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    Researchers use large language models to help robots navigate

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    Someday, you may want your home robot to carry a load of dirty clothes downstairs and deposit them in the washing machine in the far-left corner of the basement. The robot will need to combine your instructions with its visual observations to determine the steps it should take to complete this task.For an AI agent, this is easier said than done. Current approaches often utilize multiple hand-crafted machine-learning models to tackle different parts of the task, which require a great deal of human effort and expertise to build. These methods, which use visual representations to directly make navigation decisions, demand massive amounts of visual data for training, which are often hard to come by.To overcome these challenges, researchers from MIT and the MIT-IBM Watson AI Lab devised a navigation method that converts visual representations into pieces of language, which are then fed into one large language model that achieves all parts of the multistep navigation task.Rather than encoding visual features from images of a robot’s surroundings as visual representations, which is computationally intensive, their method creates text captions that describe the robot’s point-of-view. A large language model uses the captions to predict the actions a robot should take to fulfill a user’s language-based instructions.Because their method utilizes purely language-based representations, they can use a large language model to efficiently generate a huge amount of synthetic training data.While this approach does not outperform techniques that use visual features, it performs well in situations that lack enough visual data for training. The researchers found that combining their language-based inputs with visual signals leads to better navigation performance.“By purely using language as the perceptual representation, ours is a more straightforward approach. Since all the inputs can be encoded as language, we can generate a human-understandable trajectory,” says Bowen Pan, an electrical engineering and computer science (EECS) graduate student and lead author of a paper on this approach.Pan’s co-authors include his advisor, Aude Oliva, director of strategic industry engagement at the MIT Schwarzman College of Computing, MIT director of the MIT-IBM Watson AI Lab, and a senior research scientist in the Computer Science and Artificial Intelligence Laboratory (CSAIL); Philip Isola, an associate professor of EECS and a member of CSAIL; senior author Yoon Kim, an assistant professor of EECS and a member of CSAIL; and others at the MIT-IBM Watson AI Lab and Dartmouth College. The research will be presented at the Conference of the North American Chapter of the Association for Computational Linguistics.Solving a vision problem with languageSince large language models are the most powerful machine-learning models available, the researchers sought to incorporate them into the complex task known as vision-and-language navigation, Pan says.But such models take text-based inputs and can’t process visual data from a robot’s camera. So, the team needed to find a way to use language instead.Their technique utilizes a simple captioning model to obtain text descriptions of a robot’s visual observations. These captions are combined with language-based instructions and fed into a large language model, which decides what navigation step the robot should take next.The large language model outputs a caption of the scene the robot should see after completing that step. This is used to update the trajectory history so the robot can keep track of where it has been.The model repeats these processes to generate a trajectory that guides the robot to its goal, one step at a time.To streamline the process, the researchers designed templates so observation information is presented to the model in a standard form — as a series of choices the robot can make based on its surroundings.For instance, a caption might say “to your 30-degree left is a door with a potted plant beside it, to your back is a small office with a desk and a computer,” etc. The model chooses whether the robot should move toward the door or the office.“One of the biggest challenges was figuring out how to encode this kind of information into language in a proper way to make the agent understand what the task is and how they should respond,” Pan says.Advantages of languageWhen they tested this approach, while it could not outperform vision-based techniques, they found that it offered several advantages.First, because text requires fewer computational resources to synthesize than complex image data, their method can be used to rapidly generate synthetic training data. In one test, they generated 10,000 synthetic trajectories based on 10 real-world, visual trajectories.The technique can also bridge the gap that can prevent an agent trained with a simulated environment from performing well in the real world. This gap often occurs because computer-generated images can appear quite different from real-world scenes due to elements like lighting or color. But language that describes a synthetic versus a real image would be much harder to tell apart, Pan says. Also, the representations their model uses are easier for a human to understand because they are written in natural language.“If the agent fails to reach its goal, we can more easily determine where it failed and why it failed. Maybe the history information is not clear enough or the observation ignores some important details,” Pan says.In addition, their method could be applied more easily to varied tasks and environments because it uses only one type of input. As long as data can be encoded as language, they can use the same model without making any modifications.But one disadvantage is that their method naturally loses some information that would be captured by vision-based models, such as depth information.However, the researchers were surprised to see that combining language-based representations with vision-based methods improves an agent’s ability to navigate.“Maybe this means that language can capture some higher-level information than cannot be captured with pure vision features,” he says.This is one area the researchers want to continue exploring. They also want to develop a navigation-oriented captioner that could boost the method’s performance. In addition, they want to probe the ability of large language models to exhibit spatial awareness and see how this could aid language-based navigation.This research is funded, in part, by the MIT-IBM Watson AI Lab. More

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      A technique for more effective multipurpose robots

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      Let’s say you want to train a robot so it understands how to use tools and can then quickly learn to make repairs around your house with a hammer, wrench, and screwdriver. To do that, you would need an enormous amount of data demonstrating tool use.Existing robotic datasets vary widely in modality — some include color images while others are composed of tactile imprints, for instance. Data could also be collected in different domains, like simulation or human demos. And each dataset may capture a unique task and environment.It is difficult to efficiently incorporate data from so many sources in one machine-learning model, so many methods use just one type of data to train a robot. But robots trained this way, with a relatively small amount of task-specific data, are often unable to perform new tasks in unfamiliar environments.In an effort to train better multipurpose robots, MIT researchers developed a technique to combine multiple sources of data across domains, modalities, and tasks using a type of generative AI known as diffusion models.They train a separate diffusion model to learn a strategy, or policy, for completing one task using one specific dataset. Then they combine the policies learned by the diffusion models into a general policy that enables a robot to perform multiple tasks in various settings.In simulations and real-world experiments, this training approach enabled a robot to perform multiple tool-use tasks and adapt to new tasks it did not see during training. The method, known as Policy Composition (PoCo), led to a 20 percent improvement in task performance when compared to baseline techniques.“Addressing heterogeneity in robotic datasets is like a chicken-egg problem. If we want to use a lot of data to train general robot policies, then we first need deployable robots to get all this data. I think that leveraging all the heterogeneous data available, similar to what researchers have done with ChatGPT, is an important step for the robotics field,” says Lirui Wang, an electrical engineering and computer science (EECS) graduate student and lead author of a paper on PoCo.     Wang’s coauthors include Jialiang Zhao, a mechanical engineering graduate student; Yilun Du, an EECS graduate student; Edward Adelson, the John and Dorothy Wilson Professor of Vision Science in the Department of Brain and Cognitive Sciences and a member of the Computer Science and Artificial Intelligence Laboratory (CSAIL); and senior author Russ Tedrake, the Toyota Professor of EECS, Aeronautics and Astronautics, and Mechanical Engineering, and a member of CSAIL. The research will be presented at the Robotics: Science and Systems Conference.Combining disparate datasetsA robotic policy is a machine-learning model that takes inputs and uses them to perform an action. One way to think about a policy is as a strategy. In the case of a robotic arm, that strategy might be a trajectory, or a series of poses that move the arm so it picks up a hammer and uses it to pound a nail.Datasets used to learn robotic policies are typically small and focused on one particular task and environment, like packing items into boxes in a warehouse.“Every single robotic warehouse is generating terabytes of data, but it only belongs to that specific robot installation working on those packages. It is not ideal if you want to use all of these data to train a general machine,” Wang says.The MIT researchers developed a technique that can take a series of smaller datasets, like those gathered from many robotic warehouses, learn separate policies from each one, and combine the policies in a way that enables a robot to generalize to many tasks.They represent each policy using a type of generative AI model known as a diffusion model. Diffusion models, often used for image generation, learn to create new data samples that resemble samples in a training dataset by iteratively refining their output.But rather than teaching a diffusion model to generate images, the researchers teach it to generate a trajectory for a robot. They do this by adding noise to the trajectories in a training dataset. The diffusion model gradually removes the noise and refines its output into a trajectory.This technique, known as Diffusion Policy, was previously introduced by researchers at MIT, Columbia University, and the Toyota Research Institute. PoCo builds off this Diffusion Policy work. The team trains each diffusion model with a different type of dataset, such as one with human video demonstrations and another gleaned from teleoperation of a robotic arm.Then the researchers perform a weighted combination of the individual policies learned by all the diffusion models, iteratively refining the output so the combined policy satisfies the objectives of each individual policy.Greater than the sum of its parts“One of the benefits of this approach is that we can combine policies to get the best of both worlds. For instance, a policy trained on real-world data might be able to achieve more dexterity, while a policy trained on simulation might be able to achieve more generalization,” Wang says.

      With policy composition, researchers are able to combine datasets from multiple sources so they can teach a robot to effectively use a wide range of tools, like a hammer, screwdriver, or this spatula.Image: Courtesy of the researchers

      Because the policies are trained separately, one could mix and match diffusion policies to achieve better results for a certain task. A user could also add data in a new modality or domain by training an additional Diffusion Policy with that dataset, rather than starting the entire process from scratch.

      The policy composition technique the researchers developed can be used to effectively teach a robot to use tools even when objects are placed around it to try and distract it from its task, as seen here.Image: Courtesy of the researchers

      The researchers tested PoCo in simulation and on real robotic arms that performed a variety of tools tasks, such as using a hammer to pound a nail and flipping an object with a spatula. PoCo led to a 20 percent improvement in task performance compared to baseline methods.“The striking thing was that when we finished tuning and visualized it, we can clearly see that the composed trajectory looks much better than either one of them individually,” Wang says.In the future, the researchers want to apply this technique to long-horizon tasks where a robot would pick up one tool, use it, then switch to another tool. They also want to incorporate larger robotics datasets to improve performance.“We will need all three kinds of data to succeed for robotics: internet data, simulation data, and real robot data. How to combine them effectively will be the million-dollar question. PoCo is a solid step on the right track,” says Jim Fan, senior research scientist at NVIDIA and leader of the AI Agents Initiative, who was not involved with this work.This research is funded, in part, by Amazon, the Singapore Defense Science and Technology Agency, the U.S. National Science Foundation, and the Toyota Research Institute. More

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      New AI model could streamline operations in a robotic warehouse

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      Hundreds of robots zip back and forth across the floor of a colossal robotic warehouse, grabbing items and delivering them to human workers for packing and shipping. Such warehouses are increasingly becoming part of the supply chain in many industries, from e-commerce to automotive production.

      However, getting 800 robots to and from their destinations efficiently while keeping them from crashing into each other is no easy task. It is such a complex problem that even the best path-finding algorithms struggle to keep up with the breakneck pace of e-commerce or manufacturing. 

      In a sense, these robots are like cars trying to navigate a crowded city center. So, a group of MIT researchers who use AI to mitigate traffic congestion applied ideas from that domain to tackle this problem.

      They built a deep-learning model that encodes important information about the warehouse, including the robots, planned paths, tasks, and obstacles, and uses it to predict the best areas of the warehouse to decongest to improve overall efficiency.

      Their technique divides the warehouse robots into groups, so these smaller groups of robots can be decongested faster with traditional algorithms used to coordinate robots. In the end, their method decongests the robots nearly four times faster than a strong random search method.

      In addition to streamlining warehouse operations, this deep learning approach could be used in other complex planning tasks, like computer chip design or pipe routing in large buildings.

      “We devised a new neural network architecture that is actually suitable for real-time operations at the scale and complexity of these warehouses. It can encode hundreds of robots in terms of their trajectories, origins, destinations, and relationships with other robots, and it can do this in an efficient manner that reuses computation across groups of robots,” says Cathy Wu, the Gilbert W. Winslow Career Development Assistant Professor in Civil and Environmental Engineering (CEE), and a member of a member of the Laboratory for Information and Decision Systems (LIDS) and the Institute for Data, Systems, and Society (IDSS).

      Wu, senior author of a paper on this technique, is joined by lead author Zhongxia Yan, a graduate student in electrical engineering and computer science. The work will be presented at the International Conference on Learning Representations.

      Robotic Tetris

      From a bird’s eye view, the floor of a robotic e-commerce warehouse looks a bit like a fast-paced game of “Tetris.”

      When a customer order comes in, a robot travels to an area of the warehouse, grabs the shelf that holds the requested item, and delivers it to a human operator who picks and packs the item. Hundreds of robots do this simultaneously, and if two robots’ paths conflict as they cross the massive warehouse, they might crash.

      Traditional search-based algorithms avoid potential crashes by keeping one robot on its course and replanning a trajectory for the other. But with so many robots and potential collisions, the problem quickly grows exponentially.

      “Because the warehouse is operating online, the robots are replanned about every 100 milliseconds. That means that every second, a robot is replanned 10 times. So, these operations need to be very fast,” Wu says.

      Because time is so critical during replanning, the MIT researchers use machine learning to focus the replanning on the most actionable areas of congestion — where there exists the most potential to reduce the total travel time of robots.

      Wu and Yan built a neural network architecture that considers smaller groups of robots at the same time. For instance, in a warehouse with 800 robots, the network might cut the warehouse floor into smaller groups that contain 40 robots each.

      Then, it predicts which group has the most potential to improve the overall solution if a search-based solver were used to coordinate trajectories of robots in that group.

      An iterative process, the overall algorithm picks the most promising robot group with the neural network, decongests the group with the search-based solver, then picks the next most promising group with the neural network, and so on.

      Considering relationships

      The neural network can reason about groups of robots efficiently because it captures complicated relationships that exist between individual robots. For example, even though one robot may be far away from another initially, their paths could still cross during their trips.

      The technique also streamlines computation by encoding constraints only once, rather than repeating the process for each subproblem. For instance, in a warehouse with 800 robots, decongesting a group of 40 robots requires holding the other 760 robots as constraints. Other approaches require reasoning about all 800 robots once per group in each iteration.

      Instead, the researchers’ approach only requires reasoning about the 800 robots once across all groups in each iteration.

      “The warehouse is one big setting, so a lot of these robot groups will have some shared aspects of the larger problem. We designed our architecture to make use of this common information,” she adds.

      They tested their technique in several simulated environments, including some set up like warehouses, some with random obstacles, and even maze-like settings that emulate building interiors.

      By identifying more effective groups to decongest, their learning-based approach decongests the warehouse up to four times faster than strong, non-learning-based approaches. Even when they factored in the additional computational overhead of running the neural network, their approach still solved the problem 3.5 times faster.

      In the future, the researchers want to derive simple, rule-based insights from their neural model, since the decisions of the neural network can be opaque and difficult to interpret. Simpler, rule-based methods could also be easier to implement and maintain in actual robotic warehouse settings.

      “This approach is based on a novel architecture where convolution and attention mechanisms interact effectively and efficiently. Impressively, this leads to being able to take into account the spatiotemporal component of the constructed paths without the need of problem-specific feature engineering. The results are outstanding: Not only is it possible to improve on state-of-the-art large neighborhood search methods in terms of quality of the solution and speed, but the model generalizes to unseen cases wonderfully,” says Andrea Lodi, the Andrew H. and Ann R. Tisch Professor at Cornell Tech, and who was not involved with this research.

      This work was supported by Amazon and the MIT Amazon Science Hub. More

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      A simpler method for learning to control a robot

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      Researchers from MIT and Stanford University have devised a new machine-learning approach that could be used to control a robot, such as a drone or autonomous vehicle, more effectively and efficiently in dynamic environments where conditions can change rapidly.

      This technique could help an autonomous vehicle learn to compensate for slippery road conditions to avoid going into a skid, allow a robotic free-flyer to tow different objects in space, or enable a drone to closely follow a downhill skier despite being buffeted by strong winds.

      The researchers’ approach incorporates certain structure from control theory into the process for learning a model in such a way that leads to an effective method of controlling complex dynamics, such as those caused by impacts of wind on the trajectory of a flying vehicle. One way to think about this structure is as a hint that can help guide how to control a system.

      “The focus of our work is to learn intrinsic structure in the dynamics of the system that can be leveraged to design more effective, stabilizing controllers,” says Navid Azizan, the Esther and Harold E. Edgerton Assistant Professor in the MIT Department of Mechanical Engineering and the Institute for Data, Systems, and Society (IDSS), and a member of the Laboratory for Information and Decision Systems (LIDS). “By jointly learning the system’s dynamics and these unique control-oriented structures from data, we’re able to naturally create controllers that function much more effectively in the real world.”

      Using this structure in a learned model, the researchers’ technique immediately extracts an effective controller from the model, as opposed to other machine-learning methods that require a controller to be derived or learned separately with additional steps. With this structure, their approach is also able to learn an effective controller using fewer data than other approaches. This could help their learning-based control system achieve better performance faster in rapidly changing environments.

      “This work tries to strike a balance between identifying structure in your system and just learning a model from data,” says lead author Spencer M. Richards, a graduate student at Stanford University. “Our approach is inspired by how roboticists use physics to derive simpler models for robots. Physical analysis of these models often yields a useful structure for the purposes of control — one that you might miss if you just tried to naively fit a model to data. Instead, we try to identify similarly useful structure from data that indicates how to implement your control logic.”

      Additional authors of the paper are Jean-Jacques Slotine, professor of mechanical engineering and of brain and cognitive sciences at MIT, and Marco Pavone, associate professor of aeronautics and astronautics at Stanford. The research will be presented at the International Conference on Machine Learning (ICML).

      Learning a controller

      Determining the best way to control a robot to accomplish a given task can be a difficult problem, even when researchers know how to model everything about the system.

      A controller is the logic that enables a drone to follow a desired trajectory, for example. This controller would tell the drone how to adjust its rotor forces to compensate for the effect of winds that can knock it off a stable path to reach its goal.

      This drone is a dynamical system — a physical system that evolves over time. In this case, its position and velocity change as it flies through the environment. If such a system is simple enough, engineers can derive a controller by hand. 

      Modeling a system by hand intrinsically captures a certain structure based on the physics of the system. For instance, if a robot were modeled manually using differential equations, these would capture the relationship between velocity, acceleration, and force. Acceleration is the rate of change in velocity over time, which is determined by the mass of and forces applied to the robot.

      But often the system is too complex to be exactly modeled by hand. Aerodynamic effects, like the way swirling wind pushes a flying vehicle, are notoriously difficult to derive manually, Richards explains. Researchers would instead take measurements of the drone’s position, velocity, and rotor speeds over time, and use machine learning to fit a model of this dynamical system to the data. But these approaches typically don’t learn a control-based structure. This structure is useful in determining how to best set the rotor speeds to direct the motion of the drone over time.

      Once they have modeled the dynamical system, many existing approaches also use data to learn a separate controller for the system.

      “Other approaches that try to learn dynamics and a controller from data as separate entities are a bit detached philosophically from the way we normally do it for simpler systems. Our approach is more reminiscent of deriving models by hand from physics and linking that to control,” Richards says.

      Identifying structure

      The team from MIT and Stanford developed a technique that uses machine learning to learn the dynamics model, but in such a way that the model has some prescribed structure that is useful for controlling the system.

      With this structure, they can extract a controller directly from the dynamics model, rather than using data to learn an entirely separate model for the controller.

      “We found that beyond learning the dynamics, it’s also essential to learn the control-oriented structure that supports effective controller design. Our approach of learning state-dependent coefficient factorizations of the dynamics has outperformed the baselines in terms of data efficiency and tracking capability, proving to be successful in efficiently and effectively controlling the system’s trajectory,” Azizan says. 

      When they tested this approach, their controller closely followed desired trajectories, outpacing all the baseline methods. The controller extracted from their learned model nearly matched the performance of a ground-truth controller, which is built using the exact dynamics of the system.

      “By making simpler assumptions, we got something that actually worked better than other complicated baseline approaches,” Richards adds.

      The researchers also found that their method was data-efficient, which means it achieved high performance even with few data. For instance, it could effectively model a highly dynamic rotor-driven vehicle using only 100 data points. Methods that used multiple learned components saw their performance drop much faster with smaller datasets.

      This efficiency could make their technique especially useful in situations where a drone or robot needs to learn quickly in rapidly changing conditions.

      Plus, their approach is general and could be applied to many types of dynamical systems, from robotic arms to free-flying spacecraft operating in low-gravity environments.

      In the future, the researchers are interested in developing models that are more physically interpretable, and that would be able to identify very specific information about a dynamical system, Richards says. This could lead to better-performing controllers.

      “Despite its ubiquity and importance, nonlinear feedback control remains an art, making it especially suitable for data-driven and learning-based methods. This paper makes a significant contribution to this area by proposing a method that jointly learns system dynamics, a controller, and control-oriented structure,” says Nikolai Matni, an assistant professor in the Department of Electrical and Systems Engineering at the University of Pennsylvania, who was not involved with this work. “What I found particularly exciting and compelling was the integration of these components into a joint learning algorithm, such that control-oriented structure acts as an inductive bias in the learning process. The result is a data-efficient learning process that outputs dynamic models that enjoy intrinsic structure that enables effective, stable, and robust control. While the technical contributions of the paper are excellent themselves, it is this conceptual contribution that I view as most exciting and significant.”

      This research is supported, in part, by the NASA University Leadership Initiative and the Natural Sciences and Engineering Research Council of Canada. More

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      A faster way to teach a robot

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      Imagine purchasing a robot to perform household tasks. This robot was built and trained in a factory on a certain set of tasks and has never seen the items in your home. When you ask it to pick up a mug from your kitchen table, it might not recognize your mug (perhaps because this mug is painted with an unusual image, say, of MIT’s mascot, Tim the Beaver). So, the robot fails.

      “Right now, the way we train these robots, when they fail, we don’t really know why. So you would just throw up your hands and say, ‘OK, I guess we have to start over.’ A critical component that is missing from this system is enabling the robot to demonstrate why it is failing so the user can give it feedback,” says Andi Peng, an electrical engineering and computer science (EECS) graduate student at MIT.

      Peng and her collaborators at MIT, New York University, and the University of California at Berkeley created a framework that enables humans to quickly teach a robot what they want it to do, with a minimal amount of effort.

      When a robot fails, the system uses an algorithm to generate counterfactual explanations that describe what needed to change for the robot to succeed. For instance, maybe the robot would have been able to pick up the mug if the mug were a certain color. It shows these counterfactuals to the human and asks for feedback on why the robot failed. Then the system utilizes this feedback and the counterfactual explanations to generate new data it uses to fine-tune the robot.

      Fine-tuning involves tweaking a machine-learning model that has already been trained to perform one task, so it can perform a second, similar task.

      The researchers tested this technique in simulations and found that it could teach a robot more efficiently than other methods. The robots trained with this framework performed better, while the training process consumed less of a human’s time.

      This framework could help robots learn faster in new environments without requiring a user to have technical knowledge. In the long run, this could be a step toward enabling general-purpose robots to efficiently perform daily tasks for the elderly or individuals with disabilities in a variety of settings.

      Peng, the lead author, is joined by co-authors Aviv Netanyahu, an EECS graduate student; Mark Ho, an assistant professor at the Stevens Institute of Technology; Tianmin Shu, an MIT postdoc; Andreea Bobu, a graduate student at UC Berkeley; and senior authors Julie Shah, an MIT professor of aeronautics and astronautics and the director of the Interactive Robotics Group in the Computer Science and Artificial Intelligence Laboratory (CSAIL), and Pulkit Agrawal, a professor in CSAIL. The research will be presented at the International Conference on Machine Learning.

      On-the-job training

      Robots often fail due to distribution shift — the robot is presented with objects and spaces it did not see during training, and it doesn’t understand what to do in this new environment.

      One way to retrain a robot for a specific task is imitation learning. The user could demonstrate the correct task to teach the robot what to do. If a user tries to teach a robot to pick up a mug, but demonstrates with a white mug, the robot could learn that all mugs are white. It may then fail to pick up a red, blue, or “Tim-the-Beaver-brown” mug.

      Training a robot to recognize that a mug is a mug, regardless of its color, could take thousands of demonstrations.

      “I don’t want to have to demonstrate with 30,000 mugs. I want to demonstrate with just one mug. But then I need to teach the robot so it recognizes that it can pick up a mug of any color,” Peng says.

      To accomplish this, the researchers’ system determines what specific object the user cares about (a mug) and what elements aren’t important for the task (perhaps the color of the mug doesn’t matter). It uses this information to generate new, synthetic data by changing these “unimportant” visual concepts. This process is known as data augmentation.

      The framework has three steps. First, it shows the task that caused the robot to fail. Then it collects a demonstration from the user of the desired actions and generates counterfactuals by searching over all features in the space that show what needed to change for the robot to succeed.

      The system shows these counterfactuals to the user and asks for feedback to determine which visual concepts do not impact the desired action. Then it uses this human feedback to generate many new augmented demonstrations.

      In this way, the user could demonstrate picking up one mug, but the system would produce demonstrations showing the desired action with thousands of different mugs by altering the color. It uses these data to fine-tune the robot.

      Creating counterfactual explanations and soliciting feedback from the user are critical for the technique to succeed, Peng says.

      From human reasoning to robot reasoning

      Because their work seeks to put the human in the training loop, the researchers tested their technique with human users. They first conducted a study in which they asked people if counterfactual explanations helped them identify elements that could be changed without affecting the task.

      “It was so clear right off the bat. Humans are so good at this type of counterfactual reasoning. And this counterfactual step is what allows human reasoning to be translated into robot reasoning in a way that makes sense,” she says.

      Then they applied their framework to three simulations where robots were tasked with: navigating to a goal object, picking up a key and unlocking a door, and picking up a desired object then placing it on a tabletop. In each instance, their method enabled the robot to learn faster than with other techniques, while requiring fewer demonstrations from users.

      Moving forward, the researchers hope to test this framework on real robots. They also want to focus on reducing the time it takes the system to create new data using generative machine-learning models.

      “We want robots to do what humans do, and we want them to do it in a semantically meaningful way. Humans tend to operate in this abstract space, where they don’t think about every single property in an image. At the end of the day, this is really about enabling a robot to learn a good, human-like representation at an abstract level,” Peng says.

      This research is supported, in part, by a National Science Foundation Graduate Research Fellowship, Open Philanthropy, an Apple AI/ML Fellowship, Hyundai Motor Corporation, the MIT-IBM Watson AI Lab, and the National Science Foundation Institute for Artificial Intelligence and Fundamental Interactions. More

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      Robots play with play dough

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      The inner child in many of us feels an overwhelming sense of joy when stumbling across a pile of the fluorescent, rubbery mixture of water, salt, and flour that put goo on the map: play dough. (Even if this happens rarely in adulthood.)

      While manipulating play dough is fun and easy for 2-year-olds, the shapeless sludge is hard for robots to handle. Machines have become increasingly reliable with rigid objects, but manipulating soft, deformable objects comes with a laundry list of technical challenges, and most importantly, as with most flexible structures, if you move one part, you’re likely affecting everything else. 

      Scientists from MIT’s Computer Science and Artificial Intelligence Laboratory (CSAIL) and Stanford University recently let robots take their hand at playing with the modeling compound, but not for nostalgia’s sake. Their new system learns directly from visual inputs to let a robot with a two-fingered gripper see, simulate, and shape doughy objects. “RoboCraft” could reliably plan a robot’s behavior to pinch and release play dough to make various letters, including ones it had never seen. With just 10 minutes of data, the two-finger gripper rivaled human counterparts that teleoperated the machine — performing on-par, and at times even better, on the tested tasks. 

      “Modeling and manipulating objects with high degrees of freedom are essential capabilities for robots to learn how to enable complex industrial and household interaction tasks, like stuffing dumplings, rolling sushi, and making pottery,” says Yunzhu Li, CSAIL PhD student and author on a new paper about RoboCraft. “While there’s been recent advances in manipulating clothes and ropes, we found that objects with high plasticity, like dough or plasticine — despite ubiquity in those household and industrial settings — was a largely underexplored territory. With RoboCraft, we learn the dynamics models directly from high-dimensional sensory data, which offers a promising data-driven avenue for us to perform effective planning.” 

      Play video

      With undefined, smooth material, the whole structure needs to be accounted for before you can do any type of efficient and effective modeling and planning. By turning the images into graphs of little particles, coupled with algorithms, RoboCraft, using a graph neural network as the dynamics model, makes more accurate predictions about the material’s change of shapes. 

      Typically, researchers have used complex physics simulators to model and understand force and dynamics being applied to objects, but RoboCraft simply uses visual data. The inner-workings of the system relies on three parts to shape soft material into, say, an “R.” 

      The first part — perception — is all about learning to “see.” It uses cameras to collect raw, visual sensor data from the environment, which are then turned into little clouds of particles to represent the shapes. A graph-based neural network then uses said particle data to learn to “simulate” the object’s dynamics, or how it moves. Then, algorithms help plan the robot’s behavior so it learns to “shape” a blob of dough, armed with the training data from the many pinches. While the letters are a bit loose, they’re indubitably representative. 

      Besides cutesy shapes, the team is (actually) working on making dumplings from dough and a prepared filling. Right now, with just a two finger gripper, it’s a big ask. RoboCraft would need additional tools (a baker needs multiple tools to cook; so do robots) — a rolling pin, a stamp, and a mold. 

      A more far in the future domain the scientists envision is using RoboCraft for assistance with household tasks and chores, which could be of particular help to the elderly or those with limited mobility. To accomplish this, given the many obstructions that could take place, a much more adaptive representation of the dough or item would be needed, and as well as exploration into what class of models might be suitable to capture the underlying structural systems. 

      “RoboCraft essentially demonstrates that this predictive model can be learned in very data-efficient ways to plan motion. In the long run, we are thinking about using various tools to manipulate materials,” says Li. “If you think about dumpling or dough making, just one gripper wouldn’t be able to solve it. Helping the model understand and accomplish longer-horizon planning tasks, such as, how the dough will deform given the current tool, movements and actions, is a next step for future work.” 

      Li wrote the paper alongside Haochen Shi, Stanford master’s student; Huazhe Xu, Stanford postdoc; Zhiao Huang, PhD student at the University of California at San Diego; and Jiajun Wu, assistant professor at Stanford. They will present the research at the Robotics: Science and Systems conference in New York City. The work is in part supported by the Stanford Institute for Human-Centered AI (HAI), the Samsung Global Research Outreach (GRO) Program, the Toyota Research Institute (TRI), and Amazon, Autodesk, Salesforce, and Bosch. More

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      Q&A: Cathy Wu on developing algorithms to safely integrate robots into our world

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      Cathy Wu is the Gilbert W. Winslow Assistant Professor of Civil and Environmental Engineering and a member of the MIT Institute for Data, Systems, and Society. As an undergraduate, Wu won MIT’s toughest robotics competition, and as a graduate student took the University of California at Berkeley’s first-ever course on deep reinforcement learning. Now back at MIT, she’s working to improve the flow of robots in Amazon warehouses under the Science Hub, a new collaboration between the tech giant and the MIT Schwarzman College of Computing. Outside of the lab and classroom, Wu can be found running, drawing, pouring lattes at home, and watching YouTube videos on math and infrastructure via 3Blue1Brown and Practical Engineering. She recently took a break from all of that to talk about her work.

      Q: What put you on the path to robotics and self-driving cars?

      A: My parents always wanted a doctor in the family. However, I’m bad at following instructions and became the wrong kind of doctor! Inspired by my physics and computer science classes in high school, I decided to study engineering. I wanted to help as many people as a medical doctor could.

      At MIT, I looked for applications in energy, education, and agriculture, but the self-driving car was the first to grab me. It has yet to let go! Ninety-four percent of serious car crashes are caused by human error and could potentially be prevented by self-driving cars. Autonomous vehicles could also ease traffic congestion, save energy, and improve mobility.

      I first learned about self-driving cars from Seth Teller during his guest lecture for the course Mobile Autonomous Systems Lab (MASLAB), in which MIT undergraduates compete to build the best full-functioning robot from scratch. Our ball-fetching bot, Putzputz, won first place. From there, I took more classes in machine learning, computer vision, and transportation, and joined Teller’s lab. I also competed in several mobility-related hackathons, including one sponsored by Hubway, now known as Blue Bike.

      Q: You’ve explored ways to help humans and autonomous vehicles interact more smoothly. What makes this problem so hard?

      A: Both systems are highly complex, and our classical modeling tools are woefully insufficient. Integrating autonomous vehicles into our existing mobility systems is a huge undertaking. For example, we don’t know whether autonomous vehicles will cut energy use by 40 percent, or double it. We need more powerful tools to cut through the uncertainty. My PhD thesis at Berkeley tried to do this. I developed scalable optimization methods in the areas of robot control, state estimation, and system design. These methods could help decision-makers anticipate future scenarios and design better systems to accommodate both humans and robots.

      Q: How is deep reinforcement learning, combining deep and reinforcement learning algorithms, changing robotics?

      A: I took John Schulman and Pieter Abbeel’s reinforcement learning class at Berkeley in 2015 shortly after Deepmind published their breakthrough paper in Nature. They had trained an agent via deep learning and reinforcement learning to play “Space Invaders” and a suite of Atari games at superhuman levels. That created quite some buzz. A year later, I started to incorporate reinforcement learning into problems involving mixed traffic systems, in which only some cars are automated. I realized that classical control techniques couldn’t handle the complex nonlinear control problems I was formulating.

      Deep RL is now mainstream but it’s by no means pervasive in robotics, which still relies heavily on classical model-based control and planning methods. Deep learning continues to be important for processing raw sensor data like camera images and radio waves, and reinforcement learning is gradually being incorporated. I see traffic systems as gigantic multi-robot systems. I’m excited for an upcoming collaboration with Utah’s Department of Transportation to apply reinforcement learning to coordinate cars with traffic signals, reducing congestion and thus carbon emissions.

      Q: You’ve talked about the MIT course, 6.007 (Signals and Systems), and its impact on you. What about it spoke to you?

      A: The mindset. That problems that look messy can be analyzed with common, and sometimes simple, tools. Signals are transformed by systems in various ways, but what do these abstract terms mean, anyway? A mechanical system can take a signal like gears turning at some speed and transform it into a lever turning at another speed. A digital system can take binary digits and turn them into other binary digits or a string of letters or an image. Financial systems can take news and transform it via millions of trading decisions into stock prices. People take in signals every day through advertisements, job offers, gossip, and so on, and translate them into actions that in turn influence society and other people. This humble class on signals and systems linked mechanical, digital, and societal systems and showed me how foundational tools can cut through the noise.

      Q: In your project with Amazon you’re training warehouse robots to pick up, sort, and deliver goods. What are the technical challenges?

      A: This project involves assigning robots to a given task and routing them there. [Professor] Cynthia Barnhart’s team is focused on task assignment, and mine, on path planning. Both problems are considered combinatorial optimization problems because the solution involves a combination of choices. As the number of tasks and robots increases, the number of possible solutions grows exponentially. It’s called the curse of dimensionality. Both problems are what we call NP Hard; there may not be an efficient algorithm to solve them. Our goal is to devise a shortcut.

      Routing a single robot for a single task isn’t difficult. It’s like using Google Maps to find the shortest path home. It can be solved efficiently with several algorithms, including Dijkstra’s. But warehouses resemble small cities with hundreds of robots. When traffic jams occur, customers can’t get their packages as quickly. Our goal is to develop algorithms that find the most efficient paths for all of the robots.

      Q: Are there other applications?

      A: Yes. The algorithms we test in Amazon warehouses might one day help to ease congestion in real cities. Other potential applications include controlling planes on runways, swarms of drones in the air, and even characters in video games. These algorithms could also be used for other robotic planning tasks like scheduling and routing.

      Q: AI is evolving rapidly. Where do you hope to see the big breakthroughs coming?

      A: I’d like to see deep learning and deep RL used to solve societal problems involving mobility, infrastructure, social media, health care, and education. Deep RL now has a toehold in robotics and industrial applications like chip design, but we still need to be careful in applying it to systems with humans in the loop. Ultimately, we want to design systems for people. Currently, we simply don’t have the right tools.

      Q: What worries you most about AI taking on more and more specialized tasks?

      A: AI has the potential for tremendous good, but it could also help to accelerate the widening gap between the haves and the have-nots. Our political and regulatory systems could help to integrate AI into society and minimize job losses and income inequality, but I worry that they’re not equipped yet to handle the firehose of AI.

      Q: What’s the last great book you read?

      A: “How to Avoid a Climate Disaster,” by Bill Gates. I absolutely loved the way that Gates was able to take an overwhelmingly complex topic and distill it down into words that everyone can understand. His optimism inspires me to keep pushing on applications of AI and robotics to help avoid a climate disaster. More

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      Design’s new frontier

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      In the 1960s, the advent of computer-aided design (CAD) sparked a revolution in design. For his PhD thesis in 1963, MIT Professor Ivan Sutherland developed Sketchpad, a game-changing software program that enabled users to draw, move, and resize shapes on a computer. Over the course of the next few decades, CAD software reshaped how everything from consumer products to buildings and airplanes were designed.

      “CAD was part of the first wave in computing in design. The ability of researchers and practitioners to represent and model designs using computers was a major breakthrough and still is one of the biggest outcomes of design research, in my opinion,” says Maria Yang, Gail E. Kendall Professor and director of MIT’s Ideation Lab.

      Innovations in 3D printing during the 1980s and 1990s expanded CAD’s capabilities beyond traditional injection molding and casting methods, providing designers even more flexibility. Designers could sketch, ideate, and develop prototypes or models faster and more efficiently. Meanwhile, with the push of a button, software like that developed by Professor Emeritus David Gossard of MIT’s CAD Lab could solve equations simultaneously to produce a new geometry on the fly.

      In recent years, mechanical engineers have expanded the computing tools they use to ideate, design, and prototype. More sophisticated algorithms and the explosion of machine learning and artificial intelligence technologies have sparked a second revolution in design engineering.

      Researchers and faculty at MIT’s Department of Mechanical Engineering are utilizing these technologies to re-imagine how the products, systems, and infrastructures we use are designed. These researchers are at the forefront of the new frontier in design.

      Computational design

      Faez Ahmed wants to reinvent the wheel, or at least the bicycle wheel. He and his team at MIT’s Design Computation & Digital Engineering Lab (DeCoDE) use an artificial intelligence-driven design method that can generate entirely novel and improved designs for a range of products — including the traditional bicycle. They create advanced computational methods to blend human-driven design with simulation-based design.

      “The focus of our DeCoDE lab is computational design. We are looking at how we can create machine learning and AI algorithms to help us discover new designs that are optimized based on specific performance parameters,” says Ahmed, an assistant professor of mechanical engineering at MIT.

      For their work using AI-driven design for bicycles, Ahmed and his collaborator Professor Daniel Frey wanted to make it easier to design customizable bicycles, and by extension, encourage more people to use bicycles over transportation methods that emit greenhouse gases.

      To start, the group gathered a dataset of 4,500 bicycle designs. Using this massive dataset, they tested the limits of what machine learning could do. First, they developed algorithms to group bicycles that looked similar together and explore the design space. They then created machine learning models that could successfully predict what components are key in identifying a bicycle style, such as a road bike versus a mountain bike.

      Once the algorithms were good enough at identifying bicycle designs and parts, the team proposed novel machine learning tools that could use this data to create a unique and creative design for a bicycle based on certain performance parameters and rider dimensions.

      Ahmed used a generative adversarial network — or GAN — as the basis of this model. GAN models utilize neural networks that can create new designs based on vast amounts of data. However, using GAN models alone would result in homogeneous designs that lack novelty and can’t be assessed in terms of performance. To address these issues in design problems, Ahmed has developed a new method which he calls “PaDGAN,” performance augmented diverse GAN.

      “When we apply this type of model, what we see is that we can get large improvements in the diversity, quality, as well as novelty of the designs,” Ahmed explains.

      Using this approach, Ahmed’s team developed an open-source computational design tool for bicycles freely available on their lab website. They hope to further develop a set of generalizable tools that can be used across industries and products.

      Longer term, Ahmed has his sights set on loftier goals. He hopes the computational design tools he develops could lead to “design democratization,” putting more power in the hands of the end user.

      “With these algorithms, you can have more individualization where the algorithm assists a customer in understanding their needs and helps them create a product that satisfies their exact requirements,” he adds.

      Using algorithms to democratize the design process is a goal shared by Stefanie Mueller, an associate professor in electrical engineering and computer science and mechanical engineering.

      Personal fabrication

      Platforms like Instagram give users the freedom to instantly edit their photographs or videos using filters. In one click, users can alter the palette, tone, and brightness of their content by applying filters that range from bold colors to sepia-toned or black-and-white. Mueller, X-Window Consortium Career Development Professor, wants to bring this concept of the Instagram filter to the physical world.

      “We want to explore how digital capabilities can be applied to tangible objects. Our goal is to bring reprogrammable appearance to the physical world,” explains Mueller, director of the HCI Engineering Group based out of MIT’s Computer Science and Artificial Intelligence Laboratory.

      Mueller’s team utilizes a combination of smart materials, optics, and computation to advance personal fabrication technologies that would allow end users to alter the design and appearance of the products they own. They tested this concept in a project they dubbed “Photo-Chromeleon.”

      First, a mix of photochromic cyan, magenta, and yellow dies are airbrushed onto an object — in this instance, a 3D sculpture of a chameleon. Using software they developed, the team sketches the exact color pattern they want to achieve on the object itself. An ultraviolet light shines on the object to activate the dyes.

      To actually create the physical pattern on the object, Mueller has developed an optimization algorithm to use alongside a normal office projector outfitted with red, green, and blue LED lights. These lights shine on specific pixels on the object for a given period of time to physically change the makeup of the photochromic pigments.

      “This fancy algorithm tells us exactly how long we have to shine the red, green, and blue light on every single pixel of an object to get the exact pattern we’ve programmed in our software,” says Mueller.

      Giving this freedom to the end user enables limitless possibilities. Mueller’s team has applied this technology to iPhone cases, shoes, and even cars. In the case of shoes, Mueller envisions a shoebox embedded with UV and LED light projectors. Users could put their shoes in the box overnight and the next day have a pair of shoes in a completely new pattern.

      Mueller wants to expand her personal fabrication methods to the clothes we wear. Rather than utilize the light projection technique developed in the PhotoChromeleon project, her team is exploring the possibility of weaving LEDs directly into clothing fibers, allowing people to change their shirt’s appearance as they wear it. These personal fabrication technologies could completely alter consumer habits.

      “It’s very interesting for me to think about how these computational techniques will change product design on a high level,” adds Mueller. “In the future, a consumer could buy a blank iPhone case and update the design on a weekly or daily basis.”

      Computational fluid dynamics and participatory design

      Another team of mechanical engineers, including Sili Deng, the Brit (1961) & Alex (1949) d’Arbeloff Career Development Professor, are developing a different kind of design tool that could have a large impact on individuals in low- and middle-income countries across the world.

      As Deng walked down the hallway of Building 1 on MIT’s campus, a monitor playing a video caught her eye. The video featured work done by mechanical engineers and MIT D-Lab on developing cleaner burning briquettes for cookstoves in Uganda. Deng immediately knew she wanted to get involved.

      “As a combustion scientist, I’ve always wanted to work on such a tangible real-world problem, but the field of combustion tends to focus more heavily on the academic side of things,” explains Deng.

      After reaching out to colleagues in MIT D-Lab, Deng joined a collaborative effort to develop a new cookstove design tool for the 3 billion people across the world who burn solid fuels to cook and heat their homes. These stoves often emit soot and carbon monoxide, leading not only to millions of deaths each year, but also worsening the world’s greenhouse gas emission problem.

      The team is taking a three-pronged approach to developing this solution, using a combination of participatory design, physical modeling, and experimental validation to create a tool that will lead to the production of high-performing, low-cost energy products.

      Deng and her team in the Deng Energy and Nanotechnology Group use physics-based modeling for the combustion and emission process in cookstoves.

      “My team is focused on computational fluid dynamics. We use computational and numerical studies to understand the flow field where the fuel is burned and releases heat,” says Deng.

      These flow mechanics are crucial to understanding how to minimize heat loss and make cookstoves more efficient, as well as learning how dangerous pollutants are formed and released in the process.

      Using computational methods, Deng’s team performs three-dimensional simulations of the complex chemistry and transport coupling at play in the combustion and emission processes. They then use these simulations to build a combustion model for how fuel is burned and a pollution model that predicts carbon monoxide emissions.

      Deng’s models are used by a group led by Daniel Sweeney in MIT D-Lab to test the experimental validation in prototypes of stoves. Finally, Professor Maria Yang uses participatory design methods to integrate user feedback, ensuring the design tool can actually be used by people across the world.

      The end goal for this collaborative team is to not only provide local manufacturers with a prototype they could produce themselves, but to also provide them with a tool that can tweak the design based on local needs and available materials.

      Deng sees wide-ranging applications for the computational fluid dynamics her team is developing.

      “We see an opportunity to use physics-based modeling, augmented with a machine learning approach, to come up with chemical models for practical fuels that help us better understand combustion. Therefore, we can design new methods to minimize carbon emissions,” she adds.

      While Deng is utilizing simulations and machine learning at the molecular level to improve designs, others are taking a more macro approach.

      Designing intelligent systems

      When it comes to intelligent design, Navid Azizan thinks big. He hopes to help create future intelligent systems that are capable of making decisions autonomously by using the enormous amounts of data emerging from the physical world. From smart robots and autonomous vehicles to smart power grids and smart cities, Azizan focuses on the analysis, design, and control of intelligent systems.

      Achieving such massive feats takes a truly interdisciplinary approach that draws upon various fields such as machine learning, dynamical systems, control, optimization, statistics, and network science, among others.

      “Developing intelligent systems is a multifaceted problem, and it really requires a confluence of disciplines,” says Azizan, assistant professor of mechanical engineering with a dual appointment in MIT’s Institute for Data, Systems, and Society (IDSS). “To create such systems, we need to go beyond standard approaches to machine learning, such as those commonly used in computer vision, and devise algorithms that can enable safe, efficient, real-time decision-making for physical systems.”

      For robot control to work in the complex dynamic environments that arise in the real world, real-time adaptation is key. If, for example, an autonomous vehicle is going to drive in icy conditions or a drone is operating in windy conditions, they need to be able to adapt to their new environment quickly.

      To address this challenge, Azizan and his collaborators at MIT and Stanford University have developed a new algorithm that combines adaptive control, a powerful methodology from control theory, with meta learning, a new machine learning paradigm.

      “This ‘control-oriented’ learning approach outperforms the existing ‘regression-oriented’ methods, which are mostly focused on just fitting the data, by a wide margin,” says Azizan.

      Another critical aspect of deploying machine learning algorithms in physical systems that Azizan and his team hope to address is safety. Deep neural networks are a crucial part of autonomous systems. They are used for interpreting complex visual inputs and making data-driven predictions of future behavior in real time. However, Azizan urges caution.

      “These deep neural networks are only as good as their training data, and their predictions can often be untrustworthy in scenarios not covered by their training data,” he says. Making decisions based on such untrustworthy predictions could lead to fatal accidents in autonomous vehicles or other safety-critical systems.

      To avoid these potentially catastrophic events, Azizan proposes that it is imperative to equip neural networks with a measure of their uncertainty. When the uncertainty is high, they can then be switched to a “safe policy.”

      In pursuit of this goal, Azizan and his collaborators have developed a new algorithm known as SCOD — Sketching Curvature of Out-of-Distribution Detection. This framework could be embedded within any deep neural network to equip them with a measure of their uncertainty.

      “This algorithm is model-agnostic and can be applied to neural networks used in various kinds of autonomous systems, whether it’s drones, vehicles, or robots,” says Azizan.

      Azizan hopes to continue working on algorithms for even larger-scale systems. He and his team are designing efficient algorithms to better control supply and demand in smart energy grids. According to Azizan, even if we create the most efficient solar panels and batteries, we can never achieve a sustainable grid powered by renewable resources without the right control mechanisms.

      Mechanical engineers like Ahmed, Mueller, Deng, and Azizan serve as the key to realizing the next revolution of computing in design.

      “MechE is in a unique position at the intersection of the computational and physical worlds,” Azizan says. “Mechanical engineers build a bridge between theoretical, algorithmic tools and real, physical world applications.”

      Sophisticated computational tools, coupled with the ground truth mechanical engineers have in the physical world, could unlock limitless possibilities for design engineering, well beyond what could have been imagined in those early days of CAD. More

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      One autonomous taxi, please

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      If you don’t get seasick, an autonomous boat might be the right mode of transportation for you. 

      Scientists from MIT’s Computer Science and Artificial Intelligence Laboratory (CSAIL) and the Senseable City Laboratory, together with Amsterdam Institute for Advanced Metropolitan Solutions (AMS Institute) in the Netherlands, have now created the final project in their self-navigating trilogy: a full-scale, fully autonomous robotic boat that’s ready to be deployed along the canals of Amsterdam. 

      “Roboat” has come a long way since the team first started prototyping small vessels in the MIT pool in late 2015. Last year, the team released their half-scale, medium model that was 2 meters long and demonstrated promising navigational prowess. 

      This year, two full-scale Roboats were launched, proving more than just proof-of-concept: these craft can comfortably carry up to five people, collect waste, deliver goods, and provide on-demand infrastructure. 

      The boat looks futuristic — it’s a sleek combination of black and gray with two seats that face each other, with orange block letters on the sides that illustrate the makers’ namesakes. It’s a fully electrical boat with a battery that’s the size of a small chest, enabling up to 10 hours of operation and wireless charging capabilities. 

      Play video

      Autonomous Roboats set sea in the Amsterdam canals and can comfortably carry up to five people, collect waste, deliver goods, and provide on-demand infrastructure.

      “We now have higher precision and robustness in the perception, navigation, and control systems, including new functions, such as close-proximity approach mode for latching capabilities, and improved dynamic positioning, so the boat can navigate real-world waters,” says Daniela Rus, MIT professor of electrical engineering and computer science and director of CSAIL. “Roboat’s control system is adaptive to the number of people in the boat.” 

      To swiftly navigate the bustling waters of Amsterdam, Roboat needs a meticulous fusion of proper navigation, perception, and control software. 

      Using GPS, the boat autonomously decides on a safe route from A to B, while continuously scanning the environment to  avoid collisions with objects, such as bridges, pillars, and other boats.

      To autonomously determine a free path and avoid crashing into objects, Roboat uses lidar and a number of cameras to enable a 360-degree view. This bundle of sensors is referred to as the “perception kit” and lets Roboat understand its surroundings. When the perception picks up an unseen object, like a canoe, for example, the algorithm flags the item as “unknown.” When the team later looks at the collected data from the day, the object is manually selected and can be tagged as “canoe.” 

      The control algorithms — similar to ones used for self-driving cars — function a little like a coxswain giving orders to rowers, by translating a given path into instructions toward the “thrusters,” which are the propellers that help the boat move.  

      If you think the boat feels slightly futuristic, its latching mechanism is one of its most impressive feats: small cameras on the boat guide it to the docking station, or other boats, when they detect specific QR codes. “The system allows Roboat to connect to other boats, and to the docking station, to form temporary bridges to alleviate traffic, as well as floating stages and squares, which wasn’t possible with the last iteration,” says Carlo Ratti, professor of the practice in the MIT Department of Urban Studies and Planning (DUSP) and director of the Senseable City Lab. 

      Roboat, by design, is also versatile. The team created a universal “hull” design — that’s the part of the boat that rides both in and on top of the water. While regular boats have unique hulls, designed for specific purposes, Roboat has a universal hull design where the base is the same, but the top decks can be switched out depending on the use case.

      “As Roboat can perform its tasks 24/7, and without a skipper on board, it adds great value for a city. However, for safety reasons it is questionable if reaching level A autonomy is desirable,” says Fabio Duarte, a principal research scientist in DUSP and lead scientist on the project. “Just like a bridge keeper, an onshore operator will monitor Roboat remotely from a control center. One operator can monitor over 50 Roboat units, ensuring smooth operations.”

      The next step for Roboat is to pilot the technology in the public domain. “The historic center of Amsterdam is the perfect place to start, with its capillary network of canals suffering from contemporary challenges, such as mobility and logistics,” says Stephan van Dijk, director of innovation at AMS Institute. 

      Previous iterations of Roboat have been presented at the IEEE International Conference on Robotics and Automation. The boats will be unveiled on Oct. 28 in the waters of Amsterdam. 

      Ratti, Rus, Duarte, and Dijk worked on the project alongside Andrew Whittle, MIT’s Edmund K Turner Professor in civil and environmental engineering; Dennis Frenchman, professor at MIT’s Department of Urban Studies and Planning; and Ynse Deinema of AMS Institute. The full team can be found at Roboat’s website. The project is a joint collaboration with AMS Institute. The City of Amsterdam is a project partner. More