Neck stabilization through sensory integration of vestibular and visual motion cues.

Background: To counteract gravity, trunk motion, and other perturbations, the human head-neck system requires continuous muscular stabilization. In this study, we combine a musculoskeletal neck model with models of sensory integration (SI) to unravel the role of vestibular, visual, and muscle sensory cues in head-neck stabilization and relate SI conflicts and postural instability to motion sickness. Method: A 3D multisegment neck model with 258 Hill-type muscle elements was extended with postural stabilization using SI of vestibular (semicircular and otolith) and visual (rotation rate, verticality, and yaw) cues using the multisensory observer model (MSOM) and the subjective vertical conflict model (SVC). Dynamic head-neck stabilization was studied using empirical datasets, including 6D trunk perturbations and a 4 m/s2 slalom drive inducing motion sickness. Results: Recorded head translation and rotation are well matched when using all feedback loops with MSOM or SVC or assuming perfect perception. A basic version of the model, including muscle, but omitting vestibular and visual perception, shows that muscular feedback can stabilize the neck in all conditions. However, this model predicts excessive head rotations in conditions with trunk rotation and in the slalom. Adding feedback of head rotational velocity sensed by the semicircular canals effectively reduces head rotations at mid-frequencies. Realistic head rotations at low frequencies are obtained by adding vestibular and visual feedback of head rotation based on the MSOM or SVC model or assuming perfect perception. The MSOM with full vision well captures all conditions, whereas the MSOM excluding vision well captures all conditions without vision. The SVC provides two estimates of verticality, with a vestibular estimate SVCvest, which is highly effective in controlling head verticality, and an integrated vestibular/visual estimate SVCint which can complement SVCvest in conditions with vision. As expected, in the sickening drive, SI models imprecisely estimate verticality, resulting in sensory conflict and postural instability. Conclusion: The results support the validity of SI models in postural stabilization, where both MSOM and SVC provide credible results. The results in the sickening drive show imprecise sensory integration to enlarge head motion. This uniquely links the sensory conflict theory and the postural instability theory in motion sickness causation.

Validating models of sensory conflict and perception for motion sickness prediction.

The human motion perception system has long been linked to motion sickness through state estimation conflict terms. However, to date, the extent to which available perception models are able to predict motion sickness, or which of the employed perceptual mechanisms are of most relevance to sickness prediction, has not been studied. In this study, the subjective vertical model, the multi-sensory observer model and the probabilistic particle filter model were all validated for their ability to predict motion perception and sickness, across a large set of motion paradigms of varying complexity from literature. It was found that even though the models provided a good match for the perception paradigms studied, they could not be made to capture the full range of motion sickness observations. The resolution of the gravito-inertial ambiguity has been identified to require further attention, as key model parameters selected to match perception data did not optimally match motion sickness data. Two additional mechanisms that may enable better future predictive models of sickness have, however, been identified. Firstly, active estimation of the magnitude of gravity appears to be instrumental for predicting motion sickness induced by vertical accelerations. Secondly, the model analysis showed that the influence of the semicircular canals on the somatogravic effect may explain the differences in the dynamics observed for motion sickness induced by vertical and horizontal plane accelerations.

Standards for passenger comfort in automated vehicles: Acceleration and jerk.

A prime concern for automated vehicles is motion comfort, as an uncomfortable ride may reduce acceptance of the technology amongst the general population. However, it is not clear how transient motions typical for travelling by car affect the experience of comfort. Here, we determine the relation between properties of vehicle motions (i.e., acceleration and jerk) and discomfort empirically, and we evaluate the ability of normative models to account for the data. 23 participants were placed in a moving-base driving simulator and presented sinusoidial and triangular motion pulses with various peak accelerations (Amax0.4 - 2 ms-2) and jerks (Jmax0.5 - 15 ms-3), designed to recreate typical vehicle accelerations. Participants provided discomfort judgments on absolute 'Verbal Qualifiers' and relative 'Magnitude Estimates' associated with these motions. The data show that discomfort increases with acceleration amplitude, and that the strength of this effect depends on the direction of motion. We furthermore find that higher jerks (shorter duration pulses) are considered more comfortable, and that triangular pulses are more comfortable than sinusoidal pulses. ME responses decrease (i.e., reduced discomfort) with increasing pulse duration. Evaluations of normative models of vibration and shock (ISO 2631), and perceived motion intensity provide mixed results. The vibration model could not account for the data well. Reasonable agreement between predictions and observations were found for the shock model and perceived intensity model, which emphasize the role of acceleration. We present novel statistical models that describe motion comfort as a function of acceleration, jerk, and direction. The present findings are essential to develop motion planning algorithms aimed at maximizing comfort.

Validation of a moving base driving simulator for motion sickness research.

Increasing levels of vehicle automation are envisioned to allow drivers to engage in other activities but are also likely to increase the incidence of Carsickness or Motion Sickness (MS). Ideally, MS is studied in a safe and controlled environment, such as a driving simulator. However, only few studies address the suitability of driving simulators to assess MS. In this study, we validate a moving base driving simulator for MS research by comparing the symptoms and time course of MS between a real-road driving scenario and a rendition of this scenario in a driving simulator, using a within-subjects design. 25 participants took part as passengers in an experiment with alternating sections (slaloming, stop-and-go) with normal and provocative driving styles. Participants performed Sudoku puzzles (eyes-off-road) during both scenarios and reported MIsery SCale (MISC) scores at 30 s intervals. Motion Sickness Assessment Questionnaire (MSAQ) scores were collected upon completion of either scenario. Overall, the results indicate that MS was more severe in the car than in the simulator. Nevertheless, significant correlations were found between individual MS in the car and simulator for 3 out of 4 MSAQ symptom categories (0.48 < r < 0.73, p < 0.02), with a strong overall correlation (r = 0.57, p = 0.004). MS onset times were similar between the car and the simulator, and sickness fluctuations as a result of driving style showed a similar pattern between scenarios, albeit more pronounced in the car. Based on observed similarities in MS, we conclude these simulator results to have relative validity. We attribute the observed reduction of MS severity in the simulator to the downscaling of the motion by the Motion Cueing Algorithm (MCA). These results suggest that, at least in eyes-off-road conditions, findings on MS from simulator studies may generalize to real vehicles after application of a conversion factor. This conversion factor is likely to depend on simulator and MCA characteristics.

A meta-analysis of simulator sickness as a function of simulator fidelity.

Driving simulators are an increasingly important tool to develop vehicle functionalities and to study driver or passenger responses. A major hindrance to the use and validity of such studies is Simulator Sickness (SS). Several studies have suggested a positive relation between improvements in simulator fidelity and the likelihood of sickness. We hypothesized that this relation only holds true for static (fixed-base) simulators, and that increased fidelity in fact reduces simulator sickness in dynamic (moving-base) simulators. We performed a meta-analysis investigating the relation between sickness and fidelity in static and dynamic systems. A literature search yielded a total of 41 simulator studies that varied aspects of mechanical and/or visual fidelity and assessed SS for the same driving conditions and the same or equivalent participant groups. Evaluation of a model synthesizing the findings of these studies indicates that SS decreases with visual fidelity, and suggests that this effect may be negated for static simulators. The results of the modeling efforts thereby provide some support for the hypothesis that increased fidelity can reduce SS in dynamic simulators. Based on the evaluation of the literature we also note particular shortcomings and gaps in available research. Finally, we make recommendations for specific experiments that may fill these gaps and allow definitive conclusions on the role of simulator fidelity in SS.

Amplitude and Temporal Dynamics of Motion Sickness.

The relationship between the amplitude of motion and the accumulation of motion sickness in time is unclear. Here, we investigated this relationship at the individual and group level. Seventeen participants were exposed to four oscillatory motion stimuli, in four separate sessions, separated by at least 1 week to prevent habituation. Motion amplitude was varied between sessions at either 1, 1.5, 2, or 2.5 ms-2. Time evolution was evaluated within sessions applying: an initial motion phase for up to 60 min, a 10-min rest, a second motion phase up to 30 min to quantify hypersensitivity and lastly, a 5-min rest. At both the individual and the group level, motion sickness severity (MISC) increased linearly with respect to acceleration amplitude. To analyze the evolution of sickness over time, we evaluated three variations of the Oman model of nausea. We found that the slow (502 s) and fast (66.2 s) time constants of motion sickness were independent of motion amplitude, but varied considerably between individuals (slow STD = 838 s; fast STD = 79.4 s). We also found that the Oman model with output scaling following a power law with an exponent of 0.4 described our data much better as compared to the exponent of 2 proposed by Oman. Lastly, we showed that the sickness forecasting accuracy of the Oman model depended significantly on whether the participants had divergent or convergent sickness dynamics. These findings have methodological implications for pre-experiment participant screening, as well as online tuning of automated vehicle algorithms based on sickness susceptibility.

Relating individual motion sickness levels to subjective discomfort ratings.

High levels of vehicle automation are expected to increase the risk of motion sickness, which is a major detriment to driving comfort. The exact relation between motion sickness and discomfort is a matter of debate, with recent studies suggesting a relief of discomfort at the onset of nausea. In this study, we investigate whether discomfort increases monotonously with motion sickness and how the relation can best be characterized in a semantic experiment (Experiment 1) and a motion sickness experiment (Experiment 2). In Experiment 1, 15 participants performed pairwise comparisons on the subjective discomfort associated with each item on the popular MIsery SCale (MISC) of motion sickness. In Experiment 2, 17 participants rated motion sickness using the MISC during exposures to four sustained motion stimuli, and provided (1) numerical magnitude estimates of the discomfort experienced for each level of the MISC, and (2) verbal magnitude estimates with seven qualifiers, ranging between feeling 'excellent' and 'terrible'. The data of Experiment 1 show that the items of the MISC are ranked in order of appearance, with the exception of 5 ('severe dizziness, warmth, headache, stomach awareness, and sweating') and 6 ('slight nausea'), which are ranked in opposite order. However, in Experiment 2, we find that discomfort associated with each level of the MISC, as it was used to express motion sickness during exposure to a sickening stimulus, increases monotonously; following a power law with an exponent of 1.206. While the results of Experiment 1 replicate the non-linearity found in recent studies, the results of Experiment 2 suggest that the non-linearity is due to the semantic nature of Experiment 1, and that there is a positive monotonous relation between MISC and discomfort in practice. These results support the suitability of MISC to assess motion sickness.

Assessing the contribution of active somatosensory stimulation to self-acceleration perception in dynamic driving simulators.

In dynamic driving simulators, the experience of operating a vehicle is reproduced by combining visual stimuli generated by graphical rendering with inertial stimuli generated by platform motion. Due to inherent limitations of the platform workspace, inertial stimulation is subject to shortcomings in the form of missing cues, false cues, and/or scaling errors, which negatively affect simulation fidelity. In the present study, we aim at quantifying the relative contribution of an active somatosensory stimulation to the perceived intensity of self-motion, relative to other sensory systems. Participants judged the intensity of longitudinal and lateral driving maneuvers in a dynamic driving simulator in passive driving conditions, with and without additional active somatosensory stimulation, as provided by an Active Seat (AS) and Active Belts (AB) integrated system (ASB). The results show that ASB enhances the perceived intensity of sustained decelerations, and increases the precision of acceleration perception overall. Our findings are consistent with models of perception, and indicate that active somatosensory stimulation can indeed be used to improve simulation fidelity.

Individual motion perception parameters and motion sickness frequency sensitivity in fore-aft motion.

Previous literature suggests a relationship between individual characteristics of motion perception and the peak frequency of motion sickness sensitivity. Here, we used well-established paradigms to relate motion perception and motion sickness on an individual level. We recruited 23 participants to complete a two-part experiment. In the first part, we determined individual velocity storage time constants from perceived rotation in response to Earth Vertical Axis Rotation (EVAR) and subjective vertical time constants from perceived tilt in response to centrifugation. The cross-over frequency for resolution of the gravito-inertial ambiguity was derived from our data using the Multi Sensory Observer Model (MSOM). In the second part of the experiment, we determined individual motion sickness frequency responses. Participants were exposed to 30-minute sinusoidal fore-aft motions at frequencies of 0.15, 0.2, 0.3, 0.4 and 0.5 Hz, with a peak amplitude of 2 m/s2 in five separate sessions, approximately 1 week apart. Sickness responses were recorded using both the MIsery SCale (MISC) with 30 s intervals, and the Motion Sickness Assessment Questionnaire (MSAQ) at the end of the motion exposure. The average velocity storage and subjective vertical time constants were 17.2 s (STD = 6.8 s) and 9.2 s (STD = 7.17 s). The average cross-over frequency was 0.21 Hz (STD = 0.10 Hz). At the group level, there was no significant effect of frequency on motion sickness. However, considerable individual variability was observed in frequency sensitivities, with some participants being particularly sensitive to the lowest frequencies, whereas others were most sensitive to intermediate or higher frequencies. The frequency of peak sensitivity did not correlate with the velocity storage time constant (r = 0.32, p = 0.26) or the subjective vertical time constant (r = - 0.37, p = 0.29). Our prediction of a significant correlation between cross-over frequency and frequency sensitivity was not confirmed (r = 0.26, p = 0.44). However, we did observe a strong positive correlation between the subjective vertical time constant and general motion sickness sensitivity (r = 0.74, p = 0.0006). We conclude that frequency sensitivity is best considered a property unique to the individual. This has important consequences for existing models of motion sickness, which were fitted to group averaged sensitivities. The correlation between the subjective vertical time constant and motion sickness sensitivity supports the importance of verticality perception during exposure to translational sickness stimuli.

Efficacy of augmented visual environments for reducing sickness in autonomous vehicles.

The risk of motion sickness is considerably higher in autonomous vehicles than it is in human-operated vehicles. Their introduction will therefore require systems that mitigate motion sickness. We investigated whether this can be achieved by augmenting the vehicle interior with additional visualizations. Participants were immersed in motion simulations on a moving-base driving simulator, where they were backward-facing passengers of an autonomous vehicle. Using a Head-Mounted Display, they were presented either with a regular view from inside the vehicle, or with augmented views that offered additional cues on the vehicle's present motion or motion 500ms into the future, displayed on the vehicle's interior panels. In contrast to the hypotheses and other recent studies, no difference was found between conditions. The absence of differences between conditions suggests a ceiling effect: providing a regular view may limit motion sickness, but presentation of additional visual information beyond this does not further reduce sickness.

The role of acceleration and jerk in perception of above-threshold surge motion.

Inertial motions may be defined in terms of acceleration and jerk, the time-derivative of acceleration. We investigated the relative contributions of these characteristics to the perceived intensity of motions. Participants were seated on a high-fidelity motion platform, and presented with 25 above-threshold 1 s forward (surge) motions that had acceleration values ranging between 0.5 and 2.5 [Formula: see text] and jerks between 20 and 60 [Formula: see text], in five steps each. Participants performed two tasks: a magnitude estimation task, where they provided subjective ratings of motion intensity for each motion, and a two-interval forced choice task, where they provided judgments on which motion of a pair was more intense, for all possible combinations of the above motion profiles. Analysis of the data shows that responses on both tasks may be explained by a single model, and that this model should include acceleration only. The finding that perceived motion intensity depends on acceleration only appears inconsistent with previous findings. We show that this discrepancy can be explained by considering the frequency content of the motions, and demonstrate that a linear time-invariant systems model of the otoliths and subsequent processing can account for the present data as well as for previous findings.

Multisensory Interactions in Head and Body Centered Perception of Verticality.

Percepts of verticality are thought to be constructed as a weighted average of multisensory inputs, but the observed weights differ considerably between studies. In the present study, we evaluate whether this can be explained by differences in how visual, somatosensory and proprioceptive cues contribute to representations of the Head In Space (HIS) and Body In Space (BIS). Participants (10) were standing on a force plate on top of a motion platform while wearing a visualization device that allowed us to artificially tilt their visual surroundings. They were presented with (in)congruent combinations of visual, platform, and head tilt, and performed Rod & Frame Test (RFT) and Subjective Postural Vertical (SPV) tasks. We also recorded postural responses to evaluate the relation between perception and balance. The perception data shows that body tilt, head tilt, and visual tilt affect the HIS and BIS in both experimental tasks. For the RFT task, visual tilt induced considerable biases (≈ 10° for 36° visual tilt) in the direction of the vertical expressed in the visual scene; for the SPV task, participants also adjusted platform tilt to correct for illusory body tilt induced by the visual stimuli, but effects were much smaller (≈ 0.25°). Likewise, postural data from the SPV task indicate participants slightly shifted their weight to counteract visual tilt (0.3° for 36° visual tilt). The data reveal a striking dissociation of visual effects between the two tasks. We find that the data can be explained well using a model where percepts of the HIS and BIS are constructed from direct signals from head and body sensors, respectively, and indirect signals based on body and head signals but corrected for perceived neck tilt. These findings show that perception of the HIS and BIS derive from the same sensory signals, but see profoundly different weighting factors. We conclude that observations of different weightings between studies likely result from querying of distinct latent constructs referenced to the body or head in space.

Effects of visual stimulus characteristics and individual differences in heading estimation.

Visual heading estimation is subject to periodic patterns of constant (bias) and variable (noise) error. The nature of the errors, however, appears to differ between studies, showing underestimation in some, but overestimation in others. We investigated whether field of view (FOV), the availability of binocular disparity cues, motion profile, and visual scene layout can account for error characteristics, with a potential mediating effect of vection. Twenty participants (12 females) reported heading and rated vection for visual horizontal motion stimuli with headings ranging the full circle, while we systematically varied the above factors. Overall, the results show constant errors away from the fore-aft axis. Error magnitude was affected by FOV, disparity, and scene layout. Variable errors varied with heading angle, and depended on scene layout. Higher vection ratings were associated with smaller variable errors. Vection ratings depended on FOV, motion profile, and scene layout, with the highest ratings for a large FOV, cosine-bell velocity profile, and a ground plane scene rather than a dot cloud scene. Although the factors did affect error magnitude, differences in its direction were observed only between participants. We show that the observations are consistent with prior beliefs that headings align with the cardinal axes, where the attraction of each axis is an idiosyncratic property.

Body-relative horizontal-vertical anisotropy in human representations of traveled distances.

A growing number of studies investigated anisotropies in representations of horizontal and vertical spaces. In humans, compelling evidence for such anisotropies exists for representations of multi-floor buildings. In contrast, evidence regarding open spaces is indecisive. Our study aimed at further enhancing the understanding of horizontal and vertical spatial representations in open spaces utilizing a simple traveled distance estimation paradigm. Blindfolded participants were moved along various directions in the sagittal plane. Subsequently, participants passively reproduced the traveled distance from memory. Participants performed this task in an upright and in a 30° backward-pitch orientation. The accuracy of distance estimates in the upright orientation showed a horizontal-vertical anisotropy, with higher accuracy along the horizontal axis compared with the vertical axis. The backward-pitch orientation enabled us to investigate whether this anisotropy was body or earth-centered. The accuracy patterns of the upright condition were positively correlated with the body-relative (not the earth-relative) coordinate mapping of the backward-pitch condition, suggesting a body-centered anisotropy. Overall, this is consistent with findings on motion perception. It suggests that the distance estimation sub-process of path integration is subject to horizontal-vertical anisotropy. Based on the previous studies that showed isotropy in open spaces, we speculate that real physical self-movements or categorical versus isometric encoding are crucial factors for (an)isotropies in spatial representations.

Causal Inference in the Perception of Verticality.

The perceptual upright is thought to be constructed by the central nervous system (CNS) as a vector sum; by combining estimates on the upright provided by the visual system and the body's inertial sensors with prior knowledge that upright is usually above the head. Recent findings furthermore show that the weighting of the respective sensory signals is proportional to their reliability, consistent with a Bayesian interpretation of a vector sum (Forced Fusion, FF). However, violations of FF have also been reported, suggesting that the CNS may rely on a single sensory system (Cue Capture, CC), or choose to process sensory signals based on inferred signal causality (Causal Inference, CI). We developed a novel alternative-reality system to manipulate visual and physical tilt independently. We tasked participants (n = 36) to indicate the perceived upright for various (in-)congruent combinations of visual-inertial stimuli, and compared models based on their agreement with the data. The results favor the CI model over FF, although this effect became unambiguous only for large discrepancies (±60°). We conclude that the notion of a vector sum does not provide a comprehensive explanation of the perception of the upright, and that CI offers a better alternative.

Causal Inference in Multisensory Heading Estimation.

A large body of research shows that the Central Nervous System (CNS) integrates multisensory information. However, this strategy should only apply to multisensory signals that have a common cause; independent signals should be segregated. Causal Inference (CI) models account for this notion. Surprisingly, previous findings suggested that visual and inertial cues on heading of self-motion are integrated regardless of discrepancy. We hypothesized that CI does occur, but that characteristics of the motion profiles affect multisensory processing. Participants estimated heading of visual-inertial motion stimuli with several different motion profiles and a range of intersensory discrepancies. The results support the hypothesis that judgments of signal causality are included in the heading estimation process. Moreover, the data suggest a decreasing tolerance for discrepancies and an increasing reliance on visual cues for longer duration motions.

Forced fusion in multisensory heading estimation.

It has been shown that the Central Nervous System (CNS) integrates visual and inertial information in heading estimation for congruent multisensory stimuli and stimuli with small discrepancies. Multisensory information should, however, only be integrated when the cues are redundant. Here, we investigated how the CNS constructs an estimate of heading for combinations of visual and inertial heading stimuli with a wide range of discrepancies. Participants were presented with 2s visual-only and inertial-only motion stimuli, and combinations thereof. Discrepancies between visual and inertial heading ranging between 0-90° were introduced for the combined stimuli. In the unisensory conditions, it was found that visual heading was generally biased towards the fore-aft axis, while inertial heading was biased away from the fore-aft axis. For multisensory stimuli, it was found that five out of nine participants integrated visual and inertial heading information regardless of the size of the discrepancy; for one participant, the data were best described by a model that explicitly performs causal inference. For the remaining three participants the evidence could not readily distinguish between these models. The finding that multisensory information is integrated is in line with earlier findings, but the finding that even large discrepancies are generally disregarded is surprising. Possibly, people are insensitive to discrepancies in visual-inertial heading angle because such discrepancies are only encountered in artificial environments, making a neural mechanism to account for them otiose. An alternative explanation is that detection of a discrepancy may depend on stimulus duration, where sensitivity to detect discrepancies differs between people.

Pre- and post-stimulus EEG patterns associated with the touch-induced illusory flash.

Pairing two brief auditory beeps with a single flash can evoke the percept of a second, illusory, flash. Investigations of the underlying neural mechanisms are limited to post-stimulus effects of this sound-induced illusory flash. We investigated whether touch modulates the visual evoked potential in a similar vein, and also looked at pre-stimulus activity. Electroencephalogram (EEG) was recorded over occipital and parieto-occipital areas of 12 observers. We compared bimodal EEG to its unimodal constituents (i.e., the difference waves) and found significant positive deflections around 110 ms and 200 ms and negative deflections around 330 ms and 390 ms from stimulus onset. These results are similar to those reported for the sound-induced illusion, albeit somewhat later. Furthermore, comparison of the EEG activity between those trials in which the illusion was perceived and those in which it was absent revealed that the phase of pre-stimulus alpha was linked to perceiving the illusion or not. We conclude that touch can modulate activity in the visual cortex and that similar neural mechanisms underlie perception of the sound- and touch-induced illusory flash and that the phase of the alpha wave at the moment of presentation that affects perception.

The perception of verticality in lunar and Martian gravity conditions.

Although the mechanisms of neural adaptation to weightlessness and re-adaptation to Earth-gravity have received a lot of attention since the first human space flight, there is as yet little knowledge about how spatial orientation is affected by partial gravity, such as lunar gravity of 0.16 g or Martian gravity of 0.38 g. Up to now twelve astronauts have spent a cumulated time of approximately 80 h on the lunar surface, but no psychophysical experiments were conducted to investigate their perception of verticality. We investigated how the subjective vertical (SV) was affected by reduced gravity levels during the first European Parabolic Flight Campaign of Partial Gravity. In normal and hypergravity, subjects accurately aligned their SV with the gravitational vertical. However, when gravity was below a certain threshold, subjects aligned their SV with their body longitudinal axis. The value of the threshold varied considerably between subjects, ranging from 0.03 to 0.57 g. Despite the small number of subjects, there was a significant positive correlation of the threshold with subject age, which calls for further investigation.

Integration of visual and inertial cues in perceived heading of self-motion.

In the present study, we investigated whether the perception of heading of linear self-motion can be explained by Maximum Likelihood Integration (MLI) of visual and non-visual sensory cues. MLI predicts smaller variance for multisensory judgments compared to unisensory judgments. Nine participants were exposed to visual, inertial, or visual-inertial motion conditions in a moving base simulator, capable of accelerating along a horizontal linear track with variable heading. Visual random-dot motion stimuli were projected on a display with a 40° horizontal × 32° vertical field of view (FoV). All motion profiles consisted of a raised cosine bell in velocity. Stimulus heading was varied between 0 and 20°. After each stimulus, participants indicated whether perceived self-motion was straight-ahead or not. We fitted cumulative normal distribution functions to the data as a psychometric model and compared this model to a nested model in which the slope of the multisensory condition was subject to the MLI hypothesis. Based on likelihood ratio tests, the MLI model had to be rejected. It seems that the imprecise inertial estimate was weighed relatively more than the precise visual estimate, compared to the MLI predictions. Possibly, this can be attributed to low realism of the visual stimulus. The present results concur with other findings of overweighing of inertial cues in synthetic environments.