• 한국ITS학회 논문지
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• 제21권2호
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• pp.101-115
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• 2022

본 연구는 LiDAR가 악천후 시 물체를 검지하는 성능을 맑은 날과 비교하여 알아보았다. 악천후를 재현하는 실험은 안개 시정거리를 200m부터 50m까지 4단계로 강우량은 20(mm/h)와 50(mm/h)로 나누어 수행하였다. LiDAR를 차량에 장착하여 실제 도로 위를 주행하여 진행하였고, 사람 모양의 표지판을 대상으로 측정거리별로 분석하였다. 성능지표는 Number of Points Cloud와 Intensity를 활용하였고, T-Test로 성능의 차이를 통계적으로 알아보았다. 연구결과, 맑은 날 대비 LiDAR 검지 성능은 강우량 20mm/h, 안개시정 200m 이하, 강우량 50mm/h, 안개시정 150m 이하, 100m 이하, 50m 이하의 순으로 성능저하가 발생하였다. 성능의 저하는 흰색보다는 검은색일 때, 측정거리가 멀어질수록 크게 발생하였다. 하지만, 흰색은 본 실험에서 최악의 상황으로 판단되는 시정 50m에서도 측정거리 10m에서는 성능의 차이가 미미하였고, 통계적으로는 차이가 없었다. 성능검증 결과는 향후 센서의 시인성을 제고하는 도로시설물 제작에 활용될 것이 기대된다.

• 한국도로학회논문집
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• 제18권6호
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• pp.77-85
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• 2016

OBJECTIVES : A fog generated field test was conducted to analyze the relationship between the luminance of variable speed-limit signs and the legibility distance under various fog density conditions. By using this study, appropriate luminance values can be selected depending on the density of fog. METHODS : An actual tunnel was selected as the area to conduct the test, as other places cannot maintain the fog condition because of rapid air current. Ninety-two subjects were recruited for this test, which took place during the course of three days. Visibility-distance detecting sensor was used to measure the visibility distance due to the fog density time, simultaneously with the evaluation of legibility distance by subjects. RESULTS : The test results show the relationship between luminance values and the legibility distance corresponding to the visibility distance due to fog. According to the technical test results, lower luminance value such as $7000cd/m^2$ corresponds to less legibility distance compared to higher values such as $20000cd/m^2$ or $40000cd/m^2$. However, the amount of difference between $20000cd/m^2$ and $40000cd/m^2$ is negligible in our test. CONCLUSIONS : The results of this study can be used to select appropriate luminance of valuable speed signs under fog conditions. Hence, drivers can expect to have more room to respond to adverse weather conditions, thereby reducing the risk of accidents.

• 한국도로학회논문집
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• 제18권6호
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• pp.145-152
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• 2016

OBJECTIVES : Visibility at night can be improved by using retroreflection for short distances and phosphorescent line markings for long distances. In this study, we analyzed the characteristics of the phosphorescent line marking through a laboratory luminance test. Field performance analysis was performed through tests conducted on the road. We also examined the luminance measurement methods using the digital image obtained during the phosphorescent visibility evaluation. METHODS : In this study, the laboratory luminance test of the phosphorescent line marking was conducted using seven specimens to characterize the luminance changes according to the type of the glass beads, the thickness of the phosphorescent line marking, and the brightness and irradiation time of the light source. Phosphorescent and general line markings were made at 150 m to investigate the field luminance performance. A preliminary review of the luminance measurement methods was made using a digital image from a digital single-lens reflex (DSLR) camera. The measured luminance ratio of the general and the phosphorescent line markings was compared with the calculated luminance ratio using luminance analysis. RESULTS : Through the laboratory luminance test, it was seen that the change in luminance, which corresponds to the brightness of the light source, appears large but the influence of the thickness and irradiation time is low. The field performance test of the phosphorescent line marking conducted on the road involved measuring the luminance on the day the marking was made and 7 days after the marking was made. The luminance was found to be $190mcd/m^2$ at 30 min after sunset and approximately $10-12mcd/m^2$ 4h after sunset. The results of the luminance test were captured using a digital image for each time group. The luminance ratio of the phosphorescent line marking, when compared to that of the general line marking, showed a similar trend within a 13% maximum error. Additionally, when this luminance ratio is compared to the direct field measurement, it could be confirmed that the luminance ratio, as captured in the digital image, showed a similar tendency. CONCLUSIONS : 1) The change in luminance corresponding to the brightness of the light source is significant in comparison with that corresponding to the thickness and the irradiation time. In addition, the results of the field test for the phosphorescent line marking satisfied the phosphorescent fire protection standard. 2) We examined the validity of the luminance measurement method using a digital image and we concluded that the change in the luminance ratio shows a similar tendency in both the cases. The results can form the basis for luminance measurement methodology for the construction and maintenance of phosphorescent line markings.

• 한국도로학회논문집
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• 제14권3호
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• pp.131-140
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• 2012

노면표시에 도포된 굴절률 1.5 유리알은 야간 우천 시 효과적인 재귀반사를 수행하지 못하여 교통안전에 심각한 문제를 초래하고 있다. 이를 극복하기 위해 습윤상태에서 효과적 재귀반사를 수행하는 굴절률 2.4인 우천형 bead와 건조 시 최적의 재귀반사를 수행해 내는 굴절률 1.9 bead를 혼합한다. 그러나 고성능의 굴절률 1.9와 2.4 bead는 기존 1.5 유리알에 비해 상당한 고가이므로 전량 사용하기에는 상당한 비용이 소요된다. 따라서 현장 설치 시에는 서로 혼합하여 사용하는 것이 바람직하며, 최적 성능과 소요 비용을 고려한 적정 배합비율을 찾아내는 것이 중요하다. 본 연구에서는 다양한 비율로 혼합된 bead를 국내 고속도로의 길가장자리선에 설치하였을 때 발생되는 각각의 비용 및 편익에 따른 경제성 분석을 수행하였다. 분석 수행결과, 다양한 강수량 변화에도 높은 시인성을 유지하는 대안은 굴절률 2.4가 100% 구성된 차선으로 나타났으며, 경제성이 가장 높게 확보되는 대안은 굴절률 1.5가 80%, 2.4가 20%로 구성된 차선으로 B/C는 약 1.92 수준으로 도출되어 국내 고속도로 길가장자리선의 적용 시 가장 효과적인 대안인 것으로 확인되었다. 아울러 연구의 한계와 몇몇 장래 연구과제가 토의되었다.

• 한국ITS학회 논문지
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• 제20권6호
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• pp.228-241
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• 2021

본 연구는 자율협력주행차량의 협력 인프라 중 하나인 도로표지판을 대상으로 LiDAR의 검지성능 변화를 알아보았다. 이를 위해서 색깔과 재질이 다른 도로표지판을 제작하여 실제도로 환경에서 강우량을 통제한 테스트를 수행하였다. 성능지표는 NPC와 Intensity로 선정하였고, 집단간의 비교는 T-Test를 활용하였다. 연구결과, 모든 재질에서 강수량이 증가할수록 LiDAR의 성능지표가 감소되는 결과가 관측되었다. 재귀반사지는 강수량 증가에 따른 성능지표 감소가 페인트 도색에 비해선 작았지만, 이 역시 40mm이상의 강수량에서는 데이터의 관측이 되지 않을 정도로 성능이 저하되었다. 검은색 페인트는 맑은 날에도 다른 색들에 비하여 성능지표가 낮았으며 특히, 백색의 재귀반사지는 성능지표가 강수량 증가에 가장 민감하게 저하되었다. 이러한 성능검증 결과는 향후 센서의 시인성을 제고하는 도로시설물 제작에 활용될 것으로 기대된다.

• 대한교통학회지
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• 제14권3호
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• pp.143-154
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• 1996

Since chevron alignment sign provides a user with information of road's alignment, it plays an important role in improving the safety aspects of the highway. Currently, it is installed without reasonable design specifications and maintained under insufficient labor and working time. This study, therefore, reviewed the current specifications involving design, installation, shape, and color and several alternatives were generated. The readibility and visibility were chosen as measure of effectiveness to compass these alternatives. Furthermore, spacing of sign was evaluated. The field study resulted that yellow background with black sign was more realible and visible than the other alternatives.

• 한국산학기술학회:학술대회논문집
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• 한국산학기술학회 2010년도 추계학술발표논문집 1부
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• pp.197-199
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• 2010

우리는 CCTV 카메라 영상에서 도로상에 통행중인 차량의 이동영역이 시정에 따라 달라진다는 점에 착안하여 이동영역을 추출하고 이를 이용하여 가시거리를 계산하는 시정 측정 장치를 개발하고 있으며, 이 때 가장 중요한 것은 어떻게 추출된 이동영역을 이용하여 시정측정값을 계산할 것인가 하는 것이다. 이동영역이 추출된 이미지에서 이동영역의 상단라인을 나타내는 가시선의 위치와 시정거리와는 일반적으로 지수함수의 관계를 가지게 된다. 본 논문에서는 가시선의 위치를 이용한 시정측정을 위해 도로의 표면과 카메라의 기하학적인 관계를 설명하고 비선형 곡선적합 방법에 기초한 도로모델과 이를 이용한 도로시정 측정과 실제 적용방안을 제시하고 구현한 결과를 보인다.

• 한국도로학회논문집
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• 제17권6호
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• pp.105-115
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• 2015

PURPOSES : This study aimed to evaluate the appropriateness of safety with the standard for threshold zone luminance as specified in the Recommendation for Lighting of Traffic Tunnel, which has been widely adopted worldwide. METHODS : A driving test of the subject in a full-scale road tunnel was conducted. The adaptation luminance and threshold zone luminance, which should be known for the driver to perceive an object within stopping sight distance, were obtained. These values were compared with the adaptation luminance and threshold zone luminance obtained by the existing reduced model test and tunnel lighting standard that has served as a guideline for the current threshold zone luminance standard. RESULTS : According to this study, threshold zone luminance should be increased to at least 1.8 times the value proposed in the existing studies and to twice the domestic tunnel lighting standard (KS C 3703: 2014). CONCLUSIONS : The threshold zone luminance proposed in this study differs largely from that obtained from indoor tests and from the current tunnel lighting standard used worldwide; this difference may be attributed to the fact that the indoor tests did not incorporate driving workload, non-uniformity of luminance distribution in terms of sight, and factors that reduce the visibility of the driver, such as the light reflected into the driver's eyes. Hence, it is necessary to further review the factors that reduce the visibility of drivers approaching tunnels in order to determine the rational tunnel threshold zone luminance.

• 한국도로학회논문집
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• 제18권3호
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• pp.127-134
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• 2016

PURPOSES : Low visibility caused by dark surroundings at nighttime affects the likelihood of accidents, and various efforts, such as installing road safety facilities, have been made to reduce accidents at night. Despite these efforts, the nighttime severity index (SI) in Korea was higher than the daytime SI during 2011-2014. This study determined the factors affecting daytime and nighttime accident severity through a discriminant analysis. METHODS : Discriminant analysis. RESULTS : First, drowsiness, lack of attention, and lighting facilities affected both daytime and nighttime accident severity. Accidents were found to be caused by a low ability to recognize the driving conditions and a low obstacle avoidance capability. Second, road conditions and speeding affected only the daytime accident severity. Third, failure to maintain a safe distance significantly affected daytime accident severity and nonsignificantly affected nighttime accident severity. The majority of such accidents were caused by rear-end collisions of vehicles driving in the same direction; given the low relative speed difference in such cases, the shock imparted by the accidents was minimal. CONCLUSIONS : Accidents caused by a failure to maintain a safe distance has lower severity than do accidents caused by other factors.

• Current Optics and Photonics
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• 제3권5호
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• pp.423-428
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• 2019

Visibility of road-surface markings is one of the critical issues that should be secured for self-driving cars as well as human drivers. Glass beads are taking on the role of retroreflectors, and therefore are considered a necessity in modern pavements. In this context, retroreflectance is sensitively dependent not only on the refractive index of glass beads but also on that of the surrounding medium. This implies that the optimum refractive index of glass beads immersed in water, i.e. under wet conditions, is different from that of glass beads surrounded by air, i.e. under dry conditions. A refractive index of approximately 1.9, which is known to maximize retroreflectance under dry conditions, actually exhibits much poorer retroreflectance under wet conditions. This suggests that glass beads with optimal refractive index for wet conditions need to be installed together with those for dry conditions. We propose a facile but practical model capable of calculating retroreflectance of glass beads surrounded by an arbitrary medium, here water in particular, and experimentally verify its capability of assessing the refractive index of commercial glass beads. Changes in retroreflectance according to the mixing ratio of glass beads with different refractive indices are also discussed, in an effort to propose the proper use of glass beads produced for dry and wet conditions.