• The Journal of the Korea Contents Association
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• v.6 no.5
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• pp.14-19
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• 2006

In this paper, we describe an arrival time guidance system of circular vehicles using GPS, CDMA and TCP/IP technology. The on-board equipment consists of a GPS receiver and a PDA phone. The on-board equipment sends the current position data of the vehicle to the positioning server via CDMA and Internet. The server predicts the arrival time to the next bus-stop. Any user can lookup the current position and the predicted arrival time of the vehicle utilizing his mobile phone, PDA phone, or Web.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.7 no.2
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• pp.13-25
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• 2008

In this paper, we propose the Location Awareness System adjusting Ranging Technology for CSS(Chirp Spread Spectrum) which is adopted on 2.45GHz standard in IEEE 802.15.4a and TOA(Time-of-Arrival) algorithm. The conventional methods have adopted RSSI, ultrasonic waves and infrared rays in Zigbee. RSSI measures strength indication of received signal and recognizes the position of nodes in RF boundary. However, this technology has the following problems; lots of error by the change of the channel environment and much power consumption. In this paper, adopting chirp pulse on 2.45GHz standard in IEEE 802.15.4a and SDS-TWR(Symmetrical Double Side-Two Way Ranging) method using the characteristic of Spread Spectrum, a new Location Awareness System is suggested. The distance and the coordinate are measured within ${\pm}\;5cm$ by TOA(Time of Arrival) algorithm and proposed algorithm and the data in error rate is decreased less than 1%. Through these results, the algorithm suggested in this paper is verified for its performance in a computer simulation.

• Journal of the Korea Institute of Information and Communication Engineering
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• v.11 no.6
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• pp.1069-1076
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• 2007

DOCSIS 3.0 protocol are proposed to support high-speed cable network DOCSIS 3.0 MAC protocol regulates CM and CMTS channel transfer times through MAP message. So MAP Inter-arrival time is primary factor of network performance. However, standards does not include the details of MAP Inter-arrival Time affecting the performance of MAC protocols for DOCSIS 3.0. In this paper, we evaluated the performance of DOCSIS 3.0 protocol follow in MAP Inter-arrival Time. Based on the evaluation results, we propose the optimal MAP Inter-arrival Time. We found that the protocol shows best performance when the MAP Inter-arrival Time is 0.05sec. The research results can apply to performance element which important for the construction of DOCSIS 3.0 base cable networks.

• Journal of Korean Academy of Nursing
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• v.33 no.8
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• pp.1153-1160
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• 2003

Purpose. 1) To identify the time taken from symptom onset to the arrival at the hospital (pre-hospital delay time) and time taken from the arrival at the hospital to the initiation of the major treatment (in-hospital delay time) 2) to examine whether rapid treatment results in lower mortality. 3) to examine whether the pre- and in-hospital delay time can independently predict in-hospital mortality. Methods. A retrospective study with 586 consecutive AMI patients was conducted. Results. Pre-hospital delay time was 5.25 (SD=10.36), and in-hospital delay time was 1.10 (SD=1.00) hours for the thrombolytic therapy and 50.24 (SD=121.18) hours for the percutaneous transluminal coronary angio-plasty (PTCA). In-hospital mortality was the highest when the patients were treated between 4 to 48 hours after symptom onset using PTCA (p=.02), and when treated between 30 minutes and one hour after hospital arrival using thrombolytics (p=.01). Using a hierarchical logistic regression model, the pre- and in-hospital delay times did not predict the in-hospital mortality. Conclusion. Pre- and in-hospital delay times need to be decreased to meet the desirable therapeutic time window. Thrombolytics should be given within 30 minutes after arrival at the hospital, and PTCA should be initiated within 4 hours after symptom onset to minimize in-hospital mortality of AMI patients.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.8 no.3
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• pp.1-10
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• 2009

Bus delay time is occurred as the result of traffic condition and important factor to predict bus arrival time. In this paper, transition probability matrixes between bus stops are made by using Markov Chain and it is predicted bus delay time with them. As the results of study, it is confirmed a possibility of adapting the assumption which it has same bus transition probability between stops through paired-samples T-test and overcame the limitation of exiting studies in case there is no scheduled bus arrival time for each stops with using bus interval time. Therefore it will be possible to predict bus arrival time with Markov Chain.

• Journal of the Korean Society for Aviation and Aeronautics
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• v.30 no.4
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• pp.1-8
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• 2022

In this study, we propose trajectory-based arrival management using CDO (Continuos Descent Operations). The operational procedures with TBO (Trajectory-Based Operations) concept were established to allow aircraft and ground system to share the trajectories with each other in real time. The proposed operational concept was validated in the air traffic control simulation environment, which consists of controller working position, pseudo pilot system, air traffic generation system, and controllers' decision support system for arrival management using CDO. Simulation results compared with actual flight data indicate that proposed concept could improve the efficiency of traffic flow management in terms of total descending time and fuel consumption. And it was confirmed that if there is a system that can share and utilize the synchronized trajectory, it can be helpful to control arrival aircraft and apply CDO concept.

• Journal of the Korean Society of Industry Convergence
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• v.4 no.1
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• pp.41-49
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• 2001

This study developed signal optimization algorithm by analyzing vehicle arrival patterns. The major principle of signal optimization is dissipate all queueing vehicle in 1cycle and assign delay time uniformly for all approaches. For this, this study used optimal green time and surplus green time. Optimal green time calculated by estimated traffic volume from vehicle arrival model. Surplus green time defined as the gap of optimal green time and queue dissipated time. And alternative cycle has minimum surplus green time was selected as the optimal cycle. Finally, total delay and average delay per vehicle can be calculated by using queueing theory.

• Journal of Communications and Networks
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• v.14 no.5
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• pp.533-539
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• 2012

The performance analysis of wireless geolocation in a non-line-of-sight (NLOS) environment is a very important issue. Since Cramer-Rao lower bound (CRLB) determines the physical impossibility of the variance of an unbiased estimator being less than the bound, many studies presented the performance analysis in terms of CRLB. Several CRLBs for time-of-arrival (TOA), pseudo-range TOA, angle-of-arrival (AOA), and signal strength (SS) based positioning methods have been derived for NLOS environment. However, the performance analysis of time difference of arrival (TDOA) and TDOA/SS based geolocation techniques in a NLOS environment is still an opening issue. This paper derives the CRLBs of TDOA and TDOA/SS based positioning methods for NLOS environment. In addition, theoretical analysis proves that the derived CRLB for TDOA is the same as that of pseudo-range TOA and the TDOA/SS scheme has a lower CRLB than the TDOA (or SS) scheme.

• Geophysics and Geophysical Exploration
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• v.5 no.1
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• pp.18-22
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• 2002

As a single arrival traveltime, maximum energy arrival traveltime has been known as the most proper operator for Kirchhoff migration. In case of the model having the simple structure, both the first arrival traveltime and the maximum energy arrival traveltime can be used as the correct operators for Kirchhoff migration. However for some model having the complex and high velocity contrast structure, the migration using the first arrival traveltime can't give the correct depth section. That is, traveltime to be required in Kirchhoff migration is the maximum energy traveltime, but, needs considerably more calculation time than that of first arrival. In this paper, we propose the method for calculating the traveltime approximated to the maximum energy arrival using one-way wave equation. After defining the WAS(Wrap Around Suppression) factor to be used for calculating the first arrival traveltime using one-way wave equation as the function of lateral grid interval and depth and considering the delay time of source wavelet. we calculate the traveltime approximated to the maximum energy arrival. to verify the validity of this traveltime, we applied this to the migraion for simple structure and complex structure and compared the depth section with that obtained by using the first arrival traveltime.

• The Journal of the Korea institute of electronic communication sciences
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• v.17 no.4
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• pp.571-576
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• 2022

Due to the epochal development of the unmanned technology, the importance of LDT(: Location Detection Technology), which accurately estimates the location of a user or object, is dramatically increased. TOA(: Time of Arrival), which calculates a location by measuring the arrival time of signals, and TDOA(: Time Difference of Arrival) which calculates it by measuring the difference between two arrival times, are representative LDT methods. Based on the signals received from three or more base stations, TOA calculates an intersection point by drawing circles and TDOA calculates it by drawing hyperbolas. In order to improve the radio shadow area problem, a huge number of repeaters have been installed in the urban area, but the signals received through these repeaters may cause the serious error for estimating a location. In this paper, we propose an efficient location estimation technique using the signal received through the repeater. The proposed approach estimates the location of MS(: Mobile Station) employing TOA and TDOA methods, based on signals received from one repeater and two BS(: Base Station)s.