• 한국도로학회논문집
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• 제17권2호
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• pp.107-122
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• 2015

PURPOSES : The use of virtual driving tests to determine actual road driving behavior is increasing. However, the results indicate a gap between real and virtual driving under same road conditions road based on ergonomic factors, such as anxiety and speed. In the future, the use of virtual driving tests is expected to increase. For this reason, the purpose of this study is to analyze the gap between real and virtual driving on same road conditions and to use a calibration formula to allow for higher reliability of virtual driving tests. METHODS : An intelligent driving recorder was used to capture real driving. A driving simulator was used to record virtual driving. Additionally, a virtual driving map was made with the UC-Win/Road software. We gathered data including geometric structure information, driving information, driver information, and road operation information for real driving and virtual driving on the same road conditions. In this study we investigated a range of gaps, driving speeds, and lateral positions, and introduced a calibration formula to the virtual record to achieve the same record as the real driving situation by applying the effects of the main causes of discrepancy between the two (driving speed and lateral position) using a linear regression model. RESULTS: In the virtual driving test, driving speed and lateral position were determined to be higher and bigger than in the real Driving test, respectively. Additionally, the virtual driving test reduces the concentration, anxiety, and reality when compared to the real driving test. The formula includes four variables to produce the calibration: tangent driving speed, curve driving speed, tangent lateral position, and curve lateral position. However, the tangent lateral position was excluded because it was not statistically significant. CONCLUSIONS: The results of analyzing the formula from MPB (mean prediction bias), MAD (mean absolute deviation) is after applying the formula to the virtual driving test, similar to the real driving test so that the formula works. Because this study was conducted on a national, two-way road, the road speed limit was 80 km/h, and the lane width was 3.0-3.5 m. It works in the same condition road restrictively.

• 대한안전경영과학회:학술대회논문집
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• 대한안전경영과학회 2008년도 추계학술대회
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• pp.561-567
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• 2008

The objectives of this study is to: (1) develop how applications for driving simulator of national highway safety designs when those are appeared; (2) examine the degree to which those geometric designs of the horizontal and vertical profile; and (3) search positive safety and passive highway safety design of the point at which highway alignment factors initiate driving safety to facility or highway design.

• 항공우주시스템공학회지
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• 제14권1호
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• pp.16-20
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• 2020

차량이 주행 중에 그리고 항공기가 활주로에 착륙하는 순간과 활주 중에 발생하는 피로는 착륙장치, 기체와 차량의 현가장치 등에 수명 주기와 밀접한 관련이 있다. 휠에 작용하는 하중들은 종축 힘, 횡력, 수직력과 제동력이다. 차량의 동특성과 내구성을 연구하기 위해 본 논문의 시뮬레이터는 시험실에서 실제 노면 형상을 재현에 사용된다. 그러므로 제품 개발 시간과 비용을 절감할 수 있다. 하드웨어적으로 유압 피로 시뮬레이터 구조의 중요한 요소는 각 축을 분리하고 여러 하중과 진동을 견뎌내는 것이다. 본 논문의 역기구학적 해석 방법은 Dummy wheel 중심에서 축 방향으로 최대 동작 변위를 준 후 커플링에 의한 유압 서보 작동기의 작동 크기를 도출한다. 해석의 결과는 실제 노면 형상을 정확하게 재현하기 위해 축 간의 커플링이 미약함을 확인하는 것이다.

• 한국자동차공학회논문집
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• 제12권5호
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• pp.162-170
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• 2004

In these days, a vehicle simulator is developed by using a VR(Virtual Reality) system. A VR system must provide a vehicle simulator with a natural interaction, a sufficient immersion and realistic images. To achieve this, it is important to provide a fast and uniform rendering performance regardless of the complexity of virtual worlds or the level of simulation. In this paper, modeling methods which offer an improved rendering performance for complex VR applications as 3D road model have been implemented and verified. The key idea of the methods is to reduce a load of VR system by means of LOD(Level of Detail), alpha blending texture mapping, texture mip-mapping and bilboard. Hence, in 3D road model where a simulation is complex or a scene is very large, the methods can provide uniform and acceptable frame rates. The VR system which is constructed with the methods has been experimented under the various application environments. It is confirmed that the proposed methods are effective and adequate to the VR system which associates with a vehicle simulator.

• 한국도로학회:학술대회논문집
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• 한국도로학회 2008년도 추계학술대회 논문집
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• pp.293-297
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• 2008

• 대한의용생체공학회:의공학회지
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• 제38권1호
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• pp.32-42
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• 2017

The aim of this study was to evaluate driving performance of Healthy and disabled groups (with or without driver's license) to control steering wheel by using steering assistive devices in the driving simulator. The persons with partial loss of use of all four limbs have problems in operation of the motor vehicle because of functional loss to operate steering wheel. Therefore, if steering assistive devices for grasping the steering wheel are used to control the vehicle on the road in persons with disabilities, the disabled persons can improve mobility in their community life by driving a motor vehicle safely. Ten healthy subjects (with or w/o driver's license) and ten subjects with physical disabilities (with or w/o driver's license) were involved in this study to evaluate driving performance to operate steering wheel by using four types of steering assistive devices (Single-pin, V-grip, Palm-grip, Tri-pin) in driving simulator. STISim Drive 3 software was used to test the steering performance in four scenarios: straight road at low and high speed of vehicle (40 km/h and 80 km/h), curved road at low and high speed of vehicle (40 km/h and 80 km/h). This study used two-way ANOVA in order to compare the effects of two factors (type of steering assistive device and subject group) in the three dependent variables of driving performance (the lateral position of vehicle, standard deviation of lateral position representing the variation of the left and right movement of the vehicle and the number of line crossing). The mean values of the three dependent variables (lateral position, standard deviation of lateral position, the number of line crossing) of steering performance were statistically significantly smaller for the healthy or disabled groups with driver's license than the other groups without driver's license on the curved road at high speed of vehicle compared to low speed of vehicle.

• 한국도로학회논문집
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• 제19권1호
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• pp.107-119
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• 2017

PURPOSES : The desire of drivers to increase their driving speeds is increasing in response to the technological advancements in vehicles and roads. Therefore, studies are being conducted to increase the maximum design speed in Korea to 140 km/h. The stopping sight distance (SSD) is an important criterion for acquiring sustained road safety in road design. Moreover, although the perception-reaction time (PRT) is a critical variable in the calculation of the SSD, there are not many current studies on PRT. Prior to increasing the design speed, it is necessary to confirm whether the domestic PRT standard (2.5 s) is applicable to high-speed driving. Thus, in this study, we have investigated the influence of high-speed driving on PRT. METHODS : A driving simulator was used to record the PRT of drivers. A virtual driving map was composed using UC-Win/Road software. Experiments were carried out at speeds of 100, 120, and 140 km/h while assuming the following three driving scenarios according to driver expectation: Expected, Unexpected, and Surprised. Lastly, we analyzed the gaze position of the driver as they drove in the simulated environment using Smarteye. RESULTS : Driving simulator experimental results showed that the PRT of drivers decreased as driving speed increased from 100 km/h to 140 km/h. Furthermore, the gaze position analysis results demonstrated that the decrease in PRT of drivers as the driving speed increased was directly related to their level of concentration. CONCLUSIONS : In the experimental results, 85% of drivers responded within 2.0 s at a driving speed of 140 km/h. Thus, the results obtained here verify that the current domestic standard of 2.5 s can be applied in the highways designated to have 140 km/h maximum speed.

• 한국도로학회논문집
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• 제19권6호
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• pp.139-145
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• 2017

PURPOSES : This study analyzed the difference in a driver's workload between using a driving simulator and field driving in tunnel, highway. METHODS : Based on the literature review, it was found that a driver's workload could be quantified using biosignals. This study analyzed the biosignal data of 30 participants using data collected while they were using a driving simulator and during a field test involving tunnel driving. Relative energy parameter was used for biosignal analysis. RESULTS : The driver's workload was different between the driving simulator and field driving in tunnels, highway. Compared with the driving simulator test, the driver's workload exhibited high value in field driving. This result was significant at the 0.05 level. The same result was observed before the tunnel entrance section and 200 m after the entrance section. CONCLUSIONS : This study demonstrates the driving simulator effect that drivers feel safer and more comfortable using a driving simulator than during a field test. Future studies should be designed considering the result of this study, age, type of simulator, study site and so on.

• 재활치료과학
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• 제5권2호
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• pp.35-47
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• 2016

목적: 본 연구의 목적은 도로 주행 능력을 향상시키기 위한 운전재활의 방법과 효과에 대해 체계적 고찰을 통하여 추후에 있을 운전재활 연구의 방향을 제시하고자 한다. 연구방법: 2014년 12월부터 2015년 1월까지 운전재활에 관한 연구를 CINAHL, Embase, Pubmed, PsycINFO, Riss를 통하여 검색하였다. 선정기준에 따라 최종적으로 15편의 연구를 분석하였으며 주요검색용어로는 "On-road" OR "Driving" AND "Driving rehabilitation"AND "Intervention"을 사용하였다. 결과: 고찰한 연구는 총 15개로 근거 수준은 I, III, V이었다. 연구대상은 뇌졸중 환자(40.0%), 고령 운전자(20.0%), 외상성 뇌손상 환자(20.0%), 후천적 뇌손상 환자(13.3%), 척수환자(6.7%)였으며, 실제 도로 주행 능력을 향상시키기 위한 중재 방법은 시뮬레이터를 이용한 훈련(53.3%), 인지 기술을 훈련(26.6%), 운전을 위한 교육(6.7%), 보조 기기의 적용(6.7%), 운전 연수(6.7%)이었다. 중재 효과는 방법에 따라 차이가 있었지만 시뮬레이터를 이용한 모든 연구에서 중재 후 도로 주행 능력의 유의한 향상을 보고하였다. 결론: 도로 주행 능력을 향상시키기 위한 운전재활은 다양한 방법으로 적용되고 있었다. 특히 시뮬레이터를 이용한 중재는 많은 연구를 통해 효과가 입증되고 있었다. 추후 다양한 연구 대상자와 중재 방법을 통해 도로 주행 능력 향상을 위한 운전재활 연구가 지속적으로 이루어져야 할 것이다.

• 제어로봇시스템학회:학술대회논문집
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• 제어로봇시스템학회 2004년도 ICCAS
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• pp.1158-1161
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• 2004

This paper describes the construction of a half sphere screen driving tilting simulator that can perform six degree-of-freedom (DOF) motions simulator to a tilting train. The mathematical equations of Tilting Train dynamics are first derived from the 6-DOF bicycle model and incorporated with the bogie, carbody, and suspension subsystems. The equations of motion are then programmed by visual C++ code. To achieve the simulator functions, a motion platform that is constructed by six electric-driven actuators is designed, and its kinetics/inverse kinetics analysis is also conducted. Driver operation signals such as carbady angle, accelerator, and tilting positions are measured to trigger the Tilting dynamics calculation and further actuate the cylinders by the motion platform control program. In addition, a digital PID controller is added to achieve the stable and accurate displacements of the motion platform. The experiments prove that the designed simulator is adequate in performing some special rail road driving situations discussed in this paper.