Comparative Performance of 12 Crankcase Oil Mist
                    Separators

Golkarfard, V.; Subramaniam, Ramanathan; Broughton, Jonathan; King, Andrew; Mullins, Benjamin J.

doi:10.4271/03-12-01-0001

Cited by 7 publications

(1 citation statement)

References 9 publications

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“…State-of-the-art passive separators are generally capable of removing super-micron aerosol particles from the blowby gas, but become much less efficient below about 1 µm [3]. The submicron part of the blow-by aerosol spectrum is, therefore, of most concern.…”

Section: Introductionmentioning

confidence: 99%

Impact of engine oil volatility and viscosity on blow-by aerosol formation

Scheiber

Nowak

Lorenz

et al. 2022

Automot. Engine Technol.

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Particulate emissions from diesel engines are a matter of public concern and continued industrial development. For an internal combustion engine, particles may originate either from the after treatment box or from the crankcase ventilation system. This paper quantifies and discusses particle sources within the crankcase ventilation system of a medium-duty 4-cylinder and a heavy-duty 6-cylinder engine and their dependence on the engine oil parameters viscosity (expressed as Noack number) and HTHS volatility. Crankcase aerosol spectra were measured by an optical particle counter in the size range of 0.3–5 µm. For a few cases data of filter samples downstream the separator unit are discussed for the total blow-by aerosol. Engines were found to behave very similarly with regard to changes in either oil parameter, with volatility generally being the far stronger factor of influence. Total particle mass concentration increased by a factor of up to 5 for a rise in Noack volatility of about 13–25%. The mass concentration downstream of the separator also increases with oil volatility. A variation of HTHS viscosity from 3.5 to 2.6 mPas generated a marginal change in aerosol output by a factor of about 1.2. However, and unexpectedly, the most viscose oil generated the relatively highest particle mass concentrations for both engines.

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Section: Introductionmentioning

confidence: 99%

Impact of engine oil volatility and viscosity on blow-by aerosol formation

Scheiber

Nowak

Lorenz

et al. 2022

Automot. Engine Technol.

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The Flow of Lubricant as a Mist in the Piston Assembly and Crankcase of a Fired Gasoline Engine: The Effect of Viscosity Modifier and the Link to Lubricant Degradation

Dyson,

Priest,

Lee

2024

Tribol Lett

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Droplet flows, termed misting, are significant lubrication flow mechanisms to, in and around the piston assembly. Therefore, these are important in piston assembly tribology and engine performance. Crankcase lubricant degradation rate has been hypothesised to be influenced by lubricant droplet flows through the piston assembly and crankcase, but not previously confirmed. Lubricant was sampled from the sump, top ring zone (TRZ), and mist and aerosol from the crankcase during an extended run. The physical and chemical degradation of these samples was characterised. Droplet flows were intermediate in degradation and fuel dilution between TRZ and sump. Flows with smaller droplet sizes were more degraded that those with larger droplets. The degradation of polymers was dependent on their molecular architecture.

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Comparison of four diesel engines with regard to blow-by aerosol properties as a basis for reduction strategies based on engine design and operation

Scheiber

Nowak

Lorenz

et al. 2021

Automot. Engine Technol.

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Understanding how engine design and operation affect blow-by aerosol characteristics is key to reducing the emission of particulate matter (PM) via the crankcase ventilation system. To this end, representative aerosol data from four different diesel engines are compared on the basis of brake mean effective pressure (BMEP) and engine speed. The data were obtained from comparable sampling positions, using the same sampling system and optical particle counter. The discussion is based on the narrow particle size range of 0.4–1.3 µm, chosen for its significance with regard to blow-by aerosol sources, as well as for the challenges it poses for separation systems. Key findings include particle size distributions (PSD) of virtually identical shape, indicating that these engines share the same aerosol sources and underlying generation mechanisms. However, absolute concentrations differed by a factor of about six, presumably due to differences in engine design, which in turn affect key parameters such as temperature, pressure and flow rates. At BMEPs ≤ 10 bar all engines exhibited similarly low aerosol concentrations. With increasing BMEP the concentration rose exponentially. The engine with the smallest rise and the lowest total concentration featured an aluminum alloy piston, the smallest displacement, the lowest peak BMEP as well as the lowest maximum oil temperature. At maximum torque the aerosol concentration scaled fairly linearly with engine displacement. Increasing the engine speed had a minor impact on aerosol concentrations but affected blow-by flows, hence leading to a rise of aerosol mass flows. Within the limits of this comparative measurement studies, three generation mechanisms are provided for blow-by aerosols.

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Comparative Performance of 12 Crankcase Oil Mist Separators

Cited by 7 publications

References 9 publications

Impact of engine oil volatility and viscosity on blow-by aerosol formation

Impact of engine oil volatility and viscosity on blow-by aerosol formation

The Flow of Lubricant as a Mist in the Piston Assembly and Crankcase of a Fired Gasoline Engine: The Effect of Viscosity Modifier and the Link to Lubricant Degradation

Comparison of four diesel engines with regard to blow-by aerosol properties as a basis for reduction strategies based on engine design and operation

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