Jordan Navarro

On the neurocognitive origins of human tool use : A critical review of neuroimaging data

Since more than a century, neuropsychological models have assumed that the left inferior parietal cortex is central to tool use by storing manipulation knowledge (the manipulation-based approach). Interestingly, recent neuropsychological evidence indicates that the left inferior parietal cortex might rather support the ability to reason about physical object properties (the reasoning-based approach). Historically, these two approaches have been developed from data obtained in left brain-damaged patients. This review is the first one to (1) give an overview of the two aforementioned approaches and (2) reanalyze functional neuroimaging data of the past decade to examine their predictions. Globally, we demonstrate that the left inferior parietal cortex is involved in the understanding of tool-use actions, providing support for the reasoning-based approach. We also discuss the functional involvement of the different regions of the tool-use brain network (left supramarginal gyrus, left intraparietal sulcus, left posterior temporal cortex). Our findings open promising avenues for future research on the neurocognitive basis of human tool use.

Where We Look When We Drive with or without Active Steering Wheel Control

Current theories on the role of visuomotor coordination in driving agree that active sampling of the road by the driver informs the arm-motor system in charge of performing actions on the steering wheel. Still under debate, however, is the nature of visual cues and gaze strategies used by drivers. In particular, the tangent point hypothesis, which states that drivers look at a specific point on the inside edge line, has recently become the object of controversy. An alternative hypothesis proposes that drivers orient gaze toward the desired future path, which happens to be often situated in the vicinity of the tangent point. The present study contributed to this debate through the analyses of the distribution of gaze orientation with respect to the tangent point. The results revealed that drivers sampled the roadway in the close vicinity of the tangent point rather than the tangent point proper. This supports the idea that drivers look at the boundary of a safe trajectory envelop near the inside edge line. Furthermore, the study investigated for the first time the reciprocal influence of manual control on gaze control in the context of driving. This was achieved through the comparison of gaze behavior when drivers actively steered the vehicle or when steering was performed by an automatic controller. The results showed an increase in look-ahead fixations in the direction of the bend exit and a small but consistent reduction in the time spent looking in the area of the tangent point when steering was passive. This may be the consequence of a change in the balance between cognitive and sensorimotor anticipatory gaze strategies. It might also reflect bidirectional coordination control between the eye and arm-motor systems, which goes beyond the common assumption that the eyes lead the hands when driving.

To do it or to let an automatic tool do it? The priority of control over effort.

The aim of the present study is to provide experimental data relevant to the issue of what leads humans to use automatic tools. Two answers can be offered. The first is that humans strive to minimize physical and/or cognitive effort (principle of least effort). The second is that humans tend to keep their perceived control over the environment (principle of more control). These two factors certainly play a role, but the question raised here is to what do people give priority in situations wherein both manual and automatic actions take the same time - minimizing effort or keeping perceived control? To answer that question, we built four experiments in which participants were confronted with a recurring choice between performing a task manually (physical effort) or in a semi-automatic way (cognitive effort) versus using an automatic tool that completes the task for them (no effort). In this latter condition, participants were required to follow the progression of the automatic tool step by step. Our results showed that participants favored the manual or semi-automatic condition over the automatic condition. However, when they were offered the opportunity to perform recreational tasks in parallel, the shift toward manual condition disappeared. The findings give support to the idea that people give priority to keeping control over minimizing effort.

The impact of false warnings on partial and full lane departure warnings effectiveness and acceptance in car driving

Abstract 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.

Human–machine interaction theories and lane departure warnings

ABSTRACT A technological race toward always ever-increasing automation is engaged, a race in which automation users are hardly considered. This explains why more automation is not necessarily for the best. A variety of human–machine interaction (HMI) theories co-exist. First, those HMI theories and predictions for lane departure warnings systems (LDWS, assisted driving automation) are described. Second, a synthesis of the key questions currently addressed by empirical data on LDWS is offered. Lastly, a new model of human–machine cooperation modelling is proposed. The model has been inspired by previous theories and empirical data collected with LDWS-assisted driving. Interestingly, automation such as LDWS seems to avoid the ‘ironies of automation’ with no negative effects on human performance. However, a major issue to be addressed is poor automation acceptance. While the focus was set on LDWS to offer a complete overview for this type of device, the model may be extended to other warning assistance devices.

Involvement of the Left Supramarginal Gyrus in Manipulation Judgment Tasks: Contributions to Theories of Tool Use

OBJECTIVES Two theories of tool use, namely the gesture engram and the technical reasoning theories, make distinct predictions about the involvement of the left inferior parietal lobe (IPL) in manipulation judgement tasks. The objective here is to test these alternative predictions based on previous studies on manipulation judgment tasks using transcranial magnetic stimulations (TMS) targeting the left supramarginal gyrus (SMG). METHODS We review recent TMS studies on manipulation judgement tasks and confront these data with predictions made by both tool use theories. RESULTS The left SMG is a highly intertwined region, organized following several functionally distinct areas and TMS may have disrupted a cortical network involved in the ability to use tools rather than only one functional area supporting manipulation knowledge. Moreover, manipulation judgement tasks may be impaired following virtual lesions outside the IPL. CONCLUSIONS These data are more in line with the technical reasoning hypothesis, which assumes that the left IPL does not store manipulation knowledge per se. (JINS, 2017, 23, 685-691).

User perceptions and evaluations of short vibrotactile feedback

The objective of the present study was to provide a better understanding of the factors that influence discrimination and subjective assessment of vibrotactile feedbacks during active interaction with a touchscreen. Twenty-four participants were presented with 162 pairs of vibrotactile signals that varied in frequency (60 Hz, 130 Hz, 200 Hz), waveform (sine, square and triangle), and duration (around 123 ms for short and 163 ms for long). Participants had to complete three successive tasks: a dissimilarity task, a preference judgement task, and a resemblance (to push-buttons) judgement task. For the discrimination task, a MultiDimensional Scale analysis revealed: (1) a predominant role of frequency, (2) a role of duration for a given frequency, and (3) no role of waveform. An analysis of variance performed on the preference and resemblance data also point out the main role of the signal frequency. Finally, a correlation was found between preference and resemblance data, indicating that the participants tend to prefer signals judged to be similar to familiar tactile sensations.

Music selection using a touch screen interface: effect of auditory and visual feedback on driving and usability

This study examined the effects on driving, usability and subjective workload of performing music selection tasks using a touch screen interface. The benefits of providing visual and/or auditory feedback was also explored. Thirty participants performed music selection tasks with a touch screen interface while driving, with four forms of feedback. The music selection tasks significantly increased subjective workload and degraded performance on a range of driving measures. The provision of any form of feedback did not significantly affect driving performance, usability or subjective workload. Results suggest that touch screens may not be a suitable input device for navigating scrollable lists.

Digital, analogue, or redundant speedometers for truck driving: Impact on visual distraction, efficiency and usability

Existing literature does not draw conclusions as to which speedometer type is better for truck driving. A digital speedometer would be more beneficial when obtaining absolute and relative readings, while an analogue speedometer would be more efficient and less distracting when detecting dynamic speed changes. Redundant speedometers, which simultaneously present digital and analogue speedometers, appear increasingly in vehicles, but no information is available on their ergonomic qualities. This study compared three speedometers: digital speedometers, analogue speedometers, and redundant speedometers. This study compared the efficiency, usability and visual distraction measures for all three types of speedometers in a simulated truck driving setting. The task-dependant results were confirmed for the digital and analogue speedometer. The redundant speedometer combined the benefits of each type presented separately, which highlights interesting theoretical and applied implications.

A state of science on highly automated driving

ABSTRACT Technological improvements have made highly automated driving (HAD) a reality. The aims of the current contribution are to (1) clarify concepts related to vehicle automation and associated human–machine cooperation issues, (2) summarise research directions that have already been explored with HAD, (3) summarise known effects of HAD on humans’ cognitive functions and constructs, (4) discuss current and future issues and challenges for vehicle automation, and (5) extend the debate to the design and use of human tools. Both theoretical and practical insights indicate that HAD is deeply modifying drivers’ activity and could result in safety-critical difficulties for drivers under certain circumstances. Attentional processes, workload, situation awareness, behavioural adaptations, the out-of-the-loop phenomenon, acceptance of and trust in automation are the main cognitive dimensions and constructs investigated in order to describe how HAD is impacting driving. Future research directions that may help improve HAD are discussed. Finally, the fact that human tools both result from but simultaneously go beyond individual intelligence is described as the new irony of automation.