Tag Archives: Age
#439110 Robotic Exoskeletons Could One Day Walk ...
Engineers, using artificial intelligence and wearable cameras, now aim to help robotic exoskeletons walk by themselves.
Increasingly, researchers around the world are developing lower-body exoskeletons to help people walk. These are essentially walking robots users can strap to their legs to help them move.
One problem with such exoskeletons: They often depend on manual controls to switch from one mode of locomotion to another, such as from sitting to standing, or standing to walking, or walking on the ground to walking up or down stairs. Relying on joysticks or smartphone apps every time you want to switch the way you want to move can prove awkward and mentally taxing, says Brokoslaw Laschowski, a robotics researcher at the University of Waterloo in Canada.
Scientists are working on automated ways to help exoskeletons recognize when to switch locomotion modes — for instance, using sensors attached to legs that can detect bioelectric signals sent from your brain to your muscles telling them to move. However, this approach comes with a number of challenges, such as how how skin conductivity can change as a person’s skin gets sweatier or dries off.
Now several research groups are experimenting with a new approach: fitting exoskeleton users with wearable cameras to provide the machines with vision data that will let them operate autonomously. Artificial intelligence (AI) software can analyze this data to recognize stairs, doors, and other features of the surrounding environment and calculate how best to respond.
Laschowski leads the ExoNet project, the first open-source database of high-resolution wearable camera images of human locomotion scenarios. It holds more than 5.6 million images of indoor and outdoor real-world walking environments. The team used this data to train deep-learning algorithms; their convolutional neural networks can already automatically recognize different walking environments with 73 percent accuracy “despite the large variance in different surfaces and objects sensed by the wearable camera,” Laschowski notes.
According to Laschowski, a potential limitation of their work their reliance on conventional 2-D images, whereas depth cameras could also capture potentially useful distance data. He and his collaborators ultimately chose not to rely on depth cameras for a number of reasons, including the fact that the accuracy of depth measurements typically degrades in outdoor lighting and with increasing distance, he says.
In similar work, researchers in North Carolina had volunteers with cameras either mounted on their eyeglasses or strapped onto their knees walk through a variety of indoor and outdoor settings to capture the kind of image data exoskeletons might use to see the world around them. The aim? “To automate motion,” says Edgar Lobaton an electrical engineering researcher at North Carolina State University. He says they are focusing on how AI software might reduce uncertainty due to factors such as motion blur or overexposed images “to ensure safe operation. We want to ensure that we can really rely on the vision and AI portion before integrating it into the hardware.”
In the future, Laschowski and his colleagues will focus on improving the accuracy of their environmental analysis software with low computational and memory storage requirements, which are important for onboard, real-time operations on robotic exoskeletons. Lobaton and his team also seek to account for uncertainty introduced into their visual systems by movements .
Ultimately, the ExoNet researchers want to explore how AI software can transmit commands to exoskeletons so they can perform tasks such as climbing stairs or avoiding obstacles based on a system’s analysis of a user's current movements and the upcoming terrain. With autonomous cars as inspiration, they are seeking to develop autonomous exoskeletons that can handle the walking task without human input, Laschowski says.
However, Laschowski adds, “User safety is of the utmost importance, especially considering that we're working with individuals with mobility impairments,” resulting perhaps from advanced age or physical disabilities.
“The exoskeleton user will always have the ability to override the system should the classification algorithm or controller make a wrong decision.” Continue reading
Posted in Human Robots
#439073 There’s a ‘New’ Nirvana Song Out, ...
One of the primary capabilities separating human intelligence from artificial intelligence is our ability to be creative—to use nothing but the world around us, our experiences, and our brains to create art. At present, AI needs to be extensively trained on human-made works of art in order to produce new work, so we’ve still got a leg up. That said, neural networks like OpenAI’s GPT-3 and Russian designer Nikolay Ironov have been able to create content indistinguishable from human-made work.
Now there’s another example of AI artistry that’s hard to tell apart from the real thing, and it’s sure to excite 90s alternative rock fans the world over: a brand-new, never-heard-before Nirvana song. Or, more accurately, a song written by a neural network that was trained on Nirvana’s music.
The song is called “Drowned in the Sun,” and it does have a pretty Nirvana-esque ring to it. The neural network that wrote it is Magenta, which was launched by Google in 2016 with the goal of training machines to create art—or as the tool’s website puts it, exploring the role of machine learning as a tool in the creative process. Magenta was built using TensorFlow, Google’s massive open-source software library focused on deep learning applications.
The song was written as part of an album called Lost Tapes of the 27 Club, a project carried out by a Toronto-based organization called Over the Bridge focused on mental health in the music industry.
Here’s how a computer was able to write a song in the unique style of a deceased musician. Music, 20 to 30 tracks, was fed into Magenta’s neural network in the form of MIDI files. MIDI stands for Musical Instrument Digital Interface, and the format contains the details of a song written in code that represents musical parameters like pitch and tempo. Components of each song, like vocal melody or rhythm guitar, were fed in one at a time.
The neural network found patterns in these different components, and got enough of a handle on them that when given a few notes to start from, it could use those patterns to predict what would come next; in this case, chords and melodies that sound like they could’ve been written by Kurt Cobain.
To be clear, Magenta didn’t spit out a ready-to-go song complete with lyrics. The AI wrote the music, but a different neural network wrote the lyrics (using essentially the same process as Magenta), and the team then sifted through “pages and pages” of output to find lyrics that fit the melodies Magenta created.
Eric Hogan, a singer for a Nirvana tribute band who the Over the Bridge team hired to sing “Drowned in the Sun,” felt that the lyrics were spot-on. “The song is saying, ‘I’m a weirdo, but I like it,’” he said. “That is total Kurt Cobain right there. The sentiment is exactly what he would have said.”
Cobain isn’t the only musician the Lost Tapes project tried to emulate; songs in the styles of Jimi Hendrix, Jim Morrison, and Amy Winehouse were also included. What all these artists have in common is that they died by suicide at the age of 27.
The project is meant to raise awareness around mental health, particularly among music industry professionals. It’s not hard to think of great artists of all persuasions—musicians, painters, writers, actors—whose lives are cut short due to severe depression and other mental health issues for which it can be hard to get help. These issues are sometimes romanticized, as suffering does tend to create art that’s meaningful, relatable, and timeless. But according to the Lost Tapes website, suicide attempts among music industry workers are more than double that of the general population.
How many more hit songs would these artists have written if they were still alive? We’ll never know, but hopefully Lost Tapes of the 27 Club and projects like it will raise awareness of mental health issues, both in the music industry and in general, and help people in need find the right resources. Because no matter how good computers eventually get at creating music, writing, or other art, as Lost Tapes’ website pointedly says, “Even AI will never replace the real thing.”
Image Credit: Edward Xu on Unsplash Continue reading
Posted in Human Robots
#437872 AlphaFold Proves That AI Can Crack ...
Any successful implementation of artificial intelligence hinges on asking the right questions in the right way. That’s what the British AI company DeepMind (a subsidiary of Alphabet) accomplished when it used its neural network to tackle one of biology’s grand challenges, the protein-folding problem. Its neural net, known as AlphaFold, was able to predict the 3D structures of proteins based on their amino acid sequences with unprecedented accuracy.
AlphaFold’s predictions at the 14th Critical Assessment of protein Structure Prediction (CASP14) were accurate to within an atom’s width for most of the proteins. The competition consisted of blindly predicting the structure of proteins that have only recently been experimentally determined—with some still awaiting determination.
Called the building blocks of life, proteins consist of 20 different amino acids in various combinations and sequences. A protein's biological function is tied to its 3D structure. Therefore, knowledge of the final folded shape is essential to understanding how a specific protein works—such as how they interact with other biomolecules, how they may be controlled or modified, and so on. “Being able to predict structure from sequence is the first real step towards protein design,” says Janet M. Thornton, director emeritus of the European Bioinformatics Institute. It also has enormous benefits in understanding disease-causing pathogens. For instance, at the moment only about 18 of the 26 proteins in the SARS-CoV-2 virus are known.
Predicting a protein’s 3D structure is a computational nightmare. In 1969 Cyrus Levinthal estimated that there are 10300 possible conformational combinations for a single protein, which would take longer than the age of the known universe to evaluate by brute force calculation. AlphaFold can do it in a few days.
As scientific breakthroughs go, AlphaFold’s discovery is right up there with the likes of James Watson and Francis Crick’s DNA double-helix model, or, more recently, Jennifer Doudna and Emmanuelle Charpentier’s CRISPR-Cas9 genome editing technique.
How did a team that just a few years ago was teaching an AI to master a 3,000-year-old game end up training one to answer a question plaguing biologists for five decades? That, says Briana Brownell, data scientist and founder of the AI company PureStrategy, is the beauty of artificial intelligence: The same kind of algorithm can be used for very different things.
“Whenever you have a problem that you want to solve with AI,” she says, “you need to figure out how to get the right data into the model—and then the right sort of output that you can translate back into the real world.”
DeepMind’s success, she says, wasn’t so much a function of picking the right neural nets but rather “how they set up the problem in a sophisticated enough way that the neural network-based modeling [could] actually answer the question.”
AlphaFold showed promise in 2018, when DeepMind introduced a previous iteration of their AI at CASP13, achieving the highest accuracy among all participants. The team had trained its to model target shapes from scratch, without using previously solved proteins as templates.
For 2020 they deployed new deep learning architectures into the AI, using an attention-based model that was trained end-to-end. Attention in a deep learning network refers to a component that manages and quantifies the interdependence between the input and output elements, as well as between the input elements themselves.
The system was trained on public datasets of the approximately 170,000 known experimental protein structures in addition to databases with protein sequences of unknown structures.
“If you look at the difference between their entry two years ago and this one, the structure of the AI system was different,” says Brownell. “This time, they’ve figured out how to translate the real world into data … [and] created an output that could be translated back into the real world.”
Like any AI system, AlphaFold may need to contend with biases in the training data. For instance, Brownell says, AlphaFold is using available information about protein structure that has been measured in other ways. However, there are also many proteins with as yet unknown 3D structures. Therefore, she says, a bias could conceivably creep in toward those kinds of proteins that we have more structural data for.
Thornton says it’s difficult to predict how long it will take for AlphaFold’s breakthrough to translate into real-world applications.
“We only have experimental structures for about 10 per cent of the 20,000 proteins [in] the human body,” she says. “A powerful AI model could unveil the structures of the other 90 per cent.”
Apart from increasing our understanding of human biology and health, she adds, “it is the first real step toward… building proteins that fulfill a specific function. From protein therapeutics to biofuels or enzymes that eat plastic, the possibilities are endless.” Continue reading
Posted in Human Robots
#437848 UX Design – A Competitive ...
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DownloadUX design – Your Competitive Advantage today. Continue reading
Posted in Human Robots
#437809 Q&A: The Masterminds Behind ...
Illustration: iStockphoto
Getting a car to drive itself is undoubtedly the most ambitious commercial application of artificial intelligence (AI). The research project was kicked into life by the 2004 DARPA Urban Challenge and then taken up as a business proposition, first by Alphabet, and later by the big automakers.
The industry-wide effort vacuumed up many of the world’s best roboticists and set rival companies on a multibillion-dollar acquisitions spree. It also launched a cycle of hype that paraded ever more ambitious deadlines—the most famous of which, made by Alphabet’s Sergei Brin in 2012, was that full self-driving technology would be ready by 2017. Those deadlines have all been missed.
Much of the exhilaration was inspired by the seeming miracles that a new kind of AI—deep learning—was achieving in playing games, recognizing faces, and transliterating voices. Deep learning excels at tasks involving pattern recognition—a particular challenge for older, rule-based AI techniques. However, it now seems that deep learning will not soon master the other intellectual challenges of driving, such as anticipating what human beings might do.
Among the roboticists who have been involved from the start are Gill Pratt, the chief executive officer of Toyota Research Institute (TRI) , formerly a program manager at the Defense Advanced Research Projects Agency (DARPA); and Wolfram Burgard, vice president of automated driving technology for TRI and president of the IEEE Robotics and Automation Society. The duo spoke with IEEE Spectrum’s Philip Ross at TRI’s offices in Palo Alto, Calif.
This interview has been condensed and edited for clarity.
IEEE Spectrum: How does AI handle the various parts of the self-driving problem?
Photo: Toyota
Gill Pratt
Gill Pratt: There are three different systems that you need in a self-driving car: It starts with perception, then goes to prediction, and then goes to planning.
The one that by far is the most problematic is prediction. It’s not prediction of other automated cars, because if all cars were automated, this problem would be much more simple. How do you predict what a human being is going to do? That’s difficult for deep learning to learn right now.
Spectrum: Can you offset the weakness in prediction with stupendous perception?
Photo: Toyota Research Institute for Burgard
Wolfram Burgard
Wolfram Burgard: Yes, that is what car companies basically do. A camera provides semantics, lidar provides distance, radar provides velocities. But all this comes with problems, because sometimes you look at the world from different positions—that’s called parallax. Sometimes you don’t know which range estimate that pixel belongs to. That might make the decision complicated as to whether that is a person painted onto the side of a truck or whether this is an actual person.
With deep learning there is this promise that if you throw enough data at these networks, it’s going to work—finally. But it turns out that the amount of data that you need for self-driving cars is far larger than we expected.
Spectrum: When do deep learning’s limitations become apparent?
Pratt: The way to think about deep learning is that it’s really high-performance pattern matching. You have input and output as training pairs; you say this image should lead to that result; and you just do that again and again, for hundreds of thousands, millions of times.
Here’s the logical fallacy that I think most people have fallen prey to with deep learning. A lot of what we do with our brains can be thought of as pattern matching: “Oh, I see this stop sign, so I should stop.” But it doesn’t mean all of intelligence can be done through pattern matching.
“I asked myself, if all of those cars had automated drive, how good would they have to be to tolerate the number of crashes that would still occur?”
—Gill Pratt, Toyota Research Institute
For instance, when I’m driving and I see a mother holding the hand of a child on a corner and trying to cross the street, I am pretty sure she’s not going to cross at a red light and jaywalk. I know from my experience being a human being that mothers and children don’t act that way. On the other hand, say there are two teenagers—with blue hair, skateboards, and a disaffected look. Are they going to jaywalk? I look at that, you look at that, and instantly the probability in your mind that they’ll jaywalk is much higher than for the mother holding the hand of the child. It’s not that you’ve seen 100,000 cases of young kids—it’s that you understand what it is to be either a teenager or a mother holding a child’s hand.
You can try to fake that kind of intelligence. If you specifically train a neural network on data like that, you could pattern-match that. But you’d have to know to do it.
Spectrum: So you’re saying that when you substitute pattern recognition for reasoning, the marginal return on the investment falls off pretty fast?
Pratt: That’s absolutely right. Unfortunately, we don’t have the ability to make an AI that thinks yet, so we don’t know what to do. We keep trying to use the deep-learning hammer to hammer more nails—we say, well, let’s just pour more data in, and more data.
Spectrum: Couldn’t you train the deep-learning system to recognize teenagers and to assign the category a high propensity for jaywalking?
Burgard: People have been doing that. But it turns out that these heuristics you come up with are extremely hard to tweak. Also, sometimes the heuristics are contradictory, which makes it extremely hard to design these expert systems based on rules. This is where the strength of the deep-learning methods lies, because somehow they encode a way to see a pattern where, for example, here’s a feature and over there is another feature; it’s about the sheer number of parameters you have available.
Our separation of the components of a self-driving AI eases the development and even the learning of the AI systems. Some companies even think about using deep learning to do the job fully, from end to end, not having any structure at all—basically, directly mapping perceptions to actions.
Pratt: There are companies that have tried it; Nvidia certainly tried it. In general, it’s been found not to work very well. So people divide the problem into blocks, where we understand what each block does, and we try to make each block work well. Some of the blocks end up more like the expert system we talked about, where we actually code things, and other blocks end up more like machine learning.
Spectrum: So, what’s next—what new technique is in the offing?
Pratt: If I knew the answer, we’d do it. [Laughter]
Spectrum: You said that if all cars on the road were automated, the problem would be easy. Why not “geofence” the heck out of the self-driving problem, and have areas where only self-driving cars are allowed?
Pratt: That means putting in constraints on the operational design domain. This includes the geography—where the car should be automated; it includes the weather, it includes the level of traffic, it includes speed. If the car is going slow enough to avoid colliding without risking a rear-end collision, that makes the problem much easier. Street trolleys operate with traffic still in some parts of the world, and that seems to work out just fine. People learn that this vehicle may stop at unexpected times. My suspicion is, that is where we’ll see Level 4 autonomy in cities. It’s going to be in the lower speeds.
“We are now in the age of deep learning, and we don’t know what will come after.”
—Wolfram Burgard, Toyota Research Institute
That’s a sweet spot in the operational design domain, without a doubt. There’s another one at high speed on a highway, because access to highways is so limited. But unfortunately there is still the occasional debris that suddenly crosses the road, and the weather gets bad. The classic example is when somebody irresponsibly ties a mattress to the top of a car and it falls off; what are you going to do? And the answer is that terrible things happen—even for humans.
Spectrum: Learning by doing worked for the first cars, the first planes, the first steam boilers, and even the first nuclear reactors. We ran risks then; why not now?
Pratt: It has to do with the times. During the era where cars took off, all kinds of accidents happened, women died in childbirth, all sorts of diseases ran rampant; the expected characteristic of life was that bad things happened. Expectations have changed. Now the chance of dying in some freak accident is quite low because of all the learning that’s gone on, the OSHA [Occupational Safety and Health Administration] rules, UL code for electrical appliances, all the building standards, medicine.
Furthermore—and we think this is very important—we believe that empathy for a human being at the wheel is a significant factor in public acceptance when there is a crash. We don’t know this for sure—it’s a speculation on our part. I’ve driven, I’ve had close calls; that could have been me that made that mistake and had that wreck. I think people are more tolerant when somebody else makes mistakes, and there’s an awful crash. In the case of an automated car, we worry that that empathy won’t be there.
Photo: Toyota
Toyota is using this
Platform 4 automated driving test vehicle, based on the Lexus LS, to develop Level-4 self-driving capabilities for its “Chauffeur” project.
Spectrum: Toyota is building a system called Guardian to back up the driver, and a more futuristic system called Chauffeur, to replace the driver. How can Chauffeur ever succeed? It has to be better than a human plus Guardian!
Pratt: In the discussions we’ve had with others in this field, we’ve talked about that a lot. What is the standard? Is it a person in a basic car? Or is it a person with a car that has active safety systems in it? And what will people think is good enough?
These systems will never be perfect—there will always be some accidents, and no matter how hard we try there will still be occasions where there will be some fatalities. At what threshold are people willing to say that’s okay?
Spectrum: You were among the first top researchers to warn against hyping self-driving technology. What did you see that so many other players did not?
Pratt: First, in my own case, during my time at DARPA I worked on robotics, not cars. So I was somewhat of an outsider. I was looking at it from a fresh perspective, and that helps a lot.
Second, [when I joined Toyota in 2015] I was joining a company that is very careful—even though we have made some giant leaps—with the Prius hybrid drive system as an example. Even so, in general, the philosophy at Toyota is kaizen—making the cars incrementally better every single day. That care meant that I was tasked with thinking very deeply about this thing before making prognostications.
And the final part: It was a new job for me. The first night after I signed the contract I felt this incredible responsibility. I couldn’t sleep that whole night, so I started to multiply out the numbers, all using a factor of 10. How many cars do we have on the road? Cars on average last 10 years, though ours last 20, but let’s call it 10. They travel on an order of 10,000 miles per year. Multiply all that out and you get 10 to the 10th miles per year for our fleet on Planet Earth, a really big number. I asked myself, if all of those cars had automated drive, how good would they have to be to tolerate the number of crashes that would still occur? And the answer was so incredibly good that I knew it would take a long time. That was five years ago.
Burgard: We are now in the age of deep learning, and we don’t know what will come after. We are still making progress with existing techniques, and they look very promising. But the gradient is not as steep as it was a few years ago.
Pratt: There isn’t anything that’s telling us that it can’t be done; I should be very clear on that. Just because we don’t know how to do it doesn’t mean it can’t be done. Continue reading
Posted in Human Robots