RW
R. Wijlens
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4 records found
1
The Flying-V is an innovative aircraft design developed by Delft University of Technology. Its unique configuration positions passengers laterally farther away from the centre of rotation compared to conventional aircraft. In light of this unique structure, a passenger-in-the-simulator experiment was conducted using the SIMONA Research Simulator to examine to what extent the severity of motion sickness increases with greater lateral distance from the centre of rotation.
The experiment was conducted using the Time to Bank manoeuvre. Due to the rolling acceleration, as the lateral distance of the seating position from the centre of rotation increases, passengers experience a higher magnitude of heave motion in addition to the roll motion. The participants were exposed to three different lateral seating positions, including sitting at the centre of rotation, sitting laterally offset at 3.5 m, and sitting laterally offset at 7 m.
Motion sickness was predicted using the 6 Degrees of Freedom–Subjective Vertical Conflict model, which provides the Motion Sickness Incidence. According to the model’s prediction, an increase in the level of heave motion is expected to lead to a higher level of motion sickness severity for passengers. During the experiment, participants’ motion sickness severity was assessed using the MIsery SCale (MISC).
Although no statistically significant differences were observed among the conditions, sitting laterally offset at 7 m had a higher mean of the participants’ maximum MISC score of 3 than sitting laterally offset at 3.5 m, with a mean of 2.4. However, neither of these conditions showed higher scores than sitting at the centre of rotation, with a mean maximum MISC score of 3.6. Therefore, the results suggest that sitting laterally farther away from the centre of rotation in the Flying-V did not lead to increased motion sickness severity. ...
The experiment was conducted using the Time to Bank manoeuvre. Due to the rolling acceleration, as the lateral distance of the seating position from the centre of rotation increases, passengers experience a higher magnitude of heave motion in addition to the roll motion. The participants were exposed to three different lateral seating positions, including sitting at the centre of rotation, sitting laterally offset at 3.5 m, and sitting laterally offset at 7 m.
Motion sickness was predicted using the 6 Degrees of Freedom–Subjective Vertical Conflict model, which provides the Motion Sickness Incidence. According to the model’s prediction, an increase in the level of heave motion is expected to lead to a higher level of motion sickness severity for passengers. During the experiment, participants’ motion sickness severity was assessed using the MIsery SCale (MISC).
Although no statistically significant differences were observed among the conditions, sitting laterally offset at 7 m had a higher mean of the participants’ maximum MISC score of 3 than sitting laterally offset at 3.5 m, with a mean of 2.4. However, neither of these conditions showed higher scores than sitting at the centre of rotation, with a mean maximum MISC score of 3.6. Therefore, the results suggest that sitting laterally farther away from the centre of rotation in the Flying-V did not lead to increased motion sickness severity. ...
The Flying-V is an innovative aircraft design developed by Delft University of Technology. Its unique configuration positions passengers laterally farther away from the centre of rotation compared to conventional aircraft. In light of this unique structure, a passenger-in-the-simulator experiment was conducted using the SIMONA Research Simulator to examine to what extent the severity of motion sickness increases with greater lateral distance from the centre of rotation.
The experiment was conducted using the Time to Bank manoeuvre. Due to the rolling acceleration, as the lateral distance of the seating position from the centre of rotation increases, passengers experience a higher magnitude of heave motion in addition to the roll motion. The participants were exposed to three different lateral seating positions, including sitting at the centre of rotation, sitting laterally offset at 3.5 m, and sitting laterally offset at 7 m.
Motion sickness was predicted using the 6 Degrees of Freedom–Subjective Vertical Conflict model, which provides the Motion Sickness Incidence. According to the model’s prediction, an increase in the level of heave motion is expected to lead to a higher level of motion sickness severity for passengers. During the experiment, participants’ motion sickness severity was assessed using the MIsery SCale (MISC).
Although no statistically significant differences were observed among the conditions, sitting laterally offset at 7 m had a higher mean of the participants’ maximum MISC score of 3 than sitting laterally offset at 3.5 m, with a mean of 2.4. However, neither of these conditions showed higher scores than sitting at the centre of rotation, with a mean maximum MISC score of 3.6. Therefore, the results suggest that sitting laterally farther away from the centre of rotation in the Flying-V did not lead to increased motion sickness severity.
The experiment was conducted using the Time to Bank manoeuvre. Due to the rolling acceleration, as the lateral distance of the seating position from the centre of rotation increases, passengers experience a higher magnitude of heave motion in addition to the roll motion. The participants were exposed to three different lateral seating positions, including sitting at the centre of rotation, sitting laterally offset at 3.5 m, and sitting laterally offset at 7 m.
Motion sickness was predicted using the 6 Degrees of Freedom–Subjective Vertical Conflict model, which provides the Motion Sickness Incidence. According to the model’s prediction, an increase in the level of heave motion is expected to lead to a higher level of motion sickness severity for passengers. During the experiment, participants’ motion sickness severity was assessed using the MIsery SCale (MISC).
Although no statistically significant differences were observed among the conditions, sitting laterally offset at 7 m had a higher mean of the participants’ maximum MISC score of 3 than sitting laterally offset at 3.5 m, with a mean of 2.4. However, neither of these conditions showed higher scores than sitting at the centre of rotation, with a mean maximum MISC score of 3.6. Therefore, the results suggest that sitting laterally farther away from the centre of rotation in the Flying-V did not lead to increased motion sickness severity.
Master thesis
(2023)
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M. Elbertse, M. Mulder, M.M. van Paassen, R. Wijlens, J.C.F. de Winter, O. Stroosma
Autonomous vehicles are becoming increasingly prevalent in society, but the transition from active driver to passive passenger is known to increase the risk and severity of motion sickness. Motion anticipation is a critical factor in this difference, and visual information is known to be a major contributor to motion anticipation. However, the underlying mechanisms of how visual information influences motion sickness remain largely unknown. This study aims to investigate the effect of visual translation on motion sickness development. To accomplish this, a proposal was made to extend an existing motion sickness prediction model with visual translational components. A human-out-of-the-loop experiment was conducted in a moving-base simulator to test the proposed model's reliability and determine whether visual translation influences motion sickness. The experiment simulated an urban ride that featured repetitive accelerating and breaking maneuvers on a straight road. Eighteen participants were subjected to three different visual conditions that varied in the amount of global optical flow, while the simulator's motion was identical. The results suggest that congruent visual translation may lead to a minor, non-significant reduction of motion sickness, while the amount of optical flow does not seem to affect it. The proposed motion sickness model was able to predict a slight decrease in motion sickness for conditions with visual optical flow, as demonstrated by the experiment. Nonetheless, it is still debatable whether congruent visual translation may influence the onset and severity of motion sickness, as the results of this study could not confirm this.
...
Autonomous vehicles are becoming increasingly prevalent in society, but the transition from active driver to passive passenger is known to increase the risk and severity of motion sickness. Motion anticipation is a critical factor in this difference, and visual information is known to be a major contributor to motion anticipation. However, the underlying mechanisms of how visual information influences motion sickness remain largely unknown. This study aims to investigate the effect of visual translation on motion sickness development. To accomplish this, a proposal was made to extend an existing motion sickness prediction model with visual translational components. A human-out-of-the-loop experiment was conducted in a moving-base simulator to test the proposed model's reliability and determine whether visual translation influences motion sickness. The experiment simulated an urban ride that featured repetitive accelerating and breaking maneuvers on a straight road. Eighteen participants were subjected to three different visual conditions that varied in the amount of global optical flow, while the simulator's motion was identical. The results suggest that congruent visual translation may lead to a minor, non-significant reduction of motion sickness, while the amount of optical flow does not seem to affect it. The proposed motion sickness model was able to predict a slight decrease in motion sickness for conditions with visual optical flow, as demonstrated by the experiment. Nonetheless, it is still debatable whether congruent visual translation may influence the onset and severity of motion sickness, as the results of this study could not confirm this.
Exploring Motion Sickness Mitigation in Self-Driving Vehicles with Anticipatory Interfaces
Flashing and Zooming over the Road: Anticipatory Interfaces Mitigate Motion Sickness
This study explored several anticipatory interfaces as motion sickness mitigation tool in autonomously driving vehicles. The interfaces were designed to lower the mismatch between the expected motion and the sensory input in a moving body, by providing anticipatory information on upcoming vehicle motion. The two proposed interfaces were a Light only interface and a Combined interface featuring both light and sound. The interfaces present information on the direction and magnitude proportional to the upcoming vehicle accelerations, 0.9s before the actual event. The interfaces were tested in separate trials and compared to a Baseline trial. The comparison was done by a mixed-order, within-participants experiment (n=18), performed in the SIMONA Research Simulator, with identical 30-minute driving conditions. To test the interfaces’ effectiveness in the most motion sickness-triggering setting, subjects got a reading task on a handheld tablet. The results were quantified on an 11-point motion sickness scale and subjective survey questions. Improvements in motion sickness and subjective experience were found with both interfaces. However, only the Combined interface trial showed significant improvements compare to the Baseline. Neither of the interfaces was considered intrusive, while only the Combined interface was considered comfortable. The survey also clearly favored the Combined interface in scores on timing cor- rectness, intuitiveness, and subjective cue correctness. Although the Combined interface had the best results, strong individual preferences were reported for both interfaces, a hypothetical sound interface, or no interface. Further research is advised to focus on the Combined interface while considering optional light and/or sound disengagement in line with personal preference.
...
This study explored several anticipatory interfaces as motion sickness mitigation tool in autonomously driving vehicles. The interfaces were designed to lower the mismatch between the expected motion and the sensory input in a moving body, by providing anticipatory information on upcoming vehicle motion. The two proposed interfaces were a Light only interface and a Combined interface featuring both light and sound. The interfaces present information on the direction and magnitude proportional to the upcoming vehicle accelerations, 0.9s before the actual event. The interfaces were tested in separate trials and compared to a Baseline trial. The comparison was done by a mixed-order, within-participants experiment (n=18), performed in the SIMONA Research Simulator, with identical 30-minute driving conditions. To test the interfaces’ effectiveness in the most motion sickness-triggering setting, subjects got a reading task on a handheld tablet. The results were quantified on an 11-point motion sickness scale and subjective survey questions. Improvements in motion sickness and subjective experience were found with both interfaces. However, only the Combined interface trial showed significant improvements compare to the Baseline. Neither of the interfaces was considered intrusive, while only the Combined interface was considered comfortable. The survey also clearly favored the Combined interface in scores on timing cor- rectness, intuitiveness, and subjective cue correctness. Although the Combined interface had the best results, strong individual preferences were reported for both interfaces, a hypothetical sound interface, or no interface. Further research is advised to focus on the Combined interface while considering optional light and/or sound disengagement in line with personal preference.