Typescript. Includes bibliographical references (p. 51-53).

Thesis (M.PsychSport&Ex.) - University of Queensland, 2004. / Includes bibliography.

Thesis (M.S.)--Rochester Institute of Technology, 2006. / Typescript. Includes bibliographical references (leaves 67-68).

Thesis (Ph. D.)--University of Texas at Austin, 2004. / Supervisor: J.K. Aggarwal. Vita. Includes bibliographical references.

Thesis (M.S.)--Indiana University, 2003. / Includes bibliographical references (leaves 56-64).

Les simulateurs de conduite permettent d’explorer certains domaines de recherche difficiles à appréhender en conditions réelles, comme l'intégration de différents signaux sensoriels (ex. visuel, vestibulaire, somesthésique) pour la perception du mouvement. Malgré leur complexité, les simulateurs de conduite ne produisent pas toujours une sensation de conduite réelle, spécialement dans les situations comportant des freinages ou des virages. Leurs limites mécaniques en sont la cause. En conséquence, les lois de mouvement des simulateurs sont basées sur la technique de la « tilt-coordination ». Cette technique consiste à incliner un véhicule de telle sorte que la force gravitationnelle soit équivalente à l’accélération gravito-inertielle (GIA) résultant d’une accélération linéaire. La « tilt-coordination » se base sur l'ambigüité perçue par le système vestibulaire entre un basculement et une translation. Sur simulateur de conduite, l'algorithme « washout » combine la « tilt-coordination » à des translations pour produire une sensation d'accélération linéaire. L'objectif de ces travaux de recherche est d'atteindre une meilleure compréhension de l'intégration multisensorielle pour la perception des accélérations linéaires en simulateur de conduite. Les expériences présentées ci-dessous montrent que la perception des décélérations linéaires dépend de la manière dont le basculement et la translation sont combinés pour produire une perception cohérente. Par ailleurs, nos résultats montrent qu'il y a une différence importante dans la perception des accélérations et des décélérations. Pour le freinage, le rapport basculement/translation le plus réaliste dépend du niveau de décélération. Pour l'accélération, le mouvement est généralement surestimé et dépend du niveau d'accélération. Dans ce cas, la perception ne dépend pas du rapport basculement/translation. Ces résultats suggèrent que les signaux visuels, vestibulaires et somesthésiques sont intégrés de façon Bayésienne. En conclusion, il n'est pas conseillé d'utiliser l'algorithme « washout » sans prendre en compte la non-linéarité de la perception humaine. Nous proposons un modèle qui décrit la relation entre le basculement, la translation et le niveau d'accélération ou décélération souhaité. Ce modèle peut être utilisé pour améliorer la loi du mouvement afin de produire des simulations de conduite plus réalistes. / Driving simulators allow the exploration of certain areas of research that are difficult to reach in normal conditions, like the integration of different sensory inputs (visual, vestibular and somesthesic) for perception of self-motion. In spite of their complexity, driving simulators do not produce a realistic sensation of driving, especially for braking and turnings. This is due to their mechanical limitations. As a consequence, driving simulators' motion algorithm is based on tilt-coordination technique, which assumes the tilt of the car so that the driver's force of gravity is oriented in the same way as the gravito-inertial acceleration (GIA) during a linear acceleration. This technique is based on the tilt-translation ambiguity of the vestibular system and is used on dynamic driving simulators in combination with linear translations in so-called washout algorithm, to produce a sensation of linear acceleration. The aim of the present research is to understand how humans use multiple sensory signals (vestibular, visual and somatosensory) during the perception of linear acceleration on a driving simulator. The conducted experiments show that the perception of motion depends on the manner tilt and translation are used together to provide a unified percept of linear acceleration. Further, our results show that there is an important difference on how humans perceive accelerations and decelerations. For braking, the most realistic tilt/translation ratio depends on the level of deceleration. For acceleration, the motion is generally overestimated and depends on the level of acceleration, but not on the variation of tilt/translation ratio. The results suggest that visual, vestibular and proprioceptive cues are integrated in an optimal Bayesian fashion. In conclusion, it is not advisable to use a washout algorithm without taking into account the non-linearity of human perception. We propose an empirically found data-driven fitting model that describes the relationship between tilt, translation and the desired level of acceleration or deceleration. This model is intended to be a supplement to motion cueing algorithms that should improve the realism of driving simulations.

No description available.

Spatial navigation is a cognitive skill fundamental to successful interaction with our environment. Normal aging is associated with weaknesses in this skill, with severe deficits in the context of Alzheimer's disease. Identifying mechanisms underlying how the aged brain navigates is important to understanding these age-related weaknesses and potentially strengthening or preserving spatial navigation ability in the aging population. One understudied aspect of spatial navigation is self-motion perception. Important to self-motion perception is optic flow, which is the pattern of visual motion experienced while moving through our environment. Several brain regions are optic flow-sensitive (OF-sensitive), responding more strongly to optic flow than other types of visual motion. The goal of the experiments in this dissertation was to examine the role of visual motion perception and cortical motion area dynamics in spatial navigation in cognitively intact aged adults. Visual path integration tasks were used because they highlight the use of radial and translational optic flow to keep track of one’s position and orientation, respectively. In the first experiment, a positive relationship between radial optic flow sensitivity and visual path integration accuracy that was stronger in aged adults was found. In the second experiment, brain activity was measured using functional magnetic resonance imaging (fMRI) while participants performed visual path integration (VPI) and turn counting (TC) tasks. Stronger activity in the OF-sensitive regions LMT+ and RpVIP during VPI, not TC, was associated with greater VPI accuracy in aged adults. In the third experiment, the functional connectivity between OF-sensitive regions and the rest of the brain during the VPI and TC tasks was measured using fMRI. Stronger average functional connectivity between the OF-sensitive regions LMT+, RMT+, LpVIP, RpVIP, LpV6 and right supramarginal gyrus and posterior cingulate during VPI, not TC, was associated with greater VPI task accuracy in aged adults. The results demonstrate novel relationships between visual path integration accuracy and radial motion perception, the response of OF-sensitive cortical regions during visual navigation, and the interaction strength between OF-sensitive regions and parietal cortex during visual navigation in aged adults. This work expands our knowledge of mechanisms underlying spatial navigation processes in the aged human brain.

京都大学 / 0048 / 新制・論文博士 / 博士(医学) / 乙第12979号 / 論医博第2105号 / 新制||医||1012(附属図書館) / 32449 / (主査)教授 髙橋 良輔, 教授 佐藤 俊哉, 教授 渡邉 大 / 学位規則第4条第2項該当 / Doctor of Medical Science / Kyoto University / DFAM

The perception of self-motion draws on inputs from the visual, vestibular and proprioceptive systems. Decades of behavioural research has shed light on constructs such as multisensory weighting, heading perception, and sensory thresholds, that are involved in self-motion perception. Despite the abundance of knowledge generated by behavioural studies, there is a clear lack of research exploring the neural processes associated with full-body, multisensory self-motion perception in humans. Much of what is known about the neural correlates of self-motion perception comes from either the animal literature, or from human neuroimaging studies only administering visual self-motion stimuli. The goal of this thesis was to bridge the gap between understanding the behavioural correlates of full-body self-motion perception, and the underlying neural processes of the human brain. We used a high-fidelity motion simulator to manipulate the interaction of the visual and vestibular systems to gain insights into cognitive processes related to self-motion perception. The present line of research demonstrated that theta, alpha and beta oscillations are the underlying electrophysiological oscillations associated with self-motion perception. Specifically, the three empirical chapters combine to contribute two main findings to our understanding of self-motion perception. First, the beta band is an index of visual-vestibular weighting. We demonstrated that beta event-related synchronization power is associated with visual weighting bias, and beta event-related desynchronization power is associated with vestibular weighting bias. Second, the theta band is associated with direction processing, regardless of whether direction information is provided through the visual or vestibular system. This research is the first of its kind and has opened the door for future research to further develop our understanding of biomarkers related to self-motion perception. / Dissertation / Doctor of Philosophy (PhD) / As we move through the environment, either by walking, or operating a vehicle, our senses collect many different kinds of information that allow us to perceive factors such as, how fast we are moving, which direction we are headed in, or how other objects are moving around us. Many of our senses take in very different information, for example, the vestibular system processes information about our head movements, while our visual system processes information about incoming light waves. Despite how different all of this self-motion information can be, we still manage to have one smooth perception of our bodies moving through the environment. This smooth perception of self-motion is due to our senses sharing information with one another, which is called multisensory integration. Two of the most important senses for collecting information about self-motion are the visual and vestibular systems. To this point, very little is known about the biological processes in the brain while the visual and vestibular systems integrate information about self-motion. Understanding this process is limited because until recently, we have not had the technology or the methodology to adequately record the brain while physically moving people in a virtual environment. Our team developed a ground-breaking set of methodologies to solve this issue, and discovered key insights into brainwave patterns that take place in order for us to perceive ourselves in motion. There were two critical insights from our line of research. First, we identified a specific brainwave frequency (beta oscillations) that indexes integration between the visual and vestibular systems. Second, we demonstrated another brainwave frequency (theta oscillation) that is associated with perceiving which direction we are headed in, regardless of which sense this direction information is coming from. Our research lays the foundation for our understanding of biological processes of self-motion perception and can be applied to diagnosing vestibular disorders or improving pilot simulator training.