• 한국표면공학회:학술대회논문집
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• 한국표면공학회 2001년도 추계학술발표회 초록집
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• pp.7-7
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• 2001

• 대한관절경학회:학술대회논문집
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• 대한관절경학회 제21차 추계 학술대회
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• pp.153-153
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• 2009

The purpose of this study was to evaluate tibial tunnel widening prospectively after anterior cruciate ligament (ACL) reconstruction with hamstring tendon grafts using Rigidfix (DePuy Mitek, Raynham, MA) femoral fixation and Intrafix (DePuy Mitek) tibial fixation. 56 consecutive patients who underwent ACL reconstruction with a minimum of 2 years' postoperative evaluation were reviewed. On the anterior-posterior (AP) and lateral radiographs, the diameter of the tibial tunnel was measured at proximal, middle, and distal positions and the shape of the tibial tunnels were classified. Tunnel widening was defined as widening of greater than 2 mm. Group I was defined as cases with no tunnel widening and group II defined as cases with tunnel widening. Postoperative laxity evaluations were performed using Lachman test, pivot-shift test, and Instrumented laxity testing using the KT-1000 arthrometer. On the AP radiographs, the average diameter of the tibial tunnel increased 8.8% at 6 months and 8.5% at 12 months postoperatively compared to the immediate postoperative day. On the lateral radiographs, the average diameter of the tibial tunnel increased 7.2% at 6 months and 8.1% at 12 months year postoperatively compared to the immediate postoperative day. The tunnel shape evaluation revealed predominantly linear type in 53 patients (95%). Group I was 42 patients (75%) and group II was 14 (25%). The average KT-1000 measurement was 1.0~1.8 mm in group I and 2.1~2.8 mm in group II (p>0.05) The Lachman and pivot-shift showed tests no significant differences between the two groups. In conclusion, hamstring ACL reconstruction using Rigidfix and Intrafix fixation showed less widening of the tibial tunnels than observed in previously published studies.

• 대한교통학회지
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• 제20권3호
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• pp.115-128
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• 2002

도로의 평면곡선부는 선형 설계시 직선부와 달리 여러 가지 요소를 추가적으로 고려하며 확폭의 문제도 이중의 하나이다. 확폭은 차량 뒷바퀴가 앞바퀴의 궤적을 따라 주행하지 않고 이탈하는 궤도이탈(offtracking)현상 때문에 발생하고, 곡선부 설계시 이러한 현상을 반영하여야 운전자 안전성을 보장할 수 있다. 특히 대형차량 운행이 빈번한 산업도로나. 곡선반경이 작은 산악지역 간선도로의 경우 궤도이탈현상으로 인해 곡선부 사고위험이 증가하기 때문에 확폭 필요성이 강조된다. 본 연구에서는 굴절차량 궤도이탈모형 이론 및 확폭 설치 기준에 관련된 국내외 연구 결과를 비교·검토하여 도로의 기하구조와 차량의 속도를 감안한 현실적인 동적 궤도이탈모형(Dynamic Offtracking Model)을 개발하여 이 모형을 이용한 확폭량 산정 방법을 제시하였다. 본 연구로부터 얻어진 성과는 다음과 같다. 첫째, 견인차와 피견인차의 동적 거동에 편경사영향을 반영할 수 있는 궤도이탈모형을 개발하였다. 둘째, 개발된 동적 궤도이탈모형을 이용하여 우리나라 실정에 맞는 새로운 확폭량 산정 방법을 개발하였다. 셋째, 개발된 모형을 이용하여 실제 궤도 이탈량과 확폭량을 산정하여 현재 사용되고 있는 우리나라 곡선부 확폭 설치기준의 타당성을 살펴보았다.

• 대한치과교정학회지
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• 제35권1호
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• pp.82-89
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• 2005

하악 이부 확장은 해부학적으로 가동성인 하악골에서 시행하는 견인골 신장술의 한 형태로 곡면화된 표면과 하악 과두, 좁은 치열궁 형태로 많은 제약을 받게 된다. 본 연구는 이러한 한계를 보완하기 위해 적용되는 다양한 형태의 이부 확장을 이해하기 위해 시도되었다 골 절단선의 위치와 견인 장치의 위치를 다르게 하여. 각 8가지 군으로 구분한 후 이부 확장을 시행하였다. 이부 확장은 견인기의 위치와 골 절단선의 형태에 따라 다르게 이루어지는 결과를 얻었다.

• 한국방재학회 논문집
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• 제9권6호
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• pp.41-49
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• 2009

콘크리트 포장 확장공사시 하부지반의 다짐도 부족과 이로 인한 강성 및 지내력 발생차이는 접속부에서의 벌어짐, 단차, 밀림 등을 발생시키지만 이들 상호간의 연관성에 대한 국내연구는 매우 부족하였다. 본 연구에서는 평판재하시험(PBT)과 공내재하시험(PMT)을 이용하여 확장부 및 기존포장부에서 하부기초 강성측정을 각각 시도하고 그 시험결과를 바탕으로 확장부 및 기존도로부의 강성차이의 크기발생 차이를 분석하였으며 아울러 확장구간과 기존구간의 지내력과 강성 차이 및 접속부의 처리방안의 차이에 의한 포장슬래브의 거동을 평가하기 위해 고안된 변위계를 현장에 설치하여 벌어짐, 단차, 밀림의 발생현상을 관찰하고 이들 사이의 상호연관성과 발생 원인을 분석하여 그 원인을 규명하였다.

• Computers and Concrete
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• 제23권5호
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• pp.329-334
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• 2019

Traffic flow capacity of some old road bridges is insufficient due to limited deck width. In such cases bridge deck widening is a common solution. For multi-girder reinforced concrete (RC) bridges it is possible to add steel-concrete composite girders as the new outermost girders. The deck widening may be combined with bridge strengthening thanks to thickening of the existing deck slab. Joint action of the existing and the added parts of such bridge span must be ensured. It refers especially to the horizontal plane at the interface of the existing slab and the added concrete layer as well as to the vertical planes at the external surfaces of the initially outermost girders where the added girders are connected to the existing bridge span. Since the distribution of the added concrete is non-uniform in the span cross-section the structure is particularly sensitive to the added concrete shrinkage. The shrinkage induces shear forces in the aforementioned planes. Widening of a 12 m long RC multi-girder bridge span is numerically analysed to assess the influence of the added concrete shrinkage. The analysis results show that: a) in the vertical plane of the connection of the added and the existing deck slab the longitudinal shear due to the shrinkage of the added concrete is comparable with the effect of live load, b) it is necessary to provide appropriate longitudinal reinforcement in the deck slab over the added girders due to tension induced by the shrinkage of the added concrete.

• Computers and Concrete
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• 제32권4호
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• pp.411-423
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• 2023

The rapid development of road transport has increased the number of bridges that require widening. A critical issue in the construction of bridge widening is the influence of vibrations of the old bridge on the casting of wet joint concrete between the old and new bridges owing to the running traffic. Typically, the bridge is closed to traffic during the pouring of wet joint concrete, which negatively affects the existing transportation network. In this study, a newly developed microscopic traffic load modeling approach and the vehicle-bridge interaction theory are incorporated to develop a refined numerical framework for the analysis of random traffic-bridge coupled dynamics. This framework was used to investigate traffic-induced vibrations at the wet joint of a widened bridge. Based on an experimental study on the vibration resistance of wet joint concrete, traffic control strategies were proposed to ensure the construction performance of cast-in-site wet joint concrete under random traffic without interruption. The results show that the vibration displacement and frequency of the old bridge, estimated by the proposed framework, were comparable with those obtained from field measurements. Based on the target peak particle velocity and vibration amplitude of the wet joint concrete, it was found that traffic control measures, such as limiting vehicle gross weight and limiting traffic volume by closing an additional traffic lane, could ensure the construction performance of the wet joint concrete.

• Maxillofacial Plastic and Reconstructive Surgery
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• 제30권5호
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• pp.480-488
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• 2008

Orthodontists often treat cases which are difficult to treat with conventional orthodontics. In such cases, it could be treated with surgical procedures with the help of an oral surgeon. Especially, transverse deficiency of the mandible can be corrected by widening the transverse width of mandibular symphysis, using distraction osteogenesis. Transverse widening of mandibular sympysis is known as a safe treatment but still complications could occur during the treatment. We are reporting some complications of cases that mandibular symphysis transverse widening were applied. Some cases showed complications because of the inappropriate osteotomy line. Since straight vertical osteotomy line was inclined to the left, only the left bony segment was likely to expand. According to bio-mechanical considerations, it will be better to perform a step osteotomy, cutting the eccentric area of the alveolar crest and the centric area of the basal symphyseal area. Complications could also occur by the failure of the distraction device. The tooth borne distraction device was attached on the lingual side of the tooth with composite resin. During the distraction period, it was impossible to obtain appropriate distraction speed and rhythm because of frequent fall off of the distraction device. Therefore, distraction device should be attached firmly with orthodontic band or bone screw, etc. Tooth mobility increasement could also occur as a complication. 'Walking teeth phenomenon' was observed during the distraction period, showing severe teeth mobility and pain during mastication. These symptoms fade out during the consolidation period. Since the patient could feel insecure and uncomfortable, it should be notified to the patient before the procedure. Finally, alveolar crestal bone loss could occur. Alveolar crestal bone loss occurred because of lack of distraction device firmness and teeth trauma caused by lower lip biting habit. Therefore, adequate firmness of the distraction device and habit control will be needed.

• Maxillofacial Plastic and Reconstructive Surgery
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• 제28권4호
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• pp.356-364
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• 2006

Transverse mandibular deficiency has a many problem in growing patients. Therefore, Mandible symphysis widening is recommended. A new surgical technique has been developed to widen the mandible. The purpose of this study is to report the effect of mandibluar symphyseal distraction osteogenesis by use of bone-borne type distractor. The surgical procedure was accomplished under general anaesthesia with step-line osteotomy. Bone-borne type distractor was used to generally widen the mandible. The expansion achieved in the mandible was 8.31mm at the device, 6.32mm at the canines, 4.06mm at the first molars. The symphyseal distraction gaps were bridged by new bony regeneration. Mandibular symphseal distraction osteogenesis increased mandibular arch width, stabilized occlusion, and corrected dental crowding.

• 한국재료학회지
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• 제14권9호
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• pp.664-669
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• 2004

Anodic aluminum oxide (AAO) with pores of various diameter, density, and thickness values was obtained through control of the anodization parameters including voltage, temperature, pore widening time, anodization time, etc. The pore diameter was controlled by a pore widening in an etchant, and alumina templates having stepped nano-channels were fabricated by repetition of anodization and pore widening processes. Stepped carbon nanotubes (CNTs) were then grown on the stepped AAO templates by pyrolysis of acetylene without using the catalyst. High-resolution transmission electron microscopy images revealed that CNTs have a multi-wall structure made of graphite flakes of several nm sizes. The current-voltage characteristic of the sloped and linear CNTs were also examined.