• Journal of Dental Rehabilitation and Applied Science
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• v.16 no.2
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• pp.79-92
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• 2000

The purpose of this study was to estimate the morphology and the size of permanent maxillary molar in Korean Adult. The 100 dental college students with a normal dentition and without any dental prosthesis and severe caries were selected for this study. The subjects were taken impression to make study model. On the study model, authour three times measured those sizes and estimated morphological structures with a calipers, a Boley gauge and a protractor. The results were as follows; 1. In the maxilary first molar's clinical crown height, mesiolingual cusp height was 6.34mm, mesiobuccal cusp height was 6.05mm, distobuccal cusp height was 5.20mm. And in the maxillary second molar's clinical crown height, mesiobuccal cusp height was 5.85mm, mesiolingual cusp height was 5.71mm, distobuccal cusp height was 5.51mm, distolingual cusp height was 3.53mm. This result considered that the maxillary first molar inclined to distobuccal, and the maxillary second molar more upright than the maxillary first molar. 2. In the width of clinical crown, the maxillary first molar was 10.43mm, the maxillary second molar was 10.20mm, and the difference between the first molar's width and the second molar's width was 0.23mm. 3. The crown thickness was measured divided into mesial buccolingual half and distal buccolingual half. The mesial buccolingual half was 11.14mm, and distal buccolingual half was 10.35mm in the maxillary first molar, and in the maxilary second molar, mesial buccolingual half was 11.25mm, and distal buccolingual half was 9.72mm. This result considered that height of convergency located in mesial half of crown. 4. In the buccal groove length, total length and ratio, the maxillary first molar was 52.5%, the maxillary second molar was 50%. And the development of buccal groove in the maxillary first molar was 59% in case of the well developed buccal groove and 41% in case of the weak developed one. And frequency of buccal pit of the maxillary first molar was 12.5%. Whereas, the frequency of buccal of the well developed buccal groove in the maxillary second molar was 37% and that of the weak developed one was 63%. And frequency of buccal pit of the maxillary second molar was not seen. 5. The 3 cusp type tooth cannot be found in the maxillary first molar and the frequency of 3 cusp type tooth in the maxillary second molar was as small as 6% 6. In the case of 4 cusp type tooth, the size of distal lingual cusp molar was difference between in the maxillary first molar and in the maxillary second molar by about 1mm. 7. The intercuspal distance was similar in the maxillary first premolar and second molar. And intercuspal distanc of mesial half of the maxillary first molar and the maxillary second molar was silmillar, too. 8. The an measurement of occlusal surface in 4 cusp type tooth showed that the angle of occlusal surface between the distobuccal and mesiolingual was an obtuse angle, and the angle of occlusal surface between mesiobuccal and distolingual was an acute angle in the both cases of maxillary first and second molar. 9. The measurements of the development of Carabelli cusp showed that the frequency of the well developed one was 7% and that of the weak developed one was 56% in the maxillary first molar. And there cannot be found the well developed one and can be found 2.5% only in the case of the weak developed one in the maxillary second molar. 10. The well developed oblique ridge in the maxillary first molar showed the 100% frequency and that in the maxillary second molar showed the 85.5% frequency. The frequency of mesiomarginal ridge tubercle in the maxillary first molar was 82% and that in the maxillary second molar was 30.5%. And the frequency of distal accessory tubercle in the maxillary first molar can be seen about 19% and that in the maxillary second molar can be seen about 12%.

• Korean Journal of Heritage: History & Science
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• v.46 no.3
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• pp.212-228
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• 2013

Stone cultural heritages are repaired by the use of metal stiffeners. The problem is that this type of repair has been based on the experience of workers without specific guidelines and has caused various problems. This is to suggest the structural reinforcement and behavioral characteristics of metal rods to minimize the secondary damage of materials and have the specimens tested and verified to establish the guidelines on how to insert metal stiffeners. When only epoxy resin is applied to the cut surface, only 70% of the properties of the parent material are regenerated and it is required to structurally reinforce the metal stiffener for the remaining 30%. The metal rod is under the structural behavior after the brittle failure of stone material and the structural behavior does not occur when the metal stiffener is below 0.251%. When it accounts for over 0.5%, it achieves structural reinforcement, but causes secondary damage of parent materials. The appropriate ratio of metal stiffener for the stone material with the strength of $1,500kgf/cm^2$, therefore, should be between 0.283% and 0.377% of the cross section of attached surface to achieve reversible fracture and ductility behavior. In addition, it is more effective to position the stiffeners at close intervals to achieve the peak stress of metal rod against bending load and inserting the stiffener into the upper secions is not structurally supportive, but would rather cause damage of the parent material. Thus, most stiffeners should be inserted into the lower part and some into the central part to work as a stable tensile material under the load stress. The dispersion effect of metal rods was influenced by the area of reinforcing rods and unrelated to their diameter. However, it ensures stability under the load stress to increase the number of stiffeners considering the cross section adhered when working on large-scale structures. The development length is engineered based upon the diameter of stiffener using the following formula: $l_d=\frac{a_tf_y}{u{\Sigma}_0}$. Also, helically-threaded reinforcing rods should be used to perform the behaviors as a structural material.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.22 no.1
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• pp.252-264
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• 2023

This paper proposes a design of a dual-band band-pass filter that integrates a λg/2 open SIR structure, a transmission line, and a fork-type structure with symmetric and asymmetric open stubs. To obtain the dual-band effect, the proposed filter uses the SIR structure and adjusts the impedance ratio of the SIR structure. Therefore, the position of the harmonics of the filter is shifted through the adjustment of the impedance ratio, and this can obtain a double-band effect. In order to obtain the dual-band characteristics, the dual-band effect is obtained by inserting a open stub between the SIR structures with the SIR structure divided in half. In addition, the second frequency response is obtained by adjusting the length of the open symmetrical stub in the fork-shaped structure. The asymmetrical open stub in the fork form achieves optimum bandwidth by adjusting the length. Therefore, the first center frequency of the proposed band-pass filter is 5.896 GHz and the bandwidth is 13.6 %. At this time, the measurement results are 0.13 dB and 33.6 dB. The second center frequency is 5.906 GHz and the bandwidth is 13.6 %. At this time, the measurement results are 0.15 dB and 19.8 dB. The reason is that when the impedance ratio (Δ) is higher than 1, the position of the harmonic is shifted to a lower frequency band. However, if the impedance ratio (Δ) is lowered by one step, the position of harmonics will move to a higher frequency band. The function of the filter designed using these characteristics can be obtained from the measurement result. The proposed band-pass filter has no coupling loss and no via energy concentration loss because there is no coupling structure of input/output and no via hole. Therefore, system integration is possible due to its excellent performance, and it is expected that dedicated short-range communication (DSRC) system applications used in traffic communication systems will be possible.

• Korean Journal of Heritage: History & Science
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• v.55 no.4
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• pp.242-275
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• 2022

This study tries to reveal the structure of the "Kisun"(senior envoy ship) taken by senior envoys for the 10^th to 12^th visits to Japan from the perspective of professional shipbuilding engineering focusing on the theory of the ship in the travel logs of royal envoys to Japan (Sahaengrok) written by Joseon Tongsinsa that includes 12 visits to Japan for about 200 years from 1607 to 1811. The results of the study showed that the size of Kisun for the 10^th to 12^th envoy visits was 19 Pa (把) and a half in length and 6 Pa (把) and 2 Cheok (尺) in width. The height of the Sampan was found to be 2 Pa (把) and 1 Cheok (尺) based on records in Gyemisusarok and Jeungjeonggyorinji. The structure of Kisun was different for each visit but, it was found that Kisun was mainly composed of a main deck, bow (bow plate, stem plate), stern (stern plate), Sampan, Meonge (support), Garyong (support), Sinbang, Gungji, deck, two masts and sail, Gurejjak (mast support), Panok, stern Panok, Taru, dodger, anchor reel, stairs, rail, rudder, oar, and anchor. In addition, wood and iron nails were used together for connection. It was also found that the sail was made of herbage and cotton. This study found that Kisun, which was operated for the 10^th and 12^th envoy visits, was big in terms of length and height among the Joseon Tongsinsa fleet to show the authority and dignity of Joseon and that it had passages outside on the sides of the vessel and paddles were located between the sides and Panok structure and rails were installed on four sides on the Panok, improving stability and linear beauty. The walls of Panok were decorated with the royal Dancheong pattern and fancy murals. In addition, it was found that they wished for a safe voyage by drawing a demon face on the bow. Therefore, it was revealed that Kisun, which was taken by envoys as recorded in travel logs, was made by the state and equipped with structures and functions that enabled international voyages.

• Clinical and Experimental Pediatrics
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• v.48 no.8
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• pp.886-893
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• 2005

Purpose : Kawasaki disease is the most common cause of systemic vasculitis in children less than 5 years of age. Recent immunohistochemistry findings suggest that many vascular growth factors play a role in the formation of the coronary artery lesions. Active remodeling of the coronary artery lesions in Kawasaki disease continues in the form of intimal proliferation and neoangiogenesis for several years after the onset of the disease. Intravenous immunoglobulin(IVIG) and corticosteroid have been used in the treatment of Kawasaki disease but the exact mechanism is not clear. We have investigated that IVIG and corticosteroid inhibited vascular endothelial growth factor(VEGF)-induced tube formation of endothelial cells in vitro on Matrigel assay. Methods : Human umbilical vein endothelial cells(HUVECs) were cultured and seeded on Matrigel coated 24 well plates in medium with or without the following agents : VEGF, VEGF plus IVIG, VEGF plus VEGF antibody, VEGF plus methylprednisolone, VEGF, IVIG plus methylprednisolone for 18 hours. The total length of tube structures in each photograph was quantified. Results : IVIG significantly inhibited the proliferation of HUVECs. The inhibitory effect of IVIG was also reversible. In the meantime, VEGF induced the differentiation of HUVECs into capillary like structures on Matrigel, which was inhibited by VEGF antibody in a dose-dependent manner. Interestingly, IVIG and methylprednisolone inhibited VEGF-induced tube formation of HUVECs. IVIG was more effective in inhibition than methylprednisolone alone. Conclusion : We revealed that VEGF induced the differentiation of HUVECs and this effect was inhibited by IVIG and methylprednisolone.

• Korean Journal of Fisheries and Aquatic Sciences
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• v.33 no.2
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• pp.129-136
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• 2000

Differentiation and development of the digestive organ of the black sea bream, AcanHepagus schlegeli were studied by means of histological methods. The hatched lawn if TL(total length) $2.0 mm (n=10)$ had a yolk sac of $1,000{\times}590 {\mu}m$ and simple straight digestive tract, which was composed of cuboidal epithelium. In the pre-larval stage of TL $3.5 mm$, digestive tract could be distinguished into esophagus, stomach and intestine, and the exocrine glands were appeared in the pancreas. In this stage mucosal folds, eosinophilic granule cells and brush border were observed in the posterior intestine. Yolky materials were completely absorbed and the brush border was recognized in the free surface of anterior intestine in TL $3.7 mm$. In the stomach mucosal folds began to appear from TL $4.0 mm$. In this time the zymogen granules were recognized in the cytoplasm of pancreatic exocrine cells. In the post-larval stage ranged from $4.5 to 5.0 mm$ in TL, hepatic cords started to develop, and the mucous secretory cells of PAS positivewere observed at esophagus and intestine. In the post-larval stage ranged from $6.3 to 7.0 mm$ in TL, histological layer of esophagus and intestine could be distinguished into serous membrane, muscular layer, submucosal layer and mucosal layer. From over TL $9.0 mm$, stomach could be distinguished into cardiac, fundic and pyloric portion, and the gastric gland began to appear at mucosal fold of fundic stomach. In the juvenile stage ranged from $10.0 to 11.0 mm$ in TL, histological structures of esophagus and intestine were similar to those of adult. From over TL $15.0 mm$, histological structures of stomach were similar to those of adult. Structural and functional digestive organ of black sea bream was present from the juvenile stage ranged from $15.0 to 17.0 mm$ in TL.

• Proceedings of the Korean Society for Rock Mechanics Conference
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• 2000.09a
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• pp.201-210
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• 2000

Rock bridge in rock masses can be considered as one of several types of opening-mode fractures, and also it has been known to have a great influence on the stability of structures in rock mats. In the beginning of researching a rock bridge it used to be studied only in characteristics of its behavior, as considering resistance of material itself. However the distribution pattern of rock bridges, which can affect the stability of rock structures, is currently researched with a fracture mechanical approach in numerical studies. For investigating the effect of rock bridges on the development pattern of hydraulic fractures, the author analyzed numerically the stress state transition in rock bridges and their phenomena with a different pattern of the rock bridge distributons. From the numerical studies, a two-crack configuration could be defined to be representative of the most critical conditions for rock bridges, only when cracks are systematic and same in their length and angle. Moreover, coalescence stresses and onset of propagation stresses could be known to increase with decreasing s/L ratio or increasing d/L ratio. The effect of pre-existing crack on hydraulic fracturing was studied also in numerical models. Different to the simple hydraulic fracturing modeling in which the fractures propagated exactly parallel to the maximum remote stress, the hydraulic fractures with pre-existing cracks dial not propagate parallel to the maximum remote stress direction. These are representative of the tendency to change the hydraulic fractures direction because of the existence of pre-existing crack. Therefore s/L, d/L ratios will be identical as a function effective on hydraulic fractures propagation, that is, the $K_{I}$ vague increase with decreasing s/L ratio or increasing d/L ratio and its magnification from onset to propagation increases with decreasing s/L ratio. The scanline is a commonly used method to estimate the fracture distribution on outcrops. The data obtained from the scanline method can be applied to the evaluation of stress field in rock mass.s.

• Tunnel and Underground Space
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• v.10 no.3
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• pp.447-456
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• 2000

Rock bridge in rock masses can be considered as one of several types of opening-mode fractures, and also it has been known to have a great influence on the stability of structures in rock mass. In the beginning of researching a rock bridge it used to be studied only in characteristics of its behavior, as considering resistance of material itself. However the distribution pattern of rock bridges, which can affect the stability of rock structures, is currently researched with a fracture mechanical approach in numerical studies. For investigating the effect of rock bridges on the development pattern of hydraulic fractures, the author analyzed numerically the stress state transition in rock bridges and their phenomena with a different pattern of the rock bridge distributions. From the numerical studies, a two-crack configuration could be defined to be representative of the most critical conditions for rock bridges, only when cracks are systematic and same in their length and angle. Moreover, coalescence stresses and onset of propagation stresses could be known to increase with decreasing s/L ratio or increasing d/L ratio. The effect of pre-existing crack on hydraulic fracturing was studied also in numerical models. Different to the simple hydraulic fracturing modeling in which the fractures propagated exactly parallel to the maximum remote stress, the hydraulic fractures with pre-existing cracks did not propagate parallel to the maximum remote stress direction. These are representative of the tendency to change the hydraulic fractures direction because of the existence of pre-existing crack. Therefore s/L, d/L ratios will be identical as a function effective on hydraulic fractures propagation, that is, the K$_1$ value increase with decreasing s/L ratio or increasing d/L ratio and its magnification from onset to propagation increases with decreasing s/L ratio. The scanline is a commonly used method to estimate the fracture distribution on outcrops. The data obtained from the scanline method can be applied to the evaluation of stress field in rock mass.

• Clinical and Experimental Pediatrics
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• v.50 no.10
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• pp.970-975
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• 2007

Purpose : Accurate measurement of defect size is important in transcatheter closure of atrial septal defect (ASD). We performed this study to analyze the difference between the measured ASD size and balloon occlusive diameter (BOD) by transthoracic (TTE) or transesophageal echocardiography (TEE). Methods : We investigated 78 patients who underwent transcatheter closure of ASD. The defect size and the distance between the surrounding structures were measured by TTE and TEE. The BOD was measured by TEE during cardiac catheterization. Clinical characteristics and echocardiographic data were compared and analyzed. Results : The difference between BOD and diameter by TTE was $4.8{\pm}3.6mm$ on short axis view, $5.4{\pm}3.2mm$ on long axis view. The difference between BOD and diameter by TEE was $3.6{\pm}2.2mm$ on short axis view, $4.2{\pm}3.1mm$ on long axis view. The difference between BOD and the diameter of defects on TTE, TEE had statistically significant positive correlations with the age of the patients, distance between the, defect and posterior atrial septal wall, the distance between the defect and the mitral valve leaflet, and the diameter of defects and the length of the atrial septum on TTE (P<0.05). Conclusion : BOD of ASD can be estimated by the diameter on TTE and TEE. BOD is expected to measure larger, depending on the size of defects, the distance from surrounding structures and the location of defects on echocardiography. Our data offers important information on details of transcatheter ASD closure which can be helpful in predicting suitability and judging the procedural appropriateness during the procedure.

• Journal of Distribution Science
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• v.10 no.5
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• pp.45-55
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• 2012

In Korea, the parcel delivery service was launched officially in 1992, and the market has grown to 13.2 billion units, or 3.5 trillion won, as of 2011. The service companies accept small packages under 30 kg and deliver them on the next day in most domestic areas. This service plays an important role in business and personal activities. The parcel service companies have themselves designed the tariff for the delivery service based on two criteria: weight and the sum of three side lengths. Further, the tariff is graded in steps of three or four rate structures based on size (small, medium, large, and extra-small). However, the basic freight rate is generally decided according to the cargo's weight or measurement size, and an extra rate is added according to some factors (handling, stowability, liability, and so on). The parcel service tariff adopted by the companies is illogically designed, and this study was carried out to assess the need for redesigning the tariff structure. The cargo volume cannot be logically reflected by three side lengths. For example, two parcels measuring 160 cm based on three side lengths may have different volumes, one measuring 0.152 cbm (53.33 cm × 53.33 cm × 53.34 cm) and the other 0.05 cbm (100 cm × 50 cm × 10 cm). A small package of less than120 cm (sum of three side lengths) may have a volume of as much as 0.064 cbm (40 cm × 40 cm × 40 cm). Sample comparison showed that 17% of medium-size parcels (based on the sum of three side lengths) are small-volume packages, 24% of large-size parcels are small- or medium-volume packages, and 40% of extra-big-size parcels are big- or under-size packages. Therefore, if parcel service companies rate their services for volume cargo based on the three side lengths standard, users may have to pay higher than normal rates, particularly because a large percentage of parcels are volume cargo. According to this study, the average weight per 1 cbm is less than 300 kg. Therefore, users face an increasing risk of paying higher than logical freight charges. Generally, transportation companies are called "public interest enterprises," and parcel service companies operate as postal services. Public interest enterprises must provide the delivery service to all customers without discrimination at a reasonable service level and logical service charges. Therefore, parcels service tariffs must be designed and adopted logically. In this study, freight theories and prior research findings were used to consider the importance of freight rates, and distortion of parcel service rates based on the three side lengths system was verified through regression analysis of a parcel sample and sample comparison. In conclusion, volume sizes based on three side lengths have a higher correlation to the rate level than does the sum of three side lengths. Further, compared to the sum of three side lengths, volume size has a higher correlation to cargo weight, which is the most basic factor determining transportation cost. Therefore, the existing parcel service tariff should be changed to weight- and volume-based rates, and the tariff must be graded in steps of 8 to 10 higher rate structures for a logical freight schedule based on service cost.