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#432249 New Malicious AI Report Outlines Biggest ...
Everyone’s talking about deep fakes: audio-visual imitations of people, generated by increasingly powerful neural networks, that will soon be indistinguishable from the real thing. Politicians are regularly laid low by scandals that arise from audio-visual recordings. Try watching the footage that could be created of Barack Obama from his speeches, and the Lyrebird impersonations. You could easily, today or in the very near future, create a forgery that might be indistinguishable from the real thing. What would that do to politics?
Once the internet is flooded with plausible-seeming tapes and recordings of this sort, how are we going to decide what’s real and what isn’t? Democracy, and our ability to counteract threats, is already threatened by a lack of agreement on the facts. Once you can’t believe the evidence of your senses anymore, we’re in serious trouble. Ultimately, you can dream up all kinds of utterly terrifying possibilities for these deep fakes, from fake news to blackmail.
How to solve the problem? Some have suggested that media websites like Facebook or Twitter should carry software that probes every video to see if it’s a deep fake or not and labels the fakes. But this will prove computationally intensive. Plus, imagine a case where we have such a system, and a fake is “verified as real” by news media algorithms that have been fooled by clever hackers.
The other alternative is even more dystopian: you can prove something isn’t true simply by always having an alibi. Lawfare describes a “solution” where those concerned about deep fakes have all of their movements and interactions recorded. So to avoid being blackmailed or having your reputation ruined, you just consent to some company engaging in 24/7 surveillance of everything you say or do and having total power over that information. What could possibly go wrong?
The point is, in the same way that you don’t need human-level, general AI or humanoid robotics to create systems that can cause disruption in the world of work, you also don’t need a general intelligence to threaten security and wreak havoc on society. Andrew Ng, AI researcher, says that worrying about the risks from superintelligent AI is like “worrying about overpopulation on Mars.” There are clearly risks that arise even from the simple algorithms we have today.
The looming issue of deep fakes is just one of the threats considered by the new malicious AI report, which has co-authors from the Future of Humanity Institute and the Centre for the Study of Existential Risk (among other organizations.) They limit their focus to the technologies of the next five years.
Some of the concerns the report explores are enhancements to familiar threats.
Automated hacking can get better, smarter, and algorithms can adapt to changing security protocols. “Phishing emails,” where people are scammed by impersonating someone they trust or an official organization, could be generated en masse and made more realistic by scraping data from social media. Standard phishing works by sending such a great volume of emails that even a very low success rate can be profitable. Spear phishing aims at specific targets by impersonating family members, but can be labor intensive. If AI algorithms enable every phishing scam to become sharper in this way, more people are going to get gouged.
Then there are novel threats that come from our own increasing use of and dependence on artificial intelligence to make decisions.
These algorithms may be smart in some ways, but as any human knows, computers are utterly lacking in common sense; they can be fooled. A rather scary application is adversarial examples. Machine learning algorithms are often used for image recognition. But it’s possible, if you know a little about how the algorithm is structured, to construct the perfect level of noise to add to an image, and fool the machine. Two images can be almost completely indistinguishable to the human eye. But by adding some cleverly-calculated noise, the hackers can fool the algorithm into thinking an image of a panda is really an image of a gibbon (in the OpenAI example). Research conducted by OpenAI demonstrates that you can fool algorithms even by printing out examples on stickers.
Now imagine that instead of tricking a computer into thinking that a panda is actually a gibbon, you fool it into thinking that a stop sign isn’t there, or that the back of someone’s car is really a nice open stretch of road. In the adversarial example case, the images are almost indistinguishable to humans. By the time anyone notices the road sign has been “hacked,” it could already be too late.
As the OpenAI foundation freely admits, worrying about whether we’d be able to tame a superintelligent AI is a hard problem. It looks all the more difficult when you realize some of our best algorithms can be fooled by stickers; even “modern simple algorithms can behave in ways we do not intend.”
There are ways around this approach.
Adversarial training can generate lots of adversarial examples and explicitly train the algorithm not to be fooled by them—but it’s costly in terms of time and computation, and puts you in an arms race with hackers. Many strategies for defending against adversarial examples haven’t proved adaptive enough; correcting against vulnerabilities one at a time is too slow. Moreover, it demonstrates a point that can be lost in the AI hype: algorithms can be fooled in ways we didn’t anticipate. If we don’t learn about these vulnerabilities until the algorithms are everywhere, serious disruption can occur. And no matter how careful you are, some vulnerabilities are likely to remain to be exploited, even if it takes years to find them.
Just look at the Meltdown and Spectre vulnerabilities, which weren’t widely known about for more than 20 years but could enable hackers to steal personal information. Ultimately, the more blind faith we put into algorithms and computers—without understanding the opaque inner mechanics of how they work—the more vulnerable we will be to these forms of attack. And, as China dreams of using AI to predict crimes and enhance the police force, the potential for unjust arrests can only increase.
This is before you get into the truly nightmarish territory of “killer robots”—not the Terminator, but instead autonomous or consumer drones which could potentially be weaponized by bad actors and used to conduct attacks remotely. Some reports have indicated that terrorist organizations are already trying to do this.
As with any form of technology, new powers for humanity come with new risks. And, as with any form of technology, closing Pandora’s box will prove very difficult.
Somewhere between the excessively hyped prospects of AI that will do everything for us and AI that will destroy the world lies reality: a complex, ever-changing set of risks and rewards. The writers of the malicious AI report note that one of their key motivations is ensuring that the benefits of new technology can be delivered to people as quickly, but as safely, as possible. In the rush to exploit the potential for algorithms and create 21st-century infrastructure, we must ensure we’re not building in new dangers.
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Posted in Human Robots
#431862 Want Self-Healing Robots and Tires? ...
We all have scars, and each one tells a story. Tales of tomfoolery, tales of haphazardness, or in my case, tales of stupidity.
Whether the cause of your scar was a push-bike accident, a lack of concentration while cutting onions, or simply the byproduct of an active lifestyle, the experience was likely extremely painful and distressing. Not to mention the long and vexatious recovery period, stretching out for weeks and months after the actual event!
Cast your minds back to that time. How you longed for instant relief from your discomfort! How you longed to have your capabilities restored in an instant!
Well, materials that can heal themselves in an instant may not be far from becoming a reality—and a family of them known as elastomers holds the key.
“Elastomer” is essentially a big, fancy word for rubber. However, elastomers have one unique property—they are capable of returning to their original form after being vigorously stretched and deformed.
This unique property of elastomers has caught the eye of many scientists around the world, particularly those working in the field of robotics. The reason? Elastomer can be encouraged to return to its original shape, in many cases by simply applying heat. The implication of this is the quick and cost-effective repair of “wounds”—cuts, tears, and punctures to the soft, elastomer-based appendages of a robot’s exoskeleton.
Researchers from Vrije University in Brussels, Belgium have been toying with the technique, and with remarkable success. The team built a robotic hand with fingers made of a type of elastomer. They found that cuts and punctures were indeed able to repair themselves simply by applying heat to the affected area.
How long does the healing process take? In this instance, about a day. Now that’s a lot shorter than the weeks and months of recovery time we typically need for a flesh wound, during which we are unable to write, play the guitar, or do the dishes. If you consider the latter to be a bad thing…
However, it’s not the first time scientists have played around with elastomers and examined their self-healing properties. Another team of scientists, headed up by Cheng-Hui Li and Chao Wang, discovered another type of elastomer that exhibited autonomous self-healing properties. Just to help you picture this stuff, the material closely resembles animal muscle— strong, flexible, and elastic. With autogenetic restorative powers to boot.
Advancements in the world of self-healing elastomers, or rubbers, may also affect the lives of everyday motorists. Researchers from the Harvard John A. Paulson School of Engineering and Applied Sciences (SEAS) have developed a self-healing rubber material that could be used to make tires that repair their own punctures.
This time the mechanism of self-healing doesn’t involve heat. Rather, it is related to a physical phenomenon associated with the rubber’s unique structure. Normally, when a large enough stress is applied to a typical rubber, there is catastrophic failure at the focal point of that stress. The self-healing rubber the researchers created, on the other hand, distributes that same stress evenly over a network of “crazes”—which are like cracks connected by strands of fiber.
Here’s the interesting part. Not only does this unique physical characteristic of the rubber prevent catastrophic failure, it facilitates self-repair. According to Harvard researchers, when the stress is released, the material snaps back to its original form and the crazes heal.
This wonder material could be used in any number of rubber-based products.
Professor Jinrong Wu, of Sichuan University, China, and co-author of the study, happened to single out tires: “Imagine that we could use this material as one of the components to make a rubber tire… If you have a cut through the tire, this tire wouldn’t have to be replaced right away. Instead, it would self-heal while driving, enough to give you leeway to avoid dramatic damage,” said Wu.
So where to from here? Well, self-healing elastomers could have a number of different applications. According to the article published by Quartz, cited earlier, the material could be used on artificial limbs. Perhaps it will provide some measure of structural integrity without looking like a tattered mess after years of regular use.
Or perhaps a sort of elastomer-based hybrid skin is on the horizon. A skin in which wounds heal instantly. And recovery time, unlike your regular old human skin of yesteryear, is significantly slashed. Furthermore, this future skin might eliminate those little reminders we call scars.
For those with poor judgment skills, this spells an end to disquieting reminders of our own stupidity.
Image Credit: Vrije Universiteit Brussel / Prof. Dr. ir. Bram Vanderborght Continue reading
Posted in Human Robots
#431828 This Self-Driving AI Is Learning to ...
I don’t have to open the doors of AImotive’s white 2015 Prius to see that it’s not your average car. This particular Prius has been christened El Capitan, the name written below the rear doors, and two small cameras are mounted on top of the car. Bundles of wire snake out from them, as well as from the two additional cameras on the car’s hood and trunk.
Inside is where things really get interesting, though. The trunk holds a computer the size of a microwave, and a large monitor covers the passenger glove compartment and dashboard. The center console has three switches labeled “Allowed,” “Error,” and “Active.”
Budapest-based AImotive is working to provide scalable self-driving technology alongside big players like Waymo and Uber in the autonomous vehicle world. On a highway test ride with CEO Laszlo Kishonti near the company’s office in Mountain View, California, I got a glimpse of just how complex that world is.
Camera-Based Feedback System
AImotive’s approach to autonomous driving is a little different from that of some of the best-known systems. For starters, they’re using cameras, not lidar, as primary sensors. “The traffic system is visual and the cost of cameras is low,” Kishonti said. “A lidar can recognize when there are people near the car, but a camera can differentiate between, say, an elderly person and a child. Lidar’s resolution isn’t high enough to recognize the subtle differences of urban driving.”
Image Credit: AImotive
The company’s aiDrive software uses data from the camera sensors to feed information to its algorithms for hierarchical decision-making, grouped under four concurrent activities: recognition, location, motion, and control.
Kishonti pointed out that lidar has already gotten more cost-efficient, and will only continue to do so.
“Ten years ago, lidar was best because there wasn’t enough processing power to do all the calculations by AI. But the cost of running AI is decreasing,” he said. “In our approach, computer vision and AI processing are key, and for safety, we’ll have fallback sensors like radar or lidar.”
aiDrive currently runs on Nvidia chips, which Kishonti noted were originally designed for graphics, and are not terribly efficient given how power-hungry they are. “We’re planning to substitute lower-cost, lower-energy chips in the next six months,” he said.
Testing in Virtual Reality
Waymo recently announced its fleet has now driven four million miles autonomously. That’s a lot of miles, and hard to compete with. But AImotive isn’t trying to compete, at least not by logging more real-life test miles. Instead, the company is doing 90 percent of its testing in virtual reality. “This is what truly differentiates us from competitors,” Kishonti said.
He outlined the three main benefits of VR testing: it can simulate scenarios too dangerous for the real world (such as hitting something), too costly (not every company has Waymo’s funds to run hundreds of cars on real roads), or too time-consuming (like waiting for rain, snow, or other weather conditions to occur naturally and repeatedly).
“Real-world traffic testing is very skewed towards the boring miles,” he said. “What we want to do is test all the cases that are hard to solve.”
On a screen that looked not unlike multiple games of Mario Kart, he showed me the simulator. Cartoon cars cruised down winding streets, outfitted with all the real-world surroundings: people, trees, signs, other cars. As I watched, a furry kangaroo suddenly hopped across one screen. “Volvo had an issue in Australia,” Kishonti explained. “A kangaroo’s movement is different than other animals since it hops instead of running.” Talk about cases that are hard to solve.
AImotive is currently testing around 1,000 simulated scenarios every night, with a steadily-rising curve of successful tests. These scenarios are broken down into features, and the car’s behavior around those features fed into a neural network. As the algorithms learn more features, the level of complexity the vehicles can handle goes up.
On the Road
After Kishonti and his colleagues filled me in on the details of their product, it was time to test it out. A safety driver sat in the driver’s seat, a computer operator in the passenger seat, and Kishonti and I in back. The driver maintained full control of the car until we merged onto the highway. Then he flicked the “Allowed” switch, his copilot pressed the “Active” switch, and he took his hands off the wheel.
What happened next, you ask?
A few things. El Capitan was going exactly the speed limit—65 miles per hour—which meant all the other cars were passing us. When a car merged in front of us or cut us off, El Cap braked accordingly (if a little abruptly). The monitor displayed the feed from each of the car’s cameras, plus multiple data fields and a simulation where a blue line marked the center of the lane, measured by the cameras tracking the lane markings on either side.
I noticed El Cap wobbling out of our lane a bit, but it wasn’t until two things happened in a row that I felt a little nervous: first we went under a bridge, then a truck pulled up next to us, both bridge and truck casting a complete shadow over our car. At that point El Cap lost it, and we swerved haphazardly to the right, narrowly missing the truck’s rear wheels. The safety driver grabbed the steering wheel and took back control of the car.
What happened, Kishonti explained, was that the shadows made it hard for the car’s cameras to see the lane markings. This was a new scenario the algorithm hadn’t previously encountered. If we’d only gone under a bridge or only been next to the truck for a second, El Cap may not have had so much trouble, but the two events happening in a row really threw the car for a loop—almost literally.
“This is a new scenario we’ll add to our testing,” Kishonti said. He added that another way for the algorithm to handle this type of scenario, rather than basing its speed and positioning on the lane markings, is to mimic nearby cars. “The human eye would see that other cars are still moving at the same speed, even if it can’t see details of the road,” he said.
After another brief—and thankfully uneventful—hands-off cruise down the highway, the safety driver took over, exited the highway, and drove us back to the office.
Driving into the Future
I climbed out of the car feeling amazed not only that self-driving cars are possible, but that driving is possible at all. I squint when driving into a tunnel, swerve to avoid hitting a stray squirrel, and brake gradually at stop signs—all without consciously thinking to do so. On top of learning to steer, brake, and accelerate, self-driving software has to incorporate our brains’ and bodies’ unconscious (but crucial) reactions, like our pupils dilating to let in more light so we can see in a tunnel.
Despite all the progress of machine learning, artificial intelligence, and computing power, I have a wholly renewed appreciation for the thing that’s been in charge of driving up till now: the human brain.
Kishonti seemed to feel similarly. “I don’t think autonomous vehicles in the near future will be better than the best drivers,” he said. “But they’ll be better than the average driver. What we want to achieve is safe, good-quality driving for everyone, with scalability.”
AImotive is currently working with American tech firms and with car and truck manufacturers in Europe, China, and Japan.
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Posted in Human Robots