101580 Pub Role Additives v4 LO

8/13/2019 101580 Pub Role Additives v4 LO

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The Role of Additives inthe Automobile Industry


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Introduction Additives are an integral part of virtually every lubricantused in the automotive industry, both in the vehiclescoming off the assembly line and in the machineryused to manufacture them. This article describes themany kinds of lubricants used in the automotiveindustry and the types of additives they contain. Inshort, it explains the role of Lubrizol products in todaysautomotive scene.

The special lubrication needs of the passenger carspawned the organization of Lubrizol over 70 yearsago, and we have been closely associated with theautomotive industry ever since. Additive improvementsafforded by continuous research and developmenthave contributed to the longevity, reasonable cost, andreliability that we have come to expect from modernautomotive products. New demands point to anexpanding role for lubricant additives in the future.



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Applications Today, the automotive industry uses additive treatedlubricants in engines, manual and automatictransmissions, rear axles, power steering units, shockabsorbers, and greases. These lubricants can bedescribed as factory-fill because they are an integralpart of the finished automobile.

Additives also play a role in plant machinery lubricants,or those that dont leave the plant in the vehicle.Examples include hydraulic fluids, a wide variety ofmetalworking lubricants, gear lubricants, andmachinery greases.

Usually

Occasionally

Rarely

This discussion describes additives functionally, anddoes not consider the positive or negative interactionsamong them. As a result, a finished lubricant may notalways perform as the sum of its additives mightindicate. Multifunctional performance and compatibilityaspects must be considered, together with base stockeffects and economic targets. Even then, there aresome surprises, and that is why Lubrizol keeps a vastarray of test stands busy around-the-clock to evaluatenew additive combinations.

The following symbol will be used throughout the textto indicate where and to what extent an additive isemployed in a particular application:


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Factory-Fill LubricantsFor lubricants to perform effectively, they must containcertain properties, including suitable viscosity,slipperiness, high film strength, low corrosivity, lowpour point, good cleansing and dispersing ability,nontoxicity, and low flammability. In addition, theyshould not foam; that is, they should expel air (oxygen)to minimize oxidation and maintain their lubricatingcharacteristics.

These properties are typically imparted by additives,which are usually supplied as performance packagesthat are blended in base oils to yield formulatedlubricants. The principal additive types include:

Viscosity modifiers Detergents Dispersants Antiwear agents Oxidation inhibitors Rust and corrosion inhibitors Pour point depressants Antifoam agents Extreme pressure agents Friction modifiers Metal deactivators Emulsifiers and demulsifiers Dyes and stabilizers

This may look like an intimidating list of weapons forchemical warfare against lubrication problems.However, each can be described in simple termsaccording to its chemical family and the function itperforms.

Viscosity Modifiers Viscosity modifiers, or viscosity index improvers as theywere formerly known, comprise a class of materials

that improve the viscosity/temperature characteristicsof a lubricant. They are generally oil-soluble organicpolymers with molecular weights ranging from about10,000 to 1 million. Chemicals used as viscositymodifiers include:

Olefin copolymers Polymethacrylates Polyisobutylenes Styrene-based polyesters Hydrogenated styrene-diene copolymers Hydrogenated radial polyisoprene

Viscosity modifiers thicken oil in a temperature-selective manner. The thickening effect is morepronounced at high temperatures, and less evident atlow temperatures. This significantly improves alubricants viscosity index (a measure of how muchviscosity changes with temperature) and extends thetemperature range over which a lubricant can be used an important property for automotive fluids thatmust operate in all seasons without drain.

In addition to viscosity improvement, the performance

of these polymers also depends on shear stability(resistance to mechanical shear) and chemical andthermal stability. For a given polymer system, shearstability decreases with increasing molecular weight.

The loss due to shear is reflected in a loss in lubricantviscosity.

On the other hand, the thickening power of a givenpolymer system increases with increasing molecularweight. An economical balance, therefore, must beestablished which takes into consideration shearstability needs as well as thermal and oxidative stabilityin actual use.

Some viscosity modifiers are multifunctional, workingas dispersants and pour point depressants. Thisreduces the need for additional chemical supplementsto do these jobs. In practice, the type of viscosity


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modifier used depends on the application, with costand performance as the final criteria.

Applications for viscosity modifiers are shown by thefull beakers (frequently used) or half beakers(occasionally used). Viscosity modifiers normally are notused in applications listed next to an empty beaker.

Detergents These chemicals originated before World War II andconsist primarily of metallic salts called:

Sulfonates Salicylates Phenates

The metal ion of the structure is usually calcium, sodium,or magnesium (for example, calcium sulfonate) butother metallic salts are possible. Material costs andperformance characteristics, however, favor the threementioned, with calcium being the least expensive.

Cost/performance trade-offs account for the variety ofproducts available and determine the type selected fora given application.

Detergents serve two principal functions. Theychemically combine with solid combustion debris,thereby preventing it from accumulating on engineparts as deposits. Detergents are also strong acidneutralizers, changing combustion and oxidation acidsinto harmless neutral salts.

The measure of a detergents capacity to neutralizeacid is its total base number (TBN). The higher the

TBN, the more acid a detergent can neutralize.Detergents are available in a variety of TBNs, from nearzero to over 400. The best acid neutralizers, however,are not necessarily the best cleanliness agents, andvice versa. In some cases, secondary properties suchas sensitivity to water contamination or compatibilitywith other chemicals in the lubricant may affectselection. The major applications for detergents are incrankcase engine oils, although they are occasionallyused in other areas as shown below.

Crankcase Engine Oil

Automatic Transmission Fluids

Power Steering Fluid

Rear Axle Lubricants

Manual Transmission Fluids

Pre-Lubricants

Body/Chassis Greases

Shock Absorber Fluid





Pre-Lubricants





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DIESEL

WITH DETERGENT

WITHOUT DETERGENT

WITH DETERGENT

WITHOUT DETERGENT

GASOLINE


The effect of detergents is easy to see. On page 5, thephotos of diesel engine pistons show how detergentsprevent harmful carbon and lacquer deposits in thepiston ring belt area. In gasoline engines, detergentsprevent varnish buildup on piston skirts, valve lifters, oilpump relief valves, and other close-clearance parts.

DispersantsDispersants are similar to detergents in that they arecleanliness agents; however, they differ from detergentschemically. Dispersants are ashless (nonmetallic)materials, while detergents are metallic salts.

Dispersants can be categorized into two broadchemical types:

High-molecular weight polymers used to formulatemultigrade oils

Lower molecular weight materials for use whereviscosity modification is not necessary

These additives are much more effective than metallic

detergents in controlling sludge and varnish depositsthat are involved in intermittent and low-temperaturegasoline engine operation. Compounds useful asdispersants include:

N-substituted long-chain alkenyl succinimides High molecular weight succinic esters Mannich bases from high molecular weight alkylated

phenols

Dispersants function as repelling magnets to preventparticulate contamination in the oil from agglomeratinginto larger lumps that settle out as sludge or varnish.

This is illustrated in the photos of rocker arm covers onpage 6, which show the effects of high and low-dispersancy oils.


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GOOD

POOR

ROCKER ARM COVERS




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Dispersants find wide application in the automotiveindustry, as indicated in the beakers.

Antiwear Agents Antiwear agents are among the oldest chemicaladditives. Principal types are: Zinc dithiophosphates Dithiocarbamates


Pre-Lubricants







Zinc dithiophosphates essentially adsorb or plate ontometal surfaces to prevent metal-to-metal contact underhigh loads. The highly worn vs. nearly new appearanceof the camshafts in the photos to the right showsdramatically what antiwear chemicals can do.

It is appropriate at this point to clear up a commonmisunderstanding about zinc dithiophosphates.Because of its length, the term is often shortened tozinc, leading to the misconception that zinc is thesecret to the success of this compound. It isnt. Thedithiophosphate part of the molecule is the importantpart. Dithiophosphates can be made from most metals;however, zinc dithiophosphate offers the best balance ofeconomy and performance.

Even the term zinc dithiophosphate does not describe asingle chemical. Part of the dithiophosphate molecule isan alkoxy or phenoxy group, and the type of alcohol orphenol selected can alter performance characteristicssignificantly. Hydrolytic stability, thermal stability, frictionalstability, and corrosiveness to nonferrous metals areamong the trade-offs in selecting antiwear agents.

Applications for antiwear agents are shown by the

beakers. They can be used in the other lubricants listed,but a different type of antiwear chemical, called anextreme pressure (EP) agent, is used more frequently.

These chemicals are described below.


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CAMSHAFTS

GOOD

POOR

OIL PAN

The bearing photos show another hazard of insufficientoxidation inhibition. Here, lubricant oxidation hasproduced acids that have heavily corroded the bearingmetal. Oxidation inhibitors are formulated into virtuallyevery lubricant used in the automotive industry.

BEARINGS

GOOD

POOR


Oxidation InhibitorsOxidation inhibitors prevent oxygen in the atmospherefrom chemically reacting with the oil under conditions

of high temperature and agitation. Chemicals used forthis purpose include:

Zinc dithiophosphates Phenate sulfides Aromatic amines Sulfurized esters Hindered phenols

These inhibitors either destroy free radicals or interactwith peroxides to retard oil thickening due to oxidation.

The oil pan photo shows the effect of insufficientoxidation inhibition in a test simulating a passenger cartowing a trailer. Oil this thick can cause bearing failurebecause the oil pump cannot maintain sufficient flow,particularly on a cold start. Cases have been reportedwhere oxidized oil will not drain from the pan with theplug removed.


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VALVE LIFTERS

GOOD

POOR








Pre-Lubricants

formed during fuel combustion. Detergents typicallyused for this purpose are basic phenates andsulfonates. Rust and corrosion inhibitors are used invirtually every type of automotive lubricant.








Pre-Lubricants

Rust and Corrosion InhibitorsRust and corrosion are damage to metal surfacescaused by the attack of atmospheric oxygen andacidic products. Water and polar impurities greatlyaccelerate the rust and corrosion rate.

Chemicals used as rust and corrosion inhibitorsinclude:

Alkaline detergents Alkenylsuccinic acids

Alkylated phenoxy alkylene oxides

Internal rusting can cause frozen hydraulic lifters, stuckoil pressure relief valves, and other malfunctions thatcan destroy engines, transmissions, and even finaldrive gears and bearings. The photos of disassembledvalve lifters illustrate good and poor rust performance.

Rust and corrosion inhibitors provide a barrier betweenthe metal surface and the harmful elements, either byneutralizing acids or forming protective films. Filmformers attach themselves strongly to the metalsurface through physical adsorption or chemicalreaction.

Detergents are primarily cleanliness agents; however,their alkaline character also enables them to reducecorrosive wear caused by acidic blow-by products


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Pre-Lubricants


Pour Point DepressantsPour point depressants control the formation of waxcrystals in oils at low temperature. The chemicals donot prevent wax from crystallizing in the oil; rather, theyare adsorbed onto the wax crystals, thereby reducingthe amount of oil occluded on the crystal. Reducingthe crystal volume permits lubricant flow.

Chemicals commonly used as pour point depressantsinclude:

Polymethacrylates Styrene-based polyesters Crosslinked alkylphenols Alkylated naphthalenes Polyfumarates

Many of these chemicals serve the dual function ofviscosity modification. Pour point depressants are usedin most vehicle lubricants because subzero start-upcapability is a design criterion.

Antifoam Agents Almost every lubricant application involves some kindof agitation that can entrain air in the oil and formfoam. Excessive foaming results in ineffectivelubrication by collapsing the hydrodynamic filmbetween rubbing parts. It can also cause oil oxidation.

Foam inhibitors prevent or minimize this problem bydecreasing the surface tension of the lubricant; that is,the tendency of neighboring molecules at the surfaceto stick together as a film.

Common foam inhibitors include:

Silicones Polyacrylates

Sometimes other chemical additives can be foampromoters, so antifoam agents suppress not only thebase oils inherent foaming characteristics but those ofthe companion additives as well.

Foam inhibitors are used in most lubricants.








Pre-Lubricants

Extreme Pressure AgentsEP agents are a type of wear inhibitor for use underhigh loads. Chemically, they include:

Alkyl and aryl disulfides and polysulfides Dithiocarbamates Dialkyl hydrogen phosphites Salts of alkylphosphoric acids

These chemicals function like the antiwear agentsmentioned on page 6. They form adherent films onmetal surfaces that essentially act as solid lubricants to


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prevent metal-to-metal contact under extremes of loadand temperature. They differ from common antiwearchemicals in their extreme affinity for metal surfaces.

This is a desirable property in some applications, butcan cause problems where coexistence with othersurface active chemicals is essential.

The high sulfur or phosphorus content of some ofthese additives tends to give them a strong odor,which can be a concern. Other trade-offs includeyellow-metal compatibility, hydrolytic stability, andfrictional characteristics. Chemicals of this typepredominate in gear lubricants, transmission fluids, andgreases; however, they are also used in otherautomotive lubricants.








Pre-Lubricants

Friction ModifiersFriction modifiers improve the efficiency of lubricants bydecreasing friction, preventing scoring, and reducingwear and noise. Chemicals used as friction modifiersinclude: Fatty alcohols Fatty acids Fatty amides Molybdenum compounds Graphite

Fatty acid derivatives are the most commonly usedfriction modifiers. They are usually better than fattyamides, which in turn are better than fatty alcohols.Graphite presents problems in conventional lubricants;therefore, its use is limited to greases.

The use of friction modifiers is shown in the beakers.



Power Steering Fluid Shock Absorber Fluid



Pre-Lubricants


Metal DeactivatorsMetal deactivators are a class of oxidation inhibitors.

Their purpose is to protect nonferrous metals (usuallycopper) from other additives that would otherwisecause corrosive attack. They do this by either forminga protective film on the sensitive metal or bycounteracting the corrosive tendency of the otheradditives.

Metal deactivators include:

Salicylaldimines Benzoltriazoles Di-mercapto-thiadiazoles Zinc dithiophosphates Phosphites


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COPPER STRIPS







Pre-Lubricants


The photo of the copper strips shows the effect ofmetal deactivators in lubricants. Metal deactivators areused in the following areas.

Emulsifiers and Demulsifiers

Emulsifiers and demulsifiers are used where a lubricantmust function in the presence of purposely oraccidentally introduced water. Emulsifiers enable twoimmiscible fluids to form an intimate mixture known asan emulsion. Water and oil emulsions, for example,find use as lubricants in a number of industries.

Emulsifier additives include:

Polyethylene oxide derivatives Salts of carboxylic and sulfonic acids Polyalkylene glycols Phenols and phenyl ethers

These chemicals usually are added only when relativelyhigh concentrations of water are involved, as in solublecutting oils. Detergents and dispersant additives haveemulsifying properties and can handle small quantitiesof water that accumulate from condensation.

Demulsifiers are used when it is imperative to keep thewater and oil in separate phases. These materialsconcentrate at the water/oil interface and create low-viscosity zones, thereby promoting droplet

coalescence and gravity-driven phase separation.

Demulsifiers include:

Trialkyl phosphates Polyethylene glycols Alkyl amines Carboxy acids

Although emulsifiers and demulsifiers are mostcommonly used in plant machinery oils, one factory-filluse for demulsifiers is automatic transmission fluids.Demulsifiers also are often used in gasoline and dieselfuel additives.


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Pre-Lubricants




Manual Transmission Fluids Power Steering Fluid



Pre-Lubricants

Many types of oil-soluble organic compounds areemployed as dyes. Dyes are used to color-codelubricants to ensure their proper use and to aid in leakdetection. ATFs, for instance, contain a red dye, and

two-stroke-cycle oils a blue or purple dye.

Typical uses for dyes are:

Stabilizers maintain color by inhibiting photochemicaland oxidative darkening of hydrocarbons. Typicalstabilizer chemicals include:

Fatty amines Complex organo-barium compounds Phosphonates

Stabilizers are more commonly used in fuels thanlubricants.

Other Applications This discussion has focused on the passenger car;however, the automotive industry includes all sorts ofvehicles such as trucks, buses, agricultural andconstruction equipment, and recreational equipmentranging from outboard motor boats and snowmobilesto motorcycles and golf carts. In many cases, thelubrication needs of these other vehicles are similar tothose of passenger cars, as are the lubricants.However, there are some differences.

Turbocharged diesel engines are more prone to ringsticking than passenger-car gasoline engines.

Diesel engines also generate more soot as a productof combustion, and the crankcase oil must be able tohandle this extra contamination. These and otherperformance needs are reflected in the additivesselected for diesel engine oils.

The huge integrated transmission/final drive/powertake-off systems on modern agricultural equipmentrequire a lubricant with EP performance approachingthat of a heavy axle lubricant. However, viscosityrequirements resemble those of an automatictransmission fluid (ATF). In addition, specially tailoredfriction properties are required for transmissionclutches, wet brakes, and power take-off clutches.Modern additive technology is essential for thesuccessful operation of these systems.

Dyes and Stabilizers


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Most two-stroke gasoline engines are lubricated by oilmixed with the fuel. This requires special lubricants thatburn cleanly without sticking piston rings or foulingspark plugs, and that can lubricate high-speed partswith the thinnest of boundary films. Althoughequipment needs can vary widely, additives of thetypes described above are used to design effectivelubricants.

Industry Trends Factory-

Fill Lubricants The automotive lubricants industry is highly dynamic,and many trends are affecting the additive compositionof oils that will be used in the future.

The most significant recent change in gasoline engineoil testing in North America is a quality upgrade toILSAC GF-3/API SL. The new procedures for licensingand certifying engine oils include multiple-testacceptance criteria for Sequence tests. This results ina process improvement that effectively increases the

performance requirements of automotive engine oils.

Diesel engine lubrication requirements are being drivenby emissions regulations. Totally new engine designs,such as exhaust gas recirculation (EGR) and modifiedolder designs, are being introduced to meet therequirements. Further impact will come when tighteningexhaust regulations will force the industy to use aftertreatment devices. While all these changes will greatlyimprove air quality, they will also subject the lubricantto more hostile operating conditions.

In reducing emissions, the lubricant has been identifiedas contributing directly to hydrocarbon particulates.

To reduce particulate emissions, new engines operatewith a thinner lubricant film thickness and allow lesslubricant leakage past the piston ring. Unfortunately,this can increase the potential for ring and liner

scuffing, and can increase operating temperatures andthe potential for deposit formation. In addition, theengine modifications and adjustments necessary toensure compliance with exhaust emissions regulationsalso have the adverse effect of increasing lubricantsoot levels, which can increase valvetrain wear, oilviscosity, and filter plugging.

Passenger car rear axle lubricants require scoreprotection as well as thermal and oxidative stabilityand rust protection, which is provided with sulfur-phosphorus lubricant additives. However, therequirements of many equipment builders exceedthose of industry specifications.

As a result, updated categories have been proposedto reflect the performance needs of heavy-duty orcommercial equipment. The new categories focus onimproved high-temperature cleanliness and stability,oxidation and antiwear control, and compatibility withoil seals and copper alloys.

Modern vehicle and transmission designs also placeincreased stress on the automatic transmission fluid.

The drive to improve fuel economy has led to moreaerodynamic car designs that permit less airflowaround transmissions, thereby increasing operatingtemperatures. This, combined with reduced sumpsizes, results in severe thermal stress on the fluid.

Requirements in OEM specifications, therefore, areaimed at avoiding problems caused by high-temperature operation. Oxidation requirements, forexample, are more stringent to ensure that the fluidkeeps transmission parts virtually sludge free. Inaddition, increased emphasis has been placed onimproved durability and consistent operation, so that atransmission retains its shift quality throughout the life ofa vehicle.

The smaller fluid orifices in modern transmissionschallenge an ATFs rheology, especially in cold


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weather. To ensure proper operation, particularly atstart-up, ATFs must have improved low-temperatureviscosity.

Synthetic base stocks could find increased use incrankcase oils, transmission fluids, and final drivelubricants. These oils offer the potential for improvedfuel economy, thermal stability, and durability.

Fuel additives also will be more widely used becauselegislation will require all gasolines to contain additivesto maintain the cleanliness of intake systems. Thisaction is being taken as a further attempt to reduceemissions.

Plant Machinery Oils These oils lubricate the machines and equipment usedto manufacture vehicles. As an industry, automakersactually purchase more plant machinery oils than factory-fill oils, so an enormous amount of lubricant is involved.In general, these lubricants can be classified as:

Hydraulic fluids Metalworking lubricants Industrial gear oils Greases

The additives used to formulate these oils are the sameas those employed in factory-fill lubricants; therefore,lists of chemicals used for each additive type will notbe included in the following discussion. Also, becauseplant machinery and factory-fill greases arefundamentally the same, they will not be coveredbelow.

Hydraulic Fluids Any fluid whose pressure and flow is used to producework is a hydraulic fluid. Engine oil could be used as a

hydraulic fluid, as could water. Part of the function ofan ATF is to serve as a hydraulic fluid to do the work ofapplying and releasing clutches to change gears.

Over the years, specialty hydraulic fluids have beendeveloped for use in machinery. A wide variety of fluidsare used, and they can be classified as:

Antiwear fluids Rust and oxidation (R & O) oils Fire-resistant fluids

Antiwear hydraulic fluids include an extreme-pressure/ antiwear agent, frequently of the zinc dithiophosphatetype, together with rust inhibitor, demulsifier, andantioxidant. Metal deactivators are sometimes used inmachinery containing brass or bronze components andoperating at high temperatures. Viscosity modifiers areused occasionally, particularly in equipment exposed towide temperature extremes (cranes, hoists, forklifts,etc.).

Stabilized hydraulic oils provide high-temperaturethermal and oxidation stability. These fluids are defined

by OEM specifications such as Cincinnati MachineP-75 and Denison HF-0. They usually incorporateeither stable sulfur-phosphorus additive systems ormore thermally stable zinc dithiophosphate additives.Metal deactivators are often included in theselubricants to protect nonferrous components atelevated temperatures.

Hydraulic fluids formulated with synthetic base oilsprovide improved high-temperature stability and fireresistance. However, conventional additives may notbe soluble in some synthetic fluids, and speciallydesigned additive packages may be required.

R & O oils contain only rust and oxidation inhibitors,and perhaps a foam inhibitor. Some oils of this typealso incorporate a demulsifier for applications wherewater contamination may be a problem.


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Fire-resistant hydraulic fluids are of two types:

Water-based systems such as emulsions, water/glycol mixtures, and polymer-thickened aqueoussolutions.

Nonaqueous synthetic organic oils such assilicones and trialkyl phosphates.

Water-in-oil emulsions, with oil being the continuousphase, are called invert emulsions. These fluidsconstitute as much as 40% by volume waterencapsulated in 60% by volume oil. Good emulsifieradditives are required to keep the inherently unstablewater/oil mixture homogeneous. Obviously, rustprotection is a critical concern because of the amountof water present. Special water-resistant antiwearadditives (with strong affinity for metal surfaces) areused.

Applications for fluids of this type are limited bytemperature. They are not practical where subzeroconditions are likely. Normally, this is not a problem inplants with controlled environments.

Oil-in-water emulsions are similar to soluble cutting oils,with 80 to 95% of the fluid being a continuous waterphase. With water as the film in boundary conditions,antiwear and antirust considerations are paramount inadditive selection. The additives must inhibit theadverse effects of water and also be soluble in oil;therefore, selection is limited.

Polymer-thickened solutions contain 5 to 10% ofselected chemicals dissolved in water. They contain nopetroleum oil. These high-water synthetic fluids havea limited temperature range, essentially being tied tothe freezing and boiling points of water. Additiveselection is aimed primarily at providing wear andcorrosion protection to a fluid film consisting ofessentially 95% water.

Water glycol mixtures, combined with suitableinhibitors, provide superior fire protection. However,very few antiwear additives are compatible with glycol.

These fluids are expensive because of the high cost ofglycol, and biodegradability in plant effluent treatmentsystems is only marginal. Phosphate ester systemsalso fall into the fire-resistant hydraulic fluid category.However, high cost limits their use.

Metalworking LubricantsMetalworking fluids are among the most chemicallydiverse class of lubricants on the market. Whileperformance claims for these lubricants abound, fewmanufacturer or industry specifications are available todefine product performance.

These fluids can be classified according to theirfunction as metal forming, removing, protecting, andtreating fluids. They are generally of four different types:

Straight oils Soluble oils

Semisynthetic fluids Synthetic fluids

Straight oils are based on paraffinic petroleum basestocks and possess excellent cooling and lubricatingabilities. Additive treatments in these oils arepredominantly high active sulfur and halogen-containing EP compounds. These additives inhibit toolwear and seal the newly exposed, machined metalfrom oxidation and corrosion.

The compounds are often selected based on theirability to prevent staining of the workpiece under thehigh temperatures at the shear face. Someformulations also include friction modifiers to helpreduce energy consumption in machining operations.


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KEY = USUALLY = OCCASIONALLY = RARELY

FACTORY-FILL OILS PLANT MACHINERY OILS

ADDITIVE COMPOSITION OF OILS

Viscosity Modifiers

Detergents

Dispersants

Antiwear Agents

Oxidation Inhibitors

Rust and Corrosion Inhibitors

Antifoam Agents

Extreme Pressure Agents

Friction Modifiers

Metal Deactivators

Emulsifiers

Demulsifiers

Pour Point Depressants

Dyes and Stabilizers

P o w e

r S t e e r i n g

F l u i d

B o d y /

C h a s s i s

G r e a s e

s

S h o c k

A b s o r b e r

F l u i d

P r e - L u b r i c

a n t s

R & O H

y d r a u l i c

F l u i d s

M e t a l w

o r k i n g L u

b r i c a n t

s

I n d u s t

r i a l G e a r

O i l s

P l a n t M

a c h i n e r y

G r e a s e

s

A n t i w

e a r H y

d r a u l i c

F l u i d s

F i r e - R e

s i s t a n t

H y d r a u

l i c F l u

i d s

C r a n k c

a s e E n g i

n e O i l

A u t o m

a t i c T r a

n s m i s s i o

n F l u i d

s

R e a r A

x l e L u b r i c

a n t s

M a n u a

l T r a n s

m i s s i o n F

l u i d s

These conditions severely limit hydraulic fluid andadditive selection. In addition, the increased use ofservovalves and finer filtration requires more carefulconsideration of the additives used to ensure that theydo not clog orifices or are not removed by the filter.

The interest in water-based metalworking fluidsremains high because of their lower cost and ease ofdisposal. However, the industry is demanding fluids

that provide longer tool life, better surface finish, andimproved rust protection. New additives are beingdeveloped to meet these needs.

Finally, environmental concerns are fueling thedevelopment of plant machinery oils that are lesshazardous, more readily recycled, and more easilydisposed of. This can severely limit the types ofadditives used in these oils.


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2011 The Lubrizol Corporation All rights reserved

The Lubrizol Corporationwww.lubrizol.com

With you every step of the way. At Lubrizol we are an innovative specialty chemical company with three dening objectives. To stimulate new

ideas that create new opportunities. To enable differentiation by providing you with the most advanced additive

technologies. To create value for your business through our support, knowledge, and service. It all adds up to

measurable success for you, our customer. Lubrizol is with you every step of the way.

101580 Pub Role Additives v4 LO

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