Browse Topic: Lubricant viscosity

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Physics Informed Machine Learning for Advanced Diagnostics & Prognostics of Ground Combat Vehicles2024-01-40899/16/2024
Abstract We introduce novel approaches utilizing Physics Informed Machine Learning (PIML) for advanced diagnostics & prognostics of ground combat vehicles (CV). Specifically, we present the development of a PIML model designed to predict the health of engine oil in diesel engines. The condition of engine oil is closely linked to engine wear, thus serving as a crucial indicator of engine health. Our model integrates a physics-based simulation of engine wear in diesel engines, leveraging a time history of engine oil viscosity and engine speed as key input parameters. Furthermore, we conduct uncertainty quantification to assess the impact of varying parameters on engine oil health prediction. Additionally, our model demonstrates the capability to enhance low-fidelity physics models through the integration of a limited set of experimental data. By combining data-driven techniques with physics-based insights, our approach offers enhanced diagnostics and prognostics capabilities for ground combat vehicles, thereby facilitating proactive maintenance and optimization for operational readiness.
Betts, Juan F., Alizadeh, Arash
Engine Oil Viscosity ClassificationJ300_202104 (Historical)4/30/2021
This SAE Standard defines the limits for a classification of engine lubricating oils in rheological terms only. Other oil characteristics are not considered or included.
Fuels and Lubricants TC 1 Engine Lubrication
Automotive Gear Lubricants for Commercial and Military UseJ2360_202101 (Historical)1/27/2021
The gear lubricants covered by this standard exceed American Petroleum Institute (API) Service Classification API GL-5 and are intended for hypoid-type, automotive gear units, operating under conditions of high-speed/shock load and low-speed/high-torque. These lubricants may be appropriate for other gear applications where the position of the shafts relative to each other and the type of gear flank contact involve a large percentage of sliding contact. Such applications typically require extreme pressure (EP) additives to prevent the adhesion and subsequent tearing away of material from the loaded gear flanks. These lubricants are not appropriate for the lubrication of worm gears. Appendix A is a mandatory part of this standard. The information contained in Appendix A is intended for the demonstration of compliance with the requirements of this standard and for listing on the Qualified Products List (QPL) administered by the Lubricant Review Institute (LRI). Appendix A contains a summary of key qualification requirements. A complete listing of qualification requirements and procedures can be found in the Program Document (PD4000), Gear Lubricant Review Program, available on the Performance Review Institute (PRI) website, www.p-r-i.org.
Fuels and Lubricants TC 3 Driveline and Chassis Lubrication
Modeling and Design of a Wet Clutch Offset Compound Gear Transmission for Dual-Speed Rotorcraft ApplicationsF-0076-2020-1633610/5/2020
This paper develops a lumped-parameter multi-plates wet clutch Offset Compound Gear (OCG) transmission dynamics and its thermal model for dual-speed rotorcraft applications with an active clutch slip-speed control. This model includes the Reynolds equation for the clutch oil film thickness, the clutch thermal model, the clutch transferred torques (viscous and asperity torque) and the clutch disengagement model. The wet clutch/OCG transmission system is implemented in Matlab® Simulink™ to manage the upshift clutch temperature rise, which is a main issue need to handle for a dual-speed helicopter transmission. Here, the clutch temperature rise is treated by injecting a certain amount of coolant during engagement so that the temperature rise for the wet clutch is much lower than that of an dry clutch. In order to transfer a required torque using the available power, the sizing of the wet clutch could be evaluated via the developed wet clutch/OCG transmission model. This study shows that the temperature rise drops as the wet clutch oil flow rate increases adding extra weights compared with the dry clutch. The simulation also captures a phenomenon that a larger clutch engagement pressure might be required for the wet clutch to transfer the same torque since the wet clutch oil viscosity drops as the oil temperature increases during the clutch engagement.
DeSmidt, Hans, Bill, Robert, Su, Xiaowen, Smith, Edward
Development of JASO GLV-1 0W-8 Low Viscosity Engine Oil for Improving Fuel Efficiency considering Oil Consumption and Engine Wear Performance2020-01-14234/14/2020
Engine oil with viscosity lower than 0W-16 has been needed for improving fuel efficiency in the Japanese market. However, lower viscosity oil generally has negative aspects with regard to oil consumption and anti-wear performance. The technical challenges are to reduce viscosity while keeping anti-wear performance and volatility level the same as 0W-20 oil. They have been solved in developing a new engine oil by focusing on the molybdenum dithiocarbamate friction modifier and base oil properties. This paper describes the new oil that supports good fuel efficiency while reliably maintaining other necessary performance attributes.
Okuda, Sachiko, Saito, Hiroki, Nakano, Seiichi, Koike, Yusuke, Sagawa, Takumaru, Kawamura, Satoshi, Yoshida, Keisuke
Role of Lubricating Oil Properties in Exhaust Particle Emissions of an Off-Road Diesel Engine2020-01-03864/14/2020
Particle number emissions from an off-road diesel engine without exhaust after-treatment were studied by using five different heavy-duty lubricating oils in the engine. The study extends understanding on how the properties of lubricating oil affect the nanoparticle emissions from an off-road diesel engine. The lubricants were selected among the performance classes of the European Automobile Manufacturers Association, at least one lubricant from each category intended for heavy-duty diesel engines. Particle size distributions were measured by the means of an engine exhaust particle sizer (EEPS), but soot emissions, gaseous emissions and the basic engine performance were also determined. During the non-road steady state cycle, the most of the differences were detected at the particle size range of 6-15 nm. In most cases, the lowest particle quantities were emitted when the highest performance category lubricant was used. Based on the results of this study, the low contents of Zn, P, and S in lubricating oil contributed to the reduced emission factors for engine-out nucleation mode particles at any load. In addition, the low content of sulfate ash was considered the main influential factor for the low particle number emissions.
Ovaska, Teemu, Niemi, Seppo, Sirviö, Katriina, Nilsson, Olav, Karjalainen, Panu, Rönkkö, Topi, Kulmala, Kari, Keskinen, Jorma
Studying Ignition Delay Time of Lubricant Oil Mixed with Alcohols, Water and Toluene in IQT and CVCC2020-01-14224/14/2020
The auto-ignition of liquid fuel and lubricant oil droplets is considered as one of the possible sources of pre-ignition. Researchers are continually finding new ways to form advanced lubricant oil by changing its composition and varying different oil additives to prevent the occurrence of this event. This study investigates additives for lubricants to suppress its auto-ignition tendency. Three sets of mixtures were prepared. The first set of mixtures were prepared by adding different alcohols namely ethanol, and methanol to the commercial lubricant oil (SAE 15W-40) in ratio of 1 - 5 % by vol The second set of mixtures were prepared by mixing SAE 15W-40 with aforementioned alcohols (1 % vol.) and H2O (1 % vol.). Lastly, the third set of mixtures were prepared by adding toluene to SAE 15W-40 in (1 % - 5% by vol.). Two experimental setups were used in the current work. An Ignition Quality Tester (IQT) was used to investigate the mixtures’ ignition delay time (IDT) following standard ASTM D6890 procedure, and a larger constant volume combustion chamber (CVCC) was used to investigate the combustion characteristics of a suspended single oil droplet. In the CVCC chamber, the droplet was ignited in an atmosphere of air at 300 °C and pressure ranging from 4 bar - 22 bar at 6 bar interval pressures. IDT of lubricant oil was considered as the base IDT, which was compared to those of other mixtures. Addition of alcohols and water in lubricant oil showed a significant increase in IDT compared to toluene addition. On the contrary, the addition of toluene resulted in a decrease in IDT. Among the alcohols, methanol addition showed higher IDT than ethanol addition. Alcohols increased the IDT effectively only beyond the addition of > 4 % by vol.
Maharjan, Sumit, Elbaz, Ayman, Mitsudharmadi, Hatsari, Roberts, William
The performance and mechanisms of organic polymeric friction modifiers in low viscosity engine oils2019-01-220412/19/2019
The requirement of OEMs to reduce CO2 emissions is leading to a reduction in viscosity of engine oils with 0W20 approved oils now common. 0W 16 approvals are growing in popularity and will be further supported in the US by the introduction of ILSAC GF-6B. Japanese OEMs are driving the development of 0W- 12 and 0W08 grades which will be supported by JASO GLV-1. These low viscosity engine oils can contain MoDTC with very high levels of 1000+ppm molybdenum to achieve the fuel economy improvement required to pass engine tests such as Sequence VIE. Molybdenum usage at this level contributes to sulphated ash increase. It can also have a negative impact on deposits. This paper examines the performance and mechanism of two ashless polymeric friction modifiers in a 0W20 formulation. These polymeric friction modifiers have been shown to give fuel economy benefits in Sequence VIE engine tests. The aim of this work is to better understand the influence and interaction of these polymeric friction modifiers in the presence of ZDDP as well as other additives, in tribological testing. Specifically, how the friction and wear benefits observed in MTM testing correlate to the chemical composition of the tribofilm as characterised by X-ray Photoelectron Spectroscopy (XPS) and Raman spectroscopy. Further work detailing the combination of polymeric friction modifier and MoDTC was conducted on the MTM, including surface characterisation for potential synergistic properties in the reference oil. Evidence of the polymeric friction modifier on the surface, and throughout the depth of the tribofilm, was observed, even in the presence of molybdenum containing additives. This work proves the good surface affinity and film forming properties of polymeric friction modifiers and highlights the differences in the tribofilm composition depending on the friction modifier(s) used.
Moody, Gareth, Eastwood, John, Ueno, Keiko
Fuel Economy Improvement by Engine Oil with Ultra-High Viscosity Index2019-01-220312/19/2019
With the electrification of automobiles, such as hybridization, engines on these vehicles operate more frequently at low oil temperatures, while engines are more specifically run at low engine speed and high load condition for driving vehicles. Hence, engine oils are required to reduce their viscosity at low temperature for friction reduction to improve fuel economy and maintain high temperature viscosity enough to protect engine parts for robustness at the same time. This leads to the improvement of viscosity index, the "ultra-high viscosity index (UHVI)" concept. The novel engine oil technology with a new high performance polymer was investigated. One of experimental oils showed the 100°C viscosity equivalent to SAE 0W-16 grade and the better fuel economy than that of SAE 0W-8 oil by an engine motoring friction test. This study demonstrated the promising performance of the UHVI concept to provide further fuel economy benefit especially for advanced electrified powertrains such as hybrid systems.
Onodera, Ko, Watanabe, Honami, Sato, Takehisa, Lee, Gordon H., Kaneko, Toyoharu, Yamamori, Kazuo, Miyata, Itsuki
New Approach to JASO Standardization of New Fired Fuel Economy Engine Dyno Test for the New JASO Gasoline Engine Oil Standard for Low Viscosity Grades (JASO GLV-1)2019-01-229712/19/2019
A fired fuel economy engine test procedure developed by Toyota was proposed to be a new JASO test procedure. Under the JASO Task Force, the fired fuel economy engine test working group was formed. Four test laboratories from oil and additive industries in Japan participated in the JASO Round Robin matrix to evaluate the repeatability and the reproducibility with four candidate reference oils. These candidate reference oils include two viscosity grades and two additive technologies that represent fuel economy engine oil technologies in the Japanese market. The project was successfully completed and the procedure was proposed to be a part of the new JASO GLV-1 engine oil standard.
Nakashima, Yoshihiro, Yamamori, Kazuo, Hirano, Satoshi
Development of an Oil Degradation Sensor Based on Detection of Free Radicals2019-01-229912/19/2019
This paper proposes an oil degradation sensor that informs the best time for oil replacement to achieve the right balance with oil conservation and engine protection. We found that free radicals in the engine oil generate by chain decomposition reactions of hydrocarbons by heat and the amount of them increases with an increase in running distance. Based on theoretical analysis and experiment results, the free radical concentrations have high correlations with pH and base number. The sensor using the principle of electron spin resonance (ESR) can measure the amount of free radical molecules in a non-contact method. The sensor successfully detected free radicals produced by the degradation of actual engine oil.
Cheng, Fan, Shibata, Takayuki, Aoki, Yoshifumi, Hirata, Hiroshi
Low Friction and Low Viscosity Final Drive Oil2019-01-233612/19/2019
The new lubricant was newly developed for differential gear unit to contribute to all friction factors/conditions (Boundary, Hydrodynamic & those Mixed Lubrication) even if the differential gear is operating under very severe conditions such as high-gear-contact pressure and highly sliding speed. The main concept of development was selecting and formulating the optimized additives for severe lubrication conditions in order to achieve the best balance between thinner-film thickness and extreme pressure performance. In conclusion, by the application of both synthetic base oil instead of mineral one and activation technology of MoDTC in spite of ZnDTP free formulation, it is finally realized to reduce the torque of final drive unit by 40% and it can be estimated the 0.5% of CO2 reduction in actual vehicles.
Kubo, Tomoo, Akie, Naoto, Okamoto, Yuji, Okuda, Sachiko, Sagawa, Takumaru, Ariyama, Mona, Komatsubara, Hitoshi
Impact of Viscosity Index Improvers (VII) on the formation of piston deposits in fuel economy engine oils2019-01-220212/19/2019
In the recent years, the achievement of fuel economy through lower viscosity engine oil has been a topic of wide discussions among experts in the industry. Along this journey of engine oil evolution, new classes of Viscosity Index Improver (VIIs) have been developed in order to meet the challenges arising from either hardware re-engineering, environmental protection or both. In relation to this, the continuous tightening of the CO2 emission level from the authorities has made the situation even tougher for many OEMs and formulators worldwide. While the fuel economy performance in an engine has been intensively investigated, little has been published on the durability aspects of these VIIs nor other aspects such as cleanliness and piston deposits. In this paper, we will present no-harm test results for deposit formation comparing novel comb polymers and conventional hydrocarbon VIIs such as OCPs. The formation of coke like deposits has been studied on low viscosity engine oils in both engine and bench tests. The results from the TDI engine test are compared with test results on the same fluids run in various screening tests such as Micro Coking test (MCT), Panel Coking test (PCT) and Komatsu Hot Tube test (HTT) and certain of these tests will be discussed in more detail.
Tan,, Kien-Wee, Eisenberg, Boris, Hutchinson, Philip A., Lauterwasser, Frank
Art of fuel economy lubricant formulation: How appropriate fuel economy assessment tools and new technologies are opening-up new formulation spaces for the next generation fuel economy lubricants2019-01-224212/19/2019
Designing fuel economy lubricants is an art; finding the right balance between fuel economy and durability requirements is complex, with many trade-offs. To open new formulation spaces with ever increasing fuel economy, a deep understanding of how lubricating oils respond to different drive cycles, engine/transmission type and any coating properties, e.g. DLC, is required. In this paper, we describe how the implementation of WLTC requires lubricant optimization to deliver improved fuel economy under this test cycle and therefore, lubricant viscosity reduction becomes more important. We also illustrate optimization of the sludge system is key to reducing overall viscosity of lubricants for ultra low viscosity application, such as in SAE 0W- 8 viscosity grade oils. To meet the cleanliness challenges in an SAE 0W-8 environment, we describe a developmental sludge handling system with improved cleanliness at constant viscosity to conventional SAE 0W-8 lubricants. A SAE 0W-8 demonstration oil with the developmental sludge handling system at equivalent sludge handling to a conventional system showed lower viscosity properties and demonstrated improved fuel economy performance in a motored rig test over baseline oil with a conventional technology.
Matsui, Tsuyoshi, Featherstone, Thomas, Wright, Peter
Petroleum Base Instrument Bearing Lubricant Viscosity 15AMS3055B (Current)11/4/2019
This specification covers the requirements for a refined paraffinic petroleum-base lubricant.
AMS B Finishes Processes and Fluids Committee
Hydraulic Fluid Power Circuit Filtration - Application and MethodsJ931_201910 (Current)10/2/2019
This SAE Information Report is primarily to familiarize the designer of hydraulic powered machinery with the necessity for oil filtration in the hydraulic power circuit, the degree of system cleanliness required, types of filtration and filters available, and their location and maintenance in the hydraulic circuit.
CTTC C1, Hydraulic Systems
Assessing Viscosity in Hydro-Erosive Grinding Process via Refractometry04-12-03-00128/22/2019
The manufacturing of diesel injector nozzles requires precision processing to produce multiple micro-holes. An abrasive fluid containing a mixture of mineral oil and hard particles is used for rounding them, ensuring the hydrodynamics of the injection. As verified in a previous investigation, the viscosity of the fluid undergoes uncontrolled changes during hydro-erosive (HE) grinding. Such undesired viscosity changes are detrimental to the process and difficult to assess. The current investigation aims to study the possibility of using the refractive index of the oils used in the HE grinding for assessing their viscosities. A calibration curve correlating the refractive index and viscosity was obtained from the analysis of samples produced by mixing two distinct mineral oils in different proportions. The determined calibration curve was tested with 45 samples of filtered oil, collected directly from the tanks during the HE grinding. The results showed that refractometry is a potential technique for online control of grinding efficiency.
Heidemann, Bárbara R., Scherpinski, Gustavo, Fabris, Luís, Muller, Marcia, Fabris, José L., Pintaude, Giuseppe
Development of Engine Test Method to Discriminate Engine Oils and Additives in Terms of Motoring Torque2019-01-05894/2/2019
Improvement in fuel economy and reduction in emissions are the two major driving forces in the advancement of automotive engine technologies, fuel quality, lubricants, and aftertreatment devices. Engine design, operating conditions such as speed and load, and engine oil behavior have a significant influence on engine friction and then the vehicle fuel economy. There is no standard short duration engine test available to evaluate engine oil’s friction. This study developed a test protocol to discriminate friction reduction efficacy of engine oils/additives to support in the development of engine oils. The engine test facility was modified to conduct the motoring test over the speed range of 1000 - 4500 rpm and at 50 - 100 °C coolant and oil temperatures. Different viscosity grades and additive chemistry i.e. combination of friction modifiers & viscosity modifiers was evaluated over the motored torque test. Repeatability of test results was also ensured by conducting the test many times under the same temperature/speed conditions. High viscosity index engine oils have shown better performance compared to low viscosity index oils at all the temperature conditions. Low viscosity engine oils reduced frictional losses and it is established that improvement in the fuel economy of the engine over the transient test cycle while using low viscosity engine oils. The friction reduction performance of same grade engine oils mainly depends upon the synergy of different constituents of an additive package. This motoring torque test method has shown its capability to discriminate engine oils of different viscometrices & friction modifiers and this can be used as an excellent screening tool to assess friction reduction potential of engine oils.
Ramadhas, A.S., Singh, Punit Kumar, Seth, Sarita, Mathai, Reji, Singh, Shyam, Saxena, Deepak, Ramakumar, S.S.V.
Automotive Gear Lubricant Viscosity ClassificationJ306_201902 (Current)2/6/2019
This SAE Standard defines the limits for a classification of automotive gear lubricants in rheological terms only. Other lubricant characteristics are not considered.
Fuels and Lubricants TC 3 Driveline and Chassis Lubrication
Automotive Gear Lubricants for Commercial and Military UseJ2360_201901 (Historical)1/7/2019
The gear lubricants covered by this standard exceed American Petroleum Institute (API) Service Classification API GL-5 and are intended for hypoid-type, automotive gear units, operating under conditions of high-speed/shock load and low-speed/high-torque. These lubricants may be appropriate for other gear applications where the position of the shafts relative to each other and the type of gear flank contact involve a large percentage of sliding contact. Such applications typically require extreme pressure (EP) additives to prevent the adhesion and subsequent tearing away of material from the loaded gear flanks. These lubricants are not appropriate for the lubrication of worm gears. Appendix A is a mandatory part of this standard. The information contained in Appendix A is intended for the demonstration of compliance with the requirements of this standard and for listing on the Qualified Products List (QPL) administered by the Lubricant Review Institute (LRI). Appendix A contains a summary of key qualification requirements. A complete listing of qualification requirements and procedures can be found in the Program Document (PD4000) - Gear Lubricant Review Program - available on the Performance Review Institute (PRI) website, www.p-r-i.org.
Fuels and Lubricants TC 3 Driveline and Chassis Lubrication
High-Accuracy Viscosity-Temperature Model for Engine Simulation2018-01-18059/10/2018
In an era of accelerated engine efficiency development, the ability to accurately model lubricant performance is becoming increasingly important. The general behaviour of engine lubricant viscosity with temperature is well understood and for most applications the widely accepted models of Walther and Vogel are deemed accurate enough in their prediction of decreasing viscosity with increasing temperature. However, as we move further into a digitized age it becomes apparent there is a need for a single expression higher accuracy equation which captures this behaviour to better facilitate its use in automotive engineering simulation software (Computer Aided Engineering -CAE). Ideally it would be beneficial for a viscosity model to include standard viscosity parameters in a single expression that could be calibrated directly using standard viscosity measurements that are already in common use. A key aspect which underpins models of lubricated surfaces is the ability to accurately predict viscosity. Any errors in a viscosity prediction for the lubricant which might otherwise seem minor at atmospheric pressure are exacerbated by the near exponential response of viscosity to contact pressure. This reinforces the requirement for a simple accurate solution. In this paper a new single expression concept model has been explored refined and validated at both low and high shear rates and on both absolute and kinematic viscosity. Three key arrangements of the model are used as examples; a basic model (9), an enhanced model (10) and finally the enhanced model is examined over an extended temperature range (11). The benefits of each are explained, with the most advanced model accuracy investigated in greater depth and compared to measured data. The resultant error in the viscosity prediction is less than the quoted accuracy of the measuring equipment (0.2%) which then becomes the limiting accuracy factor for the model in this instance. Finally some examples of the model in use, embedded within CAE tools are discussed to demonstrate its applicability within more complex scenarios.
Bucknall, John C.
Statistical Study of Ring Geometry Effect on Piston Ring/Liner Tribology Using Classical Design of Experiment2018-01-16589/10/2018
An instantaneous piston ring/liner friction model has been presented to estimate the minimum oil film thickness and power loss contributed by piston rings under hydrodynamic lubrication. The model is based on lubrication theory considering lubricant viscosity variation with respect to temperature. A numerical scheme is developed to solve Reynolds and load equilibrium equations simultaneously to obtain the cyclic variation of oil film thickness and power loss. The model considers the ring profile geometry, the ring mechanical properties and their effects on the tribological performance of piston ring. The relevant trends and relations between parameters are considered with relatively simple approach to compute the minimum oil film thickness and mechanical power loss. Besides, Design of Experiment (DOE) technique and ANOVA analysis are employed to determine the effect of influential parameters such as ring width, ring crown height, ring elastic properties and ring end gap on the average power loss and average minimum oil film thickness. The statistical observation revealed that the main effect of ring width, ring crown height, ring tension force have prime importance and affect the response factors.
Delprete, Cristiana, Razavykia, Abbas
Auto-ignition Characteristics of Lubricant Droplets under Hot Co-Flow Atmosphere2018-01-18079/10/2018
It has been revealed by researches that lubricant properties have a great effect on the low-speed pre-ignition (LSPI) frequency in downsizing turbocharged direct-injection engines which are developed for better fuel economy. Droplets of lubricant or lubricant-gasoline mixture are considered to be the potential pre-ignition sources. Those droplets fly into the combustion chamber and ignite the gasoline-air mixture. To study lubricant droplets fundamentally, a novel set of droplet auto-ignition system is designed based on a Dibble Burner for this experiment. Influences of metallic additive contents, viscosities, lubricant diluted with gasoline and waste lubricant on the ignition delay of droplets are investigated by testing 12 groups of lubricants or lubricant-gasoline mixture. The equivalent diameter of each droplet generated by micro-syringes is around 2.1 mm. The co-flow temperature varies from 1123 K to 1223 K, and the experiments are carried out at atmospheric pressure. The auto-ignition process of each lubricant droplet in a dark background is captured and recorded by a high-speed camera. The results show that ignition delays of all groups significantly decrease with the increase of co-flow temperature. Besides, increasing calcium or decreasing zinc dialkyldithiophosphates (ZDDP) in lubricants obviously promotes the trend on auto-ignition of droplets. But magnesium content has little influence on the ignition delay of lubricant droplets. In addition, lubricant with a higher viscosity has a longer ignition delay. Compared with undiluted lubricant droplets, droplets of lubricant-gasoline mixture tend to possess a longer ignition delay at high temperature. Although the ambient pressure in this experiment is much lower than that in an automotive engine, the observed results of effects of lubricant properties on auto-ignition are consistent with the regularities summarized by some engine bench tests. The quantitative results of lubricant droplet auto-ignition may be used as a criterion to evaluate the pre-ignition performance related to lubricants in engines.
Pan, Kaifeng, Deng, Jun, Chen, Yongquan, Zhang, Erbao, Xie, Wei, Qin, Qiushi, Qu, Zongju, Li, Liguang
Lubricants, Industrial Oils, and Related Products - Type T Turbine Oils - SpecificationMS1010_201808 (Current)8/29/2018
See Table 1.
Fuel and Lubricants TC2 Industrial Lubricants
Lubricants, Industrial Oils, and Related Products Type P Pneumatic Tool Oils - SpecificationMS1009_201808 (Current)8/8/2018
See Table 1.
Fuel and Lubricants TC2 Industrial Lubricants
Study of Starting Friction during the Running of Plain Journal Bearing under Hydrodynamic Lubrication Regime2018-01-08384/3/2018
Study of starting friction during the running of the engineering application has an important role in designing them, especially working at low speed and high load conditions. A significant portion of research and development today is concentrated on saving the energy by reducing the friction. The present paper addresses the measurement technique and analysis of the starting friction during the running of the journal bearing. The experiments were performed during the hydrodynamic lubrication regime using SAE 15W-30 lubricating oil. A journal bearing having journal diameter as 22 mm, length/diameter ratio 1 and 0.027 mm radial clearance has been designed and fabricated to test the starting friction. Analysis of starting friction and average friction torque during the running of journal bearing was done at 900, 1150, 1400, 1650, 1900, 2150 and 2400 revolution per minute (rpm) speed of the journal at load values of 250, 400 and 500 N. The variation of starting friction with increasing speed of the journal is described by graphs and limiting speed is obtained at which the starting friction begin to decrease. The findings of the present work could be used by bearing user and designers to design the bearings.
Sharma, Vipin Kumar, Singh, Ramesh Chandra, Chaudhary, Rajiv
Study on Frictional Behavior of AA 6XXX with Three Lube Conditions in Sheet Metal Forming2018-01-08104/3/2018
Light-weighting vehicles cause an increase in Aluminum Alloy stamping processes in the Automotive Industry. Surface finish and lubricants of aluminum alloy (AA) sheet play an important role in the deep drawing processes as they can affect the friction condition between the die and the sheet. This paper aims to develop a reliable and practical laboratory test method to experimentally investigate the influence of surface finish, lubricant conditions, draw-bead clearances and pulling speed on the frictional sliding behavior of AA 6XXX sheet metal. A new double-beads draw-bead-simulator (DBS) system was used to conduct the simulated test to determine the frictional behavior of an aluminium alloy with three surface lubricant conditions: mill finish (MF) with oil lube, electric discharge texture (EDT) finish with oil lube and mill finish (MF) with dry lube (DL). The experimental results could be utilized to distinguish the frictional performance of the three different sheets aforementioned under the same test condition, as well as simulate draw dies process and validates draw bead force models based upon either the finite element method or analytical theory. This study will also improve the product quality and lower cost for the sheet metal forming industry.
Xu, Wan, Gao, Xinya, Zhang, Boyang, Yang, Lianxiang, Du, Changqing, Zhou, Dajun, Rawya, Bazzi, Szymanski, Michael
Technology to Achieve Engine Efficacy: Friction Reduction2018-01-09834/3/2018
The engine efficacies require the blend of friction reduction approach for optimising the attained output. The research elucidates the scope of friction reduction mechanism to increase engine power and life. The engine components piston and piston rings are coated with the unique composite of graphite, molybdenum disulfide, tantalum layer to reduce friction and wear. The coating on piston minimizes direct contact between piston and cylinder liner, which reduces friction, BSFC and lead to better thermal stability, and engine life. The research also focuses on friction reduction of camshaft bearing by replacing sliding contact bearing with low friction roller bearing. The friction between engine components reduces output power, and the engine oil temperature plays a significant role in it. The research empowers zirconium dioxide coating on oil sump in order to reduce the temperature decay rate so that the optimized engine oil temperature of 100 °C can be retained for longer time. The cars because of traffic gets on and off sporadically, where engine oil temperature role become more prominent, as optimised temperature reduces the problems caused by cooler engine oil temperature which is more viscous and absorbs chamber warmup temperature. The absorption of chamber temperature leads to extra combustion affecting BSFC. The variable flow of oil according to engine RPM reduces oil pump friction by and BSFC by significant amount. The use of lightweight ceramic and sheet metal material in valve train reduces FMEP by 38%. The effect of different engine oils grading on friction have been elucidated on the basis of kinematic viscosity and viscosity index.
Singh, Aditya Pratap, Wadhwani, Diwanshu, Sharma, Prashant, Rai, Vivek, Sharma, Vijay
Lubricants, Industrial Oils, and Related Products Type F Lubricant for Spindle Bearings, and Associated Clutches - SpecificationMS1006_201803 (Current)3/4/2018
See Table 1.
Fuel and Lubricants TC2 Industrial Lubricants
Lubricants, Industrial Oils, and Related Products Type D Compressor Oils - SpecificationMS1003_201803 (Current)3/4/2018
See Table 1. DAx fluids are mineral oil based, DPx fluids are polyalphaolefin based, and DEx are ester based.
Fuel and Lubricants TC2 Industrial Lubricants
Advantages and Challenges for Low Viscosity Oils in Emergent Countries2017-36-038711/7/2017
Low viscosity combined with appropriated additive technology is one of the main paths to reduce friction on Internal Combustion Engines. Japan is on the cutting edge of low viscosity oils, having already available SAE 0W-8 in the market. On the other hands, in emergent countries like Brazil, SAE 15W-40 is still used in some passenger cars while the Japanese origin car brands use SAE 0W-20. Lubricant friction additives type also differs depending on the original equipment manufacturer (OEM) origin, and the Japanese ones usually containing high amounts of the Molybdenum type. In this paper, some of the advantages and challenges of using low viscosity oils are discussed and emphasis is given in the friction reduction obtained with the synergic effects of the right choice of additives components type and the material/coating used in the engine parts. Ring-liner rig and floating liner engine tests comparing different oils will be presented. Detailed lubricant tribofilm analysis help to explain the complex tribo-chemical phenomena with different oils.
Galvão, Ciro, Tomanik, Eduardo, Fujita, Hiroshi, Paes, Eliel, Morais, Paulo
Lubricants, Industrial Oils, and Related Products Type C (Gears) SpecificationMS1002_201710 (Current)10/18/2017
See Table 1.
Fuel and Lubricants TC2 Industrial Lubricants
0W-16 Fuel Economy Gasoline Engine Oil Compatible with Low Speed Pre-Ignition Performance2017-01-234610/8/2017
It has been long established fact that fuel economy is a key driving force of low viscosity gasoline engine oil research and development considered by the original equipment manufacturers (OEMs) and lubricant companies. The development of low viscosity gasoline engine oils should not only focus on fuel economy improvement, but also on the low speed pre-ignition (LSPI) prevention property. In previous LSPI prevention literatures, the necessity of applying Ca/Mg-based detergents system in the engine oil formulations was proposed. In this paper, we adopted a specific Group III base oil containing Ca-salicylate detergent, borated dispersant, Mo-DTC in the formulation and investigated the various effects of Mg-salicylate and Mg-sulfonate on the performance of engine oil. It was found that Mg-sulfonate showed a significant detrimental impact on silicone rubber compatibility while the influence from Mg-salicylate remains acceptable. The newly developed 0W-16 engine oil in this paper showed 1.0% fuel economy improvement (FEI) compared to typical GF-5 0W-20 engine oil. In addition, adequate fuel economy retention property of the 0W-16 engine oil was demonstrated in the ageing process. This newly developed engine oil also passed LSPI test and all of the bench and engine tests required by GF-5, which implied that this oil could provide good protection for engines.
Liu, Hong, Jin, Jiajia, Li, Hongyu, Yamamori, Kazuo, Kaneko, Toyoharu, Yamashita, Minoru, Zhang, Liping
New Generation Fuel Efficient Engine Oils with Superior Viscometrics2017-01-234910/8/2017
Automobile OEMs are looking for improving fuel economy[1,2] of their vehicles by reducing weight, rolling resistance and improving engine and transmission efficiency apart from the aerodynamic design. Fuel economy may be improved by using appropriate low viscosity [3] and use of friction reducers (FRs)[4,5] in the engine oils. The concept of high viscosity index [6] is being used for achieving right viscosity at required operating temperatures. In this paper performance properties of High Viscosity Index engine oils have been compared with conventional VI engine oils. Efforts have been made to check the key differentiation in oil properties w.r.t. low temperature fluidity, high temperature high shear viscosity/deposits, friction behavior, oxidation performance in bench tribological /engine/chassis dyno tests which finally lead to oil performance assessment. Three candidates of SAE 0W-30 grade oil with ACEA C2/API SN credentials have been chosen using various viscosity modifiers. Impact of viscosity modifiers on cranking, pumping, high temperature high shear viscosity and Kurt Orbahn after shear viscosity have been studied. Bench tests such as SRV/MTM, Four Ball WSD, PDSC, JIS K2514 and TEOST tests are also included in the study. Selected candidates have been evaluated in Seq IV(Wear test) and in an equivalent test to Seq IIIG(High Temp Oxidation) engine test benches. Effect of FRs on fuel economy performance of best candidate has been studied in chassis dyno test on actual vehicle. Results show that Moly as friction modifier in gasoline engine oils has significant effect in reducing deposits, may be due to some synergy with additive package and base oil used. Work also shows that high viscosity index and use of FRs have significant contribution on fuel economy performance. The authors have plan to use this concept in further study of low viscosity engine oils.
Seth, Sarita, Maloth, Swamy, Kumar, Prashant, Tyagi, Bhuvenesh, Kumar, Lokesh, Mahapatra, Rajendra, Garg, Sarita, Saxena, Deepak, Suresh, R, Ramakumar, SSV
Long Life Engine Oil in China2017-01-235210/8/2017
Fuel economy, Emission regulation and extended oil drain intervals (ODI) are the three key driving forces for engine oil development. More and more attentions have been focused on long ODI diesel engine oil both from the domestic OEMs and oil suppliers, and the ODI was being periodically improved from a normal mileage of about 1×104 kilometers to 6/8/10×104 km or even 12×104 km just within several years on China market. Lots and lots of factors may affect the oil life including oil properties, engine technologies, after-treatment devices and engine working conditions and so on. While from the oil side, the main factors contribute to the oil drain intervals may be the oil nitration and oxidation, soot contamination, base number deterioration and sludge accumulation and etc. There are two strategies to extend the oil longevity applied currently. One is the use of slow-release lubricant additives filters, in which the additives are incorporated into the oil filters, which slowly release it into the oil at elevated engine temperatures. The main additives used were Base Number (BN) promoters and anti-oxidation (AO) reinforcements. The other way is to improve the oil performance with elaborating formula technologies to provide support for extension of engine oil drain intervals. Use of super base stocks and advanced additive system specifically tailored for ODI ensures its excellent performance all through the service life. At drain intervals up to several times those normally recommended, excellent engine wear, good TBN retention, oil-thickening and sludge control have been demonstrated the extension of oil drain intervals has no significant negative impact on engine durability. An example of one such long oil-drain-interval oil is given.
Liu, Gongde, Wang, Li, Zhang, Runxiang, Yang, Chao, Shao, Tengfei
Lubricants, Industrial Oils, and Related Products Type HF Fire-Resistant Hydraulic Fluids—SpecificationMS1005_201708 (Current)8/18/2017
ISO 7745 shall be used for providing detailing, operational characteristics, advantages, disadvantages, and factors affecting the choice to be made among fire-resistant fluids. HFAE, HFC, HFDR, HFDU and HETG oils are covered in this specification. HFAS, HFB and HFDS fluids are not addressed.
Fuel and Lubricants TC2 Industrial Lubricants
Lubricants, Industrial Oils, and Related Products Type A Lubricant for General Purpose and Total Loss Systems - SpecificationMS1001_201708 (Current)8/18/2017
See Table 1.
Fuel and Lubricants TC2 Industrial Lubricants
Automotive Gear Lubricant Viscosity ClassificationJ306_201708 (Historical)8/14/2017
This SAE Standard defines the limits for a classification of automotive gear lubricants in rheological terms only. Other lubricant characteristics are not considered.
Fuels and Lubricants TC 3 Driveline and Chassis Lubrication
Experimental Investigation on the Influence of Engine Oil Additives on Silicone Rubber2017-01-08773/28/2017
In developing engine oils, it is crucial to consider their compatibility with the rubbers used for seals. Among the different seal rubbers, silicone rubber is particularly susceptible to attack by acids and bases, which means it would be more likely to be affected by certain engine oil additives. In this study, the effects of some major additives, namely detergents, zinc dialkyl-dithiophopshate (ZDDP) and molybdenum dithiocarbamate (MoDTC), on silicone rubber were investigated. Silicone rubber test specimens were immersed in sample oils containing these additives for a prescribed period at 150°C, then the physical properties of the test specimens were measured to compare the effects of the different additives. It was found that ZDDPs dramatically reduce the tensile strength of silicone rubber, with primary ZDDP having a greater effect than secondary ZDDP. Analyses of the test specimens by means of Fourier Transform Infrared Spectroscopy (FT-IR) revealed that the silicone rubbers had degraded, causing changes in the polymer structure. The test specimen immersed in sample oil containing primary ZDDP was degraded to a deeper section than that immersed in secondary-ZDDP-containing oil. This may be because primary ZDDP reduces tensile strength more than secondary ZDDP. In addition, analyses of the sample oils were conducted in order to determine which of the ZDDP-derived species were degrading the silicone rubber. The phosphorus compounds in the sample oils after immersion were identified by means of 31P NMR. When silicone rubber specimens were immersed in sample oils containing these phosphorus compounds, it was found that acidic phosphorus compounds, such as alkyl acid phosphate and phosphorothioate, had major effects. It would appear that these are the compounds which degrade the silicone rubber. Silicone rubber specimens were also immersed in test oils containing a detergent together with ZDDP or an acidic phosphorus compound. In these cases, the drop in tensile strength of the silicone rubber was much smaller. The reason may be that the overbased salt in the detergent neutralizes the acidic phosphorus compound to help prevent degradation of the silicone polymer.
Yoshimura, Kenichi, Kunieda, Kenichi, Suzuki, Nozomu, Kusuhara, Shintaro, Matsuki, Shingo, Shitara, Yuji
Low-viscosity Gear Oil Technology to Improve Wear at Tapered Roller Bearings in Differential Gear Unit2016-01-220410/17/2016
Torque loss reduction at differential gear unit is important to improve the fuel economy of automobiles. One effective way is to decrease the viscosity of lubricants as it results in less churning loss. However, this option creates a higher potential for thin oil films, which could damage the mechanical parts. At tapered roller bearings, in particular, wear at the large end face of rollers and its counterpart, known as bearing bottom wear is one of major failure modes. To understand the wear mechanism, wear at the rolling contact surface of rollers and its counterpart, known as bearing side wear, was also observed to confirm the wear impact on the tapered roller bearings. Because gear oils are also required to avoid seizure under extreme pressure, the combination of a phosphorus anti-wear agent and a sulfurous extreme pressure agent are formulated. Because the latter could cause an antagonistic impact on the former, we focused on control of active sulfur content as well as the treat ratios to reduce wear at the tapered roller bearing while maintaining anti-seizure. Additive screening bench tests were performed considering operational conditions in actual gear unit-stand tests on the basis of the above-mentioned concept and the best formulation was identified as a breakthrough for low-viscosity gear oil. This low-viscosity gear oil technology was validated in the unit-stand tests. The sample oil based on the technology demonstrated equivalent performance for anti-wear while maintaining good anti-seizure, to the high-viscosity gear oil.
Mori, Takafumi, Suemitsu, Masanori, Umamori, Nobuharu, Sato, Takehisa, Ogano, Satoshi, Ueno, Kenji, Kuno, Oji, Hiraga, Kotaro, Yuasa, Kazuhiko, Shibata, Shinichiro, Ishikawa, Shinichiro
Next Generation Diblock Viscosity Modifier for Heavy Duty Diesel Engine Lubricants2016-01-231510/17/2016
An unprecedented global focus on the environment and greenhouse gases has driven recent government regulations on automotive emissions across the globe. To achieve this improvement, Original Equipment Manufacturers (OEMs) have advocated a progressive move towards the use of low viscosity grade oils. However, the use of lower viscosity grades should not compromise engine durability or wear protection. Viscosity modifiers (VM) - polymeric additive components used to tailor the lubricant’s viscometric properties - have been viewed as a key enabler for achieving the desirable balance between fuel economy and engine durability performance. Self-assembling diblock copolymers represent a unique class of VMs, which deliver superior shear stability due to their tunable association/dissociation in the lubricating oil. Superior shear stability ensures that the oil viscosity and its ability to offer reliable engine protection from wear is retained over the life of the oil in the engine. In addition, some polystyrene containing diblock VMs can help to boost soot dispersancy due to polystyrene block adsorption onto the soot surface. This additional feature helps in preventing soot aggregation, thereby maintaining lubricant viscosity within desirable range and potentially reducing soot induced abrasive wear in the engine. Here we present a next generation diblock VM designed for high quality base stock applications and its performance attributes in top-tier heavy duty diesel (HDD) formulations. In particular, we demonstrate shear stability and soot dispersancy credits of this VM in bench, engine and field tests, as well as the ability to formulate low viscosity oils without compromising engine durability.
Shen, Xiaobo, Taribagil, Rajiv, Briggs, Stuart, Goldmints, Isabella
Friction Reduction Technology for Low Viscosity Engine Oil Compatible with LSPI Prevention Performance2016-01-227610/17/2016
Increasing numbers of vehicles equipped with downsized, turbocharged engines have been introduced seeking for better fuel economy. LSPI (low speed pre-ignition), which can damage engine hardware, is a potential risk of the engines. We reported that engine oil formulation affects frequency of LSPI events, and formulating magnesium detergents into oil is a promising option to prevent LSPI events. From the viewpoint of achieving better fuel economy by engine oil, lowering viscosity is being required. However, it causes reduced oil film thickness and will expand boundary lubrication condition regions in some engine parts. Hence, a technology to reduce friction under boundary lubrication becomes important. To establish technology to reduce friction in low viscosity oils while ensuring good LSPI prevention performance, effective use of molybdenum dithio-carbamate (MoDTC) with magnesium detergents was investigated, since MoDTC is known as one of the most effective friction modifiers to reduce friction under boundary lubricating condition. Our friction study revealed that magnesium detergent deteriorates low friction performance of MoDTC. Throughout a series of XPS analyses, we clarified that magnesium detergent scraped poly-phosphate tribofilm derived from zinc dithio-phosphate (ZnDTP) on the sliding surface, which inhibited MoS2 tribofilm formation, causing high friction. Borated dispersant was formulated to oil to promote formation of harder poly-borophosphate tribofilm which prevents itself from being scraped by magnesium detergent, causing low friction. This formulation technology of engine oil is applicable for future ILSAC GF-6 engine oil and after, where LSPI prevention performance and low viscosity are required for excellent fuel economy.
Kaneko, Toyoharu, Yamamori, Kazuo, Suzuki, Hiroyuki, Onodera, Ko, Ogano, Satoshi
Introduction of Fuel Economy Engine Oil Performance Target with New SAE Viscosity Grade2016-01-08964/5/2016
Fuel economy improvement has been one of the most important challenges for the automotive industry, and the oil and additive industries. The automotive, oil, and additive industries including related organizations such as SAE, ASTM, and testing laboratories have made significant efforts to develop not only engine oil technologies but also engine oil standards over decades. The API S category and ILSAC engine oil standard are well known and widely used engine oil specifications [1] [2]. The development of an engine oil standard has important roles to ensure the quality of engine oils in the market and encourage industries to improve the engine oil performance periodically. However, the progress of technology advancement can go faster than the revision of engine oil standard. An introduction of new viscosity grades, SAE 0W-16 and 5W-16 is one good example. The 16 grade was added into the SAE J300 standard that defines viscosity grades for engine oils in April 2013 [3]. The addition of SAE 0W-16 and 5W-16 has opened up an opportunity to improve engine oil fuel economy performance further. The API Publication 1509 was revised to include SAE 0W-16 and 5W-16 in the API SN category in October 2014, but the fuel economy criteria could not be set due to a lack of sufficient data. Since the earlier introduction would deliver more benefit to the market, it was decided to run a statistically designed matrix to define the fuel economy improvement that could be delivered by SAE 0W-16 compared to SAE 0W-20 and propose it to related industries.
Ishikawa, Masami, Yamamori, Kazuo, Hirano, Satoshi, Kowalski, Teri, Linden, James
Application of an Organic Molybdenum Anti-Friction Additives in API SM Gasoline Engine Oil2016-01-08954/5/2016
An anti-friction additive was studied in API SM 5W-30 oil. Its tribological performance was evaluated on a four-ball tester, SRV and MTM. This additive has been found to be an effective antifriction additive for lubricants. The investigation indicates that this additive possesses excellent energy saving and reducing friction characteristics in API SM 5W-30 lubricating oil.
Zhang, Fengyuan, Qiu, Jianwei, Jin, Zhiliang, Zhang, Dahua, Yang, Li, Xie, Jingchun, Xu, Xiaohong
Megatrend Fuel Economy: How to Optimize Viscosity with VI Improvers2016-28-00302/1/2016
The tightening of emission requirements drives the automotive industry to constantly improve efficiency and fuel economy, and it's a megatrend affecting automotive design and operation today and into the future. Among the various technical options for improved fuel efficiency, lubricants are very cost effective. Viscosity plays an important role in efficiency, and VI Improver selection is key for developing lubricants with optimum efficiency. In this study, advanced comb polymer Viscosity Index Improvers were compared with standard VI Improvers in formulations using same performance additive package and the same base oil. In a high-precision, dynamic bench test real vehicle conditions were simulated in NEDC and WLTP cycles. The lubricant formulations based on comb polymer VI Improver achieved up to a 1.5 % improvement in fuel economy in the NEDC test cycle and up to a 1.6% improvement in fuel economy in the WLTP test cycle.
Lauterwasser, Frank, Bartels, Thorsten, Smolenski, Donald, Seemann, Michael
Torque-Speed-Temperature Relationship in Grease Lubricated Angular Contact Ball Bearings2015-36-02349/22/2015
High friction often involves high wear and power loss. The speed-temperature-dependence of grease lubricated contact ball bearings showed a variety of effects. The test apparatus is an axially-loaded angular contact ball bearing instrumented to measure the frictional torque as well as the transient temperature of the raceway. Effects of friction torque were examined at different speeds, operating temperatures and greases. Torque measurements and transient temperatures were compared for each grease, depending on the operating conditions. After experimental results, the grease formulation under different operation temperatures and different speeds showed significant influence on starting and rotating torques. Moreover the torque showed significant increase during the angular acceleration phase and decreased rapidly after the speed stabilization in all investigated greases.
da Silva, Levi N., Tessari, Kerolin F., Privatti, Mário W., Wagner, Alfons R., Aurichio, Thiago
Analysis of Power Loss by Viscous Dissipation in Hydrodynamic Thrust Bearings2015-36-05579/22/2015
The hydrodynamic thrust bearings has been the subject of several studies in the scientific environment. In the hydrodynamic lubrication the surfaces are completely separated by the lubricating film, and therefore it is the most desirable type of lubrication. The lubricant should be chosen in order to reduce power losses by viscous dissipation. The work aims to analyze the power loss by viscous dissipation for various types of lubricating oils. It was investigated a six pivoted-pad thrust bearing in a rotation range between 1500 rpm and 3000 rpm. Eleven different types of lubricating oils were analyzed. It was possible to observe the net power loss - in function of the lubricant type - for each of the thrust bearings located in an automobile. The cost associated with this loss of potency was also obtained. The results showed that the appropriate selection of the lubricating generates an increase of 50% in power gain.
Rigatto, S. F., Zanelato, C.B., Monhol, F.A.F.
Methods for Rating the Viscosity-Temperature Behavior of Polymer-Containing Lubricants2015-01-20489/1/2015
The Viscosity Index (VI, ASTM D2270) has a long and widespread history as a rating scale for the viscosity-temperature behavior of lubricants. However, the method has serious technical deficiencies which can lead to misleading conclusions. We have examined alternatives to the VI scale in an effort to more accurately characterize the viscometric behavior of modern lubricants, which are formulated with highly refined base oils and advanced polymers. We have found that the VI method can actually mask improved viscosity-temperature behavior for certain highly additized polymer-containing lubricants. We examine two different methods, the Roelands Slope Index and the Proportional VI, as an alternative to VI. It is important for lubricant developers and consumers to be aware of the limitations of the VI scale in describing the viscometric qualities of modern, high performance lubricants.
Zakarian, Jack, Webb, Michael E., Hunter, Brett
How to Measure, Prevent, and Eliminate Stick-Slip and Noise Generation with Lubricants2015-01-22596/15/2015
Tribological contacts between plastic or polymer materials can exhibit stick-slip behaviour that generates noise. Tribological properties can be influenced by lubricants such as bonded coatings, greases, and fluids. In this paper, well known theories about polymer friction from the literature will be shown to be useful in the development of new lubricants. Theoretical results have been validated with a Ziegler Stick-Slip Test Rig. The test methods presented in this paper are used in the development of lubricants for automotive applications (in the interior of the car including invisible lubricants developed for Class “A” surfaces).
Zuleeg, Jan
Development of a Novel Ultrasonic Viscometer for Real Time and In-Situ Applications in Engines2015-01-06794/14/2015
A novel ultrasonic viscometer for in-situ applications in engine components is presented. The viscosity measurement is performed by shearing the solid-oil contact interface by means of shear ultrasonic waves. Previous approaches to ultrasonically measure the viscosity suffer from poor accuracy owing to the acoustic miss-match between metal component and lubricant [1]. The method described overcomes this limitation by placing an intermediate matching layer between the metal and lubricant. Results are in excellent agreement with the ones obtained with the conventional viscometers when testing Newtonian fluids. This study also highlights that when complex mixtures are tested the viscosity measurement is frequency dependent. At high ultrasonic frequencies, e.g. 10 MHz, it is possible to isolate the viscosity of the base, while to obtain the viscosity of the mixture it is necessary to choose a lower operative frequency, e.g. 100 kHz, to match the fluid particle relaxation time.
Schirru, Michele Maria, Sutton, Mike, Dwyer-Joyce, Rob, Smith, Oliver, Mills, Robin
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