1. Suresh D. Mane
M.Tech, MIE, MISTE, CEA
Shaikh College of Engg & Tech, Belgaum

2. Introduction
Objective
Design Aspects
Calorific value, Stoichiometric Air
Burner design
Results & Discussions

3. Automobiles, farm machinery and industrial proc
esses;
 India is third largest lube oil consumer in the worl
d & 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 assembly,
sub-assembly drawings and fabrication


4.  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)

5. 


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.

6. 


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.

9.  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

10. 





CC - 1960 - most basic level DEO performance for nonturbocharged 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

11. 


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.

12.  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.

13.  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.

14. 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


15.  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

16. 


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, 5W40, 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.

17. 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 ethanolcontaining fuels up to E85


19. 




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.

20.  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.

24. 
Design includes oil characteristics, burner design and furnace dimensions.

Chemical composition of waste oil


Calorific value of oil
=35000kJ/kg (Computed using Dulong‟s
Formulae)
Specific heat of Aluminium ingot
[3]
=0.9 kJ/kg

Flash point

Fire Point = 105oC (Cleveland Open Cup apparatus ASTM D92

Stoichiometric air required for combustion (Calculated)
[2]
= C17H36
= 99oC (Cleveland Open Cup apparatus ASTM D92)
= 15:1

25. 
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

26. 
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)/ (Stoichiomet
ric 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%


27. 
Total Heat Required for Melting of 1 kg of Aluminium (Melting po
int 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 = 11200
kJ/kg

28. 1kg of oil can melt= 11200 =12kg of aluminium
900
 Designing of burner and furnace is based on the i
ndustry requirement to melt for melting 1kg of Al
uminium in 10 min.


Considering 40% heat transfer efficiency and 900k
J/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 1k
g of oil requires = 15+ (15x0.4) = 21kg of air per hr

29. 
The least power blower commercially available in mar
ket is 0.25HP = 186 W

For 2800 rpm of blower the maximum pressure is 0.72
6 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 5
0mm

Single throttle swirl burner design was thought off as
appropriate for small application [7].

30. 





The heat loss from the furnace is in three modes [ 5].
1. Heat carried away by the flue gases, 2. Heat lost fro
m furnace wall and 3. Radiation heat losses
2.5) Wall Losses from the furnace
About 30–40% of the fuel input to the furnace generall
y 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 consi
derably. 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

31. Heat losses can be reduced by increasing the wall
thickness, or through the application of insulating
bricks. refractory brick of similar thickness.
 For a furnace with a firebrick wall of 350 mm thic
kness, it is estimated that 55 percent of the heat st
ored in the refractories is dissipated from the cold
surface during the 16 hours idle period.
 Furnace walls built of insulating refractories and c
ased in a shell reduce the flow of heat to the surro
undings.
 2.6 %Radiation Heat Loss from Surface of
Furnace


32. 








Recycled and sold at cheaper rate .
This recycled oil does not confirm to API or SAE standards [8] and leads to faster wea
r 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 detrimen
tal to the environment.
Conventionally for job work and batch melting of aluminum solid fuel such as wood c
oal & 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 outpu
t.
Combustion of released engine lubricating oil and hydrocarbon by trial & error metho
d 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 req
uired for melting aluminium was found to be less by 10%. also waste engine oil is ava
ilable in cheaper rate /throw away rate
The flash point & fire point was found out by ASTM standard (D92 and D 93) which i
s 99◦C and 104◦C respectively. The stoichiometric air/fuel is was computed using com
bustion equations and found to be 15:1.
In comparison with the conventional coal furnace the heat output is more and the hea
ting times are thus radically reduced.

33.  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.

34. 






Same furnace can be scaled for large quantity of metal
melting
Continuous production.
Used in industries where heat energy is required for th
eir process, like to heat water and produce steam in po
wer plants.
In sugar industry to heat the magma, in brick manufac
turing factories where large amount of heat is required
, 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 fla
me temperatures.
For regular and repetitive nature of activity micro cont
roller based automation can be thought of.
Waste heat recovery can be taken up in future.

35. 







http://ideas.repec.org/p/iim/iimawp/wp01102.html
"Waste Oil Combustion: An Environmental Case Study", Pr
esented at the 75th Annual Meeting of the Air Pollution Con
trol 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 vi
deo lecture
Udonne J. D. “A comparative study of used lubrication Oils
”. Journal of Petroleum and Gas Engineering Vol. 2 (2), pp. 1
2-19, February 2011.

36. 







Energy efficiency in thermal utilities by Bureau of Energy Ef
ficiency (BEE) Vol. 1&2
Nabil M. Abdel Jabbar, Mehrab Mehrvar, “Waste Lubricatin
g Oil Treatment”. International Journal of Chemical and Bio
logical Engineering 3:2010.
Ing. Heino Vest, “Reuse and Refining of Waste Engine Oil”
1997, revised in 2000
Energy Handbook, Von Nostrand Reinhold Company - Rob
ert L. Loftness
Institute of Petroleum. 1987. Methods for analysis and testin
g of petroleum products, vol. 4. Wiley, London, England, pp
.150-261, 99-103
Mathur, M.L and Sharma, R.P “Internal Combustion Engin
es” 8th Ed., 1996, Dhanpat Rai Publications, New Delhi.
www.wesman.com/product/combution/wesman-burner.
hmts
www.thermaxindia.com/fileuploads/files/burner.pdf

39. ?

40. Thank you
&
have a great time at Mumbai