• Progress in Medical Physics
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• v.24 no.3
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• pp.176-182
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• 2013

Through this research, we measure the data for several SUVs such as SUVLBM, SUVBW, and SUVBSA using volume of interest in order to enhance the diagnostic level in whole-body image for healthy examinees via F-18 FDG PET/CT. Maximum value, mean value, standard deviation, and threshold value for each SUVs are shown. The measurement of SUVs are carried out with 31 examinees who have taken whole-body examination with F-18 FDG PET/CT from July, 2012 to August, 2012. To secure the preciseness of measurement, we selected 26 healthy examinees as a subject of measurement according to diagnostic view of a nuclear-medical doctor. We see from the measurement of SUVs of PET/CT that the value of SUVBW is hightest and followed by SUVLBM and SUVBSA in turn regardless of the use of contrast media. By comparing the SUVLBM-maximum data for the group used contrast media with those for the group used no contrast media, there found a trend that the measured values increase when the contrast media are used. Among them, liver, aorta, lumbar-5, and Cerebellum exhibit significant difference (p<0.05). We conclude that our data for SUVs would be basic references in overall image interpretation, and hope that the research using VOI would be active.

• Transactions of the Korean Society of Automotive Engineers
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• v.15 no.5
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• pp.72-77
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• 2007

Since 2000, sports utility vehicles(SUVs) occupy about 40% of domestic vehicle sales. As sports utility vehicle sales are increased the probability of crash accident between SUVs and passenger vehicles increases. Generally, SUVs are heavier than passenger vehicles and their drive height and front end stillness are higher than passenger vehicles. Because of these characteristics SUVs cause more severe injury and fatal injury in SUV to passenger vehicle head-on impact. To evaluate SUV's aggessivity to passenger vehicle, we carried out SUV to passenger vehicle head-on crash test. And finally the way how to reduce incompatibility between SUVs and passenger vehicles is suggested.

• The Korean Journal of Nuclear Medicine
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• v.30 no.4
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• pp.560-569
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• 1996

Background and Purpose : Standardized uptake value(SUV) has been used as a quantitative index for differentiating benign and malignant tumors with F-18-FDG PET In this study, we produced whole body parametric images of SUV(WBPIS) by body weight normalization, and validated the values by comparison with SUV's calculated with regional scans. Subjects and Methods : Whole body scans were followed by regional scans sequentially on 23 patients. In whole body study, transmission and emission scans were acquired for 2 minutes and 6 minutes for each bed position, respectively. In regional study, transmission and emission scans were acquired for 20 minutes. Measured and segmented/ smoothed attenuation correction were applied using these 2 min transmission scans in whole body studies. The effects of attenuation correction on SUVs were evaluated quantitatively using F-18 filled cylindrical phantom. The mean and peak SUVs obtained from WBPIS were compared with SUVs of the regional scans. Results : In phantom studies, with any method of attenuation correction using regional or whole body studies of phantom, SUVs were nearly consistent. In whole body scan, SUV obtained using measured attenuation correction method was a little higher than SUV of regional scan. SUV obtained using segmented/smoothed attenuation correction method was a little lower. In patient studies, WBPIS using segmented/smoothed attenuation correction method was much smoother and more readable. SUVs of WBPIS obtained with both methods of attenuation correction were well correlated with SUVs of regional scans(r=0.9). SUVs of WBPIS with measured attenuation correction method were 5% lower than SUVs of regional scans. SUVs of WBPIS with segmented/smoothed attenuation correction method were 10% lower than SUVs of regional scans. The differences of SUVs of WBPIS by the two attenuation correction methods were relatively small compared with the possible differences derived from biological characteristics of tumors. Conclusion : We concluded that WBPIS could be useful in the quantification of tumor as well as in localization of whole body lesions, which were often outside the field of view in regional scan. WBPIS made using segmented/smoothed attenuation correction method could be used in clinical routines and SUVs from attenuation corrected F-18-FDG PET could be used interchangeably with SUVs of regional studies.

• The Journal of the Convergence on Culture Technology
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• v.7 no.1
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• pp.291-299
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• 2021

In 2019, SUV sales surpassed sedans in the domestic sales market with phenomenal domestic sales. The strength of SUVs around the world is expected to continue in the future. South Korea's K-company aggressively launched small SUVs in the SUV market. Its simple lineup is recognized as a brand image, not as a SUV. It is time to evaluate this. Therefore, it influences the purchasing decisions of potential customers and buyers of small SUVs through the evaluation of design images of small SUVs in Korea. Rather than the functional properties of the SUV model, it is purchased by emotional characteristics, brand symbolism, and image. Subconsciousness of the purchasing psychology of the end consumer was used by metaphor extraction techniques. Customers wanted to study the evaluation of small SUV design images that fit their needs. We wanted to see if consumers who intend to purchase or purchase small SUVs in Korea had a connection with the image of design of small SUVs in Korea. The conclusion of the study was extracted through ZMET, a metaphor extraction technique, with the latent consciousness of the primary ambiguous message from the consumer's feeling and representation of the image. Therefore, based on the results of this study, we hope that the images presented in SUVs in the future will be used as a design guide in the development of small SUVs to influence customer thinking and behavior.

• The Korean Journal of Nuclear Medicine Technology
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• v.16 no.2
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• pp.68-80
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• 2012

Purpose : More recently, combined PET/MR scanners have been developed in which the MR data can be used for both anatometabolic image formation and attenuation correction of the PET data. For quantitative PET information, correction of tissue photon attenuation is mandatory. The attenuation map is obtained from the CT scan in the PET/CT. In the case of PET/MR, the attenuation map can be calculated from the MR image. The purpose of this study was to assess the quantitative differences between MR-based and CT-based attenuation corrected PET images. Materials and Methods : Using the uniform cylinder phantom of distilled water which has 199.8 MBq of $^{18}F$-FDG put into the phantom, we studied the effect of MR-based and CT-based attenuation corrected PET images, of the PET-CT using time of flight (TOF) and non-TOF iterative reconstruction. The images were acquired from 60 minutes at 15-minute intervals. Region of interests were drawn over 70% from the center of the image, and the Scanners' analysis software tools calculated both maximum and mean SUV. These data were analyzed by one way-anova test and Bland-Altman analysis. MR images are segmented into three classes(not including bone), and each class is assigned to each region based on the expected average attenuation of each region. For clinical diagnostic purpose, PET/MR and PET/CT images were acquired in 23 patients (Ingenuity TF PET/MR, Gemini TF64). PET/CT scans were performed approximately 33.8 minutes after the beginnig of the PET/MR scans. Region of interests were drawn over 9 regions of interest(lung, liver, spleen, bone), and the Scanners' analysis software tools calculated both maximum and mean SUV. The SUVs from 9 regions of interest in MR-based PET images and in CT-based PET images were compared. These data were analyzed by paired t test and Bland-Altman analysis. Results : In phantom study, MR-based attenuation corrected PET images generally showed slightly lower -0.36~-0.15 SUVs than CT-based attenuation corrected PET images (p<0.05). In clinical study, MR-based attenuation corrected PET images generally showed slightly lower SUVs than CT-based attenuation corrected PET images (excepting left middle lung and transverse Lumbar) (p<0.05). And percent differences were -8.01.79% lower for the PET/MR images than for the PET/CT images. (excepting lung) Based on the Bland-Altman method, the agreement between the two methods was considered good. Conclusion : PET/MR confirms generally lower SUVs than PET/CT. But, there were no difference in the clinical interpretations made by the quantitative comparisons with both type of attenuation map.

• Progress in Medical Physics
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• v.17 no.4
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• pp.246-251
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• 2006

The purpose of this study was to evaluate SUV (standard uptake value) using different reconstruction methods in whole body PET/CT Imaging. PET/CT studies were peformed with and without correction for effect of contrast media. The patients data were acquired using GE DSTe commercial PET/CT system. The liver disease (hepatocellular carcinoma, HCC) and renal disease (renal ceil carcinoma, RCC) patients were selected for this study, The PET/CT data were reconstructed using post CT scan with and without correction for effect of contrast media. We selected ROIs (region of Interest) at the same location and same area for the same patient to compare SUVs in these two methods. For HCC and RCC, the average differences of SUVs were measured as $1.5{\pm}1.2%\;and\;1.0{\pm}0.9%$, respectively. For HCC and RCC, the maximum differences of SUVs were measured as 4.3% and 1.9%, respectively. We observed that SUVs without correction for effect of contrast media were higher than SUVs with correction for effect of contrast media. However the differences of SUVs were very minimal. These results may be limited to HCC and RCC and further studies will be Heeded for other organs or diseases to see any changes in SUV with and without correction for effect of contrast media.

• The Korean Journal of Nuclear Medicine Technology
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• v.15 no.1
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• pp.34-38
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• 2011

Purpose: The SUV is a widely used semi-quantitative index in PET for the estimation of radio-tracer accumulation in VOI. In this study, SUVs from three different PET/CT scanners were assessed, and differences between SUVs were evaluated. Materials and Methods: The PET/CT scanners which were assessed in this study were GEMINI, GEMINI TF 64 (Philips) and Biograph True Point True V 40 (Siemens). The NEMA PET phantom (Data Spectrum Corp., USA) was used to evaluate SUVs. The NEMA PET phantom has6.8 kg weight and three hot inserts. Two different activity distributions for the background and inserts were tested. The activity ratio were 3.7:3.7:7.4:11.1 MBq (1:1:2:3) and 1.85:7.4:9.25:11.1MBq (1:4:5:6) for each of background, insert 1, insert 2 and insert 3. Acquisition time was 2 minutes per bed position and NEMA PET phantom could be covered by two bed positions for all PET/CT scanners. The SUVs from each PET/CT scanner were compared with calculated true value. Results: For both activity ratios, all scanners showed similar results. The differences between each scanner were insignificant. Each scanner showed 91.2%, 85.9% and 87.2% of true SUV for GEMINI, GEMINI TF 64, Biograph True Point TrueV, respectively. Conclusion: For all scanners, SUVs were slightly lower than true value. However, the difference between scanners was insignificant. The SUVs from these scanners would be clinically meaningful if their consistent underestimation is kept in mind.

• Journal of Auto-vehicle Safety Association
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• v.3 no.2
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• pp.11-16
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• 2011

In recent years, rapid-increasing market share of compact cars and SUVs has brought for both consumer and automaker to pay more attention on crash compatibility between the compact passenger vehicles and the light trucks (i.e., Pickups and SUVs). Vehicle compatibility regarding both self and partner protection in frontal crash of different class vehicles is one of hot issues in vehicle safety. Furthermore, it is expected that the amendment of UNECE-Regulation 94 to implement compatibility issues in couple of coming years. In this study, conceptual design of compatibility compliant frontal vehicle structure which subjects to improve? the distribution of frontal crash loading and structural engagement between vehicles is introduced. The effects of proposed vehicle structure on both possible candidates (i.e. FWRB, FWDB and PDB) for a compatibility evaluation test procedure and car-to-car crash are also investigated.

• Transactions of the Korean Society of Automotive Engineers
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• v.17 no.5
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• pp.133-139
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• 2009

When two cars impact each other, it is usually known smaller vehicle's passenger likely to be more seriously injured than bigger one's. Generally it is known that SUVs and Light Truck Vehicles (LTVs) are bigger and heavier than passenger vehicles and their drive height such as bumper rail and side member, and front end stiffness are higher than those of passenger vehicles. Because of these characteristics the occupants of passenger vehicle struck by SUVs or LTVs are more likely to experience severe injury or fatal injury. To evaluate SUV and LTV's aggressivity to passenger vehicle, SUV to passenger vehicle and LTV to passenger vehicle head-on crash test have been carried out. And finally the way how to reduce incompatibility between SUV and LTV and passenger vehicles is suggested.

• Journal of Digital Convergence
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• v.18 no.10
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• pp.239-252
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• 2020

By using text mining, we explore the factors responsible for an increase in SUV preference. We collected 32,679 posts related to SUVs from "Bobaedream," the largest online automobile community in South Korea, and applied the LDA topic model. While previous studies have explained the SUV boom as an individual's risk aversion strategy from crime, the result shows that the topic of 'Safety' appears to be an important factor in the SUV discourse in the context of a car accident and high-speed driving situation. To conclude, the consumption of SUVs in Korean society serves as a mean to prevent anxiety and danger to individuals when driving. We insist that decreasing social trust, caused by an increase in inequality, underlies the perception of risk on the road.