순서형 프로빗 모형을 이용한 주행여건별 경로전환 행태 예측

고한검,최윤혁 한국교통연구원 2012 交通硏究 Vol.19 No.3

Though the result of decision making on route changing appears as a simple result of keeping the existing route or changing the route, the actual process of making the decision is comprised of diverse and complicated gradational processes. For efficient traffic management, a study on the route changing behavior of drivers and the factors influencing the decision is preferentially required. The adaptation rate on given traffic information varies depending on each individual driver. These different responses appear to be the result of unsuitableness to the intention of the traffic road manager and the whole network efficiency can be dropped after all. In this study, we built a Route Changing Behavior Prediction Model for which the Ordered Probit Model is used considering traffic information adoption characteristics of drivers who use expressways by driving condition. As variables which affect route changing, age group, travel purpose, satisfaction and necessity of traffic information, detour experience and driving condition were selected. We could see from the result of analyzing route changing behavior by driving condition that drivers showed a relatively passive route changing behavior of "normal or less positive" under a good driving condition and show relatively positive behavior to route changing under a poor driving condition, and the route changing behavior between good condition and poor condition is analyzed to have a characteristic of changing that intersects in the shape of an 'X'. In the case of inconvenient driving conditions, drivers are analyzed to show route changing behavior close to 'normal', and the route changing behavior is expected to change(decision on whether to use the existing route or switch to a new route) sensitively in response to the change in driving condition. Through the study, the determinant factors and route changing behaviors of the route changing decision for drivers according to driving conditions could be known. This study expects to improve the function of the entire network by the more effective traffic management through an information provision strategy which reflects drivers' behavior. 경로전환 의사결정의 결과는 기존 경로를 주행하거나 혹은 경로를 전환하는 단순한 결과로 나타나지만, 실제 이를 결정하는 과정은 다양하고 복잡하며 단계적인 프로세스에 의해 이루어진다. 효율적 교통관리를 위해서는 우선적으로 운전자 경로전환 행태와 영향요인들에 대한 연구가 선결적으로 필요하다. 주어진 교통정보에 대한 순응률은 운전자 개인별로 다르게 나타나며 이러한 운전자의 각기 다른 반응은 결국은 도로운영자의 운영 의도에 부합하지 않는 결과로 이어질 수 있는데, 이는 네트워크 전체의 효율을 떨어뜨릴 수도 있기 때문이다. 본 연구에서는 고속도로를 이용하는 운전자를 대상으로 설문조사를 통해 주행여건별로 운전자의 교통정보 수용 특성을 고려하여 순서형 프로빗 모형을 이용한 경로전환 행태 예측 모형을 구축하였다. 경로전환에 영향을 미치는 변수는 연령대, 통행목적, 교통정보의 만족도, 필요도, 우회경험, 주행여건이 선정되었다. 분석 결과, 주행여건 양호 상황에서는 “보통” 이하의 비교적 소극적인 경로전환 행태를, 주행여건 불량 상황에서는 경로전환에 비교적 적극적인 행태를 보이는 것을 알 수 있었으며, 양호 상태와 불량 상태 사이의 경로전환 행태는 ‘X’자 형태로 교차하여 변화하는 특징이 있는 것으로 분석되었다. 주행여건 불편 상황의 경우 보통에 가까운 경로전환 행태를 나타내는 것으로 분석되었으며, 주행여건의 변화에 민감하게 반응하여 경로전환의 행태가 변화(기존 경로 이용 또는 경로전환 여부 결정)할 것으로 예상된다. 본 연구를 통해 주행여건에 따라 운전자의 경로전환 의사결정에 있어서의 결정 요인 및 경로전환 행태(의지)에 대해 알아볼 수 있었다. 운전자의 행태가 반영된 정보제공전략의 수립을 통해 보다 효과적인 교통관리를 수행함으로써 네트워크 전체의 성능을 증진시킬 수 있을 것으로 기대한다.

자동차보험 약관상 운전피보험자의 범위에 관한 약관해석 고찰

조규성(Cho, Gyu-Seong) 동아대학교 법학연구소 2014 東亞法學 Vol.- No.63

자동차보험약관은 각 담보종목별로 피보험자를 한정적으로 열거하고 있는데, 어떤 사람이 자동차사고를 낸 경우 보험자가 그 보상책임을 지게 되는지 여부는 그 사람이 약관상 피보험자에 해당되는지 여부에 의해 결정된다. 그러므로 약관에서 규정하고 있는 피보험자의 범위를 명확히 하는 것은 보험자의 보상책임 유무를 결정하는 데 중요한 의의를 지니게 된다고 할 수 있다. 기본적으로 자동차보험 약관에서는 피보험자의 범위를 자동차의 소유자인 기명피보험자 이외에도 친족, 승낙, 사용, 운전피보험자 등으로 확대해서 규정하고 있는데, 이들 피보험자들 중 운전피보험자란 “자동차보험약관 소정의 각 피보험자를 위하여 피보험자동차를 운전 중인 자”라고 정의된다. 지금까지 운전피보험자의 범위에 대한 판단에 있어 대법원의 주류적 입장은 “고용운전자의 지위에 있으면 당해 운행에 있어서의 구체적이고 개별적인 승낙의 유무에 관계없이 약관상의 운전피보험자에 해당한다”고 판시해 왔는데 이러한 논리는 약관상 운전피보험자를 둔 취지와 약관의 의미에 반하는 해석이라고 비판받아 왔다. 아울러 이러한 대법원의 잘못된 판단 때문에 운전피보험자에 대한 해석과 관련해서 법원의 판단과 손해사정실무에서의 해석이 달라 다툼이 빈번하게 발생해 왔다. 하지만 최근에는 ‘운전피보험자’의 해석에 있어 약관의 의미 및 도입취지를 제대로 반영한 판결들이 선고되고 있어 다행이라 생각한다. 즉 승낙피보험자로부터 구체적, 개별적 승낙을 받고 그 승낙피보험자를 위하여 자동차 운전을 하였다고 하더라도 그것이 기명피보험자의 의사에 명백히 반하는 것으로 볼 수 있는 경우에는 그 운전자를 운전피보험자에 해당한다고는 볼 수 없다는 식의 대법원 판결이 나오고 있다. 앞으로 운전피보험자의 범위를 둘러싼 분쟁을 없애고 약관 해석과 적용의 일관성을 기하기 위해서는 해당 약관 조항의 내용을 운전피보험자를 둔 취지에 부합하도록 좀 더 구체화하는 형태로의 개정이 필요하다고 생각한다. 구체적으로는 현재 “~를 위하여 운전 중인 자”로 규정되어 있는 약관 문언을 “~를 위하여 운전하는 자”로 개정할 것을 제안한다. 왜냐하면 원래 운전피보험자를 약관에 규정한 취지가 “각 피보험자들을 위한 운전자의 행위상황”을 감안해서 도입한 것인데도 “~ 위하여 운전 중인 자”라는 표현은 행위 상황보다는 “운전자의 지위 내지 자격”을 강조하고 있는 형태로 해석될 소지가 많기 때문이다. Voluntary automobile insurance standard policy conditions are composed of five types of insured, namely in addition to ‘the named insured’ indicated in the policy the following persons are insureds: ‘the spouse (including unregistered spouse) and relatives of the named insured’, ‘the permitting insured’(namely, any person who drives or uses the automobile with the permission of the named insured) and ‘the employer of the named insured’, and ‘the driving insured’(namely, any person who drives for the above mentioned each insureds) Court rulings and claim adjuster’s affair have caused confusion because of the interpretation on the scope of the driving insured is different. In order to resolve these issues, I think that analysis on the scope of the driving insured in automobile insurance policy conditions must comply with the purpose of introduction and the origin of terms and conditions. According to the existing the Supreme Court’s judgement, if the driver is employed, without permission of owner or not, he became the driving insured. But I think that the existing the Supreme Court’s judgement is wrong. Because even though a person is the employed driver, if he drives for his own interests, he is not the driving insured but automobile operator(=means a person who operates an automobile for himself) by Act on Guarantee of Compensation for Loss caused by Automobile. Fortunately, in recent years, the pertinent Supreme Court’s judgement which the interpretation about the scope of the driving insured exactly determines has been sentenced. According to this Supreme Court case, even though a driver would have been driving for the permitting insured, if his driving is against the named insured’ apparent permission, he is not the driving insured. In conclusion, I strongly support this Supreme court case, because the judgement can make it clear the implication and extent on the scope of the driving insured under the automobile insurance clauses. Also I propose a revision of the provisions in order to eliminate any dispute relating to the interpretation of terms and conditions.

The Study of older driver characteristics at night or in the foggy using driving simulator

Kyung-Im Choi,JuYoung Kim,Wookyung Hwang,Woong-Won Park 대한인간공학회 2014 대한인간공학회 학술대회논문집 Vol.2014 No.5

The aim of this study is to investigate the older driver characteristics at night or foggy driving condition using driving simulator. 12 young drivers and 12 older drivers were selectively participated in the simulator driving test experiment. All of those had more than three years of driving experiences. A total 4 driving test conditions by weather conditions were performed for each subject:: Sunny-day(daytime, night-time), foggy-day(daytime, visibility range=140, 110). The simulated road was highway with 4 lanes for one direction. All driving test were conducted with 3D driving simulator considering experience effect in tests. Various data were collected in driving tests: lane departure rate, lane departure time, distance between driving car and lane, deviation of difference between driving car and lane, driving speed and speed deviation. The major findings from the analysis are summarized as follows: First, lane departure rate of old driver driving was 4.2 times high than younger driver. Second, at night driving, the older driving characteristics data were significant: lane departure time, distance between driving car and lane, deviation. Third, older driver take a difficult to drive a car at night, or in the foggy road condition. Understanding old driver’s driving characteristics, more researches for old driver’s visibility must be conducted.

Effects of non-driving-related task characteristics on the take-over response of the conditionally automated driving

Jimin Jeong(정지민),Seulgi Kim(김슬기),Sangeun Jin(진상은) 대한인간공학회 2021 대한인간공학회 학술대회논문집 Vol.2021 No.11

Objective: This study aimed to investigate the difference in take-over response according to non-driving-related task (NDRT) modalities under conditionally automated driving condition. Background: Previous studies have tested standardized and non-standardized NDRTs to understand driver’s response and provide knowledge in designing automated vehicle interface, but our understanding of the effect of NDRT modalities characterized by Eyes Off, Hands Off, and Mind Off is still far from complete. Method: Ten participants were asked to drive a conditionally automated driving simulator in which various NDRTs (Hand Off, Mind Off, Hand Off + Mind Off, Eyes Off + Mind Off, Eyes Off + Hands Off + Mind Off) were preprogramed. While driving at autonomous condition, a take-over request (ToR) was occurred, and the system control was transferred into the manual driving within 10 sec ToR limit. The dependent variables included take-over reaction time (ToRT), gaze reaction time (GRT), lane change time (LCT), horizontal gaze dispersion (HGD). Results: First, under Eyes On conditions, results showed significantly faster ToRT and GRT, but there was no significant difference in LCT. Second, the Hands On conditions did not give any significant influence on the take-over responses. Third, the Mind Off conditions also did not show significant changes in the take-over responses. Conclusion: Under the ToR condition in autonomous driving, visual monitoring of ambient environment was most important in quality of the take-over responses. Application: The NDRTs in autonomous vehicle should be designed to employ non susceptible conditions such as Hands Off and Mind Off.

Evaluating fatigue condition intensity of hazardous materials transport vehicles

Dongmin Kim,Jooyoung Lee,Kitae Jang 한국ITS학회 2022 한국ITS학회 학술대회 Vol.2022 No.06

Drowsy driving of commercialized vehicles has been a challenging issue to road safety hazards. Among the vehicles, hazardous materials transport trucks should be addressed to prevent not only critical road hazards but also secondary disasters by their drowsy driving accidents. Here, real-world driving data and driving environmental data were utilized to evaluate fatigue condition intensity (FCI) on highways about drowsy driving to hazardous material vehicles. With the Drowsy driving dataset constructed based on drowsy driving features in previous studies, the study proposed a methodology to compute FCI to fatigue conditions by rule-based association analyses. The proposed methodology offers numerical indicators of FCI of the drivers and presents similar insights to fatigue conditions with other research. In addition, the numerical indicator contributes to describing microscopic features of drowsy driving conditions.

Boundary Condition for Bare Chassis Brackets of the Commercial Vehicle

Yang, Seung Bok The Institute of Internet 2022 International journal of advanced smart convergenc Vol.11 No.1

It is common for commercial vehicles to make the top part according to the use after making the bear chassis, and to connect various devices with the bear chassis. Various brackets used in bear chassis for the development of all automobiles, including commercial vehicles, play a role of connecting the components required for driving and operating the car to the car body. In commercial vehicles, components necessary for operation are installed in the bear chassis; that is, the bear chassis of commercial vehicles is a space where the devices required for driving and operating the vehicle are installed. The devices required for the configuration of the vehicle are drive, brake, exhaust and steering, etc. These devices are basically connected to the body, the front axis, or the rear axis. The part interlinking the apparatuses required for the vehicle drive to the car body or axis is bracket. In this study, we analyzed the boundary conditions to evaluate the stability of the three brackets that connect the components of the car to the front axis of the new type of 30-seater bus in the development process. In order to analyze the boundary conditions, the boundary conditions according to the driving condition of the vehicle were classified. For stress analysis to evaluate the stability of brackets according to the driving state of the vehicle, it is reasonable to give the bracket a boundary condition of harsh conditions.

Boundary Condition for Bare Chassis Brackets of the Commercial Vehicle

양승복 한국인터넷방송통신학회 2022 Journal of Advanced Smart Convergence Vol.11 No.1

It is common for commercial vehicles to make the top part according to the use after making the bear chassis, and to connect various devices with the bear chassis. Various brackets used in bear chassis for the development of all automobiles, including commercial vehicles, play a role of connecting the components required for driving and operating the car to the car body. In commercial vehicles, components necessary for operation are installed in the bear chassis; that is, the bear chassis of commercial vehicles is a space where the devices required for driving and operating the vehicle are installed. The devices required for the configuration of the vehicle are drive, brake, exhaust and steering, etc. These devices are basically connected to the body, the front axis, or the rear axis. The part interlinking the apparatuses required for the vehicle drive to the car body or axis is bracket. In this study, we analyzed the boundary conditions to evaluate the stability of the three brackets that connect the components of the car to the front axis of the new type of 30-seater bus in the development process. In order to analyze the boundary conditions, the boundary conditions according to the driving condition of the vehicle were classified. For stress analysis to evaluate the stability of brackets according to the driving state of the vehicle, it is reasonable to give the bracket a boundary condition of harsh conditions.

완전 자율주행을 위한 도로 상태 기반 제동 강도 계산 시스템

손수락,정이나 한국인터넷정보학회 2022 인터넷정보학회논문지 Vol.23 No.2

After the 3rd level autonomous driving vehicle, the 4th and 5th level of autonomous driving technology is trying to maintain the optimal condition of the passengers as well as the perfect driving of the vehicle. However current autonomous driving technology is too dependent on visual information such as LiDAR and front camera, so it is difficult to fully autonomously drive on roads other than designated roads. Therefore this paper proposes a Braking Strength Calculation System (BSCS), in which a vehicle classifies road conditions using data other than visual information and calculates optimal braking strength according to road conditions and driving conditions. The BSCS consists of RCDM (Road Condition Definition Module), which classifies road conditions based on KNN algorithm, and BSCM (Braking Strength Calculation Module), which calculates optimal braking strength while driving based on current driving conditions and road conditions. As a result of the experiment in this paper, it was possible to find the most suitable number of Ks for the KNN algorithm, and it was proved that the RCDM proposed in this paper is more accurate than the unsupervised K-means algorithm. By using not only visual information but also vibration data applied to the suspension, the BSCS of the paper can make the braking of autonomous vehicles smoother in various environments where visual information is limited. 3단계 자율주행 차량 이후, 4, 5단계의 자율주행 기술은 차량의 완벽한 주행뿐만 아니라 탑승객의 상태를 최적으로 유지하기 위해노력하고 있다. 그러나 현재 자율주행 기술은 LiDAR, 전방 카메라 등 시각적 정보에 과하게 의존하기 때문에 지정된 도로 이외의 도로에서 완벽하게 자율주행을 실행하기 힘들다. 따라서 본 논문은 차량이 시각 정보 외의 데이터를 사용하여 도로의 상태를 분류하고, 도로 상태와 주행 상태에 따라 최적의 제동 강도를 계산하는 BSCS (Braking Strength Calculation System)를 제안한다. 본 논문에서 제안하는 BSCS는 KNN 알고리즘을 기반으로 도로의 상태를 분류하는 RCDM (Road Condition Definition Module)과 RCDM의 결과와 현재주행 상태를 통해 주행 중 최적의 제동 강도를 계산하는 BSCM (Braking Strength Calculation Module)로 구성된다. 본 논문의 실험 결과, KNN 알고리즘에 가장 적합한 K의 수를 찾을 수 있었고, 비지도 학습인 K-means 알고리즘보다 본 논문에서 제안한 RCDM이 더정확한 것이 증명되었다. 해당 논문의 BSCS는 시각 정보뿐만 아니라 서스펜션에 가해지는 진동 데이터를 사용함으로써, 시각 정보가제한되는 여러 환경에서 자율주행 차량의 제동을 더 원활하게 만들 수 있다.

주행중 발거동 분석

정희석(Hee-seok Jung),박보현(Bohyun Park),이승환(Sunghwan Lee) 한국자동차공학회 2012 한국자동차공학회 부문종합 학술대회 Vol.2012 No.5

Until now, most studies of foot moving or driving posture have been performed under laboratory driving conditions. But there are many different things between actual driving conditions and laboratory driving conditions because, in laboratory conditions, it is hard to consider vehicle’s noise, vibration and people’s psychology state while driving. Thus this study is performed through actual driving conditions. And while driving test, we recorded driver’s foots with 2 cameras to investigate foots(left and right) heel point and how human foots move to control the three pedals : accel, brake and footrest. Through driving test, the results of this study show that the position of driver’s heel point isn’t related to stature and tends to be generalized.

쉴러에 근거한 미적 교육 방안 연구 - ‘인간의 미적 교육을 위한 편지’ 를 중심으로 -

이화식 한국초등미술교육학회 2012 미술교육연구논총 Vol.32 No.-

Schiller advocates aesthetic education through On the aesthetic education of man , and in his aesthetic education, aesthetic activity is nothing more than a means, and human education in harmony is the purpose. He points out that conflicts and lack of harmony are problems presenting human personality and circumstances that are conflictory. He suggests that harmonizing and unifying such conflictory human characteristics is ‘beauty.’While doing so, he explains in detail the justification of aesthetic play which takes beauty as its goal. For instance, he suggests the drive of human personality as ‘the formal drive; and the drive of condition as ‘the material drive’. The drive to unify such conflicting drives(desires) is the play drive,and the play drive is a desire that operates on the basis of beauty. In addition, he carefully explains the process of transformation from material condition to mental condition and then to aesthetic condition, and the concept that uses such process or stages of such process is aesthetic appearance. Aesthetic appearance provides an opportunity to enter aesthetic sentiment by taking advantage of human's inherent material attribute and mental attribute. Thus, On the aesthetic education of man points out specifically how the forms and contents of aesthetic play influence human personality and change instead of making a remark in a superficial manner on the importance of aesthetic education which we advocate. Therefore, this study examined On the aesthetic education of man , and deducted ways to apply the methods of aesthetic education to aesthetic education in Korea. This study deduced methods of aesthetic education in aesthetic education of Letters Upon The Aesthetic Education of Man. Schiller's method of aesthetic education is using ‘the play drive’, ‘aesthetic appearance’, ‘aesthetic freedom’,and ‘aesthetic condition.’ This study offered three examples of using the play drive in a specific manner, five examples of formation of aesthetic appearance,and three examples of experiencing aesthetic condition, and this study was completed with examples of applying them to modern aesthetic education. 쉴러는 『미적 편지』 를 통해 미적 교육을 주장하였는데, 그의 미적 교육에서 미적 활동은 하나의 수단에 불과하고 조화로운 인간교육이 목적이다. 그는 인간의 대립적인성질인 인격과 상황을 제시하여 서로 조화되지 못하고 갈등하는 것이 문제라고 지적하고 있다. 이와 같은 대립적인 인간 특성을 조화롭게 통합시키는 것이 ‘미’라 제시했다. 그러면서 미를 목적으로 하는 미적 유희의 정당성을 자세히 설명하고 있다. 예를 들면인간의 인격의 추진력을 ‘형식충동’이라 하고, 상태의 추진력을 ‘소재충동’이라 제시했다. 이와 같은 상반된 추진력(욕구)을 조화롭게 통합시키는 추진력이 유희충동이고,유희충동은 미를 바탕으로 작용하는 욕구이다. 또한 그는 인간이 물질적 상태에서 정신적 상태로, 다시 정신적 상태에서 미적 상태로 변화되는 과정을 주의 깊게 설명하고있는데 그 과정이나 단계를 사용하는 개념이 미적 가상이다. 미적 가상은 인간이 선천적으로 가지고 있는 물질적 속성과 정신적 속성을 이용하여 미적 정조의 단계로 진입할 수 있는 계기를 제공하여 준다. 이와 같이 쉴러의 『미적 편지』는 피상적으로 우리가주장하는 미적 교육의 중요성을 언급하기 보다는 미적 유희의 형식과 내용이 어떻게인성에 영향을 미치고 변화하는지 구체적으로 지적하고 있다. 그래서 본 연구자는 『미적 편지』를 연구하고 미적 교육의 방법을 현대 우리 미적 교육에 적용할 수 있는 방안을 도출하였다. 『미적 편지』 의 미적 교육에서 미적 교육의 방법을 추론해내었다. 쉴러의 미적 교육 방법은 ‘유희충동’, ‘미적 가상’, ‘미적 자유’, ‘미적 상태’를 이용하는 것이다. 유희충동의 이용은 구체적인 방법으로 3가지를 제시했고, 미적 가상의 형성은 5가지로 제시하며, 미적 상태의 체험은 3가지로 제시하여 다시 현대 미적 교육에 적용하는 것으로 연구를 마무리했다.