• Journal of the HCI Society of Korea
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• v.4 no.2
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• pp.1-8
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• 2009

User-centered design aims to develop device naturally without the interference of user' s conscious and unconscious behavior. Accordingly, designers need to understand their user's requirements, observe user behavior and interaction in the real environment. However, existing observations suggested a vast range of analysis system and observation techniques which are often ambiguous to the designers. Therefore, this research is aimed to propose an observation system for collecting data from user's behavior. In order to do so, we define the components and behavior level within the context of driving.

• Journal of Korean Society of Transportation
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• v.32 no.5
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• pp.554-566
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• 2014

An objective of VMS(Variable Message Signs) is to make transportation system effective specifically for driver's path selection. The traffic solutions including a VMS problem can be modeled through Game Theory, however, the majority of the studies can not model various driver's response according to VMS information in game theory. So, this paper tries to analyze a driver's response according to VMS traffic informations through evolutionary game theory. We apply a behavior characteristics of driver to evolutionary game theory, then finds drivers are only accepting in case of the biggest pay-off, and if a traffic flow finds a balance over time, ratio of accepting information is converged as an evolutionary stable state gradually. Consequently, the strategy of the other drivers such as traffic problems can not be predicted accurately. In case, drivers repeat between groups and reasonable judgment by the experience, we expect that VMS can provide strategic information through evolutionary game theory.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.30 no.3D
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• pp.303-311
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• 2010

There have been various forms of systems such as a digital speedometer or a black box etc. to meet the social requirement for reducing traffic accidents and safe driving. However that systems are based on after-accident vehicle data, there is limit to prevent the accident before. So in our previous research, by storing, analyzing the Vehicle-dynamic information coming from driver's behavior, we are developing the decision-device which could provide driver with Alerting-Information in real-time to enhance the driver's safety drive. but the performance valuation is not yet executed. Finally, this study developed positional recognition system by using the DGPS for pre-developed risky driving decision device. The result of test analyzed with the same that the aggregated vehicle dynamics data in DGPS and dangerous risky driving decision device. If the performance of risky driving decision device is verified by precisely positional recognition system, the risky driving management of vehicle would be effected.

• International Journal of Highway Engineering
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• v.7 no.4 s.26
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• pp.185-202
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• 2005

In this research, to get over restrictions of a field expreiment, we modeled a planning road through the 3D Virtual Reality and achieved data about dynamic response related to sector fluctuation and about driver's visual behavior on testers' driving the Driving Simulator Car with Eye Camera. We made constant efforts to reduce the non-reality and side effect of Driving Simulator on maximizing the accord between motion reproduction and virtual reality based on data Driving Simulator's graphic module achieved by dynamic analysis module. Moreover, we achieved data of driver's natural visual behavior using Eye Camera(FaceLAB) that is able to make an expriment without such attaching equipments such as a helmet and lense. In this paper, to evaluate the level of road's safety, we grasp the meaning of the fluctuation of safety that drivers feel according to change of road geometric structure with methods of Driving Simulator and Eye Camera and investigate the relationship between road geometric structure and safety level. Through this process, we suggest the method to evaluate the road making drivers comfortable and pleasant from planning schemes.

• Journal of Korean Society of Transportation
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• v.4 no.2
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• pp.3-14
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• 1986

This study was undertaken to develop the gap acceptance model of left-turn drivers on the major road at intersections. Typical unsignalized intersections on the two-lane and four-lane streets in Masan City were selected for the study intersection. For the gap distribution model, the lognormal, negative exponential, shifted negative exponential, and Gamma distributions were tested using the x2 and K-S tests. Based on the results for both streets, it was concluded that among the distributions tested the lognormal distribution represented the gap distribution best, followed by the shifted negative exponential distribution. Stochastic models of the gap-acceptance behavior of left-turn drivers on the major road at unsignalized intersections were programmed using SLAM Ⅱ, a simulation computer language. A stochastic model was selected for the gap-acceptance behavior to compare the results of the simulation with the observed data. The model assumes that a fixed critical acceptance gap is assigned to each left-turn driver based on a normal distribution and the gap distribution of the opposing traffic stream follows the shifted negative exponential distribution.

• Journal of the Korea Society of Computer and Information
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• v.28 no.3
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• pp.35-43
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• 2023

Emotion recognition while driving is an essential task to prevent accidents. Furthermore, in the era of autonomous driving, automobiles are the subject of mobility, requiring more emotional communication with drivers, and the emotion recognition market is gradually spreading. Accordingly, in this research plan, the driver's emotions are classified into seven categories using psychological and behavioral data, which are relatively easy to collect. The latent vectors extracted through the auto-encoder model were also used as features in this classification model, confirming that this affected performance improvement. Furthermore, it also confirmed that the performance was improved when using the framework presented in this paper compared to when the existing EEG data were included. Finally, 81% of the driver's emotion classification accuracy and 80% of F1-Score were achieved only through psychological, personal information, and behavioral data.

• Journal of the Korean Academy of Child and Adolescent Psychiatry
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• v.18 no.2
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• pp.130-137
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• 2007

Objectives: Studies investigating problematic internet use have increased rapidly and have been focused on its causes, psychopathology, prevalence, characteristics and so on. However, there are few studies concerning the correlation between problematic internet use and youth health risk behavior. Therefore, the purpose of this study was to examine the relationship between problematic internet use and youth health risk behavior. Methods: A community sample of 632 high school students in grades 10 and 11 was collected for the survey. The sample was assessed using the Youth Risk Behavior Surveillance System(YRBSS) and Young's Diagnostic Questionnaire of Internet Addiction(YDQ). The subjects were classified into two groups: normal and problematic internet use, and the problematic internet use group was further divided into at-risk use and addiction groups. Results: There were 56 subjects(8.9%) in the internet addiction group and 56 subjects(8.9%) in the at-risk internet use group. The other 507 subjects were classified as normal. The subjects in the internet addiction group kissed more frequently and ate less fruit than those in the normal group. They also showed a relatively higher tendency to watch TV, ride in a car driven by a drunk driver and to carry a weapon than those in the normal group. There were no differences in health risk behaviors between the subjects in the internet addiction group and those in the at-risk internet use group, except for the possibility of riding in a car driven by a drunk driver. Conclusion: Unlike the normal group, there was very little difference in health risk behavior between the internet addiction group and the at-risk internet use group, which indicates that the addiction group and the at-risk internet use groups are homogenous. It is important to focus on the behavior of individuals in the at-risk group, and preventive measures should be taken in order to reduce the possibility of at-risk adolescents becoming addicted.

• Journal of Korean Society of Industrial and Systems Engineering
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• v.32 no.1
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• pp.26-33
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• 2009

The directions of the road are divided into two, the right-hand side and left-hand side of the road, by the convention and specific native method in the world. This paper deals with the characteristics and behaviors of drivers who are accustomed to driving on right-hand side of the road, drive with a handle on the left-hand side, and comparing with left-hand side drivers. The driver's eye movements were measured by eye camera and questionnaires were used for measuring subjective evaluation such as driving mental workload. The experimental results indicated even if the experts who had much experience on right-hand side driving, they had lower driving skill than novice driver, accustomed to driving on left-hand side. In terms of mental workload, MCH rating scale and MNASA-TLX, the right-hand side drivers were in lower stress condition than the left-hand side drivers because of having much driving experience. However, they conducted a few mistakes by confusing the position of turn signal and windshield wiper because of their driving habit or traits and it lead to operation mistakes. These results can be applied effectively to develop the driving support information with changed environments.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.16 no.6
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• pp.124-140
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• 2017

There exists a limitation to provide proper advance information for safe maneuvering through guidance and caution signs in freeway mobile work zones, unlike fixed work zones. Although a work-protection vehicle is currently deployed at the rear of the work vehicle, more active countermeasures to prevent crashes are required. The purpose of this study was to propose a method to evaluate the safety in mobile work zones and to present effective countermeasures. Driving simulation experiments were conducted to analyze characteristics of driver's behavior in mobile and fixed work zones. Safety distance index (SDI) based on the comparison of stopping distances of a work-protection vehicle and a following subject vehicle was used to evaluate traffic safety. More dangerous driving behavior was observed in the mobile work zone. Especially, it was identified that the lane-change of vehicles following the work- protection vehicle was late. Therefore, it is necessary to actively introduce methods to provide warning information so that the driver can recognize the work-protection vehicle in advance and carry out appropriate evasive maneuvers.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.10 no.6
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• pp.15-23
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• 2011

Driving directly in front of the driver of a vehicle driving in front of the vehicle and it is commonly known is affected. Responding to the car in front of the driver and the vehicle in front, and these follow the model is known as Three-Car-Following Model. Platoon vehicles to follow behind the driver's visibility is affected by the a tinted vehicle, and Parameters of the model is estimated to be affected also. In this study, in Three-Car-Followng Model parameters were estimated. and the parameter values differ about whether and how analysis was performed by the level of Visible Light Transmission Percentage. RTK GPS receiving data through field experiment analyzed based on sensitivity of three car by Visible Light Transmission Percentage and ${\gamma}$. And With statistical verification of driving directly in front of the driver in front of the vehicle and that the moving vehicle is influenced also confirmed. Also Visible Light Transmission Percentage is lowered, the vehicle in front of the driver's behavior showed sensitive reactions. In the further need to research for influence analysis of traffic flow capacity by the level of VLT.