• Journal of Korean Society of Transportation
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• v.23 no.7 s.85
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• pp.159-163
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• 2005

The propriety between suppliers and demanders in geometric design is very important. Although the final purpose of constructing roads is to concern about the driver s comfort, unfortunately, it has not been considered so far. We've considered the regularity and quickness in considering driver's comfort but there should be considered the safety for the accident as well. If drivers are appeared to be more speeding than designer's intention, there will be needed some supplements to increase the safety rate for the roads. Even if both an upward and downward section are supposed to exist at the same time for solid geometry of the roads like this, it is true that the recent design for the 3-D solid geometry section has been done as flat 2-D and the minimum plane curve radius and the maximum cant have been decided just by calculating without considering operating speed between an upward and downward section at the same point. In this investigation, thus, I'd like to calculate the safety of the cant by considering the speed features of the solid geometry for the first lane of four lane rural roads. To begin with, we investigated the driving speed of the car, which is not been influenced by a preceding car to analyze the influence of the geometrical structure by using Nc-97. Secondly, we statistically analyzed the driving features of the solid geometry after comparing the 6 sections, that is, measuring the driving speed feature at 12 points and combining the influence of the vertical geometry and plane geometry to the driving speed of the plane curve which was researched before. Finally, we estimated the value of cant which considers the driving speed not by using it which has applied uniformly without considering it properly, though there were some differences between a designed speed and driving speed through the result of the basic statistical analysis but by introducing the new safety rate rule, a notion of ${\alpha}$. As a result of the research, we could see the driving features of the car and suggest the safety rate which considers these. For considering the maximum cant, if we apply the safety rate, the result of this experiment, which considers 3-D solid geometry, there'll be the improvement of the driver's safety for designing roads. In addition, after collecting and analyzing the data for the road sections which have various geometrical structures by expanding this experiment it is considered that there should be developed the models which considers 3-D solid geometry.

• The Journal of Korean Society for Radiation Therapy
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• v.21 no.2
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• pp.89-95
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• 2009

Purpose: The purpose is to evaluate efficiency of the CT simulator QA phantom manufactured for daily QA. Materials and Methods: We made holes ($1{\times}100{\times}1\;mm$) to verify accuracy between image and real measurement in polystyrene phantom and made 1 mm holes to verify table movement accuracy at superior and inferior 100 mm to the center of the phantom and inserted radiopacity material. To evaluate laser alignment, we made cross mark on the right and left side at phantom and to evaluate CT number accuracy we made 3 cylindrical holes and inserted equivalence material of bone, water, air in them. After CT scanning the phantom, We evaluated accuracy between image and real measurement, accuracy of table movement, laser, and CT number using exposed image. Results: It was measured that the accuracy between image and real measurement was ${\pm}0.3\;mm$, table movement accuracy was ${\pm}0.3\;mm$, laser accuracy was ${\pm}0.5\;mm$ from 7th January to 7th March in 2008 as within the reference point ${\pm}1\;mm$. In the CT number accuracy of bone was ${\pm}10\;HU$, air was ${\pm}5\;HU$, water was ${\pm}5\;HU$ as within the reference point is ${\pm}10\;HU$. Conclusion: We was able to perform CT simulator QA and laser equipment QA more conveniently and fast using manufactured phantom at the same time. We will be able to make more accurate treatment plan that added to QA procedures using images at previous daily QA.

• Journal of the korean academy of Pediatric Dentistry
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• v.34 no.1
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• pp.140-149
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• 2007

Cleft lip and palate are congenital craniofacial malformation. Reconstruction of dental arch in patient with alveolo-palatal clefts is very important, because they have many problems in functions and esthetics. Malnutrition, poor oral hygiene, respiratory infections, speech malfunctions, maxillofacial deformity, and psychological problems may be occured without proper treatment during the long period of management of the cleft lip and palate. So the treatment should be managed with a multidisciplinary approach. Bone grafting is a consequential step in the dental rehabilitation of the cleft lip and palate patient A complete alveolar arch should be achieyed of the teeth to erupt in and to form a stable dentition. And the presence of the cleft complicate the orthodontic treatment. Therefore bone grafting in patients with cleft lip and palate is a widely adopted surgical procedure. Grafted bone stabilizes the alveolar process and allows the canine or incisor to move into the graft site. After the bone grafting, orthodontic closure of the maxillary arch has become a common practice for achieving dental reconstruction without any prosthodontic treatment. Various grafting materials have been used in alveolar clefts. Iliac bone is most widely fovoured, but tibia, rib, cranial bone, mandible have also been used. And according to its time of occurrence, the bone graft may be divided into primary, early secondary, secondary, late secondary. Bone grafting is called secondary when performed later, at the end of the mixed dentition. It is the most accepted procedure and has become part of treatment of protocol A secondary bone graft is performed preferably before the eruption of the permanent canine in order to provide adequate periodontal support for the eruption and preservation of the teeth adjacent to the cleft. In this report, we report here on a patient with unilateral cleft lip and palate, who underwent iliac bone graft. The cleft was fully obliterated by grafted bone in the region of the alveolar process. The presence of bone permitted physiologic tooth movement and the orthodontic movement of adjacent tooth into the former cleft area. Satisfactory arch alignment could be achieved in by subsequent orthodontic treatment.

• Proceedings of the Korean Society of Propulsion Engineers Conference
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• 2011.04a
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• pp.1-2
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• 2011

Hybrid rockets have lately attracted attention as a strong candidate of small, low cost, safe and reliable launch vehicles. A significant topic is that the first commercially sponsored space ship, SpaceShipOne vehicle chose a hybrid rocket. The main factors for the choice were safety of operation, system cost, quick turnaround, and thrust termination. In Japan, five universities including Hokkaido University and three private companies organized "Hybrid Rocket Research Group" from 1998 to 2002. Their main purpose was to downsize the cost and scale of rocket experiments. In 2002, UNISEC (University Space Engineering Consortium) and HASTIC (Hokkaido Aerospace Science and Technology Incubation Center) took over the educational and R&D rocket activities respectively and the research group dissolved. In 2008, JAXA/ISAS and eleven universities formed "Hybrid Rocket Research Working Group" as a subcommittee of the Steering Committee for Space Engineering in ISAS. Their goal is to demonstrate technical feasibility of lowcost and high frequency launches of nano/micro satellites into sun-synchronous orbits. Hybrid rockets use a combination of solid and liquid propellants. Usually the fuel is in a solid phase. A serious problem of hybrid rockets is the low regression rate of the solid fuel. In single port hybrids the low regression rate below 1 mm/s causes large L/D exceeding a hundred and small fuel loading ratio falling below 0.3. Multi-port hybrids are a typical solution to solve this problem. However, this solution is not the mainstream in Japan. Another approach is to use high regression rate fuels. For example, a fuel regression rate of 4 mm/s decreases L/D to around 10 and increases the loading ratio to around 0.75. Liquefying fuels such as paraffins are strong candidates for high regression fuels and subject of active research in Japan too. Nakagawa et al. in Tokai University employed EVA (Ethylene Vinyl Acetate) to modify viscosity of paraffin based fuels and investigated the effect of viscosity on regression rates. Wada et al. in Akita University employed LTP (Low melting ThermoPlastic) as another candidate of liquefying fuels and demonstrated high regression rates comparable to paraffin fuels. Hori et al. in JAXA/ISAS employed glycidylazide-poly(ethylene glycol) (GAP-PEG) copolymers as high regression rate fuels and modified the combustion characteristics by changing the PEG mixing ratio. Regression rate improvement by changing internal ballistics is another stream of research. The author proposed a new fuel configuration named "CAMUI" in 1998. CAMUI comes from an abbreviation of "cascaded multistage impinging-jet" meaning the distinctive flow field. A CAMUI type fuel grain consists of several cylindrical fuel blocks with two ports in axial direction. The port alignment shifts 90 degrees with each other to make jets out of ports impinge on the upstream end face of the downstream fuel block, resulting in intense heat transfer to the fuel. Yuasa et al. in Tokyo Metropolitan University employed swirling injection method and improved regression rates more than three times higher. However, regression rate distribution along the axis is not uniform due to the decay of the swirl strength. Aso et al. in Kyushu University employed multi-swirl injection to solve this problem. Combinations of swirling injection and paraffin based fuel have been tried and some results show very high regression rates exceeding ten times of conventional one. High fuel regression rates by new fuel, new internal ballistics, or combination of them require faster fuel-oxidizer mixing to maintain combustion efficiency. Nakagawa et al. succeeded to improve combustion efficiency of a paraffin-based fuel from 77% to 96% by a baffle plate. Another effective approach some researchers are trying is to use an aft-chamber to increase residence time. Better understanding of the new flow fields is necessary to reveal basic mechanisms of regression enhancement. Yuasa et al. visualized the combustion field in a swirling injection type motor. Nakagawa et al. observed boundary layer combustion of wax-based fuels. To understand detailed flow structures in swirling flow type hybrids, Sawada et al. (Tohoku Univ.), Teramoto et al. (Univ. of Tokyo), Shimada et al. (ISAS), and Tsuboi et al. (Kyushu Inst. Tech.) are trying to simulate the flow field numerically. Main challenges are turbulent reaction, stiffness due to low Mach number flow, fuel regression model, and other non-steady phenomena. Oshima et al. in Hokkaido University simulated CAMUI type flow fields and discussed correspondence relation between regression distribution of a burning surface and the vortex structure over the surface.

• Journal of Naturopathy
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• v.9 no.1
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• pp.22-26
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• 2020

Purposes: The purposes of this study were to investigate the relationship between the standing position of the subject and the normal standing position(NSP) and the straight standing position(SSP) and to investigate the possibility of different body shape test results depending on the status of the image inspection apparatus. Methods: The images of the NSP and SSP were compared with each other by body line BLS system. Results: At the time of examination, the position of the camera was captured at a position 2.3 m vertically from the posterior position 45 cm behind the subject. This is a privacy protection method for covering the breast of the subject. Results: The physiological characteristics of the anatomical position of the body align image test are the living body. NSP and SSP tests showed different shapes of the pelvis AS(antero-supero) and pelvis rotation in the transverse plane. Shoulder and arm displacement was observed in the trunk extension image capture. Conclusions: In the body alignment test, the pelvis position test images of NSP and SSP are evaluated differently for pelvis rotation, AS, and PS. At the extension position of the trunk, a test of the maximal extension range showed that the left and right shortening of the shoulder anterior muscles could be observed. Inducing and testing the trunk extension is also useful.