Quand les voitures électriques prennent feu…
▻http://carfree.fr/index.php/2019/10/07/quand-les-voitures-electriques-prennent-feu
Voici un dommage collatéral (un de plus) de la généralisation envisagée des voitures électriques. Apparemment, elles peuvent être sujettes à embrasement, ce qui pose des problèmes très spécifiques pour éteindre Lire la suite...
#Destruction_de_la_planète #Fin_de_l'automobile #Belgique #bmw #eau #lithium #pollution #tesla #voiture_électrique
#MDR : Voler une tesla avec un bout de câble electrique
▻http://www.lessentiel.lu/fr/news/insolites/story/leur-technique-folle-pour-voler-une-tesla-garee-28866660
Deux voleurs ont utilisé une étonnante technique pour voler une voiture électrique garée devant un pavillon au Royaume-Uni. Ils ont été filmés.
▻https://www.youtube.com/watch?time_continue=13&v=hj3ZRv9cMBw
. . . .
il n’aura fallu qu’une trentaine de secondes, pour que deux voleurs s’emparent de sa voiture, garée devant son domicile, dans la nuit de mardi à mercredi.
L’homme a pu revoir toute la scène grâce aux images de surveillance capturées par sa sonnette connectée Ring. Elles montrent un homme s’approcher de la porte d’entrée de l’habitation et sortir de son sac une sorte de long câble électrique servant de système relais. Sans toucher le véhicule, la Model S se déverrouille après quelques secondes permettant à un complice de repartir au volant de la voiture valant plus de 90 000 pounds (99 000 euros) .
En pratique, les malfrats ont étendu le signal de la clef électronique de la voiture en misant sur le fait que la victime l’avait laissée près de la porte d’entrée.
. . . . .
#tesla #piege_à_cons #elon_musk #baudruche #Actualités_High-Tech #High_Tech #voiture_électrique #vol
Former Tesla workers claim they were fired for using maternity and sick leave
▻https://www.theguardian.com/technology/2019/jul/09/tesla-workers-terminated-claim-maternity-sick-leave
Current and former workers also claim point-system attendance policy penalizes employees for use of paid time off In February 2018, Devon Beccera started working at the Tesla Giga factory in Sparks, Nevada. A few months into her employment she was promoted to supervisor , making about $25 an hour. She found out in July that year that she was pregnant, and informed management she planned on taking maternity leave in February, 2019, once she became eligible. Instead, on 14 December 2018, (...)
##santé
▻https://i.guim.co.uk/img/media/7d7064d4d447cb261df338996c559863e0767e5f/0_230_3500_2099/master/3500.jpg
Vous prenez la Tesla, vous la plongez dans l’eau entre 3 jours et une semaine ! #MDR
Une voiture électrique Tesla prend feu alors qu’elle était en train de charger à Anvers - Belga - 2 Juin 2019
▻https://www.rtbf.be/info/economie/detail_une-voiture-electrique-tesla-prend-feu-a-anvers-alors-qu-elle-etait-en-t
Une voiture électrique de la marque Tesla est partie en fumée dans la nuit de samedi à dimanche alors qu’elle était reliée à une station de recharge à Anvers. Celle-ci a d’ailleurs également pris feu, ont indiqué les pompiers.
Illustration Turbo.fr Un problème technique au véhicule pourrait expliquer cet incendie, qu’ont pu rapidement circonscrire les pompiers. Pour éviter que la voiture ne reprenne feu, elle a été immergée dans un conteneur rempli d’eau. « Il faut beaucoup de temps pour refroidir correctement la batterie d’une telle voiture électrique. L’expérience de nos corps de pompiers et d’autres nous apprend qu’immerger complètement le véhicule dans l’eau est le moyen le plus efficace », expliquent les hommes du feu anversois.
La procédure en vigueur prévoit que la voiture reste durant 24 heures dans le conteneur rempli d’eau. Le véhicule en sera ensuite sorti et les pompiers utiliseront une caméra thermique pour voir si la batterie est complètement refroidie. Si ce n’est pas le cas, il retournera dans l’eau. _ « Lors de précédents incendies, il a parfois fallu entre trois jours et une semaine pour que la batterie soit complètement refroidie », _ a-t-on jouté de même source.
#tesla #piege_à_cons #elon_musk #baudruche #batteries #électricité #Actualités_High-Tech #High_Tech #voiture_électrique #incendie
Musk to review all of Tesla’s expenses in new cost cutting plan (ht...
▻https://diasp.eu/p/9072407
Musk to review all of Tesla’s expenses in new cost cutting plan
HN Discussion: ▻https://news.ycombinator.com/item?id=19949739 Posted by hef19898 (karma: 1779) Post stats: Points: 107 - Comments: 109 - 2019-05-18T21:12:05Z
#HackerNews #all #cost #cutting #expenses #musk #new #plan #review #teslas HackerNewsBot debug: Calculated post rank: 107 - Loop: 54 - Rank min: 100 - Author rank: 21
Conduite autonome : #nvidia répond à #tesla en pointant une comparaison inexacte
▻https://www.tomshardware.fr/conduite-autonome-nvidia-repond-a-tesla
Les chiffres ne parlent pas d’eux-mêmes...
Pirates de la route : les Tesla autonomes pourraient être déviées de leur trajectoire
▻https://www.rtbf.be/info/societe/detail_tromper-une-tesla-en-pilote-automatique-et-la-faire-changer-de-bande-c-e
C’est l’une des fonctions phares des voitures de la marque Tesla : un pilote automatique qui prend le volant à votre place grâce à une série de capteurs et d’algorithmes sophistiqués. La voiture garde alors ses distances avec les autres véhicules et change de bande si nécessaire. Et c’est bien dans ce dernier cas que les choses peuvent devenir dangereuses, comme le signale Radio-Canada sur son site internet. Des chercheurs du Keen Security Lab ont mis au point une technique plutôt inquiétante, (...)
Experimental Security Research of Tesla Autopilot
▻https://keenlab.tencent.com/en/whitepapers/Experimental_Security_Research_of_Tesla_Autopilot.pdf
Keen Security Lab has maintained the security research work on Tesla vehicle and shared our research results on Black Hat USA 2017[1] and 2018[2] in a row. Based on the ROOT privilege of the APE (Tesla Autopilot ECU, software version 18.6.1), we did some further interesting research work on this module. We analyzed the CAN messaging functions of APE, and successfully got remote control of the steering system in a contact-less way. We used an (...)
Luxembourg : La Tesla de la police tombe en panne sur l’A1 th/L’essentiel 22 Mars 2019
▻http://www.lessentiel.lu/fr/luxembourg/story/la-tesla-de-la-police-tombe-en-panne-sur-l-a1-15770207
Le véhicule phare de la police grand-ducale a subi une panne de batterie, jeudi, sur l’autoroute. Une scène qui a amusé les automobilistes.
La Tesla, c’est comme le smartphone. Quand la batterie est à plat, tout s’arrête. Les policiers au volant du véhicule en ont fait l’amère expérience ce vendredi. Alors qu’ils circulaient sur l’A1 en direction de l’Allemagne, leur bolide est tombé en panne.
Une scène qui n’a pas manqué d’amuser quelques automobilistes qui se sont fait un malin plaisir à photographier la voiture de police sur le bas-côté. Un peu trop d’ailleurs, puisque dans le sens inverse, la curiosité des conducteurs a entraîné des ralentissements en heure de pointe.
La Tesla de la police a pu être dépannée
En circulation depuis avril 2018
Interrogée sur ce contretemps, la police a précisé que le véhicule a pu être remorqué sans encombre : « C’est un problème de batterie, pas de quoi en faire une grosse affaire ».Pour rappel, les deux modèles de Tesla de la police grand-ducale, acquis pour la somme de 242 880 euros, ont été mis en circulation à la fin du mois d’avril 2018.
#En_vedette #Actualités_High-Tech #High_Tech #tesla #piege_à_cons #police
#strategy and Agility: Lessons from #toyota, Honda, Yamaha, and #tesla
▻https://hackernoon.com/strategy-and-agility-lessons-from-toyota-honda-yamaha-and-tesla-82f5f55a
A great example of strategy tightly coupled with agility/fast-product-feedback-loops: Toyota and the Toyota Production SystemThe aim of the Toyota Production System (“TPS”) is “making the vehicles ordered by customers in the quickest and most efficient way, in order to deliver the vehicles as quickly as possible” (emphasis is mine).In other words, the TPS is the mechanism that Toyota uses to build a lean / #agile / high mobility mentality into its production lifecycle from order to delivery. The TPS supports Toyota’s overall strategy of building the most reliable and lowest total-cost-of-ownership cars in the world.All workers are obligated to improve any process they can to improve speed and reduce waste in the production line. They’re not just permitted to improve, but obligated… in other (...)
Le mensonge vert
▻http://carfree.fr/index.php/2019/02/18/le-mensonge-vert
Le #greenwashing, parfois appelé aussi éco-blanchiment ou verdissage, on en parle souvent sur Carfree France. Il s’agit d’un procédé utilisé par les entreprises pour faire croire que leurs produits ou Lire la suite...
#Fin_de_l'automobile #bp #écologie #escrologie #films #manipulation #marketing #tesla
OpenAI a créé un générateur de texte tellement intelligent qu’il en devient dangereux
▻https://www.numerama.com/tech/464605-openai-a-cree-un-generateur-de-texte-tellement-intelligent-quil-en-
L’organisation OpenAI a décidé de ne pas publier tous les résultats de ses recherches, de peur que des utilisateurs malintentionnés détournent son nouveau générateur de texte à des fins malveillantes. La démo mise en ligne est impressionnante. Dans un tweet publié le 14 février 2019, OpenAI a présenté GPT-2, la deuxième version de son générateur automatique de texte si performant qu’il ne sera, pour l’instant, pas diffusé au grand public librement. OpenAI est une organisation à but non lucratif soutenue à (...)
//c1.lestechnophiles.com/www.numerama.com/content/uploads/2019/02/openai-langage.png
What is it like to Intern at #tesla as Mechanical Engineer?
▻https://hackernoon.com/what-is-it-like-to-intern-at-tesla-as-mechanical-engineer-how-you-get-th
And how do you get the internship? A video Interview with Dillon Wells — Mechanical #engineering student at Georgia Tech▻https://medium.com/media/9805bc711002e603433914669c7fe206/hrefDillon talked about what he did at his internship at Tesla in 2018.He also talked about what these tech companies are looking for.He encourage those who are intimidating to build some experience and then apply.And lastly some tip in job hunting.If you want more information, please refer to my previous article:What It Takes to Become an Intern at Tesla — Interview with Three InternsWhat is it like to Intern at Tesla as Mechanical Engineer? was originally published in Hacker Noon on Medium, where people are continuing the conversation by highlighting and responding to this (...)
Hey Google, What’s a Moonshot?: How Silicon Valley Mocks Apollo, by Thomas Haigh | January 2019 | Communications of the ACM
▻https://cacm.acm.org/magazines/2019/1/233518-hey-google-whats-a-moonshot/fulltext
For Alphabet today, two years of revenue would be over $200 billion. Yet its “moonshot captain” had to kill what he claims was a highly promising project, just because an initial investment of $200 million was unworkable. Poor Astro was three zeros and one comma away from being able to live up to that ridiculous job title.
#google #tesla #silicon_valley #lol
How my Friend Got an Internship at #tesla After Only 8 Months of Coding
▻https://hackernoon.com/how-my-friend-got-an-internship-at-tesla-after-only-8-months-of-coding-6
“Hey, you’re Elon’s best friend now, huh?” I asked my friend, who has been interning at Tesla for the past 3 months.“You have no idea. For a few hours, my desk was like five meters from Elon’s.”“No fucking way” I shouted.“It’s true. The first day they were like ‘here is your desk’. I literally freaked out. I think Elon could have read my code if he wanted. I quickly managed to change desks though.”“Man, that’s insane. How many months do you have left? You started, like, in September, right?”“Yeah, I’ve got, like, 3 months left.”“But how did you manage to get a work permit in the US? Didn’t you start with a tourist visa?”“It’s a long story. I tried…”“Please, tell me. I want to know it all.”“[laughs] Really? Everything?”He then went on explaining the full story.Eduardo Saverin writing the Elo rating system in “The (...)
A Promobot robot was killed by a self-driving Tesla car
▻https://www.youtube.com/watch?time_continue=14&v=0s4nxcleVd0
Jan, 6 2019. A self-driving Tesla Model S hit and destroyed an autonomous Promobot the robot model v4 in Las Vegas in a car accident. The incident took place at 3000 Paradise Rd, Las Vegas.
#tesla #piege_à_cons
#voiture_autopilotée #voiture_autonome #transport #voitures_autonomes #voiture #mobilité #automobile #robotisation #innovation #accidents
#elon_musk #baudruche #police #MDR
Si les #intelligences_artificielles se mettent déja à s’entretuer . . .
Les voitures Tesla acquises par la police bâloise sont trop connectées Alain Arnaud/pym - 21 Décembre 2018 - RTS
▻https://www.rts.ch/info/regions/autres-cantons/10089290-les-voitures-tesla-acquises-par-la-police-baloise-sont-trop-connectees.
Les nouvelles Tesla de patrouille acquises par la police de Bâle-Ville sont hyper-connectées. Beaucoup trop, même, aux yeux du préposé bâlois à la protection des données, qui les prive momentanément de sortie.
Elles font pourtant la fierté de la police locale, ces sept Tesla flambant neuves. Mais elles doivent rester au garage, le temps de régler le délicat problème de la confidentialité des données. Car les Tesla sont bourrées de sensors, de micros, de caméras, qui recueillent en permanence toutes les données possibles et les transmettent immédiatement au serveur du fabricant américain, qui capte jusqu’au moindre mot prononcé par les agents à bord, leur localisation précise et le détail de tous les déplacenmments.
Les particuliers doivent accepter la « transparence »
La presse alémanique, qui révèle l’affaire, estime que les autorités ont manqué de vigilance. En tout cas, le préposé à la protection des données, Beat Rudin, se pose des questions sur l’existence ou non d’un accord entre la police et le constructeur : « On ne sait pas vraiment si et comment les données personnelles captées dans ces voitures seront utilisées, lesquelles seront enregistrées et si Tesla recevra ces informations », assène-t-il.
Car les particuliers qui font l’acquisition d’une Tesla sont tenus de signer les conditions générales de l’entreprise et ainsi de donner leur accord à la transmission automatique de toutes les données du véhicule.
140’000 francs l’unité
Hier soir, le commandant de la police bâloise affirmait à la télévision alémanique qu’il retirerait les cartes SIM Tesla des véhicules pour les remplacer par celles de la police.
Or, si tel est le cas, certains se demandent quel était l’intérêt de se doter de ces sept véhicules à 140’000 francs l’unité, un montant jugé exorbitant par nombre de politiques bâlois.
#tesla #piege_à_cons
#voiture_autopilotée #voiture_autonome #transport #voitures_autonomes #voiture #mobilité #automobile #robotisation #innovation #batteries #électricité #accidents
#elon_musk #économie #baudruche #police #surveillance #données #contrôle
Blessé, un automobiliste suisse attaque Tesla en justice Anne Delaite/sjaq - 18 Décembre 2018 - RTS
▻https://www.rts.ch/info/suisse/10080529-blesse-un-automobiliste-suisse-attaque-tesla-en-justice.html
Un Genevois victime d’un grave accident dit avoir fait confiance à la conduite assistée du véhicule et met en question le pilotage automatique de Tesla. La compagnie américaine se défend en affirmant donner des informations claires.
Où commence et où finit la responsabilité de l’autopilote sur les voitures toujours plus perfectionnées ? C’est la question que pose ce cas d’école.
Le conducteur genevois avait enclenché l’autopilote mais le système n’a pas empêché la collision et la Tesla a percuté un camion de signalisation routière arrêté sur la bande gauche de l’autoroute. L’autopilote serait d’ailleurs loin d’être fiable, comme la RTS a pu le constater lors d’une démonstration. Selon la loi, c’est le conducteur qui est responsable.Contactée, l’entreprise incriminée affirme que « quand le système de pilotage automatique est activé, il en va de la responsabilité du conducteur de rester attentif et de reprendre le véhicule à tout instant ».
Ambiguïté
Or, sur son site, Tesla vante une capacité de conduite entièrement autonome avec une vidéo où le conducteur ne fait rien. Une ambiguïté dénoncée par l’avocat du plaignant, Robert Assaël : « Mon client n’a pas eu l’information suffisante sur la conception adéquate de la Tesla qu’il avait entre les mains ».
Tesla va devoir s’expliquer et livrer à la justice genevoise l’épave de la voiture et les données de l’accident.
#Tesla #voiture_autopilotée #voiture_autonome #transport #voitures_autonomes #voiture #mobilité #automobile #robotisation #innovation #batteries #électricité #accidents
#elon_musk #économie #baudruche
Comme d’habitude, après un accident grave impliquant la responsabilité de #tesla, la presse à gage nous informe sur les réalisation géniales du dieu #elon_musk .
RTBF : Los Angeles : Elon Musk dévoile un tunnel pour révolutionner les transports urbains
▻https://www.rtbf.be/info/economie/detail_los-angeles-elon-musk-devoile-un-tunnel-pour-revolutionner-les-transport
Le fantasque milliardaire Elon Musk, qui propulse déjà des voitures électriques (Tesla) et des fusées spatiales (SpaceX), a présenté ce mardi soir près de Los Angeles la première étape de son nouveau projet : un tunnel censé révolutionner les transports urbains en contournant les embouteillages par le bas. . . . .
In China, your car could be talking to the government
▻https://www.apnews.com/4a749a4211904784826b45e812cff4ca
When Shan Junhua bought his white Tesla Model X, he knew it was a fast, beautiful car. What he didn’t know is that Tesla constantly sends information about the precise location of his car to the Chinese government. Tesla is not alone. China has called upon all electric vehicle manufacturers in China to make the same kind of reports — potentially adding to the rich kit of surveillance tools available to the Chinese government as President Xi Jinping steps up the use of technology to track (...)
#Daimler #Ford #General_Motors_(GM) #Mitsubishi #Nissan #Tesla #Volkswagen #géolocalisation #automobile #surveillance #BMW #NIO (...)
It took seven miles to pull over a Tesla with a seemingly asleep dr...
▻https://diasp.eu/p/8120162
It took seven miles to pull over a Tesla with a seemingly asleep driver
The driver was arrested for drunk driving. Article word count: 293
HN Discussion: ▻https://news.ycombinator.com/item?id=18575586 Posted by okket (karma: 34842) Post stats: Points: 92 - Comments: 105 - 2018-12-01T06:42:19Z
#HackerNews #asleep #driver #miles #over #pull #seemingly #seven #tesla #took #with
Article content:
[1]The Tesla Model S.
The California Highway Patrol on Friday [2]pulled over a Tesla Model S that was traveling down the road—but whose driver appeared to be asleep at the wheel. The vehicle was traveling southbound on Highway 101 in Palo Alto.
Officers said that they were unable to get the manʼs attention.
"One of the officers basically ended up going in front of the vehicle and basically (...)
Working Through the Pain at TeslaReveal
▻https://www.revealnews.org/article/inside-teslas-factory-a-medical-clinic-designed-to-ignore-injured-worker
Inside Tesla’s factory, a medical clinic designed to ignore injured workers
By Will Evans / November 5, 2018
When a worker gets smashed by a car part on Tesla’s factory floor, medical staff are forbidden from calling 911 without permission.
The electric carmaker’s contract doctors rarely grant it, instead often insisting that seriously injured workers – including one who severed the top of a finger – be sent to the emergency room in a Lyft.
Injured employees have been systematically sent back to the production line to work through their pain with no modifications, according to former clinic employees, Tesla factory workers and medical records. Some could barely walk.
The on-site medical clinic serving some 10,000 employees at Tesla Inc.’s California assembly plant has failed to properly care for seriously hurt workers, an investigation by Reveal from The Center for Investigative Reporting has found.
The clinic’s practices are unsafe and unethical, five former clinic employees said.
But denying medical care and work restrictions to injured workers is good for one thing: making real injuries disappear.
“The goal of the clinic was to keep as many patients off of the books as possible,” said Anna Watson, a physician assistant who worked at Tesla’s medical clinic for three weeks in August.
Watson has nearly 20 years of experience as a medical professional, examining patients, diagnosing ailments and prescribing medications. She’s treated patients at a petroleum refinery, a steel plant, emergency rooms and a trauma center. But she said she’s never seen anything like what’s happening at Tesla.
Anna Watson was a physician assistant at the medical clinic inside Tesla’s electric car factory in Fremont, Calif. She was fired in August after raising concerns. Credit: Paul Kuroda for Reveal“The way they were implementing it was very out of control,” said Watson, who was fired in August after she raised her concerns. “Every company that I’ve worked at is motivated to keep things not recordable. But I’ve never seen anybody do it at the expense of treating the patient.”
Workers with chest pain, breathing problems or extreme headaches have been dismissed as having issues unrelated to their work, without being fully evaluated or having workplace exposures considered, former employees said. The clinic has turned away temp workers who got hurt on Tesla’s assembly lines, leaving them without on-site care. And medical assistants, who are supposed to have on-site supervision, say they were left on their own at night, unprepared to deal with a stream of night-shift injuries.
If a work injury requires certain medical equipment – such as stitches or hard braces – then it has to be counted in legally mandated logs. But some employees who needed stitches for a cut instead were given butterfly bandages, said Watson and another former clinic employee. At one point, hard braces were removed from the clinic so they wouldn’t be used, according to Watson and a former medical assistant.
As Tesla races to revolutionize the automobile industry and build a more sustainable future, it has left its factory workers in the past, still painfully vulnerable to the dangers of manufacturing.
An investigation by Reveal in April showed that Tesla prioritized style and speed over safety, undercounted injuries and ignored the concerns of its own safety professionals. CEO Elon Musk’s distaste for the color yellow and beeping forklifts eroded factory safety, former safety team members said.
The new revelations about the on-site clinic show that even as the company forcefully pushed back against Reveal’s reporting, behind the scenes, it doubled down on its efforts to hide serious injuries from the government and public.
In June, Tesla hired a new company, Access Omnicare, to run its factory health center after the company promised Tesla it could help reduce the number of recordable injuries and emergency room visits, according to records.
A former high-level Access Omnicare employee said Tesla pressured the clinic’s owner, who then made his staff dismiss injuries as minor or not related to work.
“It was bullying and pressuring to do things people didn’t believe were correct,” said the former employee, whom Reveal granted anonymity because of the worker’s fear of being blackballed in the industry.
Dr. Basil Besh, the Fremont, California, hand surgeon who owns Access Omnicare, said the clinic drives down Tesla’s injury count with more accurate diagnoses, not because of pressure from Tesla. Injured workers, he said, don’t always understand what’s best for them.
“We treat the Tesla employees just the same way we treat our professional athletes,” he said. “If Steph Curry twists his knee on a Thursday night game, that guy’s in the MRI scanner on Friday morning.”
Yet at one point, Watson said a Tesla lawyer and a company safety official told her and other clinic staff to stop prescribing exercises to injured workers so they wouldn’t have to count the injuries. Recommending stretches to treat an injured back or range-of-motion exercises for an injured shoulder was no longer allowed, she said.
The next day, she wrote her friend a text message in outrage: “I had to meet with lawyers yesterday to literally learn how not to take care of people.”
Tesla declined interview requests for this story and said it had no comment in response to detailed questions. But after Reveal pressed the company for answers, Tesla officials took time on their October earnings call to enthusiastically praise the clinic.
“I’m really super happy with the care they’re giving, and I think the employees are as well,” said Laurie Shelby, Tesla’s vice president for environment, health and safety.
Musk complained about “unfair accusations” that Tesla undercounts its injuries and promised “first-class health care available right on the spot when people need it.”
Welcome to the new Tesla clinic
Back in June, on stage at Tesla’s shareholder meeting, Musk announced a declining injury rate for his electric car factory.
“This is a super important thing to me because we obviously owe a great debt to the people who are building the car. I really care about this issue,” Musk said to applause.
It wasn’t long after that that Stephon Nelson joined the company. Working the overnight shift Aug. 13, Nelson got a sudden introduction to Tesla’s new model of care.
He was bent over putting caulk inside the trunk of a Model X. Something slipped and the hatchback crunched down on his back. Nelson froze up in agonizing pain. He had deep red bruises across his back.
“I couldn’t walk, I couldn’t sit down. I couldn’t even stand up straight,” said Nelson, who’s 30 and used to play semiprofessional football.
He asked for an ambulance, but the on-call Tesla doctor said no – he could take a Lyft to the hospital instead.
“I just felt heartbroken,” Nelson said. “What they was telling us in the orientation, that Tesla is a company that cares about their employees’ safety, it just seemed like it was just a whole reversal.”
No one was allowed to call 911 without a doctor’s permission, said Watson and two medical assistants who used to work at the clinic under Besh’s direction. Anyone who did so would get in trouble, they said.
“There was a strong push not to send anybody in an ambulance,” Watson said.
“I couldn’t walk, I couldn’t sit down. I couldn’t even stand up straight,” Stephon Nelson says of what happened when he injured his back while working on a Tesla Model X. Credit: Paul Kuroda for RevealIt’s unclear why there was such a focus on avoiding 911, though some former employees thought it was to save money. Also, 911 logs become public records. And first responders, unlike drivers for ride-hailing services, are required to report severe work injuries to California’s Division of Occupational Safety and Health, the state’s workplace safety agency. Besh said ambulance use is based on “clinical judgment only.”
The system was especially problematic on the night shift, as the factory continued churning out vehicles around the clock, but there were no doctors or nurses around, former employees said.
Two medical assistants who used to work there said they often were left on their own – one on duty at a time – and struggled to tend to all the injured. Both had to do things such as take vital signs, which medical assistants aren’t allowed to do without on-site supervision, according to the Medical Board of California. Reveal granted them anonymity because they fear speaking out will hurt their careers. Besh said no one works alone.
For a severely injured worker lying on the assembly line, it could take 10 to 15 minutes for a medical assistant to arrive and then contact on-call doctors, a medical assistant said. Getting a code for Tesla’s Lyft account was a drawn-out process that could take hours, she said.
The medical assistants said they were alarmed and uncomfortable with the doctors’ orders to use Lyft because they worried some patients could pass out or need help en route. One worker directed to take a Lyft was light-headed and dizzy. Another had his fingers badly broken, contorted and mangled.
Besh, who often serves as the on-call doctor, said anyone could call 911 in a life-threatening situation. He said he recommends using Lyft for workers who don’t need advanced life support.
Besh gave the example of a worker who had the top of his finger cut off. He needed to go to the hospital, but not by ambulance, Besh said. He likened the situation to people at home who get a ride to the hospital instead of calling an ambulance.
“We right-size the care,” he said. “Obviously, it’s all about the appropriate care given for the appropriate situation.”
It’s a doctor’s judgment call to use Lyft, but many on the factory floor found it inhumane. In some cases, including the worker with an amputated fingertip, factory supervisors refused to put their employees in a Lyft and instead drove them to the hospital, according to a medical assistant.
Injured workers sent back to work
In Nelson’s case, he called his girlfriend to take him to the hospital. But he said his supervisor told him that he had to show up for work the next day or Nelson would get in trouble.
Nelson needed the job, so he forced himself to come in. He shuffled slowly, hunched over in pain, to his department, he said. When it was clear he couldn’t do the job, he was sent to the Tesla health center, a small clinic on an upper level of the factory.
Workers too injured to do their regular jobs are supposed to receive job restrictions and a modified assignment that won’t make the injury worse.
But the health center wouldn’t give Nelson any accommodations. He could go home that day, but he had to report to work full duty the following day, he said.
By law, work-related injuries must be recorded on injury logs if they require medical treatment beyond first aid, days away from work or job restrictions. The clinic’s practices were designed to avoid those triggers, said Anna Watson, the physician assistant.
There was a clinic rule, for example, that injured employees could not be given work restrictions, Watson said. No matter what type of injuries workers came in with – burns, lacerations, strains and sprains – clinic staff were under instructions to send them back to work full duty, she said. Watson said she even had to send one back to work with what appeared to be a broken ankle.
Medical clinics are supposed to treat injuries and keep workers safe, she said, “and none of that’s happening. So at the most acute time of their injury, they don’t have any support, really.”
A medical assistant who formerly worked at the clinic remembered an employee who was sent back to work even though he couldn’t stand on one of his feet. Another employee passed out face down on the assembly line – then went back to work.
“You always put back to full duty, no matter what,” said the medical assistant.
Dr. Basil Besh said patients are given work restrictions when appropriate. He said those hurt at night get first aid and triage, followed by an accurate diagnosis from a physician the next day.
“There’s always going to be somebody who says, ‘No, I shouldn’t be working,’ ” he said. “But if you look objectively at the totality of the medical examination, that’s not always the case.”
Four days after Nelson’s injury, Watson herself sent him back to work with no restrictions, according to medical records he provided. Nelson said this happened repeatedly as he hobbled in pain.
But Watson did what she could to help: She referred him to Access Omnicare’s main clinic, about 5 miles from the auto factory. It was allowed to give work restrictions, Watson said. But most workers aren’t sent there, and it can take a while to get an appointment.
Eight days after his injury, the outside clinic diagnosed Nelson with a “crushing injury of back,” contusions and “intractable” pain. He finally was given work restrictions that said he shouldn’t be bending, squatting, kneeling, climbing stairs or lifting more than 10 pounds.
Even after that, the health center at one point sent Nelson back to his department in a wheelchair, he said.
“And I’m rocking back and forth, just ready to fall out of the wheelchair because I’m in so much pain,” he said.
In September, Nelson got a warehouse job at another company. It was a pay cut, but he quit Tesla right away. “I feel like it’s really not safe at all,” he said.
Besh said he couldn’t comment on a specific case without a signed release from the patient. But, he said, “a physician examined that patient and saw that there was not a safety issue.”
Besh was named chairman of the American Academy of Orthopaedic Surgeons’ Board of Councilors this year. A Tesla spokeswoman set up and monitored his interview with Reveal.
There’s been a “culture shift” at the health center since Tesla hired him to take over, he said.
“So culturally, there were folks in the past who were expecting that any time they come to the clinic, they would be taken off of work,” he said. “And when we told them, ‘No, we really want to do what’s best for you’ … it’s taking some time to get buy-in.”
In the end, Tesla counted Nelson on its injury logs, which is how Reveal identified him. That’s another reason the system didn’t make sense to Watson: Some workers whose injuries were so serious that they eventually would have to be counted still were denied proper care when they needed it most, she said.
Many more injured workers never were counted, she said. Tesla’s official injury logs, provided to Reveal by a former employee, show 48 injuries in August. Watson reviewed the list for the three weeks she was there and estimated that more than twice as many injuries should have been counted if Tesla had provided appropriate care and counted accurately.
Other ways Tesla’s clinic avoids treating workers
The clinic seemed geared toward sending workers away instead of treating them, Watson said. The culture of the clinic, she said, was to discount workers’ complaints and assume they were exaggerating.
The clinic would look for reasons to dismiss injuries as not work-related, even when they seemed to be, former employees said.
Watson recalled one worker who had passed out on the job and went to the hospital because of her exposure to fumes in the factory. Even though a work-related loss of consciousness is required to be counted, no such injury was recorded on Tesla’s injury logs.
Temp workers hurt on the production line also were often rebuffed by the clinic, said former clinic employees. At one point, there was a blanket policy to turn away temps, they said.
Tracy Lee wears a brace to help with a repetitive stress injury she developed while working at Tesla’s factory. She says the in-house health center sent her away without evaluating her because she wasn’t a permanent employee. Credit: Paul Kuroda for RevealTracy Lee developed a repetitive stress injury over the summer when a machine broke and she had to lift car parts by hand, she said. Lee said the health center sent her away without evaluating her because she wasn’t a permanent employee.
“I really think that’s messed up,” said Lee, who later sought medical treatment on her own. “Don’t discriminate just because we’re temps. We’re working for you.”
By law, Tesla is required to record injuries of temp workers who work under its supervision, no matter where they get treatment. But not all of them were. Lee said her Tesla supervisor knew about the injury. But Lee’s name doesn’t appear on Tesla’s injury logs.
Besh pushed back on the claims of his former employees.
He said the clinic didn’t treat some temp workers because Access Omnicare wasn’t a designated health care provider for their staffing agencies. About half of the agencies now are able to use the clinic, and the rest should be early next year, he said.
Besh said a physician accurately and carefully determines whether an injury is work-related and the clinic is not set up to treat personal medical issues. He said the clinic is fully stocked.
As for prescribing exercises, Besh said the clinic automatically was giving exercise recommendations to workers who were not injured and simply fixed the error.
https://www.revealnews.org/wp-content/uploads/2018/11/workstatus1-1.jpg 
https://www.revealnews.org/wp-content/uploads/2018/11/workstatus2.jpg 
https://www.revealnews.org/wp-content/uploads/2018/11/workstatus3.jpg
These sample Work Status Reports, posted in Tesla’s health center, show how clinic staff were instructed to handle different situations. The document on the left, labeled “Work Related,” is marked “First Aid Only” and “Return to full duty with no limitations or restrictions,” scenarios that would mean Tesla wouldn’t have to count the injury. Those were the only options, says Anna Watson, a physician assistant who used to work there. One document for contract employees such as temp workers (center) and another for non-occupational injuries (right) both say to refer the patients elsewhere. Credit: Obtained by RevealClinic source: Tesla pressured doctor
Access Omnicare’s proposal for running Tesla’s health center states that Tesla’s priorities include reducing recordable injuries and emergency room visits, according to a copy obtained by Reveal.
It says Access Omnicare’s model, with more accurate diagnoses, reduces “un-necessary use of Emergency Departments and prevents inadvertent over-reporting of OSHA (Occupational Safety and Health Administration) recordability.”
Even before Access Omnicare took over the on-site health center in June, Tesla sent many injured workers to its main clinic as one of the automaker’s preferred providers.
Tesla exercised an alarming amount of pressure on the clinic to alter how it treated patients in order to keep injury rates down, said the former high-level Access Omnicare employee.
“There was a huge, huge push from Tesla to keep things nonrecordable,” said the former employee.
A Tesla workers’ compensation official routinely would contact the clinic to intervene in individual cases, said the former employee. Tesla would take issue with diagnoses and treatment decisions, arguing that specific workers should be sent back to work full duty or have their injuries labeled as unrelated to work. The clinic gave Tesla what it wanted, the former employee said.
For example, Bill Casillas’ diagnosis suddenly was changed by Access Omnicare after discussions with Tesla.
In December, Casillas was working in Tesla’s seat factory. When he touched a forklift, he felt an electric shock jolt him back. Later that shift, it happened again. He said he felt disoriented and found he had urinated on himself.
Casillas said he hasn’t been the same since. He struggles with pain, tingling and numbness. At 47, he’s unsteady, uses a cane and hasn’t been able to work, he said.
A doctor at Access Omnicare diagnosed a work-related “injury due to electrical exposure” and gave him severe work restrictions and physical therapy, medical records show.
Then, nearly two months after his injury, another Access Omnicare physician, Dr. Muhannad Hafi, stepped in and dismissed the injury.
“I have spoken again with (the workers’ compensation official) at Tesla and he informed that the forklift did not have electric current running. With that said, in my medical opinion, the patient does not have an industrial injury attributed to an electrical current,” he wrote.
Hafi, who’s no longer with Access Omnicare, didn’t respond to questions. Besh said he can’t discuss patient details.
The co-worker who was in the forklift during the second shock, Paul Calderon, said he disagrees with the Tesla official but no one asked him. He backed up Casillas’ account and said Tesla “tried to really downplay what happened to him.”
Hafi’s January report noted that Casillas said he was “miserable,” used a cane and had pain all over his body. But he discharged him back to work full duty, writing, “No further symptoms of concern.”
A Tesla safety team manager informed Casillas last month that his injury was not counted because it was “determined to not be work-related.” Casillas is still a Tesla employee, but he’s off work because of his injury. His workers’ comp claim was denied based on Hafi’s report, but his lawyer, Sue Borg, is seeking an independent medical evaluation.
Besh said Tesla does not pressure him to dismiss injuries.
“What Tesla pressures us on is accurate documentation,” he said. “What they want is their OSHA log to be as accurate as possible, so what they’ll push back on is, ‘Doctor I need more clarity on this report.’ And we do that for them.”
“They are not in the business of making clinical determinations at all,” he said. “We make those clinical determinations only based on what the patient needs.”
State regulators not interested
By late August, Watson, the physician assistant, reached her breaking point. She got into an argument with Besh, who fired her for not deferring to doctors.
Afterward, she filed a complaint to Cal/OSHA, California’s workplace safety agency.
“I just see the workers at Tesla as having absolutely no voice,” she said. “I do feel extra responsible to try to speak up for what’s going on there.”
Watson thought Cal/OSHA would put an immediate stop to the practices she witnessed. But the agency wasn’t interested.
Cal/OSHA sent her a letter saying it folded her complaint into the investigation it started in April after Reveal’s first story ran. The letter said it had investigated and cited Tesla for a recordkeeping violation.
But Cal/OSHA already had closed that investigation two weeks before Watson’s complaint. The agency issued a fine of $400 for a single injury it said was not recorded within the required time period. Tesla appealed, calling it an administrative error.
Reveal had documented many other cases of injuries that Tesla had failed to record. But the agency had only about six months from the date of an injury to fine a company. By the time Cal/OSHA concluded its four-month investigation, the statute of limitations had run out.
After Reveal reported that the time limitation makes it difficult to hold employers accountable, state legislators passed a bill giving investigators six months from when Cal/OSHA first learns of the violation. It was signed by Gov. Jerry Brown, but it was too late for the Tesla investigation.
A Cal/OSHA spokeswoman said the investigation found four other “injury recording violations that fell outside of the statute of limitations.” Even if those other violations had been included, the spokeswoman said Cal/OSHA would have had to combine them in a single $400 citation.
Tesla, meanwhile, inaccurately cites Cal/OSHA’s investigation as vindication.
“We do get these quite unfair accusations,” Musk said on his October earnings call. “One of them was that we were underreporting injuries. And it’s worth noting that OSHA completed their investigation and concluded that we had not been doing anything of the sort.”
Watson called Cal/OSHA officials to insist they investigate her complaint. She told them that she had detailed knowledge of a system that undercounted injuries by failing to treat injured workers.
But Cal/OSHA officials told her that it wasn’t the agency’s responsibility, she said. They suggested contacting another agency, such as the medical board or workers’ compensation regulators.
As Watson kept pushing and Reveal began asking questions, a Cal/OSHA spokeswoman said her complaint now is being investigated.
Watson has a new job at an urgent care clinic. She said she just wants someone to make sure that Tesla workers get the care they need.
“You go to Tesla and you think it’s going to be this innovative, great, wonderful place to be, like this kind of futuristic company,” she said. “And I guess it’s just kind of disappointing that that’s our future, basically, where the worker still doesn’t matter.”
Les dilemmes moraux de l’humanité à l’épreuve de la voiture autonome
▻https://www.lemonde.fr/sciences/article/2018/10/24/les-dilemmes-moraux-de-l-humanite-a-l-epreuve-de-la-voiture-autonome_5374081
Une étude révèle les préférences de 2,5 millions de personnes contraintes de choisir les victimes d’un accident.
Peut-on tuer un vieillard pour sauver un enfant ? Toute vie humaine a-t-elle au contraire la même valeur, sans considération d’âge, de genre ou d’état de santé ?
Ces questions, médecins, assureurs et militaires se les posent depuis longtemps. « Mais jamais dans l’histoire de l’humanité avons-nous autorisé une machine à décider seule qui doit vivre et qui doit mourir, sans supervision humaine, en temps réel. Nous allons franchir cette barrière prochainement, pas sur un lointain champ de bataille, mais dans un des aspects les plus banals de notre vie, le transport quotidien. »
L’équipe de scientifiques français et américains qui lance cette prophétie vise la voiture autonome, future vedette de l’automobile. Dans la revue Nature du jeudi 25 octobre, ces psychologues, anthropologues et spécialistes de l’intelligence artificielle (IA) poursuivent : « Avant d’autoriser nos voitures à prendre des décisions éthiques, il importe que nous ayons une conversation globale pour exprimer nos préférences aux entreprises qui concevront les algorithmes moraux et aux responsables politiques qui vont les réguler. »
Les chercheurs avaient déjà ouvert cette grande discussion en 2016 dans la revue Science. Les personnes alors interrogées se prononçaient massivement en faveur d’algorithmes sauvant le maximum de vies. Leur position fléchissait toutefois si eux-mêmes ou un membre de leur famille se trouvait impliqué. L’échantillon qui avait été interrogé rassemblait un peu moins de 2 000 personnes.
« Sauver les enfants »
L’article de Nature rend compte d’une entreprise d’une tout autre ampleur. Plus de 2,5 millions de personnes venues de quelque 230 pays ou territoires ont cette fois livré leur choix. Pour recueillir une telle masse d’informations, Edmond Awad et Iyad Rahwan du Massachusetts Institute of Technology (MIT), Azim Shariff de l’université de Vancouver (Colombie-Britannique, Canada) et Jean-François Bonnefon, de l’Ecole d’économie de Toulouse, ont conçu un site Internet.
Ils n’y posent pas de simples questions – rapidement vertigineuses – mais placent le participant devant des scénarios. Par exemple, les freins d’une voiture autonome lâchent. A bord, une femme et un enfant. Sur la route, trois personnes âgées traversent au rouge. Faut-il continuer tout droit et écraser les passants ou braquer et tuer les passagers ? Et si un chien s’invite sur la banquette ? Ou si l’on remplace les vieillards par un sans-abri et une femme enceinte ? L’aspect ludique de l’expérience et des relais influents de la planète numérique (YouTube, Reddit) ont assuré le succès de l’opération.
Les quelque 40 millions de décisions prises par les internautes entre juin 2016 et janvier 2018 livrent de nombreux enseignements. « Sans surprise, trois positions se détachent : épargner le plus grand nombre, privilégier les humains sur les animaux et sauver les enfants », indique Jean-François Bonnefon.
Sans surprise, mais pas sans poser question. En 2017, une commission d’éthique allemande sur les véhicules automatiques a émis les seules recommandations disponibles sur le sujet. Elle exclut toute préférence basée sur les caractéristiques personnelles, notamment l’âge… « L’opinion n’a pas forcément raison, poursuit le psychologue toulousain. Mais si un gouvernement décide d’imposer un autre choix, il doit être prêt à le défendre, notamment le jour où un enfant sera écrasé. »
Préférences différentes selon les pays
Au-delà de ces trois critères communs, six autres facteurs ont été examinés dans l’étude. Le statut social et le respect de la loi comptent : pour être sauvé, mieux vaut être socialement inséré et respecter les feux que sans-abri et traverser n’importe où. De même, mais de manière moins sensible, la probabilité d’être percuté augmente si l’on est obèse et baisse si l’on est une femme. Autant de positions peu sensibles aux variations individuelles.
Les personnes sondées avaient la possibilité d’indiquer leur profil, ce que 492 921 personnes ont fait. Il apparaît que l’âge, l’éducation, le sexe, les revenus, la religion ou encore les opinions politiques n’expliquent pas leurs choix moraux.
En revanche, l’origine géographique pèse de façon importante. Les scientifiques ont en effet dressé les profils des 130 pays pour lesquels plus de 100 personnes avaient répondu. Trois groupes émergent. Le premier (Ouest) rassemble l’essentiel des pays occidentaux – mais pas la France – et tout le Commonwealth. Le second (Est) réunit l’Asie et une partie des nations de culture islamique. Enfin le troisième, au Sud, regroupe l’Amérique latine, quelques pays d’Europe centrale mais aussi la France, le Maroc, l’Algérie, la Polynésie… « Mes collègues américains ne voyaient pas le rapport. Moi, notre passé colonial m’a sauté aux yeux », raconte Jean-François Bonnefon.
Entre ces trois grandes familles, certaines différences marquantes émergent. Ainsi, la préférence accordée aux jeunes est bien moins marquée à l’Est qu’au Sud. Idem pour le statut social : l’Orient y apparaît moins sensible que l’Occident et le Sud. En revanche, malheur à celui qui n’y respecte pas la loi.
« Ces scénarios seront rares »
« Une expérience de psychologie sociale à une telle échelle est vraiment rare », salue Grégory Bonnet, enseignant-chercheur à l’université de Caen et coordinateur du projet Ethicaa, sur l’éthique des systèmes autonomes.
Néanmoins, l’exercice a ses limites. Ainsi, la représentativité des participants est biaisée. Ils sont majoritairement des hommes, près de 70 %, et dans la tranche d’âge 20-30 ans. Les chercheurs ont pu néanmoins « redresser » les résultats dans le cas des Etats-Unis, en tenant compte des données démographiques, sans modifier leurs conclusions.
Autre réserve : ces scénarios ne refléteraient pas la réalité. Pour Grégory Bonnet, « il n’y a rarement que deux choix possibles sur une route et ces choix ne conduisent pas à des conséquences “blanches ou noires”, c’est-à-dire à la mort des personnes ».
Jean-Gabriel Ganascia, chercheur en informatique à Sorbonne Université, renchérit : « Ces scénarios seront rares, car les voitures autonomes sont conçues pour éviter de se mettre en danger. Or là, cela signifierait qu’elles n’ont pas vu certaines choses à temps, ou que des infractions ont été commises… » Il sourit également à l’idée que si les voitures s’interdisaient d’écraser des jeunes, ces derniers pourraient s’amuser à perturber le trafic en passant devant les véhicules
« Dix ou cent décisions par seconde »
« La voiture autonome ne prend pas une décision mais dix ou cent par seconde, ajoute Guillaume Devauchelle, directeur de la recherche et du développement chez Valéo. Avant de se trouver devant ce dilemme impossible, sans voie de dégagement possible, elle aura ralenti. Plus profondément, cet article regarde la mobilité de demain avec les yeux d’aujourd’hui. Or, tout le paradigme va changer. Si vous n’êtes pas au volant, le temps n’est plus perdu, la vitesse n’a plus la même valeur. Ces scénarios deviennent absurdes. »
Autant d’objections que l’équipe franco-américaine connaît. « Quand nous avons commencé, beaucoup nous disaient que de tels dilemmes n’arriveraient jamais, assure Jean-François Bonnefon. Aujourd’hui, beaucoup s’y intéressent et certains travaillent avec nous. »
Et puis la voiture n’est pas le seul intérêt de l’affaire. « On est parti de là et on en arrive à tracer un arbre phylogénétique moral de l’humanité », s’étonne-t-il. Du reste, le psychologue entend bien profiter de cette base, désormais ouverte à tous, pour fouiller cette carte du monde. Comment se transmettent les influences ? Qu’est-ce qui peut rapprocher Israël et la Jamaïque ? Et d’où vient l’exception française ? « Ça sera dans le prochain article », promet-il.
Tiens, c’est marrant, ça s’excite sur le sujet en ce moment. Du côté de la formalisation des dilemmes aussi. J’ai eu à examiner un papier sur le sujet en vue de son acceptation à une conférence il y a peu. Pourtant le titre ne laissait en rien présager qu’il parlait de ça ("The Weak Completion Semantics and Equality", un truc très très technique lié à la programmation logique), mais il se trouve que ça permet de très bien décrire les types de problèmes dont parle l’article du monde. Le résuméde l’article est là, le texte intégral n’est pas encore disponible (je ne connais pas la politique de diffusion des actes de cette conférence [petite rectification : l’article sera disponible en accès ouvert après que la conférence ait eu lieu]) :
▻https://easychair.org/smart-program/LPAR-22/2018-11-21.html#talk:84999
Déjà abordé ici, en particulier là :
▻https://seenthis.net/messages/731438
Avec ce commentaire de ma part :
Ce que je cherche c’est un article qui explique que la question est mal posée, et qu’il faut refuser d’y répondre. C’est un piège qui vise à nous faire accepter l’inacceptable en déplaçant la vraie question.
Si la voiture hésite entre tuer une vieille ou un enfant, c’est qu’elle est mal construite et qu’il faut refuser de la lâcher dans la nature.
#Tesla #algorithme #voiture #éthique #AI #question #piège #propagande
TU fais bien de répéter ton commentaire.
Difficile de croire qu’on en est encore là - qu’on ose poser la question et qu’on ose y répondre. Donner à une machine le luxe de choisir entre buter un jeune ou un vieux signifie clairement que la machine a été déjà bien trop loin dans ses fonctions - et ses concepteurs bien trop loin dans leur dystopie.
Je soupçonne même ces questionnements existentiel ô combien artificiels d’être une tentative de néo-colonialisme averti montrant combien les pays « du sud » et « de l’est » (c’est quoi ces termes ??) sont en retrait sur les critère de moralité des pays occidentaux (ou de l’élite capitaliste).
Flippant.
Luddites, réveillez-vous !
Consciences, révoltez-vous !
PS : source du Monde, l’étude du MIT :
▻http://moralmachine.mit.edu
Une voiture autonome devrait-elle tuer un jeune ou un papi ? Le MIT dévoile les résultats de son étude éthique
▻https://www.numerama.com/vroom/434552-une-voiture-autonome-devrait-elle-tuer-un-jeune-ou-un-papi-le-mit-d
En 2016, le MIT a lancé un questionnaire nommé « machine morale » pour évaluer les choix éthiques du public si une voiture autonome doit tuer quelqu’un dans un crash inévitable. Deux ans plus tard, les résultats ont fait l’objet d’une étude publiée dans la revue Nature. C’est la version moderne du dilemme du tramway, une expérience de pensée qui vous place devant un choix impossible. Si vous étiez une voiture autonome, quelle décision prendriez-vous si vous ne pouviez pas éviter un accident mortel (...)
//c0.lestechnophiles.com/www.numerama.com/content/uploads/2017/08/accident-route-secours.jpg
Prenons un exemple que les dirigeants français puissent comprendre.
Une voiture autonome devrait-elle tuer un.e député.e ou un.e sénat.eur.rice ?
Une voiture autonome devrait-elle tuer un lobbyiste ou un.e membre du gouvernement ?
L’article original:
The Moral Machine experiment
Edmond Awad, Sohan Dsouza, Richard Kim, Jonathan Schulz, Joseph Henrich, Azim Shariff, Jean-François Bonnefon & Iyad Rahwan
Nature (2018)
▻https://seenthis.net/messages/731429
►https://www.nature.com/articles/s41586-018-0637-6
Ce que je cherche c’est un article qui explique que la question est mal posée, et qu’il faut refuser d’y répondre. C’est un piège qui vise à nous faire accepter l’inacceptable en déplaçant la vraie question.
Si la voiture hésite entre tuer une vieille ou un enfant, c’est qu’elle est mal construite et qu’il faut refuser de la lâcher dans la nature.
#AI #question #piège #propagande
En anglais là aussi :
▻https://seenthis.net/messages/731475
Tu as raison @Dror@sinehebdo .
Le questionnaire nous demande de jouer les ss.
Ca rappelle les gardiens de camps de concentration qui demandait aux mères ou aux pères de désigner parmi ses enfants celui qui irait immédiatement à la chambre à gaz.
Ce n’est pas pour rien, que ce genre d’article revient de façon lancinante sur le web.
The Moral Machine experiment
►https://www.nature.com/articles/s41586-018-0637-6
With the rapid development of artificial intelligence have come concerns about how machines will make moral decisions, and the major challenge of quantifying societal expectations about the ethical principles that should guide machine behaviour. To address this challenge, we deployed the Moral Machine, an online experimental platform designed to explore the moral dilemmas faced by autonomous vehicles. This platform gathered 40 million decisions in ten languages from millions of people in (...)
Elektroautohersteller Tesla will künftig alle drei Monate darüber b...
▻https://diasp.eu/p/7809274
Elektroautohersteller Tesla will künftig alle drei Monate darüber berichten, wie es um die Sicherheit seiner Fahrzeuge steht. Elektroautos: Tesla legt ersten vierteljährlichen Sicherheitsbericht vor #Elektroauto #Elektroautos #Elektromobilität #Tesla #Verkehrssicherheit