Effect of Lube Oil on the Physicochemical Characteristics of Particulate Matter Emitted from a Euro 4 Light Duty Diesel Vehicle

Abstract

This paper investigates the effect of lubrication oil on the physical and chemical characteristics of the particulate matter (PM) emitted from a Euro 4 diesel vehicle. Two different lubrication oils were examined. A fully synthetic ACEA grade B3 service-fill oil of low sulfur content (1760 ppm wt.) falling into the 0W-40 SAE viscosity grade and a mineral ACEA B2-98 motor oil of high sulfur (8890 ppm wt.), falling into the 15W-40 SAE viscosity grade. To exclude interferences from the fuel derived sulfur, a rather sulfur-free fuel (< 10 ppm wt.) was used in the experiments. The experiments included steady state tests, the certification cycle and real-world highspeed transient driving conditions. The properties measured included total particle mass collected on Teflon-coated filters, total particle number measured by a condensation particle counter, size distributions determined by a scanning mobility particle sizer. Chemical analysis was performed to investigate the metallic and the ionic character of the particulate matter for the different lubes. Results showed that the vehicle complies with the Euro 4 emission limits when tested over the type-approval NEDC regardless of the lubrication oil used. Both PM mass and number were drastically reduced with particle filter.

Effect of base oil on the nanostructure and oxidation characteristics of diesel particulate matter

“…That lubricants involved in fuel combustion was not only base oil, but also many additives which contain metallic content and sulfur. The sulfur and metallic content of lubricants contributed significantly to the engine-out PM yield [26,27], but the main compositions of base oil are organic macromolecules. The particles from base oil are larger than those formed during the combustion of diesel fuel.…”

Diesel aerosols and gases in underground mines: guide to exposure assessment and control.

“…Normal wear of metallic engine components are another, though less substantial, s ource of ash generation. Although its contribution to DPM mass is often lower in comparison with other forms of particulate matter emissions ], ash cannot oxidize in secondary reactions with aftertreatment devices and may accumulate within the exhaust system and cause maintenance issues over time Vouitsis et al 2007] . Reduction of ash formation can be accomplished by reducing the metallic fraction of the fuel and lube oil formulations, a nd by lowering the amount of oil consumed during the combustion process (see Section 2.3).…”

“…The additive package is a combination of various chemicals and metal compounds that act as detergents, dispersants, acid neutralizers, antioxidants, corrosion and rust inhibitors, and anti-wear additives [Whitacre et al 2010;Jung et al 2003;Aravelli and Heibel 2007]. Most of these metals contribute to the formation of ash or solid, noncombustible byproducts that can accumulate within DPFs [Miller et al 2007a;Vouitsis et al 2007] . Over time, ash buildup on particulate filters leads to decreased soot collection capacity, shortened time periods between regeneration and/or service events, increased backpressure, a nd losses in fuel economy [Aravelli and Heibel 2007].…”

Διερεύνηση εφαρμογής μεταλλικών αφρών σε διατάξεις μετεπεξεργασίας καυσαερίου κινητήρων diesel

“…Έχουν αναφερθεί µετρήσεις εκποµπών οχηµάτων µε κεραµικά φίλτρα ροής τοιχώµατος οι οποίες ήταν πάνω από τα όρια Euro 5 όσον αφορά τον αριθµό σωµατιδίων. Ιδιαίτερα σε περίπτωση που χρησιµοποιηθεί κεραµικό υπόστρωµα µεγάλου πορώδους για λόγους µείωσης του ∆P, τότε το όριο Euro 5 είναι δύσκολο να επιτευχθεί ακόµα και από τις κεραµικά φίλτρα [71][72][73].…”

“…Επιπλέον, παρατηρείται µια πτωτική τάση αυτού του λόγου µε τις επαναλήψεις των κύκλων και µε τις φορτίσεις που γίνονται, κάτι που δείχνει ότι όσο αυξάνεται η φόρτιση του φίλτρου, τόσο πιο έντονη είναι η παθητική αναγέννηση, έχοντας ως αποτέλεσµα την µείωση του λόγου NO 2 /NOx. Οι µετρήσεις του λόγου NO 2 /NOx είναι συµβατές µε τα αποτελέσµατα που αναφέρονται σε δηµοσιευµένες εργασίες για το ίδιο όχηµα[18,73]. Η σύγκριση αφορά το εργοστασιακό σύστηµα µε τις εκποµπές του οχήµατος, όταν αντικαταστάθηκε ο κύριος καταλύτης µε το καταλυτικό κεραµικό φίλτρο SiC 4l, το οποίο χρησιµοποιήθηκε και στην παρούσα εργασία και αναφέρεται στην παράγραφο 4.2.…”