Lubrication Engineers Research Articles

A Real Time Engine Oil Monitoring System for Diagnosis of Lubricant using IoT Network

In the modern days, Internet of Things (IoT) is smart communicating approach and creates an energetic impression in future of automobile industry. The advancement of IoT innovation in each field can be joined with the rising occasions setting off a requirement for a superior human way of life and its applications are vast and innumerable. One such application can be implied for the automobile industry to real time monitor the engine lubricant because in India, automobile mechanics still use conventional techniques of engine lubricant supervision. So in this paper, we present, an IoT technology based a real time Engine Oil Monitoring (EOM) System for diagnosis of engine lubricant. The main objective of this research paper is to reduce the human effort and to provide a smart sensing approach in automobile industry for maintaining real time engine oil conditions. EOM system is designed with the help of Arduino Nano with sensor devices named as Light Dependent Resistor (LDR) sensor for oil quality, LM35-Temperature sensor for temperature and Ultrasonic Sensor for oil level measurement in engine. Real time testing results shown in the connected display unit and experimental results of proposed EOM system using IoT network provides an efficient diagnosis results. EOM system is working properly that is observed in the experimental analysis section for two different scenario such as 10W-50 4T Scooter Engine Oil-Honda Activa 125 (1L) and 10W-30 Synthetic Engine Oil for Petrol Cars (3.5 L).

Investigation on the combustion characteristics and lubrication of biodiesel and diesel fuel used in a diesel engine

In this study, the effects on combustion and lubrication oil of biodiesel-diesel blended fuels used as fuel are examined in a direct injection single-cylinder diesel engine. It was used the canola oil methyl ester (B10) blended in 10% proportions, canola oil methyl ester (B20) blended in 20% proportions (volume) with diesel fuel and diesel (D100). Firstly, the equivalence ratio and the spray / temperature formation for all test fuels at two different crank angles was examined. Then, the engine was operated on for approximately 150 h of long-term endurance tests with these two different fuels. The lubricating oil samples were taken from the engines which had operated with the different fuels. These results in the lubricating oil showed that the viscosity, flashpoint, TAN and moisture content of the lubricant oil decreased, while its density, TBN value, and sulfate ash content increased in B10 compared to diesel fuel. In B10 fuelled operation compared to the D100 operation, metal concentrations determined using Inductively Coupled Plasma-Atomic Emission Spectrum (ICP-AES) and Inductively Coupled Plasma-Mass Spectrometer (ICP-MS) method were more found in engine lubrication oil.

SI engine performance, lubricant oil deterioration, and emission: A comparison of liquid and gaseous fuel

Considering the importance of alternative fuels in IC engines for environment safety, compressed natural gas has been extensively employed in SI engines. However, scarce efforts have been made to investigate the effect of compressed natural gas on engine lubricant oil for a long duration. In this regard, a comprehensive analysis has been made on the engine performance, emissions, and lubricant oil conditions using gasoline ( G)92 and compressed natural gas at different operating conditions using reliable sampling methods. The key parameters of the engine performance like brake power and brake-specific energy consumption were investigated at 80% throttle opening within 1500–4500 range of r/min. For the sake of emission tests, speed was varied uniformly by varying the load at a constant throttle. Furthermore, the engine was run at high and low loads for lubricant oil comparison. Although compressed natural gas showed a decrease in brake-specific energy consumption (7.94%) and emissions content, ( G)92 performed relatively better in the case of brake power (39.93% increase). Moreover, a significant improvement was observed for wear debris, lubricant oil physiochemical characteristics, and additives depletion in the case of compressed natural gas than those of ( G)92. The contents of metallic particles were decreased by 23.58%, 36.25%, 42.42%, and 66.67% for iron, aluminum, copper, and lead, respectively, for compressed natural gas.

One-step exfoliation and functionalization of fluorinated graphene sheets from fluoride graphite by ammonia carbonate-assisted solid ball milling

Functionalized fluorinated graphene sheets (FFGS) were formed by ammonia carbonate-assisted solid ball milling method. The exfoliation, defluorination and partial substitution of fluorine of graphite fluoride were occurred during the ball milling process at the presence of ammonia carbonate. Nanosized FGS with few layers (1–2 layers) were successfully produced and partial fluorine atoms were replaced by nitrogen or oxygen elements. The partial replacement of fluorine by amino/oxygen-containing groups makes FFGS own an improved solubility in solvents. The nanosized FFGS as a lubricant additive have an excellent dispersion and stability in lubricant oil. The friction efficient is much lower for the FFGS-doped lubricant oil (0.103 under the load of 196 N) than that of the base oil (0.141). The improved antiwear properties of FFGS-doped lubricant oil indicate that FFGS has a great potential application as lubricant additive in lubrication engineering. The solid ball-milling method offers a promising way for facial, efficient and scalable production of ultrasmall functionalized fluorinated graphene sheets.

Fuel adhesion and oil splash on oil-wet cylinder walls with post diesel fuel injections

Diesel particulate filters are used to capture the particulate matter in engine exhaust, and the post fuel is injected for a regular regeneration of the diesel particulate filter to avoid plugging of the diesel particulate filter with the particulate matter. The concept of the post fuel injection is as follows: the post fuel is injected in the expansion stroke, the vaporized fuel gas is oxidized by the diesel oxidation catalyst, here the high temperature gas oxidizes the particulate matter on the diesel particulate filter, and the diesel particulate filter is regenerated. However, the post fuel impinges and adheres on the cylinder wall due to the low temperature and pressure conditions in the expansion stroke in actual engine operation and this causes diesel engine lubricant oil dilution, the deterioration of fuel consumption characteristics in diesel engines, as well as ash plugging of the diesel particulate filter. In this article, the post fuel spray behavior and adhesion on oil-wet cylinder liners were investigated with a high pressure–temperature optical constant volume chamber instead of engine tests. The in-cylinder temperature and pressure at the 30, 60, and 90 °CA after top dead center, commonly employed in post fuel injection timings, were measured in engine operation. To create the post fuel injection conditions of diesel engines in the constant volume chamber, pre-mixed gas containing ethylene, oxygen, and nitrogen is introduced into the chamber and ignited by the spark plug. Then, fuel masses of 0.5, 1.0, and 1.5 mg per injection hole at the after top dead center settings were injected to a wall adhesion plate with a 5-μm thick oil film that simulates the surface of the cylinder liner and the post fuel impinges on and splashes oil away from the oil film on the cylinder wall. The quantities of splashed oil and adhering fuel on the wall adhesion plate were measured by a precision balance and a thermostatic chamber. With the early post injection, most of the injected fuel vaporizes without penetrating to the cylinder liner and gaseous diesel fuel is condensed on the cylinder wall; however, with the late post fuel injections, the strong penetration of liquid fuel reaches the cylinder wall, and much engine oil becomes splashed away. The droplet size of the fuel spray was measured by telescope ultra-high resolution image analysis with a digital single-lens reflex camera, and the fuel impingement phenomena on the cylinder wall are explained by the Weber number, calculated from velocity and diameter values, droplet density, and surface tension.

Ship Main Engine Lubricating Oil System’s Reliability Analysis by Using Bayesian Network Approach

The friction of ship main engine mechanical moving parts, combined with the internal combustion of fuel, generate a great amount of heat, leading to the increase of their running temperature and acceleration of their wear. If the temperature and wear phenomena are not controlled and kept within the maker’s thresholds, it will result in a partial or total damage of the propulsion system. However, the oil lubrication system plays a vital role in reducing the friction of the moving parts and ensuring their cooling and cleaning. Therefore, it must be reliable enough and continuously available for a safe operation of the main engine. This work aims at studying the main engine lubrication oil system’s reliability. This will be achieved through using Bayesian Network method, in order to identify the system components weak points to improve their reliability and to propose a highly reliable system that may either be installed on board of a conventional ship or an autonomous ship. The benchmark of the improved system and the formal system shows a significant enhancement in reliability that has become close to 1. In the case of an autonomous ship, this system must operate autonomously without human intervention. An autonomous and remote monitoring system concept is proposed. In case of system failure or need of change of its functioning parameters, the shore control center team takes over the control and executes the necessary adjustment remotely.

Study of Tribological and Thermal Properties of Engine Lubricant by Dispersion of Aluminium Nano Additives

Study of Tribological and Thermal Properties of Engine Lubricant by Dispersion of Aluminium Nano Additives

Methylenealkane-Based Low-Viscosity Ester Oils: Synthesis and Outlook

Both Group 4 poly-α-olefin (PAO) and Group 5 ester oil basestocks are used in formulations of synthetic engine oils, transmission fluids, and lubricants with leading characteristics such as low viscosity (providing fuel saving), high stability, and environmental safety. The modern technologies of the production of PAOs use catalytic oligomerization of α-olefins, which is complicated by the formation of low-molecular-weight α-olefin dimers (methylenealkanes) as imminent side products. The use of methylenealkanes as raw materials for the synthesis of Group 5 base stocks appears to be highly promising. In the present work, we report the use of methyl 3-butylnonanoate and methyl 3-hexylundecanoate, the products of catalytic methoxycarbonylation of hex-1-ene and oct-1-ene dimers, in the synthesis of two series of branched isomeric esters. These esters demonstrated excellent rheological behavior and may be considered as low-viscosity engine oils with leading characteristics.

Scalable Fabrication of Modified Graphene Nanoplatelets as an Effective Additive for Engine Lubricant Oil.

The use of nano-additives is widely recognized as a cheap and effective pathway to improve the performance of lubrication by minimizing the energy loss from friction and wear, especially in diesel engines. In this work, a simple and scalable protocol was proposed to fabricate a graphene additive to improve the engine lubricant oil. Graphene nanoplates (GNPs) were obtained by a one-step chemical exfoliation of natural graphite and were successfully modified with a surfactant and an organic compound to obtain a modified GNP additive, that can be facilely dispersed in lubricant oil. The GNPs and modified GNP additive were characterized using scanning electron microscopy, X-ray diffraction, atomic force microscopy, Raman spectroscopy, and Fourier-transform infrared spectroscopy. The prepared GNPs had wrinkled and crumpled structures with a diameter of 10–30 µm and a thickness of less than 15 nm. After modification, the GNP surfaces were uniformly covered with the organic compound. The addition of the modified GNP additive to the engine lubricant oil significantly enhanced the friction and antiwear performance. The highest reduction of 35% was determined for the wear scar diameter with a GNP additive concentration of approximately 0.05%. The mechanism for lubrication enhancement by graphene additives was also briefly discussed.

Guidelines for Engine Lubrication Corresponding to IMO2020 Regulations

Guidelines for Engine Lubrication Corresponding to IMO2020 Regulations

The Change Of Wear Element In Engine Lubricating Oil In Diesel Engines Using Biofuel

In this study, terebinth methyl ester (biodiesel), diesel and bioethanol fuels were mixed in different ratios volumetrically. The obtained fuel mixtures, EB 1 D 1 (2.5% bioethanol + 2.5% biodiesel + 95% diesel), EB 2 D 2 (2.5% bioethanol + 5% biodiesel + 92.5% diesel), EB 3 D 3 (2.5% bioethanol + 7.5% biodiesel + 90% diesel), and D 100 (diesel) fuel were tested in a four-stroke and single cylinder diesel engine. Engine tests were performed in 100 hours for each fuel type and samples were taken from the engine lubricating oil at different time periods during the tests (0, 20, 40, 60, 80 and 100 hours). Wear element (Al, Fe, Pb, Cu, Cr) analyzes were performed on the samples. Wear element data of fuel mixtures lubricating oil were compared to diesel fuel. Wear element changes in lubricating oil were investigated. As a result of the study, the best result was obtained from EB 3 D 3 fuel in the change of wear element in the engine lubricating oil compared to diesel fuel.

In situ multimodal imaging for nanoscale visualization of tribofilm formation

A third of the energy from fuel combustion in passenger car gasoline engines is lost due to friction. Carefully designed engine lubricants can recover some of these losses by reducing friction and wear by forming a nanometer-scale chemico-physico tribofilm between surfaces. Accordingly, attention has focused on developing oil formulations that form low-friction tribofilms. However, analyses of resultant tribofilms are typically conducted after tribo-tests with conventional characterization tools and do not offer insights into tribofilm formation and evolution, precluding information critical to tuning tribofilm properties. In this work, we developed a unique multimodal methodology based on Atomic Force Microscopy (AFM) with local probe heating for in situ tribological studies that activates friction modifiers and simultaneously captures the evolution of friction and surface roughness, with nanometer resolution. As a platform to demonstrate the ability of this methodology to visualize dynamics of tribofilm formation in situ, we apply it to molybdenum-based friction modifiers to distinguish key factors in their functionality and correlate nanoscale AFM and Friction Force Microscopy data to bench tribo-tests used in the industry. To decode the formation mechanisms observed in situ and underlying chemistry of tribofilms, we performed ab initio Molecular Dynamics (AIMD) simulations at comparable conditions. AIMD simulations confirmed both nanoscale and bench tribo-test results and showed deviations in molecular organization in tribofilms that are formed from different molybdenum-based friction modifiers that corroborates with surface functionality. With this innovative methodology, we demonstrate proof-of-principle in situ formation of molybdenum-based tribofilms directly on steel surfaces that could be applied generally to studying tribofilm formation.

The Role of NOx in Engine Lubricant Oxidation

<div class="section abstract"><div class="htmlview paragraph">Fuel economy trends like engine downsizing and reduced piston ring tension have created challenging environments for modern engine oils which are expected to deliver more from less. Downsizing has led to smaller sumps meaning longer contact times of the lubricant with NOx in blow-by gasses. Fuel economy requirements have also demanded greater engine efficiency with increasing sump temperatures and blow-by rates due to reduced ring tension. These trends promote nitro-oxidation driven by the action of NOx and air on the lubricant. Nitro-oxidation has often been overlooked as a mechanism of oil oxidation in real world engines. Indeed, in bench oxidation tests purporting to protect modern engines against lubricant oxidation, the emphasis is almost exclusively on iron catalysed oxidation. This paper will show that a simple bench nitro-oxidation test is capable of reproducing trends in nitrate ester formation and consumption seen in real engines and demonstrate that lubricant oxidation and viscosity increase is accounted for by the action of NOx without the use of iron catalysts. This demonstrates that the initiation of lube oil oxidation in real engines is due to the action of NOx and it is only later in the oil life cycle that iron plays any significant role. This has important implications for the widespread use of iron-catalysed bench oxidation tests as guardians for oxidation performance in the real world. Because the oxidation observed in iron catalysed bench oxidation tests does not include NOx, the initiation and propagation of oxidation proceeds via a different mechanism and requires a different anti-oxidant solution.</div></div>

Performance and durability analysis of a single-cylinder direct injection diesel engine operated with water emulsified biodiesel-diesel fuel blend

In this work, reliability of using water emulsified biodiesel-diesel fuel blend in diesel engine for prolonged period was investigated. For this, experiments were conducted to evaluate the combustion, performance and emission of a 10 kW, single-cylinder, 4-stroke, water-cooled direct injection (DI) diesel engine using water emulsified biodiesel-diesel fuel blend PB20S10W (89% v/v B20 + 10% v/v water + 1% v/v surfactants), B20 (20% v/v palm biodiesel + 80% v/v diesel) and high speed diesel (HSD). Engine wear and lubricant contamination characteristics were also investigated for the same engine by running it for 100 h. The test results showed that PB20S10W had longer ignition delay (1.78–6.30%) and higher heat release rate than those obtained with B20 and HSD for all engine loadings tested. PB20S10W showed higher BSFC than B20 and HSD at all engine loads. At higher loads, PB20S10W and B20 showed 4.83–5.14% and 1.41–4.527%, higher BTE respectively, than that with HSD. Reduced CO (up to 16.59%) and HC (up to 24.56%) along with a little increase in CO2 (up to 20%) were observed for both B20 and PB20S10W as compared to HSD. PB20S10W showed the lowest NOx emissions (up to 13.80%) among all the tested fuels. As compared to HSD fuelled engine, 16.94 and 14.45% lesser soot deposits on cylinder head and piston crown respectively, and 0.48–28.57% lower concentrations of Cu, Zn, Fe, Mg and Mn in the lubricating oil of the engine were found with PB20S10W fuelled engine due to its better combustion and additional lubricity.

WEB APPLICATION SUPPORT FOR CARBON FOOTPRINT MANAGEMENT OF PETROL STATIONS IN THAILAND

In Thailand, a “petrol station” is considered an “organization” that not only sells fuels and engine lubricants for motor vehicles but also includes many other facilities provided to satisfy the modern lifestyle of customers. In other words, a petrol station in Thailand comprises a large complex service center offering a wide range of services that contribute greenhouse gas emissions to the atmosphere. This paper aimed to present a specific web application tool developed to estimate the carbon footprint for petrol stations in Thailand. The application system comprises three core components: 1) a web-based user interface; 2) a processing system, incorporating the carbon footprint of the organization (CFO) framework and the calculated model and 3) a database. The site-specific input data or activity data provided by the user was primarily required for the data entry in the system. The processing system will then quantify the amount of greenhouse gas emissions by multiplying the activity data by the emission factor (EF). A database was also created containing default EFs readily used for the calculation, but users can change these values at any time when a more appropriate one is indicated. Finally, the CF calculation results can be evaluated in various functional units: monthly or yearly, per fuel sold, or per area of the petrol station, and visualized in graphs. In addition, the results can be reported by categorizing the emission sources according to the scope of the CFO and the GHGs reporting guidelines (scopes 1, 2 and 3)

Effect of Natural and Synthesized Oil Blends with Diesel by Volume on Lubrication and Performance of Internal Combustion Engine

Use of ultra-low sulfur diesel leads to improve emission but it has negative impact on lubrication. Poor lubrication leads to damage the cylinder parts and piston rings. For proper lubrication in ultra-low sulfur diesel, anti-wear agent, corrosion & Rust inhibitor, metal deactivator, Anti-oxidant, Pour point depressant, seal swell agent, viscosity improver and other are used. Viscosity improver such as polymers and copolymers of methacrylates, butadiene olefins and alkylated styrenes reduce the rate of viscosity change with temperature, metal deactivator are organic complexes containing nitrogen or sulphur, amines, sulphides and phosphites reduce catalytic effect on metals on oxidation rate, anti-wear agent such as Zinc dithiophosphates, organic phosphates and acid phosphates reduces friction and wear and prevent scoring and seizure. In this paper comparison of 5% blend of commercially available synthesized lubricating oil mixed with pure diesel by volume and 5% blend of transesterified Jatropha with pure diesel by volume is investigated. It is found that for the same brake power, indicated power provided by 5% blend of transesterified Jatropha is lower than 5% blend of lubricating oil. The friction loss for 5% blend of transesterified Jatropha is lower than 5% blend of lubricating oil. Throughout the load specific fuel consumption of 5% blend of transesterified Jatropha is lower than 5% blend of lubricating oil except at low load (i.e. before 1.5kg). Other performance parameters such as indicated thermal efficiency, brake thermal efficiency, volumetric efficiency and mechanical efficiency also support the fact that 5% blend of transesterified Jatropha shows a better performance characteristics than 5% blend of lubricating oil.

SolidWorks як інноваційний засіб вивчення дисциплін автомобільного профілю

Розроблена методика, яка використовує SolidWorks як засіб навчання з технічних дисциплін автомобільного профілю: твердотільне 3D проектування й моделювання вузлів і деталей автомобільної техніки та пристосувань на перших курсах навчання (SolidWorks); міцнісні, стійкісні, втомні та інші інженерні розрахунки цих вузлів і деталей – на наступних (SolidWorks-додатки).

Enhanced lubrication by core-shell TiO2 nanoparticles modified with gallic acid ester

Nanoparticles (NPs) added to oils have been demonstrated to enhance engine lubrication, but sedimentation issues are barriers to their implementation. Here, we engineer TiO2 NPs with polyphenol derivatives (2-octyldodecyl gallate, ODG), not only to improve dispersion stabilities but also to introduce phenol-related tribochemical reactions. To that end, we compare dispersion and lubrication performances of ODG modified TiO2 (ODG@TiO2) NPs with unmodified ones in two base oils, polyalphaolefin and commercial engine oil. Surface analysis results reveal the triboactive role played by ODG in ODG@TiO2 NPs, which helps them to reduce more friction than with non-modified NPs, to generate thicker tribofilms, and to strengthen surface mechanical properties. Thus, we expect further explorations of polyphenol derivatives to improve NPs properties in lubricant applications.

Удосконалення обслуговування машин для лісотехнічних робіт за рахунок діагностики технічного стану експлуатаційних матеріалів

To support machines for forestry work in a healthy state it is necessary to conduct routine maintenance, the frequency set by the manufacturer. Manufacturer's recommended frequency, which is measured in kilometers or hours of operation, corresponds to the average operating conditions of machines for forestry work. In real conditions of operation of machines for forestry work may be accompanied by more heavy loads, prolonged idle, work in difficult conditions. Given the age of machines for forestry work and such conditions, should meet more frequently. On the contrary, when you work in milder conditions, it may be possible to increase the interval between. While regulatory and technical documentation provided to increase the frequency and wide use of means of diagnosing the technical condition of machines for forestry work, the results of which are projected technical condition of mobile power means (MPM) and its residual life. One of the most loaded parts of machines for forestry work is the internal combustion engine (ICE). An operating condition of the internal combustion engine depends on many factors and one of which is an operating condition of the lubrication system of the internal combustion engine, As a rule, one of the main factors influencing the frequency of service not only, but also a machine for forestry work in General is changing the lubricant in internal combustion engines. Lubricant in the engine stands engine oil. Thus, an operating condition of the internal combustion engine is impossible without timely replacement of engine oil, which is a time-consuming and expensive work at ICE machinery for forestry work.

Effects of alkali and alkaline earth metals on Cu-SSZ-39 catalyst for the selective catalytic reduction of NOx with NH3

Alkali/alkaline earth metals from urea solution and engine lubricating oil can induce the chemical deactivation of NH3-SCR catalysts. Cu-SSZ-39, with excellent catalytic performance and hydrothermal stability, is thought to be a good choice for the NOx abatement from diesel vehicles. In this work, the effects of alkali/alkaline earth metals on Cu-SSZ-39 were investigated for the first time. The deactivation effects of alkali/alkaline earth metals followed the order of K > Mg > Ca > Na. The surface area, isolated Cu2+ ions and acid sites greatly decreased after the introduction of alkali/alkaline earth metals. Na and K had greater influence on the zeolite surface acidity than Ca and Mg with the same loading amount (1 mmol per gram catalyst). The deterioration of the zeolite structure and the transformation of isolated Cu2+ ions to CuOx were observed after poisoning by each of the alkali/alkaline earth metals. The distribution of copper species is a very important factor determining the SCR performance of Cu-SSZ-39 after alkali/alkaline earth metals poisoning. This work provides a new insight into understanding deactivation mechanisms in Cu-based small-pore zeolites.