• 정보처리학회논문지:소프트웨어 및 데이터공학
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• 제3권10호
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• pp.451-456
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• 2014

감정을 유발하는 청각자극에 따라 발생되는 EEG(Electroencephalographic) 스펙트럼 강도와 감정 반응 간의 상관관계는 중요한 변수이다. 약 20여 년 전 쾌감을 주는 청각자극에 대하여 측정된 신호의 강도가 전전두엽에서 비대칭적으로 반응을 보였다는 연구 결과가 발표되었다. 본 연구에서는 자극관련 스펙트럼적 반응(Event-related Spectral Perturbation: ERSP)이 전두엽에서 비대칭적으로 발생되는지 고찰하기 위하여 청각자극 실험을 수행하였다. 30명의 건강한 대학생 지원자들이 IADS(International Affective Digital Sounds) 실험에 참여하였다. 이 청각자극은 행복, 공포, 그리고 중립의 3단계로 분류되었으며, 데이터의 분석은 세타파(4-8Hz)와 알파파(8-13Hz)에서 이루어졌다. 알파대역의 ERSP 지도는 오른쪽 전두엽에서 행복감과 공포감의 자극에서 높은 신호의 강도를 보여주는 반면 중립성 자극에서는 왼쪽 전두엽에서 높은 신호가 발생되었다. 그러나 세타파는 행복감과 공포감의 자극에 따라 좌측 전두엽에서 높은 신호가 나타나는 반면, 중립적 자극에 따라 우측 전두엽에서 높은 신호를 보여주었다. 높은 쾌감성 자극(행복)은 상대적으로 우측 전두엽에서 높은 EEG 신호가 측정되었으며, 낮은 쾌감성 자극(중립과 공포)은 왼쪽 전두엽에서 측정되었다. 또한 가장 큰 세타파의 변화가 전두엽의 중앙에서 발생되었다. 알파파에서 행복한 청각자극에 가장 강한 신호가 전두엽 전체에서 관찰되었다. 이 결과들은 기존의 감정들과 일치되며, 세타파와 알파파가 감정처리에서 중요한 역할을 하고 있음을 시사한다.

• 대한의용생체공학회:의공학회지
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• 제37권6호
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• pp.215-221
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• 2016

Conformity between the femoral component and tibial insert within the knee replacement may be measured in frontal or sagittal view, and shows differences in the curvature radius of the femoral component depending on the flexion angle, i.e., curvature radius has a complex effect on contact stress. Therefore, it is essential to confirm how the curvature radius effects contact stress, and provide an important variable to reduce contact stress. This study correlated contact stress with curvature radius measured in frontal and the sagittal views and confirmed the effect of curvature radius for assessment of the Newly Designed Unicompartment Knee Replacement (NDUKR). Finite element models were constructed for NDUKR and $Zimmer^{(R)}$ Unicompartment High Flex Knee Replacement system (ZUKR), incorporating the curvature radius as measured in either frontal or sagittal view. The femoral component had 1200N of compressive load applied approximately 1.65xbody weight. Contact stress was predicted at flexion angles $0^{\circ}C$, $30^{\circ}C$, $60^{\circ}C$, $90^{\circ}C$ and $120^{\circ}C$, for NDUKR: 42, 47.7, 47.7, 51.2, and 54.1 MPa, and ZUKR: 41.2, 49.5, 53.2, 54.3, and 57.4 MPa, respectively. Correlation analysis showed the influence of curvature radius measured from the sagittal view was larger than for frontal view.

• 한국전문물리치료학회지
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• 제18권3호
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• pp.26-37
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• 2011

Although there have been various studies related to the body's movement from a sitting to a standing position (sit-to-stand task), there is limited information on the kinematic changes on the frontal and transverse planes. The purpose of this study was to ascertain how pelvic tilt affects kinematic changes in the frontal and transverse planes in the hip and knee joints during a sit-to-stand task. For this study, 33 healthy participants (13 female) were recruited. Each participant rose from a sitting to a standing posture at his or her preferred speed for each of three different pelvic tilt trials (anterior, posterior, and neutral), and the measured angles were analyzed using a 3-D motion analysis system. A one-way repeated measure analysis of variance was performed with Bonferroni's post hoc test. In addition, an independent t-test was carried out to determine the sex differences in hip and knee joint kinematic changes during the sit-to-stand tasks. The results were as follows: 1) The hip and knee joint angle in the frontal and transverse planes showed a significant difference between the different pelvic tilt postures during sitting in the pre-buttock lift-off phase (pre-LO) (p<.05). Compared to the posterior pelvic tilt posture, the anterior pelvic tilt posture involved significantly greater hip joint adduction and internal rotation, knee joint adduction, and reduced internal rotation of the knee joint. 2) Sex differences were found with significant differences for males in the initial and maximal angles in the frontal plane of the hip and knee joint (p<.05). Females had a significantly smaller initial abduction angle of the hip joint and a significantly greater maximal angle of the hip adduction joint. These results suggest that selecting a sit-to-stand exercise for pelvic tilt posture should be considered to control abnormal movement in the lower extremities.

• 한국CDE학회논문집
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• 제11권5호
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• pp.384-392
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• 2006

In this research, the feasibility of distributed finite element analysis system with STEP and CORBA has been investigated. The enabling technologies such as CORBA and Java play key roles in the development of integrated and geographically distributed application software. In addition to the distribution of analysis modules, numerical solution process itself is again divided into parallel processes using multi-frontal method for computational efficiency. In contrast to the specially designed parallel process for specific hardware, CORBA-based parallel process is well suited for heterogeneous platforms over the network. The idea of Web-based distributed analysis system may be applied to the engineering ASP for design and analysis in the product development processes. We believe that the proposed approach for the analysis can be extended to the entire product development process for sharing and utilizing common product data in the distributed engineering environment, thus eventually provide basis for virtual enterprise.

• 한국자동차공학회논문집
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• 제17권2호
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• pp.104-111
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• 2009

In this paper, optimization for frontal crashworthiness is carried out for the weight reduction design of an auto-body member with the advanced high strength steels(AHSS) such as 780TRIP and 780DP. The frontal crashworthiness is evaluated in order to optimize thicknesses for the front rail member of the ULSAB-AVC, Thicknesses of the front rail member with AHSS are optimized by comparison of crushing distance, absorbed energy and the deceleration for the auto-body with the response surface methodology. The results demonstrate that the crashworhiness of the front rail member with the optimum thicknesses of the AHSS is similar to analysis results obtained from the ULSAB-AVC project. The results also show that the weight reduction design is performed by substituting the AHSS for conventional structural steels such as 440E in the auto-body members.

• International Journal of Automotive Technology
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• 제5권4호
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• pp.247-255
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• 2004

The majority of real world frontal collisions involves partial overlap (offset) collision, in which only one of the two longitudinal members is used for energy absorption. This leads to dangerous intrusions of the passenger compartment. Excessive intrusion is usually generated on the impacted side causing higher contact injury risk on the occupants compared with full frontal collision. The ideal structure needs to have extendable length when the front-end structure is not capable to absorb crash energy without violating deceleration pulse requirements. A smart structure has been proposed to meet this ideal requirement. The proposed front-end structure consists of two hydraulic cylinders integrated with the front-end longitudinal members of standard vehicles. The work carried out in this paper includes developing and analyzing mathematical models of two different cases representing vehicle-to-vehicle and vehicle-to-barrier in full and offset collisions. By numerical crash simulations, this idea has been evaluated and optimized. It is proven form numerical simulations that the smart structures bring significantly lower intrusions and decelerations. In addition, it is shown that the mathematical models are valid, flexible, and can be used in an effective way to give a quick insight of real life crashes.

• 대한산업공학회지
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• 제18권1호
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• pp.25-36
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• 1992

A possible adverse effect on the likelihood of front-seat occupant fatalities from unbelted rear-seat occupants in frontal crashes is investigated using Fatal Accident Reporting System data. Passenger cars which sustained frontal damage and which did not roll over are included in this analysis. Of the frontally damaged cars, only cars containing a driver and a right-front passenger are selected. Then, from these cars, the following three cases are considered: a) left-rear occupant present, b) right-rear occupant present, and c) no one else in the car. Cars belonging to a) or b) contain only three occupants, and those belonging to the last case contain only two occupants. In addition, all occupants are unbelted. To estimate the influence of rear-seat occupants on front-seat occupant fatalities, relative risks of driver and right-front passenger fatalities are compared pairwise across these three cases. The adverse influence of unbelted rear-seat occupants on the likelihood of unbelted front-seat occupant fatalities in frontal crashes is estimated to be 7.9% ${\pm}$ 45%(the error limits indicate one standard error). In other words, front-seat occupant fatalities are increased 7.9% in frontal crashes due to the loadings from unbelted rear-seat occupants. This suggests that the usage of safety belts by rear-seat occupants not only may extend their own lives but also helps in reducing the fatalities of front-seat occupants seated in front of them.

• 한국의류학회지
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• 제47권3호
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• pp.511-530
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• 2023

This study aims to analyze middle-aged men's frontal body shape asymmetry by measuring the left and right body dimensions and angles of 388 middle-aged men aged 40 to 59 using 3D body scan data and comparing the measured values. The study also compares the measured values of width, height, and angle and their relationships using Size Korea's anthropometric measurement and posture index of the New York Posture Rating Scale. The results confirm that the asymmetric shape characteristics of the upper and lower body appear differently. In addition, the asymmetrical characteristics between the upper and lower body differed, indicating that the close parts of the body affect each other. Similar to the difference in the left and right frontal body shapes and the average angle distribution, the asymmetrical upper and lower body characteristics also are found to be dissimilar when the correlations are examined. In contrast, there is no asymmetry in the width, height, and angle considering the age and BMI groups. Finally, the study classifies three body types and identifies their asymmetric characteristics. Overall, this study contributes primary data for further research on pattern production for asymmetric and unique body types and the development of customized apparel products.

• 한국자동차공학회논문집
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• 제12권2호
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• pp.131-138
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• 2004

In the proto design stage of a new car, the performances of an occupant protection system can be evaluated by CAE even though the real test should be carried out. The number of the real test is reduced by the exact predictions followed by the appropriate design recommendation. However, the existing researches using CAE in predicting the performances do not consider the uncertainties of parameters. That often leads to inconsistency between test and CAE. In this research, the robust design of a protection system such as airbag and load limiter is suggested considering the frontal crash. The parameter design scheme of the Taguchi method is introduced to obtain the robust design of arbitrary airbag and load limiter. It is performed based on the frontal crash test condition of US-NCAP with an arbitrary passenger car. The variances of the performances such as HIC, chest acceleration and probability of combined injury are calculated by the outer array and the Taylor series expansion. Through the analysis of the Taguchi method, the robust optimum is determined.

• 대한기계학회논문집
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• 제15권1호
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• pp.19-27
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• 1991

본 연구에서는 그래프 이론에 기초한 이단계 번호 부여 방법에 목표밴드폭을 도입하여 계산시간이 짧으면서도 효율적으로 번호를 부여할 수 있는 방법을 제안하고 자 한다.