• Clinical Pain
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• 제20권2호
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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^®.

• 한국전산유체공학회지
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• 제4권1호
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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.

• 한국자동차공학회논문집
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• 제6권5호
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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.

• 대한기계학회논문집B
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• 제24권10호
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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.

• 대한기계학회:학술대회논문집
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• 대한기계학회 2002년도 학술대회지
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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.

• 천문학회지
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• 제55권6호
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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.

• 한국전산구조공학회논문집
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• 제21권5호
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• pp.493-504
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• 2008

본 논문은 유한요소법을 이용하여 Edwards MIRA 기계식인공심장판막에 높은 혈압이 작용할 때 발생하는 비선형 탄성 변형률을 계산하였다. 상용 유한요소해석 코드인 MISA의 수치해석기법을 채택하여 Edwards MIRA 기계식인공심장판막에 대하여 판첨의 두께를 조금씩 변화시키면서 구조해석을 수행하여 판첨내에 발생하는 최대응력이 판첨재질(Si-Alloyed PyC)의 항복응력보다 작도록 판첨 표면에 혈압이 작용할 시에 판첨에 발생하는 탄성변형률을 계산하였다. 따라서 높은 혈압 작용 시에 판첨의 재질에 따른 물질비선형변형률 보다는 구조적인 기하학적 형강비선형변형률만이 예상되기 때문에 오직 기하학적 형상비선형성만 가정되었다. 계산된 선형, 비선형 변형률들은 발생한 탄성변형률의 비선형성을 확인하기 위하여 비교검토 되었다 비교검토 결과는 비교적 매우 얇은 판첨에서 혈압이 높게 작용할 때에 높은 탄성변형률이 발생하는 것을 보여주고 있다. 그렇지만 동시에 해석결과는 매우 낮은 혈압이나 매우 두꺼운 두께의 판첨에서는 높은 혈압이 작용하더라도 매우 작은 탄성변형률이 발생함을 보여주고 있다. 따라서 기계식인공심장판막의 구조설계 시 비선형 구조해석은 꼭 필요함을 알 수 있다.

• Journal of Chest Surgery
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• 제38권7호
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• pp.496-500
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• 2005

심장판막질환의 외과적 교정에 사용되는 수종의 기계판막들은 각기의 장점들을 주장하고 있으나, 중장기의 임상적 결과에는 유의한 차이를 보이지 않는다. 기계적 기능의 차이를 단순 비교하기는 어려우나 수술 후에 시행한 초음파심음향도로 측정한 판막간 압력차와 유효개구면적을 비교하여 다양한 기계판막들간의 기능을 비교하고자 한다. 대상 뜻 방법: 1995년부터 2003년 사이에 아주대학교병원 흥부외과에서 기계판막으로 치환술을 받았던 345명의 환자들에 사용되었던 396개의 기계판막을 대상으로 후향적 분석을 하였다. 사용되었던 판막으로는 Sorin Bicarbon, SJM, ATS, On-X, 그리고 Edward MRA로 5종류였다. 판막의 위치는 승모판막이 232개, 대동맥판막이 162, 그리고 삼첨판막이 2개였으며, 이중 다중판막치환술이 51예에서 있었다. 수술 후 14일이 지난 후에 시행한 초음파심음향도에서 유효개구면적, 수축기 평균압력차, 그리고 이완기 평균압력차를 지표로 통계학적인 비교분석을 하였다. 결과: 345명의 대상환자중 남자가 178명, 여자가 167이었고, 평균연령은 남자/여자가 $50.6\pm13.9/52.6\pm14.6$세였다. 승모판막의 경우 27mm에서는 MDPG/EOA가 Sorin; $4.2\pm1.5 mmHg/3.0\pm0.9cm^2,\;SJM;\;2.3\pm1.2/3.5\pm0.6$였으며, 31m에서는 Sorin, SJM, ATS, Mmh가 $3.9\pm1.9/2.9\pm0.6,\;3.5\pm1.2/3.0\pm0.6,\;3.4\pm0.8/2.8\p,0.2,\;3.7\pm1.5/2.7\pm0.7$ 였으며, 31mmdptjsms Sorin, SJM, ATS, MIRA가 $3.9\pm1.9/2.9\pm0.6,\;3.5\pm1.2/3.0\pm0.6,\;3.4\pm0.8/2.8\pm0.2,\;3.7\pm1.5/2.7\pm0.7$였으며, 33 m에서는 Sorin, SJM, MIRA가 $4.4\pm0.9/2.5\pm0.4,\;3.4\pm1.5/3.3\pm0.5,\;4.7\pm2.4\3.0\pm0.3$이었다. 대동맥판막의 경우 19mm에서 MSPG/EOA가 Sorin, SJM, ATS, On-X, MIRA가 $18.0 mmHg/1.2cm^2,\;25.6\pm8.7/1.1\pm0.3,\;25.9\pm12.6/1.2\pm0.3,\;23.0/1.3,\;27.9\pm7.1/1.2\pm0.1$였으며, 21mm에서는 SJM, ATS, On-X, MIRA가 $18.3\pm6.7/1.5\pm0.5,\;13.7\pm2.1/1.7\pm0.3,\;17.0/1.4,\;17.1\pm5.5/1.8\pm0.5$였으며, 23 m에서는 Sorin, SJM, ATS On-X, MIRA가 $14.0\pm4.6/1.7\pm0.6,\;12.8\pm3.2/2.0\pm0.2,\;16.8\pm12.2/2.1\pm0.9,\;14.0/1.5,\;15.0\pm5.5/1,8\pm0.5$이었다 25mm에서는 SJM과 MIRA가 $14.0\pm5.1/1.8\pm1.0,\;11.0/2.3$이었다. 통계학적인 분석을 한 결과 같은 위치에 같은 크기의 판막들간에는 통계적으로 유의한 차이가 없었다. 판막재치환을 한 경우는 용혈로 인한 재치환이 ATS에서 1예, 판엽고정에 의한 재치환이 SJM에서 1예 있었다. 결론: 최근 국내에서 흔히 사용되고 있는 5종의 기계판막을 수술 후에 초음파심음향도로 추적조사한 결과 동일한 판막크기에서 각 판막간의 기능적 차이는 없는 것으로 조사되었다.

• 천문학논총
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• 제30권2호
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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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• 제어로봇시스템학회 2005년도 ICCAS
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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.