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It’s been a long time coming. For years Waymo (formerly known as Google Chauffeur) has been diligently developing, driving, testing and refining its fleets of various models of self-driving cars. Now Waymo is going big. The company recently placed an order for several thousand new Chrysler Pacifica minivans and next year plans to launch driverless taxis in a number of US cities.
This deal raises one of the biggest unanswered questions about autonomous vehicles: if fleets of driverless taxis make it cheap and easy for regular people to get around, what’s going to happen to car ownership?
One popular line of thought goes as follows: as autonomous ride-hailing services become ubiquitous, people will no longer need to buy their own cars. This notion has a certain logical appeal. It makes sense to assume that as driverless taxis become widely available, most of us will eagerly sell the family car and use on-demand taxis to get to work, run errands, or pick up the kids. After all, vehicle ownership is pricey and most cars spend the vast majority of their lives parked.
Even experts believe commercial availability of autonomous vehicles will cause car sales to drop.
Market research firm KPMG estimates that by 2030, midsize car sales in the US will decline from today’s 5.4 million units sold each year to nearly half that number, a measly 2.1 million units. Another market research firm, ReThinkX, offers an even more pessimistic estimate (or optimistic, depending on your opinion of cars), predicting that autonomous vehicles will reduce consumer demand for new vehicles by a whopping 70 percent.
The reality is that the impending death of private vehicle sales is greatly exaggerated. Despite the fact that autonomous taxis will be a beneficial and widely-embraced form of urban transportation, we will witness the opposite. Most people will still prefer to own their own autonomous vehicle. In fact, the total number of units of autonomous vehicles sold each year is going to increase rather than decrease.
When people predict the demise of car ownership, they are overlooking the reality that the new autonomous automotive industry is not going to be just a re-hash of today’s car industry with driverless vehicles. Instead, the automotive industry of the future will be selling what could be considered an entirely new product: a wide variety of intelligent, self-guiding transportation robots. When cars become a widely used type of transportation robot, they will be cheap, ubiquitous, and versatile.
Several unique characteristics of autonomous vehicles will ensure that people will continue to buy their own cars.
1. Cost: Thanks to simpler electric engines and lighter auto bodies, autonomous vehicles will be cheaper to buy and maintain than today’s human-driven vehicles. Some estimates bring the price to $10K per vehicle, a stark contrast with today’s average of $30K per vehicle.
2. Personal belongings: Consumers will be able to do much more in their driverless vehicles, including work, play, and rest. This means they will want to keep more personal items in their cars.
3. Frequent upgrades: The average (human-driven) car today is owned for 10 years. As driverless cars become software-driven devices, their price/performance ratio will track to Moore’s law. Their rapid improvement will increase the appeal and frequency of new vehicle purchases.
4. Instant accessibility: In a dense urban setting, a driverless taxi is able to show up within minutes of being summoned. But not so in rural areas, where people live miles apart. For many, delay and “loss of control” over their own mobility will increase the appeal of owning their own vehicle.
5. Diversity of form and function: Autonomous vehicles will be available in a wide variety of sizes and shapes. Consumers will drive demand for custom-made, purpose-built autonomous vehicles whose form is adapted for a particular function.
Let’s explore each of these characteristics in more detail.
Autonomous vehicles will cost less for several reasons. For one, they will be powered by electric engines, which are cheaper to construct and maintain than gasoline-powered engines. Removing human drivers will also save consumers money. Autonomous vehicles will be much less likely to have accidents, hence they can be built out of lightweight, lower-cost materials and will be cheaper to insure. With the human interface no longer needed, autonomous vehicles won’t be burdened by the manufacturing costs of a complex dashboard, steering wheel, and foot pedals.
While hop-on, hop-off autonomous taxi-based mobility services may be ideal for some of the urban population, several sizeable customer segments will still want to own their own cars.
These include people who live in sparsely-populated rural areas who can’t afford to wait extended periods of time for a taxi to appear. Families with children will prefer to own their own driverless cars to house their childrens’ car seats and favorite toys and sippy cups. Another loyal car-buying segment will be die-hard gadget-hounds who will eagerly buy a sexy upgraded model every year or so, unable to resist the siren song of AI that is three times as safe, or a ride that is twice as smooth.
Finally, consider the allure of robotic diversity.
Commuters will invest in a home office on wheels, a sleek, traveling workspace resembling the first-class suite on an airplane. On the high end of the market, city-dwellers and country-dwellers alike will special-order custom-made autonomous vehicles whose shape and on-board gadgetry is adapted for a particular function or hobby. Privately-owned small businesses will buy their own autonomous delivery robot that could range in size from a knee-high, last-mile delivery pod, to a giant, long-haul shipping device.
As autonomous vehicles near commercial viability, Waymo’s procurement deal with Fiat Chrysler is just the beginning.
The exact value of this future automotive industry has yet to be defined, but research from Intel’s internal autonomous vehicle division estimates this new so-called “passenger economy” could be worth nearly $7 trillion a year. To position themselves to capture a chunk of this potential revenue, companies whose businesses used to lie in previously disparate fields such as robotics, software, ships, and entertainment (to name but a few) have begun to form a bewildering web of what they hope will be symbiotic partnerships. Car hailing and chip companies are collaborating with car rental companies, who in turn are befriending giant software firms, who are launching joint projects with all sizes of hardware companies, and so on.
Last year, car companies sold an estimated 80 million new cars worldwide. Over the course of nearly a century, car companies and their partners, global chains of suppliers and service providers, have become masters at mass-producing and maintaining sturdy and cost-effective human-driven vehicles. As autonomous vehicle technology becomes ready for mainstream use, traditional automotive companies are being forced to grapple with the painful realization that they must compete in a new playing field.
The challenge for traditional car-makers won’t be that people no longer want to own cars. Instead, the challenge will be learning to compete in a new and larger transportation industry where consumers will choose their product according to the appeal of its customized body and the quality of its intelligent software.
Melba Kurman and Hod Lipson are the authors of Driverless: Intelligent Cars and the Road Ahead and Fabricated: the New World of 3D Printing.
Image Credit: hfzimages / Shutterstock.com
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OptoForce Sensors Providing Industrial Robots with
a “Sense of Touch” to Advance Manufacturing Automation
Global efforts to expand the capabilities of industrial robots are on the rise, as the demand from manufacturing companies to strengthen their operations and improve performance grows.
Hungary-based OptoForce, with a North American office in Charlotte, North Carolina, is one company that continues to support organizations with new robotic capabilities, as evidenced by its several new applications released in 2017.
The company, a leading robotics technology provider of multi-axis force and torque sensors, delivers 6 degrees of freedom force and torque measurement for industrial automation, and provides sensors for most of the currently-used industrial robots.
It recently developed and brought to market three new applications for KUKA industrial robots.
The new applications are hand guiding, presence detection, and center pointing and will be utilized by both end users and systems integrators. Each application is summarized below and what they provide for KUKA robots, along with video demonstrations to show how they operate.
Photo By: www.optoforce.com
Hand Guiding: With OptoForce’s Hand Guiding application, KUKA robots can easily and smoothly move in an assigned direction and selected route. This video shows specifically how to program the robot for hand guiding.
Presence Detection: This application allows KUKA robots to detect the presence of a specific object and to find the object even if it has moved. Visit here to learn more about presence detection.
Center Pointing: With this application, the OptoForce sensor helps the KUKA robot find the center point of an object by providing the robot with a sense of touch. This solution also works with glossy metal objects where a vision system would not be able to define its position. This video shows in detail how the center pointing application works.
The company’s CEO explained how these applications help KUKA robots and industrial automation.
Photo By: www.optoforce.com
“OptoForce’s new applications for KUKA robots pave the way for substantial improvements in industrial automation for both end users and systems integrators,” said Ákos Dömötör, CEO of OptoForce. “Our 6-axis force/torque sensors are combined with highly functional hardware and a comprehensive software package, which include the pre-programmed industrial applications. Essentially, we’re adding a ‘sense of touch’ to KUKA robot arms, enabling these robots to have abilities similar to a human hand, and opening up numerous new capabilities in industrial automation.”
Along with these new applications recently released for KUKA robots, OptoForce sensors are also being used by various companies on numerous industrial robots and manufacturing automation projects around the world. Examples of other uses include: path recording, polishing plastic and metal, box insertion, placing pins in holes, stacking/destacking, palletizing, and metal part sanding.
Specifically, some of the projects current underway by companies include: a plastic parting line removal; an obstacle detection for a major car manufacturing company; and a center point insertion application for a car part supplier, where the task of the robot is to insert a mirror, completely centered, onto a side mirror housing.
For more information, visit www.optoforce.com.
This post was provided by: OptoForce
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When? This is probably the question that futurists, AI experts, and even people with a keen interest in technology dread the most. It has proved famously difficult to predict when new developments in AI will take place. The scientists at the Dartmouth Summer Research Project on Artificial Intelligence in 1956 thought that perhaps two months would be enough to make “significant advances” in a whole range of complex problems, including computers that can understand language, improve themselves, and even understand abstract concepts.
Sixty years later, and these problems are not yet solved. The AI Index, from Stanford, is an attempt to measure how much progress has been made in artificial intelligence.
The index adopts a unique approach, and tries to aggregate data across many regimes. It contains Volume of Activity metrics, which measure things like venture capital investment, attendance at academic conferences, published papers, and so on. The results are what you might expect: tenfold increases in academic activity since 1996, an explosive growth in startups focused around AI, and corresponding venture capital investment. The issue with this metric is that it measures AI hype as much as AI progress. The two might be correlated, but then again, they may not.
The index also scrapes data from the popular coding website Github, which hosts more source code than anyone in the world. They can track the amount of AI-related software people are creating, as well as the interest levels in popular machine learning packages like Tensorflow and Keras. The index also keeps track of the sentiment of news articles that mention AI: surprisingly, given concerns about the apocalypse and an employment crisis, those considered “positive” outweigh the “negative” by three to one.
But again, this could all just be a measure of AI enthusiasm in general.
No one would dispute the fact that we’re in an age of considerable AI hype, but the progress of AI is littered by booms and busts in hype, growth spurts that alternate with AI winters. So the AI Index attempts to track the progress of algorithms against a series of tasks. How well does computer vision perform at the Large Scale Visual Recognition challenge? (Superhuman at annotating images since 2015, but they still can’t answer questions about images very well, combining natural language processing and image recognition). Speech recognition on phone calls is almost at parity.
In other narrow fields, AIs are still catching up to humans. Translation might be good enough that you can usually get the gist of what’s being said, but still scores poorly on the BLEU metric for translation accuracy. The AI index even keeps track of how well the programs can do on the SAT test, so if you took it, you can compare your score to an AI’s.
Measuring the performance of state-of-the-art AI systems on narrow tasks is useful and fairly easy to do. You can define a metric that’s simple to calculate, or devise a competition with a scoring system, and compare new software with old in a standardized way. Academics can always debate about the best method of assessing translation or natural language understanding. The Loebner prize, a simplified question-and-answer Turing Test, recently adopted Winograd Schema type questions, which rely on contextual understanding. AI has more difficulty with these.
Where the assessment really becomes difficult, though, is in trying to map these narrow-task performances onto general intelligence. This is hard because of a lack of understanding of our own intelligence. Computers are superhuman at chess, and now even a more complex game like Go. The braver predictors who came up with timelines thought AlphaGo’s success was faster than expected, but does this necessarily mean we’re closer to general intelligence than they thought?
Here is where it’s harder to track progress.
We can note the specialized performance of algorithms on tasks previously reserved for humans—for example, the index cites a Nature paper that shows AI can now predict skin cancer with more accuracy than dermatologists. We could even try to track one specific approach to general AI; for example, how many regions of the brain have been successfully simulated by a computer? Alternatively, we could simply keep track of the number of professions and professional tasks that can now be performed to an acceptable standard by AI.
“We are running a race, but we don’t know how to get to the endpoint, or how far we have to go.”
Progress in AI over the next few years is far more likely to resemble a gradual rising tide—as more and more tasks can be turned into algorithms and accomplished by software—rather than the tsunami of a sudden intelligence explosion or general intelligence breakthrough. Perhaps measuring the ability of an AI system to learn and adapt to the work routines of humans in office-based tasks could be possible.
The AI index doesn’t attempt to offer a timeline for general intelligence, as this is still too nebulous and confused a concept.
Michael Woodridge, head of Computer Science at the University of Oxford, notes, “The main reason general AI is not captured in the report is that neither I nor anyone else would know how to measure progress.” He is concerned about another AI winter, and overhyped “charlatans and snake-oil salesmen” exaggerating the progress that has been made.
A key concern that all the experts bring up is the ethics of artificial intelligence.
Of course, you don’t need general intelligence to have an impact on society; algorithms are already transforming our lives and the world around us. After all, why are Amazon, Google, and Facebook worth any money? The experts agree on the need for an index to measure the benefits of AI, the interactions between humans and AIs, and our ability to program values, ethics, and oversight into these systems.
Barbra Grosz of Harvard champions this view, saying, “It is important to take on the challenge of identifying success measures for AI systems by their impact on people’s lives.”
For those concerned about the AI employment apocalypse, tracking the use of AI in the fields considered most vulnerable (say, self-driving cars replacing taxi drivers) would be a good idea. Society’s flexibility for adapting to AI trends should be measured, too; are we providing people with enough educational opportunities to retrain? How about teaching them to work alongside the algorithms, treating them as tools rather than replacements? The experts also note that the data suffers from being US-centric.
We are running a race, but we don’t know how to get to the endpoint, or how far we have to go. We are judging by the scenery, and how far we’ve run already. For this reason, measuring progress is a daunting task that starts with defining progress. But the AI index, as an annual collection of relevant information, is a good start.
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