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BACKGROUND: Several studies have continuously investigated FFRs using binaural beat (BB) stimulations and their related effects. However, only a few studies have investigated the differences in BB stimulation effects according to basic demographic characteristics, such as gender and age. OBJECTIVE: This study aimed to determine the alpha wave activity after a 10-Hz BB stimulation and subsequently identify differences according to gender across all brain areas (frontal, central, parietal, temporal, and occipital areas). METHODS: A total of 23 healthy adults (11 male and 12 female), aged 20–29, participated in the study. For the 10-Hz BB stimulation, pure tone auditory stimuli of 250 and 260 Hz were given to the left and right ear, respectively. Through a power spectrum analysis of the phase-excluding BBs (non-BBs) and phase-including 10-Hz BBs (α-BBs), the alpha power at each brain area was estimated. These values were compared using a mixed-design ANOVA. RESULTS: With the exception of the temporal area, all other brain areas showed a significant increase in alpha power for α-BBs compared to those of non-BBs. However, the difference according to gender was not significant. CONCLUSION: The results indicated the lack of gender effects in alpha wave generation through a 10-Hz BB stimulation.

BACKGROUND: A system that comprehensively analyzes a complex perceptual-motor behavior such as driving, by measuring changes in the central and autonomic nervous systems integrated with measurement of changes in vehicle operation, is lacking. OBJECTIVE: We aimed to develop a functional magnetic resonance imaging (fMRI)-compatible driving simulator to enable simultaneous measurement of physiological, kinematic, and brain activations. METHODS: The system mainly comprises a driving simulator and physiological/kinematic measurement. The driving simulator comprises a steering wheel, an accelerator, a brake pedal, and a virtual-reality optical system. The physiological system comprises a skin-conductance-level and a photoplethysmographic meter. The kinematic system comprises a 3-axis accelerometer and a 2-axis gyroscope attached to the accelerator foot. To evaluate the influence of the MR system on the MMSD, physiological and kinematic signals were measured. RESULTS: The system did not blur or deform the MR image. Moreover, the main magnetic field, the gradient magnetic field, and the RF pulse of the MR system did not introduce noise into the physiological or kinematic signals. CONCLUSION: This system can enable a comprehensive evaluation of cognitively complex behaviors such as driving, by quantitatively measuring and analyzing concurrent brain activity, autonomic nervous system activity, and human movement during simulated driving.

This study investigated the changes of cerebral activation and lateralization due to the cognition of three driving speeds in comparison to a reference driving speed using functional magnetic resonance imagingfMRI�. A driving video as a visual stimulation source was recorded with four different driving speeds in a real driving situation. The experiment consisted of three blocks and each block included a one-minute control phase and a one-minute stimulation phase. The activation area and the lateralization index were analyzed by subtracting high speed data from low speed data. Such areas as occipital, parietal and frontal lobes, which is related to visual cognition, high order visual and spatial attention (or vigilance), were activated due to the cognition of various driving speed differences. As the driving speed difference increased, the activation area increased in the areas related to spatial attention (or vigilance), such as the frontal lobe, however, changes of neuronal activation in the occipital and parietal lobes were inconsistent. As the driving speed difference increased, the absolute value of cerebral lateralization decreased. These results may provide some basic data for elucidating the brain- function mechanism related to the cognition of a various driving speed difference based on a realistic visual stimulation.

In this study, a tactile stimulator that could separately or simultaneously display the vibrotactile and pressure sense was developed. The developed system consisted of a control unit, a drive unit, and an actuator, and can be operated with PC or manually. This system quantitatively controls the stimulation parameters such as the stimulation intensity, duration, frequency, and stimulation type. A preliminary electroencephalogram (EEG) experiment for three types of stimulation (vibrotactile, pressure sense, vibrotactile + pressure sense) highlights that the system could be used in complex tactile cognitive studies. An event-related desynchronization (ERD) and synchronization (ERS) were measured at the area of C3 and C4 for all three types of stimulation, and a clear response was identified in the contralateral somatosensory area from the brain topology. Therefore, it is expected that this system could be widely used in single and complex human tactile cognition and perception studies for vibrotactile and pressure sensation.

This study investigated neuronal activation differences under two conditions: driving only and distracted driving. Driving and distraction tasks were performed using a Magnetic Resonance (MR)-compatible driving simulator with a driving wheel and pedal. The experiment consisted of three blocks, and each block had both a Rest phase (1 min) and a Driving phase (2 min). During the Rest phase, drivers were instructed to simply look at the stop screen without performing any driving tasks. During the Driving phase, each driver was required to drive at 110 km/h under two conditions: driving only and driving while performing additional distraction tasks. The results show that the precuneus, inferior parietal lobule, supramarginal gyrus, middle frontal gyrus, cuneus, and declive are less activated in distracted driving than in driving only. These regions are responsible for spatial perception, spatial attention, visual processing and motor control. However, the cingulate gyrus and sub-lobar regions (lentiform nucleus and caudate), which are responsible for error monitoring and control of unnecessary movement, show increased activation during distracted driving compared with driving only.