anti-wear properties to address challenges like higher temperatures and increased power density. The industry is adapting to these needs to ensure optimal efficiency and durability in EVs especially balancing the lower viscosity lubricants with durable anti-wear additives.
Standard testing methods may fall short in accurately gauging the performance of lubricants in electric vehicles. In this study, we evaluated the anti-wear, extreme pressure and viscosity loss of two different EV fluids according to widely used ASTM and CEC test standards. These e-lubricants were tested on four ball tester, FBT 3.0 with KRL attachment (Figure 4)
Two different low viscosity EV fluids having different anti-wear additive concentrations were tes (FBT 3.0) (Table 2)
15 Analytical Instrumentation
Two different low viscosity EV fluids having different anti-wear additive concentrations were tested in four (FBT 3.0) (Table 2)
Two different low viscosity EV fl uids having different anti-wear additive concentrations were tested in four ball tester (FBT 3.0) (Table 2)
Kinematic viscosity (100 deg C) Density
Flash point Flash point
EV fluids having low and high viscosity were selected for viscosity loss study Table
1.Kinematic viscosity (100 deg C) Density
Flash point
ferent EV fluids having low and high viscosity were selected for viscosity loss study Table 1. rent EV fluids having low and high viscosity were selected for viscosity loss study Table 1.
Figure 4. FBT 3.0 with KRL attachment and temperature control unit. Insert shows the four ball and KRL test bearing geometries
Figure 4. FBT 3.0 with KRL attachment and temperature control unit. Insert shows the four ball and KRL test bearing geometries
Two different EV fl uids having low and high viscosity were selected for viscosity loss study Table 1. Table 2. Properties of low and high anti-wear EV fl uids
According to the ASTM D4172 standard, the fluid under test must be tested at 392 N for 1 hou of 1200 rpm. After each test, the wear scar diameters were accurately measured using automa test load of 50 N was used as well to evaluate the anti-wear properties of these low viscosity e-
Kinematic viscosity (100 deg C) cSt Density
Table 2. Properties of low and high anti-wear EV fluids Unit cSt
Unit
kg/m3 deg C
kg/m3 deg C
kg/m3 deg C
950 200
low anti-wear 950 4
950 200 200
low a4nti-wear High anti-wear 4
4 950
950 200 200
According to the ASTM D4172 standard, the fluid under test must be tested at 392 N for 1 hour at 75 °C of 1200 rpm. After each test, the wear scar diameters were accurately measured using automated AI too test load of 50 N was used as well to evaluate the anti-wear properties of these low viscosity e-lubricants
According to the ASTM D4172 standard, the fl uid under test must be tested at 392 N for 1 hour at 75 °C at a speed of 1200 rpm. After each test, the wear scar diameters were accurately measured using automated AI tools. A lower test load of 50 N was used as well to evaluate the anti-wear properties of these low viscosity e-lubricants.
Table 2. Properties of low and high anti-wear EV fluids Unit cSt
4 950
High anti-wear 200
low anti-wear High anti-wear 4
the CEC L-45-99 standard, the fluid under test must be sheared for 20 hours under high load (5000 N) 3 | P ag e
ed (1475 rpm) conditions. The temperature was kept at 60±1 °C. The same fluids were sheared under t condition for an extended duration of 200 hours. After each test, the viscosity of the fluid was d compared to the viscosity of the non-sheared fluid to calculate the viscosity loss.
ng to the CEC L-45-99 standard, the fluid under test must be sheared for 20 hours under high load (5000 N) h speed (1475 rpm) conditions. The temperature was kept at 60±1 °C. The same fluids were sheared under
me test condition for an extended duration of 200 hours. After each test, the viscosity of the fluid was ed and compared to the viscosity of the non-sheared fluid to calculate the viscosity loss.
g to the CEC L-45-99 standard, the fluid under test must be sheared for 20 hours under high load (5000 N) speed (1475 rpm) conditions. The temperature was kept at 60±1 °C. The same fluids were sheared under test condition for an extended duration of 200 hours. After each test, the viscosity of the fluid was de feature of the KRL attachment is the friction measurement capabilities. Friction measurement is not a
feature of the KRL attachment is the friction measurement capabilities. Friction measurement is not a ent of the CEC standard. However, friction coefficient can be an insightful parameter along with viscosity re 5 shows the friction coefficient behaviour of the fluids sheared for 20 and 200 hours respectively. In both e high viscosity fluid showed higher friction compared to the low viscosity fluid.
and compared to the viscosity of the non-sheared fluid to calculate he viscosity loss.
ment of the CEC standard. However, friction coefficient can be an insightful parameter along with viscosity ure 5 shows the friction coefficient behaviour of the fluids sheared for 20 and 200 hours respectively. In both he high viscosity fluid showed higher friction compared to the low viscosity fluid.
A unique feature of the KRL attachment is the friction measurement capabilities. Friction measurement is not a requirement of the CEC standard. However, friction coeffi cient can be an insightful parameter along with viscosity loss. Figure 5 shows the friction coeffi cient behaviour of the fl uids sheared for 20 and 200 hours respectively. In both cases, the high viscosity fl uid showed higher friction compared to the low viscosity fl uid.
ture of the KRL attachment is the friction measurement capabilities. Friction measurement is not a of the CEC standard. However, friction coefficient can be an insightful parameter along with viscosity shows the friction coefficient behaviour of the fluids sheared for 20 and 200 hours respectively. In both h viscosity fluid showed higher friction compared to the low viscosity fluid.
According to the CEC L-45-99 standard, the fl uid under test must be sheared for 20 hours under high load (5000 N) and high speed (1475 rpm) conditions. The temperature was kept at 60±1 °C. The same fl uids were sheared under the same test condition for an extended duration of 200 hours. After each test, the viscosity of the fl uid was measured and compared to the viscosity of the non-sheared fl uid to calculate the viscosity loss.
Using the standard test of load of 392 N, the difference between the mean wear scar diamaters wear oils was only 30 microns which was within the precision of the test method. Under the m of 50 N, the difference between the same oils increased 160 microns (Figure 8). Thus the nex viscosity EV fluids with antiwear additives require non-conventional procedures to screen chemistries.
Figure 7. Conventional and modified ASTM D4172 anti-wear test protocols Figure 7. Conventional and modifi ed ASTM D4172 anti-wear test protocols
Figure 7. Conventional and modified ASTM D4172 anti-wear test protocols
Using the standard test of load of 392 N, the difference between the mean wear scar diamaters of low and wear oils was only 30 microns which was within the precision of the test method. Under the modified tes of 50 N, the difference between the same oils increased 160 microns (Figure 8). Thus the next generat viscosity EV fluids with antiwear additives require non-conventional procedures to screen and dev chemistries.
Using the standard test of load of 392 N, the difference between the mean wear scar diamaters of low and high anti-wear oils was only 30 microns which was within the precision of the test method. Under the modifi ed test at a load of 50 N, the difference between the same oils increased 160 microns (Figure 8). Thus the next generation of low viscosity EV fl uids with antiwear additives require non-conventional procedures to screen and develop best chemistries.
nt viscosity loss (see Figure 6) of the low viscosity fluid was 4% and 6.17% for 20 hour and 200 hours ively. The viscosity loss of the high viscosity fluid was 3.67% and 5.65% for 20 hour and 200 hours tests, The viscosity loss for both fluids was 1.5 times higher after shearing for 200 hours compared to the hours test. Longer duration KRL tests of 200h better represent the actual field observed degradation modifiers compared to the conventional 20h test.
Figure 5. Inline friction measurement during KRL shear test for low and high viscosity fluids. Figure 5. Inline friction measurement during KRL shear test for low and high viscosity fluids.
Figure 5. Inline friction measurement during KRL shear test for low and high viscosity fl uids.
manent viscosity loss (see Figure 6) of the low viscosity fluid was 4% and 6.17% for 20 hour and 200 hours spectively. The viscosity loss of the high viscosity fluid was 3.67% and 5.65% for 20 hour and 200 hours tests, vely. The viscosity loss for both fluids was 1.5 times higher after shearing for 200 hours compared to the
anent viscosity loss (see Figure 6) of the low viscosity fluid was 4% and 6.17% for 20 hour and 200 hours pectively. The viscosity loss of the high viscosity fluid was 3.67% and 5.65% for 20 hour and 200 hours tests, ely. The viscosity loss for both fluids was 1.5 times higher after shearing for 200 hours compared to the 20 hours test. Longer duration KRL tests of 200h better represent the actual field observed degradation ty modifiers compared to the conventional 20h test.
d 20 hours test. Longer duration KRL tests of 200h better represent the actual field observed degradation sity modifiers compared to the conventional 20h test.
The permanent viscosity loss (see Figure 6) of the low viscosity fl uid was 4% and 6.17% for 20 hour and 200 hours tests, respectively. The viscosity loss of the high viscosity fl uid was 3.67% and 5.65% for 20 hour and 200 hours tests, respectively. The viscosity loss for both fl uids was 1.5 times higher after shearing for 200 hours compared to the standard 20 hours test. Longer duration KRL tests of 200h better represent the actual fi eld observed degradation of viscosity modifi ers compared to the conventional 20h test.
Figure 5. Inline friction measurement during KRL shear test for low and high viscosity fluids. Figure 8. Anti-wear performance using conventional and modified ASTM D4172 standard Figure 8. Anti-wear performance using conventional and modified ASTM D4172 standard Figure 8. Anti-wear performance using conventional and modifi ed ASTM D4172 standard
Our study reaffirms that lubricant performance cannot be solely assessed by traditional test standards and metrics, and there is a need for a paradigm shift in lubricant testing and formulation for electric vehicles. The Four Ball Tester (FBT- 3), among other instruments, offers a paradigm shift to users develop new solutions for the challenges that electric vehicle fluids pose to the lubricants community.
Figure 6. Viscosity loss for low and high viscosity lubricants after 20h and 200h testing.
Figure 6. Viscosity loss for low and high viscosity lubricants after 20h and 200h testing. Figure 6. Viscosity loss for low and high viscosity lubricants after 20h and 200h testing.
Figure 6. Viscosity loss for low and high viscosity lubricants after 20h and 200h testing.
A new line of Electrical Lubricant Test Rigs (ELTs) that can address all the critical test parameters required for qualifying fluids and greases used in lubricating electric drive train components are under development. These include electrified four ball tester, modular traction tribometer, high speed e-fluids test rig for investigating effect of electric fields and high speeds on friction, wear and durability of e-fluids.
4 | P ag e
Author Contact Details Debdutt Patro, PhD (Chief Technologist), Paltro • 620 Johnson Ave, STE 5, Bohemia, New York, 11716, USA • Tel: + 847-737-1590 • Email:
hello@paltro.com • Web:
www.paltro.com
4 | P ag e 4 | P ag e
Our study reaffi rms that lubricant performance cannot be solely assessed by traditional test standards and metrics, and there is a need for a paradigm shift in lubricant testing and formulation for electric vehicles. The Four Ball Tester (FBT-3), among other instruments, offers a paradigm shift to users develop new solutions for the challenges that electric vehicle fl uids pose to the lubricants community.
A new line of Electrical Lubricant Test Rigs (ELTs) that can address all the critical test parameters required for qualifying fl uids and greases used in lubricating electric drive train components are under development. These include electrifi ed four ball tester, modular traction tribometer, high speed e-fl uids test rig for investigating effect of electric fi elds and high speeds on friction, wear and durability of e-fl uids.
5
Figure 9. Modular traction tribometer compatible with electrifi ed module
Figure 9. Modular traction tribometer compatible with electrified module
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