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Abstract In driving, poor hazard anticipation would provide drivers less time to prepare an appropriate response, increasing the urgency of the situation and generating more stress. Assuming this, the current study seeks to determine whether a predictable road hazard triggers hazard anticipation in drivers that can mitigate the ensuing stress response, and whether the stress response is influenced by driving experience. In a simulated road environment, a cue was used to trigger hazard anticipation, and a road hazard to induce a stress response. Heart rate, pupil diameter, driving speed, subjective stress, arousal, and negative emotions, were retrieved from 36 drivers who all faced the cue followed by the hazard (i.e. a predictable hazard), the cue only, and the hazard only. In the light of work on defensive behaviors, the findings indicate that a predictable hazard triggers hazard anticipation detectable via (1) freezing behavior—characterized by cardiac deceleration—(2) anticipatory pupil dilation and (3) anticipatory speed deceleration. The results also point to a beneficial role for hazard anticipation in reducing driver stress, as evidenced by reductions in peak heart rate levels, as well as in reported levels of stress and negative emotions. Finally, the findings showed an influence of driving experience on reported levels of stress. Overall, this study shows how previous work on defensive behaviors can be used to gain insight into the processes and driving behaviors involved in hazard anticipation and stress.

IntroductionThe objective of the present study was to test two Advanced Driving Assistance Systems (ADAS) designed to help older drivers to intercept a moving inter-vehicular space.MethodOlder and younger drivers were asked to intercept a moving inter-vehicular space within a train of vehicles in a driving simulator. Three ADAS conditions (No-ADAS, Head Down, Head Up) as well as five distinct speed regulation conditions were tested. Vehicle trajectory, gaze behavior and acceptance were analyzed.ResultsOur results reveal that the ADAS tested make it possible to perform the interception task but also to reduce the variability of the behavior produced. They also indicate that the location of the augmented information provided by the ADAS directly impacts the information-gathering strategy implemented. Finally, whereas younger divers reported mixed levels of ADAS acceptance, older drivers reported a good level of acceptance.DiscussionAll these results could be particularly useful with a view of designing ADAS for older drivers.

Abstract Most recent research highlights how a specific form of causal understanding, namely technical reasoning, may support the increasing complexity of tools and techniques developed by humans over generations, i.e., the cumulative technological culture (CTC). Thus, investigating the neurocognitive foundations of technical reasoning is essential to comprehend the emergence of CTC in our lineage. Whereas functional neuroimaging evidence started to highlight the critical role of the area PF of the left inferior parietal cortex (IPC) in technical reasoning, no studies explored the links between the structural characteristics of such a brain region and technical reasoning skills. Therefore, in this study, we assessed participants’ technical-reasoning performance by using two ad-hoc psycho-technical tests; then, we extracted from participants’ 3 T T1-weighted magnetic-resonance brain images the cortical thickness (i.e., a volume-related measure which is associated with cognitive performance as reflecting the size, density, and arrangement of cells in a brain region) of all the IPC regions for both hemispheres. We found that the cortical thickness of the left area PF predicts participants’ technical-reasoning performance. Crucially, we reported no correlations between technical reasoning and the other IPC regions, possibly suggesting the specificity of the left area PF in generating technical knowledge. We discuss these findings from an evolutionary perspective, by speculating about how the evolution of parietal lobes may have supported the emergence of technical reasoning in our lineage.

Forward collision warning systems (FCWSs) monitor the road ahead and warn drivers when the time to collision reaches a certain threshold. Using a driving simulator, this study compared the effects of FCWSs between novice drivers (unlicensed drivers) and experienced drivers (holding a driving license for at least four years) on near-collision events, as well as visual and driving behaviors. The experimental drives lasted about six hours spread over six consecutive weeks. Visual behaviors (e.g., mean number of fixations) and driving behaviors (e.g., braking reaction times) were collected during unprovoked near-collision events occurring during a car-following task, with (FCWS group) or without FCWS (No Automation group). FCWS presence reduced the number of near-collision events drastically and enhanced visual behaviors during those events. Unexpectedly, brake reaction times were observed to be significantly longer with FCWS, suggesting a cognitive cost associated with the warning process. Still, the FCWS showed a slight safety benefit for novice drivers attributed to the assistance provided for the situation analysis. Outside the warning events, FCWS presence also impacted car-following behaviors. Drivers took an extra safety margin, possibly to prevent incidental triggering of warnings. The data enlighten the nature of the cognitive processes associated with FCWSs. Altogether, the findings support the general efficiency of FCWSs observed through a massive reduction in the number of near-collision events and point toward the need for further investigations.

Abstract Active visual scanning of the scene is a key task-element in all forms of human locomotion. In the field of driving, steering (lateral control) and speed adjustments (longitudinal control) models are largely based on drivers’ visual inputs. Despite knowledge gained on gaze behaviour behind the wheel, our understanding of the sequential aspects of the gaze strategies that actively sample that input remains restricted. Here, we apply scan path analysis to investigate sequences of visual scanning in manual and highly automated simulated driving. Five stereotypical visual sequences were identified under manual driving: forward polling (i.e. far road explorations), guidance, backwards polling (i.e. near road explorations), scenery and speed monitoring scan paths. Previously undocumented backwards polling scan paths were the most frequent. Under highly automated driving backwards polling scan paths relative frequency decreased, guidance scan paths relative frequency increased, and automation supervision specific scan paths appeared. The results shed new light on the gaze patterns engaged while driving. Methodological and empirical questions for future studies are discussed.

Abstract Objectives In the context of growing interest in real‐time driver stress detection systems, we question the value of using heart rate change over short time periods to detect driver stress and hazard anticipation. Methods To this end, we explored changes in heart rate and speed as well as perceived stress in 27 drivers in a driving simulator. Driver stress was triggered by using hazardous road events, while hazard anticipation was manipulated using three levels of hazard predictability: unpredictable (U), predictable (P), and predictable and familiar (PF). Results The main results indicate that using heart rate change (1) is a good indicator for detecting driver stress in real time, (2) provides a cardiac signature of hazard anticipation, and (3) was affected by perceived stress groups. Further investigation is needed to validate the lack of relationship between increased anticipation/predictability and strengthened cardiac signature. Conclusions These results support the use of heart rate change as an indicator of real‐time driver stress and hazard anticipation.

Background: The link between driving performance impairment and driver stress is well-established. Identifying and understanding driver stress is therefore of major interest in terms of safety. Although many studies have examined various physiological measures to identify driver stress, none of these has as yet been definitively confirmed as offering definitive all-round validity in practice.Aims: Based on the data available in the literature, our main goal was to provide a quantitative assessment of the sensitivity of the physiological measures used to identify driver stress. The secondary goal was to assess the influence of individual factors (i.e., characteristics of the driver) and ambient factors (i.e., characteristics of the context) on driver stress. Age and gender were investigated as individual factors. Ambient factors were considered through the experimental apparatus (real-road vs. driving simulator), automation driving (manual driving vs. fully autonomous driving) and stressor exposure duration (short vs. long-term).Method: Nine meta-analyses were conducted to quantify the changes in each physiological measure during high-stress vs. low-stress driving. Meta-regressions and subgroup analyses were performed to assess the moderating effect of individual and ambient factors on driver stress.Results: Changes in stress responses suggest that several measures are sensitive to levels of driver stress, including heart rate, R-R intervals (RRI) and pupil diameter. No influence of individual and ambient factors was observed for heart rate.Applications and Perspective: These results provide an initial guide to researchers and practitioners when selecting physiological measures for quantifying driver stress. Based on the results, it is recommended that future research and practice use (i) multiple physiological measures, (ii) a triangulation-based methodology (combination of measurement modalities), and (iii) a multifactorial approach (analysis of the interaction of stressors and moderators).

This study explores whether performing a cognitive task without using a tool (i.e., preexisting non-tool-use experience) impacts subsequent tool-use performance. Sixty participants moved an avatar within a maze in four directions (up, down, left, right). The keys were remapped 90° anticlockwise (e.g., the right key → upward). Therefore, the participants had to learn the mental-rotation-based perceptual-motor transformation to complete the path as quickly as possible and with as few errors as possible. In Tool trials, a cognitive tool (i.e., an arrow symbol) helped the participants to find the correct key. In No Tool trials, they completed the task without the cognitive tool. The tool was introduced either early or late in the task. At the end of the task, all participants completed the task without the tool. Results indicated that preexisting non-tool-use experience improved subsequent tool-use efficiency (i.e., completion times). In addition, the early introduction of the tool induced an effectiveness bias (i.e., accuracy) that persisted even after the removal of the tool. By contrast, its late introduction favored the emergence of an efficiency bias that persisted even after the introduction of the tool. These findings provide new insights into the role of users' intrinsic cognitive skills in tool use.

Driving automation deeply modifies the role of the human operator behind the steering wheel. Trust is required for drivers to engage in such automation, and this trust also seems to be a determinant of drivers’ behaviors during automated drives. On the one hand, first experiences with automation, either positive or not, are essential for drivers to calibrate their level of trust. On the other hand, an automation that provides feedback about its own level of capability to handle a specific driving situation may also help drivers to calibrate their level of trust. The reported experiment was undertaken to examine how the combination of these two effects will impact the driver trust calibration process. Four groups of drivers were randomly created. Each experienced either an early (i.e., directly after the beginning of the drive) or a late (i.e., directly before the end of it) critical situation that was poorly handled by the automation. In addition, they experienced either a consistent continuous feedback (i.e., that always correctly informed them about the situation), or an inconsistent one (i.e., that sometimes indicated dangers when there were none) during an automated drive in a driving simulator. Results showed the early- and poorly-handled critical situation had an enduring negative effect on drivers’ trust development compared to drivers who did not experience it. While being correctly understood, inconsistent feedback did not have an effect on trust during properly managed situations. These results suggest that the performance of the automation has the most severe influence on trust, and the automation’s feedback does not necessarily have the ability to influence drivers’ trust calibration during automated driving.

Eyes and hand movements are known to be coordinated during a variety of tasks. While steering a vehicle, gaze was observed to be tightly linked with steering wheel angle changes over time, with the eyes leading the hands. In this experiment, participants were asked to drive a winding road composed of bends with systematically manipulated radii of curvature, under regular and automatic steering conditions. With automatic steering, the vehicle followed the road, but the steering wheel and participants hands did not move. Despite the absence of physical eye-hand coordination in that condition, the eye and [what the hands should have done] to produce the action on the steering wheel were found to be coordinated, as under regular steering. This result brings a convincing piece of evidence that eye movements do more than just guiding the hands. In addition, eye-hand coordination was also found to be intermittent, context and person-dependant.

Due to technological improvements, the vehicle of the future is expected to be autonomous. However, vehicle automation is a matter not only of technology but also of the human behind the wheel. Highly automated vehicles have an impact on drivers’ cognitive processes and these should be considered carefully before introducing automation. It is argued here that automation should not be implemented based solely on what is technologically possible. Instead, human-machine cooperation should be considered and automation adapted accordingly.

Over the evolution, humans have constantly developed and improved their technologies. This evolution began with the use of physical tools, those tools that increase our sensorimotor abilities (e.g., first stone tools, modern knives, hammers, pencils). Although we still use some of these tools, we also employ in daily life more sophisticated tools for which we do not systematically understand the underlying physical principles (e.g., computers, cars). Current research is also turned toward the development of brain–computer interfaces directly linking our brain activity to machines (i.e., symbiotic tools). The ultimate goal of research on this topic is to identify the key cognitive processes involved in these different modes of interaction. As a primary step to fulfill this goal, we offer a first attempt at a common framework, based on the idea that humans shape technologies, which also shape us in return. The framework proposed is organized into three levels, describing how we interact when using physical (Past), sophisticated (Present), and symbiotic (Future) technologies. Here we emphasize the role played by technical reasoning and practical reasoning, two key cognitive processes that could nevertheless be progressively suppressed by the proficient use of sophisticated and symbiotic tools. We hope that this framework will provide a common ground for researchers interested in the cognitive basis of human tool-use interactions, from paleoanthropology to neuroergonomics.

Current theories on the role of visuomotor coordination in driving agree that active sampling of the road by the driver informs the arm-motor system in charge of performing actions on the steering wheel. Still under debate, however, is the nature of visual cues and gaze strategies used by drivers. In particular, the tangent point hypothesis, which states that drivers look at a specific point on the inside edge line, has recently become the object of controversy. An alternative hypothesis proposes that drivers orient gaze toward the desired future path, which happens to be often situated in the vicinity of the tangent point. The present study contributed to this debate through the analyses of the distribution of gaze orientation with respect to the tangent point. The results revealed that drivers sampled the roadway in the close vicinity of the tangent point rather than the tangent point proper. This supports the idea that drivers look at the boundary of a safe trajectory envelop near the inside edge line. Furthermore, the study investigated for the first time the reciprocal influence of manual control on gaze control in the context of driving. This was achieved through the comparison of gaze behavior when drivers actively steered the vehicle or when steering was performed by an automatic controller. The results showed an increase in look-ahead fixations in the direction of the bend exit and a small but consistent reduction in the time spent looking in the area of the tangent point when steering was passive. This may be the consequence of a change in the balance between cognitive and sensorimotor anticipatory gaze strategies. It might also reflect bidirectional coordination control between the eye and arm-motor systems, which goes beyond the common assumption that the eyes lead the hands when driving.