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#435308 Brain-Machine Interfaces Are Getting ...
Elon Musk grabbed a lot of attention with his July 16 announcement that his company Neuralink plans to implant electrodes into the brains of people with paralysis by next year. Their first goal is to create assistive technology to help people who can’t move or are unable to communicate.
If you haven’t been paying attention, brain-machine interfaces (BMIs) that allow people to control robotic arms with their thoughts might sound like science fiction. But science and engineering efforts have already turned it into reality.
In a few research labs around the world, scientists and physicians have been implanting devices into the brains of people who have lost the ability to control their arms or hands for over a decade. In our own research group at the University of Pittsburgh, we’ve enabled people with paralyzed arms and hands to control robotic arms that allow them to grasp and move objects with relative ease. They can even experience touch-like sensations from their own hand when the robot grasps objects.
At its core, a BMI is pretty straightforward. In your brain, microscopic cells called neurons are sending signals back and forth to each other all the time. Everything you think, do and feel as you interact with the world around you is the result of the activity of these 80 billion or so neurons.
If you implant a tiny wire very close to one of these neurons, you can record the electrical activity it generates and send it to a computer. Record enough of these signals from the right area of the brain and it becomes possible to control computers, robots, or anything else you might want, simply by thinking about moving. But doing this comes with tremendous technical challenges, especially if you want to record from hundreds or thousands of neurons.
What Neuralink Is Bringing to the Table
Elon Musk founded Neuralink in 2017, aiming to address these challenges and raise the bar for implanted neural interfaces.
Perhaps the most impressive aspect of Neuralink’s system is the breadth and depth of their approach. Building a BMI is inherently interdisciplinary, requiring expertise in electrode design and microfabrication, implantable materials, surgical methods, electronics, packaging, neuroscience, algorithms, medicine, regulatory issues, and more. Neuralink has created a team that spans most, if not all, of these areas.
With all of this expertise, Neuralink is undoubtedly moving the field forward, and improving their technology rapidly. Individually, many of the components of their system represent significant progress along predictable paths. For example, their electrodes, that they call threads, are very small and flexible; many researchers have tried to harness those properties to minimize the chance the brain’s immune response would reject the electrodes after insertion. Neuralink has also developed high-performance miniature electronics, another focus area for labs working on BMIs.
Often overlooked in academic settings, however, is how an entire system would be efficiently implanted in a brain.
Neuralink’s BMI requires brain surgery. This is because implanted electrodes that are in intimate contact with neurons will always outperform non-invasive electrodes where neurons are far away from the electrodes sitting outside the skull. So, a critical question becomes how to minimize the surgical challenges around getting the device into a brain.
Maybe the most impressive aspect of Neuralink’s announcement was that they created a 3,000-electrode neural interface where electrodes could be implanted at a rate of between 30 and 200 per minute. Each thread of electrodes is implanted by a sophisticated surgical robot that essentially acts like a sewing machine. This all happens while specifically avoiding blood vessels that blanket the surface of the brain. The robotics and imaging that enable this feat, with tight integration to the entire device, is striking.
Neuralink has thought through the challenge of developing a clinically viable BMI from beginning to end in a way that few groups have done, though they acknowledge that many challenges remain as they work towards getting this technology into human patients in the clinic.
Figuring Out What More Electrodes Gets You
The quest for implantable devices with thousands of electrodes is not only the domain of private companies. DARPA, the NIH BRAIN Initiative, and international consortiums are working on neurotechnologies for recording and stimulating in the brain with goals of tens of thousands of electrodes. But what might scientists do with the information from 1,000, 3,000, or maybe even 100,000 neurons?
At some level, devices with more electrodes might not actually be necessary to have a meaningful impact in people’s lives. Effective control of computers for access and communication, of robotic limbs to grasp and move objects as well as of paralyzed muscles is already happening—in people. And it has been for a number of years.
Since the 1990s, the Utah Array, which has just 100 electrodes and is manufactured by Blackrock Microsystems, has been a critical device in neuroscience and clinical research. This electrode array is FDA-cleared for temporary neural recording. Several research groups, including our own, have implanted Utah Arrays in people that lasted multiple years.
Currently, the biggest constraints are related to connectors, electronics, and system-level engineering, not the implanted electrode itself—although increasing the electrodes’ lifespan to more than five years would represent a significant advance. As those technical capabilities improve, it might turn out that the ability to accurately control computers and robots is limited more by scientists’ understanding of what the neurons are saying—that is, the neural code—than by the number of electrodes on the device.
Even the most capable implanted system, and maybe the most capable devices researchers can reasonably imagine, might fall short of the goal of actually augmenting skilled human performance. Nevertheless, Neuralink’s goal of creating better BMIs has the potential to improve the lives of people who can’t move or are unable to communicate. Right now, Musk’s vision of using BMIs to meld physical brains and intelligence with artificial ones is no more than a dream.
So, what does the future look like for Neuralink and other groups creating implantable BMIs? Devices with more electrodes that last longer and are connected to smaller and more powerful wireless electronics are essential. Better devices themselves, however, are insufficient. Continued public and private investment in companies and academic research labs, as well as innovative ways for these groups to work together to share technologies and data, will be necessary to truly advance scientists’ understanding of the brain and deliver on the promise of BMIs to improve peoples’ lives.
While researchers need to keep the future societal implications of advanced neurotechnologies in mind—there’s an essential role for ethicists and regulation—BMIs could be truly transformative as they help more people overcome limitations caused by injury or disease in the brain and body.
This article is republished from The Conversation under a Creative Commons license. Read the original article.
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#432165 Silicon Valley Is Winning the Race to ...
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
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
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.
General Motors
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 (Google)
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.
Uber
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.
Tesla
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.
Winners
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.
Image Credit: Waymo Continue reading