{"id":2603,"date":"2016-04-25T16:26:14","date_gmt":"2016-04-25T16:26:14","guid":{"rendered":"http:\/\/dataethics.eu\/?p=2603"},"modified":"2016-04-25T16:27:18","modified_gmt":"2016-04-25T16:27:18","slug":"etiske-udfordringer-ved-selvkoerende-biler","status":"publish","type":"post","link":"https:\/\/dataethics.eu\/da\/etiske-udfordringer-ved-selvkoerende-biler\/","title":{"rendered":"Etiske udfordringer ved selvk\u00f8rende biler"},"content":{"rendered":"

Blog. Hvordan forandrer selvk\u00f8rende biler vores transport og byer, hvem har skylden ved en ulykke, er de creepy eller ej. Information stod bag et sp\u00e6ndende arrangement<\/a> p\u00e5 Forskningens D\u00f8gn, 25.4.2016. Nedenfor f\u00f8lger udvalgte h\u00f8jdepunkter.<\/strong><\/p>\n

\"Vi
Vi er prim\u00e6rt p\u00e5 niveau 1 – nogle f\u00e5 p\u00e5 niveau 2. Slide fra Mette M\u00f8ller<\/figcaption><\/figure>\n

Mette M\u00f8ller, seniorforsker, DTU Transport: <\/strong>80-90% af alle ulykker skyldes trafikantfejl. Vores hjerne er slet ikke bygget til at vurdere afstande over fart. Og s\u00e5 er der udfordringer som alkohol. S\u00e5 der er en massiv sikkerhedsforbedring i sigte. Den store udfordring ligger i overgangen, men vi er kun lige i begyndelsen og forskningen skal svare p\u00e5 en r\u00e6kke sp\u00f8rgsm\u00e5l som Hvad laver trafikanterne n\u00e5r de ikke skal k\u00f8re bilen, skal der differentieres mellem trafikanter? En konklusion er dog, at den menneskelige faktor ikke helt kan elimineres. Det er ogs\u00e5 mennesker der skal programmere bilerne og sikre, at fejlene elimineres.<\/p>\n

Malene Freudendal Petersen, lektor ved Inst for Mennesker og Teknologi, Roskilde Universitet:<\/strong> Selvk\u00f8rende biler er fantastiske, men de redder ikke alting s\u00e5som forureningen, trafik- og parkeringskaos. Selvk\u00f8rende biler er ikke bare et teknologisk fiks.<\/p>\n

Jakob Holtermann, lektor i retsfilosofi ved K\u00f8benhavns Universitet.<\/strong> Hvem b\u00e6rer ansvaret for en ulykke i en selvk\u00f8rende bil? M\u00e5ske er begrebet skyld og ansvar ikke s\u00e5 anvendeligt. M\u00e5ske skal man lave en NESS-test – necessary element of a sufficient set. Det at jeg trykker p\u00e5 kontakten er m\u00e5ske ikke nok til at f\u00e5 lys i p\u00e6ren. P\u00e6ren skal virke, der skal v\u00e6re el osv. Denne tilgang er s\u00e6rlig anvendelig ved ulykker i komplekse menneskeskabte sikkerhedssystemer som lufthavne og hospitaler. SAS ulykken i Milano 2001 havde fx mange Ness-betingelser: t\u00e5ge, manglende jordradar, travlhed hos flyveleder, tvetydig lyssignal, misvisende kort over lufthavnen og skiltning mv. Sv\u00e6rt at udpege een skyldig. Hvem skal man true med straf, n\u00e5r det g\u00e6lder selvk\u00f8rende bileder? Chauff\u00f8ren, medarbejderen, virksomhedsledelsen, myndigheder? Truslen kan desuden medf\u00f8re, at folk skjuler farlige situationer. S\u00e5 vi m\u00e5 t\u00e6nke forebyggelse – ogs\u00e5 i konstruktionen af systemerne.<\/p>\n

Helle Spindler, lektor ved Psykologisk Institut, Aarghus Universitet.<\/strong> Sp\u00f8rgsm\u00e5let er hvor perfekte vi kan lave de har biler. Hvad er den perfekte algoritme – og arbejder vi ud fra et individuel eller samfundsm\u00e6ssigt perspektiv.<\/p>\n

\"pareto\"Martin Mose Bentzen, adjunkt i filosofi, DTU<\/strong>. Kan vi bygge etiske robotter? Man kan bruge Pareto-optimering, som betyder, om at handlingen skal g\u00f8re situationen bedre for s\u00e5 mange som muligt.\u00a0 Men hvem skal bestemme hvordan de skal opf\u00f8re sig? Producenterne, politikere og brugere, som kan s\u00e6tte den i ‘egoist-mode’. Martin Mose mener ikke at producenterne skal bestemme det selv. Skal robotterne opf\u00f8re sig utilitaristisk, pareto-optimering eller kantiansk, sp\u00f8rger filosoffen?<\/p>\n

\"'s\u00f8d'bil\"Gunhild Borggren, lektor ved Institut for Kunst og Kulturvidenskab , K\u00f8benhavns Unniversitet. <\/strong>Mennesker vil helst interagere med robotter, der ligner mennesker. Derfor bliver mange robotter udstyret med et ansigt. Det kender vi ogs\u00e5 fra biler. N\u00e5r vi ser dem forfra ligner de ofte et ansigt. Men det kan ogs\u00e5 blive for meget. En japansk forsker har bevist, at at der er en creepiness gr\u00e6nse. Hvordan kan man unders\u00f8ge det i forhold til biler? De nye robotbiler har ofte s\u00f8de ansigter.<\/p>\n

Debatten styres af ordstyrer Henrik F\u00f8hns fra Harddisken.<\/p>\n

DataeEtichs sp\u00f8rger hvad de mener om al den dataopsamling, som f\u00f8lger med de selvk\u00f8rende biler.<\/em><\/p>\n

Martin Mose Bentzen siger, at vi b\u00f8r adskille de to debatter – den tekniske selvk\u00f8rende bil og s\u00e5 opsamling af data. Men Malene Freudendal Petersen p\u00e5peger, at det er supervigtigt – m\u00e5ske det vigtigste for at opn\u00e5 tillid – og at man absolut ikke b\u00f8r adskille de to ting.<\/p>\n

Nikolaj N\u00f8hr-Rasmussen, Sitemanager i Volvo:<\/strong> I princippet kan bilen k\u00f8rer uden at opsamle persondata. S\u00e5 teknisk er det en anden diskussion – det er to parallelle spor. Selvk\u00f8rende bilder skal designes s\u00e5dan, at de er uafh\u00e6ngige af at v\u00e6re p\u00e5 nettet. S\u00e5 i princippet er de uafh\u00e6ngige. Men vi vil gerne l\u00e6re af det. Og der er opsamling af data meget vigtig, men vi kan sagtens g\u00f8re det anonymiseret, og det g\u00f8r vi ogs\u00e5.<\/p>\n

Mette M\u00f8ller tilf\u00f8jer: Ud fra et sikkerheds aspekt kan jeg sige, at jo mere vi ved, des bedre.<\/p>\n

Bo Ekman, Vejdirektoratet: Det er vigtigt, at producenterne ikke sidder alene p\u00e5 alle de data, men at man deler dem med myndigheder for at forbedre trafiksikkerheden.<\/p>\n

Forskellen p\u00e5 den f\u00f8rerl\u00f8se bil og din smartphone er, at det har fatale konsekvenser, hvis din bil ikke virker, men det har det ikke med din smartphone. Derfor g\u00e5r det ikke s\u00e5 hurtigt med selvk\u00f8rende biler, forklarer Mogens Kj\u00e6rgaard M\u00f8ller fra R\u00e5det for Sikker Trafik.<\/p>\n

 <\/p>\n

 <\/p>\n

 <\/p>\n","protected":false},"excerpt":{"rendered":"

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