Future Engine Fluids Technologies: Durable, Fuel-Efficient, and Emissions-Friendly 11 th Diesel Engine Emissions Reduction Conference Dr. Ewa A. Bardasz August 21-25 th , 2005 Chicago, Ill
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Future Engine Fluids Technologies: Durable, Fuel-Efficient, and
Emissions-Friendly
11th Diesel Engine Emissions Reduction Conference
Dr. Ewa A. BardaszAugust 21-25th, 2005
Chicago, Ill
2
The Drivers
The Environment
New engine designs and exhaust aftertreatment
Demand for higher quality lubricants
Defined by new lubricant specifications
New lubricant technology
Base OilAdvanced AdditiveTechnology
3
Future Lubricant Technology Drivers
Enhanced oil and additive
durability
Reduced emissions
Reduced friction
Compatible with emission systems
Diesel OilsSpecifications
5
EURO 3
2000 2005 2007 2008 20092003 200420022001 2006
CI-4PC-11?PC-10
DHD-1
GF-3 GF-4
EURO 5
20112010 2012
EURO 6?
DH-1 DH-2
EURO 4ACEA 2002
GF-5?
DLD-1 DHD-2 ?
NA PCMO
NA Diesel
Global Diesel
Japan Diesel
Euro PCMO & Diesel
Automotive Lubricants
Timing of Lubricant Specifications
We are here
CI-4 PLUS
6
• An exhaust aftertreatment friendly engine oil used with ultra-low sulphur (<15 ppm) diesel fuels
• A more robust and lower volatility fluid
• To be in commercial service from 4th
quarter 2006
• Also likely to be used in older engines (backward compatibility)
What is PC-10 Lubricant?
7
Sulphated Ash
Sulphated ash from the engine oil can contribute to ash blockage in DPFs and CRTs. This results in raised back pressure on the engine and a fuel economy penalty.
Ash
The Lube Impact on Exhaust Aftertreatment Systems
8
Phosphorus
Phosphorus from the engine oil can contribute to the irreversible deactivation of catalysts. This results in increased emissions.
Lubricant Impact on Exhaust Aftertreatment Systems
9
Sulphur
Sulphur from the engine oil contributes to blockage of NOx storage sites (NOx traps), increases in sulphate particles (DOC, CRT, SCR, cDPF) and the desensitisation decreases catalytic conversion (deNox traps).
Lubricant Impact on Exhaust Aftertreatment Systems
10
Origin of Sulphated Ash, Phosphorous and Sulphur (SAPS) in
Lubricants
Component SAPS contributionDispersant -Detergents* Ash + SulphurAntioxidants* SulphurFriction Modifiers* SulphurCorrosion Inhibitors* SulphurAntiwear Phosphorous + Sulphurdiluent oil* SulphurViscosity Modifier -
* Alternatives not containing Sulphur are commercially available
11
ash P S
EGRlong drains
EGRlong drains
VTW, ring/linerbearings, EGR
CRT/DPF Catalysts, SCR? CRT/DPFLNT
Source: Bengt Otterholm - Volvo
But there are Lubricant Conflicts
12
PC-10 solution
• Phosphorus, sulphur and sulphated ash will be limited:
0.12% (wt) phosphorus0.4% (wt) sulphur1.0% (wt) ash
• Volatility for 15W-40 will be reduced from 15% to 13% NOACK
13
Global Chemical Limits for HD Lubricants
These restrictions will have a major impact on lubricant formulation strategies.
%wt ACEA E6MB 228.51 MAN 3477
Euro III Typical oil
CH-4 Typical oil
PC-10(Draft)
Sulfur 0.3 max 0.4 – 1.50.10 – 0.15
1.2 – 1.9
0.4 maxPhosphorus 0.08 max
0.4 – 0.80.12 – 0.15 0.12 max
Sulfated Ash 1.0 max 1.2 – 1.6 1.00 max
Impact on Future Additive Demand
15
Increasing Demand on Additive and Base Oil
1995 2000 2010 20152005
Specifications Advance
Eng
ine
Oil
Per
form
ance
Incr
ease
Contribution to engineperformance by:
Base OilGp I+,II, II+, III, IV, V, GTL
Additives(DI/VM)
16
• Emission trends are driving down the levels of – sulphated ash– phosphorus – sulphur
for aftertreatment system compatibility• Shift toward sulphur-free detergents
• ZDDP replacement chemistry– More antioxidant chemistry– Reduced or zero P/S antiwear components
Drivers of Component Chemistry
17
• Fuel economy trends normally increase the levels of phosphorus and sulphur-containing compounds to help reduce friction and prevent wear
– Conflict with emissions requirements!• Shift to ZDDP replacement chemistry
– More antioxidant chemistry– Reduced or zero P/S antiwear components– Increased use of zero P/S friction modifiers
• Lower viscosity grades and increase dependence on base stock quality…
Drivers of Component Chemistry
18
Fuel Economy Challenge
Effect on Viscosity Grade/Base Stocks
0W-20
5W-20
5W-30
10W-30
15W-40
20W-50
mono
Group III
Group II+
Group II
MixedBase stock
Group I+
Group I
HD
Lower Viscosity
Higher Base OilQuality
19
• Extended drain intervals are requiring the additive system to function for increasingly longer durations - traditionally achieved through increasing the levels of many of the formulation components
• Higher levels of sulphated ash, phosphorus and sulphur
– Conflict with emissions requirements!
• Increasing dependence on base stock quality• Higher use of antioxidants
Drivers of Component Chemistry
20
Low/High Ash Fluids: Basicity Reserve
0123456789
1011
0 5000 10000 15000 20000 25000 30000 35000
Distance (km)
TAN
/TB
N
Lower SAPS
OEM Approved oil
21
Perspective on Ash: Fuel Derived (mild case)
Vehicle and engine dynamometer programs suggest:>20-30% of DPF ash is not engine oil related– Diesel fuel, fuel/exhaust system corrosion are likely sources
Estimate of ash accumulation in DPF from fuel consumption:120,000 miles x 15mpg fuel consumption => 25,284 kg diesel fuel
If ash is 0.01 wt % = 2500 g ~ max. from bulk refinery fuelIf ash is 0.001 wt % = 250 g ~ max. based on detection limitIf ash is < 0.00001 wt % = 2.5 g
Current ASTM fuel spec is 0.01 % max ash; most US fuels have <0.001%
22
Perspective on Ash: Engine Oil Derived (severe case)
Estimate of ash accumulation in DPF from oil consumption:
120,000 miles x 3000 mpg consumption =>34 kg oil burned
If engine oil is 1.5 wt % = 510 g ~ max. from current HD oilsIf engine oil is 1.0 wt % = 340 g ~ max. from API “PC-10” oils
23
Backpressure CRT field testFM7-truck 290hp (FP311)
Sweden, fuel <10 ppm SulphurFilter 11,25"x12", 100 CPSI, EX80
0
50
100
150
200
250
300
350
400
0 20000 40000 60000 80000 100000 120000
Mileage (km)
back
pres
sure
% (n
ew ,
clea
n fil
ter =
100
%)
max on road
high idle
Filte
r cle
aned
and
turn
ed
1 lit
re o
f ash
col
lect
ed
Consumed at 93651 km:
Fuel : 34000 liters (<10ppm S)
Oil : approx . 82 liters
Source: Dept. 24484, VTCCourtesy of Volvo Trucks
Ash Challenge: DPF Deposits Removal
24
Challenges to Formulate Future Engine Fluids
• Chemical restrictions: limiting Sulphated Ash, S, P levels
• High massive cooled EGR: wear, corrosion, viscosity increase, sludge, deposits,
• Increased thermal demands in combustion systems
• Fuel dilution – early/post injection schemes
25
Hundreds Molecules Submitted
Screen Testing
Engine Testing
Field Testing
Small # Commercialized
Challenge – Development of New Chemistry
Tim
ean
d C
ost
26
A Way Foreword
To continue to create excellent durable, fuel efficient, emissions-friendly engine oils, industry needs to be prepared to:
– Invest in new technology / componentry– Use a total formulation approach– Consider lubricant as an integrated
component (similar to combustion systems, exhaust controls, fuels, etc.) in order to achieve optimal system performance.
27
Goal: Creating Clean Environment
28
Goal: Creating Clean Environment
29
Thank you.
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