Cognitive tasks and combined statistical methods to evaluate, model, and predict mental workload.

Mental workload (MWL) is a concept that is used as a reference for assessing the mental cost of activities. In recent times, challenges related to user experience are determining the expected MWL value for a given activity and real-time adaptation of task complexity level to achieve or maintain desired MWL. As a consequence, it is important to have at least one task that can reliably predict the MWL level associated with a given complexity level. In this study, we used several cognitive tasks to meet this need, including the N-Back task, the commonly used reference test in the MWL literature, and the Corsi test. Tasks were adapted to generate different MWL classes measured via NASA-TLX and Workload Profile questionnaires. Our first objective was to identify which tasks had the most distinct MWL classes based on combined statistical methods. Our results indicated that the Corsi test satisfied our first objective, obtaining three distinct MWL classes associated with three complexity levels offering therefore a reliable model (about 80% accuracy) to predicted MWL classes. Our second objective was to achieve or maintain the desired MWL, which entailed the use of an algorithm to adapt the MWL class based on an accurate prediction model. This model needed to be based on an objective and real-time indicator of MWL. For this purpose, we identified different performance criteria for each task. The classification models obtained indicated that only the Corsi test would be a good candidate for this aim (more than 50% accuracy compared to a chance level of 33%) but performances were not sufficient to consider identifying and adapting the MWL class online with sufficient accuracy during a task. Thus, performance indicators require to be complemented by other types of measures like physiological ones. Our study also highlights the limitations of the N-back task in favor of the Corsi test which turned out to be the best candidate to model and predict the MWL among several cognitive tasks.

Comparison between elderly and young drivers' performances on a driving simulator and self-assessment of their driving attitudes and mastery.

Elderly people are often considered dangerous drivers due to a decline in visual exploration and cognitive functions. The purpose of this study was to look into 18 young (between 21 and 35  years old) and 12 elderly (between 65 and 78 years old) drivers' behaviour. We compared their self-assessment of driving as well as their visual and cognitive competencies. Then we assessed their driving competencies and self-regulation practices by using different scenarios on a driving simulator. These scenarios were designed to test drivers in situations that were intended to solicit the cognitive competencies identified as problematic for elderly drivers (attention, executive functions: anticipation, planning, mental flexibility). Results showed that, although elderly drivers did not always perform as well as young drivers, they could put in place compensatory strategies which may reduce their risk of being injured and future research should explore ways of enhancing those strategies. In particular, more should be done in order to strengthen elderly's understanding regarding their driving difficulties and help them set up coping methods with respect to these difficulties.

Virtual collaboration: effect of spatial configuration on spatial statements production.

When guiding a remote collaborator in a virtual environment, people often take an addressee-perspective, which may have a high cognitive cost. In order to improve collaborative virtual environments, a better understanding of how operators share spatial information is needed. This work aimed to study the cognitive workload linked to spatial statements production in situations in which the relative positions of speaker, addressee and target were varied. Twenty-two participants were asked to give--in one go--instructions to a virtual collaborator on how to find a target in a 3D environment. The scene showed an avatar in the center of eight tables. Sixty-four configurations of avatar orientation (eight possibilities) and target location (on the eight tables) were tested. We measured the delay in starting the instruction once the target appeared, the instruction duration and the subjective evaluation of mental demand. Each instruction was classified according to the spatial reference frame used. The delay was influenced by the processing of spatial information in ego-centered and addressee-centered reference frames. All subsequent measures were determined by mental transformations in addressee-centered coordinates. One condition in particular, when the target was situated diagonally behind the addressee, gave rise to a higher mental demand for the speaker, which points to the investment made by the speaker in achieving the least collaborative effort. Further work should seek to develop efficient tools to facilitate spatial communication in situations that induce the most mental workload.

Do mental workload and presence experienced when driving a real car predispose drivers to simulator sickness? An exploratory study.

This study is aimed at determining whether the simulator sickness (SS) experienced by some drivers is influenced by psychological factors, such as cognitive solicitation, affective factors and a feeling of presence. We also wished to determine whether SS is caused by an individual reaction to the virtual environment (VE) itself or can be attributed to a more general personal predisposition. For this reason, we considered three conditions: driving a simulator, driving one's own vehicle and driving a school-owned vehicle. Fourteen expert drivers participated in the study. Each drove under a different experimental condition and then responded to various questionnaires (SSQ, NASA-TLX and QPF). Our results showed that it is possible to identify at least three sources of explanation of why some people are more liable to feel sick in a driving simulator.

Cognitive control by brain-injured car drivers: an exploratory study.

Cognitive control is a key tool for adaptation in dynamic situations. The aim of the study is to assess the relevance of a theoretical framework for cognitive control in dynamic situations, in order to understand brain-injured (BI) car drivers' cognitive impairment. The framework supports a cognitive control multimodality based on the crossing of two orthogonal dimensions: symbolic/subsymbolic; anticipative/reactive control. BI car drivers' behaviour was compared with that of a control group (CTRL) during driving simulator scenarios. Eye movement analysis, among other variables, revealed that BI car drivers made use of a more symbolic and reactive control than did CTRL drivers. CTRL drivers showed a more stable cognitive compromise than BI drivers. The latter became less symbolic and more reactive in the case of difficult scenarios. In addition, BI drivers focused on the main task of trajectory management, with fewer resources devoted to traffic interaction management. STATEMENT OF RELEVANCE: An explanation of differences between BI and CTRL drivers in terms of cognitive control requirements, attention and processing speed is put forward. From this, it is possible to derive some implications in terms of driver assistance (e.g. lane keeping or a warning assistance device) and rehabilitation.

Consequences of cognitive impairments following traumatic brain injury: Pilot study on visual exploration while driving.

PRIMARY OBJECTIVE: The aim was to assess the visual exploration of a person suffering from traumatic brain injury (TBI). It was hypothesized that visual exploration could be modified as a result of attentional or executive function deficits that are often observed following brain injury. RESEARCH DESIGN: This study compared an analysis of eyes movements while driving with data from neuropsychological tests. METHODS AND PROCEDURES: Five participants suffering from TBI and six control participants took part in this study. All had good driving experience. They were invited to drive on a fixed-base driving simulator. Eye fixations were recorded using an eye tracker. Neuropsychological tests were used to assess attention, working memory, rapidity of information processing and executive functions. MAIN OUTCOMES AND RESULTS: Participants with TBI showed a reduction in the variety of the visual zones explored and a reduction of the distance of exploration. Moreover, neuropsychological evaluation indicates that there were difficulties in terms of divided attention, anticipation and planning. CONCLUSIONS: There is a complementarity of the information obtained. Tests give information about cognitive deficiencies but not about their translation into a dynamic situation. Conversely, visual exploration provides information about the dynamic with which information is picked up in the environment but not about the cognitive processes involved.

The use of hazard road signs to improve the perception of severe bends.

Collision analysis indicates that many car accidents occur when negotiating a bend. Excessive speed and steering wheel errors are often given by way of explanation. Nevertheless, the underlying origin of these dramatic errors could be, at least in part, a poor estimation of bend curvature. The aim of this study was to investigate both the assessment of bend curvature by drivers and the impact of symbolic road signs that indicate a hazardous bend on this assessment. Thus, participants first viewed a video recording showing approaching bends of different curvature before being asked to assess the curvature of these bends. This assessment could either be a verbal (symbolic control) estimation of the bend's curvature and risk, or a sensorimotor (subsymbolic control) estimation of the bend's curvature (participants were asked to turn a steering wheel to mimic the position that would be necessary to accurately negotiate the bend). Results show that very severe bends (with a radius of less than 80 m) were actually underestimated. This was associated with an underestimation of risk corresponding to these bends and a poor sensorimotor anticipation of bend curvature. Road signs, which indicate risk significantly improve bend assessment, but this was of no use for sensorimotor anticipation. Thus, other indicators need to be envisaged in order to also improve this level of control.