The effect of boron-doped addition to spark ignition engine oil on engine emission, performance and lubricating oil properties
Graphical abstract
Introduction
Lubricating oil in engines is important for the durability and life of the engine, and oils with appropriate additives are used today. One of these additives is the use of boron mine which is rapidly leading in recent years. In this study, the positive aspects of boron additive added lubrication were discussed and it was revealed that the engine performance and material properties were sustainable. During high revolutions (rpm), the moving parts of the motor vehicles overheat and cause heating in the engine parts. In particular, high temperature deteriorates the viscosity properties of the engine oil and increases the friction in the movements of the engine parts, resulting in engine wear. Unfortunately, this heating (oil degradation) and the friction reduces the engine’s performance as well as the engine life. In addition, this increases the wear on the moving parts of the engine, resulting in a large increase in fuel consumption as well as a decrease in engine performance. After long-term use of engine oil, the moving parts of the engine are subject to wear and the parts are mixed with the oil. Thus, the lubricating properties of the oil begin to decrease.
It is obvious that different additives are put in motor oil in order to completely eliminate / minimize the adverse effects of this type of lubricating oil. In this study, some different studies in the literature are discussed as follows:
Usman et al. [1] presented a study on engine performance, emissions, and lubricating oil degradation during long engine running times of gasoline, CNG, and CNG-Hydroxy gas (HHO) mixture in a gasoline engine. Although the CNG-HHO mixture performed better than the gasoline and CNG in specific fuel consumption calculated according to braking power, the CNG-HHO mixture produced higher NOX than CNG [1]. In addition, there was a significant deterioration in the case of CNG-HHO mixture in lubricating oil, gasoline, and CNG comparisons [1].
Malik et al. [2] studied on the effects of performance and emissions by using gasoline and methanol fuel at two different engine loads and at nine different engine speeds in a gasoline engine and found that the thermal efficiency was 23.69% maximum in the use of methanol fuel at low load. On the other hand, gasoline emissions decreased by 6.05% and 6.31% at low and high loads [2]. Iswantoro et al. [3] researched the degradation effects of B30 biodiesel obtained from palm oil in diesel engine lubricating oil and determined that B30 biodiesel reduced the lubricating oil viscosity to 46.98%.
Wei et al. [4] investigated the characteristics of service oil change oil used after 5000 km in civil vehicles used in urban traffic. It was observed in experiments that although the kinematic viscosity (KV) of most oils initially decreases, it stabilizes afterwards [4]. Sentanuhany et al. [5] emphasized that biodiesel has a long-term lubricating property due to its higher viscosity, density, and acidity than diesel fuel (B0) in terms of its properties. Although the Al, Fe, and Cr concentrations are lower in B100 containing lubricants, it has been shown that Pb and Cu metals are higher than those containing B20 [5].
Usman and Hayat [6] applied engine performance, emission, and lubricating oil condition tests for two fuels by changing the operating conditions with extensive samples. Although gasoline fuel increased by 28.8% in power compared to CNG, it was stated that CNG fuel was more efficient in emissions and specific fuel consumption. Ropandi et al. [7] researched the performance of an engine and a mineral oil degradation of 3 different light-duty vehicles of B5 biofuel (a mixture of 5% refined palm olein oil and 95% automotive diesel oil). B5 biofuel can potentially be used for selected vehicle brands without engine modification by determining the engine power, torque and lubricating oil wear metal content of these fuels in use up to 80000 km kilometers. In addition, it has been concluded that normal service intervals can be applied for B5 vehicles [7].
Ogut et al. [8] conducted experimental determinations by adding liquid boron to motor oil in addition to vegetable oil in diesel engines. When wild mustard oil, boron, or mineral oil were added, the engine provided more fuel savings than the engine without any additives, but no change was found thanks to the performance of an engine and emissions [8]. Yontar et al. [9] evaluated engine performance, exhaust gas, and emissions temperatures in a variable timing, twin spark plug and double row ignition engine using gasoline and CNG fuels between 1500 and 4000 rpm. Although there was a decrease in engine performance, CO, and CO2 emissions in the commercial engine tested, thanks to CNG fuel, NOX emissions increased [9].
Yontar and Dogu [10] revealed that there was a decrease in the performance of CNG fueled engine at different loads at 1500 and 4000 rpm ranges with 25% and 75% load CNG fuel. Yontar and Dogu [11] found that the addition of CNG caused some changes in engine performance and emissions in a twin-row ignition engine by working with CNG, gasoline, and CNG-gasoline mixture fuels with an equivalence ratio between 0.7 and 1.4.
Alzaran and Ahmed [12] extensively investigated the effects of CNG mixtures enriched with hydrogen gas on the performance and emissions of SI engines. In an SI engine, it has been mentioned that the combustion characteristics of HCNG engines largely depend on the conditions of the engine, as well as the air–fuel ratio, injection time, compression ratio [12]. Bae et al. [13] extensively measured and compared the engine performance (in the region where the turbo works) as well as the combustion of the engine by converting the gasoline direct injection turbo engine to a natural gas port injection turbo motor.
Gonca et al. [14] compared engine efficiency, combustion parametres, and emissions by using different fuels in a gasoline engine. Huang et al. [15] researched 9 different CNG-gasoline vehicles for the emission values under different operating conditions and compared them.
Macian et al. [16] performed low-viscosity motor oil tests in heavy-duty vehicles (39 buses with 4 different oils, with 2 different engine technologies). When the engine wear and lubricating oil parameters were examined, it was shown that with the right oil formulation, low viscosity oils reduced the consumption of the oil consumption and engine wear [16].
Pan et al. [17] showed that the engine performance becomes more efficient by adding methane in the combustion characteristics of gasoline as well as methane dual fuel in a gasoline engine under the conditions of different load. Singh et al. [18] compared the particle emission characteristics of CNG, HCNG, CNG, hydrogen, gasoline fuels, diesel. The average particle size emitted as emissions was much smaller than that of mineral diesel under similar engine operating conditions [18]. Melaike et al. [19] conducted a study on the performance, emission and particulate parameters of a direct, port CNG and direct CNG injection gasoline engine. The formation of particles was low by achieving high energy efficiency [19].
Hoang and Pham [20] made some determinations about the effects of spent fuels on emission characteristics, deposit formation, and lubricating oil degradation of a 4-cylinder diesel engine (4-stroke) operating with preheated vegetable oil and diesel oil. During the experiments, the quality of the lubricating oil (density, kinematic viscosity, and metal concentrations) was measured after every 25 h of the test period (according to the ASTM D5185-09 standard) using an ICP-MS analyzer [20].
Usman et al. [21] demonstrated engine performance and lubricating oil degradation using liquid and gas mixtures. Usman et al. [22] compared engine oil, emissions, and performances of fuel using 92 octane and 97 octane gasoline fuels.
Thachnatharen et al. [23] evaluated their tribological performances by adding hexagonal boron nitride as a nano additive to motor oil. Tribological properties of hexagonal boron nitride with a size of 70 nm were investigated by adding 0.025% by volume [23].
Rio et al. [24] demonstrated anti-friction and anti-wear conditions by using graphene nanoplatelets and boron nitride nanoparticles as additives of a polyalphaolefin base oil under pure shear conditions. They also used hexagonal boron nitride nanoparticles and graphene nanoplatelet materials as additives of polyalphaolefin pure oil. Akbiyik et al. [25] compared certain operating ranges of boron additive to lubricating oil using CNG and gasoline. The efficiency of the engine performance as well as emission improvements were obtained as the boron added lubricating oil reduced fuel consumption and NOX emissions.
Simsek et al. [26] obtained a special fuel additive (octamix) by enriching diesel fuel with hydrogen and boron and mixing ethanol, ammonia boron, and trioctyl borate. The effects of octamix-diesel fuel mixtures were investigated and analyzed in diesel engines as octamix-diesel fuel mixtures improved engine performance and emissions efficiently [26]. Bas [27] showed important results in the tests of boron compounds in boron additives and engine oil containing base oil and observed these effects thanks to minimum friction.
Agocs et al. [28] presented the results of oil condition, fresh oil properties, and operating conditions of gasoline and diesel vehicle engine oil. When comparing long-range gasoline and diesel vehicles, the chemical oil degradation of the gasoline vehicles was observed faster than the chemical oil degradation of the diesel vehicles. Ramteke and Celladurai [29] detailed the tribological properties of a diesel engine's cylinder liner and piston rings by means of nanofluids based on hexagonal boron nitride nanoparticles as nanoparticles, which are additives in lubricating oil and reduce friction by preventing wear compared to conventional 20W40 oil.
Ogut et al. [30] experimentally compared the results of mineral lubricating oil as well as mineral oil with additives in 2 diesel engines (using the same characteristics), after the use of wild mustard oil methyl ester and liquid boron as an engine lubricating oil additive. The use of mineral lubricating oil with methyl ester additives of boron and wild mustard oil did not pose any risk in terms of wear and engine oil life compared to lubricating oil without additives [30].
Demirtas et al. [31] tested the wear and friction of real piston ring-cylinder samples with a reciprocating tribometer by adding five different nanoparticle oils to the engine oil. The addition of TiO2 and single-walled carbon nanotube additives added to motor oil gave better results than boron nitride, multi-walled carbon nanotubes, and graphene nanoparticles [31]. Folk et al. [32] discussed oil with nanoparticles in gas turbine engines and internal combustion engines. The oil with nanoparticles improved the engine efficiency by reducing the temperature as well as engine vibration. Gopal and Raj [33] revealed the effects of fuel chemistry on lubricating oil performance and engine life, as well as various tribological properties of pongamia methyl esters, such as kinematic viscosity, total base number, density, moisture content, insoluble benzene, pentane, and ash content.
According to Garcia et al. [34] studied the effect of diesel fuel-hydrogen mixtures on the physical and chemical properties of lubricating oil and revealed the environmental effects of this type of mixture. It was carried out using a diesel engine at three different hydrogen gas flows (0.75 lpm, 1.00 lpm and 1.25 lpm) with four different torque values (80 Nm, 120 Nm, 160 Nm and 200 Nm) [34].
Hussain et al. [35] compared 6% and 12% alcohol by volume (B6 and B12) and n-butanol-gasoline mixtures with pure gasoline (B0) in terms of engine performance, emissions and lubricating oil condition. Engine performance increases with increasing butanol ratio in the fuel mixture with the exhaust gas temperature [35].
The use of boron, which is an important energy source, will continue to be the energy source of the future as it becomes more widespread. The aim of this study is to investigate the effects of boron addition to lubricating oil by using different fuels on engine performance, emissions and lubricating oil in long-term studies. As a result, the effects of boron addition to lubricating oil on engine torque, fuel consumption, exhaust emissions and lubricating oil are to compare with lubricating oil without boron additive and to determine the changes in different fuel usage.
Section snippets
Materials and method
A Lombardini LGW 523 was the main component of the experimental setup and consisted of 2-cylinder injection and two different fuel systems (gasoline, natural gas). In addition to the engine, the experimental setup consisted of a dynamometer, two different fuel consumption measurement systems, a computer, and the boron-doped oil. This experimental work was carried out with optimized parameters according to TSE (Turkish Standard Institution) 1231 test ICEITP standards [36] using the Erciyes
Results and discussion
In this study, performance, emission, and lubricating oil properties are compared in engine oil with and without boron additive (initial and after 50 h) in a gasoline and CNG fueled engines. Experiments were carried out with the engine at full throttle opening and a lambda value of 1.05. This study started from 3000 rpm at full throttle opening with 100% load. Usman et al. [21] were compared in the 1500–4500 rpm range and 80% throttle opening. Depending on the operation time, the change of the
Conclusion
These results of the experimental study were determined for the consumption of the specific fuel, torque, emission, lubricating oil density, kinematic viscosity (40 °C) and wear elements with the undoped boron oil and the boron-doped oil (initial and ending 50 h) using gasoline and CNG fuel as follows:
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In the experiments, the initial maximum torque values were obtained by using boron-doped oil. It was determined that the end-of 50-hour torque values remained low due to the contamination of the
Declaration of Competing Interest
The authors declare that they have no known competing financial interests or personal relationships that could have appeared to influence the work reported in this paper.
Acknowledgement
This work was supported and funded by Erciyes University Scientific Research Projects Agency under the research grant of FDK-2015-5955 that was carried out at Erciyes University Engineering Faculty engine laboratory).
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