• The Transactions of the Korean Institute of Electrical Engineers P
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• v.64 no.3
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• pp.193-198
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• 2015

A large number of vision applications rely on matching keypoints across images. Pedestrian detection is under constant pressure to increase both its quality and speed. Such progress allows for new application. A higher speed enables its inclusion into large systems with extensive subsequent processing, and its deployment in computationally constrained scenarios. In this paper, we focus on improving the speed of pedestrian detection using HOG(histogram of oriented gradient) and multi frame operation which is robust to illumination changes in cluttering images. The result of our simulation indicates that the detection rate and speed of the proposed method is much faster than that of conventional HOG and differential images.

• Journal of Korean Society of Transportation
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• v.32 no.2
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• pp.106-118
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• 2014

The objective of this study is to develop a methodology for evaluating the effectiveness of in-vehicle pedestrian warning systems. Driving Simulator-based experiments were conducted to collect data to represent driver's responsive behavior. The braking frequency, lane change duration, and collision speed were used as measure of effectiveness (MOE) to evaluate the effectiveness. Collision speed data obtained from the simulation experiments were further used to predict pedestrian injury severity. Results demonstrated the effectiveness of warning information systems by reducing the pedestrian injury severity. It is expected that the proposed evaluation methodology and outcomes will be useful in developing various vehicular technologies and relevant policies to enhance pedestrian safety.

• Journal of Korean Society of Transportation
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• v.28 no.5
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• pp.7-15
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• 2010

The walkway level of service (LOS) is conceptualized using pedestrian flow rate, speed, and density according to the Korean Highway Capacity Manual (KHCM). However, as it is based on the data of commuters at peak hours, it needs to be reevaluated considering various trip purposes and a pleasant pedestrian environment. Thus, the authors aimed to investigate and analyze the characteristics of each group: pedestrians during the peak hour and those during the non-peak hour. Then they were verified statistically for the walkway evaluation criteria. In this study, the authors investigated pedestrian speed and flow in a complex transit center walkway with diverse trip purposes by peak and non-peak hour. Then the authors statistically verified the differences between the groups. A model was built for estimating pedestrian density by speed and flow; it was used to calculate the walkway capacity (67.3p/m/m) corresponding to LOS E. The authors established new criteria for LOS, applying the LOS from the HCM. These standards can then be used as the design standards for pedestrian walkways.

• KSII Transactions on Internet and Information Systems (TIIS)
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• v.15 no.7
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• pp.2321-2338
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• 2021

Compared with vehicle trajectories, pedestrian trajectories have stronger degrees of freedom and complexity, which poses a higher challenge to trajectory prediction tasks. This paper designs a mode to divide the trajectory of pedestrians at a traffic intersection, which converts the trajectory regression problem into a trajectory classification problem. This paper builds a deep model for pedestrian trajectory prediction at intersections for the task of pedestrian short-term trajectory prediction. The model calculates the spatial correlation and temporal dependence of the trajectory. More importantly, it captures the interactive features among pedestrians through the Attention mechanism. In order to improve the training speed, the model is composed of pure convolutional networks. This design overcomes the single-step calculation mode of the traditional recurrent neural network. The experiment uses Vulnerable Road Users trajectory dataset for related modeling and evaluation work. Compared with the existing models of pedestrian trajectory prediction, the model proposed in this paper has advantages in terms of evaluation indicators, training speed and the number of model parameters.

• International Journal of Highway Engineering
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• v.16 no.4
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• pp.111-118
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• 2014

PURPOSES: The purposes are to analyze the pedestrian accident severity and to develop the accident models by arterial road function. METHODS: To analyze the accident, count data and ordered logit models are utilized in this study. In pursuing the above, this study uses pedestrian accident data from 2007 to 2011 in Cheongju. RESULTS : The main results are as follows. First, daytime, Tue.Wed.Thu., over-speeding, male pedestrian over 65 old are selected as the independent variables to increase pedestrian accident severity. Second, as the accident models of main and minor arterial roads, the negative binomial models are developed, which are analyzed to be statistically significant. Third, such the main variables related to pedestrian accidents as traffic and pedestrian volume, road width, number of exit/entry are adopted in the models. Finally, Such the policy guidelines as the installation of pedestrian fence, speed hump and crosswalks with pedestrian refuge area, designated pedestrian zone, and others are suggested for accident reduction. CONCLUSIONS: This study analyzed the pedestrian accident severity, and developed the negative binomial accident models. The results of this study expected to give some implications to the pedestrian safety improvement in Cheongju.

• Transactions of the Korean Society of Automotive Engineers
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• v.19 no.3
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• pp.9-15
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• 2011

This study analyzed contributing factors affecting leg injury severity in pedestrian-vehicle crashes. A Binary Logistic Regression (BLR) method was used to identify the factors. Independent variables include characteristics for pedestrian, vehicle, road, and environmental conditions. The leg injury severity is classified into two classes, which are dependent variables in this study, such as 'severe' and 'minor' injuries. Pedestrian age, collision speed, and the height of vehicle were identified as significant factors for the leg injury. The probabilistic outcome of predicting leg injury severity can be effectively used in not only deriving pedestrian-related safety policies but also developing advanced vehicular technologies for pedestrian protection.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.28 no.5D
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• pp.735-740
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• 2008

The Design manual for adjusting the capacity and LOS of facilities has been shared in urban railways and high-speed railway stations. However, the pattern of urban railways users and those of high-speed railway users are different from each other. For an example, the high-speed railway users tend to carry voluminous luggages and the transportation disadvantaged such as children and the elderlies. Accordingly, we see that the scale of facilities and the station itself should be constructed differently. The transfer facilities in the high-speed railway stations are classified widely into walking assisting facilities and convenient facilities. We invented the concept of PME (Pedestrian Moving Equivalent) and PWE (Pedestrian Waiting Equivalent)for the spatial calculation of those who are with wheeled luggages, back packs, and children to reflect the uniqueness of users in high-speed railway stations. These equivalents have been applied to the design of the facilities to asses the new Capacity and LOS that are users' favored.

• Journal of the Korean Society of Manufacturing Process Engineers
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• v.7 no.4
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• pp.115-120
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• 2008

The fatalities of pedestrian accounted for about 40.0% of all fatalities in Korea (2005 year). In pedestrian involved accident, the most important data to inspect accident is throw distance of pedestrian. The throw distance of pedestrian can be influenced by many variables, such as vehicular frontal shape, vehicular impact speed, the offset of impact point, the height of pedestrian, and road condition. The trajectory of pedestrian after collision can be influenced by vehicular frontal shape classified into sedan type, box type, SUV type and van type. Many studies have been done about pedestrian accident with passenger car model and bus model for simple factors. But the study of pedestrian accident by van type vehicle was much insufficient, and even that the influence of multiple factors such as the offset of impact point was neglected. In this paper, a series of pedestrian kinetic simulation were conducted to inspect relationship between throw distance and multiple factors with using PC-CRASH s/w, a kinetic analysis program for a traffic accident for van type. By based on the simulation results, multi-variate regression was conducted, and regression equation was presented.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.18 no.6
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• pp.202-210
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• 2019

This paper evaluated the performance of passenger vehicles with an AEB(Autonomous Emergency Braking) for various pedestrian-vehicle collision situations. The experiment was conducted at a speed of 30-60km/h on a 2017 3,000cc vehicle using a range of collision scenarios. The results showed that the test vehicle stopped before crashing a pedestrian dummy under all scenarios at 30km/h. The test vehicle reduced the speed but crashed the pedestrian dummy in all scenarios at 40-60km/h. From the paired t-test, there was a speed difference from the AEB system at a significant level of 0.05. In addition, the percentage of speed reduction was quite different for each scenario tested. It was concluded that the current AEB system can prevent pedestrian collisions at speed of 30km/h, but cannot prevent collisions with pedestrians at speed of 40-60 km/h.

• Journal of Korean Society of Transportation
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• v.34 no.3
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• pp.207-221
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• 2016

In Korea, older pedestrian accounted for 57% of all pedestrian deaths although a ratio of older pedestrian accidents to total pedestrian accidents was only 25.9%. Though ageing population problem becomes more challenging for road safety, little is know about the behaviour of older pedestrian's behaviour. This study aimed to identify road crossing behaviour of older pedestrian at three-lane unsignalized crosswalks using video image analysis and to compare the behaviour of older pedestrian to younger one by indicators including approaching speed, the number of walking steps and other factors. The results showed that there was a difference of approaching time at kerb, waiting time at kerb, the number of glances at kerb, and the number of glances at crossing between two groups under the situation of car approaching to crosswalks. It also showed that older pedestrian usually spent 1.16 times more than younger pedestrian to walk across the crosswalk with only 84.4% of walking speed of younger pedestrian. The number of steps of older pedestrian for road crossing was 1.12 times higher with 90% shorter steps than younger pedestrian. It was concluded that older pedestrian usually decided to walk across in case of 1.67 times longer headway than younger pedestrian's decision. These results could be applied in road and facility design for better safety of older pedestrians.