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            <idno type="halRefHtml">&lt;i&gt;Traffic Injury Prevention&lt;/i&gt;, 2017, 18 (6), pp.636-641. &lt;a target="_blank" href="https://dx.doi.org/10.1080/15389588.2016.1274978"&gt;&amp;#x27E8;10.1080/15389588.2016.1274978&amp;#x27E9;&lt;/a&gt;</idno>
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            <idno type="stamp" n="UNIV-EIFFEL">Université Gustave Eiffel</idno>
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                <title xml:lang="en">Emergency braking is affected by the use of cruise control</title>
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                <title level="j">Traffic Injury Prevention</title>
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                <term xml:lang="en">SENSORIMOTOR CONTROL</term>
                <term xml:lang="en">BIOMECHANICS</term>
                <term xml:lang="en">ADAPTIVE CRUISE CONTROL</term>
                <term xml:lang="en">CRUISE CONTROL</term>
                <term xml:lang="en">EMERGENCY BRAKING</term>
                <term xml:lang="fr">REGULATEUR D ALLURE ADAPTATIF</term>
                <term xml:lang="fr">PERCEPTION SENSORIELLE</term>
                <term xml:lang="fr">BIOMECANIQUE</term>
                <term xml:lang="fr">AIDE A LA CONDUITE</term>
                <term xml:lang="fr">REGULATEUR DE VITESSE</term>
                <term xml:lang="fr">URGENCE</term>
                <term xml:lang="fr">FREINAGE</term>
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              <p>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.</p>
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