• Journal of Korean Society of Transportation
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• v.17 no.2
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• pp.69-79
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• 1999

This study evaluated the chance of driver's Psychophysiological load of occipital lobe at freeway merging area and compared with basic driving section. Ten persons of 8 men and 2 women were investigated at 3 basic section and 3 merging areas on the Youngdong freeway. It is found that driver's load in acceleration lane before merging is 2.21 times higher than the basic driving section. Further, driver's load for merging was maintained fur 4 seconds after merging. Particularly, driver's highest loading point in merging behavior was found to be 80m from the gore area.

• Proceedings of the Korean Society for Emotion and Sensibility Conference
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• 2002.05a
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• pp.65-70
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• 2002

본 연구에서는 3시간 연속 운전에 따른 운전자의 피로감 및 생리적 반응을 고속도로 주행과 시내주행으로 실시하여 비교 검토하였다. 중추신경계 반응의 측정결과 양 주행조건 모두 각성되고 불쾌하였으나 시내주행의 경우가 상대적으로 각성되고 쾌한 경우가 많았던 것으로 나타났다. 한편, 시내주행의 경우는 심박수의 변화가 심하였으나, 고속도로의 주행에서는 눈깜빡임율이 크게 증가하였다. 따라서 2가지 주행 조건 모두 운전시간이 경과함에 따라 피로감을 느끼나 그러한 피로감을 느끼는 원인이나 현상은 상이한 것으로 나타났다.

• Science of Emotion and Sensibility
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• v.17 no.4
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• pp.3-18
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• 2014

In this study, drivers' longitudinal car control, subjective fatigue, and perceived fidelity were compared between 2D and 3D display driving simulation. The results can be summarized as followings. First, in all target speed conditions, the drivers tended to drove faster in 2D display condition than 3D display condition. Second, speed deviation from target speed increased as target speed decreased. Third, distances between the lead vehicle and the driver's vehicle were significantly reduced in the 3D display condition when the speeds of the lead vehicle were relatively fast(i. e., over 80km/h). Fourth, although the perceived fidelity was not significantly different between the two display conditions, subjective fatigue was higher in the 3D display condition than in the 2D display condition.

• International Journal of Highway Engineering
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• v.10 no.4
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• pp.127-138
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• 2008

Vehicles have recently become one of the main factors affecting our quality of life, and the needs of vehicles are still increasing. As a result, the growth of vehicles generate more crashes every year. One main factor for vehicle crashes is uncareful driving behaviors. Especially, drowsy or fatigue driving behaviors explain about 10-20% of the crashes, and they cause serious results because of the delay of response time and the decrease of object-recognition. Therefore, this research conducted real time image processing tests in order to study how cellular phone usages and drowy(or fatigue) drives affect driving behaviors. A vehicle simulator was used for this research, and the faceLAB 4.5 of Seeing Machines for eye image tracking tests using a small camera was installed in the front of the simulator, and normal and drowsy(or fatigue) driving patterns were analyzed.

• Proceedings of the Korean Institute of Industrial Safety Conference
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• 2003.05a
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• pp.539-544
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• 2003

우리나라는 급격한 경제의 발달과 더불어 자동차문화의 많은 변화를 가져왔다. 이러한 변화는 교통혼잡 및 교통사고로 사회의 중요한 이슈로 등장하였고, 사고에 따른 인적, 물적피해가 증가하고 그 심각도(Severity)가 더해지고 있는 실정이다.(중략)

• Journal of the KSME
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• v.22 no.3
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• pp.196-202
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• 1982

인간공학을 연구하기 위해서는 생리학, 해부학, 위생학, 심리학, 공학, 이학, 사회학등 관련 학문의 협력을 필요로 한다. 현재 연구중에 있는 인간공학은 시각, 청각, 신체계측, 운동능력, 기기의 배역, 인간의 작업용량에 관계하는 인자등에까지 그 전개를 보이고 있다. 본고에서는, 인간공학과 자동화 관계에 있어서 인족적 문제, 좌석과의 관계, 운전자의 피로관계등을 저리해 보고자 한다.

• Journal of Korean Society of Transportation
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• v.24 no.1 s.87
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• pp.53-58
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• 2006

The purpose of this study was to test the safety of the heel rest which was made for reducing the automobile driver's muscle fatigue with automatic transmission. Sixty subjects participated in the test, including ten males and ten females in 30s, 40s, 50s, respectively. Simulator consisted of automobile cockpit, accelerator and brake pedal sensor, heel rest. and driving displays. 30 seconds were given to subjects to be accustomed to the simulator environment. They also had one pre-trial to use the brake pedal according to the experimental scenario. They were told to step on the brake pedal immediately as soon as the red light was on the display The reaction time representing the foot travel time between accelerator and brake pedal was measured with/without the heel rest. In results, there was no significant difference in reaction time between conditions with/without heel rest. The result indicated that the heel rest used in this study would be a safe accessory for drivers who need to reduce the fatigue of the muscle or joint during driving.

• Journal of Korean Society of Transportation
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• v.21 no.4
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• pp.91-101
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• 2003

This study modeled 4-lane highway in three-dimensional virtual reality in order to overcome difficulties of field experiment. and the research subject was placed in a driving simulator. We survey the driver's cognitive characteristics to the alignment changes in the three-dimensional virtual reality highway. Especially, maximizing the identity of driving movements and virtual scenery on the basis of the data obtained by dynamic analysis module. we minimized simulator sickness for the graphic module of driving simulator. And we carried out cognitive evaluation on the basis of adjective words extracted by dictionary and the opinion of specialist. In this study LISREL model was used to detect the causal relation between geometry and safety in cognitive side, and found that geometric change affects the safety of drivers by static and dynamic road safety model in three-dimensional combined alignments. As the result, for constructing safety road. we consider drivers' cognitive characteristics as human factors in road design, and we think that they are very important factors to improve road safety.

• Journal of the Korean Society for Precision Engineering
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• v.29 no.10
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• pp.1149-1156
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• 2012

In this study, we proposed the most efficient driving posture based on the analysis of quantitative muscular strength and fatigue degree according to posture. Since driving include complicated actions required by a variety of ability and cause by extremes concentration or strain, drivers tend to feel tired easily. However, drivers can't recognize the fatigue degree by themselves. Moreover, the method for measuring the quantitative fatigue degree exactly is quite difficult to be secured. 9 professional bus drivers were participated. We analyzed the quantitative legs' muscular strength when operating each pedal. And then we also analyzed the muscular strength and muscular fatigue degree according to driving pattern during bus driving. Therefore, we suggested the most efficient driving posture.

• Journal of Korean Society of Transportation
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• v.20 no.2
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• pp.17-26
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• 2002

Driver's psychophysiological load is one of the key measures for evaluating the safety of the highway. The purpose of this study is to propose and to test the methodology of evaluating the length limit of tangent section using driver's psychophysiological load. Driver's psychophysiological data is represented by the data acquire by frontal and occipital lobe. In order to compare the differences between tangent segments and the orders, real road driving experiments were performed. We collected psychophysiological data during the operation of vehicles. The experimental data were analyzed using FFT (Fast Fourier Transform) and relative power spectrum tools. These routine produces the beta value which is a major factor in consideration of driver's condition. The results in this study are summarized as follows: (1) A new methodology of evaluating the length limit in tangent section of highway using driver's psychophysiological load was proposed. (2) It was observed that driver's work load at tangent section was three times lower than that at the other section types. The beta value at tangent section is 2.219, while that at general section is 0.821. (3) It was observed that the driver's work load was significantly dropped to 0.428 after the continuous driving of 4.2km tangent section. (4) Based on the experimental subjects(from 27 Years to 31). we suggest that 30 times of design speed(3.0 km) could be acceptable as the length limit of tangent section in highway rather than the Previous limit which is 20 times of design speed(2.0km).