• Journal of Electrical Engineering and Technology
• /
• v.7 no.3
• /
• pp.312-319
• /
• 2012

The life of a power transformer is dependent on the life of the cellulose paper, which influenced by the hot spot temperature. Thus, the determination of the cellulose paper's life requires identifying the hot spot temperature of the transformer. Currently, however, the power transformer uses a heat run test is used in the factory test to measure top liquid temperature rise and average winding temperature rise, which is specified in its specification. The hot spot temperature is calculated by the winding resistance detected during the heat run test. This paper measures the hot spot temperature in the single-phase, 154kV, 15/20MVA power transformer by the optical fiber sensors and compares the value with the hot spot temperature calculated by the conventional heat run test in the factory test. To measure the hot spot temperature, ten optical fiber sensors were installed on both the high and low voltage winding; and the temperature distribution during the heat run test, three thermocouples were installed. The hot spot temperature shown in the heat run test was $92.6^{\circ}C$ on the low voltage winding. However, the hot spot temperature as measured by the optical fiber sensor appeared between turn 2 and turn 3 on the upper side of the low voltage winding, recording $105.9^{\circ}C$. The hot spot temperature of the low voltage winding as measured by the optical fiber sensor was $13.3^{\circ}C$ higher than the hot spot temperature calculated by the heat run test. Therefore, the hot spot factor (H) in IEC 60076-2 appeared to be 2.0.

• Journal of the Korean Chemical Society
• /
• v.8 no.2
• /
• pp.85-87
• /
• 1964

In order to stabilze alloxan as a reagent for detection of amino acids by spot test, sugars and other reductants were added to the aqueous alloxan solution. It was found that lactose was the best for the purpose. The alloxan reagent containing lactose did not give color change on blank test and was very stable that there was no color change even it was allowed to stand in room temperature for several months. The color reaction with amino acids and some amines was not affected by lactose. This spot test for amino acids is in sensitivity as comparable to that of the previously reported methods and gave color reaction with proline and hydroxyproline to 1${\gamma}$ and 5${\gamma}$ respectively.

• Transactions of the Korean Society of Machine Tool Engineers
• /
• v.15 no.4
• /
• pp.98-104
• /
• 2006

In this paper, for the purpose of investigation the acoustic emission(AE) behaviors during resistance spot welding process and tension test of spec steels. As the results present the resistance spot welding method that can get suitable welding qualities or structural integrity estimating method. The resistance spot welding process consists of several stages: set-down of the electrodes; squeeze; current flow; forging; hold time; and lift-off. Various types of AE signals are produced during each of these stages. For tensile-shear test and cross tensile test in resistance spot welded specimens, fracture pa 야 ems are produced: tear fracture; shear fracture; and plug fracture. Tensile-shear specimens strength appeared higher than cross tensile specimens one. In case of tensile-shear specimen happened tear fracture that crack happens in most lower plate. Also, in case of cross tensile specimens, upper plate and lower plate are detached perfect fracture was exposed increases a little as acting force is lower than ordinary welding condition. Therefore, the structure which is combined by resistance spot welding confirmed that welding design must attain so that shear stress may can interact mainly.

• Transactions of the Korean Society of Mechanical Engineers A
• /
• v.22 no.3
• /
• pp.554-561
• /
• 1998

Vehicle body structures are formed by thousands of spot welds and fatigue failure of vehicle structures occur near the spot welds after driving a long way at a durability test road. It is necessary to know accurately the reason of the fatigue failure of the spot weld in the developing stage in order to reinforce it. Many investigations have been done regarding the strength of spot welded joints, contributing to understand its fatigue strength. In developing process, a fatigue failed spot welded area can be repaired by $CO_2$ welding or another method to continue the test. To know the effect of reinforcing these welds, several methods of welding were analyzed and compared to spot welding. With the results of this test, the appropriate repair method can be used instead of spot welding during the development of new car and best design guide can be given for the strength. In this study, fatigue and static tensile tests are made and microstructure is investigated for the purpose of estimating the strength of welded joints by using spot welded and $CO_2$ plug welded specimens. The tested specimens are of two types : Tensile-shear type(TS) and L-tension type(LT).

• Journal of Electrical Engineering and Technology
• /
• v.8 no.1
• /
• pp.156-162
• /
• 2013

This paper measures the hot spot temperatures in a single-phase, 154 kV, 15/20 MVA power transformer filled with natural ester fluid using optical fiber sensors and compares them with those calculated by conventional heat run tests. A total of 14 optical fiber sensors were installed on the high-voltage and low-voltage windings to measure the hot spot temperatures. In addition, three thermocouples were installed in the transformer to measure the temperature distribution during the heat run tests. In the low-voltage winding, the hot spot temperature was $108.4^{\circ}C$, calculated by the conventional heat run test. However, the hot spot temperature measured using the optical fiber sensor was $129.4^{\circ}C$ between turns 2 and 3 on the upper side of the low-voltage winding. Therefore, the hot spot temperature of the low-voltage winding measured using the optical fiber sensor was $21.0^{\circ}C$ higher than that calculated by the conventional heat run test.

• Journal of the Korean Institute of Electrical and Electronic Material Engineers
• /
• v.24 no.6
• /
• pp.440-444
• /
• 2011

We have analyzed electrical characteristics of spot light solar cell modules and have completed fabrication of spot light solar cell modules. Before we test modules, we have carried about UV test of hologram. As a result of test, we have obtained 165% efficiency of hologram film. the other hand, we obtained 75% efficiency of general films. After we have fabricated solar modules and carried about field test, spot light solar cell modules with hologram have been investigated 17.3 A of Isc and 155.4 W of power.

• Journal of Welding and Joining
• /
• v.15 no.4
• /
• pp.143-153
• /
• 1997

In this study, bending test was performed on the real-scale, built-up beam test model fabricated by the $CO_2$ arc spot welding to evaluate the applicability of the welding method to the production of the stiffened plate in car-carrying ship. The built-up beam models which were fixed at both ends in longitudinal direction or simply supported to the rigid foundation, depending on the restraint condition of the corresponding car decks considered, were subjected to simulated design vehicle loads or concentrated point loads. During the test, the central deflection and the longitudinal bending stresses were measured from several points on the longitudinal flange face to predict the section properties of the built-up beams. The longitudinal bending stress on each spot weld were also measured to calculate the average horizontal shear force subjected to spot welds. Test results revealed that the shear strength of spot welds with their current weld nugget size and welding pitch was adequate enough to withstand the horizontal shear forces under the design vehicle loads. Although the built-up beam fabricated by the arc spot welding was a discontinuous beam, its mechanical behavior was well explained by the continuous beam theory using the effective breadth of plate. Based on test results, the criterion for the size of spot weld of which the average shear stress might meet the allowable stress requirement of AWS Code could be established.

• Journal of Welding and Joining
• /
• v.28 no.2
• /
• pp.66-73
• /
• 2010

Conventional fracture test of resistance spot weld had been performed without consideration of paint baking process in automobile manufacturing line. This study was aim to investigate the effect of paint baking on fracture mode and load carrying capacity in fracture test for resistance spot welded 780TRIP steels. With paint baking cycle after resistance spot welds, peel tests and microhardness were conducted on the as-welded and baked samples. Resistance spot welds in AHSS (Advanced High Strength Steels) are prone to display partial interfacial fractures during fracture test or vehicle crash. Baking cycle increased the load-carrying capacity of the resistance spot welded samples and improved the fracture appearance from partial to full button fracture for the L-type peel tests. Specially, the differences in fracture appearance are apparent when the nugget size of spot welds is small enough to produce the partial interfacial fracture. The comparison of macrohardness and microstructure between as-welded and baked samples showed that there are no large difference in change the fracture mode. However, the results of the instrumented indentation test suggested that fusion zone and HAZ of baked sample have less tensile and yield strength and proves that the tempering effects are applied and enhanced the resistance to fracture on welds with application of baking cycle.

• Journal of Welding and Joining
• /
• v.20 no.1
• /
• pp.55-61
• /
• 2002

The automobile is made up of about twenty thousand parts. Some parts are formed by pressing and combined by spot welding. Among them, steel palate of fuel tank is formed in the metal mold and bending parts are jointed by spot and seam welding. To find weldability conditions of spot welding, clearance between two welding steel plates was made and after spot welding, weldability is evaluated by means of tensile shear load, nugget size and shape. Specimen used in this study was a mild steel of 1.2mm thickness and electrode was Cu-Cr alloy of 6mm diameter. When spot welding started, the clearance of two steel plates was changed 0mm, 3mm and 5mm step by step. The fractured surface of specimen after this test was observed by Optical Microscope to measure microstructure and nugget shape. When clearance of two specimen was 3mm and 5mm, strength and nugget size was decreased and nugget shape was not clear.

• The Journal of Fisheries Business Administration
• /
• v.37 no.1 s.70
• /
• pp.95-110
• /
• 2006

Japan's frozen shrimp future market is the only fisheries future commodity market in the world. This empirical study examines the lead and lag relationship between Japan frozen shrimp spot and future markets using the daily prices from August 1, 2002 to December 31, 2005. Frozen shrimp future contract is listed on Japan Kansai Commodities Exchange. Japan imports approximately 250,000 tons of frozen shrimp annually, of which just under 70,000 tons, nearly 30%, are black tiger shrimp. Approximately 90% of black tiger shrimp are caught in Indonesia, India, Thailand and Vietnam, and the two largest consumers of these shrimp are Japan and the U.S.A. Kansai Commodities Exchange adopts the India black tiger shrimp as standard future commodity. We use unit root test, Johansen cointegration test, Granger causality test, Vector autoregressive analysis and Impulse response analysis. However, considering the long - term relationships between the level variables of frozen shrimp spot and futures, we introduced Vector Error Correction Model. We find that the price change of frozen shrimp futures with next 1, 2, 3, 4, 5 month maturity have a strong predictive power to the change of frozen shrimp spot and the change of frozen shrimp spot also have a predictive power to the change of frozen shrimp with next 1, 2, 3 month maturity. But, the explanatory power of the frozen shrimp futures is relatively greater than that of frozen shrimp spot.