Impact of Low Viscosity Engine Oil on Performance, Fuel Economy and Emissions of Light Duty Diesel Engine

Singh, Shyam; Sehgal, Ajay Kumar

doi:10.4271/2016-01-2316

Cited by 13 publications

(8 citation statements)

References 15 publications

Supporting

Mentioning

Contrasting

Order By: Relevance

“…Our analysis has shown that viscous losses and shear in hydrodynamic contacts (HD) result in significant energy losses. If the lubricant viscosity can be further reduced while the low-friction and anti-wear functions are maintained, a very large energy saving in engines could be achieved [44,45]. One alternative to mineral and synthetic-based hydrocarbon oils is the polyalkylene glycol (PAG)-based lubricants with lower viscosity and better environmental compatibility [46].…”

Section: Lubricantsmentioning

confidence: 99%

Influence of tribology on global energy consumption, costs and emissions

2017

View full text Add to dashboard Cite

Abstract:Calculations of the impact of friction and wear on energy consumption, economic expenditure, and CO 2 emissions are presented on a global scale. This impact study covers the four main energy consuming sectors: transportation, manufacturing, power generation, and residential. Previously published four case studies on passenger cars, trucks and buses, paper machines and the mining industry were included in our detailed calculations as reference data in our current analyses. The following can be concluded:-In total, ~23% (119 EJ) of the world's total energy consumption originates from tribological contacts. Of that 20% (103 EJ) is used to overcome friction and 3% (16 EJ) is used to remanufacture worn parts and spare equipment due to wear and wear-related failures.-By taking advantage of the new surface, materials, and lubrication technologies for friction reduction and wear protection in vehicles, machinery and other equipment worldwide, energy losses due to friction and wear could potentially be reduced by 40% in the long term (15 years)and by 18% in the short term (8 years). On global scale, these savings would amount to 1.4% of the GDP annually and 8.7% of the total energy consumption in the long term.-The largest short term energy savings are envisioned in transportation (25%) and in the power generation (20%) while the potential savings in the manufacturing and residential sectors are estimated to be ~10%. In the longer terms, the savings would be 55%, 40%, 25%, and 20%, respectively.-Implementing advanced tribological technologies can also reduce the CO 2 emissions globally by as much as 1,460 MtCO 2 and result in 450,000 million Euros cost savings in the short term. In the longer term, the reduction can be 3,140 MtCO 2 and the cost savings 970,000 million Euros.Fifty years ago, wear and wear-related failures were a major concern for UK industry and their mitigation was considered to be the major contributor to potential economic savings by as much as 95% in ten years by the development and deployment of new tribological solutions. The corresponding estimated savings are today still of the same orders but the calculated contribution to cost reduction is about 74% by friction reduction and to 26% from better wear protection. Overall, wear appears to be more critical than friction as it may result in catastrophic failures and operational breakdowns that can adversely impact productivity and hence cost.

show abstract

Section: Lubricantsmentioning

confidence: 99%

Influence of tribology on global energy consumption, costs and emissions

2017

View full text Add to dashboard Cite

show abstract

“…Toward this end, an active area of tribological research has lately been focusing on the development of much-improved lubricants to further reduce friction- and wear-related losses in internal combustion engines thus enhancing their fuel efficiency and durability and, simultaneously, reducing GHG emissions. − These studies have included reducing oil viscosity and using various additives that adversely impair the functionality of after-treatment catalysts in engines. ,− As one such example, the much-used zinc dialkyl dithiophosphate (ZDDP), while very effective in helping to form highly protective tribofilms, − has also been shown to contribute to emissions that compromise the catalytic converter’s efficiency. − This and some of the other additives in engine oils also help control friction, oxidation, and a host of several other properties that ensure the smooth and long-lasting operation of engines. ,,,− Over the past several decades, great strides have been made in controlling friction and wear of sliding engine components but mainly because of increasingly more stringent operating conditions and the desire to further curtail GHGs; however, further advances are obviously needed. In particular, the development of a new breed of more effective additives that do not create undesirable environmental concerns will be very desirable.…”

Section: Introductionmentioning

confidence: 99%

Plasma-Functionalized Polytetrafluoroethylene Nanoparticles for Improved Wear in Lubricated Contact

Sharma

Timmons

Erdemir

et al. 2017

ACS Appl. Mater. Interfaces

View full text Add to dashboard Cite

Plasma-functionalized polytetrafluoroethylene (PTFE) nanoparticles were employed to evaluate their utility in improving the lubrication property of a group III mineral oil with a significantly low amount of zinc dialkyl dithiophosphate (ZDDP). The particles were coated with two consecutive films; the initial coating contained silica to enhance amorphous glassy tribofilm formation, followed by a methacrylate film to protect the silica coating and enhance dispersibility in the oil. The functionalized nanoparticles were evaluated for their tribological performance using a high-frequency reciprocating rig, in a cylinder-on-flat configuration. The oil formulations containing ZDDP (350 ppm phosphorus level) and the functionalized nanoparticles resulted in dramatic reductions in the friction coefficient and overall wear compared to the samples containing nonfunctionalized PTFE nanoparticles, ZDDP (350 ppm P), and samples devoid of nanoparticles but containing ZDDP with a 700 ppm P treat rate. XPS and XANES spectroscopy were employed to characterize the tribological films formed on the test samples. The samples with functionalized particles and ZDDP clearly exhibited tribofilms with Si- and F-doped polyphosphates of Zn coupled with the presence of ZnS at the metal-tribofilm interface. On the other hand, oils without the functionalized nanoparticles have oxides of Fe and to a lesser extent short-chain phosphates of Zn. The overall results suggest that the synergism between plasma-coated PTFE nanoparticles and ZDDP contributed to the development of protective tribofilms even at reduced amount of phosphorus in the oil. This new method of employing nanoparticles to deliver novel antifriction and antiwear chemistries at the tribological interfaces stands out as a promising approach to further reduce P levels in oils without compromising friction and wear performance.

show abstract

“…However, there is a mandate to select low weight lubricants, such as SAE 5W10. A heavy lubricant aggravates environmental pollution due to NOx production [46].…”

Section: Effect Of Lubricant Viscosity On Tc-sfrb Rotordynamic Responsementioning

confidence: 99%

A Nonlinear Rotordynamics Model for Automotive Turbochargers Coupled to a Physical Model for a (SEMI) Floating Ring Bearing System

Jung

Andrés

Kim³

2022

Journal of Engineering for Gas Turbines and Power

View full text Add to dashboard Cite

Automotive turbochargers (TCs) use an engine oil lubricated bearing system to produce acceptable performance (as per the engine volumetric efficiency) and proven reliability. However, the bearings also cause TC rotordynamic responses that are rich in subsynchronous whirl motions through reaching stable limit cycles. The paper describes the lubrication model for a finite length semi-floating ring bearing (SFRB) system and its coupling to the rotor and ring structure models for prediction of both linear and nonlinear system responses and their characterization in terms of motion amplitudes and whirl frequency content. The SFRB model includes a thermal energy transport network for the inner and outer films in both radial bearings and the thrust bearings located on the end sides of the ring. The large temperature difference between the hot shaft and a cold housing induces a three-dimensional thermal gradient in the fluid films and the floating ring, further exacerbated by the heat generated from drag power losses in the inner films adjacent to the rotor. The temperature gradients affect the lubricant viscosity and the bearing system operating clearances. The integration of the rotor and bearing system (RBS) equations of motion accounts for the SFRB nonlinear forces and starts from static equilibrium position, if existing. The model predictions of nonlinear behavior are accurate when benchmarked to a set of measurements procured in a gas stand test rig. The analysis also investigates the influence of the bearing inner clearance and rotor mass imbalance distribution on the onset, persistence and severity of SSV.

show abstract

Impact of Low Viscosity Engine Oil on Performance, Fuel Economy and Emissions of Light Duty Diesel Engine

Cited by 13 publications

References 15 publications

Influence of tribology on global energy consumption, costs and emissions

Influence of tribology on global energy consumption, costs and emissions

Plasma-Functionalized Polytetrafluoroethylene Nanoparticles for Improved Wear in Lubricated Contact

A Nonlinear Rotordynamics Model for Automotive Turbochargers Coupled to a Physical Model for a (SEMI) Floating Ring Bearing System

Contact Info

Product

Resources

About