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1 1. 보행자보호시스템

2 보행자보호시스템의필요성및요소기술 [7] Official figures of the global comparison presented in [7] show that every year more than 400,000 pedestrians worldwide are killed in traffic accidents. 교통사고사망자분포 교통사고피해자분포 교통사고피해자의 7% 가보행자교통사고사망자의 24% 가보행자 보행자교통사고는치명적결과초래 [8]

3 다양한보행자보호방법들 [7]

4 Taxonomy of Pedestrian Protection Approaches [1]

5 Passive and Active Approaches [7] 인프라스트럭쳐개선 수동적안전시스템 능동적안전시스템 충돌사고이후작동 충돌사고이전작동 차량탑재시스템

6 보행자사고위험요소 : Infrastructure 적측면 [6] 첫째, 속도관리가미흡 보행자교통사고의심각도가급격히증가하는임계속도는 40kph 내외로알려져있음 정밀분석된 20건의교통사고중에서 16건이임계속도를초과한상태에서보행자와충돌한것으로나타났으며특히, 제한속도를 20kph이상초과한상태에서보행자사고를발생시킨경우도다수있음 둘째, 시야장애요인이보행자교통사고에밀접한관련이있음 분석결과에나타난시야장애요인은불법주정차차량, 곡선구간, 경사구간등다양 도시부의경우, 시야장애요인으로불법주정차가가장큰문제인것으로판단됨

보행자사고위험요소 : Infrastructure 적측면 [6] 셋째, 보도및보차분리시설, 노견등보행자통행로가미흡 도시부도로의경우, 대부분보도가설치되어있으나불법주차, 불법시설, 보도상적재물등각종보행자방해물로보행자가차도로내려올수밖에없는사례가많이발생하고있음 지방부도로의경우,

7 보행자사고위험요소 : Infrastructure 적측면 [6] 셋째, 보도및보차분리시설, 노견등보행자통행로가미흡 도시부도로의경우, 대부분보도가설치되어있으나불법주차, 불법시설, 보도상적재물등각종보행자방해물로보행자가차도로내려올수밖에없는사례가많이발생하고있음 지방부도로의경우, 보도는물론노견조차설치되어있지않은곳에서교통사고가발생하고있음 넷째, 지방부도로에서는횡단보도설치및횡단보도관리가미흡 지방부도로의경우, 횡단보행자가충분하지않아횡단보도가설치되지않거나설치된횡단보도에횡단보도임을운전자에게알릴수있는시설이미흡함. 이러한교통사고는모두야간에발생한것으로서전형적인지방부도로의교통사고형태임

8 Infrastructure 를이용한보행자보호방법들 [6] 보행자보호방법들중가장전통적인접근법 속도제한, 차량 - 보행자분리, 보행자에대한가시성 (visibility) 과시인성 (conspicuity) 개선등의수단동원 보행자사고를예방할수있는주행및보행환경구축 Traffic calming: 도로 ( 혹은가로 ) 의구조에변화를주어자동차의속도및통과교통을감소시켜, 보행및주거에안전한교통환경을구축하자는개념및운동 교통량통제 차량속도통제

9 인프라스트럭쳐개선 : Traffic Calming [10][11] 교통량통제수단 (Volume Control Measures): 보행지역을관통하는교통을막 고사고를용이하게예방할수있는길로우회하도록도로를개선 Median Barriers

10 인프라스트럭쳐개선 : Traffic Calming [10][11] 차량속도통제수단 (Speed Control Measures): 과속을방지하기위하여도로 의수직, 수평굴곡을삽입하거나도로폭을줄임. 수직굴곡 : 과속방지턱, speed table, 융기횡단보도, 융기교차로, textured pavement 수평굴곡 : traffic circle, roundabout, chicane, 비틀어진교차로 도로폭축소 : neckdown, center island narrowing, chocker

11 인프라스트럭쳐개선 : Traffic Calming [10][11] 차량속도통제수단 수직굴곡 (Vertical Deflection)

12 인프라스트럭쳐개선 : Traffic Calming [10][11] 차량속도통제수단 수직굴곡 (Vertical Deflection)

13 인프라스트럭쳐개선 : Traffic Calming [10][11] 차량속도통제수단 수평굴곡 (Horizontal Deflection) Realigned intersection

14 인프라스트럭쳐개선 : Traffic Calming [10][11] 차량속도통제수단 도로폭축소 (Horizontal Narrowing) Neckdown Center Island Narrowing

15 수동적안전시스템 차량과보행자가직접충돌한사고의대부분은차량전면에충돌 - 보행자부상사고의 71.1% - 보행자사망사고의 80% 정면만대응가능한보호수단으로도상당한피해감소기대 보행자머리가부상에가장많이노출됐고, 그결과도가장치명적임 - 사망자의 62% 보행자상해의가장큰원인은 A-pillar 를포함한 windshield - 머리부상의 44.3% - 심각한부상의 82% Windshield에머리가부딪히는것을방지또는완화해야함

16 Passive Safety System: Compliant Bonnet [2]

17 Passive Safety System: Compliant Bonnet [2] Such a design usually has weak points and stiff points. For pedestrian protection, it is preferable to design the hood inner panel with a more uniform stiffness distribution. This could be achieved with: - Increased number of ribs - Alternative hood inner

18 Passive Safety System: Compliant Bonnet [2] Since there are no ribs and no cutouts, the local stiffness does not vary as much as for a traditional hood inner design. The main advantage of such a continuous stiffness distribution is that it is easier to tune the hood to be stiffer or weaker overall.

19 Passive Safety Systems: Active Bumper [4] To extend and retract the bumper, reversible actuators are required for the R/A bumper. A wide range of reversible actuators, including electrical motors, solenoids, pneumatic cylinders, etc., could be used. However, linear actuators using rotary electric motors are attractive candidates for this application because of their flexibility of packaging and operation, and the experience with them in power seat applications.

20 Passive Safety Systems: Active Bonnet [1] Jaguar Active Bonnet

21 Passive Safety Systems: Active Bonnet [1] Collision sensor Actuator ECU Acceleration sensor active-bonnet-system.flv

Passive Safety Systems: Windshield Airbag [3] The most sever injuries are head injuries when impacting the vehicle front, valid for both children and adults.

22 Passive Safety Systems: Windshield Airbag [3] The most sever injuries are head injuries when impacting the vehicle front, valid for both children and adults. It's the "hard structure" under the bonnet, lower part of the windscreen area (cowl area) and the A- pillar structure where the most severe head injuries occurs.

Passive Safety Systems: Windshield Airbag [3] IVSS http://www.ivss.

23 Passive Safety Systems: Windshield Airbag [3] IVSS Pedestrian Protection Airbag: The overall task is to develop a pedestrian protection airbag that primary lifts the bonnet and secondary inflates over the lower part of windscreen and the A-pillar structure.

24 Passive Safety Systems: Windshield Airbag [3] The hinge is designed with an extra linkage that can be released to manage a lifting of the bonnet in rear end.

25 Passive Safety Systems: Windshield Airbag [3] The airbag unit, see picture 8, consist of a gas generator (1) which inflates the airbag (2), an airbag container (3), a module cover (4) and a deflector (5) which secure the gas flow from the gas generator.

26 Passive Safety Systems: Windshield Airbag [3]

27 사고시보행자움직임 [8] 보행자교통사고의 72% 가도로횡단중에발생 검출이용이한범위의보행자인식만으로도대다수사고방지가능

28 보행자사고시간대 [8] 보행자사망사고발생시간분포 보행자교통사고의 73% 가주간에발생 보행자사망사고의 45% 가야간에발생 야간의보행자교통사고예방을위한조치필요

29 Active Braking 의사고예방능력 [8] 사고방지및피해경감용능동제동 운전자의빠른반응을유도하는경보 야간상황파악을위한나이트비젼

30 Active Safety System: Volvo S60 Audible and visible warning Sensor fusion-based pedestrian detection Object detection and classification Automatic braking

31 Active Safety System 용센서비교 [1]

인체가주변보다높은온도인경우, FIR 영상에서인체는높은 Intensity를갖는영역으로나타난다.

32 Active Safety System 용센서비교 [9] FIR(Far InfraRed) 영상을이용한온도데이터의 Segmentation FIR(Far InfraRed) 은발열체에서나오는적외선대역의빛이다. 인체가주변보다높은온도인경우, FIR 영상에서인체는높은 Intensity를갖는영역으로나타난다. 따라서, 주변온도에대한보상을거쳐설정한임계치이상의영역을보행자에대한후보로사용할수있다. (a) 겨울에촬영한 FIR 영상 (b) Hot spot에의해생성된후보그림 7. FIR 영상의고온영역에의한후보생성

33 Active Safety System 용센서비교 [9] 걷는동작의주기성을이용하는경우 후보영상에서다리부분을인식하고보행에따른주기성을확인함으로써보행자를인식할수있다. 보행에따른다리모양의 Template을만들고, 후보영상의아래부분의 Motion data와가장일치하는 Template을찾음으로써보행의단계를검출한다. 일반적으로보행동작은천천히변하는주기운동의특징을갖기때문에, 이러한요건을만족하는지여부를검사함으로써보행자를인식할수있다. 그림 11. 보행의 12 단계에해당하는 template

34 Active Safety System 용센서비교 [9] 레이더만을이용하여보행자를인식하는경우 거리데이터클러스터의운동특성이나주파수특성에대한 Pattern classifier 를이용한 다. 밀리파레이더측정에서, 차량에선단일속도만검출되는데비해, 보행자는걷는동작때 문에비교적다양한속도들이검출된다. 그림 12 는걷고있는보행자를밀리파레이더로 관찰하면서거리 - 속도그래프를그린결과이다. 일정거리에서다양한속도성분이측정 됨을볼수있다. 그림 12. 밀리파레이더로관찰한걷고있는보행자의거리 - 속도그래프 그림 13. 거리 - 속도공간상의 3 가지장애물

35 Active Pedestrian Protection System [5] Project Overview Objectives To develop active pedestrian protection system (APPS), detecting pedestrian using sensor fusion-based, assessing risk of vehicle-pedestrian collision, and actuating countermeasures to avoid the collision. Duration 1 st Phase (Prototype development): Nov Oct (36 months) 2 nd Phase (Product development): Nov Oct (24 months) Fund Co-funded by participating companies and government, MKE (Ministry of Knowledge and Economy) For the 1 st phase, total budget is 4.7 million USD.

36 Active Pedestrian Protection System [5] Team Organization MANDO Project management System design Vision-based pedestrian classification Sensor fusion of NIR vision and range sensor Sensor fusion of FIR stereo and visible vision Risk assessment Actuation Ho Gi Jung LG Innotek SL Yonsei Univ. VisLab TOF camera module TOF camera-based pedestrian recognition NIR camera module NIR headlamp Radar array-based pedestrian recognition System design Sensor fusion of NIR vision and range sensor

37 Active Pedestrian Protection System [5] Scenario-Driven Method Almighty classifier is replaced with a combination of strict experts. False negative False positive

Active Pedestrian Protection System [5] Critical Area-Centered Pedestrian Recognition The top ranked situation is when a pedestrian popped up from the behind of vehicle parked along a road-side.

38 Active Pedestrian Protection System [5] Critical Area-Centered Pedestrian Recognition The top ranked situation is when a pedestrian popped up from the behind of vehicle parked along a road-side. Critical area We assume that pedestrians in front of ego-vehicle without occlusion would be easily detected by the driver. Examples of critical area. The second row shows the critical area of situations of hogijung@hanyang.ac.kr the first row.

39 Active Pedestrian Protection System [5] Vision-based pedestrian classifier - Haar-feature-based Adaboost - Ad-hoc-features-based Adaboost

40 Active Pedestrian Protection System [5] For cooperative development, two test vehicles in each site. SICK LMS 211, NIR sensitive camera. Active braking by MANDO s MGH-40 ESCplus via CAN. Parma University, Italy MANDO, Korea

41 Active Pedestrian Protection System [5] 10 hours in complex urban scenarios 236km Various situations were included. 24 true positives 1 false positive ( false positive/frame) 11 false negative (1 missing, others are alert missing or delayed detection) Fig. 10. Some suddenly appearing pedestrians correctly detected (a) in an underground parking, (b) in the rain, (c) behind a misaligned vehicle, (d) behind a wall, and (e) at night, and (f) a suddenly appearing pedestrian detected as a non-dangerous pedestrian (false negative).

42 References 1. Tarak Gandhi and Mohan Manubhai Trivedi, Pedestrian Protection Systems: Issues, Survey, and Challenges, IEEE Trans. ITS, Vol. 8, No. 3, Sep. 2007, pp C. Kerkeling, J. Schafer, and G.-M. Thompson, Structural hood and hinge concepts for pedestrian protection, in Proc. 17th Int. Tech. Conf. ESV, Amsterdam, The Netherlands, Jun. 4 7, Mats Erlingfors, Martin Östling, Pedestrian Protection Airbag, IVSS Project Report, Ref. No. AL 80 A 2005:22829, 23 Jun. 2009, available at 25.pdf. 4. Ingemar Söderlund, Reversible Active Pedestrian Safety System, IVSS Project Report, Ref. No. AL 80 A 2008:73472, 28 Jul. 2009, available at 5. Alberto Broggi, Pietro Cerri, Stefano Ghidoni, Paolo Grisleri, and Ho Gi Jung, A New Approach to Urban Pedestrian Detection for Automatic Braking, IEEE Transactions on Intelligent Transportation Systems, Vol. 10, Issue 4, Dec. 2009, pp 성낙문, 보행자교통사고예방전략개발, 교통개발연구원정책연구 04-14, ISBN , 교통개발연구원, 2004 년 11 월 21 일.

43 References 7. Klaus David and Alexander Flach, CAR-2-X and Pedestrian Safety, IEEE Vehicular Technology Magazine, Mar. 2010, pp D. M. Gavrila, Vulnerable Road User Scenario Analysis, SAVE-U Deliverable 1- A, 20 Feb 윤팔주, 강형진, 정호기, [ 특집 : 지능형자동차 ] 보행자보호기술, 한국자동차공학회학회지오토저널 (Auto Journal), 2006 년 8 월 28 권 4 호 노성규, Traffic Calming 기법의소개, 도로교통 (Journal of The Korea Road & Transportation Association) 제 97 호 2007, 가을, pp

44 2. 가시광기반 보행자인식시스템

45 Main Challenges of Pedestrian Protection System [1] The appearance of pedestrians exhibits very high variability since they can change pose, wear different clothes, carry different objects, and have a considerable range of sizes (especially in terms of height). Pedestrians must be identified in outdoor urban scenarios, i.e., they must be detected in the context of a cluttered background (urban areas are more complex than highways) under a wide range of illumination and weather conditions that vary the quality of the sensed information (e.g., shadows and poor contrast in the visible spectrum). In addition, pedestrians can be partially occluded by common urban elements, such as parked vehicles or street furniture. Pedestrians must be identified in highly dynamic scenes since both the pedestrian and camera are in motion, which complicates tracking and movement analysis. Furthermore, pedestrians appear at different viewing angles (e.g., lateral and front/rear positions) and the system must work over a large range of distances (at least 25 m, which roughly corresponds to a pixel pedestrian with a typical 6 mm focal length pixel camera). The required performance is quite demanding in terms of system reaction time and robustness (i.e., false alarms versus misdetections).

General Architecture [1] Fig. 1. The architecture proposed for an on-board pedestrian detection system, exemplified for the case of using a camera sensor working in the visible spectrum.

46 General Architecture [1] Fig. 1. The architecture proposed for an on-board pedestrian detection system, exemplified for the case of using a camera sensor working in the visible spectrum. The diagram is a simplification that covers the structure of most of the systems, so particular module organizations presented in some papers, for example, interchanging tracking and verification stages, have not been included. However, potential feedback between modules (e.g., tracking-foreground segmentation) is becoming common, so it has been illustrated by the top arrows.

47 General Architecture [1] Preprocessing Exposure time, gain adjustments Camera calibration Foreground Segmentation Candidate generation, ROI extraction 2D-based: similar to the knowledge-based of vehicle detection Stereo: disparity histogram, v-disparity Motion-based: optical flow

48 General Architecture [1] Object Classification: Silhouette Matching

49 General Architecture [1] Object Classification: Appearance-based

50 General Architecture [1] Object Classification: Appearance-based (Holistic)

51 General Architecture [1] Object Classification: Appearance-based (Part-based)

52 References 1. David Gernóimo, Antonio M. López, Angel D. Sappa, and Thorsten Graf, Survey of Pedestrian Detection for Advanced Driver Assistance Systems, IEEE Trans. PAMI, Vol. 32, No. 7, Jul. 2010, pp

53 3. 통신기반보행자인식

주요시나리오 [1] Since most of the accidents involving pedestrians occur in urban areas, the different approaches are aiming at urban accident scenarios like the one shown in Figure 1.

54 주요시나리오 [1] Since most of the accidents involving pedestrians occur in urban areas, the different approaches are aiming at urban accident scenarios like the one shown in Figure 1. Consider a typical scenario where a car is driven at a speed of 50km/h and a pedestrian is setting out to cross the street through the gap between the parked cars. The pedestrian is not visible to the car driver and is not aware of the approaching car. Only when the pedestrian steps onto the street does he become visible to the car driver.

55 휴대폰통신기반 [1] 통신기반보행자인식의장점 1 A radio-based collision avoidance system does not need line of sight for communication and can obviously be built on an almost universal available infrastructure of global system for mobile communication (GSM)/universal mobile telecommunications system (UMTS). The position information of the pedestrian as well as the car is assumed to be given with sufficient precision, e.g., covering a range from 10 to about 80cm, either by GPS or Galileo or another positioning approach. Intelligent Filter는위치정보와문맥정보 ( 보행자 profile 등 ) 를종합하여충돌사고의위험도를평가하고, 그값이임계치이상이면운전자와보행자에게경고를발송한다. 위치정보와함께보행자 profile이제공된다고가정 통신기반보행자인식의장점 2 보행자 profile은나이, 최대속도, 최대가속도, 개인일정표, 이동경로, 현재속도및방향등을포함한다.

휴대폰통신기반 [1] The time available for detection of a car/pedestrian, transmission of data, calculations, and warning to make the driver/pedestrian aware of dangerous situations to avoid a collision, i.e., the system time available t sta is determined by the speed of the car v car, the deceleration a car of the car, and the communication radius s com : reaction time = 0.

56 휴대폰통신기반 [1] The time available for detection of a car/pedestrian, transmission of data, calculations, and warning to make the driver/pedestrian aware of dangerous situations to avoid a collision, i.e., the system time available t sta is determined by the speed of the car v car, the deceleration a car of the car, and the communication radius s com : reaction time = 0.83s driver s reaction time (0.62s) + braking system s reaction time (0.2s)

휴대폰통신기반 [1][2] The approach presented in [2] uses global positioning system (GPS)-based positioning data exchanged via UMTS between a pedestrian s mobile phone, a car s navigation system, and a

57 휴대폰통신기반 [1][2] The approach presented in [2] uses global positioning system (GPS)-based positioning data exchanged via UMTS between a pedestrian s mobile phone, a car s navigation system, and a central server. The server estimates the risk of a collision with the help of positioning data and additional information. The result is sent to the mobile phone and the navigation system of the car. In case of high accident potential, the risk estimation is sent to the car and to the pedestrian s mobile phone, and a direct communication between the car and the mobile phone of the pedestrian based on wireless local area network (WLAN) is established to exchange further positioning information. Time delay of FOMA(UMTS): ms Time delay of WLAN: 20ms * 보행자인식을위해서는시간지연을 200ms 이하로제한해야함

휴대폰통신기반 [1] For the communication, three architectural approaches are possible: 1) Communication based on existing cellular networks such as GSM/general packet radio service (GPRS) enhanced data

58 휴대폰통신기반 [1] For the communication, three architectural approaches are possible: 1) Communication based on existing cellular networks such as GSM/general packet radio service (GPRS) enhanced data rates for GSM evolution (EDGE) or UMTS/high speed packet access (HSPA)/long-term evolution (LTE) given by the discontinuous dark red line 2) Based on ad hoc infrastructure-less communication based, e.g., on WLAN (or variants of WLAN such as IEEE p), ZigBee, or other ad hoc air interfaces given by the discontinuous blue line 3) A hybrid approach that is based on cellular as well as ad hoc networks

59 휴대폰통신기반 [1]

60 RFID 기반 [2] Tag-based approaches as described in [3] and [4] use radio frequency identification (RFID) tags fixed to the pedestrian and a transmitter/receiver device mounted on the car to detect the position of the pedestrian and make predictions of the next movements. The systems do not need line of sight but have a very limited communication radius (up to 60m).

RFID 기반 [3][4] http://www.project-amulett.de Upon receiving an interrogation impulse from the vehicle, the transponder transmits an identification message.

61 RFID 기반 [3][4] Upon receiving an interrogation impulse from the vehicle, the transponder transmits an identification message. This enables its position to be fixed and, even more importantly, identifies its carrier as a vulnerable road user. 통신기반보행자인식의 보행자인식의장점 2 The test vehicle identifies the electromagnetic waves using a multi-antenna system in a frequency band of 2.4 GHz, with the angle of arrival and identification determined by a signal processing unit. Since each tag uses a different time-delay delay, the responses of several tags being simultaneously interrogated are separated in time enhancing the precision of the measurement of the distance and the direction-of-arrival.

$wavelength dependent diffraction effects can be utilized to$ distinguish between visible and hidden VRUs.

62 RFID 기반 [5] By using a transponder attached at the VRU, wavelength dependent diffraction effects can be utilized to distinguish between visible and hidden VRUs. - Transponder가서로다른두주파수로응답 - 물체에가려져있다면, 신호는회절 - 주파수에따라회절정도가달라지기때문에, 두주파수의전력차이가커짐

63 RFID 기반 [5] Detection of Hidden Targets in Road Traffic Scenarios

64 WATCH-OVER [6] = CMOS camera + short range communication

65 WATCH-OVER [6] Scenarios and Use cases

66 WATCH-OVER [6] Requirements for the short range communication technology

67 WATCH-OVER [6] Requirements for the short range communication technology

68 WATCH-OVER [6] Candidate short range communication technologies

69 WATCH-OVER [6] UWB Communication Ultra Wideband (UWB) communication systems typically use signals with bandwidths of several GHz. One of the most common method called Impulse Radio (IR), uses extremely short pulses (pulse duration < 1ns) to transmit data without using an RF carrier wave. The properties of UWB signals allow positioning at cmaccuracy. For the detection and localization of vulnerable road users, the use of a UWB differential impulse radar scheme is proposed. This method has the following benefits: - Low power consumption - Low cost wearable unit - Exact estimation of the distance - High reliability of the signal recognition

70 WATCH-OVER [6] Active vs. Passive Tag It is foreseen to use active tags, as a relatively long distance is needed for a timely interaction between the vehicle and the vulnerable road users. Passive tags are, in fact, inexpensive objects, they don t need an autonomous energy source, but they cover only short distance.

71 WATCH-OVER [6] Candidate Sensor Technologies

72 WATCH-OVER [6] Candidate Sensor Technologies [8] Localization, distance measurement Angle measurement approach

73 V2V 활용한경우 [9] Target Situation

74 V2V 활용한경우 [9] Pedestrian Each pedestrian is equipped with a beacon device. Beacon device emits a signal every t b [s]. A unique ID is assigned to each beacon device. Radio for sending beacon signals is based on IEEE standard. Car Each car is equipped with a directional antenna capable of receiving beacon signals and estimating their directions. Each car is equipped with IEEE based wireless LAN device, and capable of communication with other cars. Each car is equipped with a GPS receiver. Each car is equipped with a computer with a certain amount of storage and accurate clock. Road map is installed on the computer of each car.

75 V2V 활용한경우 [9] Inter Vehicle Communication Radio for beacon signals sent by pedestrians and packets exchanged between cars is based on IEEE Time intervals for sending beacon signals and packets are t b [s] and t c [s], respectively. Each beacon signal propagates in the area with radius r b [m] centered at its sender. All cars in the area receive the beacon signal as long as there is no radio interference. Each packet sent by a car propagates in the area with radius r c [m]. All cars in the area receive the packet as long as there is no radio interference. Property of Directional Antenna When receiving a beacon signal, it can estimate the direction and distance to its sender pedestrian. Error in the measured direction follows normal distribution. Error in the measured distance follows normal distribution.

76 V2V 활용한경우 [9]

77 V2V 활용한경우 [9] By exchanging information of the probabilities between cars, the area with high existence probability is narrowed down.

78 References 1. Klaus David and Alexander Flach, CAR-2-X and Pedestrian Safety, IEEE Vehicular Technology Magazine, Mar. 2010, pp Chika Sugimoto, Yasuhisa Nakamura, Takuya Hashimoto, Prototype of pedestrianto-vehicle communication system for the prevention of pedestrian accidents using both 3G wireless and WLAN communication, International Symposium on Wireless Pervasive Computing, May 2008, pp Horatiu B., BMW Car-2-X Communication improves pedestrian safety, available at accessed on 25 May R. Raβhofer, et. al., Pedestrian Protection Systems using Cooperative Sensor Technology, Advanced Microsystems for Automotive Applications 2007, Springer Berlin Heidelberg, pp A. Fackelmeier, et. al., Dual Frequency Methods for Identifying Hidden Targets in Road Traffic, Advanced Microsystems for Automotive Applications 2008, Springer Berlin Heidelberg, pp

79 References 6. Marco Pieve, Future Perspective on Cooperative Systems for a Safe and Sustainable Mobility, ATA International Workshop, Itay, May 24-25, 2007, available at accessed on 25 May Lusia Andreone, et al., Cooperative Systems for Vulnerable Road Users: The Concept of the Watch-over Project, available at accessed on 25 May Reinhard Kloibhofer, Erwin Schoitsch, Vehicle-to-Vulnerable Road User Cooperative Communication and Sensing Technologies to Improve Transport Safety, available at accessed on 25 May Sawa, Y. Kitani, t. Shibata, N. Yasumoto, K. Ito, M., A Method for Pedestrian Position Estimation using Inter-Vehicle Communication, IEEE GLOBECOM Workshops, Nov. 30-Dec. 4, 2008, pp. 1-6.

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<32382DC3BBB0A2C0E5BED6C0DA2E687770> 논문접수일 : 2014.12.20 심사일 : 2015.01.06 게재확정일 : 2015.01.27 청각 장애자들을 위한 보급형 휴대폰 액세서리 디자인 프로토타입 개발 Development Prototype of Low-end Mobile Phone Accessory Design for Hearing-impaired Person 주저자 : 윤수인 서경대학교 예술대학