• Journal of Life Science
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• v.19 no.9
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• pp.1299-1303
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• 2009

The purpose of this study was to analyse the gait characteristics of stroke patients walking on a Zebris system, through quantitative three-dimensional biomechanical analysis. They underwent a continuous rehabilitation training program (RTP). A comparison was made between 3 month and 6 month RTP participants. Their ages were between 60 and 65. The data were analyzed by t-test. The result of comparative analysis of the two groups can be summarized as below. Temporal-spatial data, sagittal plane angular kinematics data, and peak ground reaction force and max pressure data showed that there were no significant differences between the 3 month RTP group and the 6month RTP group (Table 2, Table3, Table 4). It can be suggested that patients with hemiplegia after stroke can improve their walking function through continuous RTP participation.

• Journal of the Institute of Electronics Engineers of Korea SC
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• v.48 no.6
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• pp.63-70
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• 2011

A bicycle is different from vehicles in the structure that a rider is fully exposed to the surrounding environment. Therefore, it needs to make use of prior information about local weather, air quality, trail road condition. Moreover, since it depends on human power for moving, it should acquire route property such as hill slope, winding, and road surface to improve its efficiency in everyday use. Recent mobile applications which are to be used during bicycle riding let us aware of the necessity of development of intelligent bicycles. This study aims to develop a riding state (up-hill, down-hill, accelerating, braking) recognition algorithm using a low-power wrist watch type embedded system which has 3-axis accelerometer and wireless communication capability. The developed algorithm was applied to 19 experimental riding data and showed more than 95% of correct recognition over 83.3% of the total dataset. The altitude and temperature sensor also in the embedded system mounted on the bicycle is being used to improve the accuracy of the algorithm. The developed riding state recognition algorithm is expected to be a platform technology for intelligent bicycle interface system.

• Proceedings of the Korea Crystallographic Association Conference
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• 2003.05a
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• pp.22-22
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• 2003

원자로에서 핵분열에 의해 생성된 고에너지 중성자는 감속재를 통해 열평형에 의해 에너지가 낮춰져 통계적 분포, 즉 Maxwell-Boltzman 운동에 따른 에너지 스펙트림을 갖게 된다. 중성자 산란장치는 통상 단색빔을 이용하므로 단색기(monochiomator)를 통해 이 분포에서 특정 파장의 중성자빔을 인출, 즉 단색화한다. 이때 단색기는 각각의 중성자 산란장치에 사용할 수 있는 특정 파장의 중성자빔을 인출하면서도, 파장의 퍼짐을 적절하게 조절하여 높은 중성자속(neutron flux)을 가지며 분해능도 또한 좋아야 한다. 전통적으로 많이 사용하는 단색화 방법은 결정의 내부결함을 유도하여 만든 모자익(mosaic) 결정을 이용하는 것이다. 이 방법은 특정 파장을 얻으면서도 좋은 분해능과 높은 중성자속을 갖는 모자익 결정을 만들기가 어렵고, 한번 결정된 단색기의 특성을 바꿀 수 없는 단점이 있다. 1980년대부터 몇몇 그룹이 거의 완전하게 성장된 단결정 슬랩을 미세하게 구부려서 탄성변형을 주어 effective 모자익 구조를 발생시킨 '구부린 완전결정(bent perfect crystal, BPC)' 단색기를 개발하여 특정 목적에 활용하는 시도를 하였다. BPC 단색기는 단색화된 중성자빔을 집속(focusing)할 수 있으며, 결정의 구부림 정도를 조절하고 배치 기하를 바꿈으로써 다양한 특성을 갖는 단색빔을 얻을 수 있는 장점이 있다. 이렇게 단색기의 기하학적 변수를 조절함으로써 회절빔의 집속도와 분해능을 조절할 수 있어서 잔류응력 측정이나 단결정 회절 및 집합조직 측정장치 등에 적용할 수 있다. 본 연구에서는 BPC 단색기의 원리와 여러 배치기하에 따른 빔의 특성을 소개하고자 한다.빔이 시료와 상호 작용하는 면적과 상호작용하지 않을 때의 빔을 회절모드에서 faraday cup으로 측정한 빔전류로 부터 계산하였다. Gibbsite에 대한 전자빔 조사 시 1분 이내에 급격한 Hydroxyl Ion(OH-)의 이탈로 인해 Cibbsite의 구조는 거시적 비정질화가 되며 시간증가에 따라 χ-alumina → ν-alumina → σ-alumina or δ-alumina의 순으로 상전이를 겪는다. 전자빔 조사 시 관찰된 회절자료의 가시적 변화를 통해 illumination angle 1.25mrad(Dose rate : 334 × 10³ e/sup -//sec·n㎡)일 경우 약 3초 이내에 비정질화가 시작됨을 알 수 있었고 이는 약 1 × 10/sup 6/ e/sup -//sec·n㎡ 의 전자선량에 해당되며 이를 기준으로 각각의 illumination angle에 대한 임계전자선량을 평가할 수 있었다. 실질적으로 Cibbsite와 같은 무기수화물의 직접가열실험 시 전자빔 조사에 의해 야기되는 상전이 영향을 배제하고 실험을 수행하려면 illumination angle 0.2mrad (Dose rate : 8000 e/sup -//sec·n㎡)이하로 관찰하고 기록되어야 함을 본 자료로부터 알 수 있었다.운동횟수에 의한 영향으로써 운동시간을 1일 6시간으로 설정하여, 운동횟수를 결정하기 위하여 오전, 오후에 각 3시간씩 운동시키는 방법과 오전부터 6시간동안 운동시키는 두 방법을 이용하여 품질을 비교하였다. 각 조건에 따라 운동시킨 참돔의 수분함량을 나타낸 것으로, 2회(오전 3시간, 오후 3시간)에 나누어서 운동시키기 위한 육의 수분함량은 73.37±2.02%를 나타냈으며, 1회(6시간 운

• KSCE Journal of Civil and Environmental Engineering Research
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• v.26 no.4D
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• pp.553-557
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• 2006

The traffic flow of a vehicle is an essential existence in a city, and is a part of a living aiming at the city citizen's activity. Hereafter, this flow will increase gradually, thus even a proper countermeasure against this will be required to arrange for. However, it will need to present a proper countermeasure against a threat of the roads surrounding a residential area where is a living space of the city citizen, being occurred according to this. It aims to maximize the effect of Traffic Calming technique through maintaining the special environment and facilities being possessed only by our country's living roads. This study did carry out and consider the analysis of a primary factor through a field survey, an experiment and SPSS, in relation to an issue of which influence of factors as for the domestic traffic environment different from a foreign country has on introducing and applying the technique of Traffic Calming to the domestic nation. As the results through the evaluation experiment and the primary-factor analysis, it could be seen being influenced largely by six factors such as a pedestrian's safety facilities which influence on the traffic environment in case of applying Traffic Calming, a mechanical factor to lower speed, a factor as to a street scene, a factor as to a pedestrian's passing condition given, a factor of a pedestrian's convenience and environment, and a visual factor of a vehicle's deceleration.

• Journal of Korean Society of Transportation
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• v.24 no.5 s.91
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• pp.35-44
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• 2006

Acceleration and deceleration curves have been used for design purposes worldwide. The curve in design level has been regarded as an single deterministic curve to be used for design of climb lanes. It should be noted that the curve was originally made using ideal driving truck and that the curve is applied during design based on the assumption of no difference between ideal and real driving conditions. However. observations show that aged vehicles and lazy behavioring drivers nay make lower performance of vehicles than the ideal performance. The present paper provides the results of truck speeds at climbing lanes then probabilistic variation of acceleration and deceleration corves. For these purposes. a study about identification of vehicle makers, and weights for trucks at freeway toll gates and then observation of vehicle-following speed were performed. The 85%ile results obtained were compared with the deterministic performance curves of 180, 200, and 220 Ib/hp. It was identified that the performance of 85%ile results obtained from vehicle-following-speed observations were lower than one from deterministic performance curves. From these results, it may be concluded that at the beginning Point of climbing lanes additional $16.19{\sim}67.94m$ is necessary and that at the end point of climbing lanes $53.12{\sim}103.24m$ of extension is necessary.

• Clinical and Experimental Reproductive Medicine
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• v.36 no.4
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• pp.275-281
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• 2009

Objective: This study was performed to evaluate the effect of oxytocin antagonist on the outcome of IVF/ICSI cycles in infertile patients with repeated failure of IVF/ICSI treatment. Method: Forty patients who had experienced two or more failures of IVF/ICSI treatment without low ovarian reserve, were recruited for this prospective randomized study. All patients received controlled ovarian stimulation (COS) using GnRH antagonist multidose protocol (MDP). For the intervention group, intravenous administration of atosiban (mixed vasopressin $V_{1A}$/oxytocin antagonist) started with a bolus dose 6.75 mg one hour before embryo transfer (ET) and continued at an infusion rate of 18 mg/hour. After ET, administered atosiban was reduced to 6 mg/hour and continued for 2 hours. The main efficacy endpoints were clinical pregnancy rate and implantation rate. Results: Patients' characteristics were comparable in the intervention and control groups. COS parameters and IVF results were also similar. The number of uterine contractions for 3 minutes measured just before ET was significantly lower in the intervention group than control group ($3.5{\pm}1.4$ vs $8.7{\pm}2.2$, p<0.001). While there was no statistically significant difference in the clinical pregnancy rate between control group and intervention group (20.0% and 40.0%, p=0.168), the implantation rate was significantly higher in the intervention group, with 16.9% (11/65) compared with 6.0% (4/67) in the control group (p=0.047). There were no differences in ectopic pregnancy rate and miscarriage rate between the two groups. Conclusion: This study demonstrates that administration of oxytocin antagonist during ET can improve the implantation rate probably by decreasing the frequency of uterine contractions in infertile patients undergoing IVF/ICSI treatment.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.17 no.1
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• pp.89-99
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• 2018

The number of traffic accidents in Korea has been increasing since 2014. In most school zones, safety signs are installed to prevent children's traffic accidents. However, it has been known that the effects of those signs are not significant. A variable message sign(VMS), one of the components of Intelligent Transport System(ITS), has emerged as an alternative method. Therefore, this study examines relative effects of two different VMS messages(Timely vs. Continuous) on vehicle speed. Experiments were conducted in two school zones. 6,676 vehicles were measured for speed limit compliance. A counterbalanced multiple baseline design was adopted. The results showed that both types of message are effective in reducing the speed of vehicle. Specifically, A timely message was more effective in slowing down vehicle speed and improving speed limit compliance than a continuous message. The present study suggested that a VMS with human factors can be effective.

• Journal of the Institute of Electronics and Information Engineers
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• v.51 no.6
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• pp.276-281
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• 2014

Necessities of a traffic means work a car in the modern society human to an usability of a life is enjoying. On the other hand, the damage by traffic accident increment the human quotient worked as we were in proportion to the vehicle which increased. Passing an examination moves necessarily on an obstacle to suddenly appear at the fronts if a car travels and the vehicles which stopped suddenly. Dynamic passing an examination about an obstacle turn on Vehicle Emergency Lamp to by hand when is unhurried, and can turn off, but to appear urgently dynamic passing an examination in time human is instinctive, but cannot inform an emergency to a back vehicle, and a rear-end collision occurs. A car we synthesize a speed of a vehicle, and this unit analyzes as we use GPS, and to drive runs Vehicle Emergency Lamp to automatic in the situations that shall turn on emergencies etc. If a speed of a vehicle continuously slows down in too high-speed driving or low-speed driving, or we are stopped, Vehicle Emergency Lamp is always turned on. It was built if we rise again as clearing itself from risk, and a speed of a vehicle judges, and we turn off Vehicle Emergency Lamp to automatic. It runs till rear-end collision sensor operates, and by hand reset does Vehicle Emergency Lamp a driving vehicle collides from behind to a back vehicle or when a driving vehicle was overthrown. It is shortened very much to the chain rear-end collision traffic accident that is a traffic accident of large size if we use this unit. And we did authentication through the experiment which a driver was helpful to unnecessary operation and a relaxed safe driving during drivings.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.20 no.12
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• pp.468-474
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• 2019

Korea had the highest accident rate among OECD countries in 2018, with 8.4 per 100,000 population, ranking 4th among 35 countries. In addition, the accident rate of traffic with children and the elderly was also high. This study reviewed the relevant literature and analyzed the traffic-accident analysis system. Customized traffic safety facilities were developed. In addition, by measuring the visibility of the traffic safety facilities by installing a test bed, this study measured the forward driving frequency and vehicle driving speed while driving. As a result of applying the "pedestrian pedestrian model" collision test model, the possibility of serious injury after installing the facility was reduced greatly to 4.6%. In this study, the visibility of traffic safety facilities and the effect of reducing the traffic speed were verified through test beds. Recognizing traffic safety facilities will reduce traffic accidents.

• Journal of Korean Society of Transportation
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• v.33 no.4
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• pp.323-336
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• 2015

Estimating the risks on the roadway using surrogate safety measures (SSM) has an advantage in that it focuses on the vehicle trajectory directly involved in conflicts. On the other hand, there is a restriction on estimating the risks of continuous segments due to the limited data collected from a location. To overcome the restriction, this study presents the scheme of acquiring the vehicular trajectory using real time kinematics-differential global positioning system (RTK-DGPS) and develops a methodology which contains the considerations of the problems to calculate the SSM such as time-to-collision (TTC), deceleration rate to avoid collision (DRAC) and acceleration noise (AN). By using the methodology, this study shows a result from an experiment executed in a section where the variation of vehicular movement can be observed from several continuous flow roadway sections near Seoul and Gyeonggi Province in Korea. The result illustrated the risks on the roadway by the SSM metrics in certain situations like merging and diverging, stop-and-go, and weaving. This study would be applied to relate the dangers with characteristics of drivers and roadway sections, and prevenst accidents or conflicts by detecting dangerous roadway sections and drivers' behaviors. This study contributes to improving roadway safety and reducing car-accidents.