• Journal of Korean Society of Transportation
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• v.29 no.1
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• pp.71-79
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• 2011

Traditionally, a dynamic network model is considered as a tool for solving real-time traffic problems. One of useful and practical ways of using such models is to use it to produce and disseminate forecast travel time information so that the travelers can switch their routes from congested to less-congested or uncongested, which can enhance the performance of the network. This approach seems to be promising when the traffic congestion is severe, especially when sudden incidents happen. A consideration that should be given in implementing this method is that travel time information may affect the future traffic condition itself, creating undesirable side effects such as the over-reaction problem. Furthermore incorrect forecast travel time can make the information unreliable. In this paper, a network-wide travel time prediction model under incidents is developed. The model assumes that all drivers have access to detailed traffic information through personalized in-vehicle devices such as car navigation systems. Drivers are assumed to make their own travel choice based on the travel time information provided. A route-based stochastic variational inequality is formulated, which is used as a basic model for the travel time prediction. A diversion function is introduced to account for the motorists' willingness to divert. An inverse function of the diversion curve is derived to develop a variational inequality formulation for the travel time prediction model. Computational results illustrate the characteristics of the proposed model.

• Journal of Korean Society of Transportation
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• v.31 no.2
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• pp.45-59
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• 2013

This study deals with the comparative analysis between two freight demand estimation methods : Unimodal O/D based method and P/C based method. The data of access/egress truck trips has been omitted from the Korean freight unimodal O/D of KTDB. This is because KTDB's unimodal O/D has not marked the series of unlinked trips down as the whole freight intermodal transport and surveyed only the main-haul trips of them. For these reasons, freight intermodal transport mechanism has not been analysed perfectly with Korean unimodal O/D data. This study tries to estimate P/C table of Korean Import/Export container freight and develop the MCC(Multimodal Channel Choice) model. Then, comparing unimodal O/D based method and P/C based method in terms of the switch commodities between production point(the initial point of freight transport) and consumption point(the terminal point of freight transport), unimodal commodities, and commodities on links is conducted. The results show that the P/C based method is able to simulate the freight intermodal transport.

• Ocean Science Journal
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• v.40 no.3
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• pp.167-176
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• 2005

A time-series sediment trap was deployed at 1,034 m water depth in the eastern Bransfield Strait for a complete year from December 25, 1998 to December 24, 1999. About 99% of total mass flux was trapped during an austral summer, showing distinct seasonal variation. Biogenic particles (biogenic opal, particulate organic carbon, and calcium carbonate) account for about two thirds of annual total mass flux $(49.2\;g\;m^{-2})$, among which biogenic opal flux is the most dominant (42% of the total flux). A positive relationship (except January) between biogenic opal and total organic carbon fluxes suggests that these two variables were coupled, due to the surface-water production (mainly diatoms). The relatively low $\delta^{13}C$ values of settling particles result from effects on C-fixation processes at low temperature and the high $CO_2$ availability to phytoplankton. The correspondingly low $\delta^{l5}N$ values are due to intense and steady input of nitrates into surface waters, reflecting an unlikely nitrate isotope fractionation by degree of surface-water production. The $\delta^{l5}N$ and $\delta^{l3}C$ values of sinking particles increased from the beginning to the end of a presumed phytoplankton bloom, except for anomalous $\delta^{l5}N$ values. Krill and the zooplankton fecal pellets, the most important carriers of sinking particles, may have contributed gradually to the increasing $\delta^{l3}C$ values towards the unproductive period through the biomodification of the $\delta^{l3}C$ values in the food web, respiring preferentially and selectively $^{12}C$ atoms. Correspondingly, the increasing $\delta^{l5}N$ values in the intermediate-water trap are likely associated with a switch in source from diatom aggregates to some remains of zooplankton, because organic matter dominated by diatom may be more liable and prone to remineralization, leading to greater isotopic alteration. In particular, the tendency for abnormally high $\delta^{l5}N$ values in February seems to be enigmatic. A specific species dominancy during the production may be suggested as a possible and speculative reason.

• Proceedings of the Korean Vacuum Society Conference
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• 2011.02a
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• pp.134-134
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• 2011

High-k dielectric materials such as $HfO_2$, $ZrO_2$ and $Al_2O_3$ increase gate capacitance and reduce gate leakage current in MOSFET structures. This behavior suggests that high-k materials will be promise candidates to substitute as a tunnel barrier. Furthermore, stack structure of low-k and high-k tunnel barrier named variable oxide thickness (VARIOT) is more efficient.[1] In this study, we fabricated the $WSi_2$ nanocrystals nonvolatile memory device with $SiO_2/HfO_2/Al_2O_3$ tunnel layer. The $WSi_2$ nano-floating gate capacitors were fabricated on p-type Si (100) wafers. After wafer cleaning, the phosphorus in-situ doped poly-Si layer with a thickness of 100 nm was deposited on isolated active region to confine source and drain. Then, on the gate region defined by using reactive ion etching, the barrier engineered multi-stack tunnel layers of $SiO_2/HfO_2/Al_2O_3$ (2 nm/1 nm/3 nm) were deposited the gate region on Si substrate by using atomic layer deposition. To fabricate $WSi_2$ nanocrystals, the ultrathin $WSi_2$ film with a thickness of 3-4 nm was deposited on the multi-stack tunnel layer by using direct current magnetron sputtering system [2]. Subsequently, the first post annealing process was carried out at $900^{\circ}C$ for 1 min by using rapid thermal annealing system in nitrogen gas ambient. The 15-nm-thick $SiO_2$ control layer was deposited by using ultra-high vacuum magnetron sputtering. For $SiO_2$ layer density, the second post annealing process was carried out at $900^{\circ}C$ for 30 seconds by using rapid thermal annealing system in nitrogen gas ambient. The aluminum gate electrodes of 200-nm thickness were formed by thermal evaporation. The electrical properties of devices were measured by using a HP 4156A precision semiconductor parameter analyzer with HP 41501A pulse generator, an Agillent 81104A 80MHz pulse/pattern generator and an Agillent E5250A low leakage switch mainframe. We will discuss the electrical properties for application next generation non-volatile memory device.

• Journal of the Korean Society of Fisheries and Ocean Technology
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• v.52 no.4
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• pp.364-371
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• 2016

The analysis on the international safety management code (ISM Code) and case of foreign national safety management for fishing vessel was conducted to serve as a basic data on the introduction of safety management system (SMS) for a deep-sea fishing vessel in Korea. As a result, Maritime New Zealand (MNZ) has managed operations of SMS in the maritime rules according to the Maritime Transport Act since 1994. MNZ underwent a safe ship management (SSM), which includes elements applied to shipping companies, ship and verification of the ISM Code for ships, except ISM Code application since 1998. In 2014 the introduction of the advanced maritime operator safety system (MOSS) superior to the SSM by MNZ was promoted actively switch and enforcement. Meanwhile, the safe operation manual of Japanese fishing vessel includes large part of the contents of the ISM Code, and voluntary implementation to fit the realities of the fishing vessel. The law application of SMS for a deep-sea fishing vessel after the newly establishment of the Ocean Industry Development Act to SMS would be advantageous to the schematic management, supervision, maintenance and application and, in 2016 from the implementation of maritime safety supervisor for a deep-sea fishing vessel that the management and supervision through the fishing vessel will be the efficient operation. The configuration of the safety management system in a deep-sea fishing vessel should be included as an element of ISM Code. The introduction of such a system is gradually applicable, such as nationality overseas vessel case study of the ISM Code, and vessels that are excluded from the application will be implemented as autonomous as Japan. The results are expected to contribute to sustainable development in the ocean industry safety culture spread throughout the ocean industry through the enhancement of safety fishing competency and safety management responsibility of fisher.

• Journal of KIISE:Computing Practices and Letters
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• v.5 no.4
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• pp.467-478
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• 1999

실시간 태스크의 최악 실행시간을 예측할 때 과예측이 발생하는 원인은, 첫째 프로그램의 동적인 최악 실행 행태를 정적으로 분석하는 것이 근본적으로 어렵기 때문이며, 둘째 최근의 RISC 형태 프로세서에 포함되어 있는 파이프라인 실행 구조와 캐쉬 등이 그러한 정적 분석을 더욱 어렵게 만들기 때문이다. 그런데 기존의 연구에서는 각각의 과예측 원인을 해결하기 위한 방법에 대해서만 언급하고 있을 뿐 분석의 정확도에서 각 원인이 차지하는 비중에 대해서는 언급하고 있지 않다. 이에 본 연구에서는 최악 실행시간 예측시 과예측을 유발하는 원인들, 즉 분석 요소들의 영향을 정량적으로 조사함으로써 기존의 최악 실행시간 분석 기법들이 보완해야 할 방향을 제시하고자 한다. 본 연구에서는 실험이 특정 분석 기법에 의존하지 않도록 하기 위하여 시뮬레이션 방법에 기반한다. 이를 위해 분석 요소별 스위치가 포함된 MIPS R3000 프로세서를 위한 시뮬레이터를 구현하였는데, 각 스위치는 해당 분석 요소에 대한 분석의 정확도 수준을 결정한다. 모든 스위치 조합에 대해서 시뮬레이션을 반복 수행한 다음 분산 분석을 수행하여 어떤 분석 요소가 가장 큰 영향을 끼치는지 고찰한다.Abstract Existing analysis techniques for estimating the worst case execution time (WCET) of real-time tasks still suffer from significant overestimation due to two types of overestimation sources. First, it is unavoidably difficult to predict dynamic behavior of programs statically. Second, pipelined execution and caching found in recent RISC-style processors even more complicate such a prediction. Although these overestimation sources have been attacked in many existing analysis techniques, we cannot find in the literature any description about questions like which one is most important. Thus, in this paper, we quantitatively analyze the impacts of overestimation sources on the accuracy of the worst case timing analysis. Using the results, we can identify dominant overestimation sources that should be analyzed more accurately to get tighter WCET estimations. To make our method independent of any existing analysis techniques, we use simulation based methodology. We have implemented a MIPS R3000 simulator equipped with several switches, each of which determines the accuracy level of the timing analysis for the corresponding overestimation source. After repeating simulation for all of the switch combinations, we perform the variance analysis and study which factor has the largest impact on the accuracy of the predicted WCETs.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.16 no.8
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• pp.5513-5521
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• 2015

There is an operational efficiency problem about wayside equipment applied to the domestic low-density branch as the equipment has been installed and operated similarly in the mainline. On-board oriented train control system, which has been developed for train safety and operation efficiency, ensures safe train operation without expensive ground control signal devices. Such system consists of on-board control system, wayside control system, and local control system. In this paper, the details of tests such as suitability test, communication test, and interface test are described by installing the on-board control system and wayside control system in field. Installation tests include checking power, voltage, cable connection, LED status, etc. Field applicability of the developed system is also verified through the dynamic operation tests with diverse scenarios, which are performed on the virtual line similar to the real environment including switch machine and level crossing gate. Dynamic operation tests were conducted for total 7 scenarios, and several tests were repeated for each scenario. The elapsed time for each operation was computed by analyzing main process log, and we could check that each operation was accomplished within several seconds. Furthermore, the developed system was verified through field test with an accredited institute, and testing certificates were issued.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.16 no.8
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• pp.5534-5540
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• 2015

This In the railway signaling system, applications of axle counter in addition to track circuit goes on increasing for detecting train position. Consequently, this paper compares sensor methods of axle counter with between geo-magnetism method and proximity sensor method. And it presents differences and results, to improve reliabilities of train detection and axle counting. Also, this article presents an applied result which is based on field experience, with regard to installation, considering attachment condition of sensor part for accurate axle counting. This study acquires expandability that is able to perform not only axle counting function but also various other functions (direction detection of train, speed detection of train, and so on). It was a result of a change of design in order to judge phase difference of sensors, to improve reliability of axle counting. Furthermore, it does not subordinate to characteristics (type, weight of train). And it is confirmed that the omission of axle counting was not occurred in 350km/h. This was the result of Lab test after the construction of transfer equipment of trial axle and Test Bed for axle counting. Both of them are self-productions. Through this, it prepares foundation which is able to apply not only to train detection but also to speed of passing trains, formation number of trains, detector locking condition - when the train passes the section of switch point, and level crossing devices. Furthermore, it would be judged to contribute safety train operation if proximity sensor method applies to the whole railway signaling system from now on.

• Journal of the Korea Institute of Information and Communication Engineering
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• v.16 no.9
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• pp.1847-1855
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• 2012

A 1V 1.6-GS/s 6-bit flash analog-to-digital converter (ADC) with a clock calibration circuit is proposed. A single track/hold circuit with a bootstrapped analog switch is used as an input stage with a supply voltage of 1V for the high speed operation. Two preamplifier-arrays and each comparator composed of two-stage are implemented for the reduction of analog noises and high speed operation. The clock calibration circuit in the proposed flash ADC improves the dynamic performance of the entire flash ADC by optimizing the duty cycle and phase of the clock. It adjusts the reset and evaluation time of the clock for the comparator by controlling the duty cycle of the clock. The proposed 1.6-GS/s 6-bit flash ADC is fabricated in a 1V 90nm 1-poly 9-metal CMOS process. The measured SNDR is 32.8 dB for a 800 MHz analog input signal. The measured DNL and INL are +0.38/-0.37 LSB, +0.64/-0.64 LSB, respectively. The power consumption and chip area are $800{\times}500{\mu}m2$ and 193.02mW.

• Journal of the Institute of Convergence Signal Processing
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• v.8 no.1
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• pp.58-62
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• 2007

Digital communication is important for reliability and mobilization of the multi-channel communication systems. Transmitting and receiving data for the mobilization should be possible in anywhere and in anytime. And this system must be designed light weight small size and low power. One are essential technology for implementing the mobile wireless communication system on the age of ubiquotos. Requirements in constructing such communication field are followings. At first data transmitting and receiving should be carried out by a simple command. Second, the device should be designed as hand-hold type and low power consumption. Third, data communication should be reliable. As one of examples, car to car system which is popular in the market is introduced here, All traffic information in highway is transmitted from one car to another by using this system which can prevent possible traffic accident. This paper shows the design of a digital data communication system with CC1020 chip. This CC1020 makes easy frequency selection and easy switch from the transmit mode to the receive mode by simple setting of a memory register in the chip. The transmit power of this system is designed 10dBm and its communication range is about 100m. The power supplied this system is 3V considered as low power. The sleep mode can be easily entered during transmit mode or receive mode. We shows the program algorithm of CC1020 and interface circuit between MCU and CC1020. We shows the Photo of the CC1020 Module and Atmega128 Module.. We analysed the receiver rate with this system.