Earticle

This research introduces the Financial Effect Measurement (FEM) models which measures both the improvement and the innovation performance of Quality Control Circle (QCC) and activities of Six Sigma. Concepts and principle of Comprehensive Income Statement (CIS), Balanced Scorecard (BSC), Time-Driven Activity Based-Costing (TDABC) and Total Productive Maintenance (TPM) are applied in order to develop the 4 FEM models presented in this paper. First of all, FEM using CIS depicts the improvement effects of production capacity and yield using relationships between demand and supply, and line balancing efficiency between bottleneck process and non-bottleneck processes . Secondly, cause-and-effect relation of Key Performance Indicator (KPI) is used to present Critical Success Factor (CSF) effects for QC Story 15 steps of QCC and DMAIC (Define, Measure, Analyze, Improve, and Control) of Six Sigma. The next is FEM model for service management innovation activities that uses TDABC to calculate the time-driven effect for improving the indirect activities according to the cost object. Lastly, FEM model for TPM activities presents the interpretation of improvement effect model of TPM Capital Expenditure (CAPEX) and Operating Expenditure (OPEX) maintenance using profit, cash and Economic Added Value (EVA) as metrics of enterprise values. To better understand and further investigate FEMs, recent cases on National Quality Circle Contest are used to evaluate new financial effect measurement developed in this paper.

본 연구의 목적은 교류분석 이론에 근거한 성인용 드라이버와 시간구조화 척도를 개발하고 타당성을 검증하는 것이다. 연구 대상은 성인 1,671명(남 594명, 여 1,067명)으로 1차(2018년)와 2차(2019년) 두 차례의 연구로 진행되었다. 1차 연구는 드라이버 척도 64문항(완벽하게 하라 12문항, 남을 기쁘게 하라 12문항, 서둘러라 12문항, 열심히 하라 14문항, 강해져라 14문항), 시간구조화 척도 71문항(폐쇄 14문항, 의식 14문항, 활동 10문항, 잡담 13문항, 게임 10문항, 친밀 10)에 대해 타당성을 검증하여 신뢰로운 문항을 선정하는 것이었다. 2차 연구는 1차 연구분석 결과 선정된 드라이버 척도 45문항(5요인 각 9문항), 시간구조화 척도 48문항(6요인 각 8문항)에 대한 타당성 검증과정을 거쳐 드라이버와 시간구조화 척도를 표준화하는 것이었다. 연구 결과를 보면, 개발된 드라이버 45문항과 시간구조화 48문항 모두 신뢰롭고 타당도가 높은 문항임이 확인되었다. 본 연구에서 개발된 두 척도는 급속한 성장을 이룬 한국사회 성인의 병리적 현상과 특성을 이해하는데 유용할 것으로 판단된다. 또한 드라이버와 시간구조화 척도는 심리특성 진단, 학교 교육, 기업 등 다양한 분야에서 진단도구로 활용될 수 있다는 점에서 그 의의가 있다고 할 수 있다.

The purpose of this study is re-validate the validation of the Driver Scale and Time Structuring Scale devised by Moon, ho- young in 2017. This study is carried out two times with 1671 people - 1021 adults at first time and 650 at the other. The first study included 50 questions on driver scale devised by Moon, ho- young and 64 questions that added 14 questions: two questions on ‘Be perfect’, two on ‘Please others’, two on ‘Hurry up’, four on ‘Try hard’, four on ‘Be strong.’71 questions regarding on time structuring scale were studied in detail as the following: 11 questions were added to the 60 basic questions and the 11 questions were consisted of four questions on ‘Withdrawal’, four on ‘Rituals’, and three questions on ‘Pastimes’. The writers select highly valid and trustworthy questions using various method of analysis. The second study was conducted to validate the validation of the scale with 45 questions on drive scale and 48 questions on time structuring scale that were chosen from the first study result. Through these two studies researchers completed the Korean driver scale and time structuring scale. The result of this study clearly shows that 45 questions on driver scale questions and 48 questions on time structuring scale devised by Moon, ho- young(2017) including some modified questions and one newly invented question were highly valid and trustworthy in evaluating the validity of each scale. This result of this study proves that the driver scale and time structuring scale devised by Moon, ho-young(2017) is a valid tool for testing Korean adults.

운전 시뮬레이션을 사용하여 차량 전방의 장애물 출현으로 인해 제어권 인수가 요구되는 3-수준 자율주행 상황에서 운전자의 주의분산 및 도로혼잡도 조건에 따른 제어권 인수시간(takeover time: TOT)과 장애물 회피에 대한 정신적, 신체적 작업부하에서의 차이를 비교하였다. 실험참가자들은 연령대에 따라 20대의 청년운전자 집단과 65세 이상의 고령운전자 집단으로 구분하였다. 주의분산은 자율주행 중 운전과 직접적으로 관련없는 과제(non-driving task: NDT)의 수행으로 유도되었고, 도로혼잡도 조건은 실험참가자 차량 주변의 차량 대수를 달리하여 조작하였다. 본 연구의 주요 결과와 시사점은 다음과 같다. 첫째, 자율주행 중의 NDT 미수행 조건에 비해 수행 조건에서, 그리고 한산도로보다는 혼잡도로에서 실험참가자들의 TOT가 유의하게 지체되었고, 제어권 인수 이후 장애물 회피 과정에서 경험하는 정신적, 신체적 작업부하의 수준도 유의하게 더 높았다. 둘째, 특히 이러한 경향은 청년운전자 집단에 비해 고령운전자 집단에서 더 뚜렷하였다. 이러한 결과는 혼잡한 도로에서 주의가 시각적, 청각적으로 분산될 경우 고령운전자 집단은 차량 전방의 장애물에 대한 안전하고 효과적인 회피 수행에서 어려움이 더 증가할 수 있다는 것을 시사한다.

This driving simulation study compared differences in driver’s takeover time (TOT) and subjective workload for obstacle avoidance under different conditions of road complexity and attention distraction in in a level-3 automated driving. Participants were divided into two groups: young drivers in their 20s and older drivers aged 65 or older. Attention distraction was induced by performing a non-driving task (NDT) during autonomous driving, and road complexity was manipulated by varying the number of vehicles surrounding the drivers’ vehicle. The main findings and implications of this study are as follows. First, drivers’ TOT was significantly delayed in the NDT condition compared to the non-NDT condition during automated driving, and in the congested traffic condition compared to the clear road condition. Furthermore, the level of mental and physical workload during obstacle avoidance through manual driving after control takeover was significantly higher. Second, this tendency was particularly pronounced in the older driver group compared to the younger driver group. The results of this study suggested that older drivers may experience increased difficulties in safe and effective avoidance regarding obstacles ahead of their vehicle when visually and audibly distracted on congested roads.

본 연구는 운전자와 자동차 항법 시스템의 상호작용이 어떠한 방식으로 이루어지는지 살펴보기 위해 실시되었다. 이를 위해 자동차 항법 시스템의 메뉴 구조와 운전 난이도 및 항법 시스템 메뉴 항목의 선택에 대한 시간 압력이 체계적으로 조작된 운전 시뮬레이션 상황에서 운전자의 메뉴 항목 선택 수행(선택 반응시간과 에러율)과 운전 수행(차량의 종적 및 횡적 통제)이 측정되었다. 실험 1에서는 항법 시스템의 메뉴 항목 선택에 시간 압력이 주어졌을 때의 효과가 주로 검토되었는데, 그 결과 시간 압력이 없는 조건에 비해 시간 압력이 있는 조건에서 운전자의 메뉴 선택 수행과 운전 수행이 모두 더 우수한 것이 관찰되었다. 실험 2에서는 메뉴 항목 선택에 대한 시간압력뿐만 아니라 운전 난이도(직선도로 vs. 곡선도로) 및 항법 시스템의 메뉴 구조(좁고-깊은 구조 vs. 넓고-얕은 구조)도 변화시켰다. 실험 2의 결과를 요약하면 다음과 같다. (1) 실험 1과 마찬가지로 시간 압력이 있는 경우 메뉴 선택 수행이 더 우수하였으며, (2) 좁고-깊은 메뉴 구조에서 보다 넓고-얕은 메뉴 구조에서의 메뉴 선택 수행이 더 우수하였다. (3) 운전 수행의 두 가지 측면인 종적 통제와 횡적 통제는 곡선도로에서보다 직선도로에서 더 우수하였다. 그러나 (4) 시간 압력 조건과 메뉴 구조에 따라서는 차량의 종적 통제와 횡적 통제가 다른 결과를 보였다: 차량의 종적 통제는 시간 압력이 있는 조건과 넓고-얕은 메뉴 구조 조건에서의 수행이 더 우수하였으나, 차량의 횡적 통제는 시간 압력이 없는 조건과 좁고-깊은 메뉴 구조에서의 수행이 더 우수하였다.

The purpose of the present study was to compare menu searching performance and driving performance when the experimental conditions of time pressure, driving difficulty, and the system menu structure(narrow-deep vs. broad-shallow) were systematically varied. Driving performances of longitudinal and lateral vehicle control, and menu searching performance(i.e., menu selection time and error rate) were measured as the dependent variables. The results of the Experiment 1 showed that the drivers` menu searching and driving performance under time pressure condition were better than enough time pressure condition. The results of the Experiment 2 can be summarized as the followings: (1) As indicated in the Experiment 1, the drivers` menu searching performances under time pressure were better than enough time condition. (2) Menu searching performances were better when the drivers were required to select menu items from broad-shallow menu structure than narrow-deep menu structure, and to drive on the straight highway than curved highway. (3) Both aspects of driving performances were better in the straight highway condition than in the curved highway condition. However, (4) each aspect of driving performances appeared to be affected differently according to the time pressure condition and the system menu structure: longitudinal vehicle control was better when the drivers were asked to drive under time pressure condition and to select menu item from broad-shallow menu structure than they were asked to drive under enough time condition and to select menu item from narrow-deep menu structure. However, the drivers showed smaller lane position variability=(lateral vehicle control) when there was enough time and they were provided narrow-deep menu structure. Finally, implication and issues related to this study were discussed.

현재 교통사고의 원인은 차량 결함보다 운전자의 과실에 의한 것이 더 높은 사고 원인으로 나타나고 있다. 이를 해결하기위하여 운전자의 신체적 상태를 관찰, 분석하여 현재 상태를 추정 및 경고해 줄 수 있는 시스템이 필요하다. 이러한 운전자 상태 추정 시스템을 개발하기 위하여, 본 논문에서는 실시간 비전 시스템을 사용하여 운전자 두 눈동자의 중심점과 크기, 입의 양 끝 모서리 점을 추적하여 얻어진 정보들을 기본적으로 이용한다. 움직임의 추적을 위해 얼굴인식이 필요하며, 인식은 YUV 컬러 공간에서 눈과 입, 얼굴의 색상 정보를 통계학적 방법에 기초하여 설계하고, 얼굴의 기하학적 모델에 의해 이루어진다. 이 시스템을 이용함으로써 운전자의 움직임에 의한 모든 회전 방향을 구분하고, 눈과 입이 차단되는 현상을 차단 모델에 의해 검출할 수 있다. 또한 눈이 감기거나 떠진 상태를 검출하여, 눈의 3차원 시선을 복원한다. 부주의한 운전과 졸음운전을 각각 정의하고 눈동자의 크기 변화 등에 의해 구분하며, 내장형 PC를 기반으로 카메라 시스템, 영상 데이터 처리 장치 및 상태 추정 알고리즘을 구현한 실험 시스템을 구현하여 제안된 신체 상태 추정 방법의 타당성과 성능을 검토한다.

This paper presents a new algorithm for estimating a driver's physical condition using real-time vision system and performs experimentation for real facial image data. The system relies on a face recognition to robustly track the center points and sizes of person's two pupils, and two side edge points of the mouth. The face recognition constitutes the color statistics by YUV color space together with geometrical model of a typical face. The system can classify the rotation in all viewing directions, to detect eye/mouth occlusion, eye blinking and eye closure, and to recover the three dimensional gaze of the eyes. These are utilized to determine the carelessness and drowsiness of the driver. Finally, experimental results have demonstrated the validity and the applicability of the proposed method for the estimation of a driver's physical condition.

Objective: This study examined two traffic signals with a countdown indicator in terms of driver's reaction time and subjective satisfaction score and their performance was compared with a standard traffic signal in driving simulation. Background: Dilemma zone is created when a traffic light changes at intersections. It often pushes drivers to rush in urgent and premature decision making whether to go or stop and thus induces unnecessary mental load among drivers, which may lead to sudden conflicts with following vehicles at intersections. Method: Forty college students (male: 20, female: 20) participated in this driving simulation study. Three traffic signals were employed: (1) standard traffic signal; (2) countdown-separated signal; and (3) countdown-overlaid signal. The countdown-separated and countdown-overlaid signals were designed to inform drivers of the remaining time of a green light before tuning to an amber light. Reaction times (sec) and satisfaction scores (7-point scale) for the two signals with a countdown indicator were compared with those for the standard traffic signal. Results: Reaction times of the countdown-separated (0.49 sec) and countdown-overlaid (0.43 sec) signals were significantly shorter than that of the standard signal (0.67 sec). Satisfaction scores of the countdown-separated (5.3 point) and countdown-overlaid (5.6 point) signals were greater than that of the standard signal (3.8 point). Lastly, the countdown-overlaid signal showed better performance than the countdown-separated signal, but their differences in reaction time (0.06 sec) and satisfaction score (0.3 point) were small. Conclusion: Traffic signals with a countdown indicator can improve drivers' reaction time and satisfaction score than the standard traffic signal. Application: Traffic signals with a countdown indicator will be useful for reducing the length of dilemma zone at intersections, by allowing drivers to predict the remaining time of a green light.

In driving situation, driver’s performance can be divided into primary task and secondary task. Many studies of primary task have been in progress, but those of secondary task are not implemented sufficiently. However, the driver’s error is greatly influenced by secondary task. In this study, an experiment was assessed to determine the relationship between the driver's operation time for the secondary task and mental workload due to speed changes in a driving simulation. The time to perform the secondary task was analyzed with Fitts’ Law, and mental workload was analyzed with RNASA-TLX(Revision of NASA-Task Load Index). The results has showed that the higher speed, the weaker the explanation by the use of Fitts' Law and the result of analyzing mental workload using RNASA-TLX was similar to the result of Fitts’ Law.

LED is a promising new generation of green lighting with the advantages of high efficiency, good optical performance, long lifetime and environmental friendliness. A pulsating current can be used to drive LEDs. However, current with a high peak-to-average ratio is unfavorable for LEDs. A novel control scheme for the ac-dc critical conduction mode (CRM) flyback LED driver is proposed in this paper. By using the input voltage, output voltage and average output current to control the turn-on time of the switch, the peak-to-average ratio of the output current can be reduced. The operation principle is analyzed and an implementation circuit is put forward. Experimental results show the effectiveness of the proposed scheme.

This paper presents a 4-channel multi-rate vertical-cavity surface-emitting laser (VCSEL) driver. In order to keep the output power constant with respect to the process, voltage, temperature (PVT) variations, this research proposes automatic power and magnitude. For the fast settling time, the high-speed 10-bit time-interleaved Flash-successive approximation analog to digital converter (Flash-SAR ADC) is proposed and shared for automatic power and magnitude calibration to reduce the die area and power consumption. This chip is fabricated using $0.13-{\mu}m$ CMOS technology and the die area is $4.2mm^2$. The power consumption is 117.84 mW per channel from a 3.3 V supply voltage at 10 Gbps. The measured resolution of bias /modulation current for APC/AMC is 0.015 mA.

Real time driver's respiration monitoring method for detecting driver's drowsiness is investigated. The sensor to obtain driver's respiration signal was a piezoelectric pressure sensor attached at the abdominal region of the seat belt. The resistance of the pressure sensor was changed according to the pressure applied to the seat belt due to the driver's respiration. Monitoring driver's respiration was carried out by driving on the virtual road in a driving simulator from Cheonan to Seoul and monitoring results were compared to the PELCLOS. Experiment results show that the driver's respiration signal can be used for detecting driver's drowsiness.

본 연구에서는 운전 시뮬레이션을 사용하여 자율주행 환경을 구현한 후 3-수준 자율주행 조건에서 자율주행 차량 (automated vehicle: AV)으로부터 운전자에게 전달되는 제어권 인수 요구(takeover request: TOR) 정보의 양상(시각, 청각 및 시각+청각) 및 도로 형태(직선도로와 곡선도로)에 따라 운전자의 제어권 인수 시간(takeover time: TOT) 및 정신적 작업부하(제어권 인수 이후에 운전자들이 경험한 주관적 작업부하와 심장박동수에서의 변화)가 어떻게 차별화되는지 분석하였다. 본 연구의 결과를 요약하면 다음과 같다. 먼저, AV로부터 TOR이 제시된 이후 실험참가자들이 보인 TOT에 대한 분석 결과, TOR 정보양상의 측면에서는 시각 정보가 가장 빠른 TOT를 이끌어 낸 반면 청각정보 조건에서 가장 느렸고, 도로 형태 측면에서는 직선도로 조건에 비해 곡선도로 조건에서의 TOT가 유의하게 더 느렸으며, 특히 청각 정보 조건에서 도로 형태에 따른 TOT에서의 차이가 가장 컸다. 둘째, 정신적 작업부하에 대한 분석 결과, TOR 정보가 시각 혹은 시각+청각적으로 제시된 조건에 비해 청각적으로 제시된 조건에서 주관적 작업부하 측정치와 심장박동수 변화 크기 모두 전반적으로 더 낮았고 특히, 심장박동수 변화의 경우 이러한 경향은 곡선도로 조건에서만 관찰되었다. 이러한 결과는 TOR 정보의 양상과 도로 형태에 따라 운전자의 TOT와 정신적 작업부하 수준이 달라질 수 있고, 특히 TOT가 빠를수록 정신적 작업부하 수준은 상대적으로 더 높아질 수 있음을 시사한다.

This study employed driving simulation to examine how takeover request (TOR) information modalities (visual, auditory, and visual + auditory) in Level-3 automated vehicles, and road types (straight and curved) influence the driver's control takeover time (TOT) and mental workload, assessed through subjective workload and heart rate variations. The findings reveal several key points. First, visual TOR resulted in the quickest TOT, while auditory TOR led to the longest. Second, TOT was considerably slower on curved roads compared to straight roads, with the greatest difference observed under the auditory TOR condition. Third, the auditory TOR condition generally induced lower subjective workload and heart rate variability than the visual or visual + auditory conditions. Finally, significant heart rate changes were predominantly observed in curved road conditions. These outcomes indicate that TOT and mental workload levels in drivers are influenced by both the TOR modality and road geometry. Notably, a faster TOT is associated with increased mental workload.

Statement of problem. Implant screw loosening has been remained a problem in implant prosthodontics. The time needed to insert screw driver into abutment screw head should be shortened for the purpose of decreasing the chair time. Purpose. The purpose of this study was to investigate the effects of the design of abutment screw driver on the amount of time for insertion of screw driver into abutment screw head. Material and methods. Hexagonal and rectangular types of abutment screw drivers were used. The original abutment screw drivers were modified by grinding acute angle of the screw driver tip (modified drivers). Group 1 : hexagonal type abutment screw and original driver Group 2 : hexagonal type abutment screw and modified driver Group 3 : rectangular type abutment screw and original driver Group 4 : rectangular type abutment screw and modified driver UCLA lab analogues were located in acrylic resin block. The angulations of them were 0 and 20 degrees. The times needed for insertion were measured. Group 1 and 3 were used as controls. Results. 1. Group 2 showed shorter insertion time than group 1, regardless of implant angulations (p<.05). 2. Group 4 showed shorter insertion time than group 3, regardless of implant angulations (p<.05). Conclusion. Modified abutment screw drivers required less amount of time to insert screw driver into abutment screw head. Modification of abutment screw driver was beneficial.

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.

본 연구에서는 자율주행 환경에서 운전자가 수행하는 비운전과제(non-driving related tasks: NDRT)의 유형과 도로 혼잡도에 따른 청년운전자 및 고령운전자의 제어권 인수시간(take-over time: TOT)과 운전수행에서의 차이를 운전 시뮬레이션을 통해 비교하였다. NDRT는 제시 자극과 반응 형태에 따라 네 가지 유형으로 구분되었다: 시각자극-구두반응, 시각자극-수동반응, 시·청각자극-구두반응 및 청각자극-구두반응. NDRT를 수행하지 않는 상황도 통제조건에 포함하였다. 실험참가자 집단은 청년운전자 집단과 고령운전자 집단으로 구분되었고, 도로 조건은 운전자 차량 주변의 교통량을 기준으로 한산도로와 혼잡도로로 구분되었다. 본 연구의 주요 결과는 다음과 같다. 첫째, TOT는 시각자극-수동반응 과제 조건에서 가장 느렸던 반면 청각자극-구두반응 과제 조건에서 가장 빨랐다. 특히 이러한 경향은 청년운전자 집단에 비해 고령운전자 집단에서, 그리고 한산도로에 비해 혼잡도로에서 더 뚜렷하였다. 둘째, 제어권 인수 이후의 운전수행 측정치를 비교한 결과, 청년운전자 집단에 비해 고령운전자 집단에서, 그리고 한산도로에 비해 혼잡도로에서 스티어링 휠 조작의 변산성과 브레이크의 입력값이 유의하게 더 컸다. 이러한 결과는 자율주행 상황에서의 TOT와 제어권 인수 이후의 운전수행에는 운전자의 연령, NDRT 유형 및 도로 조건이 통합적으로 영향을 미칠 수 있음을 시사한다.

The take-over time (TOT) and driving performances of young and old drivers according to the types of non-driving related tasks (NDRTs) and road complexity were compared by using 3-level automated driving simulation. NDRTs were divided into four types according to the stimulus modality and response modality: visual stimulus-verbal response(V-V), visual stimulus-manual response(V-M), visual/auditory stimulus-manual response(AV-M), and auditory stimulus-verbal response(A-V). Control condition where NDRT was not performed was also included. The participant group was divided into a young driver group and an elderly driver group, and the road condition was divided into a no-traffic condition and a heavy traffic condition based on the surrounding traffic volume. The main results of this study are as follows. First, TOT was the slowest in the visual stimulus-manual response condition, but the fastest in the auditory stimulus-verbal response condition. In particular, this tendency was more prominent in the elderly driver group than in the younger driver group and in the heavy traffic condition than in the no-traffic condition. Second, the main effect of the NDRT type was not significant in the driving performance measurements including steering wheel manipualtion variability and brake input after taking over control, but greater steering wheel manipulation variability and brake input were observed in the elderly driver group compared to the young driver group and in the heavy traffic condition compared to the no-traffic condition. These results suggest that the driver's age, NDRT type, and road conditions can have an integrated effect on TOT and driving performance after taking over control in autonomous driving situations.

기존의 불법 주·정차 단속 방식은 사후 감지(post-detection) 방식으로 운영되어, 운전자가 차량을 떠난 한참 후에야 위반 여부를 파악할 수 있어, 원활한 교통 상황과 보행자 안전을 제공하는데 한계가 있다. 또한, 실시간 불법 주·정차 단속을 위한 번호판 인식 시스템(LPR)은 협소한 도심 도로에서는 도로 규모에 비해 설치 및 운영하기에 부담되는 고비용이며, 프라이버시 문제로 인한 민원 발생 가능성이 높다는 문제점을 갖고 있다. 그리고 차량의 실내에서 운전자의 행동을 분석하고자 하는 연구들은 다수 있지만 현재까지는 차량에서 내리는 운전자를 탐지하고 운전자에게 직접 불법 주·정차임을 경고할 수 있는 관련 연구는 없다. 이러한 문제를 개선하기 위해, 본 논문에서는 YOLOv3 기반 객체 탐지, Darknet 프레임워크, 그리고 MOSSE 기반 다중 객체 추적(MOT) 기술을 적용하여 감시 영상에서 차량의 주·정차 시점과 운전자의 하차 시점을 판별하는 알고리즘을 수행하였다. 그 결과, 운전자가 차량에서 내리는 시점을 91% 이상의 정확도로 판별할 수 있음을 확인하였다. 이를 통해, 단순한 번호판 단속이 아닌 계도(계몽) 목적의 시스템을 구축하여, 운전자가 차량에서 멀어지기 전에 현장에서 즉각적인 경고나 알림을 제공함으로써 신속한 차량 이동을 유도할 수 있다.

Traditional illegal parking enforcement operates on a post-detection basis, meaning that violations are identified long after the driver has left the vehicle. This approach has limitations in ensuring smooth traffic flow and pedestrian safety. To address these issues, this paper proposes a system that integrates YOLO-based object detection, the Darknet framework, and MOSSE-based Multi-Object Tracking (MOT) technology. The system identifies vehicle parking events and detects driver exit events from surveillance footage. The proposed approach achieves over 91% detection accuracy for identifying driver exit moments. Instead of relying on license plate-based enforcement, this system aims to provide proactive guidance by immediately issuing on-site warnings and notifications before the driver moves away from the vehicle, encouraging prompt vehicle relocation and reducing illegal parking incidents.

In recent years, non-volatile memory express (NVMe), a new host controller interface standard, has been adapted to overcome performance bottlenecks caused by the acceleration of solid state drives (SSD). Recently, performance breakthrough cases over AHCI based SATA SSDs by adapting NVMe based PCI Express (PCIe) SSD to servers and PCs have been reported. Furthermore, replacing legacy eMMC-flash storage with NVMe based storage is also considered for next generation of mobile devices such as smartphones. The Linux kernel includes drivers for NVMe support, and as the kernel version increases, the implementation of the NVMe driver code has changed. However, mobile devices are often equipped with older versions of Android operating systems (OSes), where the newest features of NVMe drivers are not available. Therefore, different features of different NVMe driver implementations are not well evaluated on Android OSes. In this paper, we analyze the response time of the NVMe driver for various Linux kernel version.

The aging of society is not only Korea's challenge but also a global issue. This leads to an increase in the number of elderly drivers who are much more prone to major traffic accidents. Therefore, we need a system to test aged drivers' driving abilities. As part of efforts to establish such a system, researchers of KoROAD. have conducted a study on the correlation between aging and driving abilities by analyzing old drivers' reaction time. The study shows that there was a sharp increase in reaction time for drivers aged 65 and over. The current reaction time of 2.5 secs for the 85 percent of eligible drivers needs to be revised upward in aging societies. From now on, we need to come up with the traffic safety measures that can deal with the issue of drivers of old age.

In this study, discrete-time domain analysis is proposed to investigate the input current of a buck AC/DC light-emitting diode (LED) driver. The buck power factor correction converter can operate in both discontinuous conduction mode (DCM) and continuous conduction mode (CCM). Two discontinuous and two continuous conduction operating modes are possible depending on which event terminates the conduction of the main switch in a switching cycle. All four operating modes are considered in the discrete-time domain analysis. The peak current-mode control with slope compensation is used to design a low-cost AC/DC LED driver. A slope compensation design of the buck AC/DC LED driver is described on the basis of a discrete-time domain analysis. Experimental results are presented to confirm the usefulness of the proposed analysis.