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    AI copilot enhances human precision for safer aviation

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    Imagine you’re in an airplane with two pilots, one human and one computer. Both have their “hands” on the controllers, but they’re always looking out for different things. If they’re both paying attention to the same thing, the human gets to steer. But if the human gets distracted or misses something, the computer quickly takes over.

    Meet the Air-Guardian, a system developed by researchers at the MIT Computer Science and Artificial Intelligence Laboratory (CSAIL). As modern pilots grapple with an onslaught of information from multiple monitors, especially during critical moments, Air-Guardian acts as a proactive copilot; a partnership between human and machine, rooted in understanding attention.

    But how does it determine attention, exactly? For humans, it uses eye-tracking, and for the neural system, it relies on something called “saliency maps,” which pinpoint where attention is directed. The maps serve as visual guides highlighting key regions within an image, aiding in grasping and deciphering the behavior of intricate algorithms. Air-Guardian identifies early signs of potential risks through these attention markers, instead of only intervening during safety breaches like traditional autopilot systems. 

    The broader implications of this system reach beyond aviation. Similar cooperative control mechanisms could one day be used in cars, drones, and a wider spectrum of robotics.

    “An exciting feature of our method is its differentiability,” says MIT CSAIL postdoc Lianhao Yin, a lead author on a new paper about Air-Guardian. “Our cooperative layer and the entire end-to-end process can be trained. We specifically chose the causal continuous-depth neural network model because of its dynamic features in mapping attention. Another unique aspect is adaptability. The Air-Guardian system isn’t rigid; it can be adjusted based on the situation’s demands, ensuring a balanced partnership between human and machine.”

    In field tests, both the pilot and the system made decisions based on the same raw images when navigating to the target waypoint. Air-Guardian’s success was gauged based on the cumulative rewards earned during flight and shorter path to the waypoint. The guardian reduced the risk level of flights and increased the success rate of navigating to target points. 

    “This system represents the innovative approach of human-centric AI-enabled aviation,” adds Ramin Hasani, MIT CSAIL research affiliate and inventor of liquid neural networks. “Our use of liquid neural networks provides a dynamic, adaptive approach, ensuring that the AI doesn’t merely replace human judgment but complements it, leading to enhanced safety and collaboration in the skies.”

    The true strength of Air-Guardian is its foundational technology. Using an optimization-based cooperative layer using visual attention from humans and machine, and liquid closed-form continuous-time neural networks (CfC) known for its prowess in deciphering cause-and-effect relationships, it analyzes incoming images for vital information. Complementing this is the VisualBackProp algorithm, which identifies the system’s focal points within an image, ensuring clear understanding of its attention maps. 

    For future mass adoption, there’s a need to refine the human-machine interface. Feedback suggests an indicator, like a bar, might be more intuitive to signify when the guardian system takes control.

    Air-Guardian heralds a new age of safer skies, offering a reliable safety net for those moments when human attention wavers.

    “The Air-Guardian system highlights the synergy between human expertise and machine learning, furthering the objective of using machine learning to augment pilots in challenging scenarios and reduce operational errors,” says Daniela Rus, the Andrew (1956) and Erna Viterbi Professor of Electrical Engineering and Computer Science at MIT, director of CSAIL, and senior author on the paper.”One of the most interesting outcomes of using a visual attention metric in this work is the potential for allowing earlier interventions and greater interpretability by human pilots,” says Stephanie Gil, assistant professor of computer science at Harvard University, who was not involved in the work. “This showcases a great example of how AI can be used to work with a human, lowering the barrier for achieving trust by using natural communication mechanisms between the human and the AI system.”

    This research was partially funded by the U.S. Air Force (USAF) Research Laboratory, the USAF Artificial Intelligence Accelerator, the Boeing Co., and the Office of Naval Research. The findings don’t necessarily reflect the views of the U.S. government or the USAF. More

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      A simpler method for learning to control a robot

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      Researchers from MIT and Stanford University have devised a new machine-learning approach that could be used to control a robot, such as a drone or autonomous vehicle, more effectively and efficiently in dynamic environments where conditions can change rapidly.

      This technique could help an autonomous vehicle learn to compensate for slippery road conditions to avoid going into a skid, allow a robotic free-flyer to tow different objects in space, or enable a drone to closely follow a downhill skier despite being buffeted by strong winds.

      The researchers’ approach incorporates certain structure from control theory into the process for learning a model in such a way that leads to an effective method of controlling complex dynamics, such as those caused by impacts of wind on the trajectory of a flying vehicle. One way to think about this structure is as a hint that can help guide how to control a system.

      “The focus of our work is to learn intrinsic structure in the dynamics of the system that can be leveraged to design more effective, stabilizing controllers,” says Navid Azizan, the Esther and Harold E. Edgerton Assistant Professor in the MIT Department of Mechanical Engineering and the Institute for Data, Systems, and Society (IDSS), and a member of the Laboratory for Information and Decision Systems (LIDS). “By jointly learning the system’s dynamics and these unique control-oriented structures from data, we’re able to naturally create controllers that function much more effectively in the real world.”

      Using this structure in a learned model, the researchers’ technique immediately extracts an effective controller from the model, as opposed to other machine-learning methods that require a controller to be derived or learned separately with additional steps. With this structure, their approach is also able to learn an effective controller using fewer data than other approaches. This could help their learning-based control system achieve better performance faster in rapidly changing environments.

      “This work tries to strike a balance between identifying structure in your system and just learning a model from data,” says lead author Spencer M. Richards, a graduate student at Stanford University. “Our approach is inspired by how roboticists use physics to derive simpler models for robots. Physical analysis of these models often yields a useful structure for the purposes of control — one that you might miss if you just tried to naively fit a model to data. Instead, we try to identify similarly useful structure from data that indicates how to implement your control logic.”

      Additional authors of the paper are Jean-Jacques Slotine, professor of mechanical engineering and of brain and cognitive sciences at MIT, and Marco Pavone, associate professor of aeronautics and astronautics at Stanford. The research will be presented at the International Conference on Machine Learning (ICML).

      Learning a controller

      Determining the best way to control a robot to accomplish a given task can be a difficult problem, even when researchers know how to model everything about the system.

      A controller is the logic that enables a drone to follow a desired trajectory, for example. This controller would tell the drone how to adjust its rotor forces to compensate for the effect of winds that can knock it off a stable path to reach its goal.

      This drone is a dynamical system — a physical system that evolves over time. In this case, its position and velocity change as it flies through the environment. If such a system is simple enough, engineers can derive a controller by hand. 

      Modeling a system by hand intrinsically captures a certain structure based on the physics of the system. For instance, if a robot were modeled manually using differential equations, these would capture the relationship between velocity, acceleration, and force. Acceleration is the rate of change in velocity over time, which is determined by the mass of and forces applied to the robot.

      But often the system is too complex to be exactly modeled by hand. Aerodynamic effects, like the way swirling wind pushes a flying vehicle, are notoriously difficult to derive manually, Richards explains. Researchers would instead take measurements of the drone’s position, velocity, and rotor speeds over time, and use machine learning to fit a model of this dynamical system to the data. But these approaches typically don’t learn a control-based structure. This structure is useful in determining how to best set the rotor speeds to direct the motion of the drone over time.

      Once they have modeled the dynamical system, many existing approaches also use data to learn a separate controller for the system.

      “Other approaches that try to learn dynamics and a controller from data as separate entities are a bit detached philosophically from the way we normally do it for simpler systems. Our approach is more reminiscent of deriving models by hand from physics and linking that to control,” Richards says.

      Identifying structure

      The team from MIT and Stanford developed a technique that uses machine learning to learn the dynamics model, but in such a way that the model has some prescribed structure that is useful for controlling the system.

      With this structure, they can extract a controller directly from the dynamics model, rather than using data to learn an entirely separate model for the controller.

      “We found that beyond learning the dynamics, it’s also essential to learn the control-oriented structure that supports effective controller design. Our approach of learning state-dependent coefficient factorizations of the dynamics has outperformed the baselines in terms of data efficiency and tracking capability, proving to be successful in efficiently and effectively controlling the system’s trajectory,” Azizan says. 

      When they tested this approach, their controller closely followed desired trajectories, outpacing all the baseline methods. The controller extracted from their learned model nearly matched the performance of a ground-truth controller, which is built using the exact dynamics of the system.

      “By making simpler assumptions, we got something that actually worked better than other complicated baseline approaches,” Richards adds.

      The researchers also found that their method was data-efficient, which means it achieved high performance even with few data. For instance, it could effectively model a highly dynamic rotor-driven vehicle using only 100 data points. Methods that used multiple learned components saw their performance drop much faster with smaller datasets.

      This efficiency could make their technique especially useful in situations where a drone or robot needs to learn quickly in rapidly changing conditions.

      Plus, their approach is general and could be applied to many types of dynamical systems, from robotic arms to free-flying spacecraft operating in low-gravity environments.

      In the future, the researchers are interested in developing models that are more physically interpretable, and that would be able to identify very specific information about a dynamical system, Richards says. This could lead to better-performing controllers.

      “Despite its ubiquity and importance, nonlinear feedback control remains an art, making it especially suitable for data-driven and learning-based methods. This paper makes a significant contribution to this area by proposing a method that jointly learns system dynamics, a controller, and control-oriented structure,” says Nikolai Matni, an assistant professor in the Department of Electrical and Systems Engineering at the University of Pennsylvania, who was not involved with this work. “What I found particularly exciting and compelling was the integration of these components into a joint learning algorithm, such that control-oriented structure acts as an inductive bias in the learning process. The result is a data-efficient learning process that outputs dynamic models that enjoy intrinsic structure that enables effective, stable, and robust control. While the technical contributions of the paper are excellent themselves, it is this conceptual contribution that I view as most exciting and significant.”

      This research is supported, in part, by the NASA University Leadership Initiative and the Natural Sciences and Engineering Research Council of Canada. More

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      Drones navigate unseen environments with liquid neural networks

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      In the vast, expansive skies where birds once ruled supreme, a new crop of aviators is taking flight. These pioneers of the air are not living creatures, but rather a product of deliberate innovation: drones. But these aren’t your typical flying bots, humming around like mechanical bees. Rather, they’re avian-inspired marvels that soar through the sky, guided by liquid neural networks to navigate ever-changing and unseen environments with precision and ease.

      Inspired by the adaptable nature of organic brains, researchers from MIT’s Computer Science and Artificial Intelligence Laboratory (CSAIL) have introduced a method for robust flight navigation agents to master vision-based fly-to-target tasks in intricate, unfamiliar environments. The liquid neural networks, which can continuously adapt to new data inputs, showed prowess in making reliable decisions in unknown domains like forests, urban landscapes, and environments with added noise, rotation, and occlusion. These adaptable models, which outperformed many state-of-the-art counterparts in navigation tasks, could enable potential real-world drone applications like search and rescue, delivery, and wildlife monitoring.

      The researchers’ recent study, published today in Science Robotics, details how this new breed of agents can adapt to significant distribution shifts, a long-standing challenge in the field. The team’s new class of machine-learning algorithms, however, captures the causal structure of tasks from high-dimensional, unstructured data, such as pixel inputs from a drone-mounted camera. These networks can then extract crucial aspects of a task (i.e., understand the task at hand) and ignore irrelevant features, allowing acquired navigation skills to transfer targets seamlessly to new environments.

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      Drones navigate unseen environments with liquid neural networks.

      “We are thrilled by the immense potential of our learning-based control approach for robots, as it lays the groundwork for solving problems that arise when training in one environment and deploying in a completely distinct environment without additional training,” says Daniela Rus, CSAIL director and the Andrew (1956) and Erna Viterbi Professor of Electrical Engineering and Computer Science at MIT. “Our experiments demonstrate that we can effectively teach a drone to locate an object in a forest during summer, and then deploy the model in winter, with vastly different surroundings, or even in urban settings, with varied tasks such as seeking and following. This adaptability is made possible by the causal underpinnings of our solutions. These flexible algorithms could one day aid in decision-making based on data streams that change over time, such as medical diagnosis and autonomous driving applications.”

      A daunting challenge was at the forefront: Do machine-learning systems understand the task they are given from data when flying drones to an unlabeled object? And, would they be able to transfer their learned skill and task to new environments with drastic changes in scenery, such as flying from a forest to an urban landscape? What’s more, unlike the remarkable abilities of our biological brains, deep learning systems struggle with capturing causality, frequently over-fitting their training data and failing to adapt to new environments or changing conditions. This is especially troubling for resource-limited embedded systems, like aerial drones, that need to traverse varied environments and respond to obstacles instantaneously. 

      The liquid networks, in contrast, offer promising preliminary indications of their capacity to address this crucial weakness in deep learning systems. The team’s system was first trained on data collected by a human pilot, to see how they transferred learned navigation skills to new environments under drastic changes in scenery and conditions. Unlike traditional neural networks that only learn during the training phase, the liquid neural net’s parameters can change over time, making them not only interpretable, but more resilient to unexpected or noisy data. 

      In a series of quadrotor closed-loop control experiments, the drones underwent range tests, stress tests, target rotation and occlusion, hiking with adversaries, triangular loops between objects, and dynamic target tracking. They tracked moving targets, and executed multi-step loops between objects in never-before-seen environments, surpassing performance of other cutting-edge counterparts. 

      The team believes that the ability to learn from limited expert data and understand a given task while generalizing to new environments could make autonomous drone deployment more efficient, cost-effective, and reliable. Liquid neural networks, they noted, could enable autonomous air mobility drones to be used for environmental monitoring, package delivery, autonomous vehicles, and robotic assistants. 

      “The experimental setup presented in our work tests the reasoning capabilities of various deep learning systems in controlled and straightforward scenarios,” says MIT CSAIL Research Affiliate Ramin Hasani. “There is still so much room left for future research and development on more complex reasoning challenges for AI systems in autonomous navigation applications, which has to be tested before we can safely deploy them in our society.”

      “Robust learning and performance in out-of-distribution tasks and scenarios are some of the key problems that machine learning and autonomous robotic systems have to conquer to make further inroads in society-critical applications,” says Alessio Lomuscio, professor of AI safety in the Department of Computing at Imperial College London. “In this context, the performance of liquid neural networks, a novel brain-inspired paradigm developed by the authors at MIT, reported in this study is remarkable. If these results are confirmed in other experiments, the paradigm here developed will contribute to making AI and robotic systems more reliable, robust, and efficient.”

      Clearly, the sky is no longer the limit, but rather a vast playground for the boundless possibilities of these airborne marvels. 

      Hasani and PhD student Makram Chahine; Patrick Kao ’22, MEng ’22; and PhD student Aaron Ray SM ’21 wrote the paper with Ryan Shubert ’20, MEng ’22; MIT postdocs Mathias Lechner and Alexander Amini; and Rus.

      This research was supported, in part, by Schmidt Futures, the U.S. Air Force Research Laboratory, the U.S. Air Force Artificial Intelligence Accelerator, and the Boeing Co. More

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      in Data Management & Statistics

      Ocean vital signs

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      Without the ocean, the climate crisis would be even worse than it is. Each year, the ocean absorbs billions of tons of carbon from the atmosphere, preventing warming that greenhouse gas would otherwise cause. Scientists estimate about 25 to 30 percent of all carbon released into the atmosphere by both human and natural sources is absorbed by the ocean.

      “But there’s a lot of uncertainty in that number,” says Ryan Woosley, a marine chemist and a principal research scientist in the Department of Earth, Atmospheric and Planetary Sciences (EAPS) at MIT. Different parts of the ocean take in different amounts of carbon depending on many factors, such as the season and the amount of mixing from storms. Current models of the carbon cycle don’t adequately capture this variation.

      To close the gap, Woosley and a team of other MIT scientists developed a research proposal for the MIT Climate Grand Challenges competition — an Institute-wide campaign to catalyze and fund innovative research addressing the climate crisis. The team’s proposal, “Ocean Vital Signs,” involves sending a fleet of sailing drones to cruise the oceans taking detailed measurements of how much carbon the ocean is really absorbing. Those data would be used to improve the precision of global carbon cycle models and improve researchers’ ability to verify emissions reductions claimed by countries.

      “If we start to enact mitigation strategies—either through removing CO2 from the atmosphere or reducing emissions — we need to know where CO2 is going in order to know how effective they are,” says Woosley. Without more precise models there’s no way to confirm whether observed carbon reductions were thanks to policy and people, or thanks to the ocean.

      “So that’s the trillion-dollar question,” says Woosley. “If countries are spending all this money to reduce emissions, is it enough to matter?”

      In February, the team’s Climate Grand Challenges proposal was named one of 27 finalists out of the almost 100 entries submitted. From among this list of finalists, MIT will announce in April the selection of five flagship projects to receive further funding and support.

      Woosley is leading the team along with Christopher Hill, a principal research engineer in EAPS. The team includes physical and chemical oceanographers, marine microbiologists, biogeochemists, and experts in computational modeling from across the department, in addition to collaborators from the Media Lab and the departments of Mathematics, Aeronautics and Astronautics, and Electrical Engineering and Computer Science.

      Today, data on the flux of carbon dioxide between the air and the oceans are collected in a piecemeal way. Research ships intermittently cruise out to gather data. Some commercial ships are also fitted with sensors. But these present a limited view of the entire ocean, and include biases. For instance, commercial ships usually avoid storms, which can increase the turnover of water exposed to the atmosphere and cause a substantial increase in the amount of carbon absorbed by the ocean.

      “It’s very difficult for us to get to it and measure that,” says Woosley. “But these drones can.”

      If funded, the team’s project would begin by deploying a few drones in a small area to test the technology. The wind-powered drones — made by a California-based company called Saildrone — would autonomously navigate through an area, collecting data on air-sea carbon dioxide flux continuously with solar-powered sensors. This would then scale up to more than 5,000 drone-days’ worth of observations, spread over five years, and in all five ocean basins.

      Those data would be used to feed neural networks to create more precise maps of how much carbon is absorbed by the oceans, shrinking the uncertainties involved in the models. These models would continue to be verified and improved by new data. “The better the models are, the more we can rely on them,” says Woosley. “But we will always need measurements to verify the models.”

      Improved carbon cycle models are relevant beyond climate warming as well. “CO2 is involved in so much of how the world works,” says Woosley. “We’re made of carbon, and all the other organisms and ecosystems are as well. What does the perturbation to the carbon cycle do to these ecosystems?”

      One of the best understood impacts is ocean acidification. Carbon absorbed by the ocean reacts to form an acid. A more acidic ocean can have dire impacts on marine organisms like coral and oysters, whose calcium carbonate shells and skeletons can dissolve in the lower pH. Since the Industrial Revolution, the ocean has become about 30 percent more acidic on average.

      “So while it’s great for us that the oceans have been taking up the CO2, it’s not great for the oceans,” says Woosley. “Knowing how this uptake affects the health of the ocean is important as well.” More

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      Improving predictions of sea level rise for the next century

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      When we think of climate change, one of the most dramatic images that comes to mind is the loss of glacial ice. As the Earth warms, these enormous rivers of ice become a casualty of the rising temperatures. But, as ice sheets retreat, they also become an important contributor to one the more dangerous outcomes of climate change: sea-level rise. At MIT, an interdisciplinary team of scientists is determined to improve sea level rise predictions for the next century, in part by taking a closer look at the physics of ice sheets.

      Last month, two research proposals on the topic, led by Brent Minchew, the Cecil and Ida Green Career Development Professor in the Department of Earth, Atmospheric and Planetary Sciences (EAPS), were announced as finalists in the MIT Climate Grand Challenges initiative. Launched in July 2020, Climate Grand Challenges fielded almost 100 project proposals from collaborators across the Institute who heeded the bold charge: to develop research and innovations that will deliver game-changing advances in the world’s efforts to address the climate challenge.

      As finalists, Minchew and his collaborators from the departments of Urban Studies and Planning, Economics, Civil and Environmental Engineering, the Haystack Observatory, and external partners, received $100,000 to develop their research plans. A subset of the 27 proposals tapped as finalists will be announced next month, making up a portfolio of multiyear “flagship” projects receiving additional funding and support.

      One goal of both Minchew proposals is to more fully understand the most fundamental processes that govern rapid changes in glacial ice, and to use that understanding to build next-generation models that are more predictive of ice sheet behavior as they respond to, and influence, climate change.

      “We need to develop more accurate and computationally efficient models that provide testable projections of sea-level rise over the coming decades. To do so quickly, we want to make better and more frequent observations and learn the physics of ice sheets from these data,” says Minchew. “For example, how much stress do you have to apply to ice before it breaks?”

      Currently, Minchew’s Glacier Dynamics and Remote Sensing group uses satellites to observe the ice sheets on Greenland and Antarctica primarily with interferometric synthetic aperture radar (InSAR). But the data are often collected over long intervals of time, which only gives them “before and after” snapshots of big events. By taking more frequent measurements on shorter time scales, such as hours or days, they can get a more detailed picture of what is happening in the ice.

      “Many of the key unknowns in our projections of what ice sheets are going to look like in the future, and how they’re going to evolve, involve the dynamics of glaciers, or our understanding of how the flow speed and the resistances to flow are related,” says Minchew.

      At the heart of the two proposals is the creation of SACOS, the Stratospheric Airborne Climate Observatory System. The group envisions developing solar-powered drones that can fly in the stratosphere for months at a time, taking more frequent measurements using a new lightweight, low-power radar and other high-resolution instrumentation. They also propose air-dropping sensors directly onto the ice, equipped with seismometers and GPS trackers to measure high-frequency vibrations in the ice and pinpoint the motions of its flow.

      How glaciers contribute to sea level rise

      Current climate models predict an increase in sea levels over the next century, but by just how much is still unclear. Estimates are anywhere from 20 centimeters to two meters, which is a large difference when it comes to enacting policy or mitigation. Minchew points out that response measures will be different, depending on which end of the scale it falls toward. If it’s closer to 20 centimeters, coastal barriers can be built to protect low-level areas. But with higher surges, such measures become too expensive and inefficient to be viable, as entire portions of cities and millions of people would have to be relocated.

      “If we’re looking at a future where we could get more than a meter of sea level rise by the end of the century, then we need to know about that sooner rather than later so that we can start to plan and to do our best to prepare for that scenario,” he says.

      There are two ways glaciers and ice sheets contribute to rising sea levels: direct melting of the ice and accelerated transport of ice to the oceans. In Antarctica, warming waters melt the margins of the ice sheets, which tends to reduce the resistive stresses and allow ice to flow more quickly to the ocean. This thinning can also cause the ice shelves to be more prone to fracture, facilitating the calving of icebergs — events which sometimes cause even further acceleration of ice flow.

      Using data collected by SACOS, Minchew and his group can better understand what material properties in the ice allow for fracturing and calving of icebergs, and build a more complete picture of how ice sheets respond to climate forces. 

      “What I want is to reduce and quantify the uncertainties in projections of sea level rise out to the year 2100,” he says.

      From that more complete picture, the team — which also includes economists, engineers, and urban planning specialists — can work on developing predictive models and methods to help communities and governments estimate the costs associated with sea level rise, develop sound infrastructure strategies, and spur engineering innovation.

      Understanding glacier dynamics

      More frequent radar measurements and the collection of higher-resolution seismic and GPS data will allow Minchew and the team to develop a better understanding of the broad category of glacier dynamics — including calving, an important process in setting the rate of sea level rise which is currently not well understood.  

      “Some of what we’re doing is quite similar to what seismologists do,” he says. “They measure seismic waves following an earthquake, or a volcanic eruption, or things of this nature and use those observations to better understand the mechanisms that govern these phenomena.”

      Air-droppable sensors will help them collect information about ice sheet movement, but this method comes with drawbacks — like installation and maintenance, which is difficult to do out on a massive ice sheet that is moving and melting. Also, the instruments can each only take measurements at a single location. Minchew equates it to a bobber in water: All it can tell you is how the bobber moves as the waves disturb it.

      But by also taking continuous radar measurements from the air, Minchew’s team can collect observations both in space and in time. Instead of just watching the bobber in the water, they can effectively make a movie of the waves propagating out, as well as visualize processes like iceberg calving happening in multiple dimensions.

      Once the bobbers are in place and the movies recorded, the next step is developing machine learning algorithms to help analyze all the new data being collected. While this data-driven kind of discovery has been a hot topic in other fields, this is the first time it has been applied to glacier research.

      “We’ve developed this new methodology to ingest this huge amount of data,” he says, “and from that create an entirely new way of analyzing the system to answer these fundamental and critically important questions.”  More