ABSTRACT
Neuroscientists have emphasized visceral influences on consciousness and attention, but the potential neurophysiological pathways remain under exploration. Here, we found two neurophysiological pathways of heart-brain interaction based on the relationship between oxygen-transport by red blood cells (RBCs) and consciousness/attention. To this end, we collected a dataset based on the routine physical examination, the breaking continuous flash suppression (b-CFS) paradigm, and an attention network test (ANT) in 140 immigrants under the hypoxic Tibetan environment. We combined electroencephalography and multilevel mediation analysis to investigate the relationship between RBC properties and consciousness/attention. The results showed that RBC function, via two independent neurophysiological pathways, not only triggered interoceptive re-representations in the insula and awareness connected to orienting attention but also induced an immune response corresponding to consciousness and executive control. Importantly, consciousness played a fundamental role in executive function which might be associated with the level of perceived stress. These results indicated the important role of oxygen-transport in heart-brain interactions, in which the related stress response affected consciousness and executive control. The findings provide new insights into the neurophysiological schema of heart-brain interactions.
Subject(s)
Humans , Awareness , Brain , Consciousness , Oxygen , Visual PerceptionABSTRACT
Resumen Las funciones ejecutivas (FE) constituyen un conjunto de habilidades implicadas en el control y regulación del funcionamiento cognitivo. La relación entre fe y desarrollo del lenguaje es especialmente relevante en la conceptualización de los trastornos lingüísticos. El objetivo del estudio consistió en explorar el uso diferencial de fe en dos grupos: Desarrollo Lingüístico Típico (DLT) y Trastorno Específico del Lenguaje (TEL). Participaron 44 estudiantes (56,82 % niños), 22 DLT y 22 TEL, con edades entre 6,00-6,92 años (M=6.17, DT=.19). El factor diagnóstico previo mostró efectos significativos en atención ejecutiva (p<.001, η2 parcial =.77), memoria de trabajo (p<.001, if parcial =.67), flexibilidad cognitiva (p<.01, η2 parcial =.15), y planificación (p<.001, η2 parcial =.63). En todos los casos, salvo en flexibilidad cognitiva, el tamaño del efecto fue fuerte. Los resultados avalarían la tesis de no especificidad en TEL y la posible presencia de disfunciones cognitivas generales que subyacen al trastorno.
Abstract The executive functions (EF) constitute a set of skills involved in the control and regulation of cognitive functioning. The relation between EF and the development of language is especially relevant regarding the conceptualization of linguistic disorders. This study aims to explore the differential use of EF between two groups: Typical Language Development (TLD) and Specific Language Impairment (SLI). The participants were 44 students (56,82% boys), 22 TLD and 22 SLI, with ages between 6,00-6,92 years (M=6.17, SD=.19). The previous diagnostic factor showed significant effects in executive attention (p<.001, η2 partial =.77), working memory (p<.001, η2 partial =.67), cognitive flexibility (p<.01, η2 partial =.15), and planning (p< .001, η2 partial =.63). In every case, except for cognitive flexibility, the effect was strong. The results would support the thesis of non-specificity in the SLI and the possible presence of general cognitive dysfunctions that underlie the disorder.
ABSTRACT
Los accidentes de tránsito son un fenómeno complejo, resultado de factores ambientales, vehiculares y humanos, y una de las principales causas de muerte a nivel mundial. La inatenciónes un factor primordial que contribuye a los accidentes de tránsito. El objetivo del presente trabajo fue analizar la relación entre la atención según el modelo de redes atencionales de Posner (1994) y la propensión a cometer errores relacionados con la inatención durante la conducción vehicular. La muestra estuvo compuesta por 70 participantes, edades entre 19 y 59 años, ambos géneros, 9.83 años de experticia como promedio. Se utilizó el Cuestionario de Experiencias durante la conducción (ARDES-ERIC),Test de Redes Atencionales (ANT) y un cuestionario sociodemográfico. Los resultados indican que existe una correlación significativa en-tre el tiempo de reacción (TR) total y la propensión a cometer errores durante la conducción. La interacción entre la experticia y el TR total sobre la propensión a cometer errores fue significativa. La atención ejecutiva tuvo un efecto significativo sobre la propensión a cometer errores y la dimensión de control. El modelo que incluye la red de orientación y tiempos de reacción explicó el 20% de la propensión a cometer errores en la conducción. Una alta orientación está asociada con una baja propensión a cometer errores, y los tiempos de reacción más lentos están relacionados con altos errores de conducción. Los resultados son consistentes con estudios previos y aportan nueva evidencia sobre el rol de los tiempos de reacción y redes atencionales en interacción con variables sociodemográficas y experticia sobre la propensión a cometer errores en la conducción.
Traffic accidents are a complex phenomenon resulting from a combination of environmental, vehicular and human factors, which have become one of the leading causes of death worldwide. Inattention is one of the main factors contributing to traffic accidents. The aim was to analyze the relationships between attention and the error proneness while driving. Posner´s model states three attentional networks quantified by reaction time measures: orienting, alerting, and executive control (Posner, 1994; Fan et al., 2002). Orienting is responsible for the information selection. Alerting facilitates achieving and sustaining an alert state. Executive attention controls interference and solves conflicts between possible responses. Driver inattention was conceptualized from a perspective of individual differences as a "tendency or personal propensity of drivers to experience attentional lapses" (Ledesma et al., 2010, 2015). This tendency canbe expressed at different levels of driving behavior: operational level, maneuvering, and strategic level (Michon, 1985). The sample consisted of 70 drivers from Buenos Aires (Argentina), both genders (57% female; Mage = 29.29; SD =9.258; Mexperience years = 9.83; SD = 8.861), inclusion criteria: driver's license, regular driving during the last two months (at least once a week), normal vision, and at least one year of driving experience. Factorial design 2 (low- high for each of the attentional networks) x 2 (gender). Measures: ARDES-ERIC (Ledesma et al., 2010): a 19-items self-report instrument to evaluate individual differences in the propensity to commit attentional failures while driving and can be classified according to the driving task le-vel at which they occur (navigation, maneuve-ring, or control) (Alpha: .88; navigation Alpha:.744, maneuvering Alpha: .727, and control Alpha: .770), Attention Network Test (Fan et al., 2002) to measure three attentional networks: alerting (Alpha: .52), orienting (Alpha: .61), and executive attention (Alpha: .77) and RT attention (Alpha: .87) and a sociodemographic questionnaire that includes question about driver behavior (e.g. frequency and experience). Results show that no relationship was detected between ARDES and age but there are significant correlation between ARDES and driving task level with Global Reaction Time (Global RT). ANOVA results show a significant interaction between Global Reaction Times and expertise on driving errors [F(1,64) = 7.746; p < .01; η² =.108]. Experts drivers with low RT (lower processing speed) have a higher propensity to commit attentional failures while driving (Mlowrt =35.58; SD = 13.08; Mhighrt = 26.95; SD = 5.21).There are no interactions between Global RT, sociodemographics variables (age, gender), and driving frequency on propensity to commiterrors. Global RT correlates significantly withtotal score driving errors (r= .373, p < .01). Executive Attention has a significant effect on total driving errors [F(1,66)= 3.760; p = .05; η² =.054], and only on the Control Dimension [F(1,66) =7.889; p < .01; η² =.124]. There are no effects of Alerting and Orienting on total driving errors neither on each dimension of driving. A linear regression model involving the Orientation network and Global RT explained the 20% of the total variance of the error proneness while driving (R² adjusted= .203). A higher level of Orienting attention is related to a lower propensity to commit errors (ß= -.332; p < .01), and alower processing speed (higher Global RT) explained higher driving errors (ß = .242; p <.05). Results are consistent with previous studies (López-Ramón et al., 2011) and provide new evidence about the role of executive control on specific dimensions of driving. In addition, the findings provide new evidence on the role of reaction times and attentional networks, in interaction with sociodemographic variables and expertise on the propensity to commit errors while driving. Limitations and theoretical-practical implications will be discussed.