• 대한치매학회지
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• 제22권4호
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• pp.158-168
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• 2023

Background and Purpose: Facial emotion recognition deficits impact the daily life, particularly of Alzheimer's disease patients. We aimed to assess these deficits in the following three groups: subjective cognitive decline (SCD), mild cognitive impairment (MCI), and mild Alzheimer's dementia (AD). Additionally, we explored the associations between facial emotion recognition and cognitive performance. Methods: We used the Korean version of the Florida Facial Affect Battery (K-FAB) in 72 SCD, 76 MCI, and 76 mild AD subjects. The comparison was conducted using the analysis of covariance (ANCOVA), with adjustments being made for age and sex. The Mini-Mental State Examination (MMSE) was utilized to gauge the overall cognitive status, while the Seoul Neuropsychological Screening Battery (SNSB) was employed to evaluate the performance in the following five cognitive domains: attention, language, visuospatial abilities, memory, and frontal executive functions. Results: The ANCOVA results showed significant differences in K-FAB subtests 3, 4, and 5 (p=0.001, p=0.003, and p=0.004, respectively), especially for anger and fearful emotions. Recognition of 'anger' in the FAB subtest 5 declined from SCD to MCI to mild AD. Correlations were observed with age and education, and after controlling for these factors, MMSE and frontal executive function were associated with FAB tests, particularly in the FAB subtest 5 (r=0.507, p<0.001 and r=-0.288, p=0.026, respectively). Conclusions: Emotion recognition deficits worsened from SCD to MCI to mild AD, especially for negative emotions. Complex tasks, such as matching, selection, and naming, showed greater deficits, with a connection to cognitive impairment, especially frontal executive dysfunction.

• International Journal of Automotive Technology
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• 제6권2호
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• pp.161-169
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• 2005

Neck injuries sustained during low speed rear impact are the most commonly sustained traffic injury. Therefore, the analysis of neck injury mechanisms and methods for mitigating and reducing neck injuries during low speed rear impact are a very important issue in the vehicle safety field. In order to find a method to absorb the shock that is transmitted to the occupant, the response of frontal and rear dummy due to the motion of the struck vehicle and the rotational angular displacements of dummies' necks during rear impact at 12km/h speed were investigated using a Working Model 2D. The results suggest that the shock absorption system should be equipped in the bottom of the seat of the vehicle to reduce shock and mitigate neck injury to the occupants.

• 한국기계가공학회지
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• 제6권3호
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• pp.71-76
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• 2007

The fatalities of pedestrian account for about 40.0% of all fatalities in Korea 2005. Vehicle-Pedestrian accident generates trajectory of pedestrian. In pedestrian involved accident, the most important data to inspect accident is throw distance of pedestrian. The throw distance of pedestrian can be influenced by many variables. The variables that influence trajectory of pedestrian can be classified into vehicular factors, pedestrian factors, and road factors. Vehicular factors are the frontal shape of vehicle, impact speed of vehicle, the offset of impact point. Many studies have been done about the relation between impact speed and throw distance of pedestrian. But the influence of the offset of impact point was neglected. The influence of the offset of impact point was analyzed by Working Model, and the trajectory of pedestrian, dynamic characteristics of multi-body were analyzed by PC-CRASH, a kinetic analysis program for a traffic accident. Based on the results, the increase of offset reduced the throw distance of pedestrian. However box type vehicle just like bus, the offset of impact point did not influence the throw distance of pedestrian considerably.

• 자동차안전학회지
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• 제4권2호
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• pp.22-26
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• 2012

Prasad and Mertz published head injury risk curves for skull fracture and for Abbreviated Injury Scale (AIS) ${\geq}4$ brain injury due to forehead impacts based on the 15 ms HIC criterion. KNCAP adopted the HIC36 criterion for the male dummy and the HIC15 criterion for the female dummy. In this paper, it was studied that which of the HIC15 and HIC36 was more effective for the male dummy head injury evaluation. The frontal US-NCAP data for the 7 vehicles from the NHTSA test database were used to evaluate the head injuries. In the case of using the HIC15 and evaluation range 250~700, the discrimination of the rating for the occupant head injury was increased.

• 한국자동차공학회논문집
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• 제4권2호
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• pp.189-197
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• 1996

In this study, the crashworthiness analysis was carried out for the hat type section side rails which had an important role of absorbing the impact energy during frontal crash. In case of a tapered hat type section model, numerical simulation models and test models were designed with varing design variables; welding pitch, taper angle, initiator shape, initiator location. The effect of variation of the design variables was investigated by quasi-static and dynamic test and numerical simulation.

• 대한의용생체공학회:의공학회지
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• 제27권6호
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• pp.365-369
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• 2006

According to the IIHS (Insurance Institute fur Highway Safety), side impacts are made up 30% of all accidents (reported 1998). In the case of auto accidents, head and neck injuries were most common as 58%, injuries to the body's trunk equaled 32%, and injuries to the abdomen were 21%. Therefore in this study, injury of wheelchair occupant in frontal and side impact of wheelchair loaded vehicle was analyzed using computer simulation method. The occupant was restrained at the rear of wheelchair by the lap belt. The detailed fixation and restrain conditions of the wheelchair occupant are referred to SAR J2249's recommendation. We estimated HIC(Head Injury Criteria) and HNIC (Head and Neck Injury Criteria) based on measured data.

• 자동차안전학회지
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• 제7권1호
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• pp.13-19
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• 2015

Recently, Child safety has become one of the issue with Q10 dummy representing large child. The objective of this paper was to evaluate performance of three child restraints system (backless booster, high-back booster and without booster) by changing D-ring location in the rear seat. Sled tests were carried out with a Q 10 in 64km/h frontal impact. Before the dynamic sled tests, we assessed dummy positioning with difference in CRS types and height adjustment positions. Dynamic sled test results indicated that there is different performance of CRS types and belt routing. These test results will use as base line data for development CRS safety performance for Q 10.

• 소성∙가공
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• 제24권2호
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• pp.130-137
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• 2015

This paper presents the development process of automotive side door impact beam for passenger cars. Weight reduction while maintaining functional requirements is one of the major goals in the automotive industry. In this study, thin-walled side door beam using quenchable boron steel was designed to reduce the weight of conventional side door tubular one. In order to estimate design for the proposed side door beams, the static side impact protection tests(FMVSS 214) were conducted using the finite element method. Based on the simulation results, geometry modification of the side door beam has been performed via creating new reinforcing ribs. Furthermore, the manufactured frontal impact beam was mounted on the real side door of a passenger car, and then static impact protection test carried out. It is concluded that the presented test results can provide significant contribution to the stiffness of side door impact beams and light-weighting door research.

• 한국소음진동공학회:학술대회논문집
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• 한국소음진동공학회 2006년도 춘계학술대회논문집
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• pp.147-152
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• 2006

This paper presents the dynamic characteristics of MR impact damper for vehicle collision system. Various types of mechanism have been proposed for reduce transmitted force to vehicle chassis and finally protect occupants from injury. In the case of frontal collision, the bumper make main role of isolation material for collision attenuation. In this study, proposed bumper system composed of MR impact damper and structures. The MR impact damper is to adopted MR fluid which has reversible properties with applied magnetic field. MR fluid operates under flow mode with Bingham flow and bellows is used for generation of fluid flow. Mathematical model of MR impact damper incorporated with MR fluid is established. Field dependent damping force is investigated with time and frequency domain. The MR impact damper is then incorporated with vehicle crash system. The governing equation of motion of vehicle model is formulated considering occupant model. Dynamic characteristics of vehicle collision system investigated with computer simulation.

• 대한두개안면성형외과학회지
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• 제11권2호
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• pp.77-84
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• 2010

Purpose: The nasal bones are the most common fracture sites of the facial bones, and a careful reduction may still result in secondary deformities, such as saddle nose, deviated nose, hump nose etc, requiring secondary cosmetic rhinoplasty. Therefore, this study examined the clinical characteristics of nasal bone fractures to propose guidelines for patient selection and surgical procedures to achieve more satisfactory results and to prevent secondary deformities with simultaneous augmentation rhinoplasty and bony reduction. Methods: The study was based on 26 out of 149 nasal bone fracture patients who underwent simultaneous augmentation rhinoplasty with bony reduction between May 2008 and April 2009. Retrospective analysis was performed according to the clinical data, surgical techniques and postoperative results. Results: Of the 26 patients, there were 15 males and 11 females. The incidence according to the Stranc's classification revealed that 62% of patients were injured by a frontal impact and 38% by a lateral impact. Frontal impact plane I (50%) was the most frequent type. At the follow up, 18 (81.2%) out of 22 patients were satisfied with their postoperative outcome, and the remaining 4 patients were fair. No one was dissatisfied. However, 5 cases in 3 patients (23%) had some complications; minimal implant deviation in 2 cases, minor irregularity on the nasal dorsum in 2 cases and palpable implant movement under palpation in 1 case. None of these cases required surgical correction. Conclusion: With the proper guidance, simultaneous augmentation rhinoplasty with bony reduction can prevent secondary deformities and satisfy the cosmetic outcomes.