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We’ve long used the brain as inspiration for computers, but the SpiNNaker supercomputer, switched on this month, is probably the closest we’ve come to recreating it in silicon. Now scientists hope to use the supercomputer to model the very thing that inspired its design.
The brain is the most complex machine in the known universe, but that complexity comes primarily from its architecture rather than the individual components that make it up. Its highly interconnected structure means that relatively simple messages exchanged between billions of individual neurons add up to carry out highly complex computations.
That’s the paradigm that has inspired the ‘Spiking Neural Network Architecture” (SpiNNaker) supercomputer at the University of Manchester in the UK. The project is the brainchild of Steve Furber, the designer of the original ARM processor. After a decade of development, a million-core version of the machine that will eventually be able to simulate up to a billion neurons was switched on earlier this month.
The idea of splitting computation into very small chunks and spreading them over many processors is already the leading approach to supercomputing. But even the most parallel systems require a lot of communication, and messages may have to pack in a lot of information, such as the task that needs to be completed or the data that needs to be processed.
In contrast, messages in the brain consist of simple electrochemical impulses, or spikes, passed between neurons, with information encoded primarily in the timing or rate of those spikes (which is more important is a topic of debate among neuroscientists). Each neuron is connected to thousands of others via synapses, and complex computation relies on how spikes cascade through these highly-connected networks.
The SpiNNaker machine attempts to replicate this using a model called Address Event Representation. Each of the million cores can simulate roughly a million synapses, so depending on the model, 1,000 neurons with 1,000 connections or 100 neurons with 10,000 connections. Information is encoded in the timing of spikes and the identity of the neuron sending them. When a neuron is activated it broadcasts a tiny packet of data that contains its address, and spike timing is implicitly conveyed.
By modeling their machine on the architecture of the brain, the researchers hope to be able to simulate more biological neurons in real time than any other machine on the planet. The project is funded by the European Human Brain Project, a ten-year science mega-project aimed at bringing together neuroscientists and computer scientists to understand the brain, and researchers will be able to apply for time on the machine to run their simulations.
Importantly, it’s possible to implement various different neuronal models on the machine. The operation of neurons involves a variety of complex biological processes, and it’s still unclear whether this complexity is an artefact of evolution or central to the brain’s ability to process information. The ability to simulate up to a billion simple neurons or millions of more complex ones on the same machine should help to slowly tease out the answer.
Even at a billion neurons, that still only represents about one percent of the human brain, so it’s still going to be limited to investigating isolated networks of neurons. But the previous 500,000-core machine has already been used to do useful simulations of the Basal Ganglia—an area affected in Parkinson’s disease—and an outer layer of the brain that processes sensory information.
The full-scale supercomputer will make it possible to study even larger networks previously out of reach, which could lead to breakthroughs in our understanding of both the healthy and unhealthy functioning of the brain.
And while neurological simulation is the main goal for the machine, it could also provide a useful research tool for roboticists. Previous research has already shown a small board of SpiNNaker chips can be used to control a simple wheeled robot, but Furber thinks the SpiNNaker supercomputer could also be used to run large-scale networks that can process sensory input and generate motor output in real time and at low power.
That low power operation is of particular promise for robotics. The brain is dramatically more power-efficient than conventional supercomputers, and by borrowing from its principles SpiNNaker has managed to capture some of that efficiency. That could be important for running mobile robotic platforms that need to carry their own juice around.
This ability to run complex neural networks at low power has been one of the main commercial drivers for so-called neuromorphic computing devices that are physically modeled on the brain, such as IBM’s TrueNorth chip and Intel’s Loihi. The hope is that complex artificial intelligence applications normally run in massive data centers could be run on edge devices like smartphones, cars, and robots.
But these devices, including SpiNNaker, operate very differently from the leading AI approaches, and its not clear how easy it would be to transfer between the two. The need to adopt an entirely new programming paradigm is likely to limit widespread adoption, and the lack of commercial traction for the aforementioned devices seems to back that up.
At the same time, though, this new paradigm could potentially lead to dramatic breakthroughs in massively parallel computing. SpiNNaker overturns many of the foundational principles of how supercomputers work that make it much more flexible and error-tolerant.
For now, the machine is likely to be firmly focused on accelerating our understanding of how the brain works. But its designers also hope those findings could in turn point the way to more efficient and powerful approaches to computing.
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Autonomous vehicles can follow the general rules of American roads, recognizing traffic signals and lane markings, noticing crosswalks and other regular features of the streets. But they work only on well-marked roads that are carefully scanned and mapped in advance.
Many paved roads, though, have faded paint, signs obscured behind trees and unusual intersections. In addition, 1.4 million miles of U.S. roads—one-third of the country’s public roadways—are unpaved, with no on-road signals like lane markings or stop-here lines. That doesn’t include miles of private roads, unpaved driveways or off-road trails.
What’s a rule-following autonomous car to do when the rules are unclear or nonexistent? And what are its passengers to do when they discover their vehicle can’t get them where they’re going?
Accounting for the Obscure
Most challenges in developing advanced technologies involve handling infrequent or uncommon situations, or events that require performance beyond a system’s normal capabilities. That’s definitely true for autonomous vehicles. Some on-road examples might be navigating construction zones, encountering a horse and buggy, or seeing graffiti that looks like a stop sign. Off-road, the possibilities include the full variety of the natural world, such as trees down over the road, flooding and large puddles—or even animals blocking the way.
At Mississippi State University’s Center for Advanced Vehicular Systems, we have taken up the challenge of training algorithms to respond to circumstances that almost never happen, are difficult to predict and are complex to create. We seek to put autonomous cars in the hardest possible scenario: driving in an area the car has no prior knowledge of, with no reliable infrastructure like road paint and traffic signs, and in an unknown environment where it’s just as likely to see a cactus as a polar bear.
Our work combines virtual technology and the real world. We create advanced simulations of lifelike outdoor scenes, which we use to train artificial intelligence algorithms to take a camera feed and classify what it sees, labeling trees, sky, open paths and potential obstacles. Then we transfer those algorithms to a purpose-built all-wheel-drive test vehicle and send it out on our dedicated off-road test track, where we can see how our algorithms work and collect more data to feed into our simulations.
We have developed a simulator that can create a wide range of realistic outdoor scenes for vehicles to navigate through. The system generates a range of landscapes of different climates, like forests and deserts, and can show how plants, shrubs and trees grow over time. It can also simulate weather changes, sunlight and moonlight, and the accurate locations of 9,000 stars.
The system also simulates the readings of sensors commonly used in autonomous vehicles, such as lidar and cameras. Those virtual sensors collect data that feeds into neural networks as valuable training data.
Simulated desert, meadow and forest environments generated by the Mississippi State University Autonomous Vehicle Simulator. Chris Goodin, Mississippi State University, Author provided.
Building a Test Track
Simulations are only as good as their portrayals of the real world. Mississippi State University has purchased 50 acres of land on which we are developing a test track for off-road autonomous vehicles. The property is excellent for off-road testing, with unusually steep grades for our area of Mississippi—up to 60 percent inclines—and a very diverse population of plants.
We have selected certain natural features of this land that we expect will be particularly challenging for self-driving vehicles, and replicated them exactly in our simulator. That allows us to directly compare results from the simulation and real-life attempts to navigate the actual land. Eventually, we’ll create similar real and virtual pairings of other types of landscapes to improve our vehicle’s capabilities.
A road washout, as seen in real life, left, and in simulation. Chris Goodin, Mississippi State University, Author provided.
Collecting More Data
We have also built a test vehicle, called the Halo Project, which has an electric motor and sensors and computers that can navigate various off-road environments. The Halo Project car has additional sensors to collect detailed data about its actual surroundings, which can help us build virtual environments to run new tests in.
The Halo Project car can collect data about driving and navigating in rugged terrain. Beth Newman Wynn, Mississippi State University, Author provided.
Two of its lidar sensors, for example, are mounted at intersecting angles on the front of the car so their beams sweep across the approaching ground. Together, they can provide information on how rough or smooth the surface is, as well as capturing readings from grass and other plants and items on the ground.
Lidar beams intersect, scanning the ground in front of the vehicle. Chris Goodin, Mississippi State University, Author provided
We’ve seen some exciting early results from our research. For example, we have shown promising preliminary results that machine learning algorithms trained on simulated environments can be useful in the real world. As with most autonomous vehicle research, there is still a long way to go, but our hope is that the technologies we’re developing for extreme cases will also help make autonomous vehicles more functional on today’s roads.
Matthew Doude, Associate Director, Center for Advanced Vehicular Systems; Ph.D. Student in Industrial and Systems Engineering, Mississippi State University; Christopher Goodin, Assistant Research Professor, Center for Advanced Vehicular Systems, Mississippi State University, and Daniel Carruth, Assistant Research Professor and Associate Director for Human Factors and Advanced Vehicle System, Center for Advanced Vehicular Systems, Mississippi State University
This article is republished from The Conversation under a Creative Commons license. Read the original article.
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The Demise of Rethink Robotics Shows How Hard It Is to Make Machines Truly Smart
Will Knight | MIT Technology Review
“There’s growing interest in using recent advances in AI to make industrial robots a lot smarter and more useful. …But look carefully and you’ll see that these technologies are at a very early stage, and that deploying them commercially could prove extremely challenging. The demise of Rethink doesn’t mean industrial robotics isn’t flourishing, or that AI-driven advances won’t come about. But it shows just how hard doing real innovation in robotics can be.”
The Human Cell Atlas Is Biologists’ Latest Grand Project
Megan Molteni | Wired
“Dubbed the Human Cell Atlas, the project intends to catalog all of the estimated 37 trillion cells that make up a human body. …By decoding the genes active in single cells, pegging different cell types to a specific address in the body, and tracing the molecular circuits between them, participating researchers plan to create a more comprehensive map of human biology than has ever existed before.”
US Will Rewrite Safety Rules to Permit Fully Driverless Cars on Public Roads
Andrew J. Hawkins | The Verge
“Under current US safety rules, a motor vehicle must have traditional controls, like a steering wheel, mirrors, and foot pedals, before it is allowed to operate on public roads. But that could all change under a new plan released on Thursday by the Department of Transportation that’s intended to open the floodgates for fully driverless cars.”
When an AI Goes Full Jack Kerouac
Brian Merchant | The Atlantic
“By the end of the four-day trip, receipts emblazoned with artificially intelligent prose would cover the floor of the car. …it is a hallucinatory, oddly illuminating account of a bot’s life on the interstate; the Electric Kool-Aid Acid Test meets Google Street View, narrated by Siri.”
FUTURE OF FOOD
New Autonomous Farm Wants to Produce Food Without Human Workers
Erin Winick | MIT Technology Review
“As the firm’s cofounder Brandon Alexander puts it: ‘We are a farm and will always be a farm.’ But it’s no ordinary farm. For starters, the company’s 15 human employees share their work space with robots who quietly go about the business of tending rows and rows of leafy greens.”
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Earth’s oceans are having a rough go of it these days. On top of being the repository for millions of tons of plastic waste, global warming is affecting the oceans and upsetting marine ecosystems in potentially irreversible ways.
Coral bleaching, for example, occurs when warming water temperatures or other stress factors cause coral to cast off the algae that live on them. The coral goes from lush and colorful to white and bare, and sometimes dies off altogether. This has a ripple effect on the surrounding ecosystem.
Warmer water temperatures have also prompted many species of fish to move closer to the north or south poles, disrupting fisheries and altering undersea environments.
To keep these issues in check or, better yet, try to address and improve them, it’s crucial for scientists to monitor what’s going on in the water. A paper released last week by a team from MIT’s Computer Science and Artificial Intelligence Laboratory (CSAIL) unveiled a new tool for studying marine life: a biomimetic soft robotic fish, dubbed SoFi, that can swim with, observe, and interact with real fish.
SoFi isn’t the first robotic fish to hit the water, but it is the most advanced robot of its kind. Here’s what sets it apart.
It swims in three dimensions
Up until now, most robotic fish could only swim forward at a given water depth, advancing at a steady speed. SoFi blows older models out of the water. It’s equipped with side fins called dive planes, which move to adjust its angle and allow it to turn, dive downward, or head closer to the surface. Its density and thus its buoyancy can also be adjusted by compressing or decompressing air in an inner compartment.
“To our knowledge, this is the first robotic fish that can swim untethered in three dimensions for extended periods of time,” said CSAIL PhD candidate Robert Katzschmann, lead author of the study. “We are excited about the possibility of being able to use a system like this to get closer to marine life than humans can get on their own.”
The team took SoFi to the Rainbow Reef in Fiji to test out its swimming skills, and the robo fish didn’t disappoint—it was able to swim at depths of over 50 feet for 40 continuous minutes. What keeps it swimming? A lithium polymer battery just like the one that powers our smartphones.
It’s remote-controlled… by Super Nintendo
SoFi has sensors to help it see what’s around it, but it doesn’t have a mind of its own yet. Rather, it’s controlled by a nearby scuba-diving human, who can send it commands related to speed, diving, and turning. The best part? The commands come from an actual repurposed (and waterproofed) Super Nintendo controller. What’s not to love?
Image Credit: MIT CSAIL
Previous robotic fish built by this team had to be tethered to a boat, so the fact that SoFi can swim independently is a pretty big deal. Communication between the fish and the diver was most successful when the two were less than 10 meters apart.
It looks real, sort of
SoFi’s side fins are a bit stiff, and its camera may not pass for natural—but otherwise, it looks a lot like a real fish. This is mostly thanks to the way its tail moves; a motor pumps water between two chambers in the tail, and as one chamber fills, the tail bends towards that side, then towards the other side as water is pumped into the other chamber. The result is a motion that closely mimics the way fish swim. Not only that, the hydraulic system can change the water flow to get different tail movements that let SoFi swim at varying speeds; its average speed is around half a body length (21.7 centimeters) per second.
Besides looking neat, it’s important SoFi look lifelike so it can blend in with marine life and not scare real fish away, so it can get close to them and observe them.
“A robot like this can help explore the reef more closely than current robots, both because it can get closer more safely for the reef and because it can be better accepted by the marine species.” said Cecilia Laschi, a biorobotics professor at the Sant’Anna School of Advanced Studies in Pisa, Italy.
Just keep swimming
It sounds like this fish is nothing short of a regular Nemo. But its creators aren’t quite finished yet.
They’d like SoFi to be able to swim faster, so they’ll work on improving the robo fish’s pump system and streamlining its body and tail design. They also plan to tweak SoFi’s camera to help it follow real fish.
“We view SoFi as a first step toward developing almost an underwater observatory of sorts,” said CSAIL director Daniela Rus. “It has the potential to be a new type of tool for ocean exploration and to open up new avenues for uncovering the mysteries of marine life.”
The CSAIL team plans to make a whole school of SoFis to help biologists learn more about how marine life is reacting to environmental changes.
Image Credit: MIT CSAIL Continue reading
Henry Ford didn’t invent the motor car. The late 1800s saw a flurry of innovation by hundreds of companies battling to deliver on the promise of fast, efficient and reasonably-priced mechanical transportation. Ford later came to dominate the industry thanks to the development of the moving assembly line.
Today, the sector is poised for another breakthrough with the advent of cars that drive themselves. But unlike the original wave of automobile innovation, the race for supremacy in autonomous vehicles is concentrated among a few corporate giants. So who is set to dominate this time?
I’ve analyzed six companies we think are leading the race to build the first truly driverless car. Three of these—General Motors, Ford, and Volkswagen—come from the existing car industry and need to integrate self-driving technology into their existing fleet of mass-produced vehicles. The other three—Tesla, Uber, and Waymo (owned by the same company as Google)—are newcomers from the digital technology world of Silicon Valley and have to build a mass manufacturing capability.
While it’s impossible to know all the developments at any given time, we have tracked investments, strategic partnerships, and official press releases to learn more about what’s happening behind the scenes. The car industry typically rates self-driving technology on a scale from Level 0 (no automation) to Level 5 (full automation). We’ve assessed where each company is now and estimated how far they are from reaching the top level. Here’s how we think each player is performing.
Volkswagen has invested in taxi-hailing app Gett and partnered with chip-maker Nvidia to develop an artificial intelligence co-pilot for its cars. In 2018, the VW Group is set to release the Audi A8, the first production vehicle that reaches Level 3 on the scale, “conditional driving automation.” This means the car’s computer will handle all driving functions, but a human has to be ready to take over if necessary.
Ford already sells cars with a Level 2 autopilot, “partial driving automation.” This means one or more aspects of driving are controlled by a computer based on information about the environment, for example combined cruise control and lane centering. Alongside other investments, the company has put $1 billion into Argo AI, an artificial intelligence company for self-driving vehicles. Following a trial to test pizza delivery using autonomous vehicles, Ford is now testing Level 4 cars on public roads. These feature “high automation,” where the car can drive entirely on its own but not in certain conditions such as when the road surface is poor or the weather is bad.
GM also sells vehicles with Level 2 automation but, after buying Silicon Valley startup Cruise Automation in 2016, now plans to launch the first mass-production-ready Level 5 autonomy vehicle that drives completely on its own by 2019. The Cruise AV will have no steering wheel or pedals to allow a human to take over and be part of a large fleet of driverless taxis the company plans to operate in big cities. But crucially the company hasn’t yet secured permission to test the car on public roads.
Waymo Level 5 testing. Image Credit: Waymo
Founded as a special project in 2009, Waymo separated from Google (though they’re both owned by the same parent firm, Alphabet) in 2016. Though it has never made, sold, or operated a car on a commercial basis, Waymo has created test vehicles that have clocked more than 4 million miles without human drivers as of November 2017. Waymo tested its Level 5 car, “Firefly,” between 2015 and 2017 but then decided to focus on hardware that could be installed in other manufacturers’ vehicles, starting with the Chrysler Pacifica.
The taxi-hailing app maker Uber has been testing autonomous cars on the streets of Pittsburgh since 2016, always with an employee behind the wheel ready to take over in case of a malfunction. After buying the self-driving truck company Otto in 2016 for a reported $680 million, Uber is now expanding its AI capabilities and plans to test NVIDIA’s latest chips in Otto’s vehicles. It has also partnered with Volvo to create a self-driving fleet of cars and with Toyota to co-create a ride-sharing autonomous vehicle.
The first major car manufacturer to come from Silicon Valley, Tesla was also the first to introduce Level 2 autopilot back in 2015. The following year, it announced that all new Teslas would have the hardware for full autonomy, meaning once the software is finished it can be deployed on existing cars with an instant upgrade. Some experts have challenged this approach, arguing that the company has merely added surround cameras to its production cars that aren’t as capable as the laser-based sensing systems that most other carmakers are using.
But the company has collected data from hundreds of thousands of cars, driving millions of miles across all terrains. So, we shouldn’t dismiss the firm’s founder, Elon Musk, when he claims a Level 4 Tesla will drive from LA to New York without any human interference within the first half of 2018.
Who’s leading the race? Image Credit: IMD
At the moment, the disruptors like Tesla, Waymo, and Uber seem to have the upper hand. While the traditional automakers are focusing on bringing Level 3 and 4 partial automation to market, the new companies are leapfrogging them by moving more directly towards Level 5 full automation. Waymo may have the least experience of dealing with consumers in this sector, but it has already clocked up a huge amount of time testing some of the most advanced technology on public roads.
The incumbent carmakers are also focused on the difficult process of integrating new technology and business models into their existing manufacturing operations by buying up small companies. The challengers, on the other hand, are easily partnering with other big players including manufacturers to get the scale and expertise they need more quickly.
Tesla is building its own manufacturing capability but also collecting vast amounts of critical data that will enable it to more easily upgrade its cars when ready for full automation. In particular, Waymo’s experience, technology capability, and ability to secure solid partnerships puts it at the head of the pack.
This article was originally published on The Conversation. Read the original article.
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