• 전자공학회논문지T
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• 제35T권3호
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• pp.120-127
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• 1998

본 논문에서는 25㎒대역에서 피크값 검출, time average 및 depth profile 알고리즘을 초음파 현미경에 적용하였고 각 알고리즘의 성능을 비교, 분석하였다. time average 알고리즘에서는 동전 한 지점에서 반사된 펄스파가 시간영역에서 디지털 값으로 변환되고 변환된 512개 데이터의 평균값이 계산된다. time average영상은 샘플의 스캐닝영역에서 획득된 N×N 매트릭스 평균값들이 그레이레벨에 의해 획득된다. 시간영역에서 smoothing효과를 갖는 이 기술은 산란현상을 많이 일으키는 영역의 초음파영상을 향상시킬 수 있다. depth profile 기술에서는 기준신호와 검출신호의 시간차가 최소 2ns의 분해능을 갖고 검출되므로 스캐닝 영역의 3차원적인 실제 형태가 상대적인 크기로 검출된다. 이러한 실험을 통하여 피크값 검출, time average 및 depth profile 알고리즘이 분석되었고 각 알고리즘의 잇점이 제시되었다.

• 정보처리학회논문지C
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• 제9C권6호
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• pp.865-874
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• 2002

HTTP(HyperText Transfer Protocol)는 월드 와이드 웹 분산 시스템이 객체를 인출하기 위해 사용하는 전송 프로토콜이다. HTTP는 연결 지향 프로토콜이므로 트랜스포트계층에서 TCP(Transmission control Protocol)를 사용한다. 그러나 HTTP는 TCP와의 상호운용이 좋은 편이 아닌 것으로 알려져 있다. 본 연구에서는 TCP의 성능에 영향을 주는 요인들을 살펴보고, HTTP 접근을 위해 TCP의 slow-start 오버헤드 및 연결에 소요되는 트랜잭션 시간과 TCP의 성능 향상 대안중의 하나인 T-TCP(Transaction TCP)의 트랜잭션 시간을 검토한다. 평균 대기 시간과 평균 반환 시간은 사용자의 서비스 품질을 만족시키기 위한 중요한 파라메터들이다. TCP와 T-TCP 트랜잭션 시간이 주어지는 경우 그러한 파라메터들의 계산 공식이 유도되었다. 실험 및 계산 경험을 통해 제안된 공식이 잘 작동됨을 확인하였고, 대역폭의 확장이 필요한 환경에 적용될 수 있으며 T-TCP의 시간 특성이 TCP 보다 우수함을 확인하였다. 아울러, 평균 대기 시간과 평균 반환 시간을 줄이기 위해 대역폭을 조합하여 서버를 분산하는 방법이 제시되었다.

• International Journal of Fuzzy Logic and Intelligent Systems
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• 제5권4호
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• pp.360-366
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• 2005

In the past, when there were few vehicles on the road, the T.O.D.(Time of Day) traffic signal worked very well. The T.O.D. signal operates on a preset signal cycling which cycles on the basis of the average number of average passenger cars in the memory device of an electric signal unit. Now days, with increasing many vehicles on restricted roads, the conventional traffic light creates startup-delay time and end-lag-time. The conventional traffic light loses the function of optimal cycle. And so, $30-45\%$ of conventional traffic cycle is not matched to the present traffic cycle. In this paper we proposes electro sensitive traffic light using fuzzy look up table method which will reduce the average vehicle waiting time and improve average vehicle speed. Computer simulation results prove that reducing the average vehicle waiting time which proposed considering passing vehicle length for optimal traffic cycle is better than fixed signal method which doesn't consider vehicle length.

• 해양환경안전학회지
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• 제20권3호
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• pp.285-291
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• 2014

This study applied regression analysis to evaluate the impact of hourly average congestion calculated by bumper model in the congested area of each passage of each port on the peak time congestion, to suggest the model formula that can predict the peak time congestion. This study conducted regression analysis of hourly average congestion and peak time congestion based on the AIS survey study of 20 ports in Korea. As a result of analysis, it was found that the hourly average congestion has a significant impact on the peak time congestion and the prediction model formula was derived. This formula($C_p=4.457C_a+29.202$) can be used to calculate the peak time congestion based on the predicted hourly average congestion.

• International Journal of Fuzzy Logic and Intelligent Systems
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• 제3권1호
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• pp.66-71
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• 2003

In the past, when there were few vehicles on the road, the T.O.D.(Time of Day) traffic signal worked very well. The T.O.D. signal operates on a preset signal cycling which cycles on the basis of the average number of average passenger cars in the memory device of an electric signal unit. Today, with increasing traffic and congested roads, the conventional traffic light creates startup-delay time and end lag time so that thirty to forty-five percent efficiency in traffic handling is lost, as well as adding to fuel costs. To solve this problem, this paper proposes a new concept of optimal green time algorithm, which reduces average vehicle waiting time while improving average vehicle speed using fuzzy rules and neural networks. Through computer simulation, this method has been proven to be much more efficient than fixed time interval signals. Fuzzy Neural Network will consistanly improve average waiting time, vehicle speed, and fuel consumption.

• Journal of Information Processing Systems
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• 제13권4호
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• pp.941-950
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• 2017

The round robin algorithm is regarded as one of the most efficient and effective CPU scheduling techniques in computing. It centres on the processing time required for a CPU to execute available jobs. Although there are other CPU scheduling algorithms based on processing time which use different criteria, the round robin algorithm has gained much popularity due to its optimal time-shared environment. The effectiveness of this algorithm depends strongly on the choice of time quantum. This paper presents a new effective round robin CPU scheduling algorithm. The effectiveness here lies in the fact that the proposed algorithm depends on a dynamically allocated time quantum in each round. Its performance is compared with both traditional and enhanced round robin algorithms, and the findings demonstrate an improved performance in terms of average waiting time, average turnaround time and context switching.

• Journal of the Korean Statistical Society
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• 제22권2호
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• pp.259-269
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• 1993

A moving average model, LMA(q) and an autoregressive-moving average model, NLARMA(p, q), with Laplacian marginal distribution are constructed and their properties are discussed; Their autocorrelation structures are completely analogus to those of Gaussian process and they are partially time reversible in the third order moments. Finally, we study the mixing property of NLARMA process.

• 한국지능시스템학회논문지
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• 제10권4호
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• pp.330-337
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• 2000

본 논문은 10개 교차로를 연동제어를 할 수 있는 새로운 교통체제 개념을 제안한다. 예를 들어서 오늘 야구경기가 8시경에 열린다고 하면 야구경기가 시작하기 전 1 시간 혹은 1시간 혹은 1시간 30분전에 교통량이 증가할 것이다. 이럴 때에는 아무리 우수한 전자 신호등 시스템도 최적녹색시간을 예측할 수 없다. 그러므로, 본 논문에서는 평균 승용차 대기시간을 최소화하고 평균 주행속도를 향상하기 위해서 퍼지규칙 및 신경망을 이용한다. 모의실험결과 제안된 연동 녹색시간이 연동 녹색 시간을 고려하지 않은 전자신호등보다 평균 승용차 대기시간을 줄일 수 있음을 입증했다.

• 정보과학회지
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• 제5권2호
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• pp.49-60
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• 1987

待期 理論(Queuing, waiting-Line Theory)은 例을 지어 待期하고 있는 現 象, 즉 各種 窓口에서 特定의 서어비스를 提供받기 위하여 個體가 기다리는 現象 에 관한 理論이며, 이와같은 理論的인 現象을 待期行列現象(Queuing phenomena, Waiting-Line phenomena)이라고 한다.

• 한국도로학회논문집
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• 제18권3호
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• pp.95-107
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• 2016

PURPOSES : This study compared two measures of traffic flow effectiveness on roads with roundabouts and signalized intersections and determined the more appropriate measure. METHODS : In addition to average delay time, the conventionally used measure, average travel time was introduced to measure traffic flow effectiveness because it is able to be obtained through field survey and reflect different travel distances and speed limits of roundabouts and signalized intersections. Using the two measures, roundabouts and signalized intersections were compared through simulations in terms of traffic flow effectiveness. RESULTS : For one-way single-lane roads, the two measures indicated consistent results that roundabouts were more effective than were signalized intersections when the traffic volume was less than 300 vphpl but vice versa when it exceeded 450 vphpl; however, the measures yielded inconsistent results when the volume was 350~400 vphpl. For one-way double-lane roads, the two measures indicated consistent results that roundabouts were more effective than were signalized intersections when the volume was less than 200 vphpl but vice versa when it exceeded 400 vphpl; however, the measures yielded inconsistent results when the volume was 250~350 vphpl. The results obtained using the two measures differed substantially for double-lane roads because behaviors such as weaving and lane changing at roundabouts are more common in double-lane roads than in single-lane roads. CONCLUSIONS : The average delay time would be lower on roads with roundabouts, but average travel time would be lower on roads with signalized intersections. Thus, evaluating the relative effectiveness of roads with roundabouts and signalized intersections by using average delay time alone would be inappropriate, whereas using average travel time as the evaluation index would yield fairer results.