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Engine Lubricants : Trends and Challenges
Jai G. Bansal, Chief Scientist – Engine Lubricants Infineum USA LP DEER 2012 – Detroit October 19, 2012
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Environmental Concerns
Security of Energy Supply
Depletion of Natural Resources
GHG : Global Warming
Global Concerns leading to Global Regulations
Emissions and Fuel Efficiency regulations
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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
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Today’s Presentation
Emissions
Fuel Economy
• Light Duty Vehicles
• Heavy Duty Vehicles
• Light Duty Vehicles
• Heavy Duty Vehicles
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Emissions : Heavy Duty Vehicles
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Evolution of Emission Legislations
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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
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Lubricant Soot Loading
Cooled EGR
Retarded Timing
SCR / Reduced EGR EGR
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Increasing soot loading required significant advances in additive technology
Conventional Technology
Excessive wear
Low wear
Cummins ISM
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• 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
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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
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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
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Fuel Economy
13
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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
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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
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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!
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Fuel Savings
17
0
1
2
3
1980 1985 1990 1995 2000 2004 2009
Billion gallons per year
NA PCMO Lubricants
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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
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Energy Distribution varies with Drive Cycle
19
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On-Road FE Results - Drive Cycle Effect
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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%
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Fuel Economy triangle
“Boundary” Friction Losses
In-Service Losses
Rheological Losses
• Friction Modifiers • Lubricant
Viscosity
• Volatility
• Durable Friction Modifiers
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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
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Advances in FM technology offer clear advantage in ILSAC FE Protocol
23
Sequence VI-D : New vs. Conventional FM
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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
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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)
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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
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However, HTHS may not be serving us well
27
Much higher FE for oils with VM
Different FE performance for different VMs
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Viscosity at ultra high shear rates may be more Important than HTHS
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Increasing FE
Shear Rate
Opportunity to design “FE Optimized” VM by maximizing shear thinning at very high shear rates !
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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
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FE-Optimized VM offers significant advantage in NEDC testing
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Summary
31
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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