Driving behaviours and fitness to drive have been assessed using different tools over time: standardized neuropsychological, on-road and driving simulation testing. Nowadays, the great variability of topics related to driving simulation has elicited a high number of reviews. The present work aims to perform a scientometric analysis on driving simulation reviews and to propose a selective review of reviews focusing on critical issues related to validity and fidelity. A scientometric analysis of driving (...) simulation reviews published from 1988 to 2019 was conducted. Bibliographic data from 298 reviews were extracted from Scopus and WoS. Performance analysis was conducted to investigate most prolific Countries, Journals, Institutes and Authors. A cluster analysis on authors’ keywords was performed to identify relevant associations between different research topics. Based on reviews extracted from cluster analysis, a selective review of reviews was conducted to answer questions regarding validity, fidelity and critical issues. USA and Germany are the first two Countries for number of driving simulation reviews. USA is the leading Country with 5 Institutes in the top-ten. Top Authors wrote from 3 to 7 reviews each and belong to Institutes located in North America and Europe. Cluster analysis identified three clusters and eight keywords. The selective review of reviews showed a substantial agreement for supporting validity of driving simulation with respect to neuropsychological and on-road testing, while for fidelity with respect to real-world driving experience a blurred representation emerged. The most relevant critical issues were the a) lack of a common set of standards, b) phenomenon of simulation sickness, c) need for psychometric properties, lack of studies investigating d) predictive validity with respect to collision rates and e) ecological validity. Driving simulation represent a cross-cutting topic in scientific literature on driving, and there are several evidences for considering it as a valid alternative to neuropsychological and on-road testing. Further research efforts could be aimed at establishing a consensus statement for protocols assessing fitness to drive, in order to a) use standardized systems, b) compare systematically driving simulators with regard to their validity and fidelity, and c) employ shared criteria for conducting studies in a given sub-topic. (shrink)

Driving simulators are becoming increasingly common in driver training and assessment. Since virtual reality is generally regarded as an appropriate environment for measuring risk behavior, simulators are also used to assess hazard perception, which is considered to be one of the most important skills for safe driving. Simulators, which offer challenges that are indeed comparable to driving in real traffic, but at a very low risk of physical injury, have the potential to complement theoretical and practical driver (...) trainings and tests. Although configurations and fidelity differ considerably between driving simulators, studies comparing the impact of their distinct features on driving performance and test validity remain rare. In this context, prior research demonstrated that a wider field of view led to earlier speed adjustments in response to potential hazards—especially for experienced drivers. The wider field of view was assumed to cause the drivers to be more present in the virtual world, which in turn provoked more natural scanning of the road and therefore, earlier hazard detection in experienced drivers. Research on spatial presence in other contexts support this assumption. The present experiment investigated whether this effect could be enhanced by an even more immersive presentation technique for driving simulation: a head-mounted display. Moreover, we studied the interplay between display mode, sense of presence and simulation sickness. Eighty experienced and less experienced drivers completed six simulation-based hazard perception scenarios, which were displayed either via a triple-monitor set-up or an HMD. Results indicate that the experienced drivers showed very similar driving and risk behavior as the inexperienced drivers in both experimental conditions. However, there were significant differences between the two display conditions. The use of an HMD resulted in a clearer and more abrupt speed reduction, more virtual presence, and a higher degree of simulation sickness. However, the interrelation between these three variables could not be conclusively clarified in the present study and thus represents a research aim that could be addressed in future studies. (shrink)

Until recently, philosophers debating the rationality of time-biases have supposed that people exhibit a first-person hedonic bias toward the future, but that their non-hedonic and third-person preferences are time-neutral. Recent empirical work, however, suggests that our preferences are more nuanced. First, there is evidence that our third-person preferences exhibit time-neutrality only when the individual with respect to whom we have preferences—the preference target—is a random stranger about whom we know nothing; given access to some information about the preference target, third-person (...) preferences mirror first-person preferences. As a result, the simulation hypothesis has been proposed, according to which third-person preferences will mirror first-person preferences when we can simulate the mental states of the preference target. Second, there is evidence that we prefer negative hedonic events to be in our past (we are first-person negatively hedonically future-biased) only when we view future events as fixed and in no way under our control. By contrast, when we perceive it to be within our power to mitigate the badness of future events, we are first-person negatively hedonically past-biased. This is the mitigation hypothesis. We distinguish two versions of the mitigation hypothesis, the squirrelling version and the heuristic version. We ran a study which tested the simulation hypothesis, and which aimed to determine whether the squirrelling or the heuristic version of the mitigation hypothesis enjoys more empirical support. We found support for the heuristic version of the hypothesis, but no support for the squirrelling version. (shrink)

When humans are required to perform two or more tasks concurrently, their performance declines as the tasks get closer together in time. Here, we investigated the mechanisms of this cognitive performance decline using a dual-task paradigm in a simulated driving environment, and using drift-diffusion modeling, examined if the two tasks are processed in a serial or a parallel manner. Participants performed a lane change task, along with an image discrimination task. We systematically varied the time difference between the onset (...) of the two tasks and measured its effect on the amount of dual-task interference. Results showed that the reaction times of the two tasks in the dual-task condition were higher than those in the single-task condition. SOA influenced the RTs of both tasks when they were presented second and the RTs of the image discrimination task when it was presented first. Results of drift-diffusion modeling indicated that dual-task performance affects both the rate of evidence accumulation and the delays outside the evidence accumulation period. These results suggest that a hybrid model containing features of both parallel and serial processing best accounts for the results. Next, manipulating the predictability of the order of the two tasks, we showed that in unpredictable conditions, the order of the response to the two tasks changes, causing attenuation in the effect of SOA. Together, our findings suggest higher-level executive functions are involved in managing the resources and controlling the processing of the tasks during dual-task performance in naturalistic settings. (shrink)

Recent simulations by Scanlon et al. showed seemingly spectacular results for the Waymo self-driving vehicle in simulations of real accident situations. In this paper, it is argued that the selection criteria for accident situations must be modified in accordance with the relevant policy alternatives. While Scanlon et al. compare Waymo with old human-driven vehicles, it is argued here that the relevant policy question is whether we ought to use self-driven vehicles or human-driven vehicles in the future, which means that (...) we need to consider whether other technological solutions, which are available but not broadly used in human-driven vehicles, could result in human-driven vehicles managing to avoid the same accidents. In this article, a proposal for a new standard of selection criteria is made. (shrink)

With the rapid development of sensor technology for automated driving applications, the fusion, analysis, and application of multimodal data have become the main focus of different scenarios, especially in the development of mobile edge computing technology that provides more efficient algorithms for realizing the various application scenarios. In the present paper, the vehicle status and operation data were acquired by vehicle-borne and roadside units of electronic registration identification of motor vehicles. In addition, a motion model and an identification system (...) for the single-vehicle lane-change process were established by mobile edge computing and self-organizing feature mapping. Two scenarios were modeled and tested: lane change with no vehicles in the target lane and lane change with vehicles in the target lane. It was found that the proposed method successfully identified the stochastic parameters in the process of driving trajectory simulation, and the standard deviation between simulation and the measured results obeyed a normal distribution. The proposed methods can provide significant practical information for improving the data processing efficiency in automated driving applications, for solving single-vehicle lane-change applications, and for promoting the formation of a closed loop from sensing to service. (shrink)

This paper discusses critically what simulation models of the evolution of cooperation can possibly prove by examining Axelrod’s “Evolution of Cooperation” (1984) and the modeling tradition it has inspired. Hardly any of the many simulation models in this tradition have been applicable empirically. Axelrod’s role model suggested a research design that seemingly allowed to draw general conclusions from simulation models even if the mechanisms that drive the simulation could not be identified empirically. But this research design (...) was fundamentally flawed. At best such simulations can claim to prove logical possibilities, i.e. they prove that certain phenomena are possible as the consequence of the modeling assumptions built into the simulation, but not that they are possible or can be expected to occur in reality. I suggest several requirements under which proofs of logical possibilities can nevertheless be considered useful. Sadly, most Axelrod-style simulations do not meet these requirements. It would be better not to use this kind of simulations at all. (shrink)

This paper discusses critically what simulation models of the evolution ofcooperation can possibly prove by examining Axelrod’s “Evolution of Cooperation” and the modeling tradition it has inspired. Hardly any of the many simulation models of the evolution of cooperation in this tradition have been applicable empirically. Axelrod’s role model suggested a research design that seemingly allowed to draw general conclusions from simulation models even if the mechanisms that drive the simulation could not be identified empirically. But (...) this research design was fundamentally flawed, because it is not possible to draw general empirical conclusions from theoretical simulations. At best such simulations can claim to prove logical possibilities, i.e. they prove that certain phenomena are possible as the consequence of the modeling assumptions built into the simulation, but not that they are possible or can be expected to occur in reality I suggest several requirements under which proofs of logical possibilities can nevertheless be considered useful. Sadly, most Axelrod-style simulations do not meet these requirements. I contrast this with Schelling’s neighborhood segregation model, thecore mechanism of which can be retraced empirically. (shrink)

PurposeWe conducted a driving simulator study to investigate the effects of monitoring intersection cross traffic on gaze behaviors and responses to pedestrians by drivers with hemianopic field loss.MethodsSixteen HFL and sixteen normal vision participants completed two drives in an urban environment. At 30 intersections, a pedestrian ran across the road when the participant entered the intersection, requiring a braking response to avoid a collision. Intersections with these pedestrian events had either no cross traffic, one approaching car from the side (...) opposite the pedestrian location, or two approaching cars, one from each side at the same time.ResultsOverall, HFL drivers made more of cross-traffic on both the blind and seeing sides. They made more numerous and larger gaze scans when they fixated cars on both sides and had lower rates of unsafe responses to blind- but not seeing-side pedestrians. They were more likely to demonstrate compensatory blind-side fixation behaviors when there was no car on the seeing side. Fixation behaviors and unsafe response rates were most similar to those of NV drivers when cars were fixated on both sides.ConclusionFor HFL participants, making more scans, larger scans and safer responses to pedestrians crossing from the blind side were associated with looking at cross traffic from both directions. Thus, cross traffic might serve as a reminder to scan and provide a reference point to guide blind-side scanning of drivers with HFL. Proactively checking for cross-traffic cars from both sides could be an important safety practice for drivers with HFL. (shrink)

In this paper we investigate intergroup conflict and examine the impact of strategies to manage and hopefully reduce it. To do this, we use a probabilistic computer simulation model, based on feedback principles. The model examines how conflict between two groups evolves over time. Group differences and the occurrence of intergroup incidents drive the model. Intergroup hostility which depends on past history, recent conflict incidents, and group differences is the key variable that indicates the proclivity toward conflict between the (...) two groups. We use the model to examine various cases and the effect of conflict management strategies. Based on the model results, we develop some conclusions about the applicability of the findings to actual situations, as well as directions for further research. (shrink)

Learning to drive is a significant event for the transition to adulthood and delay or avoidance may have social, practical, and psychological implications. For those with Developmental Coordination Disorder, driving presents a considerable challenge, and the literature shows that there are differences in driving ability between individuals with and without DCD. The aim of the current research is to further our understanding of the mechanisms underlying the driving experiences of individuals with DCD. Nineteen participants with DCD and (...) 36 controls aged 18–57 years took part in this study. Participants completed standardized tests, questionnaires and a driving simulation task designed to measure speed, road positioning, and rate of change of steering in three conditions with increasing perceptual complexity. Results indicate that behaviors for all participants changed as the perceptual demands of the task increased. However, drivers with DCD were more affected than all other groups, driving more slowly, and driving further to the right. These findings illustrate how the impact of both internal and external constraints negatively affect the success of the driving task for individuals with DCD compared to their TD peers. (shrink)

: Autonomous driving systems promise important changes for future of transport, primarily through the reduction of road accidents. However, ethical concerns, in particular, two central issues, will be key to their successful development. First, situations of risk that involve inevitable harm to passengers and/or bystanders, in which some individuals must be sacrificed for the benefit of others. Secondly, and identification responsible parties and liabilities in the event of an accident. Our work addresses the first of these ethical problems. We (...) are interested in investigating how humans respond to critical situations and what reactions they consider to be morally right or at least preferable to others. Our experimental approach relies on the trolley dilemma and knowledge gained from previous research on this. More specifically, our main purpose was to test the difference between what human drivers actually decide to do in an emergency situations whilst driving a realistic simulator and the moral choices they make when they pause to consider what they would do in the same situation and to better understand why these choices may differs. Keywords: Self-driving Cars; Trolley Problem; Moral Choices; Moral Responsibility; Virtual Reality Dilemmi morali nelle automobili a guida autonoma Riassunto: I sistemi di guida autonomi promettono importanti cambiamenti per il futuro dei trasporti, principalmente attraverso la riduzione degli incidenti stradali. Tuttavia, vi sono preoccupazioni etiche, in particolare due questioni centrali, fondamentali per il loro sviluppo. In primo luogo, le situazioni di rischio che comportano inevitabili danni ai passeggeri e/o ai pedoni, ovvero situazioni in cui alcune persone devono essere sacrificate a beneficio di altri. In secondo luogo, l’identificazione delle parti responsabili in caso di incidente. Il nostro lavoro affronta il primo di questi problemi etici. Siamo interessati a studiare come gli umani rispondono a situazioni critiche e quali reazioni considerano moralmente giuste o almeno preferibili. Il nostro approccio sperimentale si basa sul trolley problem e sulle conoscenze acquisite da precedenti ricerche su questo ambito. Più specificamente, il nostro scopo principale è quello di testare la differenza tra ciò che i conducenti umani decidono effettivamente di fare in una situazione di emergenza, mentre guidano un simulatore realistico, e le scelte morali che compiono se posti nella stessa situazione e hanno la possibilità di decidere senza limiti di tempo. Lo scopo è inoltre comprendere come e perché queste scelte possono differire. Parole chiave: Automobili a guida autonoma; Trolley problem; Scelte morali; Responsabilità morale, Realtà virtuale. (shrink)

PurposeTo evaluate the relationship between intraocular straylight perception and: (i) contrast sensitivity (CS), (ii) halo size, and (iii) hazard recognition distance, in the presence and absence of glare.Subjects and methodsParticipants were 15 (5 female) ophthalmologically healthy adults, aged 54.6–80.6 (median: 67.2) years. Intraocular straylight (log s) was measured using a straylight meter (C-Quant; Oculus GmbH, Wetzlar, Germany). CS with glare was measured clinically using the Optovist I device (Vistec Inc., Olching, Germany) and also within a driving simulator using Landolt (...) Cs. These were presented under both static or dynamic viewing conditions, and either with or without glare. Hazard detection distance was measured for simulated obstacles of varying contrast. For this, the participant was required to maintain a speed of 60 km/h within a custom-built nighttime driving simulator. Glare was simulated by LED arrays, moved by cable robots to mimic an oncoming car’s headlights. Halo size (“halometry”) was measured by moving Landolt Cs outward originating from the center of a static glare source. The outcome measure from “halometry” was the radius of the halo (angular extent, in degrees visual angle).ResultsThe correlation between intraocular straylight perception, log s, and hazard recognition distance under glare was poor for the low contrast obstacles (leading/subdominant eye: r = 0.27/r = 0.34). Conversely, log CS measured with glare strongly predicted hazard recognition distances under glare. This was true both when log CS was measured using a clinical device (Optovist I: r = 0.93) and within the driving simulator, under static (r = 0.69) and dynamic (r = 0.61) conditions, and also with “halometry” (r = 0.70). Glare reduced log CS and hazard recognition distance for almost all visual function parameters.ConclusionIntraocular straylight was a poor predictor of visual function and driving performance within this experiment. Conversely, CS was a strong predictor of both hazard recognition and halo extent. The presence of glare and motion lead to a degradation of CS in a driving simulator. Future studies are necessary to evaluate the effectiveness of all above-mentioned vision-related parameters for predicting fitness to drive under real-life conditions. (shrink)

This article aims to study the simulation and design of automobile automatic clutch under mechatronics. A new control strategy for the automatic clutch of the electromagnetic transmission is proposed. The clutch mechanism model, clutch drive model, clutch system model, and internal combustion engine model are constructed. The fuzzy logic control performance of the automatic clutch was verified in different operating modes, including starting on flat roads and mountain roads. The method provides a reasonable reference for the design of an (...) automatic clutch of electromagnetic continuously variable transmission. (shrink)

Simulation – imagining future events – plays a role in decision-making. In Conviction Narrative Theory, people's emotional responses to their simulations inform their choices. Yet imagining one possible future also increases its plausibility and accessibility relative to other futures. We propose that the act of simulation, in addition to affective evaluation, drives people to choose in accordance with their simulations.

We attribute psychological states and intentional actions to others. We also predict such states and actions and explain them. I attribute to Fred the belief that that mountain in the distance is the Schneeberg as well as the thought that it would be pleasant to climb it. I predict that later in the week when there is some free time Fred will form the intention to climb the mountain that very afternoon. And when one morning later in the week Fred (...) says, "Let"s drive to Puchberg [at the foot of the Schneeberg] this afternoon,� I have no problem explaining what is up: Fred has Schneeberg plans. Further, we often do this spontaneously, effortlessly, and, in the majority of cases, successfully. (shrink)

Spatiotemporal regulation of the biochemical information is often linked to supramolecular organizations proteins and nucleic acids, the driving forces of which have yet to be elucidated. Although the critical role of multivalency in phase transition has been recognized, the organization principles of higher-order structures need to be understood. Here, we present a fuzzy mathematical framework to handle the heterogeneity of interactions patterns and the resultant multiplicity of conformational states in protein assemblies. In this model, redundant binding motifs can establish (...) simultaneous and partial interactions with multiple targets. We demonstrate that these multivalent, weak contacts facilitate polymer formation, while recapitulating the observed valency-dependence. In addition, the impact of linker dynamics and motif binding affinity, as well as the interplay between the two effects was studied. Our results support that fuzziness is a critical factor in driving higher-order protein organizations, and this could be used as a general framework to simulate different kinds of supramolecular assemblies. (shrink)

The effect of recent experience on current behavior has been studied extensively in simple laboratory tasks. We explore the nature of sequential effects in the more naturalistic setting of automobile driving. Driving is a safety-critical task in which delayed response times may have severe consequences. Using a realistic driving simulator, we find significant sequential effects in pedal-press response times that depend on the history of recent stimuli and responses. Response times are slowed up to 100 ms in (...) particular cases, a delay that has dangerous practical consequences. Further, we observe a significant number of history-related pedal misapplications, which have recently been noted as a cause for concern in the automotive safety community. By anticipating these consequences of sequential context, driver assistance systems could mitigate the effects of performance degradations and thus critically improve driver safety. (shrink)

The first brief description is given of a project aimed at searching for the neural correlates of consciousness through computer simulation. The underlying model is based on the known circuitry of the mammalian nervous system, the neuronal groups of which are approximated as binary composite units. The simulated nervous system includes just two senses - hearing and touch - and it drives a set of muscles that serve vocalisation, feeding and bladder control. These functions were chosen because of their (...) relevance to the earliest stages of human life, and the simulation has been given the name CyberChild. The system's pain receptors respond to a sufficiently low milk level in the stomach, if there is simultaneously a low level of blood sugar, and also to a full bladder and an unchanged diaper. It is believed that it may be possible to infer the presence of consciousness in the simulation through observations of CyberChild's behaviour, and from the monitoring of its ability to ontogenetically acquire novel reflexes. The author has suggested that this ability is the crucial evolutionary advantage of possessing consciousness. The project is still in its very early stages, and although no suggestion of consciousness has yet emerged, there appears to be no fundamental reason why consciousness could not ultimately develop and be observed. (shrink)

Car driving is supported by perceptual, cognitive, and motor skills trained through continuous daily practice. One of the skills that characterize experienced drivers is to detect changes in the driving environment and then flexibly switch their driving modes in response to the changes. Previous functional neuroimaging studies on motor control investigated the mechanisms underlying behaviors adaptive to changes in control properties or parameters of experimental devices such as a computer mouse or a joystick. The switching of multiple (...) internal models mainly engages adaptive behaviors and underlies the interplay between the cerebellum and frontoparietal network regions as the neural process. However, it remains unclear whether the neural mechanisms identified in previous motor control studies also underlie practical driving behaviors. In the current study, we measure functional magnetic resonance imaging activities while participants control a realistic driving simulator inside the MRI scanner. Here, the accelerator sensitivity of a virtual car is abruptly changed, requiring participants to respond to this change flexibly to maintain stable driving. We first compare brain activities before and after the sensitivity change. As a result, sensorimotor areas, including the left cerebellum, increase their activities after the sensitivity change. Moreover, after the change, activity significantly increases in the inferior parietal lobe and dorsolateral prefrontal cortex, parts of the FPN regions. By contrast, the posterior cingulate cortex, a part of the default mode network, deactivates after the sensitivity change. Our results suggest that the neural bases found in previous experimental studies can serve as the foundation of adaptive driving behaviors. At the same time, this study also highlights the unique contribution of non-motor regions to addressing the high cognitive demands of driving. (shrink)

Human performance in natural environments is deeply impressive, and still much beyond current AI. Experimental techniques, such as eye tracking, may be useful to understand the cognitive basis of this performance, and “the human advantage.” Driving is domain where these techniques may deployed, in tasks ranging from rigorously controlled laboratory settings through high-fidelity simulations to naturalistic experiments in the wild. This research has revealed robust patterns that can be reliably identified and replicated in the field and reproduced in the (...) lab. The purpose of this review is to cover the basics of what is known about these gaze behaviors, and some of their implications for understanding visually guided steering. The phenomena reviewed will be of interest to those working on any domain where visual guidance and control with similar task demands is involved. The paper is intended to be accessible to the non-specialist, without oversimplifying the complexity of real-world visual behavior. The literature reviewed will provide an information base useful for researchers working on oculomotor behaviors and physiology in the lab who wish to extend their research into more naturalistic locomotor tasks, or researchers in more applied fields who wish to bring aspects of the real-world ecology under experimental scrutiny. Part of a Research Topic on Gaze Strategies in Closed Self-paced tasks, this aspect of the driving task is discussed. It is in particular emphasized why it is important to carefully separate the visual strategies driving from visual behaviors relevant to other forms of driver behavior. There is always a balance to strike between ecological complexity and experimental control. One way to reconcile these demands is to look for natural, real-world tasks and behavior that are rich enough to be interesting yet sufficiently constrained and well-understood to be replicated in simulators and the lab. This ecological approach to driving as a model behavior and the way the connection between “lab” and “real world” can be spanned in this research is of interest to anyone keen to develop more ecologically representative designs for studying human gaze behavior. (shrink)

BackgroundIn Sweden, individuals with visual field loss have their driving license withdrawn. The literature clearly indicates that individuals with VFL are unsafe drivers on a group level. However, many drivers with VFL can be safe on an individual level. The literature also suggests that self-perception, beliefs, and insights of one’s own capabilities are related to driving performance. This study had three aims: To investigate self-perceived driving capability ratings for individuals with VFL; to compare these ratings between groups (...) with different medical conditions associated with VFL ; and to relate the self-perception ratings to actual driving performance in an advanced driving simulator.MethodsParticipants comprised 723 individuals whose driver’s license had been withdrawn because of VFL and 92 normally sighted elderly individuals. All participants completed a background survey, rated difficulties with different traffic situations, rated their strengths and weaknesses as drivers, and rated aspects that were important for causing traffic accidents. Of the VFL group participants, 264 also completed a simulator-based driving test that they knew could lead to renewal of their driving license. VFL participants and normally sighted was at the same age when they completed the simulator driving test.ResultsOverall, individuals with VFL rated their capabilities as high on all instruments and scales used, even higher than the elderly normally sighted control group. The only VFL etiology group that rated lower than other groups was the diabetes group. Safety orientation and internal control orientation values were best at discriminating between VFL participants in terms of self-perception of driving performance. Participants categorized as “high” in terms of safety skills and internal control were more modest in their ratings. Finally, participants who passed the simulated driving test did not differ from those who failed, in any of the self-perception measures.ConclusionSelf-perception ratings among individuals with VFL were higher than those of normally sighted elderly individuals. Self-assessed skills did not predict driving performance. Groups with different VFL etiologies rated similarly. Self-ratings of driving abilities cannot be used to assess actual driving performance. Actual driving tests are necessary to discriminate between safe and unsafe drivers with VFL. (shrink)

Distracted attention is considered responsible for most car accidents, and many functional magnetic resonance imaging researchers have addressed its neural correlates using a car-driving simulator. Previous studies, however, have not directly addressed safe driving performance and did not place pedestrians in the simulator environment. In this fMRI study, we simulated a pedestrian-rich environment to explore the neural correlates of three types of safe driving performance: accurate lane-keeping during driving, the braking response to a preceding car, and (...) the braking response to a crossing pedestrian. Activation of the bilateral frontoparietal control network predicted high driving accuracy. On the other hand, activation of the left posterior and right anterior superior temporal sulci preceding a sudden pedestrian crossing predicted a slow braking response. The results suggest the involvement of different cognitive processes in different components of driving safety: the facilitatory effect of maintained attention on driving accuracy and the distracting effect of social–cognitive processes on the braking response to pedestrians. (shrink)

Three experiments investigating children's understanding of inference as a source of knowledge and beliefs were used to determine whether children use a theory in understanding the mind. A child watched while a sweet was placed in a box whereas a doll was merely given a message about which sweet had been transferred. Children were asked to judge whether the doll knew the colour of the sweet in the box and what colour the do6 would think the sweet was. The main (...) finding was that children tended to say the doll would hold a false belief about the colour of the sweet whenever the doll had not looked in the box. This result is easily reconciled with the theory view as a drive for coherence within the different aspects (knowledge and belier predictions) of the child's theory of mind. The result is contrary to the simulation view because children were generally good at‘inputting’or taking account of the relevant information (i.e. the doll's knowledge of the sweets’colours and the message to the doll), because children assessed their own beliefs quite differently from the doll's beliefs, and because contrary to the default assumptions set out by Harris (1991) children found it easier to assign a false belief to the doll than to assign a true belief. (shrink)

Risky decision-making is highly influenced by emotions and can lead to fatal consequences. Attempts to reduce risk-taking include the use of mindfulness-based interventions, which have shown promising results for both emotion regulation and risk-taking. However, it is still unclear whether improved emotion regulation is the mechanism responsible for reduced risk-taking. In the present study, we explore the effect of a 5-week MBI on risky driving in a group of repeat traffic offenders by comparing them with non-repeat offenders and repeat (...) offenders without training. We evaluated the driving behavior of the participants through a driving simulation, and self-reported emotion regulation, both before and after the intervention. At baseline, poor emotion regulation was related to a more unstable driving behavior, and speeding. The group that received mindfulness training showed improved performance during risky driving situations and had fewer accidents, although their overall driving behavior remained largely unchanged. The observed trend toward improved emotion regulation was not significant. We discuss whether other effects of MBI – such as self-regulation of attention – could underlie the observed reduction in risky driving in the initial stages. Nonetheless, our findings still confirm the close relationship between emotion regulation skills and risky driving. (shrink)

In real life, behavior is influenced by dynamically changing contextual factors and is rarely limited to simple tasks and binary choices. For a meaningful interpretation of brain dynamics underlying more natural cognitive processing in active humans, ecologically valid test scenarios are essential. To understand whether brain dynamics in restricted artificial lab settings reflect the neural activity in complex natural environments, we systematically tested the auditory event-related P300 in both settings. We developed an integrative approach comprising an initial P300-study in a (...) highly controlled laboratory set-up and a subsequent validation within a realistic driving scenario. Using a simulated dialog with a speech-based input system, increased P300 amplitudes reflected processing of infrequent and incorrect auditory feedback events in both the laboratory setting and the real world setup. Environmental noise and movement-related activity in the car driving scenario led to higher data rejection rates but revealed comparable theta and alpha frequency band pattern. Our results demonstrate the possibility to investigate cognitive functions like context updating in highly adverse driving scenarios and encourage the consideration of more realistic task settings in prospective brain imaging approaches. (shrink)