We will be present with multiple presentations at the 22nd International Conference on Human-Computer Interaction (HCI INTERNATIONAL 2020) that will be held virtually 19-24 July 2020.[…]
Nachdem die Halbzeitpräsentation der Forschungsinitiative @CITY aufgrund der aktuellen Pandemielage nicht wie ursprünglich geplant am 27. Mai stattfinden konnte, freuen wir uns, Ihnen nun als neuen Termin für die Veranstaltung den 26. November 2020 bekannt geben zu können. Die Anmeldung ist ab sofort möglich.
@CITY steht für “Automated Cars and Intelligent Traffic in the City”. In der Initiative haben sich 15 Partner aus der Automobil- und Zulieferindustrie sowie Universitäten und Forschungsinstitute zusammengeschlossen, um – unterstützt durch das Bundesministerium für Wirtschaft und Energie – bis Mitte 2022 neue automatisierte Fahrfunktionen für die Stadt zu erforschen. Im Fokus steht hierbei das automatisierte Fahren durch Engstellen, über komplexe Kreuzungen und Kreisverkehre sowie die Interaktion des automatisierten Systems mit dem Fahrer und mit anderen Verkehrsteilnehmern – insbesondere mit Fußgängern und Radfahrern.
Anmelden können Sie sich ab sofort über den nachfolgenden Link […]
Die Kommunikation zwischen Mensch und Fahrzeug sowie die sozioökonomischen Folgen des vernetzten und automatisierten Fahrens stehen im Mittelpunkt der japanisch-deutschen Forschungskooperation CADJapanGermany (Connected and Automated Driving). Zwei Institute des Deutschen Zentrums für Luft- und Raumfahrt (DLR) sind an diesem internationalen Vorhaben beteiligt und bringen ihre Kompetenzen im Bereich der Verkehrsforschung ein. Ziel der teilnehmenden Forschungseinrichtungen und Universitäten ist es, technologische Innovationen zu fördern und den gesellschaftlichen Dialog zu diesem für die beiden Automobilnationen Japan und Deutschland wichtigen Zukunftsthema zu unterstützen.[…]
We will be presenting at IUI 2020 March 17-20, 2020 in Cagliari, Italy.
Wilbrink, M., Schieben, A., & Oehl, M. (2020). Reflecting the automated vehicle’s perception and intention: Light-based interaction approaches for on-board HMI in highly automated vehicles. Proceedings of the 25th International Conference on Intelligent User Interfaces Companion (IUI’20). March 2020, 105-107. https://doi.org/10.1145/3379336.3381502
ACM IUI 2020 is the 25th annual meeting of the intelligent interfaces community and serves as a premier international forum for reporting outstanding research and development on intelligent user interfaces. ACM IUI is where the Human-Computer Interaction (HCI) community meets the Artificial Intelligence (AI) community. IUI 2020 is also very interested in contributions from related fields, such as psychology, behavioral science, cognitive science, computer graphics, design, the arts, etc.[…]
The Conference of Experimental Psychologists (also known as „Tagung experimentell arbeitender Psychologen“, TeaP) is a popular psychological research conference of junior and senior scientists working in Experimental Psychology in the German speaking countries Austria, Germany and parts of Switzerland and Italy. It has a long-standing tradition and is run at a different university each year since 1959. In 2020, the TeaP will take place in Jena, Germany from 21st till 25th of March.
Bergholz, M., Wilbrink, M., Drewitz, U., & Oehl, M. (accepted). Kinetosis mitigation via light-based HMI motion cues in automated vehicles.
Lienhop, M., & Oehl, M. (accepted). Taking driver frustration into account: Towards a speech-based emotion regulation in-car assistant.[…]
Join our workshop „Emotions in the Age of Automated Driving – Developing Use Cases for Empathic Cars“ at MuC’19:
Improving user experience of highly automated vehicles is key to increase their acceptance. One possibility to realize this is the design of empathic cars that are capable of assessing the emotional state of vehicle occupants and react to it accordingly by providing tailored support. At the moment, the central challenge is to derive relevant use cases as basis for the design of future empathic cars. Therefore, we propose a workshop that aims to bring together researchers and practitioners interested in affective computing, affective interfaces and automated driving as forum for the development of a roadmap towards empathic vehicles using design thinking methods. During the workshop, we will gain a common understanding of the central concepts and listen to impulse talks about current and recent projects on emotions during automated driving. Based on this, relevant use cases are generated in group work and discussed with the goal to identify potential research and knowledge gaps. Finally, a road map for research towards the realization of automated empathic cars is formulated from the results.
Our latest paper on cycling anger is online:
Oehl, M., Brandenburg, S., & Huemer, A. K. (2019). German bike messengers’ experiences and expressions of cycling anger. Traffic Injury Prevention. https://doi.org/10.1080/15389588.2019.1616179
Get your free copy here (50 prints available).
Objective: The present study has 3 objectives: First, we wanted to examine whether the Cycling Anger Scale (CAS) applies to German professional bike messengers, because this scale was previously developed with nonprofessional cyclists in Germany. Second, we wanted to look at possible differences in cycling anger experience and expression between professional German bike messengers and nonprofessional German cyclists. Third, we explored whether cycling anger is somehow related to driving anger and general anger.
Methods: We applied German versions of the CAS, the Driving Anger Scale (DAS), and the State–Trait Anger Expression Inventory (STAXI) to a sample of 123 professional German bike messengers. Then we compared their ratings with the results of 421 nonprofessional German cyclists.
Results: Regarding our first objective, results indicate that the CAS model fit is better for nonprofessional than for professional cyclists. However, the CAS in a slightly modified version can be used for professional cyclists as well. As for our second objective, we show that professional cyclists experience significantly less cycling anger than nonprofessional cyclists. However, bike messengers report more frequent aggressive cycling behaviors when angry, indicating a weaker link between trait anger while cycling and aggressive behavior among professionals. Thirdly, we found relations between cycling anger, driving anger, and general anger.
Conclusions: We conclude that the CAS in its slightly modified 13-item version with the established 4 subscales produces an acceptable model fit and can be applied to professional German bike messengers for further research purposes or applied issues; for example, traffic education or self-awareness in terms of accident prevention behaviors. In addition, for professional cyclists, less anger does not result in less aggressive cycling behaviors. Subsequent research should explore the role of anger in behavioral regulation of cyclists’ unsafe cycling behaviors taking different levels of experience and professionalism into account in order to reduce adverse effects of anger on traffic safety.
Our most current paper on driving anger is online:
Brandenburg, S., Oehl, M., & Hartwig, C. (2019). Driving Anger Expression in Germany – Validation of the Driving Anger Expression Inventory for German Drivers. Traffic Injury Prevention. DOI: 10.1080/15389588.2018.1493467
Objective: The main objective of this article is to examine whether the Driving Anger Expression Inventory (DAX) applies to German drivers because this scale has previously been given to drivers in many different countries.
Methods: We applied German versions of the DAX, the Driving Anger Scale (DAS), and the State-Trait Anger Expression Inventory (STAXI) to a sample of 501 German drivers. We computed confirmatory factor analysis and principal axis factoring (PAF) analysis to examine the structure of driving anger expression in Germany. Finally, we related the drivers’ anger exp ression scores to their driving anger experiences and their general anger propensities to assess the validity of the DAX for German drivers.
Results: Results indicated that the DAX’s original factor structure does not apply to German drivers because the confirmatory factor analysis did not show a good model fit. An item analysis revealed that many DAX items had no meaningful variability. They were excluded from further analysis. The subsequent PAF analysis indicated that German drivers do not use personal physical aggression to express their driving anger. Instead, they reported unique preventive anger expression management behavior. In addition, their driving anger expressions were significantly related to their driving anger experiences and their general anger propensities indicated the validity of the refined DAX for German drivers.
Conclusions: We conclude that German drivers do not use strong behaviors to express their driving anger. Many statements of Deffenbacher et al.’s (Behav Res Ther. 40:717–737, 2002) original American questionnaire were not applicable for our sample of German drivers. These findings are in line with several other studies showing discrepancies in driving anger expression in various countries. Future investigations should examine the reasons for discrepancies in driving anger expression.
Keywords: Driving anger expression, personality and driving, Driving Anger Expression Inventory (DAX), emotions in driving[…]