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International audience; During automated driving (SAE Level 3), drivers can delegate control of the vehicle and monitoring of the road to an automated system. They may then devote themselves to tasks other than driving and gradually lose situational awareness (SA). This could res ult in difficulty in regaining control of the vehicle when the automated system requires it. In this simulator study, the level of SA was manipulated through the time spent performing a nondriving task (NDRT), which alternated with phases where the driver could monitor the driving scene, prior to a critical takeover request (TOR). The SA at the time of TOR, the visual behaviour after TOR, and the takeover quality were analysed. The results showed that monitoring the road just before the TOR allowed the development of limited perception of the driving situation, which only partially compensated for the lack of a consolidated mental model of the situation. The quality of the recovery, assessed through the number of collisions, was consistent with the level of development of SA. The analysis of visual behaviour showed that engagement in the non-driving task at the time of TOR induced a form of perseverance in consulting the interface where the task was displayed, to the detriment of checking the mirrors. These results underline the importance of helping the driver to restore good SA well in advance of a TOR.

The incorporation of empathic systems in everyday life draws a lot of attention from society. Specifically, the use of wearables to perform stress regulation is a growing field of research. Among techniques explored, the haptic emulation of lowered physiological signals has been suggested to be promising. However, some discrepancies remain in empirical research focusing on such biofeedback (BF) regarding their efficacy, and the mechanisms underlying the effects of these wearables remains unclear. Moreover, the influence of individual traits on the efficiency of BF has been marginally studied, while it has been shown that personality could impact both stress and its regulation. The aim of this study is to investigate the outcome of interactions with these technologies from a psycho-physiological standpoint, but also to explore whether personality may influence its efficiency when other interaction devices are present. Participants had to play a challenging game while a lowered haptic BF of their heart rate was induced on their wrist. Results showed variable efficiency of the wearable among the participants: a subjective relaxation was evident for the participants exhibiting the highest neurotic and extraverted traits score. Our results highlight the plurality of the modes of action of these techniques, depending on the individual and on the level of stress to regulate. This study also suggests that tailoring these regulation methods to individual characteristics, such as personality traits, is important to consider, and proposes perspectives regarding the investigation of stress and regulation systems embedded in wearables.

International audience

Driving anxiety can have deleterious effects not only on driving behavior, but also on life quality. The interaction between motor vehicle collision (MVC) experiences and driving anxiety has been studied from different standpoints. However, the comparison with other events triggering it has been scarcely considered.

Driving anxiety can have a significant impact on one’s quality of life, particularly for those who experience intense levels. However, to date there are limited data about the perceived impact of driving anxiety on occupational life, and driving anxiety remains under-researched in France. To address this gap, an online survey assessing self-reported driving anxiety, how it manifests and its links with some aspects of personal and occupational life was designed. The survey was administered in France to respondents who identified as experiencing driving anxiety. Responses were obtained from 304 people aged 18 years or older. In the sample, 32.2%, 44.7% and 23% respectively reported mild, moderate and extreme levels of driving anxiety. In the extremely anxious group, males were under-represented, whereas people aged 35–44 and unlicensed drivers were over-represented. People who were unemployed (excluding students and retired people), reported that their anxiety had been a barrier to getting a job and a high percentage of these respondents had also previously considered leaving a position because of their anxiety. Respondents also reported their anxiety had a negative impact on their perceived quality of life in general. People who categorised as extremely anxious reported a negative impact four times higher than those in the mildly anxious group. The results highlight for the first time the perceived impact of driving anxiety on daily and occupational life in a French population. Further, the results demonstrate the importance of distinguishing between moderately and extremely anxious drivers as the intensity level has differential impacts on personal and work life quality.

Mind-wandering (MW) has a negative impact on tasks requiring sustained and divided attention like driving. During MW, drivers experience perceptual decoupling. As driving is mainly a visual activity, it would seem to be appropriate to evaluate stages of visual information processing impaired during MW, using event-related potential techniques. The aim of the present study was to investigate how the level of attention devoted to driving impacted visual information processing and reaction time. The findings showed reductions in visual N1 and P3 amplitudes while driving and longer reaction times during periods of self-reported MW. This suggests that drivers can become detached from their environment by redirecting their attention to their personal thoughts and some of their cognitive resources may be consumed to feed internal trains of thought. In the future, investigating off-task characteristics might be useful in better understanding the impact of MW in car crashes.

Driver internal state, including emotion, can have negative impacts on road safety. Studies have shown that an anger state can provoke aggressive behavior and impair driving performance. Apart from driving, anger can also influence attentional processing and increase the benefits taken from auditory alerts. However, to our knowledge, no prior event-related potentials study assesses this impact on attention during simulated driving. Therefore, the aim of this study was to investigate the impact of anger on attentional processing and its consequences on driving performance. For this purpose, 33 participants completed a simulated driving scenario once in an anger state and once during a control session. Results indicated that anger impacted driving performance and attention, provoking an increase in lateral variations while reducing the amplitude of the visual N1 peak. The observed effects were discussed as a result of high arousal and mind-wandering associated with anger. This kind of physiological data may be used to monitor a driver's internal state and provide specific assistance corresponding to their current needs.; Impact de la colère sur les potentiels évoqués durant une tâche de conduite

This study aimed at investigating how driver's mental workload could be assessed during driving, using driving performance as well as electrophysiological and subjective data. Participants had to follow a lead vehicle at a safe and constant distance and to deal with two particular driving events (overtaking and pedestrian occurrence) within two sessions (baseline and experimental) on a driving simulator. Traffic density and time pressure (overtaking event) and time pressure (pedestrian event) were increased in the experimental session in order to induce a higher workload. Participants filled NASA TLX questionnaire after each driving session. Electrophysiological parameters (SCL, ECG), driving performance (SDLP and response to speed change of the lead vehicle: coherence, delay and gain) were analysed after each event in two temporal windows (30 sec and 5 min). Results showed that both performance and physiological variables differed as a function of traffic conditions and time pressure. Moreover, while performance variations were systematically observed over a long period (five minutes after the events), effects on mean SCL data obtained from experimental session notably differed from baseline values within thirty seconds after the events. Results are discussed in term of mental workload and suggestions are made about the safety systems that could monitor driver's mental state.

Research works on operator monitoring underline the benefit of taking into consideration several signal modalities to improve accuracy for an objective mental state diagnosis. Heart rate (HR) is one of the most utilized systemic measures to assess cognitive workload (CW), whereas, respiration parameters are hardly utilized. This study aims at verifying the contribution of analyzing respiratory signals to extract features to evaluate driver's activity and CW variations in driving. Eighteen subjects participated in the study. The participants carried out two different cognitive tasks requiring different CW demands, a single task as well as a competing cognitive task realized while driving in a simulator. Our results confirm that both HR and breathing rate (BR) increase in driving and are sensitive to CW. However, HR and BR are differently modulated by the CW variations in driving. Specifically, HR is affected by both driving activity and CW, whereas, BR is suitable to evidence a variation of CW only when driving is not required. On the other hand, spectral features characterizing respiratory signal could be also used similarly to HR variability indices to detect high CW episodes. These results hint the use of respiration as an alternative to HR to monitor the driver mental state in autonomic vehicles in order to predict the available cognitive resources if the user has to take over the vehicle.

Lane Departure Warning Systems (LDWS) are known to be effective at preventing lane departures. The current study aimed to further investigate the influence of LDWS incorrect warnings along with the warning onset on driving performances. Performances were considered during missed warned lane departure episodes, as well as correctly warned lane departure episodes following incorrectly warned (false or/and missed warning) episodes. In the reported experiment, the incorrect warnings order of presentation was manipulated along with the warning onsets (partial and full lane departure). Results pointed out that a missed warning is impairing driving performances during the missed warned situation, whereas a false warning is impairing driving performances for the subsequent lane departure. Moreover, if false warning impairment is magnified by the occurrence of a subsequent missed warning, this multiplicative effect is restricted to the following lane departure only. These findings bring both theoretical and practical insights. From a theoretical perspective, the human-machine cooperation LDWS model was refined by the adjunction of a transitional influence of incorrect warnings on the information processing. From a practical perspective, the recommendation to avoid false warnings as much as missed warnings was made.

Emerging automation technologies could have a strong impact on the allocation of drivers' attentional resources. The first objective of this pilot study is to investigate the hemodynamic responses evoked to relevant visual stimuli in manual and autonomous driving. The second aim is to examine how the inclusion of a secondary task (attentive listening to a broadcast) modulates these hemodynamic responses in both driving situations. Frontal, temporo-parietal and occipital activations were recorded using a functional Near-InfraRed Spectroscopy (fNIRS) system. Event-related analysis was used to determine whether visual cue processing (specifically, the lighting of a lead vehicle's brake-lights) could induce different brain responses depending on the driving mode and on the presence or absence of a competing task. Mind-wandering as reported by the participants was more pronounced during autonomous compared to manual driving. Our results showed an increase in the OxyHb concentration in the right temporo-parietal and occipital areas during manual compared to autonomous driving, suggesting greater allocation of attentional resources for processing visual cues in the first condition. Finally, an event-related decrease in right frontal activity during autonomous driving when listening was observed, suggesting that attentional resources were more focused on the secondary task than on monitoring the driving scene.

In the past, lane departure warnings (LDWs) were demonstrated to improve driving behaviours during lane departures but little is known about the effects of unreliable warnings. This experiment focused on the influence of false warnings alone or in combination with missed warnings and warning onset on assistance effectiveness and acceptance. Two assistance unreliability levels (33 and 17%) and two warning onsets (partial and full lane departure) were manipulated in order to investigate interaction. Results showed that assistance, regardless unreliability levels and warning onsets, improved driving behaviours during lane departure episodes and outside of these episodes by favouring better lane-keeping performances. Full lane departure and highly unreliable warnings, however, reduced assistance efficiency. Drivers' assistance acceptance was better for the most reliable warnings and for the subsequent warnings. The data indicate that imperfect LDWs (false warnings or false and missed warnings) further improve driving behaviours compared to no assistance. Practitioner Summary: This study revealed that imperfect lane departure warnings are able to significantly improve driving performances and that warning onset is a key element for assistance effectiveness and acceptance. The conclusion may be of particular interest for lane departure warning designers.

This paper presents a review of the literature to shed light on the impact of distractions on the effectiveness of warning indicating a risk of collision. The rear-end collisions account for a significant share of injury accidents. One of the major contributing factors to these collisions is drivers’ inattention. To reduce the impact of this kind of collisions, driving assistance consisting in alerts have emerged. The effectiveness of these alerts has been evaluated in different situations (simulation, simulator and on road) in non-distracted and distracted drivers. In the latter case, the majority of distraction tasks used involves a diversion of eyes off the road to a device inside the vehicle, coupled or not with manual handling. However, few studies have also examined the impact of distractive tasks having only a cognitive component. The data show that the efficiency of an alert may depend on the interaction between its sensory modality and that of the distractive task. Finally, the effectiveness of these systems can also be affected by the interaction between its reliability and being or not distracted. This review raises research questions that should be further developed to ensure the safety of a larger number of users.; Ce papier présente une revue de la littérature visant à apporter un éclairage sur l'impact des distractions sur l'efficacité d'alerte signalant un risque de collision. Les collisions par l'arrière représentent une part non négligeable des accidents corporels. Un des facteurs contributifs majeurs à ces collisions est l'inattention des conducteurs. Afin de diminuer l'impact de ces collisions, des assistances à la conduite de type alerte ont vu le jour. L'efficacité de ces alertes a été évaluée dans différentes situations (par simulation, sur simulateur et sur route) chez des conducteurs non distraits et distraits. Dans le derniers cas, la majorité des tâches distractives employées impliquent un détournement du regard de la route vers un dispositif à l'intérieur du véhicule couplé ou non avec une manipulation manuelle. Toutefois, quelques études se sont également intéressées à l'impact de tâches distractives ayant seulement une composante cognitive. Les données montrent que l'efficacité d'une alerte peut dépendre de l'interaction entre sa modalité sensorielle et celle de la tâche distractive. Enfin, l'efficacité de ces systèmes peut également être impactée par l'interaction entre sa fiabilité et le fait d'être ou non distrait. Cette revue soulève des questions de recherche qui devraient encore être approfondies en vue de garantir la sécurité du plus grand nombre d'usagers.

In-car emotion detection and regulation have become an emerging and important branch of research within the automotive domain. Different emotional states can greatly influence human driving performance and user experience both in manual and automated driving conditions. The monitoring and regulation of relevant emotional states is therefore important to avoid critical driving scenarios with the human driver being in charge, and to ensure comfort and acceptance in autonomous driving. In this workshop we want to discuss the empathic user interface research to address challenges and opportunities and to reveal new research directions for future work. This workshop provides a forum for exchange and discussion on empathic user interfaces, including methods for emotion recognition and regulation, empathic automotive human-machine interaction design, user evaluation and measurements, and subsequent improvement of autonomous driving experience.

2nd International Neuroergonomics Conference, PHILADELPHIE, ETATS-UNIS, 27-/06/2018 - 29/06/2018; Research works on operator monitoring underline the benefit of taking into consideration several signal modalities to improve accuracy for an objective mental state diagnosis. Heart rate (HR) is one of the most utilized systemic measures to assess cognitive workload (CW), whereas respiration parameters are hardly utilized. This study aims at verifying the contribution of analyzing respiratory signals to extract features to evaluate driver's activity and CW variations in driving with regard to cardiac activity. Eighteen subjects participated in the study. The participants carried out two different cognitive tasks requiring different CW demands, a single task as well as a competing cognitive task realized while driving in a simulator. Our results confirm that both HR and breathing rate (BR) increase in driving and are sensitive to CW. However, HR and BR are differently modulated by the CW variations in driving. Specifically, BR is suitable to evidence a variation of CW when driving is not required. On the other hand, spectral features characterizing respiratory signal could be also used similarly to HR variability indices to detect high CW episodes. These results hint the use of respiration to monitor the driver mental state in autonomic vehicles in order to predict the available cognitive resources if the user has to take over the vehicle.

In 2014 in France, there are still over 3,300 killed on our roads. Distraction and inattention are considered as contributing factors for these accidents. These two different states seem to have different negative impacts on drivers' behaviors but would be responsible for an equivalent part of accidents (Galera et al, 2012). Distraction can be defined as a diversion of attention away from critical driving activities due to external elements (Regan et al, 2011), while inattention can be defined as an internal state resulting from an endogenous shift of attention (Lemercier and Cellier, 2008). The emergence of inattention state can be promoted by cognitive under vs overload or Mind-Wandering (MW). To improve road safety, it is essential to identify solutions to avoid the emergence of these two states. MW is defined as a shift in the contents of thought away from an ongoing task to self-generated thoughts and feelings leading to a perceptual decoupling corresponding to the disengagement of attention from perception (Smallwood and Schooler, 2015). It is a recurring phenomenon in daily living activities, since half of our thoughts are dedicated to MW (Killingsworth and Gilbert, 2010) and it also happen while driving (Berthie et al, 2015). MW is associated with a visual attention focused narrowly on the road ahead leading to a potential excess risk (He et al, 2011). MW could also decrease speed micro-regulations, led to less micro-regulation of vehicle lateral position (Lemercier et al, 2014) and could change different cardiac markers (Ottaviani et al, 2015). So, studying this phenomenon so as to limit its impacts on driving is therefore essential and seems to be promising using oculometric (Uzzaman and Joordens, 2011) and cardiac measurements (Gabaude et al, 2012). In this study, the objective was twofold: 1) To identify physiological changes associated with MW; 2) to explore the influence of MW on drivers' driving performances and visual strategies. For that, ECG and eye tracking were recorded during simulated driving sessions. Participants were asked to (a) think prospectively about innovation in specific areas and (b) self-report their MW episodes. A previous indicator showing that it is possible to detect cognitive effort using evoked cardiac response (Pepin et al, in press) will be tested to detect MW. Some first results have shown that gaze fixity rate was higher one second before the declaration of MW episodes. It is expected that complementary results could foster new MW objective indicators. This work was supported by IFSTTAR and the Valeo Innovation Challenge funds.

While driving the activation of particular schemata induces an attentional focus where road users and road elements can be expected. Moreover, negative emotions can interfere with the information processing and the management of attentional resources leading to inattention. We compared two negative emotions according to the arousal dimension (exciting versus calming) rather than according to the hedonic value. Three mood states (anger, sadness and neutral) have been induced to reveal their effects on the localization of road elements. We used a modified version of the jumble scenes paradigm to provide evidence for the existence of driving-related schemata which appeared to be guiding visual search. The results reported here revealed that the three groups take more or less advantage of the use of their visual schemata to localize road elements. Sadness increased the localization error rate. Participants induced in anger, were slower to locate road elements than participants induced in sadness and in neutral mood. These results are congruent with the fact that drivers exposed to anger-could be slower to detect atypical hazards. Future studies should go deeper in the understanding of how emotional states regulate attentional capacities.

En 2013, on estime que 40 à 50% des accidents corporels seraient dus à des défauts d'attention de la part du conducteur. Des études récentes ont mis en évidence la possibilité de détecter des états attentionnels dégradés afin de pouvoir mieux assister le conducteur ; ce thème de recherche représente donc un nouveau gisement de sécurité routière. Cette étude se concentre sur la détection de l'effort cognitif fournit par les conducteurs et cherche, par l'étude de la variation du rythme cardiaque, à identifier un indicateur d'effort sensible sur de courtes fenêtres temporelles.Chacun des 18 participants a passé 8 conditions expérimentales sur simulateur de conduite : la moitié où seule une tâche de comptage était demandée et l'autre moitié en réalisant une tâche supplémentaire de conduite sur simulateur. Il a été demandé aux participants soit d'effectuer la tâche cognitive soit de se relaxer et de ne pas prêter attention aux stimuli présentés (Effort Vs. Relaxation). Afin de réaliser la tâche de comptage, deux types de stimuli auditifs ont été présentés aux participants. Les participants ont effectué les conditions expérimentales dans des ordres partiellement contrebalancés. Le rythme cardiaque et la respiration ont été collectés.Les résultats de différents auteurs ont été répliqués y compris en conduite automobile. Dans les secondes qui suivent un effort cognitif, une légère décélération du rythme cardiaque puis une forte accélération ont été mises en évidence. A l'inverse, en condition de relaxation, une simple décélération cardiaque a été observée. Au terme de notre étude, il s'avère qu'il est possible de distinguer des patterns cardiaques d'effort et de relaxation sur de courtes fenêtre temporelle en observant la variation du rythme cardiaque moyenné sur un nombre conséquent d'épisodes. Toutefois, dans l'objectif de développer des systèmes capables de détecter en temps réel un effort cognitif important, ces dispositifs devront être capables de visualiser l'effort sur un unique évènement. Une piste intéressante consisterait à explorer la faisabilité de la suppression de l'influence de la respiration sur la variation du rythme cardiaque. Si cela s'avère efficace, des assistances pourraient ainsi permettre d'alerter le conducteur ou de pallier ses erreurs lorsque celui-ci ne peut plus assurer la tâche de conduite en raison d'un effort cognitif important.

1st International Neuroergonomics Conference, The Brain at work and in everyday life, PARIS, FRANCE, 06-/10/2016 - 07/10/2016; In 2014 in France, there are still over 3,300 killed on our roads. Distraction and inattention are considered as contributing factors for these accidents. These two different states seem to have different negative impacts on drivers' behaviors but would be responsible for an equivalent part of accidents (Galéra et al, 2012). Distraction can be defined as a diversion of attention away from critical driving activities due to external elements (Regan et al, 2011), while inattention can be defined as an internal state resulting from an endogenous shift of attention (Lemercier and Cellier, 2008). The emergence of inattention state can be promoted by cognitive under vs overload or Mind-Wandering (MW). To improve road safety, it is essential to identify solutions to avoid the emergence of these two states. MW is defined as a shift in the contents of thought away from an ongoing task to self-generated thoughts and feelings leading to a perceptual decoupling corresponding to the disengagement of attention from perception (Smallwood and Schooler, 2015). It is a recurring phenomenon in daily living activities, since half of our thoughts are dedicated to MW (Killingsworth and Gilbert, 2010) and it also happen while driving (Berthié et al, 2015). MW is associated with a visual attention focused narrowly on the road ahead leading to a potential excess risk (He et al, 2011). MW could also decrease speed micro-regulations, led to less micro-regulation of vehicle lateral position (Lemercier et al, 2014) and could change different cardiac markers (Ottaviani et al, 2015). So, studying this phenomenon so as to limit its impacts on driving is therefore essential and seems to be promising using oculometric (Uzzaman and Joordens, 2011) and cardiac measurements (Gabaude et al, 2012). In this study, the objective was twofold: 1) To identify physiological changes associated with MW; 2) to explore the influence of MW on drivers' driving performances and visual strategies. For that, ECG and eye tracking were recorded during simulated driving sessions. Participants were asked to (a) think prospectively about innovation in specific areas and (b) self-report their MW episodes. A previous indicator showing that it is possible to detect cognitive effort using evoked cardiac response (Pepin et al, in press) will be tested to detect MW. Some first results have shown that gaze fixity rate was higher one second before the declaration of MW episodes. It is expected that complementary results could foster new MW objective indicators. This work was supported by IFSTTAR and the Valeo Innovation Challenge funds.

This study aimed at testing the relative effects of valence and arousal on the generation of unusual first associates in response to non-emotional inducers. To examine this question, four specific moods varying along both the valence and the arousal dimensions were induced: happiness (positive mood, high arousal), serenity (positive mood, low arousal), anger (negative mood, high arousal) and sadness (negative mood, low arousal). The results indicate that the uniqueness of word-associations is influenced by arousal levels rather than by the valence of mood. No matter what the valence, high-arousing moods enhanced the production of unusual associates in contrast to low-arousing moods.

Resume Cette recherche questionne les effets des humeurs positive et negative sur la structure des scripts. La premiere experience, consistant en une production libre d’actions a la suite d’un titre de script inducteur, indique que le nombre d’actions peripheriques produites est plus important en humeur positive. La seconde, reposant sur des evaluations du niveau de centralite des actions, revele que les participants d’humeur positive evaluent les actions comme plus centrales que ne le font les participants d’humeur negative. Ces resultats sont congruents avec l’hypothese de reorganisation cognitive : l’humeur positive ne fait pas que favoriser l’utilisation de ces structures de connaissances que sont les scripts mais en influence la structure elle-meme, generant une modification du degre d’importance des actions dans l’activite.

Anger is a negative and highly aroused emotion. Previous research has revealed that a high level of arousal can induce the participant in a physical preparation and self-awareness. The aim of this research was to study the influence of anger on the attentional network using the Attention Network Test– Interactions (ANT-I). This test has been developed in order to assess 3 attentional networks: alerting, orienting, and executive control. Here, participants were induced in anger using the autobiographic recall procedure or in a neutral mood before the realization of the ANT-I. As expected, the results showed a better alerting score for the angry group. The possible origin of this alerting gain related to the high level of arousal is discussed. The results obtained should enlighten the interaction between emotion and the functioning of the attentional system. They also may be relevant for applied fields related to anger.

3rd Driver Distraction and Inattention International Conference, GOTEBORG, SUISSE, 04-/09/2013 - 06/09/2013; The useful visual field (UVF) is defined as the area around the fixation point from which information is briefly stored and interpreted during a visual task. It corresponds to the part of the peripheral visual field around the fixation point inside which sources of information can be processed without any movement of the eyes or the head. It is determined while carrying out a dual task (detection in the central part and the peripheral part on the visual field). The UVF is assessed on the basis of the number of signals detected in the peripheral task in which the participant has to detect the presence of a signal located at different eccentricities in his visual field. The drivers' UVF can be influenced by internal factors causing a tunnel-visionlike phenomenon. Here, the influence of anger and sadness on the UVF is studied. The results revealed a positive effect of anger: better detection in the central task without decreasing the detection in the peripheral task. Secondly, a tunnel-visionlike phenomenon was also observed in sadness. A classification of these emotions in the inattention taxonomy is discussed

Driving is a complex activity requiring good management of attentional resources, efficient cognitive control and decision-making. Numerous studies have sought to understand dual task interference, and in particular whether drivers have enough spare capacity to take on an additional task or whether the mental effort that demands results in driving task alteration. This study aims to analyse the relationship between mental effort and driving performance and to identify mental effort indicators from three different measurements recorded on a car simulator: cardiac activity, driving performance, and subjective data (DALI, Driving Activity Load Index). Three conditions have been designed to vary the driver’s mental effort: driving as the sole task (control situation), driving while solving two different cognitive tasks, resolution of verbal or visuo-spatial enigmas. Preliminary results show that although heart rate variability does not seem sensitive enough to reflect the mental effort in car simulator studies the HF/LF ratio could be used as an indicator of the participant’s investment in the task. In addition, the DALI seems useful for identifying the mental effort variation between the verbal and the visuo-spatial added tasks. Finally, the detection of mental effort from lane position variability seems encouraging.

S. Masmoudi, Toward an Integrative Understanding of Cognitive, Emotional, and Motivational Processes. Part 1. The Role of Emotion and Motivation in Attention and Perception. A. Baddeley, How Does Emotion Influence Working Memory? S. Fruhholz, D. Grandjean, Dynamical Interactions of Attention and Emotion: A Cognitive Neuroscience Approach Through Neural Network Connectivity. M. Mermillod, Investigating the Psychological and Neural Basis of Emotional Processing. S. Gil, S. Droit-Volet, How Do Emotional Facial Expressions Influence Our Perception of Time? Part 2. Representation and Processing, and the Role of Emotion and Motivation. A.-L. Gilet, C. Jallais, Mood's Influence on Semantic Memory: Valence or Arousal? R. Batt, C. van Leeuwen, Neuroaesthetics and the Art of Representation. M. Sklad, Motivation and Construction of Retrospective Opinions. G. Morgavi, L. Marconi, M. Morando, P. Cutugno, From Human Creative Cognitive Processes to Adaptable Artificial System Design. Y.I. Russell, R.I.M. Dunbar, F. Gobet, Euphoria Versus Dysphoria: Differential Cognitive Roles in Religion. Part 3. The Role of Emotion and Motivation in Human Performance. E. Clement, Is it Possible to Solve A Problem Without Emotion? N. Bonnardel, Cognition and Emotion in Creative Design. S. Masmoudi, The Decision Process is by Definition Irrational. D.Y. Dai, R. Sun, Where is the Unity of Attention, Representation, and Human Performance? A Commentary.

This research examined the relative effectiveness of two mood induction procedures (MIPs) for inducing four specific moods varying along the dimensions of both valence and arousal. Participants were randomly assigned either to an autobiographical recall or to a music and guided imagery MIP and underwent a happiness, serenity, anger, or sadness mood induction. The findings confirmed the effectiveness of the two MIPs in producing changes on both the valence and arousal dimensions of mood. The results also revealed an unexpected greater efficiency of the autobiographical recall than of the combined procedure.

29èmes Entretiens du Centre Jacques-Cartier. Facteurs humains, technologies embarquées et numériques : quel rôle pour les politiques de sécurité routière ?, LYON, FRANCE, 22-/11/2016 - 23/11/2016; En France en 2014, plus de 3.300 décès restent à dénombrer sur nos routes (Observatoire National Interministériel de Sécurité Routière [ONISR], 2015). La distraction et l'inattention sont considérées comme des facteurs contributifs de ces accidents. Elles semblent avoir des impacts négatifs différents sur les conducteurs mais seraient responsables d'une part équivalente des accidents (Mosedale et al, 2005). Sous le terme inattention se rassemblent différents états tels que la surcharge cognitive ou le vagabondage de la pensée (VP). Le VP peut être défini comme une réorientation endogène de l'attention, loin de la tâche en cours vers des pensées et sentiments auto-générés (Smallwood et Schooler, 2015). Le VP est un état récurrent en conduite puisque quatre conducteurs sur cinq déclarent avoir eu des pensées vagabondes durant leur dernier trajet et estiment passer plus d'un tiers de leur temps dans cet état (Berthié et al, 2015). Il est donc nécessaire d'étudier ce phénomène pour en limiter l'impact négatif. Le VP a été associé à un découplage perceptif se traduisant par une difficulté à traiter les stimuli externes (Smallwood et Schooler, 2015). Le coût cognitif engendré par ce découplage peut fortement gêner la mise à jour de la représentation de la situation du conducteur. Par ailleurs, le coût cognitif supplémentaire généré par le besoin de réorienter son attention sur la conduite pourrait être trop important surtout lors de fortes contraintes temporelles. De plus, le VP augmenterait le risque d'être considéré comme responsable d'un accident (Galera et al, 2012). Ce sur-risque serait imputable à un changement dans le comportement oculaire des conducteurs pendant le VP (He et al, 2011). De plus, cet état entrainerait une diminution des micro-régulations et une déviation de la position latérale du Îhicule plus importante (Lemercier et al, 2015). C'est pourquoi plusieurs études ont essayé d'identifier les épisodes de VP en collectant le comportement oculaire (Uzzaman et Joordens, 2011) et la variabilité de la position sur la voie (Gabaude et al, 2012). Dans la présente étude, les données cardiaques ont été collectées en plus des données oculométriques lors de sessions de conduite sur simulateur. Au cours de ses sessions, les participants devaient (a) réfléchir à des innovations dans différents domaines et (b) rapporter leurs pensées vagabondes. L'objectif était double : 1) identifier les modifications physiologiques associées à la présence de VP ; 2) mieux comprendre l'influence du VP sur le comportement oculaire des conducteurs. A terme, cette étude pourrait permettre d'apporter une aide au conducteur lorsque ce dernier est plongé dans des pensées vagabondes et se trouve dans une situation critique.

5th International Conference on Driver Distraction and Inattention, PARIS, FRANCE, 20-/03/2017 - 22/03/2017; In 2014 in France, there are still over 3,300 killed on our roads(ONISR, 2015). Many studies have highlighted inattention as a contributing factor for 25 to 50% of injury accidents(Mosedaleet al, 2005; Galéraet al, 2012). Distraction can be defined as a diversion of attention away from critical activities to competitive ones while inattention can be defined as a state inducing endogenous shift of attention (LemercierandCellier, 2008).The term inattention gathers different states such as cognitive overload or Mind-Wandering (MW), defined asa shift in the contents of thought away from an ongoing task to self-generated thoughts and feelings (Smallwood and Schooler, 2015). MW is a recurring phenomenon in driving, four drivers out of five declare being aware of MW on their last journey and feel being in this state for more than a third of the time (Berthiéet al, 2015). According to Killingsworth and Gilbert (2010), this state represents nearly 50% of our daily life thoughts. It's therefore necessary to study this phenomenon to limit its impact on driving.During mind-wandering, drivers suffer from a perceptual decoupling corresponding to the capacity for the mind to flexibly disengage attentional processes from sensory input (Smallwood and Schooler, 2015). MW has many consequences on the driving activity. Being in MW would improve the risk to be considered responsible for a road accident (Galeraet al, 2012). Conducted by Heet al. (2011), the very first study confirmed the perceptual decoupling by revealing a change in the driver's visual scanning of the road during MW episodes. MW also leads to adecrease of speed micro-regulations and larger deviations in the vehicle's lateral position (Lemercieret al, 2015). Several techniques have been used to identify MW episodes using eye gaze (Uzzaman and Joordens, 2011) and variability in lane position (Gabaudeet al, 2012). Thus, cardiac and gaze data have been recorded during simulated driving sessions. Participants were asked to (a) self-report their wandering thoughts when they were aware of itwhile driving and (b) thinking aboutinnovation in specific driving phases. The results obtained after analysis shown an increase in the gaze fixity during MW episodes. Different time-window have been set up to explore gaze behavior during inattention phase. It appears that the fixity rates is higherin the last second before the self-report (a). These results haven't been highlighted when drivers were thinking about innovation. Indeed, participants had to think about a topic on a longer time. This can explain a higher fixity rate before participants resolve the task than after on a wider time-window. These results could foster the gaze fixity rate as a MW objective indicator.Thus, this physiological indicator could be used to improve the detection of MW through data fusion and then warn drivers about their own state. Indeed, cardiac data collected here have not been analyzed yet butseveral indicators could be highlighted from this signal to improve our capacity to detect MW, this direction will also be explored. This work was supported by IFSTTAR and the Valeo Innovation Challenge funds.

Anger is an emotional state that may lead to an aggressive behavior, a reduction of risk perception and an increase of driving offences. Some of these effects may be imputable to an impaired perception or a distraction related to anger. The aim of this thesis was to study the influence of anger on attention and its impacts on driving performances. The first study revealed that anger may improve the alerting network efficiency as measured with a computer task. A second experimentation aimed at observing the presence of such effect during a simulated driving task, using behavioral and electroencephalographic data. Results indicate that anger disrupted lateral control while reducing the attentional resources invested in sensorial processing of information. Finally, the third study, also on simulator, showed that anger may alter the reactivity during a car-following situation, while positively impacting pedestrian detection. These thesis results may confirm the importance to consider driver's internal state when designing future vehicles or assistance systems., La colère est une émotion négative pouvant être à l'origine d'une conduite agressive, une sous-estimation des risques et un non-respect des règles du code de la route. Certaines de ces modifications pourraient être liées à une mauvaise perception de l'environnement ou une forme de distraction liée à la colère. L'objectif de cette thèse était d'étudier l'influence de la colère sur l'attention ainsi que sa répercussion sur les performances de conduite. La première étude de cette thèse a montré que la colère peut améliorer l'efficacité du réseau attentionnel d'alerte. Cette amélioration du réseau d'alerte ayant été obserÎe lors d'une tâche informatisée, une seconde expérimentation a permis de tester l'existence d'un tel effet lors une tâche de conduite simulée à l'aide de mesures comportementales et éléctroencéphalographiques. Les résultats indiquent que la colère a perturbé le contrôle de la trajectoire et réduit l'attention investie dans le traitement sensoriel de l'information. Enfin, la dernière étude, également sur simulateur, a réÎlé que la colère pouvait perturber la réactivité lors d'une tâche de suivi de Îhicule, tout en ayant un impact positif sur la détection de piétons. Les résultats de cette thèse renforcent l'intérêt de prendre en considération l'état interne du conducteur lors de la conception de Îhicules ou d'aides à la conduite.

Anger is an emotional state that may lead to an aggressive behavior, a reduction of risk perception and an increase of driving offences. Some of these effects may be imputable to an impaired perception or a distraction related to anger. The aim of this thesis was to study the influence of anger on attention and its impacts on driving performances. The first study revealed that anger may improve the alerting network efficiency as measured with a computer task. A second experimentation aimed at observing the presence of such effect during a simulated driving task, using behavioral and electroencephalographic data. Results indicate that anger disrupted lateral control while reducing the attentional resources invested in sensorial processing of information. Finally, the third study, also on simulator, showed that anger may alter the reactivity during a car-following situation, while positively impacting pedestrian detection. These thesis results may confirm the importance to consider driver's internal state when designing future vehicles or assistance systems.; La colère est une émotion négative pouvant être à l'origine d'une conduite agressive, une sous-estimation des risques et un non-respect des règles du code de la route. Certaines de ces modifications pourraient être liées à une mauvaise perception de l'environnement ou une forme de distraction liée à la colère. L'objectif de cette thèse était d'étudier l'influence de la colère sur l'attention ainsi que sa répercussion sur les performances de conduite. La première étude de cette thèse a montré que la colère peut améliorer l'efficacité du réseau attentionnel d'alerte. Cette amélioration du réseau d'alerte ayant été obserÎe lors d'une tâche informatisée, une seconde expérimentation a permis de tester l'existence d'un tel effet lors une tâche de conduite simulée à l'aide de mesures comportementales et éléctroencéphalographiques. Les résultats indiquent que la colère a perturbé le contrôle de la trajectoire et réduit l'attention investie dans le traitement sensoriel de l'information. Enfin, la dernière étude, également sur simulateur, a réÎlé que la colère pouvait perturber la réactivité lors d'une tâche de suivi de Îhicule, tout en ayant un impact positif sur la détection de piétons. Les résultats de cette thèse renforcent l'intérêt de prendre en considération l'état interne du conducteur lors de la conception de Îhicules ou d'aides à la conduite.