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#437974 China Wants to Be the World’s AI ...

Posted on January 17, 2021 by Android

China’s star has been steadily rising for decades. Besides slashing extreme poverty rates from 88 percent to under 2 percent in just 30 years, the country has become a global powerhouse in manufacturing and technology. Its pace of growth may slow due to an aging population, but China is nonetheless one of the world’s biggest players in multiple cutting-edge tech fields.

One of these fields, and perhaps the most significant, is artificial intelligence. The Chinese government announced a plan in 2017 to become the world leader in AI by 2030, and has since poured billions of dollars into AI projects and research across academia, government, and private industry. The government’s venture capital fund is investing over $30 billion in AI; the northeastern city of Tianjin budgeted $16 billion for advancing AI; and a $2 billion AI research park is being built in Beijing.

On top of these huge investments, the government and private companies in China have access to an unprecedented quantity of data, on everything from citizens’ health to their smartphone use. WeChat, a multi-functional app where people can chat, date, send payments, hail rides, read news, and more, gives the CCP full access to user data upon request; as one BBC journalist put it, WeChat “was ahead of the game on the global stage and it has found its way into all corners of people’s existence. It could deliver to the Communist Party a life map of pretty much everybody in this country, citizens and foreigners alike.” And that’s just one (albeit big) source of data.

Many believe these factors are giving China a serious leg up in AI development, even providing enough of a boost that its progress will surpass that of the US.

But there’s more to AI than data, and there’s more to progress than investing billions of dollars. Analyzing China’s potential to become a world leader in AI—or in any technology that requires consistent innovation—from multiple angles provides a more nuanced picture of its strengths and limitations. In a June 2020 article in Foreign Affairs, Oxford fellows Carl Benedikt Frey and Michael Osborne argued that China’s big advantages may not actually be that advantageous in the long run—and its limitations may be very limiting.

Moving the AI Needle
To get an idea of who’s likely to take the lead in AI, it could help to first consider how the technology will advance beyond its current state.

To put it plainly, AI is somewhat stuck at the moment. Algorithms and neural networks continue to achieve new and impressive feats—like DeepMind’s AlphaFold accurately predicting protein structures or OpenAI’s GPT-3 writing convincing articles based on short prompts—but for the most part these systems’ capabilities are still defined as narrow intelligence: completing a specific task for which the system was painstakingly trained on loads of data.

(It’s worth noting here that some have speculated OpenAI’s GPT-3 may be an exception, the first example of machine intelligence that, while not “general,” has surpassed the definition of “narrow”; the algorithm was trained to write text, but ended up being able to translate between languages, write code, autocomplete images, do math, and perform other language-related tasks it wasn’t specifically trained for. However, all of GPT-3’s capabilities are limited to skills it learned in the language domain, whether spoken, written, or programming language).

Both AlphaFold’s and GPT-3’s success was due largely to the massive datasets they were trained on; no revolutionary new training methods or architectures were involved. If all it was going to take to advance AI was a continuation or scaling-up of this paradigm—more input data yields increased capability—China could well have an advantage.

But one of the biggest hurdles AI needs to clear to advance in leaps and bounds rather than baby steps is precisely this reliance on extensive, task-specific data. Other significant challenges include the technology’s fast approach to the limits of current computing power and its immense energy consumption.

Thus, while China’s trove of data may give it an advantage now, it may not be much of a long-term foothold on the climb to AI dominance. It’s useful for building products that incorporate or rely on today’s AI, but not for pushing the needle on how artificially intelligent systems learn. WeChat data on users’ spending habits, for example, would be valuable in building an AI that helps people save money or suggests items they might want to purchase. It will enable (and already has enabled) highly tailored products that will earn their creators and the companies that use them a lot of money.

But data quantity isn’t what’s going to advance AI. As Frey and Osborne put it, “Data efficiency is the holy grail of further progress in artificial intelligence.”

To that end, research teams in academia and private industry are working on ways to make AI less data-hungry. New training methods like one-shot learning and less-than-one-shot learning have begun to emerge, along with myriad efforts to make AI that learns more like the human brain.

While not insignificant, these advancements still fall into the “baby steps” category. No one knows how AI is going to progress beyond these small steps—and that uncertainty, in Frey and Osborne’s opinion, is a major speed bump on China’s fast-track to AI dominance.

How Innovation Happens
A lot of great inventions have happened by accident, and some of the world’s most successful companies started in garages, dorm rooms, or similarly low-budget, nondescript circumstances (including Google, Facebook, Amazon, and Apple, to name a few). Innovation, the authors point out, often happens “through serendipity and recombination, as inventors and entrepreneurs interact and exchange ideas.”

Frey and Osborne argue that although China has great reserves of talent and a history of building on technologies conceived elsewhere, it doesn’t yet have a glowing track record in terms of innovation. They note that of the 100 most-cited patents from 2003 to present, none came from China. Giants Tencent, Alibaba, and Baidu are all wildly successful in the Chinese market, but they’re rooted in technologies or business models that came out of the US and were tweaked for the Chinese population.

“The most innovative societies have always been those that allowed people to pursue controversial ideas,” Frey and Osborne write. China’s heavy censorship of the internet and surveillance of citizens don’t quite encourage the pursuit of controversial ideas. The country’s social credit system rewards people who follow the rules and punishes those who step out of line. Frey adds that top-down execution of problem-solving is effective when the problem at hand is clearly defined—and the next big leaps in AI are not.

It’s debatable how strongly a culture of social conformism can impact technological innovation, and of course there can be exceptions. But a relevant historical example is the Soviet Union, which, despite heavy investment in science and technology that briefly rivaled the US in fields like nuclear energy and space exploration, ended up lagging far behind primarily due to political and cultural factors.

Similarly, China’s focus on computer science in its education system could give it an edge—but, as Frey told me in an email, “The best students are not necessarily the best researchers. Being a good researcher also requires coming up with new ideas.”

Winner Take All?
Beyond the question of whether China will achieve AI dominance is the issue of how it will use the powerful technology. Several of the ways China has already implemented AI could be considered morally questionable, from facial recognition systems used aggressively against ethnic minorities to smart glasses for policemen that can pull up information about whoever the wearer looks at.

This isn’t to say the US would use AI for purely ethical purposes. The military’s Project Maven, for example, used artificially intelligent algorithms to identify insurgent targets in Iraq and Syria, and American law enforcement agencies are also using (mostly unregulated) facial recognition systems.

It’s conceivable that “dominance” in AI won’t go to one country; each nation could meet milestones in different ways, or meet different milestones. Researchers from both countries, at least in the academic sphere, could (and likely will) continue to collaborate and share their work, as they’ve done on many projects to date.

If one country does take the lead, it will certainly see some major advantages as a result. Brookings Institute fellow Indermit Gill goes so far as to say that whoever leads in AI in 2030 will “rule the world” until 2100. But Gill points out that in addition to considering each country’s strengths, we should consider how willing they are to improve upon their weaknesses.

While China leads in investment and the US in innovation, both nations are grappling with huge economic inequalities that could negatively impact technological uptake. “Attitudes toward the social change that accompanies new technologies matter as much as the technologies, pointing to the need for complementary policies that shape the economy and society,” Gill writes.

Will China’s leadership be willing to relax its grip to foster innovation? Will the US business environment be enough to compete with China’s data, investment, and education advantages? And can both countries find a way to distribute technology’s economic benefits more equitably?

Time will tell, but it seems we’ve got our work cut out for us—and China does too.

Image Credit: Adam Birkett on Unsplash Continue reading →

Posted in Human Robots

#437809 Q&A: The Masterminds Behind ...

Posted on November 30, 2020 by Android

Illustration: iStockphoto

Getting a car to drive itself is undoubtedly the most ambitious commercial application of artificial intelligence (AI). The research project was kicked into life by the 2004 DARPA Urban Challenge and then taken up as a business proposition, first by Alphabet, and later by the big automakers.

The industry-wide effort vacuumed up many of the world’s best roboticists and set rival companies on a multibillion-dollar acquisitions spree. It also launched a cycle of hype that paraded ever more ambitious deadlines—the most famous of which, made by Alphabet’s Sergei Brin in 2012, was that full self-driving technology would be ready by 2017. Those deadlines have all been missed.

Much of the exhilaration was inspired by the seeming miracles that a new kind of AI—deep learning—was achieving in playing games, recognizing faces, and transliterating voices. Deep learning excels at tasks involving pattern recognition—a particular challenge for older, rule-based AI techniques. However, it now seems that deep learning will not soon master the other intellectual challenges of driving, such as anticipating what human beings might do.

Among the roboticists who have been involved from the start are Gill Pratt, the chief executive officer of Toyota Research Institute (TRI) , formerly a program manager at the Defense Advanced Research Projects Agency (DARPA); and Wolfram Burgard, vice president of automated driving technology for TRI and president of the IEEE Robotics and Automation Society. The duo spoke with IEEE Spectrum’s Philip Ross at TRI’s offices in Palo Alto, Calif.

This interview has been condensed and edited for clarity.

IEEE Spectrum: How does AI handle the various parts of the self-driving problem?

Photo: Toyota

Gill Pratt

Gill Pratt: There are three different systems that you need in a self-driving car: It starts with perception, then goes to prediction, and then goes to planning.

The one that by far is the most problematic is prediction. It’s not prediction of other automated cars, because if all cars were automated, this problem would be much more simple. How do you predict what a human being is going to do? That’s difficult for deep learning to learn right now.

Spectrum: Can you offset the weakness in prediction with stupendous perception?

Photo: Toyota Research Institute for Burgard

Wolfram Burgard

Wolfram Burgard: Yes, that is what car companies basically do. A camera provides semantics, lidar provides distance, radar provides velocities. But all this comes with problems, because sometimes you look at the world from different positions—that’s called parallax. Sometimes you don’t know which range estimate that pixel belongs to. That might make the decision complicated as to whether that is a person painted onto the side of a truck or whether this is an actual person.

With deep learning there is this promise that if you throw enough data at these networks, it’s going to work—finally. But it turns out that the amount of data that you need for self-driving cars is far larger than we expected.

Spectrum: When do deep learning’s limitations become apparent?

Pratt: The way to think about deep learning is that it’s really high-performance pattern matching. You have input and output as training pairs; you say this image should lead to that result; and you just do that again and again, for hundreds of thousands, millions of times.

Here’s the logical fallacy that I think most people have fallen prey to with deep learning. A lot of what we do with our brains can be thought of as pattern matching: “Oh, I see this stop sign, so I should stop.” But it doesn’t mean all of intelligence can be done through pattern matching.

“I asked myself, if all of those cars had automated drive, how good would they have to be to tolerate the number of crashes that would still occur?”
—Gill Pratt, Toyota Research Institute

For instance, when I’m driving and I see a mother holding the hand of a child on a corner and trying to cross the street, I am pretty sure she’s not going to cross at a red light and jaywalk. I know from my experience being a human being that mothers and children don’t act that way. On the other hand, say there are two teenagers—with blue hair, skateboards, and a disaffected look. Are they going to jaywalk? I look at that, you look at that, and instantly the probability in your mind that they’ll jaywalk is much higher than for the mother holding the hand of the child. It’s not that you’ve seen 100,000 cases of young kids—it’s that you understand what it is to be either a teenager or a mother holding a child’s hand.

You can try to fake that kind of intelligence. If you specifically train a neural network on data like that, you could pattern-match that. But you’d have to know to do it.

Spectrum: So you’re saying that when you substitute pattern recognition for reasoning, the marginal return on the investment falls off pretty fast?

Pratt: That’s absolutely right. Unfortunately, we don’t have the ability to make an AI that thinks yet, so we don’t know what to do. We keep trying to use the deep-learning hammer to hammer more nails—we say, well, let’s just pour more data in, and more data.

Spectrum: Couldn’t you train the deep-learning system to recognize teenagers and to assign the category a high propensity for jaywalking?

Burgard: People have been doing that. But it turns out that these heuristics you come up with are extremely hard to tweak. Also, sometimes the heuristics are contradictory, which makes it extremely hard to design these expert systems based on rules. This is where the strength of the deep-learning methods lies, because somehow they encode a way to see a pattern where, for example, here’s a feature and over there is another feature; it’s about the sheer number of parameters you have available.

Our separation of the components of a self-driving AI eases the development and even the learning of the AI systems. Some companies even think about using deep learning to do the job fully, from end to end, not having any structure at all—basically, directly mapping perceptions to actions.

Pratt: There are companies that have tried it; Nvidia certainly tried it. In general, it’s been found not to work very well. So people divide the problem into blocks, where we understand what each block does, and we try to make each block work well. Some of the blocks end up more like the expert system we talked about, where we actually code things, and other blocks end up more like machine learning.

Spectrum: So, what’s next—what new technique is in the offing?

Pratt: If I knew the answer, we’d do it. [Laughter]

Spectrum: You said that if all cars on the road were automated, the problem would be easy. Why not “geofence” the heck out of the self-driving problem, and have areas where only self-driving cars are allowed?

Pratt: That means putting in constraints on the operational design domain. This includes the geography—where the car should be automated; it includes the weather, it includes the level of traffic, it includes speed. If the car is going slow enough to avoid colliding without risking a rear-end collision, that makes the problem much easier. Street trolleys operate with traffic still in some parts of the world, and that seems to work out just fine. People learn that this vehicle may stop at unexpected times. My suspicion is, that is where we’ll see Level 4 autonomy in cities. It’s going to be in the lower speeds.

“We are now in the age of deep learning, and we don’t know what will come after.”
—Wolfram Burgard, Toyota Research Institute

That’s a sweet spot in the operational design domain, without a doubt. There’s another one at high speed on a highway, because access to highways is so limited. But unfortunately there is still the occasional debris that suddenly crosses the road, and the weather gets bad. The classic example is when somebody irresponsibly ties a mattress to the top of a car and it falls off; what are you going to do? And the answer is that terrible things happen—even for humans.

Spectrum: Learning by doing worked for the first cars, the first planes, the first steam boilers, and even the first nuclear reactors. We ran risks then; why not now?

Pratt: It has to do with the times. During the era where cars took off, all kinds of accidents happened, women died in childbirth, all sorts of diseases ran rampant; the expected characteristic of life was that bad things happened. Expectations have changed. Now the chance of dying in some freak accident is quite low because of all the learning that’s gone on, the OSHA [Occupational Safety and Health Administration] rules, UL code for electrical appliances, all the building standards, medicine.

Furthermore—and we think this is very important—we believe that empathy for a human being at the wheel is a significant factor in public acceptance when there is a crash. We don’t know this for sure—it’s a speculation on our part. I’ve driven, I’ve had close calls; that could have been me that made that mistake and had that wreck. I think people are more tolerant when somebody else makes mistakes, and there’s an awful crash. In the case of an automated car, we worry that that empathy won’t be there.

Photo: Toyota

Toyota is using this
Platform 4 automated driving test vehicle, based on the Lexus LS, to develop Level-4 self-driving capabilities for its “Chauffeur” project.

Spectrum: Toyota is building a system called Guardian to back up the driver, and a more futuristic system called Chauffeur, to replace the driver. How can Chauffeur ever succeed? It has to be better than a human plus Guardian!

Pratt: In the discussions we’ve had with others in this field, we’ve talked about that a lot. What is the standard? Is it a person in a basic car? Or is it a person with a car that has active safety systems in it? And what will people think is good enough?

These systems will never be perfect—there will always be some accidents, and no matter how hard we try there will still be occasions where there will be some fatalities. At what threshold are people willing to say that’s okay?

Spectrum: You were among the first top researchers to warn against hyping self-driving technology. What did you see that so many other players did not?

Pratt: First, in my own case, during my time at DARPA I worked on robotics, not cars. So I was somewhat of an outsider. I was looking at it from a fresh perspective, and that helps a lot.

Second, [when I joined Toyota in 2015] I was joining a company that is very careful—even though we have made some giant leaps—with the Prius hybrid drive system as an example. Even so, in general, the philosophy at Toyota is kaizen—making the cars incrementally better every single day. That care meant that I was tasked with thinking very deeply about this thing before making prognostications.

And the final part: It was a new job for me. The first night after I signed the contract I felt this incredible responsibility. I couldn’t sleep that whole night, so I started to multiply out the numbers, all using a factor of 10. How many cars do we have on the road? Cars on average last 10 years, though ours last 20, but let’s call it 10. They travel on an order of 10,000 miles per year. Multiply all that out and you get 10 to the 10th miles per year for our fleet on Planet Earth, a really big number. I asked myself, if all of those cars had automated drive, how good would they have to be to tolerate the number of crashes that would still occur? And the answer was so incredibly good that I knew it would take a long time. That was five years ago.

Burgard: We are now in the age of deep learning, and we don’t know what will come after. We are still making progress with existing techniques, and they look very promising. But the gradient is not as steep as it was a few years ago.

Pratt: There isn’t anything that’s telling us that it can’t be done; I should be very clear on that. Just because we don’t know how to do it doesn’t mean it can’t be done. Continue reading →

Posted in Human Robots

#436530 How Smart Roads Will Make Driving ...

Posted on January 30, 2020 by Android

Roads criss-cross the landscape, but while they provide vital transport links, in many ways they represent a huge amount of wasted space. Advances in “smart road” technology could change that, creating roads that can harvest energy from cars, detect speeding, automatically weigh vehicles, and even communicate with smart cars.

“Smart city” projects are popping up in countries across the world thanks to advances in wireless communication, cloud computing, data analytics, remote sensing, and artificial intelligence. Transportation is a crucial element of most of these plans, but while much of the focus is on public transport solutions, smart roads are increasingly being seen as a crucial feature of these programs.

New technology is making it possible to tackle a host of issues including traffic congestion, accidents, and pollution, say the authors of a paper in the journal Proceedings of the Royal Society A. And they’ve outlined ten of the most promising advances under development or in planning stages that could feature on tomorrow’s roads.

Energy harvesting

A variety of energy harvesting technologies integrated into roads have been proposed as ways to power street lights and traffic signals or provide a boost to the grid. Photovoltaic panels could be built into the road surface to capture sunlight, or piezoelectric materials installed beneath the asphalt could generate current when deformed by vehicles passing overhead.

Musical roads

Countries like Japan, Denmark, the Netherlands, Taiwan, and South Korea have built roads that play music as cars pass by. By varying the spacing of rumble strips, it’s possible to produce a series of different notes as vehicles drive over them. The aim is generally to warn of hazards or help drivers keep to the speed limit.

Automatic weighing

Weight-in-motion technology that measures vehicles’ loads as they drive slowly through a designated lane has been around since the 1970s, but more recently high speed weight-in-motion tech has made it possible to measure vehicles as they travel at regular highway speeds. The latest advance has been integration with automatic licence plate reading and wireless communication to allow continuous remote monitoring both to enforce weight restrictions and monitor wear on roads.

Vehicle charging

The growing popularity of electric vehicles has spurred the development of technology to charge cars and buses as they drive. The most promising of these approaches is magnetic induction, which involves burying cables beneath the road to generate electromagnetic fields that a receiver device in the car then transforms into electrical power to charge batteries.

Smart traffic signs

Traffic signs aren’t always as visible as they should be, and it can often be hard to remember what all of them mean. So there are now proposals for “smart signs” that wirelessly beam a sign’s content to oncoming cars fitted with receivers, which can then alert the driver verbally or on the car’s display. The approach isn’t affected by poor weather and lighting, can be reprogrammed easily, and could do away with the need for complex sign recognition technology in future self-driving cars.

Traffic violation detection and notification

Sensors and cameras can be combined with these same smart signs to detect and automatically notify drivers of traffic violations. The automatic transmission of traffic signals means drivers won’t be able to deny they’ve seen the warnings or been notified of any fines, as a record will be stored on their car’s black box.

Talking cars

Car-to-car communication technology and V2X, which lets cars share information with any other connected device, are becoming increasingly common. Inter-car communication can be used to propagate accidents or traffic jam alerts to prevent congestion, while letting vehicles communicate with infrastructure can help signals dynamically manage timers to keep traffic flowing or automatically collect tolls.

Smart intersections

Combing sensors and cameras with object recognition systems that can detect vehicles and other road users can help increase safety and efficiency at intersections. It can be used to extend green lights for slower road users like pedestrians and cyclists, sense jaywalkers, give priority to emergency vehicles, and dynamically adjust light timers to optimize traffic flow. Information can even be broadcast to oncoming vehicles to highlight blind spots and potential hazards.

Automatic crash detection

There’s a “golden hour” after an accident in which the chance of saving lives is greatly increased. Vehicle communication technology can ensure that notification of a crash reaches the emergency services rapidly, and can also provide vital information about the number and type of vehicles involved, which can help emergency response planning. It can also be used to alert other drivers to slow down or stop to prevent further accidents.

Smart street lights

Street lights are increasingly being embedded with sensors, wireless connectivity, and micro-controllers to enable a variety of smart functions. These include motion activation to save energy, providing wireless access points, air quality monitoring, or parking and litter monitoring. This can also be used to send automatic maintenance requests if a light is faulty, and can even allow neighboring lights to be automatically brightened to compensate.

Image Credit: Image by David Mark from Pixabay Continue reading →

Posted in Human Robots

#436263 Skydio 2 Review: This Is the Drone You ...

Posted on December 3, 2019 by Android

Let me begin this review by saying that the Skydio 2 is one of the most impressive robots that I have ever seen. Over the last decade, I’ve spent enough time around robots to have a very good sense of what kinds of things are particularly challenging for them, and to set my expectations accordingly. Those expectations include things like “unstructured environments are basically impossible” and “full autonomy is impractically expensive” and “robot videos rarely reflect reality.”

Skydio’s newest drone is an exception to all of this. It’s able to fly autonomously at speed through complex environments in challenging real-world conditions in a way that’s completely effortless and stress-free for the end user, allowing you to capture the kind of video that would be otherwise impossible, even (I’m guessing) for professional drone pilots. When you see this technology in action, it’s (almost) indistinguishable from magic.

Skydio 2 Price
To be clear, the Skydio 2 is not without compromises, and the price of $999 (on pre-order with delivery of the next batch expected in spring of 2020) requires some justification. But the week I’ve had with this drone has left me feeling like its fundamental autonomous capability is so far beyond just about anything that I’ve ever experienced that I’m questioning why I would every fly anything else ever again.

We’ve written extensively about Skydio, beginning in early 2016 when the company posted a video of a prototype drone dodging trees while following a dude on a bike. Even three years ago, Skydio’s tech was way better than anything we’d seen outside of a research lab, and in early 2018, they introduced their first consumer product, the Skydio R1. A little over a year later, Skydio has introduced the Skydio 2, which is smaller, smarter, and much more affordable. Here’s an overview video just to get you caught up:

Skydio sent me a Skydio 2 review unit last week, and while I’m reasonably experienced with drones in general, this is the first time I’ve tried a Skydio drone in person. I had a pretty good idea what to expect, and I was absolutely blown away. Like, I was giggling to myself while running through the woods as the drone zoomed around, deftly avoiding trees and keeping me in sight. Robots aren’t supposed to be this good.

A week is really not enough time to explore everything that the Skydio can do, especially Thanksgiving week in Washington, D.C. (a no-fly zone) in early winter. But I found a nearby state park in which I could legally and safely fly the drone, and I did my best to put the Skydio 2 through its paces.

Note: Throughout this review, we’ve got a bunch of GIFs to help illustrate different features of the drone. To fit them all in, these GIFs had to be heavily compressed. Underneath each GIF is a timestamped link to this YouTube video (also available at the bottom of the post), which you can click on to see the an extended cut of the original 4K 30 fps footage. And there’s a bunch of interesting extra video in there as well.

Skydio 2 Specs

Photo: Evan Ackerman/IEEE Spectrum

The Skydio 2 is primarily made out of magnesium, which (while light) is both heavier and more rigid and durable than plastic. The offset props (the back pair are above the body, and the front pair are below) are necessary to maintain the field of view of the navigation cameras.

The Skydio 2 both looks and feels like a well-designed and carefully thought-out drone. It’s solid, and a little on the heavy side as far as drones go—it’s primarily made out of magnesium, which (while light) is both heavier and more rigid and durable than plastic. The blue and black color scheme is far more attractive than you typically see with drones.

Photo: Evan Ackerman/IEEE Spectrum

To detect and avoid obstacles, the Skydio 2 uses an array of six 4K hemispherical cameras that feed data into an NVIDIA Jetson TX2 at 30 fps, with the drone processing a million points in 3D space per second to plan the safest path.

The Skydio 2 is built around an array of six hemispherical obstacle-avoidance cameras and the NVIDIA Jetson TX2 computing module that they’re connected to. This defines the placement of the gimbal, the motors and props, and the battery, since all of this stuff has to be as much as possible out of the view of the cameras in order for the drone to effectively avoid obstacles in any direction.

Without the bottom-mounted battery attached, the drone is quite flat. The offset props (the back pair are above the body, and the front pair are below) are necessary to maintain the field of view of the obstacle-avoidance cameras. These hemispherical cameras are on the end of each of the prop arms as well as above and below the body of the drone. They look awfully exposed, even though each is protected from ground contact by a little fin. You need to make sure these cameras are clean and smudge-free, and Skydio includes a cleaning cloth for this purpose. Underneath the drone there are slots for microSD cards, one for recording from the camera and a second one that the drone uses to store data. The attention to detail extends to the SD card insertion, which has a sloped channel that guides the card securely into its slot.

Once you snap the battery in, the drone goes from looking streamlined to looking a little chubby. Relative to other drones, the battery almost seems like an afterthought, like Skydio designed the drone and then remembered, “oops we have to add a battery somewhere, let’s just kludge it onto the bottom.” But again, the reason for this is to leave room inside the body for the NVIDIA TX2, while making sure that the battery stays out of view of the obstacle avoidance cameras.

The magnetic latching system for the battery is both solid and satisfying. I’m not sure why it’s necessary, strictly speaking, but I do like it, and it doesn’t seem like the battery will fly off even during the most aggressive maneuvers. Each battery includes an LED array that will display its charge level in 25 percent increments, as well as a button that you push to turn the drone on and off. Charging takes place via a USB-C port in the top of the drone, which I don’t like, because it means that the batteries can’t be charged on their own (like the Parrot Anafi’s battery), and that you can’t charge one battery while flying with another, like basically every other drone ever. A separate battery charger that will charge two at once is available from Skydio for an eyebrow-raising $129.

I appreciate that all of Skydio’s stuff (batteries, controller, and beacon) charges via USB-C, though. The included USB-C adapter with its beefy cable will output at up to 65 watts, which’ll charge a mostly depleted battery in under an hour. The drone turns itself on while charging, which seems unnecessary.

Photo: Evan Ackerman/IEEE Spectrum

The Skydio 2 is not foldable, making it not nearly as easy to transport as some other drones. But it does come with a nice case that mitigates this issue somewhat, and the drone plus two batteries end up as a passably flat package about the size of a laptop case.

The most obvious compromise that Skydio made with the Skydio 2 is that the drone is not foldable. Skydio CEO Adam Bry told us that adding folding joints to the arms of the Skydio 2 would have made calibrating all six cameras a nightmare and significantly impacted performance. This makes complete sense, of course, but it does mean that the Skydio 2 is not nearly as easy to transport as some other drones.

Photo: Evan Ackerman/IEEE Spectrum

Folded and unfolded: The Skydio 2 compared to the Parrot Anafi (upper left) and the DJI Mavic Pro (upper right).

The Skydio 2 does come with a very nice case that mitigates this issue somewhat, and the drone plus two batteries end up as a passably flat package about the size of a laptop case. Still, it’s just not as convenient to toss into a backpack as my Anafi, although the Mavic Mini might be even more portable.

Photo: Evan Ackerman/IEEE Spectrum

While the Skydio 2’s case is relatively compact, the non-foldable drone is overall a significantly larger package than the Parrot Anafi.

The design of the drone leads to some other compromises as well. Since landing gear would, I assume, occlude the camera system, the drone lands directly on the bottom of its battery pack, which has a slightly rubberized pad about the size of a playing card. This does’t feel particularly stable unless you end up on a very flat surface, and made me concerned for the exposed cameras underneath the drone as well as the lower set of props. I’d recommend hand takeoffs and landings—more on those later.

Skydio 2 Camera System

Photo: Evan Ackerman/IEEE Spectrum

The Skydio 2’s primary camera is a Sony IMX577 1/2.3″ 12.3-megapixel CMOS sensor. It’s mounted to a three-axis gimbal and records 4K video at 60 fps, or 1080p video at 120 fps.

The Skydio 2 comes with a three-axis gimbal supporting a 12-megapixel camera, just enough to record 4K video at 60 fps, or 1080p video at 120 fps. Skydio has provided plenty of evidence that its imaging system is at least as good if not better than other drone cameras. Tested against my Mavic Pro and Parrot Anafi, I found no reason to doubt that. To be clear, I didn’t do exhaustive pixel-peeping comparisons between them, you’re just getting my subjective opinion that the Skydio 2 has a totally decent camera that you won’t be disappointed with. I will say that I found the HDR photo function to be not all that great under the few situations in which I tested it—after looking at a few muddy sunset shots, I turned it off and was much happier.

Photo: Evan Ackerman/IEEE Spectrum

The Skydio 2’s 12-megapixel camera is solid, although we weren’t impressed with the HDR option.

The video stabilization is fantastic, to the point where watching the video footage can be underwhelming because it doesn’t reflect the motion of the drone. I almost wish there was a way to change to unstabilized (or less-stabilized) video so that the viewer could get a little more of a wild ride. Or, ideally, there’d be a way for the drone to provide you with a visualization of what it was doing using the data collected by its cameras. That’s probably wishful thinking, though. The drone itself doesn’t record audio because all you’d get would be an annoying buzz, but the app does record audio, so the audio from your phone gets combined with the drone video. Don’t expect great quality, but it’s better than nothing.

Skydio 2 App
The app is very simple compared to every other drone app I’ve tried, and that’s a good thing. Here’s what it looks like:

Image: Skydio

Trackable subjects get a blue “+” sign over them, and if you tap them, the “+” turns into a spinny blue circle. Once you’ve got a subject selected, you can choose from a variety of cinematic skills that the drone will execute while following you.

You get the controls that you need and the information that you need, and nothing else. Manual flight with the on-screen buttons works adequately, and the double-tap to fly function on the phone works surprisingly well, making it easy to direct the drone to a particular spot above the ground.

The settings menus are limited but functional, allowing you to change settings for the camera and a few basic tweaks for controlling the drone. One unique setting to the Skydio 2 is the height floor—since the drone only avoids static obstacles, you can set it to maintain a height of at least 8 feet above the ground while flying autonomously to make sure that if you’re flying around other people, it won’t run into anyone who isn’t absurdly tall and therefore asking for it.

Trackable subjects get a blue “+” sign over them in the app, and if you tap them, the “+” turns into a spinny blue circle. Once you’ve got a subject selected, you can choose from a variety of cinematic skills that the drone will execute while following you, and in addition, you can select “one-shot” skills that involve the drone performing a specific maneuver before returning to the previously selected cinematic skill. For example, you can tell the drone to orbit around you, and then do a “rocket” one-shot where it’ll fly straight up above you (recording the whole time, of course), before returning to its orbiting.

After you’re done flying, you can scroll through your videos and easily clip out excerpts from them and save them to your phone for sharing. Again, it’s a fairly simple interface without a lot of options. You could call it limited, I guess, but I appreciate that it just does a few things that you care about and otherwise doesn’t clutter itself up.

The real limitation of the app is that it uses Wi-Fi to connect to the Skydio 2, which restricts the range. To fly much beyond a hundred meters or so, you’ll need to use the controller or beacon instead.

Skydio 2 Controller and Beacon

Photo: Evan Ackerman/IEEE Spectrum

While the Skydio 2 controller provides a better hands-on flight experience than with the phone, plus an extended range of up to 3.5 km, more experienced pilots may find manual control a bit frustrating, because the underlying autonomy will supersede your maneuvers when you start getting close to objects.

I was looking forward to using the controller, because with every other drone I’ve had, the precision that a physically controller provides is, I find, mandatory for a good flying experience and to get the photos and videos that you want. With Skydio 2, that’s all out the window. It’s not that the controller is useless or anything, it’s just that because the drone tracks you and avoids obstacles on its own, that level of control precision becomes largely unnecessary.

The controller itself is perfectly fine. It’s a rebranded Parrot Skycontroller3, which is the same as the one that you get with a Parrot Anafi. It’s too bad that the sticks don’t unscrew to make it a little more portable, and overall it’s functional rather than fancy, but it feels good to use and includes a sizeable antenna that makes a significant difference to the range that you get (up to 3.5 kilometers).

You definitely get a better hands-on flight experience with the controller than with the phone, so if you want to (say) zip the drone around some big open space for fun, it’s good for that. And it’s nice to be able to hand the controller to someone who’s never flown a drone before and let them take it for a spin without freaking out about them crashing it the whole time. For more experienced pilots, though, the controller is ultimately just a bit frustrating, because the underlying autonomy will supersede your control when you start getting close to objects, which (again) limits how useful the controller is relative to your phone.

I do still prefer the controller over the phone, but I’m not sure that it’s worth the extra $150, unless you plan to fly the Skydio 2 at very long distances or primarily in manual mode. And honestly, if either of those two things are your top priority, the Skydio 2 is probably not the drone for you.

Photo: Evan Ackerman/IEEE Spectrum

The Skydio 2 beacon uses GPS tracking to help the drone follow you, extending range up to 1.5 km. You can also fly the with the beacon alone, no phone necessary.

The purpose of the beacon, according to Skydio, is to give the drone a way of tracking you if it can’t see you, which can happen, albeit infrequently. My initial impression of the beacon was that it was primarily useful as a range-extending bridge between my phone and the drone. But I accidentally left my phone at home one day (oops) and had to fly the drone with only the beacon, and it was a surprisingly decent experience. The beacon allows for full manual control of a sort—you can tap different buttons to rotate, fly forward, and ascend or descend. This is sufficient for takeoff, landing, to make sure that the drone is looking at you when you engage visual tracking, and to rescue it if it gets trapped somewhere.

The rest of the beacon’s control functions are centered around a few different tracking modes, and with these, it works just about as well as your phone. You have fewer options overall, but all the basic stuff is there with just a few intuitive button clicks, including tracking range and angle. If you’re willing to deal with this relatively minor compromise, it’s nice to not have your phone available for other things rather than being monopolized by the drone.

Skydio 2 In Flight

GIF: Evan Ackerman/IEEE Spectrum

Hand takeoffs are simple and reliable.
Click here for a full resolution clip.

Starting up the Skydio 2 doesn’t require any kind of unusual calibration steps or anything like that. It prefers to be kept still, but you can start it up while holding it, it’ll just take a few seconds longer to tell you that it’s ready to go. While the drone will launch from any flat surface with significant clearance around it (it’ll tell you if it needs more room), the small footprint of the battery means that I was more comfortable hand launching it. This is not a “throw” launch; you just let the drone rest on your palm, tell it to take off, and then stay still while it gets its motors going and then gently lifts off. The lift off is so gentle that you have to be careful not to pull your hand away too soon—I did that once and the drone, being not quite ready, dropped towards the ground, but managed to recover without much drama.

GIF: Evan Ackerman/IEEE Spectrum

Hand landings always look scary, but the Skydio 2 is incredibly gentle. After trying this once, it became the only way I ever landed the drone.
Click here for a full resolution clip.

Catching the drone for landing is perhaps very slightly more dangerous, but not any more difficult. You put the drone above and in front of you facing away, tell it to land in the app or with the beacon, and then put your hand underneath it to grasp it as it slowly descends. It settles delicately and promptly turns itself off. Every drone should land this way. The battery pack provides a good place to grip, although you do have to be mindful of the forward set of props, which (since they’re the pair that are beneath the body of drone) are quite close to your fingers. You’ll certainly be mindful after you catch a blade with your fingers once. Which I did. For the purposes of this review and totally not by accident. No damage, for the record.

Photo: Evan Ackerman/IEEE Spectrum

You won’t be disappointed with the Skydio 2’s in-flight performance, unless you’re looking for a dedicated racing drone.

In normal flight, the Skydio 2 performs as well as you’d expect. It’s stable and manages light to moderate wind without any problems, although I did notice some occasional lateral drifting when the drone should have been in a stationary hover. While the controller gains are adjustable, the Skydio 2 isn’t quite as aggressive in flight as my Mavic Pro on Sport Mode, but again, if you’re looking for a high-speed drone, that’s really not what the Skydio is all about.

The Skydio 2 is substantially louder than my Anafi, although the Anafi is notably quiet for a drone. It’s not annoying to hear (not a high-pitched whine), but you can hear it from a ways away, and farther away than my Mavic Pro. I’m not sure whether that’s because of the absolute volume or the volume plus the pitch. In some ways, this is a feature, since you can hear the drone following you even if you’re not looking at it, you just need to be aware of the noise it makes when you’re flying it around people.

Obstacle Avoidance
The primary reason Skydio 2 is the drone that you want to fly is because of its autonomous subject tracking and obstacle avoidance. Skydio’s PR videos make this capability look almost too good, and since I hadn’t tried out one of their drones before, the first thing I did with it was exactly what you’d expect: attempt to fly it directly into the nearest tree.

GIF: Evan Ackerman/IEEE Spectrum

The Skydio 2 deftly slides around trees and branches. The control inputs here were simple “forward” or “turn,” all obstacle avoidance is autonomous.
Click here for a full resolution clip.

And it just won’t do it. It slows down a bit, and then slides right around one tree after another, going over and under and around branches. I pointed the drone into a forest and just held down “forward” and away it went, without any fuss, effortlessly ducking and weaving its way around. Of course, it wasn’t effortless at all—six 4K cameras were feeding data into the NVIDIA TX2 at 30 fps, and the drone was processing a million points in 3D space per second to plan the safest path while simultaneously taking into account where I wanted it to go. I spent about 10 more minutes doing my level best to crash the drone into anything at all using a flying technique probably best described as “reckless,” but the drone was utterly unfazed. It’s incredible.

What knocked my socks off was telling the drone to pass through treetops—in the clip below, I’m just telling the drone to fly straight down. Watch as it weaves its way through gaps between the branches:

GIF: Evan Ackerman/IEEE Spectrum

The result of parking the Skydio 2 above some trees and holding “down” on the controller is this impressive fully autonomous descent through the branches.
Click here for a full resolution clip.

Here’s one more example, where I sent the drone across a lake and started poking around in a tree. Sometimes the Skydio 2 isn’t sure where you want it to go, and you have to give it a little bit of a nudge in a clear direction, but that’s it.

GIF: Evan Ackerman/IEEE Spectrum

In obstacle-heavy environments, the Skydio 2 prudently slows down, but it can pick its way through almost anything that it can see.
Click here for a full resolution clip.

It’s important to keep in mind that all of the Skydio 2’s intelligence is based on vision. It uses cameras to see the world, which means that it has similar challenges as your eyes do. Specifically, Skydio warns against flying in the following conditions:

Skydio 2 can’t see certain visually challenging obstacles. Do not fly around thin branches, telephone or power lines, ropes, netting, wires, chain link fencing or other objects less than ½ inch in diameter.
Do not fly around transparent surfaces like windows or reflective surfaces like mirrors greater than 60 cm wide.
When the sun is low on the horizon, it can temporarily blind Skydio 2’s cameras depending on the angle of flight. Your drone may be cautious or jerky when flying directly toward the sun.

Basically, if you’d have trouble seeing a thing, or seeing under some specific flight conditions, then the Skydio 2 almost certainly will also. It gets even more problematic when challenging obstacles are combined with challenging flight conditions, which is what I’m pretty sure led to the only near-crash I had with the drone. Here’s a video:

GIF: Evan Ackerman/IEEE Spectrum

Flying around very thin branches and into the sun can cause problems for the Skydio 2’s obstacle avoidance.
Click here for a full resolution clip.

I had the Skydio 2 set to follow me on my bike (more about following and tracking in a bit). It was mid afternoon, but since it’s late fall here in Washington, D.C., the sun doesn’t get much higher than 30 degrees above the horizon. Late fall also means that most of the deciduous trees have lost their leaves, and so there are a bunch of skinny branches all over the place. The drone was doing a pretty good job of following me along the road at a relatively slow speed, and then it clipped the branch that you can just barely see in the video above. It recovered in an acrobatic maneuver that has been mostly video-stabilized out, and resumed tracking me before I freaked and told it to land. You can see another example here, where the drone (again) clips a branch that has the sun behind it, and this clip shows me stopping my bike before the drone runs into another branch in a similar orientation. As the video shows, it’s very hard to see the branches until it’s too late.

As far as I can tell, the drone is no worse for wear from any of this, apart from a small nick in one of the props. But, this is a good illustration of a problematic situation for the Skydio 2: flying into a low sun angle around small bare branches. Should I not have been flying the drone in this situation? It’s hard to say. These probably qualify as “thin branches,” although there was plenty of room along with middle of the road. There is an open question with the Skydio 2 as to exactly how much responsibility the user should have about when and where it’s safe to fly—for branches, how thin is too thin? How low can the sun be? What if the branches are only kinda thin and the sun is only kinda low, but it’s also a little windy? Better to be safe than sorry, of course, but there’s really no way for the user (or the drone) to know what it can’t handle until it can’t handle it.

Edge cases like these aside, the obstacle avoidance just works. Even if you’re not deliberately trying to fly into branches, it’s keeping a lookout for you all the time, which means that flying the drone goes from somewhat stressful to just pure fun. I can’t emphasize enough how amazing it is to be able to fly without worrying about running into things, and how great it feels to be able to hand the controller to someone who’s never flown a drone before and say, with complete confidence, “go ahead, fly it around!”

Skydio 2 vs. DJI Mavic

Photo: Evan Ackerman/IEEE Spectrum

Both the Skydio 2 and many models of DJI’s Mavic use visual obstacle avoidance, but the Skydio 2 is so much more advanced that you can’t really compare the two systems.

It’s important to note that there’s a huge difference between the sort of obstacle avoidance that you get with a DJI Mavic, and the sort of obstacle avoidance that you get with the Skydio 2. The objective of the Mavic’s obstacle avoidance is really there to prevent you from accidentally running into things, and in that capacity, it usually works. But there are two things to keep in mind here—first, not running into things is not the same as avoiding things, because avoiding things means planning several steps ahead, not just one step.

Second, there’s the fact that the Mavic’s obstacle detection only works most of the time. Fundamentally, I don’t trust my Mavic Pro, because sometimes the safety system doesn’t kick in for whatever reason and the drone ends up alarmingly close to something. And that’s actually fine, because with the Mavic, I expect to be piloting it. It’s for this same reason that I don’t care that my Parrot Anafi doesn’t have obstacle avoidance at all: I’m piloting it anyway, and I’m a careful pilot, so it just doesn’t matter. The Skydio 2 is totally and completely different. It’s in a class by itself, and you can’t compare what it can do to what anything else out there right now. Period.

Skydio 2 Tracking
Skydio’s big selling point on the Skydio 2 is that it’ll autonomously track you while avoiding obstacles. It does this visually, by watching where you go, predicting your future motion, and then planning its own motion to keep you in frame. The works better than you might expect, in that it’s really very good at not losing you. Obviously, the drone prioritizes not running into stuff over tracking you, which means that it may not always be where you feel like it should be. It’s probably trying to get there, but in obstacle dense environments, it can take some creative paths.

Having said that, I found it to be very consistent with keeping me in the frame, and I only managed to lose it when changing direction while fully occluded by an obstacle, or while it was executing an avoidance maneuver that was more dynamic than normal. If you deliberately try to hide from the drone it’s not that hard to do so if there are enough obstacles around, but I didn’t find the tracking to be something that I had to worry about it most cases. When tracking does fail and you’re not using the beacon, the drone will come to a hover. It won’t try and find you, but it will reacquire you if you get back into its field of view.

The Skydio 2 had no problem tracking me running through fairly dense trees:

GIF: Evan Ackerman/IEEE Spectrum

The Skydio 2 had no problem chasing me around through these trees, even while I was asking it to continually change its tracking angle.
Click here for a full resolution clip.

It also managed to keep up with me as I rode my bike along a tree-lined road:

GIF: Evan Ackerman/IEEE Spectrum

The Skydio 2 is easily fast enough to keep up with me on a bike, even while avoiding tree branches.
Click here for a full resolution clip.

It lost me when I asked it to follow very close behind me as I wove through some particularly branch-y trees, but it fails more or less gracefully by just sort of nope-ing out of situations when they start to get bad and coming to a hover somewhere safe.

GIF: Evan Ackerman/IEEE Spectrum

The Skydio 2 knows better than to put itself into situations that it can’t handle, and will bail to a safe spot if things get too complicated.
Click here for a full resolution clip.

After a few days of playing with the drone, I started to get to the point where I could set it to track me and then just forget about it while I rode my bike or whatever, as opposed to constantly turning around to make sure it was still behind me, which is what I was doing initially. It’s a level of trust that I don’t think would be possible with any other drone.

Should You Buy a Skydio 2?

Photo: Evan Ackerman/IEEE Spectrum

We think the Skydio 2 is fun and relaxing to fly, with unique autonomous intelligence that makes it worth the cost.

In case I haven’t said it often enough in this review, the Skydio 2 is an incredible piece of technology. As far as I know (as a robotics journalist, mind you), this represents the state of the art in commercial drone autonomy, and quite possibly the state of the art in drone autonomy, period. And it’s available for $999, which is expensive, but less money than a Mavic Pro 2. If you’re interested in a new drone, you should absolutely consider the Skydio 2.

There are some things to keep in mind—battery life is a solid but not stellar 20 minutes. Extra batteries are expensive at $99 each (the base kit includes just one). The controller and the beacon are also expensive, at $150 each. And while I think the Skydio 2 is definitely the drone you want to fly, it may not be the drone you want to travel with, since it’s bulky compared to other options.

But there’s no denying the fact that the experience is uniquely magical. Once you’ve flown the Skydio 2, you won’t want to fly anything else. This drone makes it possible to get pictures and videos that would be otherwise impossible, and you can do it completely on your own. You can trust the drone to do what it promises, as long as you’re mindful of some basic and common sense safety guidelines. And we’ve been told that the drone is only going to get smarter and more capable over time.

If you buy a Skydio 2, it comes with the following warranty from Skydio:

“If you’re operating your Skydio 2 within our Safe Flight guidelines, and it crashes, we’ll repair or replace it for free.”

Skydio trusts their drone to go out into a chaotic and unstructured world and dodge just about anything that comes its way. And after a week with this drone, I can see how they’re able to offer this kind of guarantee. This is the kind of autonomy that robots have been promising for years, and the Skydio 2 makes it real.

Detailed technical specifications are available on Skydio’s website, and if you have any questions, post a comment—we’ve got this drone for a little while longer, and I’d be happy to try out (nearly) anything with it.

Skydio 2 Review Video Highlights
This video is about 7 minutes of 4K, 30 fps footage directly from the Skydio 2. The only editing I did was cutting clips together, no stabilization or color correcting or anything like that. The drone will record in 4K 60 fps, so it gets smoother than this, but I, er, forgot to change the setting.

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Posted in Human Robots

#436174 How Selfish Are You? It Matters for ...

Posted on November 21, 2019 by Android

Our personalities impact almost everything we do, from the career path we choose to the way we interact with others to how we spend our free time.

But what about the way we drive—could personality be used to predict whether a driver will cut someone off, speed, or, say, zoom through a yellow light instead of braking?

There must be something to the idea that those of us who are more mild-mannered are likely to drive a little differently than the more assertive among us. At least, that’s what a team from MIT’s Computer Science and Artificial Intelligence Laboratory (CSAIL) is betting on.

“Working with and around humans means figuring out their intentions to better understand their behavior,” said graduate student Wilko Schwarting, lead author on the paper published this week in Proceedings of the National Academy of Sciences. “People’s tendencies to be collaborative or competitive often spills over into how they behave as drivers. In this paper we sought to understand if this was something we could actually quantify.”

The team is building a model that classifies drivers according to how selfish or selfless they are, then uses that classification to help predict how drivers will behave on the road. Ideally, the system will help improve safety for self-driving cars by integrating a degree of ‘humanity’ into how their software perceives its surroundings; right now, human drivers and their cars are just another object, not much different than a tree or a sign.

But unlike trees and signs, humans have behavioral patterns and motivations. For greater success on roads that are still dominated by us mercurial humans, the CSAIL team believes, driverless cars should take our personalities into account.

How Selfish Are You?
About how important is your own well-being to you vs. the well-being of other people? It’s a hard question to answer without specifying who the other people are; your answer would likely differ if we’re talking about your friends, loved ones, strangers, or people you actively dislike.

In social psychology, social value orientation (SVO) refers to people’s preferences for allocating resources between themselves and others. The two broad categories people can fall into are pro-social (people who are more cooperative, and expect cooperation from others) and pro-self (pretty self-explanatory: “Me first!”).

Based on drivers’ behavior in two different road scenarios—merging and making a left turn—the CSAIL team’s model classified drivers as pro-social or egoistic. Slowing down to let someone merge into your lane in front of you would earn you a pro-social classification, while cutting someone off or not slowing down to allow a left turn would make you egoistic.

On the Road
The system then uses these classifications to model and predict drivers’ behavior. The team demonstrated that using their model, errors in predicting the behavior of other cars were reduced by 25 percent.

In a left-turn simulation, for example, their car would wait when an approaching car had an egoistic driver, but go ahead and make the turn when the other driver was prosocial. Similarly, if a self-driving car is trying to merge into the left lane and it’s identified the drivers in that lane as egoistic, it will assume they won’t slow down to let it in, and will wait to merge behind them. If, on the other hand, the self-driving car knows that the human drivers in the left lane are prosocial, it will attempt to merge between them since they’re likely to let it in.

So how does this all translate to better safety?

It’s essentially a starting point for imbuing driverless cars with some of the abilities and instincts that are innate to humans. If you’re driving down the highway and you see a car swerving outside its lane, you’ll probably distance yourself from that car because you know it’s more likely to cause an accident. Our senses take in information we can immediately interpret and act on, and this includes predictions about what might happen based on observations of what just happened. Our observations can clue us in to a driver’s personality (the swerver must be careless) or simply to the circumstances of a given moment (the swerver was texting).

But right now, self-driving cars assume all human drivers behave the same way, and they have no mechanism for incorporating observations about behavioral differences between drivers into their decisions.

“Creating more human-like behavior in autonomous vehicles (AVs) is fundamental for the safety of passengers and surrounding vehicles, since behaving in a predictable manner enables humans to understand and appropriately respond to the AV’s actions,” said Schwarting.

Though it may feel a bit unsettling to think of an algorithm lumping you into a category and driving accordingly around you, maybe it’s less unsettling than thinking of self-driving cars as pre-programmed, oblivious robots unable to adapt to different driving styles.

The team’s next step is to apply their model to pedestrians, bikes, and other agents frequently found in driving environments. They also plan to look into other robotic systems acting among people, like household robots, and integrating social value orientation into their algorithms.

Image Credit: Image by Free-Photos from Pixabay Continue reading →

Posted in Human Robots