Littérature scientifique sur le sujet « Law – Automation »

The city has proved to be the most successful form of human agglomeration and provides wide employment opportunities for its dwellers. As advances in robotics and artificial intelligence revive concerns about the impact of automation on jobs, a question looms: how will automation affect employment in cities? Here, we provide a comparative picture of the impact of automation across US urban areas. Small cities will undertake greater adjustments, such as worker displacement and job content substitutions. We demonstrate that large cities exhibit increased occupational and skill specialization due to increased abundance of managerial and technical professions. These occupations are not easily automatable, and, thus, reduce the potential impact of automation in large cities. Our results pass several robustness checks including potential errors in the estimation of occupational automation and subsampling of occupations. Our study provides the first empirical law connecting two societal forces: urban agglomeration and automation's impact on employment.

Today’s business environments face rapid digital transformation, engendering the continuous emerging of new technologies. Robotic Process Automation (RPA) is one of the new technologies rapidly and increasingly grabbing the attention of businesses. RPA tools allow mimicking human tasks by providing a virtual workforce, or digital workers in the form of software bots, for automating manual, high-volume, repetitive, and routine tasks. The goal is to allow human workers to delegate their tedious routine tasks to a software bot, thus allowing them to focus on more difficult tasks. RPA tools are simple and very powerful, according to cost-saving and other performance metrics. However, the main challenge of RPA implementation is to effectively determine the business tasks suitable for automation. This paper provides a methodology for selecting candidate tasks for robotic process automation based on user interface logs and process mining techniques.

The paper considers the federal law of November 27, 2018 No. 422-FZ “On conducting an experiment to establish a special tax regime” Tax on professional income” in the city of federal significance, Moscow, in the Moscow and Kaluga regions, as well as in the Republic of Tatarstan (Tatarstan)”, or shortly – the self-employed law, as a prototype of machine-readable law in Russia. The author draws conclu-sions about the role and influence of machine-readable law on the legal system as a whole, such as changes in the legal status of an individual, the so-cio-technical nature of machine-readable legal norms, the status of machine-readable legal norms, double interpretation, ways of developing machine-readable law in the Russian Federation, as well as simplifying procedures and requirements for sub-jects legal relations in the automation of law en-forcement.

The comparative analysis of basic saccade characteristics (interval, amplitude, and coefficient of asymmetry) has shown considerable similarities in adults and first-year babies. Distribution curves of intersaccadic intervals under different test conditions all have only one maximum in the range of about 0.4 s, and in all cases the most frequently met intersaccadic intervals (0.1 – 1.0) comprised comparable proportions of all (71.5% – 90.5%). The concept of saccade automation was formulated on the basis of these data (Filin and Filina, 1989 Zhurnal Vysshei Nervnoi Deyatelnosti29 603 – 607). In our opinion saccade automation is the basic law of saccadic activity, and all diversity of eye-movement activity takes place against the background of saccade automation. Microsaccades and macrosaccades, nystagmus, and rapid eye movements during sleep may be seen as special cases of saccade automation. Saccade automation is conditioned by the activity of brain structures with pacemaker function. Thus saccades are driven at one basic frequency, which is modulated by afferent influences from the retina of vestibular apparatus, proprioreceptors of eye and neck muscles, and efferent signals (forehead and occipital sections of cerebral cortex, cerebellum). At the same time, only one parameter is modulated at one particular moment, for example saccade amplitude in which case interval and orientation are given in a ready form. Saccade automation has a great functional importance. It increases the scanned area tenfold, it provides compensation of defects in the sensors and the impellent eye apparatus and for the deletion of consecutive images, maintaining the continuity of visual perception. Moving the image on the retina increases the information of the visual channel.

The air transport industry is at present subject to dramatic traffic growth, which is expected to triple in the next 20 years. The industry must attempt to meet this unavoidable challenge by somehow accommodating the increase in passenger flow. This thesis proposes to examine how automation devices may assist in meeting this challenge by facilitating passenger clearance. They would do so by improving the lengthy, formalistic, and overly-bureaucratic, immigration and customs procedures. A myriad of different legal issues are engaged by these initiatives. Although many of them are mentioned throughout this thesis, the core legal analysis focuses on the challenge to privacy triggered by these endeavours, and the conflicting interests of individuals and industry players. Finally, a proposal to eliminate, or at least to reduce, this conflict is recommended.

Our intended topic is a general discussion of the basic elements of liability related to airline accidents to which fully automated cockpits have constituted an associated contributory factor. In addition we addressed the liability of air carriers arising from injuries or death caused to passengers traveling on international flights. For this purpose, we reviewed the Warsaw System and the different international instruments that constitute it. We also reviewed principles of common law applicable to aircraft manufacturers and the "Free Flight" as an example of the growing automation environment, which is a general benefit to commercial aviation but also a likely contributory cause for accidents in particular cases. In the last part we briefly discuss a personal view regarding the interplay between manufacturers and airlines under the 1999 Montreal Convention, which is an international treaty unifying the desegregated Warsaw System into one single instrument that is expected to enter into force in a few years.

Many functions that at one time could only be performed by humans can nowadays be carried out by machines. Automation impacts many areas of life including work, home, communication and mobility. In the driving context, in-vehicle automation is considered to provide solutions for environmental, economic, safety and societal challenges. However, automation changes the driving task and the human-machine interaction. Thus, the expected benefit of in-vehicle automation can be undermined by changes in drivers’ behaviour, i.e. behavioural adaptation. This PhD project focuses on motivational as well as higher cognitive processes underlying behavioural adaptation when interacting with in-vehicle automation. Motivational processes include the development of trust and acceptance, whereas higher cognitive processes comprise the learning process as well as the development of mental models and Situation Awareness (SA). As an example for in-vehicle automation, the advanced driver assistance system Adaptive Cruise Control (ACC) was investigated. ACC automates speed and distance control by maintaining a constant set cruising speed and automatically adjusting vehicle’s velocity in order to provide a specified distance to the preceding vehicle. However, due to sensor limitations, not every situation can be handled by the system and therefore driver intervention is required. Trust, acceptance and an appropriate mental model of the system functionality are considered key variables for adequate use and appropriate SA. To systematically investigate changes in motivational and higher cognitive processes, a driving simulator as well as an on-road study were carried out. Both of the studies were conducted using a repeated-measures design, taking into account the process character, i.e. changes over time. The main focus was on the development of trust, acceptance and the mental model of novice users when interacting with ACC. By now, only few studies have attempted to assess changes in higher level cognitive processes, due to methodological difficulties posed by the dynamic task of driving. Therefore, this PhD project aimed at the elaboration and validation of innovative methods for assessing higher cognitive processes, with an emphasis on SA and mental models. In addition, a new approach for analyzing big and heterogeneous data in social science was developed, based on the use of relational databases. The driving simulator study investigated the effect of divergent initial mental models of ACC (i.e., varying according to correctness) on trust, acceptance and mental model evolvement. A longitudinal study design was applied, using a two-way (3×3) repeated measures mixed design with a matched sample of 51 subjects. Three experimental groups received (1) a correct ACC description, (2) an incomplete and idealised account omitting potential problems, and (3) an incorrect description including non-occurring problems. All subjects drove a 56-km track of highway with an identical ACC system, three times, and within a period of 6 weeks. Results showed that after using the system, participants’ mental model of ACC converged towards the profile of the correct group. Non-experienced problems tended to disappear from the mental model network when they were not activated by experience. Trust and acceptance grew steadily for the correct condition. The same trend was observed for the group with non-occurring problems, starting from a lower initial level. Omitted problems in the incomplete group led to a constant decrease in trust and acceptance without recovery. This indicates that automation failures do not negatively affect trust and acceptance if they are known beforehand. During each drive, participants continuously completed a visual secondary task, the Surrogate Reference Task (SURT). The frequency of task completion was used as objective online-measure for SA, based on the principle that situationally aware driver would reduce the engagement in the secondary task if they expect potentially critical situations. Results showed that correctly informed drivers were aware of potential system limitations and reduced their engagement in the secondary task when such situations arose. Participants with no information about limitations became only aware after first encounter and reduced secondary task engagement in corresponding situations during subsequent trials. However, trust and acceptance in the system declined over time due to the unexpected failures. Non occurring limitations tended to drop from the mental model and resulted in reduced SA already in the second trial. The on-road study investigated the learning process, as well as the development of trust, acceptance and the mental model for interacting with ACC in real conditions. Research questions aimed to model the learning process in mathematical/statistical terms, examine moments and conditions when these processes stabilize, and assess how experience changes the mental model of the system. A sample of fifteen drivers without ACC experience drove a test vehicle with ACC ten consecutive times on the same route within a 2-month period. In contrast to the driving simulator study, all participants were fully trained in ACC functionality by reading the owner’s manual in the beginning. Results showed that learning, as well as the development of acceptance and trust in ACC follows the power law of learning, in case of comprehensive prior information on system limitations. Thus, the major part of the learning process occurred during the first interaction with the system and support in explaining the systems abilities (e.g. by tutoring systems) should therefore primarily be given during this first stage. All processes stabilized at a relatively high level after the fifth session, which corresponds to 185 km or 3.5 hours of driving. No decline was observable with ongoing system experience. However, in line with the findings from the simulator study, limitations that are not experienced tended to disappear from the mental model if they were not activated by experience. With regard to the validation of the developed methods for assessing mental models and SA, results are encouraging. The studies show that the mental model questionnaire is able to provide insights into the construction of mental models and the development over time. Likewise, the implicit measurement approach to assess SA online in the driving simulator is sensitive to user’s awareness of potentially critical situations. In terms of content, the results of the studies prove the enduring relevance of the initial mental model for the learning process, SA, as well as the development of trust, acceptance and a realistic mental model about automation capabilities and limitations. Given the importance of the initial mental model it is recommended that studies on system trust and acceptance should include, and attempt to control, users’ initial mental model of system functionality. Although the results showed that also incorrect and incomplete initial mental models converged by experience towards a realistic appreciation of system functionality, the more cognitive effort needed to update the mental model, the lower trust and acceptance. Providing an idealised description, which omits potential problems, only leads to temporarily higher trust and acceptance in the beginning. The experience of unexpected limitations results in a steady decrease in trust and acceptance over time. A trial-and-error strategy for in-vehicle automation use, without accompanying information, is therefore considered insufficient for developing stable trust and acceptance. If the mental model matches experience, trust and acceptance grow steadily following the power law of learning – regardless of the experience of system limitations. Provided that such events are known in advance, they will not cause a decrease in trust and acceptance over time. Even over-information about potential problems lowers trust and acceptance only in the beginning, and not in the long run. Potential problems should therefore not be concealed in over-idealised system descriptions; the more information given, the better, in the long run. However, limitations that are not experienced tend to disappear from the mental model. Therefore, it is recommended that users be periodically reminded of system limitations to make sure that corresponding knowledge becomes re-activated. Intelligent tutoring systems incorporated in automated systems could provide a solution. In the driving context, periodic reminders about system limitations could be shown via the multifunction displays integrated in most modern cars. Tutoring systems could also be used to remind the driver of the presence of specific in-vehicle automation systems and reveal their benefits
Viele Aufgaben, die ehemals von Menschen ausgeführt wurden, werden heute von Maschinen übernommen. Dieser Prozess der Automatisierung betrifft viele Lebensbereiche von Arbeit, Wohnen, Kommunikation bis hin zur Mobilität. Im Bereich des Individualverkehrs wird die Automatisierung von Fahrzeugen als Möglichkeit gesehen, zukünftigen Herausforderungen wirtschaftlicher, gesellschaftlicher und umweltpolitischer Art zu begegnen. Allerdings verändert Automatisierung die Fahraufgabe und die Mensch-Technik Interaktion im Fahrzeug. Daher können beispielsweise erwartete Sicherheitsgewinne automatisch agierender Assistenzsysteme durch Veränderungen im Verhalten des Fahrers geschmälert werden, was als Verhaltensanpassung (behavioural adaptation) bezeichnet wird. Dieses Dissertationsprojekt untersucht motivationale und höhere kognitive Prozesse, die Verhaltensanpassungen im Umgang mit automatisierten Fahrerassistenzsystemen zugrunde liegen. Motivationale Prozesse beinhalten die Entwicklung von Akzeptanz und Vertrauen in das System, unter höheren kognitiven Prozessen werden Lernprozesse sowie die Entwicklung von mentalen Modellen des Systems und Situationsbewusstsein (Situation Awareness) verstanden. Im Fokus der Untersuchungen steht das Fahrerassistenzsystem Adaptive Cruise Control (ACC) als ein Beispiel für Automatisierung im Fahrzeug. ACC regelt automatisch die Geschwindigkeit des Fahrzeugs, indem bei freier Fahrbahn eine eingestellte Wunschgeschwindigkeit und bei einem Vorausfahrer automatisch ein eingestellter Abstand eingehalten wird. Allerdings kann ACC aufgrund von Einschränkungen der Sensorik nicht jede Situation bewältigen, weshalb der Fahrer übernehmen muss. Für diesen Interaktionsprozess spielen Vertrauen, Akzeptanz und das mentale Modell der Systemfunktionalität eine Schlüsselrolle, um einen sicheren Umgang mit dem System und ein adäquates Situationsbewusstsein zu entwickeln. Zur systematischen Erforschung dieser motivationalen und kognitiven Prozesse wurden eine Fahrsimulatorstudie und ein Versuch im Realverkehr durchgeführt. Beide Studien wurden im Messwiederholungsdesign angelegt, um dem Prozesscharakter gerecht werden und Veränderungen über die Zeit erfassen zu können. Die Entwicklung von Vertrauen, Akzeptanz und mentalem Modell in der Interaktion mit ACC war zentraler Forschungsgegenstand beider Studien. Bislang gibt es wenige Studien, die kognitive Prozesse im Kontext der Fahrzeugführung untersucht haben, unter anderem auch wegen methodischer Schwierigkeiten in diesem dynamischen Umfeld. Daher war es ebenfalls Teil dieses Dissertationsprojekts, neue Methoden zur Erfassung höherer kognitiver Prozesse in dieser Domäne zu entwickeln, mit Fokus auf mentalen Modellen und Situationsbewusstsein. Darüber hinaus wurde auch ein neuer Ansatz für die Analyse großer und heterogener Datenmengen im sozialwissenschaftlichen Bereich entwickelt, basierend auf dem Einsatz relationaler Datenbanken. Ziel der der Fahrsimulatorstudie war die systematische Erforschung des Effekts von unterschiedlich korrekten initialen mentalen Modellen von ACC auf die weitere Entwicklung des mentalen Modells, Vertrauen und Akzeptanz des Systems. Eine Stichprobe von insgesamt 51 Probanden nahm an der Studie teil; der Versuch wurde als zweifaktorielles (3x3) gemischtes Messwiederholungsdesign konzipiert. Die 3 parallelisierten Versuchsgruppen zu je 17 Personen erhielten (1) eine korrekte Beschreibung des ACC, (2) eine idealisierte Beschreibung unter Auslassung auftretender Systemprobleme und (3) eine überkritische Beschreibung mit zusätzlichen Hinweisen auf Systemprobleme, die nie auftraten. Alle Teilnehmer befuhren insgesamt dreimal im Zeitraum von sechs Wochen dieselbe 56 km lange Autobahnstrecke im Fahrsimulator mit identischem ACC-System. Mit zunehmendem Einsatz des ACC zeigte sich im anfänglich divergierenden mentalen Modell zwischen den Gruppen eine Entwicklung hin zum mentalen Modell der korrekt informierten Gruppe. Nicht erfahrene Systemprobleme tendierten dazu, im mentalen Modell zu verblassen, wenn sie nicht durch Erfahrung reaktiviert wurden. Vertrauen und Akzeptanz stiegen stetig in der korrekt informierten Gruppe. Dieselbe Entwicklung zeigte sich auch in der überkritisch informierten Gruppe, wobei Vertrauen und Akzeptanz anfänglich niedriger waren als in der Bedingung mit korrekter Information. Verschwiegene Systemprobleme führten zu einer konstanten Abnahme von Akzeptanz und Vertrauen ohne Erholung in der Gruppe mit idealisierter Beschreibung. Diese Resultate lassen darauf schließen, dass Probleme automatisierter Systeme sich nicht zwingend negativ auf Vertrauen und Akzeptanz auswirken, sofern sie vorab bekannt sind. Bei jeder Fahrt führten die Versuchsteilnehmer zudem kontinuierlich eine visuell beanspruchende Zweitaufgabe aus, die Surrogate Reference Task (SURT). Die Frequenz der Zweitaufgabenbearbeitung diente als objektives Echtzeitmaß für das Situationsbewusstsein, basierend auf dem Ansatz, dass situationsbewusste Fahrer die Zuwendung zur Zweitaufgabe reduzieren wenn sie potentiell kritische Situationen erwarten. Die Ergebnisse zeigten, dass die korrekt informierten Fahrer sich potentiell kritischer Situationen mit möglichen Systemproblemen bewusst waren und schon im Vorfeld der Entstehung die Zweitaufgabenbearbeitung reduzierten. Teilnehmer ohne Informationen zu auftretenden Systemproblemen wurden sich solcher Situationen erst nach dem ersten Auftreten bewusst und reduzierten in entsprechenden Szenarien der Folgefahrten die Zweitaufgabenbearbeitung. Allerdings sanken Vertrauen und Akzeptanz des Systems aufgrund der unerwarteten Probleme. Erwartete, aber nicht auftretende Systemprobleme tendierten dazu, im mentalen Modell des Systems zu verblassen und resultierten in vermindertem Situationsbewusstsein bereits in der zweiten Fahrt. Im Versuch unter Realbedingungen wurden der Lernprozesses sowie die Entwicklung des mentalen Modells, Vertrauen und Akzeptanz von ACC im Realverkehr erforscht. Ziele waren die statistisch/mathematische Modellierung des Lernprozesses, die Bestimmung von Zeitpunkten der Stabilisierung dieser Prozesse und wie sich reale Systemerfahrung auf das mentale Modell von ACC auswirkt. 15 Versuchsteilnehmer ohne ACC-Erfahrung fuhren ein Serienfahrzeug mit ACC insgesamt 10-mal auf der gleichen Strecke in einem Zeitraum von 2 Monaten. Im Unterschied zur Fahrsimulatorstudie waren alle Teilnehmer korrekt über die ACC-Funktionen und Funktionsgrenzen informiert durch Lesen der entsprechenden Abschnitte im Fahrzeughandbuch am Beginn der Studie. Die Ergebnisse zeigten, dass der Lernprozess sowie die Entwicklung von Akzeptanz und Vertrauen einer klassischen Lernkurve folgen – unter der Bedingung umfassender vorheriger Information zu Systemgrenzen. Der größte Lernfortschritt ist am Beginn der Interaktion mit dem System sichtbar und daher sollten Hilfen (z.B. durch intelligente Tutorsysteme) in erster Linie zu diesem Zeitpunkt gegeben werden. Eine Stabilisierung aller Prozesse zeigte sich nach der fünften Fahrt, was einer Fahrstrecke von rund 185 km oder 3,5 Stunden Fahrzeit entspricht. Es zeigten sich keine Einbrüche in Akzeptanz, Vertrauen bzw. dem Lernprozess durch die gemachten Erfahrungen im Straßenverkehr. Allerdings zeigte sich – analog zur Fahrsimulatorstudie – auch in der Realfahrstudie ein Verblassen von nicht erfahrenen Systemgrenzen im mentalen Modell, wenn diese nicht durch Erfahrungen aktiviert wurden. Im Hinblick auf die Validierung der neu entwickelten Methoden zur Erfassung von mentalen Modellen und Situationsbewusstsein sind die Resultate vielversprechend. Die Studien zeigen, dass mit dem entwickelten Fragebogenansatz zur Quantifizierung des mentalen Modells Einblicke in Aufbau und Entwicklung mentaler Modelle gegeben werden können. Der implizite Echtzeit-Messansatz für Situationsbewusstsein im Fahrsimulator zeigt sich ebenfalls sensitiv in der Erfassung des Bewusstseins von Fahrern für potentiell kritische Situationen. Inhaltlich zeigen die Studien die nachhaltige Relevanz des initialen mentalen Modells für den Lernprozess sowie die Entwicklung von Situationsbewusstsein, Akzeptanz, Vertrauen und die weitere Ausformung eines realistischen mentalen Modells der Möglichkeiten und Grenzen automatisierter Systeme. Aufgrund dieser Relevanz wird die Einbindung und Kontrolle des initialen mentalen Modells in Studien zu automatisierten Systemen unbedingt empfohlen. Die Ergebnisse zeigen zwar, dass sich auch unvollständige bzw. falsche mentale Modelle durch Erfahrungslernen hin zu einer realistischen Einschätzung der Systemmöglichkeiten und -grenzen verändern, allerdings um den Preis sinkenden Vertrauens und abnehmender Akzeptanz. Idealisierte Systembeschreibungen ohne Hinweise auf mögliche Systemprobleme bringen nur anfänglich etwas höheres Vertrauen und Akzeptanz. Das Erleben unerwarteter Probleme führt zu einem stetigen Abfall dieser motivationalen Faktoren über die Zeit. Ein alleiniges Versuchs-Irrtums-Lernen für den Umgang mit automatisierter Assistenz im Fahrzeug ohne zusätzliche Information wird daher als nicht ausreichend für die Entwicklung stabilen Vertrauens und stabiler Akzeptanz betrachtet. Wenn das initiale mentale Modell den Erfahrungen entspricht, entwickeln sich Akzeptanz und Vertrauen gemäß einer klassischen Lernkurve – trotz erlebter Systemgrenzen. Sind diese potentiellen Probleme vorher bekannt, führen sie nicht zwingend zu einer Reduktion von Vertrauen und Akzeptanz. Auch zusätzliche überkritische Information vermindert Vertrauen und Akzeptanz nur am Beginn, aber nicht langfristig. Daher sollen potentielle Probleme in automatisierten Systemen nicht in idealisierten Beschreibungen verschwiegen werden – je präzisere Information gegeben wird, desto besser im langfristigen Verlauf. Allerdings tendieren nicht erfahrene Systemgrenzen zum Verblassen im mentalen Modell. Daher wird empfohlen, Nutzer regelmäßig an diese Systemgrenzen zu erinnern um die entsprechenden Facetten des mentalen Modells zu reaktivieren. In automatisierten Systemen integrierte intelligente Tutorsysteme könnten dafür eine Lösung bieten. Im Fahrzeugbereich könnten solche periodischen Erinnerungen an Systemgrenzen in Multifunktionsdisplays angezeigt werden, die mittlerweile in vielen modernen Fahrzeugen integriert sind. Diese Tutorsysteme können darüber hinaus auch auf die Präsenz eingebauter automatisierter Systeme hinweisen und deren Vorteile aufzeigen

Esta pesquisa investiga como se dão as interações e as relações entre a tecnologia e o trabalho do(a) Advogado(a). O estudo tem o objetivo de analisar as condições atuais do trabalho na advocacia a partir das modificações trazidas pelo Processo Judicial Eletrônico – PJE. Busca-se apresentar o quantum o PJE tem condicionado a práxis cotidiana da atividade da advocacia. Temse como pressuposto teórico que o trabalho e a tecnologia não determinam o agir humano, sendo, pois, o ser humano livre para direcionador as facilidades trazidas pela tecnologia, as quais deveriam, em tese, proporcionar a melhoria nas condições materiais da vida das pessoas. Trata-se de pesquisa realizada a partir de questionários abertos que permitem, tanto uma análise qualitativa dos conteúdos de depoimentos escritos, quanto certa quantificação, via consolidação das respostas obtidas. São analisadas as transformações provocadas pela informatização do processo judicial em sua nova forma eletrônica – mudanças estas ocorridas a partir do advento da Lei 11.419/2006 – e a reestruturação do trabalho na advocacia brasileira nestes últimos anos. O problema que se pretende responder, em última análise, é o seguinte: Qual a potencialidade emancipatória da tecnologia para o trabalho do(a) advogado(a)? Ao final do estudo são apresentados os resultados obtidos na pesquisa quanto a: intensificação no trabalho do(a) advogado(a); modificações observadas na estrutura dos escritórios de advocacia; principais dificuldades dos(as) advogados(as) com o PJE; alterações na produtividade no trabalho dos(as) advogados(as); percepção dos(as) advogados(as) quanto aos impactos da implantação do PJE na saúde, e; algumas implicações de gênero, entre advogados e advogadas, para se para trabalhar com o Processo Judicial Eletrônico.
This research investigates how interactions occur and the relationship between Technology and the Work of the Lawyer. The study aims to analyze the current conditions of work of advocacy from the changes brought by Judicial Process Electronic - PJE. We seek to present the quantum the PJE has conditioned the daily praxis of advocacy activity. It has as theoretical assumption that the Work and Technology does not determine human action and therefore humans free to control the facilities brought by technology which should in theory provide the improvement in the material conditions of life people. This is research from open questionnaires that allow both a qualitative analysis of the content of the written reports, as some quantification via consolidation of replies. It analyzes the transformations caused by computerization of the judicial process in your new electronic form, these changes occurred since the enactment of Law 11.419/2006 and the restructuring of the work of Brazilian advocacy in recent years. The problem we intend to answer is the following: What is the emancipatory potential of technology to the work of the lawyer? At the end of the study presents the results obtained in the research regarding: intensification of labor lawyer, modifications in the structure of advocacy firms, lawyers 'main difficulties with the PJE, changes in work productivity of lawyers, lawyers' perception regarding impacts of the implementation of PJE in health and some gender implications between men and women lawyers to get to work with the Judicial Process Electronic.

This thesis is concerned with the mathematical aspects related to the optimal cutting of an object whose three-dimensional shape has been accurately and robustly reconstructed using appropriately developed computer-vision tools. First, a brief introduction to various one- and two-dimensional packing problems is presented. The Constrained Rectangle Packing problem which allows for defects to be modeled is then formulated and an efficient algorithm for solving it is presented. The two-stage stock-cutting problem according to which a set of rectangular pieces of prespecified dimensions are to be cut from a general shape object with general shape holes or defective regions is then investigated. It is shown how mathematical morphological operators can be vised in order to determine the optimal shifting for a given cutting pattern and proved that the problem of obtaining the optimal cutting pattern is NP-hard. However, the optimal solution to the unconstrained problem using mathematical programming is proposed. For the general problem good sub-optimal solutions are obtained using the technique of simulated annealing. Stereo-vision techniques are then employed for the accurate shape determination of the object to be cut. A three-dimensional reconstruction technique based on projective geometry is formally analysed and guidelines for its robust application are given. Finally, emphasis is placed on the correspondence problem, which becomes very difficult in the case of non-coplanar features and cameras set at 90 degrees from each other. It is shown how to cast the problem into an optimisation framework and a branch and bound algorithm is used in order to obtain the optimal solution. For increased robustness a Hough-Transform-like algorithm is also suggested. Both synthetic and real experimental results are presented throughout the thesis in order to illustrate the validity and usefulness of the proposed algorithms.

Control law design can be an iterative and time-consuming process. The design procedure can often include manual tuning, not uncommonly in the form of trial and error. Modern software tools may alleviate this process but are generally not developed for use within any specific industry. There is therefore an apparent need to develop field-specific tools to facilitate control law design.The main contribution of this thesis is the investigation of a systematic and simplified approach to semi-automatic generation of control law parameters for generic fighter aircraft. The investigated method aims to reduce human workload and time spent on complex decision making in the early stages of aircraft development. The method presented is based on gain scheduled LQI-control with piece-wise linear interpolation. A solution to the automated tuning problem of the associated weighting matrices Q and R is investigated. The method is based on an LQ-optimal eigenstructure assignment. However, the derived method suffers from problem regarding practical implementation, such as the seemingly narrow LQ-optimal root-loci of the linearized aircraft model.Furthermore, the inherent problem of hidden coupling is discussed in relation to gain scheduled controllers based on conventional series expansion linearization. An alternative linearization method is used in order to circumvent this problem. Moreover, the possible benefits and disadvantages of control allocation is addressed in the context of actuator redundancy. It is concluded that one may achieve a somewhat simpler handling of constraints at the expense of some model accuracy due to the inevitable exclusion of servo dynamics.

The Commission of European Communities has recently adopted a directive concerning the protection of privacy with regard to automatic processing of personal data. The author examines this directive and highlights its fundamental principles as well as the other international documents already in force. This directive may have serious implications for the international flow of data from which could be excluded countries which do not include in their national law the principles set out in the directive. Consequently the author examines the legislations of Canada and Quebec in force as well as the voluntary codes of conduct in order to determine whether they comply with the standards proposed by the directive.

Quality control is a necessity when it comes to automating a biological lab with the help of robotics. Two major quality control objectives are targeted by the research group PharmBio at Uppsala University: (1) barcode recognition and decoding, and (2) determining the position and orientation of microplates relative the gripper at the end of an industrial robot arm. In order to achieve these objectives, a hardware package with a camera and microcomputer has been designed and built, which can be attached next to the gripper. In addition to the hardware solution, a software stack has been developed and implemented which utilizes the camera and microcomputer to capture digital images. These images are enhanced and processed using machine vision software on the microcomputer, after which the final generated data is sent to an external system for further handling. The final system consisting of integrated hardware and software is capable of achieving both goals: barcode recognition and plate pose determination. However, due to changes in the group’s project plan during the current Master’s project, final implementation of the plate pose determination software remains as future work for a later version.
Kvalitetskontroll är en nödvändighet när det gäller automatiseringen av ett biologiskt lab med hjälp av robotik. Forskargruppen PharmBio vid Uppsala universitet har två huvudsakliga mål gällande kvalitetskontroll: (1) igenkänning och avläsning av streckkoder, och (2) fastställandet av position och riktning av en mikrotiterplatta relativt en gripklo på änden av en robotarm. För att uppnå dessa mål har en enhet innehållandes en kamera och enkortsdator designats och byggts, tänkt att fästas intill gripklon. Utöver denna enhet har ett mjukvarusystem som använder kameran och datorn för att ta bilder utvecklats och implementerats. Dessa bilder behandlas med hjälp av machine vision-mjukvara på enkortsdatorn innan framtagen data skickas vidare till ett externt datorsystem för ytterligare hantering. Det slutgiltiga systemet bestående av integrerad hård- och mjukvara är kapabel att uppnå båda projektmål: streckkodsavläsning och avgöra position/riktning hos en mikrotiterplatta. På grund av ändrad planering hos forskargruppen under arbetets gång kommer dock implementation av mjukvaran framtagen för positions- och riktningsigenkänning dröja till en senare version av projektet.

This paper assesses whether the Covid-19 pandemic accelerated automation in developing countries. We studied the case of Colombia, a country with low R&D and productivity and with high labor informality and unemployment. We estimated event-study models to assess the differential effect of the pandemic on job openings and salaried employment by the potential degree of automation of each occupation. Our results suggest that both vacancies and salaried employment fell more in highly automatable occupations during the pandemic and have since experienced a slower recovery. The effect of the pandemic on automation is mostly driven by sectors that were affected by mobility restrictions. We also found heterogeneous effects by age and gender. The acceleration of automation is mainly affecting the labor market for females and individuals over the age of 40. Finally, we explored the differential effect on occupations with wages around the minimum wage. We found that occupations with wages close to the minimum wage exhibit the highest effect, especially at the onset of the pandemic.

The aerospace manufacturing industry is, in many ways, one of the most sophisticated commercial manufacturing systems in existence. It uses cutting-edge materials to build highly complex, safety-critical structures and parts. However, it still relies largely upon human skill and dexterity during assembly. There are increasing efforts to introduce automation, but uptake is still relatively low. Why is this and what needs to be done? Some may point to part size or the need for accuracy. However, as with any complex issue, the problems are multifactorial. There are no right or wrong answers to the automation conundrum and indeed there are many contradictions and unsettled aspects still to be resolved. Unsettled Issues on the Viability and Cost-Effectiveness of Automation in Aerospace Manufacturing builds a comprehensive picture of industry views and attitudes backed by technical analysis to answer some of the most pressing questions facing robotic aerospace manufacturing.