Lubrication oil and internal-combustion engine fuel
LUBRICATION OIL AND INTERNAL-COMBUSTION ENGINE FUEL [0001] The present invention relates to lubrication oil. In particular, the present invention relates to internal-combustion engine lubrication oil and internal-combustion engine fuel. [0002] Generally, it has been known that the global warming is influenced by the carbon dioxide caused by the combustion of petroleum oil fuel used in an internal-combustion engine. [0003] In the current economic situation, exchanging or improving various pieces of equipment such as a vehicle, a heavy machine, or a boiler is difficult but the reduction of carbon dioxide has been strongly required. [0004] In a machine such as an internal-combustion engine or a driving system, lubrication oil is used in order to reduce the friction caused during the operation of a gear or a piston. When lubrication oil is used in an internal-combustion engine or a driving system, the friction can be reduced to provide a smooth rotation of a gear or a piston for example, thus reducing the consumption amount of fuel (e.g., light oil, gasoline) and the emission amounts of carbon dioxide and other exhaust gas components caused in the combustion. [0005] On the other hand, lubrication oil is oxidized and deteriorated when subjected to the use for a long period of time. The oxidized lubrication oil causes acid substance, varnish, or sludge for example, thus promoting deterioration such as an increased acid number or an increased viscosity. There are various disadvantages where such an acid substance for example causes the worn parts of an internal-combustion engine or the wear or lubrication oil having an increased viscosity causes an increased power loss, which hinders the operation of the internal-combustion engine. [0006] The mechanical parts of the internal-combustion engine rust due to various causing factors such as water ingression by rain and wind for example. The rust causes an increased power loss, thus hindering the operation of the internal-combustion engine. [0007] By the way, lubrication oil is added with (a) copolymer having a number average molecular weight in the range higher than 6300 and lower than 1200 of octadecene 1 and maleic anhydride and (b) dispersant /VI improver additive agent including a succinimide reaction product prepared from polyamine and acyclic hydrocarbyl-substituted succinic acylating agents. As a result, resolving agent disperses the varnish and sludge components in the entire oil to thereby prevent the accumulation thereof, according to the disclosed invention (see Patent Publication 1 for example). [0008] Regarding petroleum oil fuel itself, it has been previously suggested to add, in a diesel engine, fuel additive substance to the petroleum oil fuel to provide a favorable combustion efficiency to thereby improve the fuel consumption (see Patent Publication 2 for example). Related-art Publication Patent Publication [0009] Patent Publication 1: Japanese Unexamined Patent Application Publication No. Η09-176673 Patent Publication 2: Japanese Unexamined Patent Application Publication No. 2005-290254 [0009a] Any discussion of the prior art throughout the specification should in no way be considered as an admission that such prior art is widely known or forms part of common general knowledge in the field. Unless the context clearly requires otherwise, throughout the description and the claims, the words "comprise", "comprising", and the like are to be construed in an inclusive sense as opposed to an exclusive or exhaustive sense; that is to say, in the sense of "including, but not limited to". Problem to be Solved by the Invention [0010] However, the invention according to Patent Publication 1 uses the resolving agent to disperse sludge for example to suppress the oxidation and deterioration of lubrication oil. However, the dispersibility cannot be maintained for a long time, the suppression of the oxidation and deterioration of the lubrication oil is not so high, and the effect of reducing carbon dioxide is insufficient. Furthermore, the rust prevention effect for mechanical parts is not achieved. [0011] In the case of the technique as disclosed in Patent Publication 2 to include additive substance in petroleum oil fuel, to attach a fuel reduction apparatus, or to attach an exhaust gas reduction apparatus, carbon dioxide cannot be reduced. The complete combustion causes increased carbon dioxide and a fine-tuned engine causes increased carbon dioxide. On the other hand, the inventor has carried out the eco-drive education for saving fuel consumption for over ten years. However, the fuel consumption can be saved by about 1% to 2% only. Even when a digital tachograph is attached to manage the driver, there is no remarkable difference in fuel consumption between a vehicle attached with the digital tachograph and a vehicle driven by a highly-experienced driver performing eco-driving. [0013] In view of the above, the inventor has been researching how to reduce the carbon dioxide generation by using internal-combustion engine lubrication oil for a long time. Finally, the inventor has found an effect that eco-substance (dimethylalkyl tertiary amine) injected to lubrication oil can reduce the friction among the parts of the internal-combustion engine, prevent the oxidation and deterioration of the lubrication oil, and can reduce the wear to provide a longer life to various engines. [0014] The inventor also found that various engines can have a rust prevention effect, thus contributing to various engines having a longer life. Thus, the inventor was convinced that the reduction of carbon dioxide and the reduction of exhaust gas components (CO, HC, ΝΟχ gas) and the fuel consumption can be achieved, thus reaching the present invention. [0015] The inventor also found that, through a keen research for realizing internal-combustion engine fuel causing less carbon dioxide, eco-substance (dimethylalkyl tertiary amine) injected to petroleum oil fuel can effectively reduce carbon dioxide, other exhaust gas components, and fuel consumption. In other words, the fuel consumption in light oil, kerosene, gasoline, and Bunker A can be reduced, the amount of carbon dioxide in the exhaust gas can be reduced, and CO, HC, and ΝΟχ gas also can be reduced. [0017] It is an objective of this invention to provide internal-combustion engine lubrication oil that has reduced deterioration, a friction reduction effect, and a rust prevention effect as well as internal-combustion engine fuel that can reduce carbon dioxide, a fuel consumption amount, and all exhaust gas. [0017a] It is an object of the present invention to overcome or ameliorate at least one of the disadvantages of the prior art, or to provide a useful alternative. Means for Solving the Problem According to a first aspect the invention provides lubrication oil for an internal combustion engine injected with impregnating agent composed of dimethylalkyl tertiary amine in the range from 0.01 to 1 volumet; wherein the lubrication oil is used in the internal-combustion engine together with internal-combustion engine fuel injected with the impregnating agent in the range from 0.1 to 1 volume!; and wherein the dimethylalkyl tertiary amine is formed by oils of plants and animals and is represented by the general expression (1) : wherein R represents an alkyl group. [0017c] According to a second aspect the invention provides lubrication oil that is injected with impregnating agent consisting of dimethylalkyl tertiary amine in the range from 1 to 5 volume! and that is injected with thickener so that the resultant oil is jellylike. [ 0 017 d ] According to a third aspect the invention provides internal-combustion engine fuel, wherein petroleum oil fuel is injected with fuel oil impregnating agent composed of dimethylalkyl tertiary amine in the range from 0.5 to 1 volumet. [0018] In order to solve the above disadvantage, lubrication oil according to the present invention is injected with impregnating agent composed of dimethylalkyl tertiary amine in the range from 0.01 to 1 volumet. The dimethylalkyl tertiary amine may be, for example, dimethyllaurylamin, dimethylmyristylamine, or dimethylcocoamine for example. [0019] According to this configuration, the impregnating agent (dimethylalkyl tertiary amine) is adsorbed to the metal surfaces of the respective parts of the internal-combustion engine or the driving system for example to reduce friction. Thus, rotating parts such as a gear or a bearing for example can have a reduced friction resistance, thus providing a smooth operation. Thus, an internal-combustion engine for example using this lubrication oil can have a reduced amount of fuel consumption and reduced carbon dioxide and other exhaust gas components (e.g., CO, HC, ΝΟχ, SOx, PM) . The internal-combustion engine for example using this lubrication oil also can have suppressed wear of the gear or bearing for example, thus providing a longer life of various engines. Furthermore, since the lubrication oil impregnating agent can provide rust prevention acid neutralization, the oxidation and deterioration of the lubrication oil can be suppressed. Thus, the above-described fuel reduction effect or the effect of reducing carbon dioxide for example can be realized for a long time. [0020] The lubrication oil described in the present specification may have the dimethylalkyl tertiary amine represented by the general expression (1). [0021] [Chemical formula 1] (R represents an alkyl group.) [0022] In the lubrication oil described in the present specification, the dimethylalkyl tertiary amine is desirably formed by oils of plants and animals for environmental friendliness. In the lubrication oil described in the present specification, the impregnating agent is preferably injected in an amount of 0.1 to 0.5 volumet from the viewpoints of performance and cost. In the lubrication oil described in the present specification, the lubrication oil may be internal-combustion engine lubrication oil. The internal-combustion engine lubrication oil means engine oil for example. By using lubrication oil as engine oil, a reduced load can be applied to an engine, a main shaft, a clutch, a mission, a propeller shaft, a joint bearing, a differential gear, a rear shaft, a wheel bearing, a battery, or a starter for example. Thus, the respective parts can have reduced friction and can have remarkably-reduced fuel consumption, thus achieving the corresponding reduction of carbon dioxide and other types of exhaust gas. The lubrication oil also may be used, in addition to engine oil, for power steering oil, turbine oil, or gear oil for example. [0025] The lubrication oil described in the present specification may be used in internal-combustion engine together with internal-combustion engine fuel injected with the lubrication oil impregnating agent in the range from 0.1 to 1 volumet. According to this configuration, the internal-combustion engine fuel (e.g., gasoline) injected with the impregnating agent can provide, when being used together with the lubrication oil of the present invention, not only the effect by the lubrication oil but also a reduced fuel consumption by the internal-combustion engine fuel mixed with the impregnating agent, thus additionally achieving the effect of reducing carbon dioxide and other exhaust gas components . Even at a part to which the lubrication oil cannot reach (e.g., a top part of a con rod) , an oil film is formed by jetted internal-combustion engine fuel. This oil film provides the same function as that of the lubrication oil to provide a smooth operation of various engines (see Fig. 1). This oil film also can prevent the seizure around a piston head for example. [0026] In the lubrication oil described in the present specification, impregnating agent composed of dimethylalkyl tertiary amine is injected in the range from 1 to 5 volumet and thickener is injected so that the resultant oil is jellylike. The jellylike lubrication oil means the one such as grease that is used by being coated on a bearing or a shaft for example. The thickener is injected in order to cause the lubrication oil to be semisolid and may be, for example, calcium, sodium, lithium, or aluminum for example. According to this configuration, the respective parts can have reduced friction thereamong, smooth operation can be obtained, reduced fuel consumption can be achieved, and the reduction of carbon dioxide and other exhaust gas components can be reduced. A rust prevention effect also can be obtained, thus providing a longer life to the machine. While the lubrication oil described in the present specification is mainly used in an internal-combustion engine (e.g., engine oil), the jellylike lubrication oil is mainly used for a bearing or a tire shaft for example. Thus, the impregnating agent can be used in a relatively-high amount. [0027] In the invention described in the present specification, petroleum oil fuel is injected with fuel oil impregnating agent composed of dimethylalkyl tertiary amine in the range from 0.5 to 1 volumet. The dimethylalkyl tertiary amine may be amine DM12D, amine DM14D, or amine DM16D (product names used by LION ΑΚΖΟ Co., Ltd. ) . [0028] According to the invention described in the present specification, when the fuel is used in an internal-combustion engine, a fuel consumption amount is reduced, carbon dioxide and other exhaust gas components are reduced, and stability is achieved for a long period. [0029] When the fuel of described in the present specification is used as vehicle fuel, the engine noise is improved at the speed of about 20km and the exhaust gas temperature of 70 to 100 degrees C, showing a highly-efficient combustion. Since the fuel combusts at a low temperature, CO2 is absorbed and the combustion reaction is promoted. [0030] In addition, the fuel oil impregnating agent (dimethylalkyl tertiary amine) can be adsorbed to a metal surface to provide friction reduction and rust prevention. Thus, the lubrication performance is improved qualitatively, a smooth engine rotation is provided, and the rust prevention acid neutralization is realized, thus preventing the oxidation and deterioration of engine oil. This effect is significant when the engine oil is oxidized and deteriorated. [0031] Furthermore, air pollutant such as sulfur oxide (SOx), black smoke, or particulate matter (PM) is reduced and CO, HC, or ΝΟχ is also reduced. [0032] As described in the present specification, the petroleum oil fuel composed of light oil, kerosene, gasoline, or Bunker A is effectively used. [0033] As described in the present specification, from the viewpoint of cost in particular, the fuel oil impregnating agent is desirably injected in an amount of 0.99 to 1 volumei. As described above, according to the present invention, lubrication oil is injected with impregnating agent composed of dimethylalkyl tertiary amine in the range of 0.01 to 1 volumet. Thus, when the lubrication oil is used in an internal-combustion engine such as an automobile engine, various engines can have reduced friction resistance, the fuel consumption amount is reduced, and the carbon dioxide and other exhaust gas components are also reduced. The lubrication oil also provides a rust prevention effect, suppresses the oxidation and deterioration of the lubrication oil, suppresses the wear of the respective parts, and can provide the internal-combustion engine with a longer life. [0035] Petroleum oil fuel injected with fuel oil impregnating agent composed of dimethylalkyl tertiary amine in the range from 0.5 to 1 volumet allows, when the petroleum oil fuel is used in an internal-combustion engine such as an automobile engine, the fuel consumption amount to be stably reduced for a long period and also allows carbon dioxide and other exhaust gas components to be reduced. [0036] Fig. 1 illustrates the flow of the lubrication oil in a piston and a con rod of an internal-combustion engine and the flow of fuel (injection). Fig. 2 illustrates the result of the vehicle number 438 of the black smoke test using normal lubrication oil (conventional lubrication oil). Fig. 3 illustrates the result of the vehicle number 438 of a black smoke test using new eco-friendly lubrication oil (the lubrication oil of the present invention). Fig. 4 illustrates the result of the vehicle number 8003 of the black smoke test using normal lubrication oil. Fig. 5 illustrates the result of the vehicle number 8003 of the black smoke test using the new eco-friendly lubrication oil. Fig. 6Α schematically illustrates the configuration of a test apparatus. Fig. 6Β illustrates one example of an eco-substance injection method. Fig. 7 illustrates the result of the running test for confirming the effect in a high-octane gasoline vehicle injected with eco-substance. Fig. 8 illustrates the result of the running test for confirming the effect in a regular gasoline vehicle injected with the eco-substance. Fig. 9 illustrates the result of the running test for confirming the effect in a HINO 4t vehicle (kerosene) injected with the eco-substance. Fig. 10 illustrates the result of the running test for confirming the effect in a HINO 4t vehicle (clean heavy oil) injected with the eco-substance. Fig. 11 illustrates the comparison in fuel consumption between a case where no eco-substance is injected and a case where the eco-substance is injected. Fig. 12 illustrates, in a rust prevention experiment, the comparison regarding the rust occurrence between a case where normal lubrication oil is coated and a case where new eco-friendly lubrication oil is coated (as of September 16, 2010 at which the experiment was started). Fig. 13 illustrates, in the rust prevention experiment, the comparison regarding the rust occurrence between a case where the normal lubrication oil is coated and a case where the new eco-friendly lubrication oil is coated (as of September 27, 2010). Fig. 14 illustrates, in the rust prevention experiment, the comparison regarding the rust occurrence between a case where the normal lubrication oil is coated and a case where the new eco-friendly lubrication oil is coated (as of October 11, 2010) . Fig. 15 illustrates, in the rust prevention experiment, the comparison regarding the rust occurrence between a case where the normal lubrication oil is coated and a case where the new eco-friendly lubrication oil is coated (as of October 18, 2010) . Mode for Carrying Out the Invention [0037] The following section will describe an embodiment of the present invention with reference to the drawings and tables. The lubrication oil according to the present invention is obtained by injecting lubrication oil impregnating agent composed of dimethylalkyl tertiary amine (hereinafter referred to as eco-substance) to conventional lubrication oil. The eco-substance is injected in the range from 0.01 to 1 volumet and desirably in the range from 0.1 to 0.5 volumet. The reason is that the injection amount lower than 0.1 volumet prevents a sufficient effect from being provided and that the lubrication oil used in a machine such as an internal-combustion engine with the injection amount exceeding 0.5 volumet causes an insufficient effect not enough for a high price. It is confirmed that the lubrication oil injected with the impregnating agent within the above range can be used as general lubrication oil, according to a component analysis. [0038] It is also confirmed that the lubrication oil injected with the eco-substance can provide a desired effect as described later. The eco-substance may be, for example, dimethyllaurylamine, dimethylmyristylamine, dimethylcocoamine, dimethylpalmitinamine, dimethylbehenylamine, dimethylcocoamine, dimethyl palm stearin amine, or dimethyldesineamine. These eco-substances have different melting points, respectively, and are selectively used based on the application or the point of use of the lubrication oil for example. In this embodiment, the eco-substance is dimethyllaurylamine. [0040] First, lubrication oil is injected with the eco-substance (dimethyllaurylamine) at 0.1 volumet, 0.3 volume%, and 0.5 volumet to thereby manufacture the new eco-friendly lubrication oil having the respective concentrations. The new eco-friendly lubrication oil including the eco-substance at the respective concentrations (volumet) is manufactured, for example, by injecting into a tank including lubrication oil of 100 liters the eco-substance of 0.1 liter for the concentration of 0.1 volume%, the eco-substance of 0.3 liter for the concentration of 0.3 volume%, and the eco-substance of 0.5 liter for the concentration of 0.5 volumet to stir and mix the lubrication oil with the eco-substance. [0041] Next, the manufactured new eco-friendly lubrication oil was used to perform a running test and a black smoke test. These tests were performed in order to compare conventional lubrication oil with the new eco-friendly lubrication oil. In these tests, the lubrication oil was engine oil and the new eco-friendly lubrication oil was conventional engine oil injected with the above predetermined eco-substance. [0042] 1. [Running test] The vehicles (automobiles) used in the running test were: a diesel truck (a 4t vehicle, a lOt vehicle (gross weight of 20t) , and a tractor (gross weight of 40t) for example), a diesel passenger vehicle ("SAFARI" (registered trademark) ) , a regular gasoline passenger vehicle ("BMW" (registered trademark) of 1600cc), and a high-octane gasoline passenger vehicle ("MERCEDES-BENZ" (registered trademark) of 6000cc) . In these vehicles, light oil was used in the diesel truck and passenger vehicle and regular gasoline or high-octane gasoline was used in the gasoline vehicles. In order to provide uniform running conditions (e.g., a running speed, a running distance) as much as possible, the respective vehicles were driven by the same driver to run on the same route. In order to prevent an error, the consumption fuel was measured correctly and the running distance was measured correctly by a running distance meter. Then, the resultant fuel consumptions were compared. [0043] (1) New eco-friendly lubrication oil including 0.1 volumet of eco-substance Table 1 to Table 5 show the result of the running tests using the new eco-friendly lubrication oil including 0.1 volumet of the eco-substance. Table 1 and Table 2 are tables showing the result of the running test for the comparison in the fuel consumption for the respective diesel trucks using light oil as fuel between a case where the conventional engine oil was used and a case where the new eco-friendly lubrication oil was used. The tables show, from the left side, the vehicle information, the destination, the stopover point, the running distance, and the consumption fuel for example when the conventional engine oil (normal lubrication oil) was used, and the destination, the stopover point, the running distance, and the consumption fuel for example when the new eco-friendly lubrication oil was used. The rightmost section shows how much fuel consumption was reduced and how much average fuel consumption was reduced for the respective vehicles by the use of the new eco-friendly lubrication oil from the fuel consumption amount of the normal lubrication oil. The lowermost section shows how much average fuel consumption was reduced for all of the vehicles. [0044] [Table 1] ο ο (J"l [0046] As can be seen from these results, the fuel consumption performance is improved by the use of new eco-friendly lubrication oil when compared with a case where the normal lubrication oil is used. The improved fuel consumption provides the reduction of emitted carbon dioxide and other exhaust gas components. [0047] Table 3 and Table 4 are tables showing, with regard to the respective vehicles using gasoline (regular or high-octane) as fuel, the result of the running test for the comparison of the fuel consumption between a case where the conventional engine oil was used and a case where the new eco-friendly lubrication oil was used. These tables show the destinations of the respective routes, the stopover points, the respective distances, the total running distances, the fuel consumption amounts, the fuel consumption, and how much fuel consumption was reduced by the use of the new eco-friendly lubrication oil from the fuel consumption amount of the normal lubrication oil. The lowermost section shows how much average fuel consumption was reduced for all of the routes. In the table, the term "new eco-friendly oil" means the new eco-friendly lubrication oil. [Table 3] > Cfl ο ο ∩ cu Cn ο Ρ tr cd cn CD CD Ρ running test using eco-substance in high-octane gasoline car {rumiing distance : Hi ο ο Ρ ω Ρ 3 Ρ r+ O Ρ use of new eco-friendly lubrication oil when compared with a case where the normal lubrication oil is used. [0051] From the above description, it is understood that the fuel consumption performance is improved, both in the diesel trucks and the gasoline vehicles, by the use of new eco-friendly lubrication oil including 0.1 volume! of the eco-substance. Table 5 shows the comments by the driver regarding the change from the normal lubrication oil to the new eco-friendly lubrication oil. The comments at least did not include any answer showing bad fuel consumption or vehicle. [0053] [Table 5] running test using new eco-friendly lubrication oil in high-octane gasoline car to O - O (J"l CD i-i s: Table 6 to Table 12 show the result of the running tests using the eco-friendly lubrication oil including 0.3 volume! of the eco-substance. Table 6 and Table 7 show, as in Table 1 and Table 2, the result of the running test for the comparison in the fuel consumption for the respective diesel trucks (lOt vehicles) using light oil as fuel between a case where the conventional engine oil was used and a case where the new eco-friendly lubrication oil was used. Table 8 shows the data for the running test regarding the diesel truck (lOt vehicle) having the vehicle number 353. The 353 vehicle was caused to run on generally the same route for many times. [0055] [Table 6] comparison in the fuel consumption < New eco-friendly lubrication oil (including 0,3 volume % of eco~substance)> jmparison in the fuel consumption <Mew eco-friendly lubrication oil (including 0=3 volume ℅ of ecO"$ubstance}ji April ^AllgUSt Transport running test (.vehicle No 353) Destination : YASH3R01GA (jga-shi. Mie) ~ NiGHIHAKU (Amagasakr-shi) Condition : same driver, same load using new eco-friendly lubrication oil 2010/8/13- As can be seen from these results, the fuel consumption performance is improved, in the diesel trucks using light oil, by the use of new eco-friendly lubrication oil including 0.3 volume! of eco-substance when compared with a case where the normal lubrication oil is used. [0059] Table 9 shows the test result when the new eco-friendly lubrication oil including 0.3 volume! of the eco-substance was used in the diesel trucks (41 vehicle) using light oil as fuel. Table 10 shows the test result for the diesel passenger vehicle using light oil as fuel. [0060] [Table 9] running test using new eco-friendly lubrication oil in 4t. car (::ογο℅№№ : ·;ογ℮·κ 'xok l Aryan 1 - I GiK'SwB I t<M ™Wo» itfstiJoc^CAVc’/ isit-ji η;ο::ύ:℮ :>iir.£ <p;o:t£ty fi:©i oonc-uoiptiort |1 1τ::οΐ >x-ntiy.' running test using new eco-friendly lubrication oil test vehicle: NISSAN SAFARI conditions : load +-30kg, same vehicle, same driver, frnei tolerance 1OOcc As can be seen from these results, the fuel consumption performance is improved, also in the diesel truck (41 vehicle) and the diesel passenger vehicle using light oil, by the use of the new eco-friendly lubrication oil including 0.3 volume! of the eco-substance when compared with a case where the normal lubrication oil is used. [0063] Table 11 and Table 12 show, as in Table 3 and Table 4, the result of the running test for the comparison in the fuel consumption for the respective vehicles using gasoline (regular and high-octane) as fuel between a case where the conventional engine oil was used and a case where the new eco-friendly lubrication oil was used. [0064] [Table 11] running test using the eco-substance in regular gasoline ear- test: vehicle : BMW 1600 (running distance 82< 000km) 2010/8/2 i τ -ITT local road i 2.87 km Takaniaaka J local road 0.49km <vnsv; eco~friendly lubrication oil (0.32; local road local road 12.87kmp 9.49km [ Departure 1 -* | Sum j ---» Aoro.i local road 19.79km 2009/9/10 ^ Distance 42.1 oka- tssxt jFuel 5.23! .5-/ΐ592/℮/9//2(122ℓ § (1 local road 2010/8/U . 19.79km 2 traffic jam 46ηήηΐΐΐ:℮;; I j/ishieondya j -iCSSiiiSSIl * u*tog air conditioner 20107.8/21 * traffic jam Orninutes * using air conditioner Cnemial o.i j.> local road local road 2009/9/20 Distance 76.1 ikm LfemasJ -4 UiMsaiasi -* 8·5ΐ Fuel conscj-nprior; S.95km/i ·ℓη℮κ etc"briendiy lube iceti! on oil local road local road 207.0/8/11 20!0/8/21 * traffic; jsro 40mmus.es a traffic jam Omimstes 1 Depsnura [ -» | Hitokura. dam ; -■* | Anuigasaki I 2010/5/3-Ρ Highway local toad local road Highway '2010/5/22-23 DK** -)201ο,-; . ϋ ο/3 .o/ps/ior/i'.... jlSZl As can be seen from these results, the fuel consumption performance is improved, also in the gasoline vehicles, by the use of the new eco-friendly lubrication oil including 0.3 volumet of the eco-substance when compared with a case where the normal lubrication oil is used. [0067] As can be seen from the above, the fuel consumption performance is improved, also in any of the diesel truck and the passenger vehicle using light oil as fuel and the gasoline vehicle, by the use of the new eco-friendly lubrication oil including 0.3 volumet of the eco-substance. [0068] (3) New eco-friendly lubrication oil including 0.5 volumet of eco-substance Table 13 to Table 15 show the result of the running tests using the eco-friendly lubrication oil including 0.5 volumet of the eco-substance regarding the gasoline vehicle using high-octane gasoline, the gasoline vehicle using regular gasoline, and the diesel passenger vehicle using light oil as fuel. Table 13 shows the test result for high-octane gasoline. Table 14 shows the test result for regular gasoline. Table 15 shows the test result for light oil as fuel. [0069] [Table 13] running test usingthe eco-substance in high-octane gasoline car tost vc-hiclo ; Kobo 331 Τ:-υ Β00 Mw-cfjdtwr-Beijfc S'600 (running: distance r 200θ/6/20 60,000km) ο ο running test using new eco-friendly lubrication oil in regular gasoline car test vehicle : BMW 1600 v-enlliv!' : fine Aroagasiihj Atfuiiaissxi foSpaj <r;orrr:al oil> 2θΜ/β/ΐο,2ΐ Distance 186.16κ;η Fuel 19.··21 Fuel consumption 9.586kr Reduction rata from normal (%} -30℅ running test using new eco-friendly lubrication oil test vehicle ; NISSAN SAFARI [0072] As can be seen from these results, the fuel consumption performance is improved, at least in the passenger vehicle using gasoline and light oil as fuel, by the use of new eco-friendly lubrication oil including 0.5 volume! of eco-substance when compared with a case where the normal lubrication oil is used. 2. [Black smoke test] The respective vehicles were black smoke test in order to compare the new eco-friendly lubrication oil including 0.3 volumet of the eco-substance with the normal lubrication oil regarding the black smoke concentration. [0074] In the black smoke test, a probe (a exhaust gas extraction sheet of a black smoke measuring instrument) was inserted to an exhaust pipe by about 20cm to allow the exhaust gas to pass through the probe. Then, the probe on which impurities were attached was placed in the black smoke measuring instrument to measure the black smoke concentration. The blacker the probe is, the more impurities are attached thereto, thus resulting in a higher black smoke concentration. [0075] (i) In the black smoke test, the vehicle was stopped and the change gear was at a neutral position. (ii) A motor was operated under no load. Then, an accelerator pedal was pushed down rapidly until the highest rotation number was reached. Then, the accelerator pedal was released until the no-load running is reached. The above operation was repeated 2 or 3 times. (iii) Next, the no-load running was performed for about 5 seconds and the accelerator pedal was pushed down rapidly to retain this state for about 4 seconds. Thereafter, the accelerator pedal was released and this state was retained for about 11 seconds . The above operation was repeated 2 or 3 times (iv) The extraction of black smoke was started when the accelerator pedal was pushed down in (iii). The probe was purged (to scavenge any remaining black smoke) just before the extraction of black smoke. (ν) The above steps of (i) to (iv) were repeated 3 times. Then, the resultant average value was determined as a black smoke concentration. [0076] Table 16 shows the list of the results of the black smoke test for the respective vehicles. The left side shows the result for the normal lubrication oil. The right side shows the result for the new eco-friendly lubrication oil including 0.3 volume! of the eco-substance. Fig. 2 to Fig. 5 are an example showing the result of the actually-performed black smoke test (regarding the vehicle numbers 438 and 8003). [0077] [Table 16] [0078] As can be seen from the above, the use of the new eco-friendly lubrication oil including 0.3 volume! of the eco-substance can reduce black Furthermore, environmental smoke, thus less emitted friendliness. improving the black smoke a performance. Iso achieves [0079] Table 17 to Table 19 show the comments by the drivers of the respective vehicles regarding the behavior and horsepower of the engine, the fuel consumption, and exhaust gas smoke for example. [0080] [Table 17] rs-sarch tabte of car condition [0081] [Table 18] resarch table of car condition resarch table of car condition [0083] As can be seen from these comments, according to the comments by the drivers, the use of the new eco-friendly lubrication oil provides, when compared with the use of the conventional lubrication oil, at least equal or improved engine behavior, fuel consumption, and exhaust gas smoke amount. [0084] 3. [Internal-combustion engine fuel] Next, the following section will describe an embodiment of the internal-combustion engine fuel injected with eco-substance with reference to the drawings. [0085] The internal-combustion engine fuel according to the present invention is obtained by injecting (or adding) fuel oil impregnating agent composed of dimethylalkyl tertiary amine (hereinafter referred to as eco-substance) to petroleum oil fuel. The eco-substance is injected in the range from 0.5 to 1 volumet and desirably in the range from 0.99 to 1 volume!. The reason is that the injection amount lower than 0.5 volume! prevents a sufficient effect from being provided and that the injection amount exceeding 1 volume! causes an insufficient effect not enough for a high price. It is confirmed that light oil, kerosene, gasoline, or Bunker A injected with the fuel oil impregnating agent within the above range is handled as light oil, kerosene, gasoline, or Bunker A, according to a component analysis. [0086] The petroleum oil fuel is light oil, kerosene, gasoline, or Bunker A and can provide, by being injected with the eco-substance, a desired effect as described later. [0087] The eco-substance may be amine DM12D, amine DM14D, or amine DM16D (product name used by LION ΑΚΖΟ Co., Ltd.). [0088] Next, as shown in Fig. 6 (a) , the heat-resistant hose 14 was used to send the exhaust gas from the exhaust pipe 12 of the automobile engine 11 via the hot filter 13 into the general-purpose engine exhaust gas measurement apparatus 15 (EXSA-1500 HORIBA Ltd). Then, the increase-decrease rate of the concentration of an exhaust gas component (e.g., CO2) was measured with a different engine rotation number for light oil, regular gasoline, kerosene, and Bunker A for a case where the eco-substance was not injected and a case where the eco-substance of 1% was injected, the result of which is shown in Tables 20 to 23. The reference numeral 16 denotes an input apparatus for setting test conditions (e.g., a personal computer) . The reference numeral 17 denotes an output apparatus for outputting the test result (e.g., a pen recorder). [0089] In this test, as shown in Fig. 6 (b) , the round tank 18 including 500 to 1500 liters of the remaining oil injected with the eco-substance was injected with such solution from the storage tank 19 that is obtained by injecting 80 liters of the eco-substance to 120 liters of petroleum oil. Then, the resultant mixture in the lower part of the tank was stirred and mixed by the pump 20. Thereafter, in order so that the concentration of the entirety is 1% for example, fuel not inj ected with the eco-substance was inputted to the tanker lorry 21, thereby preparing internal-combustion engine fuel as a sample. [0090] In Table 20 to Table 36, DLMA is the amine DM12D and DMMA is the amine DM16D. [0091] [Table 20] [0092] [Table 21] [0093] [Table 22] [0094] [Table 23] [0095] [Table 24] [0096] [Table 25] [Table 26] [0098] [Table 27] [0099] [Table 28] [0100] [Table 29] [0101] [Table 30] [0102] [Table 31] [0103] [Table 32] [car Ε / fuel otj A --· air temperature 17 degrees / humidity 60% at the time of measurement 1 [0104] [Table 33] [0105] [Table 34] [0106] [Table 35] [0107] [Table 36] [0108] As can be seen from the result shown in the above tables, the light oil, kerosene, gasoline, or Bunker A injected with the eco-substance can reduce CO2 when compared with fuel not injected with the eco-substance. The light oil, kerosene, gasoline, or Bunker A injected with the eco-substance also can reduce sulfur oxide (SOx), black smoke, and particulate matter (PM) as an air pollutant and can reduce CO, HC, and ΝΟχ. Then, Fig. 7 to Fig. 10 show the result of the running test when the petroleum oil fuel is high-octane gasoline, regular gasoline, kerosene, and clean Bunker A for the comparison between a case where these types of fuel are not injected with the eco-substance and a case where these types of fuel are injected with the eco-substance. In order to provide uniform running conditions (e.g., a running speed, a running time) as much as possible, the running test was performed by the same driver. In order to prevent an error, the petroleum oil fuel and the eco-substance were measured correctly. [0110] The result was that any of the high-octane gasoline, regular gasoline, kerosene, and clean Bunker A showed a reduced consumption fuel, resulting in the reduction rate of 5% to 21%. In particular, gasoline showed a reduction rate of 9.5% to 21% and kerosene and Bunker A showed a reduction rate of 5% to 9%. This shows that a significant reduction effect is obtained when the fuel is gasoline. [0111] Fig. 11 and Table 37 show the comparison between the petroleum oil fuel of light oil not injected with the eco-substance and the petroleum oil fuel of light oil injected with the eco-substance by performing the running test to measure the running distance by a tachometer. As in the high-octane gasoline, regular gasoline, kerosene, and clean Bunker A, light oil injected with the eco-substance shows a reduced consumption fuel, thus improving the fuel consumption. [0113] Table 37 to Table 54 show the result of the test to further confirm the fuel consumption. [0114] [Table 37] base period : 2Q08.Jan - 2009.Mar confirming the fuel consumption of injecting no eco~substaoce into fuel study period : 2009.Apr. 13 - 2003. Sep. 30 test vehicles ; IQt car * 13 (including onboard cars) [trailer] Apr - Jun : 2 cars, Jul ~ Sep : 3 cars [0115] As can be seen from Table reduction rate of -6.4! reduction rate of 37, all of the vehicles show an and the lOt vehicle shows an average average [0116] [Table 38] destination data Seeding point Kofoe-shi, Nyogo Tb* corr-parison •losdago ■Utilisation •Tank oloaok-g ‘Dn/sr ■ usinp, the power or los>'S«& ar.fi urtioerjiiifc dkcoT <feiivary Table 38 shows that an average reduction rate of -5% is achieved in 8 running tests for which the loading place is Kobe-shi of Hyogo ken and the unloading place is Iizuka-shi of Fukuoka ken. [Table 39] [0119] [Table 40] sstsStss® -μφ:½¾¾ --·-:¾¾¾ : δ-Μ·:··¼. 0121 Table 39 to Table 41 show that an average reduction rate of -12% is achieved in 4 running tests for the outward path (loading place: Amagasaki-shi of Hyogo ken, unloading place: Kawaguchi-shi of Saitama ken) and the return path (loading place: Ueda-shi of Nagano ken, unloading place: Amagasaki-shi of Hyogo ken). [0122] [Table 42] -13% is achieved in 5 running tests for which the loading place is Wajima of Ishikawa ken and the unloading place is Amagasaki-shi of Hyogo ken. [0125] [Table 44] destination data s««fi»*pesnt : ;ρ^ JtfTSUKSH* 1Μ℅№ -pv • U'.tfwixx: cf ℅-ν·Λ5τ,·: S-v Κ·3·, w# ℮μ jXwrfw v:* Table 44 to Table 46 show that an average reduction rate of -12% is achieved in 9 running tests for which the loading place is Nakaniikawa-gun of Toyama ken and the unloading place is Takasago-shi of Hyogo ken. [0129] [Table 47] destination d&te Ipo»»t fcJoto. :o:rqx<rI«on <o fix* aoxoxcte & !l:o fvx*i c; «r'ta*ijirtg jaofofc Af*ysgfc$aki"Sfr*. Byogft KrrMw U Aptf: to 35 Oeto&«f : δ^-10℅ ' Table 47 and Table 48 show that an average reduction rate of -14% is achieved in 3 running tests for which the loading place is Noto of Isikawa ken and the unloading place is Amagasaki-shi of Hyogo ken. [0132] [Table 49] ο i-1 CO destination data tp !tiding point : Ajpegaoafcj'«fci, Hyogo ciw ths> #«;«( afliwnts & *>.« ^ΑΑ;:-λκ·5·. [0134] Table 49 and Tableshow that an average reduction rate -9% is achieved in 3 running tests for the outward path (loading place: Amagasaki-shi of Hyogo ken, unloading place: Kitatone of Ibaragi ken) and the return path (loading place: Sano-shi of Tochigi ken, unloading place: Amagasaki-shi of Hyogo ken). [Table 51] [0136] [Table 52] 111 i lijl i i * ΐ if!I * i [0137] Table 51 and Τ 1 ll ji ll 4 t! able 52 show that an average reduction rate -8% is achieved in 5 running tests for the outward path (loading place: Izumisano-shi of Osaka-fu, unloading place : Echizen-shi of Fukui ken) and the return path (loading place: Nakaniikawa-gun of Toyama ken, unloading place: Takasago-shi of Hyogo ken). [0138] [Table 53] Myojjo Atafci ift th«r 8ηκϋ1∩℅ & fh« ft}«rl &0H6M<n;rtfoft Frew $ 3 A#*# to 3 { Ociottor lTiw«««;;{, ΐ/-!<*3v .k KfHdk.j:; Srtx! ν5^·Λ^ν·-¾ ^Ρ.ν6.·,· ftw, Λλ·λ·λη¾^ Table 53 and Table 54 show that an average reduction rate of -6% is achieved in 11 running tests for which the loading place is Amagasaki-shi of Hyogo ken and unloading place is Noto of Isikawa ken. [0141] [Table 55] destination data fearfcng point Vofckaichr'ehi, Atefci Arrvaff&sakrstY* Myog» cwip«Osf>r> w #>e f«ei wnown4« £ #>e fwf sqw&kspOck f»xo 13 Ajxil 'to 31 October ■ 'Ox* ;vm« of ΐ℅·:¾¾ /4·χΐ .^(·κ·;1:-^ insiSns noint unloading fjomt Amsgaa*k}"shjf Byogo ooirtf»i'teao to ΐ3¾ ftjal From 13 April to 3 x* : Kot..s-3ΐΗ=;:.-3δ00 j {¢¢Κ55 ■ ·℅φκϋνΐ;ο4 ·ν^-Τ-¾ y:<- •>: !wg:rtg Sr.'xi κ3ν·∂3ν¾ [Table 57] 1 I I 1 I I ! 5 1 2 1 i 1 1 I ! I 1 i i IJ1 II I Table 55 to Table 57 show that an average reduction rate of -17% is achieved in 9 running tests for which the loading place is Yokkaichi-shi of Aichi ken and unloading place is Amagasaki-shi of Hyogo ken. [0145] As is clear from these results, the fuel consumption performance can be improved. The fuel consumption performance is improved when the injection amount of the eco-substance is about 0.5 volumet. [0146] 4. [Running test when the eco-fuel is used in combination] Next, the running test was performed for a case where the eco fuel obtained by injecting the eco-substance to the internal-combustion engine fuel (light oil, gasoline for example) was used with the new eco-friendly lubrication oil, the result of which is shown in Table 58 to Table 60. In Table 58 and Table 59, with regard to a diesel truck using light oil, the left side shows the result when the normal fuel and the normal lubrication oil were used, the middle side shows the result when the eco fuel and the normal lubrication oil were used, and the right side shows the result when the eco fuel and the new eco-friendly lubrication oil were used. Table 60 shows the result for a passenger vehicle using regular gasoline. [0147] 0148 0149 As can be seen from the above, the combination of the eco fuel and the new eco-friendly lubrication oil can further improve the fuel consumption performance. [0151] The reason why the combination of the eco fuel and the new eco-friendly lubrication oil can improve the fuel consumption performance is that the eco fuel injected with the eco-substance itself has an effect of reducing the fuel consumption and also functions like lubrication oil partially in the mechanical parts. Thus, the eco-substance included in the fuel provides the effect. [0152] Specifically, in the piston 2 and the con rod 1 shown in Fig. 1 for example, the lubrication oil flows from the lower side to the upper side of the con rod 1. Then, since the concave section 3d of the piston 2 generally includes an oil ring (not shown), the lubrication oil flowed to the upper side passes through the oil hole 6 and is returned to the lower side by the oil ring of the concave section 3d (arrow A). The reason is that the lubrication oil at the upper side than the concave section 3d causes the PM black smoke or carbon generation, thus deteriorating the engine performance. [0153] On the other hand, the non-existence of an oil film at the upper side than the concave section 3d of the piston 2 undesirably causes metal attack. However, in an actual case, the fuel injected from the upper side of the piston 2 forms a thin oil film (arrow Β) to suppress the metal attack at the upper side of the piston 2, thus allowing the fuel to function like lubrication oil. [0154] When the fuel includes the eco-substance at this stage, friction is reduced compared with the conventional case and the oxidation and deterioration of the fuel as lubrication oil can be suppressed. It is also effective to prevent the rust of the piston 2. [0155] 5. [Rust prevention experiment] Next, a rust prevention experiment was performed to investigate the rust prevention effect of the new eco-friendly lubrication oil. The rust prevention experiment was performed in the manner as described below. Specifically, the respective parts coated with normal lubrication oil and the respective parts coated with the new eco-friendly lubrication oil were left outside. Then, the rust states of the respective parts after the passage of a predetermined period were visually inspected. [0156] Fig. 12 to Fig. 15 show the rust states from September 16, 2010 to October 18, 2010. In Fig. 12 to Fig. 15, the upper side shows the result for the new eco-friendly lubrication oil and the lower side shows the result for the normal lubrication oil. The parts coated with the normal lubrication oil were significantly oxidized and showed a high amount of red rust. On the other hand, the parts coated with the new eco-friendly lubrication oil showed a very small amount of red rust. This clearly shows that the new eco-friendly lubrication oil has a rust prevention effect [0158] As described above, the new eco-friendly lubrication oil injected with the eco-substance can reduce, when being used in an internal-combustion engine such as an automobile engine, the friction resistance in various engines, can reduce the fuel consumption amount, and can reduce carbon dioxide and other exhaust gas component. The new eco-friendly lubrication oil injected with the eco-substance also provides a rust prevention effect, suppresses the oxidation and deterioration of lubrication oil, suppresses the wear of the respective parts, thus providing a longer life to the internal-combustion engine. 6. [Jellylike lubrication oil] The lubrication oil used for a grease application is manufactured by injecting the eco-substance (dimethyllaurylamine) of 1 to 5 volumet to conventional lubrication oil to subsequently inj ect thickener (e.g., calcium, sodium, lithium, aluminum, fatty acid salt) to uniformly disperse the thickener to thereby obtain a jellylike form. Then, the resultant jellylike lubrication oil can be used for a thrust bearing, an intermediate bearing, or a tire shaft for example to thereby reduce the friction resistance, to reduce the fuel consumption amount, and to reduce carbon dioxide and other exhaust gas components. Since this lubrication oil also has a rust prevention effect, this lubrication oil can suppress the oxidation and deterioration of the respective parts, thus providing a longer life to various engines. The jellylike lubrication oil also can be used not only for the above applications but also for respective parts of other various machines or equipment for example. [0160] As described above, an embodiment of the present invention has been described with reference to the drawings and tables. However, various additions, changes, or deletions are possible within the scope not deviating from the intention of the present invention. In particular, the eco-substance is not limited to dimethyllaurylamine and also may be other dimethylalkyl tertiary amine. The eco-substance can be used as engine oil in an internal-combustion engine and also can be used as power steering oil, turbine oil, or gear oil and also can be used as lubrication oil for a driving system. Thus, such modifications are also included in the scope of the present invention. of the Reference Numerals Con rod Piston 3d Concave section Con rod bolt Con rod cap Oil hole Lubrication oil flow Fuel injection flow Engine Exhaust pipe Hot filter Heat-resistant hose Exhaust gas measurement apparatus Input apparatus Output apparatus Round tank Storage tank Pump Tanker lorry The objective is to provide lubrication oil and internal-combustion engine fuel for reducing the fuel consumption and for reducing carbon dioxide and other exhaust 5 gas components. The lubrication oil is injected with lubrication oil impregnating agent composed of dimethylalkyl tertiary amine in the range from 0. 01 to 1 volume% and desirably in the range from 0.1 to 0.5 volume%. Petroleum oil fuel is injected with fuel 10 oil impregnating agent composed of dimethylalkyl tertiary amine in the range from 0.5 to 1 volume%. The petroleum oil fuel is light oil, kerosene, gasoline, or Bunker A. Any one or both of these lubrication oil and petroleum oil fuel is/are used for an internal-combustion engine. [FIG. 1] 3) a 1. Lubrication oil for an internal combustion engine injected with impregnating agent composed of dimethylalkyl tertiary amine in the range from 0.01 to 1 volume!; wherein the lubrication oil is used in the internal-combustion engine together with internal-combustion engine fuel injected with the impregnating agent in the range from 0.1 to 1 volume!; and wherein the dimethylalkyl tertiary amine is formed by oils of plants and animals and is represented by the general expression (1): wherein R represents an alkyl group. 2. The lubrication oil according to claim 1, wherein the impregnating agent is injected in an amount of 0.1 to 0.5 volume!. 3. The lubrication oil according to any one of claims 1 to 3, wherein the impregnating agent is injected in an amount of 0.1 to 0.5 volume!. 4. Lubrication oil that is injected with impregnating agent consisting of dimethylalkyl tertiary amine in the range from 1 to 5 volume! and that is injected with thickener so that the resultant oil is jellylike. 5. Internal-combustion engine fuel, wherein petroleum oil fuel is injected with fuel oil impregnating agent composed of dimethylalkyl tertiary amine in the range from 0.5 to 1 volume!.Field of the Invention
Background Art
Summary of the Invention
Effect of the Invention
Brief Description of the Drawings
| February --March : < Normal > Χ;·℮/4/· j - 2010'2 •SiweJv SwaKsAfan fij wotiiftw 4-f .¾.... --f -V6;> ;ΕΕΕΕ- J a ;EEEEpEE.-;. ™;;:. “ nr ivb-&-?s-Kj-;rM4 : irr::.:;- irsspr 450 3S/ πρ " i ) .503 ■ ''r'i"'''-®'']'''' p RPpEE Ε0Ε℮γΚεΕΕε1 "V>?V" ......... ......... --;;K- Ερ vj**V0Vfrt"* ΕΕΕΕΕ ρ | i : : i : ·. **j j f* ℓ '....' ....Ε.....ρ rBPS ■ ' ' j Μ ' ,·, . : · ^EEpEiEETE^P S3 ≤ρΕ^ΕΕβ r 2 χ iEEfcp Ρ ΕΕ.: EE - ■■■ - ■ pp .ΐ1·Β4.Ε::::Τ:ΕΕ PEER ■■■■■i -i 1 ; j j : 1 j; |-S. HiWUSS SPERE '•• · . «* ν;.ρΕ It pE EEEEEEppE ■;;;: is:;- PEER fc + i : : i- : Ep : :. -j | j- t :.... •-■j w f f s 4 ? f s ? ? ? Λ ·δ j φ § s s £ 1 & £ il S § a a § 3 S s i 1 § g s § i! I i - < '1 | I 3 ! 1 I I I 1 I I R § j ■5 i 1 s S $ •3 g ό 1 i Λ 1 V Φ g s = s » s 1 ΐ ?- % ii in co i| 1 a ? a i ! I r 1 ! i I t | I A f 1.5. ... i 1 2 1 I I ! ~ 1 ΐ 1 Τ I ΐ ΐ 1 s i March'-'July j | 1 j i 1 ΐ. ! i. 1 1 r" 2 s r s f 1 i? I f j * in ¥ ? s ! psssssjr-; I 0 j I I *; i: - ii II 11 fc 3 I I 5 f 1 I I > I 1 :-i *~ ΐ ^ Si I I < g I 1 g I ! ' I I ! 1 I I | I 1 | i 1 i |p: 1 1 3 1Ρ if! f ? 1 | ο: ; : 1 | |= i j §|i 1: £ Η O 3 Highway iocai roac local road local road Highway 1 Αβμκμ№℅ 1 - i _j - L iHhlZf'il j ... r -, LihidhtidiaL | ArKOroMkljihiH 61.7«! r+ tr ο iSSTvfiH! iocai road Highway local road «*•!««•?• ti?. •I34kw; C/) 0) ΟϋϋΠ - IZ J - i ...r J .... ., f-I.OtU 7.1 Η 7.0^7℅;μ/: (D C/) Highway iocai road local road iocai road Highway •l-'Okffs rt ! Auiriynsrifc 1 1 VfciV: 1 -> | i -> i TsilillKfl i Kyolotiigasiii ... i A»WSS»SS»ti foe! ^:ΐ.04ΐ C/) iocai road Highway local road iHcHcnsiiagiiis 9-P^Hr/l . . . 4'.:3kr* 1 Auirifflssfc ] L J -■* I Kchfefi.o i -> i Τν·.ΐ.Υΐ·-τ: 1 ΐ·ρρ·( j- 5 1 Ainairasasri Fhei wnsiiauitio h.h2:>S:u:;/- Hi Ρ 0) I-1 Redwtlor. i-srte from rvoiwo! ■2TS rfspso turner:!: cUt* Of toisiog to! γκΜ1Λ¾ Π1№ΧΛ¾ after ℮1:0Π5·η¾ c>;l <4MOJWt Of Oil fen<.“4uhate>:cfe nomtt*KOt of <Ihvw J-ttetettiKi# ·,νπ;ο¾ j 43=>; SDCS 1δ03ϋ≈¾ 201U/'2/t4 1,23(5 .6βδκηΐ J4,5fcftw> ysL 23*:; ftwt coasuroy^ao: GOOD | ca/xittMte; GOOD );ο/κ-ΐ·: GOOD 49V. 3CC9 3 5D.':Cc;c 549.728μλ ?flL Kcc ft«l -;οπ-:ογλ^:3γλ: GOOD j ύ:οχ5ΐℓόχ·: GOOD }:ox'«t: GOOD nothing I month service frequency f unning distance per a service(km) total transport tonnage (t) transport tonnage one service (t) average fuel per one service running distance (km) fuel (0 fuel consumption (km/l) Jan 272 105.820 7.5S6 74.14 3.812 1,038 3.67 Fab 16 253 120.080 7.505 80.25 4.048 964 4.20 M-ar 16 251 120.480 7.53 67.38 4.019 1.078 3,73 Apr 16 252 120.340 7.521 75,88 4.028 1.214 3.32 May 14 249 104.370 7.455 73.29 3.492 1,026 3.40 Jun 16 252 135.400 7,522 57,56 4.531 1.038 4.37 Jwl 26 280 203.000 7.808 67.27 8,761 1,749 3.87 total 120 1783 909.590 52.907 475 77 30.691 8.105 26.56 average 17 256 129.84! 7.58 67.54 4384 1,158 3.79 month service frequency running distance per a servioe(km) total transport tonnage (t) transport tonnage one service (t) average fuel per one service running distance fuel 0) fuel consumption (km/D Reduction rate from normal (%) 9/9-15 6 250 45.060 7.51 62.5 1.502 375 4.01 -5.50% 9/16-22 6 253 44.980 7.497 67 1.516 402 3,77 0.40?! 9/23-29 6 251 44.820 7.47 65 1.504 390 3.88 -1.30% 9/30-10/6 8 249 45.350 7.558 63.83 1.491 383 3.88 -2.70% 10/7-13 δ 248 45.390 7.565 62 5 1.490 375 3.97 -470% 10/14-18 4 248 29.980 7.495 62.75 992 251 3.95 -4.20% total 34 1499 255.580 45.095 383 58 8.495 2.176 23.45 average 5.7 250 42.587 7.516 63.93 1416 363 3.9! -3.00% Reduction rate from normal (%} -5.20% local road Highway local road i (kwiiff,1 i -> i 1 Niihimwiiyft ! ··· 1 local road Highway local road local r03d Highway ; ..Λ∞;¾¾¾¾¾..] -- K^rlRV/i.Tt.j local road local road i Gv'iv-'V i -> : test tola! ft*r.o;r*g (Wi sonsuritatiori iwrtar.i;©’AV£; nis&w 43S iikro S££2: 7.377Η:η/ΐ Η:ΝΟ 4?fl filro ¢2 53: 0.3¾ new seer *fri«otily lubnojetion ο local road i! to eiteine cit (ομ¾ local road ! lias 1 LialliMsiad local road Highway local road I Kfcrtwvftwr: j local road local road t<M ™Wo» isit-ji η;ο::ύ:℮ itfstiJoc^CAVc’/ :>iir.£ <p;o:t£ty fi:©i oonc-uoiptiort | 1 1τ::οΐ >x-ntiy.' NISSAN S6.28! 57τ5∞7: I -5.M*. i Η:Ν0 | *4 94¾ Normal oil new eco-friendly lubrication oil (including 0.3 volume % of eco-substance) month Jan Feb Mar Apr May Jur. Jut Aug i Sep working days 1Bdays 24days 25days 21days 22days 25days 23 day s 23days | 24days running distance per month 101734km 102090km 102445km 102778km 103205km 103744km 104413km 104946km | i 05455 km moan destination & running distance Nishmomiya 12 km Ishimichi 4Bkm Hitokura 6ikm Neda 36km Hitokura dam 61km. Hitokura dam 61km Made 36km Nishinomiya 12km Jshimichi 48km INada 36km Osaka 50km Hitokura dam 61km Hitokura dam 61km Made 36km Sakai 70km Hitokura dam 61km Sakai 35km Nada 36km Sanda B8km Sums 30km Nada 36km Sanda 93km Hade 36km Hitokura dam fil km j Hitokura dam 61km Ishimichi 48kmiNishfncmiya 12km Nada 36kmiizumi'-shi 120km Hitokura dam BlkmjNada 35km | Kobe 81km iMorinomiya 40km i Izumiaanc 90km iKobeMaya 42km total running distance 157km 153km 95km 208km 202km 204km 129km 206km | 481km comuting r2km7 less than 10km per 197km 237km 219km 337k m 465km 404km 303km 351km runnmg distance 358km 355km 333km 427km 539km 669km 533km 509km | 012km amount used fuel 67.8I 64,231 61.921 66.541 S3 Hi 93.28! 78.181 74,241 108.351 •fuel consumption 5.251 km/1 5.527km/! 5,378km/! 6.43 7km/S 6.483km/| 7. ΐ 72km/! 6.818km/! 6 856km/l | ?.494km-H average of fuel consumption (normal oil. umonths) 5.385 Reduction rate from normal (%) -18¾ -17¾ -25¾ -21% -21% -28¾ average of fuel consumption (new eco-friendly lubrication olf. Smooths) 6.073 Reduction rate from normal: (%) --22¾ <.nf:;:;sai oii> local road 33.5km Highway 22 km η _ | Niishinonuys j local road 12.4km 2009/9/19 Dis!.-sn.ee 57.9km 1 Afnscasski Ifuol 5.691 Fuel mmsumptien 11.933krs/l <new eco-friendly lubrication local road 33.5km oil ;α.3ΐ/: Highway 22km local road 12.4km 2010/8/Η a traffic jam 40/aiautes LJkMtaaJ i st;t»3 J - UMimSIBM-j j * using air amffitkmer <no.nfi.ai oil> dries; eco-friendly lobricetior; oil = ο.χ℅ο 2000/S/18.20 20·0/8/ΐ1 2010/Β/21 Distance 786.16km Distance 136.16km Distance 186.16km Feel 19.421 Fuel 17,451 Fuel 14.95) Fuel consuitipUof; 9.586km/! Ρΐ:℮) cousuraptic-: 10.668km/) Fuel arnsernptioi 12,452km/1 Reduction rate from normal {%) -10% Reduction rale Iren) normal (%> -23S running test using the eco--substen.ce in high-octane gasoline car tost vetoc!*: Kafo> 331 Tsu 800 Mercedes-Benz $i-6ti0 (funning distance: 2000/6/20 60,000kui) 2007/)0/7-8 Highway local road local road iocal road Highway ! Aai8?.9S9ki ! --> f Tykf;u 1 - [ Sld/zsr: j - - L.kyornl/iiWKfe...! -> ...Asj®i«ssk: )!•'«■:-! 6ℓ.70ΐ FukI ,«>»sa/ej?do, _ 7.3Β02 tW.l '.'.OOK/a/lO-U local road Highway local road 42{krrt i b.’i'lit-'.'if-'ii'.i I j: [•Ih'/’b 2 -· [ ___ j 1 kvoib^jjtfAh; t -> A?:jra;;:s;:k; Jr-.n-l 0 LOOi piSfbiSSi •‘.'r><s.v; "rbl'-ΐ Τ j.Vlbj ;.·γ;Λ :.xof) j .,,2:2:;::: 9.653ak.u/i Reduction rate frojr< ΐ:ο: :ral (%) --76.0¾ Highway local road focal road local road Highway Distance i/Dkm Aaw*»*M f -* TASr | -* Bciiizen | -> i Tsorngs 1 K)’<;tof%*>hi j - 01-701 MW.'S/HHl local road Highway local road Distance ?.«fi0Mk<l . . . -■Kv.tkm :-k£i 1 ••••"""-••••i ""! f’ljei omsuntafio OLOOi. 7ΛΜΒκηΐ/ΐ w. r.(l3V;i:;J;./l j 3030/10/■ ? Highway local road local road local road Highway •UU.ii; .Λγμ^:-;-34 | r4.kRfc l imi-i/xn ! --·· ΐ ’I’SyfURo. I Kvofol-tijntvhi i -·> 43. 141 ·,ΐο1 ™*ptio 9.℅ηΚ;η.Α Reduction rate fr»Xo rtorfoal ℓ¾) 3/¾ 68.87km 2010/30/ ΐΐ Distat 3℮℮ ie0.2i.k-n 63.23km Fuel f i .631 48.11 k.i;s. Fuel c consumption 15.495km/! Depicture
Normal oil new eco-friendly lubrication oil (0.5 vo!ums% eco-substance) month Jan Feb Mar Oct working days 1Sdays 24days 25days 24days running distance per month 101734km 102090km 102445km 106267km main destination & running distance Nishinomiya 12km Ishimichi 48km Hitokura 61km Nada 36km Hitokura dam 61km Hitokura dam 61km Nads 36km Nishinomiya 12km Ishimichi 48 km Nada 36km Hitokura 61km Hitokura 61 km Nada 36km total running distance '157km 158km 96km 158 km cornuting less than 10km per 199km 197km 237km 237km running distance 356km 355km 333km 395km amount used fuel 67,81 64.23! 61.921 59.091 fuel consumption 5.251 km/I 5.527km/! 5.378km/i 8,685km/i average of fuei consumption (normal oii. Smonths) 5.385 Reduction rate from norma! (%) -19% 1 1 1 ii 1! 1 1 ! 1 g 1 ? 1 2S| ii ti s'5 1 ? 1 7 £ *? £ ο i i s 1 •5 1 1 f* 5 5 5 - Η 1 13 S s s - S s 13 2 8 S! - s 8 5 a 2 g a - s S3 1 I 1 1 C-2 ο g 1 1 s ο g i :υ a 1 1| r 1 I 1 1 § 1 2 1 1 i £ 1 a 5 S3 £ ≈ a; 8 2 13 £ S s « g a »3 ≈ £ s 8 8 I o' £ 2 ο 1 § ο § 2 2 ο § § d s f1 1 I 1 1 1 1 S 1 i 1 1 I 1 2 driver |_ ,32251 Τ l;aw ; uncfcanaod < γ Vector I'D in : bad bad ! :μοκΜΑΩΤΛ 1θ1αηΥΑΜΑ¾ rc-ssrch tsbie 0 ' csr condition horserONo: : feeling i f*ue?' i feeling :2θ:θ/θ/Μβ ' ! iitiic- i lifts© ; larcra-stesd-car/ 201 ! unknown i tad unchanged · bad ■ | unchanged j 1 ·∞ϋ; ΐ iViaitTSUGAVVA' .≤, "^KieiicVti'T ] ] jforsepiJKyer . _ fcotinj „ „ „ „ „ ftjg! „ „ „, „ „ ;0ΐρ5¾ . _ Vr-rotTs ! UUkriOsVn unchanged ■ unchanged | 'jnchanctec j ' : resarch table f car concsstton ! car No 1900 sNOue : i -'If- -fessa- tiOt SOpOWO! : ‘2 j tufei Ifegijfo? coed : i ilhle I * ;-;τ5ΐΧ℮ [ Ngjjn# if.UiO.-'a-b'; lifts* : ' i teKoo-sizeiAcar.-'SOt ! urikncsvr* uncharged ■ ' unchanaed i uiKhaoctoa i : onoine :s smooth rasarch table ο· f car condition j ensw fw^owg; : feeficg fuai i fbeiiny smoke j feeling j.2u;o/ay}S : flood afiori s * iftjie | * |i:tia : i Jafge-siaed'car/aot | car No. $001 driver SUCJ* : | ! ℮Ο0)Ο℮ ℅℮ΐ;ηΰ horaecower : feetjna fuai | fee:ina smoke i feeling :·20 3/is : unknown -.- S?:X»h j * j Μθ ; Unchanaod i unchanued t Rtfs j ' : laf^e-sirsd'Car „>’ 2G? uncKatxfftd 1 I j cat No. 5$7 ΤαΚ℮0Α : ! enairie tW&RfXWftr teeRno ! fuel ! teeiino feeling ·20ΐα/3/ΐ7 [ SS&d •"1 » j “ ™ j- : :0''bC-S!?ftd-caf ! unknown unchanoed : i nnchanaod i unohatiofid i * bis consumption sttnou'ti docroas ! boo bad : :.,;^ΑΐνΠΑ !sioo:fAK£:O.A ! WKjki;*? -δ¾- tilXXl|X*v>8r : te* no smoko ; feo no :2℮ΐ9/3/2¾ 6?«! 4. iitite τ : iarge-OiJ&d-ncr : uoknown urtchonood : unchotc^ed i J unchanged ΐ * : smeke amount decrease i tiati t •■sisrt'MAKiT A iSiuO'.YAMADA car No. 348 driver ARATANI notes engine feeiinq horsepower feeling fuel feeling smoke feeling 2010/10/13 good * good tittle little i fee! that unknown uncharged 4 unchanged * unchanged * the condition of engine is good bad bad much much jsigniARATANi car No 428 driver Tsdasbi YAMADA notes engine feeling horsepower feeling fuel feeling smoke feeling 2010/10/1 good * good * little * little unknown uncharged uncharged imchanqed * bad bad much much |siqn:YAMADA car No. 4112 driver HARUNA notes engine feeisnq horsepower feeling fuel feeling smoke feeling 2010/9/30 good * good * little * unknown unchanged * unchanged unchanged bad bad much much IsiqrcHARUNA car No. 4397 driver YAMAGUCHI notes engine feeiinq horsepower feeiinq fuel feeiinq smoke feeiinq 2010/9/30 good * good little little * I feel unchanged unknown unchanged * unchanged unchanged bad bad much much i sign. YAMAGUCHI resarch table of car condition
! O ο ο | It is quiet during | ό d) D S c σ φ c φ * φ Os:' ο i 1 unchanged 1 it φ 3 ε os c φ φ * φ 1 unchanged it <71 .Ε φ * < Φ σ ά φ Ε ο αΐ Τ3 Φ i3 1 driver 1 cd c φ φ * i car No. 438 φ c ο ο CF j unknown j ό φ is 1 © o ο <0 £ | horsepower is slightly stronger | 3 S ,§) σ * φ ΐχ: O £ ω S 1 unchanged 1 if Φ 3 Ε CD C Φ Φ Qi s 1 unchanged i it α 9 Ε r> ? s ? 5 : ό ο ο i unchanged 1 I ό φ ϋ t driver Φ 4Η * CO ℓΛ cO d Ζ 8 φ c Τ3 O ο CD § O jj 1 12010/10/7 1 < Q UJ £ D § .£ φ «) g i unchanged j υ 1 c φ * φ <2 1 unchanged i π c 0) * < 1 a ω VJ ο i: S O CD ό as > ·σ σ £ i car No. 42? i 0) c tD ο i c c ό to I gftlOU © © ο to £ 0) φ if cv f3 D O Η O CD a> * 4> 1 unchanged 1 1 ε "35 • Φ ■2 φ I unchanged r* O C £ "33 ■* 3 ο f- ο σ S ο as £ ο χ: ? O σ unchanged j Τ3 Φ ϋ Φ > ·¾ cJ "53 * CO ο ο CO Ζ to ο φ c ό ο ο f3> 1 3 73 TO DM LA density of exhaust constituent (ppm) - adding amount enqine speed idling 1000 rpm 1500 rpm 2000 rpm 0% CO 168 230 234 262 C02 12,775 13,725 16,550 20,400 CO 13β 197 188 244 (rate of change) (-19%) (-14%) (-20%) (-7.0%) /ο 002 11.375 13,125 15,175 20.050 (rate of change) (-11%) (-4.4%) (-8.3%) (-1.7%) CO 124 169 189 227 2% (rate of change) (-26%) (-27%) (-19%) (-13%) C02 10.525 12,500 15,850 18.725 (rate of chanqe) (-18%) (-8.9%) (-4.2%) (-8.2%) CO 115 158 178 228 4℅ (rate of change) (-32%) (-31%) (-24%) (-23%) C02 11,075 12,975 16,150 19,900 (rate of change) (-13%) (-5.5%) (-2.4%) (-2.5%) [car A / riiesei fuel - air temperature 9 degrees
DMMA density of exhaust constituent (ppm) - adding amount engine speed idling 1000 rpm 1500 rpm 2000 rpm CO 168 230 234 262 C02 12.775 13,725 16,550 20,400 CO 111 158 188 235 1 % (rate of change) (-34%) (-31%) (-20%) (-10%) C02 10,500 12,825 15,150 18 625 (rate of change) (-18%) (-6.6%) (-8.5%) (-8.7%) CO 122 168 200 239 2 A (rate of change) (-27%) (-27%) (-15%) (-8.8%) C02 10,875 12,175 14,550 18,250 {rate of change) (-15%) (-11%) (-12%) (-11%) CO 122 171 199 256 4% (rate of change) (-27%) (-26%) (-15%) (-3.3%) C02 10,900 12,225 14,575 18,450 (rate of change) (-15%) H1%) (-12%) (-9.6%) DM LA density of exhaust constituent (ppm) - adding amount engine speed idling 1000 rpm 1500 rpm 2000 rpm CO 134 147 171 213 0% C02 11,400 13,725 18.300 23,100 HC 262 272 302 326 CO 121 137 160 200 (rate of change) (-10%) (-8.8%) (-6.4%) (-6.1%) 1% C02 11,250 13.800 16,700 21,200 (rate of change) (-1.3%) (+0.5%) (-8.7%) (-8.2%) HC 226 236 264 310 (rate of change) (-14%) (-13%) (-13%) (-4,9%) CO 139 138 166 201 (rate of change) (+3.7%) (-6.1%) (-2.9%) (-6.6%) 2% C02 11,375 13,575 17.625 21,425 (rate of change) (-0.2%) (-1.1%) (-3,7%) (-7.3%) HC 206 216 240 255 (rate of change) (-21%) (-21%) {-21%) (-22%) CO 128 134 159 193 (rate of change) (-4.5%) (-8.8%) (-7.0%) (-9.4%) 4% C02 11,350 13,450 17,100 21,375 (rate of change) (-0.4%) (-2,2%) (-6.6%) (-7,5%) HC 203 213 235 244 (rate of change) (-23%) (-22%) (-22%) (-25%) [car C / diesel fuel - - air temperature 25 degrees / humidity 60% at the time of measurement j
DM LA density of exhaust constituent (ppm) - adding amount enqine speed idling 1000 rpm 1500 rpm 2000 rpm CO 90 117 167 224 0% C02 13,500 14,350 16,600 22,350 HC 74 92 139 218 CO 23 32 16 138 (rate of change) (-74%) (-73%) (-54%) {“40%) 2% C02 13,200 14,200 55,875 18,475 (rate of change) (-2.2%) (-1.0%) (-4.4%) (-17%) HC 59 74 120 172 (rate of change) (-20%) (-20%) (-14%) (-21%) CO 29 23 70 124 (rate of change) (-68%) (-80%) (-58%) (-45%) 4% CG2 13,125 14,150 16,000 18,600 (rate of change) (-2.8%) (-1.4%) (-3.6%) (-17%) HC 63 74 118 168 (rate of change) (-15%) (-20%) (-15%) (-23%) CO 20 17 50 106 (rate of change) (-78%) (-85%) (-70%) (-53%) 7.5% C02 13,050 13,725 15,725 18,525 (rate of change) (-3.3%) (-4.4%) (-5.3%) (-17%) HC 55 65 101 148 (rate of change) (-26%) (-29%) (-27%) (-32%) CO 10 13 39 91 (rate of change) (-89%) (-89%) (-77%) (-59%) 10% C02 (rate of change) 13,500 (-0%) 13,950 (-2.8%) 15,075 (-9.2%) 18,075 (-19%) HC 45 64 94 137 (rate of change) (-39%) (-30%) (-32%) {-37%) DM LA density of exhaust constituent (ppm) - acfcfinq amount enqine speed idlinq 1000 rpm 1500 rpm 2000 rpm 2S00 rpm CO 158 164 174 236 302 0% ΝΟΧ 157 134 125 189 369 CO 28 49 96 152 212 2% C02 16.425 16,975 17,275 22,600 27,350 (rate of chance) (-2.2%) (-1.3%) (-7.9%) (-3.0%) (-3.2%) NQX 142 107 95 148 292 (rate of change) (-10%) (-20%) (-24%) (-22%) (-21%) DMLA density of exhaust constituent (ppm) - adding amount engine speed idling 1000 rpm 1500 rpm 2000 rpm 2500 rpm CO 167 172 200 262 338 0% C02 22,150 20,250 24,100' 28,050 34.850 ΝΟΧ 109 116 103 153 316 CO 102 97 152 218 255 {rate of change) (-38%) (-44%) {-24%.) (-17%) (-25%) 2% CQ2 19,475 19,750 22,400 26,750 32,650 (rate of change) (-12%) (-2.5%) (-7.1%) {-4.6%) (-5.7%) ΝΟΧ 121 101 73 114 234 (+11%) {-13%) (-29%) (-25%) (-26%) [car D / diesel trial - air temperature 25 degrees
DMMA density of exhaust constituent (ppm) - adcinq amount enqine speed c-diina 1000 fpro 2000 rpm 2500 rpm accelerator MAX CO 124 143 213 278 195 0% C02 17,600 17,450 22,600 28,600 27,100 NQX 167 124 152 284 144 CO 59 βδ 177 240 161 (rate of chanqe) (-52%) (-52%) (-17%) (-14%) (-17%) 2% COS (rate of chanqe) 17.076 {-3.0℅) 16,525 (-5.3%) 21,150 (-8.4℅) 27,025 (-5.5%) 24,275 (-10%) NQX 137 104 126 256 126 (rate of chance) (•18%) (•16%) (-17%) (-10%) (-12%) DMMA density of exhaust constituent (ppm) - addinq amount encsine soeed (dlincs 1000 rpm 2000 rpm 2500 rpm i accelerator MAX CO 133 150 209 251 i 184 0% C02 18,200 18,650 24,450 31.500 i 27,850 ΝΟΧ 154 115 153 339 I 153 CO 102 129 196 239 s 153 (rate of cfianqe) (-23%) (-14%i (-6.2%) (-4 8%) i (-17%) 2% C02 17,850 18,050 22,550 28,200 1 26.200 ΝΟΧ 123 118 127 253 ! 152 (rate of chance) (-20%) (+2.6%) (-17%! (-25%) i (-0.7%) {car D
OMLA density of exhaust constituent (ppm) - addinq amount enqine speed idling 1000 rpm 1500 rpm 2000 rpm 2500 rpm CO 133 150 160 20S 251 0% COS 18,200 18,650 19,900 24,450 31.500 NQX 154 115 108 153 339 CO 107 116 141 170 208 7.5% 002 (rate of chanqe) 17,800 {-2.2%) 17,300 (-7.2%) 19,400 (-2.5%) 22.300 (-8.6%) 27,700 (-12%) ΝΟΧ 133 106 35 130 266 {•ate of chanqe) (-14%) (-is.6%) {-21%) (-15%) (-2.2%) CO 54 48 108 158 188 (rate of chanqe) {-59%) (-83℅) (-33%) (-24%) (-25%) 10% C02 18,300 IB,900 18,250 21,300 26,000 ΝΟΧ 163 112 89 123 272 (rate of chanqe) (+5.8%) (-2.6%) {-18%) (-20%) (-20%) [car £ / diessi fuel - air temperature 17 degrees / humidity 60% at the time of measurement 1
DMMA ! density of exhaust constituent (ppm ) i - addinq amount! engine speed idling 1000 rpm 1500 rpm i 2000 rpm j 2500 rpm ! ™ ! CO 98 S3 139 i 228 I 2SS ! ! C02 I CO 24,125 89 (-9,2%) 21.850 72 (-13%) 22,250 i 24,850 i 27,875 : 106 | 162 | 188 | (-24%) ! (-29%) I (-37%) i /0 | C02 ! (rate of change) 23,350 ('3.2%) 20.850 (-4.δ℅) 20,800 i 22.450 i 26,850 : (-6.5%) | (-9.7%) | (-3.7%) j CO ! (rate of chanae) 106 (+8.2%) 74 (-11%) 9Β i 164 i 206 i (-32%) ! (-28%) I (-31%) 1 2A | C02 ! (rate of change) 24.075 (-0 2%) 21,425 (-1,9%) 21,800 | 23,225 | 26,800 | (-2 0%) ! (-8,5%) I (-3 9%) i DMMA density of exhaust constituent (ppm) - adding amount! angina speed idling 1000 rpm 1500 rpm i 2000 rpm 2200 rpm ™ i CO 170 192 207 246 348 3'” ! C02 12000 12.800 15.450 i 18.100 24,950 ! CO 138 178 229 | 229 337 -ο/ (fate of change) (-19%) (-7.3%) (+11%) ! (-7.0%) (-3.2%) 1 /v I C02 11,675 12.625 14.775 i 17.625 22,525 ! (rate of change) (-2,7%) (-14%) (-4.4%) i (-2,β%) (-8.7%) | CO 122 157 [- 231 325 ™ | (rate of change) (-28%) (-18%) (-1.0%) | (-6 1%) (-6.6%) | C02 11,300 12.400 13.850 i 16.250 21,200 ! (rate of change) (-58%) (-3.1%) (-10%) i (-10%) (-16%) ! CO 107 161 200 | 225 325 j (rate of change) (-37%,) (-16%) (-4.4%) ! (-8.5%) (-6.6%) 4/’J ! C02 11,125 12.028 14.500 i 16.500 22,125 ! (rate of change) (-7.7%) (-6.1%) (-6.1%) ! (-8.8%) (-1ΐ¾) DM LA density of exhaust constituent (ppm) - addinq amount enqtne speed idiinc 1000 rpm 1500 rpm j 2000 rpm 2500 rpm 2% C02 (rate of change) 11,300 (-0.9%) 12,750 (-0.8%) 15,600 i (-3.7%) I 17.900 (-2.6%) 23,100 (-4.3%) C02 11.150 12,250 14,100 i 17.950 23,100 DM LA density of exhaust constituent (ppm} - addinq amount engine speed idling 1000 rpm 1500 rpm 2000 rpm 0% C02 25.500 23.050 23,400 25,255 1 °/c C02 24.800 22,600 22,625 25,175 (rate of chanqe) (-2.7%) (-2.0%) (-3.3%) (-0.3%) 2% 002 {rate of change) 24,525 (-3.8%) 23,050 0% 22,425 (-4.2%) 24,250 (-4.0%) 4% C02 24.275 22,025 22,475 25,125 (rate of change! (-4.8%) (-4,4%) (-4,0%) (-0.5%) DM LA density of exhaust constituent (ppm) - adding amount engine soeeci idling 1000 rorn 1500 rpm 2000 rpm j 2200 rpm 0% C02 11.725 13.950 18,050 22.350 i 27.350 HC 312 348 378 361 | 367 CO 174 216 270 351 t 366 (rate of change) {-19%} (-11%) {-9.4%} (-6.6%) | (-4 4%) 1% C02 11.350 14,000 17,800 22,600 i 24,500 (rate of chance) (-3.2%) (+0.4%) {-1.4%) (+1.1%) I (-10%) HC 288 309 336 315 T~ 318 (rate of chance) (-7.7%) (-11%) Μ 1%) (-13%) i (-11%) CO (rate of chance) 195 228 280 (-6.0%) 351 r (-6.6%) i 352 (-8.1%) 2% C02 (rate of chance) 11,450 (-2.3%) 13,400 (-3.9%) (+0.6%) (-5.8%) i {-9.7%} HC 292 319 346 328 | 327 (rate of chanae) (-6.4%) (-8.3%) (-85%) №1¾) L i-8.4%) DMLA density of exhaust constituent (ppm) - adding amount enqine speed idiinq 1000 rpm 1500 rpm 2000 rpm 0% C02 38,319 108,494 114,981 125,344 1% C02 33,900 96,650 113,950 123,825 (rate of change) (-12%) (-11%) (-0.9%) (-1.2%) 2% C02 (rate of chanqe) 32,950 (-14%) 98,250 (-9.4%) 103,375 (-10%) 124,650 (-0.6%) 4% 002 (rate of change) 32,425 (-15%) 96,225 109,525 (-4.7%) 118,775 (-5.2%) [car A
QMLA density of exhaust constituent {ppm) j - adding amount engine speed idling 1000 rpm 1500 rpm 2000 rom ! 2300 rpm I CO 154 230 344 521 i 832 : 0% C02 14.810 15,010 18,050 22,030 26,430 i 176 182 210 311 I 440 j CO 141 196 302 456 | 710 i [rate of change) 68.4%) {-15%) (-12%) (-12%) ! (-15%) j 1% C02 14,000 14.750 16,050 19.900 | 24000 i [rate of change) (-5.5%) (-17%) (-11%) (-0.7%) | (-9.2%) : HC 142 164 198 261 | ; [rats of Change) (-19%) (-9 9%) {-6.7%) (-9.6%) | (-13%) i CO 137 197 323 475 I 668 j (rate of change) (-11%) {-14%) (-6.1%) (-8.8%) | (-20%) i 2% C02 14050 14.800 16.200 21.200 ! 24.500 | (rate of change) (-5.1%) {-1.4%; (-10%) ν-3 6Ρ j... (-7,3%) i HC 13θ 161 202 289 | 3,74 : (rate of change) {■-21%) (-12%) (-3,8%) (-7·1%) i M5%) i Dft/ILA density of exhaust constituent (ppm) · - addinq amount engine speed idling 1000 rpm 1500 rpm 2000 rom 2300 rpm I CO 78 170 333 517 3δ3 i 0% COS 13.650 12,550 14,810 18,400 22,275 I HC 192 206 330 467 443 I CO 33 62 221 441 313 I (rate of change) (-58%) 1-64%) (-42%) (-15%) (-20%) ! 1% C02 13.600 12.375 14,400 18.400 21,700 i (rate of change) (-0.4%) Μ·4℅) (-2,8%! 0% (-3.6%) I HC 121 167 275 360 308 j (rate of change) (-37%) (-19%) (-17%) (-19%) {-31%) i CO 45 103 211 406 348 j (rate of change) (-42%) (-39%) (-45%) (-21%) H1%) i 2% C02 12,850 12.850 14,025 16,725 21.775 I (rate of change) (-5.9%) (+2.4%) (-5.3%) [S'iA (-22%) i HC. 117 166 253 368 294 I (rate of change) (-39%) (-19%) (-23%) (-21%) (-34%) i CO 48 110 234 3δ4 32δ i (rate of change) {-38%) (-35%) (-39%.) (-30%) (-17%) I C02 13.650 12,550 14,550 16,975 21,025 I /» (rate of change) 0% 0% ·Μ (-7.7%) (-5.6%) 1 HC 110 153 241 339 300 i (rate of Change) (-43%) (-26%) (-27%) <:27%) (-32%) 1 running distance of all vehicles fuel consumption amounts of all vehicles fuel consumption of all vehicles Apr 102,214 34.778 2.94 May 99.354 32,725 3.04 Jun 85,280 28.312 3.01 2008 Jul ΐ 02,597 38.288 2.83 Aug 70.338 22,661 3.10 Sep 101,246 35,744 2.83 reduction rate (%} total 561,029 190,508 2.96 Apr 70.844 22,720 3.12 -5.9¾ May 67,260 21,071 3.19 -4.9¾ Jun 86,370 27.494 3,14 -4.1% 2009 Jul 78.478 26,179 3.00 -5,7% Aug 70,100 21.645 3.24 -4.2% Sep 85,606 26.145 3.27 -13.5% total 458,758 145,254 3.16 -6,4% running distance of lOt vehicle fuel consumption amounts of 10t vehicle fuel consumption of 10t vehicle 2008 Apr 94,336 31.224 3.02 May 90,804 29,182 3.11 Jun 78.121 24,772 3.15 Jul 93,603 32.299 2.90 Aug 63,450 19,726 3.22 Sep 92.320 31,856 2.90 reduction rate {%) total 512,643 169.059 3.05 Apr 67,339 20,823 3,23 -6.6% May 63.279 19,269 3.28 -5.2% Jun 78,406 24.393 3.21 “1.9% 2009 Jul 70,572 22,797 3.10 -6.4% Aug 62.774 18,305 3.43 -6.2% Sep 71,190 20.693 3.44 -15.8% total 413,560 126,280 3.28 -7.1% Kob**58*Ka*4387 type MITSUBISHI P-Rtti5Hrev SOC9 sfcsisMfcn S MS T«a: war.iV. 19715k* < Normal > ~ 2008/4/13 Objecting 0.89^·1 volume % of ect>"5ubstance)> 2009/4/13 ~ Motes '•'OV.'O/ C‘> Oates ·:/ΛΐΑΛ№· li^yka 9.900 - 2008/9/23-34 i 3 3.38 '//O-'-OV'S ’| Ileuko 9,300 «mp*.y - 2009/5/15 -18 1.218 a+o 3.53 JiiuKa 9.900 eo:pty - 2008/11 '20 '21 I;320 360 3.6>* fA’/y/.'/y'1! 9,300 empi,' - 2009-·5/1℮ "1* 1.351 3+0 :».S7 ! -m lizuka 9,900 ornpty - 2003/6/8-9 1,224 330 3.7J -5¾ Av« 1285 3fiS .152 9,900 ereprty ■■ 2009/7/28 -29 1.27.3 335 .ios -2℅ lizuka 9.900 - £008/8/24 “25 345 3-3 ΐ | -8℅ -5% lizvkc 9,900 βγοε¾ 2009/:0/1 +■*5 1225 333 ;‘5S -4¾ '■v..;c;</ν.,όΐ·5Λ fouka 9,300 empty - £003/10/2 2-23 1.222 330 3.70 : -5% tawka 9,300 srifrty -- 2009/!0/2 5/£? 1.2U 030 168 ! -4¾ A« 0249 338 3.79 destination data ω *»3$::g pcir-t : AHiasasakv^hi, Hyego tmkjorfirts «<*>»' : Kawft8««'ht-‘'5fu, Seitaora fTOKi S»ac&ng point : UeaorsW. Wagano Ampgaeafo-shi, My»>£</ $ $ τ 1 i j a i s g 1 1 s i s 1 3 1! 1 £ 8 * A 'U ! ΐ i V f Is 1 1 1 « ! t! 1! ll i ! '3 I < = • • ■ | * I 1 i ! 1 r 3' i i * ? ,? 1 s 1 3 §•3 1 ΐ I 1J § ΐ g f ! s! -:: §1 1 I ■? I < ■ \ * > I f 3 > ! l I i I 1 ? j 1 1 I I * 1 I 1 1 J*-. : ;ρ^ JtfTSUKSH* 1Μ℅№ -pv &w« S&C<* (λν;-.ΐ-4-...ν. 1№38 <Nwmai> ~ 2008/4/13 O.yS '- ! voijfwa % <tf aco"ai3>otar:oa;> 200S/4/J3 ^ •vw ≈1 t f”5£ ^ Csrto* ft* to &rt« λΚ·λΧ.·α,¾ lovi >< 2«2 ;;≈:·: *0^<» «!>:rty - - 2β℅/ ’ ^ 2/2·5-27 ; ' 237 3.3¾ os® 10,«» •'••••• - - 205Κ/ 5/23··3ν 330 3.S3 - ?C.yo:r<» ;ο℅·- ; 3Μ 2.2; 0SSS: iv,.*™ 10.«» κ:·ρ:ν - - 1! 3¾) 2Χ· 3.3-5 --3¾ 2¾ 2.·; l‘S£ T«¥«!» ΐο,3οο - - 20·κ/ «/>•* ·℅; 2%- 3.47 -;0¾ 2wS!S •«f« - ·· 2οκ·/ 7/:··3 33¾ 2W 3.23 Α:Ρ 333 237 -·3℅ 1 j Ml !'b g I 11 [ g £ 7 g g 4 A 1* ^ £ 11 ? 0 i 4 S 1 s S S i’ 1 1 l g 8 8 ΐ: Κ 1 s S 1 S I if II II «1 4 1 1 1 ■ ! 1 1 ·ΐ = = ‘ I f I 1 3 s i ΐ I 1 1 ! i 1 II 7 Ρ *! 3 3 4 S 1 5 3 1 8 8 11« I I I I il 11 1 1 1 1 ■ = ■ I I s 4 I 1 s' 1 1 1 !! l! ! I | 1 I J 1 4 | I 1 111! 1 I! f Λ 1 ? *i Φ g ... >li $ Ir I 1 if % 1 I II j Λ V φ s ? >1 S $ IT I i 1 I «1 i! * ! 1 - = ■ I ! s 5' 1 1 ΐ l! a*. F^wi-SOfi-hs-ttS Ty»» I | <Norm8f> ~ 2009/4/13 Cjnjeetjftg e.89*~ 1 when* % of 30-·3/^ΐ:ΐ - f-J-.jtOi; !•»!** ¢:^-ν/ <■/•■* ··^ο )r *» :rfc« κ№,-, US! ΐ:℅/-:·-;¾ Ity; ;.·Α·; :><:• ISWfcAMA SAkV isttixawj 1<MK0 - - 43S j$k8La?;a κχο℅ - - ν^·53 Wft s$0 S.Vft -1¾ -Η¾ *shfra«B ?.S<K> -· 3 <6 ^ *.« tSH&fttfA 1ΐ/·;-:ν iftbifcSh'Aa 8L000 «*«*■? ·· - 353 ?8? 5 •?$ -3¾ : £ destination data tp !tiding point : Ajpegaoafcj'«fci, Hyogo unloosing ρο;∩+ ■: Kitotone, Jfaofak; (tsra spading point : Sand"gbi. Toohjg; p<Mjt : Atftdga*ftkj~«H ttycgo * * 1 ¢λ¾¾¾¾ ; ':£t* 1 ftc*:cw.ci.:»| 1 I ! 3 | 1 j I 1 ο S i; < 1 1 X i 1 J I 3 $ 1 I 1 I "1 S 1 1¾ ts .1 f i | I ·-ε 1 i! *T“ Ip ....ρ.. .¾^ .ν f 1 IIs ... li "J"!' -j--{ s| '44 „ ... pi j i i'll "’ll ϋ¾E« 1 ■ " ...ρ.ρ " "f'l ...p.j. -j-f i Ht ? s 1 ^ £ τ τ ll - 1 5 i.A ΐ Φ 5 s s!i4 s 1 ‘ ' * δ ν· 5- b' 1 $ ll if 1 Jj 1 ? - ’ S ΐ be b b *; *» > <x < :; <x < .5 t ■ 'i t ■ £ t I I! Ε Ω i S3 : S3 ο 1 1 111 I§1 I i! $ j Λ V >S - 5 1 it s ; V Κ If i I s I 1 45 1 2 I i| 1 | i 1 I ! *1 :S |: I !i JJ i'-ll ¥ I Μ li Is if. i ? l ? 4 Λ ϋ< I i Φ £ 0: 1 $? 1 5 S s » lr I S I I I if i* t| 1 1 :? 1 » < • I ! I 5 1 a i 0> 1 c> 1 1 1 1 1 1 i# ? Λ V 4 2·: s & 1 S i s 11* § s S 1 [ ti *■ 1 ■ t ! ! 3 1 1 ! g | , ]' 1 i i I i 1 | 1 1 f 1 :ΐ I 1 I ! 1 >i: Ki*«"t3C"A'3<»3 VO'.-VO T/flsrtw’ ΐ5χ;ΐ:-: 0530 ?if0.1 3302№^ | volume k of «co-£obatsf}£«}> m^/4/5 3 *“ >»;-»•:■« &, λ5-.·λ^/,5 . '« £*?„ *«« :·κ3;·:νν. :»v5 '><': JSi ≥Ε:; . :·:. 'K.y« •JS!t Vet^awHi IfcOCO HW - 5ΰ℅/ 4/ΐ5--Υ/ Y*fckfcK;fr[ 15.100 - 2008' 3*0 550 207 'S3 JSR YrAkfcwhi 1δ.:ΐ0 ΚΛ:ρ·.·/ - 3iv '53 -3¾ YkAfcAwfci ΐδ℅ο y ·· 507 >53 <.$7 -*?.% YrAfrfcfijfo 15.030 -,·. 2003' 10/-·5·15 522 >53 }.S4 03 ■JSH Yo^fcaKjfvt 15.030 2008' soa 54< 2.(0 -0¾ -¾¾ jsh YoWtaiit&ii (5.1 ?0 ΐ-№Κ^- - - awft' io'j»~2i ;γ:¾ ;·ν,ν -5¾ o$h Y*kfc*fctt (5.000 WfiJCj- •' ' »yf</ 10'21~27 ·-3:· -3% jsa YoiJtojfehi (5.000 ΛΝ¾ - - 2«»/ JO'AV-OS :>:$ i$5 202 -43 ,..mJ 1..Μ.... ...i.KH №,. Tv.w £-w« | < Norma! > ~ 2009/4/13 < Resting 0,3δ--·! wAnne % :>f eda~.Kjbsta>>te)> 2009/4/13 ~ ffcioa ■iJ s* & ^:·ό¾ '>/,7//.yi). ....3:·0:-... <v YrAkrioh; ^4·5γ· - ■- S«JS^!/3 Y:Ak«o!i: 3,040 ∞Ω№ν℅ 34β (ΐ¾ Α¾ '!?Y _Ju f ''■object’^? 0 :#-·ΐ wfcyrtw ℅ of oop-ftubfttoooo}>- aossssssssy Υθ℅5;;ο℅( i-l.KX"; jj ℮.ΐΛ·}¾. £«0X0X097 IXOXOXOXX !>xt*K οχοχοχοχοχ 89℅/;0/℅ ^.VyVV.j οχοχ1λοχ ;42 ;·ν.·:·;·№7χ· ¢·κ·:·:·χΐ··.οχ χοοχοχχφχοχΐχΐχοχ *<s2 3δ3 boxoxoxoxxxoxoxoxpxoxoxoxo1 [ ν¾¾¾¾¾ | VcWtak*! 3Λ0℮ f i-aos/t/13 ΧΟΧΟΧΟΧΟΧΟΧΟΧΟΧΟΧ^9ΧΟΧΟΧΟΧΧ 0X0X0X077 -γ/¾ f 20»rft/2fij 2℮2 j VX< -4 - - - - - -- jv*•«» i3W/3/27j j '<% 3r« | -:1¾ j s 1 | | i 1 1 j 1 [ | j £ 1 1 j 1 | 1 j ! 1 f { | 5 · 1 £ Τ I li j II1 III i 8 s Λ i i f V s '*1 s s 1 I 8 s h "1... § 1 1 g I i 1 J s 1 g $ 1 1 l ; > 1 ! : : 1 1 ! I : g I I 1 1 1 ll >! il ll ! φ : '1 s Β i '1 s 8 > I 1 1 1 1 1 ■ |. - • ! ! > I : I I . Τ | §1 i!