• Clinical Pain
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• v.20 no.2
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• pp.135-140
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• 2021

MiraDry^®, a microwave thermolysis device, is comparably new non-surgical agent in the field of eradication of sweat glands for treating axillary hyperhidrosis and osmidrosis. So far, altered sensation, swelling, and compensatory sweating are widely known as adverse effects of MiraDry^®. Of the few reported MiraDry^®-induced neuropathy cases, median and ulnar neuropathies are common. Although, one case has described radial nerve and posterior cord damage with maximized stimulation intensity, musculocutaneous nerve damage induced by MiraDry^® has not been reported. Here, we report a case of a 30-year-old woman experiencing left hand weakness after receiving MiraDry^® at a local dermatology clinic. Left brachial plexopathy, mainly involving the median nerve and the musculocutaneous nerve with partial axonotmesis, was confirmed by electrodiagnostic studies. Ultrasound evaluation showed corresponding results. This is the first case report of the musculocutaneous neuropathy by MiraDry^®.

• Journal of computational fluids engineering
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• v.4 no.1
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• pp.34-40
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• 1999

Drag reduction on vehicles are the main concern for the body shape designers in order to lower the fuel consumption rate and to aid the driving stability. The drag of bluff bodies like transportation vehicles is mostly pressure drag due to the flow separation, which can be minimized by controlling the location and size of the separation bubble. In the present study, the TURBO-3D code is incorporated with optimal algorithm based on analytical approximation method to obtain an optimal afterbody shape of the MIRA Model corresponding to the lowest drag coefficient. For this purpose three mutually independent afterbody angles are chosen as design variables, while the drag coefficient is chosen as an objective function. It is demonstrated in the present study that an optimal body shape having the lowest drag coefficient which is about 6% lower than that of the original shape has been successfully obtained within number of iterations of tile optimal design loop.

• Transactions of the Korean Society of Automotive Engineers
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• v.6 no.5
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• pp.86-96
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• 1998

A numerical study has been carried out of three-dimensional turbulent flows around a MIRA reference vehicle model both with and without wheels in computation. Two convective difference schemes with two k-$\varepsilon$ turbulence models are evaluated for the performance such as drag coefficient, velocity and pressure fields. Pressure coefficients along the surfaces of the model are compared with experimental data. The drag coefficient, the velocity and pressure fields are found to change considerably with the adopted finite difference schemes. Drag forces computed in the various regions of the model indicate that design change decisions should not rely just on the total drag and that local flow structures are important. The results also indicate that the RNG model with the QUICK scheme predicts fairly well the tendency of velocity and pressure fields and gives more reliable drag coefficient rather than the other cases.

• Transactions of the Korean Society of Mechanical Engineers B
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• v.24 no.10
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• pp.1309-1316
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• 2000

A surface flow visualization of a MIRA notchback reference car was conducted using a 1/4 -scale model in the POSTECH wind tunnel. The flow separation and reattachment phenomen a around A-pillar, C-pillar, backlight, and trunk were discussed with the help of the distributions of singular points such as nodes, saddles, and spiral foci. The locations of the singular points on the trunk and the backlight from experimental results are compared with those of CFD results using the turbulence modeling of RNG k -${\varepsilon}$ and RSM.

• Proceedings of the KSME Conference
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• 2002.08a
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• pp.565-568
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• 2002

In the flow analysis around a bluffbody such as road vehicles, drag reduction has been of the primary concern mainly due to the effect on fuel economy. To reduce the drag, which is mostly due to the pressure difference caused by the flow separation, the location of the separation and eddy sizes are controlled. However, less attention has been given to the effect of the lift. The effect of lift may cause the driving stability problem of the vehicle at high speed white heavy downward effect of lift together with the vehicle weight may require more power to drive the vehicle forward. It is considered worthwhile to pursue the optimal design of the low drag tail shape of the MIRA model while taking the lift effect into account, even though it is considered as a reference. To this end, a commercial multi-objective optimization code, FRONTIER, Is used together with the CFD code, STAR-CD. It is hoped that the results will provide more insight into the flow field around the bluffbody as transportation means.

• Journal of The Korean Astronomical Society
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• v.55 no.6
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• pp.195-205
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• 2022

We investigate infrared properties of OGLE4 Mira variables in our Galaxy. For each object, we cross-identify the AllWISE, 2MASS, Gaia, and IRAS counterparts. We present various IR two-color diagrams (2CDs) and period-magnitude and period-color relations for the Mira variables. Generally, the Mira variables with longer periods are brighter in the IR fluxes and redder in the IR colors. In this work, we also revise and update the previous catalog of AGB stars in our Galaxy using the new sample of OGLE4 Mira variables. Now, we present a new catalog of 74,093 (64,609 O-rich and 9,484 C-rich) AGB stars in our Galaxy. A group of 23,314 (19,196 O-rich and 4,118 C-rich) AGB stars are identified based on the IRAS PSC and another group of 50,779 (45,413 O-rich and 5,366 C-rich) AGB stars are identified based on the AllWISE source catalog. For all of the AGB stars, we cross-identify the IRAS, AKARI, MSX, AllWISE, 2MASS, OGLE4, Gaia, and AAVSO counterparts and present various infrared 2CDs. Comparing the observations with the theory, we find that basic theoretical dust shell models can account for the IR observations fairly well for most of the AGB stars.

• Journal of the Computational Structural Engineering Institute of Korea
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• v.21 no.5
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• pp.493-504
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• 2008

This paper presents a computation of nonlinear elastic strains that may occur in the leaflet of the Edwards MIRA mechanical heart valve by the applied high blood pressure using the finite element analysis methodology. By adopting numerical analysis techniques of the commercial finite element analysis code, NISA, structural analyses of the Edwards MIRA mechanical heart valve are performed for the slight variation of leaflet thickness to get the elastic strains occurring in the leaflet while the high blood fluid pressures are applied to the leaflet surface in order that the maximum stress occurring in the leaflet may be less than the yield stress of the leaflet material(Si-Alloyed PyC). And so, only the geometric non-linearity is assumed because large geometric nonlinear elastic strains are expected rather than material nonlinear strains due to the applied high blood pressure. Computed linear and nonlinear elastic strains are compared to make sure the non-linearity of the computed elastic strain. The comparison result shows that large elastic strains occur clearly in the very thin leaflets as high blood pressures are applied. However, only the linear elastic strains occur for low blood pressures, and also for thick leaflets even for the high blood pressures. Hence the nonlinear structural analysis is very required in the structural design of a mechanical heart valve.

• Journal of Chest Surgery
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• v.38 no.7 s.252
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• pp.496-500
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• 2005

There was no difference between the bileaflet mechanical valves on the midterm and longterm clinical outcome. We reviewed the hemodynamic comparison between recently available mechanical valves by Doppler Echocardiography. Material and Method: We retrospectively reviewed 396 postoperative hemodynamic datas (EOA, MDPG, and MSPG) by doppler echocardiography in 345 patients. Mechanical valves from 5 venders (Sorin Bicarbon, SJM, ATS, On-X, and Edward MIRA) were compared. There were 232 valves in mitral position, 162 in aortic, and 2 in tricuspid. Result: There were 178 men (mean age; $50.6\pm13.9$ years old) and 167 women $(52.6\pm,4.6)$. MDPG/EOA of 27 mm in mitral position was Sorin; $4.2\pm1.5 mmHg/3.0\pm0.9cm^2,\;SJM;\;2.3\pm1.2/3.5\pm0.6$. In 29mm, Sorin, SJM, ATS, On-X, MIRA revealed $3.4\pm1.2/3.1\pm0.6,\;3.3\pm1.1/2.7\pm0.4,\;3.8\pm0.8/3.2\pm0.6,\;4.0\pm3.0/3.1\pm0.9,\;2.9\pm0.9/3.0\pm0.8$ In 31mm, Sorin, SJM, ATS, MIRA revealed $3.9\pm1.9/2.9\pm0.6,\;3.5\pm1.2/3.0\pm0.6,\;3.4\pm0.8/2.8\pm0.2,\;3.7\pm1.5/2.7\pm0.7$. In 33mm, Sorin, SJM, MIRA revealed $4.4\pm0.9/2.5\pm0.4,\;3.4\pm1.5/3.3\pm0.5,\;4.7\pm2.4\3.0\pm0.3$. MSPG/EOA of 19mm aortic position was Sorin, SJM, ATS, On-X, MIRA $18.0 mmHg/1.2cm^2,\;25.6\pm8.7/1.1\pm0.3,\;25.9\pm12.6/1.2\pm0.3,\;23.0/1.3,\;27.9\pm7.1/1.2\pm0.1$ in that order. In 21mm, SJM, ATS, On-X, MIRA revealed $18.3\pm6.7/1.5\pm0.5,\;13.7\pm2.1/1.7\pm0.3,\;17.0/1.4,\;17.1\pm5.5/1.8\pm0.5$. In 23mm Sorin, SJM, ATS, On-X, MIRA revealed $14.0\pm4.6/1.7\pm0.6,\;12.8\pm3.2/2.0\pm0.2,\;16.8\pm12.2/2.1\pm0.9,\;14.0/1.5,\;15.0\pm5.5/1,8\pm0.5$. In 25mm, SJM and MIRA revealed $14.0\pm5.1/1.8\pm1.0,\;11.0/2.3$. There was no statistically significant difference in these values between the venders given the same position and size. 2 redo valve replacements were performed, 1 due to severe hemolysis in ATS and 1 due to leaflet immobilization in SJM. Conclusion: Postoperative hemodynamic comparison by doppler echocardiography shows no statistically significant difference between recently available mechanical valves in this country.

• Publications of The Korean Astronomical Society
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• v.30 no.2
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• pp.189-191
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• 2015

The calibration of the period luminosity relation (PLR) for Galactic Mira variables is one of the principle aims of the VERA project. We observe $H_2O$ maser emission at 22 GHz associated with Mira variables in order to determine their distances based on annual parallaxes. We conduct multi-epoch VLBI observations over 1-2 years with a typical interval of one month using VERA in order to obtain annual parallaxes with an accuracy of better than than 10%. Recently, the annnual parallax of T Lep was determined to be $3.06{\pm}0.04$ mas corresponding to a distance of $327{\pm}4pc$ (Nakagawa et al., 2014). The circumstellar distribution and kinematics of $H_2O$ masers was also revealed. With accurate distances to the sources, calibrations of K-band absolute magnitudes ($M_K$) can be improved compared to conventional studies. By compiling Mira variables whose distances were determined with astrometric VLBI, we obtained a PLR of $M_K=3.51logP+1.37{\pm}0.07$.

• 제어로봇시스템학회:학술대회논문집
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• 2005.06a
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• pp.1846-1850
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• 2005

This paper presents a constrained-based routing (CBR) algorithm called, Dynamic Possible Path per Link (D-PPL) routing algorithm, for MultiProtocol Label Switching (MPLS) networks. In MPLS on-line routing, future traffics are unknown and network resource is limited. Therefore many routing algorithms such as Minimum Hop Algorithm (MHA), Widest Shortest Path (WSP), Dynamic Link Weight (DLW), Minimum Interference Routing Algorithm (MIRA), Profiled-Based Routing (PBR), Possible Path per Link (PPL) and Residual bandwidth integrated - Possible Path per Link (R-PPL) are proposed in order to improve network throughput and reduce rejection probability. MIRA is the first algorithm that introduces interference level avoidance between source-destination node pairs by integrating topology information or address of source-destination node pairs into the routing calculation. From its results, MIRA improves lower rejection probability performance. Nevertheless, MIRA suffer from its high routing complexity which could be considered as NP-Complete problem. In PBR, complexity of on-line routing is reduced comparing to those of MIRA, because link weights are off-line calculated by statistical profile of history traffics. However, because of dynamic of traffic nature, PBR maybe unsuitable for MPLS on-line routing. Also, both PPL and R-PPL routing algorithm we formerly proposed, are algorithms that achieve reduction of interference level among source-destination node pairs, rejection probability and routing complexity. Again, those previously proposed algorithms do not take into account the dynamic nature of traffic load. In fact, future traffics are unknown, but, amount of previous traffic over link can be measured. Therefore, this is the motivation of our proposed algorithm, the D-PPL. The D-PPL algorithm is improved based on the R-PPL routing algorithm by integrating traffic-per-link parameters. The parameters are periodically updated and are dynamically changed depended on current incoming traffic. The D-PPL tries to reserve residual bandwidth to service future request by avoid routing through those high traffic-per-link parameters. We have developed extensive MATLAB simulator to evaluate performance of the D-PPL. From simulation results, the D-PPL improves performance of MPLS on-line routing in terms of rejection probability and total throughput.