Extending SAE J300 to Viscosity Grades below SAE 20

Covitch, Michael J.; Brown, Mike; May, Chris; Selby, Theodore W.; Goldmints, Isabella; George, David

doi:10.4271/2010-01-2286

Cited by 28 publications

(14 citation statements)

References 8 publications

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“…Here, the usage of a lower viscosity lubricant is considered to be a very economic measure to reach this goal [11]. However, the current trend goes to lubricants with a drastically reduced viscosity and new standards had to be defined accordingly [12]. With the new SAE standards 16, 12, 8 and even lower classes being targeted, pure hydrodynamic lubrication conditions will increasingly decline and be replaced by mixed lubrication near the minimum friction coefficient [13].…”

Section: Ultralow-viscosity Lubricantsmentioning

confidence: 99%

Friction and Wear in Automotive Journal Bearings Operating in Today’s Severe Conditions

Sander¹,

Allmaier²,

Priebsch³

2016

Advances in Tribology

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A current trend in the transport sector seeks to increase the vehicle efficiency and to cut fuel consumption which leads to new technologies and advancements in modern and future combustion engines. Some of these technical progresses lead to highly stressed engine parts and new challenges arise, particularly for journal bearings. The increasing thermal and mechanical load caused by downsized and turbocharged engines, friction reduction by employing low-viscosity lubricants and other emission reduction measures-for utilizing stop-start systems-put additional stress on the crankshaft journal bearings. This contribution focuses on highly stressed journal bearings which operate in the boundary, mixed and hydrodynamic lubrication regime. Therefore, measurements on a journal bearing test-rig are performed which allow an extensive verification of the numerical investigation. For the numerical analysis of friction and wear, a mixed elasto-hydrodynamic simulation approach is developed, which considers the elastic deformation of the contacting components, the complex rheological behaviour of the lubricant and metal-metal contact if the lubricant is unable to separate the contacting surfaces. Both the rheological data and the surface roughness parameters are obtained from measurements. The current challenges are studied in four application-oriented examples and the influencing parameters on a reliable friction and wear prediction are explored.

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Section: Ultralow-viscosity Lubricantsmentioning

confidence: 99%

Friction and Wear in Automotive Journal Bearings Operating in Today’s Severe Conditions

Sander¹,

Allmaier²,

Priebsch³

2016

Advances in Tribology

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“…In this study, the improvement of the fuel efficiency of ULV engine oils was calculated from the correlation between KV100 and fuel efficiency using the results of the above-mentioned literatures [21][22][23][24], as our previous research has demonstrated [26]. A certain correlation has been confirmed with KV100 and high temperature high shear (HTHS) viscosity [27], which has been known to linearly correlate with the fuel economy in NEDC mode [28], and it is reliable to calculate the improvement of the fuel efficiency of ULV engine oils by using KV100. Moreover, in this research, the impact of the lubricant traction coefficient on the fuel efficiency has not been considered due to the fact that the Group-III and polyalphaolefin (PAO) base-stocks show similar traction property [29].…”

Section: The Methods Of Analyzing the Effect Of Improving Fuel Efficiencymentioning

confidence: 78%

Reduction of CO2 Emissions and Cost Analysis of Ultra-Low Viscosity Engine Oil

Ishizaki

Nakano

2018

Lubricants

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This study is focused on the reduction of CO2 emissions and costs associated with ultra-low viscosity (ULV) engine oils for passenger vehicles. Specifically, the reduction in life cycle CO2 (LCCO2) emissions from lower-viscosity engine oil and the oil drain interval (ODI) extension were estimated taking into account both mineral engine oil and synthetic engine oil. Furthermore, the cost-effectiveness of ULV engine oils were investigated by performing base-stock cost analysis. When the volatility limit of the Noack test (American Society for testing and materials (ASTM) D5800) was set to 15 wt %, the results indicated that the lower limit of kinematic viscosity at 100 °C (KV100) for mineral engine oil (with Group-III base-stock) and synthetic engine oil (with polyalphaolefin (PAO) base-stock) were approximately 5.3 and 4.5 mm2/s, respectively. Compared to conventional 0W-16 mineral engine oil (KV100 6.2 mm2/s), the effect of reducing LCCO2 emissions on ULV mineral engine oil (ULV-Mineral, KV100 5.3 mm2/s) was estimated at 0.6%, considering 1.5–1.8 L gasoline engines in New European Driving Cycles (NEDC) mode. ULV-Mineral, which continues to use a mineral base-stock, is considered highly cost-effective since its cost is similar to the conventional 0W-16 mineral engine oil. On the other hand, compared with ULV-Mineral, the vehicle fuel efficiency improvement from the use of ULV synthetic engine oil (ULV-PAO, KV100 4.5 mm2/s) was estimated to be 0.5%. However, considering CO2 emissions during engine oil production, the reduction of LCCO2 emission from ULV-PAO compared with ULV-Mineral was estimated to be only 0.1% or less using 2030 standards (assuming a vehicle fuel efficiency of 66.5 g-CO2/km) when ODI is set equivalent (7500 km) to mineral engine oil. As a result, ULV-PAO’s cost-effectiveness, considering the cost increase of PAO base-stock, was found to be nominal. Contrariwise, when the characteristics of PAO base-stock with higher oxidation stability are used comparatively with the mineral base-stock while extending the ODI to 15,000 km, the effect of reducing LCCO2 emissions of ULV-PAO was estimated to be 0.7% in 2030, making ULV-PAO a competitive and cost-effective alternative. In other words, the popularization of synthetic engine oil toward 2030 will require the consideration of both viscosity reduction and ODI extension.

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“…The determined KVs at 40 and 100 °C were utilized to generate the VI values via an online calculator. Another significant value for lubricant evaluation and the subsequent determination of the oil grade it falls in, is a high‐temperature high‐shear test (HTHS), which imposes a low viscosity limit on the final oil and determines the last number of the viscosity grade (i.e., 20 in the 0W20) . This test is performed at 150 °C which is presumed to be approaching the highest temperature and shear boundary the lubricant may experience during engine operation (ASTM DS‐62).…”

Section: Resultsmentioning

confidence: 99%

Effects of star‐shaped poly(alkyl methacrylate) arm uniformity on lubricant properties

Robinson

Zhou

et al. 2016

J of Applied Polymer Sci

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Star‐shaped poly(alkyl methacrylate)s (PAMAs) were prepared and blended into an additive‐free engine oil to assess the structure–property relationship between macromolecular structure and lubricant performance. These additives were designed with a comparable number of repeating units per arm and the number of arms was varied between 3 and 6. Well‐defined star‐shaped PAMAs were synthesized by atom transfer radical polymerization (ATRP) via a core‐first strategy from multi‐functional head‐groups. Observations of the polymer‐oil blends suggest that stars with less than four arms are favorable as a viscosity index improver (VII), and molecular weight dominates viscosity‐related effects over other structural features. Star‐shaped PAMAs, as oil additives, effectively reduce the friction coefficient in both mixed and boundary lubrication regime. Several analogs outperformed commercial VIIs in both viscosity and friction performance. Increased wear rates were observed for these star‐shaped PAMAs in the boundary lubrication regime suggesting pressure‐sensitive conformations may exist. © 2016 Wiley Periodicals, Inc. J. Appl. Polym. Sci. 2016, 133, 43611.

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Extending SAE J300 to Viscosity Grades below SAE 20

Cited by 28 publications

References 8 publications

Friction and Wear in Automotive Journal Bearings Operating in Today’s Severe Conditions

Friction and Wear in Automotive Journal Bearings Operating in Today’s Severe Conditions

Reduction of CO2 Emissions and Cost Analysis of Ultra-Low Viscosity Engine Oil

Effects of star‐shaped poly(alkyl methacrylate) arm uniformity on lubricant properties

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