Engineers Develop A Brain On A Chip

June 13, 2020 by Sharon Lin 21 Comments

Our abilities to multitask, to quickly learn complex maneuvers, and to instantly recognize objects even as infants are just some of the ways that human brains make use of our billions of synapses. Biologically, our brain requires fluid-filled cavities, nerve fibers, and numerous other cells and connections in order to function. This isn’t the case with a new kind of brain recently announced by a team of MIT engineers in Nature Nanotechnology. Compared to the size of a typical human brain, this new “brain-on-a-chip” is able to fit on a piece of confetti.

When you take a look at the chip, it is more similar to tiny metal carving than to any neurological organ. The technology used to design the chip is based on memristors – silicon-based components that mimic the transmissions of synapses. A concatenation of “memory” and “resistor”, they exist as passive circuit elements that retain a relationship between the time integrals of current and voltage across an element. As resistance varies, tiny read charges are able to access a history of applied voltage. This can be accomplished by hysteresis and other non-linear properties of passive circuitry.

These properties can be best observed at nanoscale levels, where they aren’t dwarfed by other electronic and field effects. A tiny positive and negative electrode are separated by a “switching medium”, or space between the two electrodes. Voltage applied to one end causes ions to flow through the medium, forming a conduction channel to the other end. These ions make up the electrical signal transmitted through the circuit.

In order to fabricate these memristors, the researchers used alloys of silver for the positive electrode, and copper alongside silicon for the negative electrode. They sandwiched the two electrodes along an amorphous medium and patterned this on a silicon chip tens of thousands of times to create an array of memristors. To train the memristors, they ran the chips through visual tasks to store images and reproduce them until cleaner versions were produced. These new devices join a new category of research into neuromorphic computing – electronics that function similar to the way the brain’s neural architecture operates.

The opportunity for electronics that are capable of making instantaneous decisions without consulting other devices or the Internet spell the possibility of portable artificial intelligence systems. Though we already have software systems capable of simulating synaptic behavior, developing neuromorphic computing devices could vastly increase the capability of devices to do tasks once thought to belong solely to the human brain.

Binary Math Tricks: Shifting To Divide By Ten Ain’t Easy

June 12, 2020 by Al Williams 52 Comments

On small CPUs, you often don’t have a multiply or divide instruction. Of course, good programmers know that shifting right and left will multiply or divide by a power of two. But there are always cases where you need to use something that isn’t a power of two. Sometimes you can work it out for multiplication.

For example, multiplying by 10 is common when dealing with conversion between binary and decimal. But since 10n is equal to 8n+2n, you can express that as a bunch of left shift three times to multiply by eight, adding that value to your original value shifted left once to multiply by two.

But division is a different problem. n/10 does not equal n/8-n/2 or anything else simple like that. The other day a friend showed me a very convoluted snippet of code on Stack Overflow by user [realtime] that divides a number by 10 and wanted to know how it worked. It is pretty straightforward if you just stick with the math and I’ll show you what I mean in this post. Turns out the post referenced the venerable Hacker’s Delight book, which has a wealth of little tricks like this.

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The Seedy World Of Message Serialization

June 10, 2020 by Kerry Scharfglass 26 Comments

Look, I’ve been there too. First the project just prints debug information for a human in nice descriptive strings that are easy to understand. Then some tool needs to log a sensor value so the simple debug messages gain structure. Now your debug messages {{look like : this}}. This is great until a second sensor is added that uses floats instead of ints. Now there are sprinklings of even more magic characters between the curly braces. A couple days later and things are starting to look Turing complete. At some point you look up and realize, “I need a messaging serialization strategy”. Well you’ve come to the right place! Continue reading “The Seedy World Of Message Serialization” →

Aluminium Pucks Fuel Hydrogen Trucks

May 26, 2020 by Kristina Panos 147 Comments

In the race toward a future free from fossil fuels, hydrogen is rapidly gaining ground. On paper, hydrogen sounds fantastic — it’s clean-burning with zero emissions, the refuel time is much faster than electric, and hydrogen-fueled vehicles can go longer distances between refuels than their outlet-dependent brethren.

The reality is that hydrogen vehicles usually need fuel cells to convert hydrogen and oxygen into electricity. They also need pressurized tanks to store the gases and pumps for refueling, all of which adds weight, takes up space, and increases the explosive potential of the system.

Kurt Koehler has a better idea: make the hydrogen on demand, in the vehicle, using a solid catalyst and a simple chemical reaction. Koehler is the founder of Indiana-based startup AlGalCo — Aluminium Gallium Company. After fourteen years of R&D and five iterations of his system, the idea is really starting to float. Beginning this summer, these pucks are going to power a few trucks in a town just outside of Indianapolis.

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Hacking The Road: Roundabouts

May 25, 2020 by Al Williams 111 Comments

If you are from the US, you might be surprised at how prevalent roundabouts are in most of the world. Outside of Carmel, Indiana which has 125 roundabouts, these are pretty unusual in the United States though have been gaining in popularity over the past decade. It turns out, that while a modern roundabout is safer and more efficient than other intersection types, roundabouts got a bad rap early on and so the typical US driver still has a lot of anxiety when approaching one.

Prior to 1966, traffic circles were a spotty thing. In some cases, they were just big circular junctions. In others, the right-of-way rules were difficult to figure out or there were traffic lights and stop signs that did not lead to a better or safer driving experience.

Enter Frank Blackmore. In the UK, he introduced the “Priority Rule” which — simply — mandates that traffic entering a circle must give way to traffic already in the circle. Blackmore worked out that this method increases traffic flow by 10%. Although this kind of roundabout became law in the UK in 1966, the US was slow to adopt, primarily due to negative public opinion. In 2016, there were about 4,800 modern roundabouts in the U.S while France and the UK have roughly 55,000 combined.

So what are the virtues of the modern rounabout, and where did it come from? Let’s take a look.

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Masten Moon Rocket Has Landing Pad, Will Travel

May 20, 2020 by Tom Nardi 65 Comments

Because of the architecture used for the Apollo missions, extended stays on the surface of the Moon weren’t possible. The spartan Lunar Module simply wasn’t large enough to support excursions of more than a few days in length, and even that would be pushing the edge of the envelope. But then the Apollo program was never intended to be anything more than a proof of concept, to demonstrate that humans could make a controlled landing on the Moon and return to Earth safely. It was always assumed that more detailed explorations would happen on later missions with more advanced equipment and spacecraft.

Now NASA hopes that’s finally going to happen in the 2020s as part of its Artemis program. These missions won’t just be sightseeing trips, the agency says they’re returning with the goal of building a sustainable infrastructure on and around our nearest celestial neighbor. With a space station in lunar orbit and a permanent outpost on the surface, personnel could be regularly shuttled between the Earth and Moon similar to how crew rotations are currently handled on the International Space Station.

Naturally, there are quite a few technical challenges that need to be addressed before that can happen. A major one is finding ways to safely and accurately deliver multiple payloads to the lunar surface. Building a Moon outpost will be a lot harder if all of its principle modules land several kilometers away from each other, so NASA is partnering with commercial companies to develop crew and cargo vehicles that are capable of high precision landings.

But bringing them down accurately is only half the problem. The Apollo Lunar Module is by far the largest and heaviest object that humanity has ever landed on another celestial body, but it’s absolutely dwarfed by some of the vehicles and components that NASA is considering for the Artemis program. There’s a very real concern that the powerful rocket engines required to gracefully lower these massive craft to the lunar surface might kick up a dangerous cloud of high-velocity dust and debris. In extreme cases, the lander could even find itself touching down at the bottom of a freshly dug crater.

Of course, the logical solution is to build hardened landing pads around the Artemis Base Camp that can support these heavyweight vehicles. But that leads to something of a “Chicken and Egg” problem: how do you build a suitable landing pad if you can’t transport large amounts of material to the surface in the first place? There are a few different approaches being considered to solve this problem, but certainly one of the most interesting among them is the idea proposed by Masten Space Systems. Their experimental technique would allow a rocket engine to literally build its own landing pad by spraying molten aluminum as it approaches the lunar surface.

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Plasma “Ghosts” May Help Keep Future Aircraft Safe

May 18, 2020 by Tom Nardi 34 Comments

Air-to-air combat or “dogfighting” was once a very personal affair. Pilots of the First and Second World War had to get so close to land a hit with their guns that it wasn’t uncommon for altercations to end in a mid-air collision. But by the 1960s, guided missile technology had advanced to the point that a fighter could lock onto an enemy aircraft and fire before the target even came into visual range. The skill and experience of a pilot was no longer enough to guarantee the outcome of an engagement, and a new arms race was born.

An F-15 launching flare countermeasures.

Naturally, the move to guided weapons triggered the development of defensive countermeasures that could confuse them. If the missile is guided by radar, the target aircraft can eject a cloud of metallic strips known as chaff to overwhelm its targeting system. Heat-seeking missiles can be thrown off with a flare that burns hotter than the aircraft’s engine exhaust. Both techniques are simple, reliable, and have remained effective after more than a half-century of guided missile development.

But they aren’t perfect. The biggest problem is that both chaff and flares are a finite resource: once the aircraft has expended its stock, it’s left defenseless. They also only work for a limited amount of time, which makes timing their deployment absolutely critical. Automated dispensers can help ensure that the countermeasures are used as efficiently as possible, but sustained enemy fire could still deplete the aircraft’s defensive systems if given enough time.

In an effort to develop the ultimate in defensive countermeasures, the United States Navy has been working on a system that can project decoy aircraft in mid-air. Referred to as “Ghosts” in the recently published patent, several of these phantom aircraft could be generated for as long as the system has electrical power. History tells us that the proliferation of this technology will inevitably lead to the development of an even more sensitive guided missile, but in the meantime, it could give American aircraft a considerable advantage in any potential air-to-air engagements.

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