Browse Topic: Calcium

Items (44)
Enhancement of Thermal Fatigue Strength by the Addition of Calcium to Hypoeutectic Aluminum-Silicon Alloys2018-32-002710/30/2018
Several elements affect the structure of eutectic silicon in hypoeutectic aluminum alloys [1, 2, 3, 4]. Among them, calcium has been investigated to a lesser extent compared to the typically used sodium and strontium. In order to enhance the thermal fatigue strength of a small engine, the morphology of eutectic silicon in hypoeutectic aluminum-silicon alloys is controlled by the addition of calcium. In addition, the castability and mechanical properties are investigated. Hence, samples containing different amounts of calcium are prepared at different cooling rates during solidification. The results revealed that, with the increase in the calcium amount and the cooling rate, eutectic silicon exhibits a fine morphology in cross-sectional images. Particularly, with the addition of at least 62 mass ppm of calcium in a specific range of cooling rates, refined eutectic silicon is obtained. In order to clarify additional effects of the added calcium, the amount of dissolved gas, fluidity, and porosity defects are evaluated. The amount of dissolved gas and the fluidity do not change in the range of the investigated calcium amounts. However, the sizes of each of the shrinkage porosities decrease and the region where porosities generated is spread, with spread-out regions. The sample strength with refined eutectic silicon is evaluated by tension and thermal fatigue tests. Refined samples exhibit greater elongation and thermal fatigue strength compared with those of eutectic silicon with a coarse morphology. The addition of calcium leads to the effective enhancement of the mechanical properties of hypoeutectic aluminum-silicon alloys.
Watanabe, KentaroMotoyama, KojiroWatanabe, TomokazuIshihara, KazuhiroMaeda, Fujio
Combined Fuel and Lubricant Effects on Low Speed Pre-Ignition2018-01-16699/10/2018
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 CliffordBriggs, ThomasAnderson, Garrett
Effects of Lubricant Additives on Auto-Ignition under a Hot Co-Flow Atmosphere2017-01-223110/8/2017
Pre-ignition may lead to an extreme knock (super-knock or mega-knock) which will impose a severe negative influence on the engine performance and service life, thus limiting the development of downsizing gasoline direct injection (GDI) engine. More and more studies reveal that the auto-ignition of lubricants is the potential source for pre-ignition. However, pre-ignition is complicated to study on the engine test bench. In this paper, a convenient test method is applied to investigate the influence of lubricants metal-additives on pre-ignition. 8 groups of lubricants are injected into a hot co-flow atmosphere which generated by a burner. A single-hole nozzle injector with a diameter of 0.2 mm at 20 MPa injection pressure is utilized for lubricants' injection and spray atomization. The ignition delays of lubricants with different additives of calcium, ZDDP (Zinc Dialkyl Dithiophosphates) and magnesium content under the hot co-flow atmosphere are recorded with a high-speed camera. The experiments are carried out at one atmospheric pressure and the co-flow temperature varies from 1123 K to 1223 K. The result shows that the ignition delays of lubricants decline sharply with the increase of co-flow temperature in the whole temperature range. There is one critical temperature about 1173K in this study. Under this temperature, effects of calcium content on the auto-ignition delay are significant; over this temperature, its effect is much smaller and almost no difference. Lubricants with higher content of ZDDP present a longer ignition delay over the entire temperature range. And the experimental result also indicates that the ignition delay is not sensitive to the magnesium content.
Chen, YongquanLi, LiguangZhang, QingDeng, JunXie, WeiZhang, ErbaoTong, Sunyu
The Impact of Lubricant Volatility, Viscosity and Detergent Chemistry on Low Speed Pre-Ignition Behavior2017-01-06853/28/2017
The impact of additive and oil chemistry on low speed pre-ignition (LSPI) was evaluated. An additive metals matrix varied the levels of zinc dialkyldithiophosphate (ZDDP), calcium sulfonate, and molybdenum within the range of commercially available engine lubricants. A separate test matrix varied the detergent chemistry (calcium vs. magnesium), lubricant volatility, and base stock chemistry. All lubricants were evaluated on a LSPI test cycle developed by Southwest Research Institute within its Pre-Ignition Prevention Program (P3) using a GM LHU 2.0 L turbocharged GDI engine. It was observed that increasing the concentration of calcium leads to an increase in the LSPI rate. At low calcium levels, near-zero LSPI rates were observed. The addition of zinc and molybdenum additives had a negative effect on the LSPI rate; however, this was only seen at higher calcium concentrations. Displacing some or all of the calcium with magnesium reduces the LSPI rate relative to an all-calcium lubricant. There was a minor impact of volatility, but the statistical analysis concluded it was insignificant. The impact of viscosity was significant with lower LPSI rates observed with the low viscosity oil at high magnesium concentrations. It is clear that even with the relatively simple formulation changes studied in these test matrices, the LSPI rate of the engine can be significantly impacted. It can be expected that other common oil additive chemistries would also impact the LSPI rate based on these results. Given these results, there is no indication that the general trend towards lower viscosities will prove problematic for LSPI. There is also the potential for improving LSPI rates without reducing detergent concentrations if the observed magnesium result can be confirmed. In the long term, it will still be critical to develop a fundamental understanding of the chemistry which makes the detergent an active part of the LSPI process.
Kocsis, Michael CliffordBriggs, ThomasAnderson, Garrett
Engine Oil Additive Impacts on Low Speed Pre-Ignition2016-01-227710/17/2016
Low speed pre-ignition (LSPI) is an undesirable combustion phenomenon that limits the fuel economy, drivability, emissions and durability performance of modern turbocharged engines. Because of the potential to catastrophically damage an engine after only a single pre-ignition event, the ability to reduce LSPI frequency has grown in importance over the last several years. This is evident in the significant increase in industry publications. It became apparent that certain engine oil components impact the frequency of LSPI events when evaluated in engine tests, notably calcium detergent, molybdenum and phosphorus. However, a close examination of the impact of other formulation additives is lacking. A systematic evaluation of the impact of the detergent package, including single-metal and bimetal detergent systems, ashless and ash-containing additives has been undertaken using a GM 2.0L Ecotec engine installed on a conventional engine dynamometer test stand. Consistent with previous reports, the detergent system was found to have the largest impact on LSPI frequency. Furthermore, once a balanced detergent system was identified and its LSPI impact was minimized, the effect of other additives, ash-containing as well as ashless, became apparent. In order to develop a robust additive package that maintains performance in critical bench and engine tests while offering optimal LSPI protection, consideration must be given to the impact of all lubricant additives not simply the detergent type and treat rate.
Fletcher, Kristin A.Dingwell, LisaYang, KongshengLam, William Y.Styer, Jeremy P.
Research on the Effect of Lubricant Oil and Fuel Properties on LSPI Occurrence in Boosted S. I. Engines2016-01-229210/17/2016
The effects of lubricant oil and fuel properties on low speed pre-ignition (LSPI) occurrence in boosted S.I. engines were experimentally evaluated with multi-cylinder engine and de-correlated oil and fuel matrices. Further, the auto-ignitability of fuel spray droplets and evaporated homogeneous fuel/oil mixtures were evaluated in a combustion bomb and pressure differential scanning calorimetry (PDSC) tests to analyze the fundamental ignition process. The work investigated the effect of engine conditions, fuel volatility and various lubricant additives on LSPI occurrence. The results support the validity of aspects of the LSPI mechanism hypothesis based on the phenomenon of droplets of lubricant oil/fuel mixture (caused by adhesion of fuel spray on the liner wall) flying into the chamber and autoigniting before spark ignition. Combustion bomb experiments confirmed that lubricant oil sprays have higher auto-ignitability than gasoline fuel components, and no particular effects of lubricant additives on ignitability were observed. However, under the conditions of the PDSC test, it was shown that the oxidative stability of fuel/oil mixtures is lower as the fuel/oil ratio is increased, and higher levels of calcium lubricant additives can bestow enhanced oxidation stability on some mixtures. These results indicate that calcium may promote autoignition during combustion under preheated and premixed mixture conditions, even though it plays an active role in preventing liquid phase oxidation. From this analysis, it is hypothesized that in real engines, certain lubricant additives, initially preheated by the autoignition of oil derived droplets, may give a greater propensity for subsequent flame propagation and abnormal combustion phenomena.
Kassai, MasaharuTorii, KenShiraishi, TaisukeNoda, ToruGoh, Tor KitWilbrand, KarstenWakefield, ShaunHealy, AdamDoyle, DavidCracknell, RogerShibuya, Masahiko
Promaxon® D in NAO Non Steel Disc Pad Formulations: the Importance in the Third Body Layer and its Effect on Brake Noise2015-01-26789/27/2015
Friction performance is the result of the interaction between rotor and friction material surfaces. Kinetic energy has to be transformed into heat, plastic deformations, chemical reactions and wear debris. The later generates the formation of the so-called third body layer and its initiation, growth and degradation will generate the actual friction coefficient and vibrations behavior. Some raw materials seem to promote third body layer formation more than others. The composition of plateaus usually contains iron oxide, copper, carbon, silicon and calcium. Since copper free materials are under development, the importance of understanding the third body layer formation has become bigger. Promaxon® D is widely used in NAO non steel formulations. It is a calcium silicate with a special morphology that influences friction material at two levels: the macro -bulk- scale and the micro -surface- scale. Bulk effect is related to the volume and porosity degree of the friction material. This affects the elastic modulus and vibration adsorption. The micrometric effect is related to the third body layer. When Promaxon® D is combined properly with an anchoring material (i.e. a fibre) it can promote the initiation and stabilization of the third body layer. As a result friction coefficient stabilization and wear will be improved. Wear is also directly related to noise as proposed by Lee et al [15]. This paper deals with the understanding of the importance of calcium silicate morphology for the bulk properties and in the third body layer formation. It demonstrates how the raw materials morphology, regardless of its chemical composition, plays an important role at macro and micro level in NAO non steel materials.
Santamaria Razo, Diego AdolfoDecrock, JohanOpsommer, AnnFabré, MaartenPersoon, Fernao
Frictional Characteristics of Crystalline Calcium Sulfonate Detergent in Engine Oil by Mini-Traction Machine2014-01-278910/13/2014
Harsh emission control regulation restricted the sulfated ash, sulfur and phosphorus (SAPS) level in passenger car motor oil (PCMO), thus lubricant industry need to find new additive to partially or wholly replace Zinc dialkyldithiophosphate (ZDDP), which has been used as an antioxidant and anti-wear agent for several decades. Overbased crystalline calcium sulfonate (CCS) detergent comprises calcite calcium carbonate and this structure might be useful to improve the anti-wear property of engine oil in severe lubrication condition, especially for PCMO with lower SAPS level. Frictional characteristics were studied between overbased amorphous calcium sulfonate (ACS) detergent and CCS and their interactions with dispersant and ZDDP by Mini-Traction Machine, which is often used to measure the Stribeck Curve of lubricant. In poly alpha-olefin base oil, both the two detergents showed lower traction coefficient in boundary lubrication (BL) regime, and higher traction coefficient in mixed lubrication (ML) regime than that of the base oil itself, and the traction coefficient of CCS was higher than that of the ACS. With 0.5% high molecular weight dispersant (HMWD) existing in the oil, the traction coefficient of ACS increased significantly in BL regime, while that of CCS decreased dramatically in ML and elasto-hydrodynamic lubrication (EHL) regimes. The traction coefficient of CCS in BL regime raised gradually by increasing the treat level of dispersant, and the same phenomenon was also shown for ACS, which indicated that HMWD has some antagonistic effect on the anti-wear property in engine oil. In addition, introducing 1% ZDDP in the 5% dispersant and 1% detergent system, the traction coefficient of CCS reduced remarkably in BL regime and increased evidently in ML and EHL regimes, but the coefficient of ACS changed little comparatively. In fully formulated engine oil, the traction coefficient of the two detergents was similar to the results when they blended with HMWD and ZDDP. In summary, the traction coefficient of oil with CCS can be reduced in BL regime, but it also induced the increase of traction coefficient in ML and EHL regimes. It should be carefully balanced in fully formulated engine oil.
Cao, CongruiLiu, GongdeZhang, RunxiangShe, HaiboTao, Qiangqiang
Micronutrient Recovery from Inedible Plant Residues in Activated Sludge Cultures and Phanerochaete chrysosporium Inocula1999-01-20667/12/1999
Micronutrient recovery was investigated in two microbial systems, activated sludge and Phanerochaete chrysosporium (P. chrysosporium). Hydroponically grown crops, namely, tomato, peanut, wheat and a 50:50 mixture of peanut and wheat were used in the study. The experiments were conducted in shaker flasks on a 1% solids basis at 25°C for all crops and at 25°C, 40°C, 50°C and 60°C for tomato plant material. The micronutrient content of the leachate was determined initially and after 16, 32, 64, and 128 days of incubation. In order to determine the extent and rate of micronutrient release during the initial stages of incubation, when most of the solids degradation occurs, two separate experiments were conducted in batch reactors for 16 days. The micronutrient content of the batch reactor leachate was monitored on a daily basis. Micronutrients assessed included boron, manganese, iron, magnesium, zinc, copper, calcium, phosphorus and potassium. The effects of biological treatment, biological agents, and incubation time on micronutrient recovery were evaluated. The micronutrient content of the leachate, obtained from untreated inedible solid residues, is in general sufficiently high to support hydroponic plant growth. However, addition of certain micronutrients may be necessary depending on the type of crop leached. Recovery of micronutrients in the biologically treated samples exhibited substantial fluctuations both with incubation time and biological agent employed and was in general lower than micronutrient concentrations obtained from simple leaching.
Davies,, Kimberley A.Christodoulatos,, ChristosVaccari, David A.Korfiatis, George P.
Dissolution Chemistry of Minnesota Lunar Simulant9322437/1/1993
Conversion of lunar regolith into a plant growth medium is crucial to the development of a regenerative life support system for a lunar base. Plants, which are the core of such a system, are a source of food and oxygen for humans and a sink for carbon dioxide and other wastes. Because of the the shortage of lunar regolith, simulants were used for examining its suitability for plant growth. Dissolution studies of Minnesota Lunar Simulant (MLS), a prepared finely-ground basalt, were conducted to measure solution species, to assess the levels of plant nutrients and toxic elements, and to identify the minerals controlling these levels. MLS weathered in shaker flasks over a 150 d period yielded basic solutions of pH near 9.0 buffered by calcite. Most elemental concentrations were within the range for typical alkaline terrestrial soil solutions. Magnesium, sulfur, and sodium concentrations were slightly elevated, and the molybdenum content was high since its content in the MLS is much greater than that for lunar regolith. Many of the plant nutrients in MLS solution (Mg, S, K, Ca, CI, Mo, P, B, Ni, and Cu) were at concentrations acceptable for plant growth. Nitrogen, however, was deficient. DTPA test results indicate that manganese was deficient, too, and that extractable iron and zinc levels after 150 d were marginal. The solution concentrations of metals were several orders of magnitude below those which are toxic to plants. Nickel and chromium were present at relatively constant concentrations less than 0.05 ppm over the entire weathering cycle. Aluminum hydroxide, calcite, and clinoenstatite were found to be the most likely mineral controls for aluminum, calcium, and magnesium, respectively. Many of the methods used are applicable to studies of actual lunar regolith.
Oglesby, James P.Lindsay, Wiliard L.Sadeh, Willy Z.
In view of the disposal charges for electroplating waste treatment sludges, clean effluent water is only part of the waste treatment problem. US Air Force laboratory studies have shown the chromium reduction chemical used in treatment can drastically effect the volume of sludge produced. Ferrous and sulfide, when properly proportioned, have a catalytic effect which can reduce the volume of sludge from hexavalent chromium reduction reactions by 70-percent compared to acidic reduction with ferrous sulfate. Also, sodium borohydride has successfully reduced the sludge produced from mixed metal wastewater treatment by nearly 80-percent (e.g. 985 mg/1 to 220 mg/1). Both technologies are curently being tested in a 10-gallon per minute demonstration plant at an Air Force maintenance center.
Aldrich, James R.
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