목적: 요소회로대사 질환은 선천성 대사이상질환으로, 요소 회로 각 단계의 특정 효소의 결핍에 따라 다양한 질환과 임상적 증상이 나타난다. 본 연구의 목적은 요소회로대사 질환의 다양한 종류에 따른 장기적 임상 경과를 조사하는 것이다. 방법: 부산대학교 어린이병원에 등록된 22명의 요소회로대사 질환 환자들의 임상적 양상과 생화학적, 유전학적 검사 결과들을 포함한 의무기록을 후향적으로 조사하였다. 결과: 본 연구에서 진단된 요소회로대사 질환은, OTCD 10명(45.5%), ASSD 6명(27.3%), CPS1D 3명, HHHS 2명 ARG1D 1명으로 확인되었다. 진단 시 평균연령은 32.7±66.2개월(범위 0.1-228.0개월) 이었다. 요소회로대사 질환 환자 8명(36.4%)에서 성장 장애가 동반되었다. 또한 요소회로대사 질환 환자11명(50%)에서는 신경학적 후유증이 관찰되었다. 분자유전학적 분석 결과 새로운 돌연변이 14개를 포함해 37개의 서로 다른 돌연변이 유형(과오돌연변이 14개, 넌센스 6개, 결실변이 6개, 스플라이싱변이 6개, 결실삽입변이 3개, 삽입변이 1개, 중복변이 1개)이 확인됐다. 진행성 성장 장애와 나쁜 신경학적 결과는 혈장 이소루이신과 루이신 농도와 각각 관련이 있었다. 결론: 단백의 제한과 같은 조치나 과다한 질소를 제거하는 약제의 복용에도 불구하고, 요소회로대사 질환의 예후는 아직까지 만족스럽지 못하다. 가지사슬아미노산의 보충이 요소회로대사 질환 환자들의 성장부전과, 대사성 위기 또는 신경학적 예후에 효과를 보일지에 관해서는 전향적인 추가 연구가 필요하겠다.
이 연구에서는 과학의 본성(NOS)에 대한 초등학생들의 인식을 구체적으로 드러내기 위해 개방형 질문지 형식의 초등학생용 NOS 검사 도구를 개발하였고, 그 타당도와 효과를 조사하였다. 초등학생용 NOS 검사 도구를 개발하기 위해 기존 NOS 검사 도구를 초등학생들에게 적용할 때 발생할 수 있는 문제점을 분석하였고, 이를 토대로 검사 도구의 개발 방향을 설정하였다. 또한 초등학생의 수준에 적합한 7가지 NOS 유형을 선정한 후, 유형별로 기존의 검사 도구 문항을 수정·보완하거나 새로운 문항을 개발하여 예비 검사 도구를 제작하였으며, 과학교육 전문가 그룹의 내용 타당도 검증을 거쳐 최종적으로 NOS의 각 유형과 관련된 7개 문항에 '과학에 대한 포괄적 인식'을 묻는 1개 문항을 추가하여 총 8개 문항으로 구성된 NOS 검사 도구를 개발하였다. 개발한 검사 도구의 실질적 효과를 검증하기 위해 서울에 있는 두 초등학교에서 6학년 2개 학급 50명의 학생을 대상으로, 한 학급에서는 '기존 검사 도구→개발 검사 도구', 다른 학급에서는 '개발 검사 도구→기존 검사 도구'의 순서로 사전·사후 검사를 실행하였고, 수집된 자료는 요약적 내용분석을 통해 비교 평가하고 Wilcoxon 부호 순위 검정을 실행하여 분석하였다. 기존 NOS 검사 도구와 개발한 NOS 검사 도구에 대해 학생들이 응답한 내용을 비교·분석한 결과, 개발한 검사 도구를 사용할 때 NOS에 대한 학생들의 관점이 더 다양하게 나타났고, 문항의 의도를 잘못 해석하여 발생했던 응답의 오류가 줄어들었다. 또한 개발한 검사 도구를 사용할 때 통계적으로 유의미한 수준에서 과반 정도 학생들의 응답 내용이 더 구체적으로 변화하였다. 이 연구에서는 이러한 결과를 바탕으로 초등학생들에게 적합한 NOS 검사 도구의 개발을 위한 시사점을 논의하였다.
The objective of this research is to test the feasibility of developing a statewide truck traffic forecasting methodology for Wisconsin by using Origin-Destination surveys, traffic counts, classification counts, and other data that are routinely collected by the Wisconsin Department of Transportation (WisDOT). Development of a feasible model will permit estimation of future truck traffic for every major link in the network. This will provide the basis for improved estimation of future pavement deterioration. Pavement damage rises exponentially as axle weight increases, and trucks are responsible for most of the traffic-induced damage to pavement. Consequently, forecasts of truck traffic are critical to pavement management systems. The pavement Management Decision Supporting System (PMDSS) prepared by WisDOT in May 1990 combines pavement inventory and performance data with a knowledge base consisting of rules for evaluation, problem identification and rehabilitation recommendation. Without a r.easonable truck traffic forecasting methodology, PMDSS is not able to project pavement performance trends in order to make assessment and recommendations in the future years. However, none of WisDOT's existing forecasting methodologies has been designed specifically for predicting truck movements on a statewide highway network. For this research, the Origin-Destination survey data avaiiable from WisDOT, including two stateline areas, one county, and five cities, are analyzed and the zone-to'||'&'||'not;zone truck trip tables are developed. The resulting Origin-Destination Trip Length Frequency (00 TLF) distributions by trip type are applied to the Gravity Model (GM) for comparison with comparable TLFs from the GM. The gravity model is calibrated to obtain friction factor curves for the three trip types, Internal-Internal (I-I), Internal-External (I-E), and External-External (E-E). ~oth "macro-scale" calibration and "micro-scale" calibration are performed. The comparison of the statewide GM TLF with the 00 TLF for the macro-scale calibration does not provide suitable results because the available 00 survey data do not represent an unbiased sample of statewide truck trips. For the "micro-scale" calibration, "partial" GM trip tables that correspond to the 00 survey trip tables are extracted from the full statewide GM trip table. These "partial" GM trip tables are then merged and a partial GM TLF is created. The GM friction factor curves are adjusted until the partial GM TLF matches the 00 TLF. Three friction factor curves, one for each trip type, resulting from the micro-scale calibration produce a reasonable GM truck trip model. A key methodological issue for GM. calibration involves the use of multiple friction factor curves versus a single friction factor curve for each trip type in order to estimate truck trips with reasonable accuracy. A single friction factor curve for each of the three trip types was found to reproduce the 00 TLFs from the calibration data base. Given the very limited trip generation data available for this research, additional refinement of the gravity model using multiple mction factor curves for each trip type was not warranted. In the traditional urban transportation planning studies, the zonal trip productions and attractions and region-wide OD TLFs are available. However, for this research, the information available for the development .of the GM model is limited to Ground Counts (GC) and a limited set ofOD TLFs. The GM is calibrated using the limited OD data, but the OD data are not adequate to obtain good estimates of truck trip productions and attractions .. Consequently, zonal productions and attractions are estimated using zonal population as a first approximation. Then, Selected Link based (SELINK) analyses are used to adjust the productions and attractions and possibly recalibrate the GM. The SELINK adjustment process involves identifying the origins and destinations of all truck trips that are assigned to a specified "selected link" as the result of a standard traffic assignment. A link adjustment factor is computed as the ratio of the actual volume for the link (ground count) to the total assigned volume. This link adjustment factor is then applied to all of the origin and destination zones of the trips using that "selected link". Selected link based analyses are conducted by using both 16 selected links and 32 selected links. The result of SELINK analysis by u~ing 32 selected links provides the least %RMSE in the screenline volume analysis. In addition, the stability of the GM truck estimating model is preserved by using 32 selected links with three SELINK adjustments, that is, the GM remains calibrated despite substantial changes in the input productions and attractions. The coverage of zones provided by 32 selected links is satisfactory. Increasing the number of repetitions beyond four is not reasonable because the stability of GM model in reproducing the OD TLF reaches its limits. The total volume of truck traffic captured by 32 selected links is 107% of total trip productions. But more importantly, ~ELINK adjustment factors for all of the zones can be computed. Evaluation of the travel demand model resulting from the SELINK adjustments is conducted by using screenline volume analysis, functional class and route specific volume analysis, area specific volume analysis, production and attraction analysis, and Vehicle Miles of Travel (VMT) analysis. Screenline volume analysis by using four screenlines with 28 check points are used for evaluation of the adequacy of the overall model. The total trucks crossing the screenlines are compared to the ground count totals. L V/GC ratios of 0.958 by using 32 selected links and 1.001 by using 16 selected links are obtained. The %RM:SE for the four screenlines is inversely proportional to the average ground count totals by screenline .. The magnitude of %RM:SE for the four screenlines resulting from the fourth and last GM run by using 32 and 16 selected links is 22% and 31 % respectively. These results are similar to the overall %RMSE achieved for the 32 and 16 selected links themselves of 19% and 33% respectively. This implies that the SELINICanalysis results are reasonable for all sections of the state.Functional class and route specific volume analysis is possible by using the available 154 classification count check points. The truck traffic crossing the Interstate highways (ISH) with 37 check points, the US highways (USH) with 50 check points, and the State highways (STH) with 67 check points is compared to the actual ground count totals. The magnitude of the overall link volume to ground count ratio by route does not provide any specific pattern of over or underestimate. However, the %R11SE for the ISH shows the least value while that for the STH shows the largest value. This pattern is consistent with the screenline analysis and the overall relationship between %RMSE and ground count volume groups. Area specific volume analysis provides another broad statewide measure of the performance of the overall model. The truck traffic in the North area with 26 check points, the West area with 36 check points, the East area with 29 check points, and the South area with 64 check points are compared to the actual ground count totals. The four areas show similar results. No specific patterns in the L V/GC ratio by area are found. In addition, the %RMSE is computed for each of the four areas. The %RMSEs for the North, West, East, and South areas are 92%, 49%, 27%, and 35% respectively, whereas, the average ground counts are 481, 1383, 1532, and 3154 respectively. As for the screenline and volume range analyses, the %RMSE is inversely related to average link volume. 'The SELINK adjustments of productions and attractions resulted in a very substantial reduction in the total in-state zonal productions and attractions. The initial in-state zonal trip generation model can now be revised with a new trip production's trip rate (total adjusted productions/total population) and a new trip attraction's trip rate. Revised zonal production and attraction adjustment factors can then be developed that only reflect the impact of the SELINK adjustments that cause mcreases or , decreases from the revised zonal estimate of productions and attractions. Analysis of the revised production adjustment factors is conducted by plotting the factors on the state map. The east area of the state including the counties of Brown, Outagamie, Shawano, Wmnebago, Fond du Lac, Marathon shows comparatively large values of the revised adjustment factors. Overall, both small and large values of the revised adjustment factors are scattered around Wisconsin. This suggests that more independent variables beyond just 226; population are needed for the development of the heavy truck trip generation model. More independent variables including zonal employment data (office employees and manufacturing employees) by industry type, zonal private trucks 226; owned and zonal income data which are not available currently should be considered. A plot of frequency distribution of the in-state zones as a function of the revised production and attraction adjustment factors shows the overall " adjustment resulting from the SELINK analysis process. Overall, the revised SELINK adjustments show that the productions for many zones are reduced by, a factor of 0.5 to 0.8 while the productions for ~ relatively few zones are increased by factors from 1.1 to 4 with most of the factors in the 3.0 range. No obvious explanation for the frequency distribution could be found. The revised SELINK adjustments overall appear to be reasonable. The heavy truck VMT analysis is conducted by comparing the 1990 heavy truck VMT that is forecasted by the GM truck forecasting model, 2.975 billions, with the WisDOT computed data. This gives an estimate that is 18.3% less than the WisDOT computation of 3.642 billions of VMT. The WisDOT estimates are based on the sampling the link volumes for USH, 8TH, and CTH. This implies potential error in sampling the average link volume. The WisDOT estimate of heavy truck VMT cannot be tabulated by the three trip types, I-I, I-E ('||'&'||'pound;-I), and E-E. In contrast, the GM forecasting model shows that the proportion ofE-E VMT out of total VMT is 21.24%. In addition, tabulation of heavy truck VMT by route functional class shows that the proportion of truck traffic traversing the freeways and expressways is 76.5%. Only 14.1% of total freeway truck traffic is I-I trips, while 80% of total collector truck traffic is I-I trips. This implies that freeways are traversed mainly by I-E and E-E truck traffic while collectors are used mainly by I-I truck traffic. Other tabulations such as average heavy truck speed by trip type, average travel distance by trip type and the VMT distribution by trip type, route functional class and travel speed are useful information for highway planners to understand the characteristics of statewide heavy truck trip patternS. Heavy truck volumes for the target year 2010 are forecasted by using the GM truck forecasting model. Four scenarios are used. Fo~ better forecasting, ground count- based segment adjustment factors are developed and applied. ISH 90 '||'&'||' 94 and USH 41 are used as example routes. The forecasting results by using the ground count-based segment adjustment factors are satisfactory for long range planning purposes, but additional ground counts would be useful for USH 41. Sensitivity analysis provides estimates of the impacts of the alternative growth rates including information about changes in the trip types using key routes. The network'||'&'||'not;based GMcan easily model scenarios with different rates of growth in rural versus . . urban areas, small versus large cities, and in-state zones versus external stations. cities, and in-state zones versus external stations.
본 연구에서는 데이터마이닝 기법의 일종인 자기조직화지도(Self-Organizing Map, SOM)를 이용하여 비외감기업의 부실화 유형을 구분하고자 한다. 자기조직화지도는 인공 신경망을 기초로 자율학습을 통해 입력된 값을 유사한 군집끼리 묶어내는 방법으로, 기존의 통계적 군집 분류 방법보다 성능이 뛰어나고, 고차원의 입력데이터를 저차원으로 시각화할 수 있다는 장점 때문에 다양한 분야에서 각광받고 있다. 본 연구에서는 기존 연구의 주요 분석대상이었던 외감기업에 비해 부실화 빈도는 높지만 데이터 수집의 어려움으로 인해 분석대상에서 다소 제외되었던 비외감기업의 부실화 유형에 대해 알아보고, 유형별 구체적인 사례도 소개하고자 한다. 재무자료수집이 가능한 100개의 비외감 부실기업에 대해 분석한 결과, 비외감기업의 부실화 유형은 다섯 가지로 구분되었다. 유형 1은 전체 집단의 약 12%를 차지하며, 수익성, 성장성 등 재무지표가 다른 유형에 비해 열등하였다. 유형 2는 전체 집단의 약 14%로, 유형 1보다는 덜 심각하지만 재무지표가 대체로 열등하였다. 유형 3은 성장성 지표가 열등한 그룹으로 기업간 경쟁이 극심한 가운데 지속적으로 성장하지 못하고 부실화된 경우로 약 30%의 기업이 포함되었다. 유형 4는 성장성은 탁월하나 부채경영 등 과감한 경영으로 인해 유동성 부족이나 현금부족 등의 이유로 부실화된 그룹으로 약 25%의 기업이 포함되었다. 유형 5는 거의 모든 재무지표가 우수한 건전기업으로, 단기적인 경영전략의 실수 또는 중소기업의 특성상 경영자의 개인적 사정으로 부실화 되었을 가능성이 큰 그룹으로 약 18%의 기업이 포함되었다. 본 연구 결과는 부실화 유형을 구분하는데 기존의 통계적 방법이 아닌 자기조직화지도를 이용하였다는 점에서 학문적 의의가 있고, 비외감기업의 재무지표만으로도 1차적인 부실화 징후를 발견할 수 있다는 점에서 실무적 의의가 있다고 할 수 있다.
추천시스템은 사용자의 과거 구매행동을 통해 향후 구매할 것이라고 예상되는 제품을 자동으로 검색하여 추천해준다. 특히 전자상거래 기업의 상품추천시스템은 일대일 마케팅의 대표적 실현수단으로 가치가 있다. 하지만, 전통적인 추천시스템, 특히 학계 및 산업계에서 가장 널리 사용되고 있는 전통적인 협업필터링 기법은 단일차원의 '종합 평점'만을 고려하여 추천결과를 생성하도록 설계되어 있어, 사용자들의 정확한 니즈를 이해하고 대응하는데 근본적인 한계가 있다. 최근에는 전자 상거래 기업들도 고객들로부터 보다 다각화된, 다기준 방식으로 피드백을 받고 있다. 특히 다기준 평점은 정량적으로 입력되는 정보이므로 상대적으로 분석 및 처리가 용이하다는 장점이 있다. 그러나 다기준 평점 역시 사전에 정해진 기준에 대해서만 사용자의 피드백이 이루어지기 때문에, 보다 상세하게 사용자의 의견을 이해하여 추천에 반영하는 데에는 한계가 있다. 이에 본 연구는 다기준 평점 정보와 선택적 협업필터링의 서로 다른 접근방법을 통해 도출된 추천결과를 종합하여, 최종적으로 추천 대상리스트를 산출할 수 있는 하이브리드 기술을 제안한다. 본 연구에서 제안한 연구모형의 유용성을 검증하기 위해, 식음료점(식당, 카페 등)에 대한 실제 이용자를 대상으로 온라인 설문을 통해 종합 평점과 다기준 평점을 수집하였으며, 데이터를 학습용과 검증용으로 구분하여 학습시키고 성과를 평가하였다. 이 기법은 결합 함수 기반 접근법과 사용자마다 구매의사결정의 체계가 다르다는 전제하에, 사용자들을 유형화하고, 유형에 따라 정보원을 선택적으로 활용하는 협업필터링 알고리즘을 활용했다. 실험결과, 제안 알고리즘을 통한 추천 방법이 단일 차원을 고려하는 전통적인 협업필터링과 비교해 더 우수한 예측정확도를 나타냄을 확인했다. 아울러, 본 연구가 제안하는 다기준 평점과 선택적 협업필터링 알고리즘을 종합하여 추천하는 방법이, 단순히 다기준 평점을 고려했을 때 보다 통계적으로 유의한 수준의 정확도의 개선이 이루어짐을 확인할 수 있었다.
본(本) 연구(硏究)의 공시(供試) 곡물(穀物)로서 벼 6 품종(品種)(Japonica 3 품종(品種), Indica
The wall shear stress in the vicinity of end-to end anastomoses under steady flow conditions was measured using a flush-mounted hot-film anemometer(FMHFA) probe. The experimental measurements were in good agreement with numerical results except in flow with low Reynolds numbers. The wall shear stress increased proximal to the anastomosis in flow from the Penrose tubing (simulating an artery) to the PTFE: graft. In flow from the PTFE graft to the Penrose tubing, low wall shear stress was observed distal to the anastomosis. Abnormal distributions of wall shear stress in the vicinity of the anastomosis, resulting from the compliance mismatch between the graft and the host artery, might be an important factor of ANFH formation and the graft failure. The present study suggests a correlation between regions of the low wall shear stress and the development of anastomotic neointimal fibrous hyperplasia(ANPH) in end-to-end anastomoses. 30523 T00401030523 ^x Air pressure decay(APD) rate and ultrafiltration rate(UFR) tests were performed on new and saline rinsed dialyzers as well as those roused in patients several times. C-DAK 4000 (Cordis Dow) and CF IS-11 (Baxter Travenol) reused dialyzers obtained from the dialysis clinic were used in the present study. The new dialyzers exhibited a relatively flat APD, whereas saline rinsed and reused dialyzers showed considerable amount of decay. C-DAH dialyzers had a larger APD(11.70
The wall shear stress in the vicinity of end-to end anastomoses under steady flow conditions was measured using a flush-mounted hot-film anemometer(FMHFA) probe. The experimental measurements were in good agreement with numerical results except in flow with low Reynolds numbers. The wall shear stress increased proximal to the anastomosis in flow from the Penrose tubing (simulating an artery) to the PTFE: graft. In flow from the PTFE graft to the Penrose tubing, low wall shear stress was observed distal to the anastomosis. Abnormal distributions of wall shear stress in the vicinity of the anastomosis, resulting from the compliance mismatch between the graft and the host artery, might be an important factor of ANFH formation and the graft failure. The present study suggests a correlation between regions of the low wall shear stress and the development of anastomotic neointimal fibrous hyperplasia(ANPH) in end-to-end anastomoses. 30523 T00401030523 ^x Air pressure decay(APD) rate and ultrafiltration rate(UFR) tests were performed on new and saline rinsed dialyzers as well as those roused in patients several times. C-DAK 4000 (Cordis Dow) and CF IS-11 (Baxter Travenol) reused dialyzers obtained from the dialysis clinic were used in the present study. The new dialyzers exhibited a relatively flat APD, whereas saline rinsed and reused dialyzers showed considerable amount of decay. C-DAH dialyzers had a larger APD(11.70