engine lubricants: trends and challenges · engine lubricants : trends and challenges jai g....

Engine Lubricants : Trends and Challenges

Jai G. Bansal, Chief Scientist – Engine Lubricants Infineum USA LP DEER 2012 – Detroit October 19, 2012

© Copyright INFINEUM INTERNATIONAL LIMITED 2009

Performance you can rely on. 2

Environmental Concerns

Security of Energy Supply

Depletion of Natural Resources

GHG : Global Warming

Global Concerns leading to Global Regulations

Emissions and Fuel Efficiency regulations



Rapid evolution of engine technologies Challenges and opportunities for lubricant industry

Down-sizing

Catalyst Converter Durability

Diesel commonrail

Advanced materials/surface

treatments

SCR

Gasoline Direct

Injection Variable valve

actuation

Hybridization

Advanced materials/surface

treatments

On-board oil monitoring

ACERT TM

DPF

Retarded timing

Challenge : Continually

adapting investment

strategies to maintain leadership

in fast changing environment

Opportunities for technology

leaders to deliver value

propositions targeted to

specific needs

Cooled EGR

EGR

Turbo charging



Today’s Presentation

Emissions

Fuel Economy

• Light Duty Vehicles

• Heavy Duty Vehicles

• Light Duty Vehicles

• Heavy Duty Vehicles



Emissions : Heavy Duty Vehicles

5

Performance you can rely on.




Evolution of Emission Legislations



Emission Control Strategies

• Approaches vary with OEMs but involve some combination of • Exhaust Gas Recirculation (EGR)

– without or with external cooling • Diesel Particulate Filter (DPF) • Selective Catalyst Reduction (SCR) • Other proprietary systems

• Different approaches lead to different

lubricant needs



Lubricant Soot Loading

Cooled EGR

Retarded Timing

SCR / Reduced EGR EGR



Increasing soot loading required significant advances in additive technology

Conventional Technology

Excessive wear

Low wear

Cummins ISM



• SCR/DPF systems are used in modern engines to reduce PM and NOx in the exhaust

• Efficiency and life of these systems can be compromised by presence of certain lubricant additive emissions in exhaust gases

• Leads to restrictions on permissible amounts of phosphorus, sulfur and metal containing additives in the oil

• Choice of detergent chemistry becomes critical

After-Treatment Compatibility



Role of Detergent Type

Salicylates Phenates Sulphonates

Piston Cleanliness Top No Yes

Bottom Yes Yes

TBN Durability Yes Yes

Rust Control Yes Yes

Antioxidancy No Yes

Sulphur - Free No

Yes No No No Yes No Yes

Well-rounded performance and zero

sulfur



Role of Detergent Metal

Lower atomic weight means 36% less SASH at equal acid neutralization power

Next Frontier

Non-metallic technologies for piston cleanliness and

acid neutralization



Fuel Economy

13





Tough GHG regulations are coming into effect in all major markets

90

110

130

150

170

190

210

230

250

270

2002 2004 2006 2008 2010 2012 2014 2016 2018 2020 2022

Japan

United States

European Union

China

Dotted line: Proposed or contested Solid lines: Enacted

Source: ICCT. May 2009 update.

California

Passenger Vehicle Greenhouse Gas and Fuel Economy Standards: A Global Update,

Australia

CO

2 em

issi

ons,

g/k

m

Source: Passenger Vehicle Greenhouse Gas and Fuel Economy Standards: A Global Update CCI May 2009 Update



Lubricants have important role to play

• OEMs are looking at all aspects of hardware design and operation for energy efficiencies

• Majority of fuel efficiency improvements will undoubtedly come from hardware changes

• Nevertheless lubricants also have an important role to play

• North American experience illustrates the importance of lubricant contribution to fuel efficiency

15



Lubricants have important role to play

0.0

0.5

1.0

1.5

2.0

2.5

1980 1985 1990 1995 2000 2004 2009

FEI,

%

Weighted Average FEI (Relative to 1980 Baseline)

NA Passenger Car Lubricants

Steady increase in FE performance over last 3 decades!



Fuel Savings

17

0

1

2

3

1980 1985 1990 1995 2000 2004 2009

Billion gallons per year

NA PCMO Lubricants



Typical energy distribution in a vehicle

Friction (5-8%)

Air Pumping (6-7%)

Accessories (2-3%)

Majority of the data taken from “Pinkus and Wilcox, The Role of Tribology in Energy Conservation, Lubrication Engineering, 34 (11), pp 599-610”

To Wheels

Exhaust, Coolant and Air (62%)

38% Fuel Energy

Input 100%

22%

Indicated HP BHP

Drive Train (10%)

Mechanical Losses (16%)

12%

Only a fraction of these losses can be saved with

FE engine lubricant



Energy Distribution varies with Drive Cycle

19



On-Road FE Results - Drive Cycle Effect

20

0

2

4

6

8

10

12

14

FE Im

prov

emen

t, %

Line Haul

Avg. 1.8%

Stop & Go

Avg. 3.3%

Idle

Avg. 12%



Fuel Economy triangle

“Boundary” Friction Losses

In-Service Losses

Rheological Losses

• Friction Modifiers • Lubricant

Viscosity

• Volatility

• Durable Friction Modifiers



Boundary friction losses

• Friction modifier is the main additive lever to reducing boundary friction losses

• However, increasing use of low friction engines has reduced the effectiveness of conventional friction modifiers

• In addition, the ILSAC quality lubricants are required to demonstrate FE performance not only in the fresh state but upon ageing as well

• Today’s friction modifiers must • be effective in reducing friction in boundary as well as mixed lubrication

regimes • retain their effectiveness even after ageing

22



Advances in FM technology offer clear advantage in ILSAC FE Protocol

23

Sequence VI-D : New vs. Conventional FM



Rheological Losses

• Lubricant viscosity is the key factor in controlling energy losses in hydrodynamic and mixed lubrication regimes • Bearings, oil pump, piston assembly

• Combined energy losses in these components are estimates

to be 3-4%

• NA and Japan have been at the forefront in capturing these energy credits by transitioning to low viscosity lubricants

24



Sustained march to lighter viscosity grades

0

25

50

75

100

1980 1985 1990 1995 2000 2004 2009

% o

f PC

MO

Vol

ume

10W-40 10W-30

Others

5W-20

5W-30

Evolution of PCMO Grades in North America

(NPRA 2009)



Which viscosity is relevant to FE?

26

• HTHS viscosity is widely seen as the most critical lubricant property for fuel economy

Lower HTHS Higher FE



However, HTHS may not be serving us well

27

Much higher FE for oils with VM

Different FE performance for different VMs



Viscosity at ultra high shear rates may be more Important than HTHS

28

Increasing FE

Shear Rate

Opportunity to design “FE Optimized” VM by maximizing shear thinning at very high shear rates !



VM Optimized for “Cold Start”

29

• European NEDC and Japan JC-08 test procedures involve significant “Cold Start” segments

• Recent advances in VM technology have made it possible to minimize lubricant viscosity under the cold start conditions



FE-Optimized VM offers significant advantage in NEDC testing



Summary

31





Summary and Conclusions

• Environmental and energy supply concerns are major drivers of change for the transportation industry

• Engine manufacturers respond to these concerns with new hardware technologies, resulting in rapidly evolving performance challenges for the lubricant industry

• Performance challenges provide opportunities to create value for lubricant developers, lubricant marketers and OEMs

• High technology solutions require high investments

• Early collaboration is essential for optimum deployment of these investments

engine lubricants: trends and challenges · engine lubricants : trends and challenges jai g....

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