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class="hAd4_Afinal20a_back">  <iframe id='a890e388' name='a890e388' src='https://ad.eepw.com.cn/www/delivery/afr.php?zoneid=88&cb=INSERT_RANDOM_NUMBER_HERE' frameborder='0' scrolling='no' width='660' height='60'><a target='_blank'><img src='https://ad.eepw.com.cn/www/delivery/avw.php?zoneid=88&cb=INSERT_RANDOM_NUMBER_HERE&n=a635e61e' border='0' alt='' /></a></iframe> </div> <div style="margin-top:28px;"></div> <div id="ldmrhud" class="content" id="contentDiv" style="position:relative;"> <div id="eoxrwbo" class="ad_300x180_Afinal13_back">  <iframe id='a225770a' name='a225770a' src='https://ad.eepw.com.cn/www/delivery/afr.php?zoneid=87&cb=INSERT_RANDOM_NUMBER_HERE' frameborder='0' scrolling='no' width='300' height='200'><a target='_blank'><img src='https://ad.eepw.com.cn/www/delivery/avw.php?zoneid=87&cb=INSERT_RANDOM_NUMBER_HERE&n=a576c0a2' border='0' alt='' /></a></iframe> </div> <span id="contentlabels" style="font-size:14px;"><p><strong>　　一、觸手可及的偉大野心</strong></p>本文引用地址：<a href="http://www.ex-cimer.com/article/201710/368187.htm">http://www.ex-cimer.com/article/201710/368187.htm</a><p>　　除了統(tǒng)治世界，<a class="contentlabel" href="http://www.ex-cimer.com/news/listbylabel/label/無(wú)人駕駛"><em>無(wú)人駕駛</em></a>大概可以和歷史上所有野心匹敵。萬(wàn)億美金的全球汽車市場(chǎng)也只是<a class="contentlabel" href="http://www.ex-cimer.com/news/listbylabel/label/無(wú)人駕駛"><em>無(wú)人駕駛</em></a>的第一個(gè)目標(biāo)，反向控制用戶以汽車為中心的一系列生活和工作才是<a class="contentlabel" href="http://www.ex-cimer.com/news/listbylabel/label/無(wú)人駕駛"><em>無(wú)人駕駛</em></a>汽車的長(zhǎng)遠(yuǎn)目標(biāo)。</p><p>　　想象一下，把無(wú)人駕駛汽車作為超級(jí)終端連接用戶在駕駛沿途和目的地發(fā)生的全部旅游、娛樂(lè)、訂餐、住宿、購(gòu)物和其它消費(fèi)，甚至判斷用戶需要租房購(gòu)房時(shí)把地段介紹、樓盤(pán)、行情、推薦、點(diǎn)評(píng)、價(jià)值分析一并提供。你只要對(duì)駕駛臺(tái)屏幕上的小秘書(shū)說(shuō)一聲OK，就有電商堆著笑臉連線服務(wù)，這樣巨大的商業(yè)想象空間是任何一家企業(yè)無(wú)法抗拒的。</p><p>　　無(wú)人駕駛的偉大之處在于改變的遠(yuǎn)不止汽車制造業(yè)和出租車服務(wù)業(yè)，而是創(chuàng)造了以無(wú)人汽車為中心的新經(jīng)濟(jì)和前所未有的生活模式與社會(huì)觀念。中國(guó)工程學(xué)院李德毅院士希望智能汽車成為2015年中國(guó)智能制造的首張名片，是學(xué)術(shù)界對(duì)產(chǎn)業(yè)的洞見(jiàn)。在無(wú)限前景召喚下，世界級(jí)IT和汽車業(yè)巨頭幾乎抱團(tuán)涌入無(wú)人駕駛市場(chǎng)。Google和百度在無(wú)人駕駛各自深耘多年，蘋(píng)果造車的傳言隨時(shí)可能躍上頭條，馬斯克（Musk）當(dāng)然不會(huì)錯(cuò)過(guò)讓特斯拉造出超級(jí)無(wú)人駕駛車的機(jī)會(huì)，寶馬、奔馳、大眾、奧迪、沃爾沃、本田、比亞迪等中外品牌也紛紛投入其中，前不久知名數(shù)據(jù)專家吳甘沙也抵不住誘惑從英特爾離職投身智能駕駛。</p><p>　　未來(lái)如此宏大又似乎觸手可及。很多人都預(yù)計(jì)無(wú)人駕駛技術(shù)發(fā)展有重重困難以致無(wú)需擔(dān)心在近期變成現(xiàn)實(shí)。但10年前幾乎所有圍棋手和技術(shù)專家都一致認(rèn)為人工智能戰(zhàn)勝職業(yè)棋手需要50年，中國(guó)圍棋隊(duì)總教練俞斌先生在去年還表示要100年，然而谷歌推出一款阿爾法就以5戰(zhàn)全勝橫掃歐洲冠軍。看一下產(chǎn)業(yè)界何等心急。很多分析師認(rèn)為無(wú)人駕駛會(huì)在5年內(nèi)普及，百度宣布五年內(nèi)進(jìn)行量產(chǎn)，奧迪稱將在3年內(nèi)推出無(wú)人駕駛的A8車型，而谷歌估計(jì)連3年都等不及了。</p><p>　　美國(guó)高速公路交通安全管理局（NHTSA）上周宣布認(rèn)可無(wú)人駕駛汽車不需要傳統(tǒng)意義上司機(jī)，并稱會(huì)相應(yīng)調(diào)整部分強(qiáng)制性汽車安全規(guī)定，比如不再要求汽車必須配備方向盤(pán)、腳剎和有駕照的司機(jī)。這意味著美國(guó)政府對(duì)無(wú)人駕駛持開(kāi)放態(tài)度，賦予無(wú)人汽車等同人工駕駛汽車的同樣法律地位。美國(guó)知識(shí)產(chǎn)權(quán)律師Greenblatt的博客評(píng)論甚至用“eager”來(lái)形容NHTSA 支持無(wú)人駕駛技術(shù)的態(tài)度，的確能看得出美國(guó)的監(jiān)管政策有意向無(wú)人駕駛汽車傾斜。</p><p><strong>　　二、無(wú)人駕駛是系統(tǒng)性問(wèn)題</strong></p><p>　　技術(shù)可以改變世界，但技術(shù)并不能保證世界會(huì)因此變得更好。無(wú)人駕駛是多領(lǐng)域技術(shù)進(jìn)步基礎(chǔ)上的突破性組合，具有改變社會(huì)現(xiàn)狀的可能。無(wú)人駕駛技術(shù)是一個(gè)系統(tǒng)性而不是孤立的問(wèn)題。技術(shù)發(fā)展本身是沒(méi)有善惡與方向的，法律同步進(jìn)化才能保證技術(shù)發(fā)展在符合人類根本利益的軌道中進(jìn)行，保證技術(shù)進(jìn)步成為一種正能量。在技術(shù)的突破式進(jìn)步面前如果由法律、道德和觀念組成的社會(huì)制度和文化體系沒(méi)有跟上，結(jié)果必然會(huì)造成無(wú)序。</p><p>　　我贊同李德毅院士的觀點(diǎn)，即無(wú)人駕駛汽車/ 智能汽車的實(shí)質(zhì)是輪式機(jī)器人。無(wú)人駕駛汽車的本質(zhì)是包著汽車外殼的機(jī)器人，運(yùn)輸搭載能力只是這種智能機(jī)器的專長(zhǎng)。當(dāng)我們討論人和機(jī)器人的關(guān)系時(shí)經(jīng)常有諸如機(jī)器人滅絕人類或統(tǒng)治地球之類的憂患，所以對(duì)無(wú)人駕駛汽車的種種擔(dān)心也不能說(shuō)是杞人憂天。</p><p>　<strong>　（一）安全問(wèn)題</strong></p><p>　　按馬斯洛的分類，安全是人類最基本的需求。無(wú)人駕駛的安全問(wèn)題解決主要在于技術(shù)的發(fā)展，既不能低估安全問(wèn)題的復(fù)雜性也不能低估技術(shù)發(fā)展的能力。谷歌在 2015年6月宣布人駕駛汽車試航100萬(wàn)英里（約161萬(wàn)公里），17起輕微事故中沒(méi)有一起是由于機(jī)器操作失誤引起的。2016年1月谷歌宣布在新進(jìn)行的試航中發(fā)生13起潛在事故，在試航司機(jī)的人工干預(yù)下過(guò)關(guān)。</p><p>　　從某種意義上說(shuō)我們不能要求機(jī)器絕對(duì)不失誤，而只要把失誤概率降低到理論極限。人類遠(yuǎn)比無(wú)人駕駛有更多不靠譜，相信依靠智能駕駛至少不會(huì)發(fā)生2015年德航一位副駕駛惡意操作飛機(jī)撞向阿爾卑斯山的慘劇。想想那些醉駕、疲勞駕駛、情緒駕駛、無(wú)證駕駛和倒車都不會(huì)就敢穿高跟鞋開(kāi)路虎的女殺手…你就頓時(shí)明白Greenblatt說(shuō)自動(dòng)駕駛僅在美國(guó)每年就能拯救30，000個(gè)生命并不是吹牛。</p><p>　　除了不受動(dòng)機(jī)、私欲和情緒影響，人工智能至少還在兩點(diǎn)上具有遠(yuǎn)超人類的潛力。第一，無(wú)人駕駛可以反應(yīng)敏捷、不知疲倦、在雷達(dá)、衛(wèi)星和網(wǎng)絡(luò)的幫助下不懼黑夜洞察路況。第二，無(wú)人駕駛還具有極強(qiáng)的自學(xué)習(xí)和自適應(yīng)能力。請(qǐng)注意當(dāng)所有的無(wú)人駕駛車共享信息時(shí)，任何一部車的進(jìn)化就是無(wú)人駕駛車的共同進(jìn)化，這將是多么不可阻擋的進(jìn)步。</p><p><strong>　　（二）道德觀念</strong></p><p>　　人被機(jī)器控制違背人類幾千年經(jīng)驗(yàn)和直覺(jué)，這種經(jīng)驗(yàn)烙印如此之深以致固化為道德的一部分，以致一想到滿街沒(méi)有人操作就自動(dòng)跑路的汽車難免讓人感覺(jué)不適。當(dāng)然觀念并不是不可以改變，至少當(dāng)我們感覺(jué)自己被機(jī)器控制的時(shí)候，應(yīng)該明白我們只是被機(jī)器服務(wù)。</p><p>　　有報(bào)道說(shuō)倫理學(xué)家向無(wú)人駕駛車提出一個(gè)倫理學(xué)著名悖論“電車難題”，即無(wú)人駕駛車如何選擇以下僅有兩個(gè)選項(xiàng)的緊急情況，直行撞死前面的5名行人或緊急轉(zhuǎn)彎撞死路邊的1位行人。我個(gè)人認(rèn)為這個(gè)問(wèn)題一定程度是不適宜的，這類法律上歸結(jié)為緊急避險(xiǎn)的行為既不應(yīng)該承擔(dān)法律責(zé)任，也不必要推到倫理高度。作為高等靈長(zhǎng)類動(dòng)物的人類，也許永遠(yuǎn)會(huì)為這類先救老媽還是先救媳婦之類的腦筋急轉(zhuǎn)彎爭(zhēng)吵，為什么要求機(jī)器人有能力解決？倒是要求無(wú)人駕駛車具備分辨，前面是一條狗還是一個(gè)小孩的認(rèn)知能力，是具有實(shí)際意義的。</p><p><strong>　?。ㄈ?侵權(quán)責(zé)任</strong></p><p>　　無(wú)人駕駛汽車的法律問(wèn)題相當(dāng)復(fù)雜，不僅涉及到設(shè)計(jì)、制造、用戶、相對(duì)方之間的多重法律關(guān)系，法律關(guān)系本身的種類也很復(fù)雜。至少包括合同責(zé)任、侵權(quán)責(zé)任、產(chǎn)品責(zé)任和其它。</p><p>　　1.合同責(zé)任</p><p>　　合同即契約。汽車制造商對(duì)無(wú)人駕駛汽車用戶有質(zhì)量、安全等承諾，其中形成的關(guān)系就是合同關(guān)系。如果無(wú)人駕駛汽車未能實(shí)現(xiàn)制造商對(duì)用戶的承諾，法律后果就是違約責(zé)任。</p><p>　　2. 侵權(quán)責(zé)任</p><p>　　侵權(quán)責(zé)任的特點(diǎn)在于不需要證明與制造商之間有任何承諾，用戶或利害相關(guān)的第三人都可以依照侵權(quán)責(zé)任法，要求無(wú)人駕駛汽車制造商承擔(dān)侵權(quán)損害的法律責(zé)任。侵權(quán)責(zé)任分析有兩個(gè)階梯。首先是對(duì)是否構(gòu)成侵權(quán)責(zé)任的分析，即侵權(quán)責(zé)任的構(gòu)成。其次是侵權(quán)責(zé)任的承擔(dān)。</p><p>　　一般侵權(quán)責(zé)任的構(gòu)成要素有四個(gè)，侵權(quán)行為、主觀過(guò)錯(cuò)、損害事實(shí)和因果關(guān)系。假設(shè)其中損害事實(shí)與因果關(guān)系都成立，如系無(wú)人駕駛車故障直接引起交通事故并造成人身和財(cái)產(chǎn)損害，那么需要重點(diǎn)分析的就是行為和過(guò)錯(cuò)兩項(xiàng)要素。</p><p>　　一個(gè)有意思的事實(shí)是，真正的無(wú)人駕駛汽車應(yīng)該是沒(méi)有司機(jī)從而也不存在人類駕駛行為的。一輛無(wú)人駕駛汽車被人工操控所產(chǎn)生的責(zé)任并不是我們要討論的無(wú)人駕駛法律責(zé)任而是普通車輛駕駛的法律責(zé)任，正如開(kāi)車謀殺造成目標(biāo)死亡的交通事故并不成立交通肇事而是成立故意殺人一樣。和沒(méi)有人為駕駛行為對(duì)應(yīng)的事實(shí)是用戶并不存在主觀過(guò)錯(cuò)，主觀無(wú)過(guò)錯(cuò)+無(wú)駕駛行為決定了用戶的乘坐行為不構(gòu)成侵權(quán)，也不用承擔(dān)侵權(quán)責(zé)任。</p><p>　　再來(lái)拆解無(wú)人駕駛汽車的制造行為，至少包括設(shè)計(jì)、生產(chǎn)制造、維護(hù)服務(wù)三項(xiàng)獨(dú)立的具體行為，涉及產(chǎn)品的機(jī)械（包括動(dòng)力系統(tǒng)）和智能控制兩個(gè)系統(tǒng)。盡管有這些獨(dú)立行為，但無(wú)人駕駛汽車法律責(zé)任的承擔(dān)可以統(tǒng)一歸為一類，產(chǎn)品質(zhì)量責(zé)任。</p><p>　　3. 產(chǎn)品質(zhì)量責(zé)任法律依據(jù)</p><p>　　中國(guó)多部法律對(duì)因產(chǎn)品質(zhì)量引起的法律責(zé)任做了系統(tǒng)的規(guī)定。</p><p>　　a）作為民法中最基本的法律，《民法能則》第122條規(guī)定：“因產(chǎn)品質(zhì)量不合格造成他人財(cái)產(chǎn)、人身?yè)p害的，產(chǎn)品制造者、銷售者應(yīng)當(dāng)依法承擔(dān)民事責(zé)任。運(yùn)輸者、倉(cāng)儲(chǔ)者對(duì)此負(fù)有責(zé)任的，產(chǎn)品制造者、銷售者有權(quán)要求賠償損失。”</p><p>　　b）《侵權(quán)責(zé)任法》第41條：因產(chǎn)品存在缺陷造成他人損害的，生產(chǎn)者應(yīng)當(dāng)承擔(dān)侵權(quán)責(zé)任；</p><p>　　第43條：因產(chǎn)品存在缺陷造成損害的，被侵權(quán)人可以向產(chǎn)品的生產(chǎn)者請(qǐng)求賠償，也可以向產(chǎn)品的銷售者請(qǐng)求賠償。產(chǎn)品缺陷由生產(chǎn)者造成的，銷售者賠償后，有權(quán)向生產(chǎn)者追償。</p><p>　　第46條　產(chǎn)品投入流通后發(fā)現(xiàn)存在缺陷的，生產(chǎn)者、銷售者應(yīng)當(dāng)及時(shí)采取警示、召回等補(bǔ)救措施。未及時(shí)采取補(bǔ)救措施或者補(bǔ)救措施不力造成損害的，應(yīng)當(dāng)承擔(dān)侵權(quán)責(zé)任。</p><p>　　第47條　明知產(chǎn)品存在缺陷仍然生產(chǎn)、銷售，造成他人死亡或者健康嚴(yán)重?fù)p害的，被侵權(quán)人有權(quán)請(qǐng)求相應(yīng)的懲罰性賠償。</p><p>　　c）作為產(chǎn)品質(zhì)量責(zé)任特別法，《產(chǎn)品質(zhì)量法》第26條規(guī)定：</p><p>　　生產(chǎn)者應(yīng)當(dāng)對(duì)其生產(chǎn)的產(chǎn)品質(zhì)量負(fù)責(zé)。產(chǎn)品質(zhì)量應(yīng)當(dāng)符合下列要求：</p><p>　?。ㄒ唬┎淮嬖谖＜叭松?、財(cái)產(chǎn)安全的不合理的危險(xiǎn)，有保障人體健康和人身、財(cái)產(chǎn)安全的國(guó)家標(biāo)準(zhǔn)、行業(yè)標(biāo)準(zhǔn)的，應(yīng)當(dāng)符合該標(biāo)準(zhǔn)；</p><p>　?。ǘ┚邆洚a(chǎn)品應(yīng)當(dāng)具備的使用性能，但是，對(duì)產(chǎn)品存在使用性能的瑕疵作出說(shuō)明的除外；</p><p>　　第41條規(guī)定：因產(chǎn)品存在缺陷造成人身、缺陷產(chǎn)品以外的其他財(cái)產(chǎn)（以下簡(jiǎn)稱他人財(cái)產(chǎn)）損害的，生產(chǎn)者應(yīng)當(dāng)承擔(dān)賠償責(zé)任。生產(chǎn)者能夠證明有下列情形之一的，不承擔(dān)賠償責(zé)任：…… （三）將產(chǎn)品投入流通時(shí)的科學(xué)技術(shù)水平尚不能發(fā)現(xiàn)缺陷的存在的。</p><p>　　d）《消費(fèi)者權(quán)益保護(hù)法》第35條規(guī)定：消費(fèi)者在購(gòu)買、使用商品時(shí)，其合法權(quán)益受到損害的，可以向銷售者要求賠償。銷售者賠償后，屬于生產(chǎn)者責(zé)任或?qū)儆谙蜾N售者提供商品的其他銷售者的責(zé)任的，銷售者有權(quán)向生產(chǎn)者或者其他銷售者追償。</p><p>　　4. 法律解讀</p><p>　　a）產(chǎn)品質(zhì)量責(zé)任構(gòu)成要件</p><p>　　產(chǎn)品質(zhì)量責(zé)任嚴(yán)格來(lái)說(shuō)是侵權(quán)責(zé)任中特殊的一種。以上法律對(duì)產(chǎn)品質(zhì)量責(zé)任所規(guī)定的關(guān)鍵詞是“不合格”，產(chǎn)品不合格即可直接推定生產(chǎn)者具有過(guò)錯(cuò)。判斷不合格的主要標(biāo)準(zhǔn)是產(chǎn)品具有“不合理的危險(xiǎn)”。Greenblatt評(píng)論無(wú)人駕駛車的產(chǎn)品責(zé)任時(shí)提出有兩個(gè)基本判斷，即判斷“過(guò)錯(cuò)”和“不合理危險(xiǎn)”。中國(guó)和美國(guó)在產(chǎn)品責(zé)任構(gòu)成的法理基礎(chǔ)和法律規(guī)定是相似的。</p><p>　　值得注意的是作為判斷產(chǎn)品是否合格的主要依據(jù)，對(duì)“合理”的判斷是復(fù)雜的。是否合理是一個(gè)主觀性比客觀性強(qiáng)很多的因素，不同人的判斷結(jié)果可能截然不同。我認(rèn)為應(yīng)該選擇一個(gè)比平均水平高一點(diǎn)的司機(jī)作為判斷無(wú)人駕駛汽車產(chǎn)品是否有不合理危險(xiǎn)，即無(wú)人駕駛汽車的反應(yīng)速度和處理策略應(yīng)不低于一個(gè)雖贏不了舒馬赫但還算靠譜的駕駛?cè)巳绯鲎廛囁緳C(jī)。換句話說(shuō)如果一個(gè)可靠的出租車司機(jī)在特定情況下無(wú)法避免事故發(fā)生，同樣情況下發(fā)生事故就不宜認(rèn)定無(wú)人駕駛汽車制造商承擔(dān)產(chǎn)品侵權(quán)責(zé)任。</p><p>　　b）產(chǎn)品責(zé)任的免責(zé)條件</p><p>　　技術(shù)產(chǎn)品的法律責(zé)任也有法定免責(zé)情形，這就是“將產(chǎn)品投入流通時(shí)的科學(xué)技術(shù)水平尚不能發(fā)現(xiàn)缺陷的存在”。理論上不能排除任何技術(shù)有隱形缺陷，缺陷總會(huì)在將來(lái)的科技發(fā)展中逐步被發(fā)現(xiàn)，但因此對(duì)所有新技術(shù)采取過(guò)度警惕甚至敵意的態(tài)度顯然也是作繭自縛。要注意的是這項(xiàng)免責(zé)規(guī)定的適用范圍也有限制條件，即當(dāng)產(chǎn)品投入流通后發(fā)現(xiàn)存在缺陷的，生產(chǎn)者和銷售者都應(yīng)當(dāng)及時(shí)采取警示、召回等補(bǔ)救措施，否則依然應(yīng)當(dāng)承擔(dān)侵權(quán)責(zé)任。</p><p>　　c）產(chǎn)品質(zhì)量責(zé)任分配</p><p>　　無(wú)人駕駛汽車制造包括機(jī)械系統(tǒng)制造和智能控制系統(tǒng)制造，產(chǎn)業(yè)流程更包括從設(shè)計(jì)到銷售和維護(hù)服務(wù)的多個(gè)獨(dú)立環(huán)節(jié)，即使確認(rèn)存在產(chǎn)品質(zhì)量責(zé)任也需要進(jìn)一步確認(rèn)責(zé)任由誰(shuí)承擔(dān)。</p><p>　　雖然產(chǎn)生制造流程本身包括多個(gè)環(huán)節(jié)，但責(zé)任承擔(dān)一般都是由產(chǎn)品品牌方承擔(dān)，因?yàn)閷?duì)用戶來(lái)說(shuō)是基于品牌而購(gòu)買和使用產(chǎn)品。如果損害的確是在和生產(chǎn)完全無(wú)關(guān)的環(huán)節(jié)如運(yùn)輸、銷售、維修服務(wù)環(huán)節(jié)所產(chǎn)生，應(yīng)由獨(dú)立提供相關(guān)服務(wù)的當(dāng)事人負(fù)責(zé)。</p><p>　　d）責(zé)任承擔(dān)方式</p><p>　　對(duì)無(wú)人駕駛汽車造成人身和財(cái)產(chǎn)損害責(zé)任，賠償是責(zé)任承擔(dān)方式中最主要的一種。按中國(guó)法律一般情況下的侵權(quán)責(zé)任以填平原則為主，侵權(quán)賠償額止于彌補(bǔ)受害人損失。但如果明知產(chǎn)品存在缺陷仍然生產(chǎn)、銷售并造成嚴(yán)重后果的，法院有權(quán)依據(jù)侵權(quán)責(zé)任法第47條在填平之外施加懲罰性賠償，以懲戒生產(chǎn)商的惡意。</p><p>　<strong>?。ㄋ模?系統(tǒng)安全與隱私保護(hù)</strong></p><p>　　控制系統(tǒng)安全理論上既是產(chǎn)品質(zhì)量責(zé)任的一部分，也更多是應(yīng)該由技術(shù)事先防止風(fēng)險(xiǎn)而不是由法律在事后處罰。隨著黑客攻擊行為越來(lái)越廣泛以及越來(lái)越多的黑客卷入犯罪團(tuán)伙甚至政治集團(tuán)，無(wú)人駕駛汽車的系統(tǒng)安全面臨極大考驗(yàn)。和作為財(cái)產(chǎn)損失的銀行賬戶失竊不同，無(wú)人駕駛汽車的系統(tǒng)安全直接涉及到當(dāng)事人身家性命與社會(huì)安全，其防范級(jí)別只能過(guò)之而無(wú)不及。</p><p>　　和系統(tǒng)安全相關(guān)的是隱私安全。無(wú)人駕駛汽車的控制需要有巨大的數(shù)據(jù)交換，作為超大移動(dòng)終端車載又必然與外界進(jìn)行海量信息交換。無(wú)人駕駛汽車既產(chǎn)生海量的用戶數(shù)據(jù)又不得不盡可能向互聯(lián)網(wǎng)開(kāi)放，這對(duì)天生的矛盾將使無(wú)人駕駛汽車的信息安全保衛(wèi)戰(zhàn)極為激烈。當(dāng)然從反面看的話，對(duì)安全行業(yè)也是一個(gè)巨大的發(fā)展機(jī)會(huì)。</p><p><strong>　?。ㄎ澹?法律的適應(yīng)</strong></p><p>　　這是一個(gè)比較有趣的問(wèn)題，即當(dāng)下針對(duì)傳統(tǒng)汽車的交通規(guī)則在無(wú)人駕駛時(shí)代不得不做全面修訂。《道路交通安全法》第19條規(guī)定“駕駛機(jī)動(dòng)車，應(yīng)當(dāng)依法取得機(jī)動(dòng)車駕駛證”，《道路交通事故處理程序規(guī)定》規(guī)定制作道路交通事故認(rèn)定書(shū)應(yīng)當(dāng)由當(dāng)事人簽名。顯然所有的法律法規(guī)都是在默認(rèn)規(guī)制的對(duì)象是駕駛?cè)硕皇情L(zhǎng)的和汽車一樣的機(jī)器人。技術(shù)進(jìn)步迫使法律進(jìn)化將成為一道長(zhǎng)久的風(fēng)景。</p><p><strong>　　三、結(jié)論</strong></p><p>　　無(wú)人駕駛有不可思議的野心，但技術(shù)并不能獨(dú)自帶來(lái)繁榮。當(dāng)技術(shù)文明奔跑的太快，以法律為代表的社會(huì)文明也必須加速趕上。無(wú)人駕駛，我們正拭目以待。</p></span> 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