• Journal of Powder Materials
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• v.25 no.6
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• pp.507-513
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• 2018

This study investigates the viability of using a Na-ion battery with a tin(Sn) anode to mitigate the vulnerability caused by volume changes during discharge and charge cycling. In general, the volume changes of carbon material do not cause any instability during intercalation into its layer structure. Sn has a high theoretical capacity of $847mAh\;g^{-1}$. However, it expands dramatically in the discharge process by alloying Na-Sn, placing the electrode under massive internal stress, and particularly straining the binder over the elastic limit. The repeating strain results in loss of active material and its electric contact, as well as capacity decrease. This paper expands the scope of fabrication of Na-ion batteries with Sn by fabricating the binder as an auxetic structure with a unique feature: a negative Poisson ratio (NPR), which increases the resistance to internal stress in the Na-Sn alloying/de-alloying processes. Electrochemical tests and micrograph images of auxetic and common binders are used to compare dimensional and structural differences. Results show that the capacity of an auxetic-structured Sn electrode is much larger than that of a Sn electrode with a common-structured binder. Furthermore, using an auxetic structured Sn electrode, stability in discharge and charge cycling is obtained.

• Current Photovoltaic Research
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• v.7 no.1
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• pp.15-20
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• 2019

Most high-efficiency n-type silicon solar cells are based on the high quality surface passivation and ohmic contact between the emitter and the metal. Currently, various metalization methods such as screen printing using metal paste and physical vapor deposition are being used in forming electrodes of n-type silicon solar cell. In this paper, we analyzed the degradation factors induced by the front electrode formation process using e-beam evaporation of double passivation structure of p-type emitter and $Al_2O_3/SiN_x$ for high efficiency solar cell using n-type bulk silicon. In order to confirm the cause of the degradation, the passivation characteristics of each electrode region were determined through a quasi-steady-state photo-conductance (QSSPC).

• Corrosion Science and Technology
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• v.17 no.6
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• pp.257-264
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• 2018

Anti-graffiti coatings have become more important. These layers must guarantee excellent corrosion protection properties, and graffiti must be easily removable, without reducing protection and aesthetic properties. In this study, anti-graffiti and corrosion behavior of two anti-graffiti polyurethane powder coatings were studied. These layers were deposited on aluminum substrate, with two different surface finishes, smooth, and wrinkled. The action of four different removers are investigated. Graffiti were drawn on coatings by means of red acrylic spray paint. Methyl-ethyl-ketone (MEK) and a "commercial" remover were the most effective solvents, in terms of graffiti removal capability, producing limited change in aesthetical surface aspect for smooth finishing. The wrinkled surface was less resistant. Corrosion protection properties, after removal action and contact with the remover, were evaluate by electrochemical impedance spectroscopy. After approximately 5 hours, coatings were no longer protective due to formation of defects. To simulate the weathering effect, UV-B cyclic test (4 hours of UV exposure followed by 4 hours of saturated humidity at $50^{\circ}C$) were performed for 2000 hours. Gloss and color changes were measured, and electrochemical impedance spectroscopy measurements were performed after aging and graffiti removal.

• Structural Engineering and Mechanics
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• v.69 no.5
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• pp.499-509
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• 2019

While the wheel flat is an asymmetrical phenomenon in the railway, majority of researches have used two-dimensional models in the investigation of the effect of wheel flat on the wheel rail forces. This is due to the considerably low computational costs of two dimensional (2D) models although their reliability is questionable. This leaves us with the question of "what is the optimum modeling technique?". It is addressed in this research. For this purpose, two and three dimensional numerical models of railway vehicle/track interaction were developed. The three dimensional (3D) model was validated by comparisons of its results with those obtained from a comprehensive field tests carried out in this research and then, the results obtained from the 2D and 3D models were compared. The results obtained indicate that there are considerable differences between wheel/rail forces obtained from the 2D and 3D models in the conditions of medium to large wheel-flats. On the other hand, it was shown that the results of the 2D models are reliable for particular ranges of vehicle speed, railway track stiffness and wheel-fats lengths and depths. The results were used to draw a diagram, which presents the optimum modeling technique, compromising between the costs and accuracy of the obtained results.

• Geomechanics and Engineering
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• v.17 no.1
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• pp.1-9
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• 2019

This paper proposes a new numerical approach to model geocell reinforced soils, where the geocell is described as membrane elements and the complex interaction between geocell and soil is realized by coupling their degrees of freedom. The effectiveness and robustness of this approach are demonstrated using two examples, i.e., a geocell-reinforced foundation and a large scale retaining wall project. The first example validates the approach against established solutions through a comprehensive parametrical study to understand the influence of geocell on the improvement of bearing capacity of foundations. The study results show that reducing the geocell pocket size has a strong effect on improving the bearing capacity. In addition, when the aspect ratio maintains the same value, the bearing capacity improvement with increasing geocell height is insignificant. Comparing with the field monitoring and measurement in the project, the second example investigates the application of the approach to practical engineering projects. This paper provides a practically feasible and efficient modelling approach, where no explicit interface or contact is required. This allows geocell reinforced soils in large scale project can be effectively modelled where the mechanism for complex geocell-soil interaction can be explicitly observed.

• Journal of Soil and Groundwater Environment
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• v.24 no.5
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• pp.1-10
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• 2019

The effects of liquid phase ozonation on seed dormant alleviation and subsequent seedling growth were studied using two plant seeds of Indian jointvetch (Aeschynomene indica L.) and Indian mallow (Abutilon avicennae Gaertn.). At a constant ozone concentration ($80g/m^3$), contact time varied from 10 to 60 min with 10 min interval. Germination rate, root length, and specific root length were compared after 3-day incubation on gel-medium. The germination rate increased significantly (p<0.05) in the 50 min treatment of Indian mallow by 30% compared to the control. Enhanced root elongation was observed in the seeds of 30 min treatment of Indian jointvetch and 30~50 min treatment of Indian mallow. Specific root length, an indicator of environmental change, did not show significant changes, suggesting the level of ozone treatment has no adverse effect on seedling development. The results indicate that liquid phase seed ozonation can be an effective on-site germination alleviation method in the application of phytoremediation.

• Current Applied Physics
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• v.18 no.12
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• pp.1600-1604
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• 2018

This paper reports on a systematic and quantitative assessment of light induced degradation (LID) and regeneration in full Al-BSF and passivated emitter rear contact cells (PERC) along with the fundamental understanding of the difference between the two. After LID, PERC cells showed a much greater loss in cell efficiency than full Al-BSF cells (~0.9% vs ~0.6%) because the degradation in bulk lifetime also erodes the benefit of superior BSRV in PERC cells. Three main regeneration conditions involving the combination of heat and light ($75^{\circ}C/1\;Sun/48h$, $130^{\circ}C/2\;Suns/1.5h$ and $200^{\circ}C/3\;Suns/30s$) were implemented to eliminate LID loss due to BO defects. Low temperature/long time ($75^{\circ}C/48h$) and high temperature/short time ($200^{\circ}C/30s$) regeneration process was unable to reach 100% stabilization. The intermediate temperature/time ($130^{\circ}C/1.5h$) generation achieved nearly full recovery and stabilization (over 99%) for both full Al-BSF and PERC cells. We discussed the effect of temperature, time and suns in regeneration mechanism for two cells.

• Korean Journal of Applied Biomechanics
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• v.31 no.2
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• pp.79-86
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• 2021

Objective: The purpose of this study was to identify the effect of reduced plantar cutaneous sensation on gait kinematics during walking with and without CAI. Method: A total of 20 subjects involved in this study and ten healthy subjects and 10 CAI subjects participated underwent ice-immersion of the plantar aspect of the feet before walking test in this study. The gait kinematics were measured before and after ice-immersion. Results: We observed a before ice-immersion on plantar cutaneous sensation, CAI subject were found to reduced ankle dorsiflexion, knee external rotation, hip adduction, and internal rotation compared to control subject. After ice-immersion, CAI subjects were found to reduce knee external rotation, hip adduction. However, no significant ankle joint kinematics. Conclusion: While walking, gait pattern differences were perceived between groups with and without plantar cutaneous sensation. The results of the study may explain the abductions in the hip angle movements in CAI patients at initial contact compared to healthy subjects in the control group when plantar cutaneous sensation was reduced. A change in proximal joint kinematics may be a conservative strategy to promote normal gait patterns in CAI patients.

• Tribology and Lubricants
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• v.36 no.6
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• pp.320-323
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• 2020

Thin film coatings are commonly exploited to minimize wear and optimize the frictional behavior of various precision mechanical systems. The enhancement of thin film durability is directly related to the performance maximization of the system. Therefore, a fine approach to analyze the thin film wear behavior is required. Archard's equation is a representative and well-developed law that defines the wear coefficient, which is the probability of creating wear particles. A ploughing model is a commonly used model to determine the friction force during the abrasive contact. The equations demonstrate that the friction force and wear coefficient are inversely proportional to the hardness of the material. In this study, Archard's equation and ploughing models are modified with an effective hardness to minimize the gap between the experimental and numerical results. It is noted that the effective hardness is the hardness variation with respect to the penetration depth owing to the substrate effect. The nanoindentation method is utilized to characterize the effective hardness of Cu film. The wear coefficient value considering the effective hardness is more than three times higher than that without considering the effective hardness. The friction force predicted with the effective hardness agreed better with the results obtained directly from the friction force detecting sensor. This outcome is expected to improve the accuracy of friction and wear amount predictions.

• Structural Engineering and Mechanics
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• v.77 no.5
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• pp.627-635
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• 2021

The speed of rail vehicles become higher and higher over two decades, and China has unveiled a prototype high-speed train in October 2020 that has been able to reach 400 km/h. At such high speeds, wheel-rail force items that had previously been ignored in common computational model should be reevaluated and reconsidered. Aiming at this problem, a new model for investigating the vehicle-bridge interaction at high moving speed is proposed. Comparing with the common model, the new model was more accurate and applicable, because it additionally considers the second-order pseudo-inertia forces effect and its modeling equilibrium position was based on the initial deformed curve of bridge, which could include the influences of temperature, pre-camber, shrinkage and creep deformation, and pier uneven settlement, etc. Taking 5 km/h as the speed interval, the dynamic responses of the classical vehicle-bridge system in the speed range of 5 km/h to 400 km/h are studied. The results show that ignoring the second-order pseudo-inertia force will underestimate the dynamic response of vehicle-bridge system and make the high-speed railway bridge structure design unsafe.