Lube-Tech PUBLISHED BY LUBE: THE EUROPEAN LUBRICANTS INDUSTRY MAGAZINE
samples of TPEs were immersed in greases and placed in an oven at 125°C for 336 hours. Molecular weights were measured after compatibility tests. Investigation shows that four additives in different quantities could contribute a similar level of EP performance in the greases. However, the worst performance was observed in the compatibility tests after adding additive D at 3wt%. An improvement was observed by use of additives A, B and C. Considering 0.1wt% of additive A was used in the formulation with a large reduction of about 26% in molecular weight after the compatibility test, the additive A might be considered as the worst additive.
Lubricants for fuel economy in new generation of powertrain systems As mentioned before, an ambitious target of improving fuel economy has been set up for 2025, (Fig.3). Powertrain systems play important roles in fuel economy. A good lubricant in powertrain systems could contribute a reduction in fuel consumption of vehicles. Consideration of designing new lubricants with special requirement from OEM and market development is important for R&D work in automotive industry.
No.105 page 6
lubricants without any increase in cost. Consequently, work as a team with design of new generation of powertrain systems is one of key factors to fulfil OEM requirement for improving fuel economy.
Reference: 1. Drew Kodjak, “Policies to reduce fuel consumption, air pollution, and carbon emissions from vehicles in G20 nations”, Briefing Paper, Berlin, Brussels, San Francisco, Washington, icct, May 2015.
2. Alexander Körner, Pierpaolo Cazzola, and François Cuenot, International comparison of light-duty vehicle fuel economy: Evolution over 8 years from 2005 to 2013, Working Paper 11, Global Fuel Economy Initiative,
www.globalfueleconomy.org, iea, 2014.
3. ICCT Briefing July 2015, “CO2 emissions from new passenger cars in the EU: Car manufacturers’ performance in 2014”.
4. “Where the Energy Goes: Gasline Vehicles”,
www.fueleconomy.gov/feg/atv.shtml.
5. Handelsblatt Euroforum 1998. 6. Jisheng E, S. Kondo, F. Reher and A. Taniguchi, “Fettzusammensetzung für die Verwendung in homokinetischen Gelenken, die wenigstens eine dreikernige Molybdänverbindung und ein Harnstoffderivatverdickungsmittel umfasst”, Patent DE10 2007 048091B4, 2011.09.22.
7. Jisheng E and G. Fish, “The effect of friction modifier additives on constant velocity joint performance”, Additives 2001, “An international conference on additives for automotive engine fuels and lubricants: Their Chemistry, Mode of Action, Degradation and Tribology, Keble College, Oxford, UK, 20 to 22 March 2001.
Figure 14.
From a tendency of designs in new vehicles, it is seen that powertrain systems could serve at much more severe conditions. For instance, in CVJ systems, the service temperatures could be change from a range between -40 and 120°C in to -45 and 180°C, see (Fig.14). At same time, it is required to provide an improved reduction in noise, vibration and harshness during power transmission. In order to meet the demand from OEM customers, first of all, it is essential to consider use of oils in greases with improved qualities. Secondly, it might be considered to use additives more stable at high temperatures, but more active at normal temperatures, in order to generate tribochemical surface layers for low friction and anti-wear behaviour at normal temperatures and to prevent the lubricants from deterioration at high temperatures.
Cost is one of the most important issues in the automotive industry. It is clear that high qualities of oils and additives result in an increase in cost. It is not possible to improve the quality of
LUBE MAGAZINE NO.134 AUGUST 2016 31
8. Czesław Kajdas, “General Approach to Mechanochemistry and Its Relation to Tribochemistry”, Intech,
www.intechopen.com/books/tribology-in-engineering/ general-approach-to-mechanochemistry-and-its-relation-to- tribochemistry.
9. R.m. Mortier, M.F. Fox and S.T. Orszulik, “Chemistry and Technology of Lubricants”, Springer, Page 87 and 96.
LINK
www.gkndriveline.com
Page 1 |
Page 2 |
Page 3 |
Page 4 |
Page 5 |
Page 6 |
Page 7 |
Page 8 |
Page 9 |
Page 10 |
Page 11 |
Page 12 |
Page 13 |
Page 14 |
Page 15 |
Page 16 |
Page 17 |
Page 18 |
Page 19 |
Page 20 |
Page 21 |
Page 22 |
Page 23 |
Page 24 |
Page 25 |
Page 26 |
Page 27 |
Page 28 |
Page 29 |
Page 30 |
Page 31 |
Page 32 |
Page 33 |
Page 34 |
Page 35 |
Page 36 |
Page 37 |
Page 38 |
Page 39 |
Page 40 |
Page 41 |
Page 42 |
Page 43 |
Page 44 |
Page 45 |
Page 46 |
Page 47 |
Page 48 |
Page 49 |
Page 50 |
Page 51 |
Page 52 |
Page 53 |
Page 54 |
Page 55 |
Page 56 |
Page 57
