Surprisingly little is known of the perceptual consequences of visual or vestibular stimulation in updating our perceived position in space as we move around. We assessed the roles of visual and vestibular cues in determining the perceived distance of passive, linear self motion. Subjects were given cues to constant-acceleration motion: either optic flow presented in a virtual reality display, physical motion in the dark or combinations of visual and physical motions. Subjects indicated when they perceived they had traversed a distance that had been previously given to them either visually or physically. The perceived distance of motion evoked by optic flow was accurate relative to a previously presented visual target but was perceptually equivalent to about half the physical motion. The perceived distance of physical motion in the dark was accurate relative to a previously presented physical motion but was perceptually equivalent to a much longer visually presented distance. The perceived distance of self motion when both visual and physical cues were present was more closely perceptually equivalent to the physical motion experienced rather than the simultaneous visual motion, even when the target was presented visually. We discuss this dominance of the physical cues in determining the perceived distance of self motion in terms of capture by non-visual cues. These findings are related to emerging studies that show the importance of vestibular input to neural mechanisms that process self motion.
In order to distinguish between the use of visual and gravito-inertial force reference frames, the head tilt of drivers and passengers were measured as they went around corners at various speeds. The visual curvature of the corners were thus dissociated from the magnitude of the centripetal forces (0.30-0.77 g). Drivers' head tilts were highly correlated with the visually-available estimate of the curvature of the road (r2=0.86) but not with the centripetal force (r2<0.1). Passengers' head tilts were inversely correlated with the lateral forces (r2=0.3-0.7) and seem to reflect a passive sway. The strong correlation of the tilt of drivers' heads with a visual aspect of the road ahead, supports the use of a predominantly visual reference frame for the driving task.
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