Renate Häuslschmid, Yixin Shou, J. O'Donovan, G. Burnett, A. Butz
Windshield displays (WSDs) are the big siblings of Head-up displays (HUDs). They are assumed to cover the entire windshield and to allow displaying content at continuous depth, eventually. This creates a large and unstructured 3D space for information display -- raising the question what to display where. To address this question, we developed a view management concept for WSDs in left hand drive cars which proposes zones and areas for specific information. As driving is a safety-critical task, we designed the initial concept with the driver's perceptual abilities in mind. Subsequently, we gathered insights into the driver's needs and desires from a formative study. We asked participants where they would place different types of information after inspiring their imagination by a 3D driving scene and WSD information on a Google Cardboard. The improved concept respects both the drivers' needs and desires and their perceptual abilities and can serve as a basis for view management concepts of future WSD.
{"title":"First Steps towards a View Management Concept for Large-sized Head-up Displays with Continuous Depth","authors":"Renate Häuslschmid, Yixin Shou, J. O'Donovan, G. Burnett, A. Butz","doi":"10.1145/3003715.3005418","DOIUrl":"https://doi.org/10.1145/3003715.3005418","url":null,"abstract":"Windshield displays (WSDs) are the big siblings of Head-up displays (HUDs). They are assumed to cover the entire windshield and to allow displaying content at continuous depth, eventually. This creates a large and unstructured 3D space for information display -- raising the question what to display where. To address this question, we developed a view management concept for WSDs in left hand drive cars which proposes zones and areas for specific information. As driving is a safety-critical task, we designed the initial concept with the driver's perceptual abilities in mind. Subsequently, we gathered insights into the driver's needs and desires from a formative study. We asked participants where they would place different types of information after inspiring their imagination by a 3D driving scene and WSD information on a Google Cardboard. The improved concept respects both the drivers' needs and desires and their perceptual abilities and can serve as a basis for view management concepts of future WSD.","PeriodicalId":448266,"journal":{"name":"Proceedings of the 8th International Conference on Automotive User Interfaces and Interactive Vehicular Applications","volume":"10 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2016-10-24","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"126984505","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
In-vehicle user interfaces increasingly rely on digital text to display information to the driver. Led by Apple's iOS, thin, lightweight typography has become increasingly popular in cutting-edge HMI designs. The legibility trade-offs of lightweight typography are sparsely studied, particularly in the glance-like reading scenarios necessitated by driving. Previous research has shown that even relatively subtle differences in the design of the on-screen typeface can influence to-device glance time in a measurable and meaningful way. Here we investigate the relative legibility of four different weights (line thicknesses) of type under two different rendering systems (suboptimal rendering and optimal rendering). Results indicate that under suboptimal rendering, the lightest weight typeface renders poorly and is associated with markedly degraded legibility. Under optimal rendering, lighter weight typefaces show enhanced legibility compared to heavier typefaces. The reasons for this pattern of results, and its implications for design considerations in modern HMIs, are discussed.
{"title":"The Effect of Font Weight and Rendering System on Glance-Based Text Legibility","authors":"Jonathan Dobres, B. Reimer, N. Chahine","doi":"10.1145/3003715.3005454","DOIUrl":"https://doi.org/10.1145/3003715.3005454","url":null,"abstract":"In-vehicle user interfaces increasingly rely on digital text to display information to the driver. Led by Apple's iOS, thin, lightweight typography has become increasingly popular in cutting-edge HMI designs. The legibility trade-offs of lightweight typography are sparsely studied, particularly in the glance-like reading scenarios necessitated by driving. Previous research has shown that even relatively subtle differences in the design of the on-screen typeface can influence to-device glance time in a measurable and meaningful way. Here we investigate the relative legibility of four different weights (line thicknesses) of type under two different rendering systems (suboptimal rendering and optimal rendering). Results indicate that under suboptimal rendering, the lightest weight typeface renders poorly and is associated with markedly degraded legibility. Under optimal rendering, lighter weight typefaces show enhanced legibility compared to heavier typefaces. The reasons for this pattern of results, and its implications for design considerations in modern HMIs, are discussed.","PeriodicalId":448266,"journal":{"name":"Proceedings of the 8th International Conference on Automotive User Interfaces and Interactive Vehicular Applications","volume":"1 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2016-10-24","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"128977891","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Cooperative Conditionally Automated Driving (CAD) systems pose new challenges to the development of human-machine interfaces (HMI). The system's current status and intentions must be communicated unambiguously to ensure safe driver-system interaction and acceptance. This topic is becoming increasingly important as advanced automated driving functions are expected to carry out tactical and strategical driving maneuvers. Within the current study, an HMI for CAD was designed and evaluated by a sample of human factors experts (N=6). The participants passed seven interaction scenarios in which they either had to take over control or let the system execute a maneuver. Driving task responsibility was explicitly communicated by the HMI (e.g., by coloring and semantic text information). Quantitative and qualitative system usability was examined during and after the drive. Results pointed towards a very good overall usability and acceptance. Except for one case, interactions went according to the system's intention. Suggested design improvements were implemented.
{"title":"Your Turn or My Turn?: Design of a Human-Machine Interface for Conditional Automation","authors":"Yannick Forster, Frederik Naujoks, A. Neukum","doi":"10.1145/3003715.3005463","DOIUrl":"https://doi.org/10.1145/3003715.3005463","url":null,"abstract":"Cooperative Conditionally Automated Driving (CAD) systems pose new challenges to the development of human-machine interfaces (HMI). The system's current status and intentions must be communicated unambiguously to ensure safe driver-system interaction and acceptance. This topic is becoming increasingly important as advanced automated driving functions are expected to carry out tactical and strategical driving maneuvers. Within the current study, an HMI for CAD was designed and evaluated by a sample of human factors experts (N=6). The participants passed seven interaction scenarios in which they either had to take over control or let the system execute a maneuver. Driving task responsibility was explicitly communicated by the HMI (e.g., by coloring and semantic text information). Quantitative and qualitative system usability was examined during and after the drive. Results pointed towards a very good overall usability and acceptance. Except for one case, interactions went according to the system's intention. Suggested design improvements were implemented.","PeriodicalId":448266,"journal":{"name":"Proceedings of the 8th International Conference on Automotive User Interfaces and Interactive Vehicular Applications","volume":"14 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2016-10-24","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"133524977","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Is there a difference in behavior when drivers start driving after parking compared to taking over from an autonomous driving car? In the former, the driving context switch (from static to driving) might be bigger than the latter, where drivers are already in a moving vehicle. This bigger difference might be paired with a decision to stop attending to any distracting task since drivers might find themselves in a different state after driving away. Participants drove a straight highway in a simulator. They either took over driving after being driven autonomously, or after being parked. Concurrently, we played distracting videos in the simulator. Participants looked more towards the road while the car was driving autonomously but there was no difference in driving performance and gazes towards the distraction after take-over compared to starting after parking. This implies that despite a difference in attention before takeover, the control switch is similar.
{"title":"Switching Back to Manual Driving: How Does it Compare to Simply Driving Away After Parking?","authors":"H. V. D. Meulen, A. Kun, C. Janssen","doi":"10.1145/3003715.3005452","DOIUrl":"https://doi.org/10.1145/3003715.3005452","url":null,"abstract":"Is there a difference in behavior when drivers start driving after parking compared to taking over from an autonomous driving car? In the former, the driving context switch (from static to driving) might be bigger than the latter, where drivers are already in a moving vehicle. This bigger difference might be paired with a decision to stop attending to any distracting task since drivers might find themselves in a different state after driving away. Participants drove a straight highway in a simulator. They either took over driving after being driven autonomously, or after being parked. Concurrently, we played distracting videos in the simulator. Participants looked more towards the road while the car was driving autonomously but there was no difference in driving performance and gazes towards the distraction after take-over compared to starting after parking. This implies that despite a difference in attention before takeover, the control switch is similar.","PeriodicalId":448266,"journal":{"name":"Proceedings of the 8th International Conference on Automotive User Interfaces and Interactive Vehicular Applications","volume":"6 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2016-10-24","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"134334059","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Touch surfaces with no surface deformations delineating the individual function fields open up new design possibilities in the car interior. However, a haptic feedback signal similar to a mechanical button appears to be necessary for orientation and input acknowledgment. This has been put into practice in a new product by Continental, using active haptics in the form of an electromechanical concept. This article describes the review of this new product's added value, and refutes potential disadvantages regarding its fitness for use compared with traditional solutions. The subjective perception of the active haptic feedback signal is also described. Three different empirical investigations, each with 20 test subjects, were carried out. Our results show that there is significant added value regarding the attractiveness of the new product. The absence of any shortcomings regarding its fitness for use compared with traditional solutions could not be proved conclusively. Nevertheless, interesting connections between the subjective perception of the haptic feedback signal and its intensity were observed.
{"title":"Advantages of Active Haptics on Touch Surfaces","authors":"Ercan Tunca, R. Fleischer, L. Schmidt, T. Tille","doi":"10.1145/3003715.3005406","DOIUrl":"https://doi.org/10.1145/3003715.3005406","url":null,"abstract":"Touch surfaces with no surface deformations delineating the individual function fields open up new design possibilities in the car interior. However, a haptic feedback signal similar to a mechanical button appears to be necessary for orientation and input acknowledgment. This has been put into practice in a new product by Continental, using active haptics in the form of an electromechanical concept. This article describes the review of this new product's added value, and refutes potential disadvantages regarding its fitness for use compared with traditional solutions. The subjective perception of the active haptic feedback signal is also described. Three different empirical investigations, each with 20 test subjects, were carried out. Our results show that there is significant added value regarding the attractiveness of the new product. The absence of any shortcomings regarding its fitness for use compared with traditional solutions could not be proved conclusively. Nevertheless, interesting connections between the subjective perception of the haptic feedback signal and its intensity were observed.","PeriodicalId":448266,"journal":{"name":"Proceedings of the 8th International Conference on Automotive User Interfaces and Interactive Vehicular Applications","volume":"77 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2016-10-24","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"131152637","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
B. Reimer, Anthony Pettinato, Alex Fridman, Joonbum Lee, Bruce Mehler, B. Seppelt, Junghee Park, K. Iagnemma
This study explores the effects of minor changes in automation level on drivers' engagement in secondary activities. Three levels of automation were tested: manual, semi-autonomous, and fully-autonomous. Potential distractor items were present and participants were instructed they could use them if they felt it was safe. Hand positions and engagement in secondary activities were manually coded. Participants were significantly less likely to engage in a secondary activity in semi-autonomous than fully-autonomous mode. Likewise, they were significantly less likely to use two hands to interact with a secondary activity in semi-autonomous mode than fully-autonomous mode. Gaze classification for each of the driver roles revealed that increasing levels of automation resulted in an increasing percentage of off-road glance durations. These observations suggest that in the event of automation failures, a driver in semi-autonomous driving may be in a somewhat better position to retake control and avoid collisions than during fully autonomous driving.
{"title":"Behavioral Impact of Drivers' Roles in Automated Driving","authors":"B. Reimer, Anthony Pettinato, Alex Fridman, Joonbum Lee, Bruce Mehler, B. Seppelt, Junghee Park, K. Iagnemma","doi":"10.1145/3003715.3005411","DOIUrl":"https://doi.org/10.1145/3003715.3005411","url":null,"abstract":"This study explores the effects of minor changes in automation level on drivers' engagement in secondary activities. Three levels of automation were tested: manual, semi-autonomous, and fully-autonomous. Potential distractor items were present and participants were instructed they could use them if they felt it was safe. Hand positions and engagement in secondary activities were manually coded. Participants were significantly less likely to engage in a secondary activity in semi-autonomous than fully-autonomous mode. Likewise, they were significantly less likely to use two hands to interact with a secondary activity in semi-autonomous mode than fully-autonomous mode. Gaze classification for each of the driver roles revealed that increasing levels of automation resulted in an increasing percentage of off-road glance durations. These observations suggest that in the event of automation failures, a driver in semi-autonomous driving may be in a somewhat better position to retake control and avoid collisions than during fully autonomous driving.","PeriodicalId":448266,"journal":{"name":"Proceedings of the 8th International Conference on Automotive User Interfaces and Interactive Vehicular Applications","volume":"217 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2016-10-24","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"130385953","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Shadan Sadeghian Borojeni, L. Chuang, Wilko Heuten, Susanne CJ Boll
Take-over situations in highly automated driving occur when drivers have to take over vehicle control due to automation shortcomings. Due to high visual processing demand of the driving task and time limitation of a take-over maneuver, appropriate user interface designs for take-over requests (TOR) are needed. In this paper, we propose applying ambient TORs, which address the peripheral vision of a driver. Conducting an experiment in a driving simulator, we tested a) ambient displays as TORs, b) whether contextual information could be conveyed through ambient TORs, and c) if the presentation pattern (static, moving) of the contextual TORs has an effect on take-over behavior. Results showed that conveying contextual information through ambient displays led to shorter reaction times and longer times to collision without increasing the workload. The presentation pattern however, did not have an effect on take-over performance.
{"title":"Assisting Drivers with Ambient Take-Over Requests in Highly Automated Driving","authors":"Shadan Sadeghian Borojeni, L. Chuang, Wilko Heuten, Susanne CJ Boll","doi":"10.1145/3003715.3005409","DOIUrl":"https://doi.org/10.1145/3003715.3005409","url":null,"abstract":"Take-over situations in highly automated driving occur when drivers have to take over vehicle control due to automation shortcomings. Due to high visual processing demand of the driving task and time limitation of a take-over maneuver, appropriate user interface designs for take-over requests (TOR) are needed. In this paper, we propose applying ambient TORs, which address the peripheral vision of a driver. Conducting an experiment in a driving simulator, we tested a) ambient displays as TORs, b) whether contextual information could be conveyed through ambient TORs, and c) if the presentation pattern (static, moving) of the contextual TORs has an effect on take-over behavior. Results showed that conveying contextual information through ambient displays led to shorter reaction times and longer times to collision without increasing the workload. The presentation pattern however, did not have an effect on take-over performance.","PeriodicalId":448266,"journal":{"name":"Proceedings of the 8th International Conference on Automotive User Interfaces and Interactive Vehicular Applications","volume":"25 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2016-10-24","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"117154661","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
We know that talking or texting while involved in a complex sensorimotor task like driving is dangerous. In such situations, interruptions from notifications can negatively impact primary task performance as well. This paper investigates the impact of attending to such notifications. In our study, participants were engaged in a primary task with varying task loads. Notifications were presented to them aurally and visually, and were mediated relative to the primary task load. Our results show that a) attending to notifications were distracting regardless of modality, b) mediation helped users comprehension of visual notifications, but did not effect their comprehension of audio notifications, and c) even though mediated notifications reduced performance degradation, users did not notice or choose it differentially.
{"title":"Effects of Mediating Notifications Based on Task Load","authors":"Rahul Rajan, T. Selker, Ian Lane","doi":"10.1145/3003715.3005413","DOIUrl":"https://doi.org/10.1145/3003715.3005413","url":null,"abstract":"We know that talking or texting while involved in a complex sensorimotor task like driving is dangerous. In such situations, interruptions from notifications can negatively impact primary task performance as well. This paper investigates the impact of attending to such notifications. In our study, participants were engaged in a primary task with varying task loads. Notifications were presented to them aurally and visually, and were mediated relative to the primary task load. Our results show that a) attending to notifications were distracting regardless of modality, b) mediation helped users comprehension of visual notifications, but did not effect their comprehension of audio notifications, and c) even though mediated notifications reduced performance degradation, users did not notice or choose it differentially.","PeriodicalId":448266,"journal":{"name":"Proceedings of the 8th International Conference on Automotive User Interfaces and Interactive Vehicular Applications","volume":"4 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2016-10-24","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"116974722","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Rod McCall, F. McGee, Alexander Meschtscherjakov, N. Louveton, T. Engel
This paper proposes a taxonomy of autonomous vehicle handover situations with a particular emphasis on situational awareness. It focuses on a number of research challenges such as: legal responsibility, the situational awareness level of the driver and the vehicle, the knowledge the vehicle must have of the driver's driving skills as well as the in-vehicle context. The taxonomy acts as a starting point for researchers and practitioners to frame the discussion on this complex problem.
{"title":"Towards A Taxonomy of Autonomous Vehicle Handover Situations","authors":"Rod McCall, F. McGee, Alexander Meschtscherjakov, N. Louveton, T. Engel","doi":"10.1145/3003715.3005456","DOIUrl":"https://doi.org/10.1145/3003715.3005456","url":null,"abstract":"This paper proposes a taxonomy of autonomous vehicle handover situations with a particular emphasis on situational awareness. It focuses on a number of research challenges such as: legal responsibility, the situational awareness level of the driver and the vehicle, the knowledge the vehicle must have of the driver's driving skills as well as the in-vehicle context. The taxonomy acts as a starting point for researchers and practitioners to frame the discussion on this complex problem.","PeriodicalId":448266,"journal":{"name":"Proceedings of the 8th International Conference on Automotive User Interfaces and Interactive Vehicular Applications","volume":"21 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2016-10-24","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"124587496","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Nidzamuddin Md. Yusof, J. Karjanto, J. Terken, F. Delbressine, M. Z. Hassan, G.W.M. Rauterberg
This paper describes a new approach in exploring preferred driving styles for autonomous vehicles through simulation of autonomous driving in real road conditions. A Wizard experiment with an equipped car was conducted to investigate the preferences of people with different driving styles, assertive and defensive, for three autonomous vehicle driving styles (defensive, assertive and light rail transit), inducing different acceleration forces, at three different road profiles. Subjective and objective measurements were collected. The results show that the defensive driving style was preferred and there were variations between participants related to their own driving style. The results indicate that the preferences of assertive drivers for the driving style of an autonomous vehicle may not match their own driving style. Yet, users of future autonomous vehicles should be able to indicate and adjust the driving behaviour of an autonomous vehicle to their own preferences in order to maximize comfort in travelling experience.
{"title":"The Exploration of Autonomous Vehicle Driving Styles: Preferred Longitudinal, Lateral, and Vertical Accelerations","authors":"Nidzamuddin Md. Yusof, J. Karjanto, J. Terken, F. Delbressine, M. Z. Hassan, G.W.M. Rauterberg","doi":"10.1145/3003715.3005455","DOIUrl":"https://doi.org/10.1145/3003715.3005455","url":null,"abstract":"This paper describes a new approach in exploring preferred driving styles for autonomous vehicles through simulation of autonomous driving in real road conditions. A Wizard experiment with an equipped car was conducted to investigate the preferences of people with different driving styles, assertive and defensive, for three autonomous vehicle driving styles (defensive, assertive and light rail transit), inducing different acceleration forces, at three different road profiles. Subjective and objective measurements were collected. The results show that the defensive driving style was preferred and there were variations between participants related to their own driving style. The results indicate that the preferences of assertive drivers for the driving style of an autonomous vehicle may not match their own driving style. Yet, users of future autonomous vehicles should be able to indicate and adjust the driving behaviour of an autonomous vehicle to their own preferences in order to maximize comfort in travelling experience.","PeriodicalId":448266,"journal":{"name":"Proceedings of the 8th International Conference on Automotive User Interfaces and Interactive Vehicular Applications","volume":"16 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2016-10-24","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"115244335","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
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