乔纳森·奥卡拉汉(Jonathan O'Callaghan)(by Jonathan O’Callaghan)

Self-driving cars, or connected and automated vehicles (CAVs), are closer than ever to becoming a mainstay on our roads. Already, many modern cars have self-driving capabilities — now the next step is full automation.

无人驾驶汽车或联网自动驾驶汽车(CAV)比以往更接近成为我们道路上的Struts。 许多现代汽车已经具备自动驾驶功能，现在下一步就是全自动。

Before that is allowed, however, considerable testing still needs to be done. On 18 September, the European Commission published an independent expert report that looks at some of the outstanding safety and ethical issues still to be addressed and how we might tackle them.

但是，在允许这样做之前，仍然需要进行大量测试。 9月18日，欧洲委员会发布了一份独立专家报告，该报告研究了一些尚待解决的突出安全和道德问题，以及我们如何解决这些问题。

We spoke to three experts involved in the report about what steps they think still need to be taken to make CAVs safe, what challenges still need to be overcome, and how we can prepare for a future in which both computer-driven and human-driven cars are on our roads.

我们与报告中涉及的三位专家进行了交流，他们认为他们仍需要采取哪些步骤来确保CAV安全，需要克服哪些挑战，以及我们如何为计算机驱动和人工驱动的未来做好准备汽车在我们的道路上。

1. Self-driving cars and humans must be able to monitor each other

   自动驾驶汽车和人必须能够互相监视

CAVs need to be able to understand the limitations of their human driver, and vice versa, says Marieke Martens, a professor in automated vehicles and human interaction from the Eindhoven University of Technology in the Netherlands. In other words, the human driver needs to be ready to take control of the car in certain situations, such as dealing with roadworks, while the car also needs to be able to monitor the capacity of the human in the car.

荷兰埃因霍温科技大学的自动驾驶汽车和人机交互教授Marieke Martens说，CAV必须能够理解其驾驶员的局限性，反之亦然。 换句话说，在某些情况下，例如在处理道路工程时，驾驶员需要准备好控制汽车，而汽车还需要能够监视人在汽车中的容量。

‘We (need) systems that can predict and understand what people can do,’ she said, adding that under certain conditions these systems could decide when it’s better to take control or alert the driver. For example, if the driver is fatigued or not paying attention, she says, then the car ‘should notice and take proper actions’, such as telling the driver to pay attention or explaining that action needs to be taken.

她说：“我们(需要)一种能够预测和理解人们的能力的系统，”并补充说，在某些条件下，这些系统可以决定何时更好地控制或警告驾驶员。 她说，例如，如果驾驶员感到疲劳或不专心，则汽车“应该注意并采取适当的措施”，例如告诉驾驶员要注意或解释需要采取的措施。

Prof. Martens added that rather than just a screen telling the driver automated features have been activated, better interfaces known as HMIs (human machine interaction) will need to be developed to talk between the driver and the car ‘so that the person really understands what the car can and cannot do, and the car really understands what the person can and cannot do.’

Martens教授补充说，不仅需要屏幕告知驾驶员已激活自动功能，还需要开发更好的界面，称为HMI(人机交互)，以在驾驶员和汽车之间进行交流，从而使驾驶员真正了解什么。汽车可以做，不能做，汽车真正了解人可以做和不能做的事情。”

2. We need to test them in more diverse environments

2.我们需要在更加多样化的环境中对其进行测试

Much of the self-driving car testing that has happened so far has been in relatively easy environments, says Dr John Danaher from the National University of Ireland, Galway, a lecturer in law who focuses on the implications of new technologies. In order to prove they can be safer than human-driven cars, we will need to show they can handle more taxing situations.

爱尔兰国立大学高威法学院讲师约翰·丹纳赫(John Danaher)博士说，到目前为止，自动驾驶汽车的测试大多是在相对容易的环境中进行的，他专注于新技术的含义。 为了证明它们比人类驾驶的汽车更安全，我们需要证明它们可以应付更多的繁重情况。

‘There are some questions about whether they are genuinely safe,’ he said. ‘You need to do more testing to actually ascertain their true risk potential, and you also need to test them in more diverse environments, which is something that hasn’t really been done (to a sufficient degree).

他说，人们对它们是否真正安全存在一些疑问。 “您需要做更多的测试才能真正确定其真正的潜在风险，并且还需要在更加多样化的环境中进行测试，但这实际上并没有做到(在足够的程度上)。

‘They tend to be tested in relatively controlled environments like motorways or highways, which are relatively more predictable and less accident-prone than driving on wet and windy country roads. The jury is still out on whether they are going to be less harmful, but that is certainly the marketing pitch.’

``它们倾向于在相对受控的环境中进行测试，例如高速公路或高速公路，与在潮湿多风的乡村道路上行驶相比，它们相对更容易预测且事故更少。 关于它们是否会减少危害尚无定论，但这肯定是营销的重点。”

‘The jury is still out on whether they (self-driving cars) are going to be less harmful, but that is certainly the marketing pitch.’

他说：“对于自动驾驶汽车是否会减少危害尚无定论，但这无疑是市场推广。”

- Dr John Danaher, National University of Ireland, Galway

-高威爱尔兰国立大学John Danaher博士

3. The private data of people in the vehicle must be protected

3.必须保护车内人员的私人数据

When we talk about CAVs, we often discuss how they share information with other road users. But, notes Professor Sandra Wachter from the University of Oxford, UK, an Associate Professor in the law and ethics of AI, data, and robotics, that raises the significant issue of data protection. ‘That’s not really the fault of anybody, it’s just the technology needs that type of data,’ she said, adding that we need to take the privacy risks seriously.

在谈到CAV时，我们经常讨论它们如何与其他道路使用者共享信息。 但是，英国牛津大学的Sandra Wachter教授指出，人工智能，数据和机器人技术的法律和伦理学副教授提出了重要的数据保护问题。 她说：“这并不是所有人的错，只是技术需要这种类型的数据。”她补充说，我们需要认真对待隐私风险。

That includes sharing location data and other information that could reveal a lot about a person when one car talks to another. ‘It could be things like sexual orientation, ethnicity, health status,’ said Prof. Wachter, with things like ethnicity being possible to glean from a postcode for example. ‘Basically anything about your life can be inferred from those types of data.’

其中包括共享位置数据和其他信息，当一辆汽车与另一辆汽车通话时，这些信息可能会透露很多关于一个人的信息。 沃克特教授说：“这可能是性取向，种族，健康状况之类的东西，例如，族裔可能会从邮政编码中搜集出来。 “基本上可以从这些数据类型中推断出您的生活。”

Solutions include making sure CAVs comply with existing legal frameworks in other areas, such as the General Data Protection Regulation (GDPR) in Europe, and deleting data when it is no longer needed. But further safeguards might be needed to deal with privacy concerns caused by CAVs. ‘Those things are very important,’ said Prof. Wachter.

解决方案包括确保CAV遵守其他领域的现有法律框架，例如欧洲的通用数据保护条例(GDPR)，以及在不再需要时删除数据。 但是，可能需要采取进一步的措施来应对由CAV引起的隐私问题。 沃赫特教授说：“这些事情非常重要。”

4. CAVs can predict the future, but humans cannot — we need to account for that

4. CAV可以预测未来，但人类不能预测未来-我们需要考虑到这一点

One of the major benefits of CAVs is they can interact both with other cars and the roads themselves, such as with traffic lights, to provide a safer driving experience. But, says Prof. Martens, in a world where both CAVs and human drivers are on the roads together, some limitations of human drivers will need to be taken into account.

CAV的主要优点之一是它们可以与其他汽车以及道路本身(例如，交通信号灯)交互，以提供更安全的驾驶体验。 但是，马滕斯教授说，在CAV和人类驾驶员并驾齐驱的世界中，必须考虑人类驾驶员的一些局限性。

‘It’s really important to make sure that (CAVs) naturally blend into the current traffic we have,’ she said, noting they will initially need to be designed to act human. ‘A connected car has more information than a manually driven vehicle,’ she said. ‘They can start to accelerate when a traffic light is still red, because they know it will be green very soon.’

她说：“确保(CAV)自然融入我们现有的流量中，这一点非常重要，”她指出，它们最初需要设计成能够表现出人类的能力。 她说：“联网汽车比手动驾驶汽车拥有更多的信息。” “当交通信号灯仍为红色时，他们可以开始加速，因为他们知道很快就会变成绿色。”

Another scenario might be at a pedestrian crossing, where an automated car can stop more quickly than a human car — but pedestrians and cyclists will need to know a car is automated in order to feel safe enough to cross. ‘I think in the transition period in the next couple of decades, cars need to behave within specific boundaries that are what people are used to,’ said Prof. Martens.

另一种情况可能是在人行横道上，在这种情况下，自动驾驶的汽车可以比人类的汽车停下来更快，但是行人和骑自行车的人将需要知道汽车是自动的，以确保可以安全通过。 马滕斯教授说：“我认为，在接下来的几十年的过渡时期，汽车必须在人们习惯的特定界限内表现。”

5. CAVs must enable a wider range of people to safely travel in vehicles

5. CAV必须使更多的人能够安全乘坐车辆

CAVs could be safely used by people who currently aren’t able to travel by car. For example, elderly or disabled people who would struggle to drive a car themselves could now enjoy an experience used by many others, said Prof. Wachter.

当前无法开车旅行的人可以安全地使用CAV。 Wachter教授说，例如，自己努力驾驶汽车的老年人或残疾人现在可以享受许多其他人使用的经验。

‘We want to make sure that the technology is improving accessibility,’ she said. ‘That means accessibility and mobility, for example, of people who are at the moment not able to enjoy the benefits of driving. Designers (need to) keep that in mind, that it’s actually the service of a wider community and not just for a few people.

她说：“我们希望确保该技术正在改善可访问性。” ``例如，这意味着目前无法享受驾驶好处的人们的无障碍通行和机动性。 设计师(需要)牢记这一点，它实际上是更广泛社区的服务，而不仅仅是为少数人服务。

‘For elderly people, it could potentially be very helpful, and for people who are no longer able to drive themselves, or somebody that is injured at the moment, or children could be another group if those systems are safe. You could (also) think about carpooling opportunities that could have a positive impact on the environment.’

对于老年人来说，这可能会很有帮助，对于不再能够开车的人，或者目前受伤的人，或者如果这些系统很安全的话，儿童可能是另一个群体。 您也可以考虑可以对环境产生积极影响的拼车机会。”

The research in this article was funded by the EU. If you liked this article, please consider sharing it on social media.

本文中的研究由欧盟资助。 如果您喜欢这篇文章，请考虑在社交媒体上分享。

更多信息 (More info)

Report: New recommendations for a safe and ethical transition towards driverless mobility

报告：关于向无人驾驶出行的安全和道德过渡的新建议

Originally published at horizon-magazine.eu.

最初发布于horizo​​n-magazine.eu 。