Emergency braking is affected by the use of cruise control
Objective: We compared the differences in the braking response to vehicle collision between an active human emergency braking (control condition) and cruise control (CC) or adaptive cruise control (ACC). Methods: In 11 male subjects, age 22 to 67 years, we measured the active emergency braking respo...
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| Published in | Traffic injury prevention Vol. 18; no. 6; pp. 636 - 641 |
|---|---|
| Main Authors | , , , , , |
| Format | Journal Article |
| Language | English |
| Published |
England
Taylor & Francis
18.08.2017
Taylor & Francis Ltd |
| Subjects | |
| Online Access | Get full text |
| ISSN | 1538-9588 1538-957X |
| DOI | 10.1080/15389588.2016.1274978 |
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| Abstract | Objective: We compared the differences in the braking response to vehicle collision between an active human emergency braking (control condition) and cruise control (CC) or adaptive cruise control (ACC).
Methods: In 11 male subjects, age 22 to 67 years, we measured the active emergency braking response during manual driving using the accelerator pedal (control condition) or in condition mimicking CC or ACC. In both conditions, we measured the brake reaction time (BRT), delay to produce the peak braking force (PBD), total emergency braking response (BRT + PBD), and peak braking force (PBF). Electromyograms of leg and thigh muscles were recorded during braking. The tonic vibratory response (TVR), Hoffman reflex (HR), and M-waves were recorded in leg muscles to explore the change in sensorimotor control.
Results: No difference in PBF, TVR amplitude, HR latency, and H
max
/M
max
ratio were found between the control and CC/ACC conditions. On the other hand, BRT and PBD were significantly lengthened in the CC/ACC condition (240 ± 13 ms and 704 ± 70 ms, respectively) compared to control (183 ± 7 ms and 568 ± 36 ms, respectively). BRT increased with the age of participants and the driving experience shortened PBD and increased PBF.
Conclusions: In male subjects, driving in a CC/ACC condition significantly delays the active emergency braking response to vehicle collision. This could result from higher amplitude of leg motion in the CC/ACC condition and/or by the age-related changes in motor control. Car and truck drivers must take account of the significant increase in the braking distance in a CC/ACC condition. |
|---|---|
| AbstractList | We compared the differences in the braking response to vehicle collision between an active human emergency braking (control condition) and cruise control (CC) or adaptive cruise control (ACC).
In 11 male subjects, age 22 to 67 years, we measured the active emergency braking response during manual driving using the accelerator pedal (control condition) or in condition mimicking CC or ACC. In both conditions, we measured the brake reaction time (BRT), delay to produce the peak braking force (PBD), total emergency braking response (BRT + PBD), and peak braking force (PBF). Electromyograms of leg and thigh muscles were recorded during braking. The tonic vibratory response (TVR), Hoffman reflex (HR), and M-waves were recorded in leg muscles to explore the change in sensorimotor control.
No difference in PBF, TVR amplitude, HR latency, and H
/M
ratio were found between the control and CC/ACC conditions. On the other hand, BRT and PBD were significantly lengthened in the CC/ACC condition (240 ± 13 ms and 704 ± 70 ms, respectively) compared to control (183 ± 7 ms and 568 ± 36 ms, respectively). BRT increased with the age of participants and the driving experience shortened PBD and increased PBF.
In male subjects, driving in a CC/ACC condition significantly delays the active emergency braking response to vehicle collision. This could result from higher amplitude of leg motion in the CC/ACC condition and/or by the age-related changes in motor control. Car and truck drivers must take account of the significant increase in the braking distance in a CC/ACC condition. OBJECTIVEWe compared the differences in the braking response to vehicle collision between an active human emergency braking (control condition) and cruise control (CC) or adaptive cruise control (ACC).METHODSIn 11 male subjects, age 22 to 67 years, we measured the active emergency braking response during manual driving using the accelerator pedal (control condition) or in condition mimicking CC or ACC. In both conditions, we measured the brake reaction time (BRT), delay to produce the peak braking force (PBD), total emergency braking response (BRT + PBD), and peak braking force (PBF). Electromyograms of leg and thigh muscles were recorded during braking. The tonic vibratory response (TVR), Hoffman reflex (HR), and M-waves were recorded in leg muscles to explore the change in sensorimotor control.RESULTSNo difference in PBF, TVR amplitude, HR latency, and Hmax/Mmax ratio were found between the control and CC/ACC conditions. On the other hand, BRT and PBD were significantly lengthened in the CC/ACC condition (240 ± 13 ms and 704 ± 70 ms, respectively) compared to control (183 ± 7 ms and 568 ± 36 ms, respectively). BRT increased with the age of participants and the driving experience shortened PBD and increased PBF.CONCLUSIONSIn male subjects, driving in a CC/ACC condition significantly delays the active emergency braking response to vehicle collision. This could result from higher amplitude of leg motion in the CC/ACC condition and/or by the age-related changes in motor control. Car and truck drivers must take account of the significant increase in the braking distance in a CC/ACC condition. Objective: We compared the differences in the braking response to vehicle collision between an active human emergency braking (control condition) and cruise control (CC) or adaptive cruise control (ACC).Methods: In 11 male subjects, age 22 to 67 years, we measured the active emergency braking response during manual driving using the accelerator pedal (control condition) or in condition mimicking CC or ACC. In both conditions, we measured the brake reaction time (BRT), delay to produce the peak braking force (PBD), total emergency braking response (BRT + PBD), and peak braking force (PBF). Electromyograms of leg and thigh muscles were recorded during braking. The tonic vibratory response (TVR), Hoffman reflex (HR), and M-waves were recorded in leg muscles to explore the change in sensorimotor control.Results: No difference in PBF, TVR amplitude, HR latency, and Hmax/Mmax ratio were found between the control and CC/ACC conditions. On the other hand, BRT and PBD were significantly lengthened in the CC/ACC condition (240 ± 13 ms and 704 ± 70 ms, respectively) compared to control (183 ± 7 ms and 568 ± 36 ms, respectively). BRT increased with the age of participants and the driving experience shortened PBD and increased PBF.Conclusions: In male subjects, driving in a CC/ACC condition significantly delays the active emergency braking response to vehicle collision. This could result from higher amplitude of leg motion in the CC/ACC condition and/or by the age-related changes in motor control. Car and truck drivers must take account of the significant increase in the braking distance in a CC/ACC condition. Objective: We compared the differences in the braking response to vehicle collision between an active human emergency braking [control condition] and cruise control [CC] or adaptive cruise control [ACC].Methods: In 11male subjects, age 22 to 67 years, we measured the active emergency braking response during manual driving using the accelerator pedal [control condition] or in condition mimicking CC or ACC. In both conditions, we measured the brake reaction time [BRT], delay to produce the peak braking force [PBD],total emergency braking response [BRT + PBD], and peak braking force [PBF]. Electromyograms of leg and thigh muscles were recorded during braking. The tonic vibratory response [TVR], Hoffman reflex [HR], and M-waves were recorded in leg muscles to explore the change in sensorimotor control. Results: No difference in PBF, TVR amplitude, HR latency, and Hmax/Mmax ratio were found between the control and CC/ACC conditions. On the other hand, BRT and PBD were significantly lengthened in the CC/ACC condition [240 ± 13 ms and 704 ± 70 ms, respectively] compared to control [183 ± 7 ms and 568 ± 36 ms, respectively]. BRT increased with the age of participants and the driving experience shortened PBD and increased PBF. Conclusions: In male subjects, driving in a CC/ACC condition significantly delays the active emergency braking response to vehicle collision. This could result from higher amplitude of leg motion in the CC/ACC condition and/or by the age-related changes in motor control. Car and truck drivers must take account of the significant increase in the braking distance in a CC/ACC condition. Objective: We compared the differences in the braking response to vehicle collision between an active human emergency braking (control condition) and cruise control (CC) or adaptive cruise control (ACC). Methods: In 11 male subjects, age 22 to 67 years, we measured the active emergency braking response during manual driving using the accelerator pedal (control condition) or in condition mimicking CC or ACC. In both conditions, we measured the brake reaction time (BRT), delay to produce the peak braking force (PBD), total emergency braking response (BRT + PBD), and peak braking force (PBF). Electromyograms of leg and thigh muscles were recorded during braking. The tonic vibratory response (TVR), Hoffman reflex (HR), and M-waves were recorded in leg muscles to explore the change in sensorimotor control. Results: No difference in PBF, TVR amplitude, HR latency, and H max /M max ratio were found between the control and CC/ACC conditions. On the other hand, BRT and PBD were significantly lengthened in the CC/ACC condition (240 ± 13 ms and 704 ± 70 ms, respectively) compared to control (183 ± 7 ms and 568 ± 36 ms, respectively). BRT increased with the age of participants and the driving experience shortened PBD and increased PBF. Conclusions: In male subjects, driving in a CC/ACC condition significantly delays the active emergency braking response to vehicle collision. This could result from higher amplitude of leg motion in the CC/ACC condition and/or by the age-related changes in motor control. Car and truck drivers must take account of the significant increase in the braking distance in a CC/ACC condition. |
| Author | Berdah, Stephane Jammes, Yves Behr, Michel Llari, Maxime Weber, Jean Paul Bonicel, Sarah |
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| Keywords | biomechanics cruise control Emergency braking adaptive cruise control sensorimotor control REGULATEUR DE VITESSE PERCEPTION SENSORIELLE CRUISE CONTROL BIOMECANIQUE FREINAGE ADAPTIVE CRUISE CONTROL SENSORIMOTOR CONTROL BIOMECHANICS URGENCE EMERGENCY BRAKING AIDE A LA CONDUITE REGULATEUR D ALLURE ADAPTATIF |
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| Snippet | Objective: We compared the differences in the braking response to vehicle collision between an active human emergency braking (control condition) and cruise... We compared the differences in the braking response to vehicle collision between an active human emergency braking (control condition) and cruise control (CC)... OBJECTIVEWe compared the differences in the braking response to vehicle collision between an active human emergency braking (control condition) and cruise... Objective: We compared the differences in the braking response to vehicle collision between an active human emergency braking [control condition] and cruise... |
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| SubjectTerms | Accidents, Traffic - statistics & numerical data Active control Adaptive control adaptive cruise control Adult Age Aged Automation Automobile Driving - psychology Automobile Driving - statistics & numerical data Biomechanics Braking Control methods Cruise control Deceleration Drivers Electromyography Emergencies - psychology Emergency braking Emergency response Emergency vehicles Engineering Sciences Humans Latency Leg Male Mechanics Middle Aged Mimicry Motor task performance Muscle contraction Muscles Reaction time Reaction Time - physiology Reaction time task sensorimotor control Sensorimotor system Thigh Traffic accidents & safety Young Adult |
| Title | Emergency braking is affected by the use of cruise control |
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