Somatogravic Illusion Research Articles

The role of vision in sensory integration models for predicting motion perception and sickness

Users of automated vehicles will engage in other activities and take their eyes off the road, making them prone to motion sickness. To resolve this, the current paper validates models predicting sickness in response to motion and visual conditions. We validate published models of vestibular and visual sensory integration that have been used for predicting motion sickness through sensory conflict. We use naturalistic driving data and laboratory motion (and vection) paradigms, such as sinusoidal translation and rotation at different frequencies, Earth-Vertical Axis Rotation, Off-Vertical Axis Rotation, Centrifugation, Somatogravic Illusion, and Pseudo-Coriolis, to evaluate different models for both motion perception and motion sickness. We investigate the effects of visual motion perception in terms of rotational velocity (visual flow) and verticality. According to our findings, the SVCI model, a 6DOF model based on the Subjective Vertical Conflict (SVC) theory, with visual rotational velocity input is effective at estimating motion sickness. However, it does not correctly replicate motion perception in paradigms such as roll-tilt perception during centrifuge, pitch perception during somatogravic illusion, and pitch perception during pseudo-Coriolis motions. On the other hand, the Multi-Sensory Observer Model (MSOM) accurately models motion perception in all considered paradigms, but does not effectively capture the frequency sensitivity of motion sickness, and the effects of vision on sickness. For both models (SVCI and MSOM), the visual perception of rotational velocity strongly affects sickness and perception. Visual verticality perception does not (yet) contribute to sickness prediction, and contributes to perception prediction only for the somatogravic illusion. In conclusion, the SVCI model with visual rotation velocity feedback is the current preferred option to design vehicle control algorithms for motion sickness reduction, while the MSOM best predicts perception. A unified model that jointly captures perception and motion sickness remains to be developed.

Objective Evaluation of the Somatogravic Illusion from Flight Data of an Airplane Accident

(1) Background: It is difficult for accident investigators to objectively determine whether spatial disorientation may have contributed to a fatal airplane accident. In this paper, we evaluate three methods to reconstruct the possible occurrence of the somatogravic illusion based on flight data recordings from an airplane accident. (2) Methods: The outputs of two vestibular models were compared with the “standard” method, which uses the unprocessed gravito-inertial acceleration (GIA). (3) Results: All three methods predicted that the changing orientation of the GIA would lead to a somatogravic illusion when no visual references were available. However, the methods were not able to explain the first pitch-down control input by the pilot flying, which may have been triggered by the inadvertent activation of the go-around mode and a corresponding pitch-up moment. Both vestibular models predicted a few seconds delay in the illusory tilt from GIA due to central processing and sensory integration. (4) Conclusions: While it is difficult to determine which method best predicted the somatogravic illusion perceived during the accident without data on the pilot’s pitch perception, both vestibular models go beyond the GIA analysis in taking into account validated vestibular dynamics, and they also account for other vestibular illusions. In that respect, accident investigators would benefit from a unified and validated vestibular model to better explain pilot actions in accidents related to spatial disorientation.

Generating Flight Illusions Using Galvanic Vestibular Stimulation in Virtual Reality Flight Simulations.

Vestibular flight illusions remain a significant source of concern for aviation training. Most fixed-based simulation training environments, including new virtual reality (VR) technology, lack the ability to recreate vestibular flight illusions as vestibular cues cannot be provided without stimulating the vestibular end organs. Galvanic vestibular stimulation (GVS) has long been used to create vestibular perception. The purpose of this study is to evaluate the ability of GVS to simulate common flight illusions by intentionally providing mismatched GVS during flight simulation scenarios in VR. Nineteen participants performed two flight simulation tasks-take off and sustained turn-during two separate VR flight simulation sessions, with and without GVS (control). In the GVS session, specific multi-axis GVS stimulation (i.e., electric currents) was provided to induce approximate somatogravic and Coriolis illusions during the take-off and sustained turn tasks, respectively. The participants used the joystick to self-report their subjective motion perception. The angular joystick movement along the roll, yaw, and pitch axes was used to measure cumulative angular distance and peak angular velocity as continuous variables of motion perception across corresponding axes. Presence and Simulator Sickness Questionnaires were administered at the end of each session. The magnitude and variability of perceived somatogravic illusion during take-off task in the form of cumulative angular distance (p < 0.001) and peak velocity (p < 0.001) along the pitch-up axis among participants were significantly larger in the GVS session than in the NO GVS session. Similarly, during the sustained turn task, perceived Coriolis illusion in the form of cumulative angular distances (roll: p = 0.005, yaw: p = 0.015, pitch: p = 0.007) and peak velocities (roll: p = 0.003, yaw: p = 0.01, pitch: p = 0.007) across all three axes were significantly larger in the GVS session than in the NO GVS session. Subjective nausea was low overall, but significantly higher in the GVS session than in the NO GVS session (p = 0.026). Our findings demonstrated that intentionally mismatched GVS can significantly affect motion perception and create flight illusion perceptions during fixed-based VR flight simulation. This has the potential to enhance future training paradigms, providing pilots the ability to safely experience, identify, and learn to appropriately respond to flight illusions during ground training.

Flight Performance and Mental Stress of Pilots by Verbal Reports and Spatial Disorientation

Spatial disorientation (SD) can adversely affect a pilot’s flight mission and cause critical flight accidents. To ensure a pilot’s flight safety, it is important to understand the impact of SD on a pilot’s flight performance and mental stress levels, and it is necessary to verify the effectiveness of using verbal reports (VR) for pilots to overcome SD without the aid of aeronautical systems. Therefore, the purpose of this study is to analyze the difference in pilot performance and mental stress levels by VR executions and SD types. In this study, simulated flight experiments were performed on thirty Air Force fighter pilots (fifteen VR and fifteen non-VR) using a SD simulator with an Electrocardiography (ECG) measurement sensor attached. The experimental data was analyzed with using two flight performance scales (instructor evaluation scores and self-evaluation scores) and two mental stress scales (heart rate variability (HRV) measures and subjective stress scores) by two VR executions (VR and non-VR) and six SD types (Somatogravic Illusion, Coriolis, Leans, False Horizon, Graveyard Spin, and Black Hole Illusion). The result of the experiment, in terms of flight performance, showed a significant difference in instructor evaluation scores for VR execution, and in both instructor evaluation scores and self-evaluation scores for SD types. On the other hand, in terms of mental stress, there was a significant difference in both high frequency (HF) of HRV measures and subjective stress scores for VR execution, and in subjective stress scores for SD types. The results of this study can help pilots understand SD situations and overcome SD by executing VR.

Spatial Disorientation Influences on Pilots' Visual Scanning and Flight Performance.

Adequate instrument scanning is considered an important countermeasure against spatial disorientation (SD). Remarkably, literature on the relation between SD and pilots' visual scanning is scarce. The objective of this simulator study was to investigate the influence of SD on pilots' visual scanning and flight performance. In a ground-based SD simulator, 10 novice military pilots were asked to manually fly 3 circuits. Unknowingly to the pilots, the final circuit contained one visual and four vestibular SD events. Simulator motion, flight performance, pilots' gaze direction, and control inputs were recorded and analyzed. Afterwards the pilots filled in a questionnaire about their recognition of events. Three of the five SD events significantly affected pilots' flight performance and gaze behavior. First, the false horizon during the cloud leans induced an unintended roll rate, 0.41 ± 0.36° · s-1, when the pilots were looking out the window. Second, the Coriolis illusion caused a 0.44 ± 0.18 s delay in the first glance to the attitude indicator and triggered an unintended roll rate, 1.25 ± 1.33° · s-1, and bank angle deviation of 3.4 ± 3.7° during the coordinated turn. Third, the somatogravic illusion affected pilots' pitch inputs on the stick, but this seems to be confounded by inaccurate simulation of the illusion. This study provides direct experimental evidence that SD can evoke inappropriate control inputs and can influence the pilots' scanning behavior, even when SD is not recognized. We conclude that gaze tracking provides useful feedback on the pilot's instrument scan during SD simulator training when using appropriate scenarios and simulator motion.Ledegang WD, Groen EL. Spatial disorientation influences on pilots' visual scanning and flight performance. Aerosp Med Hum Perform. 2018; 89(10):873-882.

The somatogravic illusion during centrifugation: sex differences

Maintaining orientation in an environment with non-Earth gravity (1 g) is critical for an astronaut's operational performance. Such environments present a number of complexities for balance and motion. For example, when an astronaut tilts due to ascending or descending an inclined plane on the moon, the gravity vector will be tilted correctly, but the magnitude will be different from on earth. If this results in a mis-perceived tilt, then that may lead to postural and perceptual errors, such as mis-perceiving the orientation of oneself or the ground plane and corresponding errors in task judgment.

The time constant of the somatogravic illusion

Without visual feedback, humans perceive tilt when experiencing a sustained linear acceleration. This tilt illusion is commonly referred to as the somatogravic illusion. Although the physiological basis of the illusion seems to be well understood, the dynamic behavior is still subject to discussion. In this study, the dynamic behavior of the illusion was measured experimentally for three motion profiles with different frequency content. Subjects were exposed to pure centripetal accelerations in the lateral direction and were asked to indicate their tilt percept by means of a joystick. Variable-radius centrifugation during constant angular rotation was used to generate these motion profiles. Two self-motion perception models were fitted to the experimental data and were used to obtain the time constant of the somatogravic illusion. Results showed that the time constant of the somatogravic illusion was on the order of two seconds, in contrast to the higher time constant found in fixed-radius centrifugation studies. Furthermore, the time constant was significantly affected by the frequency content of the motion profiles. Motion profiles with higher frequency content revealed shorter time constants which cannot be explained by self-motion perception models that assume a fixed time constant. Therefore, these models need to be improved with a mechanism that deals with this variable time constant. Apart from the fundamental importance, these results also have practical consequences for the simulation of sustained accelerations in motion simulators.

Numerical simulation of human orientation perception during lunar landing

In lunar landing it is necessary to select a suitable landing point and then control a stable descent to the surface. In manned landings, astronauts will play a critical role in monitoring systems and adjusting the descent trajectory through either supervisory control and landing point designations, or by direct manual control. For the astronauts to ensure vehicle performance and safety, they will have to accurately perceive vehicle orientation. A numerical model for human spatial orientation perception was simulated using input motions from lunar landing trajectories to predict the potential for misperceptions. Three representative trajectories were studied: an automated trajectory, a landing point designation trajectory, and a challenging manual control trajectory. These trajectories were studied under three cases with different cues activated in the model to study the importance of vestibular cues, visual cues, and the effect of the descent engine thruster creating dust blowback. The model predicts that spatial misperceptions are likely to occur as a result of the lunar landing motions, particularly with limited or incomplete visual cues. The powered descent acceleration profile creates a somatogravic illusion causing the astronauts to falsely perceive themselves and the vehicle as upright, even when the vehicle has a large pitch or roll angle. When visual pathways were activated within the model these illusions were mostly suppressed. Dust blowback, obscuring the visual scene out the window, was also found to create disorientation. These orientation illusions are likely to interfere with the astronauts' ability to effectively control the vehicle, potentially degrading performance and safety. Therefore suitable countermeasures, including disorientation training and advanced displays, are recommended.

Visual Flow Scene Effects on the Somatogravic Illusion in Non-Pilots

The somatogravic illusion (SGI) is easily broken when the pilot looks out the aircraft window during daylight flight, but it has proven difficult to break or even reduce the SGI in non-pilots in simulators using synthetic visual scenes. Could visual-flow scenes that accommodate compensatory head movement reduce the SGI in naive subjects? We investigated the effects of visual cues on the SGI induced by a human centrifuge. The subject was equipped with a head-tracked, head-mounted display (HMD) and was seated in a fixed gondola facing the center of rotation. The angular velocity of the centrifuge increased from near zero until a 0.57-G centripetal acceleration was attained, resulting in a tilt of the gravitoinertial force vector, corresponding to a pitch-up of 30 degrees. The subject indicated perceived horizontal continuously by means of a manual adjustable-plate system. We performed two experiments with within-subjects designs. In Experiment 1, the subjects (N = 13) viewed a darkened HMD and a presentation of simple visual flow beneath a horizon. In Experiment 2, the subjects (N = 12) viewed a darkened HMD, a scene including symbology superimposed on simple visual flow and horizon, and this scene without visual flow (static). In Experiment 1, visual flow reduced the SGI from 12.4 +/- 1.4 degrees (mean +/- SE) to 8.7 +/- 1.5 degrees. In Experiment 2, the SGI was smaller in the visual flow condition (9.3 +/- 1.8 degrees) than with the static scene (13.3 +/- 1.7 degrees) and without HMD presentation (14.5 +/- 2.3 degrees), respectively. It is possible to reduce the SGI in non-pilots by means of a synthetic horizon and simple visual flow conveyed by a head-tracked HMD. This may reflect the power of a more intuitive display for reducing the SGI.

A Bayesian model of the disambiguation of gravitoinertial force by visual cues

The otoliths are stimulated in the same fashion by gravitational and inertial forces, so otolith signals are ambiguous indicators of self-orientation. The ambiguity can be resolved with added visual information indicating orientation and acceleration with respect to the earth. Here we present a Bayesian model of the statistically optimal combination of noisy vestibular and visual signals. Likelihoods associated with sensory measurements are represented in an orientation/acceleration space. The likelihood function associated with the otolith signal illustrates the ambiguity; there is no unique solution for self-orientation or acceleration. Likelihood functions associated with other sensory signals can resolve this ambiguity. In addition, we propose two priors, each acting on a dimension in the orientation/acceleration space: the idiotropic prior and the no-acceleration prior. We conducted experiments using a motion platform and attached visual display to examine the influence of visual signals on the interpretation of the otolith signal. Subjects made pitch and acceleration judgments as the vestibular and visual signals were manipulated independently. Predictions of the model were confirmed: (1) visual signals affected the interpretation of the otolith signal, (2) less variable signals had more influence on perceived orientation and acceleration than more variable ones, and (3) combined estimates were more precise than single-cue estimates. We also show that the model can explain some well-known phenomena including the perception of upright in zero gravity, the Aubert effect, and the somatogravic illusion.

On Reducing the Somatogravic Illusion with Hmd Conveyed Visual Flow

The acceleration-induced somatogravic illusion (SGI) is part of the pilot spatial disorientation (SD) problem. The effect of visual flow on the SGI was investigated in 13 non-pilots equipped with a head-tracked head-mounted display (HMD) in a human-use centrifuge. The participant was seated in a fixed gondola facing the rotation center of rotation of the centrifuge, and by increasing the angular speed of the centrifuge the centripetal acceleration was increased from near-zero to 0.57Gx. The final gravitoinertial force vector was 1.15G corresponding to a 30° pitch-up. During acceleration of the centrifuge, the participant viewed either a HMD presentation of moving texture elements beneath a stationary horizon, representing a forward linear acceleration, or a darkened HMD without any orientation cues. By means of an adjustable plate the participant continually indicated the perceived horizontal plane. Although there was a great inter-individual variability in the magnitude of the SGI, the overall results suggest that HMD conveyed visual flow might reduce SGI in non-pilots.

Difference in the perception of the horizon during true and simulated tilt in the absence of semicircular canal cues

Perception of tilt (somatogravic illusion) in response to sustained linear acceleration is generally attributed to the otolithic system which reflects either a translation of the head or a reorientation of the head with respect to gravity (tilt/translation ambiguity). The main aim of this study was to compare the tilt perception during prolonged static tilt and translation between 8 and 20 degrees of tilt relative to the gravitoinertial forces (i.e., G and GIF, respectively) when the semicircular cues were no more available. An indirect measure of tilt perception was estimated by means of a visual and kinesthetic judgment of the gravitational horizon. The main results contrast with the interpretation regarding the tilt/translation ambiguity as the same orientation relative to the shear forces G for the true tilt or GIF in the centrifuge did not induce the same horizon perception. Visual adjustment and arm pointing in the centrifuge were always above the ones observed in a G environment. Part of the lowering of the judgment in the centrifuge may be related to the mechanical effect of GIF on the effectors as shown by the shift of the egocentric coordinates in the direction of GIF. The role of the extravestibular graviceptors in the judgment of the degree of tilt of one's own body relative to G or GIF was discussed.

Perception of tilt (somatogravic illusion) in response to sustained linear acceleration during space flight.

During the 1998 Neurolab mission (STS-90), four astronauts were exposed to interaural and head vertical (dorsoventral) linear accelerations of 0.5 g and 1 g during constant velocity rotation on a centrifuge, both on Earth and during orbital space flight. Subjects were oriented either left-ear-out or right-ear-out (Gy centrifugation), or lay supine along the centrifuge arm with their head off-axis (Gz centrifugation). Pre-flight centrifugation, producing linear accelerations of 0.5 g and 1 g along the Gy (interaural) axis, induced illusions of roll-tilt of 20 degrees and 34 degrees for gravito-inertial acceleration (GIA) vector tilts of 27 degrees and 45 degrees , respectively. Pre-flight 0.5 g and 1 g Gz (head dorsoventral) centrifugation generated perceptions of backward pitch of 5 degrees and 15 degrees , respectively. In the absence of gravity during space flight, the same centrifugation generated a GIA that was equivalent to the centripetal acceleration and aligned with the Gy or Gz axes. Perception of tilt was underestimated relative to this new GIA orientation during early in-flight Gy centrifugation, but was close to the GIA after 16 days in orbit, when subjects reported that they felt as if they were 'lying on side'. During the course of the mission, inflight roll-tilt perception during Gy centrifugation increased from 45 degrees to 83 degrees at 1 g and from 42 degrees to 48 degrees at 0.5 g. Subjects felt 'upside-down' during in-flight Gz centrifugation from the first in-flight test session, which reflected the new GIA orientation along the head dorsoventral axis. The different levels of in-flight tilt perception during 0.5 g and 1 g Gy centrifugation suggests that other non-vestibular inputs, including an internal estimate of the body vertical and somatic sensation, were utilized in generating tilt perception. Interpretation of data by a weighted sum of body vertical and somatic vectors, with an estimate of the GIA from the otoliths, suggests that perception weights the sense of the body vertical more heavily early in-flight, that this weighting falls during adaptation to microgravity, and that the decreased reliance on the body vertical persists early post-flight, generating an exaggerated sense of tilt. Since graviceptors respond to linear acceleration and not to head tilt in orbit, it has been proposed that adaptation to weightlessness entails reinterpretation of otolith activity, causing tilt to be perceived as translation. Since linear acceleration during in-flight centrifugation was always perceived as tilt, not translation, the findings do not support this hypothesis.