• 한국ITS학회:학술대회논문집
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• 2010.05a
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• pp.132-139
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• 2010

• 한국ITS학회:학술대회논문집
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• v.2006 no.10
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• pp.18-24
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• 2006

• 한국ITS학회:학술대회논문집
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• 2004.11a
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• pp.18-23
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• 2004

• Proceedings of the KOR-KST Conference
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• 2007.05a
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• pp.334-342
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• 2007

• 한국ITS학회:학술대회논문집
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• 2005.11a
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• pp.141-148
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• 2005

• Journal of the Ergonomics Society of Korea
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• v.28 no.3
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• pp.63-71
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• 2009

A car navigation system as an in-vehicle route guidance information (RGI) offers a state-of-the-art technological solution to driver navigation in an unfamiliar area. However, the RGI is provided by some pre-determined options in terms of the interface between a driver and a car navigation system. Drivers occasionally pass the target intersection owing to non- or late- recognizing it. This paper is examined the position of driver's turn signal operation and intersection recognition approaching at the target intersection which is difficult to identify, as a fundamental research on developing the additional RGI connecting with the turn signal control. The field experiment was conducted to measure distances of the turn signal operation and the intersection recognition from the target intersection according to left turns, right turns, and landmarks at adjacent intersection. And glance behavior to the car navigation display was evaluated by using an eye camera. The results of the field study indicate that, most case of driving, drivers operate the turn signal until 40m to 50m before coming to the target intersection. The driving simulator experiment was performed to examine the effectiveness of providing the additional RGI when drivers did not operate the turn signal approaching at the target intersection based on the results of the field study. To provide the additional RGI is effective for the intersection identification and recognition, and expected to improve the traffic safety and the comfort for drivers.

• Korean Journal of Applied Biomechanics
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• v.18 no.4
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• pp.67-76
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• 2008

The purpose of this study was to analyze differences in kinematic variables for mogul short turn motion between superior and inferior group, so that it can explore more effective mogul short turn motions. To meet the goals, this study selected total 10 ski players who would participate in mogul short turn event of the National Technical Ski Championship 2007, so that it could analyze kinematic variables by way of 3D motion analysis using DLT method. As a result, this study came to the following conclusions; For total and phase-specific duration, it was found that superior group took shorter time than inferior group. Superior group's Center of Mass was stands for more high value in up-down movement skill than inferior group. However right-left movement scale was less than them. In this reason, superior group was made a straight descent at the same time made a fast front-rear velocity. In the part of up-down movement velocity show that move slowly in the drop-in phase while increased in the bump-up phase. It is show that superior group was less tinny than inferior group include joint angle and knee joint angle. However leaning angle of trunk and the body inclination angle were more high figured than inferior group. Leaning angle of lower limbs also showed high figure at the center mogul. Lastly, In the part of body torsion angle show that superior group was high figure direction of right turn in the drop-in phase while in bump-up phase, made a high figure direction of left turn.

• International Journal of Highway Engineering
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• v.15 no.6
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• pp.125-133
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• 2013

PURPOSES : The purpose of this study is to propose delay-minimizing operation methodology of a signalized intersection based upon optimization of lane-uses on approaching lanes for an intersection. METHODS : For the optimization model of lane-uses, a set of constraints are set up to ensure feasibility and safety of the lane-uses, traffic flow, and signal settings. Minimization of demand to saturation flow ratio of a dual-ring signal control system is introduced to the objective function for delay minimization and effective signal operation. Using the optimized lane-uses, signal timings are optimized by delay-based model of TRANSYT-7F. RESULTS : It was found that the proposed objective function is great relation with delay time for an intersection. From the experimental results, the method was approved to be effective in reducing delay time. Especially, cases for two left-turn lanes reduced greater delays than those for a left turn lane. It is noticed that the cases for different traffic volume by approach reduced greater delays than those for the same traffic volume by approach. CONCLUSIONS : It was concluded that the objective function is proper for lane-uses optimizing model and the operation method is effective in reducing delay time for signalized intersections.

• Journal of Korean Society of Transportation
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• v.7 no.2
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• pp.89-111
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• 1989

This study concentrates on a basic investigation research related to some of parameters to be used for the analysis of capacity and the level of service for signalized intersections. The parameters to be studied are ideal saturation flow rate, large vehicle's passenger car equivalent(PCE) ane the lane utilization factors of through and left turn vehicles. The field data were collected at six intersections in Seoul using video cameras so as to reflect conditions in urban areas. In this study discharge headway based on a rear bumper of each vehicle was used and all the parameters were estimated using a regression technique. The findings of this research are as follows : 1. The saturation headway and saturation flow rate on a single lane with the lane width of 3.1m are 1.652 seconds and 2,180 pcphgpl. It was found that the frist 5 vehicles in the queue experience some start-up lost time. 2. It was confirmed that the new method adopted for the estimate of large vehicle's PCE gives larger PCE values than those derived from the method commonly used. 3. For the estimate of lane utilization factors of through and left turn vehicles, a relationship was established and the corresponding formulas were developed.

• Korean Journal of Applied Biomechanics
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• v.24 no.3
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• pp.201-207
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• 2014

This study investigated the center of mass and lower extremity kinematic patterns between carved and basic paralell turn during alpine skiing. Six experienced skiers (age: $20.67{\pm}4.72yrs$, body mass: $72.67{\pm}7.15kg$, height: $171.00{\pm}5.51cm$) participated in this study. Each skier were asked to perform carved and basic paralell turn on a $22.95^{\circ}$ groomed slope. Each turn was divided into the initiation phase, steering phase 1 and 2. The results of this study show that the carved turn spent significantly less running time than basic paralell turn at all three phases (p<.05). Also vertical displacement of the center of mass was significantly greater in carved turn at all three phases, whereas inward leaning angle of the center of mass was significantly greater in carved turn at the steering phase 1 and 2 (p<.05). Bilateral knee and hip joint angle were significantly greater in basic paralell turn at the initiation phase and the steering phase 2 (p<.05). On the other hand, left knee and hip joint angle were significantly greater in basic paralell turn at the steering phase 1 (p<.05). In order to perform successful carved turn, we suggest that skiers should coordinate bilateral knee and hip joint angles to adjust the center of mass, depending on three ski turn phases.