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Human Machine Interaction- hva med menneskene når bilene kjører selv?
Thomas Porathe
Professor, interaksjonsdesign
Institutt for produktdesign
NTNU
Mercedes-Benz driverless trucks
‘Human error is involved in 95% of all traffic accidents on Europe's roads, in which more than 30 000 people are killed and 1.5 million injured every year.
European Commission’s Digital Agenda for Europe 2020 (2010)
Why self-driving cars?
http://ec.europa.eu/digital-agenda/en/about-mobility
RoboLaw (2014) D6.2 Guidelines on Regulating Robotics. EU FP 7 Project: Regulating Emerging Robotic Technologies in Europe: Robotics facing Law and Ethics (RoboLaw) p. 41
http://www.svd.se/naringsliv/motor/autobroms-raddar-liv-i-trafiken_3315726.svd
Bilar med autobroms är inblandande i nästan 25 procent färre påkörningsolyckor bakifrån än bilar utan autobroms, och skaderisken i de påkörda bilarna minskar med 64 procent.
Safety‘Human error is involved in 95% of all traffic accidents on Europe's roads, in which more than 30 000 people are killed and 1.5 million injured every year.
SustainabilityRoad transport also burns one quarter of the European Union's overall energy consumption, with one fifth of the EU's CO2 emissions caused by road vehicles. eSafety “smart” technologies, based on the powers of computers and telecoms, can make a major difference to these figures.’
European Commission’s Digital Agenda for Europe 2020 (2010)
http://ec.europa.eu/digital-agenda/en/about-mobility
RoboLaw (2014) D6.2 Guidelines on Regulating Robotics. EU FP 7 Project: Regulating Emerging Robotic Technologies in Europe: Robotics facing Law and Ethics (RoboLaw) p. 41
Why self-driving cars?
EfficiencyAutomated cars are expected to improve traffic efficiency by smartly distributing traffic among lanes.
AccessibilityAnother aspect that emerges from an exploratory review of the media discussion is the potential role of automated cars to increase accessibility to transportation for the elderly or people with disabilities that do not allow them to drive.
Disabled-world.com
http://www.disabled-world.com/disability/transport/autonomous-vehicles.php
RoboLaw (2014) D6.2 Guidelines on Regulating Robotics. EU FP 7 Project: Regulating Emerging Robotic Technologies in Europe: Robotics facing Law and Ethics (RoboLaw) p. 42
Why self-driving cars?
The German BASt-project group identified three degrees of automation:
1. Partial automation means automation that controls the longitudinal and transverse direction of the car, but the driver has to be ready to take over control instantly at any moment.
2. High automation refers to that type of automation where the longitudinal and transverse direction of the car are controlled by the system, which knows its own limitations and can detect, well in advance, situations it is unable to cope with. In such situations the system will ask the human driver to resume control well ahead of time. While the car is driving robotically, the driver can turn his attention away from driving the car and to something else.
3. Full automation is the same as high automation except that, in addition, the system brings the car in a safe state if the driver fails to resume control once she is asked to do so. This means, for example, that the system is able to park the car on the hard shoulder if it foresees that it will be overcharged and the human driver does not react.
(Gasser, 2012).
Gasser, T.M. et al., (2012). Rechtsfolgen zunehmender Fahrzeugautomatisierung, Berichte der Bundesanstalt für Straßenwesen, Fahrzeugtechnik Heft F 83.
RoboLaw (2014) D6.2 Guidelines on Regulating Robotics. EU FP 7 Project: Regulating Emerging Robotic Technologies in Europe: Robotics facing Law and Ethics (RoboLaw) http://www.robolaw.eu/
Regulating Emerging Robotic Technologies in Europe: Robotics facing Law and Ethics
Safety vs. comfort (of not having to drive)
The importance of the value of comfort and the possibility of multi-tasking.
E.g. Google’s efforts of lobbying in Nevada state to support a bill that would allow occupants to be distracted while sitting behind the wheel and would not fine them for sending text messages (Ackerman, 2011).
Ackerman, E. (2011). Nevada bill would provide tentative roadmap for autonomous vehicles. IEEE Spectrum, available at http://spectrum.ieee.org/automaton/robotics/artificial-intelligence/nevada-bill-would-provide-tentative-roadmap-for-autonomous-vehicles.
RoboLaw (2014) D6.2 Guidelines on Regulating Robotics. EU FP 7 Project: Regulating Emerging Robotic Technologies in Europe: Robotics facing Law and Ethics (RoboLaw) p. 49
A classic example concerns the possibility of imposing speed limits in a vehicle’s design.
This form of “techno-regulation” (van den Berg & Leenes, 2013) allows us to steer human behaviour according to some lawful regulation by designing technologies that enable only certain actions.
Safety vs. freedom (of driving as you want)
van den Berg, B., & Leenes, R. E. (2013). Abort, Retry, Fail: Scoping Techno-Regulation and Other Techno-Effects. In Human Law and Computer Law: Comparative Perspectives (67-87). Springer Netherlands.
RoboLaw (2014) D6.2 Guidelines on Regulating Robotics. EU FP 7 Project: Regulating Emerging Robotic Technologies in Europe: Robotics facing Law and Ethics (RoboLaw) p. 49
Automated cars offer an opportunity for disabled people to be mobile and have access to places that can only be reached via car. Furthermore, it enables them to independently control a vehicle. These technologies may broaden the divide between the able-bodied and the disabled as well as between the poor and the rich, raising, therefore issues of equality.
Accessibility vs. equality
Hitachi’s ROPIT (robot personal intelligent transport system) single-passenger robot carGoogle car with visually impaired person
RoboLaw (2014) D6.2 Guidelines on Regulating Robotics. EU FP 7 Project: Regulating Emerging Robotic Technologies in Europe: Robotics facing Law and Ethics (RoboLaw) p. 50
Should you need a drivers licence to be a “driver” (passenger) in an unmanned car?
Human-machine interaction is a very crucial topic in the automated car research and development. Automated cars put the human driver in a very unusual situation where their role shifts from “manual controller” to “supervisor”
(Hoogendoorn et al., 2014).
Hoogendoorn, R., van Arem, B., & Hoogendoorn, S. (2014). Automated Driving, Traffic Flow Efficiency, and Human Factors: Literature Review. Paper Submitted at the Transportation Research Board Annual Meeting. January 12-16, 2014. Washington, D.C.
Driver - Supervisor
For the foreseeable future there will be a need for automated cars to rely on the human driver to resume control.
Additional research in HMI is needed to discover the best ways in which human and car could interact.
A regulatory need arises in that it may be necessary to ensure a certain extent of uniformity in these HMI, so that drivers using cars from different manufacturers do not get confused. Possibly, standardisation in this field is needed.
Problem
RoboLaw (2014) D6.2 Guidelines on Regulating Robotics. EU FP 7 Project: Regulating Emerging Robotic Technologies in Europe: Robotics facing Law and Ethics (RoboLaw) p. 53
As James Reason observes:
Manual control is a highly skilled activity, and skills need to be practiced continuously in order to maintain them.
“The more reliable the automaion, the less opportunity there will be for the operator to practise direct intervention, and the more difficult will be the demands of the remaining tasks requiring operator intervention.”
Reason, J. (1990). Human Error. Camebridge University Press.
Ironies of automation (Parasuraman)
As system reliability approaches—but doesn’t quite
reach—100 percent, the more difficult it is to detect the error and recover from it
“In many ways, operators are being asked to be omniscient systems administrators who are able
to jump into the middle of a situation that a complex automated system can’t or wasn’t designed
to handle, quickly diagnose the problem, and then find a satisfactory and safe solution.”
Macrorecilience. (2014) People make poor monitors for computers. http://www.macroresilience.com/2011/12/29/people-make-poor-monitors-for-computers/
U.S. legal definitions of autonomous vehicles
RoboLaw (2014) D6.2 Guidelines on Regulating Robotics. EU FP 7 Project: Regulating Emerging Robotic Technologies in Europe: Robotics facing Law and Ethics (RoboLaw) p. 54
Accidents will be inevitability both in automated and human controlled systems.If injury cannot be avoided, the system will have to decide the best way to crash.
Noah Goodall (2014)
Goodall, N. J. (2014). Ethical Decision Making During Automated Vehicle Crashes. Transportation Research Record: Journal of the Transportation Research Board. Forthcoming.
Ethical decision making during automated vehicle crashes
Isaak Asimow’s Three Laws of Robotics
1. A robot may not injure a human being or, through inaction, allow a human being to come to harm
2. A robot must obey the orders given it by human beings, except where such orders would conflict with the First Law
3. A robot must protect its own existence as long as such protection does not conflict with the First or Second Law.
RoboLaw (2014) D6.2 Guidelines on Regulating Robotics. EU FP 7 Project: Regulating Emerging Robotic Technologies in Europe: Robotics facing Law and Ethics (RoboLaw) p. 43
http://cyberlaw.stanford.edu/publications/robot-car-tomorrow-may-just-be-programmed-hit-you .
Cars will crash both in automated and human controlled systems. If injury cannot be avoided, the system will have to decide the best way to crash.
Decision-making in “no win scenarios”
The “trolleyparadox”
LEVELS OF AUTOMATION
Adapted afterSheridan, T.B., & Verplank, W.L. (1978). Human and Computer Control of Undersea teleoperators. Technical report, Man-Machine Systems Laboratory, Department of Mechanical Engineering. Cambridge, MA: MIT Press.
10. The car decides everything, acts autonomously, ignoring the human9. The car informs the human only if it decides to8. The car informs the human only if asked to7. The car acts automatically, then informs the human6. The car allows the human a restricted time to veto before automatic execution5. The car suggests one alternative and executes that if the human acknowledges4. The car suggests one alternative3. The car offers a few selected alternatives and let the human execute2. The car offers a complete set of decision/action alternatives1. The car offers no assistance: Human must take all decisions and actionsLow
High
