The heat values of waste mineral oils are equal to the heat value of the fuel oil. However, heat value alone is not sufficient for the use of waste minerals oils as fuel. However, the critical physical properties of fuels such as density and viscosity need to be adapted to the system in order to be used. In this study, the engine oils used in the first 10,000 km of the vehicles were used as waste mineral oil. An organic-based Mn additive was synthesized to improve the properties of the waste mineral oil. It was observed that mixing the Mn additive with the waste mineral oil at different doses (4, 8, 12, and 16 ppm) improves the viscosity of the waste oil and the flash point. The resulting fuel was evaluated for emission using different loads in a 5 kW capacity generator to compare the fuel with standard diesel fuel and to determine the effect of Mn addition. In the experimental study, it was observed that the emission characteristics of the fuel obtained from waste mineral oil were worse than diesel fuel, but some improvement was observed with Mn addition. As a result, we found that the use of waste mineral oils in engines in fuel standards was not appropriate, but may be improved with additives.

Abstract:The heat values of waste mineral oils are equal to the heat value of the fuel oil. However, 12heat value alone is not sufficient for the use of waste mineral oils. as fuel. However, the critical 13 physical properties of fuels such as density and viscosity need to be adapted to the system in order 14 to be used. In this study, the engine oils used in the first 10,000 km of the vehicles were used as 24

With the increase in the number of vehicles in traffic, there are many scenarios for traffic flow. On the other hand, the waiting times of the vehicles in traffic are constantly increasing. A misplaced traffic plan leads to traffic congestion and environmental problems. In this study, CO2 equivalent emission values (carbon footprint) were calculated in order to examine the environmental effects in a four-phase intersection. Equations were derived to calculate CO2 equivalent emission at the intersection. The effect of the idle stop-start system and the number of electric vehicles was also considered as a future scenario. As a result of the study, it was observed that the small number of electric vehicles decreased the CO2 equivalent emission at the intersection significantly. However, with the use of the idle stop-start system, it has been observed that CO2 equivalent emissions can be reduced.

Today, there is an effort to obtain energy from every possible source and waste to meet the oil demand. Waste engine oil is one of them. Although waste lubricating oils have an important economic potential, the environmental effect of these oils is much more important than their economic effect. In this study, various waste engine oil‐diesel mixture (0:100, 10:90, 20:80, and 30:70) and various fuel pressure conditions (195–255 bar) experiments were performed for various engine loads (3–12 Nm) in a DI diesel power generator. It was aimed to increase the potential of using waste engine oil as fuel by adding 16 μmol/L Mn additive to the waste engine oil. For the design of the experiment, 1/8 fractional factorial Taguchi method was applied and the relationship between engine load, waste engine oil, fuel injection pressure and Mn additive with experimental factors has been successfully determined with variance analysis. Using regression analysis, regression equations were obtained for exhaust temperature, specific fuel consumption, light absorption coefficient, and nitrogen oxides. Finally, although waste engine oil causes deterioration on engine performance and emissions, it has been determined that the use of waste engine oil as fuel can be improved thanks to the Mn additive.

The only component in contact with the ground is the vehicle wheels. Tires used in vehicle wheels are quite diverse on the market. Although the tire tread pattern and brand are used as an important parameter in the purchase of vehicle tires, the tire treadwear index, which is an indicator of tire life, is unfortunately ignored. In this study, the economic and environmental effects of the tire treadwear index were examined using the price and tire treadwear index values for 7 different manufacturers, 20 different models and 3 different dimensions for these tire models. Every 100 tire treadwear index value indicates 32000 km tire usage life and tire sales prices have not changed according to tire treadwear index. However, considering the number of tire changes during the economic usage period of the vehicle (about 10 years≅160000 km), it is determined that a saving of up to 70% can be achieved. The same is true for reducing particulate matter emissions (or CO 2 equivalent emissions) caused by tire wear. The results of the study are especially important and interesting for vehicle manufacturers and tire dealers. However, this study provided very practical information, especially in terms of assessing the economic and environmental impacts of vehicle owners' tire choice.