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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.

PURPOSES: Nighttime driving is very different from daytime driving because drivers must obtain nighttime sight-distances based on road lights and headlights. Unfortunately, nighttime driving conditions in Korea are far from ideal due to poor lighting and an insufficient number of road lights and inadequate operation and maintenance of delineators. This study is conducted to develop new standards for nighttime road visibility based on experiments of driver perception for nighttime visibility conditions. METHODS : In the study, perception level and satisfaction of nighttime visibility were investigated. A total of 60 drivers participated, including 34 older drivers and 31 young drivers. To evaluate driver perceptions of nighttime road visibility, fuzzy set theory was used because the conventional analysis methods for driver perception are limited in effectiveness for considering the characteristics of perception which are subjective and vague, and are generally expressed in terms of linguistic terminologies rather than numerical parameters. RESULTS : This study found that levels of nighttime visibility, as perceived by drivers, are remarkably similar to their satisfactions in different nighttime driving conditions with a log-function relationship. Older drivers evaluated unambiguously degree of nighttime visibility but evaluations by young drivers regarding it were unclear. CONCLUSIONS : A minimum value of brightness on roads was established as YUX 30, based on final analyzed results. In other words, road lights should be installed and operated to obtain more than YUX 30 brightness for the safety and comfort of nighttime driving.

Purpose: For patients with CNS injury who are restricted in the use of public transportation, car driving means more than simple movements and is essential for their independent lives, such as participation in society and returning to jobs. Therefore, in order to enhance the quality of life of disabled persons, their high perception and necessity of driving rehabilitation are required. The purpose of this study is to determine the perception and necessity of driver rehabilitation in patients with CNS injury. Methods: In order to survey the perception of patients with CNS injury and necessity of driving rehabilitation, questionnaires were distributed to patients with CNS injury. Questionnaires were composed of demographic characteristics, disability related characteristics, and driver's license related characteristics. Results: Our results showed that the number of driving participants with a driver's license for the disabled was significantly higher than that for non- driving participants with a previous general driver's license in the perception of driving rehabilitation. Conclusion: We suggest that driving rehabilitation for patients with CNS injury should be supported in terms of evaluation and treatment.

공유 모빌리티의 확산으로 개인형 이동장치의 이용률이 높아지고 있으나, 소리가 없어 보행자에게 사고위험과 두려움을 유발하고 있다. 이 연구에서는 전동킥보드의 다양한 경고방식과 주행 방향이 보행자의 위험 지각과 주행자에 대한 인식, 각 도로에 대한 허용 태도에 미치는 영향을 살펴보고자 한다. 8가지 영상 처치물은 경고방식(silent, vess, bell, voice)과 주행 방향(전, 후방)에 따라 보행자 관점으로 제작되었다. 참가자는 각 영상을 시청한 후, 영상에 대한 설문에 응답하였다. 연구 결과, 주행 방향에 따른 영향은 없는 것으로 나타났다. 또, 경고방식과 상관없이 경고가 존재 할 때, 위험을 낮게 지각했고, 주행자에 대한 인식과 각 도로에 대한 허용 태도가 긍정적으로 나타났다. 이 연구는 보행 자의 안전을 위해 개인형 이동장치 고유의 경고음이 필요함을 시사하고, 개인형 이동장치에 대한 인식 개선과 관련 정 책, 규정을 마련하는데 도움이 될 것으로 기대한다.

The use of personal mobility(PM) is increasing because of preading shared mobility, but, it causes risk of accidents and fear to pedestrians because of lack of sound. The purpose of this study is to find out the effects of the alert sound in PM and driving direction on risk perception of pedestrians, awareness on PM driver, and allowance for driving on each road. The 8 videos were produced from a pedestrian perspective, depending on the alert sound type(silent, vess, bell, voice) and direction of driving(front, back). After watching each video, participants completed surveys. There was a non-effect on the driving direction. Regardless of the alert sound type, all of the sounds reduced the risk perception. Also, the awareness of PM drivers and allowance for driving on each road were positive. This study found that PM needed an alert sound for pedestrian safety. We expect the results of the study to help improve awareness of PM and make policies and regulations.

이 연구는 운전자의 교통법규 위반행위에 영향을 미치는 심리적ㆍ사회적 요인분석을 통하여 보다 안정적 이고 효과적인 교통안전 정책을 모색하고자 한다. 기존 연구들은 대부분 교통법규 위반에 대한 법적 처벌 및 단속의 효과성에 대한 연구가 진행되어 왔다. 이 연구의 경우 외부적 요인을 억제 효과를 살펴보기보다는 운전자의 스트레스 수준, 도로환경에 대한 인식, 사회적 규범 수용도와 같은 운전자의 내재적 요인에 초점을 맞추어 이러한 요인들이 교통법규 위반행위에 어떠한 영향을 미치는지 살펴보고자 하였다. 연구수행을 위해 한국형사정책연구원이 실시한 ‘2020 도로이용자 경험 및 인식에 관한 실태조사’2차 자료를 활용하였으며, 총 1,500명의 응답자 자료에 대해 다중회귀분석을 실시하였다. 연구 결과 스트레스 수준이 높을수록, 도로환경에 대한 인식이 부정적일수록 교통법규 위행동을 증가시 키는 유의미한 결과가 나타났으며, 사회적 규범에 대한 수용도가 높을수록 교통법규 위반 행동을 할 가능성 이 낮아지는 결과가 나타났다. 따라서 이러한 연구 결과는 교통법규 위반을 감소시키기 위한 대책으로 법적 처벌 및 단속의 효과성을 검증하는 것도 중요하지만, 운전자 내재적 요인을 해소시킬 수 있는 방안 등 행동과학적 접근이 병행된다면 더욱 효과적인 정책적 제언이 가능할 것이다. 이와 더불어 운전자의 심리적 특성을 고려한 맞춤형 전략을 도출할 수 있도록 향후 연구에서는 다각적 측면에서 접근할 수 있는 비교연구가 필요가 있다.

This study aims to find a more stable and effective traffic safety policy through the analysis of psychological and social factors affecting drivers' traffic law violations. Most of the existing studies have been conducted on the effectiveness of legal punishment and crackdown on traffic law violations. In this study, rather than examining the deterrent effect of external factors, we tried to examine how these factors affect traffic law violations by focusing on the driver's intrinsic factors such as driver stress level, road environment awareness, and acceptance of social norms. The second data of the “2020 Survey on Road User Experience and Perception” conducted by the Korea Institute for Criminal Policy were used to conduct the study, and multiple regression analysis was conducted on a total of 1,500 respondents. As a result of the study, the higher the stress level and the negative perception of the road environment, the more significant the behavior above traffic laws, and the higher the acceptance of social norms, the lower the likelihood of violating traffic laws. Therefore, it is important to verify the effectiveness of legal punishment and crackdown as a measure to reduce traffic law violations, but more effective policy suggestions will be possible if behavioral science approaches such as measures to eliminate drivers' intrinsic factors are combined. Furthermore, in order to derive customized strategies that take into account the psychological characteristics of drivers, comparative studies that can be approached from multiple perspectives are needed in future studies.

This study is about the visual perception system of a driver, the main user of scenic road space. It is intended to clarify the system and characteristics from the theoretical aspect with a driver’s physical condition on each situation considered based on precedent studies and literature materials, and to investigate the visual perception system and cognitive characteristics of a virtual driver under the domestic road rules and driving speeds based on theoretical value. The results show that the factors affecting the driver’s visual perception system are the degree of body fixation and the movement of the vehicle. When the visual system of the driver’s standard viewing angle, which is in the quasi-fixed state, is considered, the experience is performed in the condition of around 120o horizontal viewing angle based on downward 15o fixation axis towards the front. Nevertheless, the driving speed can be a variable that affects the visual perception experience, and considering that the speed limit of domestic national highways and local roads is 40~80km/h, a driver has the visual perception experience under the condition of 40~29 degree viewing angle of both eyes. In regards to the fact that this study adopts the standard value presented by the traffic laws as an experience environmental variable, it is necessary to continue the study that can result in an empirical study reflecting the environmental conditions of real roads with various variables in order for this study to be more objective study.

본 연구는 소방공무원이 인식하는 여성 소방공무원 긴급자동차 운전직 전환에 대한 인식유형 연구이다. 본 연구의 목적은 소방공무원의 여성 소방공무원 긴급자동차 운전직 순환보직에 대한 인식을 파악하고 유형별 특성을 확인하여 여성 소방공무원의 긴급자동차 운전직 업무의 활용과 개발 방안을 모색하기 위한 기초자료를 마련하고자 실시하였다. 27개의 진술문으로 된 Q표본을 소방공무원 여자 26명, 남자 5명으로 총 31명에게 적용하여 QUANL program으로 자료를 분석한 분류 결과로 3개 유형은 전체변량의 60.8 %를 설명하고 각 유형별 설명력은 제I유형은 50 %, 제II유형은 5.6 %, 제III유형은 5.2 %로 나타났다. 제I유형은 '페미니스트형', 제II유형은 '미래지향형', 제III유형은 '교육준비형'으로 명명하였다. 전체적으로 여성소방공무원의 긴급자동차 인식은 성별로 인해 발생하는 차별을 없애야 하고 여성 소방공무원도 준비와 체계적인 교육이 이루어진다면 충분히 긴급자동차를 운전할 수 있다고 긍정적으로 조사되어 양성평등과 체계적인 교육프로그램 제공으로 개인 능력 개발이 필요하다.

This is a study on the type of perception about the transition of female firefighters to emergency car drivers. The purpose of this study is to identify the perception of the female firefighters on the circulation of emergency car drivers and to identify the characteristics of each type of firefighting officers and to provide basic data for the development and utilization of the emergency car drivers' work of female firefighters. The Q-sample of 27 statements was conducted on 31 subjects including 26 women and 5 men, and the data were analyzed using the QUANL program. As a result, the three types classified explained 60.8 % of the total variance, and the explanation power of each type was 50 % for type I, 5.6 % for type II, and 5.2% for type III. Type I was named 'feminist type', type II was named 'future-oriented type', and type III was named 'educational preparation type'. According to the perception of emergency cars by female firefighters, it was investigated that discrimination caused by gender should be eliminated and female firefighters can drive an emergency car if preparation and systematic education are made. Therefore, fire officials need to develop their personal abilities through gender equality and systematic education programs.

운전자의 시인성, 뇌파, 심리평가를 위한 실내 실험실 및 측정 시스템을 구축하고 예비실험 결과를 분석한 후 운전자의 시인성을 측정하였다. 본 실험을 위하여 남, 녀 각각 20명의 피험자를 선발하였으며 이들의 연령은 피험자의 연령에 의한 측정오차를 최소화하기 위하여 모두 20대로 제한하였다. 그리고 본 실험 측정결과를 전압패턴에 따라 피험자의 장애물 인식 반응속도를 분석하였고, 남-녀 성별 간의 장애물 인식 반응속도 차이를 분석하였다. 또한 전조등의 전압변동에 의한 밝기 비율에 따라서 피험자의 장애물 인식 반응속도를 분석하였고, 전압변동이 없을 때의 장애물 인식 반응속도를 기준으로 상대적인 장애물 인식 지연시간을 분석하였다.

In this study, tests of brain waves were carried out to investigate the driver's physiological characteristics by the change of the headlight. The participants were 20 men in their 20s and twenty-three different conditions in combinations of waveform of light, voltage, and alteration time were used. The measurement of the brain waves was performed by internationally standardized 10-20 method using LXE3232-RF. The results were analyzed by Power Spectrum Analysis using alpha-, and beta-wave and by the analysis of different brain domains using Brain wave Map. The results were as follows. 1. From the results of the Brain wave Map analysis, it was suggested that A waveform increases mental stress and B waveform affects mental and visual stress. The longer the stimulation time, the more stress level was detected. 2 The voltage alteration time of B waveform should be kept less than 1500msec, and the voltage should not fall below 11.5V.

In this study, psychological assessment was carried out to investigate the driver's psychological characteristics by the change of the headlight. The participants were 20 men and 20 women in their 20s and thirty-two different conditions in combinations of waveform of light, voltage, and alteration time were used. The questionnaire for the assessment was evaluated by 8 subjective items and 5-point SD criteria of 19 pair's adjective. The results were as follows. 1. The assessment results from SD method indicated 3 factors by factor analysis, and it was shown that A waveform had significances in a sense of security and impetus and B waveform had a significance in a sense of security The levels of the limitations for the voltage change were 12V in the factor of a sense of security and 11V in the factor of a sense of impetus for A waveform, 12.6V in the factor of a sense of security for B waveform. 2. The results of the subjective assessment showed that the limitation of A waveform's brightness change was 12V. Moreover, the limitations of voltage changes were 12.6V for B waveform brightness change, 12V for discomfort, 12.6V for darkness. And the limitation of C waveform's brightness change was 12V.

야간 운전시 전조등의 밝기 변동에 대한 운전자의 인식 연구를 위하여 먼저 실내 실험실을 설계 및 구축하고 전조등의 순간적인 밝기 변동과 피험자의 뇌파 측정을 위한 시스템을 구축하였다. 실내 실험실의 설계를 위해 야간 운전시 전조등에 의한 운전자의 순응휘도를 먼저 결정한 후, 순응휘도를 바탕으로 실내 실험실의 바닥면, 수직벽, 측벽 등의 반사율을 계산하고, 실내 실험실의 수직벽 상에 출현할 장애물의 크기와 밝기를 계산하였다. 또한 피험자의 뇌파 측정을 위해서는 32개의 뇌파 측정 채널과 1개의 트리거 채널을 지니고 있는 WEEG-32를 사용하였고, 전조등의 순간적인 전압 변동을 위해서는 HP 6032-A를 사용하였다. 또한 HP 6032-A와 WEEG-32를 제어하기 위한 콘트롤러를 제작하였고 본 실험에 들어가기 전 예비실험을 행하여 실험 시간, 피험자 휴식 시간, 구체적 실험 순서, 전조등의 전압변화 패턴, 장애물 경로 등을 결정하였다.

전조등의 밝기 변동에 대한 운전자의 시인성 및 뇌파측정, 심리평가를 행하고 이를 바탕으로 전조등 밝기변화의 한계값과 운전자의 안전성을 고려한 평가 알고리즘을 개발하였다. 전조등의 밝기 변화 한계치는 심리평가의 설문지 작성을 통한 주관적 평가를 바탕으로 밝기 변화, 눈 깜박임, 불쾌감 등에 대한 한계값을 제시하였다. 그리고 뇌파측정을 바탕으로 정신적, 시각적 스트레스에 대한 한계값을 제시하였으며, 운전자의 시인성 측정을 바탕으로 차량을 장애물의 위협 없이 안전하게 정지하기 위한 한계값을 제시하였다. 안전성 평가 알고리즘은 장애물을 인식하고 브레이크 페달을 밟기 시작하기 까지 최대한 허용할 수 있는 시간인, 여유 시간 이내에 전압변동을 완료하고 최초의 정상 전압으로 복귀하는 경우와 그렇지 않은 경우를 적용할 수 있는 2종류의 알고리즘을 개발하였다.

각종 규정에 정의되어있는 전조등의 성능과 시험 방법에 따라서 전방의 장해물 식별에 장애가 되지 않는 정도의 전조등 밝기 변화 허용치가 어느 정도로 될 것인지를 평가하기 위하여, 휘도 계수를 계산하고 이것을 사용하여 운전자의 순응휘도를 결정하였다. 그리고 운전자의 시인성 측정을 위한 시험실 설계를 하고 실험실 공사를 완료하였다. 향 후 운전자의 시인성 및 심리/생리적 측정을 통하여 전조등 밝기 변화에 대한 한계치를 규정할 것이다.

본 연구에서는 차량 가속음에 대한 운전자와 탑승객의 지각적 차이를 평가하였다. 주관 평가를 통해 가속음의 크기에 따라 성가심과 스포티함의 지각 정도에 큰 차이가 있음을 발견하였다. 주관 평가는 주행 영상, 모션, 진동, 소리를 재현할 수 있는 멀티모달 시뮬레이터를 기반으로 가속음의 크기를 3 dB씩 5 단계로 변화시켜 지각되는 성가심과 스포티함이 평가되도록 설계되었다. 실험 결과 성가심과 스포티함의 지각 강도는 운전자보다 탑승객일 때 더 큰 것으로 나타났다. 한편, 가속음 크기의 변화에 따라 성가심의 민감도는 운전자가 탑승객보다 35 % 더 크게 나타났고 스포티함의 민감도는 74 % 더 큰 것으로 나타났다. 본 연구 결과는 능동 음향 설계를 활용한 가속음 개발 시 운전자와 탑승객의 음량을 차별화하여 가속음에 대한 만족도를 향상 시킬 수 있는 사운드 디자인 방향 설정에 활용될 수 있을 것으로 기대된다.

This study presents a perceptual difference in acceleration sounds of a sporty sedan between the driver and passenger. We found a significant difference in annoyance and sportiness perception according to the acceleration sound level through subjective evaluations. The multimodal reproduction system, which can reproduce the driving image, motion, vibration, and sound, was applied for the test. A subjective experiment was conducted to evaluate the perceived intensity of annoyance and sportiness by varying the acceleration sound level in five steps of 3 dB. The experimental results showed that the driver perceives the acceleration sound less annoying than the passenger at a relatively low sound level. Meanwhile, the driver has perceived the acceleration sound more sporty than the passenger at a relatively high sound level. Moreover, it was found that passengers were 35 % less sensitive to an annoyance than drivers, whereas the driver was 74 % more susceptible to sportiness than passengers according to the sound level change. This finding is expected to be applied as a sound design strategy that differentiates the acceleration sound level in active sound design.