Foot and ankle forces during an automobile collision: the influence of muscles

Hardin, Elizabeth C.; Su, Anne; Bogert, Antonie J. van den

doi:10.1016/j.jbiomech.2003.09.030

Cited by 20 publications

(12 citation statements)

References 32 publications

Supporting

Mentioning

Contrasting

Order By: Relevance

“…During accidents like, e.g., automobile collisions maximal joint excursions and maximal muscle lengthening may occur. To predict injuries and to develop protective interventions, muscle-skeletal models including passive forces (model [CC+SEC]) were used to simulate whole body movement during crash tests (Hardin et al 2004).…”

Section: Relevance Of Passive Forces In Muscle Modellingmentioning

confidence: 99%

Nonlinearities make a difference: comparison of two common Hill-type models with real muscle

et al. 2007

View full text Add to dashboard Cite

Compared to complex structural Huxley-type models, Hill-type models phenomenologically describe muscle contraction using only few state variables. The Hill-type models dominate in the ever expanding field of musculoskeletal simulations for simplicity and low computational cost. Reasonable parameters are required to gain insight into mechanics of movement. The two most common Hill-type muscle models used contain three components. The series elastic component is connected in series to the contractile component. A parallel elastic component is either connected in parallel to both the contractile and the series elastic component (model [CC+SEC]), or is connected in parallel only with the contractile component (model [CC]). As soon as at least one of the components exhibits substantial nonlinearities, as, e.g., the contractile component by the ability to turn on and off, the two models are mechanically different. We tested which model ([CC+SEC] or [CC]) represents the cat soleus better. Ramp experiments consisting of an isometric and an isokinetic part were performed with an in situ cat soleus preparation using supramaximal nerve stimulation. Hill-type models containing force-length and force-velocity relationship, excitation-contraction coupling and series and parallel elastic force-elongation relations were fitted to the data. To test which model might represent the muscle better, the obtained parameters were compared with experimentally determined parameters. Determined in situations with negligible passive force, the force-velocity relation and the series elastic component relation are independent of the chosen model. In contrast to model [CC+SEC], these relations predicted by model [CC] were in accordance with experimental relations. In conclusion model [CC] seemed to better represent the cat soleus contraction dynamics and should be preferred in the nonlinear regression of muscle parameters and in musculoskeletal modeling.

show abstract

Section: Relevance Of Passive Forces In Muscle Modellingmentioning

confidence: 99%

Nonlinearities make a difference: comparison of two common Hill-type models with real muscle

et al. 2007

View full text Add to dashboard Cite

show abstract

“…The change of a driver's posture can have a great influence on the driver's lower extremity position and muscle activation status, and can also affect injuries [3,4,14]. During a collision, the lower extremity position is different based on braking strategies.…”

Section: Discussionmentioning

confidence: 99%

“…A driver's foot suffers various loads and behaviors depending on where it is located on the brake pedal (center or edge) [21]. Additionally, the change of muscle force affects the injuries of the ankle joint and Achilles tendon, and the muscle activation level can exacerbate axial loading injuries [14,15]. However, it is still unclear what posture the lower extremity is in when an on-coming collision occurs.…”

Section: Discussionmentioning

confidence: 99%

“…Muscle activation of the lower extremity varies at different braking stages, so the driver's braking posture and possible crash injuries are influenced by the braking reaction time in a collision. Most studies concerning crash injuries have found that the lower extremity is on the brake pedal in vehicle collisions [14,15]. In this research, the drivers' braking reaction times were investigated and muscle activation moments in braking motions at different values of speed and distance parameters were carefully measured.…”

Section: Introductionmentioning

confidence: 99%

See 1 more Smart Citation

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

Gao

et al. 2015

BME

View full text Add to dashboard Cite

Abstract. A driver's response to a front-coming vehicle collision consists of braking reaction time and braking behavior. The purpose was to investigate drivers' responses at different speeds, relative distances, and particularly the behavior on the accelerator at the collision moment. Twelve young men participated in driving simulator tests. Vehicle parameters and electromyograms (EMGs) of the drivers' tibialis anterior muscles were recorded and responses were analyzed. The drivers' braking reaction time windows were divided into pre-motor time, muscle activation time, accelerator release time, and movement time. By comparing the reaction times and collision times, braking behaviors were investigated. It was found that movement times (r = -0.281) decreased with speed. Pre-motor times (r = 0.326) and muscle activation times (r = 0.281) increased with relative distance. At the collision moment, the probability of the driver's lower extremity being on the accelerator, in the air, and on the brake pedal was 7.4%, 18.9%, and 73.7%, respectively. With higher speeds and smaller distances, the lower extremity was more likely to be in the air or even on the accelerator in different muscle activation states. The driver will collide in normal driving postures which muscles are not or not fully activated in very urgent situation.

show abstract

“…In addition they were used in simulations, for example, to analyze the performance of athletes (Neptune et al ., 2009), the function of single muscles during running and cycling (Zajac et al ., 2002(Zajac et al ., , 2003, the infl uence of tendon properties on jumping height (Bobbert, 2001), or to predict forces in crash-test studies (Hardin et al ., 2004). Using musculoskeletal simulations, self-stabilizing mechanisms (which enable toleration of disturbances during cyclic movements without additional central commands) were identifi ed on different levels of control and structure (Blickhan et al ., , 2007Seyfarth et al ., 2003).…”

Section: Introductionmentioning

confidence: 99%