Browse Topic: Lubricating oils

Items (605)

Aviation Lubricant Tribology Evaluator (ALTE) Method to Determine the Lubricating Quality of Gas Turbine Lubricants

11/26/2025

Employing ‘ball-on-cylinder’ philosophy, a non-rotating steel ball is held in a vertically mounted chuck and using an applied load is forced against an axially mounted steel cylinder. The test cylinder is rotated at a fixed speed while being partially immersed in a lubricant reservoir. This maintains the cylinder in a wet condition and continuously transports a lubricating film of test fluid to the ball and cylinder interface. The diameter of the wear scar generated on the test ball is used as a measure of the fluid’s lubricating properties. The apparatus can be used, by adjusting the operating conditions, to reproduce two different wear mechanisms; mild and severe wear, the ALTE therefore has the ability to assess a lubricant’s performance in that regard.

E-34 Propulsion Lubricants Committee

Test Method for the Determination of Total Acidity in Polyol Ester and Diester Gas Turbine Lubricants by Automatic Potentiometric Titration

ARP5088C (Current)

11/26/2025

The test method describes the procedure for determination of the total acid number of new and degraded polyol ester and diester based gas turbine lubricants by potentiometric titration technique. The method was validated to cover an acidity range 0.05 to 6.0 mg KOH g-1. The method may also be suitable for the determination of acidities outside of this range and for other classes of lubricant.

E-34 Propulsion Lubricants Committee

Gas Turbine Engine Lubricant Specifications: Current Technical Review and Future Direction

AIR6056A (Current)

11/26/2025

This AIR describes the current scientific and engineering principles of gas turbine lubricant performance testing per AS5780 and identifies gaps in our understanding of the technology to help the continuous improvement of this specification.

E-34 Propulsion Lubricants Committee

Research on the Secondary Motion of Engine Piston Considering the Transport of Lubricating Oil

03-17-03-0024

11/21/2023

Abstract At present, it is generally considered in the analysis of the secondary motion of engine piston that the piston skirt–cylinder liner friction pair is fully lubricated in an engine operating cycle. However, in practice, when the piston moves upward, the amount of lubricating oil at the inlet may not ensure that the friction pair is fully lubricated. In this article, the secondary motion of piston is studied when the transport of lubricating oil is considered to determine the lubrication condition of piston skirt–cylinder liner friction pair. The secondary motion of piston is solved based on the combined piston motion model, hydrodynamic lubrication model, asperity contact model, and lubricating oil flow model. The secondary motion equation of piston is solved by the Broyden method. The hydrodynamic lubrication equation is solved by the finite difference method. The asperity contact between piston skirt and cylinder liner is calculated by the Greenwood model. The flow of lubricating oil is analyzed based on the theory of fluid mechanics. The results indicate that, when the actual transport of lubricating oil is considered to determine the lubrication condition of piston skirt–cylinder liner friction pair, the secondary motion of piston is remarkably different from that in which the flooded lubrication is assumed in an engine operating cycle. Therefore, it is helpful to improve the accuracy and make the analysis closer to the actual engine operating situation that the transport of lubricating oil is considered in the analysis of the secondary motion of engine piston.

Liu, Jihai, Sun, Jun

Snowmobile Fuel Tanks

J288_202106 (Current)

6/10/2021

This SAE Standard establishes a uniform procedure and performance requirements for snowmobile fuel tanks.

Snowmobile Technical Committee

Engine Oil Viscosity Classification

J300_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 Use

J2360_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

Lubricating Oils, Aircraft Piston Engine (Non-Dispersant Mineral Oil)

J1966_202010 (Current)

10/28/2020

This SAE Standard establishes the requirements for nondispersant, mineral lubricating oils to be used in four-stroke cycle piston aircraft engines. This document covers the same lubricating oil requirements as the former military specification MIL-L-6082. Users should consult their airframe or engine manufacturers manuals for the latest listing of acceptable lubricants.

E-38 Aviation Piston Engine Fuels and Lubricants

Measurement of the Total Ash Content of Aviation Piston Engine Oils by a Calculation Method

J1787_202009 (Current)

9/29/2020

This SAE Recommended Practice describes an empirical method for determining the theoretical ash content of aviation piston engine lubricating oils by calculating the equivalent weight of metallic oxides formed at 775 °C based on the metallic elemental concentration. The calculation method of ash determination may be used as an alternate to ASTM D 482 for application to the standards for aviation piston engine lubricating oils.

E-38 Aviation Piston Engine Fuels and Lubricants

Standard Contaminant for Testing Aerospace Cleaners

AMS7201 (Current)

7/14/2020

This specification establishes requirements for a standard contaminant that can be used to represent typical soils encountered in aerospace cleaning. This standard contaminant consists of materials that are common contaminants found in aircraft maintenance depots and manufacturing facilities.

AMS G9 Aerospace Sealing Committee

Role of Lubricating Oil Properties in Exhaust Particle Emissions of an Off-Road Diesel Engine

2020-01-03864/14/2020

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 CVCC

2020-01-14224/14/2020

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

Slippery Surfaces Allow Sticky Pastes and Gels to Slide

TBMG-361923/1/2020

Materials known as yield-stress fluids, including gels and pastes, can be found in consumer products such as food, condiments, and cosmetics, and in products in the energy and pharmaceuticals industries. Unlike other fluids such as water and oils, these materials will not start to flow on their own, even when their container is turned upside-down. Starting the flow requires an input of energy, such as squeezing the container.

Oil, Reference, for “L” Stock Rubber Testing

AMS3020B (Current)1/17/2020

This specification covers a petroleum-based reference oil.

AMS CE Elastomers Committee

Low Friction and Low Viscosity Final Drive Oil

2019-01-233612/19/2019

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

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 lubricants

2019-01-2242

12/19/2019

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

Carbon Capture Process Makes Sustainable Oil

TBMG-3570312/1/2019

Spinoff is NASA's annual publication featuring successfully commercialized NASA technology. This commercialization has contributed to the development of products and services in the fields of health and medicine, consumer goods, transportation, public safety, computer technology, and environmental resources.

Petroleum Base Instrument Bearing Lubricant Viscosity 15

AMS3055B (Current)11/4/2019

This specification covers the requirements for a refined paraffinic petroleum-base lubricant.

AMS B Finishes Processes and Fluids Committee

Advantages of Mesh Free Methods for Structural and Fluid Analysis

2019-01-09394/2/2019

An introduction to a set of numerical methods that have been designed to solve problems where traditional meshing methods fail or are computationally difficult to run. The methods discussed will be external approximations for structural simulation and Moving Particle Simulation (MPS) for incompressible fluid simulation. External approximations is a generalized finite element method in the sense that it allows for elements of arbitrary size and shape. An entire part is represented by a single element, and basis functions approximating areas of interest can be of arbitrary class and independent of element shape making it very efficient for large assemblies. MPS discretizes the volume in question using free-moving particles whose interaction with all surrounding particles are evaluated at every time step, avoiding the issue of high aspect ratio elements entirely. Boundaries are represented by functions that are generated in the pre-processing phase rather than discretized at a user selected resolution. These properties make it very efficient for transient problems with moving boundaries such as oil flow in gearboxes. Both methods have an advantage over traditional techniques because they do not rely on a traditional mesh and have low sensitivity to complex geometry, decreasing time spent preparing models, generating meshes, and running the simulation.

Crist, James

New Approaches to Lube Oil Consumption Measurement Based on the Tracer Method

2019-01-00771/15/2019

In the research and development of internal combustion engines, there are several drivers for developing an accurate online lube oil consumption (LOC) measurement system. Lube oil consumption is considered to be a root cause of hydrocarbon and particle emissions and lubricating oil autoignition. It also negatively influences the life cycle cost for engine operators. Highly accurate measurement of lube oil consumption must be possible before it can be reduced - or rather optimized - to levels stakeholders will require in the future. State-of-the-art methods such as gravimetric and volumetric measurements are not fully satisfactory for several reasons. Generally, offline LOC measurement is no longer suitable for fast and accurate measuring cycles, oil condition monitoring and wear monitoring. At present, tracer methods are considered to be the most promising approach. However, current tracer methods have their downsides as well. This paper will first discuss the advances, optimizations and remaining challenges of state-of-the-art tracer methods. Next, it will examine a novel approach that uses a newly developed tracer and measurement setup based on the stable isotope deuterium. While tests have confirmed the efficacy of this approach, improvements are still being made. Oil consumption measurements are conducted offline and online on both passenger car and truck engines at the engine test bench and compared to the results of the SO2 tracer method. Friction measurement data and oil consumption measurement will provide a comprehensive tribological assessment of these engines. Furthermore, the process of spiking the engine oil with the tracer, its challenges and potentials will be discussed. In conclusion, the outlook will show that further optimization of the oil spiking process and the long-term stability of the tracer in the oil in particular are required before the method can be applied cost-effectively to large engines.

Rossegger, Bernhard, Schneider, Michael, Leis, Albrecht, Engelmayer, Michael, Wimmer, Andreas

Achieving Ultra-Low Oil Consumption in Opposed Piston Two-Stroke Engines

2019-01-00681/15/2019

The opposed piston two-stroke (OP2S) engine architecture is widely recognized for its improved fuel efficiency relative to a four-stroke engine. Achates Power Inc. seeks to demonstrate the market readiness of the OP2S engine by proving competitive in other important areas, one of which is oil consumption. Achieving oil consumption competitive to modern four-stroke engines is thus a key step in bringing OP2S technology to market. Two-stroke engines have historically suffered from higher engine lube oil consumption and subsequent emissions and durability challenges. This is primarily due to two main features of traditional two-stroke engines; the direct interaction of the piston skirt and rings with the intake and/or exhaust ports, which results in a direct leak path for lube oil to the combustion chamber and/or exhaust manifold, and crankcase-scavenged architectures which entrain oil into air being pumped through the crankcase. The OP2S engine architecture directly addresses these concerns by utilizing intake and exhaust manifolds, a closed crankcase system, and oil control rings which operate outboard of the ports. Previous work has shown the importance of careful consideration of cylinder liner, piston, and ring design in minimizing oil consumption of the OP2S architecture. This work evaluates further refinements in cylinder form, hone texture and oil retention, port sealing ring design, and oil control ring design. A Da Vinci DALOC sulfur-trace analyzer for real-time oil consumption measurement was used to generate speed vs. load maps of oil consumption of an Achates Power OP2S A48 development engine, operated under typical medium-duty conditions. The engine demonstrated oil consumption levels competitive with modern four-stroke benchmarks and completed a 100-hour durability test with no measured performance loss or increase in oil consumption. This work represents a key step towards proving the potential of the Achates Power OP2S engine architecture in the commercial and passenger vehicle markets.

Chown, Dan, Koszewnik, John, MacKenzie, Ryan, Pfeifer, Dan, Callahan, Brian, Vittal, Manny, Froelund, Kent

Automotive Gear Lubricants for Commercial and Military Use

J2360_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

Sleeve, Hose Assembly, Fire Protection

AS1072F (Current)1/7/2019

This standard defines the requirements for bulk protective sleeve to provide fire resistance for aircraft hose assemblies, which will enable these assemblies to meet the requirements of AS1055. NOTE: Use of this sleeve does not eliminate the need to demonstrate that the sleeved assemblies will meet the applicable requirements of AS1055.

G-3, Aerospace Couplings, Fittings, Hose, Tubing Assemblies

Lubricating Oil Droplets in Cylinder on Abnormal Combustion in Supercharged SI Engine

2018-32-000810/30/2018

The supercharged spark ignition engine has a problem of abnormal combustion at low speed and high load operating condition. This paper focuses on the sauce and mechanism of the abnormal combustion, namely, the behavior of lubricating oil droplets in cylinder, ring crevice, piston crown and ring gap. The experimental approach and the numerical analysis have been carried out. The two experimental approaches namely direct photography by high speed camera and measurement of scattering oil quantity at low speed condition have been tried. The photographs which is in engine operation show, 1st The oil droplets from ring crevice scatter every reciprocating motion and the diameter of oil droplets is between 0.10mm and 0.30mm. 2nd The oil droplets from piston crown has three steps as follows, firstly, the lubricating oil which reaches piston crown continues to accumulate, secondly, the accumulated lubricating oil scatters by the reciprocating motion. It is needed the time of several thousand crank shaft revolution from engine start. After, the accumulated lubricating oil scatter for a few cycles. Finally, almost lubricating oil which is accumulated on the piston crown has scattered away and it stops a series of the scattering process suddenly. The experimental data are able to explain the behavior of the abnormal combustion occurrence, namely it appears suddenly at low speed operation and continues several cycle and suddenly return to normal combustion again. The estimated frequency of oil scattering from piston crown is 2 to 15 times per 1000 cycles approximately. 3rd The behavior of oil droplets from ring gap is not able to explain the occurrence of the abnormal combustion. The calculated results show the lubricating oil droplet during the compression stroke has the potential of abnormal combustion source and if the droplet size is under 0.10mm, the temperature of oil droplet rise up sufficiently for spontaneous ignition.

Ito, Takahiro, Abe, Yoshikazu, Tanaka, Junya

Study of Interaction of N-Methyl Aniline Octane Booster on Lubricating Oil

2018-01-18099/10/2018

The impact of N-Methyl Aniline (NMA) octane booster on lubricating oil has previously been studied and the main findings were reported in SAE paper 2016-01-2273. Increased sludge formation had been observed in modified ACEA black sludge testing when NMA was added to the fuel but there was very limited viscosity increase, which did not corroborate the trend evidenced on modified CEC L-109 oxidation testing where significant viscosity increase was noted when NMA was added to the oil and fuel mixture. Accordingly, modified black sludge tests have been run with and without NMA added to the oil sump at the beginning of the test to better match modified L-109 oxidation bench test conditions. Results showed the same trend in terms of viscosity increase between the modified L-109 oxidation bench test and black sludge test. However, no impact on sludge formation was noted under this configuration and, in addition, no NMA could be detected in end of test samples as opposed to what has been observed when NMA was added to the fuel. This could suggest that NMA had either evaporated or reacted with lubricating oil. In order to better understand the interaction between NMA and lubricating oil to explain viscosity increase, two fully formulated oils evaluated in the previous study, as well as their respective base stock blends only, were run in modified L-109 oxidation tests in the presence of fuel only and fuel with NMA. In addition, individual additive components were added to base stock blends to study their interaction with NMA. End of test samples were then investigated using several analytical techniques such as Fourier Transformation Infra-Red, Gel Permeation Chromatography and Gas Chromatography with Nitrogen Chemiluminescence Detector. When added to base stock blends only, NMA acted as an anti-oxidant, thus limiting viscosity increase. However, when added to fully formulated oils and as previously observed, significant viscosity increase occurred, confirmed by the high molecular weight species identified by various analytical techniques. Those techniques also confirmed that NMA did not evaporate at the end of test but reacted, preferentially with dispersant and detergent additives.

Marie, Herve, Deeg, Hans Peter, Philipp, Harald, Marukos, Nicholas, Wang, Chengrong

The Effect of Pressure, Temperature and Additives on Droplet Ignition of Lubricant Oil and Its Surrogate

2018-01-16739/10/2018

Numerous studies have attributed pre-ignition events in turbocharged spark ignited engines to the auto-ignition of lubricant oil-fuel mixture droplets. These droplets result from the interaction of the directly injected fuel spray on the lubricant oil film on the cylinder walls, causing fuel splashing to pull oil off the walls, forming droplets. The dilution of the oil by the fuel also changes lubricant oil droplet properties. Therefore, it is important to understand lubricating oils, with and without fuel dilution, as a possible ignition source in pre-ignition and super knock events. In this work, a constant volume (4 L) combustion chamber (CVCC) that allows the introduction of a single droplet of lubricating oil has been built. It is capable of operation at elevated pressures and temperatures. To simulate the droplet-induced pre-ignition event, a droplet injection system was incorporated into the vessel. The oil droplet was suspended on the junction of a thermocouple where the instantaneous internal droplet temperature was measured throughout the oil droplet lifetime. The experiments were carried out in an air atmosphere heated to 300 °C. The ambient pressure was varied from 2-15 bar. In the present work, the effect of pressure on droplet ignition of conventional engine oil (SAE 15 W-40), its surrogate hexadecane (C16H34), and hexadecane mixed with lubricant oil additives has been investigated to understand the fundamental physics of droplet-induced ignition. The objective of this study is to determine the probability that an oil droplet will ignite at temperatures and pressures relevant to modern turbocharged GDI engines.

Maharjan, Sumit, Qahtani, Yasser, Roberts, William, Elbaz, Ayman

Effect of Mixture Formation and Injection Strategies on Stochastic Pre-Ignition

2018-01-16789/10/2018

Stochastic pre-ignition remains one of the major barriers limiting further engine downsizing and down-speeding; two widely used strategies for improving the efficiency of spark-ignited engines. One of the most cited mechanisms thought to be responsible for pre-ignition is the ignition of a rogue droplet composed of lubricant oil and fuel. This originates during mixture formation from interactions between the fuel spray and oil on the cylinder liner. In the present study, this hypothesis is further examined using a single cylinder supercharged engine which employs a range of air-fuel mixture formation strategies. These strategies include port-fuel injection (PFI) along with side and central direct injection (DI) of an E5 gasoline (RON 97.5) using single and multiple injection events. Computational fluid dynamic (CFD) calculations are then used to explain the observed trends. Overall, this study reinforces that interactions between the fuel spray and oil on the cylinder liner can be an important contributor towards stochastic pre-ignition. The occurrence of pre-ignition, as shown by CFD calculations, is successful after completion of two stages. The first stage involves the formation of precursors from interactions between the fuel spray and oil on the cylinder liner. This is shown to be dependent upon the mass of the fuel impinging on the cylinder liner. The second stage involves the ignition of the precursor, which is shown to be dependent upon the temperature of the air-fuel mixture near top dead center.

Singh, Eshan, Mubarak Ali, Mohammed Jaasim, Ichim, Adrian, Morganti, Kai, Dibble, Robert

Experimental Investigation of the Effect of Karanja Oil Biodiesel with Cerium Oxide Nano Particle Fuel Additive on Lubricating Oil Tribology and Engine Wear in a Heavy Duty 38.8L,780 HP Military CIDI Diesel Engine

2018-01-17539/10/2018

Biodiesel fuels are an alternative to diesel fuel. Biodiesel is an oxygenated, sulphur free, non-toxic, biogradable and renewable fuel. It is derived from vegetable oils. Since straight vegetable oils have quite high viscosity compared to mineral diesel, they have to be modified to bring their combustion-related properties and viscosity closer to mineral diesel. This is done by modifying their molecular structure through a transesterification process. In the present study, a military heavy duty 38.8 liter, 585 kW supercharged, compression ignition diesel injection (CIDI) engine was fuelled with diesel, Karanja oil methyl ester (KOME) biodiesel, and KOME biodiesel with cerium oxide fuel additive, respectively. These were subjected to 100 hours long term endurance tests. Lubricating oil samples, drawn from the engine fuelled with these fuels after a fixed interval of 20 hours, were subjected to elemental analysis. Atomic absorption spectroscopy was done for quantification of various metal debris concentrations. Lubricating oil samples were also subjected to ferrography test which indicated lower wear debris concentrations for a biodiesel with fuel additive operated engine. Number of tests was conducted in order to evaluate the comparative performances of these fuels such as lubrication measurement, density measurement, viscosity measurement, total base number etc. The experimental result showed that engine performance with Karanja oil biodiesel with fuel additive increased by 5%, along with lower gaseous emission including 14% - 25% lower NOx emission, and lower total particulate number concentration, as compared to diesel fuel The performance of biodiesel fuel is found to be superior to that of diesel oil. Also, the lubricating oil life is found to be longer while operating the engine on biodiesel with fuel additive. Engine metals wear were found 26% lower for a KOME biodiesel with cerium oxide fuel additive operated engine.

Pandey, Anand Kumar, Nandgaonkar, Milankumar, Pandey, Umang, Suresh, S

Effects of Bio-Alcohol Fuel Blends on the Aging of Engine Lubricating Oil

2018-01-17469/10/2018

Bio-alcohol fuel blends will gain in importance for future mobility. The driving force is the necessary reduction of greenhouse gases and harmful exhaust gas components. The new fuels offer advantages in engine combustion and resulting exhaust emissions because of the short-chained molecules and resulting low C/H ratio as well as the higher oxygen content. The aim of the project is a systematic analysis and evaluation of the effects of two bio-alcohol blends on the lubrication oil ageing of a gasoline-driven Euro 6 passenger car engine. For this reason a test engine was operated with three different fuels: a fossil gasoline (E0) without bio-alcohol components, a blend containing 30% vol ethanol (E30) and a blend containing 15% vol methanol (M15). During the engine test, gas of the cylinder charge and blow-by has been sampled and analyzed by ion chromatography regarding short-chained organic and inorganic acids. Based on these results the acid entries in lubricating oil were determined. In addition to the acid entries the entry of fuel into the lubricating oil were determined and compared for different engine operation points and test fuels. The causes of the fuel entries are discussed, based on the different fuel compositions and the resulting properties of bio-alcohol fuel blends. The results of the project provide detailed insights in the influence of the bio-alcohol fuel blends lubricity and aging of engine lubricating oil. This knowledge is prerequisite for a successful introduction of fuels with higher amounts of bio-alcohol in the market to meet the target for carbon dioxide reduction in the future mobility sector.

Prehn, Sascha, Vogel, Christine, Buchholz, Bert

Numerical Analysis on the Potential of Reducing DPF Size Using Low Ash Lubricant Oil

2018-01-17609/10/2018

Diesel particulate filter (DPF) is necessary for diesel engines to meet the increasingly stringent emission regulations. Many studies have demonstrated that the lubricant derived ash has a significant effect on DPF pressure drop and engine fuel economy, and this effect becomes more and more severe with the increasing of operating hours of the DPF because the ash accumulated in the DPF cannot be removed by regeneration. It is reported that most of the DPFs operated with more ash than soot in the filter for more than three quarters of the time during its lifetime [1]. In order to mitigate this problem, the original engine manufacturers (OEM) tend to use an oversized DPF for the engine. However, it will increase the costs of the DPF and reduce the compactness of the engine aftertreatment system. With the development of the lubricant additives technology, some OEMs and lubricant oil manufacturers are concerning that if there is any possibility to reduce DPF size using low ash lubricant oil. In this work, a numerical DPF model was built to estimate the DPF pressure drop at different soot loading and ash loading levels. With the model, the lifetime averaged fuel penalty of the DPFs with different sizes and operating with different ash content lubricant oils were calculated. Based on the calculation results, the potential of reducing DPF size using low ash lubricant oil was analyzed under the same design criteria of engine fuel consumption penalty. The analysis results show that the DPF size can be reduced by about 6% by lowering the lubricant oil ash content from 1.0% to 0.75%, and 14% by lowering from 1.0% to 0.5%. The DPF size can be maximally reduced by lowering the lubricant oil ash content from 1.0% to 0.25%, which can reduce about 22% of the DPF size. While the DPF size can be only reduced by 7% by using no ash lubricant oil because of no “membrane effect” of the ash on the soot depth filtration in the DPF. The role of engine-out particulate matters (PM) emission and DPF regeneration control strategy on this potential was also studied, and the potential is slightly increased when the engine has a higher engine-out PM emission or a DPF regeneration control strategy with ash effects corrections is applied.

Zhang, Jun, Qi, Jinzhu, Shuai, Shi-Jin, Wang, Lei, Liu, Shiyu, Wang, Guoyang, Liu, Fan, Brown, Jason

Spray Parameters of Fuel Blends of Recycled Lubricating Oil and Diesel

2018-01-16939/10/2018

The use of alternative fuels consisting of mineral and synthetic waste substances such as recycled lubricating oil blended with diesel is a measure to mitigate the environmental impact of the fossil fuels. However, to inject these fuel blends into contemporary engines without changes to their components, it must maintain or improve the fuel injection characteristics compared to neat diesel, in order to maintain or improve the engine performance. In the present research, the spray parameters of injected fuel, such as length, angle and atomization particle diameter in terms of the Sauter mean diameter (SMD), are modeled depending on the characterization of different concentration of the recycled lubricating oil blended with diesel. It was found that the same nozzle geometry of the injectors can provide an equivalent fuel spray performance for different concentrations of these alternative fuel blends, and that the increase of the recycled lubricating oil in the fuel blend reduced the wear of the needle and nozzle of the injector. The densities and viscosities between each fuel type are very similar and any correction of injection duration or pressure is not required. Due to simple distillation and blending process, alternative and environmentally friendly fuel blends can be obtained to reduce the combustion of fossil diesel and reuse waste pollutant substances as a sustainable and immediately applicable solution for modern engines and fuel injection systems.

Gutierrez, Marcos, Castillo, Andres, Iniguez, Juan, Reyes, Gorky

Investigation of Oil Sources in the Combustion Chamber of Direct Injection Gasoline Engines

2018-01-18119/10/2018

To reduce hydrocarbon and particle emissions as well as irregular combustion phenomena, the identification and quantification of possible oil sources in the combustion chamber of the direct injection gasoline engine are of main interest. The aim of this research activity is to fundamentally investigate the formation of locally increased lubricating oil concentration in the combustion chamber. For this purpose, the oil sources are considered separately from each other and divided into two groups - piston/compression ring and lubricating film on the liner. The associated oil emissions and their influence on the engine combustion process are the core of the investigations.

Gohl, Marcus, Matz, Gerhard, Preuss, Ann-Christin, Pischinger, Stefan, Günther, Marco, Ebert, Thomas

Combined Fuel and Lubricant Effects on Low Speed Pre-Ignition

2018-01-16699/10/2018

Many studies on low speed pre-ignition have been published to investigate the impact of fuel properties and of lubricant properties. Fuels with high aromatic content or higher distillation temperatures have been shown to increase LSPI activity. The results have also shown that oil additives such as calcium sulfonate tend to increase the occurrence of LSPI while others such as magnesium sulfonate tend to decrease the occurrence. Very few studies have varied the fuel and oil properties at the same time. This approach is useful in isolating only the impact of the oil or the fuel, but both fluids impact the LSPI behavior of the engine simultaneously. To understand how the lubricant and fuel impacts on LSPI interact, a series of LSPI tests were performed with a matrix which combined fuels and lubricants with a range of LSPI activity. This study was intended to determine if a low activity lubricant could suppress the increased LSPI from a high activity fuel, and vice versa. The results showed that a low activity fuel was insensitive to the lubricant used in the test, while a high activity fuel could be moderated by a low activity lubricant. The combination of a high activity fuel and high activity lubricant, as expected, yielded a large number of LSPI events. These results help to understand how formulation changes to the lubricant or to the fuel may impact the other fluid, particularly with respect to regional variations in fuel specification and in lubricant additive standards.

Kocsis, Michael Clifford, Briggs, Thomas, Anderson, Garrett

Lubricants, Industrial Oils, and Related Products - Type T Turbine Oils - Specification

MS1010_201808 (Current)8/29/2018

See Table 1.

Fuel and Lubricants TC2 Industrial Lubricants

Lubricants, Industrial Oils, and Related Products - Classification

MS1000_201808 (Current)8/29/2018

This index provides an overview of lubricants and symbols for the purpose of assisting the user in the identification of the appropriate product and relevant SAE specification. The aim is to better determine the best lubricant to be used for a particular application. If containers used for shipping lubricants are also to be marked, the same identification and symbols should be used. See also ISO 5169 Machine tools - Presentation of lubrication instructions.

Fuel and Lubricants TC2 Industrial Lubricants

PACKING, PREFORMED – O-RING SEAL AMS7274

AS3570 (Historical)

8/23/2018

A-6C2 Seals Committee

Lubricants, Industrial Oils, and Related Products Type P Pneumatic Tool Oils - Specification

MS1009_201808 (Current)

8/8/2018

See Table 1.

Fuel and Lubricants TC2 Industrial Lubricants

Investigations on the Influence of Fuel Oil Film Interaction on Pre-ignition Events in Highly Boosted DI Gasoline Engines

2018-01-14544/3/2018

Premature and uncontrolled flame initiation, called pre-ignition (PI), is a prominent issue in the development of spark-ignited engines. It is commonly assumed that this abnormal combustion mode hinders progress in engine downsizing, thus inhibiting development of more efficient engines. The phenomenon is primarily observed in highly turbocharged spark ignited (SI) engines in the full load regime at low engine speeds. Subsequent engine knock induces extremely high peak pressures, potentially causing severe engine damage. The mechanisms leading to this phenomenon are not completely understood; however, it is quite plausible that a multiphase process is responsible for the pre-ignition. One effect could be the interaction between injected fuel drops and the oil film on the cylinder liner. Under certain conditions, droplets of oil or oil/fuel mixture can detach or splash from the film, leading to pre-ignition at the droplet surface towards the end of the compression phase. To gain further understanding of the possible mechanisms leading to pre-ignition events it is important to know under which conditions splash effects on the film can cause droplet detachment. In this paper pre-ignition events in a 2.0 liter 4-cylinder production engine are analyzed regarding the different operating conditions of their occurrence. Parameters effecting splash conditions are injection timing and pressure (fuel impingement on liner), liner temperature, boiling curves of the fuel and lubricating oil viscosity. Conditions leading to increased pre-ignition rates are compared to a generic drop/wall film interaction experiment to evaluate whether splash events are a likely cause or not. The impact of a single drop onto a wetted wall using different liquids is investigated. A large parameter range is obtained by varying drop diameter, impact velocity, film thickness and fluid combinations of drop and wall film. Finally, a dimensionless number K * is defined in order to describe the splashing threshold. Typical K * numbers for various operating conditions of the engine are then computed and compared with results from generic drop impact experiments.

Kubach, Heiko, Weidenlener, Alex, Pfeil, Juergen, Koch, Thomas, Kittel, Hannah, Roisman, Ilia V., Tropea, Cameron

Modelling of Power Losses of Transmission Synchronizers in Neutral Position

2018-01-12284/3/2018

Developing an energy-efficient powertrain system is a solution for environment-friendly vehicles. Furthermore, it also enhances the performance of vehicles. In powertrain system, transmission plays an important role in terms of vehicle dynamic performance and energy consumption. Therefore, a lot of researches have been conducted on modelling power losses inside the transmission. Basically, the power losses in transmission consist of bearing losses, drag torque losses on gear blank that is immersed in the oil and gear mesh losses due to the sliding frictional force on gear flank. According to some experiments in the latest literatures, power losses of synchronizers cannot be neglected, when its shift sleeve is in neutral position. Principally, power losses of synchronizers in neutral position mainly come from load independent drag torque. The drag torque is generated by the shear torque of lubrication in the gap (or gaps) between synchronizer ring and synchronizer cone, which are rotating at different speed. In this paper, a drag torque model of synchronizer units in neutral position is built up based on mechanism of tribology lubrication. Several factors are considered in the model, for example, synchronizer geometry (cone angle, face width, etc.) and lubrication factors (viscosity, oil volume, etc.). Furthermore, the power losses of synchronizer under different oil injection methods are considered and separately discussed in the paper. In the end, validations are conducted. The amplitude and tendency of simulation results agree well with test data. In the future, the model of synchronizer power losses in neutral position will be further modified and it is planned to apply it into a study case for a manual transmission.

Shen, Ye, Liu, Zhihong, Rinderknecht, Stephan

Study on Frictional Behavior of AA 6XXX with Three Lube Conditions in Sheet Metal Forming

2018-01-08104/3/2018

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

Engine oil Thermal Management: Oil Sump Volume Modification and Heating by Exhaust Heat During ICE Warm Up

2018-01-13664/3/2018

In the perspective of fuel saving and emissions reduction, engine oil thermal management has not yet received the attention it deserves. Lubricating oil, in fact, should be the focus of a specific warmup action: the expected benefits is on friction reduction – mechanical efficiency improvement – but also on a positive interaction with the cooling fluid thermal dynamics. The lower thermal capacity of the circulating oil (with respect to the cooling fluid) and the instantaneous reduction of the viscosity due to temperature increase produces a faster engine overall efficiency benefit: this invites to focus specific actions on its thermal management in the direction of speeding up the temperature rise during a cold engine starting. Being the mechanical engine efficiency strongly influenced by the friction losses and considering the important benefits on oil viscosity due to a temperature increase, important beneficial effects should be observed on fuel consumption: unfortunately, the big oil quantity inside the oil sump delays the oil warm-up which is continuously heated during the engine passage but also remixed inside the oil sump in which a great oil quantity is present. So, during a homologation cycle for passenger cars and light duty engines, the oil temperature rise is dominated by the mass inside the oil sump: considering that the oil flow rate is limited by the limited engine speed of rotation. In this paper, a modified oil sump has been designed and tested on an Iveco F1C 3 L engine test bench in order to temporarily reduce the oil quantity from which the oil pump aspirates it. In this way, the oil is remixed with a smaller oil quantity inside the sump, speeding up its temperature rise. When the engine reached a thermal stabilized state, the capacity of the oil sump is restored to its full capacity. The temporarily volume reduction of the oil inside the sump is realized by modifying it with a metal septum that divides the capacity into two parts: a thermo-controlled opening links the two parts together when the oil reaches the design temperature. Fuel consumption and CO2 emission reduction have been demonstrated and this further positive result has been added to another positive action in order to further speed up its temperature, using exhaust heat to warm the oil. Fuel consumption benefits has been demonstrated and pollutants reduction has been also reported, produced by the modified thermal behavior of the whole engine due to the positive interactions with the cooling fluid.

Di Battista, Davide, Cipollone, Roberto, Fatigati, Fabio

Lubricants, Industrial Oils, and Related Products Type F Lubricant for Spindle Bearings, and Associated Clutches - Specification

MS1006_201803 (Current)3/4/2018

See Table 1.

Fuel and Lubricants TC2 Industrial Lubricants

Lubricants, Industrial Oils, and Related Products Type D Compressor Oils - Specification

MS1003_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

Specification for Aero and Aero-Derived Gas Turbine Engine Lubricants

AS5780D (Current)

3/4/2018

This specification defines basic physical, chemical, and performance limits for 5 cSt grades of gas turbine engine lubricating oils used in aero and aero-derived marine and industrial applications, along with standard test methods and requirements for laboratories performing them. It also defines the quality control requirements to assure batch conformance and materials traceability, and the procedures to manage and communicate changes in oil formulation and brand. This specification invokes the Performance Review Institute (PRI) product qualification process. Requests for submittal information may be made to the PRI at the address in Appendix D Section D.2, referencing this specification. Products qualified to this specification are listed on a Qualified Products List (QPL) managed by the PRI. Additional tests and evaluations may be required by individual equipment builders before an oil is approved for use in their equipment. Approval and/or certification for use of a specific gas turbine oil in aero and aero-derived marine and industrial applications is the responsibility of the individual equipment builders and/or governmental authorities and is not implied by compliance with or qualification to this specification.

E-34 Propulsion Lubricants Committee