• Proceedings of the Korean Society for Noise and Vibration Engineering Conference
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• 2012.04a
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• pp.505-506
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• 2012

• Proceedings of the Korean Society of Precision Engineering Conference
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• 2010.11a
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• pp.1047-1048
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• 2010

• Transportation Technology and Policy
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• v.13 no.6
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• pp.60-68
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• 2016

• Transportation Technology and Policy
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• v.13 no.6
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• pp.69-76
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• 2016

• Archives of Plastic Surgery
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• v.34 no.5
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• pp.569-573
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• 2007

Purpose: The selection of the recipient vessels in breast reconstruction has a great influence on the surgical result and the shape of the reconstructed breast. We would like to introduce the criteria for the selection of recipient vessels in delayed reconstruction of the breast. Methods: We studied 56 patients with delayed breast reconstruction using free TRAM flaps from April 1994 to December 2006. The thoracodorsal and the ipsilateral internal mammary vessels were used as recipients in 25 patients each, the opposite internal mammary vessels in 3 patients, the thoracoacromial vessels in 2 patients, and the transverse cervical artery with the cephalic vein in 1 patient. The survival rate of the flaps, the vessel diameter, the length of the pedicles, and the convenience of vessel dissection were studied. Results: The diameter of the recipient vessel did not influence the anastomosis. The operation time, the survival rate of flap, the postoperative complications showed no significant difference according to the recipient vessel. Dissection of the thoracodorsal vessels was tedious due to scar formation from the prior operation. Dissection of the internal mammary vessels proved to be relatively easy, and the required length of the pedicle was shorter than any other site, but the need for removal of rib cartilage makes this procedure inconvenient. Conclusion: The first choice of the recipient vessel in immediate breast reconstruction is the thoracodorsal vessels, but in cases of delayed reconstruction the internal mammary vessels are favored as the first choice, because the thoracodorsal vessels have a high unusability rate. If the ipsilateral internal mammary vessels prove to be useless, the contralateral vessels can be used. The thoracoacromial vessels are useful, when the mastectomy scar is located in the upper portion. The transverse cervical artery and the cephalic vein can serve as the last resort, if all other vessels are unreliable.

• Proceedings of the KSR Conference
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• 2011.10a
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• pp.181-187
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• 2011

Since 2003, state transportation study core technology development is being promoted as part of the bimodal trams operating in accordance with the development of refractive vehicle as research infrastructure for building high-tech road transport system has been the research and development. Bimodal trams of refraction as the vehicle for him to introduce domestic first ever operation management system also developed in Korea according to case-based technology system, but most of the country, and, in this study, mainly those based on technology integration building management system and the bimodal trams of refraction of a vehicle operated was to highlight the features and benefits. Bimodal tram station itself is the way the exclusive properties and to operate the route with large transport capacity has the characteristics of the railway, but the only routes such as railroad lines is not of closed roads under certain circumstances, the flexibility to use has to be integrated operations management system of bimodal trams characteristics of the railroads and public transportation by combining the characteristics of a flexible, convenient and secure services to users with the aim of providing research and will denote the system developed. In this study, bimodal integration system required for the operation of the tram station around the wired and wireless network management center, applying the organic integration into one system so that you have to be centrally managed. In addition, the existing traffic management system operates as a unidirectional rather than monitoring all system-wide management via the interactive network through real-time requests and responses were configured to allow management and control. These findings of the existing traffic operation management system that you can jump step can be based on future unmanned vehicles and related systems through control of the operation management system will be offered as a basis.

• Archives of Reconstructive Microsurgery
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• v.10 no.1
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• pp.28-33
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• 2001

The numbers of breast cancer are increasing in Korea and the needs for breast reconstruction are also parallel with cancer frequency. The purpose of the study is to define the different state and condition between the delayed reconstruction and the immediate reconstruction of breasts and to suggest how to get more satisfactory outcome. The study included 22 patients who underwent delayed breast reconstruction using transverse rectus abdominis myocutaneous(TRAM) free flap from December, 1990 to January, 2001. Their ages ranged from 28 years to 58 years. We have used internal mammary artery and vein as a recipient vessel in 13 patients because of fibrosis and severe scarring in the axillary region and thoracodorsal artery and vein in 9 patients. When we used internal mammary artery with recipient vessel, we would use contralateral deep inferior epigastric artery with donor vessel. We obtained satisfactory result without any flap loss, and most patients satisfied with shape and volume of reconstructed breast. We found that delayed breast reconstruction have some differences compared with immediate breast reconstruction. First, we remove fibrotic and scar tissue as much as possible to achieve satisfactory shape of breast. Second, we plan preoperative design in standing position to obtain symmetrical recreation of inframammary fold. Third, we use internal mammary vessel in many cases with recipient vessel for microvascular anastomosis. Fourth, patients with delayed breast reconstruction feel more satisfaction than patients with immediate breast reconstruction do. Finally, economic burden is much higher in the delayed case than in the immediate case because of no coverage with insurance.

• Archives of Plastic Surgery
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• v.32 no.4
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• pp.408-415
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• 2005

Following a transverse rectus abdominis musculocutaneous(TRAM) flap breast reconstruction, denervated state of the flap causes the flap skin prone to thermal injury, calling for special attention. During the last 5 years, 69 breast reconstruction with 72 free TRAM flaps, were performed. Four out of thesse 69 patients sustained burn injury. Heat sources were a warm bag(n=2), heating pad(n=1) and warming light (n=1). The thermal injuries occured from 2 days to 3 months following the reconstruction. Three patients healed with conservative treatment, but one patient required debridement and skin graft. Initially 3 out of 4 patients with the burn had shown superficial 2nd degree burn with small blebs or bullae. However all 4 patients healed with scars. Mechanism of burn injuries of the denervated flap are known to be resulting from; 1) loss of behavioral protection due to denervation of flap with flap elevation and transfer, 2) loss of autonomic thermoregulatory control with heat dissipation on skin flap vasculature contributing to susceptibility of burn injury. 3) changes of immunologic and normal inflammatory response increasing thromboxane, and a fall in substance P & NGF (nerve growth factor). Including the abdominal flap donor site, sensory recovery of the reconstructed breast varies individually from 6 month even to 5 years postoperatively. During this period, wound healing is delayed, resulting in easier scarring compared to that observed in the sensate skin. Patients should be carefully informed and warned of possible burn injuries and taught to avoid exposure to heat source at least until 3 years postoperatively.

• Archives of Plastic Surgery
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• v.33 no.5
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• pp.570-576
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• 2006

Purpose: Skin-sparing mastectomy(SSM) with immediate breast reconstruction is becoming a proved option for early-stage breast cancer patients. Recently, skin-sparing mastectomy with preserving the nipple-areolar complex is becoming popular procedure. Methods: During a 13-month period, from April 2004 to January 2005, 101 cases of immediate breast reconstructions with pedicled TRAM flap were performed after 40 cases of nipple-areolar sparing mastectomies, 57 cases of skin-sparing mastectomies and 4 cases of modified radical mastectomies. Results: During the 11 months follow up period, necrosis of mastectomy skin flap occurred in 17.5%(n=10) after skin-sparing mastectomy and necrosis of mastectomy skin flap and nipple-areolar necrosis occurred in 30%(n=12) after nipple-areolar sparing mastectomy. These complications were healed after simple dressing without any surgical procedure. Conclusion: Nipple-areolar sparing mastectomy and immediate breast reconstruction with TRAM flap is good option for early breast cancer patients and some modifications are needed to reduce skin necrosis.

• Structural Engineering and Mechanics
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• v.75 no.4
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• pp.435-444
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• 2020

Ultrasonic guided wave testing is a very promising non-destructive testing method for rails, which is of great significance for ensuring the safe operation of railways. On the basis of the semi-analytical finite element (SAFE) method, a analytical model of 59R2 grooved rail was proposed, which is commonly used in the ballastless track of modern tram. The dispersion curves of ultrasonic guided waves in free rail and supported rail were obtained. Sensitivity analysis was then undertaken to evaluate the effect of rail elastic modulus on the phase velocity and group velocity dispersion curves of ultrasonic guided waves. The optimal guided wave mode, optimal excitation point and excitation direction suitable for detecting rail integrity were identified by analyzing the frequency, number of modes, and mode shapes. A sinusoidal signal modulated by a Hanning window with a center frequency of 25 kHz was used as the excitation source, and the propagation characteristics of high-frequency ultrasonic guided waves in the rail were obtained. The results show that the rail pad has a relatively little influence on the dispersion curves of ultrasonic guided waves in the high frequency band, and has a relatively large influence on the dispersion curves of ultrasonic guided waves in the low frequency band below 4 kHz. The rail elastic modulus has significant influence on the phase velocity in the high frequency band, while the group velocity is greatly affected by the rail elastic modulus in the low frequency band.