幼儿对生气和伤心情绪倾向同伴的接受性比较

本研究通过生气-伤心两可情景,考察了116名4~6岁幼儿对生气和伤心倾向同伴的认知偏好,并通过二选一的封闭式访谈考察幼儿对生气和伤心情绪结果的理解,以反映幼儿的偏好原因。结果表明:①从认知上看,相比生气倾向的同伴,幼儿更偏好伤心倾向的同伴。②5岁、6岁组幼儿比4岁组幼儿更偏好伤心倾向的同伴。③在情绪结果理解上,幼儿认为生气引发他人更多的远离,伤心引发他人更多的目标恢复、道歉和趋近。可见,生气倾向的幼儿比伤心倾向的幼儿更不被同伴接受。     

Opening Skinner’s Box: an Introduction

Behavior analysts have redefined the subject matter of psychology, redesigned the experiments used to study that subject matter, renamed almost every part of the world pertaining to that subject matter, and created specialized organizations and journals. It is not surprising, then, that only a happy few ever hear what behavior analysts say. One problem is that we need to publish outside of the box, so to speak. Preaching to the choir ensures that the products of our scientific behavior affect only a few people, limits the variety of reinforcers we are likely to encounter, and limits the likelihood that the products of our scientific behavior will reinforce the behavior of others. Publishing in a wider variety of outlets can lead to greater visibility for behavior-analytic research and practice, increase the impact of our published work, and build clout for scholars in colleges and universities.     

Relationships between general self-efficacy,planning for the future,and life satisfaction

In this study we investigated relationships between general self-efficacy, the propensity to plan for the future, the consideration of future consequences, and overall life satisfaction. The sample consisted of 242 university students, with ages ranging from 16 to 31 (M = 18.5, SD = 1.7). Participants completed the New General Self-Efficacy Scale (NGSES), the Continuous Planning Scale (CPS), the Consideration of Future Consequences Scale (CFCS), and the Satisfaction with Life Scale (SWLS). Analyses demonstrated that all variables were significantly intercorrelated, with general self-efficacy being most strongly related to the SWLS, followed by the CFCS and the CPS. Implications are discussed.     

Prediction of true test scores from observed item scores and ancillary data

In many educational tests which involve constructed responses, a traditional test score is obtained by adding together item scores obtained through holistic scoring by trained human raters. For example, this practice was used until 2008 in the case of GRE^®General Analytical Writing and until 2009 in the case of TOEFL^® iBT Writing. With use of natural language processing, it is possible to obtain additional information concerning item responses from computer programs such as e‐rater^®. In addition, available information relevant to examinee performance may include scores on related tests. We suggest application of standard results from classical test theory to the available data to obtain best linear predictors of true traditional test scores. In performing such analysis, we require estimation of variances and covariances of measurement errors, a task which can be quite difficult in the case of tests with limited numbers of items and with multiple measurements per item. As a consequence, a new estimation method is suggested based on samples of examinees who have taken an assessment more than once. Such samples are typically not random samples of the general population of examinees, so that we apply statistical adjustment methods to obtain the needed estimated variances and covariances of measurement errors. To examine practical implications of the suggested methods of analysis, applications are made to GRE General Analytical Writing and TOEFL iBT Writing. Results obtained indicate that substantial improvements are possible both in terms of reliability of scoring and in terms of assessment reliability.     

Factors that influence the acceptance of future shared automated vehicles – A focus group study with United Kingdom drivers

The development of Shared Automated Vehicles (SAVs) is well underway to provide mobility as a service (MaaS) and bring benefits such as reduced traffic congestion, reduced reliance on privately owned vehicles and increased independence to non-drivers. To realise the benefits of SAVs, adoption by private vehicle users is crucial. Previous research has shown this subset of users as the least likely to adopt SAVs, and it is not well understood what factors are important to achieve such adoption. The purpose of this study is to obtain an in-depth understanding of attitudes, perceptions and preferences that influence the acceptance of future SAVs for drivers. This paper presents the results from an online asynchronous focus group study with 21 British drivers as participants. From the analysis, Service Quality, Trust and Price Value emerged as the three most prominent factors to understand user acceptance of SAVs. These three main factors may be of prime importance for convincing naïve private car owners to accept high-speed SAVs. Productive use of travel time has been frequently mentioned in previous research as a benefit of vehicle automation but was scarcely mentioned by participants in this study. Shared Space Quality in introduced as an indicator for Service Quality, together with Security and Trusting Co-passengers as two indicators of Trust. Based on the findings, this paper concludes with a conceptual SAV technology acceptance model is introduced, with the results added as extended model predictors to the Unified Theory of Acceptance and Use of Technology (UTAUT2).     

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.     

使命感的影响效果

使命感(calling)作为一个前沿主题, 近年来受到理论界和实务界的广泛关注。根据PRISMA申明推荐的文献搜索流程, 保留国内外使命感的影响效果相关文献, 对这些文献进行系统梳理和分析, 总结出使命感影响效果的三种变量类型：职业心理与状态、职业技能与能力以及职业过程与产出。未来研究应进一步探索使命感消极影响, 关注双刃剑效应; 分析使命感文化差异, 探讨跨文化比较效应; 构建使命感团队模型, 延伸研究层次; 追踪使命感变化, 构建动态模型。     

The Experience of Prisoners’ Parents: A Meta‐Synthesis of Qualitative Studies

The parents of prisoners have long drawn the attention of researchers, due to their role in the etiology of criminality as well as the importance of their support of their offspring during and after incarceration. However, although studies have shown that the parents of prisoners experience high levels of distress, burden, and social stigma, research into their experience is only now beginning to emerge. This metasynthesis examined the limited body of qualitative research on the experience of prisoners’ parents, as an exploratory step toward advancing the understanding of their experience. Relevant terms were used to systematically search key databases. Ten small‐scale studies, which varied in focus, location, and disciplinary orientation, met the inclusion criteria. The synthesis produced four core themes, reflecting findings regarding parents’ (primarily mothers’) experience of their offspring's incarceration: parenting from a distance; the burden of care; troubled parental identity; and social reaction. Furthermore, the findings suggested a number of possible mediating factors of this experience, such as parents’ social capital and their cognitive appraisal of their offspring's criminality. These themes imply a possible experience of “imprisonment by association” among the parents of inmates and illuminate features that may be unique to them. Given the inherent limitations regarding generalizability of a metasynthesis and the heterogeneity of the experiences of the parents represented by the articles reviewed, the findings call for future large‐scale quantitative studies to explore the challenges and therapeutic needs of parents of prisoners regarding the themes identified.     

The role of psychological factors on the choice of different driving controls: On manual,partial, and highly automated controls

The present study investigates the role of psychological factors on the choice of three controls (modes) in driving a vehicle, namely highly automated, partially automated, and manual control. Traditional driving habits, resistance to change, and behavioural beliefs were all assessed along with individual and socioeconomic variables. Using survey data (n = 595) of car users, a model was developed to predict the share of different driving controls and determine the effects of psychological variables. Results indicate that up to 55% of people prefer driving with highly automated control, and 30% prefer partially automated control. Behavioural beliefs (e.g., attitudes toward highly automated control) are not as critical to driving control as habits. People with stronger driving habits are less likely to use highly automated controls. A one-unit increase in worry could reduce driving in highly automated control by 5.5% and increase manual control by 4.5%, and those who welcome the new technologies are more likely to prefer highly automated control. Some practical policy solutions are also provided.     

Can we adapt to highly automated vehicles as passengers? The mediating effect of trust and situational awareness on role adaption moderated by automated driving style

The emergence of highly automated driving technology provides safe and convenient travel while also causing user inadaptation. Therefore, based on human factors engineering, it is necessary to study highly automated vehicles (HAVs) that meet different user needs. Thus, this study aims to investigate the relationships between state anxiety, situational awareness, trust, and role adaptation. The adaptation model is constructed to conduct a study on the adaptation of HAVs with different automated styles when user roles change from driver to passenger. Simulated riding was conducted in the HAV experiment (N = 117), collecting scale data after each participant had experienced each automated driving style. A structural equation modeling approach was applied to analyze the adaptation model based on scale data. The results showed that there was a significant correlation between state anxiety, situational awareness, trust, and role adaptation. State anxiety has a significant negative predictive effect on trust, situational awareness, and role adaptation. In addition to its direct impact on role adaptation, state anxiety also has an indirect effect on role adaptation through situational awareness and trust. Furthermore, the automated driving style has been confirmed to have a moderating role in the relationship between the direct and indirect effects of state anxiety and role adaptation. Our findings contribute to multiple streams of the literature and have important implications for designing personalized automated driving to improve user acceptance.