Acceptance by athletes of a virtual reality head-mounted display intended to enhance sport performance

While a growing number of studies have highlighted the potential of virtual reality (VR) to improve athletes’ skills, no research has yet focused on acceptance of a VR head-mounted display (VR-HMD) designed to increase sport performance. However, even if technological devices could potentially lead to performance improvement, athletes may not always accept them. To investigate this issue, the Technology Acceptance Model (TAM) examines if perceived usefulness, perceived ease of use, perceived enjoyment, and subjective norms (i.e., social influence) are positive predictors of intention to use a specific technology. The aims of the present study were to test with competitive athletes the validity of the TAM before a first use of a VR-HMD intended to enhance sport performance and to examine to what extent the level of practice and the type of sport practiced have an influence on the previous variables of the TAM. The study sample comprised 1162 French athletes (472 women, 690 men, M_age = 24.50 ± 8.51 years) who usually practiced a sport in competition (from recreational to international level). After reading a short text presenting the VR-HMD and its interests for sport performance, the participants filled out an online questionnaire assessing their acceptance of this technological device before a first use. The results of the structural equation modeling analysis revealed that perceived usefulness, perceived ease of use, perceived enjoyment, and subjective norms were positive predictors of intention to use this VR-HMD, validating the suitability of the TAM for investigating the acceptance by athletes of a VR-HMD designed to increase their sport performance. The results also showed that athletes of all sport levels (a) had a significant intention to use VR, (b) found it quite useful (except for recreational athletes), quite easy to use, and quite pleasant to use, even if their entourage would not encourage them to use it (except for international athletes), and (c) found the VR-HMD easy and pleasant to use whatever the sport practiced. Notably some athletes (e.g., triathletes, swimmers, cyclists) did not find the VR-HMD significantly useful and did not have significant intention to use it to increase their performance. Identifying acceptance by athletes of such a device may increase the likelihood that it will be used by athletes of different levels and from different sports, so that they can benefit from all its advantages related to the improvement of their sport performance. Needs-based targeted interventions may also be conducted toward athletes who might be reluctant to integrate this type of device into their training.     

心理学对经济学的涉入——从理性自利到社会偏好的决策框架

理性认知能力与社会偏好存在紧密的关联。文章简要回顾了经济决策理论从理性模型到有限理性模型和社会偏好模型的发展进程,论述了人们理性的局限性及其根源,并进一步探讨理性认知能力与社会偏好的关系。对人类以及灵长目动物的研究显示,有限理性可能是由根源于演化的适应性机制所导致。人类不公平厌恶的起源、个体公平能力的发展规律和表征公平的大脑结构上的证据表明,理性认知能力能让人更好地抑制自私性,实现更高层次的公平。     

城镇化进程中离乡农民心理健康特点调查及心理素质、相对剥夺感的影响机制

为探讨城镇化进程中离乡农民的心理健康特点以及心理素质、相对剥夺感对其的影响,通过量表对1339名城乡居民进行调查。结果发现:离乡与留乡农民在幸福感、拥有生命意义感、感知控制感、心理素质方面显著低于城镇居民,在状态焦虑方面显著高于城镇居民; 离乡农民在抑郁上显著高于城镇居民,在感知控制感上显著高于留乡农民,在心理素质上显著低于留乡农民; 留乡农民在相对剥夺感上显著高于城镇居民; 离乡农民的幸福感、拥有生命意义感、感知控制感态与相对剥夺感呈显著负相关,与心理素质呈显著正相关; 离乡农民的抑郁、状态焦虑与相对剥夺感呈显著正相关,与心理素质呈显著负相关; 离乡农民的相对剥夺感与心理素质之间呈显著负相关。心理素质除了可以直接预测心理健康各项指标,还可以通过相对剥夺感的中介作用,间接预测幸福感、抑郁及状态焦虑。提升心理素质和降低相对剥夺感是离乡农民心理健康服务的重要切入点。     

认知诊断缺失数据处理方法的比较：零替换、多重插补与极大似然估计法

数据缺失在测验中经常发生, 认知诊断评估也不例外, 数据缺失会导致诊断结果的偏差。首先, 通过模拟研究在多种实验条件下比较了常用的缺失数据处理方法。结果表明：(1)缺失数据导致估计精确性下降, 随着人数与题目数量减少、缺失率增大、题目质量降低, 所有方法的PCCR均下降, Bias绝对值和RMSE均上升。(2)估计题目参数时, EM法表现最好, 其次是MI, FIML和ZR法表现不稳定。(3)估计被试知识状态时, EM和FIML表现最好, MI和ZR表现不稳定。其次, 在PISA2015实证数据中进一步探索了不同方法的表现。综合模拟和实证研究结果, 推荐选用EM或FIML法进行缺失数据处理。     

On-road trust and perceived risk in Level 2 automation

To encourage appropriate use of driving automation, we need to understand and monitor driver’s trust and risk perception. We examined (1) how trust and perceived risk are affected by automation, driving conditions and experience and (2) how well perceived risk can be inferred from behaviour and physiology at three levels: over traffic conditions, aggregated risk events, and individual risk events.30 users with and without automation experience drove a Toyota Corolla with driving support. Safety attitude, subjective ratings, behaviour and physiology were examined.Driving support encouraged a positive safety attitude and active driver involvement. It reduced latent hazards while maintaining saliently perceived risks. Drivers frequently overruled lane centring (3.1 times/minute) and kept their feet on or above the pedals using ACC (65.8% of time). They comfortably used support on curvy motorways and monotonic and congested highways but less in unstable traffic and on roundabouts. They trusted the automation 65.4%, perceived 36.0% risk, acknowledged the need to monitor and would not engage in more secondary tasks than during manual driving.Trust-in situation reduced 2.0% when using automation. It was 8.2% higher than trust-in-automation, presumably due to driver self-confidence. Driving conditions or conflicts between driver and automation did not affect trust-in-automation.At the traffic condition level, physiology showed weak and partially counter-intuitive effects. For aggregated risk events, skin conductance had the clearest response but was discernible from baseline in  < 50%. Pupil dilation and heart rate only increased with strong braking and active lane departure assist. For individual risk events, a CNN classifier could not identify risk events from physiology. We conclude that GSR, heart rate and pupil dilation respond to perceived risk, but lack specificity to monitor it on individual events.     

Behavioural adaptation or constraint? The effect of curve proximity on driving behaviour

Horizontal curves are typically associated with increased crash risk when compared with straight roads, but recent analyses have suggested that having more frequent sharp curves decreases the relative crash risk posed by each curve. Here, 90 drivers completed a simulated rural drive with either high proximity (160 m straight tangent between curves) or low proximity (1200 m tangent) curves. Curve proximity had a significant effect on approach speeds, with drivers in the high proximity curve drive showing significantly lower mean and maximum approach speeds before entering the curve. However, they also showed an unexpected tendency to higher speeds while negotiating the curve itself. The current study provides direct empirical evidence that driving behaviour on approach to a given curve is significantly affected by the proximity of other curves, and therefore highlights the need to factor in the characteristics of the road on approach to the curve, as well as the features of the curve itself when assessing risk.     

Handing control back to drivers: Exploring the effects of handover procedure during transitions from Highly Automated Driving

The operational capabilities of automated driving features are limited and sometimes require drivers’ intervention through a transition of control. Assistance at an operational level might be extremely beneficial during transitions but the literature lacks evidence on the topic. A simulator study was conducted to investigate the potential impacts that lateral assistance systems might have while the Automated Driving System (ADS) hands back control to the driver. Results showed that drivers benefitted from a strong Lane Keeping Assist during the first phase of the transfer, helping them to keep the lane centre. However, assisting the drivers at an operational level did not enhance their capability of addressing a more complex task, presented as a lane change. In fact, it was more task-specific assistance (Blind-spot assist) that allowed drivers to better cope with the tactical decision that the lane change required. Moreover, longer exposure to lane-keeping assist systems helped them in gaining awareness of the surrounding traffic and improved the way drivers interacted with the Blind-spot assist.     

Driver social desirability scale: A Turkish adaptation and examination in the driving context

Self-report data collection methods are widely used techniques to gather information in studies related to road safety. One of the most considerable limitations of self-reports is social desirability bias. One way to overcome the possible detrimental effects of socially desirable responding is to control it by using social desirability scales. With respect to that, the present study aims to adapt the Driver Social Desirability Scale into Turkish, examine its construct validity, and investigate the relationship between social desirability and driving-related measures. A total of 351 drivers between the ages of 19 and 59 completed a questionnaire including a demographic information form, the Driver Behavior Questionnaire (DBQ), the Driver Skill Inventory (DSI), the Two-Dimensional Social Desirability Scale (SDS), and the Driver Social Desirability Scale (DSDS). Factor analysis supported the two-factor structure of the DSDS in the Turkish sample. Social desirability correlated positively with age and driving experience. Female drivers reported higher levels of driver impression management, while male drivers scored higher on self-deception. Driver impression management was associated negatively with violations and perceptual-motor skills and positively with safety skills. Lastly, driver self-deception was positively related to violations, positive driver behaviors, perceptual-motor skills, and safety skills. The study shows that the Turkish version of the DSDS is a reliable and structurally valid instrument with incremental validity compared to the general social desirability measure in predicting driving-related outcomes.     

What happens when drivers of automated vehicles take over control in critical lane change situations?

According to legislation, take-overs initiated by the driver must always be possible during automated driving. For example, when drivers mistrust the automation to handle a critical and hazardous lane change, they might intervene and take over control while the automation is performing the maneuver. In these situations, drivers may have little time to avoid an accident and can be exposed to high lateral forces. Due to lacking research, it is yet unknown if they recognize the criticality of the situation and how they behave and perform to manage it. In a driving simulator study, participants (N = 60) accomplished eight double lane changes to evade obstacles in their lane. Time-to-collision and traction usage were varied to establish different degrees of objective criticality. To manipulate these parameters as required, participants were triggered to take over control by an acoustic cue. This setting shows what might happen if drivers disable the automation and complete the maneuver themselves. The results of the experiment demonstrate that drivers rated objectively more critical driving situations as more critical and responded to the hazard very fast over all experimental conditions. However, their behavior was more extreme with respect to decelerating and steering than necessary. This impaired driving performance and increased the risk of lane departures and collisions. The results of the experiment can be used to develop an assistance system that supports driver-initiated take-overs.     

Assessing the potential impacts of connected vehicle systems on Driver’s situation awareness and driving performance

Vehicles equipped with connected vehicle technologies are able to communicate with each other and with infrastructures. Compared to Advanced Driving Assistance Systems (ADAS) using camera systems and sensor technologies, the Connected Vehicle Systems (CVS) leverage the wireless communication networks to detect hazards with a greater range, alert drivers of hazards much earlier, and therefore enhance driving safety. However, drivers’ reliance on the CVS to detect critical situations could negatively affect them maintaining situation awareness (SA) in noncritical situations when no warning is issued by the CVS. The present study conducted a driving simulator experiment with 40 participants to investigate the effect of connected vehicle systems on driver SA in normal, noncritical driving scenarios after they were exposed to the CVS with different designs of collision warning lead time (3 s, 6 s, and no warnings). After drivers experienced the CVS-supported warnings with the assigned design of lead time in critical situations, driver SA was measured in normal driving conditions using the freeze probe technique. Results revealed that drivers who experienced the CVS with early warnings (6 s) showed lower SA for normal driving events compared to those who experienced the CVS with late warnings (3 s) or no warnings. Although early warnings of CVS brought more safety benefits to drivers in critical situations, the degraded driver SA due to drivers’ reliance on such warning systems could endanger drivers when a system failure occurred. These findings highlight the importance of balancing the effects of warning lead time on driver SA and driving performance in designing connected vehicle systems.