• International Journal of Automotive Technology
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• v.7 no.6
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• pp.681-686
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• 2006

The current flat type side slip tester measures only the total side slip. Therefore, measurement techniques which can be used to determine the side slip for each alignment element were examined. Because the side slip related to the camber angle varies depending on the unit load per travel wheel while the side slip related to the toe angle does not on the unit per travel wheel, but depends only on the direction of the tire, the side slip for each alignment element can be determined separately.

• Journal of Biosystems Engineering
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• v.42 no.3
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• pp.127-135
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• 2017

Purpose: Purpose: The usability of a mathematical model modified for analysis of the static stability of an asymmetric tractor-harvester system was investigated. Method: The modified asynchronous mathematical model was validated through empirical experiments, and the effects of movements of the center of gravity (CG) coordinates on the stability against lateral overturning were analyzed through simulations. Results: Changes in the lateral overturning angle of the system were investigated when the coordinates of the CG of the system were moved within the variable range. The errors between simulation results and empirical experiments were compared, and the results were -4.7% at the left side overturning and -0.1% at the right side overturning. The asymmetric system was characterized in such a way that the right side overturning had an increase in overturning angle in the (+) variable range, while it had a decrease in overturning angle in the (-) variable range. In addition, the left side overturning showed an opposite result to that of the right side. At the declination angle (296<${\gamma}$<76), the right side overturning had an increase in the maximum overturning angle of 3.6%, in the minimum overturning angle of 20.3%, and in the mean overturning angle of 15.9%. Furthermore, at the declination angle (284<${\gamma}$<64), the left side overturning had a decrease in the maximum overturning angle of 29.2%, in the minimum overturning angle of 44%, and in a mean overturning angle of 39.7%. Conclusion: The modified mathematical model was useful for predicting the overturning angle of the asymmetric tractor-harvester system, and verified that a movement of the CG coordinates had a critical effect on its stability. In particular, the left side overturning was the most vulnerable to stability, regardless of the direction of declination angle.

• Proceedings of the Korean Society of Computer Information Conference
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• 2021.07a
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• pp.691-694
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• 2021

The malalignment of the trunk causes abnormal stress in a specific area and lead to trunk instability. The purpose of this study was to investigate the correlation between the angle between the infrasternal angle and the trunk side shift distance. The participants in this study 22 subjects were participated. The infrasternal angle and trunk side shift distance were measured using a camera and analyzed using the Image J program. The correlation between the asymmetry of the infrasternal angle and trunk side shift distance was moderate (r=-0.413; p=0.028). According to the asymmetry of the infrasternal angle, it was confirmed that trunk lateral shift appeared in a specific direction. Based on result, it suggests that infrasternal angle and trunk side shift should be considered in the intervention plan of patients with asymmetry of the infrasternal angle.

• Transactions of the Korean Society of Automotive Engineers
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• v.16 no.1
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• pp.52-63
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• 2008

The side collision reconstruction algorithm is developed using three dimensional car crash analysis. Medium size passenger car is modeled for finite element analysis. Total 24 side collision configurations, four different speed and six different angle, are set up for making side collision database. Deformation index and degree index are built up for each collision case. Deformation index is a kind of deformation estimate averaging displacement of side door of crashed car from finite element analysis result. Angle index is constructed measuring deformed angle of crashing car. There are two kinds of angle index, one is measured at driver's side and the other is measured at passenger's side. Also a collision analysis information in side of cars is used for giving a basis for scientific and practical reason in a reconstruction of the car accident. The analysis program, LS-DYNA3D is utilized for finite element analysis program for a collision analysis. Those database are used for side collision reconstruction. Side collision reconstruction algorithm is developed, and applied to find the collision conditions before the accident occurs. Three example collision cases are tried to check the effectiveness of the algorithm. Deformation index and angle index is extracted for the case from the analysis result. Deformation index is compared to the established database, and estimated collision speed and angle are introduced by interpolation function. Angle index is used to select a specific collision condition from the several available conditions. The collision condition found by reconstruction algorithm shows good match with original condition within 10% error for speed and angle. As a result, the calculation from the reconstruction of the situation is reproducing the situation well. The performance in this study can be used in many ways for practical field using deformation index and degree index. Other different collision situations may be set up for extending the scope of this study in the future.

• Maxillofacial Plastic and Reconstructive Surgery
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• v.32 no.2
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• pp.132-140
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• 2010

Purpose: The aim of this study is to identify the usefulness of unilateral mandibular angle ostectomy, so-called "Lateral Angle Reduction", in asymmetric prognathism patients by the assessment of postoperative stability and esthetic results Patients and methods: For the retrospective study, 10 skeletal class III mandibular asymmetry patients who were performed SSRO and unilateral mandibular angle ostectomy, Lateral Angle Reduction, was selected. Lateral and posterioanterior cephalogram was taken before surgery (T0), 1day after surgery (T1) and 6month after surgery (T2). To know the esthetic results the facial width and lateral facial contour were examined on posterioanterior cephalogram and to know the postoperative stability B point and Incisor inferius was examined on lateral cephalogram. Statistical analysis was performed. Results: From T0 to T1, Intergonial width was significantly decreased, dominantly at shortened side but no significant changes at lengthened side. Those were well-maintained during 6 months. Lateral facial angle and Ramus angle was significantly decreased on only shortened side from T0 to T1. As a result, after surgery, there were no significant differences in all measurements between shortened side and lengthened side. Ramus deviation angle in shortened side and ramus angle in lengthened side which reflect the angulation of ramus on frontal plane didn't show significant changes after surgery and during postsurgical periods. Lower dental midline showed no statistical changes during postsurgical period. The relapse rate on B-point was 11.92%. Conclusion: Unilateral "Lateral angle reduction" in the asymmetric mandible is valuable to obtain the narrow lower face and symmetric facial contour with a good stability.

• Physical Therapy Rehabilitation Science
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• v.9 no.1
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• pp.49-54
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• 2020

Objective: The purposes of this study was to evaluate the diagnostic values of abdominal muscles thickness and sterno-costal angle as the quantitative diagnostic indicators for young adults with rounded shoulders. Design: A observational, cross-sectional study. Methods: This study included thirty-three male participants in order to examine the relationship among thoracic kyphosis, sternocostal angle, and abdominal muscle thickness. We used ultrasound imaging to measure the muscle thickness, two gravity-dependent inclinometers to measure the kyphosis angle, and Image J to measure the sterno-costal angle. Results: There was a significant positive correlation between the amount of thoracic kyphosis angle and muscle thickness of the external oblique (EO) on the right side (r=0.931), and on the left side (r=0.432), and the transverse abdominis (TrA) (r=0.649). There was also a significant negative correlation between the thoracic kyphosis angle and the sterno-costal angle at the right side (r=-0.942) and at the left side (r=-0.860). There was a significant positive relationship with muscle thickness of the EO and TrA on the right side with the thoracic kyphosis angle, and was significant negative relationship with the sterno-costal angle on both sides. Conclusions: The results of the study suggest that the thoracic kyphosis angle is related to muscle thickness of the EO and TrA on the dominant side and the sterno-costal angle. We also suggest that future studies are needed to determine how strengthening the abdominal muscles may contribute to preventing excessive thoracic kyphosis in young adults.

• Journal of the Korean Wood Science and Technology
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• v.26 no.2
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• pp.45-50
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• 1998

Tracheid length, microfibril angle, and compression strength were examined in south and north sides of Pinus koraiensis. The sample tree was 57 years old and had been planted in central Korea. Tracheid length on the south side of the tree ranged from 2.87 to 3.40mm and on the north ranged from 3.60 to 3.53mm and mean values were 3.15 mm for the south and 3.26mm for the north. Tracheid length was 0.11 mm longer on the north side than on the south. Microfibril angle on the south side ranged from $12.6^{\circ}$ to $20.3^{\circ}$ and that on the north from $6.8^{\circ}$ to $13.5^{\circ}$; mean values were $16.6^{\circ}$ on the south side and $9.6^{\circ}$ on the north. Microfibril angle was $7.0^{\circ}$ greater on the south side than on the north side. For compression strength on the south and north sides, significant difference at the 95% level was found only at l.3m above the ground level of the sample tree; for compression limit stress, significant difference at this level was found at 1.3 and 5.3m above the ground level. However, compression strength and compression limit stress were greater on the north side than on the south side.

• Journal of Biomedical Engineering Research
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• v.19 no.2
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• pp.183-188
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• 1998

Von Mises stress and compliance distribution was evaluated using a finite element analysis on the end-to-side anastomosis of an artery with length of 20-24mm, inner diameter of 4mm, thickness of 0.5mm and a PTFE graft with length of 10mm, inner diameter of 2mm, thickness of 0.2mm when the anastomotic angle was taken from 30$^{\circ}$~90$^{\circ}$ in every 10$^{\circ}$ and the diameter ratio from 0.1-1 in every 0.1. The inner pressure of 1330 dyne/$\textrm{mm}^2$ was applied inside the 2 conduits. It was found that the compliance whose magnitude is larger on the acute angle anastomotic side than on the abtuse angle side became larger as the anastomotic angle became smaller and the diameter ratio larger and that the equivalent stress on the acute angle anastomotic side was larger than that on the abtuse angle side and became larger as the anastomotic angle and the diameter ratio became larger.

• Journal of computational fluids engineering
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• v.13 no.2
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• pp.8-13
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• 2008

A supersonic viscous flow over a five-degree half-angle cone is studied computationally with three-dimensional Navier-Stokes equations. Steady asymmetric solutions show that the asymmetric flow separation is caused by convective instability. The effects of angle of attacks, Reynolds numbers, and Mach numbers have been investigated and it is found that those factors affect the generation of the side force. The side force has the maximum value at ${\alpha}=22^{\circ}$, while over ${\alpha}=22^{\circ}$, asymmetric vortex becomes transient, which results in the unsteady shedding. At the angle of attack of 22 degrees, the side force increases with Reynolds number and decreases with Mach number. The increase of the side force stops over the critical Reynolds number for the present configuration.

• Transactions of the Korean Society of Automotive Engineers
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• v.22 no.2
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• pp.52-59
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• 2014

Front impacted SUV vehicle shows that the front parts of side members are collapsed by the bending due to the transverse load exerted at the end of side members. Side member models were impacted with various angles in order to study the crash performance according to the impact angle. Even for the small impact angle of $10^{\circ}$, crash performance seriously deteriorated and the deformations for impact angle $15^{\circ}$ were similar to those from the front body impact analysis. In addition, the angled front impact analysis for the straight member with hat section was carried out and the effects of inner reinforcement shape on crash performance was investigated.