• Proceedings of the KAIS Fall Conference
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• 2004.06a
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• pp.327-330
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• 2004

공급사슬은 공급자, 공장, 유통센터, 소비자 둥의 네트워크로 구성되고, 이러한 공급사슬네트워크에서 생산과 분배의 각 활동사이의 상호작용에 대해 고려해야만 한다. 공급사슬관리(SCM) 연구에 있어서 생산과 분배에 대한 총비용을 최소화하는 것은 중요한 문제인데, 본 연구에서는 다설비, 다제품에 대한 생산과 분배를 동시에 고려하는 연구를 수행하였다. 이를 위하여 공급사슬 네트워크에서의 총비용을 최소화하는 수학적 모델을 제안하였고, 유전자 알고리즘기반의 총비용의 근사최적해와 각각의 생산비용, 재고비용, 수송비용을 얻을 수 있었다.

• 한국ITS학회:학술대회논문집
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• 2008.11a
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• pp.205-210
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• 2008

• Journal of Korea Society of Industrial Information Systems
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• v.29 no.1
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• pp.49-62
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• 2024

In this paper, a sustainable closed-loop supply chain (SCLSC) network model is proposed for domestic mobile phone industry. Economic, environmental and social factors are respectively considered for reinforcing the sustainability of the SCLSC network model. These three factors aim at minimizing total cost, minimizing total amount of CO₂ emission, and maximizing total social influence resulting from the establishment and operation of facilities at each stage of the SCLSC network model. Since they are used as each objective function in modeling, the SCLSC network model can be a multi-objective optimization problem. A mathematical formulation is used for representing the SCLSC network model and a hybrid meta-heuristic approach is proposed for efficiently solving it. In numerical experiment, the performance of the proposed hybrid meta-heuristic approach is compared with those of conventional meta-heuristic approaches using some scales of the SCLSC network model. Experimental results shows that the proposed hybrid meta-heuristic approach outperforms conventional meta-heuristic approaches.

• Journal of Korea Society of Industrial Information Systems
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• v.24 no.3
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• pp.31-38
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• 2019

In this paper, we design a green supply chain (gSC) network model. For constructing the gSC network model, environmental and economic factors are taken into consideration in it. Environmental factor is to minimize the $CO_2$ emission amount emitted when transporting products or materials between each stage. For economic factor, the total cost which is composed of total transportation cost, total handling cost and total fixed cost is minimized. To minimize the environmental and economic factors simultaneously, a mathematical formulation is proposed and it is implemented in a genetic algorithm (GA) approach. In numerical experiment, some scales of the gSC network model is presented and its performance is analyzed using the GA approach. Finally, the efficiencies of the gSC network model and the GA approach are proved.

• Convergence Security Journal
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• v.13 no.1
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• pp.11-17
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• 2013

In this paper, the information security requirements in the mobile ad-hoc network(MANET) are presented, and the algorithm to establish the protection node(gateway) is proposed to prevent the distributed denial of service(DDoS). The information security technology and security threats in the MANET are presented, and protection node is decided to minimize the total cost through the sending nodes and receiving nodes by way of protection node. To set up the protection node, the minimization algorithms of maximum cost and the average cost between the protection node and receiving nodes are compared with the optimal solutions, in which optimal solution is found out by all enumeration method. From the results, the total cost between the sending and receiving nodes is minimized under the average cost minimization algorithm rather than the using of the maximum cost.

• The KIPS Transactions:PartC
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• v.13C no.7 s.110
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• pp.905-912
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• 2006

Depending on the location of the rendezvous point (RP), the network efficiency is determined in the core based tree (CBT) or protocol independent multicast-sparse mode (PIM-5M) multicasting protocol to provide the multicast services based on the shared tree. In this paper, a new algorithm to allocate the RP using the estimated values of the total cost and the size(number of entries) of the routing tables is proposed for efficiently controlling the cost and the number of routing table entries. The numerical results show that the proposed algorithm reduces the total cost in 5.37%, and the size of routing tables in 13.35% as compared to the previous algorithm.

• Journal of Navigation and Port Research
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• v.30 no.1 s.107
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• pp.53-59
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• 2006

Recently, 8,000TEU class containerships has started operating the shipping service and the mega-containership of over 10,000TEU is on planning. A unit cost in relation to shipping service is decreased by the bigger ship based on the economy of scale. Most of the previous studies have been performed and focused on the total operation cost from mega port to mega port. However, the purpose of this paper is to estimate economic efficiency of selected hub ports from point of view of total cost such as service cost(or operation cost), port charge and feeder cost, etc. First, the service-network of mega containerships is based on data of a domestic shipping company operated main line and economic analysis of individual scenarios on the cost and traffic when 10,000TEU mega containerships offer the services. The three scenarios presented in this paper set up the hub ports which are the port of Busan, Shanghai and Yokohama The results show that port of Busan is economically the most efficient one among others.

• Journal of the Institute of Electronics and Information Engineers
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• v.50 no.5
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• pp.25-38
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• 2013

Future wireless systems will be required to support the increasingly nomadic lifestyle of people. This support will be provided through the use of multiple overlaid networks which have very different characteristics. Moreover, these networks will be required to support the seamless delivery of today's popular desktop services, such as web browsing, interactive multimedia and video conferencing to the mobile devices. Thus one of the major challenges in the design of these mobile systems will be the provision of the quality of service (QoS) guarantees that the applications demand under this diverse networking infrastructure. We believe that it is necessary to use resource reservation and adaptation techniques to deliver these QoS guarantee to applications. However, reservation and pre-configuration in the entire service region is overly aggressive, and results in schemes that are extremely inefficient and unreliable. To overcome this, the mobility pattern of a user can be exploited. If the movement of a user is known, the reservation and configuration procedure can be limited to the regions of the network a user is likely to visit. Our proposed Proxy-UMP is not sensitive to increase of the search cost than other schemes and shows that the increasing rate of total cost is low as the SMR increases.

• Journal of Korean Society of Transportation
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• v.24 no.2 s.88
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• pp.65-78
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• 2006

This paper investigates the cost structure ot the Korea and Japan railroad industry with respect to density, scale and scope economies as well as productivity growth rate using a generalized trans)og multiproduct cost function model. The paper then assumes that the Korea and Japan railway companies pi·educe three outputs (incumbent railway passenger-kilometers. Shinkansen passenger-kilometers, ton-kilometers of freight) using four input factors (labor, fuel, maintenance, rolling stock and capital). The specified cost function includes foul other independent variables: track lengths to reflect network effects, two dummies to reflect nation and ownership effects, and time trend as a proxy for technical change. The simultaneous equation system consisting of a cost function and three input share equations is estimated with the Zellner's iterative seemingly unrelated regression. The unbalanced panel data used in the paper, a total of 154 observations. are collected from the annual records of the Korea National Railroad (KNR) for the yews $1977{\sim}2003$, Japan National Railways (JNR) for the years $1977{\sim}1984$. seven Japan Railways (JR's) for the years $1987{\sim}2003$. The findings show that the Korean and Japanese railways exhibit product-specific and overall economies of density but product-specific diseconomies of scale with respect to incumbent railway passenger-kilometers, Shinkansen-kilometers and ton-kilometers. However, the railways experience mild overall economies of scale which result from economies of scope associated with the joint production of incumbent railway/Shinkansen and feight, freight/incumbent railway and Shinkansen except Shinkansen/incumbent railway and freight. In addition, the economies of density and scale in the KNR, JR east, JR central, and JR west companies at the point of the years $1990{\sim}2003$ average is generally analogous to the above results at the point of sample average. There also appear to be economies of ssope associated with the joint Production of the incumbent railway and Shinkansen in JR central but diseconomies of scope in JR East and JR West. The findings also indicate that the productivity growth rate of the privately-owned JR's is larger than that of the government-owned KNR.

• Journal of the Institute of Electronics Engineers of Korea TC
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• v.43 no.1 s.343
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• pp.103-110
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• 2006

Internet engineering task force (IETF) has proposed hierarchical mobile IPv6 (HMIPv6) in order to reduce a frequent location registration of a mobile node in mobile IPv6 (MIPv6). All traffics toward a mobile node must be transmitted through a MAP in HMIPv6. This brings unnecessary packet latency because of the increased processing cost of packet at the MAP. At this point the processing cost of packet at the MAP is influenced by the packet arrival rate for a mobile node and the number of mobile nodes in MAP domain. In this paper, we propose that MIPv6 and HMIPv6 are adaptively selected to minimize signaling coast of network as complementing weak point of MIPv6 and HMIPv6. After suppose that the packet arrival rate for a mobile node is fixed ,with this in mind, we find the optimal number of mobile nodes compared the total cost of HMIPv6 with the total cost of MIPv6. And if Mobile Nodes that the MAP is able to manage is full in MAP domain, a mobile node entering MAP domain is provided connection by MIPv6 instead of HMIPv6. In the conclusion, the proposed method of this paper shows that the weak points of MIPv6 and HMIPv6 are removed by adaptive selecting each other.