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Ship movement and contaminants may be the main causes of accelerated biodiesel degradation during the ship storage process. One of the techniques to protect biodiesel storage on the ship is by applying a blanketing system. In this study, CO2, N2, and natural air blankets were added to the biodiesel stainless steel tanks (B100 and B50) that swing in the sinusoidal to simulate ship movement at sea and It was stored for six months. The Physicochemical properties of biodiesel gas blanket were tested according to ASTM and EN standards. The result in this study was found that storing biodiesel in a blanket with natural air, CO2, and N2 gases for 210 days has changed the biodiesel properties in proportional to the storage duration. The addition of CO2 gas blanket was influenced to reduce the oxidation times, and water content. On another side, it has increased the value of particle count, TAN, flash point, Kinematic Viscosity, and density. While additional N2 gas blanket does not have an extreme effect on the biodiesel properties. Keywords: Biodiesel, Storage, Degradation, Characteristic, Gasses blanket

Design process of a motorcycle secondary electronic lock system is reported in this paper. The design of a smart lock was established based on an available conventional lock in the market. The process began with design generation to gather related idea and design concept. The design then was subjected to concept evaluation through a design matrix to determine the best option. In addition, selection of internal component and mechanism were evaluated through a morphological chart. The design and component were selected based on the highest score in term of functionality, fabrication, safety and marketability. The chosen design was then converted to a 3D model using computer aid design (CAD) and a simulation strength test was applied to the model by using a commercial software. The simulation using common hacking tool used by theft was successfully conducted and showing positive results on its robustness.

This paper describes the development of a biometric authentication system in a battery-powered locking device. It differs from the conventional locking system, which connected to an external power supply. The system focuses on a fingerprint-based identification with single button operation. A fingerprint sensor readily available in the market was integrated with an Arduino as the processing unit to unify the button operation as means to trigger functions on the fingerprint sensor and actuator motors, as well as indicating lights for user feedback. The aim of the seamless fingerprint authentication requires a brief matching of users’ fingerprints. A prototype of the system was built and tested. It was found that the device is able to match a fingerprint in less than 1s for up to 50 registered fingerprints. Using a nominal battery capacity of the 12V lithium battery pack with 5000mAh, the amount of current supply to the actuator is sufficient for 400 activations.

This paper describes the development of a biometric authentication system in a battery-powered locking device. It differs from the conventional locking system, which connected to an external power supply. The system focuses on a fingerprint-based identification with single button operation. A fingerprint sensor readily available in the market was integrated with an Arduino as the processing unit to unify the button operation as means to trigger functions on the fingerprint sensor and actuator motors, as well as indicating lights for user feedback. The aim of the seamless fingerprint authentication requires a brief matching of users’ fingerprints. A prototype of the system was built and tested. It was found that the device is able to match a fingerprint in less than 1s for up to 50 registered fingerprints. Using a nominal battery capacity of the 12V lithium battery pack with 5000mAh, the amount of current supply to the actuator is sufficient for 400 activations.

Global warming and energy sustainability issues are among the major world concern. In Malaysia, National Automotive Policy (NAP) has been implemented and revised to enhance the usage of the green energy, in order to achieve a low carbon emission and energy efficient vehicle. Researchers keep striving to find alternative solutions to power vehicles by cleaner energy efficiently. Compressed Natural Gas (CNG) has lower carbon emission and higher energy density compared to common petroleum fuel. It provides an opportunity to power the vehicle cleanly. Thus, it has been used as an alternative for fueling gasoline engine. However, CNG fuel is difficult to be applied on diesel engine. Unlike gasoline engine, diesel engine does not have spark plug and its fuel is combusted through compression in cylinder. Since CNG has high octane number, it is difficult to self-ignite in diesel engine. Therefore, Diesel-CNG Dual Fuel (DDF) system is applied. The system use CNG as part fuel and certain amount of diesel pilot fuel is injected into the cylinder to ignite the combustion. DDF engine may potentially reduces Carbon Dioxide (CO2) emission. However, high fuel consumption and Nitrogen Oxide (NOX) emission have been observed at high load engine operation due to improper fuel ratio. In this study, four ratios of DDF were tested and compared with 100% diesel: 90D10G, 80D20G, 70D30G, 60D40G. It was found that each of the fuel ratio behaved differently in terms of brake specific energy consumption (BSEC) and exhaust emissions.

The main objective of this work was to investigate a comparison between engine performance and exhaust emissions for 1.3L and 1.6L 4-cylinder engines fueled with gasoline or compressed natural gas (CNG). The test engines were fitted with the same CNG conversion kit, which operated with either gasoline or CNG. The engine performance and exhaust emissions were measured over vehicle speeds at 30 km/h, 50 km/h, 70 km/h, 90 km/h, and 100 km/h, with half throttle valve position. The results showed that brake powers decreased at an average of 25.18% and 33.94% when using CNG fuel. There is also a reduction in brake specific energy consumptions at an average of 17.25% for 1.3L engines. However, there is an increment of brake specific energy consumption at a lower speed for 1.6L engine fueled with CNG. The 1.3L engine produces higher exhaust gas temperatures at an average of 5.14% when running on CNG. The exhaust emissions of the 1.6L engine fueled with CNG showed higher HC, CO, O2, NOx and lower CO2 compared to the 1.3L engine fueled with the same fuel.

LPG has a higher research octane number (RON) and low carbon to hydrogen ratio contains. Thus LPG has prospects to gain more performance and reducing the exhaust emission in spark ignition (SI) engine. The objectives of this study are to identify the influence liquid phase LPG system tested on SI engine and investigate the performance and exhaust emission of LPG and gasoline. The contain LPG has 60% butane and 40% propane, according to Materials Safety Data Sheet (MSDS). The experiment was operating on a 1.6 Liter, 4 inline cylinders from a Proton Gen 2 (S4PH). The engine fuel delivery was equipped with Multiport Injection (MPI) system. Injectors LPG Liquid Sequential Injection (LSI) was mounted at close intake valve without disturbing gasoline injectors. To control the LPG injector system, the piggy-back system was installed as to emulate the stock Electronic Control Unit (ECU). The engine was tested via chassis dynamometer at steady state conditions to analyze the Brake Power (BP) and Brake Torque (BT) at a desired engine speed from 1500rpm to 4000rpm with increments of 500rpm. Meanwhile, the Throttle Position (TP) was varied at four conditions that were 25%, 50%, 75% and 100% for every single engine speed. The result of the performance showed liquid phase LPG increased BT and BP in the range of 3% to 7%, BSFC was reduced in the range 21% to 52%. The exhaust emission from carbon monoxide (CO) was decreased in the range of 2% to 19%, exhaust emission from a hydrocarbon (HC) was emitted increment in the range of 40% to70% and nitrogen oxide (NOX) exhaust emission was elevated in an average of 60% in comparison with gasoline. The LPG LSI system is more effective than gasoline in Spark Ignition (SI) engine at lower engine speed (1500rpm to 2500rpm) due to low Brake Specific Fuel Consumption (BSFC) and exhaust emission.

Gas chromatography (GC) equipment classified chemical elements in a sample through a separation method based on the relative molecular mass. This paper describes the replacement of a capillary C5 and above Hydrocarbon Column of a Perkin Elmer Clarus 500 GC with a capillary C1-C5 hydrocarbon column from a different manufacturer. The use of appropriate carrier gas and a new standard procedure for C1-C5 hydrocarbons column, which produce the fastest appearance, largest and most stable detector signal area’s patterns microVolt-seconds as qualitative and quantitative results were analysed. Several injector temperatures, sample split ratios, carrier gas flow rates and detector temperature were experimented. The effectiveness of nitrogen, helium and hydrogen as carrier gas were observed. The outcome showed that the combination of different column and GC equipment manufacturer works properly without any error. From the qualitative analysis of element configuration, the optimum setting found are; 250°C injector temperature, 1:15 split ratio, 2.5 ml / min flow rate and 275 ° C detector temperature. Hydrogen gas was found to be the best carrier for natural gas samples containing compounds that allot over a wide temperature range. In addition, a quantitative reference standard, detector signal area microVolt-seconds against concentration of Methane gas was prepared to be used as a benchmark for C1-C5 hydrocarbon conversion reaction analysis.

This work investigates the effect of reaction temperature on methane conversion and hydrogen yield over coated Nickel Aluminide (Ni3Al) as an intermetallic alloy catalyst in micro reactor. The Ni3Al was impregnated at micro scale using dip coating technique. The coating impregnation process, consist of a few stages which are substrates and solgel preparation, dip coating, calcination and reduction of oxide molecule. The coated Ni3Al were characterized by X-Ray Diffraction (XRD) and Temperature Programming Reduction (TPR) then activated using H2. The XRD and TPR results showed present of Ni3Al on the coated surface and was successfully activated at 500°C and 46 minutes. Meanwhile, the steam methane reforming with the catalytic reaction took place at temperature from 500°C to 700°C, steam to carbon ratio of 3:1 and 5 hours reaction time. The reaction temperature of 600°C obtained the highest methane conversion of 43% and hydrogen yield of 29%. The limitation point of reaction activity either as zero reaction or deactivation point was found at 500°C and 700°C. The coated Ni3Al showed catalytic activity for each reaction temperature and work accordingly on the heterogenous catalyst principal theory of lag, exponential, stationary and deactivation stage.