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21.
    
Drivers were interviewed over cellular telephones in high‐ and low‐congestion conditions during a single commute. During each interview, state measures of driver stress and driver behaviors were obtained. Behavior responses were subdivided into six categories: aggressive, information seeking, planning, minor self‐destructive, distraction, and relaxation techniques. Both state driver stress and aggression were greater in high‐ than in low‐congestion conditions. No other behavior category differed between low and high congestion. Multiple regressions were calculated to determine the predictors of state driver stress. In low congestion, time urgency predicted state driver stress, while aggression predicted driver stress in high congestion. In both conditions, a trait susceptibility toward viewing driving as generally stressful was predictive of state driver stress levels, which further strengthens the use of the Driving Behaviour Inventory—General as a predictor of “trait” driver stress. Females and males did not differentiate on state stress or any behavior category. Aggr. Behav. 25:409–423, 1999. © 1999 Wiley‐Liss, Inc.  相似文献   
22.
    
The main objectives in the present study were to examine meaningful irrelevant speech and road traffic noise effects on episodic and semantic memory, and to evaluate whether gender differences in memory performance interact with noise. A total of 96 subjects, aged 13-14 years (n = 16 boys and 16 girls in each of three groups), were randomly assigned to a silent or two noise conditions. Noise effects found were restricted to impairments from meaningful irrelevant speech on recognition and cued recall of a text in episodic memory and of word comprehension in semantic memory. The obtained noise effect suggests that the meaning of the speech were processed semantically by the pupils, which reduced their ability to comprehend a text that also involved processing of meaning. Meaningful irrelevant speech was also assumed to cause a poorer access to the knowledge base in semantic memory. Girls outperformed boys in episodic and semantic memory materials, but these differences did not interact with noise.  相似文献   
23.
Humor appreciation for captioned cartoons was studied as a function of cartoon category and eight predictor variables: complexity, difficulty, fit, depth, visual humor, artwork, vulgarity, and originality. Preference and funniness proved to be virtually identical as criterion variables and were combined as appreciation for further analysis. A nonmetric factor analysis of appreciation ratings yielded four dimensions: (a) Sexual, (b) Incongruity, (c) Social Issues, and (d) Marriage-Family. Sexual and Marriage-Family were the most appreciated categories, Social Issues the least appreciated. Fit and originality were the only predictor variables with significant relationships to appreciation independent of the category effect. Cartoons judged to have the most originality and the best fit between drawing and caption were most appreciated. The results suggest that the kinds of cognitive processes involved in cartoon-humor appreciation are very similar to those involved in environmental preference.  相似文献   
24.
驾驶员情绪状态研究   总被引:3,自引:0,他引:3  
朱国锋  何存道 《心理科学》2003,26(3):438-440
采用驾驶员情绪状态量表(DPOMS),对265名客车驾驶员的情绪状态进行了问卷调查。结果表明:(1)年龄对驾驶员的疲劳状态有显著影响,对其余各种情绪状态没有显著影响;(2)女驾驶员的紧张精绪显著高于男驾驶员,积极情绪(精力)显著于低于男驾驶员;(3)出租汽车驾驶员的愤怒、疲劳、紧张等消极精绪显著高于公交大客车驾驶员,积极情绪(精力)显著低于公交大客车驾驶员;(4)事故组驾驶员的愤怒、疲劳、紧张、慌乱等消极情绪显著高于安全组驾驶员,积极情绪(精力)显著低于安全组驾驶员。  相似文献   
25.
卡车驾驶员的夜间视力研究   总被引:3,自引:0,他引:3  
运用YJS—II型夜间视觉检查仪对238名男性卡车驾驶员的暗适应时间和夜间视力进行了测试。结果表明:卡车驾驶员暗适应时间的95%上限值为59.67秒;卡车驾驶员暗适应时间和夜间视力的年龄阈值为40岁;事故组与安全组卡车驾驶员暗适应时间存在显著差异(P<0.05),事故组卡车驾驶员的暗适应时间较长,表明卡车驾驶员的暗适应能力差是引起夜间交通事故的重要因素。研究结果为驾驶员的选拔,安全教育以及制订预防夜间交通事放对策提供一定的理论依据。  相似文献   
26.
Tachograph recorders were installed in 224 vehicles of a metropolitan police department to monitor vehicle operation in an attempt to reduce the rate of accidents. Police sergeants reviewed each tachograph chart and provided feedback to officers regarding their driving performance. Reliability checks and additional feedback procedures were implemented so that upper level supervisors monitored and controlled the performance of field sergeants. The tachograph intervention and components of the feedback system nearly eliminated personal injury accidents and sharply reduced accidents caused by officer negligence. A cost-benefit analysis revealed that the savings in vehicle repair and injury claims outweighed the equipment and operating costs.  相似文献   
27.
We assessed the effects of posted feedback and warning ticket programs on speeding and accidents in two cities. In Experiment 1, speeding feedback signs were effective even when 10 were used in Dartmouth, Nova Scotia, and reductions in speeding were associated with reductions in accidents. The effectiveness of the signs was correlated with the number of intersections and residences within 0.5 km beyond them, and the signs had no effect on untreated streets. In Experiment 2, posted feedback and a warning program reduced speeding and accidents on 14 streets in Haifa, Israel.  相似文献   
28.
In the near future, conditionally automated vehicles (CAVs; SAE Level 3) will travel alongside manual drivers (≤ SAE level 2) in mixed traffic on the highway. It is yet unclear how manual drivers will react to these vehicles beyond first contact when they interact repeatedly with multiple CAVs on longer highway sections or even during entire highway trips. In a driving simulator study, we investigated the subjective experience and behavioral reactions of N = 51 manual drivers aged 22 to 74 years (M = 41.5 years, SD = 18.1, 22 female) to driving in mixed traffic in repeated interactions with first-generation Level 3 vehicles on four highway sections (each 35 km long), each of which included three typical speed limits (80 km/h, 100 km/h, 130 km/h) on German highways. Moreover, the highway sections differed regarding the penetration rate of CAVs in mixed traffic (within-subjects factor; 0%, 25%, 50%, 75%). The drivers were assigned to one of three experimental groups, in which the CAVs differed regarding their external marking, (1) status eHMI, (2) no eHMI, and (3) a control group without information about the mixed traffic. After each highway section, drivers rated perceived safety, comfort, and perceived efficiency. Drivers were also asked to estimate the penetration rate of CAVs on the previous highway section. In addition, we analyzed drivers’ average speed and their minimum time headways to lead vehicles for each speed zone (80 km/h, 100 km/h, 130 km/h) as well as the percentage of safety critical interactions with lead vehicles (< 1 s time headway). Results showed that manual drivers experienced driving in mixed traffic, on average, as more uncomfortable, less safe and less efficient than driving in manual traffic, but not as dangerous. A status eHMI helps manual drivers identify CAVs in mixed traffic, but the eHMI had no effect on manual drivers’ subjective ratings or driving behavior. Starting at a level of 25% Level 3 vehicles in mixed traffic, participants' average speed decreased significantly. At the same time, the percentage of safety critical interactions with lead vehicles increased with an increasing penetration rate of CAVs. Accordingly, additional measures may be necessary in order to at least keep the existing safety level of driving on the highway.  相似文献   
29.
    
When road users predict the future movement of an approaching vehicle at an intersection, they need to consider not only the physical environment but also the predicted behavioral intention of the approaching driver. In the present experiments, we asked participants to imagine how a vehicle would approach in a natural traffic environment. In Experiment 1, participants estimated the time‐to‐contact with an approaching vehicle as longer when they were physically vulnerable. In Experiment 2, we confirmed that differences in participants’ eye height did not explain the findings of Experiment 1. In Experiment 3, we asked participants to indicate the last possible moment at which they could cross an intersection in front of an approaching vehicle. Participants left a shorter safety margin when they were more physically vulnerable than the approaching vehicle. The results indicate that road users’ perceived vulnerability is a cue for them to trust the approaching driver's intention to decelerate. This viewpoint is important for interventions to prevent unrealistic trust that an approaching vehicle will avoid an accident and subsequent trust‐based behaviors.  相似文献   
30.
Recent and upcoming advances in vehicle automation are likely to change the role of the driver from one of actively controlling a vehicle to one of monitoring the behaviour of an assistant system and the traffic environment. A growing body of literature suggests that one possible side effect of an increase in the degree of vehicle automation is the tendency of drivers to become more heavily involved in secondary tasks while the vehicle is in motion. However, these studies have mainly been conducted in strictly controlled research environments, such as driving simulators and test tracks, and have mainly involved either low levels of automation (i.e., automation of longitudinal control by Adaptive Cruise Control (ACC)) or Highly automated driving (i.e., automation of both longitudinal and lateral control without the need for continuous monitoring). This study aims to replicate these effects during an on-road experiment in everyday traffic and to extend previous findings to an intermediate level of automation, in which both longitudinal and lateral control are automated but the driver must still monitor the traffic environment continuously (so-called Partial automation). N = 32 participants of different age groups and different levels of familiarity with ACC drove in rush-hour traffic on a highway segment. They were assisted by ACC, ACC with steering assistance (ACC+SA), or not at all. The results show that while subjective and objective driving safety were not influenced by the degree of automation, drivers who were already familiar with ACC increased the frequency of interactions with an in-vehicle secondary task in both assisted drives. However, participants generally rated performing the secondary task as less effortful when being assisted, regardless of the automation level (ACC vs. ACC+SA). The results of this on-road experiment thus validate previous findings from more-controlled research environments and extend them to Partially automated driving.  相似文献   
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