Diss. (sammanfattning) Stockholm : Karolinska institutet, 2007. / Härtill 4 uppsatser.

Thesis (Ed. D.)--University of Missouri-Columbia, 1997. / Typescript. Vita. Includes bibliographical references (leaves 150-168). Also available on the Internet.

Thesis (Ed. D.)--University of Missouri-Columbia, 1997. / Typescript. Vita. Includes bibliographical references (leaves 150-168). Also available on the Internet.

Thesis (Ph.D.)--Mississippi State University. Department of Educational Leadership and Foundations. / Title from title screen. Includes bibliographical references.

Thesis (Ph. D.)--University of Missouri-Columbia, 2002. / Typescript. Vita. Includes bibliographical references (leaves 105-109). Also available on the Internet.

Thesis (Ph. D.)--University of Missouri-Columbia, 2002. / Typescript. Vita. Includes bibliographical references (leaves 105-109). Also available on the Internet.

Thesis (M.S.)--Michigan State University. Small Animal Clinical Sciences, 2008. / Title from PDF t.p. (viewed on July 27, 2009) Includes bibliographical references. Also issued in print.

Thesis (Ed. D.)--Illinois State University, 1999. / Title from title page screen, viewed July 31, 2006. Dissertation Committee: Paul J. Baker (chair), Dianne E. Ashby, George Padavil, William Rau. Includes bibliographical references (leaves 189-197) and abstract. Also available in print.

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.

Abstract Aim was to investigate the effects of heavy resisted and unresisted sprint training protocols and see its effects on sprint time, vertical and horizontal jumping and sprint mechanics. Youth male soccer players [n=27] participated in this study, they were all individually assessed for the horizontal force-velocity profile using two unresisted sprints and load-velocity profile using four progressively resisted sprints (25%, 50%, 75% and 100% body mass). For all sprints an isotonic braking device was used. They also performed vertical and horizontal jumps, counter-movement jump (CMJ) was used for the former and standing long jump (SLJ) for the latter. They were put in three groups (RST: resisted sprint training; UST: unresisted sprint training and TAU: control group – “training as usual”). Athletes performed a 4-week training intervention (5x20m resisted sprint group; 8x20m unresisted sprint group) and were tested 7 days after completing their final training session. Only RST improved all sprint times (T30, T20, T10, T5) substantially (-4.2% to -7.9% in split times) and provided trivial or small changes in sprint mechanics. The small changes were seen in sprint mechanical parameters of RFmax, Pmax and F0. UST only showed trivial effects in those parameters, while TAU showed a small decrease in both Pmax and Vmax. Regarding the jumps, RST and UST both showed a small increase in standing long jump and a trivial effect in counter-movement jump, while TAU decreased in both. Main conclusion is that resisted sprinting has proven to be a worthwhile method to improve acceleration and sprint performance and can be used by practitioners across a wide array of sports. It also improved jumping performance and sprint mechanical outputs, which point toward an improvement in better application of force in a horizontal direction.