Annexure-AE
List of other research oriented activities
1) Research Programs on Remote Sensing
Remote sensing is acquiring information about a natural feature or phenomenon, such as the
Earth's surface, without actually being in contact with it. Remote sensing is usually carried out
with airborne or space borne sensors or cameras. Remote sensing research also covers interests
range from geological, volcano logical and planetary sciences and includes topics such as, sea
and lake ice, volcanoes, Venusians’ structures with stereo-derived topography, ecology and
much more.
Research Objectives
The research basically deals five primary objectives:
1. Develop a more complete understanding of the spectral signatures of minerals, water,
vegetation, and man-made materials.
2. Define potential applications of existing and future remote sensing data and integrate
these applications for USGS and other collaborators and stakeholders.
3. Expand remote sensing applications for natural resource and environmental assessment
and management.
4. Establish strategies for integrating remote sensing data interpretations into multilayered
GIS analyses.
5. Expand the application of remote sensing technology in geochemical and geophysical
investigations.
Further, remote sensing is extended to :
B.B.D. Northern India University, New Delhi (De-nova)
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a) Land use and climate change: - focuses on modeling and observational studies of the
effects of
the land surface and changing land cover (for example, deforestation,
desertification, and
irrigation) and their effects on regional and global climate.
Tropical and sub-tropical Monsoon systems have been a particular area of study. We also
have projects in the area of non-linear geophysics -- examining climate feedbacks in the
hydrological cycle and the effects of a variable sun on climate models.
b)
Scaling and surface hydrology: - broadly focused on unifying biophysical processes with
statistical variability across multiple scales of space and time. Primarily, Dr. Gupta's
work has
focused on multi-scale hydrologic processes, which formed the
foundations for some of his more
recent
research
in
multi-scale
hydrologic
phenomena. Hydrologic phenomena consist of problems requiring a grand synthesis of
coupled processes, geometry and statistics across multiple scales of space and time.
This research study may be considered as an interdisciplinary research. This involves
knowledge of multiple streams.
There is a huge manpower requirement in this area. Government of India is planning
to start research projects in this field.
2) Microwave Lab;NIEC is dedicated for the advancement in LABs for which the proposal has been filed
for the MODROB AICTE schemes. Proposal for Microwave Lab has been filed to
obtain the following objectives:
A. Micro-strip Patch Antenna Design
B. Smart Antenna Design for WSN applications
B.B.D. Northern India University, New Delhi (De-nova)
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C. Modeling of the Antenna for Small Size, Light Weight, Low profile, Planar,
Conformal Geometries.
3) Upcoming Proposal to be filed for the MODROB:Other proposal to be filed for MODROB is “Implementation and Fabrication of
Advanced Electronics System Using Advanced PCB Lab”. The objective of the Lab is
as follows:
A. To establish the Fabrication Lab for PCB Design and Advanced Electronics System
Design.
B. Learning of PCB manufacturing process for the UG and PG Engineering Students to
deliver advanced and modern Electronics Systems to the Market.
C. To develop the Modern and efficient Electronics Systems PCBs.
4) Energy-On Demand:The Research work is going on ambient RF energy Harvesting. RF energy Harvesting is
the process by which the Energy is harvested from the ambient RF sources and provided
to the battery to be charged which can be easily used on use. It is good for Energy-On
Demand. The Objective of the research is as follows:
A. To Study and Analyze the System Architecture Design Issues in WSN Energy
Harvesting node for Environmental Monitoring.
B. To propose Methods for Addressing the Energy Harvesting Issues.
C. To design and validate the efficient framework for EH.
5) Advanced infrastructure
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It is a preparation to participate in SAE India events SAE-BAJA {All Terrain Vehicle
(ATV) got developed},SAE-SUPRA (Formula One got developed),SAE-EFFICYCLE
(RICKSHAW-Tricycle got developed),
6) use of AutoCAD, Staad.pro V8i, Autodesk Revit Structure, Software
Primavera in Design of Tall Buildings'
Civil Simplified branch of Skifi Labs, and DMRC, on 'Design of Tall Buildings'
using AutoCAD, Staad.pro V8i, Autodesk Revit Structure
7) Advancement of Smart Virtual Environment using Internet of Things:
The concept of smart environments evolves from the definition of Ubiquitous
computing that, according to Mark Weiser, promotes the ideas of "a physical world that
is richly and invisibly interwoven with sensors, actuators, displays, and computational
elements, embedded seamlessly in the everyday objects of our lives, and connected
through a continuous network.”Features:-Smart environments are broadly classified to
have the following features
a) Remote control of devices, like power line communication systems to control
devices.
b) Device Communication, using middleware, and Wireless communication to form
a picture of connected environments.
c) Information Acquisition/Dissemination from sensor networks
d) Enhanced Services by Intelligent Devices
e) Predictive and Decision-Making capabilities
Technologies:-To build a smart environment, involves technologies of
a) Wireless communication
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b) Algorithm design, Signal Prediction & Classification, Information theory,
c) Multilayered Software Architecture, Corba, middleware
d) Speech recognition
e) Image processing, Image recognition
f) Sensors design, calibration, Motion detection, temperature, pressure sensors,
accelerometers
g) Adaptive control, Kalman filters
h) Computer Networking
i) Parallel processing
j) Operating Systems
8) Radio Frequency Energy Harvesting (RF EH)
Energy issue of RF EH for small hand held device recharging with the help of Bharat
Electronics Limited (BEL). The objective of the research is to obtain a portable device
used to harvest energy from ambient energy sources to recharge the handheld devices.
9) Total Quality Management
It deals with the integrative role of philosophy of Total Quality Management, Business
Policy and Strategic Management of all areas of management in business; the prescriptive
and descriptive ideas and the principles of management and their relevance in business;
and the methods and techniques of strategic choice and strategic implementation over
different industries. It deals with the implementation of the Six Sigma concept in Total
quality Management.
10) Improvement of Biogas Conversion Kit-By Prof.(Dr.) G.P.Govil
B.B.D. Northern India University, New Delhi (De-nova)
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Contents
Sr. No
Page No.
1
Introduction
2
Main Objectives
3
Scientific/Technical basis for Present Development
4
Selection of Diesel Engine to convert to Biogas-Engine
Development of Governing Mechanism, Air Gas Mixture
5
and Ignition Mechanism
6
Experimental Setup
7
Results and Discussion
8
Conclusions
9
Cost Estimates
Entrepreneurship Possibilities emerging from Present Innovation
10
and Strategy for Promotion
11
References
12
Appendices
1.0
Introduction
In order to give a thrust towards sustainable Rural Industrialization, it is essential to develop
commercially viable technologies and rural entrepreneurship packages using these technologies
to effectively harness locally available, renewable energy resources in the rural area to provide
basic utilities for the rural population and to augment the entrepreneurial activity by value
addition to agricultural and other RI products.
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In this context, effective utilization/recycling of biomass are a much needed intervention. A
substantial quantity of wet as well as dry biomass in various forms becomes naturally available
in the rural areas. Appropriate technologies for waste-to-energy conversion of this resource will
go a long way in improving rural economy, ecology as well as energy self-sufficiency. Recycling
of moist biomass such as animal and human excreta, domestic as well as agro-industrial organic
waste through biomethanation is a highly cherished objective which will have universal
applicability in the rural sector. In fact, this conversion process makes available renewable
energy in the form of biogas as well as valuable biomanure in the form of slurry. It improves
rural sanitation, promotes the adoption of organic farming and the use of animals more viable
economically.
Biogas production technology from various types of raw materials is, by now, well established
and biogas plants of various sizes, and designs suited to different raw materials are already
operating in large numbers throughout the country through the sustained efforts of MNRE, KVIC
and various NGO’s. However, this development during past few decades has been carried out
more as a welfare measure by the Govt. rather than a commercially viable entrepreneurship
venture for wide spread waste-to-energy conversion. In fact, even in the urban sector, such a
conversion is becoming inevitable in context with large dairy clusters, poultry and other animal
farms, sewage treatment plants and even in large hotels, hostels, food processing industries etc.
where large amount of organic waste is produced and needs to be recycled in an eco-friendly
manner.
In order to integrate above-mentioned waste-to-energy conversion with widespread commercial
activity, it is important to devise appropriate field-worthy technologies not only for production
but also for commercial utilization of biogas at scales suitable for the rural sector.
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The first priority in utilization of biogas should, of course, be in providing a clean fuel for
domestic cooking. However, to facilitate large scale utilization of biogas, it is essential to have a
suitable energy conversion device i.e. an engine to enable efficient conversion of biogas energy
into required mechanical/electrical forms. Presently biogas is being used at a limited scale in
dual-fuel engines which partially (to the extent of 30-40%) utilize the diesel fuel. Hence a strong
need to have a 100% biogas operated engines has been clearly identified. Small, stationary type
diesel engines in the power range 5-20 hp are being universally used in rural areas for water
pumping, gen-sets as well as for variety of agro-industrial processing applications. Bulk of these
engines is D.I., vertical, single cylinder, ‘Kirloskar’ type design engines operating at 1000-1500
rpm. After a careful assessment of the user needs, entrepreneurship possibilities and the current
practice, it was established that the development of a simple kit to convert this spectrum of
existing diesel engines into biogas/producer gas engines will be highly desirable.
With the spurt in the use of CNG for heavy duty automobiles, the technology for conversion of
high power vehicular diesel engines into spark ignition gaseous fuel engines has now come to the
market. However, this technology is quite complex and a different strategy for downsizing and
simpler technology is needed to carry out the conversion of small horse power rural application
stationary diesel engines.
Conversion kits were developed for small range engines in the range of 3kVA to 7.5 kVA.
Diesel engines converted to 100% biogas engines have been installed at number of places and
working well. These converted engines did not have speed control mechanism. In some engines
mechanical governing system was used but it was not satisfactory. Need was felt to prepare the
kit for large engines to cater to the need of goshalas, vegetable markets , fish markets or a
cluster of village in the range of 5KVA-20 KVA with suitable governing mechanism.
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This work reports the development and field-assessment of 15 kVA biogas generator with
conversion kit for rural application.
2.0 Main Objectives
In the light of the above mentioned need, following objectives were kept in mind for developing
a suitable conversion kit;
a. The conversion kit should be a low cost, rugged and user friendly device.
b. As far as possible, efforts should be made to use standard components, easily available
in the automotive engine components market.
c. Development of governing mechanism
d. Development of electronic spark ignition mechanism
e. Development of gas Carburetor i.e Air/Gas mixture
3.0 Scientific/Technical basis for Present Development
The scientific principles and the resulting technology involved in the development of the present
kit can be understood as follows.
A diesel engine operates on the principle of compression ignition of the diesel fuel. It has
relatively higher compression ratio (around 15-22) and a heterogeneous mode of combustion.
This mode of ignition is suited only for less volatile liquid fuels with low auto-ignition
temperatures. It also uses a fuel injection system which injects the liquid fuel into the engine
cylinder at very high pressure towards the end of compression stroke. For gaseous fuels, it is
essential to use the spark ignition (S.I.) mode, premix combustion, in which case the air and fuel
are homogeneously mixed in an appropriate ratio and then inducted into the engine cylinder.
Towards the end of compression, a spark is applied to initiate the ignition of the compressed
charge. These engines also need throttling of air-fuel mixture to control the power output.
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Normal Spark Ignition Engines which use gasoline fuel are restricted in compression ratio (8-10)
because of knocking condition. However, in the case of biogas which contains methane as the
fuel element, the auto-ignition temperature is quite high and much higher compression ratio can
be used, which leads to improved efficiency.
The conversion of a diesel engine into an
equivalent spark ignition engine is done the following modifications/retrofitting.
a) Removal of the fuel injection system (fuel pump and the injector)
b) Incorporation of a suitable spark plug in place of the injector by appropriate modification
in the injector hole.
c) Modification in the engine intake system incorporating suitable mechanism for air-fuel
mixing and control i.e. a gas carburetor system.
d) Retrofitting with cam shaft/crank shaft a specially designed ignition system.
e) Modification in the combustion chamber/compression ratio etc. (if needed)
The overall arrangement of the conversion kit is
shown in the schematic layout in Figure 1.4.0
Selection of Diesel Engine to convert to BiogasEngine
The main suppliers of diesel engines for generators
or for automotive operation in the field are
Cummins,
TATA
&
Ashok
Leyland.
They
manufacture the large diesel engine/CNG engine for automotive purposes. A typical automotive
engine runs on 3200 rpm at variable load and variable speed condition while for power
generation the generator runs at constant 1500 rpm under variable load condition. In the market
Cummins, Leyland CNG gas generator are available in large capacities in the range of 125 -250
B.B.D. Northern India University, New Delhi (De-nova)
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kVA. Kirloskar, Prakash etc. do supply 100% Biogas generator in the range of 15-kVA-25kVA
but they are costly. The aim is to provide the cheap conversion kit and to train the entrepreneur
to convert the presently available (reconditioned) engine with the kit. Automotive Diesel engine
runs at 3200 rpm but for power generation the engine should run at 1500 rpm. Hence, diesel
engine operating at lower rpm will generate almost half the power and conversion to biogas
operation will further derate to almost 50% . It was decided to develop the conversion kit for
TATA 407 series automotive engine which are prevalent in the market and their spare parts are
also available in the market. They can be reconditioned easily. Specifications are given in
Appendix I.
In this project, New TATA-497 automotive diesel engine was converted to operate on 100%
biogas. It generates 52.5 kW at 3200 rpm in diesel mode.
4.1
De-rating of the Engine
Automotive diesel engine used is TATA 497 which will produce 52.5 kW at 3200 rpm in the
diesel mode. Since Generator operates at 1500 rpm, so in diesel mode the engine will produce
around 26-30 kW at 1500 rpm
Whenever a diesel engine is converted for use of a gaseous fuel, particularly a dilute gaseous fuel
such as biogas which contains only 55-60% combustible constituents viz. methane and the rest is
CO2, there occurs necessarily reduction in the maximum power output of the engine. This is
called de-rating. The main reason for this de-rating is as follows.
The engine in diesel mode takes in only air during the intake stroke while in the converted mode,
it has to take in air and gaseous fuel mixture. As a result, substantial part of the cylinder is
occupied by the gaseous fuel reducing the air availability per cycle which controls the maximum
fuel that can be burnt per cycle, in accordance with the required air fuel ratio. Further, because
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of difference in calorific values of diesel (about 43 MJ/kg) and biogas (about 20 MJ/kg), the
energy available in the charge per cycle is reduced. To some extent, reduction also occurs
because of decrease in efficiency due to comparatively slower combustion of biogas. Even
though, the air fuel ratio required for biogas is much lesser (around 6:1) as compared with diesel
(around 20:1), which is an advantage for power output per cycle for biogas engine on the whole,
it is usual to have the engine power de-rated to 50-55% of the original output as a result of this
conversion.
5.0 Development of Governing Mechanism, Air Gas Mixture and Ignition Mechanism
5.1 Development of Governing Mechanism
The Engine speed varies with change of load i.e. as the load decreases the engine speed increases
and when the load is increased the engine speed will decrease. The generator requires constant
speed i.e. with any change of load the speed should remain constant.
To maintain constant speed, the Governing Mechanism consists of an Actuator, Speed Control
Unit and Magnetic Speed Sensor. The Actuator lever is connected to the butter fly valve of the
gas carburetor, which control the charge (air + gas mixture) going to the engine.

Actuator
The Electric Actuator is electric output, proportional servo. This electric magneto actuator is
used as a fuel control position device, which acts on butter fly of gas carburetor with the help of
linkages as shown in Plate 1
An internal spring provides fail safe operation by forcing the actuator to the charge shut of
position when the actuator is de-energized. This mechanism combines fast operation multi
voltage wider rotation angle. The actuator can operator directly from 12 Volt battery supply.
Speed Control Unit
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The speed control unit is electronic device designed to control engine speed with fast and precise
response to transit load changes. This close loop control connected to a proportional electric
Actuator and signal supplied by magnetic speed sensor will control the speed of engine.
Magnetic speed sensor
The magnetic speed sensor detects the engine speed when ring gear teeth pass the sensor.
Electrical pulses are produce by the sensor’s internal coil and sent to the speed control unit. The
signal from the magnetic speed sensor, teeth per second (Hz) is directly proportional to engine
speed.
The signal sent to speed control unit is further passed to Actuator.
5.2 Air Gas Mixture (Gas Carburetor)
Air gas mixture consists of diaphragm operated gas valve with gas carburetor (with butterfly)
and vacuum nipple. With change of load the actuator acts on butterfly of the gas carburetor to
increase or decrease of the charge to maintain constant speed. The change in vacuum is felt by
the diaphragm operated gas control valve which supplies the gas in required amount.
5.3 Ignition Mechanism
Battery operated Lucas electronic ignition system has been used, as it is available in the market
and suitable ignition advance has been carried out for biogas operation. It has been connected to
camshaft with the help of housing. The head of the diesel engine has been modified and the spark
plug (M10 x 1) has been screwed in place of injector.
6.0 Experimental Setup
6.1 Introduction
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The objective of the present work was to conduct performance trials on converted diesel
generator in the present work, load, speed, gas consumption was noted and thermal efficiency,
specific gas consumption was calculated.
6.1 Instrumentation
The engine was fully instrumented to measure engine performance. The instruments fitted to the
test rig were properly selected to minimize the possible errors during experimentation. A
schematic diagram of the test rig with full instrumentation is shown in Figure-1.
6.1.1 Fuel Consumption Measurement
In order to calculate the specific fuel consumption of the engine, it was necessary to determine
accurately the mass of the fuel that is consumed by the engine per unit time under the given
operating conditions. Marking was done on biogas holder. Gas consumption in specific time was
noted with the help of the stopwatch under various loading condition.
6.1.2 Gen-set Loading Arrangement
A resistive type loading arrangement was installed for this research work. The generator output
was supplied to this loading arrangement that was designed with a combination of electric
heaters. The loading system used for these experimental activities was of only resistive loads.
The electric heaters were connected in a network to load the generator in various load fractions.
The salient feature of the loading system was that the engine could be loaded with desired
fractions of full load during experimentation. Voltage and ampere can be read from the voltmeter
and ampere meter on panel box.
7.0 Results and Discussion
Introduction
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All the tests and data analysis for biogas were performed on a retrofitted 100% biogas genset, the
performance of a genset running on biogas with respect to power output, fuel consumption and
efficiency depends very much on the composition of biogas. The composition of biogas was
around 61% methane and rest carbon dioxide & others gases. The gas sample was tested in Gas
Chromatograph.
The readings taken are given in the tabular form
S. No.
Load Engine Voltage Current
Speed
Volume Input
Flow
Energy
Rate of
Biogas
Ampere
m3/h
kJ/s
Output Brake
Mass
BSFC
Power Thermal
Flow
Efficiency Rate of
Biogas
kW
%
kg/h
g/kWh
kW
RPM
Volt
1
0
1540
450
0
6.6
36.8
0.0
0.0
7.2
0.0
2
3
1540
440
4
8.0
44.3
2.4
5.5
8.6
3530.9
3
6
1540
440
9
10.9
60.6
5.5
9.1
11.8
2148.0
4
9
1540
440
14
12.7
70.7
8.5
12.1
13.7
1609.1
5
12
1500
430
19
15.5
85.9
11.3
13.2
16.7
1475.22
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Fig. 2 Brake Thermal Efficiency versus Load at constant 1540 RPM
The Brake thermal efficiency of a retrofitted engine for biogas depends mainly on the
composition of biogas i.e. heating/calorific value and operating condition like lean/rich air-fuel
mixture. The fig. 2 illustrates efficiency is increasing from 3 kW to 12 kW and is maximum
around 14% at 12 kW and also the data is repetitive as many reading have been taken.
7.1 Brake Specific Fuel Consumption (BSFC)
The Brake specification consumption is around 1.5 Kg/kWh at maximum load of 12 kw.
Fig. 3 BSFC versus Load at constant 1500 RPM
Further investigations are required to reduce the BSFC. Figure - 3
8.0 Conclusions
The present study, has demonstrated that retrofitted biogas fuelled Engine Generator Set have a
potential for utilization of locally available organic degradable material and significant reduction
of emissions and noise. The following concluding remarks can be drawn from the present study
9.0 References
1. Venkata, Ramana P., ”Biogas Programme in India”, a status report, Teri Information Digest
on Energy 1(3): 1-12 p 196-207,1998.
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2. Mitzlaff,
Klaus.
Von.,
“Engines
For
Biogas”,
Frieder.
Vieweg
&
Sohn
Braunschweig/Wiesbaden, 1988.
3. Govil, G.P, Experiences of conversion of Diesel engine to 100% Biogas engine Proceedings
of the National Workshop On Policy Frame Work For The Biogas Programme For The Next
10 Years’ Oct. 5-6, 2006, CRDT ,IIT Delhi
4. Govil, G P, Gaur R R, Anand Sachin., Development of Biofuel Engines For Rural
Applications, International Seminar on Downsizing Technology for Rural Development 7-9
oct. 2003, RRL Bhuwneshwar
5. Govil, G.P., Gaur R.R., Development Of Conversion Kits To Promote the Use of Biogas in
Existing Diesel Engines For Variable-Load Rural Applications, National Conference on
Commercialisation Aspects of Renewable Energy Sources” Dept. of Renewable Energy
Sources, College of Tec. and Agriculture Univ. Udaipur, April 28-29,2000
Appendix
Technical Specifications of ENGINE
Model
:
TATA 497
Type
:
Water cooled direct injection diesel engine
No. of cylinders
:
4 in line
Bore / Stroke
:
97 mm x 100 mm
Capacity
:
2956 cc
Maximum engine output
115/116
:
52.5 kW (71.3 PS) at 3200 rpm as per CMVR TAP
Maximum torque
:
200 Nm (20.4 kg m) at 1800-2100 rpm
Compression ratio
:
19:1
Firing order
:
1-3-4-2
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Air filter
:
Dry type
Oil filter
:
Full flow paper type
Fuel filter
:
Two stage pre and fine filtration
Fuel injection pump
:
In line type-MICO
Timing
:
with automatic advance
Governor
:
Centrifugal type variable speed
Capacity of cooling system
:
13 liters
Technical Specifications of Alternator
Rating: 20 kVA 3 Phase 4 Wire
Make: Topland Rajkot
Type: Transformer slip Ring type
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