• Journal of the Korea Institute of Information and Communication Engineering
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• v.6 no.5
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• pp.762-767
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• 2002

In this paper, We suggest Credit Card and On-line Financial Business Method Using on Wireless Terminal. First, wireless mobile terminal of credit card member is received suity code from dealing verification system of credit card company. Second, a credit card member give security code to member store. Third, the security code is compared with security code of the member in dealing verification system of credit card company.

• Journal of the Korea Institute of Information Security & Cryptology
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• v.24 no.6
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• pp.1045-1053
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• 2014

In this paper, we assume that the information leakage through side-channel signal may occur from the card payment terminal and newly introduce a real application attack model. The attack model is a side channel attack based on vibration signals, which are detected by a small sensor attached on card terminal by attacker. This study is similar to some other studies regarding side channel attack. However, this paper is different in that it is based on the non-language model. Because the financial transaction information such as a card number, password, mobile phone number and etc cannot have a constant pattern. In addition, there was no study about card terminal. Therefore, this new study is meaningful. We collected vibration signals on card terminal with a small wireless sensor and analyzed signal data with statistical signal processing techniques using spectrum of frequency domain and principal component analysis and pattern recognition algorithms. Finally, we evaluated the performances by using real data from the sensor.

• Proceedings of the KIEE Conference
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• 2006.07d
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• pp.2105-2106
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• 2006

Currently the settlement system which is used at credit card settlement from the member store of the off-line credit card is composed of the credit card settlement terminal, the VAN company which does a settlement relay service and the credit card company. When the obstacle occurs from the credit card company, the VAN company which does a settlement relay service conducts an approval vicarious execution, but when the obstacle occurs from the VAN company, the credit card settlement service is not accomplished smoothly. The dissertation proposes the credit card settlement system which receives a settlement relay service that credit card settlement terminal uses a telegram conversion Agent from other VAN company when the VAN company obstacle occurs.

• Journal of Information Technology Services
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• v.13 no.4
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• pp.245-254
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• 2014

Payment system is defined as the various contracts and operating facilities for the transfer of monetary value to clear the relationship between credit and debt. Payment systems essentially require the efficient and reliable operations. Card-based payment systems are developed practically and creatively in accordance with the progress of ICT. Especially in mobile environment with intelligent mobile devices such as smart-phones and tablets, a variety of payment services are provided. Existing card-based payment services are configured by the payment transaction initiated by the merchants card acceptance and then swiping into the CAT (Card Authorization Terminal) to begin the transaction. The merchant initiated payment services are now applied to the Wireless CAT (W-CAT) for mobile environment. That kind of payment services cause many problems such the illegal card information leaks and the lingering threat of W-CAT theft. Also, the use of many W-CATs increased cost to the merchant. In this paper, we propose the card holder initiated card payment system using the intelligent mobile devices in mobile environment for solving problems of the existing merchant initiated card payment system and coping effectively with the activation of a wireless data network and changes of information technology.

• Journal of the Korea Society of Computer and Information
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• v.11 no.1 s.39
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• pp.237-242
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• 2006

Currently, the settlement system which is used at credit card settlement from the member store of the off-line credit card is composed of the credit card settlement terminal, the VAN company which does a settlement relay service and the credit card company. When the obstacle occurs from the credit card company, the VAN company which does a settlement relay service conducts an approval vicarious execution, but when the obstacle occurs from the VAN company, the credit card settlement service is not accomplished smoothly. The dissertation implement the credit card settlement system which receives a settlement relay service that credit card settlement terminal uses a Telegram Conversion Agent from the other VAN company when the VAN company obstacle occurs.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.17 no.6
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• pp.40-53
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• 2018

In smart card data, movement of railway passengers appears in order of smart card terminal ID. The initial terminal ID holds information on the entering station's tag-in railway line, the final terminal ID the exit station tag-out railway line, and the middle terminal ID the transfer station tag subway line. During the past, when the metropolitan city rail consisted of three public corporations (Seoul Metro, Incheon Transit Corporation, and Korail), OD data was expressed in two metrics of initial and final smart card terminal ID. Recently, with the entrance of private corporations like Shinbundang Railroad Corporation, and UI Corporation, inclusion of entering transfer line terminal ID and exiting transfer line terminal ID as part of Chain OD has become standard. Exact route construction using Chain OD has thus become integral as basic data for revenue allocation amongst metropolitan railway transport corporations. Accordingly, path detection in railway networks has evolved to an optimal path detection problem using Chain OD, hence calling for a renewed solution method. This research proposes an optimal path detection method between the initial terminal ID and final terminal ID of Chain OD terminal IDs within the railway network. Here, private line transfer TagIn/Out must be reflected in optimal path detection using Chain OD. To achieve this, three types of link-based optimum path detection methods are applied in order of 1. node-link, 2. link-link, 3. link-node. The method proposed based on additional path costs is shown to satisfy the optimal conditions.

• Journal of Korea Multimedia Society
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• v.14 no.1
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• pp.103-111
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• 2011

Legacy Java card which adapts a Java platform loads and executes an application when electronics power is provided. However, recently the most Java cards are embedded into a mobile terminal as USIM cards, therefore the power is continually provided for the smart cards. In this case, operation of a Java card system needs to consider its operating system to be advanced in memory management, object management and transaction mechanism. In this paper, we present a high performance Java Card system which is able to have efficient installation, loading and execution of application by applying a new memory management of the smart card that has safe power system.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.15 no.3
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• pp.68-76
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• 2016

The pre-paid nation-wide interoperable transportation card, which an pay fee of bus, subway, train, and highway with just one card, released in June. 2014. It has started and operated from Seoul, Gyeonggi, and major local metropolitan area. In this paper, after starting of service, we evaluate conformance and interoperability of nation-wide interoperable transportation card system in real situation. Through this, we check the status of its technical operation. For this, we choose 6 region included Seoul, Gyeonggi which are serviced by different transport vendors and check recognition and billing result from field of transportation card terminal. As a result, we can reach that the major nation-wide interoperable transportation card operate normally and deliver CONFIG DF query command. It means nation-wide interoperable transportation card system which use only one card stably adapt the public transport system and it can make user's public transport use convenience higher through the extension of service area.

• Proceedings of the KIEE Conference
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• 2005.05a
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• pp.269-271
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• 2005

EMV was formed in February 1999 by Europay International, MasterCard International and Visa International to manage, maintain and enhance the EMV Integrated Circuit Card Specifications for Payment Systems as technology advances and the implementation of chip card programs become more prevalent. The formation of EMV ensures that single terminal and card approval processes are developed at a level that will allow cross payment system interoperability through compliance with the EMV specifications. A credit card environment of the domestic market adopted the standard Local-EMV to have the compatibility with EMV international standard and the EMV migration have been carried out b,# the step-by-step process. It may be possible to adopt various kinds of cryptographic algorithms, however, RSA public key algorithm is currently used. In this paper, as a public key algorithm for the authentication process, Elliptic Curve Cryptographic algorithm is applied to the EMV process. Implementation results is shown. and the possible changes necessary to accommodate Elliptic Curve Cryrtography is proposed.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.17 no.6
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• pp.14-24
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• 2018

Pedestrian movement of passengers using smart card within stations can be divided into three types of activities - straight ride and alight, line transfer, and station transfer. Straight ride and alight is transfer activity for which the card terminal and embarking line are identical. In this case, straight ride occurs at the origin station and straight alight occurs at the destination station. Line transfer refers to activity in which the subway line embarked on by the passenger is different from that which is disembarked. Succinctly, line transfer is transfer at a middle station, rather than at origin or destination stations. Station transfer occurs when the card terminal line and embarking line are different. It appears when station transfer happens at the origin station as starting transfer, and at the destination station as destination transfer. In the case of Metropolitan smart card data, origin and destination station card terminal line number data is recorded, but subway line data does not exist. Consequently, transportation card data, as it exists, cannot adequately be used to analyze pedestrian movement as a whole in subway stations. This research uses the smart card data, with its constraints, to propose an analysis model for passenger pedestrian movement within subway stations. To achieve this, a path selection model is constructed, which links origin and destination stations, and then applied for analysis. Finally, a case study of the metropolitan subway is undertaken and pedestrian volume analyzed.