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I don’t have to open the doors of AImotive’s white 2015 Prius to see that it’s not your average car. This particular Prius has been christened El Capitan, the name written below the rear doors, and two small cameras are mounted on top of the car. Bundles of wire snake out from them, as well as from the two additional cameras on the car’s hood and trunk.
Inside is where things really get interesting, though. The trunk holds a computer the size of a microwave, and a large monitor covers the passenger glove compartment and dashboard. The center console has three switches labeled “Allowed,” “Error,” and “Active.”
Budapest-based AImotive is working to provide scalable self-driving technology alongside big players like Waymo and Uber in the autonomous vehicle world. On a highway test ride with CEO Laszlo Kishonti near the company’s office in Mountain View, California, I got a glimpse of just how complex that world is.
Camera-Based Feedback System
AImotive’s approach to autonomous driving is a little different from that of some of the best-known systems. For starters, they’re using cameras, not lidar, as primary sensors. “The traffic system is visual and the cost of cameras is low,” Kishonti said. “A lidar can recognize when there are people near the car, but a camera can differentiate between, say, an elderly person and a child. Lidar’s resolution isn’t high enough to recognize the subtle differences of urban driving.”
Image Credit: AImotive
The company’s aiDrive software uses data from the camera sensors to feed information to its algorithms for hierarchical decision-making, grouped under four concurrent activities: recognition, location, motion, and control.
Kishonti pointed out that lidar has already gotten more cost-efficient, and will only continue to do so.
“Ten years ago, lidar was best because there wasn’t enough processing power to do all the calculations by AI. But the cost of running AI is decreasing,” he said. “In our approach, computer vision and AI processing are key, and for safety, we’ll have fallback sensors like radar or lidar.”
aiDrive currently runs on Nvidia chips, which Kishonti noted were originally designed for graphics, and are not terribly efficient given how power-hungry they are. “We’re planning to substitute lower-cost, lower-energy chips in the next six months,” he said.
Testing in Virtual Reality
Waymo recently announced its fleet has now driven four million miles autonomously. That’s a lot of miles, and hard to compete with. But AImotive isn’t trying to compete, at least not by logging more real-life test miles. Instead, the company is doing 90 percent of its testing in virtual reality. “This is what truly differentiates us from competitors,” Kishonti said.
He outlined the three main benefits of VR testing: it can simulate scenarios too dangerous for the real world (such as hitting something), too costly (not every company has Waymo’s funds to run hundreds of cars on real roads), or too time-consuming (like waiting for rain, snow, or other weather conditions to occur naturally and repeatedly).
“Real-world traffic testing is very skewed towards the boring miles,” he said. “What we want to do is test all the cases that are hard to solve.”
On a screen that looked not unlike multiple games of Mario Kart, he showed me the simulator. Cartoon cars cruised down winding streets, outfitted with all the real-world surroundings: people, trees, signs, other cars. As I watched, a furry kangaroo suddenly hopped across one screen. “Volvo had an issue in Australia,” Kishonti explained. “A kangaroo’s movement is different than other animals since it hops instead of running.” Talk about cases that are hard to solve.
AImotive is currently testing around 1,000 simulated scenarios every night, with a steadily-rising curve of successful tests. These scenarios are broken down into features, and the car’s behavior around those features fed into a neural network. As the algorithms learn more features, the level of complexity the vehicles can handle goes up.
On the Road
After Kishonti and his colleagues filled me in on the details of their product, it was time to test it out. A safety driver sat in the driver’s seat, a computer operator in the passenger seat, and Kishonti and I in back. The driver maintained full control of the car until we merged onto the highway. Then he flicked the “Allowed” switch, his copilot pressed the “Active” switch, and he took his hands off the wheel.
What happened next, you ask?
A few things. El Capitan was going exactly the speed limit—65 miles per hour—which meant all the other cars were passing us. When a car merged in front of us or cut us off, El Cap braked accordingly (if a little abruptly). The monitor displayed the feed from each of the car’s cameras, plus multiple data fields and a simulation where a blue line marked the center of the lane, measured by the cameras tracking the lane markings on either side.
I noticed El Cap wobbling out of our lane a bit, but it wasn’t until two things happened in a row that I felt a little nervous: first we went under a bridge, then a truck pulled up next to us, both bridge and truck casting a complete shadow over our car. At that point El Cap lost it, and we swerved haphazardly to the right, narrowly missing the truck’s rear wheels. The safety driver grabbed the steering wheel and took back control of the car.
What happened, Kishonti explained, was that the shadows made it hard for the car’s cameras to see the lane markings. This was a new scenario the algorithm hadn’t previously encountered. If we’d only gone under a bridge or only been next to the truck for a second, El Cap may not have had so much trouble, but the two events happening in a row really threw the car for a loop—almost literally.
“This is a new scenario we’ll add to our testing,” Kishonti said. He added that another way for the algorithm to handle this type of scenario, rather than basing its speed and positioning on the lane markings, is to mimic nearby cars. “The human eye would see that other cars are still moving at the same speed, even if it can’t see details of the road,” he said.
After another brief—and thankfully uneventful—hands-off cruise down the highway, the safety driver took over, exited the highway, and drove us back to the office.
Driving into the Future
I climbed out of the car feeling amazed not only that self-driving cars are possible, but that driving is possible at all. I squint when driving into a tunnel, swerve to avoid hitting a stray squirrel, and brake gradually at stop signs—all without consciously thinking to do so. On top of learning to steer, brake, and accelerate, self-driving software has to incorporate our brains’ and bodies’ unconscious (but crucial) reactions, like our pupils dilating to let in more light so we can see in a tunnel.
Despite all the progress of machine learning, artificial intelligence, and computing power, I have a wholly renewed appreciation for the thing that’s been in charge of driving up till now: the human brain.
Kishonti seemed to feel similarly. “I don’t think autonomous vehicles in the near future will be better than the best drivers,” he said. “But they’ll be better than the average driver. What we want to achieve is safe, good-quality driving for everyone, with scalability.”
AImotive is currently working with American tech firms and with car and truck manufacturers in Europe, China, and Japan.
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The classical view of a robot as a mechanical body with a central “brain” that controls its behavior could soon be on its way out. The authors of a recent article in Science Robotics argue that future robots will have intelligence distributed throughout their bodies.
The concept, and the emerging discipline behind it, are variously referred to as “material robotics” or “robotic materials” and are essentially a synthesis of ideas from robotics and materials science. Proponents say advances in both fields are making it possible to create composite materials capable of combining sensing, actuation, computation, and communication and operating independently of a central processing unit.
Much of the inspiration for the field comes from nature, with practitioners pointing to the adaptive camouflage of the cuttlefish’s skin, the ability of bird wings to morph in response to different maneuvers, or the banyan tree’s ability to grow roots above ground to support new branches.
Adaptive camouflage and morphing wings have clear applications in the defense and aerospace sector, but the authors say similar principles could be used to create everything from smart tires able to calculate the traction needed for specific surfaces to grippers that can tailor their force to the kind of object they are grasping.
“Material robotics represents an acknowledgment that materials can absorb some of the challenges of acting and reacting to an uncertain world,” the authors write. “Embedding distributed sensors and actuators directly into the material of the robot’s body engages computational capabilities and offloads the rigid information and computational requirements from the central processing system.”
The idea of making materials more adaptive is not new, and there are already a host of “smart materials” that can respond to stimuli like heat, mechanical stress, or magnetic fields by doing things like producing a voltage or changing shape. These properties can be carefully tuned to create materials capable of a wide variety of functions such as movement, self-repair, or sensing.
The authors say synthesizing these kinds of smart materials, alongside other advanced materials like biocompatible conductors or biodegradable elastomers, is foundational to material robotics. But the approach also involves integration of many different capabilities in the same material, careful mechanical design to make the most of mechanical capabilities, and closing the loop between sensing and control within the materials themselves.
While there are stand-alone applications for such materials in the near term, like smart fabrics or robotic grippers, the long-term promise of the field is to distribute decision-making in future advanced robots. As they are imbued with ever more senses and capabilities, these machines will be required to shuttle huge amounts of control and feedback data to and fro, placing a strain on both their communication and computation abilities.
Materials that can process sensor data at the source and either autonomously react to it or filter the most relevant information to be passed on to the central processing unit could significantly ease this bottleneck. In a press release related to an earlier study, Nikolaus Correll, an assistant professor of computer science at the University of Colorado Boulder who is also an author of the current paper, pointed out this is a tactic used by the human body.
“The human sensory system automatically filters out things like the feeling of clothing rubbing on the skin,” he said. “An artificial skin with possibly thousands of sensors could do the same thing, and only report to a central ‘brain’ if it touches something new.”
There are still considerable challenges to realizing this vision, though, the authors say, noting that so far the young field has only produced proof of concepts. The biggest challenge remains manufacturing robotic materials in a way that combines all these capabilities in a small enough package at an affordable cost.
Luckily, the authors note, the field can draw on convergent advances in both materials science, such as the development of new bulk materials with inherent multifunctionality, and robotics, such as the ever tighter integration of components.
And they predict that doing away with the prevailing dichotomy of “brain versus body” could lay the foundations for the emergence of “robots with brains in their bodies—the foundation of inexpensive and ubiquitous robots that will step into the real world.”
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Ask any neuroscientist to draw you a neuron, and it’ll probably look something like a star with two tails: one stubby with extensive tree-like branches, the other willowy, lengthy and dotted with spindly spikes.
While a decent abstraction, this cartoonish image hides the uncomfortable truth that scientists still don’t know much about what many neurons actually look like, not to mention the extent of their connections.
But without untangling the jumbled mess of neural wires that zigzag across the brain, scientists are stumped in trying to answer one of the most fundamental mysteries of the brain: how individual neuronal threads carry and assemble information, which forms the basis of our thoughts, memories, consciousness, and self.
What if there was a way to virtually trace and explore the brain’s serpentine fibers, much like the way Google Maps allows us to navigate the concrete tangles of our cities’ highways?
Thanks to an interdisciplinary team at Janelia Research Campus, we’re on our way. Meet MouseLight, the most extensive map of the mouse brain ever attempted. The ongoing project has an ambitious goal: reconstructing thousands—if not more—of the mouse’s 70 million neurons into a 3D map. (You can play with it here!)
With map in hand, neuroscientists around the world can begin to answer how neural circuits are organized in the brain, and how information flows from one neuron to another across brain regions and hemispheres.
The first release, presented Monday at the Society for Neuroscience Annual Conference in Washington, DC, contains information about the shape and sizes of 300 neurons.
And that’s just the beginning.
“MouseLight’s new dataset is the largest of its kind,” says Dr. Wyatt Korff, director of project teams. “It’s going to change the textbook view of neurons.”
MouseLight is hardly the first rodent brain atlasing project.
The Mouse Brain Connectivity Atlas at the Allen Institute for Brain Science in Seattle tracks neuron activity across small circuits in an effort to trace a mouse’s connectome—a complete atlas of how the firing of one neuron links to the next.
MICrONS (Machine Intelligence from Cortical Networks), the $100 million government-funded “moonshot” hopes to distill brain computation into algorithms for more powerful artificial intelligence. Its first step? Brain mapping.
What makes MouseLight stand out is its scope and level of detail.
MICrONS, for example, is focused on dissecting a cubic millimeter of the mouse visual processing center. In contrast, MouseLight involves tracing individual neurons across the entire brain.
And while connectomics outlines the major connections between brain regions, the birds-eye view entirely misses the intricacies of each individual neuron. This is where MouseLight steps in.
Slice and Dice
With a width only a fraction of a human hair, neuron projections are hard to capture in their native state. Tug or squeeze the brain too hard, and the long, delicate branches distort or even shred into bits.
In fact, previous attempts at trying to reconstruct neurons at this level of detail topped out at just a dozen, stymied by technological hiccups and sky-high costs.
A few years ago, the MouseLight team set out to automate the entire process, with a few time-saving tweaks. Here’s how it works.
After injecting a mouse with a virus that causes a handful of neurons to produce a green-glowing protein, the team treated the brain with a sugar alcohol solution. This step “clears” the brain, transforming the beige-colored organ to translucent, making it easier for light to penetrate and boosting the signal-to-background noise ratio. The brain is then glued onto a small pedestal and ready for imaging.
Building upon an established method called “two-photon microscopy,” the team then tweaked several parameters to reduce imaging time from days (or weeks) down to a fraction of that. Endearingly known as “2P” by the experts, this type of laser microscope zaps the tissue with just enough photos to light up a single plane without damaging the tissue—sharper plane, better focus, crisper image.
After taking an image, the setup activates its vibrating razor and shaves off the imaged section of the brain—a waspy slice about 200 micrometers thick. The process is repeated until the whole brain is imaged.
This setup increased imaging speed by 16 to 48 times faster than conventional microscopy, writes team leader Dr. Jayaram Chandrashekar, who published a version of the method early last year in eLife.
The resulting images strikingly highlight every crook and cranny of a neuronal branch, popping out against a pitch-black background. But pretty pictures come at a hefty data cost: each image takes up a whopping 20 terabytes of data—roughly the storage space of 4,000 DVDs, or 10,000 hours of movies.
Stitching individual images back into 3D is an image-processing nightmare. The MouseLight team used a combination of computational power and human prowess to complete this final step.
The reconstructed images are handed off to a mighty team of seven trained neuron trackers. With the help of tracing algorithms developed in-house and a keen eye, each member can track roughly a neuron a day—significantly less time than the week or so previously needed.
A Numbers Game
Even with just 300 fully reconstructed neurons, MouseLight has already revealed new secrets of the brain.
While it’s widely accepted that axons, the neurons’ outgoing projection, can span the entire length of the brain, these extra-long connections were considered relatively rare. (In fact, one previously discovered “giant neuron” was thought to link to consciousness because of its expansive connections).
Images captured from two-photon microscopy show an axon and dendrites protruding from a neuron’s cell body (sphere in center). Image Credit: Janelia Research Center, MouseLight project team
MouseLight blows that theory out of the water.
The data clearly shows that “giant neurons” are far more common than previously thought. For example, four neurons normally associated with taste had wiry branches that stretched all the way into brain areas that control movement and process touch.
“We knew that different regions of the brain talked to each other, but seeing it in 3D is different,” says Dr. Eve Marder at Brandeis University.
“The results are so stunning because they give you a really clear view of how the whole brain is connected.”
With a tested and true system in place, the team is now aiming to add 700 neurons to their collection within a year.
But appearance is only part of the story.
We can’t tell everything about a person simply by how they look. Neurons are the same: scientists can only infer so much about a neuron’s function by looking at their shape and positions. The team also hopes to profile the gene expression patterns of each neuron, which could provide more hints to their roles in the brain.
MouseLight essentially dissects the neural infrastructure that allows information traffic to flow through the brain. These anatomical highways are just the foundation. Just like Google Maps, roads form only the critical first layer of the map. Street view, traffic information and other add-ons come later for a complete look at cities in flux.
The same will happen for understanding our ever-changing brain.
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Some people are afraid that heavily armed artificially intelligent robots might take over the world, enslaving humanity—or perhaps exterminating us. These people, including tech-industry billionaire Elon Musk and eminent physicist Stephen Hawking, say artificial intelligence technology needs to be regulated to manage the risks. But Microsoft founder Bill Gates and Facebook’s Mark Zuckerberg disagree, saying the technology is not nearly advanced enough for those worries to be realistic.
As someone who researches how AI works in robotic decision-making, drones and self-driving vehicles, I’ve seen how beneficial it can be. I’ve developed AI software that lets robots working in teams make individual decisions as part of collective efforts to explore and solve problems. Researchers are already subject to existing rules, regulations and laws designed to protect public safety. Imposing further limitations risks reducing the potential for innovation with AI systems.
How is AI regulated now?
While the term “artificial intelligence” may conjure fantastical images of human-like robots, most people have encountered AI before. It helps us find similar products while shopping, offers movie and TV recommendations, and helps us search for websites. It grades student writing, provides personalized tutoring, and even recognizes objects carried through airport scanners.
In each case, the AI makes things easier for humans. For example, the AI software I developed could be used to plan and execute a search of a field for a plant or animal as part of a science experiment. But even as the AI frees people from doing this work, it is still basing its actions on human decisions and goals about where to search and what to look for.
In areas like these and many others, AI has the potential to do far more good than harm—if used properly. But I don’t believe additional regulations are currently needed. There are already laws on the books of nations, states, and towns governing civil and criminal liabilities for harmful actions. Our drones, for example, must obey FAA regulations, while the self-driving car AI must obey regular traffic laws to operate on public roadways.
Existing laws also cover what happens if a robot injures or kills a person, even if the injury is accidental and the robot’s programmer or operator isn’t criminally responsible. While lawmakers and regulators may need to refine responsibility for AI systems’ actions as technology advances, creating regulations beyond those that already exist could prohibit or slow the development of capabilities that would be overwhelmingly beneficial.
Potential risks from artificial intelligence
It may seem reasonable to worry about researchers developing very advanced artificial intelligence systems that can operate entirely outside human control. A common thought experiment deals with a self-driving car forced to make a decision about whether to run over a child who just stepped into the road or veer off into a guardrail, injuring the car’s occupants and perhaps even those in another vehicle.
Musk and Hawking, among others, worry that a hyper-capable AI system, no longer limited to a single set of tasks like controlling a self-driving car, might decide it doesn’t need humans anymore. It might even look at human stewardship of the planet, the interpersonal conflicts, theft, fraud, and frequent wars, and decide that the world would be better without people.
Science fiction author Isaac Asimov tried to address this potential by proposing three laws limiting robot decision-making: Robots cannot injure humans or allow them “to come to harm.” They must also obey humans—unless this would harm humans—and protect themselves, as long as this doesn’t harm humans or ignore an order.
But Asimov himself knew the three laws were not enough. And they don’t reflect the complexity of human values. What constitutes “harm” is an example: Should a robot protect humanity from suffering related to overpopulation, or should it protect individuals’ freedoms to make personal reproductive decisions?
We humans have already wrestled with these questions in our own, non-artificial intelligences. Researchers have proposed restrictions on human freedoms, including reducing reproduction, to control people’s behavior, population growth, and environmental damage. In general, society has decided against using those methods, even if their goals seem reasonable. Similarly, rather than regulating what AI systems can and can’t do, in my view it would be better to teach them human ethics and values—like parents do with human children.
Artificial intelligence benefits
People already benefit from AI every day—but this is just the beginning. AI-controlled robots could assist law enforcement in responding to human gunmen. Current police efforts must focus on preventing officers from being injured, but robots could step into harm’s way, potentially changing the outcomes of cases like the recent shooting of an armed college student at Georgia Tech and an unarmed high school student in Austin.
Intelligent robots can help humans in other ways, too. They can perform repetitive tasks, like processing sensor data, where human boredom may cause mistakes. They can limit human exposure to dangerous materials and dangerous situations, such as when decontaminating a nuclear reactor, working in areas humans can’t go. In general, AI robots can provide humans with more time to pursue whatever they define as happiness by freeing them from having to do other work.
Achieving most of these benefits will require a lot more research and development. Regulations that make it more expensive to develop AIs or prevent certain uses may delay or forestall those efforts. This is particularly true for small businesses and individuals—key drivers of new technologies—who are not as well equipped to deal with regulation compliance as larger companies. In fact, the biggest beneficiary of AI regulation may be large companies that are used to dealing with it, because startups will have a harder time competing in a regulated environment.
The need for innovation
Humanity faced a similar set of issues in the early days of the internet. But the United States actively avoided regulating the internet to avoid stunting its early growth. Musk’s PayPal and numerous other businesses helped build the modern online world while subject only to regular human-scale rules, like those preventing theft and fraud.
Artificial intelligence systems have the potential to change how humans do just about everything. Scientists, engineers, programmers, and entrepreneurs need time to develop the technologies—and deliver their benefits. Their work should be free from concern that some AIs might be banned, and from the delays and costs associated with new AI-specific regulations.
This article was originally published on The Conversation. Read the original article.
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