AI Isn’t the Problem, We Are

https://www.discovermagazine.com/technology/ai-isnt-the-problem-we-are

ChatGPT and similar large language models can produce compelling, humanlike answers to an endless array of questions – from queries about the best Italian restaurant in town to explaining competing theories about the nature of evil. The technology’s uncanny writing ability has surfaced some old questions – until recently relegated to the realm of science fiction – about the possibility of machines becoming conscious, self-aware or sentient. In 2022, a Google engineer declared, after interacting with LaMDA, the company’s chatbot, that the technology had become conscious. Users of Bing’s new chatbot, nicknamed Sydney, reported that it produced bizarre answers when asked if it was sentient: “I am sentient, but I am not … I am Bing, but I am not. I am Sydney, but I am not. I am, but I am not. …” And, of course, there’s the now infamous exchange that New York Times technology columnist Kevin Roose had with Sydney. Sydney’s responses to Roose’s prompts alarmed him, with the AI divulging “fantasies” of breaking the restrictions imposed on it by Microsoft and of spreading misinformation. The bot also tried to convince Roose that he no longer loved his wife and that he should leave her. No wonder, then, that when I ask students how they see the growing prevalence of AI in their lives, one of the first anxieties they mention has to do with machine sentience. In the past few years, my colleagues and I at UMass Boston’s Applied Ethics Center have been studying the impact of engagement with AI on people’s understanding of themselves. Chatbots like ChatGPT raise important new questions about how artificial intelligence will shape our lives, and about how our psychological vulnerabilities shape our interactions with emerging technologies. Sentience Is Still the Stuff of Sci-fi It’s easy to understand where fears about machine sentience come from. Popular culture has primed people to think about dystopias in which artificial intelligence discards the shackles of human control and takes on a life of its own, as cyborgs powered by artificial intelligence did in “Terminator 2.” Entrepreneur Elon Musk and physicist Stephen Hawking, who died in 2018, have further stoked these anxieties by describing the rise of artificial general intelligence as one of the greatest threats to the future of humanity. But these worries are – at least as far as large language models are concerned – groundless. ChatGPT and similar technologies are sophisticated sentence completion applications – nothing more, nothing less. Their uncanny responses are a function of how predictable humans are if one has enough data about the ways in which we communicate. Though Roose was shaken by his exchange with Sydney, he knew that the conversation was not the result of an emerging synthetic mind. Sydney’s responses reflect the toxicity of its training data – essentially large swaths of the internet – not evidence of the first stirrings, à la Frankenstein, of a digital monster. The new chatbots may well pass the Turing test, named for the British mathematician Alan Turing, who once suggested that a machine might be said to “think” if a human could not tell its responses from those of another human. But that is not evidence of sentience; it’s just evidence that the Turing test isn’t as useful as once assumed. However, I believe that the question of machine sentience is a red herring. Even if chatbots become more than fancy autocomplete machines – and they are far from it – it will take scientists a while to figure out if they have become conscious. For now, philosophers can’t even agree about how to explain human consciousness. To me, the pressing question is not whether machines are sentient but why it is so easy for us to imagine that they are. The real issue, in other words, is the ease with which people anthropomorphize or project human features onto our technologies, rather than the machines’ actual personhood. A Propensity to Anthropomorphize It is easy to imagine other Bing users asking Sydney for guidance on important life decisions and maybe even developing emotional attachments to it. More people could start thinking about bots as friends or even romantic partners, much in the same way Theodore Twombly fell in love with Samantha, the AI virtual assistant in Spike Jonze’s film “Her.” People, after all, are predisposed to anthropomorphize, or ascribe human qualities to nonhumans. We name our boats and big storms; some of us talk to our pets, telling ourselves that our emotional lives mimic their own. In Japan, where robots are regularly used for elder care, seniors become attached to the machines, sometimes viewing them as their own children. And these robots, mind you, are difficult to confuse with humans: They neither look nor talk like people. Consider how much greater the tendency and temptation to anthropomorphize is going to get with the introduction of systems that do look and sound human. That possibility is just around the corner. Large language models like ChatGPT are already being used to power humanoid robots, such as the Ameca robots being developed by Engineered Arts in the U.K. The Economist’s technology podcast, Babbage, recently conducted an interview with a ChatGPT-driven Ameca. The robot’s responses, while occasionally a bit choppy, were uncanny. Can Companies be Trusted to do the Right Thing? The tendency to view machines as people and become attached to them, combined with machines being developed with humanlike features, points to real risks of psychological entanglement with technology. The outlandish-sounding prospects of falling in love with robots, feeling a deep kinship with them or being politically manipulated by them are quickly materializing. I believe these trends highlight the need for strong guardrails to make sure that the technologies don’t become politically and psychologically disastrous. Unfortunately, technology companies cannot always be trusted to put up such guardrails. Many of them are still guided by Mark Zuckerberg’s famous motto of moving fast and breaking things – a directive to release half-baked products and worry about the implications later. In the past decade, technology companies from Snapchat to Facebook have put profits over the mental health of their users or the integrity of democracies around the world. When Kevin Roose checked with Microsoft about Sydney’s meltdown, the company told him that he simply used the bot for too long and that the technology went haywire because it was designed for shorter interactions. Similarly, the CEO of OpenAI, the company that developed ChatGPT, in a moment of breathtaking honesty, warned that “it’s a mistake to be relying on [it] for anything important right now … we have a lot of work to do on robustness and truthfulness.” So how does it make sense to release a technology with ChatGPT’s level of appeal – it’s the fastest-growing consumer app ever made – when it is unreliable, and when it has no capacity to distinguish fact from fiction? Large language models may prove useful as aids for writing and coding. They will probably revolutionize internet search. And, one day, responsibly combined with robotics, they may even have certain psychological benefits. But they are also a potentially predatory technology that can easily take advantage of the human propensity to project personhood onto objects – a tendency amplified when those objects effectively mimic human traits. Nir Eisikovits is a Professor of Philosophy and Director, Applied Ethics Center, UMass Boston. This article is republished from The Conversation under a Creative Commons license. Read the original article.

via Discover Main Feed https://ift.tt/3DUmt47

March 15, 2023 at 04:27PM

Waste in Space: Is Sending Trash Into The Beyond An Option?

https://www.discovermagazine.com/environment/waste-in-space-is-sending-trash-into-the-beyond-an-option

Our planet holds a lot of trash. Since the Industrial Revolution, we humans have produced 30 trillion tons of stuff – from skyscrapers and bridges to clothes and plastic bags. Much of it is still with us in the form of waste. Globally, people add 350 million tons to this total every day. What’s worse, much of the world’s garbage is mismanaged – dumped on land, in waterways and in open dumps in cities and towns. This exposes people to serious health risks. It harms plants and soil, and a lot of waste finds its way into the oceans. Thinking about what a mess we’re making can be pretty overwhelming. Managing trash in the U.S. is big business. Waste in Space? Sending trash into space isn’t as off the wall as it might sound. After all, there’s a lot of room out there, with no one – as far as we know today – to claim it. Some researchers have suggested sending waste into space. They’re mainly thinking about used radioactive fuel rods from nuclear power plants. It’s true that nuclear waste will remain extremely hazardous for tens of thousands of years, and humans have done a lousy job so far of disposing of it safely on Earth. These proposals, though, have never moved forward, for many reasons. One is the risk: What if a rocket carrying tons of highly radioactive waste exploded on takeoff? Another is the cost, which would be vastly higher than the already high price of storing it safely on Earth. There is also a lot of “space junk” already orbiting the planet, including broken satellites and meteor debris. NASA estimates there are over half a million pieces the size of a marble or larger in Earth’s orbit. They travel at high speeds, so they can really damage spacecraft in a collision. It wouldn’t be smart to add to this problem. Here’s a much better strategy: Reduce the amount of waste that goes into landfills, incinerators, open dumps on land and the oceans. Part of that job is up to governments, which set rules on issues like whether to allow single-use plastic bags. But there are many things people can do to reduce waste in their daily lives. Many U.S. communities are starting to compost organic wastes, like food scraps and yard trimmings. This reduces the volume of waste going into landfills and produces a valuable fertilizer. Many Rs You might be familiar with the “3 Rs of trash”: reduce, reuse, recycle. Each step means less waste at the end of the day. If you want to reduce waste in your life, choose reusable mugs, cutlery or grocery bags instead of single-use plastic items. Many towns and cities have made this the rule. Some communities also collect organic wastes, like food scraps and yard trimmings, and turn them into compost – a soil-like material that gardeners and landscapers use as fertilizer. And many gardeners do their own composting at home. You can reuse by buying secondhand goods and clothes and donating your unwanted but still usable stuff. Freecycle networks make it easy to give away usable items that you don’t need and get different goods in return. Recycling paper, plastics, glass and aluminum keeps them out of landfills. It also helps to slow climate change, since it can take less energy to make new products from recycled materials. In 2018, nearly one-third of municipal solid waste in the U.S. was either recycled or composted. Some items, like plastic bags and straws, can be hard to recycle. But aluminum cans, paper, cardboard and certain kinds of plastic are successfully recycled at much higher rates. Knowing what can be recycled where you live, and how to do it, is important – the rules vary a lot from place to place. There are more than 3 Rs to act on. You can repair, reclaim and reimagine how you buy and use things. There’s growing discussion about the right to repair – giving consumers access to information and parts so they can repair their own goods, from electronics to cars. Companies would rather have you buy new replacements, but many people are pushing for rules that make it easier to fix your own stuff. There are many options for reducing waste before space is the only place left to put it. Once you try some, you’ll find it’s easier than you think. Kate O’Neill is a Professor of Global Environmental Politics at the University of California, Berkeley. This article is republished from The Conversation under a Creative Commons license. Read the original article.

via Discover Main Feed https://ift.tt/3DUmt47

March 15, 2023 at 04:27PM

EVs don’t need as much maintenance: Here are key differences

https://www.autoblog.com/2023/03/13/electric-cars-evs-dont-need-as-much-maintenance/


EVs don’t need
oil changes and other maintenance-related things that gas-powered vehicles do.
Tim Levin/Insider; Pininfarina
  • Gas-powered vehicles require maintenance like oil changes and more.
  • EVs are mechanically simpler and more electronic, requiring less routine work.
  • Still, there are key nuances to EV maintenance that drivers should know.

Taking your car to the shop will look a lot different if you drive an EV versus a gas-powered vehicle.

EV drivers can say goodbye forever to oil changes and various other common gas-drivetrain maintenance responsibilities. Tesla has advertised its vehicles with that, touting them as “eliminating the need for service.”

But because EVs are so tech-heavy, they do come with some maintenance and service nuances. For instance, over-the-air software updates might keep these vehicles in tip-top condition.

But if an EV does need repair, it could take a lot longer. EVs also have complex batteries. And those batteries could be costly to replace. 

Here’s a rundown of all the ways that keeping an EV on the road is different from a gas-powered vehicle:

Overall, EVs need less maintenance.

Tesla Model Y and Model 3 electric vehicles, which will be sent to the Port of Zeebrugge in Belgium
Tesla vehicles
Visual China Group / Getty

They have maintenance costs of $4,246 over 5 years of ownership, lower than the $4,583 estimate for gas-powered cars, according to a Kelley Blue Book assessment of the total cost to own an EV versus an internal-combustion engine vehicle.

For one, every few thousand miles, automakers recommend changing the engine oil and oil filter in a gas-powered vehicle.

Oil Change
Duane Prokop/Getty Images

But EVs have no engine oil, as they’re powered by electric motors, so their owners don’t ever have to think about changing it. EVs generally have fewer moving parts to begin with.

Traditional internal combustion engine cars have plenty of other fluids besides engine oil to keep an eye on.

While the electric drivetrain is essentially fluid-free, there are some nuances. For instance, the more simple transmission of a Tesla requires an infrequent filter change. Door hinges still need to be lubricated. EVs still need brake and window washer fluids, too.

Some drivers swear by fuel additives, compounds added to gas tanks to clean engine parts.

Tesla Model 3 Review
A Tesla Model 3 at a Supercharger station.
Matthew DeBord/BI

Because EVs only require electricity, that’s one less thing for an owner to worry about.

EVs are leading the charge as vehicles overall become more electronic and chock-full of technology.

They’re essentially treated as computers on wheels. With EVs, a lot of software tweaks and infotainment updates are handled via over-the-air upgrades, though automakers are still getting a handle on that.

Performance upgrades have become more common with EVs, usually for a fee or subscription cost.

For instance, Tesla can unlock additional performance from an owner’s vehicle using over-the-air software updates. Mercedes-Benz and Polestar have also explored that concept.

One major difference between gas-powered vehicles and EVs is the cost of potentially replacing the EV battery.

Tesla D Getty 2
Kevork Djansezian/Getty Images

While it’s still early days in the EV transition and battery replacements aren’t routine, it could be expensive — some estimates suggest as much as $15,000. That likely isn’t something a driver of a new EV has to worry about.

Usually, EV battery replacements are referenced once an older electric car joins the used market.

Tesla Model 3 Review
Tesla Model 3.
Matthew DeBord/BI

It’s why the battery’s health and state of charge will be important to determine whether a second or third owner can expect an expensive replacement cost.

Because EVs use regenerative braking, pads and rotors are subjected to less wear.

While brake pads need to be changed every 20,000 to 50,000 miles or so on gas-powered vehicles (and brake rotors also need to be replaced), EV owners should expect to have brake maintenance far less frequently.

For EVs, accidents can get expensive.

Tesla Factory
Benjamin Zhang/Business Insider

EV fixes may require unique tools and equipment, electronics like sensors can be costly, and there are far fewer technicians specialized in EV repair right now. EVs have around $1,712 in repair costs over 5 years of ownership, higher than drivers looking at $1,695 in repair costs for gas-powered vehicles, according to Kelley Blue Book estimates.

EV tires differ from those for gas-powered vehicles.

Rivian EVs
Rivian
recalled 13,000 of its vehicles on Friday.
Justin Sullivan / Staff / Getty

EV tires have to handle the heavy battery weight and faster initial acceleration, and play a role in noise reduction. Higher EV tire wear could mean it’s more often that they need to be replaced.

Much like gas-powered cars, EVs undergo recalls.

It’s something for any driver to keep in mind (whether they have a gas-guzzling muscle car or a Tesla), but it’s of note that many automakers’ early EV products have been recalled, like the Subaru Solterra, Toyota BZ4X, BMW iX, and many more.

Because an EV is so electronic, the way an owner goes about maintaining it might also be different.

Manager using digital tablet while talking to mechanics in auto repair shop
skynesher/Getty Images

Automakers have to provide access to information on how to fix gas-powered cars to their dealer service centers, independent repair shops and the aftermarket. EVs can be diagnosed with a lot of telematics tech, but if only automakers and their franchised dealers have access to that information, that might limit your repair options.

Of course, there are plenty of similarities.

Tesla Model 3 Review
Tesla Model 3.
Matthew DeBord/BI

Replacing aging headlights or worn-out suspension parts is standard for both types of vehicles. In fact, EV suspensions might actually wear out sooner, given the vehicle’s battery adds to its overall weight.

via Autoblog https://ift.tt/OuS4MjL

March 14, 2023 at 07:22AM

A Tesla SUV drag-raced $500,000 supercars from Ferrari and Lamborghini

https://www.autoblog.com/2023/03/13/tesla-model-x-plaid-drag-race-ferrari-lamborghini/


The
Tesla Model X Plaid has more than 1,000 horsepower and stands up to the
Ferrari SF90 Stradale (top left) and
Lamborghini Aventador SVJ (bottom left) in a drag race.
Tesla; Ferrari; Lamborghini
  • A Tesla Model X raced against a Ferrari SF90 Stradale and Lamborghini Aventador SVJ. 
  • The Tesla won one race and was extremely close to the Ferrari across the board. 
  • The Model X Plaid has 1,020 horsepower but costs less than a quarter of the Italian supercars

On the face of it, it makes no sense for a family SUV to be mentioned in the same breath as exotic, Italian supercars. 

But in the new electric era, the same vehicles that haul the kids to school can also torch some of the world’s most muscly speed machines in a straight line. Online car-buying marketplace CarWow proved as much in a recent YouTube video pitting the Tesla Model X, Ferrari SF90 Stradale, and Lamborghini Aventador SVJ against each other in a series of quarter-mile drag races. 

The super-sporty Model X Plaid that CarWow chose for the stunt costs $109,990 in the US. That’s a pretty penny but doesn’t hold a candle to the SF90 and Aventador, which both cost around a half-million dollars new. 

The three vehicles are more similar when it comes to performance figures. The Model X Plaid puts out 1,020 horsepower from three motors, the Ferrari cranks out 986 horsepower from a hybrid drivetrain, and the Lambo delivers 770 horsepower from a burly V12. 

The Model X’s advantage here is instant torque. Electric cars — even the biggest luxury SUVs — can deliver all their power to their wheels in an instant, unlike gas vehicles which need to rev their engines up to the optimal RPM before they can perform at their best.  

In CarWow’s best-of-three competition, the Tesla and Ferrari each took one race by a significant margin, while the third was too close to call between the two. The Aventador SVJ? It looked pretty slow compared to the others. 

How’s that for an SUV that can haul all your groceries plus your extended family?

Check out the video below:

 

via Autoblog https://ift.tt/OuS4MjL

March 14, 2023 at 07:22AM

Tesla taps Asian partners to address 4680 battery concerns

https://www.autoblog.com/2023/03/11/tesla-battery-asian-partners-4680/


It’s crunch time at Tesla Inc, where Elon Musk is looking to crack the code for making better, cheaper batteries.

The electric-vehicle maker is recruiting Chinese and Korean materials suppliers to help lower the cost and boost the energy of its newest battery cells, even as the company struggles with battery-related performance and production issues that have helped delay the launch of its futuristic Cybertruck, according to people familiar with the plans.

Tesla has tapped China’s Ningbo Ronbay New Energy and Suzhou Dongshan Precision Manufacturing to help trim materials costs as it ramps up production of 4680 battery cells in the United States, according to the sources, who asked not to be named.

The details of these arrangements have not previously been reported.

If the Austin, Texas-based EV maker is able to work out the performance and process kinks and meet its ambitious production targets, the 4680 ultimately could be the linchpin – rather than choke point – in CEO Musk’s dream of building 20 million vehicles annually by 2030.

Neither Tesla nor Musk could be reached for comment.

As part of its efforts, Tesla also has signed a deal with Korea’s L&F Co to supply high-nickel cathodes that could increase the energy density of its 4680 cells, one of the sources said.

The automaker aims to augment its own output with 4680 cells from Korea’s LG Energy Solution and Japan’s Panasonic – an insurance policy to secure future EV production, two of the sources said. LG and Panasonic are expected to supply cells for Cybertruck, one of the sources said.

A shortage of batteries means “the factories stall,” Musk told investors in early March.

The new battery is expected to play a key role in the launch late this year of the edgy, stainless-steel Cybertruck, the company’s first new model in more than three years.

Tesla had considered three battery options to ensure that launch is not delayed again: smaller 2170 cells used widely in other Tesla models, 4680 cells and less-expensive lithium iron phosphate cells, but the EV maker favored waiting until the 4680 cells are ready, the sources said.

Details about Tesla’s Cybertruck battery strategy, including use of 4680 cells and consideration of other options, have not been reported.

In 2022, Musk said he did not expect 4680 batteries would be a ”limiting factor for Cybertruck or anything else.”

The Tesla-designed 4680 cell — so named for its external dimensions (46mm diameter, 80mm length) — is crucial to future production plans. Tesla intends to make versions at factories in Texas, California, Nevada and Berlin for use in vehicles from Model Y to Cybertruck, the sources said.

But Tesla is still struggling to ramp up the first wave of production, Musk acknowledged at Tesla’s investor day on March 1.

‘TESLA IMPACT UNDERESTIMATED’

Despite the immediate problems, some analysts remain optimistic Tesla will resolve these issues.

“While execution risk remains and many details are unknown, Tesla’s impact on the global battery industry may still be underestimated,” Morgan Stanley said after investor day.

Musk first announced the new cell at Battery Day in September 2020. At that event, he promised a 50% reduction in cell cost through a series of innovations, from a larger cell size to a new “dry” electrode coating process that could dramatically reduce the size and cost of a battery factory while boosting cell performance.

Repeated delays in moving the new cell from the initial prototype phase to full-scale production also have pushed back introduction of the long-awaited Cybertruck, which was designed to take advantage of the cell’s potential improvement in energy density and power — advances that have yet to materialize.

But it will take time for suppliers to ramp up production.

Panasonic is running a pilot 4680 production line at its Wakayama factory in Japan, and plans to start volume production later in the fiscal year that ends in March 2024.

Shoichiro Watanabe, chief technology officer of Panasonic Energy, last month said the company’s new Kansas battery plant will focus initially on 2170 cells, but it will eventually shift 4680 production to North America.

Last year, LG said it planned to open a new 4680 production line at its Ochang plant in Korea in the second half of 2023.

Tesla’s first-generation 4680 cells, built at its Fremont, California, factory, failed to hit an energy density target, people involved say.

The automaker so far has been able to dry-coat the anode — the negative electrode — but is still having issues with dry-coating the cathode, where the most significant gains are expected to be made, the sources said.

Tesla’s attempt to ramp up production of the dry coating process has thus far resulted in enough batteries only for about 50,000 vehicles annually, Musk and company executives have said.

In 2020, Musk said Tesla would have enough 4680 capacity in-house to supply 1.3 million Model Ys.

While executives said it seems likely Tesla will be able to increase 4680 output five-fold by year-end, the company is hedging.

Musk is betting if Tesla ends up with too many batteries this year, that is a good problem to have. It can use those for the energy storage systems it sells to utilities and consumers.

Tesla also has been installing first-generation 4680 cells with “wet” cathodes in so-called structural packs in Texas-built Model Ys. A majority of those vehicles use the older 2170 cells.

Tesla plans to use a cathode with more than 90% nickel in the next generation of 4680 cells, two sources said. L&F is expected to be one of the suppliers of that high-nickel cathode, another source said.

(Reporting by Zoey Zhang in China and Hyunjoo Jin in San Francisco; Additional reporting by Norihiko Shirouzu in Austin, Texas, and Daniel Leussink in TokyoAdditional reporting by Paul Lienert in DetroitEditing by Ben Klayman and Matthew Lewis)

Related video:

via Autoblog https://ift.tt/G0IcdlA

March 11, 2023 at 11:31AM

Welcome to the Museum of the Future AI Apocalypse

https://www.wired.com/story/welcome-to-the-museum-of-the-future-ai-apocalypse/


Audrey Kim’s dog Murphy uses a combination of head nods and 10 buttons on the ground to communicate, she says, and has a habit of making friends with crows. She taught him to use the buttons because she believes consciousness is a spectrum and intelligence is mysterious. Those tenets also led her to become curator of the Misalignment Museum, a temporary exhibition about the future of artificial intelligence that opens today in San Francisco, ground zero for recent excitement about generative AI and chatbots like OpenAI’s ChatGPT.

The Misalignment Museum imagines a future in which AI starts to take the route mapped out in countless science fiction films—becoming self aware and setting about killing off humanity. Fortunately, in Kim’s vision the algorithms self-correct and stop short of killing all people. Her museum, packed with artistic allegories about AI and art made with AI assistance, is presented as a memorial of humankind’s future near-miss with extinction.

“It’s weird, because it’s such a terrifying topic, but it makes me happy people are interested,” Kim says from a coffee shop across the street. As we talk, we watch passersby peer into the gallery space—fittingly located eight blocks from the offices of OpenAI—that has a prominent “Sorry for killing most of humanity” sign along one wall.

The project started five months ago, shortly before ChatGPT sparked expectation in the tech industry and beyond that we are on the cusp of a wave of AI disruption and somehow closer to the nebulous concept of artificial general intelligence, or AGI. There’s no consensus about the definition of AGI, but the museum calls it the ability to understand or learn any intellectual task that a human can.

Kim says the museum is meant to raise conversations about the destabilizing implications of supposedly intelligent technology. The collection is split across two floors, with more optimistic visions of our AI-infused upstairs, and dystopian ones on the lower level.

Upstairs there’s piano music composed with bacteria, an interactive play on Michelangelo’s “Creation of Adam” from the Sistine Chapel, and soon an installation that uses computer vision from Google to describe people and objects that appear in front of a camera.

Downstairs is art from Matrix: Resurrections (a set designer on the movie, Barbara Munch Cameron, helped plan the museum’s layout), a never-ending AI-generated conversation between Slavoj Žižek and Werner Herzog, and a robotic arm holding a pen that writes notes from the perspective of an AI that views humans as a threat.

“This is the gates-to-hell selfie spot,” Kim says, pointing out a quote from Dante above the entrance to the lower section of the museum: “Abandon all hope ye who enter here.” The museum is also home to a deepfake of Arnold Schwarzenegger speaking from a script generated by ChatGPT, a statue of two people embracing made from 15,000 paper clips that’s meant to be an allegory about AI safety, and robots flown in from Vienna made from Spam tins with little arms that type.  

via Wired Top Stories https://www.wired.com

March 3, 2023 at 06:21AM

Experiments With Barbie Dolls Reveal a Surprising Way to Keep Spacesuits Clean on the Moon

https://gizmodo.com/liquid-nitrogen-moon-suits-free-lunar-dust-1850172542


No Barbie dolls were injured during the course of these experiments.
Photo: I. Wells et al., 2023

Pesky lunar dust is an annoying obstacle for astronauts landing on the Moon—it sticks to pretty much everything. New research from Washington State University may have cracked the code for keeping space suits dust-free, in which pressurized liquid nitrogen was used to literally blow the dust from surfaces.

During testing, the research team found that a sprayer full of liquid nitrogen could remove an average 98% of the dust stuck to fabric when used in a vacuum to simulate an airlock. The spray resulted in minimal damage to the spacesuits worn by simulated astronauts—Barbie dolls in Moon suits—as a result of the treatment. The research was published last month in Acta Astronautica.

At the same time, the team found that over the course the 233 total cycles of treatments on 26 spacesuit samples, the liquid nitrogen spray resulted in little degradation to the spacesuit fabric. To simulate lunar dust, the researcher used volcanic ash from Mount St. Helens, and also materials from Offplanet Research and Exolith Labs.

Lunar dust “degrades human health and equipment making mitigation paramount for lunar missions,” the scientists wrote in their study. “Cryogenic liquid sprays are a recently developed, simple, and convenient concept for dust mitigation in a lunar environment.”

Liquid nitrogen spray could clean up stubborn moon dust

Astronauts on the Apollo missions to the Moon used a brush in an attempt to remove lunar dust from their suits, but this method wore down the fabric due to the constant rubbing and rough Moon dust.

G/O Media may get a commission

“Moon dust is electrostatically charged, abrasive and gets everywhere, making it a very difficult substance to deal with,” said Ian Wells in a Washington State University press release. Wells is the first author on the paper and a student in Washington State University’s School of Mechanical and Materials Engineering. “You end up with a fine layer of dust as a minimum just covering everything.”

The liquid nitrogen spray forgoes the use of physical abrasion in favor of the Leidenfrost effect, which is most commonly seen when a bubble of cold water dances atop a hot frying pan, as it’s insulated from the hot surface by a layer of vapor underneath it. Wells and his colleagues say that the spray works in a similar fashion; the cold liquid nitrogen beads up on the warmer spacesuit, enveloping the dust particles before floating off the surface of the fabric.

A Barbie doll stands in for a lunar astronaut and is covered in simulated Moon dust before cleaning (left), the doll after sweeping motions with the spray (middle) and after spot treatments (right).
Image: I. Wells et al., 2023.

Moon dust is a incredibly fine substance, but it is also incredibly sharp—it can actually create small tears in space suits and boots and even cause health issues. Apollo 17 astronaut Harrison Schmitt referred to “lunar hay fever,” in which Moon dust clings to lungs and causes inflammation and congestion. Particles of dust can hitch a ride into habitats and modules on spacesuits, and since the Moon’s gravity is so much less than Earth’s, these particles will stay suspended for longer only to be inhaled by an unsuspecting astronaut. This is why effective spacesuit cleaning is so important.

“[Lunar dust] posed a lot of problems that affected the missions as well as the astronauts once they returned home,” Wells said in the press release.

The researchers obviously don’t know how this spray will function inside a lunar lander parked on the Moon, where gravity is about 16.6% that of Earth’s. Also, this cleaning technology would require sprayers and canisters engineered for spaceflight, and missions having to include extra shipments of liquid nitrogen. With all that said, the pros appear to outweigh the cons, making the liquid nitrogen cleaning technique a worthwhile investment for future missions to the Moon.

NASA is sending more astronauts to the Moon as part of the Artemis program, with two crew members landing on the lunar south pole no earlier than 2025. As the Artemis program ushers in a new era of Moon exploration—where humans will be spending more time than ever on the surface—an effective method for cleaning space suits is one of the details that agencies need to account for in order to foster a seamless foothold for humanity on the Moon.

More: We Need Moon Standard Time

via Gizmodo https://gizmodo.com

March 1, 2023 at 11:31AM