Science $ Tech

Robotics is the engineering science and technology of robots, and their design, manufacture, application, and structural disposition. Robotics is related to electronics, mechanics, and software. The word robot was introduced to the public by Czech writer Karel Čapek in his play R.U.R. (Rossum's Universal Robots), published in 1920. The term "robotics" was coined by Isaac Asimov in his 1941 science fiction short-story "Liar!"[2]

Automation is the use of control systems (such as numerical control, programmable logic control, and other industrial control systems), in concert with other applications of information technology (such as computer-aided technologies [CAD, CAM, CAx]), to control industrial machinery and processes, reducing the need for human intervention.[1] In the scope of industrialization, automation is a step beyond mechanization. Whereas mechanization provided human operators with machinery to assist them with the muscular requirements of work, automation greatly reduces the need for human sensory and mental requirements as well. Processes and systems can also be automated. Automation plays an increasingly important role in the world economy and in daily experience. Engineers strive to combine automated devices with mathematical and organizational tools to create complex systems for a rapidly expanding range of applications and human activities. Many roles for humans in industrial processes presently lie beyond the scope of automation. Human-level pattern recognition, language recognition, and language production ability are well beyond the capabilities of modern mechanical and computer systems. Tasks requiring subjective assessment or synthesis of complex sensory data, such as scents and sounds, as well as high-level tasks such as strategic planning, currently require human expertise. In many cases, the use of humans is more cost-effective than mechanical approaches even where automation of industrial tasks is possible. Specialised hardened computers, referred to as programmable logic controllers (PLCs), are frequently used to synchronize the flow of inputs from (physical) sensors and events with the flow of outputs to actuators and events. This leads to precisely controlled actions that permit a tight control of almost any industrial process. Human-machine interfaces (HMI) or computer human interfaces (CHI), formerly known as man-machine interfaces, are usually employed to communicate with PLCs and other computers, such as entering and monitoring temperatures or pressures for further automated control or emergency response. Service personnel who monitor and control these interfaces are often referred to as stationary engineers in boiler houeses or central utilities departments.[2] In most industrial process and manufacturing environments, these roles are called operators or variations on this

Automation has had a notable impact in a wide range of highly visible industries beyond manufacturing. Once-ubiquitous telephone operators have been replaced largely by automated telephone switchboards and answering machines. Medical processes such as primary screening in electrocardiography or radiography and laboratory analysis of human genes, sera, cells, and tissues are carried out at much greater speed and accuracy by automated systems. Automated teller machines have reduced the need for bank visits to obtain cash and carry out transactions. In general, automation has been responsible for the shift in the world economy from agrarian to industrial in the 19th century and from industrial to services in the 20th century.[3] The widespread impact of industrial automation raises social issues, among them its impact on employment. Historical concerns about the effects of automation date back to the beginning of the industrial revolution, when a social movement of English textile machine operators in the early 1800s known as the Luddites protested against Jacquard's automated weaving looms[4] — often by destroying such textile machines— that they felt threatened their jobs. One author made the following case. When automation was first introduced, it caused widespread fear. It was thought that the displacement of human operators by computerized systems would lead to severe unemployment. Critics of automation contend that increased industrial automation causes increased unemployment; this was a pressing concern during the 1980s. One argument claims that this has happened invisibly in recent years, as the fact that many manufacturing jobs left the United States during the early 1990s was offset by a one-time massive increase in IT jobs at the same time. Some authors argue that the opposite has often been true, and that automation has led to higher employment. Under this point of view, the freeing up of the labour force has allowed more people to enter higher skilled managerial as well as specialised consultant/contractor jobs (like cryptographers), which are typically higher paying. One odd side effect of this shift is that "unskilled labour" is in higher demand in many first-world nations, because fewer people are available to fill such jobs. At first glance, automation might appear to devalue labor through its replacement with less-expensive machines; however, the overall effect of this on the workforce as a whole remains unclear.[citation needed] Today automation of the workforce is quite advanced, and continues to advance increasingly more rapidly throughout the world and is encroaching on ever more skilled jobs, yet during the same period the general well-being and quality of life of most people in the world (where political factors have not muddied the picture) have improved dramatically. What role automation has played in these changes has not been well studied.

Currently, for manufacturing companies, the purpose of automation has shifted from increasing productivity and reducing costs, to broader issues, such as increasing quality and flexibility in the manufacturing process. The old focus on using automation simply to increase productivity and reduce costs was seen to be short-sighted, because it is also necessary to provide a skilled workforce who can make repairs and manage the machinery. Moreover, the initial costs of automation were high and often could not be recovered by the time entirely new manufacturing processes replaced the old. (Japan's "robot junkyards" were once world famous in the manufacturing industry.) Automation is now often applied primarily to increase quality in the manufacturing process, where automation can increase quality substantially. For example, automobile and truck pistons used to be installed into engines manually. This is rapidly being transitioned to automated machine installation, because the error rate for manual installment was around 1-1.5%, but has been reduced to 0.00001% with automation. Hazardous operations, such as oil refining, the manufacturing of industrial chemicals, and all forms of metal working, were always early contenders for automation. A significant technology shift began in the 1980s, to take advantage of digital electronics. Former analogue-based instrumentation was replaced by digital equivalents which can be more accurate and flexible, and offer greater scope for more sophisticated configuration, parameterization and operation. This was accompanied by the fieldbus revolution which provided a networked (i.e. a single cable) means of communicating between control systems and field level instrumentation, eliminating hard-wiring. Discrete manufacturing plants adopted these technologies fast. The more conservative process industries with their longer plant life cycles have been slower to adopt and analogue-based measurement and control still dominates. The growing use of Industrial Ethernet on the factory floor is pushing these trends still further, enabling manufacturing plants to be integrated more tightly within the enterprise, via the internet if necessary. Another major shift in automation is the increased emphasis on flexibility and convertibility in the manufacturing process. Manufacturers are increasingly demanding the ability to easily switch from manufacturing Product A to manufacturing Product B without having to completely rebuild the production lines. Flexibility and distributed processes have led to the introduction of Automated Guided Vehicles with Natural Features Navigation.

The main advantage of automation are: * Replacing human operators in tasks that involve hard physical or monotonous work[5]. * Replacing humans in tasks that should be done in dangerous environments (i.e. fire, space, volcanoes, nuclear facilities, underwater, etc) * Making tasks that are beyond the human capabilities such as handling too heavy loads, too large objects, too hot or too cold substances or the requirement to make things too fast or too slow. * Economy improvement. Sometimes and some kinds of automation implies improves in economy of enterprises, society or most of humankind. For example, when an enterprise that has invested in automation technology recovers its investment; when a state or country increases its income due to automation like Germany or Japan in the 20th Century or when the humankind can use the internet which in turn use satellites and other automated engines. The main disadvantages of automation are: * Technology limits. Current technology is unable to automate all the desired tasks. * Unpredictable development costs. The research and development cost of automating a process is difficult to predict accurately beforehand. Since this cost can have a large impact on profitability, it's possible to finish automating a process only to discover that there's no economic advantage in doing so. * Initial costs are relatively high. The automation of a new product required a huge initial investment in comparison with the unit cost of the product, although the cost of automation is spread in many product batches. The automation of a plant required a great initial investment too, although this cost is spread in the products to be produced.

* Unemployment. It is commonly thought that automation implies unemployment because the work of a human being is replaced in part or completely by a machine. Nevertheless, the unemployment is caused by the economical politics of the administration like dismissing the workers instead of changing their tasks. Since the general economical policies of most of the industrial plants are to dismiss people, nowadays automation implies unemployment. In different scenarios without workers, automation implies more free time instead of unemployment like the case with the automatic washing machine at home. Automation does not imply unemployment when it makes tasks unimaginable without automation such as exploring mars with the Sojourner or when the economy is fully adapted to an automated technology as with the Telephone switchboard. * Environment. The costs of automation to the environment are different depending on the technology, product or engine automated. There are automated engines that consume more energy resources from the Earth in comparison with previous engines and those that do the opposite too.

Automated manufacturing refers to the application of automation to produce things in the factory way. Most of the advantages of the automation technology has its influence in the manufacture processes. The main advantage of the automated manufacturing are: higher consistency and quality, reduce the lead times, simplification of production, reduce handling, improve work flow and increase the morale of workers when a good implementation of the automation is made.

An automobile, motor car or car is a wheeled motor vehicle used for transporting passengers, which also carries its own engine or motor. Most definitions of the term specify that automobiles are designed to run primarily on roads, to have seating for one to eight people, to typically have four wheels, and to be constructed principally for the transport of people rather than goods.[1] However, the term automobile is far from precise, because there are many types of vehicles that do similar tasks. There are approximately 600 million passenger cars worldwide (roughly one car per eleven people).[2][3] Around the world, there were about 806 million cars and light trucks on the road in 2007; they burn over 1 billion m³ (260 billion US gallons) of petrol/gasoline and diesel fuel yearly. The numbers are increasing rapidly, especially in China and India.[4]

The word automobile comes, via the French automobile, from the Ancient Greek word αὐτός (autós, "self") and the Latin mobilis ("movable"); meaning a vehicle that moves itself, rather than being pulled or pushed by a separate animal or another vehicle. The alternative name car is believed to originate from the Latin word carrus or carrum ("wheeled vehicle"), or the Middle English word carre ("cart") (from Old North French), or from the Gaulish word karros (a Gallic Chariot).[5][6]

Ferdinand Verbiest, a member of a Jesuit mission in China, designed a steam-powered vehicle around 1672. It was a 65 cm-long scale-model toy for the Chinese Emperor, that was unable to carry a driver or a passenger, but possibly was the first working steam-powered vehicle ('auto-mobile').[7][8][9] It is not known if Verbiest's model was ever built.[8] Leonty Shamshurenkov, a Russian peasant, constructed a human-pedalled four-wheeled "auto-running" carriage in 1752, and subsequently proposed to equip it with odometer and to use the same principle for making a self-propelling sledge.[10][11] Although Nicolas-Joseph Cugnot is often credited with building the first self-propelled mechanical vehicle or automobile in about 1769, by adapting an existing horse-drawn vehicle, this claim is disputed by some[citation needed], who doubt Cugnot's three-wheeler ever ran or was stable. What is not in doubt is that Richard Trevithick built and demonstrated his Puffing Devil road locomotive in 1801, believed by many to be the first demonstration of a steam-powered road vehicle, although it was unable to maintain sufficient steam pressure for long periods, and would have been of little practical use. In the 1780s, a Russian inventor of merchant origin, Ivan Kulibin, developed a human-pedalled, three-wheeled carriage with modern features such as a flywheel, brake, gear box, and bearings; however, it was not developed further.[12] François Isaac de Rivaz, a Swiss inventor, designed the first internal combustion engine, in 1806, which was fueled by a mixture of hydrogen and oxygen and used it to develop the world's first vehicle, albeit rudimentary, to be powered by such an engine. The design was not very successful, as was the case with others, such as Samuel Brown, Samuel Morey, and Etienne Lenoir with his hippomobile, who each produced vehicles (usually adapted carriages or carts) powered by clumsy internal combustion engines.[13] In November 1881, French inventor Gustave Trouvé demonstrated a working three-wheeled automobile that was powered by electricity. This was at the International Exhibition of Electricity in Paris.[14] Although several other German engineers (including Gottlieb Daimler, Wilhelm Maybach, and Siegfried Marcus) were working on the problem at about the same time, Karl Benz generally is acknowledged as the inventor of the modern automobile.[13] An automobile powered by his own four-stroke cycle gasoline engine was built in Mannheim, Germany by Karl Benz in 1885, and granted a patent in January of the following year under the auspices of his major company, Benz & Cie., which was founded in 1883. It was an integral design, without the adaptation of other existing components, and included several new technological elements to create a new concept. This is what made it worthy of a patent. He began to sell his production vehicles in 1888. Karl Benz A photograph of the original Benz Patent Motorwagen, first built in 1885 and awarded the patent for the concept In 1879, Benz was granted a patent for his first engine, which had been designed in 1878. Many of his other inventions made the use of the internal combustion engine feasible for powering a vehicle. His first Motorwagen was built in 1885, and he was awarded the patent for its invention as of his application on January 29, 1886. Benz began promotion of the vehicle on July 3, 1886, and about 25 Benz vehicles were sold between 1888 and 1893, when his first four-wheeler was introduced along with a model intended for affordability. They also were powered with four-stroke engines of his own design. Emile Roger of France, already producing Benz engines under license, now added the Benz automobile to his line of products. Because France was more open to the early automobiles, initially more were built and sold in France through Roger than Benz sold in Germany. In 1896, Benz designed and patented the first internal-combustion flat engine, called a boxermotor in German. During the last years of the nineteenth century, Benz was the largest automobile company in the world with 572 units produced in 1899 and, because of its size, Benz & Cie., became a joint-stock company. Daimler and Maybach founded Daimler Motoren Gesellschaft (Daimler Motor Company, DMG) in Cannstatt in 1890, and under the brand name, Daimler, sold their first automobile in 1892, which was a horse-drawn stagecoach built by another manufacturer, that they retrofitted with an engine of their design. By 1895 about 30 vehicles had been built by Daimler and Maybach, either at the Daimler works or in the Hotel Hermann, where they set up shop after disputes with their backers. Benz and the Maybach and the Daimler team seem to have been unaware of each other's early work. They never worked together because, by the time of the merger of the two companies, Daimler and Maybach were no longer part of DMG. Daimler died in 1900 and later that year, Maybach designed an engine named Daimler-Mercedes, that was placed in a specially-ordered model built to specifications set by Emil Jellinek. This was a production of a small number of vehicles for Jellinek to race and market in his country. Two years later, in 1902, a new model DMG automobile was produced and the model was named Mercedes after the Maybach engine which generated 35 hp. Maybach quit DMG shortly thereafter and opened a business of his own. Rights to the Daimler brand name were sold to other manufacturers. Karl Benz proposed co-operation between DMG and Benz & Cie. when economic conditions began to deteriorate in Germany following the First World War, but the directors of DMG refused to consider it initially. Negotiations between the two companies resumed several years later when these conditions worsened and, in 1924 they signed an Agreement of Mutual Interest, valid until the year 2000. Both enterprises standardized design, production, purchasing, and sales and they advertised or marketed their automobile models jointly, although keeping their respective brands. On June 28, 1926, Benz & Cie. and DMG finally merged as the Daimler-Benz company, baptizing all of its automobiles Mercedes Benz, as a brand honoring the most important model of the DMG automobiles, the Maybach design later referred to as the 1902 Mercedes-35 hp, along with the Benz name. Karl Benz remained a member of the board of directors of Daimler-Benz until his death in 1929, and at times, his two sons participated in the management of the company as well. In 1890, Émile Levassor and Armand Peugeot of France began producing vehicles with Daimler engines, and so laid the foundation of the automobile industry in France. The first design for an American automobile with a gasoline internal combustion engine was drawn in 1877 by George Selden of Rochester, New York, who applied for a patent for an automobile in 1879, but the patent application expired because the vehicle was never built. After a delay of sixteen years and a series of attachments to his application, on November 5, 1895, Selden was granted a United States patent (U.S. Patent 549,160) for a two-stroke automobile engine, which hindered, more than encouraged, development of automobiles in the United States. His patent was challenged by Henry Ford and others, and overturned in 1911. In Britain, there had been several attempts to build steam cars with varying degrees of success, with Thomas Rickett even attempting a production run in 1860.[15] Santler from Malvern is recognized by the Veteran Car Club of Great Britain as having made the first petrol-powered car in the country in 1894[16] followed by Frederick William Lanchester in 1895, but these were both one-offs.[16] The first production vehicles in Great Britain came from the Daimler Motor Company, a company founded by Harry J. Lawson in 1896, after purchasing the right to use the name of the engines. Lawson's company made its first automobiles in 1897, and they bore the name Daimler.[16] In 1892, German engineer Rudolf Diesel was granted a patent for a "New Rational Combustion Engine". In 1897, he built the first Diesel Engine.[13] Steam-, electric-, and gasoline-powered vehicles competed for decades, with gasoline internal combustion engines achieving dominance in the 1910s. Although various pistonless rotary engine designs have attempted to compete with the conventional piston and crankshaft design, only Mazda's version of the Wankel engine has had more than very limited success.

The large-scale, production-line manufacturing of affordable automobiles was debuted by Ransom Olds at his Oldsmobile factory in 1902. This concept was greatly expanded by Henry Ford, beginning in 1914. As a result, Ford's cars came off the line in fifteen minute intervals, much faster than previous methods, increasing productivity eightfold (requiring 12.5 man-hours before, 1 hour 33 minutes after), while using less manpower.[17] It was so successful, paint became a bottleneck. Only Japan black would dry fast enough, forcing the company to drop the variety of colors available before 1914, until fast-drying Duco lacquer was developed in 1926. This is the source of Ford's apocryphal remark, "any color as long as it's black".[17] In 1914, an assembly line worker could buy a Model T with four months' pay.[17] Portrait of Henry Ford (ca. 1919) Ford's complex safety procedures—especially assigning each worker to a specific location instead of allowing them to roam about—dramatically reduced the rate of injury. The combination of high wages and high efficiency is called "Fordism," and was copied by most major industries. The efficiency gains from the assembly line also coincided with the economic rise of the United States. The assembly line forced workers to work at a certain pace with very repetitive motions which led to more output per worker while other countries were using less productive methods. In the automotive industry, its success was dominating, and quickly spread worldwide seeing the founding of Ford France and Ford Britain in 1911, Ford Denmark 1923, Ford Germany 1925; in 1921, Citroen was the first native European manufacturer to adopt the production method. Soon, companies had to have assembly lines, or risk going broke; by 1930, 250 companies which did not, had disappeared.[17] Development of automotive technology was rapid, due in part to the hundreds of small manufacturers competing to gain the world's attention. Key developments included electric ignition and the electric self-starter (both by Charles Kettering, for the Cadillac Motor Company in 1910-1911), independent suspension, and four-wheel brakes. Ford Model T, 1927, regarded as the first affordable American automobile Since the 1920s, nearly all cars have been mass-produced to meet market needs, so marketing plans often have heavily influenced automobile design. It was Alfred P. Sloan who established the idea of different makes of cars produced by one company, so buyers could "move up" as their fortunes improved. Reflecting the rapid pace of change, makes shared parts with one another so larger production volume resulted in lower costs for each price range. For example, in the 1930s, LaSalles, sold by Cadillac, used cheaper mechanical parts made by Oldsmobile; in the 1950s, Chevrolet shared hood, doors, roof, and windows with Pontiac; by the 1990s, corporate drivetrains and shared platforms (with interchangeable brakes, suspension, and other parts) were common. Even so, only major makers could afford high costs, and even companies with decades of production, such as Apperson, Cole, Dorris, Haynes, or Premier, could not manage: of some two hundred American car makers in existence in 1920, only 43 survived in 1930, and with the Great Depression, by 1940, only 17 of those were left.[17] In Europe much the same would happen. Morris set up its production line at Cowley in 1924, and soon outsold Ford, while beginning in 1923 to follow Ford's practise of vertical integration, buying Hotchkiss (engines), Wrigley (gearboxes), and Osberton (radiators), for instance, as well as competitors, such as Wolseley: in 1925, Morris had 41% of total British car production. Most British small-car assemblers, from Abbey to Xtra had gone under. Citroen did the same in France, coming to cars in 1919; between them and other cheap cars in reply such as Renault's 10CV and Peugeot's 5CV, they produced 550,000 cars in 1925, and Mors, Hurtu, and others could not compete.[17] Germany's first mass-manufactured car, the Opel 4PS Laubfrosch (Tree Frog), came off the line at Russelsheim in 1924, soon making Opel the top car builder in Germany, with 37.5% of the market.[17]

Most automobiles in use today are propelled by gasoline (also known as petrol) or diesel internal combustion engines, which are known to cause air pollution and are also blamed for contributing to climate change and global warming.[18] Increasing costs of oil-based fuels, tightening environmental laws and restrictions on greenhouse gas emissions are propelling work on alternative power systems for automobiles. Efforts to improve or replace existing technologies include the development of hybrid vehicles, and electric and hydrogen vehicles which do not release pollution into the air.