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Optimising Athlete Performance in Race Vehicle Systems Exposed to Mechanical Shock and Vibration
Published in Paul M. Salmon, Scott McLean, Clare Dallat, Neil Mansfield, Colin Solomon, Adam Hulme, Human Factors and Ergonomics in Sport, 2020
Low-frequency motion can induce motion sickness for susceptible people. Motion sickness occurs when there is a sensory mismatch between motion cues. Primary cues are vision, vestibular (balance), tactile, and knowledge of control (Mansfield, 2004, Figure 8.3). If these four channels are in agreement with what is expected, then motion sickness can occur. For example, sickness is common for rally car co-drivers (navigators) who have a requirement to read maps and course notes, rather than to attend to the details of the road profile such as rises and falls or corners (Perrin et al., 2013). This attention away from the road has also been associated with the higher prevalence of neck pain in co-drivers rather than drivers (Mansfield & Marshall, 2001). The fact that sickness was less common in competition in comparison to reconnaissance illustrates the strong psychological and motivational component to motion sickness, as observed by Darwin (1796) who described how feelings of sea sickness disappeared when passengers on a boat were in fear for their lives. Sea sickness affects sailors of small boats, affecting performance and causing distraction. Turner and Griffin (1995) reported daily incidence of feelings of sickness, which peaked at over 40% for sailors competing in a round-the-world yacht race, but also showed that incidence reduced as each stage of the race progressed, demonstrating habituation.
Driver Fitness in the Resumption of Control
Published in Donald L. Fisher, William J. Horrey, John D. Lee, Michael A. Regan, Handbook of Human Factors for Automated, Connected, and Intelligent Vehicles, 2020
Dina Kanaan, Birsen Donmez, Tara Kelley-Baker, Stephen Popkin, Andy Lehrer, Donald L. Fisher
Motion sickness is generally a complex phenomenon with multiple possible symptoms and causes that vary based on the type of environment and the type of motion to which the individual is subjected, among other factors like individual propensity. Motion sickness is caused by “exposure to real or apparent, unfamiliar motion to which the individual is not adapted” (Benson, 2002, p. 1049), and has most commonly been attributed to a “cue conflict theory” (Reason & Brand, 1975), which describes an incongruency between how the body’s motion is perceived by the vestibular (inner ear) system and how it is perceived visually. Some of the most common symptoms of motion sickness include nausea, vomiting, and headaches, along with other, more visible symptoms like pallor, sweating, and sleepiness, with varying levels of susceptibility and manifestations among different individuals (Lackner, 2014). The design of a vehicle (e.g., the suspension system) and the driving style of the driver (e.g., an aggressive or accelerated driving style) can contribute to or exacerbate motion sickness in passengers, as they can prompt the type of motions that can induce motion sickness (Diels, 2014). For more detailed reviews about the etiology, symptoms, and treatment of motion sickness in general, see Reason and Brand (1975), Reason (1978), Benson (2002), and Lackner (2014).
Motion Sickness
Published in Neil J. Mansfield, Human Response to Vibration, 2004
One effective method of reducing motion sickness in many environments is by taking steps to avoid sensory conflict. For most types of travel sickness, the conflict is visual-vestibular Type I or Type lib. Therefore, if a reliable visual scene which gives appropriate motion cues can be viewed, then the conflict will be reduced or eliminated. Conversely, if the attention is focused on a visual scene which provides no motion cues, then the strength of the conflict will be enhanced. For example, reading, writing, and using portable computers or handheld electronic games can increase sickness in many forms of passenger transport. These activities are often employed as means of reducing the tedium of the journey or as a means of optimizing the time spent traveling. It could be argued that, in some forms of transport (e.g., boats or aircraft), performing a distracting activity (e.g., working or reading) produces no more sensory conflict than would be experienced otherwise, due to the individual traveling inside the vehicle and that the interior of the cabin does not provide any visual cues to reinforce the vestibular and somatic sensation of the motion. If there is no vestibular input (i.e., no acceleration, although a constant velocity might exist), then, according to sensory conflict theory, there is no reason why an activity cannot be performed with a fixed visual scene. However, if the traveler is concerned about minimizing chances of feeling motion sickness, then it is wise to try to provide a reliable visual cue, should acceleration occur (e.g., looking out of the window at landscape objects).
Virtual reality content evaluation visualization tool focused on comfort, cybersickness, and perceived excitement
Published in Behaviour & Information Technology, 2023
Doyeon Lee, Byeng-Hee Chang, Jiseob Park
A representative theory that explains the cause of motion sickness is the sensory conflict theory. Sensory conflict theory assumes that the two most important senses that cause motion sickness are the visual and vestibular senses (Kato and Kitazaki 2006; Reason and Brand 1975). Usually, motion sickness is caused by the difference between motion detected by the vestibular senses and visual information detected by the visual organs. In the case of VR motion, motion is detected visually, but no action occurs, resulting in cybersickness (McCauley and Sharkey 1992) due to the difference between inputs from the visual and vestibular senses (Sherman 2002). In such cases, the symptoms of cybersickness do not persist when the eyes are closed. However, VR environments rely heavily on visual elements. Symptoms of cybersickness due to sensory conflict include discomfort, nausea, dizziness, vertigo, disorientation, pallor, sweating, headaches, and vomiting (Kennedy et al. 1993).
Individual differences in the temporal progression of motion sickness and anxiety: the role of passengers’ trait anxiety and motion sickness history
Published in Ergonomics, 2021
Dirk Stelling, Michael Hermes, Gerrit Huelmann, Justin Mittelstädt, Dominik Niedermeier, Kevin Schudlik, Holger Duda
Motion sickness susceptibility is linked to factors such as traits and physiological systems, which are stable over time. Furthermore, motion sickness seems to have a genetic component with heritability for a motion sickness estimated as contributing 57% of its prevalence (Reavley et al. 2006). From this point of view someonés history of motion sickness is a good predictor for future susceptibility (Golding 1998) and it is hypothesised to have a higher impact than gender (Graeber and Stanney 2002). Hence, motion sickness susceptibility can be seen as a trait-like characteristic which predicts the increase of sickness severity depending on the duration spent in a sickness provoking situation (Mittelstädt, Wacker, and Stelling 2018).
Precautions & Possible Therapeutic Approaches of Health Hazards of Astronauts in Microgravity
Published in The International Journal of Aerospace Psychology, 2021
Nikita Pal, Shambaditya Goswami, Rajveer Singh, Tejpal Yadav, Ravindra Pal Singh
Scopolamine and promethazine could be used for prophylactic treatment in cases of space motion sickness. A dose of oral scopolamine hydrobromide ranges from 0.3 0.6 mg, and onset of action starts within 30 min to 1 hr for a duration of 4 hr. Intramuscular promethazine 25 to 50 mg is used to decrease the symptoms of space motion sickness. Management to prevent space motion sickness includes withdrawal of extravehicular activity, incendiary activities, or shuttle flight landing during the first 3 days of the mission (Jennings, 1998; Russomano et al., 2019).