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동시과제가 운전 수행 능력에 미치는 영향 -차량 통제 및 동작신호 해석을 중심으로-
문경률 ( Kyung Ryoul Mun ),최진승 ( Jin Seung Choi ),강동원 ( Dong Won Kang ),방윤환 ( Yun Hwan Bang ),김한수 ( Han Soo Kim ),이수정 ( Su Jung Lee ),양재웅 ( Jae Woong Yang ),김지혜 ( Ji Hye Kim ),최미현 ( Mi Hyun Choi ),지두환 ( 한국감성과학회 2010 감성과학 Vol.13 No.4
본 연구의 목적은 차량 통제 변인과 동작의 부드러움 변인을 이용하여 동시 과제 수행이 운전 수행 능력에 미치는 영향을 정량적으로 제시하는 것이다. 1~2년의 운전 경력을 가진 피험자 20명이 실험에 참여하였다. 피험자는 동작분석을 위해 상지(shoulder, elbow, wrist) 및 하지(knee, ankle, toe)에 9개의 마커를 부착한 후, 운전시뮬레이터를 이용하여 80km/hr로 주행하는 선행 차량과 30m의 간격을 유지하며 직선 주행하도록 하였다. 동시과제는 문자 메시지 보내기와 네비게이션 검색으로 선정하였다. 실험 시간은 2분으로 운전 시작 후 1분은 운전만을, 다음 1분은 운전과 동시과제를 함께 실시하도록 하였고, 각각 운전구간과 동시과제구간으로 정의하였다. 차간거리(Anterior-Posterior Coefficient of Variation, APCV) 및 차선이격거리의 분산계수(Medial-Lateral Coefficient of variation, MLCV)와 저크비용함수(Jerk-cost function, JC)를 이용하여 운전 수행 능력을 평가하였다. APCV는 운전구간에 비해 운전 중 네비게이션 검색 시 222.1% 증가하였다. MLCV는 문자 메시지 전송 과제를 수행할 경우, 318.2%, 네비게이션 검색 과제를 수행할 경우 309.4%가 증가하였다. JC는 운전구간에 비해 동시과제 수행 시, 팔꿈치, 무릎, 발목, 발가락에서 유의하게 증가하였고, 하지마커 전체의 평균값은 문자과제 수행 시 218.2%, 네비게이션 과제 수행 시 294.7%가 증가하였다. 운전 중 동시과제의 수행은 JC를 증가시켜 운전자의 동작의 부드러움을 감소시키고, APCV와 MLCV를 증가시켜 차량의 횡적·종적 통제를 어렵게 한다고 결론 내릴 수 있다. The purpose of this study was to quantitatively evaluate the effects of the secondary task while simulated driving using the variable indicating control of vehicle and smoothness of motion. Fifteen healthy adults having 1~2years driving experience were participated. 9 markers were attached on the subjects` upper(shoulder, elbow, wrist) and lower(knee, ankle, toe) limbs and all subjects were instructed to keep the 30m distance with the front vehicle running at 80km/hr speed. Sending text message(STM) and searching navigation(SN) were selected as the secondary task. Experiment consisted of driving alone for 1 min and driving with secondary task for 1 min, and was defined driving and cognition blocks respectively. To indicate the effects of secondary task, coefficient of variation of distance between vehicles and lane keeping(APCV and MLCV) and jerk-cost function(JC) were analyzed. APCV was increased by 222.1% in SN block. MLCV was increased by 318.2% in STM and 308.4% in SN. JC were increased at the drivers` elbow, knee, ankle and toe, especially the total mean JC of lower limbs were increased by 218.2% in STM and 294.7% in SN. Conclusively, Performing secondary tasks while driving decreased the smoothness of motion with increased JC and disturbed the control of vehicle with increased APCV and MLCV.
수직 진동을 동반한 Leg Press 운동 시 진동 크기와 주파수에 따른 하지 근육의 근전도 차이 분석
최진승(Jin-Seung Choi),김용준(Yong-Jun Kim),강동원(Dong-Won Kang),문경률(Kyung-Ryoul Mun),탁계래(Gye-Rae Tack) 대한기계학회 2008 대한기계학회 춘추학술대회 Vol.2008 No.11
As a prerequisite of developing muscle biofeedback system which can simulate analogous isokinetic exercise, the purpose of this study was to study the effects of frequency and amplitude of whole-body vibration on the difference in sEMG on lower extremities during leg press exercise with/without vibration. The amplitude of vibration was set to 20, 50, 80 and the frequency of vibration was set to 10, 20, 30, and 50 ㎐. EMG were measured at Vastus lateralis muscle and Vastus medialis muscle. MP100 EMG module(BIOPAC system Inc., USA) was used for EMG measurement. The result showed that the combination of frequency of 30㎐ and amplitude of 50 had more activated EMG than other combination with relatively small work load (30㎏). It is necessary to experiment the frequency between 20 and 40㎐ in detail, and to normalize sEMG using maximal voluntary contraction (MVC).
운전 중 돌발 상황과 관련된 인지 처리 및 감정 반응의 피부전도수준 해석
이수정(Su-Jeong Lee),양재웅(Jae-Woong Yang),김지혜(Ji-Hye Kim),최미현(Mi-Hyun Choi),문경률(Kyung-Ryoul Mun),김한수(Han-Soo Kim),최진승(Jin-Seung Choi),지두환(Doo-Hwan Ji),민병찬(Byung-Chan Min),탁계래(Gye-Rae Tack),정순철(Soon-Cheol 대한인간공학회 2010 大韓人間工學會誌 Vol.29 No.6
The purpose of this study was to analyze the skin conductance level (SCL) induced by unexpected situation which reflected the emotional and cognitional responses during driving. The participants included 57 college graduates; 28 males aged 245±1.3 with 2.3±1.5 years of driving experiences and 29 females aged 23.6±2.6 with 2,2±1.7 years of driving experience. Reaction time of brake, averaged SCL, maximum SCL, and rising time to maximum amplitude were measured. They were analysed according to condition (crash, non-crash) and gender (male, female). The reaction time of brake was more faster and averaged SCL was greater during non-crash condition than during crash condition. There were no significant differences between male and female drivers in the reaction time of brake and averaged SCL whether or not it crash. There were no significant differences between crash and non-crash conditions in the maximum SCL and rising time to maximum amplitude, but there were significant differences between male and female in them. These results support the hypothesis that averaged SCL is more related to cognitional response and maximum SCL and rising time to maximum amplitude are more related to emotional responses.