• Journal of Communications and Networks
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• 제17권3호
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• pp.267-274
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• 2015

Due to the difficulty of coordination in the cellular uplink, it is a practical challenge how to achieve the optimal throughput scaling with distributed scheduling. In this paper, we propose a distributed and opportunistic user scheduling (DOUS) that achieves the optimal throughput scaling in a single-input multiple-output interfering multiple-access channel, i.e., a multi-cell uplink network, with M antennas at each base station (BS) and N users in a cell. In a distributed fashion, each BS adopts M random receive beamforming vectors and then selects M users such that both sufficiently large desired signal power and sufficiently small generating interference are guaranteed. As a main result, it is proved that full multiuser diversity gain can be achieved in each cell when a sufficiently large number of users exist. Numerical evaluation confirms that in a practical setting of the multi-cell network, the proposed DOUS outperforms the existing distributed user scheduling algorithms in terms of sum-rate.

• 한국정보처리학회:학술대회논문집
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• 한국정보처리학회 2014년도 추계학술발표대회
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• pp.203-206
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• 2014

무선 LAN(Wireless Local Area Networks 의 DCF(Distributed Coordination Function) 방식은 랜덤 백 오프 방식으로 매체에 접근하기 때문에 지연이 발생하여 정해진 시간 내에 전송을 보장할 수 없다는 단점이 있다. [1] 이는 곧 실시간 멀티미디어 트래픽(비디오, 음성 등)의 QoS(Quality Of Service)를 보장할 수 없다는 것을 뜻한다. 또한 IEEF 802.11e 표준 [2]에서 제공하는 QoS 를 위한 EDCA(Enhanced Distributed Channel Access)라는 프로토콜은 제시되어있으나 실제로 구현되어있는 디바이스의 부재로 QoS 를 지원하기가 어렵다. 따라서 무선 랜에서 IEEE 802.11e 를 지원하지 않는 망내 디바이스, 즉 큐가 1 개인 STA, 즉 기본적인 802.11 표준 기술인 DCF 를 사용하는 STA 을 위해서 멀티미디어 트래픽의 실시간 전송을 보장하기 위한 기법을 제시한다.

• 한국항만경제학회지
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• 제35권3호
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• pp.1-18
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• 2019

오늘날 선사 간 제휴 및 기술진보 등 세계 해운환경의 급격한 변화로 항만 간 경쟁이 더욱 치열해지고 있으며, 이에 따라 항만물류서비스를 제공하는 항만공사와 터미널 운영사 간의 협력이 매우 중요하다 하겠다. 항만들은 터미널운영사와 다양한 방식으로 임대 계약을 체결하고 있으며, 터미널 운영사는 산정된 임대료 하에서 최적 운임을 결정하여 수익을 창출하고 있다. 이와 같은 상황에서 본 연구는 항만공사와 터미널운영사의 상호 이익을 극대화하는 계약 방식 도출을 목적으로 하고 있다. 즉, 본 연구는 항만공사의 이익 극대화에 초점을 맞춘 기존 연구들과 달리, 항만공사와 터미널 운영사 간의 공유이익 극대화 측면에서 최적화 계약방식을 도출하고자 한다. 이러한 맥락에서 본 연구는 항만공사와 터미널 운영사 간의 네 가지 유형의 계약방식들을 과점시장 모형인 Non-cooperation, Cooperation, Cournot 및 Collusion 모델을 상호 비교하여 각 모형의 균형을 도출하고자 한다. 본 연구의 결과 two-part tariff 계약방식이 fixed contract 및 unit contract 계약방식에 비해 항만공사와 터미널운영사간의 공유이익이 많이 창출되는 것으로 분석되고 있다. 이는 two-part tariff 계약방식의 경우 항만공사와 터미널운영사가 수익과 위험을 상호 공유하므로 터미널 운영사는 보다 많은 물동량 확보를 위해 노력을 하게 됨에 따라 공유 이익이 극대화되는 것으로 사료된다. 본 연구는 향후 항만공사와 터미널운영자 간의 항만임대료 및 운임 결정을 위한 의사결정과정에서 중요한 이론적 토대를 제공할 수 있을 것으로 기대된다.

• Biomolecules & Therapeutics
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• 제12권2호
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• pp.114-121
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• 2004

This study was undertaken to evaluate the general pharmacological properties of CJ-11828, an amlodipine adipate, in experimental animals and in vitro system. CJ-11828 had no effects on general behavior, motor coordination, writhing syndromes, pentetrazol-induced chemoshock and electric shock in mice at dose levels of 3,10, anti 30 mg/kg, po. But there were decrease of body temperature, prolongation of sleeping time, and inhibition of intestinal activity in mice treated with CJ-11828 at doses of 10 and 30 mg/kg, po. CJ-11828 decreased the blood pressure in coscuous fog at the dose level of 2mg/kg, po, but it was expected as a result of pharmacological activity of CJ-11828. Any effect on respiratory system was not observed in conscious rat at doses of 3,10, and 30 mg/kg, po. The slight decrease in spontaneous motor activity was observed in mice treated with CJ-11828 at high dose, 30 mg/kg. In vitro experiments, CJ-11828 had no effect on agonists-induced contraction of isolated guinea pig ileum at 0.1, 1, and 10 ${\mu}$M. Based on these results, it was concluded that CJ-11828 had no pharmacological effect ill these studies even up to the 36-fold anticipated clinical dose, 3 mg/kg.

• 한국중재학회지:중재연구
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• 제29권4호
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• pp.33-55
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• 2019

This study is aimed at drawing up improvement measures in connection with the resolution of claims, one of the major constraints in revitalizing South-North Korean economic cooperation. To that end, we first looked at the structure of South-North Korean economic cooperation and the institutional status related to resolving the claims. Also we analyzed the current status of the claims in the process of promoting South-North Korean economic cooperation by companies and the provisions of the claims between the parties in order to derive any problems. Through these research results, we were able to identify directions and implications for efficient improvement of the causes of several South-North Korean economic cooperation claims. First, at the corporate level, there is a need to create specific details of a contract for resolving disputes and to add additional third-party coordination functions in the relevant clause of the contract in preparation for the occurrence of a dispute. In addition, it is necessary to seek ways to advance jointly with corporations in China and other third countries in order to secure stability. Second, the government should continue to discuss ways of promoting South-North Korean commercial arbitration with North Korea so that follow-up measures can be completed as soon as possible. In addition, a two-track strategy is suggested to provide a practical negotiation channel at the private level. Also it is necessary to be active in persuading North Korea to join the international arbitration treaty in preparation for the activation of full-fledged economic exchanges.

• KSII Transactions on Internet and Information Systems (TIIS)
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• 제7권12호
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• pp.2957-2986
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• 2013

The traditional approach of fixed spectrum allocation to licensed networks has resulted in spectrum underutilisation. Cognitive radio technology is envisioned as a promising solution that can be used to resolve the ineffectiveness of the fixed spectrum allocation policy by accessing the underutilised spectrum of existing technologies opportunistically. The implementation of cognitive radio networks (CRNs) faces distinct challenges due to the fact that two systems (i.e., cognitive radio (CR) and primary users (PUs)) with conflicting interests interact with each other. Specially, in self-organised systems such as ad-hoc CRNs (AHCRNs), the coordination of spectrum access introduces challenges to researchers due to rapid utilisation changes in the available spectrum, as well as the multi-hop nature of ad-hoc networks, which creates additional challenges in the analysis of resource allocation (e.g., power control, channel and rate allocation). Instead, game theory has been adopted as a powerful mathematical tool in analysing and modelling the interaction processes of AHCRNs. In this survey, we first review the most fundamental concepts and architectures of CRNs and AHCRNs. We then introduce the concepts of game theory, utility function, Nash equilibrium and pricing techniques. Finally, we survey the recent literature on the game theoretic analysis of AHCRNs, highlighting its applicability to the physical layer PHY, the MAC layer and the network layer.

• Journal of Communications and Networks
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• 제11권5호
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• pp.518-528
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• 2009

IEEE 802.11 wireless local area network (WLAN) has become the prevailing solution for wireless Internet access while transport control protocol (TCP) is the dominant transport-layer protocol in the Internet. It is known that, in an infrastructure-based WLAN with multiple stations carrying long-lived TCP flows, the number of TCP stations that are actively contending to access the wireless channel remains very small. Hence, the aggregate TCP throughput is basically independent of the total number of TCP stations. This phenomenon is due to the closed-loop nature of TCP flow control and the bottleneck downlink (i.e., access point-to-station) transmissions in infrastructure-based WLANs. In this paper, we develop a comprehensive analytical model to study TCP dynamics in infrastructure-based 802.11 WLANs. We calculate the average number of active TCP stations and the aggregate TCP throughput using our model for given total number of TCP stations and the maximum TCP receive window size. We find out that the default minimum contention window sizes specified in the standards (i.e., 31 and 15 for 802.11b and 802.11a, respectively) are not optimal in terms of TCP throughput maximization. Via ns-2 simulation, we verify the correctness of our analytical model and study the effects of some of the simplifying assumptions employed in the model. Simulation results show that our model is reasonably accurate, particularly when the wireline delay is small and/or the packet loss rate is low.

• International Journal of Advanced Culture Technology
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• 제10권3호
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• pp.146-155
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• 2022

The purpose of this study is to investigate the recyclability of Shenlong in China using SWOT. The main analysis results are as follows. First, provided that the company's current capacity utilization rate is seriously insufficient, reducing staff is one among the effective ways. Second, Shenlong should open a web store to cater to young people's online shopping behavior, and further expand the brand visibility using national mainstream media and online shopping platforms like Taobao and JingDong to market Dongfeng Peugeot and Dongfeng Citroen on the whole network. Third, under the premise of maintaining the present best-selling models, Shenlong should appropriately reduce the amount of models, adjust the assembly capacity ratio of every model and every displacement in real time per the newest market trends, increase the agility of auto companies' production, and timely meet the wants of domestic consumers. Fourth, dual-brand coordination and channel integration are very necessary, and also the profitability and profitability of dealers are going to be further improved, thereby increasing sales. Fifth, target building new energy leading products of Shenlong, strive to attain the forefront of the industry within the sales of recent energy vehicles within 5 years, and gradually expand new energy vehicle products from passenger vehicles to passenger vehicles and commercial vehicles. Finally, the marketing field of Shenlong Automobile should achieve "three major changes", that is, change from a goal-driven type to a demand-driven type, cancel the bundling of outlet invoicing goals and delivery incentive tiers; start from basic capabilities, and set pragmatic and challenging goals; focus Channels, to realize following the activation of outlets, and single store sales increase.

• 한국항만학회지
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• 제10권1호
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• pp.1-14
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• 1996

Rapid change in the technological environment of marine transportation and the development of the ocean shipping industry have fostered a revolution in the port system. This in turn has caused major changes in the function and use of port in Korea. Aside from this, Mokpo Port, however continues to decline, because the existing port facilities and related subsystem are already obsolete with no chance of regaining operational effectiveness and treatment for proper implementation. Although a few studies have been done on the Mokpo Port, has not been found, any reseach for the analytical approach to the transportation system of it. This paper aims to make an extensive analysis of the physical distribution system in Mokpo Port focusing on the coordination of subsystems such as navigational aids system. The base of introduced simulation tool here is the queueing theory. The overall findings are as follows: 1. Among those vessels called at Mokpo Port in 1994, 556 ships(2,736,669 G/T) are oceangoing while 8155 ships(2,587,217 G/T) are domestic. The average size of oceangoing vessels is 4,922,1 G/T, and the domestic is 317,8 G/T. The average arrival interval and service time of the domestic vessels are 6.0 hours and 24.1 hours respectively marking the berth occupation rate over 100%. Those for oceangoing vessels are 34.5 hours, 120.0 hours and 37.2%. In order to maintainin the berth occupation rate to 70% the capacity considering the 1994 of domestic piers must be extended to 145% and oceangoing vessels must be increased to 165%. 2. The capacity of approaching channel is enough to handle the total traffic volume of 3. Tugs are sufficiently being provided to handle all ships requiring their services 4. The capacity of storage and inland transportation systems are sufficient to handle the throughput and the yard stroage utilization rate of No.1 - No.5 is 4.5% and No.6 is 30% of 1993's. 5. The utilization rate of LLC(Level Looping Crane) and PNT(PNeumaTic) are 2.7% and 18.8%, respectively.

• 한국항만학회지
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• 제11권2호
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• pp.321-337
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• 1997

Rapid change in the technological environment of marine transportation and the development of the ocean shipping industry have fostered a revolution in the port system. This in turn has caused major changes in the function and use of port in Korea. Aside from this. Mokpo Port, however continues to decline, because the existing port facilities and related subsystem are already obsolete with no chance of regaining operational effectiveness and treatment for proper implementation. Although a few studies have been done on the Mokpo Port, has not been found, any reseach for the analytical approach to the transportation system of it. This paper aims to make an extensive analysis of the physical distribution system in Mokpo Port focusing on the coordination of subsystems such as navigational aids system, quay handling and transfer system, storage system and inland transport system. The base of introduced simulation tool here is the queueing theory. The overall findings are as follows; 1. Among those vessels called at Mokpo Port in 1994, the average size of oceangoing vessels is 4,922.1 G/T, and the domestic is 317.8 G/T. The average arrival interval and service time of the domestic vessels are 6.0 hours and 24.1 hours respectively marking the berth occupation rate over 100%. Those for oceangoing vessels are 34.5 hours, 120.0 hours and 37.2%. In order to maintainin the berth occupation rate to 70% the capacity considering the 1994 of domestic piers must be extended to 145% and oceangoing vessels must be increased to 165% year called. 2. The capacity of approaching channel is enough to handle the total traffic volume. 3. Tugs are sufficiently being provided to handle all ships requiring their services 4. The capacity of storage and inland transportation systems are sufficient to handle the throughput and the yard stroage utilization rate of No.1 $\cdots$ No.5 is 4.5% and No.6 1S 30% of 1993's. 5. The utilization rate of LLc(Level Looping Crane) and PNT(PNeumaTic) are 2.7% and 18.8%, respectively. Practical solution and proposal for improvement of Transportation System in Mokpo Port are as follows; 1. To avoid the congestion in domestic pier introduction of a new port operation system is necessary allowing the domestic vessel to use the oceangoing pier. 2. To establish the port management information system to improve the efficiency of port operation. 3. To build a new storage system for high valued cargos including modernization of the present storage and handling system. 4. To insure the safety of navigation in approaching channel, The Vessel Traffic System including separation scheme is introduced. 5. To interest enormously on public relation to ship owner's association, shippers and consignees by showing that they can save cost and ship turnaround time in order to promote the call to Mokpo Port. At last, to be strategically change the function of Mokpo Port to the Leisure, Fishing & Ferry as well as Maritime port.