Measurement of Trace Metal Composition in Diesel Engine Particulate and its Potential for Determining Oil Consumption: ICPMS (Inductively Coupled Plasma Mass Spectrometer) and ATOFMS (Aerosol Time of Flight Mass Spectrometer) Measurements

Okada, Shusuke; Kweon, Chol-Bum; Stetter, John C.; Foster, David E.; Shafer, Martin M.; Christensen, Charles; Schauer, James J.; Schmidt, Alexandra M.; Silverberg, Amy M.; Gross, Deborah S.

doi:10.4271/2003-01-0076

Cited by 12 publications

(7 citation statements)

References 6 publications

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“…12) must originate completely from lubricating oil since it is not present in the fuel. This element can be used as an indicator of lube oil contribution to PM [37]. While ash emission rate is proportional to the ash content of the lubricating oil (Table 2), also (Zn) in ash increases with concentration in the lubricating oil, with similar results for PM from LFO and HFO.…”

Section: Resultsmentioning

confidence: 61%

Particulate emissions from large-scale medium-speed diesel engines: 2. Chemical composition

Sarvi

Lyyränen

Jokiniemi

et al. 2011

Fuel Processing Technology

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Section: Resultsmentioning

confidence: 61%

Particulate emissions from large-scale medium-speed diesel engines: 2. Chemical composition

Sarvi

Lyyränen

Jokiniemi

et al. 2011

Fuel Processing Technology

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“…y :6a 3 To get the average equivalent diffusion length 6 diffsuion , the vaporized oil vapor flux was considered along the half circumference of the surface in a specified ring pack region. …”

Section: Discussionmentioning

confidence: 99%

“…The particulate matter (PM) problem is caused by hydrocarbon components from the base stock in the engine oil [1]. The contribution of hydrocarbon components to the PM was confirmed from the experimental measurement of trace metal composition, particularly Ca (Calcium), in the engine oil [3]. The carbon deposit problem is the result of reactive hydrocarbon substance known as deposit precursor [1].…”

Section: Second Ringmentioning

confidence: 99%

“…3 ,air are related to each other by the ideal gas law, which is P3 = P 3 ,airT 3 ,air Here, R is the universal gas constant (~ 8314(J/kg -K)) and T3,air is assumed to be the average of the 2 nd land temperature and the liner temperature in the 2 "d land region, i.e. The other regions are dealt with in a similar manner and are summarized in the next section.…”

Section: 32conservation Of Mass Of Oil Vapormentioning

confidence: 99%

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Modeling Engine Oil Vaporization and Transport of the Oil Vapor in the Piston Ring Pack of Internal Combustion Engines

Cho

Tian

2004

SAE Technical Paper Series

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A model was developed to study engine oil vaporization and oil vapor transport in the piston ring pack of internal combustion engines. With the assumption that the multi-grade oil can be modeled as a compound of several distinct paraffin hydrocarbons, a set of equations governing the oil vapor density variations were derived by applying the mass conservation law to the amount of oil vaporized from the piston and the amount of oil vapor transported within the piston ring pack.The model was applied to a heavy-duty diesel engine. First, the case with the maximum oil supply to all the piston regions was studied and the results showed that, under this condition, the oil consumption from vaporization alone was far greater than the typical oil consumption value measured in the engine. Then, to show the contribution of oil vaporization to oil consumption and the dependence of vaporization on oil supply to different regions, different lubrication conditions for the high temperature regions of the piston were studied.Finally, a liquid oil transport model was integrated with this oil vaporization model in order to investigate the change of oil composition on the crown land with each engine cycle and the contribution of liquid-phase oil and vapor-phase oil to the total oil consumption under a fixed liquid oil supply rate to the crown land.

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“…For the case of normal (undoped) diesel combustion, it is possible that the source of catalytic metals could be Fe from mechanical wear and/ or metals derived from lube oil additives. Okada et al (2003) measured trace metal composition in diesel exhaust particles using inductively coupled plasma-mass spectroscopy (ICP-MS). In that work, the presence of Fe, assumedly coming from mechanical wear, showed the second highest emissions relative to other metal compounds.…”

Section: Source Of Catalytic Metalsmentioning

confidence: 99%

Carbon nanotubes among diesel exhaust particles: real samples or contaminants?

Jung

Miller

Park

et al. 2013

Journal of the Air & Waste Management Association

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During three separate studies involving characterization of diesel particulate matter carbon nanotubes (CNTs) were found among diesel exhaust particles sampled onto transmission electron microscopy (TEM) grids. During these studies, samples were collected from three different diesel engines at normal operating conditions with or without an iron catalyst (introduced as ferrocene) in the fuel. This paper is to report the authors' observation of CNTs among diesel exhaust particles, with the intent to stimulate awareness and further discussion regarding the formation mechanisms of CNTs during diesel combustion.

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Measurement of Trace Metal Composition in Diesel Engine Particulate and its Potential for Determining Oil Consumption: ICPMS (Inductively Coupled Plasma Mass Spectrometer) and ATOFMS (Aerosol Time of Flight Mass Spectrometer) Measurements

Cited by 12 publications

References 6 publications

Particulate emissions from large-scale medium-speed diesel engines: 2. Chemical composition

Particulate emissions from large-scale medium-speed diesel engines: 2. Chemical composition

Modeling Engine Oil Vaporization and Transport of the Oil Vapor in the Piston Ring Pack of Internal Combustion Engines

Carbon nanotubes among diesel exhaust particles: real samples or contaminants?

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