Tag Archives: drive
#437504 A New and Improved Burger Robot’s on ...
No doubt about it, the pandemic has changed the way we eat. Never before have so many people who hated cooking been forced to learn how to prepare a basic meal for themselves. With sit-down restaurants limiting their capacity or shutting down altogether, consumption of fast food and fast-casual food has skyrocketed. Don’t feel like slaving over a hot stove? Just hit the drive through and grab a sandwich and some fries (the health implications of increased fast food consumption are another matter…).
Given our sudden immense need for paper-wrapped burgers and cardboard cartons of fries, fast food workers are now counted as essential. But what about their safety, both from a virus standpoint and from the usual risks of working in a busy kitchen (like getting burned by the stove or the hot oil from the fryer, cut by a slicer, etc.)? And how many orders of burgers and fries can humans possibly churn out in an hour?
Enter the robot. Three and a half years ago, a burger-flipping robot aptly named Flippy, made by Miso Robotics, made its debut at a fast food restaurant in California called CaliBurger. Now Flippy is on the market for anyone who wishes to purchase their own, with a price tag of $30,000 and a range of new capabilities—this burger bot has progressed far beyond just flipping burgers.
Flippy’s first iteration was already pretty impressive. It used machine learning software to locate and identify objects in front of it (rather than needing to have objects lined up in specific spots), and was able to learn from experience to improve its accuracy. Sensors on its grill-facing side took in thermal and 3D data to gauge the cooking process for multiple patties at a time, and cameras allowed the robot to ‘see’ its surroundings.
A system that digitally sent tickets to the kitchen from the restaurant’s front counter kept Flippy on top of how many burgers it should be cooking at any given time. Its key tasks were pulling raw patties from a stack and placing them on the grill, tracking each burger’s cook time and temperature, and transferring cooked burgers to a plate.
The new and improved Flippy can do all this and more. It can cook 19 different foods, including chicken wings, onion rings, french fries, and even the Impossible Burger (which, as you may know, isn’t actually made of meat, and that means it’s a little trickier to grill it to perfection).
Flippy’s handiwork. Image Credit: Miso Robotics
And instead of its body sitting on a cart on wheels (which took up a lot of space and meant the robot’s arm could get in the way of human employees), it’s now attached to a rail along the stove’s hood, and can move along the rail to access both the grill and the fryer (provided they’re next to each other, which in many fast food restaurants they are). In fact, Flippy has a new acronym attached to its name: ROAR, which stands for Robot on a Rail.
Flippy ROAR in action, artist rendering. Image Credit: Miso Robotics
Sensors equipped with laser make it safer for human employees to work near Flippy. The bot can automatically switch between different tools, such as a spatula for flipping patties and tongs for gripping the handle of a fryer basket. Its AI software will enable it to learn new skills over time.
Flippy’s interface. Image Credit: Miso Robotics
The first big restaurant chain to go all-in on Flippy was White Castle, which in July announced plans to pilot Flippy ROAR before year’s end. And just last month, Miso made the bot commercially available. The current cost is $30,000 (plus a monthly fee of $1,500 for use of the software), but the company hopes to bring the price down to $20,000 within the next year.
According to Business Insider, demand for the fast food robot is through the roof, probably given a significant boost by the pandemic—thanks, Covid-19. The pace of automation has picked up across multiple sectors, and will likely continue to accelerate as companies look to insure themselves against additional losses.
So for the immediate future, it seems that no matter what happens, we don’t have to worry about the supply of burgers, fries, onion rings, chicken wings, and the like running out.
Now if only Flippy had a cousin—perhaps named Leafy—who could chop vegetables and greens and put together fresh-made salads…
Maybe that can be Miso Robotics’ next project.
Image Credit: Miso Robotics Continue reading
#437357 Algorithms Workers Can’t See Are ...
“I’m sorry, Dave. I’m afraid I can’t do that.” HAL’s cold, if polite, refusal to open the pod bay doors in 2001: A Space Odyssey has become a defining warning about putting too much trust in artificial intelligence, particularly if you work in space.
In the movies, when a machine decides to be the boss (or humans let it) things go wrong. Yet despite myriad dystopian warnings, control by machines is fast becoming our reality.
Algorithms—sets of instructions to solve a problem or complete a task—now drive everything from browser search results to better medical care.
They are helping design buildings. They are speeding up trading on financial markets, making and losing fortunes in micro-seconds. They are calculating the most efficient routes for delivery drivers.
In the workplace, self-learning algorithmic computer systems are being introduced by companies to assist in areas such as hiring, setting tasks, measuring productivity, evaluating performance, and even terminating employment: “I’m sorry, Dave. I’m afraid you are being made redundant.”
Giving self‐learning algorithms the responsibility to make and execute decisions affecting workers is called “algorithmic management.” It carries a host of risks in depersonalizing management systems and entrenching pre-existing biases.
At an even deeper level, perhaps, algorithmic management entrenches a power imbalance between management and worker. Algorithms are closely guarded secrets. Their decision-making processes are hidden. It’s a black-box: perhaps you have some understanding of the data that went in, and you see the result that comes out, but you have no idea of what goes on in between.
Algorithms at Work
Here are a few examples of algorithms already at work.
At Amazon’s fulfillment center in south-east Melbourne, they set the pace for “pickers,” who have timers on their scanners showing how long they have to find the next item. As soon as they scan that item, the timer resets for the next. All at a “not quite walking, not quite running” speed.
Or how about AI determining your success in a job interview? More than 700 companies have trialed such technology. US developer HireVue says its software speeds up the hiring process by 90 percent by having applicants answer identical questions and then scoring them according to language, tone, and facial expressions.
Granted, human assessments during job interviews are notoriously flawed. Algorithms,however, can also be biased. The classic example is the COMPAS software used by US judges, probation, and parole officers to rate a person’s risk of re-offending. In 2016 a ProPublica investigation showed the algorithm was heavily discriminatory, incorrectly classifying black subjects as higher risk 45 percent of the time, compared with 23 percent for white subjects.
How Gig Workers Cope
Algorithms do what their code tells them to do. The problem is this code is rarely available. This makes them difficult to scrutinize, or even understand.
Nowhere is this more evident than in the gig economy. Uber, Lyft, Deliveroo, and other platforms could not exist without algorithms allocating, monitoring, evaluating, and rewarding work.
Over the past year Uber Eats’ bicycle couriers and drivers, for instance, have blamed unexplained changes to the algorithm for slashing their jobs, and incomes.
Rider’s can’t be 100 percent sure it was all down to the algorithm. But that’s part of the problem. The fact those who depend on the algorithm don’t know one way or the other has a powerful influence on them.
This is a key result from our interviews with 58 food-delivery couriers. Most knew their jobs were allocated by an algorithm (via an app). They knew the app collected data. What they didn’t know was how data was used to award them work.
In response, they developed a range of strategies (or guessed how) to “win” more jobs, such as accepting gigs as quickly as possible and waiting in “magic” locations. Ironically, these attempts to please the algorithm often meant losing the very flexibility that was one of the attractions of gig work.
The information asymmetry created by algorithmic management has two profound effects. First, it threatens to entrench systemic biases, the type of discrimination hidden within the COMPAS algorithm for years. Second, it compounds the power imbalance between management and worker.
Our data also confirmed others’ findings that it is almost impossible to complain about the decisions of the algorithm. Workers often do not know the exact basis of those decisions, and there’s no one to complain to anyway. When Uber Eats bicycle couriers asked for reasons about their plummeting income, for example, responses from the company advised them “we have no manual control over how many deliveries you receive.”
Broader Lessons
When algorithmic management operates as a “black box” one of the consequences is that it is can become an indirect control mechanism. Thus far under-appreciated by Australian regulators, this control mechanism has enabled platforms to mobilize a reliable and scalable workforce while avoiding employer responsibilities.
“The absence of concrete evidence about how the algorithms operate”, the Victorian government’s inquiry into the “on-demand” workforce notes in its report, “makes it hard for a driver or rider to complain if they feel disadvantaged by one.”
The report, published in June, also found it is “hard to confirm if concern over algorithm transparency is real.”
But it is precisely the fact it is hard to confirm that’s the problem. How can we start to even identify, let alone resolve, issues like algorithmic management?
Fair conduct standards to ensure transparency and accountability are a start. One example is the Fair Work initiative, led by the Oxford Internet Institute. The initiative is bringing together researchers with platforms, workers, unions, and regulators to develop global principles for work in the platform economy. This includes “fair management,” which focuses on how transparent the results and outcomes of algorithms are for workers.
Understandings about impact of algorithms on all forms of work is still in its infancy. It demands greater scrutiny and research. Without human oversight based on agreed principles we risk inviting HAL into our workplaces.
This article is republished from The Conversation under a Creative Commons license. Read the original article.
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#437345 Moore’s Law Lives: Intel Says Chips ...
If you weren’t already convinced the digital world is taking over, you probably are now.
To keep the economy on life support as people stay home to stem the viral tide, we’ve been forced to digitize interactions at scale (for better and worse). Work, school, events, shopping, food, politics. The companies at the center of the digital universe are now powerhouses of the modern era—worth trillions and nearly impossible to avoid in daily life.
Six decades ago, this world didn’t exist.
A humble microchip in the early 1960s would have boasted a handful of transistors. Now, your laptop or smartphone runs on a chip with billions of transistors. As first described by Moore’s Law, this is possible because the number of transistors on a chip doubled with extreme predictability every two years for decades.
But now progress is faltering as the size of transistors approaches physical limits, and the money and time it takes to squeeze a few more onto a chip are growing. There’ve been many predictions that Moore’s Law is, finally, ending. But, perhaps also predictably, the company whose founder coined Moore’s Law begs to differ.
In a keynote presentation at this year’s Hot Chips conference, Intel’s chief architect, Raja Koduri, laid out a roadmap to increase transistor density—that is, the number of transistors you can fit on a chip—by a factor of 50.
“We firmly believe there is a lot more transistor density to come,” Koduri said. “The vision will play out over time—maybe a decade or more—but it will play out.”
Why the optimism?
Calling the end of Moore’s Law is a bit of a tradition. As Peter Lee, vice president at Microsoft Research, quipped to The Economist a few years ago, “The number of people predicting the death of Moore’s Law doubles every two years.” To date, prophets of doom have been premature, and though the pace is slowing, the industry continues to dodge death with creative engineering.
Koduri believes the trend will continue this decade and outlined the upcoming chip innovations Intel thinks can drive more gains in computing power.
Keeping It Traditional
First, engineers can further shrink today’s transistors. Fin field effect transistors (or FinFET) first hit the scene in the 2010s and have since pushed chip features past 14 and 10 nanometers (or nodes, as such size checkpoints are called). Korduri said FinFET will again triple chip density before it’s exhausted.
The Next Generation
FinFET will hand the torch off to nanowire transistors (also known as gate-all-around transistors).
Here’s how they’ll work. A transistor is made up of three basic components: the source, where current is introduced, the gate and channel, where current selectively flows, and the drain. The gate is like a light switch. It controls how much current flows through the channel. A transistor is “on” when the gate allows current to flow, and it’s off when no current flows. The smaller transistors get, the harder it is to control that current.
FinFET maintained fine control of current by surrounding the channel with a gate on three sides. Nanowire designs kick that up a notch by surrounding the channel with a gate on four sides (hence, gate-all-around). They’ve been in the works for years and are expected around 2025. Koduri said first-generation nanowire transistors will be followed by stacked nanowire transistors, and together, they’ll quadruple transistor density.
Building Up
Growing transistor density won’t only be about shrinking transistors, but also going 3D.
This is akin to how skyscrapers increase a city’s population density by adding more usable space on the same patch of land. Along those lines, Intel recently launched its Foveros chip design. Instead of laying a chip’s various “neighborhoods” next to each other in a 2D silicon sprawl, they’ve stacked them on top of each other like a layer cake. Chip stacking isn’t entirely new, but it’s advancing and being applied to general purpose CPUs, like the chips in your phone and laptop.
Koduri said 3D chip stacking will quadruple transistor density.
A Self-Fulfilling Prophecy
The technologies Koduri outlines are an evolution of the same general technology in use today. That is, we don’t need quantum computing or nanotube transistors to augment or replace silicon chips yet. Rather, as it’s done many times over the years, the chip industry will get creative with the design of its core product to realize gains for another decade.
Last year, veteran chip engineer Jim Keller, who at the time was Intel’s head of silicon engineering but has since left the company, told MIT Technology Review there are over a 100 variables driving Moore’s Law (including 3D architectures and new transistor designs). From the standpoint of pure performance, it’s also about how efficiently software uses all those transistors. Keller suggested that with some clever software tweaks “we could get chips that are a hundred times faster in 10 years.”
But whether Intel’s vision pans out as planned is far from certain.
Intel’s faced challenges recently, taking five years instead of two to move its chips from 14 nanometers to 10 nanometers. After a delay of six months for its 7-nanometer chips, it’s now a year behind schedule and lagging other makers who already offer 7-nanometer chips. This is a key point. Yes, chipmakers continue making progress, but it’s getting harder, more expensive, and timelines are stretching.
The question isn’t if Intel and competitors can cram more transistors onto a chip—which, Intel rival TSMC agrees is clearly possible—it’s how long will it take and at what cost?
That said, demand for more computing power isn’t going anywhere.
Amazon, Microsoft, Alphabet, Apple, and Facebook now make up a whopping 20 percent of the stock market’s total value. By that metric, tech is the most dominant industry in at least 70 years. And new technologies—from artificial intelligence and virtual reality to a proliferation of Internet of Things devices and self-driving cars—will demand better chips.
There’s ample motivation to push computing to its bitter limits and beyond. As is often said, Moore’s Law is a self-fulfilling prophecy, and likely whatever comes after it will be too.
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#437276 Cars Will Soon Be Able to Sense and ...
Imagine you’re on your daily commute to work, driving along a crowded highway while trying to resist looking at your phone. You’re already a little stressed out because you didn’t sleep well, woke up late, and have an important meeting in a couple hours, but you just don’t feel like your best self.
Suddenly another car cuts you off, coming way too close to your front bumper as it changes lanes. Your already-simmering emotions leap into overdrive, and you lay on the horn and shout curses no one can hear.
Except someone—or, rather, something—can hear: your car. Hearing your angry words, aggressive tone, and raised voice, and seeing your furrowed brow, the onboard computer goes into “soothe” mode, as it’s been programmed to do when it detects that you’re angry. It plays relaxing music at just the right volume, releases a puff of light lavender-scented essential oil, and maybe even says some meditative quotes to calm you down.
What do you think—creepy? Helpful? Awesome? Weird? Would you actually calm down, or get even more angry that a car is telling you what to do?
Scenarios like this (maybe without the lavender oil part) may not be imaginary for much longer, especially if companies working to integrate emotion-reading artificial intelligence into new cars have their way. And it wouldn’t just be a matter of your car soothing you when you’re upset—depending what sort of regulations are enacted, the car’s sensors, camera, and microphone could collect all kinds of data about you and sell it to third parties.
Computers and Feelings
Just as AI systems can be trained to tell the difference between a picture of a dog and one of a cat, they can learn to differentiate between an angry tone of voice or facial expression and a happy one. In fact, there’s a whole branch of machine intelligence devoted to creating systems that can recognize and react to human emotions; it’s called affective computing.
Emotion-reading AIs learn what different emotions look and sound like from large sets of labeled data; “smile = happy,” “tears = sad,” “shouting = angry,” and so on. The most sophisticated systems can likely even pick up on the micro-expressions that flash across our faces before we consciously have a chance to control them, as detailed by Daniel Goleman in his groundbreaking book Emotional Intelligence.
Affective computing company Affectiva, a spinoff from MIT Media Lab, says its algorithms are trained on 5,313,751 face videos (videos of people’s faces as they do an activity, have a conversation, or react to stimuli) representing about 2 billion facial frames. Fascinatingly, Affectiva claims its software can even account for cultural differences in emotional expression (for example, it’s more normalized in Western cultures to be very emotionally expressive, whereas Asian cultures tend to favor stoicism and politeness), as well as gender differences.
But Why?
As reported in Motherboard, companies like Affectiva, Cerence, Xperi, and Eyeris have plans in the works to partner with automakers and install emotion-reading AI systems in new cars. Regulations passed last year in Europe and a bill just introduced this month in the US senate are helping make the idea of “driver monitoring” less weird, mainly by emphasizing the safety benefits of preemptive warning systems for tired or distracted drivers (remember that part in the beginning about sneaking glances at your phone? Yeah, that).
Drowsiness and distraction can’t really be called emotions, though—so why are they being lumped under an umbrella that has a lot of other implications, including what many may consider an eerily Big Brother-esque violation of privacy?
Our emotions, in fact, are among the most private things about us, since we are the only ones who know their true nature. We’ve developed the ability to hide and disguise our emotions, and this can be a useful skill at work, in relationships, and in scenarios that require negotiation or putting on a game face.
And I don’t know about you, but I’ve had more than one good cry in my car. It’s kind of the perfect place for it; private, secluded, soundproof.
Putting systems into cars that can recognize and collect data about our emotions under the guise of preventing accidents due to the state of mind of being distracted or the physical state of being sleepy, then, seems a bit like a bait and switch.
A Highway to Privacy Invasion?
European regulations will help keep driver data from being used for any purpose other than ensuring a safer ride. But the US is lagging behind on the privacy front, with car companies largely free from any enforceable laws that would keep them from using driver data as they please.
Affectiva lists the following as use cases for occupant monitoring in cars: personalizing content recommendations, providing alternate route recommendations, adapting environmental conditions like lighting and heating, and understanding user frustration with virtual assistants and designing those assistants to be emotion-aware so that they’re less frustrating.
Our phones already do the first two (though, granted, we’re not supposed to look at them while we drive—but most cars now let you use bluetooth to display your phone’s content on the dashboard), and the third is simply a matter of reaching a hand out to turn a dial or press a button. The last seems like a solution for a problem that wouldn’t exist without said… solution.
Despite how unnecessary and unsettling it may seem, though, emotion-reading AI isn’t going away, in cars or other products and services where it might provide value.
Besides automotive AI, Affectiva also makes software for clients in the advertising space. With consent, the built-in camera on users’ laptops records them while they watch ads, gauging their emotional response, what kind of marketing is most likely to engage them, and how likely they are to buy a given product. Emotion-recognition tech is also being used or considered for use in mental health applications, call centers, fraud monitoring, and education, among others.
In a 2015 TED talk, Affectiva co-founder Rana El-Kaliouby told her audience that we’re living in a world increasingly devoid of emotion, and her goal was to bring emotions back into our digital experiences. Soon they’ll be in our cars, too; whether the benefits will outweigh the costs remains to be seen.
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