Information Technology Reference
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functions is necessary. In other words, the “task” of the machine or human operator,
considered in isolation, can have no meaning without integrating them into the
global task. It is the
joint cognitive systems
as a whole that becomes the central
player [HOL 83], [HOL 05]. Thus, for example, an
antilock braking system
(ABS)
involves both the driver (stepping on the brake pedal, linked with an analysis of the
situation) and the machine (implementation of breaks so that the wheels do not
lock). What meaning would the action of the driver have without that of the
machine completing it? What would the action of the machine be without the prior
action of the driver (analysis of the situation and action on the pedal)? As soon as
the notion of the human-machine system is concerned and that the intelligence of
the machine increases, in the sense of its adaptive abilities and a certain autonomy,
the issue of human-machine cooperation becomes of increasing interest [HOC 01].
It goes beyond the single notion of a human-machine system by considering the
human operator and the machine as two agents or partners of the same team tasked
with driving. For the rest, it has been proven that humans have a tendency to
attribute cooperative abilities to machines as soon as they perceive their
“intelligence” [NAS 96].
This issue of cooperation proposes considering that as well as their private
activities, the cooperative agents carry out cooperative activities. The latter are at the
disposal of interference management (negative, as much as positive), created by
interdependencies between the goals of the agents in order to facilitate tasks
(individual or collective). This means that we agree to not plan the activity of the
human-machine system too rigidly to leave the necessary room for maneuver for
unforeseen conditions. For example, the distribution of functions can change
according to circumstances. The user trained in the use of an adaptive cruise control
(ACC)
4
speed regulator knows under what conditions he can delegate longitudinal
control or regain control.
Human−machine cooperation goes further than single shared control (co-action
on the environment). It also integrates the action of an agent on the activity of
another agent. The most well-known form in aeronautics is
mutual control
,
when
both agents check what the other is doing, thus facilitating the prevention, detection
and correction of errors [WIE 93]. In this case, it is a matter of positive interference
between agents. In driving assistance, mutual control can go beyond a simple sound,
visual or haptic warning, as far as the haptic suggestion of action on the wheel or
pedals [NAV 07], [SUZ 03]. It can also occur that the drivers are objectively failing
(distracted, surprised, victim of a dizzy turn), or that the driving situation becomes
too difficult to manage on their own, given their abilities at the time (imminent
4 ACC: a device for the automatic regulation of longitudinal control, ensuring that a target
cruise speed is kept (in the event of driving alone) and slowing if necessary in order to keep a
secure inter-vehicle distance with the vehicle in front).
