• Journal of Korean Society of Transportation
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• v.21 no.4
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• pp.7-16
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• 2003

Objective of this research is to analyze drivers' behaviors at signalized intersection during yellow interval. For this, deceleration rate of stopping, PRT(Perception-Response Time), and the relationship between dilemma zone and deceleration rate of stopping were surveyed at two signalized intersections located at urban area(Songtan and Suwon) and local area(Yongin) As a result, the deceleration rate of stopping at signalized intersections and a range of dilemma zone were estimated. It was found that the deceleration rate of stopping and PRT were 1.6m/sec$^2$ and 1.27sec, respectively. These values are bigger than ITE's values which have been used in our country. Accordingly, it is considered that these values should be used as a new design criteria for the traffic signal control.

• Proceedings of the KOR-KST Conference
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• 2007.05a
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• pp.300-309
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• 2007

본 연구는 신호교차로에서의 딜레마 죤 범위를 산정하고 신호위반 단속의 허용 범위를 분석하는데 있다. 각 교차로 접근로별 조사 자료를 토대로 딜레마 죤의 범위를 산정하였고, 이를 토대로 신호위반 단속에 있어 딜레마 죤의 영향을 최소화 할 수 있는 방안을 제시하고자 하였다. 기존의 딜레마 죤에 관한 연구에서는 인지-반응 시간과 황색신호시간을 초기값으로 적용하였으나 본 연구에서는 해당 교차로의 조사치를 적용하였다. 조사 방법으로 속도조사는 스피드 건을 이용하여 각각의 대상 교차로별 접근로에서 접근 속도 및 통과 속도를 조사하였으며, 운전자의 인지-반응 시간 및 황색신호시간에 교차로를 통과하는 차량조사는 비디오 촬영을 통하여 조사하였다. 이러한 조사된 자료를 토대로 신호위반 단속기준에 맞추어 딜레마 죤에 관하여 분석하였다. 본 연구에서 딜레마 죤은 최소정지거리($d_0$)가 최대통과거리($d_c$)보다 클 때 존재하는 것으로 보았으며, 그 차이만큼의 딜레마 죤이 발생하는 것으로 정의하였다. 이에 신호위반 단속을 함에 있어딜레마 죤의 영향을 최소화 할 수 있는 방안 등을 제시하였다. 그러나 각각의 방안을 개별적으로 적용시킬 경우 문제점이 발생하였다. 이러한 문제점을 해결하기 위해서 자기감응식 루프검지기의 위치를 재조정함에 있어 하나의 루프 검지기를 정지선 이후에 존재함과 동시에 황색신호시간을 재조정하거나, 자기감응식 루프검지기의 작동시간을 재조정하는 방안을 제시하고자 하였다. 본 연구에서는 3개의 교차로를 비교대상으로 선정하여 각각의 교통환경에 따른 접근로별 딜레마죤의 범위를 최소화하기 위한 대안을 제시하였다.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.31 no.1D
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• pp.65-72
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• 2011

When an expressway intersects another expressway, a unique connector needs to be designed between the two consecutive exit ramps. In such a case, it is important to design a connector such that there is enough distance for drivers to find their way safely. A current design manual in Korea prescribes the minimum length of the connector as 240 m. In this research, we have suggested a method for calculating the minimum length of a connector in order to check the feasibility of the currently prescribed length. For this purpose, we have attempted to determine the total perception-reaction time and lane-changing time required by a driver. For determining the driver's perception-reaction time, we have used the driver's decision time in addition to the conventional 2.5 s of perception-reaction time for stopping sight distances. We have considered both the design speed and the average travel speed for the calculation of the length. To evaluate the accuracy of the new method, we have chosen four sites on expressways for which relatively high accident rates were recorded. As a result, we could verify that the current limit (240 m) was sufficient for drivers to be able to change lanes in the given specific geometry. However, the prescribed limit should be revised in case the drivers' decision time is considered to be their perception-reaction time. All new approaches for calculating the ideal length of a connector have been carried out by taking into account the design speed as well as the average travel speed. Owing to the characteristics of the specific geometry for two consecutive exit ramps and the large difference between the design speed and the average travel speed in the objective areas, it is more realistic to use the proposed method by keeping the decision time equal to a driver's perception-reaction time, in order to determine the ideal distance that should be maintained between two consecutive exit ramps.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.21 no.6
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• pp.296-301
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• 2020

Three types of traffic signal systems are two-color signal systems that flash red and green and are mainly used on crosswalks, next, three-color equalization systems mainly used at T-shaped intersections with red and yellow lights and a green arrow, and third, four-color intersections that generally have red, yellow and green colored lights and a green arrow. In what is known as the "dilemma zone" area, a driver collects information that influences his/her decision whether to stop, speed, tail, interrupt, or violate a traffic light, depending on the intersection width, vehicle speed, cognitive response time and reference yellow signal time. This study examined the impact of changes in the length of the dilemma zone areas based on changes in yellow signal times, the speed of the intersection passages, and signal lamps. Downward adjustments of 50km/h and 60km/h affected yellow signal time. The yellow signal time increased by 0.1 to 2.3[s] due to this effect and the dilemma zone area increased by 1.22 to 26[m]. The driver of the dilemma zone could quickly decide to reduce the time remaining of the straight (3color, 4color) green signal to reduce the potential of a traffic accident at the intersection traffic. Safe entry of red (LED palm) and left-turn signals for entering flashed at the intersection and operated at midnight.

• Journal of the korean veterinary medical association
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• v.32 no.9
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• pp.553-557
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• 1996

세균 바이러스 원충 등의 병원체가 생체내에 침입하면 그 부위에 inflammation이 생긴다. 동시에 혈관속에서 흐르고 있는 백혈구가 inflammation site에 집결하는 생체방어반응이 나타난다. 백혈구에는 lymphocyte, monocyte, neutrophil, basophil, eosinophil 그리고 macrophage 등의 세포들이 있는데 염증부위에 이들 모든 세포들이 집결하는 것이 아니다. 또 염증의 종류에 따라 모이는 백혈구의 종류도 다르고 또 염증부위의 시간경과에 따라 침윤되는 백혈구 종류도 다르다. 이런 차이점이 어떠한 mechanism으로 나타나는 것일까? 그리고 혈관내를 맹렬한 속도로 흐르고 있는 백혈구가 어떻게 inflammation site를 인지하고 또 급속하게 정지하고 혈관벽에 부착되어 내피세포를 통과한 후 inflammation site에 모이게 되는가? 이런 의문은 최근의 molecular pathology 연구발전으로 거의 해명하게 되었다. 여기 Kyoa Hakko Institute의 Nishi가 J. Bioscience and Biotechnology, 33, 1995에 발표한 Leukocyte Move into Inflammed Tissues 논문을 간추려서 알기쉽게 해설하고자 한다.

• Journal of Korean Society of Transportation
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• v.29 no.3
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• pp.115-122
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• 2011

This paper investigates the accuracy of the vehicle pre-braking speed estimated based upon measured skidding distance. Driver ordinarily takes sudden braking when urgent situation is developed in the front or when the driver is involved in an unexpected situation, and the driver may be inflicted upon an accident depending on the required stopping distance. Among factors influencing the stopping distance of vehicle such as recognition response time of driver, performance of vehicle's braking device, and state of road surface etc, pre-braking speed is seemingly the most important influencing factor. Currently, in the investigating section of traffic accidents, the state of overspeed is determined by the pre-skidding speed calculated based on the length of skid mark. In order to identify the accurate cause of the accident, it is strongly recommended that estimation of pre-braking speed should be estimated taking into account speed reduction during transient time. In this study, we propose a method for estimating more accurate exact speed information of vehicle at the time of traffic accident. The outcomes from this study potentially help better understanding of the characteristics of vehicle for traffic safety in the future.

• The KIPS Transactions:PartB
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• v.15B no.3
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• pp.189-196
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• 2008

In this paper, a CMOS digital image sensor, which consists of A/D conversion, motion estimation circuits, and an attention module for ROI (Region of Interest) detection is presented. The functions of A/D conversion and motion estimation are implemented by $0.6{\mu}m$ CMOS processing circuit as hardware, and the attention module is implemented outside the circuit as software currently. Attention modules are taken to improve limited applications of the smart image sensor. The current smart image sensor responses to the changes of intensity, and uses the integration time to estimate motion. Therefore it is limited in its applications. To make up for inherent property of the sensor from circuit design and extend its applications we decide to introduce perception solutions to the image sensor. Attention modules for still and moving images are employed to achieve such purposes. The suggested approach makes the smart image sensor available with additional functions for such cases that motion estimation or intensity changes are not observed. Experimental result shows the usefulness and extension of the image sensor.

• Journal of Life Science
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• v.19 no.8
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• pp.1152-1158
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• 2009

For the toxicological pathologic study of amanita muscaria, we have investigated single and repeated dose toxicity in Sprague-Dawley (SD) rats. Single dose toxicity study was identified as catalepsy, incline and tail pinch methods (control 0 mg/kg, low 3.3 mg/kg, middle 16.5 mg/kg, high 33.0 mg/kg). Repeated dose toxicity study was carried out in blood tests, serum tests and histopathological methods. Neurotoxicity - muscle paralysis, and convulsion and loss of movement - was observed at 33.0 mg/kg group in the single dose toxicity study. Dysfunction of liver and kidney were shown in the repeated oral administration of the amanita muscaria at 3${\sim}$4 weeks. Serum chemistry results revealed a marked increase of LDH [Lactate Dehydrogenase (3181.5 IU/L; normal 230-460 IU/l)], ALT [Alanine transaminase (124.0 IU/l; normal <40 IU/l)] but the kidney was normal. Histopathological results show interstitial edema and tubular epithelial necrosis in the kidney. These results suggest that amanita muscaria has a neurotoxic effect and causes dysfunction of liver and kidney in the SD rat.

• Journal of Korean Society of Transportation
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• v.23 no.4 s.82
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• pp.7-16
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• 2005

Rejected Takeoff Accidents are not common. but if occurred, it leads to big disaster From the year of 1959, when Jet Transport service opened, to the year of 2000, Rejected Takeoff accidents/incidents occurred total of 94 cases. All cases led to overrun, and major cause is to initiate stopping maneuvers over $V_1$, takeoff decision speed, according to National Transport Safety Board of America. Similar results are represented in Aviation Safety Reporting System of National Aeronautics and Space Administration. So I believe that it is worth studying if Airplane Flight Manual, which is the reference Performance criteria, is appropriate to operations of line pilots. The definition of $V_1$ has been revised a couple of times and Rejected Takeoff Certification Standards for Transport Airplanes was changed in 1998. It shows that up to now there are some portions unreasonable. This study focused on gathering the pilot's tendency for current Rejected Takeoff Procedures of K airlines and analyze the factors they concern. I chose B777 airplane and actually measured the recognition and reaction time of the rejected takeoff transitions through Simulators. And compared the results with the data of flight test and Airplane Flight Manual.

• Korean Journal of Cognitive Science
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• v.22 no.3
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• pp.255-270
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• 2011

The purpose of this study was to examine the effects of nonspecific and specific cue on decision making during situation awareness. Participants were 36 male college students who were randomly assigned to one of three groups: (1) nonspecific situation awareness, (2) specific situation awareness, and (3) a control group. Every participant was in the level 3-4.5 according to American National Tennis Level Program. Participants were asked to watch tennis single defence, single offence, double defence rally and when the screen stops, they were required to push the button(left, middle, or right) appropriate for the ball's direction to return as soon as possible. The experiment was designed to be analyzed for group(3)${\times}$condition(3)${\times}$area(7) using three-way ANOVA. The dependent variables were reaction time, accuracy rate, and amplitude and latency of P300. The result showed that the latency of the nonspecific situation awareness group and the specific situation awareness group was shorter and their amplitudes were higher than the control group. Fz, Cz, Pz were prominent among areas, and the single defence condition was more prominent than the single offence and the double defence condition. As a result of the study, it can be suggested that the information about situation awareness provided beforehand directly affects the brain's information processing. In addition, it shows that ERP can be a useful index for studying situation awareness.