基于认知机制的有条件自动驾驶接管中的人因问题

自动驾驶能在很大程度上缓解现代交通问题并提升驾驶舒适度。有条件自动驾驶下, 驾驶员可执行非驾驶相关任务但需要在系统无法处理的状况下接管车辆。在这一关键过程中, 驾驶员需要进行注意转换并获得情境意识以成功接管。已有研究表明, 接管请求、非驾驶相关任务、驾驶情景及驾驶员因素是影响接管过程重要因素。未来可从认知机制角度研究各因素对接管过程产生的影响, 以及探究接管过程中各因素之间可能存在的交互作用。     

长途客运汽车驾驶员的驾驶疲劳初探

本研究对长途客运汽车驾驶员连续驾车8小时的生理,心理反应进行了测定。结果表明,随着驾驶时间的延续,驾驶员的肌电值显著下降、反应时增加,疲劳症状和疲劳感觉递增,每运行2小时,驾驶疲劳度都显著加重;研究发现,各心理,生理指标之间相关显著。     

调式和速度组成的不同音乐形态诱发情绪活动的脑电研究——兼顾音乐训练经验和性别因素的表现特征

该研究选取具有音乐训练经验和没有音乐训练经验的成年被试(研究生)共两组,每组男女数量各一半,使用脑电图(EEG)探讨了由速度和调式组成的不同音乐形态诱发情绪活动的脑电特征,结果表明:(1)在不同音乐形态上,小调音乐和慢速音乐诱发各脑区的δ、θ、β和γ四种波段的功率平均值均高于大调音乐和中速及快速音乐,只有α波的功率平均值低于大调音乐和中速及快速音乐;(2)所有音乐形态诱发音乐专业被试各脑区的功率平均值均高于非音乐专业被试,表明音乐训练经验导致了特殊神经网络参与加工;(3)所有音乐形态诱发男性被试各脑区的功率平均值均高于女性被试,表明两性在特异性信息加工方面具有神经解剖差异以及不同加工策略。     

驾驶疲劳对听觉注意影响的ERP研究

目的:探讨驾驶疲劳对于听觉注意的影响.方法:采用组间对照,对照组为12名充分休息的出租车司机,实验组为15名连续驾驶10h的司机.采用听觉Oddball范式,标准刺激:800Hz,概率80%;靶刺激:1000Hz,概率10%;新异刺激:计算机产生的噪声或其他声音,概牢10%.声音强度均为85dBL,刺激间隔(SOA)1000ms,刺激呈现时间100ms.要求被试对靶刺激按鼠标反应.结果:P3a分布以额中央区为主,驾驶疲劳后新异刺激引起的P3a潜伏期没有显著变化,幅值显著降低;P3b以中央顶区为主,驾驶疲劳后靶刺激引起的P3b潜伏期没有显著变化,幅值显著降低.结论:驾驶疲劳后听觉非随意注意能力、注意加工能力下降.     

语言符号与知觉符号表征对外语词汇习得的影响比较：来自行为与脑电的实验证据

通过行为与脑电实验技术,比较外语词汇学习过程中,语言符号与知觉符号表征对词汇记忆编码与再认的影响过程,从而考察语义表征对词汇习得的影响机制。行为结果表明,语言符号与知觉符号表征条件下被试对词汇学习效果的主观判断无显著差异,但后者比前者有更高的词汇再认正确率。脑电结果表明,对于词汇编码阶段,相较语言符号表征,知觉符号表征在编码晚期诱发更正的LPC成分;对于词汇再认阶段,知觉符号表征条件诱发更大N400成分,且脑电时频分析表明该条件下出现更为明显的μ波抑制及θ波功率增强现象。研究结果综合表明,与语言符号表征便捷但非模态化的语义加工相比,知觉符号表征加深了词汇晚期编码的深度,并通过知觉模拟,利用多模态信息提高了词汇的形象化再认,从而推动了再认阶段的语义检索,最终内隐性地提高了词汇学习效果。     

自动驾驶车中的人机信任

自动驾驶是当前智能汽车发展的重要方向。在实现完全自动化驾驶前, 驾驶员和自动驾驶系统共享车辆控制权, 协同完成驾驶任务。在该人-机共驾阶段, 人对自动驾驶系统的信任是影响自动驾驶中人机协同效率与驾驶安全的关键要素; 驾驶员对自动驾驶车辆保持适当的信任水平对驾驶安全至关重要。本研究结合信任的发展阶段与影响因素提出了动态信任框架。该框架将信任发展分为倾向性信任、初始信任、实时信任和事后信任四个发展阶段, 并结合操作者特征(人)、系统特征(自动驾驶车系统)、情境特征(环境)三个关键因素分析不同阶段的核心影响因素以及彼此间的内在关联。根据该框架, 信任校准可从监测矫正、驾驶员训练、优化HMI设计三类途径展开。未来研究应更多关注驾驶员和人机系统设计特征对信任的影响, 考察信任的实时测量和功能特异性, 探讨驾驶员和系统的相互信任机制, 以及提升信任研究的外部效度。     

音乐对驾驶警觉的影响及其理论模型

驾车时听音乐非常普遍。唤醒理论认为, 音乐可以使驾驶员处于最佳唤醒水平, 有利于驾驶警觉的维持。但是, 根据中枢容量有限理论, 音乐也会使驾驶员分心, 危害道路安全。动态模型在已有研究的基础上提出, 音乐对驾驶警觉起到唤醒抑或分心影响, 取决于音乐复杂性、驾驶情境要求及驾驶员个体差异等诸多因素的动态调节。最新的补偿控制理论则强调, 驾驶员自我调控是恢复动态平衡的关键。而未来的研究应关注驾驶员心理负荷的测量、智能车载音乐系统的开发以及驾驶员培训等领域。     

事故多发驾驶员与安全驾驶员反应时的比较研究

本文对18名事故多发卡车驾驶员和18名安全卡车驾驶员的视觉、听觉简单反应时、选择反应时以及决策时间进行了比较研究.结果表明事故多发组卡车驾驶员的视觉、听觉简单反应时比安全组卡车驾驶员长,但差异不显著;事故多发组卡车驾驶员的视觉、听觉选择反应时与决策时间都比安全组卡车驾驶员长,且差异显著.本研究结果为我国深入开展驾驶员的选拔、培训与驾驶适应性检测提供理论依据与技术支持.     

驾驶决策的研究现状与展望

驾驶决策是驾驶员对不同交通场景进行判断、选择,并产生驾驶行为的过程。驾驶决策的研究起源于人因工程学,并随着认知心理学的发展而逐渐受到关注。驾驶决策的研究范式主要采用心理测量与实验法;并与年龄、性别、风险感知、情绪以及决策风格相关;为了有效防止交通事故的发生,驾驶决策的改善逐步成为研究的新热点。今后的研究可以从认知与情绪角度综合探讨适合中国国情的驾驶决策的结构与特征,以提高驾驶员的决策能力。     

6-12岁儿童额叶自发脑电频谱相干的特点

EEG频谱相干分析发现额叶发育在童年中期存在可能的加速期。针对这一问题,本研究通过记录75名6至12岁正常儿童静坐和闭目状态下的自发脑电,分析δ、θ、α和β基本脑电频段下31对电极相干的变化情况,系统探索了该年龄段儿童额叶自发脑电频谱相干的变化特点,结果发现:θ波活动普遍强于α和β波活动;6至12岁儿童额叶内、额叶与其他脑叶间相干在整体上表现为随年龄增长而增加的趋势;额叶内、额叶与其他脑叶间相干在各频段均表现为7岁、11岁突增,10岁、12岁表现为高峰。上述结果支持6至12岁儿童额叶发育存在加速变化的结论。     

Effectiveness of the compensatory strategy adopted by older drivers: Difference between professional and non-professional drivers

It has been a controversial issue for the effect of ageing population on driving safety. Apparently, drivers’ physiological and cognitive performances deteriorate with age. However, older drivers may compensate for the elevated risk by adjusting their behaviors, known as compensatory strategy. Despite the extensive research on this topic, the compensatory strategy of older professional drivers is not well understood since many studies focused on the differences in compensatory behavior between older and young drivers. Professional drivers tend to be more skillful and able to cope with the unfavorable driving environments, thus presenting a higher capability to mitigate the risk. This study attempts to examine the compensatory behavior and its safety effect amongst older professional drivers, as compared to those of older non-professional drivers, using the driving simulator approach. In the driving simulator experiment, participants were asked to follow a leading vehicle for one hour, and two sudden brake events were presented. 41 (mid-aged and older) drivers completed the driving tests. Each participant was required to complete a car-following test, either under high or low traffic flow conditions. Performance indicators include driving capability (i.e. lateral control, longitudinal control, and brake reaction time) and compensatory behavior (i.e. average speed, and time headway). Additionally, two modified traffic conflict measures: time exposed time-to-collision (TET) and time integrated time-to-collision (TIT) are applied to indicate the traffic conflict risk. The random parameter Tobit models were estimated to measure the association between conflict risk and driver attributes, and random intercept models were used to assess other driving performance indicators. Results show that despite the impaired lateral control performance and longer brake reaction time of older drivers, the likelihood of severe traffic conflict of older drivers is lower than that of mid-aged drivers. Furthermore, though both older professional and older non-professional drivers adopted longer time headway, the reduction in the risk of severe traffic conflict is more profound among the older professional drivers. Such findings suggest that older professional drivers are more capable of mitigating the possible collision risk by adopting the compensatory strategy, as compared to older non-professional drivers. This justifies the existence of compound effect by the compensatory strategy of older driver and better driving skills of professional driver. This research provides useful insights into driver training and management strategies for employers, as older drivers would become a major cohort in the transportation industry.     

Individual differences in stress and fatigue in two field studies of driving

This paper reports the findings of two field studies of Australian drivers in which individual differences in stress and fatigue were investigated. In the first study, 58 professional drivers completed measures of mood, fatigue and other subjective stress state measures, before and after performing a prolonged driving trip. The results indicated that the scales were sensitive to increased fatigue following the driving trip, and correlated appropriately with Fatigue Proneness, a driver stress trait. In the second study, 104 non-professional drivers completed identical subjective stress state measures as the professional drivers, before and after performing a driving trip. Drivers completed a measure of driving-related stress traits, the Driver Stress Inventory (DSI), and a measure of coping, the Driving Coping Questionnaire (DCQ). Both measures were predictive of state response to driving, and the association between Fatigue Proneness and post-drive fatigue found in the first study was replicated. Findings from these studies suggest that fatigue and stress reactions to driving are psychometrically distinct, but may have some common antecedents, such as use of emotion-focused coping. The studies confirm the importance of fatigue and stress as potential safety problems, but also highlight the role of individual differences in response to the demands of driving.     

Driving anger scale validation: Relationship of driving anger with the aberrant driving behaviour of truck drivers

Truck-related accidents in China have substantially increased. Truck driver safety issues have elicited considerable attention from transportation safety researchers. Driving anger is one of the most important factors that influence driving behaviour. However, little knowledge about the driving anger of truck drivers was available in the relevant literature. This study aimed to (1) provide empirical data about the driving anger of truck drivers, (2) examine the factor structure and psychometric properties of the driving anger scale (DAS) with a sample of truck drivers and (3) explore how the driving anger of truck drivers predicts their aberrant driving behaviour. The three-part survey data from 475 randomly selected truck drivers were collected in this study. The self-reported aberrant driving behaviour that was measured with the driving behaviour questionnaire was predicted by the drivers’ DAS ratings. One-factor structure and three-factor structure of the DAS were tested for Chinese truck drivers. Results indicated that the one-factor structure of the six-item DAS was more suitable for truck drivers than the three-factor structure. The factor structure of the DAS for Chinese truck drivers was consistent with the structure of the original version by Deffenbacher, Oetting, and Lynch (1994). The internal consistency, convergent validity and criterion-related validity of the six-item DAS were acceptable. Driving anger amongst truck drivers can be used to predict their aberrant driving behaviour. This study identified several practical implications to reduce the driving anger of truck drivers and consequently improve their driving behaviour.     

Modeling the effects of perceived intuitiveness and urgency of various auditory warnings on driver takeover performance in automated vehicles

Existing driver models mainly account for drivers’ responses to visual cues in manually controlled vehicles. The present study is one of the few attempts to model drivers’ responses to auditory cues in automated vehicles. It developed a mathematical model to quantify the effects of characteristics of auditory cues on drivers’ response to takeover requests in automated vehicles. The current study enhanced queuing network-model human processor (QN-MHP) by modeling the effects of different auditory warnings, including speech, spearcon, and earcon. Different levels of intuitiveness and urgency of each sound were used to estimate the psychological parameters, such as perceived trust and urgency. The model predictions of takeover time were validated via an experimental study using driving simulation with resultant R squares of 0.925 and root-mean-square-error of 73 ms. The developed mathematical model can contribute to modeling the effects of auditory cues and providing design guidelines for standard takeover request warnings for automated vehicles.     

Exploring the effects of EEG signals on collision cases happening in the process of young drivers’ braking

Detecting mental states in drivers offers an opportunity to reduce accidents by triggering alerts and signaling the need for rest or renewed focus. Here we used electroencephalography (EEG) to measure brain signals in young drivers operating a driving simulator to detect mental states and predict accidents. We measured reaction times to unexpected hazardous events and correlated them with EEG signals measured from the frontal, parietal, and temporal cortices as well as the central sulcus (corresponding to motor cortex). We found that EEG signals in the relative beta (power in beta (13–30 Hz) relative to total power of the EEG (0.5–30 Hz)), alpha/delta, alpha/theta, beta/delta, beta/theta frequency bands were higher for collisions than successful collision avoidance, and that the key decision-making period is the 2nd second before braking. Importantly, a decision tree classifier trained on these neural signals predicted collision avoidance outcomes. Then based on random forest model, we extracted three critical neural signals (beta/delta_frontal, relative beta_parietal and relative beta_central Sulcus) to classify collision avoidance outcomes. Our findings suggest measuring EEG during driving may provide useful signals for enhancing driver safety.     

Training interventions are only effective on careful drivers,not careless drivers

Drivers aged 16–24 are overrepresented in fatal crashes compared to middle-aged, more experienced drivers. This age-related difference in crash rates partly arises from younger drivers’ poorer performance on three cognitive skills known to be related to crash involvement: hazard anticipation, hazard mitigation and attention maintenance. Training programs have been shown effective at improving these skills within a short period of time. However, young drivers are not homogenous and they have different driving styles. The driving styles can interact with driving skills by influencing both their acquisition and, once acquired, their execution. A study was undertaken on a driving simulator to determine whether the effectiveness of an already existing training program aimed at improving the three above mentioned skills is moderated by driving style. In particular, drivers were classified as either careful or careless drivers based both on their scores on measures designed to evaluate two general traits relevant to discriminating between careful and careless drivers (sensation seeking and aggressiveness) as well as on their scores designed to evaluate driving specific behaviors that discriminate between careful and careless drivers (aggressive driving behaviors and driving violations and errors). It was found that training improved the hazard anticipation and attention maintenance performance of only the careful drivers, not the careless drivers.     

“I would have lost the respect of my friends and family if they knew I had bent the road rules”: Parents,peers, and the perilous behaviour of young drivers

Young novice drivers are at considerable risk of injury on the road. Their behaviour appears vulnerable to the social influence of their parents and friends. The nature and mechanisms of parent and peer influence on young novice driver (16–25 years) behaviour was explored via small group interviews (n = 21) and two surveys (n1 = 1170, n2 = 390) to inform more effective young driver countermeasures. Parental and peer influence occurred in pre-Licence, Learner, and Provisional (intermediate) periods. Pre-Licence and unsupervised Learner drivers reported their parents were less likely to punish risky driving (e.g., speeding). These drivers were more likely to imitate their parents and reported their parents were also risky drivers. Young novice drivers who experienced or expected social punishments from peers, including ‘being told off’ for risky driving, reported less riskiness. Conversely drivers who experienced or expected social rewards such as being ‘cheered on’ by friends – who were also more risky drivers – reported more risky driving including crashes and offences. Interventions enhancing positive influence and curtailing negative influence may improve road safety outcomes not only for young novice drivers, but for all persons who share the road with them. Parent-specific interventions warrant further development and evaluation including: modelling safe driving behaviour by parents; active monitoring of driving during novice licensure; and sharing the family vehicle during the intermediate phase. Peer-targeted interventions including modelling of safe driving behaviour and attitudes; minimisation of social reinforcement and promotion of social sanctions for risky driving also need further development and evaluation.     

Risky driving among young male drivers: The effects of mood and passengers

Young male drivers are at greater risk of automobile crashes than other drivers. Efforts to reduce risky driving in this population have met with mixed success. The present research was designed to examine the effects of induced mood and the presence or absence of passengers on risky driving in young male drivers. Male drivers (n = 204) aged 16–18 were tested in a driving simulator. This study employed a 2 (happy/sad mood) by 2 (passenger present/absent) between-subjects factorial design, and examined driving behavior in a simulator. Measures of risky driving were combined into two factors representing speed (e.g., exceeding the speed limit) and carelessness (e.g., crossing the center line). Findings indicated that driving with a passenger resulted in faster driving than driving alone. Although there was no significant main effect of induced mood on driving, results revealed a significant interaction of mood and passenger conditions: when in a happy mood, driving with a passenger significantly increased driving speed. There were no significant effects of passenger or mood on careless driving. In conclusion, both mood and passenger presence are important factors in fast driving among young male drivers. Results are discussed in the context of developing more effective countermeasures for this at-risk population.     

Parents’ self-efficacy and the quality of supervised driving practice they provide for their children

Learner drivers must gain supervised driving practice in a wide variety of driving situations to prepare them for independent driving. This study investigated the way that sociodemographic factors, parental self-efficacy and driving self-efficacy of parents are associated with the quality of supervised driving practice they provide to their learner driver children. An online survey was completed by 293 fully licensed parents (female = 86%) of learner (52%) and provisional (intermediate; 48%) drivers from Queensland, Australia. A variable indicating quality of supervised practice was defined based on the understanding that higher frequency and greater variety of driving situations and environments represents higher quality supervised practice. Hierarchical multiple regression was used to analyse parent responses. As predicted, driving self-efficacy was significantly and positively associated with quality of supervised practice. However, no significant association was found between parental self-efficacy and quality of supervised practice. Parent gender and perceived level of involvement were also important predictors of supervised practice quality. The association between previous experience with providing supervised practice and supervised practice quality was unclear. A key implication of this research is that devising methods to improve the driving self-efficacy of parents may contribute to provision of more frequent and varied supervised practice.     

驾驶员情绪状态研究

采用驾驶员情绪状态量表(DPOMS),对265名客车驾驶员的情绪状态进行了问卷调查。结果表明：(1)年龄对驾驶员的疲劳状态有显著影响,对其余各种情绪状态没有显著影响;(2)女驾驶员的紧张精绪显著高于男驾驶员,积极情绪(精力)显著于低于男驾驶员;(3)出租汽车驾驶员的愤怒、疲劳、紧张等消极精绪显著高于公交大客车驾驶员,积极情绪(精力)显著低于公交大客车驾驶员;(4)事故组驾驶员的愤怒、疲劳、紧张、慌乱等消极情绪显著高于安全组驾驶员,积极情绪(精力)显著低于安全组驾驶员。