• 한국신재생에너지학회:학술대회논문집
• /
• 2010.06a
• /
• pp.91.2-91.2
• /
• 2010

The use of plated front contact for metallization of silicon solar cell may alternative technologies as a screen printed and silver paste contact. This technologies should allow the formation of contact with low contact resistivity a high line conductivity and also reduction of shading losses. The better performance of Ni/Cu contacts is attributed to the reduced series resistance due to better contact conductivity of Ni with Si and subsequent electroplating of Cu on Ni. The ability to pattern narrower grid lines for reduced light shading combined with the lower resistance of a metal silicide contact and improved conductivity of plated deposit. This improves the FF as the series resistance is deduced. This is very much required in the case of low concentrator solar cells in which the series resistance is one of the important and dominant parameter that affect the cell performance. A selective emitter structure with highly dopes regions underneath the metal contacts, is widely known to be one of the most promising high-efficiency solution in solar cell processing. This paper using selective emitter structure technique, fabricated Ni/Cu plating metallization cell with a cell efficiency of 17.19%.

• The Journal of Korean Academy of Prosthodontics
• /
• v.8 no.1
• /
• pp.37-41
• /
• 1968

The purpose of this paper is to evaluate the number of occlusal contacts in centric occlusion. The 50 strictly selected subjects, who have good natural dentition and occlusion, were impressioned with Alginate Impression material, and dental stone models were madel. After transfering the models from mouth to Hanau Articulator Model H2 by means of SM type Face-Bow, condylar guidances were registered, red articulating papers($13{\mu}$ in thickness) were inserted between upper and lower posterior teeth, and the red marked points and lines were counted as occlusal contact points. 1. The number of occlusal contact points in centric occlusion were 1st Molars 2nd Molars, 2nd Premolars and 1st Premolars in order. 2. The number of occlusal contact points of right side showed comparatively much more than those of left side. 3. The number of occlusal contact points of upper in Premolar area were much more than those of lower, and in Molar area were the reverse. 4. The total number of occlusal contact points in centric occlusion were approximately 105 points.

• The Transactions of The Korean Institute of Electrical Engineers
• /
• v.64 no.12
• /
• pp.1782-1788
• /
• 2015

In this paper, analysis of the effects for construction tolerances on the current collection performance of high speed catenary system. The height of the contact wire is the geometrical position of the cantilever directly affects the current collection performance. Contact force when the height of the contact wire exceeds the construction tolerance were analyzed. As a result, the maximum contact force was analyzed to more than 350[N] that are recommended by EN50119. And when the geometrical position of the cantilever to exceeds the construction tolerance, the analysis results of uplift at the mast support points, it becomes 127[mm] that are recommended by UIC 799. If the construction tolerances exceeds the reference value, the current collection performance is deteriorated. Therefore, catenary system require high precision construction. In the future, there is a need for continuing research on the tolerance of catenary system in the actual operating state.

• Journal of the Korean Society of Manufacturing Process Engineers
• /
• v.18 no.11
• /
• pp.35-40
• /
• 2019

Laser processing has been used in various fields. In this study, the feasibility of a hydrophobic surface was investigated through the laser cladding technique. A diode laser was used, and the output was set to 600-800 W. Seven different specimens were prepared with different cladding widths and spacings, and the contact angles for water droplets were evaluated. As a result, the contact angle of water droplets measured in the direction parallel to the cladding line was higher than that in the vertical direction. The wider the cladding width and the cladding space, the higher the contact angle in the parallel direction. It is thought that when a higher contact angle is formed in the parallel direction, more air can be placed in the valley between the cladding lines. In addition, for the hydrophobic coating effect, the contact angle of the coated cladding surface was increased by about $5-15^{\circ}$ as a whole compared to the coated smooth surface. It was confirmed that the wetting characteristics were improved through the cladding.

• Proceedings of the KIEE Conference
• /
• 2011.07a
• /
• pp.531-532
• /
• 2011

This paper describes the characteristics analysis of power-optical fiber composite cable on underground transmission lines. The effects on grounding, air gap and contact resistance are variously analysed using EMTP in normal operating condition. From these results, in this paper, the scheme for protecting the electrically abnormal phenomena will be established on power-optical fiber composite cable of underground transmission lines.

• The Transactions of The Korean Institute of Electrical Engineers
• /
• v.64 no.10
• /
• pp.1501-1507
• /
• 2015

The contact wire pre-sag in railway overhead catenary has been considered as a innovative idea which improves the current collection quality and is expected to evenly distribute wear along a span. However, long term studies on the effects of pre-sag, especially on the quantitative wear pattern of the contact wire, have not yet been reported. Therefore, in this study, the pre-sag and wear pattern of the contact wire along a span from long term operation of railway in Korea was surveyed. The examination was conducted on 3 lines, the Gyeongbu high-speed line with pre-sag of span/2000, the Gyeongbu existing line without pre-sag, and Gyeongchun line with pre-sag installation on 1/1000 of its span. The wear measurements of 58 sample spans were examined. The wear pattern analysis show no interrelationships between pre-sag and evenly distributed wear, but more wear occurred at the center of a span compared to the ends of the span, especially more noticeable as span length increases.

• Proceedings of the KSME Conference
• /
• 2001.06b
• /
• pp.571-577
• /
• 2001

In this paper, the dynamic response of the pantograph system that supplies electrical power to a high-speed rail vehicle were investigated. The analyses of the catenary based on the Finite Element Method (FEM) is executed to develop a pantograph fits well in high-speed focused on the dynamic characteristic analysis of the pantograph system. By simulation of the pantograph-catenary system, the static deflection of the catenary, the stiffness variation in contact lines, the dynamic response of the catenary undergoing constant moving load and the contact force analysis were executed. By the pantograph-catenary analysis, the design parameters of a pantograph could be optimized. For more improving the dynamic characteristics of the pantograph, the active-pantograph was investigated by controlling a contact force. The active pantograph showed the better performance compared to the parameter-optimized. However, the parameter-optimized pantograph would be acceptable for a high-speed rail vehicle through the design-parameter analysis.

• The Transactions of The Korean Institute of Electrical Engineers
• /
• v.65 no.9
• /
• pp.1605-1609
• /
• 2016

The measurement of current collection performance between pantograph and contact wire of overhead catenary system is intended to prove the safety of operation and the quality of the current collection system. The results of interaction performance of current collection system are required for approving with commercial operation on railway lines. The methods of interaction performance of current collection system are defined on interactional standards such as IEC 62486 and EN 50317. In this paper, the interaction performance is evaluated by the percentage of arcing on Honam high-speed line and the results are used for adjustment of the overhead catenary line structure. The experimental results in Honam high-speed line confirm that the duration of an arc lasting longer 25 ms between pantograph and contact wire was depended on the conditions of overhead contact line after installation.

• Journal of the Korean Society for Precision Engineering
• /
• v.12 no.5
• /
• pp.46-56
• /
• 1995

As demands on the precision bevel gears are increased in the related industry, the exact kinematical investigations of a pair of spherical involute bevel gears are required for the computer aided design. The exact angular velocity ratio based on the characteristics of the spherical involute tooth is derived and verified from the relationship between rotational angles. Elementary kinematics of the gearsets is investigated by applying the transformation of the coordinate systems. The tooth contact lines based on logarithmic tooth-wise curve are examines in three dimentional space. Contact ratio is formulated and simulated according to the system parameters such as shaft angles, pressure angle, and spiral angles. The condition of teeth interference is dervied and the critical numbers of gear teeth are calculated. The whole surface geometry of a spiral bevel gearsets are discretized and visualized by a computer graphic tool.

• Proceedings of the KSR Conference
• /
• 2008.06a
• /
• pp.428-432
• /
• 2008

The next Korean high speed train development project is started. In testing stage of this project, the 400km/h maximum speed test will be conducted. In Korean railway infrastructure conditions the 400km/h seems to be a critical speed especially in the aspect of the overhead contact lines. The current collection performance of the 400km/h which is predicted by dynamic interaction simulation are described in this paper. To discuss the permissible criteria of contact forces, displacements and percentage contact loss, the French 575km/h current collection conditions are simulated. Furthermore, review of the simulation results of the Korean 400km/h current collection conditions is conducted through comparison with that of the French 575km/h.