• Journal of Bio-Environment Control
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• v.24 no.3
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• pp.153-160
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• 2015

The objectives of this study were to determine optimal length of off-time between irrigation cycles to improve irrigation efficiency using a frequency domain reflectometry (FDR) sensor-automated irrigation (FAI) system for tomato (Solanum lycopersicum L.) cultivation aimed at minimizing effluent from coir substrate hydroponics. For treatments, the 5-minute off-time length between 3-minute run-times (defined as 3R5F), 10-minute off-time length between 3-minute run-times (defined as 3R10F), or 15-minute off-time length between 5-minute run-times (defined as 5R15F) were set. During the 3-minute or 5-minute run-time, a 60mL or 80mL of nutrient solution was irrigated to each plant, respectively. Until 62 days after transplant (DAT) during the autumn to winter cultivation, daily irrigation volume was in the order of 3R5F (858mL) > 5R15F (409mL) > 3R10F (306mL) treatment, and daily drainage ratio was in the order of 3R5F (44%) > 5R15F (23%) > 3R10F (14%). Between 63 and 102 DAT, daily irrigated volume was in the order of 5R15F (888mL) > 3R5F (695mL) > 3R10F (524mL) with the highest drainage ratio, 19% (${\pm}2.6$), at the 5R15F treatment. During the spring to summer cultivation, daily irrigation volume and drainage ratio per plant was higher in the 3R5F treatment than that of the 3R10F treatment. For both cultivations, a higher water use efficiency (WUE) was observed under the 3R10F treatment. Integrated all the data suggest that the optimal off-time length is 10 minutes.

• Proceedings of the Korean Information Science Society Conference
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• 2004.10c
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• pp.64-66
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• 2004

콜 센터에서 CTI(Computer Telephony Integration)서버틀 통해 호(Call)를 제어할 때, 무한 입선 대기식 모델에서는 과잉호에 대한 지연확률이 발생한다. 이 지연 확률이 폴 센터에서 기준으로 삼은 시간 이후에는 호의 손실로 판단하게 되므로 호 접속 실패율을 최소로 하기 위한 노력이 필요하다. 본 논문에서는 AVAYA의 트래픽 계산기를 이용한 모의 실험을 통해 시간당 호 량과 대기시간 변화에 따른 호접속 실패를 최소로 하기 위한 trunk 수와 인원수에 대해 제시하였다.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.13 no.1
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• pp.1-14
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• 2014

The expansion of the physical road in response to changes in social conditions and policy of the country has reached the limit. In order to alleviate congestion on the existing road to reconsider the effectiveness of this method should be asking. Currently, how to collect traffic information for management of the intersection is limited to point detection systems. Intelligent Transport Systems (ITS) was the traffic information collection system of point detection method such as through video and loop detector in the past. However, intelligent transportation systems of the next generation(C-ITS) has evolved rapidly in real time interval detection system of collecting various systems between the pedestrian, road, and car. Therefore, this study is designed to evaluate the development of an algorithm for queue length based real-time traffic signal control methodology. Four coordinates estimate on time-space diagram using the travel time each individual vehicle collected via the interval detector. Using the coordinate value estimated during the cycle for estimating the velocity of the shock wave the queue is created. Using the queue length is estimated, and determine the signal timing the total queue length is minimized at intersection. Therefore, in this study, it was confirmed that the calculation of the signal timing of the intersection queue is minimized.

• Journal of the Korean Society for Aeronautical & Space Sciences
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• v.45 no.9
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• pp.775-783
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• 2017

In this paper, an impulsive rendezvous problem by using minimum energy of spacecraft in different orbits is addressed. In particular, the orbits considered in this paper are the general orbits including the elliptic orbit, while most of the orbits considered in the literature have been restricted within co-planar or circular orbits. The constraints for solving this optimization problem are the Kepler's equation formulated with the universal variable, and the final position and velocity of two spacecraft. Also, the Lagrange coefficients, sometimes called as f and g solution, are used to describe the orbit transfer. The proposed method technique is demonstrated through numerical simulation by considering the minimum energy, and both the minimum energy and the wait time, respectively. Finally, it is also verified by comparing with the Hohmann transfer known as the minimum energy trajectory. Although a closed-form solution cannot be obtained, it shows that the suggested technique can provide a new insight to solve various orbital transfer problems.

• Journal of Korean Society of Transportation
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• v.24 no.5 s.91
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• pp.77-88
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• 2006

The purpose of this study is to Propose the time dependent K-least time path algorithm applicable to a real-time based operation strategy in multi-modal transportation network. For this purpose, we developed the extended method based on entire path deletion method which was used in the static K-least time path algorithm. This method was applied to time dependent K-least time path algorithm to find k least time paths in order based on both time dependant mode-link travel time and transfer cost In particular, this algorithm find the optimal solution, easily describing transfer behavior, such as walking and waiting for transfer by applying a link-based time dependent label. Finally, we examined the verification and application of the Proposed algorithm through case study.

• Proceedings of the Korean Nuclear Society Conference
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• 1997.05b
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• pp.421-426
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• 1997

'96년 중반 포괄적 핵실험 금지조약(Comprehensive Test Ban Treaty:CTBT)의 체결이후 전세계적으로 핵실험 감시장치망을 구축하고 있는데, 이에 대응하여 한국원자력연구소에서는 국제기술사양에 만족하는 원거리 대기핵종 감시 시스템을 개발하였다. 본 시스템은 원거리에서 날라온 공기중 부유입자를 포집하여 핵실험시 누출될 수 있는 방사성 핵종의 농도를 측정하는 장치이다. 그 운용을 위해서는 포집 및 분석능력의 척도라고 할 수 있는 시스템의 최소검출 방사능농도 (minimum detectable concentration:MDC)의 결정이 필요하다. 따라서 본 연구에서는 최적화된 시료붕괴시간(decay time)에서의 MDC값을 결정하기 위하여 sampling time을 48시간, counting time을 6시간으로 하고, 6시간의 다른 decay time에 따라 실험을 수행하였다. 국제기술사양에서 요구하는 13개 핵종에 대해 decay time에 따른 각각의 MDC값을 구하였으며, 국제기술사양 권고치와 비교하였다. 비교결과 decay time이 12시간일 때 가장 국제기술사양 권고치를 만족한다는 것을 확인하였다.

• Journal of Korean Society of Transportation
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• v.24 no.3 s.89
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• pp.167-176
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• 2006

An minimum path algorithm for integrated networks with departure time constraints require considering arrival time of arriving mode, transfer time. waiting time, and departure time of next mode. Integrated network with diverse modes commonly include departure time constraints. Because public mode suck as train and airplane have fixed service schedule which provide passengers. This study developed the k-path algorithm in integrated network with time varying conditions and departure time constraints. We proposed the extended method based on entire path deletion method, and examined the application of the proposed algorithm through case study.

• Journal of KIISE:Computer Systems and Theory
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• v.28 no.9
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• pp.442-460
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• 2001

In video-on-demand(VOD) systems it is important to minimize initial latency and memory requirements. The minimization of initial latency enables the system to provide services with short response time, and the minimization of memory requirements enables the system to service more concurrent user requests with the same amount of memory. In VOD systems, since initial latency and memory requirement increase according to the increment of buffer size allocated to user requests, the buffer size allocated to user requests must be minimized. The existing static buffer allocation scheme, however, determines the buffer size based on the assumption that thy system is in fully loaded state. Thus, when the system is in partially loaded state, the scheme allocates user requests unnecessarily large buffers. This paper proposes a dynamics buffer allocation scheme that allocates user requests the minimum buffer size in fully loaded state as well as a partially loaded state. This scheme dynamically determines the buffer size based on the number of user requests in service and the number of user requests arriving while servicing current requests. In addition, through analyses and simulations, this paper validates that the dynamics buffer allocation outperforms the statics buffer allocation in initial latency and the number of concurrent user requests that can be supported. Our simulation results show that, in proportion to the static buffer allocation scheme, the dynamic buffer allocation scheme reduces the average initial latency by 29%~65%, and in a systems having several disks. increases the average number of concurrent user requests by 48%~68%. Our results show that the dynamic buffer allocation scheme significantly improves the performance and reduce the capacity requirements of VOD systems.

• Journal of Korean Society of Transportation
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• v.32 no.4
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• pp.410-420
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• 2014

This research suggests a new tram signal priority model which determines signal timings and tram intersection waiting time using analytical method. This model can calculate the signal timings for Early Green and Green Extension among the active tram signal priority techniques by tram detection time of upstream detector. Moreover, it can determine the tram intersection waiting time that means tram intersection travel time delay from a vantage point of tram travel. Under the active tram signal priority condition, priority phases can bring additional green time from variable green time of non-priority phases. In this study, the signal timing and tram intersection waiting time calculation model was set up using analytical methods. In case studies using an isolated intersection, this study checks tram intersection waiting time ranged 12.7 to 29.4 seconds when variable green times of non-priority phases are 44 to 10 seconds under 120 seconds of cycle length.

• Journal of Korean Society of Transportation
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• v.16 no.3
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• pp.59-72
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• 1998

교통신호기는 다양한 교통 통행에 우선권을 부여하는 교통안전시설물로써, 교통소통에 지대한 영향을 끼치는 매우 중요한 통제시설이다. 그러나 현행 부적절한 신호기 설치 및 미설치로 차량 교통의 흐름을 방해하거나 교통사고를 증가시키는 경우가 있다. 본 연구 는 교통안전시설실무편람에 제시된 9가지 신호기 설치기준중 보행자 신호기 설치 기준에 대하여 국내 도로상황 및 보행자 특성 등에 맞는 새로운 설치기준을 제시하는데 목적이 있다. 보행자가 보도상에서 기다릴 수 있는 최대한도 대기시간은 단일로상의 무신호 횡단보도에 교통신호기가 설치되었을 경우를 가정하여 설정하였으며, 보행자 신호기 설치를 위한 차량 교통량과 보행자 교통량을 도로폭 관련 차로수별로 도출하였다. 왕복 2차로 도로인 경우 차량 교통량은 시간당 990대, 4차로인 경우 420대, 6차로인 경우 120대를 보행자 신호기 설치를 위한 최소 차량 교통량 기준값으로 하고, 차로수에 무관하게 보행자 교통량은 시간당 150명을 최소 기준값으로 제시하였다. 또한 차량 교통량과 보행자 교통량 상관관계에 의한 신호기 설치, 설치고려, 미설치 영역을 그래프로 작성하여 실무자의 편의를 도모하고자 하였다.