45 s. d. mane

UTILISING RELEASED ENGINE OILS AS ALTERNATIVE FUEL FOR SMALL SCALE HEATING

APPLICATION

Suresh D. ManeM.Tech, MIE, MISTE, CEA

Shaikh College of Engg & Tech, Belgaum

CONTENTS

Introduction

Objective

Design Aspects

Calorific value, Stoichiometric Air

Burner design

Results & Discussions

INTRODUCTION

Automobiles, farm machinery and indus-trial processes;

India is third largest lube oil consumer in the world & the consumption is increasing @ 3.5 % p.a.

Recycling of used engine oil not meet the ILSAC, SAE or API standards

Greater environmental pollutions. Design a furnace for heating applications

viz. heat treatment and non ferrous metals melting in

Complete Design of the parts, Plotting as-sembly, sub-assembly drawings and fabri-cation

India has 15.6 lakh Lorries run 70,000 km per annum [1].

Oil renewal after 20,000 kms i.e. three renewals per annum.

Annually 70 liters per lorry & 10.92 million liters of engine oil for trucks alone.

Lubricating oils are also used in other automobiles, railway locomotives, farm machinery and industrial

Recycled oil does not meet the SAE, API or ILSAC standards and hence leads to faster wear and tear of engine components.

Unbranded oil as it is comparatively cheaper ( At Rs 55 per liter compared to Rs 175 per liter for branded oil)

WHY ENGINE OILS NEED CHANGE

Deposit formation Possible reasons: additive depletion or contaminated

motor oil. Possible consequences: pre-ignition, reduced power,

higher emissions. Wear Possible reasons: abrasive physical particles in the

motor oil, additive depletion, motor oil contamination or too low motor oil level.Possible consequences: engine component failure or engine breakdown.

Motor Oil Viscosity Increase Possible reasons: additive depletion, motor oil

oxidation and motor oil contamination.Possible consequences: motor oil circulation problems, wear of critical engine components, mechanical problems.

Motor Oil Thermal Breakdown Possible reasons: additive depletion, motor oil

oxidation, abnormally high engine temperature.Possible consequences: motor oil thickening, oil starvation, cold start problems, engine failure.

Motor Oil Circulation Problems Possible reasons: motor oil pump malfunction,

clogged oil passages, too low oil level.Possible consequences: low motor oil pressure, wear of critical engine components, mechanical problems.

How to Avoid These Problems? Use quality motor oils and by respecting the factory

recommended oil drain intervals. A quality motor oil contains all the additives that

are required to prevent these problems so there is no need for aftermarket additives, for engine flush or for changing the oil more frequently than recommended by the OEM.

S SERIES - GASOLINE ENGINE OIL

THE API SERVICE SYMBOL “DONUT”WITH CI-4 PLUS

Used in conjunction with API CI-4 and CJ-4,

the “CI-4 PLUS” designation identifies oils

formulated to provide a higher level of protection against soot-related viscosity

increase and viscosity loss due to shear in

diesel engines. Like Energy Conserving, CI-4 PLUS appears in the lower portion

CC - 1960 - most basic level DEO performance for non-turbocharged engines typical of 60s/70s

CD - heavy duty oil for engine technology of the 1980s providing basic high temperature deposit control and robust against wide range of fuel quality.

CE - introduced as a pre-cursor to CF-4 multi-grade performance level. Concentrated on oil consumption, deposit and soot dispersion control plus ring wear protection.

CF (CF2) - equates to CD performance though specifically for higher sulphur fuels (up to 1%) and IDI (indirect injection) engines

CF4 - 1991 - developed in response to the first generation of emissions regulations. Targeted at early 1990s Heavy Duty American engines including turbo-charged units.

CF-4 oils are generally multi-grades and provide better oil consumption and piston deposit control

CG4 - 1995 - developed to meet the 1996 US emissions legislation, following further particulate emission tightening. Designed for the first generation of emission controlled Heavy Duty engines that used electronic engine controls. Provides improved soot and contaminant handling and viscosity increase control. Designed for low-sulphur diesel fuel (<0.05%).

CH4 - 1998 - for engines meeting new 1998 emissions standards (0.4 g/hp-hr NOx, reduced from 0.5) with significantly improved soot control and, importantly, significantly better wear control compared to all previous standards.

CI-4 - 2002 the latest generation API specification, targeted for 2002 ultra low emission diesel engines. Oils meeting CI-4 offer the highest levels of wear protection and resistance to thermal breakdown.

Heat treatment and non ferrous metals melting in foundries which can provide higher heat energy than that being achieved using solid fuels.

Combustion of the oil with air in a single throttle swirl burner.

Application - large numbers of non ferrous foundries at Belgaum.

Complete Design of the parts, fabrication and assembling process

Successful melting of aluminium caried out in the furnace.

The burner design dimensions were frozen then fabricating the furnace was undertaken.

Cylindrical design of furnace to have swirling motion.

This swirling of flame - even heating of the cylindrical crucible and the contents therein.

Refractory bricks lining to prevent the dissipation of heat to the surrounding.

This furnace is attached with an arrangement of a blower and oil tank through piping arrangement.

Flow of oil to the burner is facilitated due to its elevated position taking advantage of gravity.

first the air blower is started then the oil valve is opened slightly so that the air from the blower carries the oil in the furnace.

For initial igniting we make use of easily combustible materials like cotton waste which is ignited using a match stick.

Once the oil starts burning the flame is adjusted by using both oil and air control

The conventional practice for batch heating/melting utilises solid fuels like wood charcoal and coal.

The problems associated with solid fuels include generation of ash, poor calorific value, and increased cycle time, storage of fuel and poor control of combustion process are overcome

PROPERTIES REQUIRED FROM ENGINE OIL Superior Oxidation performance Excellent anti-wear and anti-scuff properties Excellent low-temperature performance

allows oil flow to critical bearing surfaces at start-up and controls low-temperature sludge formation in stop-and-go service

Stay-in-grade shear stability protects engine parts at high operating temperatures and reduces oil consumption

Provides long drain capability compared with conventional mineral oils

INTERNATIONAL LUBRICANTS STANDARDIZATION AND APPROVAL COMMITTEE

The ILSAC GF-1 standard indicates the oil meets both API SH and the Energy Conserving II (EC-II) requirements. It was created in 1990 and upgraded in 1992 and became the minimum requirement for oil used in American and Japanese automobiles.

ILSAC GF-2 replaced GF-1 in 1996. The oil must meet both API SJ and EC-II requirements. The GF-2 standards requires 0W-30, 0W-40, 5W-20, 5W-30, 5W-40, 5W-50, 10W-30, 10W-40 and 10W-50 motor oils to meet stringent requirements for phosphorus content,

An ILSAC GF-3 an oil must meet both API SL and the EC-II requirements. The GF-3 standard has more stringent parameters regarding long-term effects of the oil on the vehicle emission system, improved fuel economy and improved volatility, deposit control and viscosity performance. The standard also requires less additive degradation and reduced oil consumption rates over the service life of the oil.

ILSAC GF-4 & GF 5 SPECS

ILSAC GF-4 is similar to the API SM service category, but it requires an additional sequence VIB Fuel Economy Test (ASTM D6837).

ILSAC GF-5 Introduced in October 2010 for 2011 and older

vehicles, designed to provide improved high temperature deposit protection for pistons and turbochargers, more stringent sludge control, improved fuel economy, enhanced emission control system compatibility, seal compatibility, and protection of engines operating on ethanol-containing fuels up to E85

SOCIETY OF AUTOMOTIVE ENGINEERS (SAE) J 300 TABLE:

2. OBJECTIVES

Produce heat energy by combustion of used engine oil

To reduce the cost of heat energy required for casting by utilizing locally available cheap used engine oil.

To reduce the cycle time required for melting/ heat treatment of metals as compared to small batch furnaces which use solid fuels like wood charcoal and coke.

To utilise the energy content in the released engine oils for heating application in lieu of solid fuels being currently used so as to overcome the problems associated with solid fuels

To have productive use of unwanted released engine oil, or waste oil so as to conserve precious and scarce natural resources.

SINGLE THROAT SWIRL (STS) BURNERS

STS burners are typically selected where the flames are required to be narrow and long, as in small packaged unit furnaces. This burner can fire either liquid and gaseous fuel in solo or combination mode..

The STS burners are available for heat release rates ranging from 45 to 300 Million Kilo-Btu/ hour for Gas firing and from 45 to 200 Million Kilo Btu/ hour for oil firing.

The STS burners are simple and have practically no requirement of online adjustments.

OIL NOZZLE, BURNER ASSLY

DESIGN ASPECTS - OIL PARAMETERS

Design includes oil characteristics, burner design and furnace di-mensions.

Chemical composition of waste oil [2] = C17H36

Calorific value of oil =35000kJ/kg (Computed using Dulong’s Formulae) 

Specific heat of Aluminium ingot [3] =0.9 kJ/kg

Flash point = 99oC (Cleveland Open Cup apparatus ASTM D92)

Fire Point = 105oC (Cleveland Open Cup apparatus ASTM D92

Stoichiometric air required for combustion (Calculated) = 15:1

DESIGN ASPECTS – AIR REQUIREMENT

Combustion Equation for used Engine Oil C17H36+26O2+26(79/21) N2 – 17CO2+18H2O+26(79/21) N2 (1)

Molecular Weight of One Mole of Fuel; (17x12) + (36x1.008) =240.29

Molecular Weight of One Mole of Oxygen; 2x16=32  Hence the Oxygen- Fuel Mass Ratio is: (26x32/240) =3.46

So quantity of Air need; 3.46 x (100/23.2) =14.91kg of air or 15 considering 23.2 kg of O2 per 100 kg of air

DESIGN ASPECTS – EXCESS AIR

Excess Air- We consider 150% of theoretical air to ensure complete combustion as per prevailing practice.

% of Excess Air= (Actual A/F – Stoichiometric A/F)/ (Stoi-chiometric A/F)

C17H36+26X1.5O2+26(79/21) X1.5N2 – 17CO2+18H2O+39(79/21) N2+13O2

The oxygen fuel mass ratio; (26x1.5x32)/ (1x240.29) = 3.46.x 1.5 = 5.19 kg

5.19x (100/23.2) =22.37 kg of air Actual A/F=22.37 % of Excess Air= (22.37-14.91)/14.91=50%

DESIGN ASPECTS – HEAT

REQUIREMENT

Total Heat Required for Melting of 1 kg of Aluminium (Melting point is 660°C [3] and its latent heat is 321kJ/kg)

Total heat required to melt one kg of aluminium at 25°C = Sensible heat + Latent heat, i.e. Qt = Qs+Ql [3]

Where Qs = m x Cp × ∆T = 1x0.9x (660-25) = 571 kJ/kg Ql= m x latent heat = 1 x 321 =321kJ Qt= 571+321= 892kJ~900kJ   Calorific value of oil= 35000kJ/kg   Assuming burner efficiency =80% then heating value= 28000kJ/kg of oil

Considering Heat transfer efficacy = 40% then heat output = 11200kJ/kg  

DESIGN ASPECTS – OIL REQUIREMENT

1kg of oil can melt= 11200 =12kg of aluminium 900

Designing of burner and furnace is based on the industry requirement to melt for melting 1kg of Aluminium in 10 min.

Considering 40% heat transfer efficiency and 900kJ/kg of total heat required/kg of Al = 900 =2250kJ/10min 0.4

For 1hr 2250x6=13500kJ/hr

As per stoichiometric A/F =15:1, practically 1kg of oil requires = 15+ (15x0.4) = 21kg of air per hr

BURNER DESIGN

The least power blower commercially available in market is 0.25HP = 186 W

For 2800 rpm of blower the maximum pressure is 0.726 bars and maximum air flow is 696 m³/hr. [3] 

The permissible pressure in cast iron cylinder is given by equation P=((t-0.99)/do)x(12.65-0.176) [4]

Assuming thickness ‘t”=4mm, Outer diameter ‘do” = 51.7mm, the standard diameter for T joint is taken as 50mm

  Single throttle swirl burner design was thought off as

appropriate for small application [7].

The heat loss from the furnace is in three modes [ 5]. 1. Heat carried away by the flue gases, 2. Heat lost

from furnace wall and 3. Radiation heat losses 2.5) Wall Losses from the furnace About 30–40% of the fuel input to the furnace generally

goes to make up for heat losses in intermittent or con-tinuous furnaces. The appropriate choice of refractory and insulation materials goes a long way in achieving fairly high fuel savings in industrial furnaces. The heat losses from furnace walls affect the fuel economy con-siderably. The extent of wall losses depends on:

Emissivity of wall, Thermal conductivity of refractories, Wall thickness,

Furnace operation - whether furnace is operated continuously or intermittently

MINIMISING HEAT LOSSES Heat losses can be reduced by increasing the

wall thickness, or through the application of in-sulating bricks. refractory brick of similar thick-ness.

For a furnace with a firebrick wall of 350 mm thickness, it is estimated that 55 percent of the heat stored in the refractories is dissipated from the cold surface during the 16 hours idle period.

Furnace walls built of insulating refractories and cased in a shell reduce the flow of heat to the surroundings.

2.6 %Radiation Heat Loss from Surface of Furnace

RESULTS AND DISCUSSION

Recycled and sold at cheaper rate . This recycled oil does not confirm to API or SAE standards [8] and leads to

faster wear and tear of engine critical parts such as piston, piston rings and cylinder liners.

As the recycled oil is mostly used by transport lorries, the lorries which on an average travel 500 km. every day carrying heavy loads, the exhaust of these lorries is detrimental to the environment.

Conventionally for job work and batch melting of aluminum solid fuel such as wood coal & coke are used in foundry the combustion efficiency of solid fuel is very low and also result in lot of smoke & ash.

Hence they are not eco-friendly &also cost high. This project results to zero ash output.

Combustion of released engine lubricating oil and hydrocarbon by trial & er-ror method a suitable burner is design and we are successful in bringing heat from waste engine oil.

As liquid fuels combustion efficiency [9] is higher than that of solid fuels the time required for melting aluminium was found to be less by 10%. also waste engine oil is available in cheaper rate /throw away rate

The flash point & fire point was found out by ASTM standard (D92 and D 93) which is 99◦C and 104◦C respectively. The stoichiometric air/fuel is was com-puted using combustion equations and found to be 15:1.

In comparison with the conventional coal furnace the heat output is more and the heating times are thus radically reduced. 

CONCLUSIONS

Burner designed successfully Waste oil has high calorific value Melting of Aluminum demonstrated Heat treatment can certainly be

undertaken Better control over combustion than

solid fuels Suitable for small and batch work. Experimental results tally the theoretical

calculations carried out.

SCOPEFOR FUTURE WORK Same furnace can be scaled for large quantity of metal

melting Continuous production. Used in industries where heat energy is required for

their process, like to heat water and produce steam in power plants.

In sugar industry to heat the magma, in brick manu-facturing factories where large amount of heat is re-quired, in houses to produce warm atmosphere etc.

Controls need to be designed so that optimum air fuel ratio is maintained and we reach close to adiabatic flame temperatures.

For regular and repetitive nature of activity micro con-troller based automation can be thought of.

Waste heat recovery can be taken up in future.

REFERENCES http://ideas.repec.org/p/iim/iimawp/wp01102.html "Waste Oil Combustion: An Environmental Case Study",

Presented at the 75th Annual Meeting of the Air Pollu-tion Control Association.

www.engineeringtoolbox_com/latent heat/melting Machine design data handbook by H.G. Patil, Shri

Shashi Prakashan, Belgaum. 4 A text book of “Foundry Technology” by O. P. Khanna.

Dhanpat Rai Publication Ltd. 2008 Edition. pp: 269-329 “Deccan Herald Belgaum Edition dt. 22.6.2013 page 2 National Programme on Technology Enhanced Learning

video lecture Udonne J. D. “A comparative study of used lubrication

Oils”. Journal of Petroleum and Gas Engineering Vol. 2 (2), pp. 12-19, February 2011.

REFERENCES Energy efficiency in thermal utilities by Bureau of Energy Ef-

ficiency (BEE) Vol. 1&2 Nabil M. Abdel Jabbar, Mehrab Mehrvar, “Waste Lubricating

Oil Treatment”. International Journal of Chemical and Biolog-ical Engineering 3:2010.

Ing. Heino Vest, “Reuse and Refining of Waste Engine Oil” 1997, revised in 2000

Energy Handbook, Von Nostrand Reinhold Company - Robert L. Loftness

Institute of Petroleum. 1987. Methods for analysis and test-ing of petroleum products, vol. 4. Wiley, London, England, pp.150-261, 99-103

Mathur, M.L and Sharma, R.P “Internal Combustion En-gines” 8th Ed., 1996, Dhanpat Rai Publications, New Delhi.

www.wesman.com/product/combution/wesman-burn-er.hmts

www.thermaxindia.com/fileuploads/files/burner.pdf 

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