EP3995562A1 - Additive, use of a lubricating oil composition, method for producing an additive, lubricating oil composition, method of conditioning a combustion engine and combustion engine - Google Patents

Abstract

Additive for a lubricating oil, in particular for a lubricating oil for an internal combustion engine, preferably for an internal combustion vehicle engine, the additive comprising a dispersion and the dispersion containing oil and dispersed boron nitride with a proportion by weight of 1.5% by weight to 9.0% by weight -% includes.

Description

The present invention relates to an additive for a lubricating oil, in particular for a lubricating oil for an internal combustion engine, preferably for an internal combustion vehicle engine. The present invention further relates to a use of a lubricating oil composition. The present invention also relates to a method for producing an additive for a lubricating oil, in particular for a lubricating oil for an internal combustion engine. The present invention also relates to a lubricating oil composition, particularly for an internal combustion engine. The present invention also relates to a method for conditioning an internal combustion engine. The present invention also relates to an internal combustion engine.

An internal combustion engine (often referred to as an "internal combustion engine") is an internal combustion engine (also "heat engine") that can convert chemical energy in fuel into mechanical work. For this purpose, an ignitable mixture of fuel and air (oxygen) is burned in a combustion chamber of the internal combustion engine. The expansion of the resulting hot gas is used to set pistons (rotors in Wankel engines) in motion. Typical examples of internal combustion engines are Otto engines and diesel engines. A typical application of such engines is the powering of motor vehicles (automobiles) such as passenger cars (cars) and trucks (trucks), motorcycles, ships, airplanes and other vehicles.

The use of a lubricating oil is necessary for the operation of an internal combustion engine, for example an internal combustion engine of a motor vehicle. The designations "motor oil" and "motor oil" are also common for a lubricating oil that is used in an internal combustion engine of a motor vehicle. The lubricating oil serves, among other things, as a lubricant in order to reduce the friction between the components of the internal combustion engine that move relative to one another. The lubricating oil also serves, for example, to dissipate heat. Other tasks of the lubricating oil are related to corrosion protection, cleaning of internal combustion engine components and sealing of the combustion chamber.

A modern lubricating oil typically comprises a mineral oil or a synthetic oil. It is possible that an additive is added to this oil. The mineral oil or synthetic oil is then referred to as "base oil" since it forms the basis of the lubricating oil formulation. The additive is intended to improve the quality of the lubricating oil, in particular its lubricating performance. Many decades ago, lubricating oils were already being offered to which solid lubricants such as molybdenum sulfide or graphite were added.

Experience has shown, however, that no or at least no significant improvement in the performance of the internal combustion engine can be achieved with the conventional solid additives or with the conventional use of such additives. Previous investigations into the performance of the internal combustion engine when additives were added to the lubricating oil have not resulted in any significant changes in performance or improvements in fuel consumption, ie at most changes in the Tolerance range of the measurements of about ±1%. These tolerances result, for example, from the influences of driving style, tonnage and weather conditions during tests during operation of a vehicle.

In the recent past, various specialized research institutes, such as the Federal Materials Testing and Research Institute in Dübendorf, Switzerland, carried out investigations into whether the use of lubricant additives leads to a significant change in exhaust gas and consumption behavior. These investigations have shown that no significant changes were found in any of the examined lubricant additives. "Touring" magazine reported in its January 11, 2007 issue of tests with an engine oil additive, the use of which is intended to reduce fuel consumption. However, the tests have shown that reducing fuel consumption with additives is not possible. At the same time, the article in the magazine indicates that a reduction in fuel consumption would be desirable.

It is therefore the doctrine that adding additives to the lubricating oil cannot lead to an increase in the performance of an internal combustion engine and a reduction in fuel consumption that may be associated with it. This applies in particular to all solid additives for lubricating oils, including those containing boron nitride, and to lubricating oils containing such additives. This is true even though the suppliers recommend a relatively high dosage of their products, for example up to 10% by weight in relation to the weight of the lubricating oil.

In an interview in 2018, the head of research and development as well as application technology at Liqui Moly GmbH, a leading manufacturer of additives, lubricants and motor oils, commented on the influence of oils and lubricants on consumption as follows:
"You shouldn't expect miracles from the oil, lubricant or additive. Fuel savings of seven to ten percent are simply not possible with that alone. Because we can't change the physics either. But savings of two to four percent are feasible, for example with a low-viscosity Oil. Incidentally, this is also where the trend lies, because it can be used to reduce internal friction in the engine. In addition, a decent additive to keep the engines clean and the combustion pattern optimal."

This statement makes it clear that experts could achieve fuel savings of 2 to 4% from low-viscosity lubricating oils, but additives only serve to keep the engine clean and stabilize the combustion pattern, but not to save fuel or increase performance.

However, it is desirable to increase the power of an internal combustion engine as much as possible, in particular an increase in the rated power at the rated speed, since this could increase the efficiency of the internal combustion engine. As a result, fuel consumption could be reduced, which is desirable for ecological and economic reasons. A reduction in fuel and the associated reduction in CO ₂ emissions would, for example, have a positive effect on the carbon footprint of a vehicle affect. As a result, motor vehicles could be operated in a more environmentally friendly manner, which could make a significant contribution to achieving climate goals.

Experience has also shown that with conventional solid additives or with the conventional use of such additives, sedimentation of the solid particles occurs. Sediments that settle in an internal combustion engine can interfere with the operation of the internal combustion engine.

Proceeding from the situation presented above, it is an object of the invention to provide an improved additive for a lubricating oil which can be used as lubricating oil in an internal combustion engine. In particular, an improvement in the performance of the internal combustion engine can be achieved with an improved additive. Another object of the invention is to provide an improved lubricating oil composition which can be used for an internal combustion engine. Another object of the invention is to provide an improved use of a lubricating oil composition comprising a lubricating oil and an additive. A further object of the invention is to provide a method for producing an improved additive for a lubricating oil, in particular for a lubricating oil for an internal combustion engine. Another object is to provide a method for improving an internal combustion engine and an improved internal combustion engine.

These objects are achieved by the additive according to claim 1 or 18 or the use of a lubricating oil composition comprising a lubricating oil and an additive according to claim 10 or the method for producing a Additive for a lubricating oil according to claim 16 or the lubricating oil composition according to claim 19 or the method for conditioning an internal combustion engine according to claim 20 or the internal combustion engine according to claim 22. Advantageous developments of the invention result in particular from the dependent claims. The features listed in the subclaims and the following description of one independent claim can also be used to advantageously refine the subject matter of another independent claim. The features in the dependent claims and the following description can be combined with one another as far as possible.

• Öl und
• dispergiertes Bornitrid mit einem Gewichtsanteil von 1,5 Gew.-% bis 9,0 Gew.-%, bevorzugt 4,0 Gew.-% bis 7,5 Gew.-%, mehr bevorzugt 5,0 Gew.-% bis 6,5 Gew.-%, noch mehr bevorzugt 5,5 Gew.-% bis 6,0 Gew.-%.

The additive according to the invention is an additive for a lubricating oil. The additive comprises a dispersion, the dispersion comprising:

• oil and
• Dispersed boron nitride with a weight fraction of 1.5% by weight to 9.0% by weight, preferably 4.0% by weight to 7.5% by weight, more preferably 5.0% by weight to 6 .5% by weight, more preferably 5.5% to 6.0% by weight.

The amounts given in percent by weight are based on the total weight of the additive. For example, a proportion by weight of boron nitride of 1.5% by weight means that one kilogram of the additive consists of 15 g of boron nitride and 985 g of other components.

The oil is also referred to as "base oil" since it forms the basis of the additive, in particular the phase in which the boron nitride is dispersed.

The additive is preferably an additive for a lubricating oil for an internal combustion engine, in particular for a vehicle internal combustion engine such as a motor vehicle gasoline engine or motor vehicle diesel engine.

The additive can also be an additive for another lubricating oil. In automotive engineering, for example, it may be possible to use the additive in a lubricant for the transmission or in a lubricant for the differential. Applications can also be possible in other lubricants in automotive engineering and in other technical areas.

By using the additive according to the invention as an additive to a lubricating oil in an internal combustion engine, the nominal power of the internal combustion engine at the nominal speed could surprisingly be significantly increased compared to operation with the lubricating oil without the additive. This finding is surprising because up to now it has not been possible to achieve a significant increase in performance through the use of additives. The possibility of increasing the power of the internal combustion engine is decisive, inter alia, because in this way the performance of the internal combustion engine can be increased and/or the fuel consumption can be reduced. The increase in performance of the internal combustion engine is achieved without the internal combustion engine having to be modified by complicated machine-technical adjustments. Thus, in an example according to the invention, the specific fuel consumption could be reduced by more than 4%, which, according to conventional wisdom, cannot be achieved, for example, by using low-viscosity oils. The use of low-viscosity oils also corresponds to a completely different approach than the approach according to the invention. It is also conceivable that the two approaches can be combined and the possible improvements through the use of a low-viscosity oil are further improved by the technology according to the invention.

The "nominal speed" is generally referred to as the speed of an internal combustion engine at which the internal combustion engine delivers the maximum power under full load. This maximum power is referred to as "rated power". Rated speed and rated power are completely normal parameters in the field of internal combustion engines.

Increasing the power of the internal combustion engine leads to an increase in the efficiency of the internal combustion engine and thus to a reduction in fuel consumption. A fuel reduction in turn means a reduction in CO ₂ emissions. Overall, this results in a positive effect for climate protection and environmental protection.

By using the additive according to the invention as an additive to a lubricating oil in an internal combustion engine, other positive effects can no less surprisingly be possible in preferred exemplary embodiments, such as a reduction in lubricating oil consumption, a reduction in the amount of blow-by gases, a reduction in the amount of soot particles emitted and/or emitted nitrogen oxides.

It should be noted here that the amount of soot particles emitted and the amount of nitrogen oxides emitted are conventionally influenced by engine control, in particular by the selection of the combustion temperature. A high combustion temperature leads to a reduction in soot particles, but at the same time to an increase in nitrogen oxides and vice versa. This opposite relationship is also known as the "soot- _NOx scissors". Since the amount of soot and NO _x is not necessarily or exclusively influenced by the choice of combustion temperature when using the additive according to the invention, the soot-NO _x range can be less pronounced than is conventionally the case or in preferred exemplary embodiments no longer come into play.

• dispergiertes Bornitrid mit einem Gewichtsanteil von 1,5 Gew.-% bis 9,0 Gew.-%, bevorzugt 4,0 Gew.-% bis 7,5 Gew.-%, mehr bevorzugt 5,0 Gew.-% bis 6,5 Gew.-%, noch mehr bevorzugt 5,5 Gew.-% bis 6,0 Gew.-%;
• optional mindestens ein weiterer Bestandteil ausgewählt aus der Gruppe bestehend aus: Dispergiermittel, EP-Additiven, Verschleissschutzadditiven und Carbonsäuresalzen;
• Öl mit einem Gewichtsanteil, der die Summe der Gewichtsanteile aller Bestandteile der Dispersion auf 100 Gew.-% ergänzt.

In preferred embodiments, the additive consists of the following components:

• Dispersed boron nitride with a weight fraction of 1.5% by weight to 9.0% by weight, preferably 4.0% by weight to 7.5% by weight, more preferably 5.0% by weight to 6 .5% by weight, more preferably 5.5% to 6.0% by weight;
• optionally at least one further component selected from the group consisting of: dispersants, EP additives, anti-wear additives and carboxylic acid salts;
• Oil in a proportion by weight that makes the sum of the proportions by weight of all the components of the dispersion up to 100% by weight.

The base oil is preferably a synthetic oil, in particular polyalkylene glycol (PAG).

Preferably the weight fraction of the oil in the dispersion is from 30% to 70% by weight, more preferably from 40% to 60% by weight, even more preferably from 45% to 55% by weight. In specific exemplary embodiments, the additive contains 50.7% by weight of PAG.

The amounts given in percent by weight are based on the total weight of the additive. For example, 30% by weight of the oil means that one kilogram of the additive consists of 300 g of oil and 700 g of other ingredients.

The boron nitride is preferably a hexagonal boron nitride, in particular α-boron nitride, which has a layered structure.

The particle sizes of the boron nitride are preferably between 0.5 μm and 10 μm, more preferably between 3 μm and 8 μm. In the context of this patent application, particle sizes are understood to mean particle sizes determined according to ISO 13320, preferably using a particle size analyzer model "Cilas 990". The upper and lower limits indicate the range in which the sizes of 95% of all particles lie.

A further constituent of the dispersion is preferably a wetting and/or dispersing agent, with the proportion by weight of the wetting and/or dispersing agent more preferably being between 0.1% by weight and 0.5% by weight, more preferably between 0.2 wt% and 0.4 wt%, more preferably between 0.25 wt% and 0.35 wt%; and/or wherein more preferably the wetting and/or dispersing agent is a polymer, more preferably a polycarboxylic acid polymer, even more preferably a low molecular weight polycarboxylic acid polymer.

The amounts given in percent by weight are based on the total weight of the additive.

Another component of the dispersion is preferably an EP additive, with the proportion by weight of the EP additive is between 15% and 35% by weight, more preferably between 20% and 25% by weight, even more preferably between 21% and 23% by weight. The amounts given in percent by weight are based on the total weight of the additive.

Like the other components of the additive, the EP additive can consist of several preparations or products, for example two or more different commercially available EP additive preparations.

Another component of the dispersion is preferably an anti-wear additive, with the proportion by weight of the anti-wear additive preferably being between 15% by weight and 35% by weight, more preferably between 18% by weight and 25% by weight, even more preferably between 19% by weight -% and 22% by weight. The amounts given in percent by weight are based on the total weight of the additive.

Another component of the dispersion is preferably an alkaline earth metal, in particular zinc and/or magnesium; and/or another ingredient is a carboxylic acid salt, more preferably a fatty acid salt, even more preferably a saturated fatty acid salt.

The use of a carboxylic acid salt or several carboxylic acid salts of zinc and/or magnesium is particularly preferred, the proportion by weight of the zinc salt in particular being higher than that of the magnesium salt, for example 8 to 10 times higher. In concrete exemplary embodiments, the additive contains zinc stearate (Zn(C ₁₈ H ₃₅ O ₂ ) ₂ ) and magnesium stearate (Mg(C ₁₈ H ₃₅ O ₂ ) ₂ ) in a weight ratio of 9:1.

The proportion by weight of the carboxylic acid salt or of the plurality of carboxylic acid salts is preferably between 0.1% by weight and 0.4% by weight, more preferably between 0.15% by weight and 0.3% by weight, even more preferably between 0.175 wt% and 0.25 wt%. The amounts given in percent by weight are based on the total weight of the additive.

The lubricating oil system of an internal combustion engine usually includes a filter in order to be able to filter interfering solid foreign matter out of the oil. The additive is preferably filter-permeable for an internal combustion engine oil filter, i.e. the additive or the lubricating oil composition containing the additive can pass through the oil filter without components of the additive being retained by the oil filter in any appreciable amount.

The use of a lubricating oil composition according to the invention is the use of a lubricating oil composition which comprises a lubricating oil and an additive. It is used while an internal combustion engine is running. The additive includes a boron nitride suspension.

In the use according to the invention, the lubricating oil composition can be used in the manner in which lubricating oils are usually used in the operation of an internal combustion engine. This means that the lubricating oil composition is filled into the internal combustion engine and preferably replaced from time to time by a new filling with fresh lubricating oil composition. This exchange is referred to as a "lubricating oil change" or "oil change".

In the use according to the invention, an additive according to the invention is preferably used as a component of the lubricating oil composition.

The lubricating oil composition can be produced by mixing the lubricating oil and the additive outside the internal combustion engine. The lubricating oil composition thus prepared is introduced into the internal combustion engine. However, the lubricating oil composition can also be produced in such a way that the two components are introduced into the internal combustion engine one after the other, where they mix at the latest after the internal combustion engine has been started up. For example, it is possible that the lubricating oil is introduced into the internal combustion engine first and then the additive is added to the lubricating oil.

The use according to the invention is preferably carried out over a period of at least 100 hours, more preferably at least 500 hours, even more preferably at least 1000 hours. This period only includes the operating times of the internal combustion engine in which it is actively operated. These are, for example, the times when a combustion engine is running. Pause times when the internal combustion engine is not active do not count towards this period. These are, for example, the times when a combustion engine is switched off.

The effect according to the invention, ie in particular the increase in the rated power at the rated speed, is more pronounced after a correspondingly long period of ongoing operation of the internal combustion engine than at the beginning of the period, or the effect only occurs after a certain period of time.

The amount of the additive is preferably between 1.5% by weight and 3.5% by weight, preferably between 2% by weight and 3% by weight, more preferably between 2.25% by weight and 2 .75% by weight with respect to the total amount of the lubricating oil and the additive. For example, an amount of additive of 1.5% by weight means that 1 kg of lubricating oil composition consists of 15 g of additive and 985 g of lubricating oil.

The lubricating oil or lubricating oil composition used to lubricate an internal combustion engine must be changed from time to time. This means that a lubricating oil change is carried out on the internal combustion engine at intervals. For example, in a motor vehicle internal combustion engine, the lubricating oil should be changed after a certain number of kilometers have been covered, depending on the engine, driving behavior, lubricating oil composition, etc. Depending on the conditions, a lubricating oil change in a motor vehicle is required, for example, after approximately 50,000 km.

It is advantageous if the additive is added when the lubricating oil is changed, since the additive or the lubricating oil composition containing the additive is then added when the lubricating oil is changed anyway. This is done, for example, by introducing the lubricating oil composition, which contains the additive, into the internal combustion engine when the lubricating oil is changed. Alternatively, as described above, additive and lubricating oil can also be added separately.

The additive is preferably added in this way with every lubricating oil change. In this case, the Addition of the additive in the intervals provided for changing the lubricating oil ("addition intervals").

Just as the additive is added at intervals, the power of the internal combustion engine can also be measured for test purposes and the effect according to the invention can thus be demonstrated at predetermined intervals ("test intervals"). In the case of a motor vehicle internal combustion engine, the power can be measured on a roller dynamometer and/or engine dynamometer (both referred to as “test rig” for short below), for example, always after a predetermined number of kilometers have been covered. The test intervals can be selected independently of the addition intervals.

The method of checking the engine performance at predetermined intervals is also referred to below as the "interval system technique". The interval system technique has shown that the use of the lubricating oil composition according to the invention in practical driving leads to improved performance of a motor vehicle engine. The predetermined intervals give an indication of the performance of the internal combustion engine, which has increased from interval to interval, and the improved consumption data. In this way, field tests can be carried out in which the vehicle is driven on the road as intended and examined on the test bench after an interval has elapsed. The field tests can preferably be carried out over a longer period of time, ie over several of these intervals, in order to be able to examine the long-term behavior of the vehicle using the lubricating oil composition according to the invention. For example, it was found in investigations that the nominal power of a motor vehicle internal combustion engine by the additive according to the invention according to preferred exemplary embodiments, was significantly increased after a certain number of kilometers traveled and continued to increase as the motor vehicle continued to be operated and after further lubricating oil changes, during which the additive was added in each case. It is also possible that the engine output reaches a plateau after a relatively large number of kilometers that is significantly increased compared to the output of an internal combustion engine that was and is operated without the additive.

• die Nennleistung bei der Nenndrehzahl ist um mindestens 2%, bevorzugt um mindestens 3%, mehr bevorzugt um mindestens 3,5% erhöht;
• der Treibstoffverbrauch ist um mindestens 5 g, bevorzugt um mindestens 7,5 g, mehr bevorzugt um mindestens 10 g pro Kilowattstunde der von der Brennkraftmaschine geleisteten Arbeit erniedrigt;
• der Treibstoffverbrauch ist um mindestens 3%, bevorzugt um mindestens 4%, mehr bevorzugt um mindestens 4,5% erniedrigt.

In such tests on the test bench, the following improvements could be determined within the scope of the interval system technology for preferred exemplary embodiments compared to operating the internal combustion engine with a lubricating oil without the additive according to the invention:

• the nominal power at the nominal speed is increased by at least 2%, preferably by at least 3%, more preferably by at least 3.5%;
• the fuel consumption is reduced by at least 5 g, preferably by at least 7.5 g, more preferably by at least 10 g per kilowatt hour of work performed by the internal combustion engine;
• the fuel consumption is reduced by at least 3%, preferably by at least 4%, more preferably by at least 4.5%.

• der Schmierölverbrauch ist um mindestens 20%, bevorzugt um mindestens 40%, mehr bevorzugt um mindestens 50% erniedrigt;
• die Menge an Blowby-Gasen ist um mindestens 5%, bevorzugt um mindestens 10%, mehr bevorzugt um mindestens 15% erniedrigt;
• die Menge an ausgestossenen Russpartikeln ist um mindestens 30%, bevorzugt um mindestens 50%, mehr bevorzugt um mindestens 60% erniedrigt;
• die Menge an ausgestossenen Stickoxiden ist um mindestens 30%, bevorzugt um mindestens 50%, mehr bevorzugt um mindestens 60% erniedrigt.

In addition, one or more of the following improvements could be identified, at least in part:

• the lubricating oil consumption is reduced by at least 20%, preferably by at least 40%, more preferably by at least 50%;
• the amount of blow-by gases is reduced by at least 5%, preferably by at least 10%, more preferably by at least 15%;
• the amount of soot particles emitted is reduced by at least 30%, preferably by at least 50%, more preferably by at least 60%;
• the amount of nitrogen oxides emitted is reduced by at least 30%, preferably by at least 50%, more preferably by at least 60%.

It is assumed on the basis of these results that the use of the lubricating oil composition according to the invention improves both the lubrication and the sealing between the piston or the piston rings and the liner, at least in preferred exemplary embodiments.

In many cases, these very significant improvements could be determined after 1000 hours, sometimes even after 500 hours or even after 100 hours or even shorter operating time of the internal combustion engine. In the case of motor vehicle internal combustion engines, this operating time was preferably completed by driving the motor vehicle on a road under normal driving conditions with the normal vehicle load.

Unexpected effects can thus be achieved and verified by the method steps shown in the course of the use of the lubricating oil composition according to the invention and the test procedures carried out at intervals (interval system technique), i.e. by the chronological sequence of the method steps.

According to the invention, the performance of the internal combustion engine is not improved by the fact that the internal combustion engine is optimized in a special way by costly and complicated mechanical or control engineering measures. According to the invention, the performance is improved during operation. To a certain extent, according to the invention, a motor vehicle engine automatically optimizes itself while the vehicle is being driven. Accordingly, it is possible that the effects according to the invention do not set in immediately after the start of the use of the additive according to the invention, but that the internal combustion engine first has to be actively operated for a specific operating time, for example 100 hours. For a motor vehicle, this means that the effects are only clearly recognizable after a certain distance has been covered on the road, for example after a distance of 10,000 km. In the case of a motor vehicle, the effects can be verified, for example, by examining the motor vehicle on a test stand, which is carried out for test purposes in a particularly advantageous because systematic manner within the framework of the interval system technique described above.

According to one non-limiting theory, during operation of the internal combustion engine, the lubricating oil composition wets and mechanically works at least one surface of the pistons and/or crankcase and/or at least one other component of the internal combustion engine. In particular, this results in a smoothing of the wetted surfaces, ie their roughness is reduced. The reduction in roughness can be detected microscopically, for example by means of an endoscopic method, which enables surfaces arranged inside the internal combustion engine to be examined.

By reducing the surface roughness, for example, the roughness peaks in the cylinder running surfaces, which can be present in the form of honing lines or other groove-like structures, can be compensated for.

A reduction in the roughness of the cylinder running surfaces can contribute to an increase in the performance of the internal combustion engine due to the associated reduction in friction losses.

In the method according to the invention for conditioning an internal combustion engine, the conditioning takes place in that an additive or a lubricating oil composition with an additive is used in the manner according to the invention during operation of the internal combustion engine. The method for conditioning the internal combustion engine therefore corresponds to the above automatic optimization of the internal combustion engine during operation.

According to the non-limiting theory described above, during the course of conditioning, the additive can mechanically process a surface of the piston and/or the crankcase and/or at least one other component of the internal combustion engine, which can in particular be accompanied by a reduction in surface roughness.

The internal combustion engine according to the invention is an internal combustion engine that has been conditioned in the manner according to the invention. This can, for example, be the internal combustion engine of a motor vehicle which has been operated for at least a certain period of time using the additive according to the invention preferably the additive was added during one or more of the previous lubricating oil changes.

The method according to the invention for producing an additive is a method for producing an additive for a lubricating oil. The lubricating oil is in particular a lubricating oil for an internal combustion engine, for example a motor oil.

Schritt 1:

Dispergieren von Bornitrid und einem Öl zum Herstellen einer Basisdispersion; und

Schritt 2:

Mischen, insbesondere Dispergieren, mindestens eines weiteren Bestandteils ausgewählt aus der Gruppe bestehend aus: Dispergiermittel, EP-Additiv, Verschleissschutzadditiv und Carbonsäuresalz mit der Basisdispersion zum Herstellen des Additivs.

The procedure includes the steps:

Step 1:

dispersing boron nitride and an oil to make a base dispersion; and

Step 2:

Mixing, in particular dispersing, at least one further component selected from the group consisting of: dispersant, EP additive, anti-wear additive and carboxylic acid salt with the base dispersion to produce the additive.

Schritt 1:

Dispergieren von Bornitrid und einem Öl zum Herstellen einer Basisdispersion;

Schritt 1a:

Mischen, insbesondere Dispergieren von mindestens zwei weiteren Bestandteilen ausgewählt aus der Gruppe bestehend aus: Dispergiermittel, EP-Additiv, Verschleissschutzadditiv und Carbonsäuresalz zum Herstellen einer Zusatzmischung zu mischen, insbesondere zum Herstellen einer Zusatzdispersion;

Schritt 2:

Mischen von Basisdispersion und Zusatzmischung bzw. Zusatzdispersion, insbesondere durch Dispergieren.

If at least two other components are mixed with the base dispersion, it is advantageous to mix, in particular to disperse, the at least two other components to produce an additive mixture in step 1a performed before step 2, and to disperse the additive mixture produced in step 1a or to mix the additional dispersion in step 2 with the base dispersion, in particular to disperse it. The procedure is then as follows:

Step 1:

dispersing boron nitride and an oil to make a base dispersion;

Step 1a:

Mixing, in particular dispersing, of at least two other components selected from the group consisting of: to mix dispersant, EP additive, anti-wear additive and carboxylic acid salt to produce an additive mixture, in particular to produce an additive dispersion;

Step 2:

Mixing of base dispersion and additional mixture or additional dispersion, in particular by dispersing.

Steps 1 and 1a can be carried out in any order and therefore also simultaneously. However, steps 1 and 1a are performed before step 2.

The dispersing can take place, for example, in a dispersing machine. A dispersing machine can include a rotor and a stator, so that a dispersion is created from the treated substances as a result of the relative movement of the rotor and stator.

Suitable dispersing machines are available on the market. For example, dispersing machines of the "Megatron MT 5100", "MT 5100 S" and "MT 5100 S2" types can be used.

The dispersing time is preferably at least 30 minutes, where appropriate the periods of time in which dispersing takes place in steps 1, optionally 1a and 2, are added together to calculate this dispersing time.

For example, an additive according to the invention, which comprises further components, can be produced with the method according to the invention.

With the additive according to the invention, in preferred embodiments, a lubricating oil composition consisting of lubricating oil (for example PAG) and the additive, which is not subject to any disruptive sedimentation processes or which at least has only a very low tendency to sedimentation. This applies in particular when the production process according to the invention has been used to produce the additive. According to one non-limiting theory, the observed little or no tendency to settle is due to the components of the additive and their amount being suitably selected, the additive being well dispersed and the additive being added to the lubricating oil in a suitable amount.

In preferred exemplary embodiments, a low or no detectable tendency to sedimentation can occur both when the additive and the lubricating oil are added to the internal combustion engine in order to mix them with one another in the internal combustion engine, and when the additive and the lubricating oil are mixed before being added to the Internal combustion engine are mixed, are determined. For examining the sedimentation tendency, for example, a lubricating oil composition prepared by mixing additive and lubricating oil is filled in a container so that the volume filled with the lubricating oil composition has a height of 10 cm. To do this, approximately 196 mL of the lubricating oil composition must be filled into a cylindrical vessel with a diameter of 5 cm. The container is left at room temperature for 24 hours without being agitated. If at the end of 24 hours at least 45% of the boron nitride particles are still in the upper half of the volume, ie in the upper 5 cm of the lubricating oil composition, it is said that there is no tendency towards sedimentation.

Low sedimentation or no sedimentation at all has the advantage that no boron nitride particles are deposited in the internal combustion engine and the lubricating oil composition is always present as a homogeneous mixture. Depositing boron nitride particles could interfere with the operation of the internal combustion engine. Since the lubricating oil composition is always homogeneous, the effect according to the invention can always be achieved in a uniform manner.

Fig. 1

zeigt einen konventionellen Ottomotor in schematischer Schnittdarstellung.

Fig. 2

zeigt Ergebnisse aus Vergleichsmessungen an einem Fahrzeug vor der Verwendung einer erfindungsgemässen Schmierölzusammensetzung.

Fig. 3

zeigt weitere Ergebnisse aus Vergleichsmessungen an einem Fahrzeug vor der Verwendung einer erfindungsgemässen Schmierölzusammensetzung.

Fig. 4

zeigt Ergebnisse aus Messungen an einem Fahrzeug nach der Verwendung einer Schmierölzusammensetzung gemäss einem Ausführungsbeispiel der Erfindung.

Fig. 5

zeigt weitere Ergebnisse aus Messungen an einem Fahrzeug nach der Verwendung einer Schmierölzusammensetzung gemäss diesem Ausführungsbeispiel.

Fig. 6

zeigt die in den Figuren 3 und 5 dargestellten Ergebnisse im Vergleich.

Fig. 7

zeigt die Veränderung V der Menge an Blowby-Gasen durch die Verwendung einer Schmierölzusammensetzung gemäss dem Ausführungsbeispiel aus den Figuren 4 und 5.

Further features, usefulness and advantages of the invention are described below using exemplary embodiments with reference to the attached drawing figures.

1

shows a conventional gasoline engine in a schematic sectional view.

2

shows results from comparative measurements on a vehicle before using a lubricating oil composition according to the invention.

3

shows further results from comparative measurements on a vehicle before the use of a lubricating oil composition according to the invention.

4

12 shows results of measurements on a vehicle after using a lubricating oil composition according to an embodiment of the invention.

figure 5

12 shows other results of measurements on a vehicle after using a lubricating oil composition according to this embodiment.

6

shows the in the Figures 3 and 5 results shown in comparison.

7

FIG. 12 shows the change V in the amount of blow-by gases by using a lubricating oil composition according to the embodiment of FIGS figures 4 and 5 .

1:

Kurbelgehäuse, Motorblock

2:

Zylinder, Laufbuchse

3:

Ölwanne

4:

Kurbelwelle

5:

Pleuelstange

6:

Kolbenbolzen

7:

Kolben

8:

Kolbenringe

9:

Zahnrad oder Riemenscheibe an der Kurbelwelle

10:

Steuerkette oder Zahnriemen

11:

Zahnrad/Riemenscheibe an der Nockenwelle

12:

Nockenwelle

13:

Kipphebel

14:

Einlassventil

15:

Auslassventil

17:

Ventilfederteller

18:

Ventilfeder

19:

Zylinderkopf

20:

Zündkerze

21:

Einspritzventil

In 1 a conventional gasoline engine is shown as an example of an internal combustion engine in a schematic sectional view, with the reference symbols denoting the following components:

1:

crankcase, engine block

2:

cylinder, liner

3:

sump

4:

crankshaft

5:

connecting rod

6:

gudgeon pin

7:

Pistons

8th:

piston rings

9:

Gear or pulley on the crankshaft

10:

Timing chain or timing belt

11:

Gear/pulley on the camshaft

12:

camshaft

13:

rocker arm

14:

intake valve

15:

outlet valve

17:

valve spring retainer

18:

valve spring

19:

cylinder head

20:

spark plug

21:

injector

In 1 a situation is shown in which the petrol engine is not active, so that the engine oil has collected at the bottom of the oil pan.

The additive according to the invention can be used, for example, in such an Otto engine. However, the application is also possible for other internal combustion engines and other internal combustion engines and other applications of lubricating oils.

The application is possible both in internal combustion engines with exhaust gas recirculation and in internal combustion engines without exhaust gas recirculation.

• ein Grundöl und
• dispergiertes Bornitrid mit einem Gewichtsanteil von 1,5 Gew.-% bis 9,0 Gew.-%, bevorzugt 4,0 Gew.-% bis 7,5 Gew.-%, mehr bevorzugt 5,0 Gew.-% bis 6,5 Gew.-%, noch mehr bevorzugt 5,5 Gew.-% bis 6,0 Gew.-%.

The additive according to an embodiment of the invention is an additive for a lubricating oil. The additive comprises a dispersion, the dispersion comprising:

• a base oil and
• Dispersed boron nitride with a weight fraction of 1.5% by weight to 9.0% by weight, preferably 4.0% by weight to 7.5% by weight, more preferably 5.0% by weight to 6 .5% by weight, more preferably 5.5% to 6.0% by weight.

The amounts given in percent by weight are based on the total weight of the additive.

The preferred field of use of the additive is the addition of additives to a lubricating oil for an internal combustion engine, in particular for a vehicle internal combustion engine. For this purpose, the base oil can be selected so that it is optimally compatible with the lubricating oil. In particular, an additive is used as the base oil for adding additives to a specific lubricating oil is determined, the oil selected, which also forms the essential component of the lubricating oil. Here, for example, PAG is also used as the base oil for an additive for adding additives to PAG oils. In this way, no problem arises in the compatibility of the oily components of the lubricating oil composition consisting of the lubricating oil and the additive.

• dispergiertes Bornitrid mit einem Gewichtsanteil von 1,5 Gew.-% bis 9,0 Gew.-%, bevorzugt 4,0 Gew.-% bis 7,5 Gew.-%, mehr bevorzugt 5,0 Gew.-% bis 6,5 Gew.-%, noch mehr bevorzugt 5,5 Gew.-% bis 6,0 Gew.-%;
• optional mindestens ein weiterer Bestandteil ausgewählt aus der Gruppe bestehend aus: Dispergiermittel, EP-Additiven, Verschleissschutzadditiven und Carbonsäuresalzen;
• Öl mit einem Gewichtsanteil, der die Summe der Gewichtsanteile aller Bestandteile der Dispersion auf 100 Gew.-% ergänzt.

In preferred embodiments, the additive consists of the following components:

• Dispersed boron nitride with a weight fraction of 1.5% by weight to 9.0% by weight, preferably 4.0% by weight to 7.5% by weight, more preferably 5.0% by weight to 6 .5% by weight, more preferably 5.5% to 6.0% by weight;
• optionally at least one further component selected from the group consisting of: dispersants, EP additives, anti-wear additives and carboxylic acid salts;
• Oil in a proportion by weight that makes the sum of the proportions by weight of all the components of the dispersion up to 100% by weight.

In preferred embodiments, the base oil is a synthetic oil, most preferably polyalkylene glycol (PAG), particularly when such an oil is used as a lubricating oil.

In preferred embodiments, the weight fraction of the oil in the dispersion is from 30% to 70%, more preferably from 40% to 60%, even more preferably from 45% to 55% by weight. %. In specific exemplary embodiments, the additive contains 50.7% by weight of PAG.

The amounts given in percent by weight are based on the total weight of the additive.

A specific example of a base oil that has been used within the scope of embodiments according to the invention is the product sold by the Dow Chemical Company, USA, under the trade name "UCON OSP-68 Lubricant" (manufacturer's specification "195.05K DNN").

In preferred exemplary embodiments, the boron nitride is a hexagonal boron nitride, in particular α-boron nitride, which has a layered structure which is somewhat similar to the layered structure of graphite.

In preferred embodiments, the particle sizes of the boron nitride are between 0.5 μm and 10 μm, more preferably between 3 μm and 8 μm (determined according to ISO 13320 using a particle size analyzer model “Cilas 990”, with the lower and upper limit being 0.5 and 10 µm or 3 and 8 µm is the range in which the sizes of 95% of all particles lie).

A specific example of a boron nitride used within the scope of exemplary embodiments according to the invention is the product marketed by Henze Boron Nitride Products AG, Germany, under the trade name "HeBoFill 205".

In preferred embodiments, a further component of the dispersion is a wetting and/or dispersing agent.

The proportion by weight of the wetting and/or dispersing agent is, for example, between 0.1% by weight and 0.5% by weight, preferably between 0.2% by weight and 0.4% by weight, more preferably between 0.25% and 0.35% by weight. The amounts given in percent by weight are based on the total weight of the additive.

The wetting and/or dispersing agent can be or contain, for example, a polymer, more preferably a polycarboxylic acid polymer, even more preferably a low molecular weight polycarboxylic acid polymer.

The wetting and/or dispersing agent can include, for example, hydroxy-functional carboxylic acid esters.

A specific example of a wetting and/or dispersing agent used within the scope of exemplary embodiments according to the invention is the product marketed by BYK-Chemie GmbH, Germany, under the trade name "Dysperbyk 108".

Several products serving as wetting and/or dispersing agents can also be used together.

In further exemplary embodiments, the additive contains an EP additive as an alternative or in addition to the wetting and/or dispersing agent as a further component of the dispersion. EP additives (extreme pressure additives) are added to lubricants to prevent metal components rubbing against each other from welding together.

The proportion by weight of the EP additive is, for example, between 15% by weight and 35% by weight, preferably between 20% by weight and 25% by weight, more preferably between 21% by weight and 23% by weight. The amounts given in percent by weight are based on the total weight of the additive.

The EP additive can consist of several products serving as EP additive.

The EP additive can include, for example, polyol esters, in particular saturated polyol esters.

A specific example of an EP additive used within the scope of exemplary embodiments according to the invention is the product marketed by Croda International plc, United Kingdom, under the trade name "PRIOLUBE 3986-LQ".

Another specific example of an EP additive used within the scope of embodiments according to the invention is the product marketed by Oleon NV, Belgium, under the trade name "RADIALUBE 7368".

In further exemplary embodiments, the additive contains an anti-wear additive as an alternative or in addition to the wetting and/or dispersing agent, and alternatively or in addition to the EP additive as a further component of the dispersion.

The proportion by weight of the anti-wear additive is, for example, between 15% by weight and 35% by weight, preferably between 18% by weight and 25% by weight, more preferably between 19% by weight and 22% by weight. The amounts given in percent by weight are based on the total weight of the additive.
Several products serving as anti-wear additives can also be used together.

It should be noted that some additives are effective both as EP additives and as anti-wear additives.

A specific example of an EP additive which also acts as an anti-wear additive and which is used within the scope of exemplary embodiments according to the invention is the product marketed by the Lubrizol Corporation, USA, under the trade name "Anglamol 99".

Another concrete example of an EP additive which also acts as an anti-wear additive and which is used within the scope of exemplary embodiments according to the invention is the product marketed by BASF SE, Germany, under the trade name "IRGALUBE F 10 A".

In further exemplary embodiments, the additive contains an alkaline earth metal, in particular zinc and/or magnesium, as an alternative or in addition to the wetting and/or dispersing agent, alternatively or in addition to the EP additive and alternatively or in addition to the anti-wear additive as a further component of the dispersion. or a carboxylic acid salt, more preferably a fatty acid salt, even more preferably a saturated fatty acid salt.

Preference is given to using a carboxylic acid salt of zinc and/or magnesium, with the proportion by weight of the zinc salt in particular being higher than that of the magnesium salt, for example 8 to 10 times higher. In concrete exemplary embodiments, zinc and magnesium stearate are used in a weight ratio of 9:1. For example, products with the CAS numbers 557-05-1 (zinc stearate) or 557-04-0 (magnesium stearate) that are available in the chemical trade can be used.

According to one non-limiting theory, these stearates or other salts improve dispersion stability or lubricating oil composition stability, respectively. According to this, these stearates or other salts can contribute to reliably preventing the additive or the lubricating oil composition from separating out, for example in the form of a sedimentation process.

The proportion by weight of the carboxylic acid salt is, for example, between 0.1% by weight and 0.4% by weight, more preferably between 0.15% by weight and 0.3% by weight, even more preferably between 0.175% by weight. and 0.25% by weight. The amounts given in percent by weight are based on the total weight of the additive.

In a specific embodiment of the invention, the additive consists of a dispersion of the components listed in Table 1. The amounts given in percent by weight are based on the total weight of the additive. <b>Table 1</b> component Amount / wt% PAG as base oil 50.70 hexagonal boron nitride 5.90 dispersant 0.30 EP and anti-wear additives 42.90 zinc stearate 0.18 magnesium stearate 0.02

In a further specific embodiment of the invention, the additive consists of a dispersion of the components listed in Table 2. The quantities in Percentages by weight relate to the total weight of the additive. <b>Table 2</b> component Amount / wt% PAG as base oil 50.70 hexagonal boron nitride 5.90 dispersant 0.30 EP additives 21.90 anti-wear additive 21.00 zinc stearate 0.18 magnesium stearate 0.02

In a further specific embodiment of the invention, the additive consists of a dispersion of the components listed in Table 3. The amounts given in percent by weight are based on the total weight of the additive. <b>Table 3</b> component Amount / wt% PAG base oil UCON OSP-68 Lubricant 50.70 hexagonal boron nitride HeBoFill 205 5.90 Disperbyk 108 0.30 PRIOLUBE 3986-LQ 6.50 RADIALUBE 7368 11.60 Anglamol 99 10.30 IRGALUBE F 10 A 14.50 zinc stearate 0.18 magnesium stearate 0.02

The method according to the invention for producing an additive is a method for producing an additive for a lubricating oil. The lubricating oil is there in particular a lubricating oil for an internal combustion engine, for example a motor oil.

In an exemplary embodiment of the method according to the invention for producing an additive, the boron nitride and the base oil are dispersed in a first step to produce a base dispersion.

The dispersing can preferably take place in a dispersing machine, for example a dispersing machine of the “Megatron MT 5100”, “MT 5100 S” or “MT 5100 S2” type.

In the exemplary embodiments in which the additive comprises at least one further component, the further component is mixed with the base dispersion in a further step, in particular by dispersing using a dispersing machine, preferably the same dispersing machine used in the first step.

In the exemplary embodiments in which the additive comprises at least two further components, these further components can be mixed in a separate step for producing an additional mixture, in particular dispersed for producing an additional dispersion, before they are mixed with the base dispersion. A dispersing machine can again be used for this purpose, preferably the same dispersing machine that was used to produce the base dispersion. The base dispersion and the additional dispersion are mixed with one another, in particular dispersed. A dispersing machine can in turn be used for this purpose, preferably the same dispersing machine that was used to produce the base dispersion and, if appropriate, the additional dispersion.

The dispersing time is preferably at least 30 minutes, the times required to prepare the base dispersion and possibly the additional dispersion and to mix the base dispersion with the other components being added together to calculate this dispersing time.

For example, an additive according to the invention, which comprises further components, can be produced with the method according to the invention.

In specific exemplary embodiments, the components listed in Tables 1 to 3 are each processed into an additive by dispersing the base oil and the boron nitride in a dispersing machine to produce the base dispersion, by dispersing the other components beforehand, afterwards or at the same time in a dispersing machine to produce of the additional dispersion and by subsequently dispersing the base dispersion and the additional dispersion in a dispersing machine. The final dispersing can be carried out in such a way that the finished additional dispersion is added to the base dispersion in the dispersing machine. The three dispersions can, for example, each be carried out over a period of 10 minutes or longer.

In the use according to the invention of a lubricating oil composition according to an embodiment of the invention, a lubricating oil composition which consists of a PAG lubricating oil and an additive with the components according to one of Tables 1 to 3 is used. It is used during ongoing operation of a internal combustion engine. This means that the lubricating oil composition is filled into the internal combustion engine and preferably replaced from time to time in the course of an oil change with a new filling with fresh lubricating oil composition. The internal combustion engine is used according to its purpose, which is referred to as continuous operation of the internal combustion engine. If the internal combustion engine is an internal combustion engine of a motor vehicle, this means that the motor vehicle is driven on the road.

The use according to the invention is preferably carried out over a period of at least 100 hours, more preferably at least 500 hours, even more preferably at least 1000 hours. This period only includes the operating times of the internal combustion engine in which it is actively operated. These are, for example, the times when a combustion engine is running. Pause times when the internal combustion engine is not active do not count towards this period. These are, for example, the times when a combustion engine is switched off.

The effect according to the invention, i.e. in particular the increase in the rated power at the rated speed, is more pronounced after a correspondingly long period of ongoing operation of the internal combustion engine than at the beginning of the period, or the effect only occurs after a certain period of time.

The amount of the additive is preferably between 1.5% by weight and 3.5% by weight, preferably between 2% by weight and 3% by weight, more preferably between 2.25% by weight and 2 .75% by weight with respect to the total amount of the lubricating oil and the additive. For example, means a quantity of the additive of 1.5% by weight that 1 kg lubricating oil composition consists of 15 g additive and 985 g lubricating oil.

In a specific embodiment, an additive with the components according to Table 3 is used in an amount of 2.5% by weight in relation to the total amount of the lubricating oil and the additive, i.e. 25 g of additive and 975 g of lubricating oil are present per kilogram of lubricating oil composition. The additive or the lubricating oil composition of additive and lubricating oil is added with each lubricating oil change. The additive is therefore added at the intervals specified for changing the lubricating oil.

The internal combustion engine is the internal combustion engine of a motor vehicle.

The lubricating oil that is part of the lubricating oil composition in addition to the additive is a PAG lubricating oil.

For test purposes and thus to demonstrate the effect according to the invention, the power of the internal combustion engine is measured at predetermined intervals (test intervals) (interval system technique). The performance is measured on a test stand, for example, always after a predetermined number of kilometers have been covered.

As an example, measurements were taken on a test bench with a Mercedes-Benz truck, type 1840-L, type OM 501 LA III/5 diesel engine, chassis no. WDB 9500361K593789 performed.

Measurements were carried out after using the lubricating oil composition according to the invention with the additive according to Table 3 and PAG as the lubricating oil which is a component of the lubricating oil composition in addition to the additive. Specifically, the same PAG product that is contained in the additive as the base oil was used as the lubricating oil.

For comparison, measurements were made before the lubricating oil composition was used according to the invention on the same vehicle that was operated with the same PAG product as the lubricating oil (comparative measurements). The vehicle had never previously been operated using an additive or a lubricating oil composition according to the invention.

As already mentioned at the beginning of this description, the school of thought states that lubricating oil additives lead to no improvements in terms of performance and consumption of an internal combustion engine. The values from the comparative measurements can therefore also be assumed to be the values that result when the measurements are carried out with a lubricating oil to which a conventional additive has been added.

• Nennleistung nach EWG: 302 kW bei einer Drehzahl von 1696 min^-1
• Maximales Drehmoment: 1949 Nm bei einer Drehzahl von 1296 min^-1
• Motorleistung: 302 kW bei einer Drehzahl von 1696 min^-1
• Radleistung: 262 kW bei einer Drehzahl von 1696 min^-1 Verlustleistung: 302 - 262 = 40 kW bei einer Drehzahl von 1696 min^-1
• Die Temperatur des Motoröls betrug 95°C.

The comparison measurements were made at a mileage of 90760 km. This resulted in the following performance data:

• Rated power according to EEC: 302 kW at a speed of 1696 ^rpm
• Maximum torque: 1949 Nm at a speed of 1296 ^rpm
• Engine power: 302 kW at a speed of 1696 min ^-1
• Wheel power: 262 kW at a speed of 1696 rpm ^Power loss: 302 - 262 = 40 kW at a speed of 1696 ^rpm
• The engine oil temperature was 95°C.

Results of the comparative measurements are in 2 presented in the form of diagrams. The speed in revolutions per minute is plotted on the abscissa. Various ordinates for engine power P (curve I), engine torque M (curve IV), opacity (curve V) and boost pressure (curve VI) are plotted on the y-axes, with the numbering of the individual curves referring to the each associated ordinate refers.

In the context of this patent application, a “curve” is understood to mean the stretch of the connecting lines between the measurement points of a measurement series.

Further results of the comparative measurements are in 3 presented in the form of a diagram. The speed in revolutions per minute is plotted on the abscissa. The specific consumption is plotted on the ordinate, ie the amount of fuel in grams that is consumed per kilowatt hour of work performed by the engine, or the fuel consumption per time and per mechanical power output.

After the comparative measurements had been carried out, the lubricating oil was changed, using a lubricating oil composition of 97.5% by weight PAG lubricating oil and 2.5% by weight of the additive with the composition according to Table 3 instead of the exchanged lubricating oil.

With a mileage of 99,810 km, measurements were again taken on the same vehicle on a test stand. This resulted in the following performance data:
Rated output according to EEC: 313 kW at a speed of 1595 ^rpm

The measurements made at a mileage of 99,810 km represent the improved situation that could be achieved after applying the technology according to the invention, i.e. by using the lubricating oil composition according to the invention. These measurements were carried out at a mileage that was 99810 - 90760 = 9050 km higher than the mileage in the comparison measurements. This means that the application according to the invention in the example shown was carried out while the internal combustion engine was in operation over a distance of approx. 9000 km.

Results of these measurements are in 4 presented in the form of diagrams. The speed in revolutions per minute is plotted on the abscissa. Various ordinates for engine power P (curve I), engine torque M (curve IV), opacity (curve V) and boost pressure (curve VI) are plotted on the y-axes, with the numbering of the individual curves referring to the each associated ordinate refers.

Further results of these measurements are in figure 5 presented in the form of a diagram. The speed in revolutions per minute is plotted on the abscissa. The specific consumption after application of the technology according to the invention is plotted on the ordinate.

In 6 are the in the 3 and 5 curves shown are shown in a diagram in order to be able to better compare the specific consumption before and after the application of the technology according to the invention.

The in the figures 2 and 4 The results presented show that by using the technology according to the invention, an improvement in the rated power at the rated speed compared to the value specified by the manufacturer, ie the rated power without using the technology according to the invention, could be achieved. The in the Figures 3 , 5 and 6 The results presented also show that an improvement in the specific fuel consumption could be achieved through the use of the technology according to the invention. By reducing fuel consumption, CO ₂ emissions are reduced.

In concrete terms, the rated output was 302 kW before the use of the technology according to the invention and 313 kW after the use of the technology according to the invention. The use of the technology according to the invention thus resulted in a significant increase in performance of (313-302)/302=3.6%. An insignificantly different increase in performance results when the performance comparison is made at the nominal speed, which is present before the application of the technology according to the invention, which is specified by the manufacturer as the nominal speed and which is ¹⁶⁹⁶ rpm, since the performance curve I after application of the technology according to the invention for speeds greater than 1550 rpm ^runs flat.

Specifically, the specific fuel consumption was 207.6 g/kWh before using the technology according to the invention and after using the technology according to the invention Technology 196.4 g/kWh, each at a speed of 1696 ^rpm . The application of the technology according to the invention thus resulted in a significant reduction in consumption of 207.6 - 196.4 = 11.2 g/kWh in absolute figures or relatively (207.6 - 196.4)/207.6 = 11, 2/207.6 = 5.39%. The speed of 1696 min ^-1 corresponds to the nominal speed specified by the manufacturer, at which curve I in 2 the performance is actually at its maximum.

The rated speed is lower after using the technology according to the invention. The specific fuel consumption at the nominal speed after using the technology according to the invention is still lower than 198.1 g/kWh, so that there is an even clearer reduction in the specific fuel consumption if one compares the specific fuel consumption at the nominal speed before and after using the technology according to the invention . After using the technology according to the invention, the rated speed is 1595 ^rpm . At a speed of 1595 rpm, the specific consumption after using the technology according to the invention is only ^190.1 g/kWh. A comparison of the specific consumption before and after the application of the technology according to the invention thus results in a reduction of (207.6-190.1)/207.6=17.5/207=8.4% at the rated speed.

In 6 it can be seen that the specific fuel consumption curve after the application of the inventive technology lies below the specific fuel consumption curve before the application of the inventive technology overall, or at least for all relevant speeds, so that there is a reduction in specific consumption at each speed.

Assuming a diesel carbon content of 85 to 87%, the reduction in specific fuel consumption by 11.2 g/kWh corresponds to a CO ₂ reduction of around 107 to 108 g per kilowatt hour.

These improvements through an additive or through the use of an additive were conventionally neither possible nor to be expected, let alone to such a significant extent.

The mentioned improvements in nominal power and specific consumption or CO ₂ emissions were accompanied by further improvements:
Thus, the turbidity of the exhaust gases could be significantly reduced by using the technology according to the invention, namely from about 20% to 10% or even significantly lower values. The turbidity is a measure of the quantity of particles, in particular soot particles, in the exhaust gas. The turbidity was determined by measuring the attenuation that a light beam experiences when it passes through the exhaust gas.

The intensity I ₀ of a light beam passing through a gas containing soot, smoke or other particles is attenuated to the intensity I. The following law applies, where L is the length of the distance traveled by the light beam in the gas: $$\mathrm{Tr}\ddot{\mathrm{and}}\mathrm{exercise}:\mathrm{I}-\mathrm{I}/{\mathrm{I}}_{\mathrm{0}}=\mathrm{1}-{\mathrm{e}}^{-\left(\mathrm{K}\times \mathrm{L}\right)}$$

K is a characteristic quantity for the particle density in the gas, its optical character and the size distribution of the particles. turbidity and the size K are physically defined. In addition, the empirical variable "blackening according to Bosch" is common. Turbidity, K value, Bosch blackening and the amount of soot per exhaust gas volume correspond to one another as listed in Table 4. <b>Table 4</b> turbidity [%] K [m ^-1 ] Blackening according to Bosch Amount of soot [mg/m ³ ] 1 0, 02 0.1 < 1 10 0.24 1.10 33 50 1, 61 3.91 268 90 5.35 6.22 844

The turbidity is preferably not more than 10% (corresponding to a K value of 0.24 m ^-1 , a Bosch degree of blackness of 1.10 and an amount of soot of 33 mg per m ³ exhaust gas).

As a result of the invention, the turbidity can be kept at a sufficiently low value, or the particle filter can be kept in a state such that the turbidity remains sufficiently low.

The observed reduced engine oil consumption of 50% or more can be interpreted according to a non-limiting theory as an indication of an optimized condition of the metal surfaces of the crankcase, pistons, piston rings, cylinder liner and the associated components of the internal combustion engine.

In 7 the percentage change V in the amount of blow-by gases is illustrated by the application of the technology according to the invention for different torques of the internal combustion engine. It was for different Torques are subtracted from the amount of blow-by gases before and after application of the technology BB or BB' according to the invention and the difference is divided by BB. The measurement curve C( _−x− ) obtained in this way for the change V=(BB−BB)/BB=0 before the application of the technology according to the invention corresponds to the zero line. The measurement curve D( _-o ) obtained in this way for the change V=(BB′−BB)/BB after using the technology according to the invention is significantly below the zero line, which corresponds to a significant reduction in blow-by gases. As a result, the lubricating oil can be less heavily loaded, for example, and the air duct, throttle valve, turbocharger, valves, etc. can be better protected against contamination.

In the example shown, the application according to the invention was carried out while the internal combustion engine was in operation over a distance of approx. 9000 km. If the application according to the invention is carried out over a longer distance during ongoing operation, further improvements may be possible. In the example shown, for example, further improvements could occur after further lubricating oil changes carried out at the appropriate intervals, during which the additive according to the invention is added or the lubricating oil composition according to the invention is used.

Results from the comparative measurements before application of the technology according to the invention at a mileage of 90760 km and the measurements after application of the technology according to the invention at a mileage of 99810 km are reproduced in extracts in Table 5. The columns "Comp." refer to the comparison measurements. The columns "Measurement 1." and " Measurement 2." to refer to two independent measurements after application of the inventive technology. The mean values of the results of these two independent measurements (1st and 2nd) correspond to the values discussed above. Table 5 can be read as follows. The speed n _motor measured in the comparative measurements and the two independent measurements is specified in the first block from the three left-hand columns. In the second block from the three columns to the right, the engine power P is specified for the speed in the left block in the corresponding place. This means, for example, that in the comparative measurements at a speed of 1396 rpm an engine output of ^284.4 kW was measured and in the first independent measurement after application of the technology according to the invention at an engine speed of 1396 rpm an engine output of ^294.9 kW became. In the third block from the three columns to the right, the turbidity for the number of revolutions in the left block is specified. This means, for example, that in the comparison measurements at a speed of 1396 rpm a ^turbidity of 5.9% was measured and in the first independent measurement after application of the technology according to the invention at a speed of 1396 rpm a ^turbidity of 0.9% became. In the fourth block from the three columns on the right, the specific consumption ("Spez. Cons.") is given for the speed in the left block in the corresponding place. This means, for example, that in the comparative measurements at a speed of 1396 min ^-1 a specific consumption of 186.5 g/kWh and in the first independent measurement after application of the technology according to the invention at a speed of 1396 min ^-1 a specific consumption of 179 .8 g/kWh were measured. <b>Table 5</b> n _engine [min ^-1 P [kW] turbidity [%] specific consumption [g/kWh] See. measurements See. measurements See. measurements See. measurements 1. 2. 1. 2. 1. 2. 1. 2. 1095 1096 1095 223.4 235.8 233.8 4.6 1.8 3.3 195.0 184.7 187.0 1196 1195 1195 243.3 255.4 255.0 4.0 0.7 1.5 187.7 180.0 179.9 1296 1295 1295 264.4 276.2 278.8 4.7 0.9 1.4 188.1 179.0 178.8 1396 1396 1395 284.4 294.9 297.5 5.9 0.9 1.6 186.5 179.8 177.0 1495 1496 1496 297.5 308.6 310.6 9.0 2.3 2.1 189.0 181.5 183.3 1595 1595 1595 301.4 312.6 313.8 14.3 4.1 3.1 195.6 189.0 191.2 1696 1695 1695 301.6 312.8 311.1 20.4 7.1 5.6 207.6 198.1 194.7 1796 1796 1795 300.9 309.1 306.3 18.3 10.2 7.2 210.3 204.7 208.9

Claims (22)

Additive for a lubricating oil, in particular for a lubricating oil for an internal combustion engine, preferably an internal combustion vehicle engine,
wherein the additive comprises a dispersion and
wherein the dispersion comprises: - Oil and - Dispersed boron nitride with a weight fraction of 1.5% by weight to 9.0% by weight, preferably 4.0% by weight to 7.5% by weight, more preferably 5.0% by weight to 6.5% by weight, more preferably 5.5% to 6.0% by weight. Additive according to claim 1,
where the additive consists of the following components: - Dispersed boron nitride with a weight fraction of 1.5% by weight to 9.0% by weight, preferably 4.0% by weight to 7.5% by weight, more preferably 5.0% by weight to 6.5%, more preferably 5.5% to 6.0% by weight; - optionally at least one further component selected from the group consisting of: dispersants, EP additives, anti-wear additives and carboxylic acid salts; - Oil in a proportion by weight that makes the sum of the proportions by weight of all the components of the dispersion up to 100% by weight. Additive according to claim 1 or claim 2,
wherein the oil is a synthetic oil, in particular a polyalkylene glycol. Additive according to any one of claims 1 to 3,
the weight fraction of the oil in the dispersion being from 30% to 70%, preferably from 40% to 60%, more preferably from 45% to 55%. Additive according to any one of claims 1 to 4,
wherein the boron nitride is hexagonal boron nitride, preferably α-boron nitride; and or
the particle sizes of the boron nitride, measured in particular by means of laser diffraction, are between 0.5 μm and 10 μm, preferably between 3 μm and 8 μm. Additive according to any one of claims 1 to 5,
where another component of the dispersion is a wetting and/or dispersing agent;
the proportion by weight of the wetting and/or dispersing agent preferably being between 0.1% by weight and 0.5% by weight, more preferably between 0.2% by weight and 0.4% by weight, even more preferably between 0.25% and 0.35% by weight; and or
preferably the wetting and /or dispersing agent is a polymer, more preferably a polycarboxylic acid polymer, even more preferably a low molecular weight polycarboxylic acid polymer. Additive according to any one of claims 1 to 6,
wherein another component of the dispersion is an EP additive;
the proportion by weight of the EP additive preferably being between 15% by weight and 35% by weight, more preferably between 20% by weight and 25% by weight, even more preferably between 21% by weight and 23% by weight located;
and or
where another component of the dispersion is an anti-wear additive,
the proportion by weight of the anti-wear additive preferably being between 15% by weight and 35% by weight, more preferably between 18% by weight and 25% by weight, even more preferably between 19% by weight and 22% by weight. Additive according to any one of claims 1 to 7,
wherein a further component of the dispersion comprises at least one alkaline earth metal, in particular zinc and/or magnesium; and or
wherein another component of the dispersion is a carboxylic acid salt, preferably a fatty acid salt, more preferably a saturated fatty acid salt;
preferably wherein the carboxylic acid salt is a zinc salt and/or a magnesium salt, more preferably a mixture of a zinc and a magnesium salt, even more preferably a mixture of a zinc and a magnesium salt with a zinc salt weight fraction ranging between 7 times and is 9 times the magnesium salt part by weight;
and or
preferably the proportion by weight of the carboxylic acid salt or the plurality of carboxylic acid salts is between 0.1% by weight and 0.4% by weight, more preferably between 0.15% by weight and 0.3% by weight, even more preferably between 0.175 wt% and 0.25 wt%. Additive according to any one of claims 1 to 8,
wherein the additive is filterable for an internal combustion engine oil filter. Use of a lubricating oil composition comprising a lubricating oil and an additive during operation of an internal combustion engine,
wherein the additive comprises a boron nitride suspension,
wherein the additive is preferably an additive according to any one of claims 1 to 9. Use according to claim 10,
wherein the duration of ongoing operation is at least 100 hours, preferably at least 500 hours, more preferably at least 1000 hours;
the period of time preferably being composed of operating times in which the internal combustion engine is actively operated and between which there are pause times in which the internal combustion engine is not actively operated. Use according to claim 10 or claim 11,
the amount of additive being between 1.5% and 3.5% by weight, preferably between 2% and 3% by weight, more preferably between 2.25% and 2.75% by weight % by weight with respect to the total amount of the lubricating oil and the additive; and or
wherein first the lubricating oil is introduced into the internal combustion engine and then the additive is added to the lubricating oil in the internal combustion engine; and or
wherein a lubricating oil change is carried out on the internal combustion engine at intervals and the additive is added during a lubricating oil change;
the additive preferably being added at each lubricating oil change; and or
wherein the internal combustion engine is the engine of a motor vehicle and the intervals for the lubricating oil change corresponds to a distance covered by the motor vehicle of 30,000 km to 70,000 km, preferably 40,000 km to 60,000 km, more preferably 45,000 km to 55,000 km. Use according to any one of claims 10 to 12,
wherein the lubricating oil composition wets and mechanically processes, in particular smoothes, at least one surface of the piston and/or a crankcase and/or at least one other component of the internal combustion engine. Use according to any one of claims 10 to 13,
where there is at least one of the following differences compared to operating the internal combustion engine with a lubricating oil without the additive: - the rated power at the rated speed is increased by at least 2%, preferably by at least 3%, more preferably by at least 3.5%; - The fuel consumption is reduced by at least 5 g, preferably by at least 7.5 g, more preferably by at least 10 g per kilowatt hour of work performed by the internal combustion engine; - the fuel consumption is reduced by at least 3%, preferably by at least 4%, more preferably by at least 4.5%; - the lubricating oil consumption is reduced by at least 20%, preferably by at least 40%, more preferably by at least 50%; - the amount of blow-by gases is reduced by at least 30%, preferably by at least 5%, more preferably by at least 10%; - the amount of soot particles emitted is reduced by at least 30%, preferably by at least 50%, more preferably by at least 60%; - the amount of nitrogen oxides emitted is reduced by at least 30%, preferably by at least 50%, more preferably by at least 60%. Use according to claim 14,
the at least one difference occurring after at most 1000 hours, preferably at most 500 hours, more preferably at most 100 hours of operation of the internal combustion engine;
preferably the internal combustion engine is an internal combustion engine of a vehicle and the difference is after a maximum of 1000 hours, preferably a maximum of 500 hours, more preferably a maximum of 100 hours of operation of the vehicle on a road and/or a roller test stand. Process for producing an additive for a lubricating oil, in particular for a lubricating oil for an internal combustion engine, preferably an additive according to any one of claims 1 to 9, comprising the steps: Step 1: dispersing boron nitride and an oil to prepare a base dispersion; and Step 2: Mixing, in particular dispersing, at least one other component selected from the group consisting of: dispersant, EP additive, anti-wear additive and carboxylic acid salt with the base dispersion for producing the additive; preferably in a case where at least two other components are mixed with the base dispersion, in one carried out before step 2 Step 1a the at least two other components are mixed to produce an additive mixture, in particular dispersed to produce an additive dispersion, and the additive mixture or additive dispersion produced in step 1a is mixed, in particular dispersed, in step 2 with the base dispersion. Method according to claim 16,
wherein the dispersing in step 1 takes place by means of a dispersing machine comprising a rotor and a stator,
the optional dispersing in step 2 and/or the optional dispersing in step 1a preferably also taking place by means of the dispersing machine comprising a rotor and a stator. Additive for a lubricating oil for an internal combustion engine, obtainable by a process according to claim 16 or 17. Lubricating oil composition for an internal combustion engine, in particular for an internal combustion vehicle engine, the lubricating oil composition comprising: - an additive according to any one of claims 1 to 9; - A lubricating oil suitable for an internal combustion engine, in particular a synthetic lubricating oil; preferably wherein the lubricating oil composition consists of the additive and the lubricating oil and/or
preferably the amount of additive added is between 1.5% and 3.5% by weight, more preferably between 2% and 3% by weight, even more preferably between 2.25% by weight and 2.75% by weight with respect to is the total amount of the lubricating oil and the additive and/or
where within a period of ... no sedimentation of solids contained in the additive lubricating oil occurs. Method for conditioning an internal combustion engine,
wherein the conditioning is carried out by using a lubricating oil composition according to a method according to any one of claims 10 to 15 during ongoing operation of the internal combustion engine. Use of a lubricating oil composition comprising a lubricating oil and an additive in the running operation of an internal combustion engine. Method according to claim 20,
wherein the internal combustion engine is operated in such a way that at least one surface of pistons and/or a crankcase and/or at least one other component of the internal combustion engine is mechanically processed by the lubricating oil with the additive. Internal combustion engine conditioned according to claim 20 or 21.

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