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International audience; Continuous evolution of HMIs is necessary to keep operators in an optimal situation. In this context, we consider mental representations (MR) mobilized by operators as key elements for decisionmaking. Capturing and analysing these representations is not easy with existing tools. We propose a specific method (i.e. "MERIA" for Mental Representation Impact Analysis). Our case study focuses on a group of first officer (Airbus A320) in a dynamic situation with high time pressure. We are interested in cases where the HMI generates MRs that are inconsistent with the situation, resulting in a discrepancy between the prescribed activity and the actual activity. The goal is to identify the link between erroneous MR and the interface that created them. Our modelling structure allows us to create this link and place it in a proper temporal context. We observe that the constitution of the MR is different from one subject to another. However, invariants in the appearance of some erroneous MR make it possible to attribute the causality to an interface element well-defined in space and time. Thus, this analysis allows us to offer recommendations for HMI design to improve decision making. Our results show that the improvement does not lie in a drastic modification of the interfaces. Rather is allows a synchronization of the data coming from the cockpit with the pilot's MR of those data. Introduction We only observed the co-pilot activity. They intervene in a dynamic, uncertain, risky situation and they must make multiple decisions under the pressure of real time to achieve their performance objectives (Graziani et al., 2016). In the context of the cockpit of an Airbus A320, our objective is to determine which interfaces allow the co-pilot to build a good mental representation of the situation and which ones do not. In complex environments, HMIs and co-pilot cognitive activities can be evaluated in multiple ways. The methodologies we are interested in are those that aim to jointly evaluate the efficiency of the interface and it's use by the operator. There are various categories of methods (Stanton

International audience; The management of cognitive resources are central in the case of a decision-making process by pilots. We undertake a study involving Airbus 400M pilots and allowing to understand these mechanisms and to propose recommendations for the design of a tool to assist in the management of their cognitive resources. We find that in the most critical cases and under strong temporal pressure, the maintenance of control of the situation corresponds to a survival type behavior which alone can allow a return to the metarules (back to basics). Our display management proposal allows the pilot to maintain control of the situation regardless of his capabilities. It allows a phase of stabilization by a reduction of the stress, then a phase of "soft" recovery of the control and the management of the mission on larger spatiotemporal dimensions. Three modes of entry in the HMI are envisaged: spontaneous, proposed and on demand.; La gestion des ressources cognitives est centrale dans le cas d'un processus décisionnel des pilotes. Nous entreprenons une étude impliquant des pilotes d'Airbus 400M et permettant de comprendre ces mécanismes et de proposer des recommandations pour la conception d'un outil d'aide à la gestion de leurs ressources cognitives. On constate que dans les cas les plus critiques et sous forte pression temporelle, le maintien de la maîtrise de la situation correspond à un comportement de type survie qui seul peut permettre un retour aux métarules (retour aux fondamentaux). Notre proposition de gestion de l'affichage permet au pilote de garder le contrôle de la situation quelles que soient ses capacités. Il permet une phase de stabilisation par une réduction de la contrainte, puis une phase de récupération "douce" du contrôle et la gestion de la mission sur de plus grandes dimensions spatio-temporelles.

International audience

International audience

A Brain-Computer Interface (BCI) is a system that enablescommunication and control that is not based on muscular movements, but onbrain activity. Some of these systems are based on discrimination of differentmental tasks; usually they match the number of mental tasks to the numberof control commands. Previous research at the University of Málaga (UMABCI) have proposed a BCI system to freely control an external device, lettingthe subjects choose among several navigation commands using only oneactive mental task (versus any other mental activity). Although thenavigation paradigm proposed in this system has been proved useful forcontinuous movements, if the user wants to move medium or large distances,he/she needs to keep the effort of the MI task in order to keep the command.In this way, the aim of this work was to test a navigation paradigm based onthe brain-switch mode for ‘forward’ command. In this mode, the subjectsused the mental task to switch their state on /off: they stopped if they weremoving forward and vice versa. Initially, twelve healthy and untrainedsubjects participated in this study, but due to a lack of control in previoussession, only four subjects participated in the experiment, in which they hadto control a virtual robot using two paradigms: one based on continuousmode and another based on switch mode. Preliminary results show that bothparadigms can be used to navigate through virtual environments, althoughwith the first one the times needed to complete a path were notably lower., Une interface cerveau-ordinateur (BCI) est un système qui permet une communication et un contrôle qui ne sont pas basés sur les mouvements musculaires, mais sur l'activité cérébrale. Certains de ces systèmes sont basés sur la discrimination de différentes tâches mentales; ils font généralement correspondre le nombre de tâches mentales au nombre de commandes de contrôle. Des recherches antérieures à l'Université de Malaga (UMA-BCI) ont proposé un système BCI pour contrôler librement un appareil externe, permettant aux sujets de choisir parmi plusieurs commandes de navigation en utilisant une seule tâche mentale active (par rapport à toute autre activité mentale). Bien que le paradigme de navigation proposé dans ce système se soit avéré utile pour les mouvements continus, si l'utilisateur veut se déplacer sur des distances moyennes ou grandes, il doit garder l'effort de la tâche MI afin de garder la commande. De cette façon, le but de ce travail était de tester un paradigme de navigation basé sur le mode brain-switch pour la commande "forward". Dans ce mode, les sujets utilisaient la tâche mentale pour allumer / éteindre leur état: ils s'arrêtaient s'ils avançaient et vice versa. Initialement, douze sujets sains et non formés ont participé à cette étude, mais en raison d'un manque de contrôle lors de la session précédente, seuls quatre sujets ont participé à l'expérience, dans laquelle ils devaient contrôler un robot virtuel en utilisant deux paradigmes: l'un basé sur le mode continu et un autre basé sur le mode de commutation. Les résultats préliminaires montrent que les deux paradigmes peuvent être utilisés pour naviguer à travers des environnements virtuels, bien qu'avec le premier les temps nécessaires pour terminer un chemin soient nettement inférieurs. les sujets utilisaient la tâche mentale pour allumer / éteindre leur état: ils s'arrêtaient s'ils avançaient et vice versa. Initialement, douze sujets sains et non formés ont participé à cette étude, mais en raison d'un manque de contrôle lors de la session précédente, seuls quatre sujets ont participé à l'expérience, dans laquelle ils devaient contrôler un robot virtuel en utilisant deux paradigmes: l'un basé sur le mode continu et un autre basé sur le mode de commutation. Les résultats préliminaires montrent que les deux paradigmes peuvent être utilisés pour naviguer à travers des environnements virtuels, bien qu'avec le premier les temps nécessaires pour terminer un chemin soient nettement inférieurs. les sujets utilisaient la tâche mentale pour allumer / éteindre leur état: ils s'arrêtaient s'ils avançaient et vice versa. Initialement, douze sujets sains et non formés ont participé à cette étude, mais en raison d'un manque de contrôle lors de la session précédente, seuls quatre sujets ont participé à l'expérience, dans laquelle ils devaient contrôler un robot virtuel en utilisant deux paradigmes: l'un basé sur le mode continu et un autre basé sur le mode de commutation. Les résultats préliminaires montrent que les deux paradigmes peuvent être utilisés pour naviguer à travers des environnements virtuels, bien qu'avec le premier les temps nécessaires pour terminer un chemin soient nettement inférieurs. dans lequel ils devaient contrôler un robot virtuel en utilisant deux paradigmes: l'un basé sur le mode continu et l'autre basé sur le mode de commutation. Les résultats préliminaires montrent que les deux paradigmes peuvent être utilisés pour naviguer à travers des environnements virtuels, bien qu'avec le premier les temps nécessaires pour terminer un chemin soient nettement inférieurs. dans lequel ils devaient contrôler un robot virtuel en utilisant deux paradigmes: l'un basé sur le mode continu et l'autre basé sur le mode de commutation. Les résultats préliminaires montrent que les deux paradigmes peuvent être utilisés pour naviguer à travers des environnements virtuels, bien qu'avec le premier les temps nécessaires pour terminer un chemin soient nettement inférieurs.

A Brain-Computer Interface (BCI) is a system that enables communication and control that is not based on muscular movements, but on brain activity. Some of these systems are based on discrimination of different mental tasks; usually they match the number of mental tasks to the number of control commands. Previous research at the University of Málaga (UMA-BCI) have proposed a BCI system to freely control an external device, letting the subjects choose among several navigation commands using only one active mental task (versus any other mental activity). Although the navigation paradigm proposed in this system has been proved useful for continuous movements, if the user wants to move medium or large distances, he/she needs to keep the effort of the MI task in order to keep the command. In this way, the aim of this work was to test a navigation paradigm based on the brain-switch mode for ‘forward’ command. In this mode, the subjects used the mental task to switch their state on /off: they stopped if they were moving forward and vice versa. Initially, twelve healthy and untrained subjects participated in this study, but due to a lack of control in previous session, only four subjects participated in the experiment, in which they had to control a virtual robot using two paradigms: one based on continuous mode and another based on switch mode. Preliminary results show that both paradigms can be used to navigate through virtual environments, although with the first one the times needed to complete a path were notably lower. Universidad de Málaga. Campus de Excelencia Internacional Andalucía Tech.

International audience

International audience

International audience

11 European laboratories worked together to study the influence of a lot of parameters of the measurement of light vehicle emission factors on vehicle bench, in order to improve the accuracy, reliability and representativeness of emission factors: driving patterns (driving cycles, gear choice behaviour, driver and cycle following), vehicle related parameters (technical characteristics of the vehicle, emission stability, emission degradation, fuel properties, vehicle cooling and preconditioning), vehicle sampling (method, sample size), and laboratory related parameters (ambient temperature and humidity, dynamometer setting, dilution ratio, heated line sampling temperature, PM filter preconditioning, response time, dilution air). The results are based on literature synthesis, on about 2700 specific tests with 183 vehicles and on the reprocessing of more than 900 tests. These tests concern the regulated atmospheric pollutants and pre-Euro to Euro 4 vehicles. We did not find any influence of 7 parameters, and find only a qualitative influence for 7 other parameters. 6 parameters have a clear and quantifiable influence and 5 among them allow us to design correction factors to normalise emission measurements: gearshift strategy, vehicle mileage, ambient temperature and humidity, dilution ratio. The sixth influencing parameter is the driving cycle, sometimes more significant than the fuel or the emission standard. Finally the European driving behaviour can be reduced to 15 reference test patterns. The results allow us to design recommendations or guidelines for the emission factor measurement method. A set of 3 real-world driving cycles, the so-called Artemis cycles, is designed to be representative of the European driving behaviour. 3 emission models are designed, accurate at best for any driving behaviour: one based on the instantaneous speed (after an emission signal inverse modelling), one according to the distribution of the instantaneous speed and acceleration, and a third according to seven dynamic related parameters.

Chantier qualité GA; International audience; The mule duck, an interspecific hybrid obtained by crossing common duck (Anas platyrhynchos) females with Muscovy (Cairina moschata) drakes, is widely used for fatty liver production. The purpose of the present study was to detect and map single and pleiotropic QTL that segregate in the common duck species, and influence the expression of traits in their overfed mule duck offspring. To this end, we generated a common duck backcross (BC) population by crossing Kaiya and heavy Pekin experimental lines, which differ notably in regard to the BW and overfeeding ability of their mule progeny. The BC females were mated to Muscovy drakes and, on average, 4 male mule ducks hatched per BC female (1600 in total) and were measured for growth, metabolism during growth and the overfeeding period, overfeeding ability, and the quality of their breast meat and fatty liver. The phenotypic value of BC females was estimated for each trait by assigning to each female the mean value of the phenotypes of her offspring. Estimations allowed for variance, which depended on the number of male offspring per BC and the heritability of the trait considered. The genetic map used for QTL detection consisted of 91 microsatellite markers aggregated into 16 linkage groups (LG) covering a total of 778 cM. Twenty-two QTL were found to be significant at the 1% chromosome-wide threshold level using the single-trait detection option of the QTLMap software. Most of the QTL detected were related to the quality of breast meat and fatty liver: QTL for meat pH 20 min post mortem were mapped to LG4 (at the 1% genome-wide significance level), and QTL for meat lipid content and cooking losses were mapped to LG2a. The QTL related to fatty liver weight and liver protein and lipid content were for the most part detected on LG2c and LG9. Multitrait analysis highlighted the pleiotropic effects of QTL in these chromosome regions. Apart from the strong QTL for plasma triglyceride content at the end of the overfeeding period mapped to chromosome Z using single-trait analysis, all metabolic trait QTL were detected with the multitrait approach: the QTL mapped to LG14 and LG21 affected the plasma cholesterol and triglyceride contents, whereas the QTL mapped to LG2a seemed to impact glycemia and the basal plasma corticosterone content. A greater density genetic map will be needed to further fine map the QTL.

PurposeIn France, an application decree from February 2002 enumerates a series of operational indicators that companies must offer, including a number of accounting and financial items. The information expected notably includes working time organisation, gender equality, health and safety, disability policies, subcontractor arrangements, water, raw material and energy consumption and biodiversity efforts. The present study aims to account for the diversity of the social and environmental information that companies supply by focusing on three stakeholder categories: suppliers; customers; and employees. It also seeks to highlight possible variations among different sectors of activity; influence of three pillars of sustainability (economic, social and environmental); timeframe (short‐term, long‐term, analytical); and type of discourse (situational or action variables).Design/methodology/approachBased on 40 French companies as a qualitative approach, the purpose of the present communication is to offer a discussion of the structuring modes applied to the information found in sustainability reports targeting stakeholders for all the companies belonging to the CAC 40 index.FindingsMobilizing a structural contents analysis, its findings identify differentiated communications practices among the 40 companies in question. The study also unveils the existence of shorter‐term approaches to sustainability action, contrasting to more long‐term and/or analytical orientations. Finally, the reports in question all emphasized sustainability's “economic” dimension, with its “social” dimension being considered secondary and its “environmental” dimension coming last. This inquiry demonstrates that, in the French context, there is a far cry from corporate social responsibility (CSR) dimension and sustainable development (SD) vision.Originality/valueThe paper provides an in‐depth method to analyze CSR and SD reports through its structural discourse.

International audience

EU ARTEMIS project focused on the assessment and reliability of transport emission models and inventory system, and the sub-task 322 entailed measurements of unregulated pollutants from passenger cars. As the result of this work a database of unregulated exhaust pollutants was developed, providing a unique and extensive set of data to study and define emission factors for several non-regulated pollutants. Based on the current knowledge on the atmospheric pollutants from mobile sources, and taking into account limitations of Artemis data on unregulated pollutants, the following "Priority Toxics" were selected for determination of emission factors: benzene, 1,3-butadiene, ethylbenzene, toluene, xylenes, n-hexane, formaldehyde, acetaldehyde, acrolein, benzo[a]pyrene and sum of six most carcinogenic PAHs from the combined "semivolatile+ particulate" phase. For major part of unregulated pollutants, the emissions level decreased step by step, when advancing from pre-Euro-1 cars towards Euro-4 emission class cars. In some cases, like 1,3-butadiene emission, emissions were close to zero with cars from Euro-1 to Euro-4 emission class. Generally, emissions of individual hydrocarbons from diesel cars were at lower level than those from petrol fuelled cars, whereas aldehyde emissions on the other way around.

Ten European laboratories worked together to study the influence of a lot of parameters of the measurement of light vehicle emission factors on vehicle bench, in order to improve the accuracy, reliability and representativeness of emission factors: driving patterns (driving cycles, gear choice behaviour, driver and cycle following), vehicle related parameters (technical characteristics of the vehicle, emission stability, emission degradation, fuel properties, vehicle cooling and preconditioning), vehicle sampling (method, sample size), and laboratory related parameters (ambient temperature and humidity, dynamometer setting, dilution ratio, heated line sampling temperature, PM filter preconditioning, response time, dilution air). The results are based on literature synthesis, on about 2700 specific tests with 183 vehicles and on the reprocessing of more than 900 tests. These tests concern the regulated atmospheric pollutants and pre-Euro to Euro 4 vehicles. We did not find any influence of 7 parameters, and find only a qualitative influence for 7 other parameters. 6 parameters have a clear and quantifiable influence and 5 among them allow us to design correction factors to normalise emission measurements: gearshift strategy, vehicle mileage, ambient temperature and humidity, dilution ratio. The sixth influencing parameter is the driving cycle, sometimes more significant than the fuel or the emission standard. The results allow us to design recommendations or guidelines for the emission factor measurement method.

After a survey among 39 European laboratories, data were obtained concerning 1 766 vehicles and 35 941 measurements (1 measurement corresponds to 1 vehicle, 1 cycle and 1 pollutant). Data were measured during standardised and representative cycles. The data received were analysed in order to model cold-start-related excess emissions (defined as the difference between cold and hot emissions, for a same cycle) for 4 regulated pollutants (CO, CO2, HC, NOx) and 116 unregulated pollutants as a function of various parameters: technology or emission standard, average speed, ambient temperature and travelled distance. In the second time, the model is wide from a single trip to a traffic of vehicles, characterized by the parameters traffic flow, overall traffic mean speed and environmental conditions. One uses for that of the statistical distributions, resulting from measurements, which relate the mean speed during the cold period to the overall traffic mean speed, the ambient temperature, and the distribution of mileage during the cold period according to the length of the trip, the cold start number per hour as well as the distribution of mileage after a given stop duration at a given hour. One obtains a simple model expressing a cold unit excess emission in g/km, function of mean speed, ambient temperature, hour and season. This model is provided for the current gasoline and diesel cars. The final model is included in the ARTEMIS emissions inventory model.