Synthetic Lubricant Base Stock Processes and Products

Wu, Margaret; Ho, Suzzy C.; Forbus, T. Rig

doi:10.1007/978-0-387-25789-1_17

Cited by 17 publications

(16 citation statements)

References 12 publications

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“…Hence, the limit of the low viscosity was strongly influenced by the volatility of base-stock. The results of the Noack on the volatility of Group I, II, III, and PAO base-stocks are shown in Figure 2 [32,33]. It is thus, confirmed that the Group-III and PAO base-stocks showed lower volatility performance compared to Group-I/II.…”

Section: Specifications Of Analyzed Engine Oilsmentioning

confidence: 65%

“…In addition to the volatility performance, it is required that the engine oils to have high oxidation stability aiming to maintain the appropriate performance for a longer period during the vehicle operation. Figure 3 shows the results for the ASTM Sequence IIIE engine test, which confirmed the oxidation stability, deposit formation, wear protection, and consumption of engine oil [32]. When the upper limit of the viscosity was increased by 150% (it is the test standard), it was set as the upper limit, and it has been shown that the PAO base-stock showed to have twice as high an oxidation stability than that of the Group-III base-stock [32].…”

Section: Specifications Of Analyzed Engine Oilsmentioning

confidence: 68%

“…Figure 3 shows the results for the ASTM Sequence IIIE engine test, which confirmed the oxidation stability, deposit formation, wear protection, and consumption of engine oil [32]. When the upper limit of the viscosity was increased by 150% (it is the test standard), it was set as the upper limit, and it has been shown that the PAO base-stock showed to have twice as high an oxidation stability than that of the Group-III base-stock [32]. Therefore, it is expected to extend ODI by using PAO base-stocks, although it is necessary to ensure the maintaining of the LSPI prevention and anti-foam performances, among others [23,34].…”

Section: Specifications Of Analyzed Engine Oilsmentioning

confidence: 68%

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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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Section: Specifications Of Analyzed Engine Oilsmentioning

confidence: 65%

Section: Specifications Of Analyzed Engine Oilsmentioning

confidence: 68%

Section: Specifications Of Analyzed Engine Oilsmentioning

confidence: 68%

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

Ishizaki

Nakano

2018

Lubricants

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“…In general, higher VIs (>120) are desirable for engine oils and indicate good to excellent viscometric behaviors at or near operating temperatures. Noteworthy, synthetic oils provide competitive to improved lubricant viscosity performances, relative to mineral oils containing VMs, at a higher monetarily cost and therefore are limited to specific applications and/or high performance automobiles. Ongoing research in the development of VMs continues to be driven forward mainly to meet the challenges of improving ICE fuel economy and performance of automobiles that utilize non‐synthetic motor oils.…”

Section: Introductionmentioning

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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“…The viscosity at 40 ºC and 100 ºC are obtained from [76] and the Walther formula (see [62]) is used to obtain the viscosity of the oil at the room temperature. The room temperature is recorded at the start of each experiment.…”

Section: Experimental Approachmentioning

confidence: 99%

Thin layer flow in rolling element bearings

Zoelen¹

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Synthetic Lubricant Base Stock Processes and Products

Cited by 17 publications

References 12 publications

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

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

Thin layer flow in rolling element bearings

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