This article was produced as an introduction to a Portuguese translation of an article by Henri Poincaré titled "The new conceptions of matter". The aim of this introduction was to shortly summarize Poincaré's scientific and philosophical production, to approach the circumstances on which the text was originally presented and, finally, to analyze the relationship - or the lack of it - that Poincaré establishes between science and materialism.

The book Poincaré, Philosopher of Science – Problems and Perspectives, edited by María de Paz and Robert DiSalle, is the result of various colloquia and conferences organized by the Portuguese project bearing the same name. The project, initiated by University of Lisbon, brought together scholars of many different countries to speak about the three main philosophical facets of Henri Poincaré: as a philosopher of science in general, as a philosopher of mathematics, and as a philosopher of physics.

The prospective introduction of autonomous cars into public traffic raises the question of how such systems should behave when an accident is inevitable. Due to concerns with self-interest and liberal legitimacy that have become paramount in the emerging debate, a contractarian framework seems to provide a particularly attractive means of approaching this problem. We examine one such attempt, which derives a harm minimisation rule from the assumptions of rational self-interest and ignorance of one’s position in a future accident. We contend, (...) however, that both contractarian approaches and harm minimisation standards are flawed, due to a failure to account for the fundamental difference between those ‘involved’ and ‘uninvolved’ in an impending crash. Drawing from classical works on the trolley problem, we show how this notion can be substantiated by reference to either the distinction between negative and positive rights, or to differences in people’s claims. By supplementing harm minimisation with corresponding constraints, we can develop crash algorithms for autonomous cars which are both ethically adequate and promise to overcome certain significant practical barriers to implementation. (shrink)

In this paper an Artificial Neural Network (ANN) model was used to help cars dealers recognize the many characteristics of cars, including manufacturers, their location and classification of cars according to several categories including: Make, Model, Type, Origin, DriveTrain, MSRP, Invoice, EngineSize, Cylinders, Horsepower, MPG_Highway, Weight, Wheelbase, Length. ANN was used in prediction of the number of miles per gallon when the car is driven in the city(MPG_City). The results showed that ANN model was able to predict MPG_City with 97.50 (...) % accuracy. The factor of DriveTrain has the most influence on MPG_City evaluation. Similar studies can be carried out for the evaluation of other characteristics of cars. (shrink)

In this paper an Artificial Neural Network (ANN) model was used to help cars dealers recognize the many characteristics of cars, including manufacturers, their location and classification of cars according to several categories including: Make, Model, Type, Origin, DriveTrain, MSRP, Invoice, EngineSize, Cylinders, Horsepower, MPG_Highway, Weight, Wheelbase, Length. ANN was used in prediction of the number of miles per gallon when the car is driven in the city(MPG_City). The results showed that ANN model was able to predict MPG_City with 97.50 (...) % accuracy. The factor of DriveTrain has the most influence on MPG_City evaluation. Similar studies can be carried out for the evaluation of other characteristics of cars. (shrink)

In this paper an Artificial Neural Network (ANN) model was used to help cars dealers recognize the many characteristics of cars, including manufacturers, their location and classification of cars according to several categories including: Buying, Maint, Doors, Persons, Lug_boot, Safety, and Overall. ANN was used in forecasting car acceptability. The results showed that ANN model was able to predict the car acceptability with 99.12 %. The factor of Safety has the most influence on car acceptability evaluation. Comparative study method is (...) suitable for the evaluation of car acceptability forecasting, can also be extended to all other areas. (shrink)

In this paper an Artificial Neural Network (ANN) model was used to help cars dealers recognize the many characteristics of cars, including manufacturers, their location and classification of cars according to several categories including: Make, Model, Type, Origin, DriveTrain, MSRP, Invoice, EngineSize, Cylinders, Horsepower, MPG_Highway, Weight, Wheelbase, Length. ANN was used in prediction of the number of miles per gallon when the car is driven in the city(MPG_City). The results showed that ANN model was able to predict MPG_City with 97.50 (...) % accuracy. The factor of DriveTrain has the most influence on MPG_City evaluation. Similar studies can be carried out for the evaluation of other characteristics of cars. (shrink)

This paper offers with the theoretical and computational evaluation of optimal& robust controlproblems, with the goal of providing answers to them with MATLAB simulation.For the robust control,  -synthesis controller and for the optimal control, LQR controller are designed for a quarter car active suspension system to maximize the ride comfort and road handling criteria’s of the vehicle. The proposed controllers are designed using Matlab script program using time domain analysis for the four road disturbances (bump, random sine pavement and (...) white noise) for the control targets suspension deflection, body acceleration and body travel. Finally the simulation result proves the effectiveness of the active suspension system with  -synthesis controller. (shrink)

This project aims to develop a robust system capable of predicting the prices of used cars based on various factors such as make, model, year, mileage, location, and condition. The rising demand for second-hand vehicles has led to the need for accurate pricing models, and this project utilizes machine learning techniques, particularly Artificial Neural Networks (ANNs), to address this challenge. The system is trained on a comprehensive dataset of used car listings, incorporating key features that impact car prices. Various machine (...) learning algorithms, including linear regression, decision trees, and random forest, are tested and compared to assess their predictive accuracy. However, the core model relies on ANNs for its ability to capture complex, non-linear relationships in the data. By utilizing deep learning, the model can learn intricate patterns and make more accurate predictions, especially in cases where traditional models might struggle. The evaluation of the system is performed using standard regression metrics such as Mean Squared Error (MSE) and R-squared to ensure its reliability and performance. This predictive model not only provides a valuable tool for both buyers and sellers in the used car market but also demonstrates the potential of artificial intelligence in making data-driven decisions in the automotive industry. (shrink)

The issue of how to identify the liability of subjects after a traffic accident takes place remains a puzzle regarding the SAE classification system. The SAE system is not good at dealing with the problem of responsibility evaluation; therefore, building a new classification system for self-driving cars from the perspective of the subject's liability is a possible way to solve this problem. This new system divides automated driving into three levels: i) assisted driving based on the will of drivers, ii) (...) automated driving based on the will of the manufacturers, and iii) fully automated driving based on social will. The corresponding responsible subjects for level one, level two, and level three are the drivers, the manufacturers, and society, respectively. (shrink)

hindi malabong maisip ng ilan na kawalang-saysay, kung hindi man pagaaksaya ng panahon, ang paglilimbag ng isang akda na nagsusulong sa kahalagahan ng pagbabasa ng mga aklat at pagkatuto pang ibang paksa na di-hamak na mas napapanahon at mas dapat pagtuunan ng pansin sa gitna ng isang pandaigdigang krisis? Kahawig din nito ang isyung kinaharap ni C.S. Lewis noong panahon ng Ikalawang Digmaang Pandaigdig. Makabuluhan pa ba ang pagaaral at pagkatuto sa gitna ng isang digmaang kahit kailan ay maaaring kumitil (...) sa buhay nila at ng kanilang mga minamahal? Sa isang panayam sa Oxford noong 1939 ay ganito ang naging tugon ni Lewis sa katanungang ito:. (shrink)

In “Normativity and Epistemic Intuitions”, Weinberg, Nichols and Stich famously argue from empirical data that East Asians and Westerners have different intuitions about Gettier -style cases. We attempted to replicate their study about the Car case, but failed to detect a cross - cultural difference. Our study used the same methods and case taken verbatim, but sampled an East Asian population 2.5 times greater than NEI’s 23 participants. We found no evidence supporting the existence of cross - cultural difference about (...) the intuition concerning the Gettier car case. Taken together with the failures of both of the existing replication studies, our results provide strong evidence that the purported cross - cultural difference in Gettier intuitions does not exist. (shrink)

One of the most widely discussed philosophical issues is the problem of future contingents. Basically, the challenge is to create an adequate semantic theory of future-tensed sentences. Twardowski (1900) suggests that future contingent statements should be analyzed using the concept of probability. The aim of this paper is to show that (1) such an analysis is not appropriate and (2) that Twardowski’s main theses imply the Thin Red Line Theory. I discuss three potential arguments against my proposal and sketch the (...) connection with Schaffer’s Parallelism Thesis (2012). (shrink)

To improve the street managing and passenger comfort of a vehicle, a suspension system is furnished. An active suspension device is considered to be better than the passive suspension device. In this paper, 2 degree of freedom of an active suspension system of a linear vehicle are designed, that's challenge to oneof-a-kind disturbances on the road. Since the parametric uncertainty inside the spring, the shock absorber, the mass and the actuator has been taken into consideration, robust control is used. In (...) this paper, H∞ and µ-synthesis controllers are used to enhance using consolation and the capability to force the car on the road. For the analysis of the time domain, a MATLAB script software become used and a check with 4 road disturbance inputs (bump, random, sinusoidal and harmonic) became carried out for suspension deflection, body acceleration and travel of the body for the energetic suspension with the H∞ controller and the active suspension with the µ-synthesis controller and the comparative simulation and the reference consequences display the effectiveness of the active suspension system with the µ-synthesis controller. (shrink)

Recently, active suspension system will become important to the vehicle industries because of its advantages in improving road managing and ride comfort. This paper offers the development of mathematical modelling and design of a neural network control approach. The paper will begin with a mathematical model designing primarily based at the parameters of the active suspension system. A nonlinear three by four-way valve-piston hydraulic actuator became advanced which will make the suspension system under the active condition. Then, the model can (...) be analyzed thru MATLAB/Simulink software program. Finally, the NARMA-L2, model reference and predictive controllers are designed for the active suspension system. The results are acquired after designing the simulation of the quarter-car nonlinear active suspension system. From the simulation end result using MATLAB/Simulink, the response of the system might be as compared between the nonlinear active suspension system with NARMA-L2, model reference and predictive controllers. Besides that, the evaluation has been made between the proposed controllers thru the characteristics of the manage objectives suspension deflection, body acceleration and body travel of the active suspension system. . As a conclusion, designing a nonlinear active suspension system with a nonlinear hydraulic actuator for quarter car model has improved the car performance by using a NARMA-L2 controller. The improvements in performance will improve road handling and ride comfort performance of the active suspension system. (shrink)

This paper affords the design and improvement of a semi-active suspension system for an automobile. The main idea is to increase the semi-active suspension system damping vibration of the automobile body even as crossing the bump and sine pavement on the road. This system is modelled for 1 / 4 car system after which the entire system has been simulated usingMat lab/Simulink. It is used to physically simulate the quarter vehicle system of the automobile and have a look at the (...) time domain response to the road disturbances.H infinity controllers is used to govern the damping properties of the semi-active suspension system mechanically. The system is designed in contrast to the most of the available suspension systems using a third order hydraulic actuator. The proposed system is compared with H2 optimal controller to test the performance of the system for the control targets suspension deflection, body acceleration and body travel for the bump and sine road disturbances. The simulation result of this studies reveal the efficiency of the advanced H∞controller for the quarter car semi-active suspension system. (shrink)

There is a growing body of scholarship on the ethics of autonomous vehicles. Yet the ethical discourse has mostly been focusing on the behavior of the vehicle in accident scenarios. This paper offers a different ethical prism: the implications of the autonomous vehicle for human well-being. As such, it contributes to the growing discourse on the wider societal and moral implications of the autonomous vehicle. The paper is premised on the neo-Aristotelian approach which holds that as human beings, our well-being (...) depends on developing and exercising our innate human capacities: to know, understand, love, be sociable, imagine, create and use our bodies and use our willpower. To develop and exercise these capacities, our environments need to provide a range of opportunities which will trigger the development and exercise of the capacities. The main argument advanced in the paper is that one plausible future of the autonomous vehicle—a future of single-rider autonomous vehicles—may effectively reduce the opportunities to develop and exercise our capacities to know, be sociable and use our willpower. It will therefore be bad for human well-being, and this provides us with a moral reason to resist this plausible future and search for alternative ones. (shrink)

To improve road dealing with and passenger consolation of a vehicle, a suspension system is supplied. An active suspension system is taken into consideration better than the passive suspension system. In this paper, an active suspension system of a linear quarter vehicle is designed, that's issue to exclusive disturbances on the road. Since the parametric uncertainty within the spring, the shock absorber and the actuator has been taken into consideration, robust control is used. H∞ and µ-Synthesis controllers of are used (...) to improve using consolation and road dealing with potential of the vehicle, in addition to confirm the sturdy stability and overall performance of the system. In the H∞ design, we designed a driving force for passenger consolation and to preserve the deflection of the suspension small and to reduce the disturbance of the road to the deflection of the suspension. For the µ synthesis system, we designed a controller with hydraulic actuator and uncertainty model. We designed a MATLAB / SIMULINK model for the active suspension system with the H∞ and µ-synthesis controllers we tested the use of 4 road disturbance inputs (bump, random, sinusoidal pavement and slope) for deflection of the suspension, body acceleration and body travel for passive, active suspension with controller and active suspension without controller. Finally, we evaluate the H∞ and µ-synthesis controllers with a Simulink model for suspension deflection, body acceleration and body travel simulation, and the result suggests that both designs offer correct overall performance, however the H∞ controller has superior overall performance as compared to the µ-synthesis controller. (shrink)

This study investigated the rhetorical move structure of the dental sciences research article abstract (RAA) genre using Swales’ (2004) model of move analysis, CARS (Create a Research Space), to find the frequency of rhetorical moves and steps in RAAs of the selected journals and also to examine the association between the frequency of moves and steps in the RAAs. To this end, 251 abstracts from articles published in 2018, 2019, and 2020 in four Iranian PubMed-indexed dentistry journals were selected and (...) examined. The frequencies were counted and compared using the Chi Square statistic. The findings revealed that all of the abstracts included M3S4 and M3S5, and all but only one, included M3S1. Yet, M3S2 and M3S7 had not been used in the abstracts whatsoever, and M1S3 had been employed only once. It was also found that the RAAs in the Journal of Dentistry and the Dental Research Journal used the steps considerably more frequently than the RAAs in the Journal of Dental Research and Frontiers in Dentistry. The findings of this study can provide EAP instructors with practical insights into the needs and wants of dental students, and also serve as a complement to the guidelines for academic writing for dental researchers to produce more received RAAs. (shrink)

Human relationships with cars are multifaceted and morally fraught. Cars serve multiple functions, and generate experiences characteristic of both fine art and everyday aesthetic experience – but they’re also the roots of dire eco-social ills. Recent theories tend to undermine the aesthetic aspects of human-automobile relationships in order to emphasize cars’ ethically problematic effects. But cars’ shameful consequences need not cancel out their beauty or their relevance to aesthetic theories. I suggest that David Hume’s aesthetic tenets demonstrate how and why (...) cars are beautiful, foregrounding considerations that automobile aesthetics can’t afford to ignore but that risk being obscured by cars’ positively and negatively charged status. For instance, Hume underscores rational choice as an element of aesthetic experience: we can choose how and when to experience cars’ beauty or ugliness. According to Hume, utility tends to inspire sentiments of beauty; and what is ethically good is most useful to humanity at large. But tension arises from this principle, as Hume finds that even socially harmful phenomena are yet aesthetically interesting. This provocative tension is at the heart of the aesthetic appreciation of cars, and is part of what makes such appreciation worthwhile. Hume paves the way to a realistic aesthetics of automobiles that can account for their problematic effects while refusing to downplay their aesthetic potential. This paper was presented at the 2011 Meeting of the American Society for Aesthetics in Tampa, Florida. (shrink)

In Southeast Asian countries (SEA), road transport accounts for the main energy consumption and CO2 emission. Air pollution is a major concern in densely populated cities such as Bangkok, Manila, and Kuala Lumpur. The main objective of this paper is to give insights on trends of transport development, car ownership, and CO2 emissions in Southeast Asia. This study also attempts to review the successful transportation policies around the globe and to introduce the possible instruments that can help reduce air pollution (...) in Southeast Asian countries. Economic instruments to estimate the benefits of a cleaner environment due to new policies are introduced as well. The results of this research could help policy makers consider approaches that could internalize external costs of transportation and maximize the societal welfare. (shrink)

Artificial Intelligence (AI) is a technology that makes machines smart and capable of doing things that usually require human intelligence. AI works by training machines to learn from data and experiences. Such devices can recognize patterns, understand spoken language, see and understand images, and even make predictions based on their learning. Voice assistants like Siri or Alexa can understand our voice commands, answer questions, and perform tasks for us. AI-based self-driving cars can sense their surroundings, make decisions, and drive safely (...) without a human driver. AI also helps doctors diagnose diseases, detect fraud in financial transactions, and recommend movies or songs based on one’s preferences. Furthermore, AI has started to make its presence felt in Punjabi culture through various avenues. (shrink)

Forests, cars and orchestras are very different ontological entities, and yet very similar in some aspects. The relationships they have with the elements they are composed of is often assumed to be reducible to standard ontological relations, like parthood and constitution, but how this could be done is still debated. This paper sheds light on the issue starting from a linguistic and philosophical analysis aimed at understanding notions like plurality, collective and composite, and propos- ing a formal approach to characterise (...) them. We conclude the presentation with a discussion and analysis of social groups within this framework. (shrink)

Forests, cars and orchestras are very different ontological entities, and yet very similar in some aspects. The relationships they have with the elements they are composed of is often assumed to be reducible to standard ontological relations, like parthood and constitution, but how this could be done is still debated. This paper sheds light on the issue starting from a linguistic and philosophical analysis aimed at understanding notions like plurality, collective and composite, and propos- ing a formal approach to characterise (...) them. We conclude the presentation with a discussion and analysis of social groups within this framework. (shrink)

It is not a particularly hard thing to want or seek explanations. In fact, explanations seem to be a large and natural part of our cognitive lives. Children ask why and how questions very early in development and seem genuinely to want some sort of answer, despite our often being poorly equipped to provide them at the appropriate level of sophistication and detail. We seek and receive explanations in every sphere of our adult lives, whether it be to understand why (...) a friendship has foundered, why a car will not start, or why ice expands when it freezes. Moreover, correctly or incorrectly, most of the time we think we know when we have or have not received a good explanation. There is a sense both that a given, successful explanation satisfies a cognitive need, and that a questionable or dubious explanation does not. There are also compelling intuitions about what make good explanations in terms of their form, that is, a sense of when they are structured correctly. (shrink)

I min artikel ”Att förstå – betraktelser utifrån en ny teori” (FT 31:4 Nov 2010) vill jag visa att det finns anledning att förtydliga förståelsebegreppet. Avsevärd möda har, historiskt sett, lagts ned på att definiera och bringa klarhet i begreppen kunskap och förklaring men förståelse, som når längre än vanlig kunskap, har förblivit ett otydligt begrepp. Teorin jag lägger fram i artikeln har som sin kärna en definition av förståelse. Denna utkristalliseras dels naturligt från vår vardagliga användning, dels från behovet (...) av att tydligt visa på vilket sätt förståelse är den djupaste formen av kunskap, av medveten insikt. Först när förståelsebegreppet utgör ett väl format verktyg kan kunskapsteorin nå sin fulla potential. Jag är tacksam gentemot Anders Tolland för att ha kritiskt granskat artikeln och för att han ger mig möjlighet att uttrycka teorin klarare. Tollands kritik berör främst oklarheter avseende innehållet i de abstraktioner som, tillsammans med jämförelser, är centrala element i teorin. Tolland bidrar också till förtydliganden, för vilka jag är mycket tacksam. Särskilt vill jag nämna påpekandena att förståelse dels kan relatera till vad något är, dels till varför det är på det sättet och att förståelse dels är en process, dels ett uppnått tillstånd. I det följande bemöter jag Tollands kritik och anser mig verkligen kunna visa att den framlagda teorin för förståelse är sammanhållen, tydlig och alls icke ”kontra-intuitiv” samt att den utgör ett viktigt, nytt kunskapsteoretiskt verktyg. (shrink)

Suppose a police car gives chase to some violent criminals, putting innocent bystanders at risk. The criminals have not threatened the police in any way; so we would not normally say that the police have been coerced into chasing. Nor are the police merely responding to natural circumstances, so they are not acting under necessity, in the usual sense. The case is different from one in which an ambulance speeds to hospital, putting innocent bystanders at risk, because the reason for (...) the police speeding has to do with the unreasonable behaviour of others. Yet that unreasonable behaviour does not constitute threatening behaviour. How then should we describe what happened? (shrink)

Artikel ini akan membahas perdebatan dan status manusia dalam Antroposen. Antroposen secara populer dikenal sebagai bagian dari rentang skala waktu geologis ketika aktivitas manusia dianggap memiliki pengaruh secara global pada sistem geologi bumi. Akan tetapi, hanya Holosen yang masih dipertahankan secara formal hingga saat ini. Tesis Antroposen membawa pro dan kontra di antara peneliti geologi. Mereka yang mendukung Antroposen tetap bersikukuh bahwa Antroposen nyata dan perlu untuk diratifikasi. Sedangkan bagi mereka yang kontra justru menganggap, Antroposen hanya gairah spekulasi (...) yang tidak dapat melepaskan diri dari sifat antroposentrisme. Terlepas dari perdebatan dan usaha ratifikasi Antroposen, artikel ini akan memberikan justifikasi ontologis bahwa manusia terlibat dan memiliki daya kausal atas konstelasi skala waktu geologi. Status manusia harus dilepaskan dari segala term antroposentrisme untuk dapat menjelaskan trajektori Antroposen yang bercirikan terra incognita, objek yang unik dan berpotensi secara kompleks dapat membentuk skala waktu geologi lain di masa depan. Selain geologi, Antroposen juga mulai mempengaruhi cara pandang ilmu non-geologi dalam melihat realitas. (shrink)

Bago matapos ang dantaon 19, umusbong ang mga kilusang mapagpalaya kontra kolonisador sa iba’t ibang kapuluan ng Pilipinas at Indonesia (mga bansang kabilang/kaugnay ng Dunia Melayu). Isa sa mga iginigiit na dahilan ng bawat bayan (negara ng Indonesia) ay ang malawakang reporma hinggil sa relihiyon/paniniwala – pagpapanatili, pagbabago, o di kaya’y pakikisangkot. Sapul pa noong panahong dati, patuloy nang pinahahalagahan ng bawat katutubong Malayo/Austronesyano ang kanilang paniniwala na malalim ang pagkaka-ugat sa kapangyarihan at impluwensiya ng kanilang kapaligiran at sabihin (...) pa’y pinamumunuan ito ng mga lider (i.e. babaylan para sa mga sinaunang Pilipino at pawang/dukun sa mga katutubong Indones). Sa pagpasok ng kolonisasyon ng sa mundo ng mga Melayu, nagkaroon ng malawakang pagkitil sa lipunan at mga katutubong paniniwala/tradisyon. Kung niyakap man nila ang ipinakilalang relihiyon ng mga dayuhan, nawalan naman sila ng pakikisangkot kung kaya’t nagbunsod ito sa pagbubuo ng mga kalat-kalat na kilusan. Sa kabila ng malalim na koneksyon ng mga katutubo sa kanilang lumang paniniwala, hindi nakapagtataka kung bakit katuwang nila ang kabuuang salik nito sa pagbubuo at adhikain ng mga kilusan. Ito ang direktang dahilan kung bakit sila binansagan ng mga Kanluranin bilang mga mesyaniko, kilyastiko, at panatiko. Itinatampok sa pag-aaral na ito ang komparatibong pag-aaral sa mga kilusang mapagpalaya na naka-ugat sa relihiyon noong kalagitnaan ng dantaon 19. Muling tatalakayin ang pagbubuo ng Cofradia de San Jose (1832) ni Hermano Puli ng Tayabas, Pilipinas laban sa mga prayleng Kastila. Pagkatapos nito’y ihahalintulad naman ang huli sa mga kilusang panrelihyon na nabuo sa ibayong dagat katulad ng Digmaang Minangkabau (1803-1837) ni Tuanku Imam Bonjol ng Kanlurang Sumatra, Indonesia laban sa mga kasangkot at sulsol na Holandes sa pagwasak ng katutubong paniniwala at panloob na relasyon. (shrink)

We live in a world of crowds and corporations, artworks and artifacts, legislatures and languages, money and markets. These are all social objects — they are made, at least in part, by people and by communities. But what exactly are these things? How are they made, and what is the role of people in making them? In The Ant Trap, Brian Epstein rewrites our understanding of the nature of the social world and the foundations of the social sciences. Epstein explains (...) and challenges the three prevailing traditions about how the social world is made. One tradition takes the social world to be built out of people, much as traffic is built out of cars. A second tradition also takes people to be the building blocks of the social world, but focuses on thoughts and attitudes we have toward one another. And a third tradition takes the social world to be a collective projection onto the physical world. Epstein shows that these share critical flaws. Most fundamentally, all three traditions overestimate the role of people in building the social world: they are overly anthropocentric. Epstein starts from scratch, bringing the resources of contemporary metaphysics to bear. In the place of traditional theories, he introduces a model based on a new distinction between the grounds and the anchors of social facts. Epstein illustrates the model with a study of the nature of law, and shows how to interpret the prevailing traditions about the social world. Then he turns to social groups, and to what it means for a group to take an action or have an intention. Contrary to the overwhelming consensus, these often depend on more than the actions and intentions of group members. (shrink)

Ernst Mach, le célèbre physicien autrichien, est principalement connu en épistémologie et en philosophie de la psychologie pour avoir été l’auteur d’une théorie de l’expérience sensible qui le positionna, aux côtés de William James, comme l’un des représentants de ce courant philosophique connu sous le nom de « monisme neutre ». L’un des développements les plus fructueux de cette théorie de l’expérience semble avoir été la psychologie de la forme, tant dans la version qu’en a livrée l’École de Graz que (...) l’École de Berlin. Or, le concept de Gestalt est en contradiction fagrante avec la théorie moniste défendue par Mach. Si, comme il le soutient, l’expérience est reconductible à une série d’éléments, et à eux seuls, elle ne peut alors ni supporter unmode de structuration interne, qui présiderait à l’organisation de l’ensemble articulé de ses parties élémentaires, ni manifester, comme en supplément d’elle-même, un élément qui viendrait se surajouter aux éléments sensibles qui la constituent. Toute psychologie de la forme est dualiste dans son principe car elle présuppose que l’expérience ne se sufft pas d’une seule catégorie de constituants sensibles. Ce paradoxe doctrinal relevé, quel statut est-il dès lors permis d’accorder à la théorie de l’expérience élaborée par Mach dans la généalogie de la Gestaltpsychologie ? -/- Mon intention dans cette étude est de défendre la thèse que, loin de s’exclure, le projet d’une analyse des sensations et la notion de Gestalt se complètent dans la théorie de l’expérience développée par Mach. Je soutiendrai l’idée que l’on retrouve chez Mach une conception de l’expérience sensible selon laquelle la perception s’oriente dans le fux des sensations grâce à un processus de reconnaissance d’entités « unes et indivisibles », que l’on pourrait considérer comme des entités de nature fgurale. Selon cette ligne interprétative, la notion de Gestalt constitue l’un des développements nécessaires de la théorie des sensations proposée par Mach. Mais nous verrons cependant en quoi l’approche de Mach se distingue des approches canoniques du concept de Gestalt. (shrink)

Every year, the Vietnamese people reportedly burned about 50,000 tons of joss papers, which took the form of not only bank notes, but iPhones, cars, clothes, even housekeepers, in hope of pleasing the dead. The practice was mistakenly attributed to traditional Buddhist teachings but originated in fact from China, which most Vietnamese were not aware of. In other aspects of life, there were many similar examples of Vietnamese so ready and comfortable with adding new norms, values, and beliefs, even contradictory (...) ones, to their culture. This phenomenon, dubbed “cultural additivity”, prompted us to study the co-existence, interaction, and influences among core values and norms of the Three Teachings –Confucianism, Buddhism, and Taoism–as shown through Vietnamese folktales. By applying Bayesian logistic regression, we evaluated the possibility of whether the key message of a story was dominated by a religion (dependent variables), as affected by the appearance of values and anti-values pertaining to the Three Teachings in the story (independent variables). Our main findings included the existence of the cultural additivity of Confucian and Taoist values. More specifically, empirical results showed that the interaction or addition of the values of Taoism and Confucianism in folktales together helped predict whether the key message of a story was about Confucianism, β{VT ⋅ VC} = 0.86. Meanwhile, there was no such statistical tendency for Buddhism. The results lead to a number of important implications. First, this showed the dominance of Confucianism because the fact that Confucian and Taoist values appeared together in a story led to the story’s key message dominated by Confucianism. Thus, it presented the evidence of Confucian dominance and against liberal interpretations of the concept of the Common Roots of Three Religions (“tam giáo đồng nguyên”) as religious unification or unicity. Second, the concept of “cultural additivity” could help explain many interesting socio-cultural phenomena, namely the absence of religious intolerance and extremism in the Vietnamese society, outrageous cases of sophistry in education, the low productivity in creative endeavors like science and technology, the misleading branding strategy in business. We are aware that our results are only preliminary and more studies, both theoretical and empirical, must be carried out to give a full account of the explanatory reach of “cultural additivity”. (shrink)

The transport sector is one of the largest sources of greenhouse gas emissions in New Zealand. To address this issue, the government is planning a set of actions to be implemented in the next 15 years. One of these actions deals with transport emissions and targets for a reduction in light vehicle travel. However, to achieve this goal, there is a need for both an updated assessment of effective interventions and an analysis of their relevance and applicability to the New (...) Zealand context. This report seeks to close the gap by conducting a narrative literature review of a collection of existing literature, supplemented with some targeted searches. With the focus on evidence relevant to New Zealand’s largest and fastest growing urban environments, the report identified 24 publicly available research outputs from around the world (mainly from Western European countries). The papers assessed differ not only in the type of research method and analysis applied but also the form of intervention (s) evaluated, the duration of the intervention and follow-up periods, the characteristics of the population groups or intervention sites studied, the measures, results and metrics relevant to New Zealand, and the outcomes of the interventions. Although these differences may represent a challenge in terms of comparability and transferability, they also provide opportunities and lessons for policy-and decision-makers. Finally, the report discusses the implications of the review and its findings and provides some directions and recommendations for future research, policy and practice for the measurement and evaluation of interventions. (shrink)

Reductionists about knowledge-wh hold that "s knows-wh" (e.g. "John knows who stole his car") is reducible to "there is a proposition p such that s knows that p, and p answers the indirect question of the wh-clause." Anti-reductionists hold that "s knows-wh" is reducible to "s knows that p, as the true answer to the indirect question of the wh-clause." I argue that both of these positions are defective. I then offer a new analysis of knowledge-wh as a special kind (...) of de re knowledge. (shrink)

“Since the actions I perform as an individual only have an inconsequential effect on the threat of climate change,” a common argument goes, “it cannot be morally wrong for me to take my car to work everyday or refuse to recycle.” This argument has received a lot of scorn from philosophers over the years, but has actually been defended in some recent articles. A more systematic treatment of a central set of related issues shows how maneuvering around these issues is (...) no easy philosophical task. In the end, it appears, the argument from inconsequentialism indeed is correct in typical cases, but there are also important qualificatory considerations. (shrink)

Analyses of factual causation face perennial problems, including preemption, overdetermination, and omissions. Arguably, the thorniest, are cases of omissive overdetermination, involving two independent omissions, each sufficient for the harm, and neither, independently, making a difference. A famous example is Saunders, where pedestrian was hit by a driver of a rental car who never pressed on the (unbeknownst to the driver) defective (and, negligently, never inspected) brakes. Causal intuitions in such cases are messy, reflected in disagreement about which omission mattered. What (...) these analyses mistakenly take for granted, is that at issue is the 'efficacy' of each omission. I argue, on the contrary, the puzzle of omissive overdetermination favors taking the act/omission distinction seriously. Factual causation, properly understood precludes omissions (i.e. omissions are not causal). Of course, the law also attaches liability to omissions, but this works differently from liability for real causes (e.g. omissions have a duty requirement, they also respond differentially to difference-making considerations). The manner in which liability attaches for omissions differs from that of straightforward causal liability, and is entirely dependent on the underlying causal structure. Attention to that structure (e.g. that the driver's hitting the pedestrian with his car is what actually caused the injury) sheds light on which omissions matter (e.g. driver's failure to press on the brakes) and why (because that failure removes a defense the driver would have to liability for the accident he caused). Other cases, where the parties' connection is entirely omissive (e.g. two physicians fail to detect independently lethal conditions), come out differently (tracking moralized elements). The analysis offered makes better sense of both why omissive determination cases are puzzling and how to resolve them. (shrink)

This article reviews the reasons scholars hold that driverless cars and many other AI equipped machines must be able to make ethical decisions, and the difficulties this approach faces. It then shows that cars have no moral agency, and that the term ‘autonomous’, commonly applied to these machines, is misleading, and leads to invalid conclusions about the ways these machines can be kept ethical. The article’s most important claim is that a significant part of the challenge posed by AI-equipped machines (...) can be addressed by the kind of ethical choices made by human beings for millennia. Ergo, there is little need to teach machines ethics even if this could be done in the first place. Finally, the article points out that it is a grievous error to draw on extreme outlier scenarios—such as the Trolley narratives—as a basis for conceptualizing the ethical issues at hand. (shrink)

Artificial Intelligence (AI) systems are ubiquitous. From social media timelines, video recommendations on YouTube, and the kinds of adverts we see online, AI, in a very real sense, filters the world we see. More than that, AI is being embedded in agent-like systems, which might prompt certain reactions from users. Specifically, we might find ourselves feeling frustrated if these systems do not meet our expectations. In normal situations, this might be fine, but with the ever increasing sophistication of AI-systems, this (...) might become a problem. While it seems unproblematic to realize that being angry at your car for breaking down is unfitting, can the same be said for AI-systems? In this paper, therefore, I will investigate the so-called “reactive attitudes”, and their important link to our responsibility practices. I then show how within this framework there exist exemption and excuse conditions, and test whether our adopting the “objective attitude” toward agential AI is justified. I argue that such an attitude is appropriate in the context of three distinct senses of responsibility (answerability, attributability, and accountability), and that, therefore, AI-systems do not undermine our responsibility ascriptions. (shrink)

Abstract— As electric cars are environmentally friendly, their use will reduce air pollution. Electric pedicabs, which are designed to solve the transportation problems of people from electric vehicles designed for different purposes, are widely used in many cities, especially since they are a very effective means of transportation in the city. However, serious research is needed on increasing the performance of the electric rickshaws, especially their batteries. The most important factor that determines the vehicle's range is the capacity of the (...) vehicle's battery. In this study, it has been shown that it is possible to use battery for longer periods with some important changes by conducting a research on pedicab batteries. (shrink)

Harman’s lottery paradox, generalized by Vogel to a number of other cases, involves a curious pattern of intuitive knowledge ascriptions: certain propositions seem easier to know than various higher-probability propositions that are recognized to follow from them. For example, it seems easier to judge that someone knows his car is now on Avenue A, where he parked it an hour ago, than to judge that he knows that it is not the case that his car has been stolen and driven (...) away in the last hour. Contextualists have taken this pattern of intuitions as evidence that ‘knows’ does not always denote the same relationship; subject-sensitive invariantists have taken this pattern of intuitions as evidence that non-traditional factors such as practical interests figure in knowledge; still others have argued that the Harman Vogel pattern gives us a reason to abandon the principle that knowledge is closed under known entailment. This paper argues that there is a psychological explanation of the strange pattern of intuitions, grounded in the manner in which we shift between an automatic or heuristic mode of judgment and a controlled or systematic mode. Understanding the psychology behind the pattern of intuitions enables us to see that the pattern gives us no reason to abandon traditional intellectualist invariantism. The psychological account of the paradox also yields new resources for clarifying and defending the single premise closure principle for knowledge ascriptions. (shrink)

This paper argues that the role of knowledge in the explanation and production of intentional action is as indispensable as the roles of belief and desire. If we are interested in explaining intentional actions rather than intentions or attempts, we need to make reference to more than the agent’s beliefs and desires. It is easy to see how the truth of your beliefs, or perhaps, facts about a setting will be involved in the explanation of an action. If you believe (...) you can stop your car by pressing a pedal, then, if your belief is true, you will stop. If it is false, you will not. By considering cases of unintentional actions, actions involving luck and cases of deviant causal chains, I show why knowledge is required. By looking at the notion of causal relevance, I argue that the connection between knowledge and action is causal and not merely conceptual. (shrink)

L’idée générale défendue ici est qu’une telle intuition doit être nuancée car (i) elle surestime la place de l’expérience du corps dans l’expérience tactile. (ii) elle sous- estime la place de l’expérience du corps dans les autres modalités sensorielles et (iii) elle repose sur une définition floue du sens tactile qui la conduit à identifier toute expérience du corps à une expérience tactile.

Climate change appears to be a classic aggregation problem, in which billions of individuals perform actions none of which seem to be morally wrong taken in isolation, and yet which combine to drive the global concentration of greenhouse gases (GHGs) ever higher toward environmental (and humanitarian) catastrophe. When an individual can choose between actions that will emit differing amounts of GHGs―such as to choose a vegan rather than carnivorous meal, to ride a bike to work rather than drive a car, (...) or to take a reusable bag to the supermarket rather than send another plastic bag to landfill―does she have any reason to choose the lower-emitting actions? In this chapter I'll reject the claim that individuals don't make a difference when it comes to climate change. I first discuss making a difference with every action, as a way of getting clearer about how individuals' actions impact causally on the harms resulting from climate change, making a distinction so far overlooked in the climate ethics discussion between 'macro' thresholds like ice-cap melt, and 'micro' thresholds like severe weather events. I set aside making a difference with every action as implausible, and then move on to discuss both low probability of major difference, and high probability of minor difference. I argue that both of these are plausible characterizations of individuals' causal contributions to climate change. I conclude by noting some policy implications of having (probabilistic) individual difference-making back in play. (shrink)

This paper examines the potential educational uses of chat-based large language models (LLMs), moving past initial hype and skepticism. Although LLM outputs often evoke fascination and resemble human writing, they are unpredictable and must be used with discernment. Several metaphors—like calculators, cars, and drunk tutors—highlight distinct models for student interactions with LLMs, which we explore in the paper. We suggest that LLMs hold a potential in students’ learning by fostering proleptic reasoning through scaffolding, i.e., presenting a technological accompaniment in anticipating (...) and responding to potential objections to arguments. Here, the technical limitations of LLMs can be reframed as beneficial when fostering anticipatory reasoning. Whether their outputs are accurate or not, evaluating them stimulates learning. LLMs require students to critically engage, emphasizing analytical thinking over mere memorization. This interaction helps solidify knowledge. Additionally, we explore how engaging with LLMs can prepare students for constructive collective discussions and provide first steps in addressing epistemic injustices by highlighting potential research blind spots. Thus, while acknowledging the sociopolitical and ethical complexities of using LLMs in education, we suggest that when used in an informed way, they can promote critical thinking through anticipatory reasoning. (shrink)

Experiences of embodied remembering are familiar and diverse. We settle bodily into familiar chairs or find our way easily round familiar rooms. We inhabit our own kitchens or cars or workspaces effectively and comfortably, and feel disrupted when our habitual and accustomed objects or technologies change or break or are not available. Hearing a particular song can viscerally bring back either one conversation long ago, or just the urge to dance. Some people explicitly use their bodies to record, store, or (...) cue memories. Others can move skilfully, without stopping to think, in complex and changing environments thanks to the cumulative expertise accrued in their history of fighting fires, or dancing, or playing hockey. The forms of memory involved in these cases may be distinct, operating at different timescales and levels, and by way of different mechanisms and media, but they often cooperate in the many contexts of our practices of remembering. (shrink)

Many social media platforms enable (nearly) anyone to post (nearly) anything. One clear downside of this permissiveness is that many people appear bad at determining who to trust online. Hacks, quacks, climate change deniers, vaccine skeptics, and election deniers have all gained massive followings in these free markets of ideas, and many of their followers seem to genuinely trust them. At the same time, there are many cases in which people seem to reliably determine who to trust online. Consider, for (...) example, Do It Yourself (DIY) content about how to play guitar, bake, fix one’s plumbing, or repair one’s car. For these topics, those who have the largest accounts and the most popular content typically possess significant expertise. That is, social media users seem to reliably pick out DIY experts. We thus have a puzzle: why are social media users seemingly competent at identifying DIY experts, but not climate science or vaccine experts? In what follows, we solve this puzzle. We begin by identifying a novel wisdom of the crowds phenomenon: specifically we argue that the crowd (in combination with social media search and recommendation algorithms) reliably picks out DIY experts and serves as a credentialing institution for DIY content. Next, we argue that (a) there are five epistemic factors that determine whether the crowd can succeed at recognizing experts on social media platforms, and (b) while many of those factors are satisfied to a sufficiently high degree by DIY content, they are mostly lacking for content about climate change or vaccines. (shrink)

Though there are many challenges to Ekman’s thesis that there are basic emotions with universal corresponding facial expressions, our main criticism revolves around the extent to which grounding situations alter how people read faces. To that end, we recruit testifying experimental studies that show identical faces expressing varying emotions when contextualized differently. Rather than dismissing these as illusions, we start with the position—generally favored by embodied thinkers—that situations are primary: they are where specifiable and hence knowable properties first show up. (...) We further argue that situationally inflected emotional expressions are informationally meaningful. We reject the idea that reading expressions is primarily about ascertaining internal mental states, arguing instead that people are registering overall situations when looking at faces. However, if mind is understood as a situated phenomenon that extends into active ecological frames, then one can still argue that mindreading is going on. Although we do not claim isolated things like cliffs or cars have agency, we speculate networked systems with cliffs, people, cars, bears, etc., collectively function with intentionality, more so if advancing a robust situated mind thesis, contra figures like Dennett who argue that people over-impute mind to things. Our position has practical implications insofar as it casts doubts on recent attempts to develop AI systems that extract emotional intent out of facial expressions since many of these systems are grounded on Ekman’s basic view. (shrink)

Moorean arguments are a popular and powerful way to engage highly revisionary philosophical views, such as nihilism about motion, time, truth, consciousness, causation, and various kinds of skepticism (e.g., external world, other minds, inductive, global). They take, as a premise, a highly plausible first-order claim (e.g., cars move, I ate breakfast before lunch, it’s true that some fish have gills) and conclude from it the falsity of the highly revisionary philosophical thesis. Moorean arguments can be used against nihilists in ethics (...) (error theorists), too. Recently, error theorists have recognized Moorean arguments as a powerful challenge and have tried to meet it. They’ve argued that moral Moorean premises seem highly credible to us, but aren’t, by offering various debunking explanations. These explanations all appeal to higher-order evidence—evidence of error in our reasoning. I argue that drawing attention to higher-order evidence is a welcome contribution from error theorists, but that the higher-order evidence actually counts further against error theoretic arguments—including their debunking explanations—and further in favor of Moorean arguments and the commonsense views they support. Along the way I answer a few prominent objections to Moorean arguments: that they are objectionably question-begging, rely on categorizing some facts as “Moorean Facts”, and that reports of one’s credence in a proposition bears no interesting relation to that proposition’s credibility. (shrink)

Drink driving causes great suffering and material destruction. The alcohol interlock promises to eradicate this problem by technological design. Traditional counter-measures to drink driving such as policing and punishment and information campaigns have proven insufficient. Extensive policing is expensive and intrusive. Severe punishment is disproportionate to the risks created in most single cases. If the interlock becomes inexpensive and convenient enough, and if there are no convincing moral objections to the device, it may prove the only feasible as well as (...) the only justifiable solution to the problem of drink driving. A policy of universal alcohol interlocks, in all cars, has been proposed by several political parties in Sweden and is supported by the National Road Administration and the 2006 Alcohol Interlock Commission. This article assesses two possible moral objections to a policy of universal interlocks: (i) that it displaces the responsibility of individual drivers and (ii) that it constitutes a paternalistic interference with drivers. The first objection is found unconvincing, while the second has only limited bite and may be neutralized if paternalism is accepted for the sake of greater net liberty. Given the expected technological development, the proposed policy seems a commendable health promotion measure for the near future. (shrink)