• PNF and Movement
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• v.7 no.1
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• pp.1-8
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• 2009

Purpose : The aim of this study was to determine the effect of Proprioceptive Neuromuscular Facilitation (PNF) on gait ability in hemiplegic patients. Method : The subjects of this study were 11 hemiplegic patients. Each subject was taken PNF exercise with 3 times per week for 4 weeks. Pre- and post-intervention change in gait ability were measured using an 6m walking test, stride length, and step length. The data were analyzed using the paired t-test. Results : The results of this study showed significantly improvement in 6m walking test, stride length, and step length after intervention. Conclusion : These results suggest that the PNF coordination exercise is an effective way of improving gait ability for hemiplegic patients.

• The Journal of Korean Institute of Electromagnetic Engineering and Science
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• v.14 no.5
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• pp.479-488
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• 2003

Dual-band microstrip antenna is designed for industrial-scientific-medical(ISM) band of 2.4 GHz and 5.8 GHz using finite-difference time-domain method(FDTD). Cross patch 130 by aperture in the ground plane of microstrip line is proposed as radiation element of antenna which is 2 rectangular patch is overlapped. To design antenna, change of input impedance is examined by length change of aperture and stub. And center frequency and - 10 dB bandwidth are investigated by change of length and width in radiation element. Measured result about reflection loss confirm that agree well with simulation results of FDTD and IE3D. And 3 dB beam width, front to back ratio and maximum gain is presented by measuring radiation pattern of antenna in frequency 2.43 GHz and 5.79 GHz.

• Journal of KSNVE
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• v.11 no.3
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• pp.401-409
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• 2001

Passive type mufflers installed on every car haute inherent problem of lowering engine power and fuel efficiency caused by backpressure which is byproduct of complex internal structure. Recent improvements like installing a calve to change exhaust gas path depending on power requirement and rpm have only marginally improved performance. Tremendous amount of recent research works on active exhaust noise control have failed to commercialize because of numerous physical and economical reasons. In this paper, a unique seal-active muffler using difference of transmission paths is presented. In this system exhaust pipe is divided into two and joined again downstream. Exhaust noise is reduced by destructive interference when two-divided noise join again with transmission paths'difference which is half of the wavelength of a main noise frequency. One divided path has a sliding mechanism to change length thereby transmission path length difference is adjusted to entwine rpm change. The proposed system has minimal backpressure and does not need a secondary sound source like a speaker so it can overcome many problems of failed active noise control methods. We have verified proposed system's superior performance by simulation and comparison experiment with passive mufflers.

• The korean journal of orthodontics
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• v.13 no.1
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• pp.73-82
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• 1983

The author studied on the dental arch widths and lengths and height of palates at 3 groups of dentition: mixed dentition, early permanent dentition, young adult, having normal occlusion and dentition. The models of the 336 maxillary and mandibular case, made from alginate-base hydrocolloid impressions were measured and analyzed statistically. The result as follows; 1. The upper intercanine width increased between the mixed dentition group and early permanent dentition group but there was no change in the young adult group in both sexes. The lower intercanine width increased between the mixed dentition group and early permanent dention group in the male. 2. The upper and lower 1st bimolar width increased slightly with age in the male but there was no change in the female. 3, The sex difference found in this study was one of absolute size, the female being slightly smaller than the male in the early permanent dentition group and young adult. 4. The arch length had no notable sexual differences and decreased between the mixed dentition group and early permanent dentition group. There was no change in the arch length in the young adult. 5. The height of palate increased gradually with age.

• Proceedings of the ESK Conference
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• 2004.10a
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• pp.28-28
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• 2004

• Proceedings of the Korean Nuclear Society Conference
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• 2003.10a
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• pp.68.1-68.1
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• 2003

• Proceedings of the Korean Institute of Electrical and Electronic Material Engineers Conference
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• 2001.07a
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• pp.721-724
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• 2001

In this paper, we present the effect the length the MSL(Microstrip Line) on the oscillation characteristic of the fabricated VCOs(Voltage Controlled Oscillator) designed and analyzed by RF circuit simulator Serenade(ANSOFT Co.) and fabricated by screen printing method on the alumina substrate. We have fabricated VCOs with 3 different MSL length and each MSL length of the VCO is 140mi1, 280mil and 560mi1. The oscillation frequency of each sample(VCO) was tuned to UHF band(750MHz∼900MHz) varying the capacitance. The experimental result shows the phase noise -82∼-97[dBc/Hz] at a 50 [kHz] offset frequency, the pushing figure 94∼318[kHz] at 3${\pm}$0.15[V] and the harmonics 13∼21 [dBc] between MSL length 140mi1s and 560mi1. The frequency and output variation width are 779∼898[MHz], -36∼-33[dBm] at MSL length 140mi1; 818∼836[MHz], -27.19∼-27.06[dBm] at 280mi1;751.54∼751.198[MHz],-33.44∼ -33.31[dBm] at 560mi1. we examined 3 VCOs oscillation characteristic difference through comparison with phase noise, oscillation power and frequency by control voltage change, harmonics and pushing figure for each sample.

• Journal of the Korean Solar Energy Society
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• v.31 no.5
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• pp.85-90
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• 2011

The effects of $CO_2$ ppm in atmosphere on the values of the total emissivity are studied. The predictions by several methods are compared. The predicted value differences between modified Kondratyev model and Hottel model are the smallest with in the range of values tested. The $CO_2$ ppm is varied from 300 ppm to 600 ppm. By Wide Band model, the total emissivity increases with increasing density-path length product rather linearly up to 0.1 g/$cm^2$. For given $CO_2$ ppm, the total emissivity increases as the air thickness increases. The same is true for both temperature and pressure increase. The temperature range tested is 220 to 300 K. Around 260K, the total emissivity is less sensitive with increasing temperature than with decreasing temperature. The pressure is varied from 0.94 to 1.06 atm. The percentage change of total emissivity with pressure change from 1atm is at most the percentage change of the pressure.

• Journal of the Korea Concrete Institute
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• v.21 no.3
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• pp.303-310
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• 2009

CFRP(carbon fiber reinforced polymer) tendons can be used as an alternative to solve the corrosion problem of steel tendons. Material properties of CFRP tendons such as bond strength, transfer length, and development length should be determined in order to apply to concrete structures. First of all, in case of application for pretension concrete members with CFRP tendons, transfer length is an important factor. A total of 9 beams have been cast to determine transfer length and development length of domestic CFRP tendon in this paper. Test results revealed that transfer length of the prestressing 25% and 50% are 34D, 55D respectively. Also, transfer length has increased as the prestressing force has increased. A change was observed in transfer length of developed CFRP tendon after 9 weeks. ${\alpha}_t$ of developed CFRP tendon was 2.3 similar to the steel strand.

• Proceedings of the KSR Conference
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• 2002.10a
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• pp.220-224
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• 2002

As the train run through the tunnels, especially at high speed, pressure shock developed by the running train gives the influence on the pressure fluctuation inside the tunnel and consequently, inside the car. This pressure changes and pressure gradient is closely related with the tunnel section, train speed, air tightness of the train, length of the tunnel, etc. This study includes the analysis of the pressure behavior at the varied train speed and tunnel length. The results show that train speed affects the pressure gradient inside the car almost linearly, and that there exist the critical tunnel lengths that gives the maximum value of pressure change and pressure gradient, respectively.