Global energy consumption due to friction in trucks and buses

Holmberg, Kenneth; Andersson, Peter; Nylund, Nils-Olof; Mäkelä, Kari; Erdemir, Ali

doi:10.1016/j.triboint.2014.05.004

Cited by 375 publications

(179 citation statements)

References 70 publications

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“…There has been a huge development in finding new tribological solutions to reduce friction and wear over the last decades [15,[17][18][19]. This development is illustrated in Fig.…”

Section: Potential Reduction In Friction and Wearmentioning

confidence: 99%

“…We have earlier calculated the impact of friction on global energy consumption in passenger cars, trucks and buses, and paper machines, and the impact of both friction and wear in the mining industry [15,[17][18][19]. Our intention with this work is to assess the influence of friction and wear in energy consumption, economic losses, and CO 2 emissions worldwide in the four main energy consuming sectors: transportation, industry, energy industry, and residential, and then to estimate potential savings that can be gained by putting into use of new tribological solutions that came about during the last decade or so.…”

Section: Introductionmentioning

confidence: 99%

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Influence of tribology on global energy consumption, costs and emissions

2017

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Abstract:Calculations of the impact of friction and wear on energy consumption, economic expenditure, and CO 2 emissions are presented on a global scale. This impact study covers the four main energy consuming sectors: transportation, manufacturing, power generation, and residential. Previously published four case studies on passenger cars, trucks and buses, paper machines and the mining industry were included in our detailed calculations as reference data in our current analyses. The following can be concluded:-In total, ~23% (119 EJ) of the world's total energy consumption originates from tribological contacts. Of that 20% (103 EJ) is used to overcome friction and 3% (16 EJ) is used to remanufacture worn parts and spare equipment due to wear and wear-related failures.-By taking advantage of the new surface, materials, and lubrication technologies for friction reduction and wear protection in vehicles, machinery and other equipment worldwide, energy losses due to friction and wear could potentially be reduced by 40% in the long term (15 years)and by 18% in the short term (8 years). On global scale, these savings would amount to 1.4% of the GDP annually and 8.7% of the total energy consumption in the long term.-The largest short term energy savings are envisioned in transportation (25%) and in the power generation (20%) while the potential savings in the manufacturing and residential sectors are estimated to be ~10%. In the longer terms, the savings would be 55%, 40%, 25%, and 20%, respectively.-Implementing advanced tribological technologies can also reduce the CO 2 emissions globally by as much as 1,460 MtCO 2 and result in 450,000 million Euros cost savings in the short term. In the longer term, the reduction can be 3,140 MtCO 2 and the cost savings 970,000 million Euros.Fifty years ago, wear and wear-related failures were a major concern for UK industry and their mitigation was considered to be the major contributor to potential economic savings by as much as 95% in ten years by the development and deployment of new tribological solutions. The corresponding estimated savings are today still of the same orders but the calculated contribution to cost reduction is about 74% by friction reduction and to 26% from better wear protection. Overall, wear appears to be more critical than friction as it may result in catastrophic failures and operational breakdowns that can adversely impact productivity and hence cost.

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“…There has been a huge development in finding new tribological solutions to reduce friction and wear over the last decades [15,[17][18][19]. This development is illustrated in Fig.…”

Section: Potential Reduction In Friction and Wearmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

Influence of tribology on global energy consumption, costs and emissions

2017

Self Cite

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“…However, in recent years, the industry has made large strides in improving energy consumption by lowering friction in passenger cars, trucks and buses [1,2]. The turbocharged, direct-injection spark ignition engine with downsizing is one of the technical solutions that have been used in the market.…”

Section: Introductionmentioning

confidence: 99%

Overview of automotive engine friction and reduction trends–Effects of surface, material, and lubricant-additive technologies

Wong

Tung²

2016

Friction

266

140

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Abstract:The increasing global environmental awareness, evidenced by recent worldwide calls for control of climate change and greenhouse emissions, has placed significant new technical mandates for automotives to improve engine efficiency, which is directly related to the production of carbon dioxide, a major greenhouse gas. Reduction of parasitic losses of the vehicle, powertrain and the engine systems is a key component of energy conservation. For engine efficiency improvement, various approaches include improvements in advanced combustion systems, component system design and handling-such as down-sizing, boosting, and electrification-as well as waste heat recovery systems etc. Among these approaches, engine friction reduction is a key and relatively cost-effective approach, which has been receiving significant attention from tribologists and lubricant-lubrication engineers alike. In this paper, the fundamentals of friction specific to the environments of engine components tribology are reviewed, together with discussions on the impact of developing vehicle powertrain technologies, surface and material technologies, as well as lubricant and additive technologies on promises of continuing friction and wear reduction trends. The international accords on climate change require further gains in fuel efficiency and energy sustainability from all industry sectors including those in the automotive and the broader internal combustion engine industries, and the latter encompass off-highway, power generation, marine, and rail industries as well. This paper focsuses on friction reduction in mainly automotive engines, however.The paper starts with a clarification of the common descriptors of mechanical losses and friction in the engine, followed by the topic of lubrication fundamentals such as lubrication regimes. Then the lubrication of the contacting surfaces in each of the major engine subsystems is discussed in turn. These subsystems include the piston assembly: ring-pack/liner, piston-skirt/liner, and piston-pin/connecting-rod contacts; connecting rod and crankshaft bearings; and the valvetrain subsystem. The relative contributions to total friction from the various subsystems are discussed, with the piston-assembly contributing to about half of the total friction. The remainder of the friction comes from the crankshaft, connecting rod, camshaft bearings, and the valvetrain oscillating parts. The bearings are in predominantly hydrodynamic lubrication, in contrast to the valvetrain oscillating components, which are characterized to be mostly in the mixed/boundary lubrication regimes.Despite the title of the paper, a section on emerging powertrain technologies-including that of combustion in gasoline and diesel engines-is also given in the context of the trend towards clean and efficient propulsion systems. The impact of these developing technologies on the reduction of friction and parasitic losses via component, material, and lubricant deisgn will be discussed. These technologies include gasoline direct injection (GD...

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“…The recent study shows that almost 30-35% of the power produced by the internal combustion engine of the vehicle wasted in the form of tribological losses [1], [2]. These losses increase the fuel consumption in the engine [3], [4].…”

Section: Introductionmentioning

confidence: 99%

Experimental Investigation of Influence of SiO2 Nanoparticles on the Tribological and Rheological properties of SAE 40 Lubricating Oil

Chaudhary¹,

Singh²,

Chaudhary³

2017

IJET

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EXPERIMENTAL SETUPThe experiment was performed on the Pin on Disc wear and friction test rig (ASTM G99). The mild steel disc diameter 165 mm and thickness 10 mm was casted. The disc was superfinished by surface grinding and lapping, the surface rms value roughness checked by the surface roughness tester in the circumferential direction at an angle of 30 0 radial outward directions around 2 μm.The solid cylindrical pin of 10 mm diameter and length 32 mm made up of cast iron was casted. The face of the pin was made flat circular. The composition of the pin measured by spectroscopy came out to be C-3.51%, Cr-1.06%, Mn-0.56%, Si-2.97% Fe-91.9%. The length of the pin was kept such that the bending of pin would not occur.The lubricant used at the interface of materials during experiment was 15W40 (SAE 40) which is the standard lubricant for the Diesel engine. The kinematic viscosity of the lubricant measured by (ASTMD-445) came out to be 98.922 mPa·s and the density measured by (ASTMD-4052) came out to be 871.82 kg/m 3 at 40

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Global energy consumption due to friction in trucks and buses

Cited by 375 publications

References 70 publications

Influence of tribology on global energy consumption, costs and emissions

Influence of tribology on global energy consumption, costs and emissions

Overview of automotive engine friction and reduction trends–Effects of surface, material, and lubricant-additive technologies

Experimental Investigation of Influence of SiO2 Nanoparticles on the Tribological and Rheological properties of SAE 40 Lubricating Oil

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