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The propulsion time is the stance time minus the brake time.
Brake time was not recorded when the examinee collided without braking.
This analysis also included the subfields that overlapped the hazard at the median brake time of the collision-uninvolved patients (figure 4).
We present only the normalized stance and propulsion data, since in all groups and for both legs the brake time and total stride time were not statistically different from pretreatment values.
In each scenario, we recorded the occurrence of a collision and brake time, which was defined as the time from when the hazard, that is, the signal, vehicle or child, appeared on the screen to the time the examinee braked.
The brake time is the elapsed period between heel strike and the instant at which the foot reaches a position which is 80% of the distance from the front to the rear of the mouse (excluding the tail).
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Inherent strain-related differences were centered around stride and stance, as well as around propel and brake times, which are components of stance times.
A typical set of data (expressed in milliseconds) for stance, swing, propulsion and brake times for a representative mouse from each of the three experimental groups (OA, OA + HA and OA + saline) is shown in Figure 2. Inclusion of data for a treadmill-only mouse illustrates that there was no major change from baseline (pretreatment) values at any time.
The researchers measured parameters such as the driver's speed, braking time, and following distance.
To simplify the complex transmission mechanism, mechanical relationships of the free lever, dead lever, and brake shoe can be simulated by inputting concentrated forces over braking time.
Although the braking distance can be reduced by the control torque from disk/drum brakes, the braking time and distance could be further improved if the normal force generated from active suspension systems is considered simultaneously.
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