非法獲得與回收廢食用油(地溝油)在許多國家造成食安問題，因此，本研究旨在評估兩種回收再利用廢食用油之技術與其對空氣污染物之影響。第一個研究是將廢食用油再製成生質柴油應用於柴油引擎當中，依照與柴油混合比例0% (D100)、20% (B20)、40% (B40)、60% (B60)、80% (B80)和100% (B100)注入柴油引擎中，並觀察其對懸浮微粒與持久性有機污染物排放之影響。此外，為調查更實際的應用情形，兩種分別符合歐盟規範第三期與第四期之柴油引擎也一併做為測試。對於歐規第四期之柴油引擎來說，B60表現了最低之持久性有機物之排放濃度，最高之毒性減少率分別為72.5% (PAHs)、64.1% (PCDD/Fs)、41.2% (PCBs)和81.2% (PBDEs,質量濃度)。如果生質柴油之混合比例超過60%，則持久性有機污染物之排放濃度將會再次升高，在B80時，做為不完全燃燒污染物之指標之一-懸浮微粒之排放濃度會升高。而對於符合歐規第三期之柴油引擎之測試指出，雖然PCDD/Fs之質量濃度比歐規第四期之引擎來低，但對於毒性濃度來說，歐規第三期之柴油引擎則遠高於歐規第四期之引擎。
為了將廢食用油再製之生質柴油做實際應用之全面性了解，此研究也評估將廢食用油再製生質柴油、柴油氧化觸媒與濾煙器做一個結合，而此研究之生質柴油以10% (B10)與20% (B20)來做為測試燃料。此研究同時調查使用一陣子之濾煙器與再生過後之濾煙器相比，再生後之濾煙器可以有效的降低持久性有機污染物之生成。以修正過後之氣固相分配公式來計算，發現在原管道中氣相之持久性有機污染物所占之比例非常高(89.7-100%)，證明持久性有機污染物之形成機制為均相之氣相生成而不是再合成機制。而當引擎使用廢食用油再製之生質柴油後，其油品中所含之氯與鉀並沒有刺激PCDD/Fs和PCBs之生成；相反的，廢食用油再製之生質柴油中低芳香族含量降低了持久性有機物之前驅物質，同時，生質柴油中之高含氧量也促使了更多完全燃燒現象，因此，使用廢食用油再製之生質柴油與使用一陣子之濾煙器做結合，細懸浮微粒與持久性有機污染物皆會同時下降。
為了改進生質柴油會增加油耗之缺點，依照磁場應用到油品中可以改變其油品性質，將一磁管裝置到柴油發電機之進油管線，並調查其能源表現與污染排放之影響。此柴油發電機為固定轉速之1800轉，負載控制分別為idle、25%和50%，此外，將磁管裝置到一部真正之柴油車上，與另一台相同型號之柴油車做能源消耗之比較，發現柴油發電機之制動馬力單位消耗量與真正柴油車之油耗平均下降3.5%和15%，而柴油發電機之制動熱效率則上升了3.5%。對於污染物的部分，懸浮微粒、一氧化碳、未燃碳氫化合物與二氧化碳分別下降了21.9-33.3%, 5.4-11.3%, 29.4-64.7%和2.68-4.18%。而多環芳香烴之濃度在idle、25%和50%之負載下分別下降了63%、45% 和51%。此研究結果說明磁管不只對於能源消耗有改善之趨勢，同時也能提升空氣污染物之減量。
本文最後研究廢食用油做為焚化爐起爐輔助燃料之可行性調查，而以毒性污染物排放做為一指標。測試燃料分別為柴油(D100)、添加20%之廢食用油(W20D80)與添加40%之廢食用油(W40D60)，其物化性質與熱重分析也同時做一比較。熱重分析與熱差分析顯示柴油多為揮發性脂肪短鏈之碳氫化合物，而廢食用油則較多長鏈之熱穩定性物質。經過再生成之喜好溫度(200–450 oC )，於500–700 oC添加入W40D60，發現PCDD/Fs和PCBs平均會下降86與94%。此論文研究顯示廢食用油可為一綠色燃料降低持久性有機污染物之排放，同時也提供合法回收廢食用油之方向，可為將來相關技術與法規推動時之參考資料。

Illegal harvesting and recycling of waste cooking oil, also referred to as “gutter oil” in many countries, poses a great food safety threat. Thus, this study evaluated two reuse technologies for recycling waste cooking oil and their impact for air pollution. The first case study samples the persistent organic pollutants (POPs) and particulate matter (PM) from the emission of diesel engine with different proportion of biodiesel. The WCO-based biodiesel used in this study with the ratio of 0% (D100), 20% (B20), 40% (B40), 60% (B60), 80% (B80) and 100% (B100) tested in US transient cycle. To realize the impact of new/old type diesel engine, the PCDD/Fs is chosen to analyze both in new and old type diesel engine which is referred to meet the EURO IV and III regulations.
The results for EURO 4 engine shows that POPs concentration will reduce along with the increasing blending ratio of WCO-based biodiesel until B60. It can achieve the highest toxicity reduction rate (72.5% for PAHs, 64.1% for PCDD/Fs, 41.2% for PCBs and 81.2% for PBDEs, based on mass concentration) at B60. If the ratio is higher than 60%, the POPs concentration will enhance again. It can prove the B80 may cause more incomplete combustion that the PM concentration would also increase at B80. For the diesel engine type test, the PCDD/Fs mass concentration from EURO 4 diesel engine is higher than from the old one. However, the opposite trend is found when it comes to toxicity concentration
To understand the whole story of using WCO in practical application, this study also evaluated the impact on persistent organic pollutant (POP) emissions from a diesel engine when deploying a diesel oxidation catalyst (DOC) combined with an uncatalyzed diesel particulate filter (DPF), as well as fueling with conventional diesel (B2) and waste cooking oil-based (WCO-based) biodiesel blends (B10 and B20).
The DPF condition is also one of the parameters in this study; that is, the difference in POP emissions before and just after the regeneration of the DPF. In comparison to the high soot-loaded DPF scenario, the regeneration of the DPF can drastically reduce the formation potential of POPs in the DPFs. An approach was developed to correct the effects of sampling artifacts on the partitioning of gas- and particle-phase POPs in the exhaust. The gas-phase POPs are highly dominant (89.7-100%) in the raw exhausts of diesel engines, indicating that the formation mechanism of POPs in diesel engines is mainly through homogeneous gas-phase formation, rather than de novo synthesis.
When the engine was fueled with WCO-based biodiesel blends (B10 and B20) in combination with deploying DOC+A-DPF, their levels of the chlorine and potassium contents could not stimulate the formation of chlorinated POPs (PCDD/Fs and PCBs), although previous studies had warned that happened on diesel engines fueled with biodiesel and deployed with iron-catalyzed DPFs. In contrast, the WCO-based biodiesel with a lower aromatic content reduced the precursors for POP formation, and its higher oxygen content compared to diesel promoted more complete combustion, and thus using WCO-based biodiesel could reduce both PM2.5 and POP emissions from diesel engines.
To improve lower energy performance of WCO-based biodiesel, a magnetic field applied to fuel can alter its characteristics in terms of forces that hold the hydrocarbons together. This principle was used to investigate the impact of magnetic tube on specifically the energy performance and pollutant emissions of diesel engine. A diesel generator was fitted with a magnetic tube in the fuel intake, which had valves to switch from without magnetic tube case to with magnetic tube case. The diesel generator was operated at constant speed of 1800 rpm at idle condition, 25% and 50% loads, respectively. Additionally, two real diesel cars were deployed with magnetic tube and their fuel consumption compared with that of a car without magnetic tube. With application of magnetic tube, the brake specific fuel consumption and fuel consumption were decreased by an average of 3.5% and 15%, respectively, while the brake thermal efficiency was improved by approximately 3.5%. The particulate matter, carbon monoxide, hydrocarbons and carbon dioxide emissions reduced in the range of 21.9-33.3%, 5.4-11.3%, 29.4-64.7% and 2.68-4.18%, respectively. Both the total PAH concentrations and total BaPeq concentrations can be reduced by about 63%, 45% and 51% for idle condition, 25% and 50% loads, respectively. These results show that application of magnetic tubes in the diesel engine is a promising technology in pollutant reduction and energy saving.
The final approach of this study is to investigate the feasibility of using waste cooking oil as an auxiliary fuel in the furnace of laboratory waste incinerator. Two fuel blends (W20D80 and W40D60) were blended from varying proportions of diesel fuel (D100) and waste cooking oil (W100) and their physio-chemical characteristics were subsequently determined and compared. Thermogravimetry analysis (TGA) and derivative thermogravimetry (DTG) of D100, W20D80 and W40D60 showed that diesel fuel consist of more volatile short aliphatic hydrocarbons, while the waste cooking oil and its blends had more thermal stable unsaturated long chain molecules. After the de novo synthesis window of 200–450 oC, 40% of waste cooking oil and 60% of diesel (W40D60) was injected at around 500–700 oC, and reduced the toxicity concentrations of PCDD/Fs and PCBs by an average of 86% and 94%, respectively. This study demonstrated that, by using waste cooking oil as a fuel blend, not only can reduce the possibility of “gutter oil” being put in the food to damage the health of human beings, but also can be recycled as a kind of green fuel to reduce the emissions of persistent organic pollutants (POPs).

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