The connectionist vehicle theory of phenomenal experience in the target article identifies consciousness with the brain’s explicit representation of information in the form of stable patterns of neural activity. Commentators raise concerns about both the conceptual and empirical adequacy of this proposal. On the former front they worry about our reliance on vehicles, on representation, on stable patterns of activity, and on our identity claim. On the latter front their concerns range from the general plausibility of a vehicle (...) theory to our specific attempts to deal with the dissociation studies. We address these concerns, and then finish by considering whether the vehicle theory we have defended has a coherent story to tell about the active, unified subject to whom conscious experiences belong. (shrink)

O'Brien & Opie's connectionist vehicle theory of consciousness is heavily dependent on their notion of explicitness as (1) structural and (2) necessary and sufficient for consciousness. These assumptions unnecessarily constrain their position: the authors are forced to find an intrinsic property of patterns that accounts for the distinction between conscious and unconscious states. Their candidate property, stability, does not capture this distinction. Yet, I show that we can drop assumptions (1) and (2) and still develop a vehicle theory (...) of consciousness. This alternative is better served by models that incorporate both connectionist and symbolic representations. (shrink)

In lieu of an abstract, here is a brief excerpt of the content:Buddhist-Christian Studies 24.1 (2004) 159-169 [Access article in PDF] Using Three-Vehicle Theory to Improve Buddhist Inclusivism Kristin Beise Kiblinger Thiel College Inclusivism has significant appeal nowadays among religious people concerned with the question of how to respond to religious others. Many seek to justify inclusivistic attitudes using the resources of their respective traditions. Yet even though the body of theoretical work analyzing Christian inclusivism is by now quite (...) extensive, surprisingly the same is not true for Buddhist thought. As the late Paul Hacker, a respected German Indologist, wrote, "Die Inder selber haben, soweit ich sehe, keinen Terminus dafūr. Sie haben nicht darūber reflektiert... Ferner wird ein Beweis dafūr... meist nicht unternommen." That is, Indians [or, better, thinkers whose religious roots stem from India] seem to have no term for inclusivism, they have not reflected on it very much, and they tend not to justify their inclusivistic moves.1The questions arise of what strategies and resources Buddhists have used, and ought to use, in the service of inclusivism, and of whether inclusivism is doctrinally and philosophically justifiable according to Buddhist traditions. In the discussion that follows, there are two patterns of Buddhist inclusivistic moves that I want to identify and criticize before suggesting a resource for developing a new and improved form of inclusivism for Buddhist contexts.For my purposes, inclusivism is willingness to include the other (or something of the other's) while keeping one's home religious system primary. For example, one might accept as true or valuable a doctrine or practice (or many doctrines and practices) from a foreign religious system. Or, one might believe that a religious other could attain ultimate fulfillment or salvation as conceived by the home tradition despite—or even through—membership in an alien tradition. Nevertheless, the home tradition is somehow privileged. For instance, the home tradition might be thought to contain more or more important truths than alien traditions, or to teach them better. For another example, the home group may contend that practicing within the home tradition is an advantage for ultimate fulfillment, though not a necessity for it.An inclusivist is open to the presence of truth and value in other traditions and uses her own system as a filter for selective adoption of something from the outside, with concern to maintain a coherent self-identity and reject what is incompatible or [End Page 159] hindering with regard to it. This is a theoretical, conscious approach to others and thus differs from the sort of forced or unconscious influencing that occurs during historical diffusion of a tradition over the course of its evolution. Note that the term "inclusivism" in use here is quite broad; it covers many possible methods and justifications for inclusions and allows that the other tradition might be included as a whole or only in part. Thus, different kinds and degrees of inclusivism may be specified, but a view will qualify as inclusivistic here if it self-consciously recognizes a provisional, subordinate, or supplementary place within the home religious system for (some elements from) one or more alien traditions.I provide selected examples of inclusivism in Buddhist contexts from a range of time periods, schools, and regions, but in no way do I mean to suggest that Buddhists as a whole have been or mostly are inclusivists. There is, of course, no singular Buddhism, and the complexities and varieties of Buddhism, like those of Christianity, make it possible to support a range of positions toward religious others, all in the name of "Buddhism." Relatedly, I provide minimal historical contextualization and idealize types, but that is because I am concerned with the question of whether a certain stance in response to other religions is justifiable, not with historical questions and explanations of Buddhist behavior. I write having been heavily influenced by the work of certain Christian thinkers who, though referencing historical examples, focus their efforts on justifying philosophically and theologically a particular approach toward non-Christians. So, at bottom, my principal interests are not historical but rather critical. The provided instances of behaviors serve... (shrink)

Martínez-Manrique contends that we overlook a possible nonconnectionist vehicle theory of consciousness. We argue that the position he develops is better understood as a hybrid vehicle/process theory. We assess this theory and in doing so clarify the commitments of both vehicle and process theories of consciousness.

Self-driving vehicles will need to make decisions that carry ethical dimensions and manufacturers have (the responsibility) to pre-determine this underlying, deliberate decision-making process. With the rise of self-driving vehicles, scholars have simultaneously started investigating what ethical theories should guide machine behavior, but have not concluded as to which theory should be preferred and adopted. We aim to address this matter by providing a holistic and analytical review of the autonomous driving ethics literature. Based on this review, we summarize the (...) social, moral/legal, and functional advantages and disadvantages of applying particular (traditional) ethical theories to the decision-making of self-driving vehicles. Furthermore, we derive an integrated model that shows how each identified ethical theory could be technically implemented and guide the decision-making of self-driving vehicles. Overall, this article aims to set the groundwork for reflected, successful integration of ethical behavior within self-driving vehicles and deduce an updated research agenda. (shrink)

Two contrasting theories-actor-network theory and nondecision making-are separately applied to the same case study, namely, technologies for automatically identifying road vehicles. By this process, the strengths and weaknesses of each approach are highlighted: The actor-network approach is useful for understanding local processes but lacks tools for easily illuminating patterns across countries; by contrast, the concept of nondecision making is useful for explaining the general lack of implementation of technology for automatic vehicle identification but not for explaining variations between (...) developments in different countries. This study highlights the importance of attempting to compare theories by using the same case study. (shrink)

Questions of what a self-driving car ought to do if it encounters a situation analogous to the ‘trolley problem’ have dominated recent discussion of the ethics of self-driving cars. This paper argues that this interest is misplaced. If a trolley-style dilemma situation actually occurs, given the limits on what information will be available to the car, the dynamics of braking and tyre traction determine that, irrespective of outcome, it is always least risky for the car to brake in a straight (...) line rather than swerve. (shrink)

The teleosemantic theory of representational content is held by some philosophers to imply that genes carry semantic information about whole-organism phenotypes. In this paper, I argue that this position is not supported by empirical findings. I focus on one of the most elaborate defenses of this position: Shea’s view that genes represent whole-organism phenotypes. I distinguish between two ways of individuating genes in contemporary biological science as possible vehicles of representational content—as molecular genes and as difference-maker genes. I show that (...) given either of these ways of individuating genes, genes fail to meet conditions which the teleosemantic theory requires an entity to meet if that entity is to qualify as a representational vehicle that represents a whole-organism phenotype. The considerations I present against Shea’s view generalize to other attempts to use the teleosemantic theory in support of the claim that genes represent whole-organism phenotypes. (shrink)

This paper explores the relationship between normative international political theory and the politics of international law. It begins by arguing that a gap between the normative (in moral terms) and the moral (in legal and social terms) still exists in the literature before going on to examine an approach to closing this gap. This approach, it is argued, is common to a plurality of theoretical approaches including liberal cosmopolitanism, social constructivism and forms of particularism. In exploring ‘institutional moral reasoning’ or (...) ‘social moral epistemology’ the paper argues that respecting the institutional autonomy of the international legal order is a key component of the approach. In order to test the extent to which the various positions do respect the autonomy of the legal order the paper engages with an analysis of the extent to which human rights have become the key constitutive norm of global politics. (shrink)

As vehicles become more autonomous, the task of designing guiding systems that make morally acceptable decisions is getting more urgent. It is sometimes assumed that one solution will be acceptable across various cultures. In this paper we argue for the importance of intercultural perspectives; in particular, we explore possible insights derived from Buddhist philosophy, taking avail of the virtue of compassion (karuṇā). We suggest that autonomous vehicles should first learn in supervised situations so that they reach a level of decision-making (...) ability that human experts within a given culture deem morally good. How will they be evaluated? In some debates it is assumed that there is a one-fit-all answer to be found based on an agreed-upon moral theory. Apart from problems of ethical pluralism within a given culture, there are also problems due to different moral preferences and driving styles across cultures. One way the problem might be addressed is to introduce a machine-learning training curriculum that would provide autonomous vehicles with a process comparable to a novice human driver learning to drive and passing her own driving license test. (shrink)

We think the best prospect for a naturalistic explanation of phenomenal consciousness is to be found at the confluence of two influential ideas about the mind. The first is the _computational _ _theory of mind_: the theory that treats human cognitive processes as disciplined operations over neurally realised representing vehicles.1 The second is the _representationalist theory of _ _consciousness_: the theory that takes the phenomenal character of conscious experiences (the “what-it-is-likeness”) to be constituted by their representational content.2 Together these two (...) theories suggest that phenomenal consciousness might be explicable in terms of the representational content of the neurally realised representing vehicles that are generated and manipulated in the course of cognition. The simplest and most elegant hypothesis that one might entertain in this regard is that conscious experiences are identical to (i.e., are one and the same as) the brain’s representing vehicles. (shrink)

The ancient Neoplatonic doctrine that the rational soul has one or more vehicles—bodies of a semi-material nature which it acquires during its descent through the spheres—plays a crucial part in Marsilio Ficino’s philosophical system, especially in his theory of sense-perception and in his account of the afterlife. Of the soul’s three vehicles, the one made of more or less rarefied air is particularly important, according to Ficino, during the soul’s embodied existence, for he identifies it with thespiritus, the pneumatic substance (...) based in the brain which was believed to serve as an instrument for perception and imagination. He refers to the vehicles in his arguments against the theory of the transmigration of souls into the bodies of animals, claiming that the imaginative suffering experienced after death by souls in their aerial bodies are much more acute than the physical pain they might feel in bodies made of flesh and blood. Since the power of the imagination, for Ficino, is stronger than that of the four senses, the soul’s perceptive activity is more intense after death, when it has lost its earthly body and lives instead in a body made of air. The vehicles, moreover, provided Ficino with evidence for the individual immortality of souls, a doctrine that he was attempting to demonstrate philosophically against the position of Averroes and his followers. In his view, the vehicles ensured the survival after death of two faculties which were intimately connected to personal identity: the imagination and memory. By pointing out the role of the vehicles in transporting the soul’s innermost representations and memories through the universe, Ficino was able to show that the distinguishing traits of our personality are not lost with bodily death, but survive along with the vehicle that carries them. (shrink)

O'Brien & Opie present an attractive alternative to the popular but flawed computational process approach to conscious awareness. Their “vehicle” theory, however, is itself seriously flawed by overstrict allegiance to the notion that explicit representation and stability are defining hallmarks of consciously experienced neural activity patterns. Including reentrant interactions among time-varying patterns in different brain areas can begin to repair their theory.

The Vehicle Routing Problem (VRP) has been extensively studied by different researchers from all over the world in recent years. Multiple solutions have been proposed for different variations of the problem, such as Capacitive Vehicle Routing Problem (CVRP), Vehicle Routing Problem with Time Windows (VRP-TW), Vehicle Routing Problem with Pickup and Delivery (VRPPD), among others, all of them with deterministic times. In the last years, researchers have been interested in including in their different models the variations (...) that travel times may experience when exposed to all kind of phenomena, mainly vehicle traffic. This article addresses the VRP from this perspective, proposing the design and implementation of a genetic algorithm based on neutrosophic theory for calculating the fitness function of each route, considering the variability and uncertainty present in travel times. A deterministic genetic algorithm is also implemented with the average travel times to compare it with the neutrosophic algorithm using simulation. As conclusion, a deterministic algorithm does not necessarily generate the best solution in the real world, full of uncertainty. Also, the quantification of uncertainty using neutrosophic theory can be used in route planning, opening a broad and interesting field of research for future investigations. (shrink)

The modern debate over the hellenistic doctrine of the fine-material soul-vehicle, including contributions by R. C. Kissling, E. R. Dodds, and J. Halfwassen, has seen an increasingly earlier date of origin being attributed to this doctrine. But the author who introduced the theory remains an unknown quantity. In this article I will argue that the author of this doctrine can be no other than Aristotle.

How should autonomous vehicles be programmed to behave in the event of an unavoidable accident in which the only choice open is one between causing different damages or losses to different objects or persons? This paper addresses this ethical question starting from the normative principles elaborated in the law to regulate difficult choices in other emergency scenarios. In particular, the paper offers a rational reconstruction of some major principles and norms embedded in the Anglo-American jurisprudence and case law on the (...) “doctrine of necessity”; and assesses which, if any, of these principles and norms can be utilized to find reasonable guidelines for solving the ethical issue of the regulation of the programming of autonomous vehicles in emergency situations. The paper covers the following topics: the distinction between “justification” and “excuse”, the legal prohibition of intentional killing outside self-defence, the incommensurability of goods, and the legal constrains to the use of lethal force set by normative positions: obligations, responsibility, rights, and authority. For each of these principles and constrains the possible application to the programming of autonomous vehicles is discussed. Based on the analysis, some practical suggestions are offered. (shrink)

This article argues that vehicles, roads and routes merit a much more central place in theorizations of migration politics. This argument is developed in terms of three theses. First, the study of migration politics should examine how vehicles feature in the public mediation of migration and border controversies. Second, it is important to analyze vehicles as mobile sites of power and contestation in their own right. Third, an understanding of the materiality of transportation helps to explain how the vehicle (...) can sometimes become a site of strategic political action. These arguments are in turn used to develop a concept of viapolitics as a contribution to literatures on migration, mobilities and power. Viapolitics orients us to see migration from the middle, that is, from the angle of the vehicle and not just the state. It also seeks to connect migration studies to the history of problematizations, cultural types and the mythopoetics of the road. (shrink)

In this paper, we argue that if a set of plausible conditions obtain, then driving a standard vehicle rather than riding in an autonomous vehicle (AV) will become analogous to driving drunk rather than driving sober, and therefore impermissible. In addition, we argue that a ban on the production, sale, and purchase of new standard vehicles would also become justified. We make this case in part by highlighting that the central reasons typically offered in support of state-mandated vaccination (...) will also support mandating AV use. Finally, we discuss some of the implications of our argument for the obligations of vehicle-producing firms. (shrink)

What are the vehicles of conceptual thought? Recently, cognitive scientists and philosophers of psychology have developed quite different theories about what kinds of representations concepts are. At one extreme, amodal theories claim that concepts are representations whose vehicles are distinct from those used in perceptual processes. At the other end of the spectrum, neo-empiricism proposes that concepts are perceptual representations grounded in the mind's sensory, motor, and affective systems. In this essay, I examine how evidence from the neuropsychological (...) disorder semantic dementia bears on philosophical debates about the nature of conceptual vehicles. I argue that the pattern of deficits in semantic dementia undermines recent neo-empiricist predictions about where and how conceptual knowledge is organized in the brain. I do not intend my analysis of semantic dementia to wholly discredit neo-empiricism; instead, I draw lessons for future theorizing about conceptual vehicles. (shrink)

I develop and defend a sense-datum theory of perception. My theory follows the spirit of classic sense-datum theories: I argue that what it is to have a perceptual experience is to be acquainted with some sense-data, where sense-data are private particulars that have all the properties they appear to have, that are common to both perception and hallucination, that constitute the phenomenal characters of perceptual experiences, and that are analogous to pictures inside one’s head. But my theory also diverges (...) from conventional sense-datum theories in some key respects: on my view, (1) sense-data are first-person presentations of neural states, (2) the sensational qualities of sense-data differ in kind from the sensible qualities of external objects, and (3) sense-data are the vehicles in virtue of which we perceive, rather than the objects that we perceive. I argue that this package of claims is appropriately labeled ‘sense-datum theory’, and that the resultant view ought to be a live contender in contemporary philosophy of perception. (shrink)

The urban environment is increasingly engaging with artificial intelligence, a focus on the automation of urban processes, whether it be singular artefacts or city-wide systems. The impact of such technological innovation on the social dynamics of the urban environment is an ever changing and multi-faceted field of research. In this paper, the space and time defined by the autonomous vehicle is used as a window to view the way in which a shift in urban transport dynamics can impact the (...) temporal experience of an individual. Using the finite window of time created by an autonomous vehicle, a theoretical framework is put forward that seeks to show how contrasting narratives exist regarding the experience of the window of time within the autonomous vehicle. By taking a theoretical approach informed by social theory, the dissolution of barriers between separate spheres of life is explored to highlight the increased commodification of time. In focusing on both the space and time created by the autonomous vehicle this approach seeks to highlight how artificial intelligence can provide a contemporary space in the urban environment while also opening a new window of time. The cognitive dissonance observed when comparing the narratives of autonomous vehicle stakeholders and the historical shift in time use leads to a belief that technology makes the user more free in terms of time. With this paper the autonomous vehicle is shown to be an ideal space and time to view the way in which the use of such technology does not increase free-time, but further dissolves the boundaries between what is and what is not work-time. (shrink)

O'Brien & Opie's theory fails to address the issue of consciousness and introspection. They take for granted that once something is experienced, it can be commented on. But introspection requires neural structures that, according to their theory, have nothing to do with experience as such. That makes the tight coupling between the two in humans a mystery.

he theory o f natural selection provides a mechanistic, causal account of how living things came to look as if they had been designed for a purpose. So overwhelming is the appearance of purposeful design that, even in this Darwinian era when we know "better," we still find it difficult, indeed boringly pedantic, to refrain from teleological language when discussing adaptation. Birds' wings are obviously "for" flying, spider webs are for catching insects, chlorophyll molecules are for photosynthesis, DNA molecules are (...) for... What are DNA molecules for? The question takes us aback. In my case it touches off an almost audible alarm siren in the mind. If we accept the view of life that I wish to espouse, it is the forbidden question. DNA is not "for" anything. If we wish to speak teleologically, all adaptations are for the preservation of DNA; DNA itself just is. Following Williams, I have advocated this view at length, and I do not want to repeat myself here. Instead I shall try to clear up an important misunderstanding of the view, a misunderstanding that has constituted an unnecessary barrier to its acceptance. (shrink)

Difficulties in distinguishing veridical reports of experience from confabulations have implications for theories of consciousness. I develop some of these implications through a consideration of out-of-body experiences (OBEs). Do these variations indicate individual variation in experience or are they post-hoc confabulations, stories told by subjects to themselves in an attempt to make sense of the core phenomenology? I argue that no existent or possible evidence would be sufficient to favour one hypothesis over the other. How such evidence is interpreted (...) depends on prior commitments to one or other of these hypotheses or to a theory of consciousness that is not neutral as to these hypotheses. One of these types of theory, namely vehicle theories, has difficulty accommodating the existence of confabulations and so allows for only the elaborate phenomenology hypothesis. Because we cannot know that reports are not confabulations, vehicle theories are insufficient to explain OBEs. (shrink)

Since the 1970’s epidemiological measures focusing on “health-related quality of life” or simply “quality of life” have figured increasingly as endpoints in clinical trials. Before the 1970’s these measures were known, generically, as performance measures or health status measures. Relabeled as “quality of life measures” they were first used in cancer trials. In the early 2000’s they were relabeled again as “patient-reported outcome measures” or PROMs, in their service to the FDA to support drug labeling claims. To the limited degree (...) that the philosophical literature addresses these measures, it tends to associate them with two major theories of well-being: subjective well-being and the capabilities approach. In this paper, I argue that philosophers ought to treat quality of life measures/proms as a distinct from these theories. I argue that quality of life/proms serve healthcare as vehicles for patient-centered care and this has important consequences for how we theorize these measures. To this end, two requirements set them apart from measures of subjective well-being and the capabilities approach: quality of life/proms need to be patient-directed and inclusive. (shrink)

Localizing content in neural networks provides a bridge to understanding the way in which the brain stores and processes information. In this paper, I propose the existence of polytopes in the state space of the hidden layer of feedforward neural networks as vehicles of content. I analyze these geometrical structures from an information-theoretic point of view, invoking mutual information to help define the content stored within them. I establish how this proposal addresses the problem of misclassification and provide a novel (...) solution to the disjunction problem, which hinges on the precise nature of the causal-informational framework for content advocated herein. (shrink)

The present article deals with an observer design for nonlinear vehicle lateral dynamics. The contributions of the article concern the nonconsideration of any force model and the consideration that the longitudinal velocity is time varying, which is more realistic than the assumption that it is constant. The vehicle model is then represented by an exact Takagi–Sugeno model via the sector nonlinearity transformation. A proportional multiple integral observer based on the TS model is designed to estimate simultaneously the state (...) vector and the unknown input. The convergence conditions of the estimation error are expressed under LMI formulation using the Lyapunov theory, which guaranties a bounded error. Simulations are carried out for comparison between the conventional PI observer, the enhanced PI observer, and the PMI observer. Finally, experimental results are provided to illustrate the performances of the proposed PMI observer. (shrink)

Several robotic automation systems, such as unmanned aerial vehicles (UAVs), are being used in combat today. This evokes ethical questions. In this paper, it is argued that UAVs, more than any other weapon, may determine which normative theory the interpretation of the laws of war (LOW) will be based on. UAVs have advantages in terms of reducing casualties for the UAV possessor, but they may at the same time make war seem more like a risk-free enterprise, much like a computer (...) game, lowering the threshold for starting a war. This indicates the importance of revising the LOW, or adding some rules that focus specifically on UAVs. (shrink)

The ethics of autonomous vehicles has received a great amount of attention in recent years, specifically in regard to their decisional policies in accident situations in which human harm is a likely consequence. Starting from the assumption that human harm is unavoidable, many authors have developed differing accounts of what morality requires in these situations. In this article, a strategy for AV decision-making is proposed, the Ethical Valence Theory, which paints AV decision-making as a type of claim mitigation: different road (...) users hold different moral claims on the vehicle’s behavior, and the vehicle must mitigate these claims as it makes decisions about its environment. Using the context of autonomous vehicles, the harm produced by an action and the uncertainties connected to it are quantified and accounted for through deliberation, resulting in an ethical implementation coherent with reality. The goal of this approach is not to define how moral theory requires vehicles to behave, but rather to provide a computational approach that is flexible enough to accommodate a number of ‘moral positions’ concerning what morality demands and what road users may expect, offering an evaluation tool for the social acceptability of an autonomous vehicle’s ethical decision making. (shrink)

When cognitive scientists apply computational theory to the problem of phenomenal consciousness, as many of them have been doing recently, there are two fundamentally distinct approaches available. Either consciousness is to be explained in terms of the nature of the representational vehicles the brain deploys; or it is to be explained in terms of the computational processes defined over these vehicles. We call versions of these two approaches _vehicle_ and _process_ theories of consciousness, respectively. However, while there may be (...) space for vehicle theories of consciousness in cognitive science, they are relatively rare. This is because of the influence exerted, on the one hand, by a large body of research which purports to show that the explicit representation of information in the brain and conscious experience are _dissociable_, and on the other, by the _classical_ computational theory of mind – the theory that takes human cognition to be a species of symbol manipulation. But two recent developments in cognitive science combine to suggest that a reappraisal of this situation is in order. First, a number of theorists have recently been highly critical of the experimental methodologies employed in the dissociation studies – so critical, in fact, it’s no longer reasonable to assume that the dissociability of conscious experience and explicit representation has been adequately demonstrated. Second, classicism, as a theory of human cognition, is no longer as dominant in cognitive science as it once was. It now has a lively competitor in the form of _connectionism; _and connectionism, unlike classicism, does have the computational resources to support a robust vehicle theory of consciousness. In this paper we develop and defend this connectionist vehicle theory of consciousness. It takes the form of the following simple empirical hypothesis: _phenomenal experience consists in the explicit_ _representation of information in neurally realized PDP networks_.. (shrink)

Self-driving vehicles (SDVs) will need to make decisions that carry ethical dimensions and are of normative significance. For example, by choosing a specific trajectory, they determine how risks are distributed among traffic participants. Accordingly, policymakers, standardization organizations and scholars have conceptualized what (shall) constitute(s) ethical decision-making for SDVs. Eventually, these conceptualizations must be converted into specific system requirements to ensure proper technical implementation. Therefore, this article aims to translate critical requirements recently formulated in scholarly work, existing standards, regulatory drafts and (...) guidelines into an explicit five-step ethical decision model for SDVs during hazardous situations. This model states a precise sequence of steps, indicates the guiding ethical principles that inform each step and points out a list of terms that demand further investigation and technical specification. By integrating ethical, legal and engineering considerations, we aim to contribute to the scholarly debate on computational ethics (particularly in autonomous driving) while offering practitioners in the automotive sector a decision-making process for SDVs that is technically viable, legally permissible, ethically grounded and adaptable to societal values. In the future, assessing the actual impact, effectiveness and admissibility of implementing the here sketched theories, terms and the overall decision process requires an empirical evaluation and testing of the overall decision-making model. (shrink)

In this essay I shall focus on the adoption of the Semantic Approach by structural realists, including myself, who have done so on the grounds that it wears its structuralist sympathies on its sleeve. Despite this, the SA has been identified as standing in tension with the ontological commitments of the so-called ’ontic’ form of this view and so I shall explore that tension before discussing the usefulness of the SA in framing scientific representation and concluding with a discussion of (...) the implications of the ontological status of theories and models themselves. (shrink)

The ethics of technology has primarily focused on what values are and how they can be embedded in technologies through design. In this context, some work has been done to show the efficacy of a number of design approaches. However, existing studies have not clearly pointed out the ways in which design-for-values approaches can be used by design team managers to properly organize and use technologies in practice. This chapter attempts to fill this gap by discussing the value sensitive design (...) (VSD) approach as a useful means of co-designing technologies as a toolkit for existing workflow management, in this case, Agile. It will be demonstrated that VSD shows promise as a way of democratically designing technologies as well as fostering democratic technology policy innovation. (shrink)

Generation and heredity theories before early modern mechanist accounts might be faulted for numerous deficits. One might cite in this regard the failure to even attempt to explain how the inheritance of traits could occur, given what is known about the generation of new individuals. On the other hand, it would be hard to allow this as a true failure against the backdrop of a generation theory that poses form, and not matter, as the key to understanding the emergence (...) of new structures in the offspring of two organisms. Hence the signal contribution of the mechanist accounts in this sphere was simply the suggestion that theories of generation and heredity might look to matter and its behavior in order to explain how new individuals are created and retain or discard features of the individuals whence they sprung. Among these accounts, one early important set of views was presented by Pierre Gassendi, eventually as a full-blown atomist conjecture but even beforehand, and early on, as a thoroughgoing materialist theory. Gassendi's materialist mechanism for the transmission of traits is imperfect (and by the common sense of our day, implausible), not always or exclusively deployed in generation, and not clearly the physical bearer of information, as conformity to a materialist model would suggest. Nonetheless, his proposed mechanism represents a valuable attempt to provide an account of inheritance phenomena in materialist and ultimately atomist terms and rooted in an account of generation. (shrink)

Class inclusion theory asserts that one cannot reverse the topic and vehicle of a metaphor and produce a new, meaningful metaphor that is based on the same interpretive ground. In 2 experiments we test that claim. In Study 1 we replicate the procedures employed by Glucksberg, McGlone, & Manfredi (1997) that provided support for the assertion. However we now add experimental conditions in which the target metaphors, either with the topic and vehicle in its canonical order or reversed, (...) are placed in discourse contexts that provide support for a meaningful interpretation based on the same ground. In contrast to the prediction of class inclusion theory, fully 72% of the cases the reversed metaphors were rated as interpretable and interpretation was based on the same ground used in interpreting the metaphors in their canonical order. In Study 2, the online processing of the metaphors in context are examined in a word-by-word reading task. We find that canonical and reversed order metaphors were read at the same rate throughout and both sets exhibited the same reading patterns: increased reading time of the noun-phrase (NP) that contains the metaphoric vehicle and of the first word in the text that follows the metaphor. We take these data to indicate that nonreversibility cannot be taken as a necessary condition of metaphor. (shrink)

Trolley cases are widely considered central to the ethics of autonomous vehicles. We caution against this by identifying four problems. Trolley cases, given technical limitations, rest on assumptions that are in tension with one another. Furthermore, trolley cases illuminate only a limited range of ethical issues insofar as they cohere with a certain design framework. Furthermore, trolley cases seem to demand a moral answer when a political answer is called for. Finally, trolley cases might be epistemically problematic in several ways. (...) To put forward a positive proposal, we illustrate how ethical challenges arise from mundane driving situations. We argue that mundane situations are relevant because of the specificity they require and the scale they exhibit. We then illustrate some of the ethical challenges arising from optimizing for safety, balancing safety with other values such as mobility, and adjusting to incentives of legal frameworks. (shrink)

As the autonomous vehicles technology gradually enters the public eye, understanding consumers' psychological motivations for accepting autonomous vehicles is critical for the development of autonomous vehicles and society. Previously, researchers have explored the determinants of fully autonomous vehicles but the relevant research is far from enough. Moreover, the relationship between anthropomorphism and users' behavior has been ignored to a large extent. Therefore, this study aim to fill the gap by using anthropomorphism and the unified theory of acceptance and use of (...) technology to explore how system attributes and UTAUT attributes influence consumers' acceptance behavior. The data were collected via questionnaire survey conducted in Beijing, China, which can be a promising early adopter of AVs. Structural equation modeling was used to analyze the data. The results reveal that perceived anthropomorphism and perceived intelligence have a direct positive influence on the adoption of AVs; performance expectancy, effort expectancy, and facilitating conditions have an indirect positive influence on intention to adopt AVs. Also, this research contributes to the literature by enriching studies on psychological determinants of autonomous vehicles' adoption by taking an initial step to highlight anthropomorphism perceptions. This can provide managerial implications for policy-makers and businesses on how to effectively allocate resources to enhance autonomous vehicle adoption. (shrink)

Proclus argues that place (topos) is a body of light, identified as the luminous vehicle of the soul, which mediates between soul and body and facilitates motion. Simplicius (in Phys. 611,10–13) suggests that this theory is original to Proclus, and unique in describing light as a body. This paper focuses on the function of this theory as a bridge between Proclus’ physics and metaphysics, allowing the Aristotelian physical notion of “natural place” to serve as a mechanism for the descent (...) and ascent of the soul. (shrink)

The problem of adaptive finite-time fault-tolerant control and output constraints for a class of uncertain nonlinear half-vehicle active suspension systems are investigated in this work. Markovian variables are used to denote in terms of different random actuators failures. In adaptive backstepping design procedure, barrier Lyapunov functions are adopted to constrain vertical motion and pitch motion to suppress the vibrations. Unknown functions and coefficients are approximated by the neural network. Assisted by the stochastic practical finite-time theory and FTC theory, the (...) proposed controller can ensure systems achieve stability in a finite time. Meanwhile, displacement and pitch angle in systems would not violate their maximum values, which imply both ride comfort and safety have been enhanced. In addition, all the signals in the closed-loop systems can be guaranteed to be semiglobal finite-time stable in probability. The simulation results illustrate the validity of the established scheme. (shrink)

Suppose that an autonomous vehicle encounters a situation where imposing a risk of harm on at least one person is unavoidable; and a choice about how to allocate risks of harm between different persons is required. What does morality require in these cases? Derek Leben defends a Rawlsian answer to this question. I argue that we have reason to reject Leben’s answer.