• 한국정보통신학회논문지
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• 제23권8호
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• pp.889-895
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• 2019

현대인의 복잡한 일상생활에서 시간 약속을 지키는 일은 쉽지 않다. 특히 차량의 증가는 출근 시간 교통 체증을 유발하여 지각으로 이어지고 이는 기상 상황에 따라 많은 변화를 보인다. 이 논문에서는 기상 상황에 따라 알람 시간을 자동으로 변경하여 교통 체증에 대비할 수 있도록 해주는 스마트 알람 시계를 제안한다. 제안하는 스마트 알람 시계는 일반적인 알람 시계의 기능을 터치를 통해 조작할 수 있도록 설계하였다. 여기에 오픈 API를 사용하여 날씨 정보를 알아내고 이를 활용하여 자동으로 알람 시간을 변경함으로써 예상되는 시간 지연에 대비할 수 있도록 하였다. 제안하는 설계는 아두이노 메가2560과 터치 TFT-LCD를 바탕으로 구현하였으며 인터넷 연결을 위한 WiFi 모듈, 시계 기능을 위한 RTC 모듈, 알람 소리 재생을 위해 MP3 플레이어 모듈 등이 함께 사용되었다. 제안하는 설계는 특허로 출원되어 현재 심사가 진행 중이다.

• 한국빅데이터학회지
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• 제5권2호
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• pp.85-95
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• 2020

본 연구에서는 통신 데이터를 이용하여 기종점통행량 등 교통 모빌리티를 분석하는 방법론을 제안하였다. 모바일 기지국 위치정보 기반의 통신 데이터를 이용하여 개인의 통행사슬(Trip Chain) DB를 구축하고 일별 통행 패턴을 추출하여 통행 특성을 분석하였다. 분석의 신뢰성 제고를 위해서 기지국의 영향권을 맵 매칭하고, 통신 데이터가 가지는 Ping pong Handover 문제를 보정하는 로직을 개발하였으며, 기지국 영향권 내에서 Pass By와 Stay를 구분하는 분석기준을 제안하였다. 개발된 분석 방법을 활용하여 전국 지역 간 통행, 도시 및 지방 지역의 통행 발생과 분포를 추정하고 기존의 전통적인 분석방법론과 비교 검증하였다.

• 한국정보처리학회:학술대회논문집
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• 한국정보처리학회 2021년도 추계학술발표대회
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• pp.1290-1293
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• 2021

현재 시각장애인들의 일상생활에 있어 많은 불편함을 겪고 있어 시각장애인에게 도움이 되고자 실시간 객체인식을 하여 보행환경의 정보를 전달하는 안경을 만드는 프로젝트를 진행하였다. 핵심 기능에 해당하는 객체인식은 인공지능 모델 YOLOv4가 사용되었으며, 시각장애인의 입장에서 걸어 다닐 때 인식 되어야 하는 객체들을 선정하고, 이들을 대상으로 학습 데이터를 재구성하고 YOLOv4의 재학습을 진행하였다. 학습 결과 모든 객체들에 대한 정확도는 68%를 보였으나 시각 장애인이 걸어다닐 때 인식되어야 하는 필수객체(Person, Bus, Car, Traffic_light, Bicycle, Motorcycle)들의 인식률은 84%로 측정되었다. 향 후 진행될 학습에선 더욱 다양한 방법으로 학습데이터를 확보하고, YOLOv4가 아닌 darkflow를 이용해 다양한 parameter로 학습을 진행하여 다면적인 성능비교가 필요하다.

• 한국주거학회논문집
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• 제11권4호
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• pp.85-96
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• 2000

The purpose of this study was to evaluated noise environment of the low-rise multi-family house in Athens, Georgia. The results of this study can be applied to the prevention of noise when planning multi-family houses, roads and cities in Korea. The subjects of this study were the place of 1m, 10m, 50m, 100m from 4-lane road ofT apartment and 233 residents lived in the low-rise multi-family houses in Athens. The results of this study were as follows. 1. The average noise level at 1m, 10m, 50m and 100m was 55.5dB, 46.7dB, 43.0dB, 43.0dB and 41.2dB respectively from 4-lane road of T apartment. From the view of the standard in this study, the physical noise was good. 2. The results of the residents subjective response on the noise were as follows. The external noise residents felt - that was a noise by operating machines, and traffic noise - ware as 2.57 on average. The noise by the daily activities, the noise of nature are a little as 2.38 on average. They were disturbed a little by the external noise. They felt the solid born sounds(average 2.49) more than airbone sound(average 2.23) by the internal noise. They are suffered worse from noise in summer and they worse from 8-12 oclock due to external noise and 16-20 oclock due to internal noise. Comparing the noise environment of Korean with that of American, I found a meaningful difference of nature and the noise of daily activities of external noise and all internal noise.

• 산업경영시스템학회지
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• 제43권3호
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• pp.77-86
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• 2020

In this study, to improve the logistics flow of existing given chemical logistics warehouse, four logistics flow alternatives were proposed to minimize truck interference by building simulation model. The simulation model for chemical storage warehouse was built to evaluate system performance. Among the four new improved alternatives based on the basic model, the model with the same truck's pathways and locations of facilities identified an increase in the number of interferences but a decrease in daily working hours as the number of resources in a particular facility increases. Therefore, the three groups were classified as 'efficiency', 'complementary', and 'safety' based on the daily working hours, and the ratio of trucks entering two types of logistics warehouse was set in consideration of future market fluctuations. For each of the six types, the optimal number of resources was selected as the number of resources in the facilities with the least number of interferences in the basic model and the evaluation measures and characteristics set in this study were compared and analyzed. As a result, the Alternative 4 model operating the underground roadway produced interference between 17.0% and 36.4% of the basic model, with 113.3% of the interior loadspace.

• 척추신경추나의학회지
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• 제17권2호
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• pp.63-72
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• 2022

Objectives This case study aimed to investigate the effect of complex Korean medicine treatment including Chuna manual therapy on sacroiliac joint (SIJ) pain status post SIJ fusion with sacroiliac screw fixation. Methods Complex Korean medicine treatments including Chuna manual therapy were provided to patients with SIJ widening due to a traffic accident trauma. Measurement of range of motion and manual muscle test to evaluate functional activities of daily living was conducted before and after treatment. Moreover, outcome estimates were performed using the numeric rating scale, pain disability index, and EuroQol 5-dimension five-level questionnaire. Results After complex treatment, functional activities of daily living improved. Sacroiliac joint pain decreased and the quality-of-life score improved. Conclusions This study suggests that treatment with complex Korean medicine treatment including Chuna manual therapy may improve traumatic SIJ widening status post SIJ fusion. A postoperative rehabilitation protocol based on accumulated research results considering a multidisciplinary approach should be prepared to ensure holistic treatment.

• International Journal of Computer Science & Network Security
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• 제24권5호
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• pp.1-10
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• 2024

Individuals with visual impairments face numerous challenges in their daily lives, with navigating streets and public spaces being particularly daunting. The inability to identify safe crossing locations and assess the feasibility of crossing significantly restricts their mobility and independence. Globally, an estimated 285 million people suffer from visual impairment, with 39 million categorized as blind and 246 million as visually impaired, according to the World Health Organization. In Saudi Arabia alone, there are approximately 159 thousand blind individuals, as per unofficial statistics. The profound impact of visual impairments on daily activities underscores the urgent need for solutions to improve mobility and enhance safety. This study aims to address this pressing issue by leveraging computer vision and deep learning techniques to enhance object detection capabilities. Two models were trained to detect objects: one focused on street crossing obstacles, and the other aimed to search for objects. The first model was trained on a dataset comprising 5283 images of road obstacles and traffic signals, annotated to create a labeled dataset. Subsequently, it was trained using the YOLOv8 and YOLOv5 models, with YOLOv5 achieving a satisfactory accuracy of 84%. The second model was trained on the COCO dataset using YOLOv5, yielding an impressive accuracy of 94%. By improving object detection capabilities through advanced technology, this research seeks to empower individuals with visual impairments, enhancing their mobility, independence, and overall quality of life.

• 대한물리치료과학회지
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• 제9권3호
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• pp.129-140
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• 2002

This study intended to find out how the handicapped use medical aid, their satisfaction at using it and so on. First a preliminary survey(Apr. 20$\sim$24, 2002) was made for the handicapped who had been cured for rehabilitation by wearing medical aid at hospitals and welfare center in Jeonbuk region. Then total 120 subjects were asked to fill out a standardized questionnaire from May 15$\sim$22, 2002. Out of total 95 questionnaires collected, 84 questionnaires were analyzed except for 11 cases unsuitable for the intention of this study. The results can be outlined as follows: 1. In general characteristic, it was found that the causes of disability included disease(35 respondents; 41.7%), traffic accident(23 respondents, 27.4%) and so on. In addition, 1st handicap comprised the majority(32 respondents; 58.2%) in handicap grade and ankle foot orthosis(or b-k orthosis) was most often used as medical aid(28 respondents: 33.3%) 2. In particular, it was also shown that the 1st handicap mainly resulted from traffic accident(15 respondents, 27.3%) and post-disease disability (11 respondents, 20.0%). They wore medical aid for 1 year or less on the average, because they were hospitalized for cure, which showed statistically significant level(P<0.05). 3. It was found that total 69 respondents(82.1%) were more or less satisfied with their medical aids depending on the causes of disability, and total 46 respondents(83.6%) were satisfied with their aids according to their handicap grade, but there were no statistical significance. 4. Total 56(66.7%) respondents answered that they would purchase medical aid on their own expenses, when they became handicapped. And the price of medical aid ranged from $\300,000{\sim}400,000$(25 respondents: 29.8%) to \ 500,000 or more(24 respondents: 28.6%). It means that they purchased more or less expensive medical aid on their own expenses, which showed statistical significance(P<0.05). 5. If there was any failure of medical aid, 9 respondents(37.5%) answered that they would be serviced from medical companies, and 7 respondents(29.2%) would be serviced from medical aid manufacturers. Most respondents were serviced for their medical aids from related companies. For the question about the causes of dissatisfaction upon repair service, 11 respondents(45.8%) answered that existing service company provided unskilled repair services and other respondents answered that there was no spare part or higher service expenses than they thought. These answers had the statistical significance(P<0.05). However, 20 respondents(79.2%) answered that they were satisfied with the repair service, which means that most respondents are satisfied with the service. In view of the results as described above, it can be concluded that their handicap or disability results from disease or sequelae after traffic accident and most of the affected wear their own medical aid. In the future, it is required that the medical insurance should cover those medical aids, and the service for failed medical aids should be commissioned by technical serviceman to realize customized manufacture and repair service according to different causes so that the handicapped can enjoy more or less comfort and convenience in their daily lives without any extreme difficulty.

• 한국ITS학회 논문지
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• 제12권2호
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• pp.52-62
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• 2013

설계시간계수는 계획목표연도의 연평균 일교통량에 대한 설계시간교통량의 비율로 정의되며 일반적으로 30번째 시간순위 교통량이 이용되고 있다. 30번째 시간순위 교통량을 설계시간교통량으로 하는 경우 휴일교통량 및 명절교통량의 영향을 크게 받아 과다설계될 수 있다. 보다 객관적인 K계수 산정은 연간 8,760시간의 모든 시간 교통량이 관측되어야 가능하나 상시조사 지점 이외의 경우 사실상 불가능하다. 본 연구에서는 일반국도의 설계시간계수를 산출하기 위하여 30번째 시간순위 교통량을 적용하는 방법과 첨두시간교통량을 적용하는 방법, 그리고 내림차순으로 정렬된 시간순위 교통량의 곡선의 곡률을 이용하여 설계시간을 산출하는 방법으로 설계시간을 산출하고 산출된 설계시간계수를 비교분석하였다. 또한 일반국도의 설계시간계수 특성을 살펴보기 위하여 도로를 3가지 유형으로 분류하고, 도로유형별 설계시간계수의 특성을 알아보았다. 일반적으로 사용되고 있는 30번째 시간순위 교통량을 적용하는 방법과 비교하여 실제 시간순위 교통량의 곡선의 곡률이 어느 시간순위에서 변하는지를 알아보기 위하여 일반국도 상시조사 지점의 각 지점별 8,760시간 교통량 자료를 활용하여 분석하였다. 분석결과 30번째 시간순위 교통량으로 산출한 설계시간계수가 타 방법과 비교하여 설계시간계수를 높게 산출하는 것으로 나타났다. 또한 첨두시간 교통량으로 산출한 설계시간계수는 도로유형별 차이가 크지 않게 나타났다. 이는 첨두시간 교통량은 1년 교통량의 특성을 설명하기 어렵고, 30번째 시간순위 교통량은 휴일 및 명절교통량의 영향이 크기 때문으로 분석된다. 시간순위 교통량의 곡선의 곡률을 이용한 방법으로 일반국도 설계시간계수를 산출한 결과 관광부를 제외하고 미국 도로용량편람과 다소 비슷한 수치를 나타내는 것으로 나타났지만 시간순위는 평균적으로 118번째 교통량이 적당한 것으로 분석되었으며 도로유형별로 차이가 크지 않은 것으로 분석되었다.

• 한국도로학회논문집
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• 제16권1호
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• pp.11-19
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• 2014

PURPOSES : The purpose of this article is to investigate the predicted life of jointed concrete pavement (JCP) with two variables effecting on axle load spectra (ALS). The first variable is different data acquisition methods whether using high-speed weigh-in-motion (HS-WIM) or not and the other one is spectra distribution due to overweight enforcement on main-lane of expressway using HS-WIM. METHODS : Three sets of ALS had been collected i) ALS provided by Korea Pavement Research Program (KPRP), which had been obtained without using HS-WIM ii) ALS collected by HS-WIM before the enforcement at Kimcheon and Seonsan site iii) ALS collected after the enforcement at the same sites. And all ALS had been classified into twelve vehicle classes and four axle types to compare each other. Among the vehicle classes, class 6, 7, 10 and 12 were selected as the major target for comparing each ALS because these were considered as the primary trucks with a high rate of overweight loading. In order to analyze the performance of JCP based on pavement life, fatigue crack and International Roughness Index (IRI) were predicted using road pavement design program developed by KPRP and each ALS with same annual average daily traffic (AADT) was applied to design slab thickness. RESULTS : Comparison ALS of KPRP with those of HS-WIM shows that the ALS of KPRP has a low percentage of heavy spectra such as 6~9 tonnes for single axle, 18~21 tonnes for tandem axle and 27~30 tonnes for tridem axle than other two ALS of HS-WIM in most vehicle classes and axle types. It means that ALS of KPRP was underestimated. And after the enforcement, percentage of heavy spectra close to 10 tonnes per an axle are lowered than before the enforcement by the effect of overweight enforcement because the spectra are related to overweight regulation. Prediction results of pavement life for each ALS present that the ALS of HS-WIM collected before the enforcement makes the pavement life short more than others. On the other hand, the ALS of KPRP causes the longest life under same thickness of slab. Thus, it is possible that actual performance life of JCP under the traffic like ALS of HS-WIM could be short than predicted life if the pavement was designed based on ALS provided by KPRP. CONCLUSIONS : It is necessary to choose more reliable and practical ALS when designing JCP because ALS can be fairly affected by acquisition methods. In addition, it is important to extend performance life of the pavement in service by controlling traffic load such as overweight enforcement.