• Proceedings of the KSR Conference
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• 2007.05a
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• pp.755-760
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• 2007

The research will be essential that the method for strengthening safety are safe installations in a hardware portion, a safe running ceremony of the vehicle employee (an engine driver) and the estimate of the situation which is accurate. In railway car the window wiper which is auxiliary equipment for safe operation is changed the existing manual control method with automatic correspondence precipitation used raindrops censor which can assure the vision of driving. It can be easy to safe driving as might have expected the object. We carried out studies technical review investigation which can accomplish the best suited wiping speed in maintaining an introduction existing system in the manual control system applied the existing train and corresponding to precipitation. The observation fact in the studies can be possible to ensure safety operation. That is, Manual operation method (of the driver) to add the automatic speed adjust function can operate improved window wiper drive system when it rains and, as was expected, it is able to ensure the range of a good railroad driver's vision and to concentrate in working at rainfall.

• Proceedings of the KSR Conference
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• 2008.06a
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• pp.642-646
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• 2008

Signaling system, for which ensuring safe train operation, must be a fail-safe system with higher reliability and safety. TCS has made significant improvements both on signaling system, from relay based ground signaling system to computer based on-board system, and on driving mode, form low speed and low density driving to TCS supporting high speed and high density driving. In addition, TCS has been applied to rolling stock with a wide variety of context according to the characteristics of rolling stock or railway infrastructure. In this paper, therefore, we confirmed the basic concept of ATC system and analyzed its development process in technology context via referencing international cases and ATC systems introduced and applied in Korea. Based on those analyses, we suggested the new TCS development strategy for its suitable application to high speed line, conventional line and metro, and we also provided technical considerations related to TCS application.

• Proceedings of the KIEE Conference
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• 2003.07d
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• pp.2753-2755
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• 2003

Overhead crane must do to control occurrence of Anti-Sway according to work situation that is used in case move industry spot's heavy freight, and do safe transfer of freight. Transfer process that make use of crane suspends and consist of series action that put down freight to do relevant addition decreasing the speed before objective while move by schedule section equal speed because increasing the speed after lift thing. This need skill degree by experience because there are operator's function and affinity. Also, must control this effectively because can affect big productivity elevation according to effect that get in transfer of safe freight, Therefore, illuminate physical characteristic of crane and algorithm of motor drive department and there is purpose of this research to do so that correct control may be available through over head crane's shaking control and position control designing LQ controller.

• International Journal of Internet, Broadcasting and Communication
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• v.14 no.2
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• pp.47-54
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• 2022

For safe driving of autonomous vehicles, road damage detection is very important to lower the potential risk. In order to ensure safety while an autonomous vehicle is driving on the road, technology that can cope with various obstacles is required. Among them, technology that recognizes static obstacles such as poor road conditions as well as dynamic obstacles that may be encountered while driving, such as crosswalks, manholes, hollows, and speed bumps, is a priority. In this paper, we propose a method to extract similarity of images and find damaged road images using OpenCV image processing and CNN algorithm. To implement this, we trained a CNN model using 280 training datasheets and 70 test datasheets out of 350 image data. As a result of training, the object recognition processing speed and recognition speed of 100 images were tested, and the average processing speed was 45.9 ms, the average recognition speed was 66.78 ms, and the average object accuracy was 92%. In the future, it is expected that the driving safety of autonomous vehicles will be improved by using technology that detects road obstacles encountered while driving.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.16 no.9
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• pp.6274-6281
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• 2015

Radio-based train control system has driving headway shortening effect by real-time train interval control using two-way radio communication between onboard and wayside systems, and reduces facility investment because it does not require any track-circuit. Automatic train protection(ATP), the most significant part of the radio-based train control system, makes sure a safe distance between preceding and following trains, based on real-time train location tracing. In this paper, we propose the overall ATP train interval control algorithm to control the safe interval between trains, and preprocessing-based speed profile calculation algorithm to improve the processing speed of the ATP. The proposed speed profile calculation algorithm calculates the permanent speed limit for track and train in advance and uses as the most restrictive speed profile. If the temporary speed limit is generated for a particular track section, it reflects the temporary speed limit to pre-calculated speed profile and improves calculation performance by updating the speed profile for the corresponding track section. To evaluate the performance of the proposed speed profile calculation algorithm, we analyze the proposed algorithm with O-notation and we can find that it is possible to improve the time complexity than the existing one. To verify the proposed ATP train interval control algorithm, we build the train interval control simulator. The experimental results show the safe train interval control is carried out in a variety of operating conditions.

• Journal of Navigation and Port Research
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• v.29 no.10 s.106
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• pp.833-838
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• 2005

This paper is to investigate the minimum safe distance between T/S Hanbada and a group of vessels participating in the event hosted by M broadcasting station who asked T/S Hanbada to keep a distance from $100m{\sim}500m$. The minimum safe distance was assessed by using ES Model which evaluates quantitatively the difficulty of shiphandling, and the simulation of marine traffic flow. As a result the minimum safe distance of T/S Hanbada moving at a speed of 2 knots turns out about 260m and is compared with the actual value.

• 제어로봇시스템학회:학술대회논문집
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• 2005.06a
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• pp.2024-2029
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• 2005

In this paper, it is shown how a mobile robot can navigate with high speed in dynamic real environment. In order to achieve high speed and safe navigation, a robot collects environmental information. A robot empirically memorizes locations of high risk due to the abrupt appearance of dynamic obstacles. After collecting sufficient data, a robot navigates in high speed in safe regions. This fact implies that the robot accumulates location dependent environmental information and the robot exploits its experiences in order to improve its navigation performance. This paper proposes a computational scheme how a robot can distinguish regions of high risk. Then, we focus on velocity control in order to achieve high speed navigation. The proposed scheme is experimentally tested in real office building. The experimental results clearly show that the proposed scheme is useful for improving a performance of autonomous navigation. Although the scope of this paper is limited to the velocity control in order to deal with unexpected obstacles, this paper points out a new direction towards the intelligent behavior control of autonomous robots based on the robot's experience.

• Proceedings of the KSR Conference
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• 2000.11a
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• pp.557-570
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• 2000

It is necessary to perform a study on the interrace between a G7 pantograph and a KTX catenary system prior to G7 on-line tests in the Korea High Speed Test Track in order to predict how high current collection quality can be obtained during the on-line tests and check if safety problems shall be caused b)Y the tests or not. According to the simulation results, current collection quality of the G7 pantograph at 350km/h is lower than that of a GPU pantograph at 300km/h, but the contact wire uplifts and average contact forces are within the safe-zone. In addition, the ratio of running speed (350km/h) to safe running. Therefore, the G7 on-line tests at 350km/h in the Korea High Speed Test Track is expected not to cause the safety problem.

• Proceedings of the Korean Institute of Information and Commucation Sciences Conference
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• 2018.10a
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• pp.593-596
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• 2018

The speed of vehicles has remained a significant factor that influences the severity of accidents and traffic accident rate in many parts of the world including South Korea. This behavior where drivers drive at speeds which exceed a posted safe threshold is known as 'speeding'. Over the past twenty years, the Korean National Police Agency (NPA) has become aware of an increased frequency of drivers who are speeding. Therefore, fixed-type ASE systems [1] have been installed on hazardous road sections of many highways. These system monitor vehicle speeds using a camera. However, the use of ASE systems has changed the behavior of the drivers. Specifically, drivers reduce speed or avoid the route where the cameras are mounted. It is not practical to install cameras at every possible location. Therefore, it is challenging to thoroughly explore the location where speeding occurs. In view of these problems, the author of this paper designed and implemented a prototype visualization system in which point and color are used to show vehicle location and associated over-speed information. All of this information was used to create a comprehensive visualization application to show information about vehicle driving. In this paper, we present an approach detecting vehicles moving at speeds which exceed a threshold and visualizing the points those violations occur on a map. This was done using vehicle trajectory data collected in Daegu city. We propose steps for exploring the data collected from those sensors. The resulting mapping has two layers. The first layer contains the dynamic vehicle trajectory data. The second underlying layer contains the static road networks. This allows comparing the speed of vehicles on roads with the known maximum safe speed of those roads, and presents the results with a visualization tool. We also compared data about people who drive over threshold safe speeds on each road on days and weekends based on vehicle trajectories. Finally, our study suggests improved times and locations where law enforcement should use monitoring with speed cameras, and where they should be stricter with traffic law enforcement. We learned that people will drive over the speed limit at midnight more than 1.9 times as often when compared with rush hour traffic at 8 o'clock in the morning, and 4.5 times as often when compared with traffic at 7 o'clock in the evening. Our study can benefit the government by helping them select better locations for installation of speed cameras. This would ultimately reduce police labor in traffic speed enforcement, and also has the potential to improve traffic safety in Daegu city.

• International Journal of Highway Engineering
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• v.18 no.6
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• pp.161-171
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• 2016

OBJECTIVES : Many roadway departure crashes on the freeway interchange are due to the running speed being greater than the design speed. This study aims to ensure a safe and pleasant driving experience for the driver by increasing the superelevation based on the running speed on the highway interchange ramp. METHODS : The mean running speed for each type of ramp is calculated on site survey more than 10 interchanges. Using the mean running speed, we calculated the superelevation and the side friction using the method given in "A Policy on Geometric Design of Highways and Street" (Pages 145-166, 2001). Then, we applied the modified method to the superelevation range. Finally, we ensured safety using the Degree of Safety that is proven by the centrifugal acceleration ratio as suggested by Joseph Craus (1978). RESULTS : The mean running speeds are 50 km/h and 65 km/h when the design speeds are 40 km/h and 50 km/h, respectively. After the application of the new method used in this study, the superelevation will be increased by 9.0% and 10.0% when the mean running speeds are 50 km/h and 65 km/h, respectively. CONCLUSIONS : A higher superelevation can give the driver a more comfortable and safe driving environment. However, the driver needs to be aware of snow and low-temperature conditions.