clutch actuator configured to operate the clutch operator, and ^•wherein the controller is further configured to, in respotise to a gear shift instruction, send the firs signal to the accelerator actuator, a third signal to the clutch actuator, and. a fourth signal to the shift actuator so as to sequentially actuate the accelerator operator, disengage a clutch, and -actuate the shift operator to cause a gear shift.

24, The system of claim 21, wherein the robot farther comprises a amis body that is placed on a driver's seat of the vehicle, sad wherein at least one of the accelerator actuator or the steering actuator is connected to the main body ,

25, The system of claim 24_> wherein the main body includes a seating member coupled to the driver's seat,

26, The system of claim 21 , wherein the controller is a first controller coupled to the robot, wherein the vehicle includes a second controller in communication wife the fust controller, wherein the second controller is_. configured to provide information indicative of a speed of the vehicle to the first controller, and wherein the first controller determines the first signal and the second signal based oa the information indicative of the speed of the vehicle.

27, The sy stem of claim 21 _s wherein the robot further comprises:

a memory in communication with the controller and configured to store thereon the accelerator command and the steering command, wherein the controller is configured to receive the accelerator command and the steering command from the memory.

2 , The s stem of claim.21 , wherein the robot further comprises ;:

a memory in communication with the controller and configured to store thereon a travel route for the vehicle, wherein lire controller is configured to determine the first signal and the second signal based on the travel route.

29, The system of claim 21 , wherein the robot further comprises:

a memory ^' in eotnmunieatioh with the controller and configured to store thereon a target position and: a target speed for the vehicle; and

a global positioning: system (GPS) device in communication with the controller and configured to provide the controller with information indicative of a current position of the robot, wherein the controller determines the first signal and the second signal based on the target position, the target speed, and the information indicative of the current position of the robot.

30, The system of claim 21 , further comprising:

a remote control device, wherein the controller receives the accelerator command and the steering command from the remote control device.

1. The system of claim 30, farther comprising;

an imaging device coupled to the robot or the vehicle: and in communication with the controller, wherein the controller is configured to transmit image data captured by the imaging device for an environment of the robot and the vehicle to the remote control device, wherein the remote control device includes a display configured to display one or more images based on the image data received from the controller.

32. The system: of claim 2.1, wherein the robot further comprises an imaging device configured to provide the controller with image data for an environment of the robot, wherein the controller is: eouiignred to:

identify, based on the image date, an obstacle in a path of the vehicle, and

determine the second signal so as to avoid the obstacle.

33. The system of claim 21, wherein the vehicle farther comprises: a brake operator, wherein the robot further comprises brake actuator configured to operate the brake operator, and wherein the controller is further configured to send the first signal to the •accelerator actuator and a third signal to the brake actuator so as to achieve a particular acceleration or deceleration for the vehicle.

34. A steering system coajprising:

a robot comprising: (i) a first arm ^'and a second arm, and (ii) an actuator coupled to the first arm via first link and coupled to the second arm via a second link; and

a vehicle comprising a handlebar, wherein the first arm is coupled to a first end of the handlebar and the second arm is coupled to a second end of the handlebar, such that position of the actuator determines ao angle of the handlebar, thereby detemiinin corresponding steering angle of the vehicle,

35. The steering system of claim 34. wherein:

die first link, the first arm, and. a portion of the handlebar form a first four-bar mechanism, and

the second link, the second arm, and another portion of the handlebar form a second four-bar mechanism symmetric with respect to the first four-bar mechanism, wherei the first four-ba mechanism and the second four-bar mechanism are arranged such that there is a 1:1 ratio between the position of the actuator arid the steering angle of the vehicle.