Karin, Preechar

Preferred name

Karin, Preechar

Alternative Name

Karin, P.

Karin, Preecha

Main Affiliation

School of Engineering

preechar.ka@kmitl.ac.th

Now showing 1 - 8 of 8

Some of the metrics are blocked by your
consent settings
Physicochemical characteristics of ashes deposited on a wall flow diesel particulate filter of compression ignition engine
(2023-06-01)
Rodvanna, Sattatad
;
Srilomsak, Mek
;
Nuthong, Chaiwat
;
Charoenphanich, Chinda
;
Masomtob, Manop
The investigation of physicochemical characteristics of metal oxide ashes, deposited on a diesel particulate filter, was conducted using electron microscopy, energy dispersive spectroscopy, X-Ray fluorescence, and X-Ray diffractometry techniques. Iron is the main component of deposited ash on the DPF, and other ash components consisted of elements such as silicon, calcium, copper, sulfur, phosphorus, zinc, aluminum and minor chromium. It was clarified that this metal oxide ash has catalytic effect that contributed to an enhancement of soot oxidation. The apparent activation energies of soot oxidation on SiC powder and metal oxide ashes powder are approximately 169 and 135 kJ/mol, respectively.
Some of the metrics are blocked by your
consent settings
Physicochemical characterization of forest and sugarcane leaf combustion's particulate matters using electron microscopy, EDS, XRD and TGA
(2021-01-01)
Oo, Hay Mon
;
Karin, Preechar
;
Chollacoop, Nuwong
;
Hanamura, Katsunori
Physical characteristics and quantitative elemental composition of PM and residual ash produced from sugarcane leaves (SCL) combustion were investigated using TEM-EDS compared with forest leaves (FRL). SEM-EDS was used to analyze the microstructure and chemical composition of biomass raw leaves and PM. XRD analysis was also performed to investigate the characterization of the crystalline nanostructure, structure of PM, and residual ash compared to the TEM image processing method. The oxidation kinetics of biomass raw materials, PM, and residual ash were investigated by TGA. The morphology of fine and ultrafine agglomerate structure of SCL soot and residual ash are not significantly different from the FRL soot and residual ash. The average diameter sizes of single primary nanoparticles of SCL and FRL soot are approximately 37 nm and 35 nm, while the sizes of residual ash are about 18 nm and 22 nm, respectively. The single primary nanoparticles of soot are mainly composed of curve line crystallites of carbon fringes, while residual ash is composed of straight-line lattice fringes. The average fringe lengths of SCL and FRL soot are about 1.25 nm and 1.04 nm from the outer shell and 0.89 nm and 0.74 nm from the inner core. The interlayer spacing of curve line carbon fringes of SCL and FRL soot is approximately 0.359 nm and 0.362 nm by the TEM image analysis and it was matched with XRD analysis. The biomass PMs are mainly composed of soot, Si, Ca, and K compounds: SiO<inf>2</inf>, CaCO<inf>3</inf>, and KCl.
Some of the metrics are blocked by your
consent settings
Physicochemical Characterization of Diesel Engine’s Soot and Metal Oxide Ash Nanoparticles Using Electron Microscopy, EDS and TGA
(2021-06-01)
Karin, Preechar
;
Koko, Phyozin
;
Charoenphonphanich, Chinda
;
Chollacoop, Nuwong
;
Hanamura, Katsunori
Physicochemical characteristics of metal oxide ash derived from engine oil additives on particulate matter (PM) from a diesel direct injection compression ignition (DDI-CI) engine, in terms of nanostructure and oxidation kinetics, were investigated through electron microscopy, energy dispersive X-ray spectroscopy and isothermal thermogravimetric analysis. Diesel and synthetic biodiesel were used as the baseline fuel. Engine performance and combustion characteristics of neat diesel and synthetic biodiesel fuel were initially reported. To enhance the formation of ash derived from lubricant additives, an accelerated ash loading method was used by dosing 10% by mass directly into the fuels. Different single primary particle nanostructures of soot and metal oxide ash were clearly observed. Single primary particle nanostructure of soot was a spherical shape composed of curve line carbon crystallites, while nanostructure of metal oxide ash was a spherically round outline shape comprised with parallel straight-line lattice fringes. Soot oxidation kinetics was significantly enhanced due to the presence of metal oxide ashes in the engine’s PM. In addition, the elemental analysis of metal oxide ash, derived from engine oil additives, was investigated using electron dispersive X-ray spectroscopy.
Some of the metrics are blocked by your
consent settings
Influence of V2O5 and AlF3 on Microstructure of Acicular Mullite Diesel Particulate Filter Along with Soot Oxidation Kinetics
(2021-12-01)
Saenkhumvong, Eakkawut
;
Karin, Preechar
;
Win, Swe Zin
;
Sirivarocha, Settavit
;
Chollacoop, Nuwong
In current research, aluminium oxide and silicon dioxide are used as raw materials for fabricating main structures of mullite diesel particulate filters. The variable substances applied to develop acicular mullite structure are titanium dioxide, aluminium fluoride, and vanadium oxide. Carbon black was used to create pores in mullite diesel particulate filters with 35 to 45% porosity based on the sintering temperature of 1300°C. The images of the filter’s porous surface microstructure were investigated using scanning electron microscopy. Vanadium oxide and aluminium fluoride play important roles in growth of acicular shape and acicular size for membrane, respectively. Acicular size of membrane varies from a hundred nano-meters to the submicron in needle diameter. The relation of all factors between pore size, porosity, surface roughness, and pin-shape microstructure can be controlled by additional amounts of additives. From Raman spectroscopy analysis, the soot formation of carbon black’s micro and nanostructure are acceptable to simulate diesel soot particles. In line with these results, carbon black was successfully used as a substitute of real engine soot in soot kinetics reactivity. In addition, the oxidation kinetics of soot particles on mullite and acicular mullite membrane were investigated by using tight contact in isothermal and loose contact in non-isothermal thermo-gravimetric analysis. The calculated apparent activation energies of soot oxidation with isothermal technique on mullite and acicular mullite membrane are approximately 213 and 141 kJ/mol while those values calculated with non-isothermal technique are 118 and 76 kJ/mol, respectively.
Some of the metrics are blocked by your
consent settings
Physicochemical characterization of direct injection Engines's soot using TEM, EDS, X-ray diffraction and TGA
(2021-06-01)
Oo, Hay Mon
;
Karin, Preechar
;
Charoenphonphanich, Chinda
;
Chollacoop, Nuwong
;
Hanamura, Katsunori
The physical characteristics and elemental composition of particulate matters (PMs) from gasoline direct injection spark ignition (GDI-SI) engines were successfully investigated using transmission electron microscopy - energy dispersive X-ray spectroscopy (TEM-EDS). Thermogravimetric analysis (TGA) was used to analyze the PMs oxidation. The morphology of agglomerated GDI-PMs is not significantly different from the diesel direct injection compression ignition (DDI-CI) engine's PMs. The spherical single primary nanoparticles of the engine's soot composed of curve line carbon crystallites. The average diameter size of the single primary nanoparticles of GDI, DDI, and carbon black are approximately 24 nm, 26 nm, and 31 nm, while the inter-planar spacing is about 0.364 nm, 0.358 nm, and 0.356 nm, respectively. The total fringe lengths of GDI, DDI, and carbon black are approximately 154 nm, 159 nm, and 163 nm measured from the areas of 10 nm × 10 nm inner core regions of primary nanoparticles, and are 180 nm, 195 nm, and 228 nm from the outer shell regions, respectively. The total fringe lengths of inner core are shorter than the outer shell. Besides, the engine's PMs contains both crystalline and amorphous carbon structure using XRD analysis. The GDI-PMs had the least crystalline structure compared to the DDI-PMs and carbon black due to the higher percentage of amorphous fraction. TGA analysis showed that the GDI-PMs oxidation was faster than the DDI-PMs and CB-N330 oxidation because of the primary particle size, the fringe length, and the crystal size which have an impact on oxidation kinetics of particulate matters.
Some of the metrics are blocked by your
consent settings
Influence of ethanol-biodiesel blends on diesel engines combustion behavior and particulate matter physicochemical characteristics
(2022-12-01)
Karin, Preechar
;
Tripatara, Aphichai
;
Wai, Phyo
;
Oh, Ban Seok
;
Charoenphonphanich, Chinda
Ethanol-blended biodiesel fuel can reduce smoke emissions by over 50% on both a single-cylinder engine and a four-cylinder engine. The average single primary particle size of biodiesel blended diesel, biodiesel, and ethanol blended biodiesel soot are approximately 30, 27, and 29 nm, respectively. The maximum graphene fringe length of biodiesel blended diesel, biodiesel, and ethanol blended biodiesel CI engine's soot are approximately 5.2, 4.6, and 4.5 nm. The carbon atom density of soot particles emitted from the diesel, biodiesel, and ethanol blended biodiesel CI engines are approximately 102, 91, and 88 atoms/nm3.
Some of the metrics are blocked by your
consent settings
Experimental investigation of the influence of ethanol and biodiesel on common rail direct injection diesel Engine's combustion and emission characteristics
(2022-11-01)
Wai, Phyo
;
Kanokkhanarat, Phobkrit
;
Oh, Ban Seok
;
Wongpattharaworakul, Veerayut
;
Depaiwa, Nattawoot
This study aims to characterize the effect of oxygenated biofuels in diesel engine combustion, thermal efficiency, and emission by blending different percentages of ethanol and biodiesel with fossil fuel derived diesel. In this research, 5% and 10% by weight of bioethanol were added to commercial B10 (10% biodiesel and 90% diesel), B20 (20% biodiesel and 80% diesel) and B100 (100% biodiesel) and experimented on using a 3 L four-cylinder common rail diesel engine. The experiment was performed under three engine speeds of 1000 rpm, 1500 rpm, and 2000 rpm with three constant engine torques of 56 Nm, 84 Nm, and 140 Nm. The results show that ethanol-biodiesel-diesel ternary blended fuels are higher in premixed combustion pressure and net heat release rate (NHRR) peaks. The cumulative heat release of ethanol blended fuels is also higher for ethanol blended fuels. The fuel consumption increased with the ethanol and biodiesel percentage in the blended fuels due to the lower heating value while the brake thermal efficiency did not decrease. It was clearly observed that the particle emission could be reduced by more than 50% when ethanol and biodiesel percentage increased.
Some of the metrics are blocked by your
consent settings
Effect of a retrofitted metallic microfiber partial flow diesel particulate filter on a light duty diesel vehicle particle emission characteristics
(2024-02-01)
Mon Phyo, Mi Zwe
;
Phairote, Watanyoo
;
Srilomsak, Mek
;
Charoenphonphanich, Chinda
;
Masomtob, Manop
This study was conducted two distinct experiments, using a light-duty diesel vehicle at various engine speeds and loads as well as the new European driving cycle (NEDC) comparing commercial diesel fuel (B7) and pure biodiesel (B100). The NEDC involves a combination of urban and extra urban driving conditions. It aims to study a diesel vehicle's thermal efficiency as well as its gaseous and particulate matter (PM) emissions. This involves comparing results with and with no diesel oxidative catalyst (DOC) and a partial flow diesel particulate filter (PDPF) system. The surface morphology, micro- and nanostructure of a diesel vehicle's PM were also examined using scanning electron microscopy (SEM), transmission electron microscopy (TEM), energy dispersive spectroscopy (EDS), X-ray diffraction (XRD) and thermogravimetric analysis (TGA) to determine nanostructural and dimensional changes after mounting a DOC-PDPF system. Comparison of B7 and B100 combustion showed that B100 had around 1 % increase in brake thermal efficiency (BTE) at 1500 and 2000 rpm compared to B7 since B100 is a more oxygenated biofuel. At 2500 rpm, similar BTE values were observed. Introduction of a DOC-PDPF system resulted in an approximately 1 % BTE reduction for both fuels. This was due to greater friction losses caused by backpressure from the DOC-PDPF system. Increased exhaust backpressure was progressive, ranging from 1 kPa at idle speed to 6 kPa at high engine speeds for both tested fuels. The DOC-PDPF system respectively minimized PM emissions and particle numbers (PNs) by more than 50 % and 35 % for B7 and 71 % and 31 % for B100. These results are average values under the various phases of NEDC testing. A 30 % decrease in PM and a 44 % reduction in PNs under the overall test cycle were found when B100 was tested compared to B7. The soot primary particle size was reduced from 34.69 to 29.08 nm and the carbon fringe length diminished from 1.25 to 0.949 nm at different pre- and post-DOC-PDPF locations. This was due to partial oxidation on the surfaces of the PDPF metallic microstructure. PM undergoes simultaneous partial oxidation after passing through the DOC-PDPF system, as confirmed by TGA analysis.

Karin, Preechar

Filters

Settings

Sort By

Results per page