This research aimed to study powe generation from heat loss strove by thermoelectric generator unit. As cooking with a gas stove can cause heat loss between the stove and the cookware this heat loss from gas stove can be converted into the electricity. For the experiment the researcher used a gas stove model KB5 installed with thermoelectric plate model TEG1-241-1.4-1.2 connected in a series to the power of 4 modules. Then experimental conditions of the gas pressure in the gas strove were set at 0.1 0.2 0.3 0.4 0.5 and 0.6 kg/cm2 respectively while the amount of mixed air was constant during the experiment. The results showed that when the gas pressure was at 0.6 kg2 the temperatures of the hot side and cold side of the thermoelectric generator was equal 250.5oC and 65.5oC respectively. Lt also generated the highest electric power of 53.3 watts. The power conversion efficiency was 5.3% at 38.1 Volts with 1.4 Amperes. In addition when electric was connected to a thermoelectric generator unit with 12 VDC 7-watt LED bulb the gas pressure in the gas stove were set at 0.3 0.4 0.5 and 0.6 kg/cm2 respectively was affected by the difference between the heating temperature and the cold temperature in the range of 185o C that could lighten up LED bulb.

The objectives of this research were 1) to study attitude and advertising media exposure of the BTS passengers; 2) to compare the relationship between the BTS passengers’ demographic characteristics and their service behaviors; 3) to compare the differences of the BTS passengers’ demographic characteristics towards their advertising media exposure; and 4) to study the relationship of the passengers’ attitudes on the BTS in-trained advertisement with the BTS passengers’ advertising media exposure. The researcher randomly selected 400 participants through the Cluster sampling method by using the questionnaire as a data collection tool. The analytical statistics included standard deviation mean average and frequency distribution. The hypothesis testing included Chi-square T-Test F-Test (ANOVA) values testing and Pearson Prodcut Moment correlation coefficient. The study found that most respondents were single female at age between 21-30 years old obtained bachelor degree worked as employees of private organizations/state enterprises with an average of below THB 10000 monthly income. The average usage of the BTS service was once in a while during 06.00-09.00 am (Morning rush hour) for leisure purposes (traveling/shopping/personal business). The overall level of the BTS passengers’ attitudes and their advertising exposures wereat moderate level. The results of the research testing demonstrated that 1) passengers with demographic characteristic i.e. the gender difference posed only one aspect of different behavior in using the BTSservice which was the traveling hour. For passengers who were different in gender posed no differentbehavior in using the BTS service. There were 2 aspects found which were the frequency of serviceand the purpose of use. Passengers who were different in demographic characteristic i.e. marital status posed only one aspect of different behavior in using the BTS service which was the purpose of service usage. For passengers who were different in marital status posed no differentbehavior in using the BTS service. There were 2 aspects found which were the frequency of serviceand the purpose of use. Passengers who were different in education level posed only one aspectof different behavior in using the BTS service which was the traveling period. Passengers who weredifferent in demographic characteristics i.e. age occupation and average monthly incomeposed different three aspect of different behavior in using the BTS service that included the frequencyof service the traveling period and the purpose of use 2) passengers with different in demographiccharacteristic i.e. gender difference posed different attitude toward the BTS in-trained advertisingmedia. Female passengers had overall attitude on understanding and sentiment higher than male.Passengers with differences in demographic characteristics i.e. age status education level occupationand average monthly income had no different attitude towards the BTS in-trained advertising media3) passengers with difference in demographic characteristics i.e. gender difference had differentexposure towards the BTS in-trained advertising media. Female passengers were more exposedto all 4 aspects of the BTS in-trained advertising media than male passengers. While passengers withdifferences in demographic characteristics i.e. age status education level occupation and averagemonthly income were overall no differences in terms of their BTS in-trained advertising mediaexposure; and 4) passengers’ attitudes toward the BTS in-trained advertising media were overallcorrelated with the BTS passengers which was relatively high.

This paper presents an analysis of transformer faults to determine the damage occurring within the transformer by the frequency response analysis (FRA) method. Enter the frequency from 10 Hz to 3 MHz and then the measured value is compared to the standard reference value. Consider the different graphs of frequency response in various frequency ranges to analyze the deformation of the iron cores and transformer coils to know the internal condition of the transformer. The tests show that the 50 MVA 115 kV/22 kV transformer has severe damage to the high voltage side and low voltage side of phase-A coil. As a result the transformer can not be used in the power system and make a reminder to repair the transformer.

To Improvement the power factor is very important. Because the costs are increased or reduced. To Improvement the power factor the higher the value it is necessary to buildings offices and industrial buildings or the fact that the industry needs real power. And reactive power source to operate. This paper presents the design and construction of reactive power factor control. Which amounted to 6 working order by the first sequence is divided into three three-phase electrical power system and three consecutive singles phase by active power different. first1 is reactive at 5 kVAr second 2 and third 3 are reactive at 2.5 kVAr forth 4 fifth 5 and sixth 6 precious marine active 0.83 kVAr control. the power factor controller that controls RG3-12 pay Oval active in various sequences. As a result when not equipped with reactive power compensation software to control the power factor. This makes the flow of the high and low Power Factor schedule. When equipped compensate reactive power source to power factor control. Single-phase motor 1 kW and light bulb 164-watt making the current decline of 14 amps rest 12 amps of the power factor increases from 0.5 to 0.929. When connected to three-phase motor with 2 kW 0.82.2 flow down from 2.360 rest 0.942 amps of power factor value up from 0.308 to 1.0.

The propose of this research present a comparative study of the Reliability Improvement of Electrical System for Electric Mass Rapid Transit Train which describes in term of the power supply efficiency including voltage imbalance that could indicate how much the electric power quality is being more or less. The electrical system to be used in the Mass Rapid Transit system has 4 types of connection between three (3) phases of Metropolitan Electricity Authority (MEA) transformer and station transformer which is Single phase V-Type Scott and Le- Blanc to be considered for the different transformer connections type could be carried out and resulted in the most unbalanced in power supply as well as properly solution for power supply mitigation of voltage imbalance. From foregoing the data analyst was discovered that a single phase connection could cause the most unbalance voltage but on the other hand Le-Blanc connection is the least unbalance which could be reduced the impact on the Mass Transit Train and increase the credibility of consumers in order to continuity implement service usage.