An Overview of Heavy Duty Engine Oil Trends

Transcription

1 An Overview of Heavy Duty Engine Oil Trends Institute of Quarrying & Aggregates Association, Conference, Waitangi Neville Cook GSML10 Product Application Specialist Heavy Duty Diesel Engine Oils Asia Pacific Region July 2005

2 Presentation Overview Factors influencing change Recent HD industry changes and their impact Factors influencing engine technologies Effect on lubricant requirement for current technologies What effect engine technology changes will have on HD engine oil in the future 2

3 Drivers for Change Heavy Duty Diesel Emissions legislation! Emissions legislation! Emissions legislation! Fuel Economy Emmission Legislation!

4 Every Year More Legislation As the pressure to improve air quality increases, changes in exhaust emission legislation become more frequent and more challenging 0.2 Particulate g/kw.hr 0.1 US 2002/4 Japan 2005 We were here In 2002 Euro III And need to Be here in 2005 We were here In 2000 And here by 2007! 0.0 US 2007 (PM 2007 NOx % by % by 2010) Euro V Euro IV US NOx g/kw.hr 4

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6 Heavy Duty Diesel Specifications Changes. New engine technology needs new engine oils - Government clean-air legislation is forcing technology change - Engine technology has been revolutionised to meet these clean-exhaust targets - Recent engine innovation include: - 2-piece pistons - High pressure fuel injection - All electronic control systems - Exhaust gas recirculation And the pace of change is accelerating! 6

7 Advanced Fuel Injection Designs Particulate and NOx emissions are influenced by the quality and timing of the fuel injection process Finer atomisation via increased pressure reduces particulate Delayed (retarded) injection timing reduces NOx Electronics in combination with common rail injection systems allow both facets to be controlled in sympathy with engine operation The detailed set up influences soot loading rates into the lubricant Lubricant Soot Loading!!!

8 Advanced Fuel Injection Designs Source:JASO DH-1, PAJ and JAMA data 8

9 Advanced Fuel Injection Designs Source:JASO DH-1, PAJ and JAMA data 9

10 Exhaust Gas Recirculation Soot loading, wear and corrosion!!! NOx emission levels reflect peak combustion temperatures All on-engine NOx control strategies aim to reduce peak temperature levels EGR recycles a fraction of the exhaust gas into the engine s intake system Because the exhaust gas is depleted of oxygen the combustion event is slowed down and temperatures reduced Engine out NOx levels fall Effectiveness is increased by cooling the recycled gases to raise their density Exhaust gases contain sooty combustion products and acidic species which may increase soot levels and initiate corrosive attack of critical components soot is also abrasive

11 Blow-by Recirculation Most diesel engines exhaust their blow-by gases to atmosphere via a road draft tube Although the gases are unpleasant rather than toxic, an increasing number of OEMs are interested in recycling them into the air intake Blowby gas flows entrain large amounts of oil mist which may form deposits in the turbo compressor casing whilst operating at high power outputs The deposits will eventually inhibit the rotational freedom of the turbo leading to a reduction in power output Inlet system deposits!!!

12 What does this mean for the oil? The new engine technology has increased the stress on the oil in a range of ways: Higher contamination by soot Leads to wear and oil thickening Higher contamination by fuel More combustion acids from use of exhaust gas recirculation Use of oil as a hydraulic fluid in the fuel injection system Smaller oil sumps to reduce weight Leads to bearing corrosion & wear Leads to corrosion & short oil life Needs superior anti-foam perform. Less oil to protect the engine 12

13 For example, the Soot Challenge API CG API CH CES20077 EO-M Plus Long drain 1999 CI-4/E5 Euro litres of oil in truck engine sump may need to disperse over 3kg soot 13

14 Combustion Soot An inevitable consequence of the diesel combustion process Transported through the ring belt into the sump oil Levels as high as 8% can accrue over a single ODI Individual particles are ~30-60nm in diameter The particles aggregate to form large structures which inhibit oil flow and raise viscosity Transmission electron micrograph of combustion soot Soot levels and wear!!! The primary particles may be trapped in critical contacts and promote high rates of wear Effective dispersion and anti wear additives can moderate their impact on the engine and oil

15 soot causes wear and oil thickening Soot particles can clump together These larger particles cause wear in critical areas, eg valve train components Good oils prevent soot clumping together Failing oil And so prevents damaging wear Passing oil low wear Passing oil 15

16 And now we have Exhaust Gas Recirculation in some engines MAN, Cummins, DaimlerChrysler and Volvo all have EGR engines in their engine families But not so many in Europe..yet The impact on the oil can be dramatic: Rapid loss of TBN Increased levels of lead from bearing corrosion Increased levels of iron and chromium from corrosion of the ring and liners The latest high quality high performance products have been developed to protect even under EGR conditions TBN, TAN mgs KOH/g TBN TAN The The Mack Mack T-10 T-10 EGR EGR test test is is a a severe severe test test of of an an oils oils ability ability to to cope cope with with high high levels levels of of combustion combustion acids. acids. High High quality quality oil oil retains retains TBN TBN but but it it is is common common to to see see lower lower quality quality oil oil with with TBN TBN close close to to zero zero at at end end of of test test Test time, hours 16

17 On top of the issues we already had. Soot loading Higher thermal load EGR Valve train wear Sludge Piston cleanliness and oil consumption Piston ring and liner wear Air entrainment Oil filter blocking Turbo and intercooler deposits Bearing corrosion Oil thickening and oxidation

18 API CI-4 Performance Issues API CI-4 was developed under considerable time constraints and subsequent field concerns have led to additional performance requirements being imposed by some OEM s Mack T11 included in Mack EO-N Premium Plus 03 specification high viscosity increase at relatively low soot levels in EGR engines not predicted by Mack T8E test Shear Stability concerns Caterpillar concerns over increased ash levels for API CI-4 leading to high blow-by and loss of oil consumption control 18

19 API CI-4 Performance Issues New Mack T10 test 60 Soot Viscosity Control in New Mack Test KV-100, cst D C B A Soot (%) Soot Viscosity Control Increased with Increase in Dispersancy: D is reference oil at API CI-4 Quality A, B and C are candidates at increasing levels of dispersancy: A>B>C>D 19

20 OEMs - Caterpillar ECF-1 New Caterpillar specification announced in December 2002 and became effective in June 2003 Cat ECF-1 spec - Requires a complete API CH-4 or CI-4 test program - Requires a passing Cat 1P for lubricants with SASH less than or equal to Requires two passing Cat 1P tests at single test limits for lubricants with SASH > Oils having SASH content above 1.50 are unacceptable - No minor modifications allowed that would affect SASH content from the oil tested. - This additional Cat testing establishes requirements that have historically discriminated against SASH in oils This will be a self certification system - i.e. Cat will not be issuing approvals or maintaining an approval list. 20

21 Status of API CI-4 Supplement Supplement requirements Mack T-11 >6.00% Soot at 12 cst Vis Inc 90 Pass Shear Stay-in Grade Licensing requirements - Product must be CI-4 licensed - Must document acceptability in supplement tests - Engine test can be run or covered by OEM approval / review Category name -- CI-4 PLUS CI -4 PL US 21

22 Status of API CI-4 Supplement User Language for CI-4 PLUS API CI-4 PLUS is a supplement to the CI-4 Service Category. In addition to meeting all of the performance requirements of API CI-4, oils formulated to meet CI-4 PLUS provide a higher level of protection against soot related viscosity increase and viscosity loss due to shear. Oils that satisfy API CI-4 and CI-4 PLUS are superior in performance to those meeting API CI-4, CH-4, CG-4 and CF-4 and can effectively lubricate engines calling for those API Service Categories 22

23 On-Engine Technologies for Electronics (FIE) Common rail Heavy exhaust gas recirculation Combustion chamber Oil consumption Unit injectors [Finer filtration] Blowby recirculation (Closed crankcase ventilation) [Centrifugal oil filters] Variable geometry turbos Others?

24 PC10 for US emission legislation in 2007 Seen as the lubricant category for engines meeting the next generation of US emission legislation in 2007 i.e. specification required in 2006 chemical limits agreed sulphated ash 1%w max phosphorus 0.12%w max sulphur 0.4%w max additional performance requirements on top of those for API CI-4 Plus (Mack T11 & 90 cycle Bosch) new engine tests include the Cummins ISB, Mack T12, Sequence IIIG, Caterpillar C13 and Cummins ISM test development will likely delay the proposed timeline 24

25 The European Scene 0.2 Particulate g/kw.hr 0.1 US 2002/4 Euro III US 2007* [PM 2007 NOx % by % by 2010] 0.0 Japan 2005* Euro IV 2005* Euro V 2008* Oxides of Nitrogen g/kw.hr * after treatment of some sort required NB : the US, European and Japanese test cycles are different source : 25

26 The European Scene Euro IV 2005 ACEA E6 ACEA E7 Source: Oronite 26

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29 Sequence Overview : ACEA E. October 2004 E2 E3 E4 E5 E6 E7 Replace Mack T9 with Mack T10 EGR Delete E3 and E5 Introduce E7 as an upgraded version of E5 Introduce E6 as an updated version of E4 Add Chemical limits to E6 : Sulphur < 0.3% Phosphorus < 0.08% Ash < 1.0% 29

30 Sequence Overview : ACEA E. Heavy Duty Diesel 2 legacy performance categories E2 and E4 2 new categories E6 and E7 - E2 : General purpose oil for normal oil drain operation - E4 : Engines without DPFs + with/without EGR and/or SCR - E6 : Constrained SAPS for engines with/without particulate filters + with/without SCR + with/without EGR previously using E4 style oils - E7 : Engines without DPFs but with/without EGR, with/without SCR previously using E5 style oils 30

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32 After Treatment Options Particulate Devices Oxidation catalysts Simple trap PSA Cerium filter oxidiser Johnson Matthey CRT Englehard regen trap AEA Electrocat Delphi NTP Particulate Engine Internal EGR Advanced FIE - common rail Retarded/Advanced timing VGT Combustion chamber Oil consumption control Combined Approach Degussa GD-KAT Johnson Matthey SRT Possible Routes Forward Particulate + Engine? NOx + Engine? Combined? NOx - Pm Trade-off NOx Devices Selective catalytic reduction SiNOx Passive NOx catalysis Storage catalysis* Fuel and Lube poisoning!!! NOx

33 SCR -Term used for catalytic reduction of Nox in diesel exhaust by nitrogen containing compounds Urea tank Dosing system Pressure regulator Pressure regulator Air reservoir Compressor Temperature sensor Pump CAN-Bus Dosing ECU Exhaust temp.- sensor Dosingvalve Exhaust sensor NO + NO 2 + 2NH 3 2N 2 + 3H 2 O 4 NO + 4 NH3 + O2 4 N2 + 6 H2O 6 NO2 + 8 NH3 7 N H2O Source: Bosch 33

34 Also with us now. NOW: Use of particulate filters (traps) for urban buses Some municipalities in Switzerland, Austria etc are mandating the use of filters Many oils were not suitable until now MAN and MB specify less than 1.3% ash for use with traps Exhaust gas enters Particulate matter is filtered out.but lubricant ash speeds blockage of trap 34

35 Diesel Particulate Filter Platinum catalyst oxidises CO, HC and forms NO 2. Particles trapped on filter. Due to presence of NO 2, carbon burns at <250 C rather than 600 C. Johnson Matthey CRT Filter regenerates itself at low engine loads. Applicable on old and new engines. Widely used in Scandinavia and on city buses elsewhere. Sensitive to sulphur and ash!!

36 What does low SAPS mean? SAPS stands for Sulphated Ash, Phosphorus and Sulphur. These substances get into the exhaudst when the lubricant is burnt. Phosphorus and sulphur poison catalysts and ash blocks particle filters. Low levels of SAPS are necessary to ensure durability of after treatment system. They however original from the very essential components in the lubricant, that ensure low wear, engine cleanliness and oil lifetime. Just leaving them out to create a low SAPS oil seriously jeopardises the performance level of the oil and hence engine durability. This means that a completely new additive technology needed to be developed to protect the engine as well as the after treatment systems. 36

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38 Japanese Exhaust Emmissions. 38

39 Japanese Exhaust Emmissions. 39

40 Mitsubishi Fuso Trucks New Short-term Emissions Regulations-compliant Super Great truck debuts Mitsubishi Fuso Truck & Bus Corporation announces the launch of a new Super Great series model, the first heavy duty truck to both meet Japan's New Short-term Emissions Regulations and to earn Ultra-low Diesel Particulate Matter Emissions certification (granted to vehicles achieving PM emissions 75% or more below requirements of New Short-term Emissions Regulations). 40

41 Mitsubishi Fuso Trucks 6M70 Engine (1) MIQCS (Mitsubishi Innovative Quiescent Combustion System) (2) High-pressure common-rail fuel injection system: to reduce in-cylinder PM. (3) Cooled EGR: lowering the combustion temperature and reducing NOx emissions (4) PCV7 blow-by gas recirculation : to prevent the release into the atmosphere of combustion gases (5)On-board diagnostics: to monitor the operating status of the EGR system as well as any trouble in emissions reduction systems 41

42 Mitsubishi Fuso Trucks New continuous-regenerative diesel particulate filter Designed for use with low-sulfur fuels, the new continuous-regenerative DPF comprises a powerful, highcapacity oxidizing catalyst and PM filter that efficiently break down and trap PM emissions. 42

43 New JASO specification 1. What are JASO DH-2 and JASO DL-1? 2. Features DH-2 : For heavy duty diesel engines such as trucks and buses DL-1 : For light duty diesel engines such as passenger cars Compatible with new engines fitted with DPF to meet new short term regulation DH-1 performance and compatibility with DPF 3. Introduction schedule Publication of guidelines : April 16 th 2003 Effective from : May

44 Quote from Igor Sykorsky: Impossible?? According to the general laws of aerodynamics it s impossible, that the bumblebee can fly Fortunately the little animal does not know this and happily flies on! 44

45 Thank You! Any Questions?