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Soot particles are produced inside the combustion chamber of the internal combustion engines and will later be exhausted into the thermosphere. Part of these particles will contaminate the engine oil. When this happens, diesel engine abrasion or, in a worst-case scenario, lubricant starvation will occur. This circumstance will eventually cause engine wear. This research uses X-Ray Fluorescence (XRF) technique to analyze the additive element in engine oil. For wear test, this research uses tribology Four ball wear tester to substitute point contact wear mechanism. Then the worn surface is analyzed with Scanning Electron Microscope (SEM). Confocal Microscope are used to study the effect of additive on soot dispersion in engine oil, which affects the metal wear mechanism. This research use Laser Particle Size Analyzer to investigate performance of soot dispersant additive in each engine oil.

Physicochemical characteristics of particulate matters which are influenced by engine oil additives from engine combustion of diesel and synthetic biodiesel: hydrotreated vegetable oil (HVO) were successfully investigated using electron microscopy, electron dispersive x-ray spectroscopy and thermogravimetric analysis. The agglomerate structure of diesel PM, HVO PM and diesel blending lubricant PM are similar in micro-scales. However, nanostructure of soot is a spherical shape composed of curve line crystallites while the metal oxide ash nanostructure is composed of parallel straight line hatch patterns. The oxidation kinetics of fuel blending lubricant PMs are higher than neat fuel PMs due to catalytic effect of incombustible metal additives from engine lubricating oil.

Nowadays, most manufacturers are looking for the improvement of lightweight parts and other components in the automobile field. Carbon fiber and glass fiber are the most effective materials for their requirement to reduce the weight in vehicles due to their light weight and high tensile strength. The diameter of carbon fiber is 6 μm while glass fiber diameter is 17 μm. The mechanical tensile force of carbon fiber and glass fiber are 430 N and 290 N respectively on fiber alone without matrix. Carbon fibers are gradually smaller in each filament due to tensile force. Approximately 5 mm are elongated for both carbon fiber and glass fiber in tensile test report. In current research, characteristic and tensile force of carbon fiber and glass fiber were investigated by using electron microscopy, Raman spectroscopy and XRD.

The exhaust emissions from diesel combustion are the sources of particulate matter emitted to the atmosphere, which are components of air pollution that implicated in human health such as lung cancer. At present the diesel particulate filter can remove PM from the exhaust gas before emitted to the atmosphere. This research is investigating morphology and structure of acicular mullite to develop the fabrication process filter in order to study particulate matters trapping and oxidation mechanisms. This paper used two main substances to study the structure of diesel particulate filter (DPFs); Aluminum oxide (Al2O3) and Silicon dioxide (SiO2). These are mainly in the conventional DPFs. The variable substances are Titanium dioxide (TiO2) and Vanadium oxide (V2O5), which added to investigate and produce the acicular mullite DPFs structure. The mullite samples were sintered at 1300 oC with holding time of 1 h.

The soot contamination in used engine oils of diesel engine vehicles was about 1% by weight. The soot and metal wear particle sizes might be in the range of 0-1 µm and 1-25 µm, respectively. The characteristics of soot affecting on metal wear was investigated. Soot particle contamination in diesel engine oil was simulated using carbon black. Micro-nanostructure of soot particles were studied by scanning electron microscopy (SEM), transmission electron microscopy (TEM) and laser diffraction spectroscopy (LDS). The metal wear behavior was studied by means of a Four-Ball tribology test with wear measured. Wear roughness in micro-scale was investigated by high resolution optical microscopy (OM) , 3D rendering optical technique and SEM image processing method. It was found that the ball wear scar diameter increased proportionally to the soot primary particle size. The effect of biodiesel contamination were also increasing in wear scar diameter.

Diesel engines are high thermal efficiency because of high compression ratio but produce high concentration of particulate matter (PM) because of direct injection fuel diffusion combustion. PM must be removed from the exhaust gas to protect human health. This research describes biodiesel engine performance, efficiency and combustion behavior using combustion pressure analyzer. It was clearly observed that PM emitted from CI engines can be reduced by using renewable bio-oxygenated fuels. The morphology and nanostructure of fossil fuel and biofuel PMs were investigated by using a Scanning electron microscopy (SEM) and Transmission electron microscopy (TEM). The morphology of biodiesel and diesel doesn’t have much different in the viewpoint of particulate matter trapping using DPF micro surface pores. The agglomerated ultrafine particles and primary nanoparticles sizes of diesel and biodiesel engine’s PM are approximately 50-500 nm and 20-50 nm, respectively.

Nowadays, the diesel engine models are developed from a unit pump to a common-rail injector. With palm methyl ester (commonly known as biodiesel) with higher viscosity and density than conventional diesel being used as alternative fuel for diesel, palm methyl ester may affect the injection characteristics. Injection pressure is one of the important parameters of common rail injector. Because of its effects on the pressure between command port and control volume, which activates a needle lift during injection process. This paper presents injection characteristics of solenoid injector experimented in a Zeuch’s chamber with a focus on injection pressure frequency, injection pressure amplitude, injection pressure stable duration. Commercial diesel (with mandate of 5% biodiesel blend or B5) and palm methyl ester (B100) were used as the test fuels at various injection pressures (40, 80, 120 and 160 MPa).

As well-known, the diesel engine has the highest thermal efficiency at the same load as compared with internal combustion engine but its disadvantage is particulate matter (PM) emitted to the atmosphere. The studies of this paper were divided into two parts. The first part studied the quantity of PM from the both diesel and biodiesel fuels at 80% load (2400 rpm) by the trapping process on diesel particulate filter (DPF) used in a partial flow dilution tunnel. The second part studied the regeneration process of PM under the flow rate of oxygen and nitrogen gas of 13.5 L/min with 10%, 15%, and 21% of oxygen gas. The result showed that amount of PM from biodiesel fuel was lower around two times than PM from diesel fuel. The duration in regeneration process of biodiesel's PM was shorter than diesel while increasing of oxygen percentage can reduce regeneration time.

The increase of air pollution and global warming is a threat for human life. Besides, the price of petroleum is increasing rapidly and the resources are diminishing. This obliged scientists and engineers to look for alternative sources of energy, which are cleaner and more sustainable. Biodiesel, defined as mono-alkyls of esters from vegetable oils and animals fat, is a cleaner renewable fuel and has been considered as the best alternative for petroleum based diesel fuel hence it can be used in any compression ignition engines without any significant modification. The main advantages of using biodiesel are its renewability and better quality of exhaust gas emissions due to their higher content of oxygen. The produce less soot and hence the feed stuck is plant it will regenerate the CO2 by the photosynthesis which ensures the renewability and reduces global warming.

Nanostructures of diesel and biodiesel engine particulate matters (PMs) were investigated by using a Transmission Electron Microscopy (TEM). The average single particle sizes of biodiesel and diesel PMs are approximately 30-40 nm and 50-60 nm, respectively. Image processing process was used to estimate each carbon platelet length by using TEM image. The average carbon platelet length of biodiesel and diesel PMs are in the range of 0.1-7.0 nm. Moreover, carbon atoms per cubic volume of PMs are approximately 500-900. The result shows that engine load and fuel property are strongly impact on the size of single particle and carbon atom density of particle. This is one of interesting behaviors need to be investigated for better understanding. The results of this research would be used as basic information for design and develop removing process of PM emitted from engine combustion which using in diesel and biodiesel fuels.

The increasing of global energy demand and stringent pollution regulations have promoted research on alternative fuels. In Thailand, ethanol, can be produced from many sources of national agriculture products as renewable fuel, which was strongly promoted by government due to its many merits for use in transportation field. In this study, combustion characteristics of ethanol-gasoline blend (20%, 85%, and 100%) as well as pure gasoline (E0) were investigated by using a swirl-generated constant volume combustion chamber. Flame propagations of different fuel blends were observed by high speed Schlieren photography technique while pressure history data were recorded for detailed combustion analysis. Combustion behavior, combustion duration and rate of pressure rise of all tested fuels were investigated in various swirl intensities and equivalence ratios. In addition, effect of swirl intensities and ethanol concentration on lean misfire limit were also discussed.

The present study aims to investigate the parameters affecting cold start characteristics of ethanol at low temperature, and suggest a solution to avoid cold starting problem without the installation of second fuel tank. The testing engine is a 125cc volume displacement, single-cylinder four strokes SI engine with fuel injection and ignition timing system controlled by ECU (electronic control unit). The cold starting performance tests were extensively conducted with different percentages of ethanol blends, surrounding temperatures, heating inside combustion chamber, heater injector, pre-cranking without fuel injection, and amount of fuel injection. From the experimental results, when using ethanol fuel in conventional engine, the problem of cold starting was observed at surrounding temperature lower than 20°C for ethanol. Increasing of injection duration can lower the possible cold start temperature of neat ethanol.

Through microscopic visualization experiments, a process generally known as depth filtration was shown to be caused by surface pores. Moreover, the existence of a soot cake layer was an important advantage for filtration performance because it could trap most of the particulates. We proposed an ideal diesel particulate filter (DPF), in which a silicon carbide (SiC) nanoparticle membrane (made from a mixture of 80 nm and 500 nm powders) instead of a soot cake was sintered on the DPF wall surface; this improved the filtration performance at the beginning of the trapping process and reduced energy consumption during the regeneration process. The proposed filter was called a diesel particulate membrane filter (DPMF). A diesel fuel lamp was used in the trapping process to verify the trapping and oxidation mechanisms of ultrafine particulate matter. Thus, the filtration performance of the membrane filters was shown to be better than that of conventional DPFs.

Particulate matter (PM) trapping and oxidation in regeneration on the surface of a diesel particulate catalyst-membrane filter (DPMFs) were investigated in detail using an all-in-focus optical microscope. The DPMF consists of two-layer sintered filters, where a SiC-nanoparticle membrane (made from a mixture of 80 nm and 500 nm powders) covers the surface of a conventional SiC filter. Using a visualization experiment, it was shown that PMs were trapped homogeneously along fine surface pores of the membrane's top surface, whereas in the regeneration process, the particulates in contact with the membrane may have been oxidized with some catalytic effect of the SiC nanoparticles. A soot cake was reacted continuously on the nanoparticles since pushed by a gas flow. The oxidation temperature of particulate trapped on the SiC-nanoparticle membrane was about 75 degrees lower than that on the conventional diesel particulate filters (DPF) without a catalyst.

Trapping and regeneration processes in a SiC wall-flow diesel particulate filter (DPF) without a catalyst were investigated in detail through microscopic visualization. By microscopic observation of the cross section and surface, the transition from depth filtration to surface filtration could be observed clearly. The open pores on the wall surface were strongly related to the filtration depth of diesel particulate matter (PM). During the regeneration process, after the soot cake was burnt out, the particulates trapped inside the surface pores were oxidized. As a result, the particulate trapping and oxidation behaviors were strongly dependent on the microstructural surface pores.