• Radiation Oncology Journal
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• v.15 no.3
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• pp.215-224
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• 1997

Purpose : Stereotactic radiosurgery with external beam irradiation successfully obliterates carefully selected intracranial arteriovenous malformation (AVM) . We Present clinical and radiological long term results after treatment with a single high dose irradiation using a linear accelerator. Materials and Methods : Rrom January 1991 to June 1994, fifteen patients with intracranial AVM were treated in our hospital with the stereotactic radiosurgery using a linear accelerator. The radiation was delivered using a 6 MV linear accelerator. The prescribed doses at the isocenter varied from 1800 to 2500cGy (median : 2000cGy) and were given as a sin91e fraction. The radiation doses at the periphery of the lesion typically corresponded to the 80-90% isodose line. In 14 patients, complete clinical and/or radiological follow-up examination were available. Results : Angiography was available in 13 patients with a follow-up Period from 18 months to 27 months. Of 13 patients, the overall complete obliteration rate was 92.3% (12 patients). This incidence did not correlate with lesion size. Seizure, headache and progressive neurologic deficit were complete recovered. One Patient experienced hemorrhage at 2 months after treatment. One patient developed radiation induced brain edema in the white matter surrounding nidus at 16 months after treatment and showed complete resolution of the edema in MR image obtained at 27 months after treatment. After a follow-up period of up to 6 years, no radiation induced severe late complications occurred. Conclusion : We conclude that stereotactic radiosurgery using a linear accelerator is an effective and safe therapy for symptomatic and surgically inaccessible intracranial AVMs and the results compare favorably to the more expensive and elaborate systems that are currently available for stereotactic radiosurgery.

• The Journal of Korean Institute of Electromagnetic Engineering and Science
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• v.20 no.10
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• pp.1050-1060
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• 2009

In this paper, a X-Band T/R-module for SAR(Synthetic Aperture Radar) systems based on active phased array antennas is designed and fabricated. The T/R modules have a and width of more than 800 MHz centered at X-Band and support dual, switched polarizations. The output power of the module is 7 watts over a wide bandwidth. The noise figure is as low as 3.9 dB. Phase and amplitude are controlled by a 6-bit phase shifter and a 6-bit digital attenuator, respectively. Further the fabricated T/R module has est and calibration port with directional coupler and power divider. Highly integrated T/R module is achieved by using LTCC(Low Temperature Co-fired Ceramic) multiple layer substrate. RMS gain error is less than 0.8 dB max. in Rx mode, and RMS phase error is less than $4^{\circ}$ max. in Rx/Tx phase under all operating frequency band, or the T/R module meet the required electrical performance m test. This structure an be applied to active phase array SAR Antennas.

• The Journal of Korean Institute of Electromagnetic Engineering and Science
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• v.20 no.12
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• pp.1340-1350
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• 2009

The design and implementation of planar Active Phased Array Antenna System are described in this paper. This Antenna system operates at X-band with its bandwidth 10 % and dual polarization is realized using dual slot feeding microstrip patch antenna and SPDT(Single Pole Double Through) switch. Array Structure is $16\times16$ triangular lattice structure and each array is composed of TR(Transmit & Receive) module with more than 40 dBm power. Each TR module includes digital attenuator and phase shifter so that antenna beam can be electronically steered over a scan angle$({\pm}60^{\circ})$. Measurement of antenna pattern is conducted using a near field chamber and the results coincide with the expected beam pattern. From these results, it can be convinced that this antenna can be used with control of beam steering and beam shaping.

• Journal of the Korean Society for Nondestructive Testing
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• v.33 no.2
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• pp.129-137
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• 2013

A force calibration of a nanoindenter and a 3D morphology observation of indenters were carried out in this study. A microbalance calibrated with standard weights was used for measuring the loads generated by a nanoindenter. The indentation load could be calibrated from the ratio of measured and generated loads and the first contact load also could be detected from the microbalance data. By analyzing atomic force microscopy images of two indenters, curvature radii of apexes were determined by $19.71{\pm}3.03$ and $1043.94{\pm}50.91$ nm, respectively, for the nearly new indenter A and the severly worn indenter B. Corresponding bluntness depths were estimated by 1.22 and 64.56 nm for the both indenters by overlapping their profiles on the perfect pyramidal shape. In addition, nanoindentation curves obtained from a fused silica reference material with the both indenters showed a depth difference corresponding to the bluntness depth difference along the indentation depth axis. By shifting amounts of the bluntness depths along the horizontal axis, whole nanoindentation curves overlapped on themselves and resulted in nanohardness values consistent within 1.11 % without considering the complex indenter area function of each indenter.

• Journal of the korean academy of Pediatric Dentistry
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• v.35 no.2
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• pp.357-366
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• 2008

Posterior cross-bite is a relatively frequent malocclusion in primary and early mixed dentition and the reported prevalence of posterior cross-bite varies from 7% to 23%. It has been defined as a transverse discrepancy in arch relationship which the palatal cusp of the upper posterior teeth do not occlude in the central fossa of the opposing lower teeth, and can be manifested in a single tooth or in a group of teeth. Posterior cross-bite does not often self-correct and therefore immediate treatment is recommended. Occlusal adjustment to eliminate premature contact that causes mandibular deviation, expansion of narrow maxillary arch, arrangement of the individual teeth to treat asymmetry within the dental arch are the methods of treating cross-bite. In the present case, functional posterior cross-bite was observed in the primary and the early mixed dentition children. The children were treated by the slow maxillary expansion and occlusal adjustment. The outcome of periodic examinations after the correction of cross-bite was favorable.

• Transactions of the Korean Society of Mechanical Engineers A
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• v.40 no.8
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• pp.711-719
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• 2016

In this study, we derived an theoretical equation, using a simplified spring-mass model for the rolling stock, to obtain the overriding behavior of a leading vehicle, which is considered as the main factor in train accidents. To verify the derived equation, we created a simple 2D model based on the theoretical model, and a simple 3D model considering the characteristics of the power bogie. We then compared the theoretical results with the simulation results obtained using LS-DYNA. The maximum relative derivations in the vertical displacements at the first end-buffer, which is the most important point in overriding, were 3.5 [%] and 1.7 [%] between the two results. Further, we evaluated collision-induced overriding displacements using the theoretical equation for a rubber draft gear, a hydraulic buffer under various collision conditions. We have suggested a theoretical approach for the realization of overriding collision accidents or the energy absorption design of the front end of trains.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.21 no.3
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• pp.32-38
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• 2020

This study examined the problems of existing vehicles to propose alternatives to improve the crashworthiness of railway freight cars through collision acceleration analysis using a one-dimensional collision analysis method. A collision scenario of railway shunting and crash accidents was selected from the collision accident cases and international standards. A one-dimensional collision simulation using LS-DYNA was performed according to those scenarios. As a result, the acceleration level of the freight wagon was calculated to be under 2g and was predicted to meet the EN 12663 standard in the shunting situation. On the other hand, the result of crash simulation with an impact velocity between 10 and 15 km/h revealed the shock absorber capacity of the railway coupler to be insufficient in a crash situation, resulting in increased acceleration, and carbody deformation could be predicted. As a method of improving the crashworthiness, a deformation tube-type energy absorber was applied to the coupler system, and collision analysis was performed again with new energy absorption strategy. Overall, the simulation showed that the acceleration level was decreased by 12% of the conventional freight-car energy absorption system.

• Journal of The Korean Dental Society of Anesthesiology
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• v.10 no.2
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• pp.159-165
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• 2010

배경: 매복지치의 수술적 발치 시 propofol과 remifentanil을 이용한 목표조절농도주입(Target controlled infusion) 의식하 정주진정법의 적절한 주입농도를 제시하고 그 안전성을 평가하고자 하였다. 방법: 매복지치의 수술적 발치가 예정된 미국마취학회 신체 등급 분류 1, 2에 속하는 15-65세, 142명(여 83명, 남 59명)의 환자를 대상으로 소급 연구하였다. 환자는 수술 전 목표조절농도주입법을 이용한 의식하 진정법 사용에 관한 동의서를 작성하였다. 정맥내 삽관을 시행하고 수액을 공급을 시작하고, 4-5 L/min의 산소를 비관을 통해서 공급하였다. Propofol과 remifentanil의 초기 목표 혈중농도는 각각 $0.5\;{\mu}g/ml$와 1.0 ng/ml로 정하였다. 수술 중, 환자의 불안 통증 정도에 따라 목표농도를 조절하였으며 최저 농도와 최대 농도, 평균 농도, 주입된 총 용량을 기록하였다. 또한 수축기혈압과 맥박 수, 산소포화도, 호기 말 이산화탄소량을 수술 시작 전, 수술 중 5분 간격으로 확인하고 기록하였다. 모든 측정치는 평균 $\pm$ 표준편차나 환자의 수, 초기 측정치에서의 백분율 편차로 표시하였다. 결과: 수술 동안의 목표 혈중농도의 평균은 propofol은 $0.54{\pm}0.11\;{\mu}g/ml$이고, remifentanil은 $1.11{\pm}0.30\;ng/ml$였다. 수술 중 조절된 최대농도는 propofol은 $0.6{\pm}0.23\;{\mu}g/ml$이고, remifentanil은 $1.3{\pm}0.63\;ng/ml$였다. 이는 의식하 진정에 해당되는 범의의 농도라고 할 수 있겠다. 진정동안 환자의 언어적 의사소통은 유지 되었으며 산소 포화도는 4-5 L/min 의 산소 보충 하에 98%이상으로 유지되었다. 수축기 혈압과 맥박은 대부분의 환자에서 정상변위범위(${\pm}20%$)내에서 유지되었다. 결론: 본 연구는 목표조절 농도주입 의식하 진정에서 사용된 농도(propofol $0.5\;{\mu}g/ml$, remifentanil 1.0 ng/ml)는 안전하게 의식하 진정을 가능한 것을 보여준다. 이는 치과 치료 시 목표조절농도 주입의식하 진정법에서 적절한 목표농도를 제시한다.

• Journal of the Korean Institute of Gas
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• v.19 no.6
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• pp.15-21
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• 2015

Natural gas fuel has known to be very promising in terms of abundancy and economic value. Therefore it is widely treated as research topics in a variety field of production, storage and utilization. Natural gas has become one of the major sources for the power generation by using internal combustion engines(ICE). Development of natural gas fuel injection device should be preceded to realize a reliable natural gas fuel supply system for a MW class power generation reciprocating ICE. In this research, an injection valve which consists of solenoid and body part with a moving plate was designed and its dynamic performance was experimented in the engine-like environment. As a result of the experiments, linearity of flow rate was obtained and overall around 2ms of response time was observed at the pressure difference of 1bar. In addition, more than 100Liter/min(@2Hz) of gas flow rate was witnessed, which is expected to be adequate for the fuel supply system of a MW class natural gas engine.

• International Journal of Highway Engineering
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• v.12 no.4
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• pp.101-110
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• 2010

In this paper, it has been studied about the CRCO to maintain or rehabilitate the aged JCP. The CRCO and JCO was constructed at useless section of Seo-Hae-Ahn express highway in South Korea. The performance evaluation was conducted. Especially, it was focused on the roll of longitudinal reinforced steels inserted into the CRCO. On crack survey results from field construction section, the reflection cracks at joint of the existing pavement occurred in CRCO. However, due to the constraints of longitudinal reinforced steels, crack width was small. Total crack length and quantity in the CRCO more than that in the JCO. And crack spacing in the CRCO was narrower than it in the CRCP. Through the bonding strength test results, if the cold milling and cleaning as well as surface treatment is applied, there will be no debonding problem at interlayer in the early age. From analysis of the horizontal behavior at the joint, the longitudinal reinforced steels constrained crack width which became wider than initial state over time. Also, that steel in the CRCO reduced the horizontal movement due to temperature variation(4 times than that in the JCO). But, if interface is debonded, the roll decreased. Vertical VWG data showed that CRCO did not occur debonding problem at steel location, but there was some problem in JCO. It was confirmed by field coring. The tensile strain appeared in the CRCO, But the compressive strain occurred in the JCO in early age. Through the FWD test result, deflection in the CRCO was less than that in the JCO. And K value in the CRCO was greater than it in the JCO.