Experimental and numerical assessment of methods to reduce warm up time of engine lubricant oil

Battista, Davide Di; Cipollone, Roberto

doi:10.1016/j.apenergy.2015.10.127

Cited by 50 publications

(22 citation statements)

References 46 publications

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“…As temperature increases, at 50 and 80 • C the Fe 3 O 4 (6.3 nm) nanolubricant shows smaller friction than the base oil for both polished and rough discs, in accordance with the slightly higher film thicknesses (Figure 16). This result is mainly interesting for oil engine applications, habitually operating at high temperatures (around 100 • C) [49]. Considering these facts, the tribological behavior of the Fe 3 O 4 (6.3 nm) nanolubricant was also analyzed in a real application of rolling bearings (Section 3.6).…”

Section: Friction Behaviour: Stribeck Curvesmentioning

confidence: 99%

Tribological Behavior of Nanolubricants Based on Coated Magnetic Nanoparticles and Trimethylolpropane Trioleate Base Oil

et al. 2020

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The main task of this work is to study the tribological performance of nanolubricants formed by trimethylolpropane trioleate (TMPTO) base oil with magnetic nanoparticles coated with oleic acid: Fe3O4 of two sizes 6.3 nm and 10 nm, and Nd alloy compound of 19 nm. Coated nanoparticles (NPs) were synthesized via chemical co-precipitation or thermal decomposition by adsorption with oleic acid in the same step. Three nanodispersions of TMPTO of 0.015 wt% of each NP were prepared, which were stable for at least 11 months. Two different types of tribological tests were carried out: pure sliding conditions and rolling conditions (5% slide to roll ratio). With the aim of analyzing the wear by means of the wear scar diameter (WSD), the wear track depth and the volume of the wear track produced after the first type of the tribological tests, a 3D optical profiler was used. The best tribological performance was found for the Nd alloy compound nanodispersion, with reductions of 29% and 67% in friction and WSD, respectively, in comparison with TMPTO. On the other hand, rolling conditions tests were utilized to study friction and film thickness of nanolubricants, determining that Fe3O4 (6.3 nm) nanolubricant reduces friction in comparison to TMPTO.

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Section: Friction Behaviour: Stribeck Curvesmentioning

confidence: 99%

Tribological Behavior of Nanolubricants Based on Coated Magnetic Nanoparticles and Trimethylolpropane Trioleate Base Oil

et al. 2020

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“…They insisted on the need to integrate the engine thermal state in the calibration process to get the full benefit. In a similar study, Di Battista and Cipollone 11 also used their results to identify a thermal model of the engine, which they then used to propose further improvement of thermal management. Soukeur et al 12 studied various intake air heating strategies and demonstrated that they could be useful to limit the CO and unburned hydrocarbon (UHC) emission on NEDC at −7 °C.…”

Section: Introductionmentioning

confidence: 99%

Experimental analysis of the influence of coolant and oil temperature on combustion and emissions in an automotive diesel engine

Tauzia

Maiboom

Karaky

et al. 2018

International Journal of Engine Research

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Since many trips are of short duration and include a cold start, automotive engines run quite often without having reached their nominal temperature. This is known to have some major drawbacks, such as increased fuel consumption and higher emissions due to lower efficiency of after-treatment devices, but detailed description of these various effects is seldom presented in the literature. In this article, experiments were conducted on an automotive diesel engine by varying independently the coolant and oil temperatures between 30°C and 90°C. Three different operating conditions (low, mid and full load) were studied. The experimental setup is briefly described as well as the uncertainty of the associated measurements and the development of analytic tools. Then, the evolution of volumetric efficiency, energy share, combustion heat release and exhaust emissions (NOx, particulate matter, CO, unburned hydrocarbons) are described in detail and analysed. Several strategies were considered, including some corrections used in the standard engine control unit to compensate for the low coolant temperature. Some effects of the coolant and oil temperature reduction were clear: increase in friction losses, volumetric efficiency and ignition delay and decrease in NOx emissions. On the contrary, the evolution of brake thermal efficiency, particulate matter, CO and unburned hydrocarbon emission depended on the operating point.

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“…2 Consequently, speeding up the process of engine oil warm-up in the initial phase of a driving cycle has a significant impact on engine friction, fuel consumption and the reduction of CO 2 emissions. 5 As a potential solution, engine thermal management systems (TMSs) are now being developed involving not only the coolant, which undoubtedly affects the thermal efficiency of the engine, 6 but also the engine oil as well. Among all currently available options for friction reduction, the oil thermal management has not yet received the attention it deserves 7 despite the fact that speeding up the lubricant oil warm-up time brings benefits in terms of lowering both the level of fuel consumption (about 2.8%) and pollutant emissions.…”

Section: Introductionmentioning

confidence: 99%

“…Among all currently available options for friction reduction, the oil thermal management has not yet received the attention it deserves 7 despite the fact that speeding up the lubricant oil warm-up time brings benefits in terms of lowering both the level of fuel consumption (about 2.8%) and pollutant emissions. 3,5 Vittorini et al 7 reported the following reductions in vehicle exhaust emissions: CO 2 -51.4%, HC -44.6% and NO x -41.8%.…”

Section: Introductionmentioning

confidence: 99%

Cold cranking viscosity of used synthetic oils originating from vehicles operated under similar driving conditions

Wolak

Zając

2018

Advances in Mechanical Engineering

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This article assesses the performance and reduction level of five engine oils available from various manufacturers. The trend and intensity of the cranking viscosity changes as measured in the cold cranking simulator were thoroughly analysed. In the presented experiment, alterations in engine oils appearing during actual operation were noted. The tests were conducted under conditions which can be depicted as 'harsh', that is, multiplied starting of the engine, extended engine idling and short stretch driving. All of the engine oil samples were collected from passenger cars of a homogeneous fleet of 25 vehicles. The dynamic (cranking) viscosity was determined according to the ASTM D5293-15. In all analysed cases, there was a dangerously rapid increase (36%-69%) in the cranking viscosity, and the limit values (7000 mPaÁs) were reached very quickly (for the mileages in the range of 3000-13,000 km). The obtained results have led to the development of a statistical model, allowing vehicle users/drivers to choose a better engine oil in winter, thus improving the engine's ability to cold start and protecting it from excessive wear or damage. The test results may help to predict the performance of the engine oil during operation, its service life and an oil-change interval.

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Experimental and numerical assessment of methods to reduce warm up time of engine lubricant oil

Cited by 50 publications

References 46 publications

Tribological Behavior of Nanolubricants Based on Coated Magnetic Nanoparticles and Trimethylolpropane Trioleate Base Oil

Tribological Behavior of Nanolubricants Based on Coated Magnetic Nanoparticles and Trimethylolpropane Trioleate Base Oil

Experimental analysis of the influence of coolant and oil temperature on combustion and emissions in an automotive diesel engine

Cold cranking viscosity of used synthetic oils originating from vehicles operated under similar driving conditions

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