• Journal of the Korea Academia-Industrial cooperation Society
• /
• v.14 no.11
• /
• pp.5885-5889
• /
• 2013

In general, the network survivability means that The user do not know the network faults and the recovery of those. For this, we use the dual(multi) routes between each two nodes. It is important that the each dual routes have efficient costs(or minimum). Even if one route is the minimum cost in case of no fault, another route of dual may be very large cost in case of fault case. Therefore we need the dual routes of each two nodes having the efficient(or minimum) costs. In this paper we find the network design method for the dual routes of each two node having the efficient costs. Although the design method is very simple and heuristic and it may be not useful for some networks, we will use it in various network environment.. Because this design method can be used very easy. A sample design will proof this usefulness.

• Proceedings of the IEEK Conference
• /
• 2006.06a
• /
• pp.953-954
• /
• 2006

Guaranteeing survivability is the most important issue in designing and operating optical transmission network. For dual system of optical transmission network, there should be two routes of the optical to prepare an error in one cable route. If a route is selected based on the standard of unused optical core when choosing an optical cable, dual optical cable routes could be installed in duplicated line. This paper simulates the installation of duplicated line when designing an optical transmission network, detects the status of duplicated line that could happen during transfer construction and switching and accomplishes a system that can confirm the location based on a map.

• Korean Management Science Review
• /
• v.29 no.1
• /
• pp.89-99
• /
• 2012

In this paper, we deal with the dual-depot heterogeneous vehicle routing problem with simultaneous delivery and pick up(DH-VRPSDP) in reverse logistics. The DH-VRPSDP is a problem of designing vehicle routes in a day of given vehicle to minimize the sum of fixed cost and variable cost over the planning horizon. Each customer can be visited only once according to the service combinations of that customer. Due to the complexity of the problem, we suggest a heuristic algorithm in which an initial solution is obtained by changing the customer and the vehicle simultaneously and then it is improved. A performance of the proposed algorithm was compared to both well-known results and new test problems.

• Journal of the Korean Operations Research and Management Science Society
• /
• v.3 no.1
• /
• pp.31-46
• /
• 1978

Consider a time interval during which the demand for trips is fixed (e.g. the rush hour period). The traveller has a choice between various public modes, whose travel times and fares are fixed, and the automobile mode, for which travel time and cost depend on the volume of traffic flow on those roads, which are subject to congestion. We consider the equilibrium in terms of a representative travellerm, who choses for any trip the mode and route with the least combined money and time cost. When several (parallel) model or routes are chosen, then the combined cost of money and time must be equal among these. Our problem is first, to find the optimal flows of cars and of public mode carriers on the various links of their networks and second the optimal fares for trips by the variousmodes. The object is to minimize the total operating costs of the carriers and car plus the total time costs to travellers. The optimal fares are related to, but not identical with the dual variables of the underlying Nonlinear Program. They are equal to these dual variables only in the case, when congestion tolls on trips or on the use of specific roads are collected from automobile users. When such tolls are not collected, they must be passed on as subsidies to travellers using competing modes. The optimal fares of public modes are then reduced by the amounts of these subsidies. Note that subsidies are not a flat payment to public carriers, but are calculated on the basis of tickets sold. Fares and subsidies depend in general on tile period considered. They will be higher during periods of higher demand. When the assumption of fixed trip demand is relaxed, this tare system is no longer best, but only second best since too much traffic will, in general, be generated. The Free Rider Theorem states the following : Suppose road tolls can be charged, so that a best pricing system for public modes is posssible. Then there may exist free rides on some routes and modes, but never on a complete round trip.

• Advances in aircraft and spacecraft science
• /
• v.5 no.4
• /
• pp.431-444
• /
• 2018

Numerical simulations have been conducted to study the unstart/restart characteristics of an over-under turbine-based combined-cycle propulsion system (TBCC) inlet during the inlet transition phase. A dual-solution area exists according to the Kantrowitz theory, in which the inlet states may be different even with the same input parameters. The entire transition process was divided into five stages and the unstart/restart hysteresis loop for each stage was also obtained. These loops construct a hysteresis surface which separates the operating space of the engine into three parts: in which a) inlet can maintain a started state; b) inlet keeps an unstarted state; c) inlet state depends on its initial state. During the transition, the operation of the engine follows a certain order with different backpressures and splitter angles, namely control route, which may result in disparate inlet states. Nine control routes with different backpressures and transition stages were designed to illuminate the route-dependent behavior of the inlet. The control routes operating towards the unstart boundary can make the inlet transit from a started state into an unstarted one. But operating backward the same route cannot make the inlet restart, additional effort should be made.

• Korean Journal of Logic
• /
• v.18 no.1
• /
• pp.83-133
• /
• 2015

In this paper, I pose a problem for Hitchcock's arguments for two concepts of effects that are intended to explicate double causal effects, and put forth a theory that is intended not just to meet the problem but also to accommodate Hitchcock's theory and Eells' theory both. First, I introduce an example of dual causal effects, and examine the accounts of Otte(1985) and Eells(1987) on how to explicate the dual effects. I show that their accounts of the dual effects help us understand the problem of dual effects and see how different it is for Cartwright(1979, 1989, 1995), Eells(1991, 1995), and Hitchcock(2001a) to meet the problem. Second, I introduce two concepts of effects on Hitchcock(2001a), that is, net effect and component effect that are allegedly analogous to two effects of structural equation model. Third, I reveal the significance of homogeneous subpopulation and causal interaction regarding the problem of dual effects while examining Cartwright's theory and Elles' theory. Fourth, I critically examine the two concepts of effects on Hitchcock and argue against Hitchcock's criticism of Eells' theory. Fifth, I take a moderator variable of structural equation model and a moderator effect into the probabilistic theory of causality, and formally generalize causal interaction due to the dual effects in terms of disjunctive relation and counterfactual conditionals. I expect my account of disjunctive relation and counterfactual conditionals to contribute not just to several problems the received theories of causal modelling confront but also to the structural equation models many people exploit as a promising statistical methodology.

• Journal of the Korean Operations Research and Management Science Society
• /
• v.13 no.2
• /
• pp.9-17
• /
• 1988

This vehicle scheduling problem with multiple depots and multiple vehicle types (VMM) is to determine the optimal vehicle routes to minimize the total travel costs. The object of this paper is to develope an exact algorithm for the VMM. In this paper the VMM is transformed into a mathematical model of the vehicle problem with multiple depots. Then an efficient branch and bound algorithm is developed to obtain an exact solution for this model. In order to enhance the efficiency, this algorithm emphasizes the follows; First, a heuristic algorithm is developed to get a good initial upper bound. Second, an primal-dual approach is used to solve subproblems which are called the quasi-assignment problem, formed by branching strategy is presented to reduce the number of the candidate subproblems.

• Journal of the Korean Operations Research and Management Science Society
• /
• v.12 no.1
• /
• pp.34-44
• /
• 1987

The general vehicle routing problem has been studied by many researchers such as Christofides, et al. and Laporte, et al., but only limited effort has been devoted to developing the optimal algorithms. The purpose of this paper is to develop a branch and bound algorithm which determines the optimal vechicle routes and the optimal number of vehicles concurrenetly for the asymmetrical vehicle routing problem. In order to enhance the efficiency, this algorithm emphasizes the followings ; First, an efficient primal-dual approach is developed to solve subproblems which are called the specialized transportation problem, formed by relaxing the illegal subtour constraints from the vehicle routing problem, second, an improved branching scheme is developed to reduce the number of candidate subproblems by adequate utilization of vehicle capacity restrictions.

• Korean Journal of Acupuncture
• /
• v.38 no.4
• /
• pp.250-266
• /
• 2021

Objectives : This study was conducted to suggest new alternative methods to improve pharmacopuncture and Korean medicine research by analyzing the injection route, pharmacological effect, and status studies of Chinese herbal injections. Methods : 130 types of marketed and licensed Chinese herbal injection were searched from National Medical Products Administration (NMPA) of China. CNKI, PubMed, EMBASE, and the 2020 edition of the Chinese Pharmacopoeia were used to collect additional information. 'Herbal injection' and 'Chinese herbal injection' were used as keywords. All data were collected mainly on the treatment of Chinese herbal injection. But data which were not related to the relevant research or Chinese herbal injection were excluded. Results : Intramuscular injection accounted for more than half of the single injection route (51%). Acupoint and intramuscular injections accounted for 55% of dual injection routes. Acupoint, intravenous, and intramuscular injections accounted for the largest proportion (76%) of the multiple routes of injections. As for the pharmacological effect, injection for cardiovascular diseases accounted for 29%. About the number of raw herbal materials, single herbal material was the most common. Twelve intervention studies all tested intravenous injections, and half of them investigated cardiocerebrovascular diseases. All were given by intravenous injection. In the side effect section, the most common symptoms were nausea and vomiting. Conclusions : Through the results, it is expected to be used for research and development of new pharmacopuncture and herbal medicine.

• Journal of Global Scholars of Marketing Science
• /
• v.12
• /
• pp.99-119
• /
• 2003

A model is proposed for the role of emotional intensity of a web site, and the moderating influence of product involvement, in the Integrative Framework of persuasion (Meyers-Levy and Malvaiya 1999). The model also appropriately operationalizes the constructs emotional intensity of a web site and product involvement The three routes to persuasion, Central, Peripheral, and Experiential correspond to high, moderate, and low involvement (Meyers-Levy and Malaviya 1999). The involvement construct is measured from message recipients using the Personal Product Inventory (Pill, which was developed to capture the concept of product involvement (Zaichkowsky 1985). The conceptualization of the Personal Product Inventory is a contextrree measure that also has robust psychometric properties when applied to advertisements (Zaichkowsky 1994). The propositions highlight the expected importance of emotional intensity of a web site. The moderating influence of product involvement is also proposed. Specifically, what this work proposes is that the emotional intensity of a product site has a larger impact on attitude change under low product involvement, as opposed to moderate product involvement. Support for this reasoning can be found in the persuasion literature (Petty et al 1986). The Petty et al (1986) frame work is a dual process descriptive and predictive frame work in the area of altitude formation and change. Recently, Myers Levy and Malaviya (1999) have proposed a tri-process framework. This is in tum based on the dual process model of Petty et al. (1986). The study outlined in this paper aims to deepen the Meyers Levy and Malaviya (1999) and frame work. The propositions outlined in the model are empirically tested using a repeated measures experimental design. The emotional intensity is measured using a scale that is based on experts judgments. Using a paired comparison t-test two sites are determined to be of high and low emotional intensity. The model is tested using a repeated measures experimental design. The first independent variable Emotional Intensity of the site is manipulated. The Second independent variable, Personal Product Inventory is measured. While, the dependent variable, product altitude change will also be measured. Utilizing Analysis of Variance (ANOVA) the data is analyzed using SPSS. The results suggest that besides the rational content of messages their emotional content can also influence attitude change. Specifically, it is proposed that the manipulation of emotional intensity of a product Web site has a greater impact on product altitudes under high and low product involvement conditions, rather than moderate product involvement. However, the results for product involvement as a continuous variable has a p value of 0.09. Further, the results for three levels of product involvement were far from significant. For two levels of product involvement also, the results were insignificant, the p value approached 0.20. This evidence indicates that it is premature to conclude that there are three routes to persuasion. A caveat, however, must be added, in that the manipulations may not have been strong enough to test the proposed hypotheses. Further, undoubtedly, there is unequivocal evidence the emotional intensity of a product Web site, as measured here, has a direct impact on product attitudes.