• The korean journal of orthodontics
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• v.26 no.5 s.58
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• pp.591-599
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• 1996

This study was undertaken to investigate the cytotoxicity of orthodontic wires after doing various treatments to the wires. 018x025 inch Stainless steel(A) and Co-Cr(B) wires were used and each of them were divided into 4 groups. A-1 and B-1 groups were as received state, and A-2 and B-2 groups were heat treated. A-3 and B-3 groups were electropolished after heat treatment, and A-4 and B-4 groups were soldered with Ag-solder. Each group had 3 wires and these were sterilized with Ethylene Oxide gas. We used human gingival fibroblast cell culture and agar overlay technique to investigate the cytotoxicity of each group of wires. The cytotoxicity of wire was assessed using reaction index (zone index/lysis index). The findings of this study were as follows. 1. Both of the stainless steel wire and Co-Cr wire showed no cytotoxicity in as received state. 2. Heat treatment or electropolishing of the wires had no effect on the cytotoxicity of the wires 3. Soldered stainless steel wires showed a little wider zone of discoloration than soldered Co-Cr wires, but the zone index and cytotoxicity(reaction index) was not different. 4. Soldered wires showed moderate cytotoxicity in both of the wires.

• The korean journal of orthodontics
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• v.41 no.6
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• pp.399-410
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• 2011

Objective: The purpose of this study was to evaluate the difference in frictional resistance among metal, ceramic, self-ligation brackets and coated or non-coated Ni-Ti archwires at various bracket-archwire angulations during the sliding movement of an orthodontic archwire, using an orthodontic sliding simulation device. Methods: Four types of bracket (Micro-arch Perpect Clear2 Clippy-C and Damon3 and 5 types of orthodontic archwire (0.014", 0.016", and 0.016" ${\times}$ 0.022" inch coated Ni-Ti, and 0.016" and 0.016" ${\times}$ 0.022" inch Ni-Ti) were used. Further, the bracket- archwire angles were set at 4 different angulations: $0^{\circ}$, $3^{\circ}$, $6^{\circ}$, and $9^{\circ}$. Results: The frictions from all the experimental groups were found to be significantly increased in order of self-ligation brackets, Micro-arch and Perpect Clear2 ($p$ < 0.001). The presence of a coat had no effect on the friction of the same sized archwires at $0^{\circ}$ and $3^{\circ}$ bracket-archwire angles ($p$ < 0.001). Coated archwires had significantly higher frictions than the same sized non-coated archwires at $6^{\circ}$ and $9^{\circ}$ bracket-archwire angles ($p$ < 0.001). The frictions increased significantly as the bracket-archwire angles were increased ($p$ < 0.001). Conclusions: The use of self-ligation brackets will be beneficial in clinical situations where a low frictional force is required. Further, in cases where crowding is not severe, the use of coated archwires should not cause problems. However, more additional explanation is required considering the fact that the damage of coated archwire and exposure of the metal portion in case of binding and notching and the effects of saliva were not taken into account.

• Proceedings of the KSR Conference
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• 2002.05a
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• pp.237-251
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• 2002

도시철도 건설현황 o '74. 8. 15 : 지하철 1호선 개통('71. 4. 12 착공) 3년 7개월간 지하철건설 중단 o '78. 3. 9 ∼ '84. 5. 22 : 지하철 2호선 건설 o '80. 2. 29∼'85. 10. 18 : 지하철 3,4호선 건설 4년 2개월간 지하철건설 중단(중략)

• The Journal of the Convergence on Culture Technology
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• v.9 no.6
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• pp.145-150
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• 2023

The subway is a public transportation that many people use every day. Line 2 especially has the most crowded stations during the day. However, the risk of crush accidents is increasing due to high congestion during rush hour and this reduces the safety and comfort of passengers. Subway congestion prediction is helpful to forestall problems caused by high congestion. Therefore, this study proposes machine learning classification models that predict subway congestion during commuting time. To predict congestion in Line 2 based in machine learning, we investigate variables that affect subway congestion through previous research and collect a dataset of subway congestion on Line 2 during rush hour from PUBLIC DATA PORTAL. The proposed model is expected to establish the subway operation plane to make passengers safe and satisfied.

• The korean journal of orthodontics
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• v.30 no.4 s.81
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• pp.453-465
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• 2000

The purpose of this study was to investigate the change of mechanical properties, surface topography and frictional force of various nickel titanium wires after recycling. Three types of nickel-titanium wires and one type of stainless steel wire were divided to three groups: as-received condition(T0:control group), treated in artificial saliva for four weeks(T1) and autoclaved after being treated in artificial saliva(T2). Some changes were observed for the selected mechanical properties in tensile test, surface topography by means of SEM and 3D profilogram, and frictional coefficient. The findings suggest that: 1. Nickel-titanium wires demonstrated no statistically significant differences in maximum tensile strength, elongation rate and modulus of elasticity, but stainless steel wire demonstrated statistically significant differences in maximum tensile strength, elongation rate and modulus of elasticity between the groups(p<0.05). 2. NiTi, Optimalloy, Stainless Steel wires demonstrated increased pitting and corrosion in SEM finding. 3. Recycled NiTi, Optimalloy and stainless steel wires demonstrated significantly greater surface roughness(Ra and Rq) through 3D profilogram when compared with the control wires(p<0.05), but Sentalloy didn't demonstrate significant difference. 4. Recycled NiTi, Optimalloy and stainless steel wires demonstrated significantly greater maximum frictional coefficient when compared with the control wires(p<0.05), but Sentalloy didn't demonstrate significant difference The changes of surface roughness and frictional coefficient in NiTi and Optimalloy had no clinical implication. Consequently recycled nickel titanium wires demonstrated no clinical problem in tensile properties, surface topography and frictional coefficient.

• The korean journal of orthodontics
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• v.35 no.2 s.109
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• pp.116-126
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• 2005

The object of this study was to evaluate how friction that occurs during the sliding movement of an orthodontic archwire through orthodontic brackets is differently affected by variant designs and ingredients of brackets and archwires and bracket-archwire angles. In order to simulate the situations which could occur during orthodontic treatment with fixed appliances, 4 types of brackets (Gemini, a stainless steel twin bracket, Mini Uni-Twiu. a stainless steel bracket with a single bracket design and narrow mesio-distal width; Clarity, a metal-reinforced ceramic bracket; Transcend, a ceramic bracket) and 3 types of orthodontic archwires $(0.016',\; 0.016{\times}0.022'\;stainless\;steel,\;0.016'\;Nitinol)$ were used and the bracket-archwire angles were controlled as $0^{\circ},\;3^{\circ}\;6^{\circ},\;and\;9^{\circ}$ Gemini significantly show and the lowest static and kinetic frictions (P<0.001) Clarity showed the highest static and kinetic frictions with a bracket-archwire angle of $0^{\circ}$. and Transcend at $6^{\circ}\;and\;9^{\circ}$ (P<0.001). An $0.016{\times}0.022'$ stainless steel rectangular archwire significantly showed the highest static and kinetic frictions (P<0.01). The lowest static and kinetic frictions were observed when the bracket-archwire angles were $0^{\circ}\;and\;3^{\circ}$ with 0.010' stainless steel round archwires (P<0.01), and $6^{\circ}\;and\;9^{\circ}$ with 0.016 Nitinol (P<0.001). The static and kinetic frictions were increased as the bracket-archwire angles were increased (P<0.001)

• Proceedings of the Korean Society for Noise and Vibration Engineering Conference
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• 1993.10a
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• pp.185-190
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• 1993

최근 서울에서는 날로 심각해지는 교통난 해소대책으로 현재 운행중인 1-4 호선 외에 5-8호선의 공사가 한창 진행중이다. 이러한 지하철 통과 인접지역 에서는 지하철 운행 진동으로 인하여 상부나 인접 건물에 진동 영향이 우려 되는 경우가 많으며 이에 대한 대책으로 지하철 궤도부를 방진하거나 상부 의 건물을 지하철 구조체로부터 진동 절연하는 방법이 검토되고 있다. 이러 한 대책 수립시에는 대책후의 진동예측이 필요하며 지하철의 진동특성 입력 데이타 확보가 필수적이다. 본 연구에서는 이러한 필요성에 따라 서울의 2호 선 강남역과 교대역, 3호선 교대역 궤도부 주변 바닥과 벽체, 플랫폼, 표파는 층의 바닥에서 지하철 통과시의 전후, 좌우, 상하방향의 진동을 측정 분석하 여 추후 지하철 진동저감대책 수립에 기초자료로 제시하고자 한다.

• The korean journal of orthodontics
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• v.41 no.4
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• pp.237-254
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• 2011

Objective: The purpose of this study was to compare the displacement patterns shown by finite element analysis when the maxillary anterior segment was retracted from different orthodontic miniscrew positions and different lengths of lever arms in lingual continuous and segmented arch techniques. Methods: A three dimensional model was produced, the translation of teeth in both models was measured and individual displacement was calculated. Results: When traction was carried out from miniscrews in the palatal slope, lingual tipping of crowns and extrusion of the maxillary anterior segment were found in both continuous and segmented arches as the lever arms were made shorter. With miniscrews in the midpalatal suture area, the displacement patterns were similar to the palatal slope, but bodily movement of the upper incisors was observed in both continuous and segmented arches with the lever arm at 20 mm. When lever arms were longer, there was less extrusion of the incisors and more buccal displacement of the canines. Such displacement was shown less in the continuous arch than the segmented arch. The second premolar showed crown mesial tipping and intrusion, and the molars showed distal tipping in the continuous arch. The posterior segment was displaced three dimensionally in the segmented arch, but the amount of displacement was less than the continuous arch. Conclusions: It is recommended that lever arms of 20 mm in length be used for bodily movement of the anterior segment. Use of continuous or segmented arches affect the displacement patterns and induce differences in the amount of displacement.

• Venture DIGEST
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• s.103
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• pp.4-7
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• 2007

몇 년 전 서울 지하철 역 이름 두개가 바뀌었다. 2004년 2호선 구로공단역은 구로디지털단지역으로, 2005년 1,7호선 가리봉역은 가산디지털단지역으로의 변경이 그것이다. 과거 굴뚝공장과 미싱을 돌리던 여공으로 기억되던 구로와 가리봉. 이제는 첨단과 기술 집약적 기업이 모여 '서울디지털밸리'로 새롭게 거듭났다. 바야흐로 국내의 여느 신기술 집적단지가 부럽지 않은 '밸리'로 세인의 주목을 받기 시작한 것이다.

• Proceedings of the Korean Institute of Information and Commucation Sciences Conference
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• 2015.05a
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• pp.71-73
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• 2015

2009년 7월 개화에서 신논현까지 서울 지하철 9호선이 개통했다. 2010년 9호선 일평균 통행량은 예측 통행량 대비 97%수준이었으나, 2013년은 110%를 달성했다. 2015년 3월 2단계구간이 개통되어 평일 평균 이용객이 15만명 정도가 더 늘어났다. 국회 자료에 따르면, 출근시간 염창역에서 당산역까지의 혼잡도가 237%로 나타났다. 이는 다른 지하철 혼잡도 2배 뛰어넘는 수치이다. 당산역에서 여의도역(234%), 여의도역에서 노량진역(212%), 노량진역에서 동작역(216%)으로 기록이 될 만큼 특정 구간의 혼잡도가 높게 나타났고 급행노선을 선호하는 인원이 많아 시간이 지날수록 정체현상이 가중되고 있다. 따라서 본 연구는 혼잡도의 주 원인인 정체현상을 감소시키고 여객 수송율을 증가시키기 위해 기존의 급행 프로세스를 변경하는 방안을 제시한다. 여기에 적용된 연구방법은 혼잡도 수준을 낮추기 위해 필요한 프로세스 설정하고 아레나 시뮬레이션 프로그램 분석을 통해 본 연구에서 제시한 방안에 대해 검증한다. 본 연구에서 제안한 방식을 통해 지하철의 혼잡도 해소에 도움을 줄 수 있을 것이다.