青少年抑郁:基于社会支持的视角

青少年罹患抑郁的社会因素受到研究者们的密切关注,尤其是社会支持因素。本文首先总结了社会支持与青少年抑郁关系的内在机制,包括主效应机制和缓冲效应机制;其次论述了影响社会支持与青少年抑郁关系的多种因素,主要涉及来自于社会支持提供者、社会支持接受者和测量方法等方面的因素。社会支持提供者因素包括性别、数量和社会地位;社会支持接受者因素包括性别、年龄、个体内在特征、人格特征以及遗传;此外方法主要涉及社会支持与抑郁症的测量。最后提出了未来的研究方向,如测量方法的改进、元分析纵向研究的开展、线上支持的研究,为青少年抑郁的社会干预提供更多的研究视角。     

贝叶斯推理的三重加工心智模型

自二十世纪60年代Edwards首次用实验研究人类推理是否遵循贝叶斯规则以来,国内外贝叶斯推理研究取得了长足的发展,但也出现了一些困境:对影响贝叶斯推理的客体因素和主体因素研究未成体系,解释理论莫衷一是。未来的研究应该重新审视客体与主体的关系,系统整合和多角度分析影响贝叶斯推理的因素,尝试以三重加工心智模型解释人类贝叶斯推理行为,并对以往的解释理论进行融合,从而更好地揭示人类不确定性决策的本质。     

Should older people be considered a homogeneous group when interacting with level 3 automated vehicles?

Exploring the future mobility of older people is imperative for maintaining wellbeing and quality of life in an ageing society. The forthcoming level 3 automated vehicle may potentially benefit older people. In a level 3 automated vehicle, the driver can be completely disengaged from driving while, under some circumstances, being expected to take over the control occasionally. Existing research into older people and level 3 automated vehicles considers older people to be a homogeneous group, but it is not clear if different sub-groups of old people have different performance and perceptions when interacting with automated vehicles. To fill this research gap, a driving simulator investigation was conducted. We adopted a between-subjects experimental design with subgroup of old age as the independent variable. The differences in performance, behaviour, and perception towards level 3 automated vehicles between the younger old group (60–69 years old) and older old group (70 years old and over) was investigated. 15 subjects from the younger old group (mean age = 64.87 years, SD = 3.46 years) and 24 from the older old group (mean age = 75.13 years, SD = 3.35 years) participated in the study. The findings indicate that older people should not be regarded as a homogeneous group when interacting with automated vehicle. Compared to the younger old people, the older old people took over the control of the vehicle more slowly, and their takeover was less stable and more critical. However, both groups exhibited positive perceptions towards level 3 automation, and the of older old people’s perceptions were significantly more positive. This study demonstrated the importance of recognising older people as a heterogeneous group in terms of their performance, capabilities, needs and requirements when interacting with automated vehicles. This may have implications in the design of such systems and also understanding the market for autonomous mobility.     

直升机教养的内涵、影响和后效

直升机教养是父母对始成年期青少年普遍采用的一种教养方式,它是指父母给孩子过度的支持,较多地控制其行为,并不能给予孩子适合其年龄的自主权的教养方式。本文从直升机教养的概念辨析、影响因素和作用后效方面进行了系统梳理和整合分析,未来研究需要扩展研究对象和内容、精细探讨直升机教养的作用机制、重视我国始成年人的直升机教养,深入考察直升机教养与健康成长的因果关系。     

A novel conceptual framework investigating the relationship between roadside advertising and road safety: The driver behaviour and roadside advertising conceptual framework

This paper proposes a conceptual framework to understand the relationship between roadside advertising signs, driver behaviour, and road safety outcomes. Roadside advertising signs are external distractions that may take a driver's attention away from safety-critical driving tasks, potentially increasing crash risk through driver distraction and inattention. Although studies report safety concerns, as a whole, the body of research in the field is inconclusive with inconsistent quality, making it difficult to draw firm conclusions. Definitive links between roadside advertising and road trauma are not yet evident, which has major consequences for road regulators' capacity to develop evidence-based policy to safely administer public roads. However, a lack of consistent evidence does not indicate an absence of risk but underscores its complexity. To address this problem, the Driver Behaviour and Roadside Advertising Conceptual Framework (DBRA framework) was developed to strategically investigate and conceptualise the phenomena of roadside advertising. A new term – “extended engagement” – has also been proposed to account for situations of prolonged attentional engagement with a roadside advertising sign. Further, it is posited that important variations in driving performance may be associated with a driver's extended engagement with a roadside advertising sign. Built on extant theories of driver behaviour and empirical research, the DBRA framework is designed to be a robust tool that encourages a common agenda for future roadside advertising research.     

Human machine interface design for continuous support of mode awareness during automated driving: An online simulation

In the transition towards higher levels of vehicle automation, one of the key concerns with regards to human factors is to avoid mode confusion, when drivers misinterpret the driving mode and therewith misjudge their own tasks and responsibility. To enhance mode awareness, a clear human centered Human Machine Interface (HMI) is essential. The HMI should support the driver tasks of both supervising the driving environment when needed and self-regulating their non-driving related activities (NDRAs). Such support may be provided by either presenting continuous information on automation reliability, from which the driver needs to infer what task is required, or by presenting continuous information on the currently required driving task and allowed NDRA directly. Additionally, it can be valuable to provide continuous information to support anticipation of upcoming changes in the automation mode and its associated reliability or required and allowed driver task(s). Information that could support anticipation includes the available time until a change in mode (i.e. time budget), information on the upcoming mode, and reasons for changing to the upcoming mode. The current work investigates the effects of communicating this potentially valuable information through HMI design. Participants received information from an HMI during simulated drives in a simulated car presented online (using Microsoft Teams) with an experimenter virtually accompanying and guiding each session. The HMI either communicated on automation reliability or on the driver task, and either included information supporting anticipation or did not include such information. Participants were thinking aloud during the simulated drives and reported on their experience and preferences afterwards. Anticipatory information supported understanding about upcoming changes without causing information overload or overreliance. Moreover, anticipatory information and information on automation reliability, and especially a combination of the two, best supported understandability and usability. Recommendations are provided for future work on facilitating supervision and NDRA self-regulation during automated driving through HMI design.     

Impact of the driver’s visual engagement on situation awareness and takeover quality

During automated driving (SAE Level 3), drivers can delegate control of the vehicle and monitoring of the road to an automated system. They may then devote themselves to tasks other than driving and gradually lose situational awareness (SA). This could result in difficulty in regaining control of the vehicle when the automated system requires it. In this simulator study, the level of SA was manipulated through the time spent performing a non-driving task (NDRT), which alternated with phases where the driver could monitor the driving scene, prior to a critical takeover request (TOR). The SA at the time of TOR, the visual behaviour after TOR, and the takeover quality were analysed. The results showed that monitoring the road just before the TOR allowed the development of limited perception of the driving situation, which only partially compensated for the lack of a consolidated mental model of the situation. The quality of the recovery, assessed through the number of collisions, was consistent with the level of development of SA. The analysis of visual behaviour showed that engagement in the non-driving task at the time of TOR induced a form of perseverance in consulting the interface where the task was displayed, to the detriment of checking the mirrors. These results underline the importance of helping the driver to restore good SA well in advance of a TOR.     

Research on parking choice behavior of shared autonomous vehicle services by measuring users’ intention of usage

Shared autonomous vehicles (SAVs) are one of the important development directions of smart and green transportation. However, relevant researches are not sufficient at present. The factors influencing the intention to use SAVs and their parking choice behaviors need to be further analyzed. First, in order to better explain, predict, and improve travelers’ intention to use SAVs, the conceptual framework based on technology acceptance model was developed to establish the relationships between the travelers’ intention to use SAVs, social influence of SAVs, attitude toward behavior of SAVs, perceived risk of SAVs, perceived usefulness of SAVs and perceived ease of these use. Then structural equation model (SEM) was established to analyze the relationship between various variables. The results show that the perceived usefulness, behavior attitude, social influence, perceived ease of use, and perceived risk are the main factors that determine the intention to use SAVs. Through the test of direct effect, indirect effect, and total effect in the model, it is found that perceived usefulness has the largest total impact on intention to use SAVs, with a standardized coefficient of 0.765, followed by behavior attitude (0.732), social influence (0.597), perceived ease of use (0.462) and perceived risk of SAVs (−0.452). In addition, through the study of observed indicator variables ATB2 and BI3, it is found that perceived usefulness, perceived ease of use, social influence, perceived risk, attitude toward behavior, and behavior intention all have an impact on parking behavior. In order to study the specific influencing factors of parking choice behavior, a multinomial logit (MNL) model was established to analyze the relationships between travelers’ parking choice behaviors and the influential factors, which include travelers’ individual characteristics, travel attributes, and parking modes’ attributes by extracting from a questionnaire. The results show that the travel time, travel fees, parking charge, cruising fees, parking time and traffic emission are the main factors that determine travelers’ choices of parking. This paper provides advice for operators of SAVs.     

When family considerations influence work decisions: Decision-making processes

The work–family literature has provided an abundance of evidence that various family factors are linked to various work decisions, suggesting that the “family-relatedness” of work decisions is a prevalent phenomenon (Greenhaus & Powell, 2012). However, the cognitive processes by which such linkages occur have received little attention. We offer a framework by which to examine individuals' decision-making processes when they take family considerations into account in their work decisions. The framework suggests stages through which individuals proceed when making a work decision that takes family considerations into account and cognitive processes that influence how they proceed through each stage.     

The unreachable object? Difficulties and paradoxes in the analytical relationship with borderline patients

The author investigates the main difficulties the analyst encounters in borderline patient analysis, focusing on the specific way in which such patients put the analyst's mental functioning to the test and highlighting the most salient elements of the transference-countertransference dynamic. The author picks out several of the paradoxes that characterize the analytical relationship with these patients, who are constantly seeking contact with the object, which is inevitably traumatic for them. On the basis of highly detailed clinical material, the author demonstrates how - no matter which theoretical-clinical model is adopted - a specific technical problem with these patients is how to manage their intense destructiveness. With these patients, countertransferential difficulties are inevitably predominant because of the looming threat of the destruction of the analytical relationship. Maintaining a balance between the recognition-legitimization of primary narcissistic mirroring needs and the recognition-control of narcissistic demands and attacks on the analytical link is as crucial as it is complex. The paper examines the most important therapeutic and anti-therapeutic factors, highlighting the importance of countertransference analysis and self-analysis as ways of accessing as yet unrepresented elements of the patient and analyst respectively. Particular attention is given to the role played by the analyst's subjectivity and to the enactment.