Low road lighting is a lighting device that complements the shortcomings of existing pillar-type street lights. It is a lighting device that emits light from the side of the road surface and adjusts the luminance of the road surface like a light carpet. In this paper, to achieve full commercialization, we analyzed the luminance of the installed road surface and studied whether lighting could replace existing road lighting. In this study, the LMK (Luminance Measurement Camera) LABSOFT program was used to measure and analyze the surface luminance of road lighting, and the RELUX program was used to evaluate and analyze the simulation performance to determine light-based lighting conditions. A study was conducted to determine whether replacing pillar-type road lighting with low-level road lighting in a real environment would ensure comfortable and safe night vision for drivers at night.

Road photovoltaic power generation is a technology that combines photovoltaic power generation while maintaining the function of the existing road by installing special photovoltaic modules on it. In this paper, we developed three types of modules and structures suitable for sidewalk blocks and element technology for the development of a solar road module for a sidewalk and bicycle road. The road solar potential in Korea is 10 GW. After analyzing the daily data obtained after the construction of a 10 kW solar road testbed, it was found that its utilization rate compared to the general photovoltaic energy is 80%.

In this study, to increase output of road piezoelectric energy harvester, it was made into rack type in which many piezoelectric materials can be installed and load transfer device of the leverage type to transfer vehicle load was made. By paving it in the road, the output characteristics depending on vehicle load and speed were evaluated. Changing vehicle load, harvester output characteristics depending on speed changes were evaluated at the interval of 10 km/h from 10 km/h to 100 km/h. Also, by making a wireless switch and sending wireless signal with output of rack type harvester, whether to receive it was evaluated by distance. It was checked that all switches work up to front-to-back 100 m from harvester.

A road energy harvester was designed and fabricated to convert mechanical energy from the vehicle load to electrical energy. The road energy harvester is composed of 20 piezoelectric materials. This study attempted to evaluate output depending on pavement materials when paving road piezoelectric energy harvester in the road. Harvester is the bender type and is the method of supporting the both ends of piezoelectric material and applying the load in the middle part. Harvester was paved in the type paved with asphalt, type paved with cement and in the exposed type not covering the top of harvester. The output characteristics were compared and evaluated depending on changes in vehicle load and vehicle speed changes. As vehicles, truck (11.9 ton), SUV(1.6 ton) and sedan (1.5 ton) were used and the output characteristics when driving at the interval of 10 km/h from 10 km/h to 100 km/h were evaluated.

In this study, the partial discharge degradation properties for 2-core PVC cable(2 cores × 1.5 mm2 cross section, length of 10 cm, 20 cm, 30 cm) following immersion with the salt water that the 2%, 4%, 8% of NaCl is dissolved in 100 g of distilled water for 48 and 96 hours has been measured. The results of this study are as follows. When the degradation time in salt water of 2% NaCl is 48 hours, it found that the number of partial discharge increased as about 40 pps, 50 pps, 90 pps with increasing the length of cable to 10 cm, 20 cm, 30 cm. In case the concentration and degradation time is same, the inception and extinction voltage decreased with increasing the length of cable. When the degradation time in salt water is 96 hours and the length of cable is 20 cm, it found that the number of partial discharge decreased as 3,000 pps, 500 pps, 100 pps with increasing the concentration of NaCl to 2%, 4%, 8%.

In this study, the characteristics of partial discharge was measured for the four core silicone cable (0.6/1.0 kV, 1.0 SQ × 4 C) with insulated part of 15 cm and conductor of 1cm. The following results have been confirmed as a result of this study. When the first line of cable is connected to the positive electrode and the second, third line of cable is connected to the negative electrode, it found that the inception voltage and extinction voltage decreased with increasing the line of negative electrode, and the partial discharge charge quantity(Q) increases, while the number of discharge occurrence has decreased. The inception voltage and extinction voltage of partial discharge has decreased with increasing the degradation rate in the 33%, 67%, 100%. Also, it confirmed that the partial discharge charge quantity(Q) and the number of discharge occurrence has decreased.

It found that the maximum temperature of the arc discharge occurred on the Silicone rubber sample significantly decreased with increasing the reinforcing agent. It was confirmed that the current value decreased with increasing the aluminium trihyd rate(Al(OH)3) and the current value increased with reducing the primary resistance over time. Regarding these results, may be it is because the degradation due to the electro-conductive carbonization was improved and the properties of dielectric breakdown was reduced by the flame retardant reinforcing agent. It found that the electro-conductive carbonized road has not happened by increasing the flame retardant reinforcing agent. Regarding to the arc discharge, this study show that the arc arising near the lower electrode of sample has disappeared.

A road energy harvester was designed and fabricated to convert mechanical energy from the vehicle load to electrical energy. The road energy harvester is composed of 16 piezoelectric cantilevers. We fabricated prototypes using a vehicle load transfer mechanism. Applying a vehicle load transfer mechanism rather than directly installing energy harvesters under roads decreases the area of road construction and allows more energy harvesters to be installed on the side of the road. The power generation amount with respect to the vehicular velocity change was assessed by installing the vehicle load transfer mechanism form and underground form. The energy harvester installed in the underground form generated power of 4.52mJ at the vehicular velocity of 50 km/h. Also, power generation of the energy harvester installed in the vehicle load transfer mechanism form was 48.65mJ at the vehicular velocity of 50 km/h.