The Impact of Diesel Engine Lubricants on Deposit Formation in Diesel Particulate Filters

Takeuchi, Y.; Hirano, Satoshi; Kanauchi, M.; Ohkubo, Hidetoshi; Nakazato, M.; Sutherland, M.; Dam, W. van

doi:10.4271/2003-01-1870

Cited by 31 publications

(12 citation statements)

References 3 publications

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“…While calcium was observed to be the largest contributor to lubricant sulfated ash content, as measured by ASTM D874-06, DPF pressure drop increase, due to ash accumulation, appeared to be more closely correlated to zinc and phosphorous concentrations in the lubricant than calcium. Interestingly, no boron was found in the DPF, although it was present in the lubricants [10].…”

Section: Lubricant Chemistry Effects On Ash Propertiesmentioning

confidence: 98%

Characteristics and Effects of Lubricant Additive Chemistry on Ash Properties Impacting Diesel Particulate Filter Service Life

Sappok¹,

Rodriguez²,

Wong³

2010

SAE Int. J. Fuels Lubr.

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Ash accumulation in diesel particulate filters, mostly from essential lubricant additives, decreases the filter's soot storage capacity, adversely affects fuel economy, and negatively impacts the filter's service life. While the adverse effects of ash accumulation on DPF performance are well known, the underlying mechanisms controlling these effects are not. To address these issues, results of detailed measurements with specially formulated lubricants, correlating ash properties to individual lubricant additives and their effects on DPF pressure drop, are presented.Investigations using the specially-formulated lubricants showed ash consisting primarily of calcium sulfates to exhibit significantly increased flow resistance as opposed to ash primarily composed of zinc phosphates. Furthermore, ash accumulated along the filer walls was found to be packed approximately 25% denser than ash accumulated in the channel end-plugs. Both lubricant chemistry and the filter's thermal history were correlated to ash packing density and distribution following DPF post-mortem analysis.In this study, a heavy-duty diesel engine was utilized in conjunction with a rapid lubricant degradation and aftertreatment ash loading system, which has been validated in detail previously against engine-out exhaust and ash accumulated in the field. Results with specially-formulated lubricants containing only calcium-based detergents, only ZDDP additives, and conventional CJ-4 oils were compared utilizing an aging cycle simulating 180,000 miles of on-road use. On-engine DPF performance evaluation, coupled with subsequent filter post-mortem analysis, clearly indicate the manner in which lubricant chemistry and exhaust conditions influence ash properties and DPF performance.The results of this work demonstrate the effects of individual lubricant additives on the resulting ash properties controlling DPF pressure drop, including ash packing density and permeability. Results will be useful in optimizing the design of the combined engine-aftertreatment-lubricant system for future diesel engines, balancing the requirements of additives for adequate engine protection with the requirements for robust aftertreatment systems.

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Section: Lubricant Chemistry Effects On Ash Propertiesmentioning

confidence: 98%

Characteristics and Effects of Lubricant Additive Chemistry on Ash Properties Impacting Diesel Particulate Filter Service Life

Sappok¹,

Rodriguez²,

Wong³

2010

SAE Int. J. Fuels Lubr.

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“…The ash accumulation in the DPF was accelerated by adding 5 per cent oil to the fuel. Takeuchi et al [27] note that no boron was found on the DPF surface after the test.…”

Section: Interactions Between Elementsmentioning

confidence: 99%

“…Takeuchi et al [27] have studied combination effects between borated dispersant, zinc dithiophosphate (ZnDTP) anti-wear additives, and Ca detergents. In total, eight combinations of high and low levels of the mentioned additives and one reference oil were tested (Table 4).…”

Section: Interactions Between Elementsmentioning

confidence: 99%

“…The following model is therefore proposed PM Oil, Ash = Oil consumption 3Oil ash content |fflfflfflfflfflfflfflfflfflfflfflfflfflfflfflfflfflfflfflfflfflfflfflfflfflfflfflfflfflfflfflfflfflffl{zfflfflfflfflfflfflfflfflfflfflfflfflfflfflfflfflfflfflfflfflfflfflfflfflfflfflfflfflfflfflfflfflfflffl} Fig. 6 Normal distribution plot of the effects of borated dispersant, ZnDTP anti-wear additive, Ca detergents, and their combinations on DPF weight gain; data from Takeuchi et al [27] Fig. 5 The effects of borated dispersant, ZnDTP antiwear additive, Ca detergents, and their combinations on DPF weight gain; data from Takeuchi et al [27] C Oil,Ash describes the transfer rate of the lubricant ash to ash in the particulates and must be determined…”

Section: Modelling Oil Ash Emissionsmentioning

confidence: 99%

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Lubricant ash particles in diesel engine exhaust. Literature review and modelling study

Tornehed

Olofsson

2011

Proceedings of the Institution of Mechanical Engineers, Part D:

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Reducing particulate emissions from diesel engines has been a concern in recent decades. The increasing use of diesel particulate filters (DPFs) has highlighted the importance of predicting ash emissions from lubricant, since ash accumulates in DPFs. Ash accumulation will increase the pressure drop across the filter, and thereby also the fuel consumption, eventually necessitating filter cleaning or replacement. This paper examines the ash transfer rate, calculated as accumulated ash divided by calculated ash consumption (oil consumption times oil ash content). Three times 500 hours of ash accumulation testing was performed on a Scania heavy-duty diesel engine; in addition, the relevant literature was reviewed. The main results of the study are: (a) the main contributor to ash particulate emissions is lubricant ash; (b) the oil ash transfer rate was found to be oil specific; testing indicated transfer rates of 38–59 per cent; (c) the slight increase in ash transfer rate when reducing the engine load indicated that the load might be dependent on the oil ash transfer rate, although the effect was clearly lower than that of the changing oil.

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“…The results in Table 5-3 shows that the oil consumption calculated from a Ca-balance and Zn-balance have a significant difference (5-50% depending on operating state) compared to Cbalance. This is similar to the findings in previous studies [36,62,[77][78][79][80] where the Ca and Zn estimated from oil consumption estimates were higher than what was actually measured in the exhaust. The difference was attributed to the selective evaporation of the base-stocks compared to the additives.…”

Section: Table 5-7 Comparison Of Oil Consumption (C-balance Organic supporting

confidence: 91%

Investigation of lubricant oil consumption and its contribution to particulate matter emissions

George¹

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The global objective of this study was to determine lubricant oil consumption as a function of engine operating conditions, and determine its contribution to particulate matter (PM) emissions in a hydrogen-fueled engine. Hydrogen offers a promising alternative for internal combustion engines owing to its clean burning properties. The success of gaseousfueled engines lies in the development and use of specially formulated and well researched lubricating oils as these oils are the only source of carbon emissions in hydrogen-fueled engines. The lubricant oil consumption can be determined in a hydrogen-fueled engine by measuring the carbonaceous emissions. This study determined lubricant oil consumption as a function of engine speed, equivalence ratio, and boost for hydrogen-fueled engine operation. The oil consumption data was fitted using multiple linear regression analysis. Elemental Carbon/Organic Carbon analysis, trace metals analysis, ions analysis, and particle size distributions at various steady state operating conditions were also performed to have an understanding of lubricant contribution to particulate emissions. The lubricant oil consumption was also measured using trace metal markers such as Ca and Zn. Oil consumption models would help in calculating ash accumulation in exhaust after-treatment devices like diesel particulate filters (DPF). The oil consumption was found to be well correlated to engine operating conditions. The particulate matter was found to be almost completely organic carbon, and the synthetic oil derived organic fraction was found to be lower in spite of its higher volatility for the conditions tested. It was found that the trace metal marker method for oil consumption determination was not a suitable method as a result of the different rates of consumption of base stocks versus additives. The particle size distributions in the case of hydrogen-fueled operation were found to be in the same order of magnitude as a diesel engine. The particle size distributions and number concentrations were found to be more influenced by the engine operating conditions and amount of oil consumed, and was not influenced by the difference in the oil volatility or the nature of the base stock (synthetic versus mineral) for the conditions tested in this study.

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The Impact of Diesel Engine Lubricants on Deposit Formation in Diesel Particulate Filters

Cited by 31 publications

References 3 publications

Characteristics and Effects of Lubricant Additive Chemistry on Ash Properties Impacting Diesel Particulate Filter Service Life

Characteristics and Effects of Lubricant Additive Chemistry on Ash Properties Impacting Diesel Particulate Filter Service Life

Lubricant ash particles in diesel engine exhaust. Literature review and modelling study

Investigation of lubricant oil consumption and its contribution to particulate matter emissions

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