• KSCE Journal of Civil and Environmental Engineering Research
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• v.30 no.6D
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• pp.569-575
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• 2010

The occupancy based O/D is essential for measuring efficiency of various transportation policies like HOV/HOT lane, ramp metering, and public parking station. There has been many studies on occupancy survey methodology and O/D estimation using TCS (Toll Collection System) data separately. The occupancy O/D estimation methodology using TCS data has not been attempted thus far. An overall process from data collection stage to the occupancy O/D estimation stage has been suggested. Field survey was performed at the northbound Seoul toll station of Gyeongbu Expressway by each 2 hours of AM peak, PM non-peak, PM peak, midnight periods on a day. The process of matching the TCS data and field survey data classified by tollbooth ID, car type/mode, and arrival time was also performed. One typical output of the results showed that the ratio of single occupancy vehicles bounding for Seoul during the AM peak amounted to 60%. With the key output of this study and the specific O/D estimation methodology suggested, the whole centroid-to-centroid occupancy O/D of the country could be available, and then various applications in which the occupancy information is required could be possible.

• Proceedings of the Korean Information Science Society Conference
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• 2006.06d
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• pp.316-318
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• 2006

본 논문에서는 차세대 지능형 교통시스템인 UTIS(Urban Traffic Information System)의 빠른 접속 요구 조건을 만족하기 위한 DLC(Dynamic Limited Contention) 알고리즘을 제안한다. UTIS 네트워크는 고속으로 이동하는 차량에 설치된 모바일 노드와 도로 변에 설치된 노변 기지국으로 구성되며, 이 네트워크를 통해서 IP 데이터 그램의 전송 서비스, 방송 데이터를 실시간으로 전송하는 실시간 전송 서비스 그리고 차량의 위치를 계속적으로 알려 주는 위치 탐색 서비스를 지원한다. 이러한 전송 서비스를 지원하기 위해서 UTIS는 물리 계층과 MAC 계층으로 구성된다. 그러나 UTIS에서는 차량의 고속 이동으로 인해서 셀(cell)간의 핸드오프가 빈번히 발생하고 또한 위치 추적과 방송 서비스와 같은 실시간 전송 서비스를 지원해야 하기 때문에 기존의 802.11 MAC을 사용할 수 없다. 즉 UTIS에서의 빠른 등록 요구 조건을 충족시키기 위해 기존의 802.11에서 사용하는 경쟁(contention) 방식은 비효율적이다. 본 논문에서는 셀 내에 도착하는 노드 수에 따라 경쟁을 하는 그룹의 크기를 동적으로 조절하는 DLC 알고리즘을 제안한다. 기존의 UTIS에서는 그룹 크기를 정적으로 결정하고 모바일 노드는 자신의 주소에 이 정적 그룹 크기로 modulo하여 자신의 속한 그룹을 초기에 계산한다. 기지국이 접속해야하는 그룹을 폴링 메시지로 지정할 때 그 그룹에 속한 모바일 노드들만이 제한적으로 경쟁하게 된다. 이러한 정적인 그룹 크기는 셀 내에의 노드의 숫자와 그룹 크기의 분포를 고려하지 않는 방식으로 비효율적이다. 본 DLC 알고리즘에서는 전 폴링 주기 동안에 경쟁하는 노드의 빈도수를 계속적으로 추적하여 등록 시점에 경쟁하는 그룹의 개수를 동적으로 조절하게 된다. 이러한 방식은 UTIS와 같이 접속 시간이 제한적이고 접속하려는 노드 수가 빠르게 변화하는 환경 하에서 기존의 802.11 MAC 프로토콜과 정적인 그룹 크기 방식에 비해 효율적이다.

• Journal of the Korea Society for Simulation
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• v.23 no.4
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• pp.97-109
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• 2014

Personal rapid transit (PRT) is a new transportation system, which is energy efficient and brings high quality of customer service. Customers arrive dynamically at stations and request transportation service. In this paper, we propose a new online PRT dispatching algorithm for pickup and delivery of customers. We adopt the nearest neighbor dispatching rule, which is known as performing well in general. We extend the rule with bipartite matching in order to deal with multiple vehicles and customers at the same time. We suggest a systematic way for selecting vehicles that will be considered to be dispatched, since the scope with which vehicles are selected may affect the system performance. We regard the empty travel distance of vehicles and the customer waiting time as the performance measures. By using simulation experiments, it has been examined that the scope of dispatching affects the system performance. The proposed algorithm has been validated by comparing with other dispatching rules for transportation services. We have shown that our algorithm is more suitable for PRT operating environment than other dispatching rules.

• The Journal of Korean Institute of Communications and Information Sciences
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• v.24 no.7A
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• pp.1022-1027
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• 1999

This paper proposes method that uses Time-Difference-of-Arrival(TDOA) of Forward Pilot signals from base stations(BS) arriving at a mobile station(MS) as a position location method of CDMA MS. MS searcher does acquisition of BS Pilot signals and measurement of TDOAs. In order to do it, its processing gain is very important. Proportional relationship of the gain to the signal coherent integration interval is theoretically derived and analyzed and field test is performed to show acquisition of weak Pilot signals and stable measurements of TDOA values by increasing the gain. Also, signal strength decrease exponentially by the distance it travels. Therefore, improvement of the searcher gain makes possible to acquire Pilot signals at a location far away from BS. Variation of possible position estimation area relative to the signal strength within a cell is simulated with computer. Neglecting shadow effect it indicated necessity of detecting signals below -35dB in order to cover over 90% of cell area. Thus, efforts to maximize searcher coherent integration interval in order to acquire weak Pilot signals are required for expansion of position estimation area and measurement of stable TDOA values.

• Journal of the Korea Institute of Information and Communication Engineering
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• v.4 no.1
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• pp.17-25
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• 2000

ATM PON system is regarded as a solution of the next generation access network because it can cover various types of subscribers in a single platform. In this paper, we describe the merit of the ATM PON and the key protocols for its operation. Above all, the ranging is the most important protocol providing a mean of the time-division multiple access in the system. A problem in the protocol is that the window size, the time interval that ranging cell arrives, is too long. During the interval, user traffics cannot be send to the upstream, which makes the quality of service degraded. In this paper, we suggest a method to minimize the window size when the length of the optic fiber is known with some deviation. The window size can be reduced as 7 % of the conventional method when the deviation of the length is 1 Km.

• KIPS Transactions on Computer and Communication Systems
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• v.1 no.3
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• pp.205-218
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• 2012

Mobility management of the mobile nodes and provision of seamless handover is crucial to an efficient support for the global roaming of the mobile nodes in next-generation wireless networks. Mobile IPv6 and mobility management in extended IP layer, which highly depend on traffic characteristics and user mobility models, were proposed by the IETF. Therefore, to evaluate the in-depth performance about these factors is important. Generally, the performance of IPv6-based mobility management protocol is evaluated through simulation. This paper shows the correlation between network parameters and performance metrics through numerical results, which is investigated how influence handoff latency and packet loss. And this paper uses mathematical analysis of the system parameters, such as the subnet residence time, the packet arrival rate and delay in wireless connection through the analytical framework which evaluate the performance of IPv6-based mobility management protocol.

• Journal of Korean Society of Transportation
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• v.34 no.3
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• pp.278-290
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• 2016

Maximum traffic flow rate is an important performance measure of operational status in transport networks, and has been considered as a key parameter for transportation operation since a bottleneck in congestion decreases maximum traffic flow rate. Although previous studies for traffic flow analysis have been widely conducted, a detection method for changes in dynamic traffic flow has been still veiled. This paper explores the dynamic traffic flow detection that can be utilized for various traffic operational strategies. Turning point analysis (TPA), as a statistical method, is applied to detect the changes in traffic flow rate. In TPA, Bayesian approach is employed and vehicle arrival is assumed to follow Poisson distribution. To examine the performance of the TPA method, traffic flow data from Jayuro urban expressway were obtained and applied. We propose a novel methodology to detect turning points of dynamic traffic flow in real time using TPA. The results showed that the turning points identified in real-time detected the changes in traffic flow rate. We expect that the proposed methodology has wide application in traffic operation systems such as ramp-metering and variable lane control.

• The Journal of Korean Institute of Communications and Information Sciences
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• v.36 no.11B
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• pp.1346-1356
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• 2011

Transportation has been playing important role in our society by providing for people, freight, and information. However, it cuts its own throat by causing car accidents, traffic congestion, and air pollution. The main cause of these problems is a noticeable growth in the number of vehicles. The easiest way to mitigate these problems is to build new road infrastructures unless resources such as time, money, and space are limited. Therefore, there is a need to manage the existing road infrastructures effectively and safely. In this paper, we propose a road reservation scheme that provides fast and safe response for emergency vehicles using ubiquitous sensor network. Our idea is to allow emergency vehicle to reserve a road on a freeway for arriving to the scene of the accident quickly and safely. We evaluate the performance by three reservation method (No, Hop, and Full) to show that emergency vehicles such as ambulances, fire trucks, or police cars can rapidly and safely reach their destination. Simulation results show that the average speed of road reservation is about 1.09 ~ 1.20 times faster than that of non-reservation at various flow rates. However, road reservation should consider the speed of the emergency vehicle and the road density of the emergency vehicle processing direction, as a result of Hop Reservation and Full Reservation performance comparison analysis. We confirm that road reservation can guarantee safe driving of emergency vehicles without reducing their speed and help to mitigate traffic congestion.

• Applied Biological Chemistry
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• v.38 no.3
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• pp.239-247
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• 1995

The improvement of distribution system and freshness prolongation of crisphead lettuce were carried out through vacuum cooling and distribution under the low temperature. Lettuce that vacuum-cooled and transported by cold storage car was shown better freshness than that distributed by conventional method when they arrived at cunsuming area. And it took $10{\sim}17$ hours until their temperatures arrived at same temperatures when they were stored at $0{\sim}15^{\circ}C$ cold storage room. It was cooled to $1^{\circ}C$ after 27 minutes with vacuum cooling apparatus. The weight loss of lettuce that vacuum cooled and transported by cold storage car was below 5% after 30 days cold storage. And ascorbic acid and chlorophyll retentions were 86% and 52%, respectively. The shelf-life of crisphead lettuce, distributed by vacuum cooling and cold storage car transportation, was 5 days at $15^{\circ}C$ and over 40 days at $0^{\circ}C$, respectively. However, when it was distributed by conventional method, it was only 3 days at $15^{\circ}C$ and 20 days at $0^{\circ}C$, respectively.

• Journal of Chest Surgery
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• v.30 no.2
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• pp.125-130
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• 1997

Separating the patient from hypothermic cardiopulmonary bypass(CPB) before achieving adequate rewarming often results in afterdrop, which can predispose to electrolyte disturbances, arrhythmia, hemodynamic alterations, and shivering-induced increase of oxygen consumption. In an attempt to find an adequate end point temperature of rewarming after hypothermic CPB, 50 pediatric cardiac surgical patients were r ndomly assigned for end point temperature of rewarming of 35.5$^{\circ}C$ (Group 1) or 37t (Group 2), rectal temperature. Thereafter the rectal temperature was measured half, one, four, eight, and 16 hour after arrival to the intensive care unit(ICU), with heart rate and blood pressure. Additionally the rectal temperature was compared with esophageal temperature during CPB, and axillary temperature luring stay in the ICU. Nonpulsatile perfusion with a roller pump was used in all patients and a membrane or bubble oxygenator was used for oxygenation. Both groups were comparable with respect to age, sex, body surface area, total bypass time, and rewarming time. There was no afterdrop in both groups, and there were no statistical differences in the rectal temperatures between two groups. There were also no statistical dilyerences with respect to the heart rate and blood pressure between two groups. At the end of rewarming the esophageal temperature was higher than the rectal temperature. The axil ary temperature measured in ICU was always lower than the rectal temperature. No shivering was noted in all patients. In conclusion, with restoration of rectal temperature above 35.5$^{\circ}C$ at the end of CPB in pediatric patients, we did not observe an afterdrop.