• Progress in Medical Physics
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• v.9 no.2
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• pp.77-88
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• 1998

Wedge shaped isodoses are desired in a number of clinical situations. Hard wedge filters have provided nominal angled isodoses with dosimetric consequences of beam hardening, increased peripheral dosing, nonidealized gradients at deep depths along with the practical consequendes of filter handling and placement problems. Dynamic wedging uses a combination of a moving collimator and changing monitor dose to achieve angled isodoses. The segmented treatment tables(STT) that monitor unit setting by every distance of moving collimator, was induced by numerical formular. The characteristics of dynamic wedge by STT compared with real dosimetry. Methods and Materials : The accelerator CLINAC 2100C/D at Yonsei Cancer Center has two photon energies (6MV and 10MV), currently with dynamic wedge angles of 15$^{\circ}$, 30$^{\circ}$, 45$^{\circ}$ and 60$^{\circ}$. The segmented treatment tables(STT) that drive the collimator in concert with a changing monitor unit are unique for field sizes ranging from 4.0cm to 20.0cm in 0.5cm steps. Transmission wedge factors were measured for each STT with an standard ion chamber. Isodose profiles, isodose curves, percentage depth dose for dynamic wedge filters were measured with film dosimetry. Dynamic wedge angle by STT was well coincident with film dosimetry. Percent depth doses were found to be closer to open field but more shallow than hard wedge filter. The wedge transmission factor were decreased by increased the wedge angle and more higher than hard wedge filters. Dynamic wedging probided more consistent gradients across the field compared with hard wedge filters. Dynamic wedging has practical and dosimetric advantages over hard filters for rapid setup and keeping from table collisions. Dynamic wedge filters are positive replacement for hard filters and introduction of dynamic conformal radiotherapy and intensity modulation radiotherapy in a future.

• Proceedings of the Korea Society for Simulation Conference
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• 2000.11a
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• pp.73-77
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• 2000

현재 발전소의 시뮬레이터 교육은 교재 위주로 시행되고 있어서 발전소의 입체영상이나 가상사고 진행에 따른 동적 상태변화 등을 실감있게 교육할 수 있는 교육설비가 없다. 이러한 문제점을 보완하기 위해 가상현실 및 멀티미디어 기법을 적용하여, 발전소 전반 및 주 제어실 등을 3차원 모델로 개발하고 이를 입체영상으로 시각화하여 발전소의 복잡한 구조와 기능들을 설명하고, 운전 중 발생 가능한 다양한 사고에 대한 시나리오 선정 및 저작으로 운전원 교육시 시뮬레이터실이 아닌 강의실에서 사고현상 시뮬레이션을 가능하게 하는 시스템을 개발하기 위한 설계를 완료하였다. 본 논문에서는 3차원 CAD 데이터 구축, 가상현실 시스템 개발, 웹 환경의 교육시스템 개발, MMI 화면개발을 통한 시뮬레이터 연동 시스템 개발 등을 구현하기 위해 현재까지 설계된 컴퓨터 지원 교육훈련시스템에 대한 전반적인 내용을 제시 하고자 한다.

• Journal of the Korean Magnetics Society
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• v.25 no.6
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• pp.208-218
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• 2015

Recently, radiation therapy is used in the CT existing conventional two-dimensional radiation image, and set the size and location of the tumor in a manner that the image is going to change the treatment plan. After using the simulation using CT, radiation therapy it is four-dimensional or three-dimensional treatment made possible. and radiation therapy became the more effective ever before. High technology radiation therapy such as the treatment of SRS,IMRT, IGRT, SBRT, is a need to try contemplating the possibility to apply appropriate analysis and situation, so it has its own characteristics. and then it is believed that it is necessary to analyze and try it worries the proper applicability of the situation. The configuration of the various treatment that is applicable in many hospitals is necessary to try to determine how to practically apply the patients. Critical organs surrounding tumor give a small dose to avoid side effects and then the tumor has the therapeutic effect by providing a larger dose than before the radiation treatment.

• Journal of the Korean Geotechnical Society
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• v.31 no.9
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• pp.29-38
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• 2015

In this study, track dynamic interaction characteristics caused by the vehicle running through transitional section such as bridge abutments were studied using the finite element analysis program. The geometric condition of track was generated by trigonometric function and allowable maximum track irregularity is determined by KORAIL track maintenance criteria. The sub-infrastructure under rail fastener system was modelled by 3D solid elements. To reduce computational cost only half track line is numerically considered and the roller boundary condition was applied to each side of model. In this study, the vehicle-track dynamic interaction analysis was carried out for standard Korean transition section of concrete track and the dynamic behaviors were investigated. The dynamic characteristics considered are wheel load variation, vertical acceleration at body, and maximum Mises stress at each part of transitional section.

• The Korean Journal of Vision Science
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• v.20 no.4
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• pp.505-511
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• 2018

Purpose : This study investigated the visual functions of drivers aged over 65 year olds and drivers aged 50~65 year olds. In addition, difference of visual functions between professional drivers and normal drivers were investigated. Methods : Forty Driver aged over 65 year olds and 67 drivers aged less than 67 year olds were participated. All participants had more than 5 years of driving experiences and had no ocular pathology. Demographic data(gender, job, age, body condition) and visual functions such as contrast sensitivity(CS), stereopsis, glare recovery time and discomfort glare index were measured. Results : Constrast sensivity under photopic condition was higher with bus driver group. In addition, difference of CS at 12cpd and 18cpd were signifcantly different between normal drivers(1.57) and bus drivers(1.70) (p<0.05). There was no significant difference for glare recovery time, despite of trend of longer recovery time with age. Discomfort glare index was significantly different that normal drivers with more than 65 year olds had 3, taxi and truck driver presented almost 5 index score (p<0.05). Conclusion : Analysis of visual function of elderly drivers, it was confirmed that their visual functions decreased with age. Therefore, visual function tests such as CS, discomfort glare index and stereopsis in addition to current available test may need to be considered for drivers aged over 65.

• Proceedings of the Acoustical Society of Korea Conference
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• autumn
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• pp.405-406
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• 2004

지금까지 해양과 해양에서 음향현상의 가시화는 정적이고 평면적이어서 시,공간적으로 끊임없이 변화하고 있는 현상을 이해하는데 어려움이 있었다. 최근에 가상현실에 대한 많은 관심과 연구로 과학적 가시화 기술은 많은 발전을 가져와 그 적용역역을 점차로 넓혀가고 있다. 이에 지금까지 평면적이고 정적이었던 수중에서의 음향현상도 이를 이용하여 구체적이고, 공간적이고 동적인 표출이 가능하게 되었다. 이러한 접근으로 눈에 보이지 않는 바닷속과 그 안에서의 음향현상을 마치 우리가 살고 있는 실제 공간처럼 3 차원적으로 표현 함으로서 해양에서 일어나는 음향현상에 대한 연구/분석의 현실성을 높일 수 있게 되었다. 3 차원 개체로서 입체화 된 음파전달 현상의 가시화로부터 또다른 정보를 얻을 수 있는 가능성에 대해서 검토해 보고자 한다.

• Tunnel and Underground Space
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• v.9 no.3
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• pp.185-193
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• 1999

This paper presents results of dynamic analysis for a bridge in intersection part of two tunnels subjected to moving vehicle load. Since such a bridge system is very unusual due to the fact that it is located in tunnel, the dynamic characteristics of the structure can not be assumed as conventional one. The structure investigated in this study it a reinforced concrete bridge in the intersection part of Namsan Tunnel-1 and Tunnel-2 in Seoul. It is supported by temporary steel structure which shall be constructed during the period of replacing lining in Tunnel-2. Dynamic analysis was carried out for the system using a finite element model constructed by general purpose FE program SAP2000. For this purpose, the structure, lining of tunnels, and surrounding rock were represented by finite elements, while the rock region it truncated and on its outer boundary viscous dampers were placed to simulate radiation of elastic waves generated tunnels. Several types of vehicle with various driving velocities were considered in this analysis. The FE model including vehicle loadings was verified by comparing calculated peak particle velocity with the measured one. From the analysis, the impart factor for the bridge was estimated as 0.21, which indicates that the use of upper bound for the impact factor in design code is reasonable for this kind of bridge system.

• Progress in Medical Physics
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• v.16 no.4
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• pp.166-175
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• 2005

The purpose of this study is to develop the optimization method for adjusting the film isocenter shift and to suggest the quantitative acceptable criteria for film dosimetry after optimization In the dynamic conformal arc radiation therapy (DCAR). The DCAR planning was peformed In 7 patients with brain metastasis. Both absolute dosimetry with ion chamber and relative film dosimetry were peformed throughout the DCAR using BrainLab's micro-multileaf collimator. An optimization method for obtaining the global minimum was used to adjust for the error in the film isocenter shift, which is the largest pan of systemic errors. The mean of point dose difference between measured value using ion chamber and calculated value acquired from planning system was $0.51{\pm}0.43\%$ and maximum was $1.14\%$ with absolute dosimetry These results were within the AAPM criteria of below $5\%$. The translation values of film isocenter shift with optimization were within ${\pm}$1 mm in all patients. The mean of average dose difference before and after optimization was $1.70{\pm}0.35\%$ and $1.34{\pm}0.20\%$, respectively, and the mean ratios over $5\%$ dose difference was $4.54{\pm}3.94\%$ and $0.11{\pm}0.12\%$, respectively. After optimization, the dose differences decreased dramatically and a ratio over $5\%$ dose difference and average dose difference was less than $2\%$. This optimization method is effective in adjusting the error of the film isocenter shift, which Is the largest part of systemic errors, and the results of this research suggested the quantitative acceptable criteria could be accurate and useful in clinical application of dosimetric verification using film dosimetry as follows; film isocenter shift with optimization should be within ${\pm}$1 mm, and a ratio over $5\%$ dose difference and average dose difference were less than $2\%$.

• Journal of Biomedical Engineering Research
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• v.25 no.5
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• pp.403-414
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• 2004

In the accompanying paper, we proposed a real. time volumetric imaging method using a cross array based on receive dynamic focusing and synthetic aperture focusing along lateral and elevational directions, respetively. But synthetic aperture methods using spherical waves are subject to beam spreading with increasing depth due to the wave diffraction phenomenon. Moreover, since the proposed method uses only one element for each transmission, it has a limited transmit power. To overcome these limitations, we propose a new real. time volumetric imaging method using cross arrays based on synthetic aperture technique with linear wave fronts. In the proposed method, linear wave fronts having different angles on the horizontal plane is transmitted successively from all transmit array elements. On receive, by employing the conventional dynamic focusing and synthetic aperture methods along lateral and elevational directions, respectively, ultrasound waves can be focused effectively at all imaging points. Mathematical analysis and computer simulation results show that the proposed method can provide uniform elevational resolution over a large depth of field. Especially, since the new method can construct a volume image with a limited number of transmit receive events using a full transmit aperture, it is suitable for real-time 3D imaging with high transmit power and volume rate.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.26 no.5D
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• pp.839-848
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• 2006

Korea has become the 5th country to own and operate the high speed railroad in 2004. However, there were many difficulties until Koreans enjoy the first bullet train service with the average hourly speed of 300km. The high speed railroad requires elevated quality standards differently from the traditional railways. In addition to the technical difficulties, the construction project itself was an unpleasant case with huge delays and cost overruns mainly due to the lack of experiences, deficiency of owner$^{\circ}{\O}$s role, and increase of public resistances triggered by environmental concerns. This paper analyzes the reasons for delays on this mega-project. With respect to the characteristics of the whole project level, it is very complicated/linear project, whose total length is around 412 km with the composition of various sections in the route of the railway which have basically different conditions. For that reason, the analysis is performed in both macro and micro level. First, macroscopic analysis is performed to find critical subdivisions in the railway route that induces the significant delay in the opening due date. Then, microscopic analysis is followed to quantify the causes and effects of delays focused on these critical subdivisions in more detailed way. Finally, this paper provides lessons learned from this project to avoid the decisive delays in performing the similar large-scaled projects.