• Journal of Auto-vehicle Safety Association
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• v.5 no.1
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• pp.16-24
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• 2013

Some GM (General Motors) vehicles are using a GMLAN (General Motors Local Area Network) communication protocol for control and diagnostics. The airbag control module uses vehicle speed information from the GMLAN to record the vehicle speed as pre-crash information. In order to use the vehicle speed information for crash reconstruction purposes, it helps to be able to understand the accuracy of the data. The actual vehicle speed is not expected to be the same as the GMLAN indicated speed in some situations like a spin or if there is hard braking. This paper compares the actual vehicle speed and vehicle speed information during specific vehicle maneuvers. Actual vehicle speed is calculated from a GPS sensor, while GMLAN vehicle speed is calculated from transmission output sensor by the Engine control module (ECM). Vehicle maneuvers defined as Mode #1, Mode #2, Mode #3. The Mode #1 maneuver simulates wheel lock-up and skidding f by hard-braking at a specific speed. The Mode #2 maneuver simulates a 90degree turn using a J-turn maneuver at a specific speed. The Mode#3 maneuver simulates a 180 degree turn using a spin type of maneuver at a specific speed. The study then compares the GMLAN speed and GPS speed to see what speed difference exists between them. The results of this paper are applicable to GM vehicles only. This paper catalogs the performance and limitations of two vehicles as useful reference for crash reconstructions where there is a need to understand the speed indicated in the pre-crash section of the SDM data.

• Physical Therapy Korea
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• v.13 no.1
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• pp.38-46
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• 2006

The purposes of this study were to investigate the median frequency (MDF) between initiation and termination of muscle contraction through surface electromyographic (sEMG) analysis and to propose the basis of clinical treatment for movement problems in early hemiparetic upper limbs. Thirteen patients who had stroke with onset less than 3 months prior to the study and seven control subjects participated in the study. The median frequency in initiation and termination of muscle contraction was recorded from wrist flexor and extensor muscles using the sEMG, with 3 second beeper signals, during maximal isometric wrist flexion and extension. Flexion and extension must be done as quickly and forcefully as possible. The results of the study were as follows: 1. The MDF of the onset and offset sections were significantly lower on the paretic than the nonparetic and control sides. 2. The MDF of the offset section significantly decreased on the paretic and nonparetic sides. Consequently, this study showed that the lowering of the MDF was due to the hemiparetic wrist motor impairment and muscle weakness. These results are also related to Fugl-Meyer motor assessment (FMA) scores in hemiparetic upper limbs. This study also suggests that since muscle weakness of early stroke patients affects the functional decrease of upper limbs, further studies must focus on the treatment to improve muscle agility and muscle fiber recruitment efficiency that can induce the functional recovery correlated to motor control.

• Journal of Navigation and Port Research
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• v.32 no.10
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• pp.771-776
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• 2008

The main purpose in having a control surface on a ship is to control the motion of it. It is the important element to determine the maneuvering characteristics of the ship. In this paper, the measured results has been compared with each other to predict the performance characteristics of flapped rudder's 2-dimensional section at $Re=3.0{\times}10^4$ using 2-frame grey level cross correlation PIV method. The side force of the rudder could be mainly improved by the lift force at 10 degrees angle of attack and the drag force at 20 degrees angle of attack. The separation point and boundary layer could be controlled by the change of the only flap's angle at 10 degrees angle of attack.

• Clinical and Experimental Reproductive Medicine
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• v.46 no.1
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• pp.30-35
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• 2019

Objective: Bilateral uterine artery ligation (UAL) is a fertility-preserving procedure used in women experiencing postpartum hemorrhage (PPH). However, the long-term effects of this procedure on ovarian function remain unclear. The aim of this study was to investigate whether bilateral UAL compromised ovarian reserve and ovarian blood supply. Methods: This prospective study included 49 women aged between 21 and 36 years who had undergone a cesarean section for obstetric indications. Of these, 25 underwent uterine bilateral UAL to control intractable atonic PPH. The control group consisted of 24 women who had not undergone bilateral UAL. Standard clinical parameters, the results of color Doppler screening, and ovarian reserve markers were assessed in all participants at 6 months after surgery. The clinical parameters included age, parity, cycle history, body mass index, and previous medication and/or surgery. Color Doppler screening findings included the pulsatility index (PI) and resistance index (RI) for both the uterine and ovarian arteries. The ovarian reserve markers included day 3 follicle-stimulating hormone (FSH) levels, antral follicle count, and $anti-M\ddot{u}llerian$ hormone (AMH) levels. Results: There were no significant differences in the ovarian reserve markers of day 3 FSH levels, antral follicle count, and AMH levels between the study and control groups (p> 0.05 for all). In addition, no significant differences were observed in the PI and RI indices of the uterine and ovarian arteries (p> 0.05 for all). Conclusion: In this study, we showed that bilateral UAL had no negative effects on ovarian reserve or ovarian blood supply, so this treatment should be used as a fertility preservation technique to avoid hysterectomy in patients experiencing PPH.

• Ecology and Resilient Infrastructure
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• v.9 no.3
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• pp.154-162
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• 2022

In this study, a technique for estimating water surface velocity fields in the Universal Transverse Mercator coordinate system using the GPS information of a propagating drone but not ground control points is developed. First, we determine the image direction in which the upper side of an image is directed based on the navigation information of the drone. Subsequently, we assign the start and end frames of the video used and determine the analysis range. Using these two frames, we segment the measurement cross-section into a few subsections at regular intervals. At these subsections, we analyze 30 frame images to create spatio-temporal volumes for calculating the velocity fields. The results of the developed method (propagating drone surface image velocimetry) are compared with those of the existing method (hovering drone surface image velocimetry), and relatively good agreement is indicated between both in terms of the velocity fields.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.15 no.3
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• pp.77-84
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• 2016

In 2012, total GHG emissions in transport sector reached 88 Million ton CO2eq. The emissions generated in the road accounted for 94% of the transport sector. Currently, there are many efforts to operate an education and campaign for eco-driving. However study for eco-friendly vehicle control considering road alignment is limited. Therefore, the purpose of this study is to address fuel-efficient driving strategy in horizontal curve section. To fulfill the goal, designed ideal freeway horizontal curve road follows regulations about road structure. And safety speed is calculated for considering vehicle's safety on horizontal curve road. Authors composed the acceleration and deceleration scenario for each horizontal curve section and generated the speed profiles that are limited by the safety speed. Speed profiles are converted into force that horizontal curve affect to fuel consumption. Then, we calculated fuel consumption using Comprehensive Modal Emission Model. Then, we developed eco-driving strategy by selecting most fuel-efficient scenario. To validate this strategy, we selected study site and compared fuel consumption for eco and manual driving. As the result, fuel consumption when driver used eco-driving was lessened by 20.73% than that of manual driving.

• Restorative Dentistry and Endodontics
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• v.27 no.4
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• pp.389-393
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• 2002

The marginal integrity of the crown can be broken during endodontic access cavity preparation due to the vibration of burs. Therefore, the purpose of this study was to evaluate the effect of endodontic access cavity preparation on the marginal leakage of full veneer gold crowns. 24 intact molars were mounted in acrylic resin blocks and prepared for crowns by a restorative dentist and crowns were cast with gold alloy. 20 Crowns were cemented with glass ionomer cement and 2 crowns were not cemented for positive control. 200 thermo-cycles from 5$^{\circ}C$ to 5$0^{\circ}C$ with a travel time of 20s were completed. Then samples were randomly divided into 2 experimental groups of 9 each. Endodontic access preparation and zinc-oxide eugenol temporary fillings were done in Group 1. Teeth in Group 2 were not treated. Samples were coated with 2 layers of nail varnish and were immersed in 1% methylene blue dye for 20 hrs. Endodontic access was prepared in 2 samples, which were coated with nail varnish on all surfaces for negative control. After washing in running water gold crowns were cut with a #330 bur. Four buccolingual sections, 2 mm apart, were cut from the central section of each tooth and were examined and scored under the microscope for dye leakage. Score 1: leakage to the cervical 1/3 of the axial wall, Score 2: leakage to the middle 1/3 of the axial wall, Score 3: leakage to the coronal 1/3 of the axial wall, Score 4: leakage to the occlusal surface. The median value for Group 1 is 4 and for Group 2 is 2. The result of this study showed that samples in Group 1 leaked more than those in Group 2. This finding was significant(P<0.001).

• Proceedings of the Korea Concrete Institute Conference
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• 2008.11a
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• pp.509-512
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• 2008

The lining concrete of water tunnel is a much capability to occur crack due to drying shrinkage and vibrator compaction etc. Because of crack of concrete induce structural problem and decrease durability of concrete, it is need to reduce crack of concrete. In this an Analytical study to analyze the effect of curing of concrete and compaction on the lining concrete. As the results, it was found that control of construction condition into curing of concrete and compaction improve on construction efficiency of the lining concrete.

• Nuclear Engineering and Technology
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• v.34 no.3
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• pp.187-201
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• 2002

The KN-12 cask is designed to transport 12 PWR spent nuclear fuels and to comply with the requirements of Korea Atomic Energy Act, IAEA Safety Standards Series No.57-1 and US 10 CFR Part 71 for a Type B(U)F package. It provides containment, radiation shielding, structural integrity, criticality control and heat removal for normal transport and hypothetical accident conditions. W.H 14$\times$14, 16$\times$16 and 17$\times$17 fuel assemblies with maximum allowable initial enrichment of 5.0 wt.%, maximum average burn-up of 50,000 MWD/MTU and minimum cooling time of 7 years being used in Korea will be loaded and subsequently transported under dry and wet conditions. A forged cylindrical cask body which constitutes the containment vessel is closed by a cask lid. Polyethylene rods for neutron shielding are arranged in two rows of longitudinal bore holes in the cask body wall. A fuel basket to accommodate up to 12 PWR fuel assemblies provides support of the fuels, control of criticality and a path to dissipate heat. Impact limiters to absorb the impact energy under the hypothetical accident conditions are attacked at the top and at the bottom side of the cask during transport. Handling weight loaded with water is 74.8 tons and transport weight loaded with water with the impact limiters is 84.3 tons. The cask will be licensed in accordance with Korea Atomic Energy Act 3nd fabricated in Korea in accordance with ASME B&PV Code Section 111, Division 3.

• Restorative Dentistry and Endodontics
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• v.19 no.2
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• pp.585-601
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• 1994

The purpose of this study was to evaluate the ability of several intracoronal base materials to prevent cervical leakage of a bleaching agent into the dentinal tubules and along the root canal. In this study, thirty-two anterior teeth were used. After lingual access was prepared in each tooth, tooth was instrumented with a step-back technique to a Nos. 40-50 using K-type files. All teeth were obturated with a lateral condensation technique. Excess gutta percha was removed with a warm instrument to the facial level of the CEJ. Teeth were divided into four groups : Teeth in control group were not filled with base material. Teeth in groups 1, 2, and 3 had 2mm of gutta percha removed with a warm instrument, then Dycal, Fuki II LC and Z-100 were filled with palstic instruments on the top of the gutta percha respectively. All teeth were bleached for 7 days, fresh bleach was added for another 7 days, then a 10 % methylene blue dye was placed inside the access preparation. They were stored at $37^{\circ}C$ and $100^{\circ}C$ humidity for 5 days. Each tooth was sectioned perpendicular to the long axis using a diamond disk. Initial cuts were made at the most coronal level of facial and lingual CEJ's, then another cuts continued appically in the levels of 0.5mm, 1.5mm, and 2.0mm respectively. The amount of dye leakage through the dentinal tubules was determined at each cut section. In addition, when the cut specimen was determined to be last penetration of any dye, this level was recorded as depth of apical leakage from the coronal terminus of the gutta percha, Dycal, Fuji II LC and Z-100. The acquired data were analyzed by Tukey's Multiple Range Test adn Cochran-Mantel-Haenszel Test to see if there was any statistically significant difference in dye penetration and linear apical leakage among the groups. The results were as follows : 1. Control group at levels of CEJ and 0.5mm, group 3 at level of 1.5mm, and group 2 AND 3 at level of 2.0mm showed the least dye penetration through the facial or lingual dentinal tubules, but there were no significant difference among three groups. 2. Group 2 at levels of CEJ and 0.5mm, group 3 at level of 1.5mm, and group 2 and 3 at level of 2.0mm showed the least dye penetration through the proximal dentinal tubules, but there were no significant difference among control group, group 2, and group 3. 3. Group 1 showed the greatest dye penetration through the facial or lingual and proximal dentinal tubules at all levels, and there were significant difference with other three groups. 4. Control group and group 1 showed 2mm apical dye leakage at facial or lingual and proximal aspects, group 2 showed 1.5mm, and group 3 showed 0.5mm.