Elroy Air’s Chaparral brings long-range, heavy lift cargo solution

Elroy Air’s Chaparral brings long-range, heavy lift cargo solution

Nov 16, 2023 | Advanced Air Mobility, Autonomy, Industry News, Scott Simmie

By Scott Simmie

 

Some history has just been made in the world of Advanced Air Mobility (AAM).

On November 12, Elroy Air successfully flew its Chaparral C1 – the first flight of a turbogenerator-hybrid electric vertical take-off and landing (hVTOL) aircraft. The hover test of the full-scale aircraft took place at the company’s test-flight facility in Byron, California.

It’s an important milestone as the world moves toward the AAM era, when new and transformative aircraft will move goods and people to destinations that would have been impractical or too expensive using traditional aircraft.

“This is an exhilarating day for our team and the industry as a whole,” says Elroy Air co-founder and CEO Dave Merrill.

There are plenty of companies competing for this new space with innovative autonomous designs. Some are designed to carry people, cargo, or both. There are several excellent designs out there, but Elroy Air’s Chaparral C1 has been on our radar for reasons you’re about to discover.

Before we get into the history, though, let’s get straight to the news. Here’s a video of the test flight:

AND DOWN ON THE GROUND

 

Check out the Chaparral C1 on the ground. Take a good look, as we’ll be discussing these features.

Elroy Air Chaparral AAM

THE CHAPARRAL

 

Let’s get into why this aircraft will fill a niche.

It’s been designed to move large payloads long distances – and do so efficiently. Humanitarian aid, military resupply and middle-mile logistics are all perfect use-cases for the Chaparral. Its sole purpose is to move significant amounts of cargo efficiently – and be ready for the return trip in minutes.

Here’s the one-floor elevator pitch:

“We’re building an aircraft that will be able to fly 300 miles (483 km) and carry 300 pounds (136 kg) of cargo,” explains Jason Chow, the company’s Director of Strategy and Business Development.

“It’s VTOL, so we don’t need runways. It’s also hybrid electric, so in many situations where there are remote areas, we’re still able to fly where electric power is unavailable.”

Hybrid electric makes sense when you’re after this kind of range, since the craft benefits from the energy density of jet fuel.

“A turboshaft engine powers the batteries, and the batteries power flight,” says Chow.

“One of the most intensive parts of flight is the takeoff portion, where you’re vertically flying upwards. And once you get into forward flight, the turbine is able to throttle back to meet the reduced demand while maintaining battery charge.”

As you can see from the photo, there are eight motors for vertical lift and four for forward propulsion. Once the craft transitions into forward flight, its fixed-wing design brings greater efficiency and range than would be possible with a traditional multi-rotor (which don’t generally have lifting surfaces aside from the rotors themselves).

But while all this looks great, Chaparral’s real secret sauce is its cargo capabilities – which have been designed, literally, from the ground up.

Take a look again at the photo above. Note the design of the wheel struts, as well as the ample space between the bottom of the fuselage and the ground. That’s all for a very specific reason: Chaparral has been designed to carry an aerodynamic, quickly-swappable cargo pod.

Have a look:

 

Elroy Air Chaparral AAM

THE POD

 

Chow says the system is comparable to a tractor-trailer. On a road, the tractor provides the power to move the goods. In the air, “the trailer is the equivalent of the cargo pod. We imagine customers will have multiple cargo pods.”

Those pods can be quickly interchanged on the ground – because the Chaparral’s autonomy abilities aren’t limited to flight. The aircraft can taxi to a predetermined location, lower and disengage a cargo pod, then reposition itself and pick up the next one. You can imagine the advantage of such a system when transporting food or critical medical supplies in an emergency situation. This isn’t simply an aircraft: It’s a delivery system.

It’s also worth noting that the pod has been designed to be compatible with existing infrastructure and tools such as forklifts. As the Elroy Air website explains:

“The Palletized Pod uses a fairing-on-pallet design to ease loading of heavy cargo. This configuration features a standardized L-Track system for securing shipments, ensuring simple loading and safe travel for hefty items.”

Below: The Chaparral C1 with the pod snugged up and ready for business…

Elroy Air Chaparral AAM

BUSINESS MODEL

 

So, will Elroy Air be a service provider, overseeing autonomous flights for clients? Or will it be producing the Chaparral to be sold to clients who will operate it themselves?

“The current thinking is that we would do both,” explains Chow. “There are a lot of our partners that are very good at operating aircraft: FedEx, Bristow, the United States Air Force. The main thing they do is operate aircraft really well. So in those situations we would sell to them only as the OEM (Original Equipment Manufacturer).”

“But we also have customers who are interested in what we can provide. So in those situations we could provide the service ourselves or rely on very experienced operators.”

Elroy Air Chaparral Test Flight

MANUFACTURING

 

Producing an aircraft of this scale – it has a wingspan of 26.3 feet (8.01 metres) and a length of 19.3 feet (5.88 metres) – is no small task. Elroy Air made the decision early on that the most efficient approach would be as a highly selective and meticulous integrator. So its composite fuselage, for example, is outsourced.

“There are folks in the general Advanced Air Mobility industry that are building everything in-house. That’s great, you can own the IP (Intellectual Property) for everything,” says Chow.

“That being said, it takes longer. So our approach has been to be an integrator. We source the best parts to help us get to market – including the generator.”

Elroy Air Chaparral Test Flight

TRAJECTORY

 

There are a lot of startups in this space, including plenty of newcomers. Elroy Air was formed back in 2016 in San Francisco by Dave Merrill (now CEO) and Clint Cope (Chief Product Officer).

By 2018 the company flight-tested sub-scale Chaparral aircraft and user-tested its automated cargo‑handling systems. The following year it had established a relationship (and contract) with the United States Air Force “enabling Elroy Air to understand and inform the USAF’s operational needs for distributed aerial logistics in contested environments. We developed our custom simulation environment for Chaparral aircraft and ran a successful flight test campaign on an early 1200‑pound, full-scale Chaparral prototype outfitted with an all-electric powertrain.”

The milestones have kept coming. The year 2020 brought refinements to its simulation system, allowing the team to carry out thousands of virtual flights and ground/cargo mission experiments. Development began in earnest that same year on the hybrid-electric powertrain, including multiple turboshaft engine runs.

A Series A financing in 2021 brought in partners Lockheed Martin, Prosperity7 and Marlinspike, who came to the table with $40M. In 2022 an additional $36M in capital arrived, and the company unveiled its C1-1 Chaparral to the public. (The aircraft also made it to the cover of Aviation Week.)

It’s been a careful, methodical journey that has brought the company this far – and it clearly has ambitious plans for the future. If you’d like to read about these milestones in greater detail, you’ll find a company timeline here. 

But the biggest milestone so far? The flight that opened this story.

“This marks a major moment for the industry as hybrid-electric aircraft enable the dual benefits of runway-independent safe redundant propulsion, and long-range flight well in excess of battery power alone,” says co-founder and CEO Dave Merrill. 

“Our accomplishment puts Elroy Air one step closer to delivering a transformative logistics capability to our customers and partners.”

Elroy Air Chaparral Test Flight

INDRO’S TAKE

 

We at InDro obviously have a stake in the future of Advanced Air Mobility. We know from our own work in this field of the pent-up demand for efficient VTOL aircraft that can safely shuttle critical cargo – whether across major cities or to isolated communities lacking runways.

We’ve also been watching, with interest, the companies that are vying for space in this coming market.

“From everything we’ve seen, Chaparral is going to be a perfect fit,” says InDro Robotics President Philip Reece. “It’s cargo capacity and range will really fill a void, and the pod system – complete with its autonomous coupling and decoupling feature – will be hugely advantageous. We congratulate Elroy Air on this milestone, and look forward to seeing a transition flight before long.”

As with all new aircraft, it will take time before certification takes place and the FAA gives Elroy Air its full blessings. We’re confident that not only will that day come – but that Elroy Air and Chaparral will play a significant role in the era of Advanced Air Mobility.

All images supplied with permission by Elroy Air

Engineers put skills to the test in F1tenth autonomous challenge

Engineers put skills to the test in F1tenth autonomous challenge

Oct 5, 2023 | Autonomy, Industry News, IROS, Scott Simmie

By Scott Simmie

 

Want to win a scale model car race?

Normally you’d pimp your ride, slam the throttle to the max, and do your best at the steering control to overtake any opponents while staying on the track.

Now imagine a race where no one is controlling the car remotely. Where, in fact, the car is driving itself  – using sensors and algorithms to detect the course, avoid obstacles, and look continuously for the most efficient path to the finish line.

That’s the concept of F1TENTH, a regular competition held at major robotics conferences. The latest contest was carried out in Detroit at IROS 2023, the International Conference on Intelligent Robots and Systems. The contest brings together researchers, engineers, and autonomous systems enthusiasts.

“It’s about Formula racing, but on a smaller scale – and it’s autonomous,” explains Hongrui (Billy) Zheng, a University of Pennsylvania PhD in electrical engineering, and a key organizer of the F1TENTH series.

And what does it take to win?

“I would say 90 per cent software, and 10 per cent hardware,” says Zheng.

And that means it’s more about brainpower than horsepower.

Before we dive in, check out one of the cars below:

F1tenth

A LEVEL PLAYING FIELD

 

To keep things truly competitive, all teams begin with the same basic platform. They can either build that platform, based on the build guides at F1TENTH.org, or purchase the platform. The price of the vehicle, which this year incorporated a 2D LiDAR unit (which makes up the bulk of the cost), is about $2500-$2800 US.

“I would say 60 per cent is spent on the LiDAR,” says Zheng. “Some teams use a camera only, and that drives it down to around $1000.”

So it’s a lot more accessible – and a lot safer – than real Formula 1. And instead of high octane fuel, the teams are more concerned with powerful algorithms.

Once again, the basic Open-source Robot Operating System autonomy and obstacle avoidance software is part of the basic package that all teams start out with. But just as real F1 teams work together to extract every ounce of performance, so too do the F1TENTH teams, which usually represent universities but are occasionally sponsored by companies. At this year’s competition six of the nine teams were from universities.

The F1TENTH organization says there are four pillars to its overall mission. Here they are, taken directly:

1. Build – We designed and maintain the F1TENTH Autonomous Vehicle System, a powerful and versatile open-source platform for autonomous systems research and education.

2. Learn – We create courses that teach the foundations of autonomy but also emphasize the analytical skills to recognize and reason about situations with moral content in the design of autonomous.

3. Race – We bring our international community together by holding a number of autonomous race car competitions each year where teams from all around the world gather to compete.

4. Research – Our platform is powerful and versatile enough to be used for a variety of research that includes and is not limited to autonomous racing, reinforcement learning, robotics, communication systems, and much more.

In other words, there are real-world applications to all of this. Plus, for engineers, it’s not that difficult to dive in.

“The entire project is Open Source,” explains competitor Po-Jen Wang, a computer engineer from the University of California Santa Cruz. “It uses a Jetson Xavier (for compute). And for perception it uses a Hokuyo 2D LiDAR. Some people will mount a camera for computer vision. You can make it by yourself – it’s very easy to make.”

The following video provides a good introduction to the competition. In actual races, a piece of cardboard – sometimes modified for aerodynamics – is affixed to the rear of the car. These are to aid other vehicles on the track with obstacle avoidance.

 

PIMP THAT RIDE

 

Okay. So you’ve got your basic build, along with the basic ROS software.

Now it’s time to get to work. Engineers will add or modify algorithms for obstacle avoidance, acceleration, braking – as well as for determining the most efficient and optimal path. Depending on their approach, some teams will plot waypoints for the specific course.

Of course, like a real F1 race, a lot of modifications take place once teams are at the track. But in the case of F1tenth, those alterations tend to be code (though we’ll get to mechanical changes in a moment). Of course, scrolling through endless lines of programming isn’t the most efficient way to detect and eliminate bugs or improve efficiency. This is particularly true since multiple types of software are involved.

“There is software for SLAM (Simultaneous Localization and Mapping) for the mapping part, there’s software for localisation, there’s software for basic tracking if you give it a waypoint,” says organizer Billy Zheng. “Some of the basic drivers are found in a repository on Github.

“Most of the good teams are very consistent, and most of the consistent ones use mappingand localisation. The second place winner this year was using a reactive method – you just drop it and it will work.”

With all those moving parts, many teams use a dashboard that displays multiple parameters in real-time as the car moves down the track. This allows them to more rapidly nail down areas where performance can be optimised.

“The good teams usually have a better visualisation setup, so it’s easier to debug what’s going on,” adds Zheng. “The good teams are using Foxglove – a spinoff from an autonomous driving company that created a dashboard for ROS.”

To get a better idea of what the engineers are seeing trackside, here’s a look at Foxglove in action during F1TENTH.

MECHANICALS

 

Though it’s 90 per cent about code, that’s not all.

“Some modify their vehicles in different ways, maybe make it more aerodynamic, change the wheels,” explains competitor Tejas Agarwal, a graduate of uPenn with a Masters in Robotics. Agarwal and Po-Jen Wang were both contracted by Japanese self-driving software company/foundation Autoware.

(As it turned out, Wang and Agarwal placed second and third, respectively.)

The wheels on the stock vehicles are more suited to pavement and dirt rather than indoors tracks, so wheels are a common modification. But this year’s winning team, from Université Laval, took it further.

“We lowered the centre of mass as much as possible, changed the wheels, and changed our motor for better control,” says Laval team leader Jean-Michel Fortin, a PhD student in computer science specialising in robotics.

Of course, they weren’t allowed to increase the power of the motor in order to keep things on an even playing field. But they wanted one that offered greater control at lower speeds.

“Usually at low speeds the (stock) motor is bad, so we changed that for a sensor equipped motor,” says Fortin.

“We also replaced our suspension because it was too soft. As soon as we were braking our LiDAR wasn’t seeing what it should. For the software part, we tuned everything to the maximum that we could. We also optimised the race line to make sure the race line that we predict is as close to what the car can do as possible.”

And it paid off. The Laval team, pictured below, was clearly in a celebratory mood after winning (Jean-Michel Fortin in centre). Following is second-place winner Po-Jen Wang, third-place winner Tejas Agarwal and organizer Billy Zheng.

 

Laval F1tenth
Po-Jen F1tenth
Billy F1tenth

INDRO’S TAKE

 

Competitions – particularly ones like this one – are highly useful. They foster collaborative teams and encourage innovative thinking. Plus, they’re just plain fun.

“F1TENTH is a tremendous initiative and a really great challenge for young engineers and autonomy enthusiasts,” says InDro Robotics CEO Philip Reece. “Those participating today could well be leaders in the autonomy sector tomorrow. We congratulate all who took part, with a special nod to the top three. Well done!”

Is there a similar engineering challenge you think is worth some words from us? Feel free to contact InDro’s Chief of Content Scott Simmie here.

And, if you’re a competitor beginning a job search, feel free to drop us a line with your resume here. InDro Robotics is Canada’s leading R&D aerial and ground robotics company and in a current phase of scaling. We’re always on the lookout to expand our talented and diverse engineering team.

Indro Robotics takes in IROS 2023 in Detroit

Indro Robotics takes in IROS 2023 in Detroit

Oct 4, 2023 | InDro News, Industry News, IROS, Scott Simmie

By Scott Simmie

 

One of the most important gatherings in the field of robotics is underway in Detroit.

It’s the International Conference on Intelligent Robots and Systems, or IROS 2023. And InDro Robotics is there.

“IROS is kind of an open forum to discuss research in the fields of mobile robotics, manipulation and so much more,” says Account Executive Luke Corbeth. “It gives researchers the ability to collaborate with each other, as well as industry, through the exhibits.”

Or, as the conference describes itself: “IROS is a large and impactful forum for the international robotics research community to explore the frontier of science and technology in intelligent robots and smart machines, emphasising future directions and the latest approaches, designs and outcomes.”

There’s plenty to see (and learn). You’ll find robotic arms and hands – some with incredible dexterity. There are quadrupeds, bipeds, specialised sensors – even a race course where teams put small but fast autonomous racers against one another. Plus, of course, scores of seminars and poster exhibits highlighting new and important research in fields ranging from AI to remote microsurgery.

“Everyone who is working on the cutting edge of robotics comes to IROS to present their research,” says Corbeth.

Some of the best minds in the field – including Masters and PhD students from many parts of the world – come to learn, network and share. Even Amazon is here, specifically to hire people to design, build and operate new robots for its warehouses. So too is the Honda Research Institute.

WHAT IS ROS?

 

Though IROS stands for Intelligent Robots and Systems, “ROS” has another relevant meaning. In the industry, it stands for Robot Operating System. As ros.org describes it, ROS “is a set of software libraries and tools that help you build robot applications.”

These libraries and developer tools include state-of-the-art Open Source algorithms that are shared with developers around the planet. The original toolkit is known as ROS1, while the newer ROS2 has more robust security protocols and is being embraced at the corporate and industrial levels.

“Generally what is being built here is being built on ROS,” explains InDro Vice President Peter King. He goes on to explain that you can think of ROS as a facilitator that brings all the different parts of a robot – including different sensors and coding – together.

“ROS is language-agnostic,” says King. “You can bring in Python, you can bring in C++, you can bring in other sensors. ROS allows all of the packages to talk to each other.”

In some ways, that’s also what InDro Robotics does. As both a research and development company and an integrator, InDro frequently brings together disparate parts for a common purpose – most often, for special projects for clients.

“Everybody here is actually the perfect client for InDro,” says King. 

“Imagine you were studying autonomy and perception and you’re going to do this in ROS. These students and universities don’t have the budget or hardware or time to build what they need. So we can build a custom robot, generally outfitted with InDro Commander, so they can focus on simply coding their project.”

“It’s a very big international community – which I was not expecting,” adds Account Executive Amanda Gloor. “Plus, it’s great to see people showcasing technology from all over the world. One of the cooler things I saw was a robot that climbs storage tanks using magnets – then uses non-destructive testing to detect corrosion.”

Below: InDro Account Executive Amanda Gloor gets the Unitree GO2, which InDro distributes, to take a leap

POSTER EXHIBITS

 

If you’ve got the time (and the brains), the rotating poster exhibits are fascinating to dip into. There are some 1200 exhibitors either displaying their research or holding seminars. Some of that research could be the Next Big Thing, or a significant incremental advance that will be utilised in other applications.

A quick spin through just a few of the exhibits, during a session devoted to healthcare, revealed the following topics:

  • A shared autonomous nursing robot assistant with dynamic workspace for versatile mobile manipulation
  • Magnetic, modular, undulatory robot: Exploring fish-inspired swimming for advanced underwater locomotion and robotics
  • Contactless weight estimation of human body and body parts for safe robotics-assisted casualty extraction

As you can see, some are highly specialised. Now think of hundreds (and hundreds) of such research papers, each making a small (or even large) contribution to pushing the robotics envelope. That’s IROS.

But while such important niche research was in abundance, there was also a sense that the Big Picture moving forward involves AI. While that’s always been a part of the robotics world, recent advances in artificial intelligence, machine learning and machine vision took centre stage. Many of the keynotes – and smaller learning sessions – focussed on AI.

Wednesday’s plenary session, for example, was “Merging Paths: The shared history and convergent future of AI and Robotics.” One of the keynotes was “Deep predictive learning in Robotics: Optimizing models for adaptive perception and action” – followed by: “Empowering robots with continuous space and time representations.” Those are in addition to scores of separate sessions during the conference with an emphasis on AI. 

Instead of robots simply being aware of their surroundings and tasks, we appear to be heading into a world where these machines more fully understand the world around them, and make decisions based on that understanding. And that feels like a very big deal.

 

 

Unitree's new Digit biped

Unitree Digit

Robo-man

Robo-man

Floor cleaning robot

Floor cleaning robot

Peter King, Luke Corbeth

Peter King, Luke Corbeth

Kinova manipulator

Kinova manipulator

InDro's Amanda Gloor

InDro’s Amanda Gloor

Need a hand?

Need a hand?

IROS

IROS

INDRO’S TAKE

 

There are always conferences going on in the robotics and UAV sectors. We could choose to attend all of them, but we tend to be selective.

For the academic and R&D world, IROS is the venue where we can learn about the latest cutting-edge research and technology – and display our own innovations (such as our new ROS-based indoor UAV, which has been gaining a lot of attention). So it’s good to be here again.

“The unique thing about InDro is our ability to have a conversation with virtually everyone at this conference,” says Luke Corbeth. “Given the scope of our work – whether it’s a new platform, or sensors, integration or production, there’s always some way we can be of value to those across the R&D community.”

It’s also a great place to meet the next generation of engineers and other specialists, some of whom may one day join the growing InDro team. 

TCXpo brings Smart Mobility exhibit to Ottawa’s Area X.O

TCXpo brings Smart Mobility exhibit to Ottawa’s Area X.O

Sep 28, 2023 | Area X.O, InDro News, Industry News, TCXpo, Transport Canada

By Scott Simmie

 

Canada’s largest Smart Mobility exhibit and demonstration took place in Ottawa September 27.

It was the second time the annual event has taken place. It brought hundreds of attendees – and more than 75 companies – to Area X.O, an innovation hub where leading Smart Mobility companies carry out research and development. The facility features a private 5G network and private roads, allowing companies to test and harden robots, drones, autonomous passenger-carrying vehicles, and more.

Sponsored by Transport Canada (that’s the “TC” in “TCXpo”), along with Invest Ottawa and Innovation, Science and Economic Development Canada (ISED), the event showcases innovations in the smart mobility space. Think the latest and greatest robots, drones, self-driving vehicles – along with a plethora of hardware and software associated with the sector.

“Today, we will celebrate Canadian innovation,” said Sonya Shorey, Vice President Strategy, Marketing and Communications of Invest Ottawa as she opened the show.

“Companies driving the smart mobility revolution. Innovators developing and commercializing multidisciplinary solutions to grand challenges and market opportunities. These innovations span every sector – from intelligent transportation to defence, public safety, security, aerospace, environment, smart agriculture, and telecommunications. And they are being developed by Canadian leaders.”

As Michael Tremblay, President and CEO of Invest Ottawa, Area X.O and Bayview Yards, put it: “We’ve got incredible capability right across the country.”

Below: Michael Tremblay at the opening of TCXpo

 

 

Michael Tremblay Invest Ottawa

DARTT

 

One of the highlights of the show was the new Drone and Advanced Robotics Training and Testing facility, also known as DARTT. Built to the demanding criteria of the US-based National Institute of Standards and Training (NIST), DARTT is designed for evidence-based evaluation of drones over a variety of surfaces (including sand, gravel and water) and obstacles (including a variable incline ramp). There’s also a netted enclosure for flying experimental drones or assessing new payloads and failsafe features in a safe environment.

InDro’s Luke Corbeth hosted tours of DARTT, allowing spectators to take control of various robots and operate them over obstacles. Here, he explains the basics of the facility:

STREET SMART ROBOT

 

InDro also publicly unveiled one of its newest innovations: The Street Smart Robot, or SSR.

Built with the support of the Ontario Vehicle Innovation Network (OVIN), led by the Ontario Centre of Innovation, the SSR will be monitoring bicycle paths in Ottawa this winter to detect snow, ice, potholes and debris that might impact the safety of cyclists. When those anomalies are detected, they’ll be flagged to road and maintenance crews at the City of Ottawa so they can be remediated.

Initially, the SSR will be remotely teleoperated by a human being who will have real-time situational awareness of all surroundings. The eventual goal is for the SSR to operate autonomously, with AI flagging problems so they can be sent up the chain.

Here’s a peek at the Street Smart Robot:

Street Smart Robot

PLENTY TO SEE

 

With more than 75 companies (and an estimated 1200 attendees) at TCXpo, there was no shortage of things to see and demonstrations to watch. Some of the highlights of the day included seeing:

  • The Skygauge drone, a unique design purpose-built for non-destructive testing, carrying out a demo flight. Its NDT probe was delicately placed against a pole while in flight, mimicking the routine carried for testing of metal tanks, coatings, etc.
  • The Wingtra drone, carrying out a flawless demo mission. The fixed-wing, two-motor VTOL is capable of transitioning to fixed-wing forward flight from hover, giving it great range and efficiency
  • A driverless tractor carrying out a circuit on a field, with commands sent remotely from a phone. Such devices will be common in the Smart Farms of the near future

Plenty of things caught our eye, including a remotely operated hang-glider (low cost, long range, high payload). There was a new Nokia dock system, allowing for automated flights in remote locations. The system recharges the drone, checks all systems, while maintaining a safe harbour from inclement weather – perfect for regular inspections in remote locations. There was even a US startup that has developed a system that will automatically lower car windows if you happen to plunge your vehicle into water.

We’ve gathered a few pix of the above – and more – which you’ll see in the gallery below:

Skygauge

Nokia Pod

Pilotless hang glider

Remotely operated hang glider

Tractor

And on this farm there was a robot, Ee-eye, ee- I/O

Tallysman Backpack

Good dog

InDro’s Luke Corbeth with the Unitree B1 quadruped at DARTT

InDro Sentinel

Drone Helicopter

Wingtra drone heads up for a mission

Wingtra

INDRO’S TAKE

 

The first TCXpo – despite the rain – was great. This one was bigger and better – and the weather was perfect. The demonstrations and exhibits collectively made it clear: Smart Mobility is coming.

“Part of the growth between the inaugural TCXpo and this display was due to word of mouth,” says InDro Robotics CEO Philip Reece. “But part of the equation is that the industry itself is growing at a rapid pace. The world of Smart Mobility may not have yet arrived, but you can definitely see it’s on its way.”

Finally, a tip of the hat to Transport Canada, ISED, Invest Ottawa and Area X.O. Those kudos aren’t just for putting on a great show – but also for having to vision to realize that this sector will create jobs, improve safety and contribute to greater efficiency in the not-so-distant future.

InDro Robotics, Tallysman partner on precision GNSS solution for ground robots

InDro Robotics, Tallysman partner on precision GNSS solution for ground robots

Sep 26, 2023 | GNSS, InDro News, Industry News, Scott Simmie, Tallysman

By Scott Simmie

 

There’s nothing like synergy.

And a new high-precision solution for location and heading – a collaboration between Indro Robotics and Tallysman Wireless – is the result.

As you likely know, while GPS is great – and good enough for us driving around using WAZE – its accuracy can leave something to be desired. Traditional Global Navigation Satellite System (GNSS) solutions generally are accurate to around 2.5 metres Circular Error Probability (CEP). That means the reported location has a 50 per cent chance of being within 2.5 metres of where it actually is. What’s more, that error rate exists under ideal conditions – with the detection system stationary and with an unobstructed view of satellites.

That’s good enough for a car with a driver, or a cargo ship. But many robotic applications require far greater precision. If you’re running a remote inspection robot using GPS waypoints, 2.5 metres isn’t good enough.

Think about it. In the example of a remote inspection robot, the device is generally operating at the location of a high-value asset. You might want a repeatable routine where the robot can get up close to look at gauges, valves, or anything else requiring inspection. You might want it to pass through a doorway, or get very close to – without touching – a highly energised electrical component. So accuracy matters, whether in this application or many other use-cases.

Now, InDro and Tallysman Wireless, a Calian company, are pleased to announce a solution.

Below: An InDro Sentinel inspection robot

Inspection Robot

LOCATION, LOCATION, LOCATION

 

That real estate phrase certainly applies when it comes to high-level robotics. But how do you get from a potential error of 2.5 metres down to, say, 2.5 centimetres – two orders of magnitude?

In this case, the solution came by partnering with Tallysman Wireless.

The company is known for its leading-edge GNSS and Iridium antennas. Tallysman also has an enviable reputation for customising those antennas for global clients seeking specific GNSS solutions. Ships, aircraft, trains and even drones carry out critical missions daily while relying on Tallysman solutions. InDro, meanwhile, is known for its R&D work, robots and custom innovations in the aerial and ground robotics world. So the potential was there for collaboration.

Because – and we know this well – it’s not just as simple as plugging antennas and receivers together and hoping for the best.

Tallysman InDro Backpack

THE ISSUE(S)

 

Antennas – even really good ones – are finicky pieces of equipment. Depending on what you’re mounting them on, they can be subject to interference that diminishes their performance. The type of connector attaching them to a receiver, even the length of the cable used in that connection, can also detract from optimal signal acquisition and accuracy. That’s why you want someone like Tallysman Wireless on board.

“We are experts in Global Navigation Satellite System (GNSS) solutions, specifically the antennae side of  things,” explains Gord Echlin, Tallysman’s Director of Business Development.

“A lot of people assume, unless you use the term GPS, that it’s a fairly easy thing to implement and get accurate results. Nothing could be farther from the truth.”

As Tallysman Wireless explains in a brochure:

“The problem is that keeping the antenna to system interface in the analog domain requires a lot of RF expertise to manage, expertise that is not widely available, and these issues amplify with long signal transmission over cables. Digital systems with built-in LTE communication links, common components of autonomous systems, are direct threats to the integrity of the GNSS signal.

 “Tallysman Wireless has solved this problem by integrating their sensitive, high performance, GNSS antennas in the same package as advanced GNSS receivers, in what is commonly called a ‘Smart’ Antenna. The GNSS processing solution is in compact, carefully engineered to mitigate the potential impairments between the antenna and receiver, and the Position/Navigation/Timing (PNT) information is now communicated to application system over in the digital domain, over a serial interface (UART, USB, CANbus, or Automotive Ethernet).”

Or, as Echlin puts it: “We take the receiver, and we take the antenna and put it in the same package to mitigate the outside interference such that you get less than two centimetres of error. That, along with very precise heading information – with accuracy to 0.3 degree.”

THE INDRO CONNECTION

 

With the Tallysman Wireless integrated solution, there was just one more piece of the puzzle remaining. How to integrate this into a robot? That’s where InDro’s engineering team came along.

The package required a software interface where none had existed before. InDro engineers created a ROS2 coding solution and integrated the Tallysman smart antenna onto our InDro Backpack – which we use with Unitree quadrupeds.

InDro Backpack is our system for remote teleoperations over 5G (and 4G), which also allows for rapid sensor integration and other customization using ROS1 and ROS2 software libraries (which, along with an EDGE computer and high-speed modem, are on-board).

The complete solution – hardware and software – enable consistent, high-accuracy positioning. InDro Plans to offer this complete solution to clients in need of precision positioning.

Below: The Tallysman Smart Antenna solution, integrated with new ROS2 coding into the InDro Backpack

InDro Backpack Tallysman

INDRO’S TAKE

 

We were pleased to partner with Tallysman Wireless on this integration project. With robots increasingly used for remote inspection of high-value assets, accurate positioning and heading data has become essential.

“Being able to tap into the expertise of Tallysman Wireless – and combine their solution with software from InDro engineers – has resulted in a powerful solution,” says InDro Robotics CEO Philip Reece.

“We’ve already begun integrating this onto our own robots, and look forward to offering this to clients in need of the most accurate and reliable positioning possible.”

Looking for more information? Connect with us HERE. And if you happen to be attending TCXpo, the solution is on display September 27 at Area X.O in Ottawa.

Rockwell Automation to purchase Clearpath Robotics

Rockwell Automation to purchase Clearpath Robotics

Sep 7, 2023 | AMR, Industry News, Robotics

By Scott Simmie

 

There’s some big news in the Canadian robotics world.

US-based Rockwell Automation, which describes itself as “the world’s largest company dedicated to industrial automation and digital transformation” has announced it has signed an agreement to purchase Canadian company Clearpath Robotics.

Clearpath is known for its Autonomous Mobile Robots (AMRs), many of which are designed to move heavy loads inside warehouses. In fact, Clearpath has an entire division – OTTO Motors –  which specialises in AMRs, along with software for fleet management and navigation.

These are the kinds of vehicles we’re talking about – which can clearly aid in efficiency:

THE NEWS

 

Word of the planned acquisition case in a September 5 news release from Rockwell Automation. 

“Rockwell Automation, Inc. (NYSE: ROK)…today announced it has signed a definitive agreement to acquire Ontario, Canada-based Clearpath Robotics Inc., a leader in autonomous robotics for industrial applications. Autonomous mobile robots (AMRs) are the next frontier in industrial automation and transformation, and this acquisition will supercharge Rockwell’s lead in bringing the Connected Enterprise to life.”

If you’ve been following the robotics world in the past few years, you’ll be aware that the use of robotics has gone far beyond industrial arms welding car frames or lifting parts into place. Robots have increasingly been deployed to warehouses and other industrial settings to increase efficiency and reduce repetitive and arduous manual labour for human beings. Moving, packing and tracking have become huge – and an increasingly integral part of the supply chain and inventory management. Rockwell Automation clearly sees OTTO Motors as part of its solution going forward:

“Transporting parts and materials to assembly lines and between manufacturing cells is one of the industry’s most complex and inefficient tasks, often resulting in production bottlenecks,” states the release.

“Autonomous production logistics will transform the workflow throughout a manufacturing plant, enabling substantial reductions in cost and greater operational efficiency…Combined with Rockwell’s strong continuing partnerships in fixed robotic arms, solutions such as Independent Cart Technology, and traditional leadership in programmable logic controllers (PLCs), the addition of OTTO Motors’ AMR capabilities will create a complete portfolio of advanced material handling solutions unmatched in the industry.”

The release seems to make it clear that Rockwell Automation sees OTTO Motors as the jewel in the crown. Here’s another look at some of the OTTO Motors AMR solutions:

A GROWING MARKET

 

The news release cites research from Interact Analysis, which points to strong growth in this field in the coming years. Demand for AMRs in manufacturing, says the release, is slated to grow at 30 per cent annually over the next five years, “with an estimated market size of $6.2 billion by 2027.”

“Rockwell and Clearpath together will simplify the difficult and labor-intensive task of moving materials and product through an orchestrated and safe system to optimize operations throughout the entire manufacturing facility,” said Blake Moret, Chairman and CEO, Rockwell Automation.

“The combination of autonomous robots and PLC-based line control has long been a dream of plant managers in industries as diverse as automotive and consumer packaged goods. With Clearpath, Rockwell is uniquely positioned to make that dream a reality across virtually all discrete and hybrid verticals, optimizing planning, operations, and the workforce.”

Clearpath is said to have about 300 employees, with the majority working within the OTTO Motors division. And, not surprisingly, is pleased with the news.

“Industrial customers are under ever-increasing pressure to do more with less. Autonomous production logistics is becoming a necessity to meet targets and stay competitive,” says Matt Rendall, co-founder and CEO of Clearpath.

“We are excited to join Rockwell and help expand their leadership position in advanced material handling. Together, we will create safer and more productive workplaces with autonomous technology.”

Indro Robotics Vice-President Peter King, who previously worked at Clearpath, has this to say about the acquisition.

“It’s a great opportunity for Rockwell to take on an industry leader in this space at a time when AMRs are about to become the norm,” says King. “Rockwell’s size and market penetration should bode well for global growth.”

The news release goes on to explain how the two companies are a natural fit:

“Data from Rockwell’s offerings and OTTO Motors’ AMRs will be harnessed in artificial intelligence-powered Software as a Service information management applications, such as those by Rockwell’s Plex and Fiix businesses,” it states.

“With this, Rockwell will deliver a unified solution for manufacturing, enabling autonomous execution and optimization to increase efficiency and allow for traceability and real-time adjustments.

INDRO’S TAKE

 

There aren’t a whole lot of Canadian companies manufacturing robots – let alone with multiple offerings aimed at the warehouse/industrial sector. Clearpath was an early leader on the Canadian robotics scene, and its OTTO Motors division produces some impressive offerings.

“Clearpath got into ground robotics early – and over time really carved out a niche for itself, particularly with OTTO Motors,” says Indro Robotics CEO Philip Reece.

“Robotics is a highly competitive space these days. Rockwell Automation clearly sees some synergy here with its own products and clients. We congratulate Clearpath on this acquisition, and look forward to what we assume will be continued success in the AMR market.”

Clearpath Robotics was founded in 2009 and launched its OTTO Motors division in 2015. Rockwell Automation is headquartered in Milwaukee, Wisconsin, and employs 28,000 people serving clients in more than 100 countries.