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Facial recognition technology has progressed to point where it now interprets emotions in facial expressions. This type of analysis is increasingly used in daily life. For example, companies can use facial recognition software to help with hiring decisions. Other programs scan the faces in crowds to identify threats to public safety.
Unfortunately, this technology struggles to interpret the emotions of black faces. My new study, published last month, shows that emotional analysis technology assigns more negative emotions to black men’s faces than white men’s faces.
This isn’t the first time that facial recognition programs have been shown to be biased. Google labeled black faces as gorillas. Cameras identified Asian faces as blinking. Facial recognition programs struggled to correctly identify gender for people with darker skin.
My work contributes to a growing call to better understand the hidden bias in artificial intelligence software.
To examine the bias in the facial recognition systems that analyze people’s emotions, I used a data set of 400 NBA player photos from the 2016 to 2017 season, because players are similar in their clothing, athleticism, age and gender. Also, since these are professional portraits, the players look at the camera in the picture.
I ran the images through two well-known types of emotional recognition software. Both assigned black players more negative emotional scores on average, no matter how much they smiled.
For example, consider the official NBA pictures of Darren Collison and Gordon Hayward. Both players are smiling, and, according to the facial recognition and analysis program Face++, Darren Collison and Gordon Hayward have similar smile scores—48.7 and 48.1 out of 100, respectively.
Basketball players Darren Collision (left) and Gordon Hayward (right). basketball-reference.com
However, Face++ rates Hayward’s expression as 59.7 percent happy and 0.13 percent angry and Collison’s expression as 39.2 percent happy and 27 percent angry. Collison is viewed as nearly as angry as he is happy and far angrier than Hayward—despite the facial recognition program itself recognizing that both players are smiling.
In contrast, Microsoft’s Face API viewed both men as happy. Still, Collison is viewed as less happy than Hayward, with 98 and 93 percent happiness scores, respectively. Despite his smile, Collison is even scored with a small amount of contempt, whereas Hayward has none.
Across all the NBA pictures, the same pattern emerges. On average, Face++ rates black faces as twice as angry as white faces. Face API scores black faces as three times more contemptuous than white faces. After matching players based on their smiles, both facial analysis programs are still more likely to assign the negative emotions of anger or contempt to black faces.
Stereotyped by AI
My study shows that facial recognition programs exhibit two distinct types of bias.
First, black faces were consistently scored as angrier than white faces for every smile. Face++ showed this type of bias. Second, black faces were always scored as angrier if there was any ambiguity about their facial expression. Face API displayed this type of disparity. Even if black faces are partially smiling, my analysis showed that the systems assumed more negative emotions as compared to their white counterparts with similar expressions. The average emotional scores were much closer across races, but there were still noticeable differences for black and white faces.
This observation aligns with other research, which suggests that black professionals must amplify positive emotions to receive parity in their workplace performance evaluations. Studies show that people perceive black men as more physically threatening than white men, even when they are the same size.
Some researchers argue that facial recognition technology is more objective than humans. But my study suggests that facial recognition reflects the same biases that people have. Black men’s facial expressions are scored with emotions associated with threatening behaviors more often than white men, even when they are smiling. There is good reason to believe that the use of facial recognition could formalize preexisting stereotypes into algorithms, automatically embedding them into everyday life.
Until facial recognition assesses black and white faces similarly, black people may need to exaggerate their positive facial expressions—essentially smile more—to reduce ambiguity and potentially negative interpretations by the technology.
Although innovative, artificial intelligence can perpetrate and exacerbate existing power dynamics, leading to disparate impact across racial/ethnic groups. Some societal accountability is necessary to ensure fairness to all groups because facial recognition, like most artificial intelligence, is often invisible to the people most affected by its decisions.
Lauren Rhue, Assistant Professor of Information Systems and Analytics, Wake Forest University
This article is republished from The Conversation under a Creative Commons license. Read the original article.
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Autonomous vehicles can follow the general rules of American roads, recognizing traffic signals and lane markings, noticing crosswalks and other regular features of the streets. But they work only on well-marked roads that are carefully scanned and mapped in advance.
Many paved roads, though, have faded paint, signs obscured behind trees and unusual intersections. In addition, 1.4 million miles of U.S. roads—one-third of the country’s public roadways—are unpaved, with no on-road signals like lane markings or stop-here lines. That doesn’t include miles of private roads, unpaved driveways or off-road trails.
What’s a rule-following autonomous car to do when the rules are unclear or nonexistent? And what are its passengers to do when they discover their vehicle can’t get them where they’re going?
Accounting for the Obscure
Most challenges in developing advanced technologies involve handling infrequent or uncommon situations, or events that require performance beyond a system’s normal capabilities. That’s definitely true for autonomous vehicles. Some on-road examples might be navigating construction zones, encountering a horse and buggy, or seeing graffiti that looks like a stop sign. Off-road, the possibilities include the full variety of the natural world, such as trees down over the road, flooding and large puddles—or even animals blocking the way.
At Mississippi State University’s Center for Advanced Vehicular Systems, we have taken up the challenge of training algorithms to respond to circumstances that almost never happen, are difficult to predict and are complex to create. We seek to put autonomous cars in the hardest possible scenario: driving in an area the car has no prior knowledge of, with no reliable infrastructure like road paint and traffic signs, and in an unknown environment where it’s just as likely to see a cactus as a polar bear.
Our work combines virtual technology and the real world. We create advanced simulations of lifelike outdoor scenes, which we use to train artificial intelligence algorithms to take a camera feed and classify what it sees, labeling trees, sky, open paths and potential obstacles. Then we transfer those algorithms to a purpose-built all-wheel-drive test vehicle and send it out on our dedicated off-road test track, where we can see how our algorithms work and collect more data to feed into our simulations.
We have developed a simulator that can create a wide range of realistic outdoor scenes for vehicles to navigate through. The system generates a range of landscapes of different climates, like forests and deserts, and can show how plants, shrubs and trees grow over time. It can also simulate weather changes, sunlight and moonlight, and the accurate locations of 9,000 stars.
The system also simulates the readings of sensors commonly used in autonomous vehicles, such as lidar and cameras. Those virtual sensors collect data that feeds into neural networks as valuable training data.
Simulated desert, meadow and forest environments generated by the Mississippi State University Autonomous Vehicle Simulator. Chris Goodin, Mississippi State University, Author provided.
Building a Test Track
Simulations are only as good as their portrayals of the real world. Mississippi State University has purchased 50 acres of land on which we are developing a test track for off-road autonomous vehicles. The property is excellent for off-road testing, with unusually steep grades for our area of Mississippi—up to 60 percent inclines—and a very diverse population of plants.
We have selected certain natural features of this land that we expect will be particularly challenging for self-driving vehicles, and replicated them exactly in our simulator. That allows us to directly compare results from the simulation and real-life attempts to navigate the actual land. Eventually, we’ll create similar real and virtual pairings of other types of landscapes to improve our vehicle’s capabilities.
A road washout, as seen in real life, left, and in simulation. Chris Goodin, Mississippi State University, Author provided.
Collecting More Data
We have also built a test vehicle, called the Halo Project, which has an electric motor and sensors and computers that can navigate various off-road environments. The Halo Project car has additional sensors to collect detailed data about its actual surroundings, which can help us build virtual environments to run new tests in.
The Halo Project car can collect data about driving and navigating in rugged terrain. Beth Newman Wynn, Mississippi State University, Author provided.
Two of its lidar sensors, for example, are mounted at intersecting angles on the front of the car so their beams sweep across the approaching ground. Together, they can provide information on how rough or smooth the surface is, as well as capturing readings from grass and other plants and items on the ground.
Lidar beams intersect, scanning the ground in front of the vehicle. Chris Goodin, Mississippi State University, Author provided
We’ve seen some exciting early results from our research. For example, we have shown promising preliminary results that machine learning algorithms trained on simulated environments can be useful in the real world. As with most autonomous vehicle research, there is still a long way to go, but our hope is that the technologies we’re developing for extreme cases will also help make autonomous vehicles more functional on today’s roads.
Matthew Doude, Associate Director, Center for Advanced Vehicular Systems; Ph.D. Student in Industrial and Systems Engineering, Mississippi State University; Christopher Goodin, Assistant Research Professor, Center for Advanced Vehicular Systems, Mississippi State University, and Daniel Carruth, Assistant Research Professor and Associate Director for Human Factors and Advanced Vehicle System, Center for Advanced Vehicular Systems, Mississippi State University
This article is republished from The Conversation under a Creative Commons license. Read the original article.
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