The accelerated motion of an ambulance changes the blood pressure （BP） of an ill or injured person. The purpose of this study was to estimate the difference in such acceleration-induced BP variation between body portions. First, using a computer-controlled tilt bed, we simulated the BP variation in an artery inside the brain, the subclavian artery and the peripheral artery of the upper limb by changing the position of the left arm of a volunteer. We repeated this simulation for 15 healthy volunteers under 15 combinations of three positions and five acceleration patterns. Next, using the left hand finger BP measured at the different positions, we calculated the arithmetic averages of increments of the mean BP and the instantaneous pulse rate every 0.01 seconds. By comparing them to each other, we could explain the BP variation as a superposition of variations due to reflexes such as the vestibular-cardiovascular reflex caused by sudden change of acceleration, the baroreceptor reflex and the mechanical effect on the blood. The peak-to-peak value of the BP variation indicated that the acceleration had a larger effect on the BP in the subclavian artery, the peripheral artery of the upper limb and the artery inside the brain in this order.

As fundamental research of the operation of autonomous ships on the monitoring screen on shore, this paper focused on the differences in collision avoidance judgments based on various information sources, specifically via radar and via visual confirmation. Experiments were carried out using a ship-handling simulator with 14 seafarer trainees who had acquired the same level of maritime knowledge but had no actual experience at sea. Two experiments were carried out: a simple situation with one target ship appearing, and a complex situation where several targets appeared. The judgments in the complex situation showed that radar decision timing was quicker than visual decision timing. On the other hand, the simple situation showed no difference in course alteration and timing. Further results indicated that evaluation of the involved ships in the situation and the back ground of judgments varied depending on information sources. It is suggested that evaluation of the involved ships and the back ground of judgments may lead to differences in collision avoidance judgments.

This study examined subjective assessments to clarify how agents for assistance with driving are accepted. The assessors were of various ages, including some who were elderly people. Three kinds of agents were assessed: voice, virtual and robot agents. The results showed that both the elderly people and people in other age groups positively assessed robot agents on the item ‘Familiarity’. The results also indicated that robot agents received lower assessments on the item ‘Obstruction’ than did voice or virtual agents. From these findings, robot agents are considered to be well accepted and tend not to cause hindrances. Moreover, the results changed after repeated use of agents, suggesting that continued use has an impact. Therefore, future directions for research include the following: differences in reception depending on differences in the types of robot agents, changes in assessments when agents are used over a long period of time, and changes in behaviors after driving with the assistance of agents.