Charoenphonphanich, Chinda

Preferred name

Alternative Name

Charoenphonphanich, C.

Main Affiliation

School of Engineering

chinda.ch@kmitl.ac.th

Now showing 1 - 10 of 41

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Physical characterization of biodiesel particle emission by electron microscopy
(2013-01-01)
Karin, Preechar
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Songsaengchan, Yutthana
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Laosuwan, Songtam
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Charoenphonphanich, Chinda
;
Chollacoop, Nuwong
Nanostructures of diesel and biodiesel engine particulate matters (PMs) were investigated by using a Transmission Electron Microscopy (TEM). The average single particle sizes of biodiesel and diesel PMs are approximately 30-40 nm and 50-60 nm, respectively. Image processing process was used to estimate each carbon platelet length by using TEM image. The average carbon platelet length of biodiesel and diesel PMs are in the range of 0.1-7.0 nm. Moreover, carbon atoms per cubic volume of PMs are approximately 500-900. The result shows that engine load and fuel property are strongly impact on the size of single particle and carbon atom density of particle. This is one of interesting behaviors need to be investigated for better understanding. The results of this research would be used as basic information for design and develop removing process of PM emitted from engine combustion which using in diesel and biodiesel fuels. © Copyright @2013 SAE Japan and Copyright @ 2013 SAE International.
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Impact of Battery Pack Shell Materials on Electrical Leakage in Submersion
(2025-05-19)
Ngo, D. N.
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Charoenphonphanich, C.
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Kunanusont, N.
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Meelapchotipong, P.
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Vo, C. T.
This study investigates the impact of battery pack shell materials on electrical leakage when fully submerged in seawater. Both conductive and insulating materials are utilized for battery pack shells. Simulations are conducted using the Finite Element Method (FEM) and are compared with experimental procedure to validate accuracy and reliability. After validation, the simulations are applied to different accident scenarios to analyze potential outcomes. The results revealed that the choice of materials significantly influences electrical leakage, as evidenced by simulations of various scenarios. Moreover, the voltage distribution changed with different battery pack shell states, indicating that the condition of the battery shell significantly impacts electrical leakage. Additionally, solutions for mitigating leakage were implemented and analyzed. Adding highly conductive materials between leaked positions can also reduce the current density in the surrounding areas. These findings are expected to provide valuable data for designing battery pack shells and enhancing the safety of electric vehicles (EVs) in potential accident scenarios.
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Efficiency Evaluation on Cooling Behavior of Water-Cooling Jacket for Synchronous Reluctance Motor
(2024-01-01)
Nguyen, K. H.
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Masomtob, M.
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Kerdsup, B.
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Karukanan, S.
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Champa, P.
This study presents the cooling efficiency after installing a water-cooling jacket for a 3-kW synchronous reluctance motor of an electric motorcycle and the factors influencing its thermal behavior by experimental and simulation approaches. The testing process was conducted as a method to collect input parameters and validate the results of the computing simulation. The simulation procedure used the step running technique to evaluate two different water-path models. The findings indicated that the maximum temperature of the stator winding and jacket cover decreased by 19.12 °C and 16.07 °C, respectively, following the installation of the water jacket and operation at a low flow rate with a current supply of 200 A. Furthermore, increasing the water flow rate leads to a substantial decrease in maximum temperature before a certain flow rate; 2 liters per minute (LPM) was chosen as the optimal rate. Temperature fluctuations exhibit an upward trend up to 1.85 °C with the higher supplied currents but drop with a higher flow rate. In addition, the motor maximum temperature in the long water-path jacket (LWJ) model was lower than in the short water-path jacket (SWJ) model due to the higher heat transfer coefficient (HTC).
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Physicochemical characterization of direct injection Engines's soot using TEM, EDS, X-ray diffraction and TGA
(2021-06-01)
Oo, Hay Mon
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Karin, Preechar
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Charoenphonphanich, Chinda
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Chollacoop, Nuwong
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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.
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Effect of Soot Particle Size on Four Ball Metallic Wear Using Electron Microscopy Image Analysis
(2020-06-01)
Karin, Preechar
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Amornprapa, Warawut
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Watanawongskorn, Park
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Saenkhumvong, Eakkawut
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Charoenphonphanich, Chinda
The impact of soot primary nanoparticles affecting metal wear was investigated. The commercial Carbon Black (CB) with different primary particle sizes were mixed with the engine oil for simulating soot contamination. The physical properties of carbon black including density and hardness were calculated using Transmission Electron Microscopy (TEM) image analysis. The metallic wear test was evaluated by using a Four-ball wear tester. After the tests, the ball surfaces were inspected by utilizing High-Resolution Optical Microscope (OM), Scanning Electron Microscope (SEM) and Energy Dispersive X-ray spectroscopy (EDX) analysis. Based on a Four-ball wear test, the 1 % by weight of carbon black contamination shows a bit higher average wear scar diameter (WSD), but the surface roughness is reduced. SEM micrograph of metallic wear scar for the engine oil without soot shows the area of grooves, plastic deformation and subsurface crack. On the other hand, when carbon black is added to the oil, it can be seen that there are many deep grooves along with the sliding direction. The relationship of calculated oil film thickness, primary nanoparticle size distribution, carbon atom density of soot and hardness is clearly explained metallic wear mechanisms.
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Oxidation kinetics of small CI engine’s biodiesel particulate matter
(2015-04-01)
Karin, P.
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Borhanipour, M.
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Songsaengchan, Y.
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Laosuwan, S.
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Charoenphonphanich, C.
Particulate matters (PMs) oxidation kinetics by Thermo-gravimetric analysis (TGA) was successfully studied. The chemical content percentage of PM can be divided by oxidation temperature zoning in three main regions which are moisture, unburned hydrocarbon (HC) and carbon. It is clearly observed that the amount of each region is strongly depending on engine operating condition, the amount of unburned HC in low load condition of the engine load are larger than that of high load condition. The calculated apparent activation energies of biodiesel PM oxidation are lower than that of diesel PM and carbon black because of unburned oxygenated molecule. The calculated apparent activation energy of biodiesel and diesel PMs oxidize with air is in the range of 147–157 kJ/mole and 153–165 kJ/mole, respectively. The results of this research would be used as basic information for design and develop removing process of particulate matter emitted from engine combustion which using in diesel and biodiesel fuels.
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The impact of a metallic partial-flow particulate filter on diesel engine combustion and emission characteristics using palm oil biodiesel blends
(2024-02-01)
Thin, Myat Hsu
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Liu, Hai
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Thaeviriyakul, Poonnut
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Wai, Phyo
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Oh, Ban Seok
Reducing particulate emissions from diesel engines pose a significant challenge in developing countries due to increasingly stringent regulations for both new and older vehicles. While employing wall-flow filters have proven effective for new vehicles, older vehicles necessitate alternative approaches to particulate filtration without complex modifications. Partial flow filters exhibit advantages in such scenarios, characterized by their lack of external components, simplified design, minimal maintenance demands, and resilience to misfuelling. The present study mainly focuses on the evaluation of a partial flow diesel particulate filter (P-DPF) installed on a diesel direct injection compression ignition engine, operating on commercial biodiesel blends, specifically B10 and B20. According to the combustion analyses, the combustion pressure, temperature, and the heat release rate increased with the kinetic energy inside the residual gas molecules due to installation of the P-DPF system. This also resulted in higher indicated power as well as indicated thermal efficiency. However, brake-specific fuel consumption and brake-specific energy consumption, exhibited only a marginal increase, while brake thermal efficiency experienced a slight decrease of 0.65% in the case of B10 and 0.74% for B20 after the installation of the P-DPF system due to the friction loss by the filter backpressure. Furthermore, an incremental increase in exhaust backpressure was observed, ranging from 0.2 kPa at 1000 rpm and 56 Nm to 2.25 kPa at 2000 rpm and 140 Nm. An analysis of emissions limits showed a notable 65% reduction in soot emissions. Comparative analyses were conducted to assess the impact of P-DPF installation on a diesel engine without any manual changes. Ultimately, the partial flow filter (P-DPF) emerges as an effective initial measure in mitigating particulate matter emissions, particularly when employed in a retrofit exhaust after-treatment system.
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Side effect of production of biodiesel from jatropha seed oil: A case study in Thailand
(2014-01-01)
Rodjanakid, Kanokon
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Charoenphonphanich, Chinda
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Srinorakutara, Teerapatr
The objective of this research is to produce biodiesel from the jatropha seed oil and compare its lubricating properties to other types of fuel used in a compression ignition engine. The optimum mixture is also investigated. The produced biodiesel is tested to determine its identity and purity. The result showed that its purity is 98.38%, which is higher than 96.5% as specified by the standard of Department of Energy Business. The resulting biodiesel is tested in a compression ignition engine, including as an additive to stabilize the ethanol in diesel oil. The four types of fuel blends are; diesohol with a proportion of diesel: ethanol: biodiesel D95E5B5 by volume, pure biodiesel from jatropha seed oil, biodiesel with low proportion D95B5, and a standard diesel oil. The test results of physical properties of the four types of fuel show that all meets the standard of high speed diesel oil, except the flash point property of the diesohol. To compare the lubricating properties, each type of the fuel has been tested with the High Frequency Reciprocating Rig (HFRR) according the CEC-F-06-A-96 standard. The results showed that the pure biodiesel from jatropha seed oil, biodiesel D95B5 and diesohol D95E5B5 have the wear scar 169 μm, 204 μm, and 205 μm respectively. The wear scar of each type of the studied fuels is below the allowable standard wear scar 460μm.
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Seawater submersion for cylindrical lithium-ion batteries thermal runaway prevention
(2024-10-10)
Meelapchotipong, Pongkorn
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Charoenphonphanich, Chinda
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Masomtob, Manop
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Kunanusont, Nattanai
Lithium-ion batteries (LIBs) are currently used in various electric vehicles, including electric boats. To assess the risk of fire due to thermal runaway of the LIB during the operation of ferries, seawater can be used as a cooling fluid for the LIB to prevent thermal runaway as it is abundant. However, the seawater could corrode the electrodes of the battery, which would lead to toxic wastewater. Prevention of thermal runaway of lithium-ion batteries by submersion in seawater needs to be investigated to clarify the corrosion that could lead to toxic wastewater. In this study, fully charged, pristine 18650 NMC Li-ion cells were submerged in synthetic seawater (SSW) to investigate the corrosion effect compared to deionized (DI) water. The results showed that SSW induced rapid voltage discharge, leading to corrosion on the electrodes and toxic effluents, while DI water maintained the stability of the cells and did not cause any corrosion effect. In addition, the prevention of thermal runaway was investigated by exposing fully charged LIB to extreme overheating conditions. The liquid submersion system was activated by rapid voltage drop monitoring to evaluate its effectiveness in preventing thermal runaway (TR). The investigation of TR prevention by SSW submersion showed that the TR process can be effectively prevented. In addition, no corrosion effect was observed during submersion in SSW as the battery voltage was not applied. This study shows that seawater can be used to prevent TR in LIB and does not cause environmental problems comparable to water.
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Influence of ethanol-biodiesel blends on diesel engines combustion behavior and particulate matter physicochemical characteristics
(2022-12-01)
Karin, Preechar
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Tripatara, Aphichai
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Wai, Phyo
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Oh, Ban Seok
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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.

Charoenphonphanich, Chinda

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