Autonomous Vehicles

As Christian List (2021) has recently argued, the increasing arrival of powerful AI systems that operate autonomously in high-stakes contexts creates a need for “future-proofing” our regulatory frameworks, i.e., for reassessing them in the face of these developments. One core part of our regulatory frameworks that dominates our everyday moral interactions is blame. Therefore, “future-proofing” our extant regulatory frameworks in the face of the increasing arrival of powerful AI systems requires, among others things, that we ask whether it makes sense (...) to extend our blaming practices to these systems. In the paper, we argue for the admittedly surprising thesis that this question should be answered in the affirmative: contrary to what one might initially think, it can make a lot of sense to blame AI systems, since, as we furthermore argue, many of the important functions that are fulfilled by blaming humans can also be served by blaming AI systems. The paper concludes that this result gives us a good pro tanto reason to extend our blame practices to AI systems. (shrink)

As artificial intelligence becomes more sophisticated and robots approach autonomous decision-making, debates about how to assign moral responsibility have gained importance, urgency, and sophistication. Answering Stenseke’s (2022a) call for scaffolds that can help us classify views and commitments, we think the current debate space can be represented hierarchically, as answers to key questions. We use the resulting taxonomy of five stances to differentiate—and defend—what is known as the “blank check” proposal. According to this proposal, a person activating a robot could (...) willingly make themselves answerable for whatever events ensue, even if those events stem from the robot’s autonomous decision(s). This blank check solution was originally proposed in the context of automated warfare (Champagne & Tonkens, 2015), but we extend it to cover all robots. We argue that, because moral answerability in the blank check is accepted voluntarily and before bad outcomes are known, it proves superior to alternative ways of assigning blame. We end by highlighting how, in addition to being just, this self-initiated and prospective moral answerability for robot harm provides deterrence that the four other stances cannot match. (shrink)

This book offers a systematic and thorough philosophical analysis of the ways in which driving automation crosses path with ethical values. Upon introducing the different forms of driving automation and examining their relation to human autonomy, it provides readers with in-depth reflections on safety, privacy, moral judgment, control, responsibility, sustainability, and other ethical issues. Driving is undoubtedly a moral activity as a human act. Transferring it to artificial agents such as connected and automated vehicles necessarily raises many philosophical questions. When (...) driving is automated, what happens to its ethical dimensions? Could artificial agents accomplish ethical objectives on our behalf, take moral decisions in our place, and drive us into a more ethical transportation future? In doing so, would they be “moral” as we are or in a way that is similar to, but also remarkably different from, our own? And what role is yet to be played by human responsibility and commitment? The book addresses these questions with the aim of stimulating an interdisciplinary dialogue between different stakeholders. They include automotive engineers, computer scientists, and moral philosophers, as well as industry representatives, policymakers, regulators, transportation experts, and the general public. Indeed, connected and automated vehicles will not take the high road for us . We must drive them there. (shrink)

This book reports on theoretical and practical analyses of the ethical challenges connected to driving automation. It also aims at discussing issues that have arisen from the European Commission 2020 report “Ethics of Connected and Automated Vehicles. Recommendations on Road Safety, Privacy, Fairness, Explainability and Responsibility”. Gathering contributions by philosophers, social scientists, mechanical engineers, and UI designers, the book discusses key ethical concerns relating to responsibility and personal autonomy, privacy, safety, and cybersecurity, as well as explainability and human-machine interaction. On (...) the one hand, it examines these issues from a theoretical, normative point of view. On the other hand, it proposes practical strategies to face the most urgent ethical problems, showing how the integration of ethics and technology can be achieved through design practices. All in all, this book fosters a multidisciplinary approach where philosophy, ethics, and engineering are integrated, rather than just juxtaposed. It is meant to inform and inspire an audience of philosophers of technology, ethicists, engineers, developers, manufacturers, and regulators, among other interested readers. (shrink)

Introduction: This study delves into the ethical dimensions surrounding autonomous vehicles (AVs), with a specific focus on decision-making algorithms. Termed the “Trolley problem,” an ethical quandary arises, necessitating the formulation of moral algorithms grounded in ethical principles. To address this issue, an online survey was conducted with 460 participants in China, comprising 237 females and 223 males, spanning ages 18 to 70. -/- Methods: Adapted from Joshua Greene’s trolley dilemma survey, our study employed Yes/No options to probe participants’ choices and (...) Likert scales to gauge moral acceptance. The primary objective was to assess participants’ inclinations toward four distinct algorithmic strategies—Utilitarianism, Rawlsianism, Egoism, and a Hybrid approach—in scenarios involving AVs -/- Results: Our findings revealed a significant disparity between participants’ preferences in scenarios related to AV design and those focused on purchase decisions. Notably, over half of the respondents expressed reluctance to purchase AVs equipped with an “egoism” algorithm, which prioritizes the car owner’s safety. Intriguingly, the rejection rate for “egoism” was similar to that of “utilitarianism,” which may necessitate self-sacrifice. -/- Discussion: The hybrid approach, integrating “Utilitarianism” and “Egoism,” garnered the highest endorsement. This highlights the importance of balancing self-sacrifice and harm minimization in AV moral algorithms. The study’s insights are crucial for ethically and practically advancing AV technology in the continually evolving realm of autonomous vehicles. (shrink)

This paper presents a new trilemma with respect to resolving the control and alignment problems in machine ethics. Section 1 outlines three possible types of artificial moral agents (AMAs): (1) 'Inhuman AMAs' programmed to learn or execute moral rules or principles without understanding them in anything like the way that we do; (2) 'Better-Human AMAs' programmed to learn, execute, and understand moral rules or principles somewhat like we do, but correcting for various sources of human moral error; and (3) 'Human-Like (...) AMAs' programmed to understand and apply moral values in broadly the same way that we do, with a human-like moral psychology. Sections 2–4 then argue that each type of AMA generates unique control and alignment problems that have not been fully appreciated. Section 2 argues that Inhuman AMAs are likely to behave in inhumane ways that pose serious existential risks. Section 3 then contends that Better-Human AMAs run a serious risk of magnifying some sources of human moral error by reducing or eliminating others. Section 4 then argues that Human-Like AMAs would not only likely reproduce human moral failures, but also plausibly be highly intelligent, conscious beings with interests and wills of their own who should therefore be entitled to similar moral rights and freedoms as us. This generates what I call the New Control Problem: ensuring that humans and Human-Like AMAs exert a morally appropriate amount of control over each other. Finally, Section 5 argues that resolving the New Control Problem would, at a minimum, plausibly require ensuring what Hume and Rawls term ‘circumstances of justice’ between humans and Human-Like AMAs. But, I argue, there are grounds for thinking this will be profoundly difficult to achieve. I thus conclude on a skeptical note. Different approaches to developing ‘safe, ethical AI’ generate subtly different control and alignment problems that we do not currently know how to adequately resolve, and which may or may not be ultimately surmountable. (shrink)

While autonomous vehicles (AVs) are not designed to harm people, harming people is an inevitable by-product of their operation. How are AVs to deal ethically with situations where harming people is inevitable? Rather than focus on the much-discussed question of what choices AVs should make, we can also ask the much less discussed question of who gets to decide what AVs should do in such cases. Here there are two key options: AVs with a personal ethics setting (PES) or an (...) “ethical knob” that end users can control or AVs with a mandatory ethics setting (MES) that end users cannot control. Which option, a PES or an MES, is best and why? This chapter argues, by drawing on the choice architecture literature, in favor of a hybrid view that requires mandated default choice settings while allowing for limited end user control. (shrink)

Automated vehicles promise much in the way of both economic boons and increased personal safety. For better or worse, the effects of automating personal vehicles will not be felt for some time. In contrast, the effects of automated work vehicles, like semi-trucks, will be felt much sooner—within the next decade. The costs and benefits of automation will not be distributed evenly; while most of us will be positively affected by the lower prices overall, those losing their livelihoods to the automated (...) semi-trucks and other similar work vehicles will be much worse off. This sets up a classic distributive justice problem: how do we balance the harms and benefits of automation? In this paper, the authors recommend work alternatives: policies that the government would enact in order to ensure that each person could live a decent life even if one could not work, especially for reasons like having one’s job automated. After arguing for this position, we propose some policy guidelines. (shrink)

The German Act on Autonomous Driving constitutes the first national framework on level four autonomous vehicles and has received attention from policy makers, AI ethics scholars and legal experts in autonomous driving. Owing to Germany’s role as a global hub for car manufacturing, the following paper sheds light on the act’s position within the ethical discourse and how it reconfigures the balance between legislation and ethical frameworks. Specifically, in this paper, we highlight areas that need to be more worked out (...) in the future either through ethical conventions, corporate measures or legal measures and examine how the law can be incorporated into the existing discourse on the regulation of technologies. Based on this examination, we derive implications for future discourse and elaborate on companies’ responsibilities in developing autonomous driving technologies in an ethical sense. (shrink)

This extended abstract summarises some of the basic points of AI ethics and policy as they present themselves now. We explain the notion of AI, the main ethical issues in AI and the main policy aims and means.