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#432031 Why the Rise of Self-Driving Vehicles ...

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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#432027 We Read This 800-Page Report on the ...

The longevity field is bustling but still fragmented, and the “silver tsunami” is coming.

That is the takeaway of The Science of Longevity, the behemoth first volume of a four-part series offering a bird’s-eye view of the longevity industry in 2017. The report, a joint production of the Biogerontology Research Foundation, Deep Knowledge Life Science, Aging Analytics Agency, and Longevity.International, synthesizes the growing array of academic and industry ventures related to aging, healthspan, and everything in between.

This is huge, not only in scale but also in ambition. The report, totally worth a read here, will be followed by four additional volumes in 2018, covering topics ranging from the business side of longevity ventures to financial systems to potential tensions between life extension and religion.

And that’s just the first step. The team hopes to publish updated versions of the report annually, giving scientists, investors, and regulatory agencies an easy way to keep their finger on the longevity pulse.

“In 2018, ‘aging’ remains an unnamed adversary in an undeclared war. For all intents and purposes it is mere abstraction in the eyes of regulatory authorities worldwide,” the authors write.

That needs to change.

People often arrive at the field of aging from disparate areas with wildly diverse opinions and strengths. The report compiles these individual efforts at cracking aging into a systematic resource—a “periodic table” for longevity that clearly lays out emerging trends and promising interventions.

The ultimate goal? A global framework serving as a road map to guide the burgeoning industry. With such a framework in hand, academics and industry alike are finally poised to petition the kind of large-scale investments and regulatory changes needed to tackle aging with a unified front.

Infographic depicting many of the key research hubs and non-profits within the field of geroscience.
Image Credit: Longevity.International
The Aging Globe
The global population is rapidly aging. And our medical and social systems aren’t ready to handle this oncoming “silver tsunami.”

Take the medical field. Many age-related diseases such as Alzheimer’s lack effective treatment options. Others, including high blood pressure, stroke, lung or heart problems, require continuous medication and monitoring, placing enormous strain on medical resources.

What’s more, because disease risk rises exponentially with age, medical care for the elderly becomes a game of whack-a-mole: curing any individual disease such as cancer only increases healthy lifespan by two to three years before another one hits.

That’s why in recent years there’s been increasing support for turning the focus to the root of the problem: aging. Rather than tackling individual diseases, geroscience aims to add healthy years to our lifespan—extending “healthspan,” so to speak.

Despite this relative consensus, the field still faces a roadblock. The US FDA does not yet recognize aging as a bona fide disease. Without such a designation, scientists are banned from testing potential interventions for aging in clinical trials (that said, many have used alternate measures such as age-related biomarkers or Alzheimer’s symptoms as a proxy).

Luckily, the FDA’s stance is set to change. The promising anti-aging drug metformin, for example, is already in clinical trials, examining its effect on a variety of age-related symptoms and diseases. This report, and others to follow, may help push progress along.

“It is critical for investors, policymakers, scientists, NGOs, and influential entities to prioritize the amelioration of the geriatric world scenario and recognize aging as a critical matter of global economic security,” the authors say.

Biomedical Gerontology
The causes of aging are complex, stubborn, and not all clear.

But the report lays out two main streams of intervention with already promising results.

The first is to understand the root causes of aging and stop them before damage accumulates. It’s like meddling with cogs and other inner workings of a clock to slow it down, the authors say.

The report lays out several treatments to keep an eye on.

Geroprotective drugs is a big one. Often repurposed from drugs already on the market, these traditional small molecule drugs target a wide variety of metabolic pathways that play a role in aging. Think anti-oxidants, anti-inflammatory, and drugs that mimic caloric restriction, a proven way to extend healthspan in animal models.

More exciting are the emerging technologies. One is nanotechnology. Nanoparticles of carbon, “bucky-balls,” for example, have already been shown to fight viral infections and dangerous ion particles, as well as stimulate the immune system and extend lifespan in mice (though others question the validity of the results).

Blood is another promising, if surprising, fountain of youth: recent studies found that molecules in the blood of the young rejuvenate the heart, brain, and muscles of aged rodents, though many of these findings have yet to be replicated.

Rejuvenation Biotechnology
The second approach is repair and maintenance.

Rather than meddling with inner clockwork, here we force back the hands of a clock to set it back. The main example? Stem cell therapy.

This type of approach would especially benefit the brain, which harbors small, scattered numbers of stem cells that deplete with age. For neurodegenerative diseases like Alzheimer’s, in which neurons progressively die off, stem cell therapy could in theory replace those lost cells and mend those broken circuits.

Once a blue-sky idea, the discovery of induced pluripotent stem cells (iPSCs), where scientists can turn skin and other mature cells back into a stem-like state, hugely propelled the field into near reality. But to date, stem cells haven’t been widely adopted in clinics.

It’s “a toolkit of highly innovative, highly invasive technologies with clinical trials still a great many years off,” the authors say.

But there is a silver lining. The boom in 3D tissue printing offers an alternative approach to stem cells in replacing aging organs. Recent investment from the Methuselah Foundation and other institutions suggests interest remains high despite still being a ways from mainstream use.

A Disruptive Future
“We are finally beginning to see an industry emerge from mankind’s attempts to make sense of the biological chaos,” the authors conclude.

Looking through the trends, they identified several technologies rapidly gaining steam.

One is artificial intelligence, which is already used to bolster drug discovery. Machine learning may also help identify new longevity genes or bring personalized medicine to the clinic based on a patient’s records or biomarkers.

Another is senolytics, a class of drugs that kill off “zombie cells.” Over 10 prospective candidates are already in the pipeline, with some expected to enter the market in less than a decade, the authors say.

Finally, there’s the big gun—gene therapy. The treatment, unlike others mentioned, can directly target the root of any pathology. With a snip (or a swap), genetic tools can turn off damaging genes or switch on ones that promote a youthful profile. It is the most preventative technology at our disposal.

There have already been some success stories in animal models. Using gene therapy, rodents given a boost in telomerase activity, which lengthens the protective caps of DNA strands, live healthier for longer.

“Although it is the prospect farthest from widespread implementation, it may ultimately prove the most influential,” the authors say.

Ultimately, can we stop the silver tsunami before it strikes?

Perhaps not, the authors say. But we do have defenses: the technologies outlined in the report, though still immature, could one day stop the oncoming tidal wave in its tracks.

Now we just have to bring them out of the lab and into the real world. To push the transition along, the team launched Longevity.International, an online meeting ground that unites various stakeholders in the industry.

By providing scientists, entrepreneurs, investors, and policy-makers a platform for learning and discussion, the authors say, we may finally generate enough drive to implement our defenses against aging. The war has begun.

Read the report in full here, and watch out for others coming soon here. The second part of the report profiles 650 (!!!) longevity-focused research hubs, non-profits, scientists, conferences, and literature. It’s an enormously helpful resource—totally worth keeping it in your back pocket for future reference.

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#431872 AI Uses Titan Supercomputer to Create ...

You don’t have to dig too deeply into the archive of dystopian science fiction to uncover the horror that intelligent machines might unleash. The Matrix and The Terminator are probably the most well-known examples of self-replicating, intelligent machines attempting to enslave or destroy humanity in the process of building a brave new digital world.
The prospect of artificially intelligent machines creating other artificially intelligent machines took a big step forward in 2017. However, we’re far from the runaway technological singularity futurists are predicting by mid-century or earlier, let alone murderous cyborgs or AI avatar assassins.
The first big boost this year came from Google. The tech giant announced it was developing automated machine learning (AutoML), writing algorithms that can do some of the heavy lifting by identifying the right neural networks for a specific job. Now researchers at the Department of Energy’s Oak Ridge National Laboratory (ORNL), using the most powerful supercomputer in the US, have developed an AI system that can generate neural networks as good if not better than any developed by a human in less than a day.
It can take months for the brainiest, best-paid data scientists to develop deep learning software, which sends data through a complex web of mathematical algorithms. The system is modeled after the human brain and known as an artificial neural network. Even Google’s AutoML took weeks to design a superior image recognition system, one of the more standard operations for AI systems today.
Computing Power
Of course, Google Brain project engineers only had access to 800 graphic processing units (GPUs), a type of computer hardware that works especially well for deep learning. Nvidia, which pioneered the development of GPUs, is considered the gold standard in today’s AI hardware architecture. Titan, the supercomputer at ORNL, boasts more than 18,000 GPUs.
The ORNL research team’s algorithm, called MENNDL for Multinode Evolutionary Neural Networks for Deep Learning, isn’t designed to create AI systems that cull cute cat photos from the internet. Instead, MENNDL is a tool for testing and training thousands of potential neural networks to work on unique science problems.
That requires a different approach from the Google and Facebook AI platforms of the world, notes Steven Young, a postdoctoral research associate at ORNL who is on the team that designed MENNDL.
“We’ve discovered that those [neural networks] are very often not the optimal network for a lot of our problems, because our data, while it can be thought of as images, is different,” he explains to Singularity Hub. “These images, and the problems, have very different characteristics from object detection.”
AI for Science
One application of the technology involved a particle physics experiment at the Fermi National Accelerator Laboratory. Fermilab researchers are interested in understanding neutrinos, high-energy subatomic particles that rarely interact with normal matter but could be a key to understanding the early formation of the universe. One Fermilab experiment involves taking a sort of “snapshot” of neutrino interactions.
The team wanted the help of an AI system that could analyze and classify Fermilab’s detector data. MENNDL evaluated 500,000 neural networks in 24 hours. Its final solution proved superior to custom models developed by human scientists.
In another case involving a collaboration with St. Jude Children’s Research Hospital in Memphis, MENNDL improved the error rate of a human-designed algorithm for identifying mitochondria inside 3D electron microscopy images of brain tissue by 30 percent.
“We are able to do better than humans in a fraction of the time at designing networks for these sort of very different datasets that we’re interested in,” Young says.
What makes MENNDL particularly adept is its ability to define the best or most optimal hyperparameters—the key variables—to tackle a particular dataset.
“You don’t always need a big, huge deep network. Sometimes you just need a small network with the right hyperparameters,” Young says.
A Virtual Data Scientist
That’s not dissimilar to the approach of a company called H20.ai, a startup out of Silicon Valley that uses open source machine learning platforms to “democratize” AI. It applies machine learning to create business solutions for Fortune 500 companies, including some of the world’s biggest banks and healthcare companies.
“Our software is more [about] pattern detection, let’s say anti-money laundering or fraud detection or which customer is most likely to churn,” Dr. Arno Candel, chief technology officer at H2O.ai, tells Singularity Hub. “And that kind of insight-generating software is what we call AI here.”
The company’s latest product, Driverless AI, promises to deliver the data scientist equivalent of a chessmaster to its customers (the company claims several such grandmasters in its employ and advisory board). In other words, the system can analyze a raw dataset and, like MENNDL, automatically identify what features should be included in the computer model to make the most of the data based on the best “chess moves” of its grandmasters.
“So we’re using those algorithms, but we’re giving them the human insights from those data scientists, and we automate their thinking,” he explains. “So we created a virtual data scientist that is relentless at trying these ideas.”
Inside the Black Box
Not unlike how the human brain reaches a conclusion, it’s not always possible to understand how a machine, despite being designed by humans, reaches its own solutions. The lack of transparency is often referred to as the AI “black box.” Experts like Young say we can learn something about the evolutionary process of machine learning by generating millions of neural networks and seeing what works well and what doesn’t.
“You’re never going to be able to completely explain what happened, but maybe we can better explain it than we currently can today,” Young says.
Transparency is built into the “thought process” of each particular model generated by Driverless AI, according to Candel.
The computer even explains itself to the user in plain English at each decision point. There is also real-time feedback that allows users to prioritize features, or parameters, to see how the changes improve the accuracy of the model. For example, the system may include data from people in the same zip code as it creates a model to describe customer turnover.
“That’s one of the advantages of our automatic feature engineering: it’s basically mimicking human thinking,” Candel says. “It’s not just neural nets that magically come up with some kind of number, but we’re trying to make it statistically significant.”
Moving Forward
Much digital ink has been spilled over the dearth of skilled data scientists, so automating certain design aspects for developing artificial neural networks makes sense. Experts agree that automation alone won’t solve that particular problem. However, it will free computer scientists to tackle more difficult issues, such as parsing the inherent biases that exist within the data used by machine learning today.
“I think the world has an opportunity to focus more on the meaning of things and not on the laborious tasks of just fitting a model and finding the best features to make that model,” Candel notes. “By automating, we are pushing the burden back for the data scientists to actually do something more meaningful, which is think about the problem and see how you can address it differently to make an even bigger impact.”
The team at ORNL expects it can also make bigger impacts beginning next year when the lab’s next supercomputer, Summit, comes online. While Summit will boast only 4,600 nodes, it will sport the latest and greatest GPU technology from Nvidia and CPUs from IBM. That means it will deliver more than five times the computational performance of Titan, the world’s fifth-most powerful supercomputer today.
“We’ll be able to look at much larger problems on Summit than we were able to with Titan and hopefully get to a solution much faster,” Young says.
It’s all in a day’s work.
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#431828 This Self-Driving AI Is Learning to ...

I don’t have to open the doors of AImotive’s white 2015 Prius to see that it’s not your average car. This particular Prius has been christened El Capitan, the name written below the rear doors, and two small cameras are mounted on top of the car. Bundles of wire snake out from them, as well as from the two additional cameras on the car’s hood and trunk.
Inside is where things really get interesting, though. The trunk holds a computer the size of a microwave, and a large monitor covers the passenger glove compartment and dashboard. The center console has three switches labeled “Allowed,” “Error,” and “Active.”
Budapest-based AImotive is working to provide scalable self-driving technology alongside big players like Waymo and Uber in the autonomous vehicle world. On a highway test ride with CEO Laszlo Kishonti near the company’s office in Mountain View, California, I got a glimpse of just how complex that world is.
Camera-Based Feedback System
AImotive’s approach to autonomous driving is a little different from that of some of the best-known systems. For starters, they’re using cameras, not lidar, as primary sensors. “The traffic system is visual and the cost of cameras is low,” Kishonti said. “A lidar can recognize when there are people near the car, but a camera can differentiate between, say, an elderly person and a child. Lidar’s resolution isn’t high enough to recognize the subtle differences of urban driving.”
Image Credit: AImotive
The company’s aiDrive software uses data from the camera sensors to feed information to its algorithms for hierarchical decision-making, grouped under four concurrent activities: recognition, location, motion, and control.
Kishonti pointed out that lidar has already gotten more cost-efficient, and will only continue to do so.
“Ten years ago, lidar was best because there wasn’t enough processing power to do all the calculations by AI. But the cost of running AI is decreasing,” he said. “In our approach, computer vision and AI processing are key, and for safety, we’ll have fallback sensors like radar or lidar.”
aiDrive currently runs on Nvidia chips, which Kishonti noted were originally designed for graphics, and are not terribly efficient given how power-hungry they are. “We’re planning to substitute lower-cost, lower-energy chips in the next six months,” he said.
Testing in Virtual Reality
Waymo recently announced its fleet has now driven four million miles autonomously. That’s a lot of miles, and hard to compete with. But AImotive isn’t trying to compete, at least not by logging more real-life test miles. Instead, the company is doing 90 percent of its testing in virtual reality. “This is what truly differentiates us from competitors,” Kishonti said.
He outlined the three main benefits of VR testing: it can simulate scenarios too dangerous for the real world (such as hitting something), too costly (not every company has Waymo’s funds to run hundreds of cars on real roads), or too time-consuming (like waiting for rain, snow, or other weather conditions to occur naturally and repeatedly).
“Real-world traffic testing is very skewed towards the boring miles,” he said. “What we want to do is test all the cases that are hard to solve.”
On a screen that looked not unlike multiple games of Mario Kart, he showed me the simulator. Cartoon cars cruised down winding streets, outfitted with all the real-world surroundings: people, trees, signs, other cars. As I watched, a furry kangaroo suddenly hopped across one screen. “Volvo had an issue in Australia,” Kishonti explained. “A kangaroo’s movement is different than other animals since it hops instead of running.” Talk about cases that are hard to solve.
AImotive is currently testing around 1,000 simulated scenarios every night, with a steadily-rising curve of successful tests. These scenarios are broken down into features, and the car’s behavior around those features fed into a neural network. As the algorithms learn more features, the level of complexity the vehicles can handle goes up.
On the Road
After Kishonti and his colleagues filled me in on the details of their product, it was time to test it out. A safety driver sat in the driver’s seat, a computer operator in the passenger seat, and Kishonti and I in back. The driver maintained full control of the car until we merged onto the highway. Then he flicked the “Allowed” switch, his copilot pressed the “Active” switch, and he took his hands off the wheel.
What happened next, you ask?
A few things. El Capitan was going exactly the speed limit—65 miles per hour—which meant all the other cars were passing us. When a car merged in front of us or cut us off, El Cap braked accordingly (if a little abruptly). The monitor displayed the feed from each of the car’s cameras, plus multiple data fields and a simulation where a blue line marked the center of the lane, measured by the cameras tracking the lane markings on either side.
I noticed El Cap wobbling out of our lane a bit, but it wasn’t until two things happened in a row that I felt a little nervous: first we went under a bridge, then a truck pulled up next to us, both bridge and truck casting a complete shadow over our car. At that point El Cap lost it, and we swerved haphazardly to the right, narrowly missing the truck’s rear wheels. The safety driver grabbed the steering wheel and took back control of the car.
What happened, Kishonti explained, was that the shadows made it hard for the car’s cameras to see the lane markings. This was a new scenario the algorithm hadn’t previously encountered. If we’d only gone under a bridge or only been next to the truck for a second, El Cap may not have had so much trouble, but the two events happening in a row really threw the car for a loop—almost literally.
“This is a new scenario we’ll add to our testing,” Kishonti said. He added that another way for the algorithm to handle this type of scenario, rather than basing its speed and positioning on the lane markings, is to mimic nearby cars. “The human eye would see that other cars are still moving at the same speed, even if it can’t see details of the road,” he said.
After another brief—and thankfully uneventful—hands-off cruise down the highway, the safety driver took over, exited the highway, and drove us back to the office.
Driving into the Future
I climbed out of the car feeling amazed not only that self-driving cars are possible, but that driving is possible at all. I squint when driving into a tunnel, swerve to avoid hitting a stray squirrel, and brake gradually at stop signs—all without consciously thinking to do so. On top of learning to steer, brake, and accelerate, self-driving software has to incorporate our brains’ and bodies’ unconscious (but crucial) reactions, like our pupils dilating to let in more light so we can see in a tunnel.
Despite all the progress of machine learning, artificial intelligence, and computing power, I have a wholly renewed appreciation for the thing that’s been in charge of driving up till now: the human brain.
Kishonti seemed to feel similarly. “I don’t think autonomous vehicles in the near future will be better than the best drivers,” he said. “But they’ll be better than the average driver. What we want to achieve is safe, good-quality driving for everyone, with scalability.”
AImotive is currently working with American tech firms and with car and truck manufacturers in Europe, China, and Japan.
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#431790 FT 300 force torque sensor

Robotiq Updates FT 300 Sensitivity For High Precision Tasks With Universal RobotsForce Torque Sensor feeds data to Universal Robots force mode
Quebec City, Canada, November 13, 2017 – Robotiq launches a 10 times more sensitive version of its FT 300 Force Torque Sensor. With Plug + Play integration on all Universal Robots, the FT 300 performs highly repeatable precision force control tasks such as finishing, product testing, assembly and precise part insertion.
This force torque sensor comes with an updated free URCap software able to feed data to the Universal Robots Force Mode. “This new feature allows the user to perform precise force insertion assembly and many finishing applications where force control with high sensitivity is required” explains Robotiq CTO Jean-Philippe Jobin*.
The URCap also includes a new calibration routine. “We’ve integrated a step-by-step procedure that guides the user through the process, which takes less than 2 minutes” adds Jobin. “A new dashboard also provides real-time force and moment readings on all 6 axes. Moreover, pre-built programming functions are now embedded in the URCap for intuitive programming.”
See some of the FT 300’s new capabilities in the following demo videos:
#1 How to calibrate with the FT 300 URCap Dashboard
#2 Linear search demo
#3 Path recording demo
Visit the FT 300 webpage or get a quote here
Get the FT 300 specs here
Get more info in the FAQ
Get free Skills to accelerate robot programming of force control tasks.
Get free robot cell deployment resources on leanrobotics.org
* Available with Universal Robots CB3.1 controller only
About Robotiq
Robotiq’s Lean Robotics methodology and products enable manufacturers to deploy productive robot cells across their factory. They leverage the Lean Robotics methodology for faster time to production and increased productivity from their robots. Production engineers standardize on Robotiq’s Plug + Play components for their ease of programming, built-in integration, and adaptability to many processes. They rely on the Flow software suite to accelerate robot projects and optimize robot performance once in production.
Robotiq is the humans behind the robots: an employee-owned business with a passionate team and an international partner network.
Media contact
David Maltais, Communications and Public Relations Coordinator
d.maltais@robotiq.com
1-418-929-2513
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Press Release Provided by: Robotiq.Com
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