• Korean small business review
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• v.41 no.3
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• pp.95-106
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• 2019

The Economic Gab-Jil, where the stronger are forcing the weaker to sacrifice, is not only a serious social problem, but also it exhausts the vitality of the national economy. Especially, the issue of 'cost reduction (CR) of delivery price' in automobile industry, and the issue of 'tolls' and 'retaliating' in the franchise business are becoming more controversial. This paper suggests some measures to rectify the problems by an analysis using a game-theoretic model. One of the ways to change the 'bad equilibrium', where economic Gab-Jil is prevalent, to the 'good equiblium' is to strengthen the bargaining power of the weak by legal and institutional measures. It is also a more market-friendly system that is self-enforcing, where the regulation is automatically enforced by the incentives of the participants, without relying solely on the enforcement power of regulatory or supervisory bodies

• Journal of ILASS-Korea
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• v.29 no.2
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• pp.68-74
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• 2024

As awareness of environmental pollution problems increases worldwide, interest in air pollutants is increasing. In particular, NOx and PM, which are major pollutants in diesel vehicles, are contributing significantly to emissions. As a result, its importance is increasing. In this study, based on research results applied to large diesel vehicles, the problem of natural regeneration caused by low exhaust gas temperature during low speed and low load operation is solved by applying a complex regeneration DPF that is not affected by temperature conditions to small diesel vehicles. The feasibility of application to small diesel vehicles was reviewed by measuring the emission reduction efficiency. As a result of the engine test, the power reduction rate and fuel consumption rate before and after device installation under full load conditions were 2.9% decrease and 3.5% increase, respectively, satisfying the standard for a 5% reduction, and as a result of the regeneration equilibrium temperature (BPT) test, the regeneration temperature was 310℃. appeared at the level. The reduction efficiency test results for the actual vehicle durability test equipment showed 97.3% PM, 51.0% CO, and 31.1% HC, while the city commuter vehicle had PM 97.5%, CO 61.7%, HC 40.0%, and the school bus vehicle had PM 96.8%, CO 44.4%, HC 34.3%, and low-speed logistics vehicles showed a reduction efficiency of 98.2% for PM, 36.0% for CO, and 45.7% for HC. Based on the results of this study, in the future, it is necessary to secure DPF technology suitable for all vehicle types through actual vehicle application research on temperature condition-insensitive composite regenerative DPF for medium-sized vehicles.

• Journal of Korean Society of Transportation
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• v.20 no.4
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• pp.83-93
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• 2002

To improve the performance of estimation, the research that uses additional information addition to traffic count and target OD with additional survey cost have been studied. The purpose of this paper is to improve the performance of OD estimation by reducing the feasible solutions with cost-efficiently additional information addition to traffic counts and target OD. For this purpose, we Propose the OD estimation method with sample link use proportion as additional information. That is, we obtain the relationship between OD trip and link flow from sample link use proportion that is high reliable information with roadside survey, not from the traffic assignment of target OD. Therefore, this paper proposes OD estimation algorithm in which the conservation of link flow rule under the path-based non-equilibrium traffic assignment concept. Numerical result with test network shows that it is possible to improve the performance of OD estimation where the precision of additional data is low, since sample link use Proportion represented the information showing the relationship between OD trip and link flow. And this method shows the robust performance of estimation where traffic count or OD trip be changed, since this method did not largely affected by the error of target OD and the one of traffic count. In addition to, we also propose that we must set the level of data precision by considering the level of other information precision, because "precision problem between information" is generated when we use additional information like sample link use proportion etc. And we Propose that the method using traffic count as basic information must obtain the link flow to certain level in order to high the applicability of additional information. Finally, we propose that additional information on link have a optimal counting location problem. Expecially by Precision of information side it is possible that optimal survey location problem of sample link use proportion have a much impact on the performance of OD estimation rather than optimal counting location problem of link flow.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.12 no.3
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• pp.39-55
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• 1992

In this research, a Three Level Decomposition technique has been developed for configuration design optimization of truss structures. In the first level, as design variables, behavior variables are used and the strain energy has been treated as the cost function to be maximized so that the truss structure can absorb maximum energy. For design constraint of the optimal design problem, allowable stress, buckling stress, and displacement under multi-loading conditions are considered. In the second level, design problem is formulated using the cross-sectional area as the design variable and the weight of the truss structure as the cost function. As for the design constraint, the equilibrium equation with the optimal displacement obtained in the first level is used. In the third level, the nodal point coordinates of the truss structure are used as coordinating variable and the weight has been taken as the cost function. An advantage of the Three Level Decomposition technique is that the first and second level design problems are simple because they are linear programming problems. Moreover, the method is efficient because it is not necessary to carry out time consuming structural analysis and techniques for sensitivity analysis during the design optimization process. By treating the nodal point coordinates as design variables, the third level becomes unconstrained optimal design problems which is easier to solve. Moreover, by using different convergence criteria at each level of design problem, improved convergence can be obtained. The proposed technique has been tested using four different truss structures to yield almost identical optimum designs in the literature with efficient convergence rate regardless of constraint types and configuration of truss structures.

• Proceedings of the KOR-KST Conference
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• 1995.12a
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• pp.45-73
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• 1995

The current paper presents a system dynamics model which can generate the land use anq transportation system performance simultaneously is proposed. The model system consists of 7 submodels (population, migration of population, household, job growth-employment-land availability, housing development, travel demand, and traffic congestion level), and each of them is designed based on the causality functions and feedback loop structure between a large number of physical, socio-economic, and policy variables. The important advantages of the system dynamics model are as follows. First, the model can address the complex interactions between land use and transportation system performance dynamically. Therefore, it can be an effective tool for evaluating the time-by-time effect of a policy over time horizons. Secondly, the system dynamics model is not relied on the assumption of equilibrium state of urban systems as in conventional models since it determines the state of model components directly through dynamic system simulation. Thirdly, the system dynamics model is very flexible in reflecting new features, such as a policy, a new phenomenon which has not existed in the past, a special event, or a useful concept from other methodology, since it consists of a lots of separated equations. In Chapter I, II, and III, overall approach and structure of the model system are discussed with causal-loop diagrams and major equations. In Chapter V _, the performance of the developed model is applied to the analysis of the impact of highway capacity expansion on land use for the area of Montgomery County, MD. The year-by-year impacts of highway capacity expansion on congestion level and land use are analyzed with some possible scenarios for the highway capacity expansion. This is a first comprehensive attempt to use dynamic system simulation modeling in simultaneous treatment of land use and transportation system interactions. The model structure is not very elaborate mainly due to the problem of the availability of behavioral data, but the model performance results indicate that the proposed approach can be a promising one in dealing comprehensively with complicated urban land use/transportation system.

• Journal of Intelligence and Information Systems
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• v.23 no.1
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• pp.69-93
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• 2017

The development of ICT has leaded the diversification and changes of supplies and demands in markets. It also caused the creations of a variety of values which are differentiated from those in the existing market. Therefore, a new-type market is created, which can include multi-value chains which are from ICT-based created markets as well as the existing markets. We defined the platform as the new-type market. In the platform, the multi-value chains can be coexisted with multi-values. In true market, when a new-type value chain entered into an existing market, it is general that it can be conflicted with the existing value chain in the market. The conflicted problem among multi-value chains in a market is caused by the sharing of limited market resources like suppliers, consumers, services or products among the value chains. In other words, if there are multi-value chains in the platform, then it is possible to have conflictions, overlapping, creations or losses of values among the value chains. To solve the problem, we introduce coexistence factors to reduce the conflictions to reach market equilibrium in the platform. In the other hand, it is possible to lead the creations of differentiated values from the existing market and to augment the total market values in the platform. In the early era of ICT development, ICT was introduced for improvement of efficiency and effectiveness of the value chains in the existing market. However, according to the changed role of ICT from the supporter to the promotor of the market, ICT became to lead the variations of the value chains and creations of various values in the markets. For instance, Uber Taxi created a new value chain with ICT-based new-type service or products with new resources like new suppliers and consumers. When Uber and Traditional Taxi services are playing at the same time in Taxi service platform, it is possible to create values or make conflictions among values between the new and old value chains. In this research, like Uber and traditional taxi services, if there are conflictions among the multi-value chains, then it is necessary to minimize the conflictions in the platform for the coexistence of multi-value chains which can create the value-added values in the platform. So, it is important to predict and discuss the possible conflicted problems between new and old value chains. The confliction should be solved to reach market equilibrium with multi-value chains in the platform. That is, we discuss the possibility of the coexistence of multi-value chains in the platform which are comprised of a variety of suppliers and customers. To do this, especially we are focusing on the healthcare markets. Nowadays healthcare markets are popularized in global market as well as domestic. Therefore, there are a lot of and a variety of healthcare services like Traditional-, Tele-, or Intelligent- healthcare services and so on. It shows that there are multi-suppliers, -consumers and -services as components of each different value chain in the same platform. The platform can be shared by different values that are created or overlapped by confliction and loss of values in the value chains. In this research, as was said, we focused on the healthcare services to show if a platform can be shared by different value chains like traditional-, tele-healthcare and intelligent-healthcare services and products. Additionally, we try to show if it is possible to increase the value of each value chain as well as the total value of the platform. As the result, it is possible to increase of each value of each value chain as well as the total value in the platform. Finally, we propose a coexistence model to overcome such problems and showed the possibility of coexistence between the value chains through experimentation.

• Korean Chemical Engineering Research
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• v.54 no.5
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• pp.698-705
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• 2016

Butyl acetate is produced from acetic acid and butanol via an esterification reaction in reactive distillation (RD). The product, butyl acetate, has been used as an internal entrainer until now. In this case, butyl acetate and water are removed at the top of column and separated into two different phases (organic and aqueous phases) after condensation, and butyl acetate rich organic phase is refluxed into the RD. This method makes butyl acetate remain high at the reactive zone, leading to lower equilibrium conversion and product yield. We introduced an extraneous entrainer to solve the problem. The extraneous entrainer forms a new azeotrope with water. The proposed process provides lower concentration of butyl acetate in the reactive zone than conventional RD processes using an internal entrainer. We compared the yield and production rate of butyl acetate between the proposed and conventional processes through pilot-scale experiments. Experimental and simulation results showed that the proposed process was more efficient than conventional process using internal entrainer.

• Journal of the Korean Institute of Intelligent Systems
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• v.12 no.6
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• pp.491-496
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• 2002

Multi-objective Optimization Problems(MOPs) are occur more frequently than generally thought when we try to solve engineering problems. In the real world, the majority cases of optimization problems are the problems composed of several competitive objective functions. In this paper, we introduce the definition of MOPs and several approaches to solve these problems. In the introduction, established optimization algorithms based on the concept of Pareto optimal solution are introduced. And contrary these algorithms, we introduce theoretical backgrounds of Nash Genetic Algorithm(Nash GA) and Evolutionary Stable Strategy(ESS), which is the basis of Co-evolutionary algorithm proposed in this paper. In the next chapter, we introduce the definitions of MOPs and Pareto optimal solution. And the architecture of Nash GA and Co-evolutionary algorithm for solving MOPs are following. Finally from the experimental results we confirm that two algorithms based on Evolutionary Game Theory(EGT) which are Nash GA and Co-evolutionary algorithm can search optimal solutions of MOPs.

• Journal of the korean academy of Pediatric Dentistry
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• v.37 no.4
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• pp.488-496
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• 2010

Dens evaginatus is a tooth with cylindrical enamel projection which forms a nodule on occlusal surface. It could be explained as outward overgrowth of inner enamel epithelium or localized hyperplasia of pulpal mesenchymal tissue during tooth development. A problem is that it is likely to be worn out or fractured by mastication ensuing pulpal inflammation. It is occasionally found on the lingual surface of upper anterior teeth as well, called talon cusp. Dens invaginatus is a tooth with deep lingual pit made by invagination of lingual enamel epithelium during tooth development while it is considered normal in terms of size and shape. Radiographically, a part of cervical enamel shows inward growth forming cavity and it is reasonable to say that the base is possibly open to pulpal cavity since they are very close. Talon cusp and dens invaginatus are relatively common abnormality of shape. However it becomes the opposite if the two exist in the same tooth. Once the talon cusp is broken by occlusal force or fissure between cusps is decayed, the complicated structure of canals makes the pulpal treatment difficult. Preventive treatments such as occlusal equilibrium and sealant, and regular oral examination should be preceded and thorough understanding of canal shape, using radiography, is required when pulpal treatment is necessary. This report is about a 9- year-old boy(lower left central incisor), a 8-year-old girl(upper right central incisor), and a 7-year-old boy(upper right central incisor), who have dens invaginatus and talon cusp in the same teeth. The first and the second patients are under pulpal treatments, and the last one is being observed showing no pathologic impressions.

• Journal of Korean Society of Environmental Engineers
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• v.27 no.11
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• pp.1180-1185
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• 2005

Iron sand, having iron as a major component, was applied in the treatment of synthetic wastewater containing Cu(II) or Pb(II). To investigate the stability of iron sand at acidic condition, dissolution of Fe and Al was studied with variation of solution pH ranging from 2 to 4.5. Iron concentration in the extracted solution was below the emission regulation of wastewater even at a strong acidic condition, pH 2. Although an important concentration of aluminum was extracted at pH 2, the dissolution greatly decreased above pH 3. This stability test suggests that application of iron sand has little problem in the treatment of wastewater above pH 3. Adsorption capacity of Cu(II) and Pb(II) onto iron sand was investigated in a batch and a column test. In case of Cu(II), rapid adsorption was noted, showing 50% removal within 2 hrs, and then reached a near complete equilibrium after 24 hrs. Adsorption was favorable at higher pH in each metal ion and showed a near complete removal above pH 6, indicating a typical cationic-type adsorption. From the adsorption isotherm obtained with variation of the concentration of each metal ion, the maximum adsorption capacity of Cu(II) and Pb(II) was identified as 2,170 mg/kg 및 3,450 mg/kg, respectively.