• Archives of Craniofacial Surgery
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• v.10 no.1
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• pp.33-36
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• 2009

Purpose: Fractures of the mandibular condylar area are common injuries that account for 29% to 40% of fractures of the facial bones and represent 20% to 62% of all mandibular fractures. Currently 3 main methods are being used in the treatment of mandibular subcondylar fractures: closed reduction; open reduction and internal fixation; Endoscopic reduction and internal fixation. Each method has its proponents and opponent as well as advantages and disadvantages, and indications for each vary among surgeons. There are six approaches of open reduction: submandibular, retromandibular, preaurilcular, postauricular, intraoral, transparotid approach. Among them, transparotid approach has been described for subcondylar exposure with dissection in the direction of facial nerve fibers to expose the bone through the parotid gland. This approach carries the risk of a parotid glandular fistula as well as facial nerve injury but has the advantage of being directly over the fracture site. We report safety and efficacy of surgical treatment using a transparotid approach for direct plating. Methods: A 43-year-old man sustained multiple facial bone fractures by driver traffic accident. Mandibular subcondyle was fractured and dislocated internally. We performed open reduction and internal fixation by transparotid approach. Fractured site was fixed by titanium mini plate & screw. We applicated arch bar for approximately 3 weeks. Results: Follow-up length was about 5months. Scar of surgical incision was indistinct, there was no symptoms and signs of facial nerve and parotid gland injury, and maximal mouth opening was measured 49.5 mm. Conclusion: Transparotid approach has high risks of facial nerve and parotid gland injury, but paradoxically it is the most effective technique in saving facial nerve. Open reduction and internal fixation of mandibular subcondylar fracture by transparotid approach with precise and versed procedure, best outcome can be expected.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.17 no.2
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• pp.142-151
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• 2018

In the era of the 4th Industrial Revolution, research and development on autonomous vehicles have been actively conducted all over the world. Under these international trends, the Ministry of Land, Infrastructure and Transport is actively promoting the development of autonomous vehicles aiming at commercialization of autonomous vehicles at level 3 or higher by 2020. In the level 3 autonomous vehicle, it is essential to transfer control between the driver and the vehicle according to driving situations. Prior to the full-fledged autonomous vehicle age, this study developed a representative scenario for the safety evaluation on take-over on expressways. To accomplish this, we developed a highway driving scenario first, and then developed six control transition scenarios based on 2014 highway traffic accident data and take-over data. The variables to be considered in the developed scenarios are divided into drivers, vehicles, and environmental factors. A total of 36 variables are selected.

• Convergence Security Journal
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• v.6 no.4
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• pp.67-73
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• 2006

The method which research a standardization from real time cyber threat is finding the suspicious indication above the attack against cyber space include internet worm, virus and hacking using analysis the event of each security system through correlation with the critical point, and draft a general standardization plan through statistical analysis of this evaluation result. It means that becomes the basis which constructs the effective cyber attack response system. Especially at the time of security accident occurrence, It overcomes the problem of existing security system through a definition of the event of security system and traffic volume and a concretize of database input method, and propose the standardization plan which is the cornerstone real time response and early warning system. a general standardization plan of this paper summarizes that put out of threat index, threat rating through adding this index and the package of early warning process, output a basis of cyber threat index calculation.

• Journal of Korean Foot and Ankle Society
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• v.3 no.1
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• pp.40-48
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• 1999

The neck of the talus is its most vulnerable and fragile segment, because of narrow diameter, devoid of hyaline padding and honeycombed internally by vascular channels etc. Talar neck fractures comprise 50% of all major to the talus. The majority occurs as a result of high-energy injuries, such as motor vehicle accidents or fall from a height. Anatomically, talar surface is covered mainly with articular cartilage and blood supply to the talus is very poor. So, complications, such as non-union, avascular necrosis and post traumatic arthritis, are frequent. The authors reviewed fourteen cases of talar neck fractures treated in our clinics from Jan. 1992 to Mar. 1997, and average follow-up period was over 15 months. The results obtained were as follows; 1. Patients' average age was 31.2 years. 2. The most common cause was traffic accident(9/14, 64%), and hyperdorsiflexion injury of the ankle was common mechanism of the fractures. 3. According to the modified Hawkins classification, type I was four cases, type II was nine cases, type III was one case and type IV was no case. 4. Hawkins sign of subcortical radiolucency was found in 64% (9/14) of the fractures. 5. Avascular necrosis was occurred in 21% (3/14) of the fractures(in two cases of type II fractures, and in one of type III). 6. According to the Hawkins criteria, four cases in type I, five in type II were an excellent result. Two cases, one in type II and one in type III were good result, and two in type II were fair. One in type II was poor result.

• Journal of the Korean Society of Marine Environment & Safety
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• v.24 no.6
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• pp.670-678
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• 2018

In coastal waters where the traffic volume of the ship is high, there is a high possibility of a collision accident because complicated encounter situations frequently occurs between ships. To reduce the collision accidents at sea, a quantitative collision risk assessment is required in addition to the navigator's compliance with COLREG. In this study, a new collision risk assessment system was developed to evaluate the collision risk on ship's planned sailing routes. The appropriate collision risk assessment method was proposed on the basis of reviewing existing collision risk assessment models. The system was developed using MATLAB and it consists of three parts: Map, Bumper and Assessment. The developed system was applied to the test sea area with simple computational conditions for testing and to actual sea areas with real computational conditions for validation. The results show the length of own ship, ship's sailing time and sailing routes affect collision risks. The developed system is expected to be helpful for navigators to choose the optimum safe route before sailing.

• Journal of Internet Computing and Services
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• v.11 no.2
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• pp.1-15
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• 2010

The damage of safety accidents at home can be minimized by preventing accidents in advance as well as by coping with the accidents promptly through the help of safety management system. In this paper, we identify several services to prevent and cope with the accidents that may occur at home by leveraging sensors and wireless network technology available at home network environments. In order to provide these services, we propose a context-aware system for safety management at home. The proposed system awares the dangerous situations through the information collected by the sensors in home network environment. The proposed system tries to not only prevent the accidents but also to cope with the situations using the information of rescue targets and the location where the accident occurs. We evaluate the appropriateness of sensors by implementing the proposed environments. Through OPNET simulation experiments, we also measure the amount of network traffic in order to confirm that the bandwidth of IEEE 802.15.4 is enough for the proposed system. Finally, we determine more appropriate wireless data transmission mechanism with respect to the end-to-end delay and battery consumption for the proposed system.

• Archives of Reconstructive Microsurgery
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• v.1 no.1
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• pp.17-23
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• 1992

The authors analyzed the clinical results of the reconstructive surgery for injuried hand with microsurgery in 33 patients, 35 cases at the department of orthopaedic surgery, school of medicine, Kyung Hee university from 1985 to 1992 and the results were as followings. 1. There were 31 men and 4 women who had a mean age of 23 years(range, 3 to 44 years) and the follow up evaluations averaged 19 months. 2. The causes of the injury were machinery injury in 25 cases, traffic accident in 2, frostbite in 4, burn in 3 and fall down in 1. 3. For the reconstructive procedure, scapular free flap was applied in 6 cases, radial forearm flap in 7, dorsalis pedis free flap in 4, neurovascular island flap in 6, gracilis free flap in 1, wrap around flap in 6, toe to thumb in 5. 4. 32 cases(91.4%)were successful in reconstructive surgery with microsurgery exept the failure of scapular free flap in 2 cases and dorsalis pedis free flap in 1. 5. The causes of failure in scapular free flap were infection in 1 case and thrombosis in 1. In dorsalis pedis free flap, the cause of failure was infection. In the analysis of above results, the reconstruction with microsurgery was effective procedure for reconstruction of injuried hand.

• Archives of Reconstructive Microsurgery
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• v.12 no.1
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• pp.19-29
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• 2003

Soft tissue reconstruction of dorsum of the foot and ankle has long presented challenging problems for the reconstructive surgeon. Limitations of available local tissue, the need for specialized tissue, and donor site morbidity restrict the options. In an effort to solve these difficult problems, we have begun to use adipofascial flap based on the perforating branch of the peroneal artery. We present our early experience of 5 patients treated with this flap. Our patients ranged from 6 to 26 years in age and included 3 males and 2 females. The etiologies of the wounds were secondary to traffic accident, and crushing injury. The flaps had reverse flow in all patients. The flap and the adjoining raw area were covered with a full-thickness skin graft, while the donor site at the lateral aspect of the leg was closed primarily without grafting. The skin graft was taken from the inguinal area, which was closed primarily. Compared with other flap, this adipofascial flap is thinner, producing less bulkiness to the recipient site and minor aesthetic sequelae to the donor site. In our opinion, this flap is versatile, effective, and an addition to the armamentarium of the reconstructive surgeon for coverage of difficult wounds of the foot and ankle.

• Journal of Trauma and Injury
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• v.19 no.1
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• pp.1-7
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• 2006

Purpose: Injury is a leading cause of morbidity and mortality for children. As an injury prevention measure, the differences in external causes of severe pediatric injuries based on ICECI were analyzed according to age groups. Methods: A retrospective study was performed for pediatric patients under 15 years of age, who had been admitted to the emergency department with severe injuries from January 1998 to December 2004. The external causes of injury were investigated according to the ICECI: intent, mechanisms, places of occurrence, objects/substances producing injury, and related activities. The patients were divided into four groups based on age: infant (<0 year), toddler (1~4 years), preschool age (5~8 years), and school age (9~15 years). Results: The injury mechanisms, the places of occurrence and the related objects/substances vary with the age groups. The most common subtype of traffic accidents was pedestrian injury in pre-school age group. Falls most frequently occurred in the toddler group. But falls from a height of less than l meter height (6 patients) occurred only in the infant group. The most common place of occurrence in the infant group was the home, and that of other groups was the road. The related objects/substances for falls, for example, household furnitures and playground equipment depended on the age group. Conclusion: The age-group specific characteristics of severe pediatric injury were analyzed successfully through the ICECI. Therefore, when establishing a plan for the prevention of pediatric injury, consideration must be given to the differences in the external causes of injuries according to age group.

• Journal of Korean Society of Transportation
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• v.22 no.3 s.74
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• pp.127-135
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• 2004

교차로 안전성 진단과 관련된 기존의 연구는 교차로 상에서 발생한 사고 자료에 기초하여 교차로 기하구조 요소, 교통량 및 신호운영방법 등과 관련된 요인을 변수로 사용하여 교통사고건수 예측모형 개발에 관한 연구가 대부분이다. 그러나, 분석하고자 하는 대상 교차로의 사고건수 예측모형을 개발하기 위해 필요한 교통사고 자료의 경우 단 기일에 걸쳐 획득되지 않으며 몇 년간의 사고 자료를 요구할 수도 있다. 이러한 자료를 이용하더라도 사고 발생 기간동안 교차로 사고에 영향을 미치는 요인(교차로 운영방법, 기하구조 등)이 변화될 수도 있다는 문제점을 지닌다. 이와 같은 이유로 교차로 안전성을 진단하는데 있어 기존 교통사고 자료는 언제나 절대적인 자료가 될 수 없다. 이에 대한 보완책으로, 3일에서 5일정도의 조사 자료만으로도 안전성 진단이 가능한 상충자료를 이용하여 교차로 안전성 진단을 할 수 있다. 본 연구는 기존사고 자료를 이용하여 사고 발생에 기인하는 여러 변수들을 교통사고심각도와의 상관관계를 분석하고, 상관관계가 높은 변수를 이용하여 신경망 사고심각도 예측모형을 개발하였으며, 모형 검증을 위해 다중회귀사고심각도 예측모형을 개발하여 비교 평가한 결과 신경망 사고심각도 예측모형의 예측력이 우수한 것으로 나타났다. 현장에서 조사된 상충자료를 신경망 사고심각도 예측모형에 적용하여 상충이 사고로 연결 될 경우 사고심각도를 예측하였으며, 예측된 사고심각도에 가중치를 부여하여 대상 교차로 위험우선순위를 결정한 결과 사고비용에 기초한 위험우선순위 결정법과 같은 순위의 결과를 도출하였다.