• Journal of the Korean Institute of Telematics and Electronics B
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• v.31B no.1
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• pp.34-40
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• 1994

The design and implementation of a fuzzy self-organizing controller for an environmental temperature chamber is discussed. The chamber is a non-linear, time-variant system with delay-time and dead-time. And the parameter tuning is required in PI control when the performance degraded. However the proposed fuzzy-SOC monitors the performance of the process. modifies the data base, and performs the delay-time compensation based on the idealized process model. A series of experiments was performed for the conventional PI and the fuzzy-SOC. These experimental results show the usefulness of the fuzzy-SOC.

• Journal of the Korean Operations Research and Management Science Society
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• v.13 no.1
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• pp.47-47
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• 1988

Rapid globalization of production and marketing functions makes choice of international transportation mode of great importance. In this paper, transportation mode is characterized by two factors, mean and variability of transportation lead time. We developed a simple mathematical model to estimate the relative impact of mean lead time, lead time variance and demand variance on the required average inventory level under specified service rates.

• 제어로봇시스템학회:학술대회논문집
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• 2001.10a
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• pp.130.5-130
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• 2001

This paper presents a discrete-time sliding mode control method for linear time-invariant systems with matched uncertainties. In this paper, we suggest a method of adding a command generator using input shaping filter to a discrete-time sliding mode controller. We design the number of steps required to reach the sliding layer and the magnitude of a control input, respectively using the shaping filter. Therefore we can minimize the excitation of the resonance mode and increase the tracking performance of a system. Simulation results are included to show its effectiveness.

• 제어로봇시스템학회:학술대회논문집
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• 2002.10a
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• pp.44.3-44
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• 2002

Stability robustness of a linear time-varying system with time-varying structured state space uncertainties is considered by using extended-mean theorem and Bellman's lemma. The extended-mean theorem is a necessary and sufficient exponential stability criterion based on the recently developed PD-eigenvalue and PD-eigenvector for a linear time-varying system. Our new result required that the extended-mean of each nominal PD-eigenvalue should be negative real which is determined by a norm involving the structures of the uncertainty and the no...

• Journal of Korean Society of Industrial and Systems Engineering
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• v.5 no.7
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• pp.17-24
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• 1982

Most line balancing technique widely used in manufacturing industry is done by balancing to a cycle or operator, time determined to provide the exact number of required units per day. No thought is given to benefit foregone by making slight changes to cycle time to achieve better distribution of the work among operators. This study provides a method to minimize balance delay by the choice of cycle time.

• Journal of Korean Society of Industrial and Systems Engineering
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• v.7 no.10
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• pp.47-51
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• 1984

In many forecasting problem, there is little or no useful historical information available at the time the initial forecast is required, The propose of this paper is study on Bayesian Method in forecasting. I : Introduction. II : Bayesian estimation. III : Constant Model. IV : General time series Models. V : Conclusion. The Bayesian procedure are then used to revise parameter estimates when time series information is available, in this paper we give a general description of the bayesian approach and demonstrate the methodology with several specific cases.

• Journal of the Korean Society of Marine Environment & Safety
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• v.26 no.4
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• pp.309-316
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• 2020

Waterway design should prioritize appropriate channel width to ensure preferential safe passage for the arrival and departure of vessels. To calculate the minimum channel width required for safe passage a comprehensive review of several factors is required. These factors include vessel maneuverability, determined by vessel size, type and speed; environmental factors such as wind, tide, and wave action; human factors, including personal experience and operator judgment as well as marine traffic and navigation support facilities for decision making. However, the Korean channel width design standard is based only on vessel length, and requires improvement when compared with the standards of PIANC, USA, and Japan. This study aims to estimate the appropriate channel width required for one-way traffic in a straight channel, considering various vessel and environmental factors, using Fast Time Simulation (FTS). When the wind speed is 25 knots, with a current speed of 2 knots and a normal vessel speed of 10 knots FTS shows that a 150K GT Cruise Ship requires a minimum channel width of 0.67-0.91 the vessel length (L), whereas a 120K TEU Container Ship and a 300K DWT VLCC require 0.79-1.17 and 1.02-1.59, respectively. Such results can be used to calculate the minimum channel width required for safe passage as an improved Korean design standard.

• Korea Journal of Hospital Management
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• v.6 no.2
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• pp.70-85
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• 2001

This study has been conducted, on the reservation of specific examinations during seven months starting from June 1999 and ending December as the Group I for these of one stop service and as the Group II for those of existing direct reservation made by patients or patrons, to understand the differences between the two groups. The survey was extended to the patients visiting specific departments of K hospital with sample sizes of 154 for the Group I and 155 for the Group II. The findings of the survey are as follows: First, as the general characteristics of the sample, male patients account for 67% of the total and female patients 33%, with the former twice as large as the latter. The average age of the patients is 51, indicating relatively high level. By the geographical area of residence, metropolitan area is 80.7% and the other area 19.3%, showing most of the patients are from metropolitan area. The general characteristics do not have statistical significance between the Group I and the Group II(p>0.05). Second, regarding the ratio by the number of examinations, the Group I shows 37.0% for one examination and 63.0% for two examinations, while the Group IT indicates 30.3% for one examination and 69.7% for two examinations. The populations by the number of examinations do not have statistical difference between the two Groups(p>0.05). Third, regarding the time required for the reservation of examinations by the number of examinations, the Group I shows 9.8 minutes for one examination and 19.8 minutes for two examinations, with the average of 16.1 minutes. The Group IT indicates 19 minutes for one examinations and 25.7 minutes for two examinations, with the average of 23.7 minutes. Though the time required for the reservation by the number of examinations do not have statistical significance, the time required for the Group I was shortened. Fourth, regarding the time required for the reservation of examinations by the age range of patients, the Group I shows 21.7 minutes for 70-79 years of age, 17.5 minutes for 60-00 years of age, and 15.2 minutes for 30-39 years of age. The Group II indicates 27.2 minutes for 70-79 years of age, 26.3 minutes for 60-69 years of age, 24.4 minutes for 50-59 years of age, and 22.4 minutes for 30-39 years of age. The time required for the reservation gets longer as the age range moves up, and has statistical significance (p<0.05). Fifth, regarding the ratio by the range of time of required for reservation, the Group I shows 41.6% for 11-20 minutes, and 38.3% for 1-10 minutes, while the Group II indicates 43.9% for 11-20 minutes, 29% for 21-30 minutes, and 14.2% for 31-40 minutes. Statistical significance is revealed (p=0.001). Sixth, concerning the length of movement course by the number of examinations, the Group I shows 37 meters regardless of the number of examinations. The Group II indicates an average of 188 meters for one examination and 189 meters for two examinations, with the difference 151 meters between the Groups, and representing statistical significance (p=0.001). Based on the above findings. one-stop service contributes to the reduction of both the time and the movement course and therefore is considered to be beneficial to the patients, and the improve the efficiency of the hospitals in terms of the space and the time.

• Journal of the Korean housing association
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• v.17 no.4
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• pp.65-72
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• 2006

Most of buildings have been deteriorated with time-elapse by reflection of the building location, material, environmental circumstances and so on. The performance would go down and be demolished if anything could not be done after constructed. The maintenance should be required to preserve a decent living condition or improve a inferior condition by various plans and practices. The maintenance plan needs various data such as a repair scope, a repair time, a forecasted cost, a plan of management and so forth. Among the above required data for planning the maintenance, the deterioration characteristics of the building components would be first analyzed. The deterioration pattern would be a key role to affect and make a maintenance plan. In this paper, it aimed at classifying the deterioration patterns of building components. A deterioration pattern would be analyzed between the cumulative repair cost and time-elapse and modeled with these relations. A deterioration patterns are classified into 4 types-a accelerated type, a straight type, a temporary type and a slowly type. As a result of this research, a accelerated type includes window, window frame, general paintings, general water proofing in building components. A straight type includes the lacquer paintings, furnishings in building components and water supply pipe, boiler, sanitaries in mechanical facilities and lighting in electric facilities. Based on these research results, further study should be conducted to include any other components and an estimating model.

• IE interfaces
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• v.22 no.1
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• pp.63-72
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• 2009

This paper considers a transporter scheduling problem under dynamic block transportation environment in shipbuilding. In dynamic situations, there exist the addition, cancellation or change of block transportation requirements, sudden breakdowns and maintenance of transporters. The transportation of the blocks in the shipyard has some distinct characteristics. Some blocks are available to be picked up at a specific time during the planning horizon while some other blocks need to be delivered before a specific time. These requirements cause two penalty times: 1) delay times incurred when a block is picked up after a required start time, and 2) tardy times incurred when a block shipment is completed after the required delivery time. The blocks are located at different areas in the shipyard and transported by transporters. The objective of this paper is to propose a heuristic algorithm based on a network flow model which minimize the weighted sum of empty transporter travel times, delay times, and tardy times. Also, a rolling-horizon scheduling method is proposed for dynamic block transportation environment. The performance of the proposed heuristic algorithms are evaluated through a simulation experiment.