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91.
Kuo-Yang Kao Christiane Spitzmueller Konstantin Cigularov Candice L. Thomas 《European Journal of Work and Organizational Psychology》2019,28(2):206-220
The thousands of deaths and disabilities due to workplace accidents and injuries each year emphasize the importance of safety research. Despite occupational safety research that has contributed to identifying antecedents of safety, little is known about why and how safety knowledge leads to safety behaviours and how personal and situational factors interact to promote occupational safety. Using a multilevel, multisource, and time-lagged research design, the present study investigates whether safety knowledge affects safety behaviours through safety attitudes and further tests whether supervisory safety attitudes can impact the strength of these relationships and play a role as moderators of the proposed mediated relationship. Data were collected from workers (N = 177) and supervisors (N = 42) in a construction company in the energy industry at two time points. Results indicate full support for the moderated mediation model, demonstrating that worker safety attitudes partially mediate the relationship between safety knowledge and safety behaviours. Moreover, when supervisors had positive attitudes towards safety, both the direct relationship between worker safety attitudes and safety behaviours and the indirect relationship between safety knowledge and safety behaviours were more positive compared to when supervisors had negative safety attitudes. Theoretical and practical implications for occupational safety are discussed. 相似文献
92.
Speeding increases the risk and severity of accidents, especially for vulnerable road users. Hence, minimisation of speeding in built-up areas is vital. Some countries widely use speed-calming measures (SCs). Documentation shows that SCs reduce speeding considerably although various types and designs of SCs affect this reduction. This paper includes studies of the effects from establishment of sinus speed humps of height 10 cm and length 950 cm and chicanes (with a free carriageway width of 5.30 cm and a length between the 0.5 m wide obstacles of 18 m) as a before/after study where the speed pattern after establishing SCs is compared with the one before. Floating Car Data used for analyses includes 3216 trips passing one/more SCs. The main results are that the effect from SCs decreases with the distance from the SCs and that a clear pattern is hard to establish above 75 m from the SC. Despite the apparent absence of more distant effects of each SC, there is an overall reduced average speed on the full length of a road with SCs. Humps reduce the mean speed comparable to the reduction from chicanes, but the speed variation is less reduced near chicanes, and especially prior to the arrival to such SC. Due to different traffic patterns around the two types of SCs, a direct comparison between the effects from humps and chicanes cannot be made. A tentative result at least for the two types of SCs studied is that the chicane results in a reduced effect on speed variation compared to the hump. The chicanes result in increased speed variation prior to the arrival to the SC compared to the humps. Hence, the indication is that chicanes might be less safe than humps due to speed variation although more research is needed especially concerning developing of best practice design for speed reducing devices and other speed-calming measures in built-up areas. 相似文献
93.
Boufous and Olivier (2015) recently found an increasing trend of police-reported cyclist deaths in single-vehicle crashes while a decreasing trend was found for fatal bicycle-motor vehicle crashes. This study sets out to conduct the same trend analyses for the Netherlands using causes of death statistics. The results show that for 1996–2014, the number of cyclist deaths in motor vehicle collisions per km cycled (i.e. the risk) has declined by 3.8% per annum (95% CI: −4.6%, −3.0%) while the risk of cyclist deaths in crashes without motor vehicles increased by 7.0% per annum (95% CI: 5.5%, 8.7%). The large majority of cyclist deaths at the beginning of the study period were due to bicycle-motor vehicle crashes. By 2014, however, the share with motor vehicles was only slightly higher than the share without motor vehicles. We also conducted trend analyses controlling for age by stratifying into nine age groups. After controlling for age, the average annual decrease of cyclist deaths in crashes with motor vehicles was 5.4% (95% CI: −6.0% to − 4.7%). The average annual increase of deaths in crashes without motor vehicles was 4.4% (95% CI: 3.1–5.7%). These trends are more favourable than those without controlling for age which can be explained by more cycling among the elderly who have an elevated risk. We conclude that, similar to Australia, cyclist deaths following motor vehicle crashes in the Netherlands have decreased while deaths without motor vehicles have increased. 相似文献
94.
Maureen F Dollard Christian Dormann Michelle R. Tuckey Jordi Escartín 《European Journal of Work and Organizational Psychology》2017,26(6):844-857
Bullying at work has profound effects on both the individual and organization. We aimed to determine if organizational psychosocial safety climate (PSC; a climate specific to worker psychological health) could reduce workplace bullying and associated psychological health problems (i.e., distress, emotional exhaustion, depression) if specific procedures were implemented (PSC enactment). We theorized that the PSC enactment mechanism works via psychosocial processes such as bullying mistreatment climate (anti-bullying procedures), work design (procedures reduce stress through work redesign), and conflict resolution (procedures to resolve conflict). We used two-wave national longitudinal interview data from 1,062 Australian employees (Australian Workplace Barometer project) and structural equation modelling to explore relationships over 4 years. PSC Time 1 predicted enacted PSC and reduced bullying 4 years later. PSC Time 1 was indirectly negatively related to poor psychological health Time 2 through enacted PSC and bullying. Bullying Time 1 also gave rise to procedures which in turn reduced bullying Time 2. Our findings suggest a multi-component approach to prevent or reduce bullying. Procedures (to reduce psychosocial hazards) that emerge in a high PSC context are more comprehensive than those triggered by bullying (reactive procedures), and can therefore be more effective in reducing worker mistreatment. Building PSC and a strong climate for psychological health, and enacting PSC is fundamental to bullying prevention. 相似文献
95.
In a recent study, Vansteenkiste et al. (2014) described how low quality bicycle paths cause an apparent shift of visual attention from distant environmental regions to more proximate road properties. Surprisingly, this shift of visual attention was not accompanied by an adaptation in cycling speed. The current experiment investigated to what extent these findings are applicable for young learner bicyclists (aged 6–12 years). Since young learner bicyclists do not yet have mature visual and motor skills, it was expected that the implications of a poor road surface would be larger for them than for experienced adult bicyclists. In general, children looked less to the road and more to task irrelevant regions, but the magnitude of the shift of visual attention when cycling on a low quality bicycle track was similar to that of adults. Although children cycled slower than adults, they did not cycle slower on the low quality track compared to the high quality track. Overall, our results suggest that children displayed a different visual-motor strategy than adults, characterized by lower cycling speeds and a different visual behaviour, and that they responded in a similar way to a low quality bicycle path as adults. 相似文献
96.
Eunjung Lee 《Psychoanalytic Social Work》2017,24(2):75-95
The aftermath of complex trauma deeply impacts one's self-organization and interpersonal relationships, often resulting in clients who present to therapy with borderline characteristics and are typically labeled as difficult to treat. Further clinical complications with paranoid features may quickly place the therapist at a loss with respect to managing perceived and/or actual threats to client safety. Using psychodynamic theories, especially Kleinian understandings of psychosis and Winnicottian approaches to early disturbance and its impact on the emergence of self, this article provides a detailed case illustration that explores how a critical reflection of countertransference as “enactment,” “communication,” and “imagination” can help the therapist to understand the client's unconscious symbolic psychic struggles and to guide treatment selections in the therapy process. 相似文献
97.
Exposure to societal threat can elicit an increase in right-wing authoritarianism (RWA). In this study, using a quasi-experimental vignette design (Italian community sample, N = 86), we tested the moderating role of self-concept clarity (SCC). A moderated regression showed that manipulated societal threat to safety fostered RWA only among low SCC scorers. It is concluded that SCC is an important resource for individuals facing threat conditions. 相似文献
98.
医学实验室安全问题及其防范对策 总被引:2,自引:0,他引:2
提出了具有专业特殊性与复杂性的医学实验室安全问题,并据医学实验室的多种功用、自身特点,阐述了医学实验室安全问题的范畴,同时对可能发生的安全问题作了初步的分类,并着眼于多方位、多层面,较系统地论述了医学实验室安全问题的防范对策. 相似文献
99.
100.
Ola Svenson Gabriella Eriksson Ilkka Salo Ellen Peters 《Transportation Research Part F: Traffic Psychology and Behaviour》2011,14(6):504-511
How are driving speeds integrated when speeds vary along a route? In a first study, we examined heuristic processes used in judgments of mean speed when the mean speeds on parts of the trip varied. The judgments deviated systematically from objective mean speeds because the distances driven at different speeds were given more weight than travel time spent on the different distances. The second study showed that when there was a 10–15 min pause during a travel the effect on the mean speed decrease was underestimated for driving speeds of 90 km/h and higher. In the third study, the objective mean speeds and the subjective biased mean speed judgments were used to predict choices between routes with different speed limits. The results showed that subjective judgments predicted decisions to maximize mean speed significantly better than objective mean speeds. Finally, some applied and basic research implications of the results were discussed. 相似文献