Morphology, structure and chemistry of extracted diesel soot: Part II: X-ray absorption near edge structure (XANES) spectroscopy and high resolution transmission electron microscopy

Patel, Mihir; Aswath, Pranesh B.

doi:10.1016/j.triboint.2012.02.022

Cited by 44 publications

(49 citation statements)

References 46 publications

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“…Crystalline regions embedded within the soot structure were previously found to promote wear and abrasion in engines [57]. Sharma et al [58] observed such behaviour in diesel engines particularly with increasing engine age.…”

Section: Hrtemmentioning

confidence: 94%

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Comparative nanostructure analysis of gasoline turbocharged direct injection and diesel soot-in-oil with carbon black

Pfau

Rocca

Haffner-Staton

et al. 2018

Carbon

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a b s t r a c tTwo gasoline turbocharged direct injection (GTDI) and two diesel soot-in-oil samples were compared with one flame-generated soot sample. High resolution transmission electron microscopy imaging was employed for the initial qualitative assessment of the soot morphology. Carbon black and diesel soot both exhibit core-shell structures, comprising an amorphous core surrounded by graphene layers; only diesel soot has particles with multiple cores. In addition to such particles, GTDI soot also exhibits entirely amorphous structures, of which some contain crystalline particles only a few nanometers in diameter. Subsequent quantification of the nanostructure by fringe analysis indicates differences between the samples in terms of length, tortuosity, and separation of the graphitic fringes. The shortest fringes are exhibited by the GTDI samples, whilst the diesel soot and carbon black fringes are 9.7% and 15.1% longer, respectively. Fringe tortuosity is similar across the internal combustion engine samples, but lower for the carbon black sample. In contrast, fringe separation varies continuously among the samples. Raman spectroscopy further confirms the observed differences. The GTDI soot samples contain the highest fraction of amorphous carbon and defective graphitic structures, followed by diesel soot and carbon black respectively. The A D1 :A G ratios correlate linearly with both the fringe length and fringe separation.

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Section: Hrtemmentioning

confidence: 94%

“…Consequently, the soot would be more prone to oxidation and could interact with the lubricating oil to a greater extend [62]. The wear behaviour would be altered and the effectiveness of detergents in the lubricating oil would be impaired [57].…”

Section: Fringe Analysismentioning

confidence: 99%

Comparative nanostructure analysis of gasoline turbocharged direct injection and diesel soot-in-oil with carbon black

Pfau

Rocca

Haffner-Staton

et al. 2018

Carbon

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“…Sulfur L-edge spectra provides a useful information regarding the local co-ordination/oxidation state of sulfur near the surface of the tribofilms [23,53,[58][59][60]. The S L-edge spectra are plotted for the tribofilms derived from ZDDP and combinations of ZDDP with ashless PFC18 & SSC18 compounds and compared with the spectra of several model compounds in figure 7 (a) and (b).…”

Section: Sulfur Characterization By Xanesmentioning

confidence: 99%

An analytical study of tribofilms generated by the interaction of ashless antiwear additives with ZDDP using XANES and nano-indentation

Sharma

Erdemir

Aswath

2015

Tribology International

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Mixtures of zinc dialkyl dithiophosphates (ZDDP) and ashless fluorothiophosphates and thiophosphates were examined under tribological conditions. The tribofilms were studied using nanoindentation, electron microscopy and XANES spectroscopy. With the addition of ashless fluorothiophosphates and thiophosphates there is significant reductions in wear at identical phosphorous levels. Tribofilms formed with mixtures of ZDDP and ashless antiwear additives had stable pad like structures while those from ZDDP alone were more heterogeneous. When ZDDP alone is used P L-edge indicates a preponderance of sulfates at the surface of the tribofilms while in the presence of a mixture of anti-wear additives a mixture of sulfates and sulfides was observed. In all cases the phosphates formed were short chain polyphosphates of Zn.

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“…With accumulated mileage or hours of operation the soot loading in the crankcase oil increases and is responsible for increased wear by virtue of increased viscosity of the oil [2,3] in addition to soot acting as a three body wear inducer. There have been several studies examining the physical, chemical and structural changes in soot and its impact on wear behavior [4][5][6]. In these studies it was demonstrated that the abrasive nature of the soot nanoparticles results in polishing wear of the tribofilms resulting in lower friction but higher wear outcomes.…”

Section: Overviewmentioning

confidence: 99%

“…In these studies it was demonstrated that the abrasive nature of the soot nanoparticles results in polishing wear of the tribofilms resulting in lower friction but higher wear outcomes. In addition, it was shown that by appropriate thermo-chemical-mechanical treatment of carbon black it is possible to simulate soot like conditions in laboratory experiments [5,6].…”

Section: Overviewmentioning

confidence: 99%

Structure and Chemistry of Soot and Its Role in Wear of Diesel Engines

et al. 2016

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Environmental regulations to reduce the emissions using exhaust gas recirculation (EGR) have resulted in higher soot level in the crankcase oil of diesel engines. Longer drain intervals have resulted in engines running 80000 kilometers or more before an oil change. This results in longer residence times of EGR soot in the crankcase and other parts of the engine drivetrain. The primary structure of soot from in-cylinder combustion is turbostratic carbon, as soot spends more time in the combustion chamber and in the crankcase it incorporates some of the chemistry of the aged oil as well as debris from the wear processes making the soot more abrasive. This study focuses on the use of multiple tools to examine the nature of soot from different engines of the same type but different age all using the same engine oil and similar duty cycles. This soot is compared with soot derived from a typical EGR diesel engine driven for a period of 80000 kilometers.

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Morphology, structure and chemistry of extracted diesel soot: Part II: X-ray absorption near edge structure (XANES) spectroscopy and high resolution transmission electron microscopy

Cited by 44 publications

References 46 publications

Comparative nanostructure analysis of gasoline turbocharged direct injection and diesel soot-in-oil with carbon black

Comparative nanostructure analysis of gasoline turbocharged direct injection and diesel soot-in-oil with carbon black

An analytical study of tribofilms generated by the interaction of ashless antiwear additives with ZDDP using XANES and nano-indentation

Structure and Chemistry of Soot and Its Role in Wear of Diesel Engines

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