An fMRI study of the social competition in healthy subjects

Social interaction requires the ability to infer another person’s mental state (Theory of Mind, ToM) and also executive functions. This fMRI study aimed to identify the cerebral correlates activated by ToM during a specific social interaction, the human-human competition. In this framework, we tested a conflict resolution task (Stroop) adapted to a virtual situation of competition. The participants were instructed to play in order to win either against a human-like competitor (human-human competition) or against a non-human competitor (human-machine competition). Only the human-human competition requires ToM as this type of competition is performed under social interaction. We identified first the classical network of executive regions activated by Stroop. Secondly, we identified the social (human-human) competition regions, represented by the bilateral superior and inferior frontal gyri, the anterior cingulate, the insula, the superior and anterior temporal, the hippocampus, the fusiform gyrus, the cuneus and the precuneus. Finally, we identified the executive regions that were modulated by the human-human competition, i.e., the executive control regions additionally activated when mentalizing in the context of social competition. They constituted a network predominant to the right and composed of the superior and middle frontal, anterior cingulate, insula and fusiform gyrus. We suggest that our experimental paradigm may be useful in exploration of the cerebral correlates of social adjustments in several situations such as psychiatric disorders presenting executive and social dysfunctions.     

Semi-automated versus highly automated driving in critical situations caused by automation failures

The purpose of this study was to examine the effects of vehicle automation and automation failures on driving performance. Previous studies have revealed problems with driving performance in situations with automation failures and attributed this to drivers being out-of-the-loop. It was therefore hypothesized that driving performance is safer with lower than with higher levels of automation. Furthermore, it was hypothesized that driving performance would be affected by the extent of the automation failure. A moving base driving simulator was used. The design contained semi-automated and highly automated driving combined with complete, severe, and moderate deceleration failures. In total the study involved 36 participants. The results indicate that driving performance degrades when the level of automation increases. Furthermore, it is indicated that car drivers are worse at handling complete than partial deceleration failures.     

Confort des élèves et performance du bâtiment scolaire

Schools today are designed above all as educational tools and do not always take sufficient account of the physical parameters that are nevertheless environmental factors that have an impact on the capacity to read and concentrate. The aim of our study is to compare the comfort perceived by children in two schools, one with traditional design, the other with a modern design. Two types of tool were used: (a) an analytical study of the plans of the two schools, and (b) a survey using questionnaires completed by 232 elementary school children (8-10 years old). We discuss the results showing that the children in the school with a modern design had higher scores on the “Disturbance” dimension, and on “Privacy”.     

Towards a new approach to detect sleepiness: Validation of the objective sleepiness scale under simulated driving conditions

The Objective Sleepiness Scale (OSS) was developed to detect and quantify sleepiness on the basis of two direct and reliable sleepiness indicators: EEG and EOG. The present study aims to test whether the OSS can be used to detect sleepiness episodes that impair performance on driving and vigilance tasks accurately and with a good time synchronization. Forty-three healthy volunteers performed monotonous driving sessions on a simulator and the psychomotor vigilance task (PVT) in a normal sleep condition and after partial sleep deprivation. OSS reliability and time synchronization for sleepiness detection were tested on driving (standard deviation of vehicle lateral position and off-road duration) and PVT (reaction time and lapses). Inter-rater reliability of the scale was evaluated by two blinded scorers. Results show that the OSS score indicates higher sleepiness in sleep deprivation conditions (p < 0.001) and with time-on-task. Differences of performance between OSS score calculated with multiple pairwise comparisons, indicate OSS score increase when driving performance (SDLP and off-road duration) decreases (p < 0.001 for comparisons between OSS stages 0 vs 2, 0 vs 3, 1 vs 2 and p < 0.05 for 1 vs 3). Reaction time during PVT is also related to the OSS score (p < 0.05 for OSS values from 0 to 2, 0 to 3, 1 to 2 and 1 to 3). There is no proportional relation between OSS score and performance impairment, but a threshold effect between levels 1 and 2 of the scale is observed. Positive outcomes are also obtained for time synchronization of the OSS assessed on driving performance (p < 0.001 for both SDLP and off-road duration). Finally, inter-rater agreement is found to be considerable. The results allow us to consider using the Objective Sleepiness Scale as a tool for research on sleepiness.     

Effect of multimodal takeover request issued through A-pillar LED light,earcon, speech message,and haptic seat in conditionally automated driving

The driver of a conditionally automated vehicle equivalent to level 3 of the SAE is obligated to accept a takeover request (TOR) issued by the vehicle. Considerable research has been conducted on the TOR, especially in terms of the effectiveness of multimodal methods. Therefore, in this study, the effectiveness of various multimodalities was compared and analyzed. Thirty-six volunteers were recruited to compare the effects of the multimodalities, and vehicle and physiological data were obtained using a driving simulator. Eight combinations of TOR warnings, including those implemented through LED lights on the A-pillar, earcon, speech message, or vibrations in the back support and seat pan, were analyzed to clarify the corresponding effects. When the LED lights were implemented on the A-pillar, the driver reaction was faster (p = 0.022) and steering deviation was larger (p = 0.024) than those in the case in which no LED lights were implemented. The speech message resulted in a larger steering deviation than that in the case of the earcon (p = 0.044). When vibrations were provided through the haptic seat, the reaction time (p < 0.001) was faster, and the steering deviation (p = 0.001) was larger in the presence of vibrations in the haptic seat than no vibration. An interaction effect was noted between the visual and auditory modalities; notably, the earcon resulted in a small steering deviation and skin conductance response amplitude (SCR amplitude) when implemented with LED lights on the A-pillar, whereas the speech message led to a small steering deviation and SCR amplitude without the LED lights. In the design of a multimodal warning to be used to issue a TOR, the effects of each individual modality and corresponding interaction effects must be considered. These effects must be evaluated through application to various takeover situations.     

Other road users’ adaptations to increase safety in response to older drivers’ behaviour

Changes in physical and cognitive abilities not only challenge the driving ability of older adults, in some situations age-related changes in driving behaviour require other road users to adapt their behaviour to maintain a safe traffic situation. In this study, we aimed to map age-related differences in driving behaviour and assess the impact on other road users. A group younger and a group older adults drove four different routes containing challenging situations (e.g., merging into motorway traffic) in a driving simulator while measures of driving behaviour were collected. Other road users’ deceleration responses to the driver’s behaviour were also collected as a measure of behavioural adaptation. Our results showed similar driving performance between young and older drivers when task complexity was low, but reduced performance in older drivers when tasks requirements increased. Lower driving speed and longer waiting times that were observed in older drivers can be interpreted as compensatory behaviour aimed at creating more time to lower task requirements. Crucially, in a non-time critical situation this compensatory behaviour was found to be successful, however in a time-critical situation (merging onto a motorway) this strategy had negative side effects because other road users had to decelerate in order to keep a safe distance. Our results show the importance of anticipation and adaptation by other road users for the success of older driver’s strategies and traffic safety.     

Evaluating the influence of approaching vehicles on pedestrian’s visual patterns and crossing behaviors at an uncontrolled crosswalk

The visual behaviors and movement characteristics of pedestrians are related to their surrounding potential safety hazards, such as approaching vehicles. This study primarily aimed to investigate the visual patterns and walking behaviors of pedestrians interacting with approaching vehicles. Field experiments were conducted at two uncontrolled crosswalks located at the Cuihua and Yanta roads in Xi’an, China. The visual performance of pedestrians was assessed using the eye tracking system from SensoMotoric Instruments (SMI). Moreover, motion trajectories of the pedestrians and approaching vehicles were obtained using an unmanned aerial vehicle. Subsequently, the visual attributes and movement trajectories of pedestrians and motion trajectories of approaching vehicles were statistically analyzed. The results showed that approaching vehicles distracted the fixation of crossing pedestrians significantly, and occupied 29.5% of the total duration of fixation; that is, pedestrians always directed more fixation points to the approaching vehicles compared to other stimuli. As a vehicle approached, pedestrians’ fixation shifted from other areas of interest to the vehicle. Moreover, an increase in the velocity of the vehicle and a closer distance between pedestrian and the vehicle resulted in an increase in the pedestrians’ duration of fixation on the approaching vehicle, and they implemented more saccades. Furthermore, approaching vehicle’s velocity and distance between pedestrian and approaching vehicle are not significantly associated with pedestrian’s movement attributes. These findings provide insights into the crossing behavior of pedestrians during pedestrian-vehicle interactions, which could assist future researchers and policy makers.     

Looking back and falling further behind: The moderating role of rumination on the relationship between organizational politics and employee attitudes,well-being,and performance

The current study tested the theoretically relevant, yet previously unexamined, role of rumination on the relationship between politics perceptions and a variety of threat responses. Drawing from Response Styles Theory, it was argued that rumination amplifies the effects of politics by enhancing the influence of negative information on cognition, interfering with problem-solving, and undermining sources of social support. The work stress literature, along with extant politics research, served to identify four variables – job satisfaction, tension, depressed work mood, and employee effort/performance – that served as study outcomes. Across three unique samples, hypothesized relationships were strongly supported, indicating that politics perceptions negatively affected work outcomes of high ruminators, but demonstrate little influence on those who engage in less rumination. Moreover, the nonlinear influences of the focal constructs were considered and the results confirmed atypical relational forms. Contributions, implications for theory and practice, strengths and limitations, and future research directions are described.     

Implicit Transfer of Reversed Temporal Structure in Visuomotor Sequence Learning

Some spatio‐temporal structures are easier to transfer implicitly in sequential learning. In this study, we investigated whether the consistent reversal of triads of learned components would support the implicit transfer of their temporal structure in visuomotor sequence learning. A triad comprised three sequential button presses ([1][2][3]) and seven consecutive triads comprised a sequence. Participants learned sequences by trial and error, until they could complete it 20 times without error. Then, they learned another sequence, in which each triad was reversed ([3][2][1]), partially reversed ([2][1][3]), or switched so as not to overlap with the other conditions ([2][3][1] or [3][1][2]). Even when the participants did not notice the alternation rule, the consistent reversal of the temporal structure of each triad led to better implicit transfer; this was confirmed in a subsequent experiment. These results suggest that the implicit transfer of the temporal structure of a learned sequence can be influenced by both the structure and consistency of the change.