Incidence Of Motion Sickness Research Articles

Virtual Empathy: Usability and Immersivity of a VR System for Enhancing Social Cohesion through Cultural Heritage

In this paper we describe and evaluate a VR application, designed with a novel approach that allows personalized interaction and a more immersive virtual experience. This VR system uses both a user-based methodology in which the user expresses his/her emotions by interacting directly with the environment; and an artificial intelligence-driven methodology that is based on automated language systems able to detect user emotion and moral values from verbal speech. In this study we evaluated the usability and immersivity of our system on a sample of 30 museum visitors. The results indicate that our application is easy and pleasant to use for visitors, and that positive assessments are significantly associated with the level of immersion and realism experienced within the virtual environment. Additionally, we found a low incidence of motion sickness among users.

Effects of decades of physical driving experience on pre-exposure postural precursors of motion sickness among virtual passengers

Previous research has shown that motion sickness associated with virtual vehicles is more common among passengers than among drivers. Separately, other studies have shown that postural precursors of motion sickness during virtual driving differ as a function of prior experience driving physical vehicles. We investigated the intersection of those prior effects: We asked whether decades of physical driving experience 1) would influence motion sickness among passengers in a virtual vehicle, and 2) would influence postural precursors of motion sickness among passengers in a virtual vehicle. In our study, middle-aged adults were exposed to a virtual vehicle as passengers. Some participants (Physical Drivers) had decades of experience driving physical automobiles, while others (Physical Non-Drivers) had rarely or never driven a physical vehicle. First, we measured head and torso movement as standing participants performed simple visual tasks. Then, each participant watched a recording of the motion of a virtual vehicle, which induced motion sickness in some participants. Afterward, neither the incidence nor the severity of motion sickness differed between Physical Drivers and Physical Non-Drivers. Our analysis of pre-exposure standing body sway revealed postural precursors of motion sickness in measures of the spatial magnitude and temporal dynamics of movement. In statistically significant interactions, these precursors (Well vs. Sick) differed as a function of physical driving experience (Physical Drivers vs. Physical Non-Drivers). Overall, our results indicate that, among virtual passengers, long-term real-world driving experience influenced the postural precursors of motion sickness, but not the incidence or severity of motion sickness. We discuss these results in terms of relationships between perception and motor control in theories of motion sickness etiology.

Validation of a moving base driving simulator for motion sickness research

Increasing levels of vehicle automation are envisioned to allow drivers to engage in other activities but are also likely to increase the incidence of Carsickness or Motion Sickness (MS). Ideally, MS is studied in a safe and controlled environment, such as a driving simulator. However, only few studies address the suitability of driving simulators to assess MS. In this study, we validate a moving base driving simulator for MS research by comparing the symptoms and time course of MS between a real-road driving scenario and a rendition of this scenario in a driving simulator, using a within-subjects design. 25 participants took part as passengers in an experiment with alternating sections (slaloming, stop-and-go) with normal and provocative driving styles. Participants performed Sudoku puzzles (eyes-off-road) during both scenarios and reported MIsery SCale (MISC) scores at 30 s intervals. Motion Sickness Assessment Questionnaire (MSAQ) scores were collected upon completion of either scenario. Overall, the results indicate that MS was more severe in the car than in the simulator. Nevertheless, significant correlations were found between individual MS in the car and simulator for 3 out of 4 MSAQ symptom categories (0.48 < r < 0.73, p < 0.02), with a strong overall correlation (r = 0.57, p = 0.004). MS onset times were similar between the car and the simulator, and sickness fluctuations as a result of driving style showed a similar pattern between scenarios, albeit more pronounced in the car. Based on observed similarities in MS, we conclude these simulator results to have relative validity. We attribute the observed reduction of MS severity in the simulator to the downscaling of the motion by the Motion Cueing Algorithm (MCA). These results suggest that, at least in eyes-off-road conditions, findings on MS from simulator studies may generalize to real vehicles after application of a conversion factor. This conversion factor is likely to depend on simulator and MCA characteristics.

Using Active Seat Belt Retractions to Mitigate Motion Sickness in Automated Driving

The introduction of automated-driving functions provides passengers with the opportunity to engage in non-driving related tasks during the ride. However, this benefit might be compromised by an increased incidence of motion sickness. Therefore, we investigated the effectiveness of active seat belt retractions as a countermeasure against motion sickness during inattentive automated driving. We hypothesized that seat belt retractions would mitigate motion sickness by supporting passengers to anticipate upcoming braking maneuvers, by actively tensioning their neck muscles and, thereby, reducing the extent of forward head movement while braking. In a motion base driving simulator, 26 participants encountered two 30 min automated drives in slow-moving traffic: one drive with active seat belt retractions before each braking maneuver and a baseline drive without. The results revealed that there was no difference in perceived motion sickness between both experimental conditions. Seat belt retractions resulted in an increased activity of the lateral neck muscles and supported drivers to anticipate braking maneuvers. However, at the same time, the retractions led to an increased magnitude of head movement in response to braking. This research lays the groundwork for future research on active seat belt retractions as a countermeasure against motion sickness and provides directions for future work.

Effects of Dynamic Visual Stimuli on the Development of Carsickness in Real Driving

Whereas autonomous vehicles are expected to provide several advantages, the current scenarios envisioned for self-driving vehicles are expected to increase the incidence of motion sickness. This study investigates the effects of dynamic visual stimuli on the development of carsickness under two different view conditions. A prototypical light-emitting diode (LED) feedback system visualizing longitudinal driving dynamics in the passenger’s peripheral visual field was installed in the rear of a modified serial vehicle. A real driving experiment was conducted on the test track of a major car manufacturer. Subjective motion sickness ratings were recorded. It was hypothesized that carsickness can be mitigated with the information from the visual feedback system. Subjective motion sickness scores tended to be lower with the LED feedback system while there was no substantial interaction effect with the view condition. Although the results indicate potential benefits of the LED feedback system for the mitigation of motion sickness, further development of the system and its functionalities and the inclusion of psychophysiological measures to objectively quantify motion sickness is necessary to confirm these findings.

Reducing Motion Sickness by Manipulating an Autonomous Vehicle's Accelerations

Without intervention the widespread adoption of autonomous vehicles could be compromised by an increased incidence of motion sickness compared to conventional cars. To investigate whether passengers’ motion sickness can be reduced by manipulating an autonomous vehicle's accelerations on a fixed route without altering the travel time, a human-out-of-the-loop experiment was performed in the SIMONA Research Simulator at Delft University of Technology. The experiment consisted of two different driving conditions, in which an identical 22-km road including 52 curves was travelled in 30 minutes. Condition 1 comprised larger longitudinal, but smaller lateral, acceleration values compared to Condition 2. Experimental results suggested that Condition 1 resulted in more severe motion sickness than Condition 2, with fitted learning curves providing final MIsery SCale scores of 1.19 vs. 0.80. A similar relative difference between the two conditions had been predicted by the 6-DOF Subjective Vertical Conflict model. Hence, this model has the potential to, once further developed, support the design of autonomous vehicles by reducing the need to perform costly, time-consuming experiments.

Effects of physical driving experience on body movement and motion sickness among passengers in a virtual vehicle.

Virtual vehicles (e.g., driving video games) can give rise to visually induced motion sickness. Typically, people drive virtual vehicles. In the present study, we investigated motion sickness among participants who were exposed to virtual vehicles as passengers; that is, they observed vehicle motion, but did not control it. We also asked how motion sickness and the postural precursors of motion sickness might be influenced by participants' previous experience of driving physical vehicles. Participants viewed a recording of a virtual automobile in a driving video game. Drivers were young adults with several years of experience driving physical automobiles, while non-drivers were individuals in the same age group who did not have a driver's license and had never driven an automobile. During exposure to the virtual vehicle, we monitored movement of the head and torso. The independent measures included the incidence and severity of motion sickness. After exposure to the virtual vehicle, the incidence and severity of motion sickness did not differ between Drivers and Non-Drivers. By contrast, postural movement differed between participants who later became motion sick and those who did not. In addition, during exposure to the virtual vehicle, physical driving experience was related to patterns of postural activity that preceded motion sickness. The results are consistent with the postural instability theory of motion sickness, and illuminate relations between the control of physical and virtual vehicles.

Cybersickness in Virtual Reality Head-Mounted Displays: Examining the Influence of Sex Differences and Vehicle Control

ABSTRACT Motion sickness is more common among women than among men. In vehicles, motion sickness is more common among passengers than among drivers. We asked whether these two effects might interact. In a yoked-control design using a head-mounted display, one member of each pair drove a virtual automobile, while the other member watched a recording of the driver’s performance. Overall reports of motion sickness were representative of previous research. We found no evidence that the incidence of motion sickness, or the severity of motion sickness symptoms differed between the sexes, or between drivers and passengers. However, among participants who discontinued early, the exposure time for female drivers was significantly less than for male drivers. The results confirm that motion sickness is a common effect of HMD use, and suggest that in virtual environments sex differences in motion sickness may vary with specific tasks.

Motion sickness in passenger vehicles during test track operations

As automation transforms drivers into passengers, the deployment of automated vehicles (AVs) has the potential to greatly increase the incidence of motion sickness. A study was conducted to quantify motion sickness response of front-seat passengers performing ecologically relevant passenger activities during conditions consistent with driving on public roadways. Fifty-two adults with a large range of self-reported levels of motion sickness susceptibility and age participated in data collection on a closed test track in a passenger sedan. Motion sickness ratings increased with task vs. no-task and moderate vs. low acceleration test conditions. Increased motion sickness susceptibility was associated with higher motion sickness ratings. In comparison to older participants (age > 60), younger participants (age < 60) experienced increased motion sickness. This is the first in-vehicle study that systematically compared normative passenger activities and acceleration magnitudes typical of normative driving conditions on motion sickness response for a large, diverse sample of passengers, enabling the exploration of the effects of covariates. Practitioner summary: The data demonstrate that a relatively large range of motion sickness response can be expected to result from passengers performing visual tasks in passenger vehicles. Measurement and modelling efforts should seek to elucidate relationships among the factors contributing to motion sickness for the purpose of informing and prioritising future countermeasures for automated vehicles (AVs). Abbreviations: AV(S): automated vehicles; BMI: body mass index; BVP: blood volume pulse; EDA: electrodermal activity; FMS: fast motion sickness scale; GPS: global positioning system; IMU: inertial measurement unit; ISO: International Organization for Standardization; MISC: misery scale; MSDV: motion sickness dose value; NDS: naturalistic driving study; SAE: Society of Automotive Engineers International; UMTRI: The University of Michigan Transportation Research Institute Key Aspect of Research: Motion sickness may be an important barrier to widespread adoption of automated vehicles @UMTRI.

Increased bone conducted vibration reduces motion sickness in automated vehicles

Motion sickness is common within many forms of transport; it affects most of the population who experience some symptoms at some time. Automated vehicles (AV) offer productivity benefits but also increased incidence of motion sickness. There are mitigation methods with varying degrees of effectiveness to combating motion sickness. Bone conductive vibration (BCV) applied to the head is a proven motion sickness mitigation. It is not known if the level of vibration is important. Twenty-nine participants were subjected to normal urban driving whilst undertaking a 'gaze down' non-driving related task (NDRT) within an AV cabin whilst wearing the BCV device. High and low vibration settings were randomly chosen as were the seating positions in a between participants design. Twenty-five participants successfully completed the experiment. It was found that when the device is applied to the head, the time to nausea increased by up to a factor of 1.6 when set to high over low settings for highly susceptible participants. BCV did not improve task performance.

Increased bone conducted vibration reduces motion sickness in automated vehicles

Motion sickness is common within many forms of transport; it affects most of the population who experience some symptoms at some time. Automated vehicles (AV) offer productivity benefits but also increased incidence of motion sickness. There are mitigation methods with varying degrees of effectiveness to combating motion sickness. Bone conductive vibration (BCV) applied to the head is a proven motion sickness mitigation. It is not known if the level of vibration is important. Twenty-nine participants were subjected to normal urban driving whilst undertaking a 'gaze down' non-driving related task (NDRT) within an AV cabin whilst wearing the BCV device. High and low vibration settings were randomly chosen as were the seating positions in a between participants design. Twenty-five participants successfully completed the experiment. It was found that when the device is applied to the head, the time to nausea increased by up to a factor of 1.6 when set to high over low settings for highly susceptible participants. BCV did not improve task performance.

Real-time visual feedback about postural activity increases postural instability and visually induced motion sickness

BackgroundSeveral studies have shown that the kinematics of standing body sway can be influenced by the provision of real time feedback about postural activity through visual displays. Research questionWe asked whether real time visual feedback about the position of the body’s center of pressure (COP) might affect body sway and the occurrence of visually induced motion sickness. MethodsStanding participants (women) were exposed to complex visual oscillation in a moving room, a device that nearly filled the field of view. During exposure to complex visual oscillations, we provided real time feedback about displacements of the body’s center of pressure through a visual display presented on a tablet computer. ResultsThe incidence of motion sickness was greater than in a closely related study that did not provide real time feedback. We monitored the kinematics of the body’s center of pressure before and during exposure to visual motion stimuli. Body sway differed between participants who reported motion sickness and those who did not. These differences existed before any participants experienced subjective symptoms of motion sickness. SignificanceReal time visual feedback about COP displacement did not reduce visually induced motion sickness, and may have increased it. We identified postural precursors of motion sickness that may have been exacerbated by the COP display. The results indicate that visual feedback about postural activity can destabilize postural control, leading to negative side effects. We suggest possible alternative types of visual displays that might help to stabilize posture, and reduce motion sickness.

Effects of decades of physical driving on body movement and motion sickness during virtual driving.

We investigated relations between experience driving physical automobiles and motion sickness during the driving of virtual automobiles. Middle-aged individuals drove a virtual automobile in a driving video game. Drivers were individuals who had possessed a driver’s license for approximately 30 years, and who drove regularly, while non-drivers were individuals who had never held a driver’s license, or who had not driven for more than 15 years. During virtual driving, we monitored movement of the head and torso. During virtual driving, drivers became motion sick more rapidly than non-drivers, but the incidence and severity of motion sickness did not differ as a function of driving experience. Patterns of movement during virtual driving differed as a function of driving experience. Separately, movement differed between participants who later became motion sick and those who did not. Most importantly, physical driving experience influenced patterns of postural activity that preceded motion sickness during virtual driving. The results are consistent with the postural instability theory of motion sickness, and help to illuminate relations between the control of physical and virtual vehicles.

Sex Differences in the Incidence of Motion Sickness Induced by Linear Visual Oscillation.

In field studies, motion sickness is more common among women than among men. In laboratory research sex differences have been smaller, or absent. However, laboratory research on sex differences in motion sickness has employed exclusively rotational motion stimuli. We evaluated sex differences when motion sickness was induced using linear visual oscillation. Standing subjects were exposed to linear visual oscillation along the line of sight. We separately assessed the incidence of motion sickness and the severity of symptoms that are associated with motion sickness. The incidence of motion sickness was 38% among women, but only 9% among men. Among subjects who stated that they were motion sick, the severity of symptoms did not differ between women and men. Motion sickness induced using linear visual oscillatory stimuli exhibited sex differences greater than those that have been reported in field studies. Sex differences in motion sickness may vary as a function of the type of motion stimulation (linear versus angular).

Simulator sickness incidence and susceptibility during neck motion-controlled virtual reality tasks

To determine the incidence, severity, and predisposing factors to simulator sickness (SS) when using the neck virtual reality (VR) device in asymptomatic individuals to understand the risk of provoking SS in the development of neck VR as a rehabilitation tool. Thirty-two participants used the VR system. Postural stability was measured before and after each VR module [range of motion (ROM), velocity, and accuracy]. The duration of each module was recorded, and participants reported their SS using a visual analogue scale (SS---VAS)/100 mm. Following the VR assessment, participants completed the Motion Sickness Susceptibility Questionnaire (MSSQ) (child and adult subsections) and Simulator Sickness Questionnaire (SSQ). The incidence of motion sickness during the VR immersion was 28 %, and the mean severity was 17.2 mm on VAS. There was a significant difference in ROM time, total time, MSSQ score, and SSQ score (p < 0.05) between those who reported any level of SS---VAS and those with no SS---VAS. The SS---VAS score displayed significant positive correlations with SSQ score, change in postural stability time pre to post, ROM time, and total time. Results indicate a relatively high incidence but low severity of SS which was associated with the MSSQ child subsection score and exposure time.

Effects of sex and gender on adaptation to space: neurosensory systems.

Sex and gender differences have long been a research topic of interest, yet few studies have explored the specific differences in neurological responses between men and women during and after spaceflight. Knowledge in this field is limited due to the significant disproportion of sexes enrolled in the astronaut corps. Research indicates that general neurological and sensory differences exist between the sexes, such as those in laterality of amygdala activity, sensitivity and discrimination in vision processing, and neuronal cell death (apoptosis) pathways. In spaceflight, sex differences may include a higher incidence of entry and space motion sickness and of post-flight vestibular instability in female as opposed to male astronauts who flew on both short- and long-duration missions. Hearing and auditory function in crewmembers shows the expected hearing threshold differences between men and women, in which female astronauts exhibit better hearing thresholds. Longitudinal observations of hearing thresholds for crewmembers yield normal age-related decrements; however, no evidence of sex-related differences from spaceflight has been observed. The impact of sex and gender differences should be studied by making spaceflight accessible and flying more women into space. Only in this way will we know if increasingly longer-duration missions cause significantly different neurophysiological responses in men and women.

Influence of Complexity and Coupling of Optic Flow on Visually Induced Motion Sickness

Postural stability is critical for our ability to engage in other behaviors and can be influenced by several factors, including changes in optic flow. In situations where postural stability is degraded for prolonged periods of time, motion sickness commonly results. The current research examined how the complexity of a motion stimulus and the coupling of a motion stimulus to the actions of the participant influenced postural sway and motion sickness. Differences in incidence of motion sickness and postural sway characteristics emerged across conditions. In particular, postural sway of participants who became motion sick was characterized by increases in magnitude and spatial complexity but by a decrease in temporal complexity compared with participants who remained well.

Motion control, motion sickness, and the postural dynamics of mobile devices

Drivers are less likely than passengers to experience motion sickness, an effect that is important for any theoretical account of motion sickness etiology. We asked whether different types of control would affect the incidence of motion sickness, and whether any such effects would be related to participants' control of their own bodies. Participants played a video game on a tablet computer. In the Touch condition, the device was stationary and participants controlled the game exclusively through fingertip inputs via the device's touch screen. In the Tilt condition, participants held the device in their hands and moved the device to control some game functions. Results revealed that the incidence of motion sickness was greater in the Touch condition than in the Tilt condition. During game play, movement of the head and torso differed as a function of the type of game control. Before the onset of subjective symptoms of motion sickness, movement of the head and torso differed between participants who later reported motion sickness and those that did not. We discuss implications of these results for theories of motion sickness etiology.

Psychophysiological Studies in Extreme Environments

This paper reviews the results from two studies that employed the methodology of multiple converging indicators (physiological measures, subjective self-reports and performance metrics) to examine individual differences in the ability of humans to adapt and function in high stress environments. The first study was a joint collaboration between researchers at the US Army Research Laboratory (ARL) and NASA Ames Research Center. Twenty-four men and women active duty soldiers volunteered as participants. Field tests were conducted in the Command and Control Vehicle (C2V), an enclosed armored vehicle, designed to support both stationary and on-the-move operations. This vehicle contains four computer workstations where crew members are expected to perform command decisions in the field under combat conditions. The study objectives were: 1) to determine the incidence of motion sickness in the C2V relative to interior seat orientation/position, and parked, moving and short-haul test conditions; and 2) to determine the impact of the above conditions on cognitive performance, mood, and physiology. Data collected during field tests included heart rate, respiration rate, skin temperature, and skin conductance, self-reports of mood and symptoms, and cognitive performance metrics that included seven subtests in the DELTA performance test battery. Results showed that during 4-hour operational tests over varied terrain motion sickness symptoms increased; performance degraded by at least 5 percent; and physiological response profiles of individuals were categorized based on good and poor cognitive performance. No differences were observed relative to seating orientation or position.

Tolerance to Extended Galvanic Vestibular Stimulation: Optimal Exposure for Astronaut Training

We have developed an analogue of postflight sensorimotor dysfunction in astronauts using pseudorandom galvanic vestibular stimulation (GVS). To date there has been no study of the effects of extended GVS on human subjects and our aim was to determine optimal exposure for astronaut training based on tolerance to intermittent and continuous galvanic stimulation. There were 60 subjects who were exposed to a total of 10.5 min of intermittent GVS at a peak current of 3.5 mA or 5 mA. A subset of 24 subjects who tolerated the intermittent stimulus were subsequently exposed to 20-min continuous stimulation at 3.5 mA or 5 mA. During intermittent GVS the large majority of subjects (78.3%) reported no or at most mild motion sickness symptoms, 13.3% reported moderate symptoms, and 8.3% experienced severe nausea and requested termination of the stimulus. During 20-min continuous exposure, 83.3% of subjects reported no or at most mild motion sickness symptoms and 16.7% (all in the 5-mA group) experienced severe nausea. Based on these results, we propose two basic modes of GVS application to minimize the incidence of motion sickness: intermittent high (5 mA) amplitude, suited to simulation of intensive operator tasks requiring a high-fidelity analogue of postflight sensorimotor dysfunction such as landing or docking maneuvers; and continuous low (3.5 mA) amplitude stimulation, for longer simulation scenarios such as extra vehicular activity. Our results suggest that neither mode of stimulation would induce motion sickness in the large majority of subjects for up to 20 min exposure.