睡眠剥夺对值班医生情绪的影响

目的：研究一夜睡眠缺失及恢复睡眠后对外科值班医生情绪的影响。方法：采用简明心境量表、状态焦虑问卷及斯坦福困倦量表，对23名外科医生进行值班前后及恢复一夜睡眠后情绪变化的研究。结果：外科医生在值班后，负性情绪增加，正性情绪减少，其中以愤怒-敌意、疲惫-惰性、困惑-迷茫、有力-好动为显著；焦虑和困倦程度增加；恢复1d后，负性情绪有所减少，但同值班前相比，有所增加，以疲惫-惰性为显著。结论：医生在值夜班后负性情绪增加，正性情绪减少。恢复睡眠后有所恢复。     

医学生疲劳与正负情绪、一般自我效能感的现状及关系

目的 探讨医学生疲劳、正负情绪、一般自我效能感的现状及三者之间的关系.方法 采用疲劳量表-14、正负性情绪量表及一般自我效能感问卷,对某医科大学大一～大四754名医学生进行施测.结果 ①医学生疲劳检出率为36.9％；②男医学生的正性情绪显著高于女医学生(F=3.71,P=0.054)；③男生一般自我效能感显著高于女生(F=17.62,P＜0.001)；④医学生的疲劳与正性情绪、一般自我效能感呈负相关,与负性情绪呈正相关.结论 医学生的疲劳受到正负情绪和一般自我效能感的影响.     

一种基于脑电信号的疲劳驾驶状态判断方法

通过研究疲劳驾驶时脑电信号的特征,提出了一种基于独立分量分析（independent component analysis,ICA）的脑波疲劳状态判断方法.利用模拟驾驶系统,采用NT-9200动态脑电仪采集驾驶员在清醒和疲劳状态下（连续驾驶4h以上）的脑电信号,对采集的多导信号进行独立分量分析,去除EEG信号中的眼电、肌电及工频等干扰,经过快速傅里叶变换（fast fourier transform,FFT）后计算出脑波中多种功率谱密度,求得疲劳指数F.实验结果表明,在疲劳状态下的疲劳指数F明显高于清醒状态下的F.本文提出的脑波疲劳状态判断方法可有效用以判断驾驶员的疲劳程度.     

睡眠剥夺后清醒程度和困倦程度变化

目的:探讨不同时间睡眠剥夺条件下,主观对于清醒程度和困倦程度的评定.方法:将24名青年男性分为3组,分别为SD21、SD45和SD69,睡眠剥夺从早晨7:00开始,每3小时测试1次.采用主观评定的方法,评测清醒程度和困倦程度.结果:睡眠剥夺后清醒程度降低,困倦程度升高,对困倦程度敏感于清醒程度;随睡眠剥夺时间的延长,生物近日节律的作用减弱.     

伯克利情绪表达量表中文版在中国大学生中的信、效度分析

目的:本研究旨在探讨伯克利情绪表达量表在中国文化背景下的信、效度。方法:采用伯克利情绪表达量表测量1037名18-24岁的中国大学生,另采用中文版情绪调节量表、正负性情绪量表及自评抑郁量表检验效标关联效度。一个月后抽取105名大学生进行重测。结果:修订的伯克利情绪表达量表包括正性情绪表达、负性情绪表达、负性情绪抑制、正性情绪表达强度和负性情绪表达强度五个维度,共16个题项。探索性因素分析和验证性因素分析结果支持了中文版情绪表达量表的五因素模型。问卷总体的内部一致性系数为0.77,五个分量表的内部一致性信度在0.58-0.72之间,重测信度在0.53-0.63之间。伯克利情绪表达量表中文版具有较好的效标关联效度。结论:伯克利情绪表达量表中文版具有良好的信度和效度,可以用于中国大学生情绪表达的测量。     

正性负性情绪量表的中国人群适用性研究

目的：对正性负性情绪量表（PANAS）进行中国人民群的适用性研究。引进情绪两个维度评定的有效工具。方法：调查372名社区人群，使用同质信度，重测信度为检验量表信度指标。使用因素分析的方差极大旋转法检验结构效度。选择SCL-90为效标效度。结果：PANAS所有条目的Cronbach‘sα系数为0.82。正性，负性情绪的Cronbach‘sα系数为分别为0.85和0.83。正，负性情绪的重测信度分别是0.47和0.47。正性情绪各条目的负荷在0.76-0.40之间，平均负荷0.65；负性情绪各条目的负荷在0.75-0.45之间，平均负荷为0.62。负性情绪与SCL-90总症状指数的相关系数是0.65。结论：中文版的PANAS适用中国人群。     

支气管哮喘患者的生存质量及相关因素

目的：探讨成年哮喘患者生存质量及相关因素.方法：采用支气管哮喘生存质量评估表,激惹、抑郁和焦虑自评量表,正性负性情绪量表,自尊量表,安全感量表对51例哮喘患者和40例正常对照组进行现场调查.结果：患者的抑郁得分、负性情绪得分均高于正常组（5.5±2.1/3.5±2.0,t=2.45,P=0.017;26.4±6.1/18.9±5.9,t=3.47,P=0.002）,患者的自尊得分和人际安全感得分均低于正常组（15.5±3.2/21.0±2.7;24.0±6.7/29.6±4.3;t=2.18,2.61,P=0.031、0.014）,而感情孤独得分高于正常组（15.5±2.6/10.0±4.2;t=2.37,P=0.023）.生存质量总分与职业、病程、内向性激惹得分呈负相关（r=-0.358,-0.308,-0.355,-0.342,P＜0.05）,与受教育程度、一秒钟用力呼气量、PANAS测量的正性情绪、自尊得分呈正相关（r或rs值分别为0.314,0.337,0.343,0.347,0.356,P＜0.05）,与抑郁、负性情绪得分呈负相关（r=-0.382,-0.435,P＜0.01）.结论：成年哮喘患者存在心理问题,生存质量与基本情况、不良情绪、心理状况等诸多因素有关.     

外企人员单个工作日工作前后疲劳状态与情绪状况的主观评定

目的 通过主观评定量表研究外企人员单个工作日工作前后疲劳和情绪状态的变化特征,为今后制定可行的干预措施提供相关研究数据.方法 应用疲劳量表和简明心境量表分别在单个工作日前后对120名.外企工作人员进行疲劳状态和情绪特征的评估.结果 疲劳量表结果显示:男性员工在单个工作日工作后疲劳总分(t=4.188,P＜0.05)和脑力疲劳因子分较工作前明显增高(t=3.215,P＜0.05)；女性员工则表现为疲劳总分(t=4.188,P＜0.05)、脑力(t=4.188,P＜0.05)与体力疲劳(t=4.188,P＜0.05)因子3项分值均增高.简明心境量表结果表明该群体在工作后愤怒-敌意(t=5.542,P＜0.05)、紧张-焦虑(t=6.788,P＜0.05)、疲乏-惰性(t-4.954,P＜0.05)3个维度得分增高.结论 单个工作日的工作可以造成外企所有员工脑力疲劳,其中女性员工还可出现躯体疲劳.该群体在工作后还明显表现出愤怒、焦虑和疲乏等负性情绪增多,需要制定有针对性地干预措施.     

中文版正性负性情绪量表在老年人中的信度和效度

目的:评估中文版正性负性情绪量表(PANAS)在城镇社区老年人中的信度、效度。方法:采用问卷法对604名老年人(年龄60周岁)进行中文版正性负性情绪量表、汉密尔顿焦虑量表(HAMA)和老年抑郁量表(GDS)的评估。结果:经统计学检验,中文版PANAS所有条目的Cronbach’s系数为0.772,正性情绪(PA)量表和负性情绪(NA)量表的Cronbach’s系数分别为0.853、0.902;正、负性情绪分量表的重测信度分别为0.496、0.478;正、负性情绪分量表的条目间平均相关系数分别为0.587、0.546。正、负性情绪两因子之间的相关系数为-0.233。正性情绪与HAMA、GDS的相关系数分别为-0.566、-0.278;负性情绪与HAMA、GDS的相关系数分别为0.736、0.342。探索性因素分析正性情绪各条目的因子负荷在0.478～0.755;负性情绪各条目的因子负荷在0.582～0.781。工作状况、躯体疾病情况、患病时间、总体健康状况与老年人的正性情绪和负性情绪均呈显著相关(P0.05);受教育程度与老年人正性情绪呈显著相关(P0.05);婚姻状况、以往职业、月人均收入与老年人的负性情绪呈显著相关(P0.05)。结论:中文版正性负性情绪量表(PANAS)在城镇社区老年人中具有良好的信度、效度,符合心理测量学的要求,可以用于我国城镇社区老年人的正性、负性情绪的调查。     

模拟驾驶条件下脑力疲劳的主观评定和注意特征变化的研究

目的:探讨模拟驾驶前后驾驶员脑力疲劳的主观评定和注意特征变化.方法:测量和比较16名健康男性白班出租车驾驶员在实验室条件下连续模拟驾驶6小时前后的主观疲劳感的差异和注意特征的变化.并以同一批驾驶员在休息日的同时段测量结果作为对照.结果:实验组和对照组疲劳前后在主观量表上的得分均无显著性差异.但在对注意特征的行为学测试中,实验组疲劳前后的结果差异显著,而对照组差异不显著.结论:在实验室条件下,驾驶员在模拟驾驶后虽然没有主观疲劳感,但注意的各个方面均受到不同程度的影响,呈下降的趋势.     

Train driving efficiency and safety: examining the cost of fatigue

This study investigated the effects of fatigue on train driving using data loggers on 50 locomotives operated by pairs of male train drivers (24-56 years) on an Adelaide-Melbourne corridor. Drivers' work history was used to calculate a fatigue score using Fatigue Audit Interdyne Software. Trains were assigned to one of three groups, based on drivers' maximum fatigue score: low (n = 15), moderate (n = 22) or high (n = 13) fatigue. Changes in driving parameters at different fatigue levels were investigated. A significant (P < 0.05) increase in fuel use was observed. Drivers in the moderate fatigue group used 4% more, and drivers in the high group used 9% more fuel than drivers in the low group. As these trains run daily, taking horsepower into account, this represents an approximate extra weekly cost of AUD$3512 using high compared with low fatigue drivers. High fatigue-group drivers used less throttle and dynamic brake and engaged in more heavy brake and maximum speed violations. Comparison of three, 100 km track sub-sections with undulating, flat, and hilly grade indicated that fuel use increases occurred primarily during the undulating sub-section, and heavy brake and maximum speed violations occurred primarily in the flat sub-section. Fatigued driving becomes less well-planned, resulting in reduced efficiency (e.g. increased fuel consumption) and safety (e.g. braking and speeding violations). Fatigue may manifest differentially depending on track grade. In certain areas, fatigue will cause increased fuel use and economic cost, and in others, reduced safety through driving violations. These factors should be carefully examined in future railway operator research.     

Temporal profile of prolonged, night-time driving performance: breaks from driving temporarily reduce time-on-task fatigue but not sleepiness

Breaks are often used by drivers to counteract sleepiness and time-on-task fatigue during prolonged driving. We examined the temporal profile of changes in driving performance, electroencephalogram (EEG) activity and subjective measures of sleepiness and fatigue during prolonged nocturnal driving in a car simulator. In addition, the study examined the impact of regular breaks from driving on performance, sleepiness and fatigue. Healthy volunteers (n=12, 23-45 years) maintained a regular sleep-wake pattern for 14 days and were then in a laboratory from 21:00 to 08:30 hours. The driving simulator scene was designed to simulate monotonous night-time rural driving. Participants drove 4 × 2-h test sessions, with a break from driving of 1 h between each session. During the break participants performed tests assessing sleepiness and fatigue, and psychomotor performance (~30 mins), and then were permitted to sit quietly. They were monitored for wakefulness, and not permitted to nap or ingest caffeine. EEG was recorded during the driving task, and subjective assessments of sleepiness and fatigue were obtained at the start and completion of each session. We found that driving performance deteriorated (2.5-fold), EEG delta, theta and alpha activity increased, and subjective sleepiness and fatigue ratings increased across the testing period. Driving performance and fatigue ratings improved following the scheduled breaks from driving, while the breaks did not affect EEG activity and subjective sleepiness. Time-on-task effects increased through the testing period, indicating that these effects are exacerbated by increasing sleepiness. Breaks from driving without sleep temporarily ameliorate time-on-task fatigue, but provide little benefit to the sleepy driver.     

Reproducibility of the spectral components of the electroencephalogram during driver fatigue.

OBJECTIVE: To date, no study has tested the reproducibility of EEG changes that occur during driver fatigue. For the EEG changes to be useful in the development of a fatigue countermeasure device the EEG response during each onset period of fatigue in individuals needs to be reproducible. It should be noted that fatigue during driving is not a continuous process but consists of successive episodes of 'microsleeps' where the subject may go in and out of a fatigue state. The aim of the present study was to investigate the reproducibility of fatigue during driving in both professional and non-professional drivers. METHODS: Thirty five non-professional drivers and twenty professional drivers were tested during two separate sessions of a driver simulator task. EEG, EOG and behavioural measurements of fatigue were obtained during the driving task. RESULTS: The results showed high reproducibility for the delta and theta bands (r>0.95) in both groups of drivers. CONCLUSIONS: The results are discussed in light of implications for future studies and for the development of an EEG based fatigue countermeasure device.     

Back and neck extensor loading and back pain provocation in urban bus drivers with and without low back pain

This study assessed low back and trapezius muscle activity in bus drivers, with or without recurrent low back pain (LBP), during the long term driving. In addition, low back and neck–shoulder pain intensities and fatigue were measured and the effect of low back support was observed. Also the possible source of LBP was attempted to assess by vibration pain provocation test and lumbar MRI.

Forty bus drivers (recurrent LBP n = 25) participated in this study. Low back and neck–shoulder pain and subjective fatigue intensity was assessed by visual analogue scales (VAS) before and after driving. Lumbar paraspinal and trapezius muscle activation during driving was measured by surface EMG. Vibration pain provocation test was applied for all subjects.

Average paraspinal myoelectric activity during driving was approximately 1% of MVC in both groups. Average trapezius myoelectric activity during driving was from 2 to 4% of MVC. Trapezius muscle activity was higher in back healthy drivers than in those with LBP. The low back support had no effect either on paraspinal or trapezius EMG activity. Low back and neck–shoulder fatigue increased during driving in both groups especially in those subjects with positive vibration pain provocation. The neck–shoulder pain and fatigue were more severe in drivers suffering from LBP. Low back support had no effect on low back and neck–shoulder subjective fatigue and neck–shoulder pain but tended to limit the LBP increase during driving. Paraspinal muscle loading in urban bus drivers was very limited and either LBP or ergonomic low back support had no effect on it. Trapezius muscle seemed to be less active in drivers suffering from recurrent LBP. Internal disc disruptions may expose to pain and fatigability during driving.     

Effect of magnitopuncture on sympathetic and parasympathetic nerve activities in healthy drivers--assessment by power spectrum analysis of heart rate variability

The object of this study was to assess the effects of magnitopuncture applied to Dazhui (DU14) point and Neiguan (PC6) points on sympathetic and parasympathetic nerve activities by power spectrum analysis of heart rate variability in healthy drivers during simulated driving. Using power spectrum analysis, the low frequency (LF) and high frequency (HF) components of heart rate variability can be calculated reflecting the sympathetic and parasympathetic activity. The 40 healthy male subjects were randomly divided into two groups: A (study group) and B (control group). All subjects were required to be well rested before the experiment. The subjects of both groups were required to perform a simulated driving task for 3 h. During the driving, magnitopunctures were applied to the DU14 and PC6 points for A while the subject performed the task for 2.5 h, and for B magnitopunctures were applied to non-acupuncture points which were 1.5 cm away from the two acupuncture points respectively over the same time. Subjective response to a questionnaire was obtained after the simulated task in the two groups. At the end of the driving task the LF component in normalized units (NU) had decreased significantly (P<0.05) indicating a reduced sympathetic nerve activity and the HF component (NU) increased significantly (P<0.05) indicating a increased parasympathetic nerve activity for A compared with pre-stimulation while for B no significant differences were observed. There were significant group differences in LF (NU), HF (NU) and LF:HF at the end of the driving task (P<0.05). It was concluded that a modulating effect of magnitopuncture on sympathetic and parasympathetic nerve activities in healthy subjects was associated with the acupuncture points. The findings represent physiological evidence that magnitopuncture may reduce mental fatigue in healthy drivers. Electronic Publication     

Regional brain wave activity changes associated with fatigue

Assessing brain wave activity is a viable strategy for monitoring fatigue when performing tasks such as driving, and numerous studies have been conducted in this area. However, results of a systematic review on changes in brain wave activity associated with fatigue have revealed equivocal findings. This study investigated brain wave activity associated with fatigue in 48 nonprofessional healthy drivers as they participated in a simulated driving task until they fatigued. The results showed that as a person fatigues, slow wave activity increased over the entire cortex, in theta and in alpha 1 and 2 bands, while no significant changes were found in delta wave activity. Substantial increases also occurred in fast wave activity, though mostly in frontal sites. The results suggest that as a person fatigues, the brain loses capacity and slows its activity, and that attempts to maintain vigilance levels lead to increased beta activity.     

Correlation between driving errors and vigilance level: influence of the driver's age

During long and monotonous driving at night, most drivers progressively show signs of visual fatigue and loss of vigilance. Their capacity to maintain adequate driving performance usually is affected and varies with the age of the driver. The main question is to know, on one hand, if occurrence of fatigue and drowsiness is accompanied by a modification in the driving performance of the driver and, on the other hand, if this relationship partially depends on the driver's age. Forty-six male drivers, divided into three age categories: 20-30, 40-50, and 60-70 years, performed a 350-km motorway driving session at night on a driving simulator. Driving errors were measured in terms of number of running-off-the-road incidents (RORI) and large speed deviations. The evolution of physiological vigilance level was evaluated using electroencephalography (EEG) recording. In older drivers, in comparison with young and middle-aged drivers, the degradation of driving performance was correlated to the evolution of lower frequency waking EEG (i.e., theta). Contrary to young and middle-aged drivers, the deterioration of the vigilance level attested by EEG correlated with the increase in gravity of all studied driving errors in older drivers. Thus, depending on the age category considered, only part of the driving errors would constitute a relevant indication as for the occurrence of a state of low arousal.     

基于模拟座舱的驾驶疲劳实验研究

通过模拟实验研究影响驾驶疲劳的典型因素并探讨驾驶疲劳的评测方法。以模拟驾驶器为核心,结合操控能力、生理/心理测试、主观评价和行为特征,构建了模拟驾驶综合实验系统。设计了一套合理的实验方案,并开展了不同道路状况下长时间模拟驾驶对疲劳的影响、驾驶员不同作业时段的复杂反应、多导脑电的复杂性与驾驶进程关系等实验。实验显示,长时间驾驶对操控能力、反应时间、心率、主观疲劳都有显著性影响;高速公路环境下车速方差、主观疲劳比一般公路区别显著;驾驶员的心理疲劳程度受时段的影响较大;脑电的复杂度反映了驾驶疲劳的变化。研究结果为安全驾驶提供了有意义的指导,同时也验证了实验系统和实验方案的合理性,为进一步的研究工作打下了基础。     

出租车司机职业满意度与心理健康状况调查分析

目的　研究心理健康状况与职业满意度的关系 ,以及每日工作时间长短和生物钟颠倒对心理健康的影响。方法　采用 SCL— 90和自制的问卷 ,以出租车司机为对象 ,对其心理健康状况和职业满意度等因素进行调查。结果　出租车司机的心理健康水平低于普通成人 ;多数出租车司机职业满意度不高 ,而职业满意度对心理健康状况有着重要影响 ;每日长时间地工作 ,会降低一个人的心理健康水平 ;因工作需要颠倒生物钟者 ,只要能保证足够的休息 ,便不会对心理健康产生显著的负面影响