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

Feeling unwell of passenger travel by small vehicles and associated risk factors in the North Shewa Zone, Oromiya, Ethiopia

The current study investigated how and why sociocultural structures, situational conditions, and personal behavioural factors cause passengers to feel ill when travelling by minibuses, drawing on ideas from the social construction theory of illness. A significant objective was to investigate associated risk variables that influence passengers' feelings of illness related to the social environment, addressing their beliefs, meanings, practices, and behaviours. A survey method was used to obtain data from 384 passengers for the study. The results of logistic regression indicated that feeling ill when travelling by minibuses differed from passenger to passenger; then, they had their own set of practical and emotional challenges that had no known medical reason. Compared with male and older passengers, female and younger passengers were more likely to feel ill. Furthermore, stress and role-set effects increased passengers' experiences of feeling ill more than did passengers who had no stress prior to the trip and who had only one role. Additionally, passengers who travelled intermittently, utilized suppression techniques to lessen travel discomfort, and fastened seat belts were less likely to experience symptoms of illness. Passengers who travelled on unsafe roads and used alcohol before travel, on the other hand, were more likely to feel ill than those who travelled on safer roads and did not use alcohol before the trip. The findings suggest that passengers should be aware of predisposing conditions that result in illness, be able to rest before travelling, and use all suppressive methods to reduce or prevent illness while travelling by small buses.

How different text display patterns affect cybersickness in augmented reality

Cybersickness remains a pivotal factor that impacts user experience in Augmented Reality (AR). Research probing into the relationship between AR reading tasks and cybersickness, particularly focusing on text display patterns and user characteristics, has been scant. Moreover, the influence of cybersickness on searching ability and the broader spectrum of user experience has not been rigorously tested. Recent investigations have aimed to pinpoint the variables that contribute to cybersickness during AR reading sessions. In one such study, 40 participants underwent a series of controlled experiments with randomized text display patterns, including variations in text speed and text movement modes. Post-experiment, participants completed a questionnaire that helped quantify their experiences and the degree of cybersickness encountered. The data highlighted that satiety, text speed, and text movement mode are significant contributors to cybersickness. When participants experienced higher levels of cybersickness, font color stood out as a particularly influential factor, whereas gender differences seemed to affect the onset of cybersickness more noticeably at lower levels. This study also drew attention to the impact of cybersickness on search ability within AR environments. It was noted that as cybersickness intensity increased, search ability was markedly compromised. In sum, the research underscores the importance of text display patterns and user characteristics, such as past AR experience, in understanding cybersickness and its detrimental effects on user experience and search ability, particularly under conditions of intense cybersickness.

Motion sickness and cybersickness - Sensory mismatch

The use of virtual reality (VR) with head-mounted displays (HMD) may cause side effects called cybersickness with symptoms comparable to those of motion sickness. In this study, we explored whether individual balance characteristics and self-reported tendency to motion sickness could be related to cybersickness vulnerability. Healthy young people (N = 45) were exposed to a VR application with HMD for four minutes, standing with no support. Balance characteristics were measured before (Sensory orientation test) and during (balance platform) the VR exposure. Symptoms of cybersickness were recorded by the Simulator sickness questionnaire (SSQ). Data were analyzed for subgroups with and without a tendency to motion sickness. The participants were negatively affected by the VR exposure: SSQ-before: 21.3 (19.5); SSQ-after: 31.8 (25.2); p<0.01, and 73% experienced increased discomfort. The SSQ sub-scores Nausea and Disorientation were affected, but not the sub-score for Oculomotor disturbance. Surprisingly, the participants described discomfort already after the initial balance assessment (Sensory orientation test). Participants with a self-reported tendency to motion sickness were relatively more affected by this challenge to their sensory integration. Increased postural instability was evident during the VR exposure, but there was a sizeable individual variance in the postural response. The study identified no individual balance characteristics which could be associated with the cybersickness vulnerability. The adverse effect of the Sensory orientation test is a novel finding and it became a bias that diminished subgroup differences in cybersickness vulnerability.

EEG-based evaluation of motion sickness and reducing sensory conflict in a simulated autonomous driving environment

Autonomous driving offers significant potential for changes in the automotive industry. However, sensory conflict during autonomous driving can lead to motion sickness. Quantitative evaluation and effective preventions to predict and reduce motion sickness are needed. The goal of this study is to verify the objective indicator of motion sickness level based on encephalography (EEG) that we proposed before and investigate the influence of attenuating sensory conflict on motion sickness. A 6-degree of freedom (DOF) driving simulator platform was used to provide an autonomous driving environment to the subjects, and the subjective motion sickness level (MSL), as well as the EEG signals of 15 healthy subjects, were collected simultaneously during 3 conditions, i) autonomous driving, ii) autonomous driving with eyes blindfolded and iii) active driving. The MSLs were reported by the subjects every two minutes, providing a reference to the recorded EEG signals. The EEG signals were analyzed and compared among different conditions. Average MSLs were higher in autonomous driving than in autonomous driving with eyes blindfolded and active driving, together with the increase of the mean EEG frequency of theta band in the central, parietal and occipital areas (FC5, Cz, CP5, P3, and POz). These findings validated that EEG mean frequency of theta band could be an indicator of motion sickness, besides an attenuated visual input or active control of the vehicle can effectively reduce the generation of motion sickness.

Motion sickness decreases low back function and changes gene expression in military aircrew

BACKGROUND

Motion sickness and low back disorders are prevalent and debilitating conditions that affect the health, performance, and operational effectiveness of military aircrews. This study explored the effects of a motion sickness stimulus on biomechanical and genetic factors that could potentially be involved in the causal pathways for both disorders.

METHODS

Subjects recruited from a military population were exposed to either a mild (n = 12) or aggressive (n = 16) motion sickness stimulus in a Neuro-Otologic Test Center. The independent variable of interest was the motion sickness stimulus exposure (before vs. after), though differences between mild and aggressive stimuli were also assessed. Dependent measures for the study included motion sickness exposure duration, biomechanical variables (postural stability, gait function, low back function, lumbar spine loading), and gene expression.

FINDINGS

Seven of twelve subjects experiencing the mild motion sickness stimulus endured the full 30 min in the NOTC, whereas subjects lasted an average of 13.2 (SD 5.0) minutes in the NOTC with the aggressive motion sickness stimulus. Mild motion sickness exposure led to a significant decrease in the postural stability measure of sway area, though the aggressive motion sickness exposure led to a statistically significant increase in sway area. Both stimuli led to decreases in low back function, though the decrease was only statistically significant for the mild protocol. Both stimuli also led to significant changes in gene expression.

INTERPRETATION

Motion sickness may alter standing balance, decrease low back function, and lead to changes in the expression of genes with roles in osteogenesis, myogenesis, development of brain lymphatics, inflammation, neuropathic pain, and more. These results may provide preliminary evidence for a link between motion sickness and low back disorders.

Cybersickness and postural stability of first time VR users playing VR videogames

This study investigated symptoms of cybersickness and postural instability experienced by new users of head-mounted display virtual reality (HMD-VR), playing VR videogames over long and repeated sessions, and moderation of these symptoms by previous videogame experience and intensity of videogame stimulus. Cybersickness (SSQ) and postural stability (anterior-posterior path-velocity) of new users of VR (n = 80) was collected PRE-VR, POST-VR and 10 min after completing (POST-RECOVERY) a VR gaming experience. Users comprised of videogamers (n = 40) and non-videogamers (n = 40), who were randomly assigned to play either action (high-intensity stimuli) or adventure (low-intensity stimuli) games in VR for 30 min and repeated twice, one week apart. All participants, irrespective of gaming status and genre of game, experienced significant cybersickness after 30 min in VR using current-generation HMD-VR technology, and did not adapt (POST-VR) after two sessions. However videogamers were able to recover (POST-RECOVERY) from cybersickness induced in VR significantly better than non-videogamers. All participants experienced significantly better postural stability after 30 min in VR, irrespective of gaming experience or genre of game. Developers should create VR experiences that minimise negative symptoms of cybersickness and postural instability experience by new users of VR.

Factors Affecting Car Sickness of Passengers Traveled by Vehicles in North Shewa Zone, Oromia, Ethiopia

Introduction

Car sickness is the state of being unhealthy as a result of motions that occur while traveling by vehicles. Passengers traveled by vehicles had experienced car sickness not only as a result of the biological effects but also other associated factors. Therefore, this study aimed to identify sociocultural, individual behavioral factors and situational factors resulting in car sickness of passengers traveling by minibus or bus or both.

Methods

This study was designed in a cross-sectional study and employed a quantitative approach to collect data among 384 passengers. Primary data were collected by a survey method. Both adult male and female passengers without any confirmed disease participated in the study. Car sickness was measured as whether a passenger traveling by vehicle in the past six months had at least one of the signs and symptoms either vomiting, nausea, headache, and (cold) sweating. Quantitative data were analyzed using descriptive statistics, bivariate analysis, and binary logistic regression. The multivariate logistic regression model was employed and used to execute the associated risk factors by declaring all statistical tests significantly at p-value ≤0.05.

Results

The results indicated that being older (aOR = 0.972, 95% CI: 0.947, 0.999) and male passengers (aOR = 0.357, 95% CI: 0.190, 0.673) significantly decreased occurrences of car sickness. However, sleep deprivation (aOR = 8.540, 95% CI: 2.575, 28.328), eating heavy meals before starting traveling (aOR = 4.147, 95% CI: 1.659, 10.366), the aggressiveness of drivers (aOR = 5.467, 95% CI: 2.456, 12.172), and travel with other passengers in overcrowded vehicles (aOR = 9.5212, 95% CI: 5.194, 17.455) were significantly contributed to car sickness.

Conclusions

The findings suggested that younger passengers should take medications that reduce the sensation of car sickness before starting traveling and female passengers should reduce unpaid domestic work before their travels. In order to prevent or reduce the sensation of car sickness, passengers should take enough physical rest, sleep well, and avoid eating heavy meals before a journey. Furthermore, passengers should strongly advise or kindly request aggressive drivers to drive slowly and uniformly. Last, the passengers should avoid traveling with other passengers in overcrowded vehicles as much as possible.

Individual differences in the temporal progression of motion sickness and anxiety: the role of passengers' trait anxiety and motion sickness history

The objective of the study is to show that trait anxiety and motion sickness history are responsible for different temporal progressions of sickness in passengers. The level of inflight anxiety and inflight sickness severity was monitored for 124 passengers in a full-motion cabin simulator during a short-haul flight with four different flight segments. Four groups with different characteristics in trait anxiety and motion sickness susceptibility showed different profiles of inflight sickness development. High trait anxiety was responsible for high inflight anxiety and a constantly high level of motion sickness, while passengers with just a motion sickness history showed an increase in motion sickness severity over time. We suggest that trait anxiety and motion sickness susceptibility interact and have an impact on the temporal progression of inflight sickness severity. The analysis of temporal developments of anxiety and sickness are fruitful for understanding the origins of motion sickness, research and individual treatments. Practitioner summary: In a full-motion cabin simulator study with 124 passengers the level of inflight anxiety and inflight sickness severity was monitored. Trait anxiety and motion sickness history were found to have different impacts on the temporal progression of individual sickness severity. Abbreviations: ANOVA: analysis of variance; AVES: air vehicle simulator; hiA/hiM: group with high anxiety and high motion sickness susceptibility; hiA/loM: group with high anxiety and low motion sickness susceptibility;MSSQ: motion sickness susceptibility scale; loA/hiM: group with low anxiety and high motion sickness susceptibility; loA/loM: group with low anxiety and low motion sickness susceptibility; SPSS: statistical package for the social sciences; SSQ-TS: total score from the simulator sickness questionaire; STAI: state trait anxiety inventory.

Post-Drive Standing Balance of Vehicle Passengers Using Wearable Sensors: The Effect of On-Road Driving and Task Performance

Postural sway has been demonstrated to increase following exposure to different types of motion. However, limited prior studies have investigated the relationship between exposure to normative on-road driving conditions and standing balance following the exposure. The purpose of this on-road study was to quantify the effect of vehicle motion and task performance on passengers’ post-drive standing balance performance. In this study, trunk-based kinematic data were captured while participants performed a series of balance exercises before and after an on-road driving session in real-time traffic. Postural sway for all balance exercises increased following the driving session. Performing a series of ecologically relevant visual-based tasks led to increases in most post-drive balance metrics such as sway position and velocity. However, the post-drive changes following the driving session with a task were not significantly different compared to changes observed following the driving session without a task. The post-drive standing balance performance changes observed in this study may increase vulnerable users’ risk of falling. Wearable sensors offer an opportunity to monitor postural sway following in-vehicle exposures.

Control of a virtual vehicle influences postural activity and motion sickness in pre-adolescent children

Among adults, persons in control of a vehicle (i.e., drivers) are less likely to experience motion sickness compared to persons in the same vehicle who do not control it (i.e., passengers). This "driver-passenger effect" is well-known in adults, but has not been evaluated in children. Using a yoked-control design with seated pre-adolescent children, we exposed dyads to a driving video game. In each dyad, one child (the driver) drove the virtual vehicle. Their performance was recorded, and later shown to the other child (the passenger). Thus, visual motion stimuli were identical for the members of each dyad. During exposure to the video game, we monitored the quantitative kinematics of head and torso movements. Participants were instructed to discontinue participation immediately if they experienced any symptoms of motion sickness, however mild. Accordingly, the movements that we recorded preceded the onset of motion sickness. Results revealed that Passengers (73.08%) were more likely than Drivers (42.31%) to state that they were motion sick. Drivers tended to move more than passengers, and with a greater degree of multifractality. The magnitude of movement was greater among participants who later reported motion sickness than among those who did not. In addition, for the multifractality of movement a statistically significant interaction revealed that postural precursors of motion sickness differed qualitatively between Drivers and Passengers. Overall, the results reveal that control of a virtual vehicle reduces the risk of motion sickness among pre-adolescent children.

Hazard Perception, Presence, and Simulation Sickness-A Comparison of Desktop and Head-Mounted Display for Driving Simulation

Driving simulators are becoming increasingly common in driver training and assessment. Since virtual reality is generally regarded as an appropriate environment for measuring risk behavior, simulators are also used to assess hazard perception, which is considered to be one of the most important skills for safe driving. Simulators, which offer challenges that are indeed comparable to driving in real traffic, but at a very low risk of physical injury, have the potential to complement theoretical and practical driver trainings and tests. Although configurations and fidelity differ considerably between driving simulators, studies comparing the impact of their distinct features on driving performance and test validity remain rare. In this context, prior research demonstrated that a wider field of view (three monitors compared to a single monitor) led to earlier speed adjustments in response to potential hazards-especially for experienced drivers. The wider field of view was assumed to cause the drivers to be more present in the virtual world, which in turn provoked more natural scanning of the road and therefore, earlier hazard detection in experienced drivers. Research on spatial presence in other contexts support this assumption. The present experiment investigated whether this effect could be enhanced by an even more immersive presentation technique for driving simulation: a head-mounted display (HMD). Moreover, we studied the interplay between display mode, sense of presence and simulation sickness. Eighty experienced and less experienced drivers completed six simulation-based hazard perception scenarios, which were displayed either via a triple-monitor set-up or an HMD. Results indicate that the experienced drivers showed very similar driving and risk behavior as the inexperienced drivers in both experimental conditions. However, there were significant differences between the two display conditions. The use of an HMD resulted in a clearer and more abrupt speed reduction, more virtual presence, and a higher degree of simulation sickness. However, the interrelation between these three variables could not be conclusively clarified in the present study and thus represents a research aim that could be addressed in future studies.

Assessing Postural Instability and Cybersickness Through Linear and Angular Displacement

OBJECTIVE

To examine the hypothesis that constant speed is more comfortable than variable speed profiles and may minimize cybersickness.

BACKGROUND

Current best practices for virtual reality (VR) content creation suggest keeping any form of acceleration as short and infrequent as possible to mitigate cybersickness.

METHODS

In Experiment 1, participants experienced repetitions of simulated linear motion, and in Experiment 2, they experienced repetitions of a circular motion. Three speed profiles were tested in each experiment. Each trial lasted 2 min while standing. Cybersickness was measured using the Simulator Sickness Questionnaire (SSQ) and operationally defined in terms of total severity scores. Postural stability was measured using a Wii Balance Board and operationally defined in terms of center of pressure (COP) path length. Postural measures were decomposed into anterior-posterior and medial-lateral axes and subjected to detrended fluctuation analysis.

RESULTS

For both experiments, no significant differences were observed between the three speed profiles in terms of cybersickness or postural stability, and none of the baseline postural measures could predict SSQ scores for the speed profile conditions. An axis effect was observed in both experiments such that normalized COP movement was significantly greater along the anterior-posterior axis than the medial-lateral axis.

CONCLUSION

Results showed no convincing evidence to support the common belief that constant speed is more comfortable than variable speed profiles for scenarios typical of VR applications.

APPLICATION

The present findings offer guidelines for the design of locomotion techniques involving traversal in VR environments.

Resting-state functional connectivity predicts recovery from visually induced motion sickness

Movies depicting certain types of motion often provoke uncomfortable symptoms similar to motion sickness, termed visually induced motion sickness (VIMS). VIMS generally evolves slowly during the viewing of a motion stimulus and, when the stimulus is removed, the recovery proceeds over time. Recent human neuroimaging studies have provided new insights into the neural bases of the evolution of VIMS. In contrast, no study has investigated the neural correlates of the recovery from VIMS. Study of the recovery process is critical for the development of a way to promote recovery and could provide further clues for understanding the mechanisms of VIMS. We thus investigated brain activity during the recovery from VIMS with functional connectivity magnetic resonance imaging. We found enhanced recovery-related functional connectivity patterns involving brain areas such as the insular, cingulate and visual cortical regions, which have been suggested to play important roles in the emergence of VIMS. These regions also constituted large interactive networks. Furthermore, the increase in functional connectivity was correlated with the subjective awareness of recovery for the following five pairs of brain regions: insula-superior temporal gyrus, claustrum-left and right inferior parietal lobules, claustrum-superior temporal gyrus and superior frontal gyrus-lentiform nucleus. Considering the previous findings on the functions of these regions and the present results, it is suggested that the increase in FC may reflect brain processes such as enhanced interoceptive awareness to one's own bodily state, a neuroplastic change in visual-processing circuits and/or the maintenance of visual spatial memory.

Postural precursors of motion sickness in head-mounted displays: drivers and passengers, women and men

Motion sickness is preceded by distinctive patterns of postural activity that differ between the sexes. We asked whether such postural precursors of motion sickness might exist before participants were exposed to a virtual driving game presented via a head-mounted display. Men and women either controlled a virtual vehicle (drivers), or viewed a recording of virtual vehicle motion (passengers). Before exposure to the game, we recorded standing body sway while participants performed simple visual tasks (staring at a blank page vs. counting target letters in a block of text). Following game exposure, participants were classified into Well and Sick groups. In a statistically significant interaction, the multifractality of body sway varied as a function of sex, vehicle control, and motion sickness status. The results confirm that postural precursors of motion sickness differ between the sexes, and extend these to the control of virtual vehicles in head-mounted displays. Practitioner Summary: We asked whether postural sway might predict motion sickness during exposure to a driving game via a head-mounted display. Participants drove a virtual car (drivers), or watched recorded car motion (passengers). Beforehand, we measured standing body sway. Postural precursors of motion sickness differed between the sexes and drivers and passengers. Abbreviations: M: meters; SD: standard deviation; kg: kilograms; COP: centre of pressure; AP: anterior-posterior; ML: mediolateral; cm: centimeters; s: seconds; min: minutes; MF: DFA: multifractal detrended fluctuation analysis; DFA: detrended fluctuation analysis; ANOVA: analysis of variance; CI: confidence interval; Hz: hertz; SE: standard error of the mean.

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.

Exploring the Participant-Related Determinants of Simulator Sickness in a Physical Motion Car Rollover Simulation as Measured by the Simulator Sickness Questionnaire

Physical motion driving simulators serve as a valuable research and training tool. Since many simulator participants suffer from simulator sickness (SS), we aimed to gain a better understanding of participant-related variables that may influence its incidence and severity. The study involved a 2-min mobile-platform car rollover simulation conducted in a group of 100 healthy adult participants. SS was measured with the Simulator Sickness Questionnaire immediately before and after the simulation. We investigated how the symptomatology of SS varies with gender, as well as with participants’ previous experiences such as extra driving training or car accidents. Although many SS symptoms occurred already before the simulation, all the symptoms except burping had a significantly greater incidence and severity after the simulation. Before the simulation, men reported disorientation symptoms more often than women, while participants with prior experiences of extra driving training or car accidents scored significantly higher in three out of four Questionnaire components: nausea symptoms, oculomotor symptoms, and the total score. The study offers interesting insights into associations between SS and prior experiences observed by means of high-fidelity real-motion simulations. More research is needed to determine the nature of these associations and their potential usefulness, for example, in helping accident survivors to cope with the distressing or even potentially disabling psychological consequences of accidents.

The Trade-Off of Virtual Reality Training for Dart Throwing: A Facilitation of Perceptual-Motor Learning With a Detriment to Performance

Advancements in virtual reality (VR) technology now allow for the creation of highly immersive virtual environments and for systems to be commercially available at an affordable price. Despite increased availability, this access does not ensure that VR is appropriate for training for all motor skills. Before the implementation of VR for training sport-related skills takes place, it must first be established whether VR utilization is appropriate. To this end, it is crucial to better understand the mechanisms that drive learning in these new environments which will allow for optimization of VR to best facilitate transfer of learned skills to the real world. In this study we sought to examine how a skill acquired in VR compares to one acquired in the real world (RW), utilizing training to complete a dart-throwing task in either a virtual or real environment. We adopted a perceptual-motor approach in this study, employing measures of task performance (i.e., accuracy), as well as of perception (i.e., visual symptoms and oculomotor behavior) and motor behaviors (i.e., throwing kinematics and coordination). Critically, the VR-trained group performed significantly worse in terms of throwing accuracy compared to both the RW-trained group and their own baseline performance. In terms of perception, the VR-trained group reported greater acute visual symptoms compared to the RW-trained group, though oculomotor behaviors were largely the same across groups. In terms of motor behaviors, the VR-trained group exhibited different dart-throwing kinematics during training, but in the follow-up test adapted their throwing pattern to one similar to the RW-trained group. In total, VR training impaired real-world task performance, suggesting that virtual environments may offer different learning constraints compared to the real world. These results thus emphasize the need to better understand how some elements of virtual learning environments detract from transfer of an acquired sport skill to the real world. Additional work is warranted to further understand how perceptual-motor behaviors are acquired differently in virtual spaces.

The effects of habituation and adding a rest-frame on experienced simulator sickness in an advanced mobility scooter driving simulator

The aim of this article is to investigate the effect of a physical rest-frame, habituation and age on simulator sickness in an advanced mobility scooter driving simulator. Twenty-six young and 34 older adults completed a total of 12 drives in an advanced mobility scooter driving simulator over two visits. A 2x2 crossover design was used to measure the effect of a rest frame that was added to the driving simulator on either the first or second visit. The Simulator Sickness Questionnaire was used to measure simulator sickness symptoms. A significant decrease in simulator sickness was observed between the first and the second visit. Older adults reported more severe simulator sickness symptoms compared to younger participants. No effect of rest-frame could be found. Habituation appears to be the most effective method to reduce simulator sickness in an advanced mobility scooter driving simulator. More research is needed to investigate simulator sickness in patient groups. Practitioner summary: Experiencing simulator sickness is a major problem across all types of simulators. The present experiment investigated the effect of a rest-frame, habituation and age on developing simulator sickness symptoms in an advanced mobility scooter driving simulator. Habituation appeared to be the most effective method to reduce simulator sickness.