Dataset Information

Behavior Evaluation Based on Electroencephalograph and Personality in a Simulated Driving Experiment.

ABSTRACT: Assessments and predictions of driving behavior are very important to improve traffic safety. We hypothesized that there were some patterns of driving behaviors, and these patterns had some correlation with cognitive states and personalities. To test this hypothesis, an evaluation of driving status, based on electroencephalography (EEG) and steering behavior in a simulated driving experiment, was designed and performed. Unity 3D was utilized to design the simulated driving scene. A photoelectric encoder fixed on the steering wheel and the corresponding data collection, transmission, and storage device was developed by Arduino, to acquire the rotation direction, angle, angular velocity, and angular acceleration of the steering wheel. Biopac MP 150 was utilized to collect the EEG data simultaneously during driving. A total of 23 subjects (mean age 23.6 ± 1.3 years, driving years: 2.4 ± 1.6 years, 21 males and two females) participated in this study. The Fuzzy C-means algorithm (FCMA) was utilized to extract patterns of driving behavior and the cognitive state within the window width of 20 s. The behaviors were divided into five kinds, i.e., negative, normal, alert, stress, and violent behavior, respectively, based on the standard deviation of steering wheel data. The cognitive states were divided into four kinds, i.e., negative, calm, alert, and tension, respectively, based on the EEG data. The correlation of these data, together with the personality traits evaluated using Cattell 16 Personality Factor Questionnaire (16PF) were analyzed using multiclass logistic regression. Results indicated the significance of the cognitive state and seven personality traits [apprehension (O), rule consciousness (G), reasoning (B), emotional stability (C), liveliness (F), vigilance (L), and perfectionism (Q3)] in predicting driving behaviors, and the prediction accuracy was 80.2%. The negative and alert cognitive states were highly correlated with dangerous driving, including negative and violent behaviors. Personality traits complicate the relationship with driving behaviors, which may vary across different types of subjects and traffic accidents.

SUBMITTER: Ding C

PROVIDER: S-EPMC6558165 | biostudies-literature | 2019

REPOSITORIES: biostudies-literature

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Behavior Evaluation Based on Electroencephalograph and Personality in a Simulated Driving Experiment.

Ding Changhao C Liu Mutian M Wang Yi Y Yan Fuwu F Yan Lirong L

Frontiers in psychology 20190604

Assessments and predictions of driving behavior are very important to improve traffic safety. We hypothesized that there were some patterns of driving behaviors, and these patterns had some correlation with cognitive states and personalities. To test this hypothesis, an evaluation of driving status, based on electroencephalography (EEG) and steering behavior in a simulated driving experiment, was designed and performed. Unity 3D was utilized to design the simulated driving scene. A photoelectric ...[more]

PMID: 31214070

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Project description:Drivers play the most important role in the human-vehicle-environment system and driving behaviors are significantly influenced by the cognitive state of the driver and his/her personality. In this paper, we aimed to explore the correlation among driving behaviors, personality and electroencephalography (EEG) using a simulated driving experiment. A total of 36 healthy subjects participated in the study. The 64-channel EEG data and the driving data, including the real-time position of the vehicle, the rotation angle of the steering wheel and the speed were acquired simultaneously during driving. The Cattell 16 Personality Factor Questionnaire (16PF) was utilized to evaluate the personalities of subjects. Through hierarchical clustering of the 16PF personality traits, the subjects were divided into four groups, i.e., the Inapprehension group, Insensitivity group, Apprehension group and the Unreasoning group, named after their representative personality trait. Their driving performance and turning behaviors were compared and EEG preprocessing, source reconstruction and the comparisons among the four groups were performed using Statistical Parameter Mapping (SPM). The turning process of the subjects can be formulated into two steps, rotating the steering wheel toward the turning direction and entering the turn, and then rotating the steering wheel back and leaving the turn. The bilateral frontal gyrus was found to be activated when turning left and right, which might be associated with its function in attention, decision-making and executive control functions in visual-spatial and visual-motor processes. The Unreasoning group had the worst driving performance with highest rates of car collision and the most intensive driving action, which was related to a higher load of visual spatial attention and decision making, when the occipital and superior frontal areas played a very important role. Apprehension (O) and Tension (Q4) had a positive correlation, and Reasoning (B) had a negative correlation with dangerous driving behaviors. Our results demonstrated the close correlation among driving behaviors, personality and EEG and may be taken as a reference for the prediction and precaution of dangerous driving behaviors in people with specific personality traits.

Project description:The number of older drivers is steadily increasing, and advancing age is associated with a high rate of automobile crashes and fatalities. This can be attributed to a combination of factors including decline in sensory, motor, and cognitive functions due to natural aging or neurodegenerative diseases such as HIV-Associated Neurocognitive Disorder (HAND). Current clinical assessment methods only modestly predict impaired driving. Thus, there is a need for inexpensive and scalable tools to predict on-road driving performance. In this study EEG was acquired from 39 HIV+ patients and 63 healthy participants (HP) during: 3-Choice-Vigilance Task (3CVT), a 30-min driving simulator session, and a 12-mile on-road driving evaluation. Based on driving performance, a designation of Good/Poor (simulator) and Safe/Unsafe (on-road drive) was assigned to each participant. Event-related potentials (ERPs) obtained during 3CVT showed increased amplitude of the P200 component was associated with bad driving performance both during the on-road and simulated drive. This P200 effect was consistent across the HP and HIV+ groups, particularly over the left frontal-central region. Decreased amplitude of the late positive potential (LPP) during 3CVT, particularly over the left frontal regions, was associated with bad driving performance in the simulator. These EEG ERP metrics were shown to be associated with driving performance across participants independent of HIV status. During the on-road evaluation, Unsafe drivers exhibited higher EEG alpha power compared to Safe drivers. The results of this study are 2-fold. First, they demonstrate that high-quality EEG can be inexpensively and easily acquired during simulated and on-road driving assessments. Secondly, EEG metrics acquired during a sustained attention task (3CVT) are associated with driving performance, and these metrics could potentially be used to assess whether an individual has the cognitive skills necessary for safe driving.

Project description:ObjectiveThere is a substantial body of evidence that the recidivism of impaired-driving offenders is reduced while an ignition interlock device (IID) is on their vehicles. This study examines changes in driving behaviors and drinking behaviors used by DWI offenders to manage driving with the IID.MethodsA total of 166 IID participants who completed two surveys covering the period from arrest to IID installation (T1) and during IID use (T2) were examined. Four domains were covered: demographics, driving environments and transportation needs, reported driving activity, and reported drinking activities. Participants were on average 38 years old, 43% were female, 35% completed college, 34% had an income of more than $50,000, and 83% were employed. For those who provided it, the mean blood alcohol content (BAC) at arrest was .184 g/dL, with only 8 (5%) individuals below .08 g/dL, and 93 (56%) at over .18 g/dL. About 45% were repeat DWI offenders.ResultsBetween T1 and T2 there was a slight increase in acknowledging public transportation was available (p=.001), an increase in other individuals driving the interlock-equipped vehicle (p=.002), an increase in the number of vehicles in the household not registered to the DWI offender (p< .001), and an increase in the number of participants who reported that driving was important to their lifestyle (p=.008). Initial (T1) expectations about whether the interlock would be a problem were significantly different from actual experiences reported in T2 (p<.001). With respect to alcohol consumption, 14% reported abstinence at T2 compared to 2% at T1 (p=.001) and the number of drinks per drinking occasion decreased from a mean of 4.90 at T1 to 3.14 at T2 (p=.001), but the number of drinking occasions increased by a third (p=.003). The number of drinking locations (p=.001), the frequency of stopping after work for a drink (p=.001), and drinking at a bar all decreased (p<.001).ConclusionsInterlock users make some adjustments in how they drink, the amount they drink, and where they drink. This finding suggests that there may be methods that can be used to extend the benefits of the IID beyond the sanction period.

Project description:ObjectiveDaily cannabis users develop tolerance to some drug effects, but the extent to which this diminishes driving impairment is uncertain. This study compared the impact of acute cannabis use on driving performance in occasional and daily cannabis users using a driving simulator.MethodsWe used a within-subjects design to observe driving performance in adults age 25 to 45 years with different cannabis use histories. Eighty-five participants (43 males, 42 females) were included in the final analysis: 24 occasional users (1 to 2 times per week), 31 daily users and 30 non-users. A car-based driving simulator (MiniSim™, National Advanced Driving Simulator) was used to obtain two measures of driving performance, standard deviation of lateral placement (SDLP) and speed relative to posted speed limit, in simulated urban driving scenarios at baseline and 30 min after a 15 min ad libitum cannabis smoking period. Participants smoked self-supplied cannabis flower product (15% to 30% tetrahydrocannabinol (THC). Blood samples were collected before and after smoking (30 min after the start of smoking). Non-users performed the same driving scenarios before and after an equivalent rest interval. Changes in driving performance were analyzed by repeated measures general linear models.ResultsMean whole blood THC cannabinoids concentrations post smoking were use THC = 6.4 ± 5.6 ng/ml, THC-COOH = 10.9 ± 8.79 ng/mL for occasional users and THC = 36.4 ± 37.4 ng/mL, THC-COOH = 98.1 ± 90.6 ng/mL for daily users. On a scale of 0 to 100, the mean post-use score of subjective high was similar in occasional users and daily users (52.4 and 47.2, respectively). In covariate-adjusted analysis, occasional users had a significant increase in SDLP in the straight road segment from pre to post compared to non-users; non-users decreased by a mean of 1.1 cm (25.5 cm to 24.4 cm) while occasional users increased by a mean of 1.9 cm (21.7 cm to 23.6 cm; p = 0.02). Daily users also increased adjusted SDLP in straight road segments from baseline to post-use (23.2 cm to 25.0 cm), but the change relative to non-users was not statistically significant (p = 0.08). The standardized mean difference in unadjusted SDLP from baseline to post-use in the straight road segments comparing occasional users to non-users was 0.64 (95% CI 0.09 - 1.19), a statistically significant moderate increase. When occasional users were contrasted with daily users, the baseline to post changes in SDLP were not statistically significant. Daily users exhibited a mean decrease in baseline to post-use adjusted speed in straight road segments of 1.16 mph; a significant change compared to slight speed increases in the non-users and occasional users (p = 0.02 and p = 0.01, respectively).ConclusionWe observed a decrement in driving performance assessed by SDLP after acute cannabis smoking that was statistically significant only in the occasional users in comparison to the nonusers. Direct contrasts between the occasional users and daily users in SDLP were not statistically significant. Daily users drove slower after cannabis use as compared to the occasional use group and non-users. The study results do not conclusively establish that occasional users exhibit more driving impairment than daily users when both smoke cannabis ad libitum.

Dataset Information

Behavior Evaluation Based on Electroencephalograph and Personality in a Simulated Driving Experiment.

Publications

Behavior Evaluation Based on Electroencephalograph and Personality in a Simulated Driving Experiment.

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