• 대한인간공학회지
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• 제35권5호
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• pp.371-381
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• 2016

Objective:This study aims to evaluate the features of heart rate variability (HRV) and respiratory signals as indices for a driver's drowsiness and waking status in order to develop the classification model for a driver's drowsiness and waking status using those features. Background: Driver's drowsiness is one of the major causal factors for traffic accidents. This study hypothesized that the application of combined bio-signals to monitor the alertness level of drivers would improve the effectiveness of the classification techniques of driver's drowsiness. Method: The features of three heart rate variability (HRV) measurements including low frequency (LF), high frequency (HF), and LF/HF ratio and two respiratory measurements including peak and rate were acquired by the monotonous car driving simulation experiments using the photoplethysmogram (PPG) and respiration sensors. The experiments were repeated a total of 50 times on five healthy male participants in their 20s to 50s. The classification model was developed by selecting the optimal measurements, applying a binary logistic regression method and performing 3-fold cross validation. Results: The power of LF, HF, and LF/HF ratio, and the respiration peak of drowsiness status were reduced by 38%, 22%, 31%, and 7%, compared to those of waking status, while respiration rate was increased by 3%. The classification sensitivity of the model using both HRV and respiratory features (91.4%) was improved, compared to that of the model using only HRV feature (89.8%) and that using only respiratory feature (83.6%). Conclusion: This study suggests that the classification of driver's drowsiness and waking status may be improved by utilizing a combination of HRV and respiratory features. Application: The results of this study can be applied to the development of driver's drowsiness prevention systems.

• 대한한방체열의학회지
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• 제1권1호
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• pp.28-37
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• 2002

Stable Compression Fractures(SCF hereafter) are most often caused by trauma such as traffic accidents. These SCFs usually occur in the thoracic and lumbar regions of the spinal cord. Human life spans have increased as a result of medical advances, which in turn has led to an increase in the elderly population. SCFs are divided into the categories of stable and unstable. The categories are determined through X-rays and P/Ex tests. The D.I.T.I. is then used to diagnose the severity and prognosis of the fracture injuries, and it allows an objective evaluation of the symptoms. This author researched 40 patients who were treated at Wonkwang University Oriental Medical Center from October 1995 to December 1996. The patients were diagnosed by X-ray as having SCFs and treated primarily with acupuncture. Both the changes in D.I.T.I. and patients' self-diagnoses of their conditions before and after treatment yielded the meaningful results which have been presented here. 1. 75% of those who suffer from Stable Compression Fractures are 60 years of older. Of those, the ratio of male to female is 1 to 4. This is due in part to the fact that many elderly women seek Oriental medicine treatment for conditions associated with advanced age. 2. 53.3% of these injuries occurred between T11 and L2. 3. 65% of patients were hospitalized for 10 to 29 days, and then able to be treated on an outpatiens basis. 4. The D.I.T.I. results showed 50% below $0.2^{\circ}C$, 30% between 0.3 and $0.5^{\circ}C$, 10% between 0.5 and $0.7^{\circ}C$, 10% between 0.7 and $0.9^{\circ}C$, and 0% over $0.9^{\circ}C$. 5. The results of treatment using Modified Evaluation System in Thoracolumbar Vertebral Fractures Method showed that 55% of patients achieved excellent recovery and 40% achived good recovery. After comparing the D.I.T.I. results before and after treatment, we found 50% of patients showed excellent recovery $({\Delta}T{\leq}0.2)$ and 40% showed good recovery$(0.2<{\Delta}T{\leq}0.5)$.

• 한국인터넷방송통신학회논문지
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• 제18권2호
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• pp.227-235
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• 2018

최근 자동차 교통량의 증가로 인해 차량 전복사고가 급증하여 이에 따른 인명피해가 증가해왔으며, 이를 방지하기 위한 차량충돌 실험장비 및 해석프로그램 개발 등의 다양한 기술이 진보되고 있다. 본 연구에서는 적용한 차량모델은 미국 FORD사의 EXPLORER 차종이고, Rollover 해석은 차량충돌해석에 상용되고 있는 PC-Crash 프로그램을 이용하여 SUV의 전복사고 거동 및 충돌속도를 예측하였다. 그 해석결과로 FMVSS No. 208 법규를 통한 SUV차량의 실제 Rollover 거동과 비교할 때 유사한 결과를 보여주었으며, 충돌속도 및 롤각의 특성은 1000 msec 이후부터는 다소 오차율이 커지는 경향을 나타냈다. 그리고 NHTSA의 데이터베이스를 활용하여 고찰한 결과로 충돌속도 15~77 km/h, 충돌각도 $22{\sim}74^{\circ}$ 범위에서 전복사고가 가장 많이 발생함을 나타냈고, 실제 사고사례를 적용함으로써 차량 출발 위치, Roof 파손위치, 정지위치를 재현시켜 차량 Roof가 파손될 때 차량속도 및 충돌시간을 예측할 수 있었다.

• Journal of Trauma and Injury
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• 제20권2호
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• pp.77-82
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• 2007

Purposes: There have been many efforts to improve the service of emergency centers. In spite of these, no evidence is showing any landmark advancement of emergency services, especially in the hospital stage, exists. We need some efficient standard criteria to evaluate emergency service in the hospital stage, and a useful method might utilize the overcrowding index. We want to know the change in the overcrowding index at a regional emergency center after injury area administration. Injury area means an area in which only an assigned duty physician manages patients with injuries such as those from traffic accidents, falls, assualts, collisions, lacerations, amputations, bums, intoxication, asphyxia, drowning, animal bites, sexual assualts, etc. Methods: We started to operate an injury area in our emergency department from late 2004, and from January to June in 2004 and in 2005, we collected patients' data, age, sex, assigned department, and result from hospital order communication system to figure out overcrowding indices and result indices. We found the daily number of patients, the turnover rate, the admission rate, the ICU admission rate, the emergency operation rate, the ED stay duration, and the ED patient volume to be overcrowding indices. Also we found the withdrawal rate, the transfer rate, and mortality to be result indices. We compared these indices between 2004 to 2005 by using a t-test. Results: There was a significant increase in the daily number of visiting patients in 2005, overcrowding indices, such as the turnover rate, the admission rate, the ICU admission rate, and the emergency operation rate, also showed statistically significant increases in 2005 (P<0.001). As for the result indices, there was a noticeable decrease in the number of withdrawals (11.77/day in 2004 to 4.53/day in 2005). Conclusion: Operating an injury area in a mildly overcrowded local emergency center is beneficial. Evaluating the effect of operating an injury area and it's impact on hospital finances by conducting a similar study analyziing patients for a longer duration would be valuable.

• 한국ITS학회 논문지
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• 제9권6호
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• pp.43-53
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• 2010

'97년 전국 5개 지방경찰청 32개 지점에 무인과속과속단속시스템의 도입으로 교통사고 발생 건수와 사망자수를 현저하게 감소시키는 효과를 가져와 지속적으로 확대 설치할 예정에 있다. 2010년 7월말 현재 4,495대를 설치 운영하고 있다. 대교, 터널 및 경사구간 등 위험도로구간에서는 치사율이 일반도로부의 3배 이상 높게 나타나 연속적인 속도관리가 필요하다. 그러나 무인과속단속시스템은 한 지점의 속도만으로 과속을 단속하는 시스템으로 단속지점에서만 속도를 줄이는 캥거루 효과가 발생하고 있어 연속적인 속도감소 효과를 기대할 수 없다. 따라서 위와 같은 연속적인 위험이 존재하는 도로구간에서는 교통사고 예방을 위해서는 위험구간의 평균속도로 과속차량을 단속하는 무인구간속도위반단속시스템 도입이 필요하게 되었다. 이에 본 논문에서는 무인구간속도위반단속시스템과 무인과속단속시스템 설치구간에서의 운전자 운행 특성인 캥거루 효과를 분석하고, 또한 제한속도 준수를 위한 두 시스템에 효과성을 검토하기 위하여 데이터를 수집하고 통계적인 분석을 실시하였다. 그 결과 무인구간속도위반단속시스템에서는 캥거루효과가 발생하지 않았고, 무인과속단속시스템에서만 캥거루효과가 발생하였다. 이러한 캥거루효과에 의한 차량 감속은 약 400m 전방에서 감속을 시작하는 것으로 분석되었다. 그리고 무인구간속도위반단속시스템의 평균속도가 무인과속단속시스템 보다 약 35km/h 낮은 것으로 분석되었다. 결론 적으로 무인구간속도위반단속시스템이 캥거루효과도 없을 뿐만 아니라 제한속도 준수에도 효과적인 것으로 검증되었다.

• 한국응급구조학회지
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• 제11권1호
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• pp.27-40
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• 2007

Even now, 119 rescue services have dissatisfactory aspects in operation, system and equipments as discussed above, It is the most urgent subject to systemize rescue services so that they can be suitable for our status, for we will make 21C welfare state come true before long. So, this author suggest that the followings have to be raised to activate 119 rescue service. 1) Bring up experts and offer high-quality rescue service 2) Prepare more up-to-date equipments 3) Operate transfer joint organizations 4) Promote the ability to meet with a press at the time of rescue service activities 5) Adjust regulations related to rescue services 6) Make up for a countermeasure to traffic accidents of ambulances 7) Adjust regulations making it mandatory to establish heliport at the target on hospitals more than a defined scale 8) Install more rescue service teams 9) Educate and train officials belonging to briefing rooms, where the officials with long experiences are arranged 10) Minimize the time for rescue team to reach fields 11) Establish legal protection system for rescue the team Nowadays, our country operates the department of fire fighting and rescue services without great difficulty, even though the circumstances are bad - insufficient members and the inferior circumstances. All of the fire fighting officials are given heavy duties in bad circumstances, and so are the team of rescue service. The rescue service team, taking charge of some emergency medical system, do a fire fighting inspection as a non-duty service, though they are scanty of sleep due to prevention and protection services of the fire fighting service team. But, they can not engage in rescue services completely and have to deal with miscellaneous duties. So they can not offer professional emergency medical services. But now, almost every fire fighting organization, belonging to National Emergency Management Agency, are separating rescue services, which shows a lot of good results. People recognize rescue services to get better and better gradually and the demands for this rescue services increase. So, this is the best time when rescue service teams should offer qualitative services rather than quantitative services. The people will recognize this rescue service team to be an organization sacrificing and serving for them. However well institutes and operation systems should be established, the rescue service team can not come true their aim without strong wills that they will serve and sacrifice themselves for people from their hearts. In addition, it is essential for the officials in charge of policies about emergency medical services to have a concernment on and practice the policy without failure.

• 보건교육건강증진학회지
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• 제13권1호
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• pp.90-116
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• 1996

The purpose of this study is to provide basic data for the children so as to avoid any accidents and to improve their health through a sound and safe living environment with safety education established through more systematic methods. For the study, the methods used include the questionnaires for collecting data which are distributed among 273 children from 3 to 6 years old. They live in three districts of Seoul (Kangnam and Kangbuk), Kyeonggido (Munsan and Ilsan) and Incheon. The children's general characteristics are investigated and the relationship between the accident-proneness prospects and their results are analyzed assuming that children's health is expected to have an effect on their safety. The findings of the study are as follows: 1. The accident-proneness prospect (for the living safety) has significant difference in sleeping habits and physically weak conditions(p<0.05). 2. The accident-proneness prospect (for the traffic safety) has no significant difference in accordance with the children's health condition. 3. Children's reasoning power has no significant difference in accordance with their health condition. 4. Children's movement speed non-significantly differs in accordance with their health condition. 5. Children's movement stability has a significant difference in accordance with their health conditions such as history of mild disease(p<0.05) and physical work capacity(p<0.05). 6. Children's attention power has no significant difference in accordance with their health condition. 7. Children's characteristic activities show a significant difference in accordance with their health history of mild disease(p<0.05). mental health(p<0.05). eating habits(p<0.05) and others (i.e. auditory abnormality and skin desease)(p<0.05). 8. General assessment of the APP test has no significant difference in accordance with their health condition. 9. The health conditions are a significant difference in the history of mild disease in accordance with sex(p<0.05) and whole family members(p<0.001). Also there are shown significant differences. in accordance with sex(p<0.05). in physical work capacity(p<0.05). Eye sight, blood circulation and skin condition show significant differences in accordance with residence(p<0.05) and whole family members(p<0.01). and the condition of eating habits appeared significant in accordance with age(p<0.05). Also, sleeping habits and physically weak conditions shows significant differences in accordance with age(p<0.001) and housing pattern(p<0.01), and others (i.e. auditory abnormality and skin desease) show significant differences in accordance with residence (p<0.001).

• Maxillofacial Plastic and Reconstructive Surgery
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• 제34권1호
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• pp.58-64
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• 2012

Purpose: Dental emergencies vary from toothaches to oral and maxillofacial traumas. Because the number of dental emergency cases has increased recently, we analyzed characteristics of patients seen during the last 2 years, in an effort to find a trend. Methods: This study was carried out with emergency room patients visiting the Department of Oral and Maxillofacial Surgery from 2009 to 2010. Results: The total number of patients studied was 1,162; the ratio of males to females was 1.73:1. The most frequent age group was 0 to 9 years, followed by 20 to 29 years. Trauma (58.7%) was the most frequent cause followed by acute toothache, oral hemorrhage, infection, and temporomandibular (TMJ) disorder. In the trauma group, injuries of soft tissue and alveolus were prevalent. The most common causes of soft tissue injury were falls, safety violations and assault. The highest incidence of emergencies was seen in patients 0 to 9 years old (41.8%). The most common causes of jaw fracture were falls, assaults, and traffic accidents in that order. In the acute toothache group, most patients had pulpitis (41.2%). In the infection group, most had buccal space abscesses (40.0%). In the hemorrhage group, post-operative bleeding cases (80.5%) were the majority, and hemostasis was obtained mostly by pressure dressings. For the TMJ disorder group, masticatory muscle disorder (65.4%) was more common than TMJ dislocation. Conclusion: In this study, trauma was the most frequent reason for patients who visited the emergency room. However, acute toothache, hemorrhage, infection and TMJ disorders were also seen frequently. Dental emergency patients could be better treated by understanding patterns of dental emergencies and performing proper diagnoses.

• 한국산학기술학회논문지
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• 제18권12호
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• pp.628-637
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• 2017

현대사회의 자동차 산업은 교통사고를 예방하고 운전자의 운전 부담을 줄이기 위해 첨단 운전 보조 장치(ADAS)를 개발 해왔다. ADAS중 차선유지지원장치(LKAS)는 안전과 운전 향상을 위해 차량 시스템을 자동화시키기 위해 개발되었다. LKAS의 주요 역할은 현재 차선 내에서 차량을 유지하는데 있어 운전자를 도와주는 것이다. LKAS는 레이더센서와 카메라센서를 사용하여 차선 내에서 차량의 위치에 대한 정보를 수집하고 필요한 경우 엑츄에이터에 명령을 전송하여 차량의 측면 이동에 영향을 미친다. 최근 LKAS가 장착된 차량 일부가 일부 선진국에서 상용화되며 안정성이 증가되었다. 국제적으로 LKAS 평가를 위한 시험절차는 ISO(International Organization for Standardization)와 UNECE(United Nations Economic Commission for Europe)와 같은 국제위원회에서 논의하며 개발중이다. 한국에서는 차량 안전을 위한 LKAS의 평가가 KNCAP(Korean New Car Assessment Program)에 의해 도입될 예정이다. 따라서 국제표준에 부합하는 국내 도로환경에 적합한 LKAS의 시험 절차가 개발되어야한다. 본 논문에서는 국내도로환경에 맞춘 LKAS 시험시나리오 개발 및 목표 상대거리를 구하는 수식을 제안한다. 그리고 제안한 시나리오와 수식을 평가하기 위해 LKAS가 장착된 상용차량을 사용하여 시험평가를 진행하였다.

• 한국도로학회논문집
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• 제14권3호
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• pp.131-140
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• 2012

노면표시에 도포된 굴절률 1.5 유리알은 야간 우천 시 효과적인 재귀반사를 수행하지 못하여 교통안전에 심각한 문제를 초래하고 있다. 이를 극복하기 위해 습윤상태에서 효과적 재귀반사를 수행하는 굴절률 2.4인 우천형 bead와 건조 시 최적의 재귀반사를 수행해 내는 굴절률 1.9 bead를 혼합한다. 그러나 고성능의 굴절률 1.9와 2.4 bead는 기존 1.5 유리알에 비해 상당한 고가이므로 전량 사용하기에는 상당한 비용이 소요된다. 따라서 현장 설치 시에는 서로 혼합하여 사용하는 것이 바람직하며, 최적 성능과 소요 비용을 고려한 적정 배합비율을 찾아내는 것이 중요하다. 본 연구에서는 다양한 비율로 혼합된 bead를 국내 고속도로의 길가장자리선에 설치하였을 때 발생되는 각각의 비용 및 편익에 따른 경제성 분석을 수행하였다. 분석 수행결과, 다양한 강수량 변화에도 높은 시인성을 유지하는 대안은 굴절률 2.4가 100% 구성된 차선으로 나타났으며, 경제성이 가장 높게 확보되는 대안은 굴절률 1.5가 80%, 2.4가 20%로 구성된 차선으로 B/C는 약 1.92 수준으로 도출되어 국내 고속도로 길가장자리선의 적용 시 가장 효과적인 대안인 것으로 확인되었다. 아울러 연구의 한계와 몇몇 장래 연구과제가 토의되었다.