Comparison between younger and older drivers of the effect of obstacle direction on the minimum obstacle distance to brake and avoid a motor vehicle accident

Experimal study of young male drivers’ responses to vehicle collision using EMG of lower extremity

“…In this study, the mean time from the obstacle car being fully in the host car's lane to the lower extremity of the driver starting to release the accelerator (PMT+MAT) was 393 ms when V 0 = 50 km/h and Dis = 20 m, which was comparable to 376 ms when V 0 = 50 km/h and Dis = 23 m obtained in a similar condition [19]. The total brake time (PMT+MAT+ART+MT, 622 ms) was comparable to former research results (569 ms in Martin's research [19], and 633 ms in Olson's [7]). Regarding risk time (0.36 to 5.76 s in this study), the mean of PMT+MAT was from 350 to 750 ms, the mean of ART+MT was from 210 to 450 ms and the mean of PMT+MAT+ART+MT was from 590 to 1200 ms, which was also comparable to other studies [6,11].…”

“…Braking reaction times are affected by many factors, such as age [19], gender [20], awareness [16], and urgency level [11]. In order to investigate the influence of urgency level (vehicle speed and relative distance) on braking reaction times, other factors were limited in this study.…”

How does a collision warning system shape driver's brake response time? The influence of expectancy and automation complacency on real-life emergency braking

“…The motor execution of the process presented the same length that can be found in similar studies on BRT (e.g., Martin et al, 2010;Warshawsky-Livne and Shinar, 2002) neither: letting up on the gas (step C), moving the foot toward the brake (step D) nor applying pressure to the brake (step E) were influenced by any component of expectations generated by the device. Gender and age were not significant, which is in contrast with previous research on absolute RT that found faster movement time for male and young drivers (e.g., Schweitzer et al, 1995;Welford, 1977), but corroborate more recent hypotheses that it is the covariate of actual driving experience that impacts more on overall BRT in real-life driving, rather than the absolute value of being young/old, male/female drivers (Olson and Sivak, 1986;Silverman, 2006).…”

“…Once the necessity to press the brake was triggered, the time taken to completely lift the accelerator (step C) and the time to move the foot from the accelerator pedal to the brake pedal was exactly the same for all the conditions. As found in previous literature the time to rise the accelerator range from .09 to .12 s (e.g., Martin et al, 2010), and mean movement time (step D) was .18 (SD = .01) s (e.g., Warshawsky-Livne and Shinar, 2002). Also the time to reach the maximum braking pressure (step E) was not different in the different experimental conditions F(16,21) = 2.431, p = .081, h 2 = .157 with a range of .47-.59 s. However, the effect of the driver's force applied on the brake while facing the different hazards varied in interaction with expectancy F(16,21) = 46.392, p < .001, h 2 = .699 (Table 3).…”

“…It is useful to record the execution speed once the decision to brake has been taken by the driver. (E) Beginning of the actual pressure on the brake pedal, required to begin the brake engagement, crucial to trigger the beginning of the device response time (Martin et al, 2010).…”