车辆驾驶心理负荷测量工具的测评与发展:一个现场研究的尝试

测量言语交流对驾驶的影响进而探讨现实可行的驾驶心理负荷测量方法。采用客观驾驶难度（Objective Driving Difficulty，ODD）作为一种新的测量驾驶心理负荷的指标，测量司机在各种难度的路段上，一边完成驾驶任务一边完成言语交流任务时的心理负荷变化，其中，ODD=每分钟的刹车次数＋log2车速。7名出租汽车司机参与本实验，记录其言语任务的成绩、每分钟车速与刹车次数、对各路段难度的主观评价以及对完成各种任务时的心理负荷的主观评价（NASA-TLX）。结果显示，ODD与主观驾驶难度评价显著相关（r=0．609），也与NASA-TLX显著相关（r=0．345），ODD可以动态地反映心理负荷的变化，也可以反映出不同的交流任务对驾驶负荷的影响。因此ODD是用于现场实时、准确地测量驾驶心理负荷的行之有效的指标。     

心理负荷测量方法的现状与发展趋势

文章综述了心理负荷常用的测量方法,即主观测量法、双任务测量法与生理测量法,比较了各种方法的优势与局限性;同时介绍了心理负荷测量的最新进展,即综合指标体系的运用与纵向测量;最后,对未来该领域的研究作出思考和展望。     

人-机器人协作任务中人体生理心理负荷资源评估理论框架构建研究

随着科技的发展，多种机械装置正在实现机器人化，如何评定人机交互过程中的作业负荷成为众多学者研究的焦点。本研究旨在探究人-机器人在共同完成生产任务时人体生理心理负荷的资源变化，构建了一个理论框架用以评估人机交互过程中的作业负荷，设计了包装和计算任务，模拟不同生理心理负荷水平的作业，以验证各个指标在不同负荷任务之间是否存在显著性差异。结果表明，根据该模型选取的评估指标可以有效区分和预测不同作业任务下的生理心理负荷，验证了该模型的有效性。本文的研究方法和结论可为人-机器人交互过程中的生理心理负荷资源评估提供借鉴，为生产系统中的作业任务分配、作业者作业健康与安全提供理论支撑。     

空中交通管制工作中的人为因素研究

俗话说“金无足赤、人无完人”本文从空中交通管制方面的主观和客观方面进行分析，并对航空的三个案例进行分析，最后从如何杜绝空管安全的人为因素方面进行探讨，说明并强调了人在空中交通管制方面的重要性。     

美术教师如何培养学生的自信心

自信，就是自己相信自己。心理学家认为自信是人对自己态度的性格特征，属自我评价范畴，表现为在接受和承担任务时，能够迅速、正确估计主观条件（自己能力）和客观条件（任务的困难），并作为“接受和承担”和“不接受不承担”的决定。     

心理负荷对驾驶员刺激检测的影响

复杂的道路交通状况以及智能车机交互系统会增加驾驶员的心理负荷，降低其对刺激的检测绩效，从而增加驾驶安全风险、导致事故发生。本文从负荷理论出发，综述了心理负荷对于驾驶员刺激检测的影响，以及其它因素的调节作用。(1)不同类型的心理负荷会对驾驶条件下刺激检测造成一定影响。一方面，不管在单通道还是跨通道条件下，高知觉负荷都会降低驾驶任务中的刺激检测绩效，主要通过影响驾驶员注意选择发生的阶段。另一方面，认知负荷也会影响驾驶员的刺激检测，主要通过影响驾驶员内源性注意的执行控制能力从而决定驾驶员对于刺激检测的次序。(2)心理负荷对驾驶员刺激检测的影响还会受到驾驶员年龄差异、对刺激检测的反应方式以及特殊刺激等其它因素的调控。未来可从心理负荷机制的角度研究各因素对驾驶员刺激检测产生的影响，以及各因素之间可能存在的交互作用。     

算法还是专家？任务类型对人机信任和价值感知的影响

目的 探究在人机交互过程中,任务类型对个体对算法和人类专家的认知信任及价值感知的影响。方法 运用单因素两水平（主观任务和客观任务）的被试间实验设计,采用行为决策研究中的滴定法范式定量评估对算法的相对价值感知,并通过问卷测量个体对算法和人类专家的认知信任。结果 在主观任务中,个体对人类专家在信心、准确率和价值感知方面都显著高于算法;但在客观任务中,个体对算法和人类专家的信心及价值感知并无显著差异,仅在准确率这一维度上,算法高于人类专家;此外,个体在进行客观任务时对算法的价值感知高于在进行主观任务时的价值感知。结论 任务类型对人机信任和价值感知有重要影响,个体在主观任务下表现出了“算法拒绝”。     

基于感知的城市开放空间声环境评价指标研究

文章从人群主观感知角度出发，针对人口、交通密集型城市开放空间声环境质量评价进行研究，以期从大量的物理、心理声学特征中提取出“有效特征参量”，拓展现有声环境评价指标。该研究基于对上海市开放空间复合混杂的整体声环境特征分析以及实验室主观评价实验，构建了“特征参量”-“主观满意度”样本集，进而提出双重相关系数评估方法，定量评估17种物理、心理声学特征参量间的内在相互影响，以及它们对人群声主观感知的影响，筛选出适应于城市整体声环境主观评价的“有效特征参量”：等效连续A声级LA、噪声中值与环境本底值的差值L50-L90以及尖锐度S，其中，LA是影响声环境主观满意度的决定性因子，它与满意度Sat的负相关性达到88%,L50-L90对Sat的负相关性为25%,S与满意度Sat的正相关程度为33%。进一步，基于它们与满意度Sat的相关系数，计算出3个“有效特征参量”影响“主观满意度”权重系数：0.6,0.17以及0.23。     

关注“十二五”期间印刷工业的发展趋势和面临的任务

根据当前印刷工业的发展趋势和面临的任务，“十二五”期间，印刷机械行业要重点在以下几个方面进行突破。     

基于VTS测试的NASA-TLX量表主观疲劳评价的有效性研究

本文研究NASA-TLX(National Aeronautics and Space Administration-Task Load Index,美国国家宇航局任务负荷指数)量表对VTS(Vienna Psychological Test System)测试产生的主观疲劳感进行评估的有效性和适用性。实验选取上海地铁驾驶员样本完成VTS测试模块,数据分析结果表明:(1)用NASA-TLX量表作为测量手段来评估VTS测试任务产生的心理负荷,结果表现出良好的信度和效度水平;(2)NASA-TLX量表的心理和体力需求维度与VTS测试中反应力和注意力绩效之间表现出显著相关性,证明量表具有的可靠准则关联效度,并可以一定程度上定性地对绩效表现做出预测判断。本文研究结果可为NASA-TLX量表的多样化应用和驾驶疲劳研究提供参考。     

心率变异性在手控交会对接操作脑力负荷评价中的应用

目的研究心率变异性指标用于脑力负荷评价的可行性,并对其在手控交会对接脑力负荷评价中的应用进行分析讨论。方法实验研究以手控交会对接操作为主任务,使用心率变异性来表征脑力负荷水平的变化。对8名志愿者进行了两个阶段共6轮的训练,每轮训练由10个共包含了高、中、低难度水平的操作单元组成。通过比较志愿者在两个阶段的关键绩效指标和心率变异性指标,分析心率变异性指标用于脑力负荷评价的有效性。结果在不同的操作难度、训练程度和操作阶段之间,部分心率变异性指标表现出了较强的敏感性,随着训练程度和操作阶段的变化,其敏感性强度也存在一定的差异。结论实验结果表明心率变异性指标可以用于脑力负荷评价,随着训练程度的提高,脑力负荷水平逐渐降低;随着单次操作过程中由前到后的变化,脑力负荷水平逐渐降低。     

Monitoring drivers’ mental workload in driving simulators using physiological measures

Many traffic accidents are caused by, or at least related to, inadequate mental workload, when it is either too low (vigilance) or too high (stress). Creating variations in mental workload and accident-prone driving for research purposes is difficult in the real world. In driving simulators the measurement of driver mental workload is relatively easily conducted by means of physiological measures, although good research skills are required and it is time-consuming. The fact that modern driving simulator environments are laboratory-equivalent nowadays allows full control with respect to environmental conditions, scenarios and stimuli, and enables physiological measurement of parameters of mental workload such as heart rate and brain activity. Several examples are presented to illustrate the potential of modern high-standard driving simulator environments regarding the monitoring of drivers’ mental workload during task performance.     

Consideration of several mental workload categories: perspectives for elaboration of new ergonomic recommendations concerning shiftwork

In this article, a reflection is presented concerning consideration of several mental workloads in ergonomics to describe work situation. For that, results of three experiments are recalled and put into perspective to understand relationships between mental workload and performance, and between different measures of mental workload. A integrative model IWA for individual – mental workload – activity is presented to explain interactions between task parameters, individual characteristics and contextual characteristics showing relevance to consider all the elements of a work situation to can estimate the more correctly possible mental workload supported by operator. Then, discussion on relevance of mental workload measures permits to highlight the lack of exhaustive measures of different components of mental workload. Finally, methodological propositions with a diagnostic or prognostic approach are presented in order to consider all elements described in model IWA.     

Theoretical issues in physical ergonomics

There is a seemingly perennial debate in the literature about the relative merits of using a secondary task as a measure of spare attentional capacity. One of the main drawbacks is that it could adversely affect the primary task, or other measures of mental workload. The present experiment therefore addressed an important methodological issue for the dual-task experimental approach–that of secondary task interference. The current experiment recorded data in both single- and dual-task scenarios to ascertain the level of secondary task interference in the Southampton Driving Simulator. The results indicated that a spatial secondary task did not have a detrimental effect on driving performance, although it consistently inflated subjective mental workload ratings. However, the latter effect was so consistent across all conditions that it was not considered to pose a problem. General issues of experimental design, as well as wider implications of the findings for multiple resources theory, are discussed.     

Speed choice and mental workload of elderly cyclists on e-bikes in simple and complex traffic situations: A field experiment

To study the speed choice and mental workload of elderly cyclists on electrical assisted bicycles (e-bikes) in simple and complex traffic situations compared to these on conventional bicycles, a field experiment was conducted using two instrumented bicycles. These bicycles were identical except for the electric pedal support system. Two groups were compared: elderly cyclists (65 years of age and older) and a reference group of cyclists in middle adulthood (between 30 and 45 years of age). Participants rode a fixed route with a length of approximately 3.5 km on both bicycles in counterbalanced order. The route consisted of secluded bicycle paths and roads in a residential area where cyclist have to share the road with motorized traffic. The straight sections on secluded bicycle paths were classified as simple traffic situations and the intersections in the residential area where participants had to turn left, as complex traffic situations. Speed and mental workload were measured. For the assessment of mental workload the peripheral detection task (PDT) was applied. In simple traffic situations the elderly cyclists rode an average 3.6 km/h faster on the e-bike than on the conventional bicycle. However, in complex traffic situations they rode an average only 1.7 km/h faster on the e-bike than on the conventional bicycle. Except for the fact that the cyclists in middle adulthood rode an average approximately 2.6 km/h faster on both bicycle types and in both traffic conditions, their speed patterns were very similar. The speed of the elderly cyclists on an e-bike was approximately the speed of the cyclists in middle adulthood on a conventional bicycle. For the elderly cyclist and the cyclists in middle adulthood, mental workload did not differ between bicycle type. For both groups, the mental workload was higher in complex traffic situations than in simple traffic situations. Mental workload of the elderly cyclists was somewhat higher than the mental workload of the cyclists in middle adulthood. The relatively high speed of the elderly cyclists on e-bikes in complex traffic situations and their relatively high mental workload in these situations may increase the accident risk of elderly cyclist when they ride on an e-bike.     

The effects of on-street parking and road environment visual complexity on travel speed and reaction time

On-street parking is associated with elevated crash risk. It is not known how drivers’ mental workload and behaviour in the presence of on-street parking contributes to, or fails to reduce, this increased crash risk. On-street parking tends to co-exist with visually complex streetscapes that may affect workload and crash risk in their own right. The present paper reports results from a driving simulator study examining the effects of on-street parking and road environment visual complexity on driver behaviour and surrogate measures of crash risk. Twenty-nine participants drove a simulated urban commercial and arterial route. Compared to sections with no parking bays or empty parking bays, in the presence of occupied parking bays drivers lowered their speed and shifted their lateral position towards roadway centre to compensate for the higher mental workload they reported experiencing. However, this compensation was not sufficient to reduce drivers’ reaction time on a safety-relevant peripheral detection task or to an unexpected pedestrian hazard. Compared to the urban road environments, the less visually complex arterial road environment was associated with speeds that were closer to the posted limit, lower speed variability and lower workload ratings. These results support theoretical positions that proffer workload as a mediating variable of speed choice. However, drivers in this study did not modify their speed sufficiently to maintain safe hazard response times in complex environments with on-street parking. This inadequate speed compensation is likely to affect real world crash risk.     

Investigating users’ mental representation of likelihood alarm systems with different thresholds

This study investigated effects of threshold setting in likelihood alarm systems (LASs) on safety, performance and participants’ mental representation of LASs. Three LASs were compared under two workload conditions. LASs had the same lower (first) threshold separating non-alerts from warnings but differed with regard to their higher (second) threshold dividing warnings from alarms. Behaviour, performance and trust were assessed. Participants of all three conditions responded to almost every alarm but only to parts of the warnings. Threshold setting affected safety, as the most liberal second threshold led to the highest joint human–machine sensitivity. Increasing workload decreased concurrent task performance. A negative correlation of trust in warnings and response rates to warnings reflected reliance and implies a mental representation of graduation of non-alerts. Results suggest that LAS threshold setting allows a precise guidance of users’ behaviour and show the importance of knowledge regarding users’ mental representation for the design of LASs.     

基于脑力负荷的通航飞机座舱显示界面测评研究

在飞行过程中,飞行员需从座舱显示界面获取和处理很多视觉信息，大量的视觉信息会使飞行员脑力负荷过高，从而易导致飞行事故。为降低飞行员在飞行过程中的脑力负荷和提高飞行的安全性，需判断通航飞机座舱显示界面对飞行员脑力负荷的影响，并为通航飞机座舱显示界面优化设计提供依据。以塞斯纳172SP飞机为例，综合应用主观评价法、绩效评估法和生理测量法，对五边飞行过程中飞行员的脑力负荷进行评估。综合主观评分、飞行绩效、脑电（Electroencephalogram, EEG）指标、眼动指标的分析结果，得出了五边飞行不同飞行阶段的脑力负荷大小排序。采用眼动追踪技术对不同飞行阶段飞行员所关注的界面信息进行定位，确定飞机座舱显示界面上对脑力负荷影响较大的注视热区。结果显示飞行员在平飞阶段的脑力负荷较低，降落阶段的脑力负荷较高；显示界面侧滑指示器对脑力负荷的影响最大。综上可知结合脑力负荷测量和眼动指标可以有效地评价通航飞机座舱显示界面的性能。     

Driver workload during differing driving maneuvers

Motorcycle-automobile accidents occur predominantly when the car driver turns left across the motorcyclist's right-of-way. Efforts to decrease this specific collision configuration, through an increase in motorcycle conspicuity, have concentrated on the physical characteristics of the motorcycle and its rider. The work reported here examines the behavior of car drivers during different driving sequences, in particular during left-turn maneuvers. An experiment is reported that used simultaneous video-taping of the driver and the forward-looking scene. Subjects followed a preset on-road course and were observed for head movements to determine the possibility of structural interference eye-blink frequency, probe-response time, and probe response error, as measures of cognitive or mental workload. In addition, the subjects completed two major subjective workload evaluations as reflections of effort directed to different components of the driving task. Results indicated that there were significant increases in head movements and mental workload during turn sequences compared to straight driving. This result of higher driver workload may be responsible for increasing the potential for detection failure. Such a propensity is also fostered by the higher structural interference that may be expected during turns. Failures to observe during turning sequences have differing outcomes depending on the presence of opposing traffic, as during the left turn, compared with the absence of such opposition, as occurs in the right turn. Also, the less conspicuous the oncoming vehicle in the left turn scenario, the higher the probability of detection failure. At the present time the least conspicuous powered vehicle is the motorcycle.     

Commentary

Mental workload measurement has been an important issue in human factors/ergonomics efforts over the last half century. Recent advances in technological capabilities, analytical techniques and the increasing availability of equipment for non-invasive, real-time assessment of human brain function have led to revolutionary advances in mental workload measurement. Research from several laboratories brought together in this special issue document the feasibility and potential application of these advances for enhancing human performance and safety in a variety of work and leisure environments. Measures of brain function have several advantages over alternative measurement techniques, so long as they are used appropriately and their limitations are understood. These advantages include increased sensitivity to both transient and continuous fluctuations in mental demand without the need to introduce an additional task as well as the ability to discern the relative contributions of various brain mechanisms as a result of task dynamics. Neurophysiological measures offer several advantages and, used in conjunction with behavioural indices, are providing converging and, in some cases, diverging evidence that enable the refinement of theoretical models of longstanding historical significance to the field of ergonomics.