Sensation and perception

One of the oldest and most difficult questions in science is how we are able to develop an awareness of the world around us from our senses. Topics covered under the title of, 'Sensation and perception' address this very question. Sensation encompasses the processes by which our sense organs (e.g. eyes, ears etc.) receive information from our environment, whereas perception refers to the processes through which the brain selects, integrates, organises and interprets those sensations. The sorts of questions dealt with by psychologists interested in this area include: 'how does visual information get processed by the brain?', 'how is it that I am able to recognise one face out of many many thousands?', and 'what causes visual illusions to occur?: Within New Zealand there are a number of researchers studying visual perception specifically and their research interests range from understanding the biologica

A single mechanism can explain the speed tuning properties of MT and V1 complex neurons

A recent study by Priebe et al., (2006) has shown that a small proportion (27%) of primate directionally selective, complex V1 neurons are tuned for the speed of image motion. In this study, I show that the weighted intersection mechanism (WIM) model, which was previously proposed to explain speed tuning in middle temporal neurons, can also explain the tuning found in complex V1 neurons. With the addition of a contrast gain mechanism, this model is able to replicate the effects of contrast on V1 speed tuning, a phenomenon that was recently discovered by Priebe et al., (2006). The WIM model simulations also indicate that V1 neuron spatiotemporal frequency response maps may be asymmetrical in shape and hence poorly characterized by the symmetrical two-dimensional Gaussian fitting function used by Priebe et al., (2006) to classify their cells. Therefore, the actual proportion of speed tuning among directional complex V1 cells may be higher than the 27% estimate suggested by these authors

The perception of surface layout during low level flight

Although it is fairly well established that information about surface layout can be gained from motion cues, it is not so clear as to what information humans can use and what specific information they should be provided. Theoretical analyses tell us that the information is in the stimulus. It will take more experiments to verify that this information can be used by humans to extract surface layout from the 2D velocity flow field. The visual motion factors that can affect the pilot's ability to control an aircraft and to infer the layout of the terrain ahead are discussed

Visual slant underestimation

Observers frequently underestimate the in-depth slant of rectangles under reduction conditions. This also occurs for slanted rectangles depicted on a flat display medium. Perrone (1982) provides a model for judged slant based upon properties of the 2-D trapezoidal projection of the rectangle. Two important parameters of this model are the angle of convergence of the sides of the trapezoid and the projected length of the trapezoid. This model was tested using a range of stimulus rectangles and found that the model failed to predict some of the major trends in the data. However, when the projected width of the base of the trapezoid projection was used in the model, instead of the projected length, excellent agreement between the theoretical and obtained slant judgements resulted. The good fit between the experimental data and the new model predictions indicates that perceived slant estimates are highly correlated with specifiable features in the stimulus display

Synthetic perspective optical flow: Influence on pilot control tasks

One approach used to better understand the impact of visual flow on control tasks has been to use synthetic perspective flow patterns. Such patterns are the result of apparent motion across a grid or random dot display. Unfortunately, the optical flow so generated is based on a subset of the flow information that exists in the real world. The danger is that the resulting optical motions may not generate the visual flow patterns useful for actual flight control. Researchers conducted a series of studies directed at understanding the characteristics of synthetic perspective flow that support various pilot tasks. In the first of these, they examined the control of altitude over various perspective grid textures (Johnson et al., 1987). Another set of studies was directed at studying the head tracking of targets moving in a 3-D coordinate system. These studies, parametric in nature, utilized both impoverished and complex virtual worlds represented by simple perspective grids at one extreme, and computer-generated terrain at the other. These studies are part of an applied visual research program directed at understanding the design principles required for the development of instruments displaying spatial orientation information. The experiments also highlight the need for modeling the impact of spatial displays on pilot control tasks

Extracting heading and temporal range from optic flow: Human performance issues

Pilots are able to extract information about their vehicle motion and environmental structure from dynamic transformations in the out-the-window scene. In this presentation, we focus on the information in the optic flow which specifies vehicle heading and distance to objects in the environment, scaled to a temporal metric. In particular, we are concerned with modeling how the human operators extract the necessary information, and what factors impact their ability to utilize the critical information. In general, the psychophysical data suggest that the human visual system is fairly robust to degradations in the visual display, e.g., reduced contrast and resolution or restricted field of view. However, extraneous motion flow, i.e., introduced by sensor rotation, greatly compromises human performance. The implications of these models and data for enhanced/synthetic vision systems are discussed

The role of the neutrophil and formed elements of the blood in an in vitro model of reperfusion injury

Using The globally ischaemic isolated guinea-pig heart we conducted studies to assess the role of activated neutrophils (PMNs) and the role of the endothelium in reperfusion injury. Reperfusion injury was induced by a 20 min period of global ischaemia followed by a 30 min reperfusion with Krebs' buffer supplemented with f-Met–Leu–Phe (fMLP) and heparinized blood. Ischaemia alone or blood alone resulted in a complete recovery in contractile function measured by developed pressure, fMLP (500 μM) and blood, administered to normoxic hearts did not affect contractile function. The combination of 100 μM fMLP and blood beginning at reperfusion and continuing for 30 min decreased the recovery in contractile function (max. 33 ± 6% reovery) while buffer and 100 pM fMLP resulted in a complete recovery in function. In hearts infused with buffer and neutropenic blood incubated with 100 μM fMLP a complete recovery in function was observed. Isolated peritoneal neutrophils, 7–70 × 105 PMN/ min, incubated with 100 μM fMLP and Krebs' solution decreased contractile function in a concentration-related manner (max. 44 ± 11% recovery). Platelets, plasma or red blood cells alone incubated with fMLP did not decrease recovery in developed pressure. Platelets and PMN incubated with 100 μM fMLP did not, while red blood cells and PMN did, elicit a reduction in recovery in contractile function (34 ± 4% recovery). A 20 min period of global ischaemia destroys the functional integrity of the endothelium (response to Ach). Pre-treatment of the heart with sufficient H2O2 to functionally damage the endothelium, followed by infusion of Krebs' solution supplemented with blood and 100 μM fMLP also elicited a reduction in recovery of contractile function (42 ± 15% recovery). In summary, partially activated neutrophils play a major role in reperfusion injury and there exists a cooperativity between the RBC and PMN in this model

What's the risk? A comparison of actual and perceived driving risk

It has long been presumed that drivers’ perceptions of risk play an important role in guiding on-road behaviour. The answer to how accurately drivers perceive the momentary risk of a driving situation, however, is unknown. This research compared drivers’ perceptions of the momentary risk for a range of roads to the objective risk associated with those roads. Videos of rural roads, filmed from the drivers’ perspective, were presented to 69 participants seated in a driving simulator while they indicated the momentary levels of risk they were experiencing by moving a risk meter mounted on the steering wheel. Estimates of the objective levels of risk for the roads were calculated using road protection scores from the KiwiRAP database (part of the International Road Assessment Programme). Subsequently, the participants also provided risk estimates for still photos taken from the videos. Another group of 10 participants viewed the videos and photos while their eye movements and fixations were recorded. In a third experiment, 14 participants drove a subset of the roads in a car while providing risk ratings at selected points of interest. Results showed a high degree of consistency across the different methods. Certain road situations were rated as being riskier than the objective risk, and perhaps more importantly, the risk of other situations was significantly under-rated. Horizontal curves and narrow lanes were associated with over-rated risk estimates, while intersections and roadside hazards such as narrow road shoulders, power poles and ditches were significantly under-rated. Analysis of eye movements indicated that drivers did not fixate these features and that the spread of fixations, pupil size and eye blinks were significantly correlated with the risk ratings. An analysis of the road design elements at 77 locations in the video revealed five road characteristics that predicted nearly 80% of the variance in drivers’ risk perceptions; horizontal curvature, lane and shoulder width, gradient, and the presence of median barriers