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    A robot that finds lost items

    A busy commuter is ready to walk out the door, only to realize they’ve misplaced their keys and must search through piles of stuff to find them. Rapidly sifting through clutter, they wish they could figure out which pile was hiding the keys.

    Researchers at MIT have created a robotic system that can do just that. The system, RFusion, is a robotic arm with a camera and radio frequency (RF) antenna attached to its gripper. It fuses signals from the antenna with visual input from the camera to locate and retrieve an item, even if the item is buried under a pile and completely out of view.

    The RFusion prototype the researchers developed relies on RFID tags, which are cheap, battery-less tags that can be stuck to an item and reflect signals sent by an antenna. Because RF signals can travel through most surfaces (like the mound of dirty laundry that may be obscuring the keys), RFusion is able to locate a tagged item within a pile.

    Using machine learning, the robotic arm automatically zeroes-in on the object’s exact location, moves the items on top of it, grasps the object, and verifies that it picked up the right thing. The camera, antenna, robotic arm, and AI are fully integrated, so RFusion can work in any environment without requiring a special set up.

    While finding lost keys is helpful, RFusion could have many broader applications in the future, like sorting through piles to fulfill orders in a warehouse, identifying and installing components in an auto manufacturing plant, or helping an elderly individual perform daily tasks in the home, though the current prototype isn’t quite fast enough yet for these uses.

    “This idea of being able to find items in a chaotic world is an open problem that we’ve been working on for a few years. Having robots that are able to search for things under a pile is a growing need in industry today. Right now, you can think of this as a Roomba on steroids, but in the near term, this could have a lot of applications in manufacturing and warehouse environments,” said senior author Fadel Adib, associate professor in the Department of Electrical Engineering and Computer Science and director of the Signal Kinetics group in the MIT Media Lab.

    Co-authors include research assistant Tara Boroushaki, the lead author; electrical engineering and computer science graduate student Isaac Perper; research associate Mergen Nachin; and Alberto Rodriguez, the Class of 1957 Associate Professor in the Department of Mechanical Engineering. The research will be presented at the Association for Computing Machinery Conference on Embedded Networked Senor Systems next month.

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    Sending signals

    RFusion begins searching for an object using its antenna, which bounces signals off the RFID tag (like sunlight being reflected off a mirror) to identify a spherical area in which the tag is located. It combines that sphere with the camera input, which narrows down the object’s location. For instance, the item can’t be located on an area of a table that is empty.

    But once the robot has a general idea of where the item is, it would need to swing its arm widely around the room taking additional measurements to come up with the exact location, which is slow and inefficient.

    The researchers used reinforcement learning to train a neural network that can optimize the robot’s trajectory to the object. In reinforcement learning, the algorithm is trained through trial and error with a reward system.

    “This is also how our brain learns. We get rewarded from our teachers, from our parents, from a computer game, etc. The same thing happens in reinforcement learning. We let the agent make mistakes or do something right and then we punish or reward the network. This is how the network learns something that is really hard for it to model,” Boroushaki explains.

    In the case of RFusion, the optimization algorithm was rewarded when it limited the number of moves it had to make to localize the item and the distance it had to travel to pick it up.

    Once the system identifies the exact right spot, the neural network uses combined RF and visual information to predict how the robotic arm should grasp the object, including the angle of the hand and the width of the gripper, and whether it must remove other items first. It also scans the item’s tag one last time to make sure it picked up the right object.

    Cutting through clutter

    The researchers tested RFusion in several different environments. They buried a keychain in a box full of clutter and hid a remote control under a pile of items on a couch.

    But if they fed all the camera data and RF measurements to the reinforcement learning algorithm, it would have overwhelmed the system. So, drawing on the method a GPS uses to consolidate data from satellites, they summarized the RF measurements and limited the visual data to the area right in front of the robot.

    Their approach worked well — RFusion had a 96 percent success rate when retrieving objects that were fully hidden under a pile.

    “Sometimes, if you only rely on RF measurements, there is going to be an outlier, and if you rely only on vision, there is sometimes going to be a mistake from the camera. But if you combine them, they are going to correct each other. That is what made the system so robust,” Boroushaki says.

    In the future, the researchers hope to increase the speed of the system so it can move smoothly, rather than stopping periodically to take measurements. This would enable RFusion to be deployed in a fast-paced manufacturing or warehouse setting.

    Beyond its potential industrial uses, a system like this could even be incorporated into future smart homes to assist people with any number of household tasks, Boroushaki says.

    “Every year, billions of RFID tags are used to identify objects in today’s complex supply chains, including clothing and lots of other consumer goods. The RFusion approach points the way to autonomous robots that can dig through a pile of mixed items and sort them out using the data stored in the RFID tags, much more efficiently than having to inspect each item individually, especially when the items look similar to a computer vision system,” says Matthew S. Reynolds, CoMotion Presidential Innovation Fellow and associate professor of electrical and computer engineering at the University of Washington, who was not involved in the research. “The RFusion approach is a great step forward for robotics operating in complex supply chains where identifying and ‘picking’ the right item quickly and accurately is the key to getting orders fulfilled on time and keeping demanding customers happy.”

    The research is sponsored by the National Science Foundation, a Sloan Research Fellowship, NTT DATA, Toppan, Toppan Forms, and the Abdul Latif Jameel Water and Food Systems Lab. More

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    Making roadway spending more sustainable

    The share of federal spending on infrastructure has reached an all-time low, falling from 30 percent in 1960 to just 12 percent in 2018.

    While the nation’s ailing infrastructure will require more funding to reach its full potential, recent MIT research finds that more sustainable and higher performing roads are still possible even with today’s limited budgets.

    The research, conducted by a team of current and former MIT Concrete Sustainability Hub (MIT CSHub) scientists and published in Transportation Research D, finds that a set of innovative planning strategies could improve pavement network environmental and performance outcomes even if budgets don’t increase.

    The paper presents a novel budget allocation tool and pairs it with three innovative strategies for managing pavement networks: a mix of paving materials, a mix of short- and long-term paving actions, and a long evaluation period for those actions.

    This novel approach offers numerous benefits. When applied to a 30-year case study of the Iowa U.S. Route network, the MIT CSHub model and management strategies cut emissions by 20 percent while sustaining current levels of road quality. Achieving this with a conventional planning approach would require the state to spend 32 percent more than it does today. The key to its success is the consideration of a fundamental — but fraught — aspect of pavement asset management: uncertainty.

    Predicting unpredictability

    The average road must last many years and support the traffic of thousands — if not millions — of vehicles. Over that time, a lot can change. Material prices may fluctuate, budgets may tighten, and traffic levels may intensify. Climate (and climate change), too, can hasten unexpected repairs.

    Managing these uncertainties effectively means looking long into the future and anticipating possible changes.

    “Capturing the impacts of uncertainty is essential for making effective paving decisions,” explains Fengdi Guo, the paper’s lead author and a departing CSHub research assistant.

    “Yet, measuring and relating these uncertainties to outcomes is also computationally intensive and expensive. Consequently, many DOTs [departments of transportation] are forced to simplify their analysis to plan maintenance — often resulting in suboptimal spending and outcomes.”

    To give DOTs accessible tools to factor uncertainties into their planning, CSHub researchers have developed a streamlined planning approach. It offers greater specificity and is paired with several new pavement management strategies.

    The planning approach, known as Probabilistic Treatment Path Dependence (PTPD), is based on machine learning and was devised by Guo.

    “Our PTPD model is composed of four steps,” he explains. “These steps are, in order, pavement damage prediction; treatment cost prediction; budget allocation; and pavement network condition evaluation.”

    The model begins by investigating every segment in an entire pavement network and predicting future possibilities for pavement deterioration, cost, and traffic.

    “We [then] run thousands of simulations for each segment in the network to determine the likely cost and performance outcomes for each initial and subsequent sequence, or ‘path,’ of treatment actions,” says Guo. “The treatment paths with the best cost and performance outcomes are selected for each segment, and then across the network.”

    The PTPD model not only seeks to minimize costs to agencies but also to users — in this case, drivers. These user costs can come primarily in the form of excess fuel consumption due to poor road quality.

    “One improvement in our analysis is the incorporation of electric vehicle uptake into our cost and environmental impact predictions,” Randolph Kirchain, a principal research scientist at MIT CSHub and MIT Materials Research Laboratory (MRL) and one of the paper’s co-authors. “Since the vehicle fleet will change over the next several decades due to electric vehicle adoption, we made sure to consider how these changes might impact our predictions of excess energy consumption.”

    After developing the PTPD model, Guo wanted to see how the efficacy of various pavement management strategies might differ. To do this, he developed a sophisticated deterioration prediction model.

    A novel aspect of this deterioration model is its treatment of multiple deterioration metrics simultaneously. Using a multi-output neural network, a tool of artificial intelligence, the model can predict several forms of pavement deterioration simultaneously, thereby, accounting for their correlations among one another.

    The MIT team selected two key metrics to compare the effectiveness of various treatment paths: pavement quality and greenhouse gas emissions. These metrics were then calculated for all pavement segments in the Iowa network.

    Improvement through variation

     The MIT model can help DOTs make better decisions, but that decision-making is ultimately constrained by the potential options considered.

    Guo and his colleagues, therefore, sought to expand current decision-making paradigms by exploring a broad set of network management strategies and evaluating them with their PTPD approach. Based on that evaluation, the team discovered that networks had the best outcomes when the management strategy includes using a mix of paving materials, a variety of long- and short-term paving repair actions (treatments), and longer time periods on which to base paving decisions.

    They then compared this proposed approach with a baseline management approach that reflects current, widespread practices: the use of solely asphalt materials, short-term treatments, and a five-year period for evaluating the outcomes of paving actions.

    With these two approaches established, the team used them to plan 30 years of maintenance across the Iowa U.S. Route network. They then measured the subsequent road quality and emissions.

    Their case study found that the MIT approach offered substantial benefits. Pavement-related greenhouse gas emissions would fall by around 20 percent across the network over the whole period. Pavement performance improved as well. To achieve the same level of road quality as the MIT approach, the baseline approach would need a 32 percent greater budget.

    “It’s worth noting,” says Guo, “that since conventional practices employ less effective allocation tools, the difference between them and the CSHub approach should be even larger in practice.”

    Much of the improvement derived from the precision of the CSHub planning model. But the three treatment strategies also play a key role.

    “We’ve found that a mix of asphalt and concrete paving materials allows DOTs to not only find materials best-suited to certain projects, but also mitigates the risk of material price volatility over time,” says Kirchain.

    It’s a similar story with a mix of paving actions. Employing a mix of short- and long-term fixes gives DOTs the flexibility to choose the right action for the right project.

    The final strategy, a long-term evaluation period, enables DOTs to see the entire scope of their choices. If the ramifications of a decision are predicted over only five years, many long-term implications won’t be considered. Expanding the window for planning, then, can introduce beneficial, long-term options.

    It’s not surprising that paving decisions are daunting to make; their impacts on the environment, driver safety, and budget levels are long-lasting. But rather than simplify this fraught process, the CSHub method aims to reflect its complexity. The result is an approach that provides DOTs with the tools to do more with less.

    This research was supported through the MIT Concrete Sustainability Hub by the Portland Cement Association and the Ready Mixed Concrete Research and Education Foundation. More