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Liebermann, D. G., Krasovsky, T., & Berman, S. (2008). Planning maximally smooth hand movements constrained to nonplanar workspaces. J Mot Behav, 40(6), 516–531.
Abstract: The article characterizes hand paths and speed profiles for movements performed in a nonplanar, 2-dimensional workspace (a hemisphere of constant curvature). The authors assessed endpoint kinematics (i.e., paths and speeds) under the minimum-jerk model assumptions and calculated minimal amplitude paths (geodesics) and the corresponding speed profiles. The authors also calculated hand speeds using the 2/3 power law. They then compared modeled results with the empirical observations. In all, 10 participants moved their hands forward and backward from a common starting position toward 3 targets located within a hemispheric workspace of small or large curvature. Comparisons of modeled observed differences using 2-way RM-ANOVAs showed that movement direction had no clear influence on hand kinetics (p < .05). Workspace curvature affected the hand paths, which seldom followed geodesic lines. Constraining the paths to different curvatures did not affect the hand speed profiles. Minimum-jerk speed profiles closely matched the observations and were superior to those predicted by 2/3 power law (p < .001). The authors conclude that speed and path cannot be unambiguously linked under the minimum-jerk assumption when individuals move the hand in a nonplanar 2-dimensional workspace. In such a case, the hands do not follow geodesic paths, but they preserve the speed profile, regardless of the geometric features of the workspace.
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Schweitzer, N., Apter, Y., Ben-David, J., Liebermann, D. G., & Parush, A. (1995). A field study of braking reactions during driving II: Minimum driver braking times. Ergonomics, 38(9), 1903–1910.
Abstract: The minimum total braking time (i.e. the braking reaction time plus the accelerator-to-brake movement time) plays an important role in defining a minimum following gap (MFG). This study was designed to obtain a lower limit for this gap. Total braking times (TBT) of a group of 51 male and female young athletes were monitored during real driving conditions. Sudden braking applied by a leading private passenger vehicle initiated the trials. A within-subject design was used to study the effects of different factors on braking time. Individuals performed a series of semi-counterbalanced trials at two following distances (6 and 12 m), two speeds (60 and 80 km/h) and three expectancy stages (naïve driving, partial knowledge, and full knowledge of the forthcoming manoeuvre). A three-way repeated measures ANOVA showed no major effects of ‘speed’, but major effects of the ‘expectancy’ and the ‘distance’ factors. The experiment yielded a mean TBT of 0·678 s (SD = 0·144 s) for trials averaged over distances and speeds in the naïve condition only. The data emphasize the role played by pre-cues in the braking response prior to emergency stops. Both the level of awareness of the forthcoming manoeuvre and the distance between vehicles appear to determine the response time. The descriptive statistics presented may also provide the basis for an objective, acceptable and legally valid minimum time gap for prosecution of ‘careless’ drivers.
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Liebermann, D. G., Ben-David, J., Schweitzer, N., Apter, Y., & Parush, A. (1995). A field study of braking reactions during driving I: Triggering and modulation. Ergonomics, 38(9), 1894–1902.
Abstract: The present experiment was carried out to explore the response of driving subjects to emergency braking. The field trial consisted of driving behind a leading vehicle while the following drivers' responses were recorded by telemetry. A group of 51 individuals performed a series of trials at two driving speeds (60 and 80km/h), two following distances (6 and 12 m), and two braking conditions (real and dummy braking). Not all of these subjects completed all conditions or the minimum number of trials. The dependent variables were the total braking time (TBT) and its subcomponents: braking reaction time (BRT), and accelerator-to-brake movement time (MT). These data were analysed in three separate three-way ANOVAs with repeated measures on all factors. The results showed that when subjects were not aware of the forthcoming braking, the distance and braking conditions had major effects on all dependent variables. At the shorter following distance drivers reacted and moved faster. Similarly, when the brakes were real compared with dummy (i.e. brake lights only) drivers reacted faster. In addition, drivers reacted to onset of brake lights in 83% of the cases when dummy braking was applied, compared with 97% when real brakes were applied. Speed of driving did not show any significant effects and did not appear to influence the cognitive or attentional set to anticipate an emergency manoeuvre. These findings suggest that changes in angular velocity during optic expansion of the leading vehicle may be used as a cue to modulate braking movement, while onset of brake lights alone may be enough to trigger a ‘ballistic’ preventive response.
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Liebermann, D. G., & Goodman, D. (2007). Pre-landing muscle timing and post-landing effects of falling with continuous vision and in blindfold conditions. J Electromyogr Kinesiol, 17(2), 212–227.
Abstract: The present study examined the effect of continuous vision and its occlusion in timing of pre-landing actions during free falls. When vision is occluded, muscle activation is hypothesized to start relative to onset of the fall. However, when continuous vision is available onset of action is hypothesized to be relative to the moment of touchdown. Six subjects performed 6 randomized sets of 6 trials after becoming familiar with the task. The 36 trials were divided in 2 visual conditions (vision and blindfold) and 3 heights of fall (15, 45 and 75 cm). EMG activity was recorded from the gastrocnemius and rectus femoris muscles during the falls. The latency of onset (L(o)) and the lapse from EMG onset to touchdown (T(c)) were obtained from these muscles. Vertical forces were recorded to assess the effects of pre-landing activity on the impacts at collision with and without continuous vision. Peak amplitude (F(max)), time to peak (T(max)) and peak impulse normalized to momentum (I(norm)) were used as outcome measures. Within flight time ranges of approximately 50-400 ms, the results showed that L(o) and T(c) follow a similar linear trend whether continuous vision was available or occluded. However, the variability of T(c) for each of the muscles was larger in the vision occluded condition. Analyses of variance showed that the rectus femoris muscle started consistently earlier in no vision trials. Finally, impact forces were not different in vision or blindfold conditions, and thus, they were not affected by minor differences in the timing of muscles prior to landing. Thus, it appears that knowing the surroundings before falling may help to reduce the need for a continuous visual input. The relevance of such input cannot be ruled out for falls from high landing heights, but cognitive factors (e.g., attention to specific cues and anticipation of a fall) may play a dominant role in timing actions during short duration falls encountered daily.
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Grip, H., Tengman, E., Liebermann, D. G., & Hager, C. K. (2019). Kinematic analyses including finite helical axes of drop jump landings demonstrate decreased knee control long after anterior cruciate ligament injury. PLoS One, 14(10), e0224261.
Abstract: The purpose was to evaluate the dynamic knee control during a drop jump test following injury of the anterior cruciate ligament injury (ACL) using finite helical axes. Persons injured 17-28 years ago, treated with either physiotherapy (ACLPT, n = 23) or reconstruction and physiotherapy (ACLR, n = 28) and asymptomatic controls (CTRL, n = 22) performed a drop jump test, while kinematics were registered by motion capture. We analysed the Preparation phase (from maximal knee extension during flight until 50 ms post-touchdown) followed by an Action phase (until maximal knee flexion post-touchdown). Range of knee motion (RoM), and the length of each phase (Duration) were computed. The finite knee helical axis was analysed for momentary intervals of ~15 degrees of knee motion by its intersection (DeltaAP position) and inclination (DeltaAP Inclination) with the knee's Anterior-Posterior (AP) axis. Static knee laxity (KT100) and self-reported knee function (Lysholm score) were also assessed. The results showed that both phases were shorter for the ACL groups compared to controls (CTRL-ACLR: Duration 35+/-8 ms, p = 0.000, CTRL-ACLPT: 33+/-9 ms, p = 0.000) and involved less knee flexion (CTRL-ACLR: RoM 6.6+/-1.9 degrees , p = 0.002, CTRL-ACLR: 7.5 +/-2.0 degrees , p = 0.001). Low RoM and Duration correlated significantly with worse knee function according to Lysholm and higher knee laxity according to KT-1000. Three finite helical axes were analysed. The DeltaAP position for the first axis was most anterior in ACLPT compared to ACLR (DeltaAP position -1, ACLPT-ACLR: 13+/-3 mm, p = 0.004), with correlations to KT-1000 (rho 0.316, p = 0.008), while the DeltaAP inclination for the third axis was smaller in the ACLPT group compared to controls (DeltaAP inclination -3 ACLPT-CTRL: -13+/-5 degrees , p = 0.004) and showed a significant side difference in ACL injured groups during Action (Injured-Non-injured: 8+/-2.7 degrees , p = 0.006). Small DeltaAP inclination -3 correlated with low Lysholm (rho 0.391, p = 0.002) and high KT-1000 (rho -0.450, p = 0.001). Conclusions Compensatory movement strategies seem to be used to protect the injured knee during landing. A decreased DeltaAP inclination in injured knees during Action suggests that the dynamic knee control may remain compromised even long after injury.
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