• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.20 no.5
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• pp.202-217
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• 2021

Following the fatal accident of pedestrians caused by Autonomous Vehicle by Uber, the world's largest ride-hailing company, two people were killed in a self-driving car accident by Tesla in April. There is a need to ensure the safety of road users. Accordingly, in order to secure the safety of Autonomous Vehicle driving, it is necessary to evaluate Autonomous Vehicle driving technologies in various situations based on the road and traffic environment in which the Autonomous vehicle will actually drive. Therefore, this study used UC-win/Road ver.14.0 based on general driver's license test questions to present a virtual reality-based Autonomous Vehicles driving ability evaluation tool among various driving ability test method. Based on this, it was intended to test driving ability for unexpected situations in complex and diverse driving environments, and to confirm its practical applicability as an optimal tool for Autonomous vehicle ability test and evaluation.

• 한국노년학
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• v.32 no.4
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• pp.1087-1099
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• 2012

The purpose of this paper is to examine how visuospatial ability affects the situation awareness for older drivers while driving. For this study, the Rey-Osterrith Complex Figure (ROCF) was used to measure the visuospatial ability of older drivers. The ROCF is used to measure visuospatial construct and memory abilities, and Real-Time Probes were used to measure the situation awareness with UC-win/Road simulation. Sixty drivers participated in this research (N = 30 older drivers, median = 70 years old and N = 30 younger drivers, median = 27 years old). Based on the results of this analysis, a repeated measure ANOVA was used to analyze the effect on each level of situation awareness related to visuospatial ability in driving. The results indicate that the visuospatial ability of older drivers serves as a crucial factor in determining the potential for older drivers to safely continue to drive. The results also imply the necessity of ROCF development to support and improve the visuospatial ability of older drivers.

• International Journal of Highway Engineering
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• v.19 no.1
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• pp.107-119
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• 2017

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.

• International Journal of Highway Engineering
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• v.17 no.2
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• pp.107-122
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• 2015

PURPOSES : The use of virtual driving tests to determine actual road driving behavior is increasing. However, the results indicate a gap between real and virtual driving under same road conditions road based on ergonomic factors, such as anxiety and speed. In the future, the use of virtual driving tests is expected to increase. For this reason, the purpose of this study is to analyze the gap between real and virtual driving on same road conditions and to use a calibration formula to allow for higher reliability of virtual driving tests. METHODS : An intelligent driving recorder was used to capture real driving. A driving simulator was used to record virtual driving. Additionally, a virtual driving map was made with the UC-Win/Road software. We gathered data including geometric structure information, driving information, driver information, and road operation information for real driving and virtual driving on the same road conditions. In this study we investigated a range of gaps, driving speeds, and lateral positions, and introduced a calibration formula to the virtual record to achieve the same record as the real driving situation by applying the effects of the main causes of discrepancy between the two (driving speed and lateral position) using a linear regression model. RESULTS: In the virtual driving test, driving speed and lateral position were determined to be higher and bigger than in the real Driving test, respectively. Additionally, the virtual driving test reduces the concentration, anxiety, and reality when compared to the real driving test. The formula includes four variables to produce the calibration: tangent driving speed, curve driving speed, tangent lateral position, and curve lateral position. However, the tangent lateral position was excluded because it was not statistically significant. CONCLUSIONS: The results of analyzing the formula from MPB (mean prediction bias), MAD (mean absolute deviation) is after applying the formula to the virtual driving test, similar to the real driving test so that the formula works. Because this study was conducted on a national, two-way road, the road speed limit was 80 km/h, and the lane width was 3.0-3.5 m. It works in the same condition road restrictively.