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Main article: Robots

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Nanoracks just booked a SpaceX launch to demo tech that turns used spacecraft into orbital habitats

22:21 | 18 November

SpaceX is going to launch a payload for client Nanoracks aboard one of its new rideshare missions, currently targeting late 2020, that will demonstrate a very ambitious piece of tech from the commercial space station company. Nanoracks is sending up a payload platform that will show off how it can use a robot to cut material very similar to the upper stages used in orbital spacecraft – something Nanoracks wants to eventually due to help convert these spent and discarded stages (sometimes called ‘space tugs’ because they generally move payloads from one area of orbit to another) into orbital research stations, habitats and more.

The demonstration mission is part of Nanoracks ‘Space Outpost Program,’ which aims to address the future need for in-space orbital commercial platforms by also simultaneously making use of existing vehicles and materials designed specifically for space. Through use of the upper stages of spacecraft left behind in orbit,  the company hopes to show how it one day might be able to greatly reduce the costs of setting up in-space stations and habitats, broadening the potential access of these kinds of facilities for commercial space companies.

This will be the first ever demonstration of structural metal cutting in space, provided the demo goes as planned, and it could be a key technology not just for establishing more permanent research families in Earth’s orbit, but also for setting up infrastructure to help us get to, and stay at other interstellar destinations like the Moon and Mars.

Nanoracks has a track record of delivering when it comes to space station technology: It’s the first company to own and operate its own hardware on the International Space Station, and it’s accomplished a lot since its founding in 2009. This demo mission is also funded via a contract in place with NASA.

Also going up on the same mission is a payload of eight Spire LEMUR-2 CubeSats, which Naorakcs bordered on behalf o the global satellite operator. That late 2020 date is subject to change, as are most of the long-tail SpaceX missions, but whenever it takes place it’ll be a key moment in commercial space history to watch.

 


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Recycling robots raise millions from top venture firms to rescue an industry in turmoil

02:33 | 15 November

The problem of how to find the potential treasure trove hidden in millions of pounds of trash is getting a high-tech answer as investors funnel $16 million into the recycling robots built by Denver-based AMP Robotics.

For recyclers, the commercialization of robots tackling industry problems couldn’t come at a better time. Their once-stable business has been turned on its head by trade wars and low unemployment.

Recycling businesses used to be able to rely on China to buy up any waste stream (no matter the quality of the material). However, about two years ago, China decided it would no longer serve as the world’s garbage dump and put strict standards in place for the kinds of raw materials it would be willing to receive from other countries. The result has been higher costs at recycling facilities, which actually are now required to sort their garbage more effectively.

At the same time, low unemployment rates are putting the squeeze on labor availability at facilities where humans are basically required to hand-sort garbage into recyclable materials and trash.

Given the economic reality, recyclers are turning to AMP’s technology — a combination of computer vision, machine learning and robotic automation to improve efficiencies at their facilities.

trash cans

Photo courtesy of Flickr/Abulla Al Muhairi

That’s what attracted Sequoia Capital to lead the company’s latest investment round — a $16 million Series A investment the company will use to expand its manufacturing capacity and boost growth as it looks to expand into international markets.

“We are excited to partner with AMP because their technology is changing the economics of the recycling
industry,” said Shaun Maguire, partner at Sequoia, in a statement. “Over the last few years, the industry has had their margins squeezed by labor shortages and low commodity prices. The end result is an industry proactively searching for cost-saving alternatives and added opportunities to increase revenue by capturing more high-value recyclables, and AMP is emerging as the leading solution.”

The funding will be used to “broaden the scope of what we’re going after,” says chief executive Matanya Horowitz. Beyond reducing sorting costs and improving the quality of the materials that recycling facilities can ship to buyers, the company’s computer vision technologies can actually help identify branded packaging and be used by companies to improve their own product life cycle management.

“We can identify… whether it’s a Coke or Pepsi can or a Starbucks cup,” says Horowitz. “So that people can help design their product for circularity… we’re building out our reporting capabilities and that, to them, is something that is of high interest.”

That combination of robotics, computer vision and machine learning has potential applications beyond the recycling industry as well, according to Horowitz. Automotive scrap and construction waste are other areas where the company has seen interest for its combination of software and hardware.

Meanwhile, the core business of recycling is picking up. In October, the company completed the installation of 14 robots at Single Stream Recyclers in Florida. It’s the largest single deployment of robots in the recycling industry and the robots, which can sort and pick twice as fast as people with higher degrees of accuracy, are installed at sorting lines for plastics, cartons, fiber and metals, the company said.

AMP’s business has two separate revenue streams — a robotics as a service offering and a direct sales option — and the company has made other installations at sites in California, Colorado, Indiana, Minnesota, New York, Pennsylvania, Texas, Virginia and Wisconsin.

The traction the company is seeing in its core business was validating for early investors like BV, Closed Loop Partners, Congruent Ventures and Sidewalk Infrastructure Partners, the Alphabet subsidiary’s new spin-out that invests in technologies to support new infrastructure projects.

For Mike DeLucia, the Sidewalk Infrastructure Partners principal who led the company’s investment into AMP Robotics, the deal is indicative of where his firm will look to commit capital going forward.

“It’s a technology that enables physical assets to operate more efficiently,” he says. “Our goal is to find the technologies that enable really exciting infrastructure projects, back them and work with them to deliver projects in the physical world.”

Investors like DeLucia and Abe Yokell, from the investment firm Congruent Ventures, think that recycling is just the beginning. Applications abound for AMP Robotic’s machine learning and computer vision technologies in areas far beyond the recycling center.

“When you think about how technology is able to impact the built environment, one area is machine vision,” says Yokell. “[Machine learning] neural nets can apply to real-world environments, and that stuff has gotten cheaper and easier to deploy.”

 


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Rocket Lab’s new ‘Rosie the Robot’ speeds up launch vehicle production – by a lot

21:17 | 13 November

Rocket launch startup Rocket Lab is all about building out rapid-response space launch capabilities, and founder/CEO Peter Beck is showing off its latest advancement in service of that goal: A room-sized manufacturing robot named ‘Rosie.’

Rosie is tasked with processing the carbon composite components of Rocket Lab’s Electron launch vehicle. That translates to basically getting the rocket flight ready, and there’s a lot involved in that – it’s a process that normally can take “hundreds of hours,” according to Beck. So how fast can Rosie manage the same task?

“We can produce one launch vehicle in this machine every 12 hours,” Beck says in the video. That includes “every bit of marking, every bit of machining, every bit of drilling,” he adds.

This key new automation tool essentially turns something that was highly bespoke and manual, and turns it into something eminently repeatable and expedited, which is a necessary ingredient if Rocket Lab is ever to accomplish its goal of providing high-frequency launches to small satellite customers with very little turnaround time. The company’s New Zealand launch facility recently landed an FAA license that helps sketch out the extent of its ambition, since it’s technically cleared to launch rockets as often as every 72 hours.

In addition to innovations like Rosie, Rocket Lab uses 3D printing for components of its launch vehicle engines that result in single-day turnaround for production, vs. weeks using more traditional methods. It’s also now working on an ambitious plan for rocket recovery, which should help further with providing high-frequency launch capabilities since it’ll mean you don’t have to build entirely new launch vehicles for every mission.

 


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Adidas backpedals on robotic shoe production with Speedfactory closures

01:38 | 12 November

An expensive experiment in global distribution has been abandoned by Adidas, which has announced that will close its robotic “Speedfactories” in Atlanta and Ansbach, Germany, within 6 months. The company sugar-coated the news with a promise to repurpose the technology used at its existing human-powered factories in Asia.

The factories were established in 2016 (Ansbach) and 2017 (Atlanta) as part of a strategy to decentralize its manufacturing processes. The existing model, like so many other industries, is to produce the product in eastern Asia, where labor and overhead is less expensive, then ship it as needed. But this is a slow and clumsy model for an industry that moves as quickly as fashion and athletics.

“Right now, most of our products are made out of Asia and we put them on a boat or on a plane so they end up on Fifth Avenue,” said Adidas CMO Eric Liedtke in an interview last year at Disrupt SF about new manufacturing techniques. The Speedfactories were intended to change that: “Instead of having some sort of micro-distribution center in Jersey, we can have a micro-factory in Jersey.”

Ultimately this seems to have proven more difficult than expected. As other industries have found in the rush to automation, it’s easy to overshoot the mark and overcommit when the technology just isn’t ready.

Robotic factories are a powerful tool but difficult to quickly reconfigure or repurpose, since it takes specialty knowledge to set up racks of robotic arms, computer vision systems, and so on. Robotics manufacturers are making advances in this field, but for now it’s a whole lot harder than training a human workforce to use standard tools on a different pattern.

In a press release, Adidas global operations head Martin Shankland explained that “The Speedfactories have been instrumental in furthering our manufacturing innovation and capabilities,” and that for a short time they even brought products to market in a hurry. “That was our goal from the start,” he says, though presumably things played out a bit differently in the pitch decks from 2016.

“We very much regret that our collaboration in Ansbach and Atlanta has come to an end,” Shankland said. Oechsler, the high-tech manufacturing partner that Adidas worked with, feels the same. “Whilst we understand adidas’ reasons for discontinuing Speedfactory production at Oechsler, we regret this decision,” said the company’s CEO, Claudius Kozlik, in the press release. The factories will shut down by April, presumably eliminating or shifting the 160 or so jobs they provided, but the two companies will continue to work together.

The release says that Adidas will “use its Speedfactory technologies to produce athletic footwear at two of its suppliers in Asia” starting next year. It’s not really clear what that means, and I’ve asked the company for further information.

 


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Watch MIT’s ‘mini cheetah’ robots frolic, fall, flip – and play soccer together

17:31 | 9 November

MIT’s Biomimetics Robotics department took a whole herd of its new ‘mini cheetah’ robots out for a group demonstration on campus recently – and the result is an adorable, impressive display of the current state of robotic technology in action.

The school’s students are seen coordinating the actions of 9 of the dog-sized robots running through a range of activities, including coordinated movements, doing flips, springing in slow motion from under piles of fall leaves, and even playing soccer.

The mini cheetah weights just 20 lbs, and its design was revealed for the first time earlier this year by a team of robot developers working at MIT’s Department of Mechanical Engineering. The mini cheetah is a shrunk-down version of the Cheetah 3, a much larger and more expensive to produce robot that is far less light on its feet, and not quite so customizable.

The mini cheetah was designed for Lego-like assembly using off-the-shelf part, as well as durability and relative low cost. It can walk both right-side up, and upside down, and its most impressive ability just might be the way it can manage a full backflip from a stand-still. It can also run at a speed of up to 5 miles per hour.

Researchers working on the robot set out to build a team of them after demonstrating that first version back in May, and are now working with other teams at MIT to loan them out for additional research.

 


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This robotic arm slows down to avoid the uncanny valley

00:48 | 8 November

Robotic arms can move fast enough to snatch thrown objects right out of the air… but should they? Not unless you want them to unnerve the humans they’re interacting with, according to work out of Disney Research. Roboticists there found that slowing a robot’s reaction time made it feel more normal to people.

Disney has of course been interested in robotics for decades, and the automatons in its theme parks are among the most famous robots in the world. But there are few opportunities for those robots to interact directly with people. Hence a series of research projects at its research division aimed at safe and non-weird robot-human coexistence.

In this case the question was how to make handing over an item to a robot feel natural and non-threatening. Obviously if, when you reached out with a ticket or empty cup, the robot moved like lightning and snapped it out of your hands, that could be seen as potentially dangerous, or at the very least make people nervous.

So the robot arm in this case (attached to an anthropomorphic cat torso) moves at a normal human speed. But there’s also the question of when it should reach out. After all, it takes us humans a second to realize that someone is handing something to us, then to reach out and grab it. A computer vision system might be able to track an object and send the hand after it more quickly, but it might feel strange.

The researchers set up an experiment where the robot hand reached out to take a ring from a person, under three conditions each of speed and delay.

When the hand itself moved quickly, people reported less “warmth” and more “discomfort.” The slow speed performed best on those scores. And hen the hand moved with no delay, it left people similarly uneasy. But interestingly, too long a delay had a similar effect.

Turns out there’s a happy medium that matches what people seem to expect from a hand reaching out to take something from them. Slower movement is better, to a certain point one imagines, and a reasonable but not sluggish delay makes it feel more human.

The handover system detailed in a paper published today (and video below) is robust against the usual circumstances: moving targets, unexpected forces, and so on. It’ll be a while before an Aristocats bot takes your mug from you at a Disney World cafe, but at least you can be sure it won’t snatch it faster than the eye can follow and scare everyone around you.

 


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Ghost wants to retrofit your car so it can drive itself on highways by 2020

21:01 | 7 November

A new autonomous vehicle company is on the streets — and unbeknownst to most, has been since 2017. Unlike the majority in this burgeoning industry, this new entrant isn’t trying to launch a robotaxi service or sell a self-driving system to suppliers and automakers. It’s not aiming for autonomous delivery, either.

Ghost Locomotion, which emerged Thursday from stealth with $63.7 million in investment from Keith Rabois at Founders Fund, Vinod Khosla at Khosla Ventures and Mike Speiser at Sutter Hill Ventures, is targeting your vehicle.

Ghost is developing a kit that will allow privately owned passenger vehicles to drive autonomously on highways. And the company says it will deliver in 2020.

This kit isn’t going to give a vehicle a superior advanced driving assistance system. The kit will let human drivers hand control of their vehicle over to a computer, allowing them to do other activities such as look at their phone or even doze off.

The idea might sound similar to what Comma.ai is working on, Tesla hopes to achieve or even the early business model of Cruise. Ghost CEO and co-founder John Hayes says what they’re doing is different.

A different approach

The biggest players in the industry — companies like Waymo, Cruise, Zoox and Argo AI — are trying to solve a really hard problem, which is driving in urban areas, Hayes told TechCrunch in a recent interview.

“It didn’t seem like anyone was actually trying to solve driving on the highways,” said Hayes, who previously founded Pure Storage in 2009. “At the time, we were told that this is so easy that surely the automakers will solve this any day now. And that really hasn’t happened.”

Hayes noted that automakers have continued to make progress in advanced driver assistance systems. The more advanced versions of these systems provide what the SAE describes as Level 2 automation, which means two primary control functions are automated. Tesla’s Autopilot system is a good example of this; when engaged, it automatically steers and has traffic-aware cruise control, which maintains the car’s speed in relation to surrounding traffic. But like all Level 2 systems, the driver is still in the loop.

Ghost wants to take the human out of the loop when they’re driving on highways.

“We’re taking, in some ways, a classic startup attitude to this, which is ‘what is the simplest product that we can perfect, that will put self driving in the hands of ordinary consumers?’ ” Hayes said. “And so we take people’s existing cars and we make them self-driving cars.”

The kit

Ghost is tackling that challenge with software and hardware.

The kit involves hardware like sensors and a computer that is installed in the trunk and connected to the controller area network (CAN) of the vehicle. The CAN bus is essentially the nervous system of the car and allows various parts to communicate with each other.

Vehicles must have a CAN bus and electronic steering to be able to use the kit.

The camera sensors are distributed throughout the vehicle. Cameras are integrated into what looks like a license plate holder at the back of the vehicle, as well as another set that are embedded behind the rearview mirror.

A third device with cameras is attached to the frame around the window of the door (see below).

Initially, this kit will be an aftermarket product; the company is starting with the 20 most popular car brands and will expand from there.

Ghost intends to set up retail spaces where a car owner can see the product and have it installed. But eventually, Hayes said, he believes the kit will become part of the vehicle itself, much like GPS or satellite radio has evolved.

While hardware is the most visible piece of Ghost, the company’s 75 employees have dedicated much of their time on the driving algorithm. It’s here, Hayes says, where Ghost stands apart.

How Ghost is building a driver

Ghost is not testing its self-driving system on public roads, an approach nearly every other AV company has taken. There are 63 companies in California that have received permits from the Department of Motor Vehicles to test autonomous vehicle technology (always with a human safety driver behind the wheel) on public roads.

Ghost’s entire approach is based on an axiom that the human driver is fundamentally correct. It begins by collecting mass amounts of video data from kits that are installed on the cars of high-mileage drivers. Ghost then uses models to figure out what’s going on in the scene and combines that with other data, including how the person is driving by measuring the actions they take.

It doesn’t take long or much data to model ordinary driving, actions like staying in a lane, braking and changing lanes on a highway. But that doesn’t “solve” self-driving on highways because the hard part is how to build a driver that can handle the odd occurrences, such as swerving, or correct for those bad behaviors.

Ghost’s system uses machine learning to find more interesting scenarios in the reams of data it collects and builds training models based on them.

The company’s kits are already installed on the cars of high-mileage drivers like Uber and Lyft drivers and commuters. Ghost has recruited dozens of drivers and plans to have its kits in hundreds of cars by the end of the year. By next year, Hayes says the kits will be in thousands of cars, all for the purpose of collecting data.

The background of the executive team, including co-founder and CTO Volkmar Uhlig, as well as the rest of their employees, provides some hints as to how they’re approaching the software and its integration with hardware.

Employees are data scientists and engineers, not roboticists. A dive into their resumes on LinkedIn and not one comes from another autonomous vehicle company, which is unusual in this era of talent poaching.

For instance, Uhlig, who started his career at IBM Watson Research, co-founded Adello and was the architect behind the company’s programmatic media trading platform. Before that, he built Teza Technologies, a high-frequency trading platform. While earning his PhD in computer science he was part of a team that architected the L4 Pistachio microkernel, which is commercially deployed in more than 3 billion mobile Apple and Android devices.

If Ghost is able to validate its system — which Hayes says is baked into its entire approach — privately owned self-driving cars could be on the highways by next year. While the National Highway Traffic Safety Administration could potentially step in, Ghost’s approach, like Tesla, hits a sweet spot of non-regulation. It’s a space, that Hayes notes, where the government has not yet chosen to regulate.

 


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MIT develops a robot that can grow like a plant when it needs some extra reach

20:57 | 7 November

MIT has developed a new kind of robot that can essentially extend itself – ‘growing’ in a way that’s surprisingly similar to how a young plant grows upwards. The way researchers accomplished this uses a robot that is crucially not a soft robot, which means that it can both extend itself to reach up to a previously unreachable height, or through a gap to a hard-to-get-at area, while also retaining the rigidity and strength necessary to support a gripper or other mechanism on its tip and do work like tighten a bolt, or manipulate a handle.

This new robot solves a fairly common challenge for industrial and commercial robots, which is reaching into tight spaces or navigating cluttered parts of factories or warehouses. Most robots that are in service in industry today essentially need a wide open space to operate, and factory layouts are designed to provide these to accommodate them. They’re also essentially fixed in terms of their dimensions: It’s rare to find a robot that can truly morph to meet the needs of different tasks.

As mentioned, soft robotics has done some work in addressing the fixed nature of existing robots, but to date, not much that’s been done with soft robotics can also accommodate the need for robots to work with what are called in robotics “end effectors,” or at least the variety that includes grippers and heavy duty cameras or sensors, which tend to have a significant weight and require a stable platform from which to operate.

MIT’s robot solves this using a chain-like apparatus, not too different from a bicycle chain. The difference is that its links are interlocking blocks that can ‘lock’ into one another to form a rigid column, and then ‘unlock’ to return to a flexible state. This means a robot could pack this chain-like appendage, loose in a container, drive across a factory floor to a bit of machinery, and then extend a growing ‘arm’ inside the machinery where it otherwise wouldn’t be able to reach to manipulate a control, or to point a sensor to check for damage, for instance.

Roboticists have termed this the ‘last foot’ problem – similar in nature to the ‘last mile’ in transportation, since it involves going from a wide, relatively easy to access space to a more difficult to reach area. In autonomous vehicles, that might be getting from the curb to a person’s doorstep. In industrial robotics, it’s about going from working out in the open to working in tight, confined spaces.

Unlocking this kind of flexibility for industrial robotics could go a long way to opening up entirely new and more varied applications of robots on the job, so the development of these kinds of ‘grobots’ definitely has plenty of potential outside the lab.

 


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Volocopter and John Deere team up for a crop-spraying autonomous agricultural drone

17:27 | 7 November

Autonomous drone-based transportation startup Volocopter has revealed its first partner for its new VoloDrone industrial and commercial electric vertical take-off and landing craft: John Deere . The agricultural and industrial heavy equipment company is working with Volocopter on a VoloDrone-based aerial crop-dusting system.

VoloDrone, which Voloctoper unveiled at the end of last month, has 18 rotors and a fully electric power system that can provide up to 30 minutes of flight time for the aircraft, and carry up to 440 lbs. It’s designed to operate fully autonomously along a set path, or be piloted remotely for manual control if needed. John Deere is equipping the VoloDrone with a sprayer and tank array mounted to its cargo connection points, which will be able to dispense pesticides, liquid fertilizer, anti-frost agents for unseasonable inclement weather and more. Both partners also see potential in applications like sowing seeds for new crops from the air.

The VoloDrone is potentially a better, more precise and more cost-effective alternative to using a helicopter for these applications, Volocopter says. They’ll be working with John Deere to test and prove that out with initial pilots to be conducted during the next agricultural growing season.

 


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Yandex is now testing a self-driving sidewalk cargo delivery robot

16:21 | 7 November

Add another one to the list of companies piloting small wheeled autonomous robots for small package and food delivery: Yandex . Russia’s search and services giant has expanded its ambitions in the world of autonomous transportation, building on its work with self-driving cars to deploy a six-wheeled robot that adopts the popular cooler on wheels style pioneered by Starship Robotics.

The small autonomous robot, appropriately dubbed ‘Rover,’ has a suite of sensors, including that prominent lidar array on top, and it moves at “average walking speed” according to the company. It includes software that can help it avoid people walking in its path, pets, and just about any other objects that might block the sidewalk while it’s in motion on its way to its destination.

The initial pilot includes testing on the main Yandex corporate campus in Moscow, across a range of weather conditions, and during both the day and at night. The Moscow HQ hosts over 7,000 employees, and spans both office buildings, restaurants and parking garages. Ynadex is providing food deliveries and groceries from its own Yandex.Eats and Yandex.Lavka platforms, respectively, and also small goods transportation is another area of potential expansion, since Yandex owns and operates its own e-commerce platform Beru. The company also says Rover could find a home within its warehouses and data centres for in-office transportation.

That’s what most differentiates the Yandex wheeled delivery bot from most of the other ones current in service or in development: At Yandex, there are a lot of other businesses in-house that could benefit from autonomous last-mile transportation. Companies like Postmates and Amazon also have primary businesses that benefit, while Starship and other dedicated companies need to sell to clients to stand up their revenue generation. Yandex might be unique in the breadth of in-house businesses for which an autonomous wheeled small parcel robot could have knock-on benefits.

 


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