从"历史先天"来看福柯的知识考古学

该文试图考察福柯的自律的话语理论并反思考古学的症结。文章从“历史先天”这一关键词出发,阐述福柯的知识考古学如何将对话语的实证描述和探索话语构成的先天规则结合起来,从而保证其在对话语的形式分析的同时,超越传统哲学深陷其中的三对矛盾：“经验-先验”、“我思-未思”、“本源的隐退-回归”。围绕着“陈述”的三个特性,我们可以看到福柯为此所做的努力,即打通共时与历时之隔,经验与先验之分,实现结构主义和实证主义的联姻。文章最后指出这种自律的话语理论的症结所在,认为福柯并没有如愿以偿地跳出“有限性解析”的窠臼。     

牟宗三先生以"自律道德"的理论诠释儒学之蠡测

Mou Zongsan uses the highest moral principle “autonomy” to interpret Confucius’ benevolence and Mencius’ “inherent benevolence and righteousness”, focuses on the self-rule of the will. It does not do any harm to Mencius’ learning, on the contrary, it is conducive to the communication between Chinese and Western philosophies. If we stick to Kant’s moral self autonomy and apply it to interpreting Zhu Xi’s moral theory, similarly we will discover the implications of Zhu Xi’s “autonomy” in his moral learning. Therefore, it is inappropriate for Mou Zongsan to say that Zhu Xi’s ethics belongs to the autonomous one. __________ Translated from Zhexue Yanjiu 哲学研究 (Philosophical Researches), 2005, (6): 33–39     

The role of cognitive architectures in general artificial intelligence

The term “Cognitive Architectures” indicates both abstract models of cognition, in natural and artificial agents, and the software instantiations of such models which are then employed in the field of Artificial Intelligence (AI). The main role of Cognitive Architectures in AI is that one of enabling the realization of artificial systems able to exhibit intelligent behavior in a general setting through a detailed analogy with the constitutive and developmental functioning and mechanisms underlying human cognition. We provide a brief overview of the status quo and the potential role that Cognitive Architectures may serve in the fields of Computational Cognitive Science and Artificial Intelligence (AI) research.     

Reduction of police vehicle accidents through mechaniically aided supervision

Tachograph recorders were installed in 224 vehicles of a metropolitan police department to monitor vehicle operation in an attempt to reduce the rate of accidents. Police sergeants reviewed each tachograph chart and provided feedback to officers regarding their driving performance. Reliability checks and additional feedback procedures were implemented so that upper level supervisors monitored and controlled the performance of field sergeants. The tachograph intervention and components of the feedback system nearly eliminated personal injury accidents and sharply reduced accidents caused by officer negligence. A cost-benefit analysis revealed that the savings in vehicle repair and injury claims outweighed the equipment and operating costs.     

How,and for whom,will activity patterns be modified by self-driving cars? Expectations from the state of Georgia

Many studies have explored travelers’ perceptions of self-driving cars (or autonomous vehicles, AVs) and their potential impacts. However, medium-term modifications in activity patterns (such as increasing trip frequencies and changing destinations) have been less explored. Using 2017–2018 survey data collected in the US state of Georgia, this paper (1) measures (at a general level) how people expect their activity patterns to change in a hypothetical all-AV era; (2) identifies population segments having similar profiles of expected changes; and (3) further profiles each segment on the basis of attitudinal, sociodemographic, and geographic characteristics. In the survey, respondents were asked to express their expectations regarding 16 potential activity modifications induced by AVs. We first conducted an exploratory factor analysis (EFA) to reduce the dimensionality of the activity-change vector characterizing each individual, and estimated non-mean-centered (NMC) factor scores (which have been rarely used in applied psychology). The EFA solution identified four dimensions of activity change: distance, time flexibility, frequency, and long distance/leisure. Next, we clustered Georgians with respect to these four-dimensional expectation vectors. The cluster solution uncovered six segments: no change, change unlikely, more leisure/long distance, longer trips, more travel, and time flexibility & more leisure/long distance. Using NMC factor scores identified considerably more inertia with respect to expectations for change than would have been apparent from the usual mean-centered scores. Finally, the various segments exhibit distinctive demographics and general attitudes. For example, those in the more leisure/long distance cluster tend to be higher income and are more likely to be Atlanta-region residents compared to other clusters, while those in the no change and change unlikely clusters tend to be older and are more likely to be rural residents.     

Cyclists’ intentions to yield for automated cars at intersections when they have right of way: Results of an experiment using high-quality video animations

What will cyclists do in future conflict situations with automated cars at intersections when the cyclist has the right of way? In order to explore this, short high-quality animation videos of conflicts between a car and a cyclist at five different intersections were developed. These videos were ‘shot’ from the perspective of the cyclist and ended when a collision was imminent should the car or the bicyclist not slow down. After each video participants indicated whether they would slow down or continue cycling, how confident they were about this decision, what they thought the car would do, and how confident they were about what the car would do. The appearance of the approaching car was varied as within-subjects variable with 3 levels (Car type): automated car, automated car displaying its intentions to the cyclists, and traditional car. In all situations the cyclist had right of way. Of each conflict, three versions were made that differed in the moment that the video ended by cutting off fractions from the longest version, thus creating videos with an early, mid, and late moment for the cyclist to decide to continue cycling or to slow down (Decision moment). Before the video experiment started the participants watched an introductory video about automated vehicles that served as prime. This video was either positive, negative, or neutral about automated vehicles (Prime type). Both Decision moment and Prime type were between subject variables. After the experiment participants completed a short questionnaire about trust in technology and trust in automated vehicles. 1009 participants divided in nine groups (one per Decision moment and Prime) completed the online experiment in which they watched fifteen videos (5 conflicts × 3 car types). The results show that participants more often yielded when the approaching car was an automated car than when it was a traditional car. However, when the approaching car was an automated car that could communicate its intentions, they yielded less often than for a traditional car. The earlier the Decision moment, the more often participants yielded but this increase in yielding did not differ between the three car types. Participants yielded more often for automated cars (both types) after they watched the negative prime video before the experiment than when they watched the positive video. The less participants trusted technology, and the capabilities of automated vehicles in particular, the more they were inclined to slow down in the conflict situations with automated cars. The association between trust and yielding was stronger for trust in the capabilities of automated vehicles than for trust in technology in general.     

The utility of psychological measures in evaluating perceived usability of automated vehicle interfaces – A study with older adults

The design of the traditional vehicle human-machine interfaces (HMIs) is undergoing major change as we move towards fully connected and automated vehicles (CAVs). Given the diversity of user requirements and preferences, it is vital for designers to gain a deeper understanding of any underlying factors that could impact usability. The current study employs a range of carefully selected psychological measures to investigate the relationship with self-report usability of an in-CAV HMI integrated into a fully automated Level 5 simulator, during simulated journeys. Twenty-five older adults (65-years+) participated and were exposed to four journeys in a virtual reality fully automated CAV simulator (with video recorded journeys) into which our HMI was integrated. Participants completed a range of scales and questionnaires, as well as computerized cognitive tests. Key measures were: perceived usability of the HMI, cognitive performance, personality, attitudes towards computers, trust in technology, simulator sickness, presence and emotion. HMI perceived usability correlated positively with cognitive performance (e.g., working memory) and some individual characteristics such as trust in technology and negatively with neuroticism anxiety. Simulator sickness was associated negatively with CAV HMI perceived usability. Positive emotions correlated positively with reported usability across all four journeys, while negative emotions were negatively associated with usability only in the case of the last two journeys. Increased sense of presence in the virtual CAV simulator was not associated with usability. Implications for design are critically discussed. Our research is highly relevant in the design of high-fully automated vehicle HMIs, particularly for older adults, and in informing policy-makers and automated mobility providers of how to improve older people’s uptake of this technology.     

Attitudes towards privately-owned and shared autonomous vehicles

Research on attitudes towards autonomous vehicles (AVs) shows variation across gender, age, and socio-economic factors. While previous research has emphasized specific features and qualities of AVs, little is known about how attitudinal factors shape AV acceptance across a range of AV “modes” from privately-owned AVs to AV taxis shared with strangers. With an online panel of 834 US-based participants, we examine attitudes towards AVs and sharing. An exploratory factor analysis establishes four attitudinal dimensions: technology acceptance, risk-taking, traffic regulation, and driving enjoyment. We estimate multinomial logistic regression models to examine the impact of these four factors on attitudes toward AVs, willingness to purchase AVs, willingness to use AVs as a taxi service, and willingness to share AV taxis with strangers. We find a complex relationship between psychological factors and AV attitudes. “Early adopters” of technology and those who support stricter traffic regulations are more likely to have a positive attitude about AVs, whereas those who avoid risky behavior were more likely to have a negative attitude instead of a neutral attitude. Similar patterns were found across models of purchasing, using, and sharing AVs. The results imply that people who support traffic regulations may perceive AVs as a safer transport mode than human-driven cars, while those who avoid risk-taking behavior may perceive AVs to be more dangerous. However, we find that a large fraction of the population is not yet ready to use an AV with no driver, and overall reluctance to share a ride in an AV taxi.     

International study on the importance of communication between automated vehicles and pedestrians

The market launch of automated vehicles will take place in complex mixed traffic containing pedestrians and other non-automated drivers. Hand gestures, eye contact or similar informal communication strategies to human road users will not be available without a human car driver. Road crossing studies show that people are feeling confused and unsafe without such feedback. Additional external signaling devices have the aim to increase the perception of safety by providing auditory or visual feedback for road users. Due to the international relevance of this topic, we surveyed participants from six countries on the importance of communication. Our results reveal that intention messages are more important than the status signal. The importance of communication is independent of the time of day, traffic density and number of pedestrians. Cross-group analysis indicates a match of 72.97% between the tested nationalities on which kind of message types an automated vehicle should be able to communicate.     

Understanding the impact of heterogeneous rider preferences on a shared autonomous vehicle system

In a ride pooling system, riders may have varied behaviors in seeking pooled or non-pooled rides. It is important to understand the effect of these rider behaviors on the system performance in order to formulate policies to guide ride pooling implementation. Existing literature modeling ride pooling systems using agent-based models only considers the extreme cases in which riders either all participate or not participate in pooling. However, the pooling behaviors could be more complex. This study segments the rides in the system into five types (non-pooling only, non-pooling preferred, indifferent, pooling preferred, and pooling only). We use an agent-based model to simulate these preferences in a system of pooled autonomous vehicles. We use mixture experiments to vary the proportion of riders within these five types and build models to study the interactions among the rider types in terms of the system’s service quality and environmental performance. The results show that higher service level is achieved when all riders in the system are open to pooling, with 30% of pooling only riders and 70% of pooling preferred or indifferent riders providing the maximum value. The results can help formulate incentives and policies to promote ride pooling participation to improve ride pooling system performance.