The Influence of Dispersant PAMA on Soot Handling, Wear and Fuel Economy in Heavy Duty Diesel Oils

Hedrich, Klaus; Schérer, M.; Herzog, Steven N.; Renner, G

doi:10.4271/2003-01-1959

Cited by 3 publications

(1 citation statement)

References 3 publications

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“…Lower viscosity at those intermediate temperatures means less fluid friction, less churning loss and less energy wasted during engine operations. To support this, there are a number of published studies showing the benefit and correlation of lower intermediate temperature viscosity to fuel economy, but the correlation may be somewhat test condition dependent [2][3][4][5][6][7][8][9]. In this paper, we are going to demonstrate the fuel economy performance of several VIIs of different chemistries ranging from conventional hydrocarbon to novel comb type.…”

Section: Introductionmentioning

confidence: 99%

Contribution of Viscosity Index Improver to Fuel Economy

Inoue¹,

Tan

Hutchinson

et al. 2019

Tribology Online

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The demands on the automotive Industry to deliver improved fuel economy are long standing and continuing. A common and cost effective way to improve the fuel economy is to optimize the viscosity-temperature profile of a lubricating oil by employing a Viscosity Index Improver (VII). In this paper, we investigated the impact of the viscosity of engine lubricating oils on fuel economy and the influence of the VII in tuning the viscosity-temperature profile of the oil to maximize the fuel economy effect without compromising the protection under conditions of high temperature and high shear. We introduced novel comb type VIIs which have been specifically developed to provide the optimized viscosity-temperature profile required to give this balance. The way how these novel comb type VIIs were compared to more conventional VIIs in terms of the lubricating oil viscosity-temperature performance and also the resulting benefit in fuel economy are illustrated. We highlighted a recent study on a SAE 0W-16 oil, which is already of low viscosity, and further viscosity modification of what is already a quite efficient lubricating oil are less pronounced in terms of measurable influence on fuel economy.

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Section: Introductionmentioning

confidence: 99%

Contribution of Viscosity Index Improver to Fuel Economy

Inoue¹,

Tan

Hutchinson

et al. 2019

Tribology Online

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Lubrication and Friction

Wong

2014

Encyclopedia of Automotive Engineering

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This chapter describes in brief the basic lubrication and friction processes at the major engine components. It 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, 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, and 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. Lubricating oil composition is discussed in the final section. It is generally believed that the bulk oil viscosity, with proper viscosity and (boundary) friction modification, could be controlled to lower component friction, in conjunction with antiwear additives. Effects of lubricant‐derived ash on diesel particulate filter ( DPF ) restriction are significant, with large differences observed among lubricant‐derived ash originating from different metallic‐based additives—such as among calcium, magnesium, or zinc compounds—at the same mass accumulation.

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Delivering Optimal Fuel Economy and Wear Protection Through Lubricant Design

Clarke¹,

Goldmints²,

Manes³

et al. 2014

Anais Do XXII Simpósio Internacional De Engenharia Automotiva

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The global focus on fuel economy is driven by high fuel prices and the desire to reduce pollution from automotive emissions. This is reflected in continued worldwide legislated decreases in fleet average fuel consumption per mile as well as in greenhouse gas emissions per driven mile. In Brazil, the Inovar-Auto program requires automakers to improve their corporate average vehicle efficiency for new light duty vehicles (LDV) by about 12% from 2012 levels by October 2017 to qualify for significant tax breaks. The target was based on Europe's 2015 target for new LDVs of 130 g CO 2 /km, and adapted to Brazil based on regional differences. These ever-tightening requirements pose a significant challenge for original equipment manufacturers (OEMs) and lubricant formulators. The engine lubricant plays a significant role in reduction of frictional losses and thus fuel consumption, as well as in engine protection from wear. Various additive components in the lubricant are designed for friction reduction in different lubrication regimes thus minimizing the overall friction and resulting in optimal fuel economy. In this paper we demonstrate the fuel economy that lubricant additives as well as lubricant viscosity and viscometric profile can provide while maintaining excellent engine protection.

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The Influence of Dispersant PAMA on Soot Handling, Wear and Fuel Economy in Heavy Duty Diesel Oils

Cited by 3 publications

References 3 publications

Contribution of Viscosity Index Improver to Fuel Economy

Contribution of Viscosity Index Improver to Fuel Economy

Lubrication and Friction

Delivering Optimal Fuel Economy and Wear Protection Through Lubricant Design

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