• Oncology Letters
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• v.18 no.6
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• pp.5889-5896
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• 2019

The elimination of residual microscopic cancer cells is important cancer treatment. The immunoediting theory describes the balance between the immune system and cancer cells. The current study investigated changes in the immune system during the elimination of cancer cells and evaluated the influence of cluster of differentiation (CD)4 or CD8 depletion. A human squamous cell cancer cell line (SNU1041) was injected in the lateral tongue of immunocompetent mice and the changes in the CD4, CD8, CD11b, CD19, CD40 and CD40 ligand (L) populations in the blood, lymph nodes and spleen were evaluated using flow cytometry, and changes in serum cytokine levels were evaluated using a magnetic bead panel. Cancer cell elimination was delayed by CD4 depletion but not by CD8 depletion. The CD8-depleted group indicated increased levels of CD40L, interferon-gamma, interleukin (IL)-10, IL-6, and tumor necrosis factor-α. It was concluded that CD4 served a crucial role in the elimination of human cancer cells. Furthermore, the efficacies of CD40 agonist and programmed cell death protein 1 (PD1) antagonist treatments were assessed in CD4-depleted mice. CD40 agonist treatment resulted in faster cancer cell elimination and increased cytokine excretion. In conclusion, CD4 or CD40L significantly influenced cancer elimination. CD40 agonist antibodies may be potent adjuvant agents that can be used in patients with reduced CD4 or CD40L expression

• Applied Microscopy
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• v.38 no.3
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• pp.221-233
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• 2008

Endogenous nitric oxide (NO) has been known to regulate many physiological and pathological processes, especially the glandular secretion and blood flow. However, nitric oxide synthase (NOS) responsible for NO synthesis has not been well studied ultrastructurally in rat salivary gland. The present study was performed to investigate the distribution of nitric Oxide synthase isoforms (endothelial. neuronal, and inducible NOS). Immunoelectron microscopic study, using monoclonal mouse anti-endothelial NOS, anti-neuronal NOS, and anti-inducible NOS, was performed in the salivary gland of rat. Endothelial NOS (eNOS)-positive immunoreactivities were most prominent in the secretory granules of serous cells of the salivary gland of the rat. Immunoreactivities were well concentrated on serous secretory granules in the serous cells. However, weak eNOS-positive immunoreactivity was observed in the mucous secretory granules of the mucous cells. Positive endothelial NOS (eNOS) immunoreactivities were most prominent in the secretory granules of intralobular ducts. Ductal secretory granules and acinar serous secretory granules have a similar pattern of labeling as eNOS suggestings. Neural NOS (nNOS)-positive immunoreactivity was not detected in duct systems or in acinar cells. Inducible NOS (iNOS)-positive immunoreactivity was not seen in acinar and ductal cells. These results reveal the presence of eNOS in the salivary gland of the rat, which may be related with regulation of the glandular secretion and blood flow through the gland.

• Journal of Korean Society of Transportation
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• v.24 no.3 s.89
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• pp.17-27
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• 2006

Car following model is a theory that examines changes of condition and interrelationship of acceleration deceleration. headway, velocity and so on closely based on the hypothesis that the Posterior vehicle always follows the preceding vehicle. Car following mode) which is one of the research fields of microscopic traffic flow was first introduced in 1950s and was in active progress in 1960s. However, due to the limitation of data gathering the research depression was prominent for quite a while and then soon was able to tune back on track with development in global positioning system using satellite and generalization of computer use. Recently, there has been many research studies using reception materials of global Positioning system(GPS). Introducing GPS technology to traffic has made real time tracking of a vehicle position possible. Position information is sequential in terms of time and simultaneous measurement of several vehicles in continuous driving is also practicable. Above research was focused on judging whether it is feasible to overcome the following model research by adopting the GPS reception device that was restrictively proceeded due to the limitation of data gathering. For practical judgment, we measured the accuracy and confidence level of the GPS reception devices material by carrying out a practical experiment. Car following model is also being applied in simulations of traffic flow analysis, but due to the difficulty of estimating parameters the basis of the above result. it is our goal to produce an accurate calibration of car following model's parameters that is suitable in this domestic actuality.

• Journal of Chest Surgery
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• v.29 no.8
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• pp.836-843
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• 1996

Histologic, and scanning electron microscopic observa ions were made of 12 biopsy specimens from polytetrdiluoroethylene (PTFE) grafts that had been Implanted as systemic-pulmonAry shunt for improving oxygenation of cyanotic congenital heart disease and harvested near the end of pulmonary artery side at the time of redo shunt or tonal correction between 1985 and 1992. The types of shunt operation are modified Blalock-Taussig shunt in 10 cases, Waterston-Cooley shunt in 1 And Potts shunt in 1 case. The 5 mm PTFE graft was used In 10, 4mm in 1 and 6mm in 1 case. The mean duration of implantalion was 0 $\pm$ 14.1 months(rl.on 12 months to 55 months). The plAtelets were aggregated between gaps'of Coretex surface and intimal thickening was noted about 10 to 20 months after implantation. Endothelial cells were found in the 40-months patent PTFE graft by light and scanning electron microscopy. In the specimen of poor flow or zero flow graft, severe intimal hyperplasia and thrombi which was made of platelets were noted . Based on this experience, we think that the patency will be maintained well if the connective tissue could be Hxed firmly over the Inner layer of the Goretex and the endothelial cell layer sllould form over the con- nective tissue and platelet aggregation should be prevented.

• Journal of Korean Society of Transportation
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• v.36 no.1
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• pp.38-50
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• 2018

Emerging automated driving environments will lead to a mixed traffic flow depending on the interaction between automated vehicles (AVs) and manually driven vehicles (MVs) because the market penetration rate (MPR) of AVs will gradually increase over time. Understanding the characteristics of mixed traffic conditions, and developing a method to control both AV and MV maneuverings smoothly is a backbone of the traffic management in the era of automated driving. To facilitate smooth vehicle interactions, the maneuvering of AVs should be properly determined by various traffic and road conditions, which motivates this study. This study investigated whether the aggressiveness of AV maneuvering, defined as automated driving aggressiveness (ADA), affect the performance of mixed traffic flow. VISSIM microscopic simulation experiments were conducted to derive proper ADAs for satisfying both the traffic safety and the operational efficiency. Traffic conflict rates and average travel speeds were used as indicators for the performance of safety and operations. While conducting simulations, level of service(LOS) and market penetration rate(MPR) of AVs were also taken into considerations. Results implies that an effective guideline to manage the ADA under various traffic and road conditions needs to be developed from the perspective of traffic operations to optimize traffic performances.

• Journal of Korean Society of Transportation
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• v.33 no.5
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• pp.478-487
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• 2015

This study proposed a Variable Speed Limits(VSL) algorithm to use traffic information based on Cumulative Demand-Capacity Analysis and evaluated its performance. According to the analysis result, the total of delay consisted of 3 separate parts. There was no change in total travel time although the total of delay decreased. These effects was analysed theoretically and then, evaluated through VISSIM, a microscopic simulator. VISSIM simulation results show almost same as those of theoretical analysis. Furthermore in SSAM analysis with VISSIM simulation log, the number of high risk collisions decreased 36.0 %. However, the total delay decrease effect is not real meaning of decrease effect because the drivers' desired speed is same whether the VSL model is operated or not. Nevertheless this VSL model maintains free flow speed for longer and increases the cycle of traffic speed fluctuation. In other words, this is decrease of delay occurrence and scale. The decrease of speed gap between upstream and downstream stabilizes the traffic flow and leads decrease number of high risk collision. In conclusion, we can expect increase of safety through total delay minimization according to this VSL model.

• Journal of Korean Society of Transportation
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• v.36 no.2
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• pp.67-85
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• 2018

Vehicle platooning through wireless communication and automated driving technology has become realized. Platooning is a technique in which several vehicles travel at regular intervals while maintaining a minimum safety distance. Truck platooning is of keen interest because it contributes to preventing truck crashes and reducing vehicle emissions, in addition to the increase in truck flow capacity. However, it should be noted that interactions between vehicle platoons and adjacent manually-driven vehicles (MV) significantly give an impact on the performance of traffic flow. In particular, when vehicles entering from on-ramp attempt to merge into the mainstream of freeway, proper interactions by adjusting platoon size and inter-platoon spacing are required to maximize traffic performance. This study developed a methodology for establishing operational strategies for truck platoonings on freeway on-ramp areas. Average speed and conflict rate were used as measure of effectiveness (MOE) to evaluate operational efficiency and safety. Microscopic traffic simulation experiments using VISSIM were conducted to evaluate the effectiveness of various platooning scenarios. A decision making process for selecting better platoon operations to satisfy operations and safety requirements was proposed. It was revealed that a platoon operating scenario with 50m inter-platoon spacing and the platoon consisting of 6 vehicles outperformed other scenarios. The proposed methodology would effectively support the realization of novel traffic management concepts in the era of automated driving environments.

• Journal of the Korean Electrochemical Society
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• v.10 no.4
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• pp.306-310
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• 2007

Characteristics of GDL (Gas Diffusion Layer) mainly determine the gas diffusion and water removal in a cell, thereby changing the performance and affecting durability of PEFC. To optimize the water management and understand the two phase flow in a GDL, it is important to study the behaviors of GDL micro structure under the real operating condition. In the clamped condition of cell, the GDL beneath the rib is more compressed than beneath the channel. Many researches on physical, electrochemical, mechanical behaviors of gas diffusion layer has been conducted. However, changes in surface properties under clamped condition have rarely studied. In present study, the morphology of broken connections of carbon fibers and detachment of PTFE coatings on the fibers were shown from the microscopic observations. In addition, changes in wetting properties of GDL by compression were investigated by using XPS and liquid uptake methods. The hydrophobic characteristics of GDL surface beneath the rib of the flow field plate are changed due to the deformation of micro structure.

• Journal of Korean Society of Transportation
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• v.22 no.6
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• pp.133-144
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• 2004

A model and a measure which can evaluate the risk of rear end collision are developed. Most traffic accidents involve multiple causes such as the human factor, the vehicle factor, and the highway element at any given time. Thus, these factors should be considered in analyzing the risk of an accident and in developing safety models. Although most risky situations and accidents on the roads result from the poor response of a driver to various stimuli, many researchers have modeled the risk or accident by analyzing only the stimuli without considering the response of a driver. Hence, the reliabilities of those models turned out to be low. Thus in developing the model behaviors of a driver, such as reaction time and deceleration rate, are considered. In the past, most studies tried to analyze the relationships between a risk and an accident directly but they, due to the difficulty of finding out the directional relationships between these factors, developed a model by considering these factors, developed a model by considering indirect factors such as volume, speed, etc. However, if the relationships between risk and accidents are looked into in detail, it can be seen that they are linked by the behaviors of a driver, and depending on drivers the risk as it is on the road-vehicle system may be ignored or call drivers' attention. Therefore, an accident depends on how a driver handles risk, so that the more related risk to and accident occurrence is not the risk itself but the risk responded by a driver. Thus, in this study, the behaviors of a driver are considered in the model and to reflect these behaviors three concepts related to accidents are introduced. And safe stopping distance and accident occurrence probability were used for better understanding and for more reliable modeling of the risk. The index which can represent the risk is also developed based on measures used in evaluating noise level, and for the risk comparison between various situations, the equivalent risk level, considering the intensity and duration time, is developed by means of the weighted average. Validation is performed with field surveys on the expressway of Seoul, and the test vehicle was made to collect the traffic flow data, such as deceleration rate, speed and spacing. Based on this data, the risk by section, lane and traffic flow conditions are evaluated and compared with the accident data and traffic conditions. The evaluated risk level corresponds closely to the patterns of actual traffic conditions and counts of accident. The model and the method developed in this study can be applied to various fields, such as safety test of traffic flow, establishment of operation & management strategy for reliable traffic flow, and the safety test for the control algorithm in the advanced safety vehicles and many others.

• Journal of Chest Surgery
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• v.33 no.6
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• pp.445-468
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• 2000

Background: Retrograde cerebral perfusion(RCP) is currently used for brain protection during aorta surgery, however, for the safety of it, various data published so far are insufficient. We performed RCP using pig and investiaged various parameters of cerebral metabolism and brain injury after RCP under deep hypothermia. Material and Method: We used two experimental groups: in group I(7 pigs, 20 kg), we performed RCP for 120 minutes and in group II (5 pigs, 20 kg), we did it for 90 minutes. Nasopharyngeal temperature, jugular venous oxygen saturation, electroencephalogram were continuously monitored, and we checked the parameters of cerebral metabolism, histological changes and serum levels of neuron-specific enolose(NSE) and lactic dehydrogenase(LDH). Central venous pressure during RCP was mainained in the range of 25 to 30 mmHg. Result: Perfusion flow rates(ml/min) during RCP were 130$\pm$57.7(30 minutes), 108.6$\pm$55.2(60 minutes), 107.1$\pm$58.8(90 minutes), 98.6$\pm$58.7(120 minutes) in group I and 72$\pm$11.0(30 minutes), 72$\pm$11.0(60 minutes), 74$\pm$11.4(90 minutes) in group II. The ratios of drain flow to perfusion flow were 0.18(30 minutes), 0.19(60 minutes), 0.17(90 minutes), 0.16(120 minutes) in group I and 0.21, 0.20, 0.17 in group II. Oxygen consumptions(ml/min) during RCP were 1.80$\pm$1.37(30 minutes), 1.72$\pm$1.23(60 minutes), 1.38$\pm$0.82(90 minutes), 1.18$\pm$0.67(120 minutes) in group I and 1.56$\pm$0.28(30 minutes), 1.25$\pm$0.28(60 minutes), 1.13$\pm$0.26(90 minutes). We could observe an decreasing tendency of oxygen consumption after 90 minutes of RCP in group I. Cerebrovascular resistance(dynes.sec.cm-5) during RCP in group I incrased from 71370.9$\pm$369145.5 to 83920.9$\pm$49949.0 after the time frame of 90 minutes(p<0.05). Lactate(mg/min) appeared after 30 minutes of RCP and the levels were 0.15$\pm$0.07(30 minutes), 0.18$\pm$0.10(60 minutes), 0.19$\pm$0.19(90 minutes), 0.18$\pm$0.10(120 minutes) in group I and 0.13$\pm$0.09(30 minutes), 0.19$\pm$0.03(60 minutes), 0.29$\pm$0.11(90 minutes) in group II. Glucose utilization, exudation of carbon dioxide, differences of cerebral tissue acidosis between perfusion blood and drain blood were maintained constantly during RCP. Oxygen saturation levels(%) in drain blood during RCP were 22.9$\pm$4.4(30 minutes), 19.2$\pm$4.5(60 minutes), 17.7$\pm$2.8(90 minutes), 14.9$\pm$2.8(120 minutes) in group I and 21.3$\pm$8.6(30 minutes), 20.8$\pm$17.6(60 minutes), 21.1$\pm$12.1(90 minutes) in group II. There were no significant changes in cerebral metabolic parameters between two groups. Differences in serum levels of NSE and LDH between perfusion blood and drain blood during RCP showed no statistical significance. Serum levels of NSE and LDH after resuming of cardipulmonary bypass decreased to the level before RCP. Brain water contents were 0.73$\pm$0.03 in group I and 0.69$\pm$0.06 in group II and were higher than those of the controls(p<0.05). The light microscopic findings of cerebral neocortex, basal ganglia, hippocampus(CA1 region) and cerebellum showed no evidence of cerebral injury in two groups and there were no different electron microscopy in both groups(neocortex, basal ganglia and hippocampus), but they were thought to be reversible findings. Conclusion: Although we did not proceed this study after survival of pigs, we could perform the RCP successfully for 120 minutes with minimal cerebral metabolism and no evidence of irreversible brain damage. The results of NSE and LDH during and after RCP should be reevaluated with survival data.