Commercial SAE Research Articles

Tribological performance of various blends of commercial SAE 40 oil and novel apricot oil-based bio-lubricant using a four-ball tester tribometer

Tribological performance of various blends of commercial SAE 40 oil and novel apricot oil-based bio-lubricant using a four-ball tester tribometer

Tribological performance of various blends of commercial SAE 40 oil and novel apricot oil-based bio-lubricant using a four-ball tester tribometer

Tribological performance of various blends of commercial SAE 40 oil and novel apricot oil-based bio-lubricant using a four-ball tester tribometer

Frictional Power Evaluation of Additive-Mixture in Trimethylolpropane Trioleate Oil using Single Cylinder Diesel Engine

Rapid depletion of petroleum sources and increase of demand for environmentally friendly products has urged the need for biodegradable lubricants to be utilized in various applications, especially for internal combustion (IC) engine lubrication. To perform on par with the commercial engine oils, bio-based lubricants need to be further improved through the addition of appropriate additives. This study investigates the synergistic performance of additive-mixture comprising of ionic liquids (IL), glycerol monooleate (GMO), molybdenum dithiocarbamate (MoDTC) and titanium dioxide (TiO2) nanoparticle in trimethylolpropane trioleate (TMPTO) ester base oil. Lubricity performances of the prepared sample were evaluated in the context of tribological improvement using laboratory tribotester as well as friction power reduction in actual single-cylinder diesel engine. From a prior study, it was found that additive mixture containing 0.93 wt.% IL, 1.49 wt.% GMO, 0.52 wt.% MoDTC, and 1.25wt.% TiO2 was able to provide substantial friction and wear as well as extreme pressure improvements. The present study was conducted to evaluate whether the formulation can offer the same performance on the actual engine in conjunction to the laboratory bench test. To do so, two different types of engine tests were conducted which are that standard engine performance test and also the Willans line test to evaluate the engine frictional power. The performance of the additives-TMPTO mixture was compared directly to those of commercial SAE 0W-30 engine lubricant. In the standard engine performance test, it was found that the additives-TMPTO mixture performed better than commercial SAE 0W-30 engine lubricant in terms of 2.5% higher maximum torque value, 3% higher overall brake power output, 10% lower brake specific fuel consumption and 12% higher brake thermal efficiency throughout the conducted test speed of 800 to 2300 rpm. Through the Willans line test, it was found that the additives-TMPTO mixture showed better results than the commercial SAE 0W-30 engine lubricant in terms of 20-25% lower frictional power at 900, 1200 and 1500 rpm. Overall, these results further justify the enhanced lubrication properties of the formulated bio-based oil in addition to the prior conducted tribological analyses.

Tribological performance of high-strength cast iron in lubricated contact containing carbon black

It is well-known that diesel engines generate soot during the combustion process, leading to a higher level of pollutant emissions and severe wear of contact surfaces in relative motion, resulting in worse engine performance. Carbon black has been used in laboratory wear tests to simulate soot in engine components such as piston rings and cylinder liners. However, there are still many questions to be answered, especially concerning the interaction between the particles, lubricants, and surface topography in contact. In the past years, compacted graphite iron (CGI) has been substituting grey cast irons in engine blocks because of its improved mechanical properties, resulting in thinner walls for lighter blocks and improving engines' performance. However, CGI's tribological behavior of higher strength grades has been scarcely studied due to its production cost and complexity. In the present study, two CGIs of high strength (JV450 and JV500 – ISO 16112/2017) were used as cylinder liners on ring-on-cylinder lubricated wear tests a CETR-UMT-Bruker tribometer. The cylinders' surfaces were honed to a plateau finishing, and the counterbody used was a commercial compression ring of nitrided stainless steel. Carbon black particles were added to commercial SAE CF-30 lubricant, simulating the presence of soot. The testing load and oil temperature were 175 N and 100 °C, respectively, creating a severe wear condition. Roughness measurements using interferometry were performed on the worn surfaces to compare with the plateau's topography and roughness parameters honing texture. The variation of structure height was used as the indicative of liner wear. Results showed almost the same coefficient of friction (COF) for all tested conditions. Still, the reason for each case was different, the ejection of graphite during sliding being more critical for JV450 iron. The carbon black was able to change the contact conditions. The high-strength GJV500 iron performed better, considering a tribological merit index (TMI), less sensitive to the presence of carbon black in the lubricant oil.

Oil miscible phosphonium-phosphate ionic liquid as novel antiwear and antipitting additive for low-viscosity rear axle lubricants

This study explored the feasibility of using a phosphonium phosphate ionic liquid as a candidate anti-wear and anti-pitting additive for rear axle lubricant. This particular IL was first added to a VHVI8 base oil at 2–3% concentration and demonstrated effective surface protection for wear and micro-cracking under rolling-sliding contacts. The promising results directed to a step further to produce a series of IL-containing low-viscosity (about a half of SAE 75W-90) fully formulated gear oils. Selected IL-containing experimental oils showed superior mitigation of rolling contact fatigue to a commercial SAE 75W-90 gear oil in bench-scale rolling-sliding tests. Full-scale hub dynamometer tests were then conducted and demonstrated more than 3% power output and torque generation for an IL-containing low-viscosity gear oil benchmarked against commercial baselines.

A new low-carbon microalloyed steel wire in drilling rope

SAE 1065 steel wire ropes are prone to individual wire fracture due to the martensite structure with high carbon and high microhardness formed on the wire surface because of friction. A new low-carbon microalloyed steel wire composed of lath bainite with fine carbides dispersed in bainitic ferrite and lath martensite is developed in this paper. For the developed steel wire with a diameter of 1.0 mm, the tensile strength and low-cycle fatigue resistance are higher than those of commercial SAE 1065 wire. It is shown that the individual wire fracture caused by as-quenched martensite formation and severe plastic deformation can be avoided in the developed steel wire. Also, the design process and associated manufacturing process are discussed in detail.

Feasibility of Observing Small Differences in Friction Mean Effective Pressure between Different Lubricating Oil Formulations Using a Small, Single-Cylinder Motored Engine Rig

The feasibility of using a motored single-cylinder 517 cc diesel engine to observe small frictional differences between oil formulations is investigated. Friction mean effective pressure (FMEP) is measured and compared for an SAE 10W-30 and an SAE 5W-20 oil in three stages of production: base oil, commercial oil without a friction and wear reducing additive, and fully formulated commercial oil. In addition, a commercial SAE 5W-30 engine oil is investigated. Friction mean effective pressure is plotted versus oil dynamic viscosity to compare the lubricant FMEP at a given viscosity. Linear regressions and average friction mean effective pressure are used as a secondary means of comparing FMEP for the various oil formulations. Differences between the oils are observed with the base oil having higher friction at a given viscosity but a lower average FMEP due to the temperature distribution of the test and lower viscosities reached by the base oil. The commercial oil is shown to have both a higher FMEP at a given viscosity and a higher average FMEP than the commercial oil without a friction and wear reducing additive. The increase in friction for the oil without a friction and wear reduction additive indicates that the operational regime of the engine may be out of the bounds of the optimal regime for the additive or that the additive is more optimized for wear reduction. Results show that it is feasible to observe small differences in FMEP between lubricating oil formulations using a small, single-cylinder motored engine.

Lubricated wear behavior of leaded α+β brass

In this research investigation, the lubricated wear behavior of leaded α+β brass sliding against stainless steel counterface was studied with the aid of a pin-on-disk apparatus. The main objective of this work was to study the effect of aqueous based environments on the interface and tribological characteristics of this tribosystem, as in several cases the formation of a thin corrosion product layer can act as a lubricating film, decreasing the coefficient of friction of the tribosystem. Thus distilled water and 3.5% NaCl solutions were used as possible lubricants and were then compared with a commercial SAE 80W lubricant, which is extensively used in many light and heavy-duty, automotive, commercial or industrial applications. From the experimental results obtained, Stribeck curves for each lubricative environment were exacted and analyzed. In addition, by evaluating changes in the coefficient of friction of the tribosystem in accordance with the observed wear mechanisms, the characteristic lubrication regimes (elastodynamic, mixed and boundary) were identified in these curves.

Friction and wear characterization of sintered low alloyed chromium steels for structural components

► Lower and upper bounds for IRG wear transition diagram of sintered low alloyed chromium steels defined. ► One-hour gas nitriding of sintered low alloyed chromium steels rise onset to scuffing to over 1000 MPa. Sintered and sintered/gas nitrided cylinders made of low alloyed chromium steel Astaloy CrL + 0.45 C at 7.25 g/cm 3 density, have been tested for scuffing resistance and wear rate in a crossed cylinders test setup lubricated with a commercial SAE 10W40 engine oil at 90 °C. The results show large potential of 1 h gas nitriding of the sintered chromium steel cylinders. The nitrided cylinders experienced safe wear at 1000 MPa and scuffing at 1100 MPa at 2.5 m/s. At 0.5 and 0.1 m/s at least up to 800 MPa the wear was mild, as sintered chromium cylinders showed scuffing at pressure lower than 320 MPa and limited wear at 0.5 and 0.1 m/s.

Influence of phosphorus content and quenching/tempering temperatures on fracture toughness and fatigue life of SAE 5160 steel

This study investigates the influence of quenching/tempering temperatures on the fracture toughness and fatigue life of SAE 5160 steel, considering different phosphorus contents. Quenching and tempering treatments were applied to samples removed from different bars of commercial SAE 5160 steel with different P content. Three different austenitizing temperatures for quenching: 850, 900 and 1000 oC and a constant holding time of 15 minutes were used. The oil temperature for quenching was kept at 66 oC and the tempering conditions were 470, 500 and 530 oC with the necessary time for a final hardness of 45 ± 3 HRC. Therefore, the heat treatments cycles were applied to specimens containing low (0.012 wt. (%)), medium (0.017 wt. (%)) and high (above 0.025 wt. (%)) phosphorus contents, in order to observe the effects of this element on the susceptibility of these steels to enhance quench and tempering embrittlements. The Charpy tests results showed that the phosphorus content analyzed in this work has caused embrittlement, even in the bars with the lowest P content, leading to intergranular fracture. However, if the nucleation life is taken into consideration, this embrittlement has no effect on the nucleation fatigue life of the component.

Extending SAE J300 to Viscosity Grades below SAE 20

The SAE Engine Oil Viscosity Classification (EOVC) Task Force has been gathering data in consideration of extending SAE J300 to include engine oils with high temperature, high shear rate (HTHS) viscosity below the current minimum of 2.6 mPa∙s for the SAE 20 grade. The driving force for doing so is fuel economy, although it is widely recognized that hardware durability can suffer if HTHS viscosity is too low. Several Japanese OEMs have expressed interest in revising SAE J300 to allow official designation of an engine oil viscosity category with HTHS viscosity below 2.6 mPa∙s to enable the development of ultra low friction engines in the future. This paper summarizes the work of the SAE EOVC Low Viscosity Grade Working Group comprising members from OEMs, oil companies, additive companies and instrument manufacturers to explore adoption of one or more new viscosity grades. Past studies relating HTHS viscosity to engine wear will be reviewed, and an analysis of the rheological properties of commercial SAE xW-20 oils will be presented. New data will also be offered to demonstrate the feasibility of formulating engine lubricants to meet HTHS viscosities as low as 1.7 mPa∙s while meeting current low temperature oil starting viscosity and ILSAC volatility requirements. Finally, the paper will address the measurement precision of current HTHS methods on prototype low HTHS engine oils.

Lubricated rolling–sliding behaviour of ion nitrided and untreated Ti–6Al–4V

The lubricated rolling–sliding wear of an untreated and ion nitrided Ti–6Al–4V alloy has been investigated. All the tests were carried out under boundary lubrication using commercial SAE 14-W oil. The results show that nitriding improved wear resistance of the Ti–6Al–4V alloy. In particular the material nitrided for 24 h displayed the best wear resistance because the compound layer was effectively sustained by the hardened diffusion layer at the contact loads here investigated. Friction coefficient, on the other hand, was found to be higher in the nitrided materials, although the λ-factors were similar in all the tribological couplings. This was attributed to the lower wettability of the lubricant versus the nitrided layer than the passivated surface of the untreated alloy.

The Effects of Ferrite Content and Morphology on the Mechanical Properties and Room Temperature Creep of Quenched and Tempered SAE 4340 Steel

The room temperature creep behavior is investigated for a commercial SAE 4340 steel containing small amounts of ferrite. Significant creep deformation occurs at stress levels below 1/3 σ 0.2 (The yield strength at 0.2% offset strain). Small amounts of ferrite (0% to 4%) have no influence on the hardness and yield strength. However, these small amounts of ferrite play an important role in controlling the creep resistance. The presence of any ferrite leads to a reduction in the creep resistance. The creep deformation at room temperature increases with an increase in the amount of ferrite. The effects of ferrite morphology and an inhomogeneous microstructure on the creep resistance are discussed.

321 The Effect of Ferrite Content and Morphology on the Mechanical Properties and Room Temperature Creep of Quenched and Tempered SAE 4340 Steel

The room temperature creep behavior is investigated for a commercial SAE 4340 steel containing small amounts of ferrite. Significant creep deformation occurs at stress levels below 1/3 σ_0.2 (The yield strength at 0.2% offset strain). Small amounts of ferrite (0% to 4%) have on influence on the hardness and yield strength. However, these small amounts of ferrite play an important role in controlling the creep resistance. The presence of any ferrite leads to a reduction in the creep resistance. The creep deformation at room temperature increases with an increase in the amount of ferrite. The effects of ferrite morphology and in inhomogeneous microstructure on the creep resistance are discussed.

Decomposition of iron-based martensite. A kinetic analysis by means of differential scanning calorimetry and dilatometry

The decomposition processes of a carburised Fe–C alloy, a Fe–C, a Fe–Cr–C and commercial SAE 52100 cast alloys (with a C content of about 1 mass%) have been studied by means of differential scanning calorimetry and dilatometry. The combination of these two experimental techniques is very powerful and allows the identification of all the stages occurring during tempering. Activation energies have been obtained by performing a Kissinger-like analysis and were used to infer the rate-determining step for each stage of decomposition. This parallel investigation allowed to determine the effect of the alloying elements on the different stages of tempering.

Palm oil methyl esters as lubricant additive in a small diesel engine

Malaysian crude palm oil has been successfully converted to methyl esters, also known as palm oil diesel (POD), which is readily combustible in diesel engines. This paper presents and discusses the results of current studies on the performance and the effects of POD on the wear characteristics of tribological components of a small, four‐stroke diesel engine. Adding POD to commercial lubricating oil has enhanced the performance of such oils. Results obtained from this study show that the power output and brake specific fuel consumption of the engine, lubricated with commercial SAE 40 oil blended with POD, are comparable to those of 100% SAE 40 oil. Wear debris analysis shows that blends of POD and SAE 40 commercial lubricating oil increase the anti‐wear characteristics of the engine when compared to 100% SAE 40 lubricating oil.