Nose Length Research Articles

Preliminary study on three-dimensional morphological reconstruction method for external nose defect based on three-dimensional face template

Objective: To provide a new solution for the digital design of nasal prostheses, this study explores the three-dimensional (3D) facial morphology completion method for external nasal defects based on the non-rigid registration process of 3D face template. Methods: A total of 20 male patients with tooth defect and dentition defect who visited the Department of Prosthodontics, Peking University School and Hospital of Stomatology from June to December 2022 were selected, age 18-45 years old. The original 3D facial data of patients were collected, and the 3D facial data of the external nose defect was constructed in Geomagic Wrap 2021 software. Using the structured 3D face template data constructed in the previous research of the research group, the 3D face template was deformed and registered to the 3D facial data of external nose defect (based on the morphology of non-defective area) by non-rigid registration algorithm (MeshMonk program), and the personalized deformed data of the 3D face template was obtained, as the complemented facial 3D data. Based on the defect boundary of the 3D facial data of the external nose defect, the complemented external nose 3D data can be cut out from the complemented facial 3D data. Then the nasofacial angle and nasolabial angle of the complemented facial 3D data and the original 3D facial data was compared and analyzed, the ratio between the nose length and mid-face height, nose width and medial canthal distance of the complemented facial 3D data was measured, the edge fit between the edge curve of the complemented external nose 3D data and the defect edge curve of the 3D facial data of external nose defect was evaluated, and the morphological difference of the nose between the complemented external nose 3D data and the original 3D facial data was analyzed. Results: There was no significant statistically difference (t=-0.23, P=0.823; Z=-1.72, P=0.086) in the nasofacial angle (28.2°±2.9°, 28.4°±3.5° respectively) and nasolabial angle [95.4°(19.2°), 99.9°(9.5°) respectively] between the 20 original 3D facial data and the complemented facial 3D data. The value of the ratio of nose length to mid-face height in the complemented facial 3D data was 0.63±0.03, and the value of the ratio of nose width to medial canthal distance was 1.07±0.08. The curve deviation (root mean square value) between the edge curve of the complemented external nose 3D data and the defect edge curve of the 3D facial data of external nose defect was (0.37±0.09) mm, the maximum deviation was (1.14±0.32) mm, and the proportion of the curve deviation value within±1 mm was (97±3)%. The distance of corresponding nose landmarks between the complemented facial 3D data and the original 3D facial data were respectively, Nasion: [1.52(1.92)] mm; Pronasale: (3.27±1.21) mm; Subnasale: (1.99±1.09) mm; Right Alare: (2.64±1.34) mm; Left Alare: (2.42± 1.38) mm. Conclusions: The method of 3D facial morphology completion of external nose defect proposed in this study has good feasibility. The constructed complemented external nose 3D data has good facial coordination and edge fit, and the morphology is close to the nose morphology of the original 3D facial data.

The cubic pitching moment coefficient of spin-stabilized projectiles

This technical note presents a feasible method to effectively predict the cubic pitching moment coefficient for spin-stabilized projectiles. First, a surrogate model for predicting the cubic moment coefficient is constructed by using the Kriging method to relevant published data of several typical spin-stabilized projectiles. The result of a wind tunnel test validates the accuracy of the Kriging prediction, implying that this prediction model complements the current research literature. Second, the global sensitivity analysis combined with this prediction model is used to assess the effect of the shape parameters of spin-stabilized projectiles on the cubic pitching moment coefficient. As a result, the relationship between the shape parameters and the nonlinear pitching moment coefficient is preliminarily explored. The results of an example show that the cylindrical part length, the head shape parameter and the nose length have greater influence, whereas the boat-tail length has the weakest influence.

HF02-02 DEPICTIONS OF PENISES IN HISTORICAL PAINTINGS REFLECT CHANGING PERCEPTIONS OF THE IDEAL PENIS SIZE

You have accessJournal of UrologyCME1 Apr 2023HF02-02 DEPICTIONS OF PENISES IN HISTORICAL PAINTINGS REFLECT CHANGING PERCEPTIONS OF THE IDEAL PENIS SIZE Murat Gül, Emre Altintaş, Mehmet Serkan Özkent, Annette Fenner, and Ege Serefoglu Murat GülMurat Gül More articles by this author , Emre AltintaşEmre Altintaş More articles by this author , Mehmet Serkan ÖzkentMehmet Serkan Özkent More articles by this author , Annette FennerAnnette Fenner More articles by this author , and Ege SerefogluEge Serefoglu More articles by this author View All Author Informationhttps://doi.org/10.1097/JU.0000000000003242.02AboutPDF ToolsAdd to favoritesDownload CitationsTrack CitationsPermissionsReprints ShareFacebookLinked InTwitterEmail Abstract INTRODUCTION AND OBJECTIVE: Phallocentric thought has its roots in ancient times. In these civilizations, a large penis was the source of satisfaction and pride, whereas a small or short penis represented inferiority. Thus, the penis has come to symbolize many characteristics, such as fertility, virility, stamina, strength, authority, social power, and mental power in cultures throughout the ages. It seems logical that the alterations in the perception of ideal penis size would be reflected in paintings in which the penis is depicted. In this study, we aimed to investigate alterations in depicted penis size by evaluating nude male paintings from the 15th to 21st centuries. METHODS: Nude-male paintings were identified from various art-history websites and analyzed to determine changes in penis size over time. Two observers organized the paintings according to the century in which they were created and made the calculations. Penile length to ear length (PtEL) or penile length to nose length (PtNL) were calculated to standardize the measurements using a professional image analysis software. PtEL was first attempted for all paintings; if PtEL could not be ascertained, then nose length was used instead of ear, as the nose length is defined as equal to ear length according to the Golden Ratio. Thus, PtNL was ensured and both ratios were then referred to using a common term: penis depiction ratio (PDR). Further analysis was performed by dividing the paintings into three groups according to the historical development of art: Renaissance Period (1400–1599; 15th–16th centuries), Baroque–Rococo and Impressionism Period (1600–1899; 17th–19th centuries) and Contemporary Art Period (1900–2020; 20th and 21st centuries). RESULTS: Of 232 identified paintings, 72 (31.1%) were excluded because they depicted images of adolescents or an erect penis. PDR was found to differ significantly between paintings created in different centuries (ANOVA; p<0.001) (Table 1). Subgroup analysis revealed that paintings from the 21st century demonstrated significantly higher PDR than paintings from previous centuries (p=0.001) (Table 2). CONCLUSIONS: In paintings depicting nude males, the size of the penis has gradually increased throughout the past 6 centuries, and especially after the 20th century. This observation illustrates the changing sociocultural inputs into male body image and emphasizes the need for improved understanding of the socio-cultural factors associated with the perception of penis size in men. Source of Funding: None © 2023 by American Urological Association Education and Research, Inc.FiguresReferencesRelatedDetails Volume 209Issue Supplement 4April 2023Page: e250 Advertisement Copyright & Permissions© 2023 by American Urological Association Education and Research, Inc.MetricsAuthor Information Murat Gül More articles by this author Emre Altintaş More articles by this author Mehmet Serkan Özkent More articles by this author Annette Fenner More articles by this author Ege Serefoglu More articles by this author Expand All Advertisement PDF downloadLoading ...

Expert judgement of face profile

The aim of the study is to determinate the values of the parameters of the face profile that ensure the harmony of the architectonics of the facial composition, taking into account sexual dimorphism. 22 independent orthodontists were invited as experts (11 men, average age is 36.8±1.2 years; 11 women, average age is 35.3±2.2 years). Experts questioning implemented the preference vectors method using randomly arranged male and female face profile schemes with variable parameters. Male profile expert judgement average maximum was obtained for following indicator values: face convex angle 8°, nasolabial angle 105°, mentolabial angle - 135°, lip protrusion angle 130°, nasofacial angle 35°, projection nose length 17 mm and 19 mm, vertical ratio of upper lip height to lower lip with chin height 0.45 and 0.50. Female profile expert judgement average maximum was obtained for following indicator values: face convex angle 8° and 10°, nasolabial angle 95°, mentolabial angle 115°, lip protrusion angle 130°, nasofacial angle 35°, projection length nose - 17 mm, vertical ratio of upper lip height to lower lip with chin height 0.50. Facial profile attractiveness evaluation of Caucasian face profile showed gender dependence for face convex angle, nasolabial and mentolabial angles, projection nose length. Female profile compared to male profile is characterized by greater convexity, sharper nasolabial angle, marked supramental sulcus and shorter nose length. We have also determined that male face profile is characterized by wider range of indicators acceptable variations than female one.

Nasal Anthropometry among Term and Preterm Indian Neonates- Does Size Matter?

Introduction: The binasal prongs are used in neonatal intensive care unit (NICU) to provide nasal Continuous Positive Airway Pressure (n-CPAP) in preterm neonates. A variable degree of nasal trauma is the most common complication of n-CPAP therapy. This can be reduced by use of appropriately sized binasal prongs that are customized to the anatomical measurements of noses. The aim was to estimate the nasal two-dimensional anthropometrical parameters among Indian neonates across different gestations; to compare between both sexes and between neonates with different intra uterine growth status and gestational ages. Methods: Hundred and one neonates across different gestational ages (24 – 42 weeks) and intrauterine growth status who were admitted to the NICU of a tertiary teaching hospital were enrolled and grouped into five categories based on their gestational ages viz. 37 – 42 weeks, 34 – 36 weeks, 31 – 33 weeks, 28 – 30 weeks, and 24 – 27 weeks. Seven nasal and para-nasal measurements were taken (nostril width, nostril length, columella width, columella length, nose width, nose length and philtrum length) for each neonate using a vernier caliper. Results: All anthropometrical measurements differed significantly across gestations especially between 37 - 42 and 24 - 27 wks (p = 0.00). Males differed from females only with respect to nostril width (p = 0.032). The measurements varied significantly when compared among small for gestational age, appropriate for gestational age and large for gestational age neonates. Conclusions: The nasal parameters differed significantly among various GA and intra-uterine growth statuses, which should help design appropriate sizes of bi-nasal prongs.

Experimental and Numerical Study of the Flow Field Structure of High-Speed Train with Different Nose Lengths Head at 15° Yaw

By using three different head types (5 m, 7.5 m and 10 m nose lengths), the CRH3 (China Railway High-speed 3) flow field structure at 15° yaw was studied through wind tunnel experiments and numerical simulations. The modifications of the aerodynamic coefficients were studied using the Improved Delayed Separation Eddy Simulation (IDDES) method. The results show that the longer the nose length of the tail car, the more it is affected by crosswind. However, the increase in turbulence mitigates the risk of overturning the tail car as the pressure distribution between the train side surface and the underbody becomes more disturbed. The nose length of the head car can affect the position and length of the longitudinal vortex core on the leeward side, thus affecting the lift and side force of each section of the train. The location of the time-averaged vortex core for a 15° crosswind is approximately 0.67H~0.7H high from the ground and 0.65H~0.67H wide from the center of the train. The main frequency of the leeward vortex ranges from 0.1 to 0.3. The transient vibration amplitude at the position of the vortex core is the largest, and the main frequency of vibration is 0.18. The tail car nose length should be properly lengthened since increasing the length of the tail car reduces the negative pressure on the surface of the tail car, thus reducing drag and side force. However, the excessive length of the tail car nose increases the risk of overturning under crosswind.

Facial indicator in the determination of maxillary central incisor length in Nepalese population – A clinical study

Background: The maxillary anterior teeth are important in achieving pleasing facial and dental esthetics. Among those, the central incisor has a key role in determining the esthetic as they are the most dominant and visible teeth during smile. Determining the proper size of these teeth is important but difficult in the absence of pre extraction records in edentulous condition. Aims and Objectives: This study was conducted to find a suitable guide in determining the length of the central incisor by correlating it with some independent facial structure like nose length in a small population of Chitwan district. Materials and Methods: The distance from the bridge of the nose to the base was compared to the length of the maxillary central incisor in 321 patients of both sexes between the age groups of 20–35 years. The actual length of the maxillary incisor was measured and also calculated by regression analysis to determine some fixed ratio. The calculated value by this ratio was compared to the actual measured value to find if the difference was significant. Results: The difference between the calculated distances and the actual measured distance was found to be 0.340 in males and 0.266 in females, which was statistically significant (P&lt;0.001). Conclusion: The distance from the bridge of the nose to base of the nose may be used as a reference to estimate the length of the central incisor in the Nepalese population, although sample included subjects from the central Chitwan District of Nepal.

Enhancement of Aerodynamic Performance of High Speed Train Through Nose Profile Design: A Computational Fluid Dynamics Approach

Aerodynamic drag of fast-moving train has significant impact on its fuel consumption and design safety. To improve aerodynamic performance, the drag forces on the train surfaces must be reduced. Train’s front-end nose design has boundless geometrical variations that can be applied for improved performance. Three geometric characteristics were used in present research: A-pillar roundness, nose length that controls its shrinking, and nose bluntness. Latin-Hypercube based random sampling method was used to determine appropriate values of these parameters for specific range. Using Computational Fluid Dynamics (CFD), a numerical approach was used to analyze train aerodynamic performance based on selected factors and operating conditions. Comparisons based on analysis of the base design and proposed design models were made and evaluated for enhanced performance. CFD analysis of the base design and iterative improvements in modified designs indicate drag reduction through change in A-pillar roundness and bluntness of nose to be 10% and 22%, respectively. The increase in nose length which controls nose shrinkage causes the drag to increase by 35%. Similarly, the boundary layer and pressure distribution on the front end of train were also considered and analyzed for performance improvement. It was concluded that the length controlling nose shrinkage of proposed train design is the key factor among the selected geometric parameters that has more influence on drag on high-speed train surface in comparison to other parameters considered. This research effort offers a modification, analysis and comparison of front-end nose geometry of high-speed train to improve aerodynamic performance and consequently fuel consumption.

Effect of different masses, ages, and coats on the thermoregulation of dogs before and after exercise across different seasons.

Domestic dogs demonstrate a positive correlation between body mass and whole-animal metabolism but a negative relationship between body mass and lifespan in dogs. Additionally, essential physiological mechanisms in domestic dogs, such as the relationships between thermal relations and body size and age, remain poorly understood. In this study, we looked at thermoregulation in dogs of different sizes, ages, coat types, and head morphologies across three different seasons. We used tympanic membrane temperatures (Tear) and infrared thermography to observe temperature regulation in pet dogs before and after a 45-min moderate walking exercise trial. We hypothesized that Tear and heat dissipation is positively correlated with body mass. Using network analysis, we found that body mass was among the most central features for spring and summer trials, but not for the winter trials. Similarly, leg length, snout length, and paw width were the central predictors in two of the three seasons. Mediation analysis demonstrated that nose and snout length act as significant mediators of the effects of body mass on mouth temperatures in the spring. For the summer trials, nose length and paw width significantly mediated the effect of body mass on mouth temperatures. Age, however, does not seem to be a major determinant of thermoregulation in dogs according to best subset models. A cross-seasonal examination of repeated measurements showed that mouth temperature heat dissipation rates decreased with increasing temperature and humidity. Overall, our findings support our hypothesis that Tear and heat dissipation rates are positively correlated with body mass in dogs, thus, negatively correlated with mass-specific metabolism. This finding suggests that small dogs allocate a bigger proportion of their metabolism to "inefficiencies" of heat production to offset greater heat loss.

Depictions of penises in historical paintings reflect changing perceptions of the ideal penis size.

To investigate alterations in depicted penis size by evaluating nude male paintings from the 15th to 21st centuries. Nude-male paintings were identified from various art history websites and analysed to determine changes in penis size over time. Two observers organised the paintings according to the century in which they were created and made the calculations. Penile length to ear length (PtEL) or penile length to nose length (PtNL) were calculated to standardise the measurements using professional image analysis software. PtEL was first attempted for all paintings; if PtEL could not be ascertained, then nose length was used instead of the ear, as the nose length is defined as equal to ear length according to the golden ratio. Thus, PtNL was ensured and both ratios were then referred to using a common term: penis depiction ratio (PDR). Further analysis was performed by dividing the paintings into three groups according to the historical development of art: Renaissance Period (1400-1599; 15th-16th centuries), Baroque-Rococo and Impressionism Period (1600-1899; 17th-19th centuries) and Contemporary Art Period (1900-2020; 20th and 21st centuries). Of 232 identified paintings, 72 (31.1%) were excluded because they depicted images of adolescents or an erect penis. The PDR was found to differ significantly between paintings created in different centuries (P< 0.001). Subgroup analysis revealed that paintings from the 21st century demonstrated significantly higher PDRs than paintings from previous centuries (P= 0.001). In paintings depicting nude males, the size of the penis has gradually increased throughout the past seven centuries, and especially after the 20th century. This observation illustrates the changing sociocultural inputs into male body image and emphasises the need for improved understanding of the sociocultural factors associated with the perception of penis size in men.

Numerical Analysis of the Effect of Streamlined Nose Length on Slipstream of High-Speed Train Passing through a Tunnel

The improved delayed detached eddy simulation (IDDES) method was employed based on the shear–stress transport (SST) k-w two-equation turbulence model to simulate the slipstream distribution characteristics of a high-speed train traversing a tunnel. The accuracy of the numerical simulation method was verified through a full-scale test. First, the wake vortex structure and the distribution of slipstreams of the train with a streamlined nose length of 7 m running in a tunnel were analyzed. Then, the influence of the streamlined nose length on the wake dynamics and slipstream was compared and analyzed. The slipstream positive peak decreased with increasing distance from the top of the rail and center of the track. As the streamlined nose length increases, the vortex intensity in the wake area weakens; moreover, the influence ranges of the wake vortex and the slipstream positive peak value become smaller. Compared with the results of a train having a streamlined nose length of 5 m, the slipstream positive peak value at 1.4 m from the top of the rail and 100 m from the tunnel entrance decreased by 46.6% from that of a train with a streamlined nose length of 9 m.

Age And Sex Determination Using CT scan Nasal Bone Imaging

Age and sex determination are crucial in the biological identification of the remaining skeleton, especially in forensic circumstances. This study's main important focus is to gauge the dimension such as distance, width, size, and structure of the cranial bone. It still becomes most laborious when the body has been reduced to a skeleton. Between men and women: In men, the height or width of the nasal bone is higher than in women. The cranial capacity is higher in females as compared to males. The main task of this examination was sex estimation through the geometric morphometric analysis of the frontal bone. Occurred distinction in structure and magnitude through the glabellar region. The parameters of different components are used to determine sex, i.e., nasal aperture, etc.; Multi-Detector Computed Tomography (MDCT) helps in sex determination. MDCT plays a vital role in identifying age, sex, and determination using scans of various cranial bone parts. Computed tomography provides good image acquisition, greater spatial resolution, and excellent accuracy. This study's focus on forensics is to estimate the measurements such as length, width, etc. Glabella separated the female and male skulls with reasonable accuracy. For sex determination, mastoid size, nasal height measurements, and various anthropometric methods are used. Some studies indicate a distinguished purpose that also helps to determine the sex from the remaining skeleton. The main motive of this study is to present sex using a piriform aperture from a fragmented skull. The mean value of nasal height, nasal width, and nasal index is higher in men than women. The growth nasal septum is monitored in paediatrics for one year because the paediatrics gradually develop nasal septum during one year. In forensic circumstances, there is only one anatomical structure to determine sex and ages better. The lower region of the face is more different than the upper section of the face. In the Gastrointestinal intestinal period, nose length rises from 3.3 mm to roughly 16 weeks. At different ages, nose parameter is identified using MRI and magnetic resonance imaging; nasal structure and size are constant or growing after 35-year man and women. After a period of 45-year, thickness in the soft tissue of craniofacial.

DRIVER DROWSINESS DETECTION USING MACHINE LEARNING

Drowsy driving is one of the major causes of road accidents and death. Drivers must keep a close eye on the road, so they can react to sudden events immediately. Driver fatigue often becomes a direct cause of many traffic accidents. Therefore, there is a need to develop the systems that will detect and notify the driver bad psychophysical condition, which could significantly reduce the number of fatigue related car accidents. However, the Development of such systems encounters many difficulties related to fast and proper recognition of a driver’s fatigue symptoms.. Most of the conventional methods are either vehicle based, or behavioral based or physiological based. Few methods are intrusive and distract the driver, some require expensive sensors and data handling. Therefore, in this study, a low cost, real time driver’s drowsiness detection system is developed with acceptable accuracy. One of the technical possibilities to implement driver drowsiness detection systems is to use the vision-based approach. Here we are detecting the driver drowsiness by estimating vision system of him/her. We will be using Open CV for gathering the images from webcam and feed them into a Deep Learning model which will classify whether the person’s eyes are ‘Open’ or ‘Closed’. Webcam records the video and driver’s face is detected in each frame employing image processing techniques. Facial landmarks on the detected face are pointed and subsequently the eye aspect ratio, mouth opening ratio and nose length ratio are computed and depending on their values, drowsiness is detected based on developed adaptive thresholding. Machine learning algorithms have been implemented as well in an offline manner.

Driver Drowsiness Detection and Monitoring System using Machine Learning

In the present world, lots of road accidents take place due to the lack of attention and alertness of driver. This is termed as driver drowsiness. This leads to a lot of unfortunate situations causing adverse damage to human lives. The main goal of this research is the detection of driver drowsiness and an appropriate response to the detection. There are many methods which are based on the motion of the vehicle or based on the driver’s behavior. One of the methods is the physiological method which helps in distracting the driver from drowsiness and making him alert. And few methods require expensive sensors and deals with a lot of data. Therefore, this paper develops a system for detecting drowsiness in real time with proper procedure and accuracy which is acceptable. In this system, the driver’s facial expressions are captured and recorded using a webcam. Every movement in each frame is detected using few techniques of image processing. The Eye Aspect Ratio, Mouth Opening Ratio, and Nose Length Ratio are calculated using the landmark points on the face. The calculated values are compared to the threshold values developed by the system and the difference in value leads to the detection. At the same time, the machine learning algorithms are also implemented in offline manner. Based on the classification, the system has successfully achieved 95.58% of sensitivity and 100% of specificity using Support Vector Machine. This model system is compatible with all kinds of vehicles.

ACCIDENT PREVENTION BY DETECTING A EYE BLINK OF AN DRIVER

Tired driving is one of the veritable elucidations behind road disasters and passing. Accordingly, prominent confirmation of driver's weakness and its sign is a working examination area. Most of the customary methodologies are eithervehicle based, or poisonous or physiological based. Hardly any techniques are interfering and incorporate the driver, some require extraordinary sensors and data overseeing. As requirements be, in this examination, an irrelevant exertion, constant driver's drowsiness insistence structure is made with exquisite accuracy. In the made structure, a webcam records the video and driver's face is found in each edge using picture overseeing strategies. Facial achievements on the clear face are pointed and thus the eye viewpoint degree, mouth opening degree and nose length degree are chosen and depending on their characteristics, lethargy is seen subject to made adaptable thresholding. PC based learning incorporates have been done inlike way in a pulled back manner. An affectability of 95.58% and expresses of 100% has been created in Support Vector Machine based delineation. As future upgrade Pedestrian unmistakable proof is a main and epic errand in any cleverness video recognition system, as it gives the focal information to semantic vitality about the video accounts. It has an unquestionable augmentation to vehicle applications due to the potential for improving security structures. Keywords: Drowsiness Detection, Eyes Detection, Face Detection, ECG, EOG, EMG, SVM.

Multi-objective aerodynamic optimization design of high-speed maglev train nose

PurposeThe nose length is the key design parameter affecting the aerodynamic performance of high-speed maglev train, and the horizontal profile has a significant impact on the aerodynamic lift of the leading and trailing cars Hence, the study analyzes aerodynamic parameters with multi-objective optimization design.Design/methodology/approachThe nose of normal temperature and normal conduction high-speed maglev train is divided into streamlined part and equipment cabin according to its geometric characteristics. Then the modified vehicle modeling function (VMF) parameterization method and surface discretization method are adopted for the parametric design of the nose. For the 12 key design parameters extracted, combined with computational fluid dynamics (CFD), support vector machine (SVR) model and multi-objective particle swarm optimization (MPSO) algorithm, the multi-objective aerodynamic optimization design of high-speed maglev train nose and the sensitivity analysis of design parameters are carried out with aerodynamic drag coefficient of the whole vehicle and the aerodynamic lift coefficient of the trailing car as the optimization objectives and the aerodynamic lift coefficient of the leading car as the constraint. The engineering improvement and wind tunnel test verification of the optimized shape are done.FindingsResults show that the parametric design method can use less design parameters to describe the nose shape of high-speed maglev train. The prediction accuracy of the SVR model with the reduced amount of calculation and improved optimization efficiency meets the design requirements.Originality/valueCompared with the original shape, the aerodynamic drag coefficient of the whole vehicle is reduced by 19.2%, and the aerodynamic lift coefficients of the leading and trailing cars are reduced by 24.8 and 51.3%, respectively, after adopting the optimized shape modified according to engineering design requirements.

An Anthropometric Association of Vertical Dimension of Occlusion with that of Ear, Nose, Little Finger and Rima Oris in Dentate Individuals for Evaluation of Vertical Dimension of Occlusion in Edentulous Patients - An Observational Study

Background: Successful clinical performance of implant supported prosthesis and complete denture usually depends upon the correct establishment of occlusal vertical dimension during their fabrication. Aesthetic, functional efficiency and rigidity of masticatory muscles are the adverse effects of inaccurate vertical dimension. No reliable parameters are present for the determination of the same, thus posing a significant challenge to the clinicians. Numerous post-extraction methods like facial esthetic appearance, physiological rest position, cephalometric analysis, deglutition, measurement of former dentures, and various anthropometric analyses have been recommended. Aim: Thus, the main of the study was to evaluate the correlation of vertical dimension of occlusion with the length of nose, ear, little finger and the distance between rima-oris in dentate Kashmiri population, in order to use this correlation to determine vertical dimension of occlusion in edentulous patients. Material and methodology: 200 dentate volunteers of 25-45 years of age who fulfilled the inclusion criteria were selected for the study. The anthropometric measurements of vertical dimension at occlusion, length of ear, nose, little finger and the distance between rima-oris were measured using a vernier caliper. Unpaired t test was done to compare continuous variable, while Pearson correlation coefficient was calculated to measure the correlation among the anthropometric measurements. Linear regression equation was used to derive vertical dimension at occlusion with the nearest parameter and a p-value of less than 0.05was significant. Results: On evaluation, the length of nose in females and length of ear in males had a strong correlation with that of vertical dimension at occlusion. Conclusion: within the limitations of the study, it was concluded that length of nose in females and length of ears in males can be used as an adjunct for the establishment of vertical dimension at occlusion in edentulous patients. Keywords: Ear, Edentulous Patients, Nose, Little Finger, Rima-Oris, Vernier Caliper.

Numerical investigation of the slipstream characteristics of a maglev train in a tunnel

High-speed maglev trains operate at higher speeds than conventional high-speed trains. This has implications on intensified aerodynamic issues, such as the transition between open air running and entering into a tunnel. In this paper, numerical simulation of a maglev train entering a tunnel is carried out using IDDES methods (based on SST k-omega model) to analyze the changing slipstream. The peaks and fluctuations of the slipstream are analyzed, together with the transient wake characteristics and TKE (turbulent kinetic energy) distributions. The influence of train nose length on the slipstream and its associated characteristics inside tunnels is also investigated in this paper. It was found that as the maglev train enters the tunnel, the wake slipstream at measuring points close to tunnel entrance increases significantly then decreases slightly with the increase of distance to tunnel entrance. Overall, the fluctuation and magnitude of slipstream inside tunnel is larger than that on open line, more specifically, the maximum TKE generated inside tunnel is. 7.62% larger than that on the open line at contour X = 3 H behind the train tail. Besides it takes longer time for the slipstream inside tunnel to return to the initial condition. These phenomena could be explained by that the scale of vortex structure formed behind the train tail is larger, the developing distance of the wake vortices in the streamwise direction is longer and the TKE generated is more significant inside tunnel. It was also found that increasing the nose length could effectively decrease the spatial scale and TKE of the wake vortices, which resulted on reducing the peak and pulsation of wake slipstream. Comparing to that of 5.4 m, the peak of the wake slipstream of the maglev trains with the 7.4 m and 9.4 m nose lengths at Y = 0.235 m(0.385) is reduced by approximately 23.7%(58%) and 35.9%(82.2%) on open field, and by about 3.6%(4.7%) and 14%(18.5%) inside tunnel. Besides, the maximum TKE at contour X = 2H/3H/5H behind the train tail decreases about 14.4%/10.7%/11.3% and 51%/31.5%/18% as the nose length increase to 7.4 m and 9.4 m respectively.

Prediction of the live weight at breeding age from morphological measurements taken at weaning in indigenous Honamli kids using data mining algorithms

The purpose of this study was to predict live weight at breeding age (LW) based on weaning morphological traits, which birth weight (BW), weaning weight (WW), withers height (WH), back height (BH), rump height (RH), chest depth (CD), body length (BL), tail length (TL), chest girth (CG), leg girth (LG), front shark circumference (FSC), head length (HL), head width (HW), nose length (NL), ear length (EL), and ear width (EW). For this purpose, measurements were taken from 84 Honamli kids born in 2018. The study also included sex, birth type (BT), and ear type as the nominal predictors. For this purpose, two MARS (Multivariate Adaptive Regression Splines), which are interaction (MARS2) and non-interaction (MARS1), and based-tree algorithms, such as CART (Classification and Regression Tree), CHAID (Chi-Square Automatic Interaction Detector), and Exhaustive CHAID, were used by cross-validation 5 and compared with each other considering the predictive performance by taking into account nine predictive performances criteria. LW has a significantly positive and high linear relationship with WH (0.770), BH (0.770), RH (0.750), BL (0.750), and CG (0.770), respectively (p < 0.01). According to these criteria, second-order interaction MARS2 model had the best performance among all data mining algorithms. Also, the CHAID algorithm was the best predictor of LW among regression tree-based algorithms. The CHAID algorithm predicted that the Honamli goat with 14.426 < WW < 15.575kg and HW > 16.464cm had the heaviest LW at 56.268kg. The MARS2 model showed that the heaviest LW could be produced by WW > 16.10kg, HW > 17cm, Sex-Male × BL > 60cm, WW × BL < 50cm, BT-twin × WW < 15.60kg, BL > 50cm × CG > 62.4cm and male goats. Also, CHAID and MARS2 algorithms explain 92.00% and 94.50% of the variation in LW, respectively. According to the results, it can be concluded that the CHAID and MARS algorithms used in the prediction of LW at breeding age could give an idea to reveal the breed standards examined for breeding purposes. While determining that there are important statistical methods in defining body characteristics at weaning in a complex way, the body characteristics determined by these models can be used as indirect selection criteria.

Field test for micro-pressure wave reduction measurement by area optimization of windows of tunnel hoods

The air compression of a high-speed train entering a tunnel results in micro-pressure waves (MPWs), which can cause environmental problems. To mitigate MPWs, tunnel hoods with discrete windows are installed at the tunnel entrances. By properly adjusting the window conditions, the efficiency of the tunnel hood in mitigating MPWs can be enhanced. Per Japanese convention, window conditions are optimized by changing the opening/closing pattern in the longitudinal direction (pattern optimization). The optimization pattern of the windows is fundamentally different if there is a change in the train speed, train nose length, the relative position between the train and the windows, or the train nose shape. Therefore, for extremely long tunnel hoods, the optimal state of the windows is almost impossible to detect numerically or experimentally using pattern optimization. In this study, we realized a rapid and simple optimization of the windows of the tunnel hood (i.e., area optimization) for mitigation of MPWs by field measurements. The result demonstrated that the area optimization considerably helps in mitigating the MPWs, despite the simplicity of the procedures.