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

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

#437807 Why We Need Robot Sloths

An inherent characteristic of a robot (I would argue) is embodied motion. We tend to focus on motion rather a lot with robots, and the most dynamic robots get the most attention. This isn’t to say that highly dynamic robots don’t deserve our attention, but there are other robotic philosophies that, while perhaps less visually exciting, are equally valuable under the right circumstances. Magnus Egerstedt, a robotics professor at Georgia Tech, was inspired by some sloths he met in Costa Rica to explore the idea of “slowness as a design paradigm” through an arboreal robot called SlothBot.

Since the robot moves so slowly, why use a robot at all? It may be very energy-efficient, but it’s definitely not more energy efficient than a static sensing system that’s just bolted to a tree or whatever. The robot moves, of course, but it’s also going to be much more expensive (and likely much less reliable) than a handful of static sensors that could cover a similar area. The problem with static sensors, though, is that they’re constrained by power availability, and in environments like under a dense tree canopy, you’re not going to be able to augment their lifetime with solar panels. If your goal is a long-duration study of a small area (over weeks or months or more), SlothBot is uniquely useful in this context because it can crawl out from beneath a tree to find some sun to recharge itself, sunbathe for a while, and then crawl right back again to resume collecting data.

SlothBot is such an interesting concept that we had to check in with Egerstedt with a few more questions.

IEEE Spectrum: Tell us what you find so amazing about sloths!

Magnus Egerstedt: Apart from being kind of cute, the amazing thing about sloths is that they have carved out a successful ecological niche for themselves where being slow is not only acceptable but actually beneficial. Despite their pretty extreme low-energy lifestyle, they exhibit a number of interesting and sometimes outright strange behaviors. And, behaviors having to do with territoriality, foraging, or mating look rather different when you are that slow.

Are you leveraging the slothiness of the design for this robot somehow?

Sadly, the sloth design serves no technical purpose. But we are also viewing the SlothBot as an outreach platform to get kids excited about robotics and/or conservation biology. And having the robot look like a sloth certainly cannot hurt.

“Slowness is ideal for use cases that require a long-term, persistent presence in an environment, like for monitoring tasks. I can imagine slow robots being out on farm fields for entire growing cycles, or suspended on the ocean floor keeping track of pollutants or temperature variations.”
—Magnus Egerstedt, Georgia Tech

Can you talk more about slowness as a design paradigm?

The SlothBot is part of a broader design philosophy that I have started calling “Robot Ecology.” In ecology, the connections between individuals and their environments/habitats play a central role. And the same should hold true in robotics. The robot design must be understood in the environmental context in which it is to be deployed. And, if your task is to be present in a slowly varying environment over a long time scale, being slow seems like the right way to go. Slowness is ideal for use cases that require a long-term, persistent presence in an environment, like for monitoring tasks, where the environment itself is slowly varying. I can imagine slow robots being out on farm fields for entire growing cycles, or suspended on the ocean floor keeping track of pollutants or temperature variations.

How do sloths inspire SlothBot’s functionality?

Its motions are governed by what we call survival constraints. These constraints ensure that the SlothBot is always able to get to a sunny spot to recharge. The actual performance objective that we have given to the robot is to minimize energy consumption, i.e., to simply do nothing subject to the survival constraints. The majority of the time, the robot simply sits there under the trees, measuring various things, seemingly doing absolutely nothing and being rather sloth-like. Whenever the SlothBot does move, it does not move according to some fixed schedule. Instead, it moves because it has to in order to “survive.”

How would you like to improve SlothBot?

I have a few directions I would like to take the SlothBot. One is to make the sensor suites richer to make sure that it can become a versatile and useful science instrument. Another direction involves miniaturization – I would love to see a bunch of small SlothBots “living” among the trees somewhere in a rainforest for years, providing real-time data as to what is happening to the ecosystem. Continue reading

Posted in Human Robots

#437805 Video Friday: Quadruped Robot HyQ ...

Video Friday is your weekly selection of awesome robotics videos, collected by your Automaton bloggers. We’ll also be posting a weekly calendar of upcoming robotics events for the next few months; here’s what we have so far (send us your events!):

RSS 2020 – July 12-16, 2020 – [Virtual Conference]
CLAWAR 2020 – August 24-26, 2020 – [Virtual Conference]
ICUAS 2020 – September 1-4, 2020 – Athens, Greece
ICRES 2020 – September 28-29, 2020 – Taipei, Taiwan
IROS 2020 – October 25-29, 2020 – Las Vegas, Nevada
ICSR 2020 – November 14-16, 2020 – Golden, Colorado
Let us know if you have suggestions for next week, and enjoy today’s videos.

Four-legged HyQ balancing on two legs. Nice results from the team at IIT’s Dynamic Legged Systems Lab. And we can’t wait to see the “ninja walk,” currently shown in simulation, implemented with the real robot!

The development of balance controllers for legged robots with point feet remains a challenge when they have to traverse extremely constrained environments. We present a balance controller that has the potential to achieve line walking for quadruped robots. Our initial experiments show the 90-kg robot HyQ balancing on two feet and recovering from external pushes, as well as some changes in posture achieved without losing balance.

[ IIT ]

Thanks Victor!

Ava Robotics’ telepresence robot has been beheaded by MIT, and it now sports a coronavirus-destroying UV array.

UV-C light has proven to be effective at killing viruses and bacteria on surfaces and aerosols, but it’s unsafe for humans to be exposed. Fortunately, Ava’s telepresence robot doesn’t require any human supervision. Instead of the telepresence top, the team subbed in a UV-C array for disinfecting surfaces. Specifically, the array uses short-wavelength ultraviolet light to kill microorganisms and disrupt their DNA in a process called ultraviolet germicidal irradiation. The complete robot system is capable of mapping the space — in this case, GBFB’s warehouse — and navigating between waypoints and other specified areas. In testing the system, the team used a UV-C dosimeter, which confirmed that the robot was delivering the expected dosage of UV-C light predicted by the model.

[ MIT ]

While it’s hard enough to get quadrupedal robots to walk in complex environments, this work from the Robotic Systems Lab at ETH Zurich shows some impressive whole body planning that allows ANYmal to squeeze its body through small or weirdly shaped spaces.

[ RSL ]

Engineering researchers at North Carolina State University and Temple University have developed soft robots inspired by jellyfish that can outswim their real-life counterparts. More practically, the new jellyfish-bots highlight a technique that uses pre-stressed polymers to make soft robots more powerful.

The researchers also used the technique to make a fast-moving robot that resembles a larval insect curling its body, then jumping forward as it quickly releases its stored energy. Lastly, the researchers created a three-pronged gripping robot – with a twist. Most grippers hang open when “relaxed,” and require energy to hold on to their cargo as it is lifted and moved from point A to point B. But this claw’s default position is clenched shut. Energy is required to open the grippers, but once they’re in position, the grippers return to their “resting” mode – holding their cargo tight.

[ NC State ]

As control skills increase, we are more and more impressed by what a Cassie bipedal robot can do. Those who have been following our channel, know that we always show the limitations of our work. So while there is still much to do, you gotta like the direction things are going. Later this year, you will see this controller integrated with our real-time planner and perception system. Autonomy with agility! Watch out for us!

[ University of Michigan ]

GITAI’s S1 arm is a little less exciting than their humanoid torso, but it looks like this one might actually be going to the ISS next year.

Here’s how the humanoid would handle a similar task:

[ GITAI ]

Thanks Fan!

If you need a robot that can lift 250 kg at 10 m/s across a workspace of a thousand cubic meters, here’s your answer.

[ Fraunhofer ]

Penn engineers with funding from the National Science Foundation, have nanocardboard plates able to levitate when bright light is shone on them. This fleet of tiny aircraft could someday explore the skies of other worlds, including Mars. The thinner atmosphere there would give the flyers a boost, enabling them to carry payloads ten times as massive as they are, making them an efficient, light-weight alternative to the Mars helicopter.

[ UPenn ]

Erin Sparks, assistant professor in Plant and Soil Sciences, dreamed of a robot she could use in her research. A perfect partnership was formed when Adam Stager, then a mechanical engineering Ph.D. student, reached out about a robot he had a gut feeling might be useful in agriculture. The pair moved forward with their research with corn at the UD Farm, using the robot to capture dynamic phenotyping information of brace roots over time.

[ Sparks Lab ]

This is a video about robot spy turtles but OMG that bird drone landing gear.

[ PBS ]

If you have a DJI Mavic, you now have something new to worry about.

[ DroGone ]

I was able to spot just one single person in the warehouse footage in this video.

[ Berkshire Grey ]

Flyability has partnered with the ROBINS Project to help fill gaps in the technology used in ship inspections. Watch this video to learn more about the ROBINS project and how Flyability’s drones for confined spaces are helping make inspections on ships safer, cheaper, and more efficient.

[ Flyability ]

In this video, a mission of the Alpha Aerial Scout of Team CERBERUS during the DARPA Subterranean Challenge Urban Circuit event is presented. The Alpha Robot operates inside the Satsop Abandoned Power Plant and performs autonomous exploration. This deployment took place during the 3rd field trial of team CERBERUS during the Urban Circuit event of the DARPA Subterranean Challenge.

[ ARL ]

More excellent talks from the remote Legged Robots ICRA workshop- we’ve posted three here, but there are several other good talks this week as well.

[ ICRA 2020 Legged Robots Workshop ] Continue reading

Posted in Human Robots

#437800 Malleable Structure Makes Robot Arm More ...

The majority of robot arms are built out of some combination of long straight tubes and actuated joints. This isn’t surprising, since our limbs are built the same way, which was a clever and efficient bit of design. By adding more tubes and joints (or degrees of freedom), you can increase the versatility of your robot arm, but the tradeoff is that complexity, weight, and cost will increase, too.

At ICRA, researchers from Imperial College London’s REDS Lab, headed by Nicolas Rojas, introduced a design for a robot that’s built around a malleable structure rather than a rigid one, allowing you to improve how versatile the arm is without having to add extra degrees of freedom. The idea is that you’re no longer constrained to static tubes and joints but can instead reconfigure your robot to set it up exactly the way you want and easily change it whenever you feel like.

Inside of that bendable section of arm are layers and layers of mylar sheets, cut into flaps and stacked on top of one another so that each flap is overlapping or overlapped by at least 11 other flaps. The mylar is slippery enough that under most circumstances, the flaps can move smoothly against each other, letting you adjust the shape of the arm. The flaps are sealed up between latex membranes, and when air is pumped out from between the membranes, they press down on each other and turn the whole structure rigid, locking itself in whatever shape you’ve put it in.

Image: Imperial College London

The malleable part of the robot consists of layers of mylar sheets, cut into flaps that can move smoothly against each other, letting you adjust the shape of the arm. The flaps are sealed up between latex membranes, and when air is pumped out from between the membranes, they press down on each other and turn the whole structure rigid, locking itself in whatever shape you’ve put it in.

The nice thing about this system is that it’s a sort of combination of a soft robot and a rigid robot—you get the flexibility (both physical and metaphorical) of a soft system, without necessarily having to deal with all of the control problems. It’s more mechanically complex than either (as hybrid systems tend to be), but you save on cost, size, and weight, and reduce the number of actuators you need, which tend to be points of failure. You do need to deal with creating and maintaining a vacuum, and the fact that the malleable arm is not totally rigid, but depending on your application, those tradeoffs could easily be worth it.

For more details, we spoke with first author Angus B. Clark via email.

IEEE Spectrum: Where did this idea come from?

Angus Clark: The idea of malleable robots came from the realization that the majority of serial robot arms have 6 or more degrees of freedom (DoF)—usually rotary joints—yet are typically performing tasks that only require 2 or 3 DoF. The idea of a robot arm that achieves flexibility and adaptation to tasks but maintains the simplicity of a low DoF system, along with the rapid development of variable stiffness continuum robots for medical applications, inspired us to develop the malleable robot concept.

What are some ways in which a malleable robot arm could provide unique advantages, and what are some potential applications that could leverage these advantages?

Malleable robots have the ability to complete multiple traditional tasks, such as pick and place or bin picking operations, without the added bulk of extra joints that are not directly used within each task, as the flexibility of the robot arm is provided by ​a malleable link instead. This results in an overall smaller form factor, including weight and footprint of the robot, as well as a lower power requirement and cost of the robot as fewer joints are needed, without sacrificing adaptability. This makes the robot ideal for scenarios where any of these factors are critical, such as in space robotics—where every kilogram saved is vital—or in rehabilitation robotics, where cost reduction may facilitate adoption, to name two examples. Moreover, the collaborative soft-robot-esque nature of malleable robots also tends towards collaborative robots in factories working safely alongside and with humans.

“The idea of malleable robots came from the realization that the majority of serial robot arms have 6 or more degrees of freedom (DoF), yet are typically performing tasks that only require 2 or 3 DoF”
—Angus B. Clark, Imperial College London

Compared to a conventional rigid link between joints, what are the disadvantages of using a malleable link?

Currently the maximum stiffness of a malleable link is considerably weaker than that of an equivalent solid steel rigid link, and this is one of the key areas we are focusing research on improving as motion precision and accuracy are impacted. We have created the largest existing variable stiffness link at roughly 800 mm length and 50 mm diameter, which suits malleable robots towards small and medium size workspaces. Our current results evaluating this accuracy are good, however achieving a uniform stiffness across the entire malleable link can be problematic due to the production of wrinkles under bending in the encapsulating membrane. As demonstrated by our SCARA topology results, this can produce slight structural variations resulting in reduced accuracy.

Does the robot have any way of knowing its own shape? Potentially, could this system reconfigure itself somehow?

Currently we compute the robot topology using motion tracking, with markers placed on the joints of the robot. Using distance geometry, we are then able to obtain the forward and inverse kinematics of the robot, of which we can use to control the end effector (the gripper) of the robot. Ideally, in the future we would love to develop a system that no longer requires the use of motion tracking cameras.

As for the robot reconfiguring itself, which we call an “intrinsic malleable link,” there are many methods that have been demonstrated for controlling a continuum structure, such as using positive pressure or via tendon wires, however the ability to in real-time determine the curvature of the link, not just the joint positions, is a significant hurdle to solve. However, we hope to see future development on malleable robots work towards solving this problem.

What are you working on next?

For us, refining the kinematics of the robot to enable a robust and complete system for allowing a user to collaboratively reshape the robot, while still achieving the accuracy expected from robotic systems, is our current main goal. Malleable robots are a brand new field we have introduced, and as such provide many opportunities for development and optimization. Over the coming years, we hope to see other researchers work alongside us to solve these problems.

“Design and Workspace Characterization of Malleable Robots,” by Angus B. Clark and Nicolas Rojas from Imperial College London, was presented at ICRA 2020.

< Back to IEEE Journal Watch Continue reading

Posted in Human Robots

#437796 AI Seeks ET: Machine Learning Powers ...

Can artificial intelligence help the search for life elsewhere in the solar system? NASA thinks the answer may be “yes”—and not just on Mars either.

A pilot AI system is now being tested for use on the ExoMars mission that is currently slated to launch in the summer or fall of 2022. The machine-learning algorithms being developed will help science teams decide how to test Martian soil samples to return only the most meaningful data.

For ExoMars, the AI system will only be used back on earth to analyze data gather by the ExoMars rover. But if the system proves to be as useful to the rovers as now suspected, a NASA mission to Saturn’s moon Titan (now scheduled for 2026 launch) could automate the scientific sleuthing process in the field. This mission will rely on the Dragonfly octocopter drone to fly from surface location to surface location through Titan’s dense atmosphere and drill for signs of life there.

The hunt for microbial life in another world’s soil, either as fossilized remnants or as present-day samples, is very challenging, says Eric Lyness, software lead of the NASA Goddard Planetary Environments Lab in Greenbelt, Md. There is of course no precedent to draw upon, because no one has yet succeeded in astrobiology’s holy grail quest.

But that doesn’t mean AI can’t provide substantial assistance. Lyness explained that for the past few years he’d been puzzling over how to automate portions of an exploratory mission’s geochemical investigation, wherever in the solar system the scientific craft may be.

Last year he decided to try machine learning. “So we got some interns,” he said. “People right out of college or in college, who have been studying machine learning. … And they did some amazing stuff. It turned into much more than we expected.” Lyness and his collaborators presented their scientific analysis algorithm at a geochemistry conference last month.

Illustration: ESA

The ExoMars rover, named Rosalind Franklin, will be the first that can drill down to 2-meter depths, where living soil bacteria could possibly be found.

ExoMars’s rover—named Rosalind Franklin, after one of the co-discoverers of DNA—will be the first that can drill down to 2-meter depths, beyond where solar UV light might penetrate and kill any life forms. In other words, ExoMars will be the first Martian craft with the ability to reach soil depths where living soil bacteria could possibly be found.

“We could potentially find forms of life, microbes or other things like that,” Lyness said. However, he quickly added, very little conclusive evidence today exists to suggest that there’s present-day (microbial) life on Mars. (NASA’s Curiosity rover has sent back some inexplicable observations of both methane and molecular oxygen in the Martian atmosphere that could conceivably be a sign of microbial life forms, though non-biological processes could explain these anomalies too.)

Less controversially, the Rosalind Franklin rover’s drill could also turn up fossilized evidence of life in the Martian soil from earlier epochs when Mars was more hospitable.

NASA’s contribution to the joint Russian/European Space Agency ExoMars project is an instrument called a mass spectrometer that will be used to analyze soil samples from the drill cores. Here, Lyness said, is where AI could really provide a helping hand.

Because the Dragonfly drone and possibly a future mission to Jupiter’s moon Europa would be operating in hostile environments with less opportunity for data transmission to Earth, automating a craft’s astrobiological exploration would be practically a requirement

The spectrometer, which studies the mass distribution of ions in a sample of material, works by blasting the drilled soil sample with a laser and then mapping out the atomic masses of the various molecules and portions of molecules that the laser has liberated. The problem is any given mass spectrum could originate from any number of source compounds, minerals and components. Which always makes analyzing a mass spectrum a gigantic puzzle.

Lyness said his group is studying the mineral montmorillonite, a commonplace component of the Martian soil, to see the many ways it might reveal itself in a mass spectrum. Then his team sneaks in an organic compound with the montmorillonite sample to see how that changes the mass spectrometer output.

“It could take a long time to really break down a spectrum and understand why you’re seeing peaks at certain [masses] in the spectrum,” he said. “So anything you can do to point scientists into a direction that says, ‘Don’t worry, I know it’s not this kind of thing or that kind of thing,’ they can more quickly identify what’s in there.”

Lyness said the ExoMars mission will provide a fertile training ground for his team’s as-yet-unnamed AI algorithm. (He said he’s open to suggestions—though, please, no spoof Boaty McBoatface submissions need apply.)

Because the Dragonfly drone and possibly a future astrobiology mission to Jupiter’s moon Europa would be operating in much more hostile environments with much less opportunity for data transmission back and forth to Earth, automating a craft’s astrobiological exploration would be practically a requirement.

All of which points to a future in mid-2030s in which a nuclear-powered octocopter on a moon of Saturn flies from location to location to drill for evidence of life on this tantalizingly bio-possible world. And machine learning will help power the science.

“We should be researching how to make the science instruments smarter,” Lyness said. “If you can make it smarter at the source, especially for planetary exploration, it has huge payoffs.” Continue reading

Posted in Human Robots