JP2004507609A - Low phosphorus lubricating oil composition - Google Patents
Low phosphorus lubricating oil composition Download PDFInfo
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- JP2004507609A JP2004507609A JP2002524024A JP2002524024A JP2004507609A JP 2004507609 A JP2004507609 A JP 2004507609A JP 2002524024 A JP2002524024 A JP 2002524024A JP 2002524024 A JP2002524024 A JP 2002524024A JP 2004507609 A JP2004507609 A JP 2004507609A
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Abstract
本発明は、0.05質量%以下のリン含有量を有することを特徴とする10質量 ppm未満のイオウ含有量を有するガソリン燃料と一緒に使用する潤滑油組成物に関する。本発明の特徴は、低イオウ燃料の使用により、潤滑油の耐磨耗性能に何ら有害な作用を与えることなく、ZDDPのようなリン含有耐磨耗剤の量を半減できることである。The present invention relates to lubricating oil compositions for use with gasoline fuels having a sulfur content of less than 10 ppm by weight, characterized in that they have a phosphorus content of less than 0.05% by weight. A feature of the present invention is that the use of a low sulfur fuel allows the amount of phosphorus-containing antiwear agent such as ZDDP to be halved without any detrimental effect on the antiwear performance of the lubricating oil.
Description
【0001】
(技術分野)
本発明は、超低イオウ分のガソリン組成物と一緒に使用して、燃料経済性に悪影響を与えることなく、排気放出物を低減させるための低リン含有量の潤滑油組成物に関する。
【0002】
(背景技術)
モーターガソリンのような燃料は、自動車輸送において広汎に使用されている。しかしながら、大気汚染を低減する推進策に沿って、石油企業および自動車製造業者は、排気放出物を低減し燃料経済性を改善するシステムの開発を指向している。石油企業は、排気触媒系とより適合性があるとみなしている低イオウ含有量の燃料を引続き導入中である。そのような燃料は、一般に、例えばジアルキルジチオリン酸亜鉛(ZDDP)の形のリンを必然的に含有する潤滑油と一緒に使用されている。低イオウモーターガソリンは、ブローバイ中に少ない酸種しか移行させず、従って、比較的イオウ分の多いモーターガソリンよりも潤滑油の過塩基性清浄特性に対して低いストレスしか与え得ないものと信じられていた。また、そのような潤滑油の酸化防止剤および耐磨耗成分の性能に対する何らかの有害な影響の相応する低減があり得ることも予期されていた。また、現在では、リンも排気触媒系に有害な作用を有することが認識されている。従って、低減されたリン含有量を有する潤滑油組成物を開発することが目的となっている。しかしながら、ZDDPは潤滑油組成物中の最重要耐磨耗剤であるものの、過剰のエンジン磨耗は、ZDDPに例えば低量体エステル類のような他の無リン耐磨耗剤を添加することによってもある程度低減することができる。磨耗の問題は、イオウ含有量の低減もまた、得られる燃料の潤滑性に悪影響し得、ある種の液中電気ガソリンポンプの早期の磨耗をもたらし得ることから、とりわけ超低イオウ分燃料においての懸念ごとである。さらにまた、燃料潤滑性の喪失は、燃料経済性の損失ももたらし得る。
【0003】
(発明の開示)
本発明の概念において実施した実験において、低イオウ燃料を通常の潤滑油と一緒に使用する最大の効果が、使用した潤滑油の鉄含有量によって反映されるような潤滑油組成物の耐磨耗性能において観察されていたことが明らかになった。驚くべきことに、低イオウモーターガソリンは、イオウ含有量の低減が潤滑性に悪影響を与えることが従来から知られていたにもかかわらず、高イオウモーターガソリンよりも低い磨耗しか生じないことを見出した。さらに重要なことに、このことは、潤滑油組成物のリン含有量をそのような潤滑油によって得られる磨耗保護に悪影響を及ぼすことなく半減させ得るという観察に至らしめた。最も驚くべきことに、潤滑油のリン含有量および燃料のイオウ含有量を低減させることが相乗的利益を与えて、イオウおよびリン含有量の低減が鉄含有量によって指標されるような磨耗を増大させることが予期され得たにもかかわらず、すべてにおいて最低の鉄含有量を与えていた。このことは、低イオウ燃料と一緒に使用する潤滑油を、今後、磨耗性能に悪影響を及ぼすことなく、低減されたリン含有量によって調製できることを示唆している。
即ち、今回、低リン分潤滑油を、車両の燃料経済性または排気触媒系の効率に悪影響を及ぼすことなく、超低イオウ分燃料と一緒に使用できることを見出した。
【0004】
従って、本発明は、10質量 ppm未満のイオウ含有量を有するガソリン燃料と一緒に使用する潤滑油組成物であって、その潤滑油組成物が0.05質量%以下のリン含有量を有することを特徴とする。このように、1つの局面において、本発明は、10質量 ppm未満のイオウ含有量を有するガソリン燃料で作動する内燃エンジンにおける環境汚染低減目的での0.05質量%以下のリン含有量を有する潤滑油組成物の使用である。
上述したように、上記燃料組成物のイオウ含有量は、10質量 ppm未満であり、好ましくは5質量 ppm未満である。使用したイオウ分測定方法は、X線(ASTM D2622−1)またはUV線(ASTM D5453−93)によった。そのような低イオウ量は、多くの方法において達成することができる。ベース燃料は飽和系、オレフィン系および芳香族系炭化水素の混合物を含み得、これらの炭化水素は、直留流、熱または接触分解炭化水素フィードストック、水素化分解石油留分、接触リホーミング炭化水素、またはメタンから誘導される混合物のような合成によって製造した炭化水素混合物から誘導し得る。典型的には、本発明は、軽沸騰性ガソリン(50〜200℃において典型的に沸騰する)、とりわけモーターガソリンのような燃料に応用可能である。そのような燃料のイオウ含有量は、接触水素化脱イオウ法のような周知の方法によって上記の10 ppm未満のレベルに低減し得る。
【0005】
本発明において上記超低イオウ分燃料と一緒に使用できる潤滑油組成物は、適切には、APIによって定義されているような第II群、第III群または第IV群のベースストックであり、好ましいのは第II群のベースストックである。これらの組成物は、適切には、フェノール系および/またはアミン系酸化防止剤、解乳化剤、粘度指数向上剤、耐磨耗剤、アルカリ土類金属スルホン酸塩および必要に応じてホウ酸化されているポリイソブテニルスクシンイミド類からなる群から選ばれる通常の添加剤を含有する。これらの潤滑油組成物は、適切には、約75 cSt以下、好ましくは50〜75 cSt、より好ましくは60〜70 cSt (例えば、約66〜67 cSt)の40℃での動粘度(KV40);20 cStよりも低い、好ましくは10〜15 cSt (例えば、約11 cSt)の100℃でのKV100;−20℃よりも低い、好ましくは−30℃より低い(例えば、約−33℃の)流動点;200℃よりも高い、好ましくは215℃よりも高い(例えば、220℃の)引火点;15%までの(例えば、14.3%の)NOACK揮発度;グラム当りKOH mg基準(ASTM 2896−98)で約7、例えば約7.15〜7.25、例えば7.19〜7.22のTBN値;および0.1質量%よりも低い、例えば0.08質量%のケルダール法で測定したときの窒素含有量を有する。そのような潤滑油組成物の典型的な例は、5W40級オイルである。
【0006】
本発明の潤滑油組成物の特徴は、かなり低減した量の耐磨耗剤ZDDP、即ち、リン分を有することである。例えば、通常の潤滑油組成物は約0.09〜1.0質量%のリン含有量を有するが、本発明の上記超低イオウ分燃料と一緒に使用する潤滑油組成物は0.05質量%より低い、例えば、約0.046質量%のリン含有量を有し、この量は、従来、低イオウ燃料と一緒に使用されていた量のおよそ半分である。本発明において使用する潤滑油のリン含有量に寄与するZDDPは、適切には、1〜18個の炭素原子を有する第1級アルキル基、3〜18個の炭素原子を有する第2級アルキル基、またはそのような第1級および第2級アルキル基の混合物を有する。
【0007】
(発明を実施するための最良の形態)
本発明を、以下の実施例によりさらに具体的に説明する。
実施例
下記の表にした試験スケジュールは、各試験を低および高イオウ(S)モーターガソリン(mogas)と低および高リン(P)含有量を有する潤滑油を使用して実施したことを示す。
各試験は、上記表に示した順序で行った。試験1および2を先ず行い、その初期データを分析した後、低Pオイルと組合せた低S燃料を試験した。使用した燃料および潤滑油の組成を下記の表1に示す:
【0008】
【表1】表 1
試験燃料の組成分析
* 測定せず
【0009】
下記の表2〜4は、これらの潤滑油の配合詳細と組成分析を示す:
【0010】
【表2】表 2
高 P 潤滑油組成物 (C)
【0011】
【表3】表 3
低 P 潤滑油組成物 (D)
【0012】
【表4】表 4
新鮮潤滑油分析
【0013】
エンジン試験
エンジン試験は、すべてGM Buick 3.8 Lエンジンで実施した。このエンジンの標準サイクルは、中度の苛酷度であり、109時間の耐久時間を有し、使用したプロトコールは、Exxon社の自家手順を使用して、下記の表5に要約している:
【0014】
【表5】表 5
エンジン試験サイクル
【0015】
使用する標準試験条件下で、油溜め(sump)をフラッシングし、試験を始める前に、試験する潤滑油(“試験オイル”)で満たした。試験終了時に、シリンダーヘッドを取出し、吸気バルブの水準および燃焼室付着物を測定した(目視格付けおよび/または質量)。
本発明の組成物を試験するには、エンジンを満たす前に上記低Pオイルでフラッシングし、その後、試験を標準サイクル下に行った。試験終了時に、エンジンを分解し、通常の方法で格付けし、使用したオイルを分析のために集めた。少量(およそ50 ml)のオイルサンプルを、試験中に24時間、48時間および72時間後に集めて、効果を試験全体に亘ってモニターできるようにした。
【0016】
使用オイルの分析(卓上試験法)
新鮮オイルサンプルおよび使用済みオイルの試験終了(EOT)サンプルを上記試験のすべてにおいて分析し、それらの試験を下記に要約する(表6および7)。さらに、中間サンプルは、限られた量(50 ml)でしか利用できず、限られた試験群で分析した(表6)。
【0017】
【表6】表 6
すべてのオイルサンプルにおける試験
【0018】
【表7】表 7
新鮮オイルおよび EOT オイルにおける追加試験
【0019】
得られた結果を下記の表8〜11に要約する。これらの表において、試験の結果として何ら有意の変化を受けなかった金属濃度は記載していない。これらの表において、ICP試験による磨耗金属は、ASTM D5185に規定されているようにして実施し、KV値はASTM D445に従って測定した。
【0020】
【表8】表 8A
エンジン試験 IVD 結果
【0021】
【表9】表 8B
エンジン試験 CCD 結果
【0022】
【表10】
【0023】
【表11】
【0024】
【表12】表 11
新鮮オイル、 EOT オイルおよび中間サンプルにおける結果 ( エンジン試験 3)
【0025】
種々の燃料特性間の複雑な相互作用のために、これらデータの解釈は簡単ではない。例えば、オイル粘度は多くの形で影響を受け得、例えば、燃料希薄化は粘度を低下させ得、一方、酸化および粒状物懸濁は粘度を増大させ得る。同様に、オイルのS含有量は、ブローバイを経ての燃焼生成物の移行により増大し得るが、ZDDPの反応または燃料希薄化によって低減し得る。しかしながら、これらのデータから観察された幾つかの興味ある効果が存在している。
主な観察を下記に要約する。
磨耗効果
* 高Pオイルを使用した場合、Fe含有量は、高S mogasで試験した使用オイルにおいて高かった。
‐中間サンプルにおける結果は、これに一致していた(下記のグラフ1参照)。
‐低めのPおよびZnレベルが、同じオイルサンプルにおいて得られた。その差異は小さいが、原オイル分析値に一致し基づいており、再現性を有している。
【0026】
【化1】
【0027】
* 低Pオイルを低S mogasと一緒に試験した場合、Feレベルは、試験1および2におけるよりも一様に低かった。
‐このことは、ZDDPの低い濃度は高めのFeレベルを予期させるはずであったので、かなり驚くべきことであった(試験2に対して)。
‐他の結果(例えば、DSC)は、潤滑油中の低いZDDPレベルに一致している。
* 試験1から試験2へさらに試験3への段階的Feレベルの低下は、時間経過につれての漸次的減少を印象付け得ている。しかしながら、現在のエンジン試験についての知識では、このことを支持し得ないであろう。さらにまた、試験エンジンは、本試験開始時において新しいものではなく、即ち、早期の試験において十分に馴らし運転されていた。
【0028】
酸化防止性
* 低S mogasで試験した潤滑油は、試験終了時に、高めの酸化防止性能を保持している。
‐試験1(高S mogas)からの使用済みオイルは、試験2からの相応するオイルよりも僅かに低いDSC分解温度と僅かに短い誘導時間を有していた。
* 潤滑油の酸化防止性は、ZDDP濃度を半減させたとき劣化した。このことは、ZDDPが耐磨耗剤である以外に酸化防止特性も有することが知られているので予想できた。即ち、配合物中で、最適性能のための量の酸化防止剤を補充する必要があり得る。
酸の中和
* 上記燃料組成物は、ほんの小程度であるが、TBN損失率とTANの増大にも影響を与え得る。
‐低S mogas試験した潤滑油(試験2)は、試験1からの潤滑油よりも低いTBNしか損失しなかった。
‐高S mogas試験した潤滑油(試験1)は、試験2からの潤滑油よりも高いTANを有していた。
‐試験3(低Pオイル/低S mogas)からの潤滑油は、TBNの最大の低減を示した。
【0029】
S 含有量
* 使用オイルのS含有量も上記燃料組成物によって影響されているようである。
‐高S mogas試験した潤滑油(試験1)は新鮮潤滑油よりも多いSの増大を示し、低S mogas試験した潤滑油(試験2)は、僅かに少なめのS増大を有していた。
‐低S mogasを低Pオイルと一緒に試験した場合、EOTオイルは、新鮮オイルとおよそ同じS含有量を有していた。
粘度
* EOTオイルすべてが、未試験オイルよりも僅かに低い粘度を有する。
燃料希薄化
* 燃料希薄化は、いずれの試験においても、殆ど或いは全く観察されなかった。
CCD/IVD
* 高Sベース燃料は、低S mogasよりも有意に高レベルの付着物(CCDおよびIVD)を生じていた。
今回実施した試験は、下記のことを示している:
燃料組成物は、主要領域の潤滑油性能に影響を与えているようである。観察された最大の効果は、使用オイルのFe含有量において反映されるような耐磨耗性能において存在していた。低S mogasは、高S mogasよりも少ない磨耗を生じていた。低S mogasを使用して、潤滑油のP含有量を、磨耗保護における有害な作用なしで、半減することができた。
低S mogasも、潤滑油の酸化防止性および酸中和(TBN)性能に対して有害作用少ないようである。[0001]
(Technical field)
The present invention relates to lubricating oil compositions having a low phosphorus content for use with ultra low sulfur gasoline compositions to reduce exhaust emissions without adversely affecting fuel economy.
[0002]
(Background technology)
Fuels such as motor gasoline are widely used in motor vehicle transportation. However, along with initiatives to reduce air pollution, petroleum companies and car manufacturers are looking to develop systems that reduce emissions and improve fuel economy. Petroleum companies are continuing to introduce low sulfur content fuels that they consider more compatible with exhaust catalyst systems. Such fuels are commonly used with lubricating oils which necessarily contain phosphorus, for example in the form of zinc dialkyldithiophosphate (ZDDP). It is believed that low sulfur motor gasoline transfers less acid species during blow-by and therefore can exert less stress on the overbased cleaning properties of lubricating oils than relatively sulfur-rich motor gasoline. I was It was also expected that there could be a corresponding reduction in any detrimental effects on the performance of antioxidants and antiwear components of such lubricating oils. It is now recognized that phosphorus also has harmful effects on exhaust catalyst systems. Accordingly, it is an object to develop a lubricating oil composition having a reduced phosphorus content. However, while ZDDP is the most important antiwear agent in lubricating oil compositions, excessive engine wear can be reduced by adding other phosphorus-free antiwear agents such as, for example, lower ester to the ZDDP. Can also be reduced to some extent. The problem of wear, especially in ultra low sulfur fuels, is that reduced sulfur content can also adversely affect the lubricity of the resulting fuel and can lead to premature wear of certain submerged electric gasoline pumps. Every concern. Furthermore, loss of fuel lubricity can also result in loss of fuel economy.
[0003]
(Disclosure of the Invention)
In experiments performed in the context of the present invention, the wear resistance of lubricating oil compositions such that the greatest effect of using low sulfur fuels with conventional lubricating oils is reflected by the iron content of the lubricating oil used. It became clear what had been observed in performance. Surprisingly, it has been found that low sulfur motor gasoline produces less wear than high sulfur motor gasoline, despite the fact that reducing sulfur content has previously been known to adversely affect lubricity. Was. More importantly, this has led to the observation that the phosphorus content of lubricating oil compositions can be halved without adversely affecting the wear protection afforded by such lubricating oils. Most surprisingly, reducing the phosphorus content of the lubricating oil and the sulfur content of the fuel provides a synergistic benefit, increasing the wear as reduced sulfur and phosphorus content is indicated by the iron content Despite what could have been expected, all gave the lowest iron content. This suggests that lubricating oils for use with low sulfur fuels can be prepared in the future with reduced phosphorus content without adversely affecting wear performance.
That is, it has now been discovered that low phosphorus lubricating oils can be used with ultra-low sulfur fuels without adversely affecting the fuel economy of the vehicle or the efficiency of the exhaust catalyst system.
[0004]
Accordingly, the present invention is directed to a lubricating oil composition for use with a gasoline fuel having a sulfur content of less than 10 ppm by weight, wherein the lubricating oil composition has a phosphorus content of 0.05% by weight or less. It is characterized. Thus, in one aspect, the present invention relates to a lubrication system having a phosphorus content of 0.05% by weight or less for the purpose of reducing environmental pollution in an internal combustion engine operating on a gasoline fuel having a sulfur content of less than 10% by weight. The use of an oil composition.
As mentioned above, the sulfur content of the fuel composition is less than 10 ppm by weight, preferably less than 5 ppm by weight. The sulfur content measurement method used was X-ray (ASTM D2622-1) or UV ray (ASTM D5453-93). Such low sulfur content can be achieved in a number of ways. The base fuel may include a mixture of saturated, olefinic, and aromatic hydrocarbons, which may be a straight stream, a thermal or catalytic cracking hydrocarbon feedstock, a hydrocracked petroleum fraction, a catalytic reforming hydrocarbon. It may be derived from a hydrocarbon mixture produced by synthesis, such as a mixture derived from hydrogen or methane. Typically, the present invention is applicable to fuels such as light-boiling gasoline (which typically boils at 50-200 ° C), especially motor gasoline. The sulfur content of such fuels can be reduced to levels below 10 ppm by well-known methods such as catalytic hydrodesulfurization.
[0005]
The lubricating oil composition that can be used with the ultra low sulfur fuel in the present invention is suitably a Group II, Group III or Group IV base stock as defined by the API, and is preferred. Are Group II base stocks. These compositions are suitably phenolic and / or amine antioxidants, demulsifiers, viscosity index improvers, antiwear agents, alkaline earth metal sulfonates and, optionally, borated. Containing ordinary additives selected from the group consisting of polyisobutenyl succinimides. These lubricating oil compositions suitably have a kinematic viscosity at 40 ° C. (KV 40 ) of about 75 cSt or less, preferably 50-75 cSt, more preferably 60-70 cSt (eg, about 66-67 cSt). ); KV 100 at 100 ° C. of less than 20 cSt, preferably 10-15 cSt (eg, about 11 cSt); less than −20 ° C., preferably less than −30 ° C. (eg, about −33 ° C.) Flash point above 200 ° C., preferably above 215 ° C. (eg, 220 ° C.); NOACK volatility up to 15% (eg, 14.3%); KOH mg per gram basis (ASTM 2896-98) a TBN value of about 7, for example about 7.15 to 7.25, for example 7.19 to 7.22; and a ketone of less than 0.1% by weight, for example 0.08% by weight. Having a nitrogen content as measured by Dahl method. A typical example of such a lubricating oil composition is 5W40 grade oil.
[0006]
A feature of the lubricating oil composition of the present invention is that it has a significantly reduced amount of antiwear agent ZDDP, ie, phosphorus content. For example, a typical lubricating oil composition has a phosphorus content of about 0.09-1.0% by weight, while a lubricating oil composition used with the ultra low sulfur fuel of the present invention has a 0.05% by weight. %, For example, about 0.046% by weight, which is approximately half the amount conventionally used with low sulfur fuels. The ZDDP that contributes to the phosphorus content of the lubricating oil used in the present invention is suitably a primary alkyl group having 1 to 18 carbon atoms and a secondary alkyl group having 3 to 18 carbon atoms. Or a mixture of such primary and secondary alkyl groups.
[0007]
(Best Mode for Carrying Out the Invention)
The present invention will be more specifically described by the following examples.
Examples The test schedules tabulated below were performed with each test using low and high sulfur (S) motor gasoline (mogas) and lubricating oils with low and high phosphorus (P) content. It indicates that.
Each test was performed in the order shown in the above table. Tests 1 and 2 were performed first, and after analyzing the initial data, a low S fuel combined with a low P oil was tested. The compositions of the fuels and lubricants used are shown in Table 1 below:
[0008]
[Table 1] Table 1
Test fuel composition analysis
* Not measured [0009]
Tables 2-4 below show the formulation details and composition analysis of these lubricating oils:
[0010]
[Table 2] Table 2
High P lubricating oil composition (C)
[0011]
[Table 3] Table 3
Low P lubricating oil composition (D)
[0012]
[Table 4] Table 4
Fresh lube analysis
[0013]
Engine tests All engine tests were performed on a GM Book 3.8 L engine. The standard cycle of this engine is moderately severe, has a 109 hour endurance, and the protocol used is summarized in Table 5 below using Exxon's in-house procedure:
[0014]
[Table 5] Table 5
Engine test cycle
[0015]
Under the standard test conditions used, the sump was flushed and filled with the lubricating oil to be tested ("test oil") before beginning the test. At the end of the test, the cylinder head was removed and the intake valve level and combustion chamber deposits were measured (visual rating and / or mass).
To test the composition of the present invention, it was flushed with the low P oil before filling the engine, and then the test was run under a standard cycle. At the end of the test, the engine was disassembled, rated in the usual way, and the used oil was collected for analysis. Small (approximately 50 ml) oil samples were collected after 24, 48 and 72 hours during the test to allow the effect to be monitored throughout the test.
[0016]
Analysis of oil used (table test method)
Fresh and used oil end of test (EOT) samples were analyzed in all of the above tests, and the tests are summarized below (Tables 6 and 7). Furthermore, the intermediate samples were only available in a limited volume (50 ml) and were analyzed in a limited test group (Table 6).
[0017]
[Table 6] Table 6
Testing on all oil samples
[0018]
[Table 7] Table 7
Additional testing on fresh and EOT oils
[0019]
The results obtained are summarized in Tables 8-11 below. In these tables, metal concentrations that did not undergo any significant change as a result of the test are not listed. In these tables, wear metals from the ICP test were performed as specified in ASTM D5185 and KV values were measured according to ASTM D445.
[0020]
[Table 8] Table 8A
Engine test IVD results
[0021]
[Table 9] Table 8B
Engine test CCD result
[0022]
[Table 10]
[0023]
[Table 11]
[0024]
[Table 12] Table 11
Results on fresh oil, EOT oil and intermediate samples ( engine test 3)
[0025]
Interpretation of these data is not straightforward due to the complex interactions between various fuel properties. For example, oil viscosity can be affected in many ways, for example, fuel lean can reduce viscosity, while oxidation and particulate suspension can increase viscosity. Similarly, the S content of the oil may be increased by the transfer of combustion products through the blow-by, but may be reduced by reaction of the ZDDP or fuel lean. However, there are some interesting effects observed from these data.
The main observations are summarized below.
Abrasion Effect * When using high P oils, the Fe content was higher in the used oils tested at high S mogas.
-The results for the intermediate samples were in agreement (see graph 1 below).
-Lower P and Zn levels were obtained in the same oil sample. The differences are small, but consistent with and based on the crude oil analysis and reproducible.
[0026]
Embedded image
[0027]
* When low P oil was tested with low S mogas, the Fe levels were uniformly lower than in tests 1 and 2.
-This was quite surprising, as lower concentrations of ZDDP would have expected higher Fe levels (for test 2).
-Other results (eg DSC) are consistent with low ZDDP levels in the lubricating oil.
* The gradual decrease in Fe level from Test 1 to Test 2 and then to Test 3 can impress a gradual decrease over time. However, current knowledge of engine testing may not support this. Furthermore, the test engine was not new at the start of the test, ie it was fully conditioned in early testing.
[0028]
Antioxidant properties * Lubricants tested at low S mogas retain a higher antioxidant performance at the end of the test.
The used oil from test 1 (high S mogas) had a slightly lower DSC decomposition temperature and a slightly shorter induction time than the corresponding oil from test 2.
* The antioxidant properties of the lubricating oil deteriorated when the ZDDP concentration was reduced by half. This could be expected because ZDDP is known to have antioxidant properties in addition to being an antiwear agent. That is, it may be necessary to supplement the antioxidant in the formulation for optimal performance.
Acid Neutralization * The fuel composition, to a lesser extent, can also affect TBN loss rates and TAN increases.
-The low S mogas tested lubricant (Test 2) lost less TBN than the lubricant from Test 1.
-The high S mogas tested lubricant (Test 1) had a higher TAN than the lubricant from Test 2.
-Lubricating oil from test 3 (low P oil / low S mogas) showed the greatest reduction in TBN.
[0029]
S Content * The S content of the oil used also appears to be affected by the fuel composition.
-The high S mogas tested lubricating oil (test 1) showed a higher S increase than the fresh lubricating oil, and the low S mogas tested lubricating oil (test 2) had a slightly lower S increase.
-When low S mogas was tested with low P oil, the EOT oil had approximately the same S content as the fresh oil.
Viscosity * All EOT oils have slightly lower viscosities than untested oils.
Fuel Lean * * Little or no fuel lean was observed in any of the tests.
CCD / IVD
* The high S-based fuel had significantly higher levels of deposits (CCD and IVD) than the low S mogas.
The tests performed this time show that:
The fuel composition appears to affect lubricating oil performance in key areas. The greatest effect observed was on abrasion performance as reflected in the Fe content of the oil used. The low S mogas produced less wear than the high S mogas. Using low S mogas, the P content of the lubricating oil could be halved without detrimental effects on wear protection.
Low S mogas also appears to have less detrimental effect on the antioxidant and acid neutralization (TBN) performance of the lubricating oil.
Claims (13)
上記潤滑油組成物が0.05質量%以下のリン含有量を有することを特徴とする上記方法。A method of operating an internal combustion engine comprising using a lubricating oil composition with a gasoline fuel having a sulfur content of less than 10 ppm by weight, comprising:
The above method, wherein the lubricating oil composition has a phosphorus content of 0.05% by mass or less.
上記潤滑油組成物が0.05質量%以下のリン含有量を有することを特徴とする上記方法。A method for reducing wear in an internal combustion engine comprising using a lubricating oil composition with a gasoline fuel having a sulfur content of less than 10 ppm by weight, comprising:
The above method, wherein the lubricating oil composition has a phosphorus content of 0.05% by mass or less.
上記潤滑油組成物が0.05質量%以下のリン含有量を有することを特徴とする上記方法。A method of reducing wear in an internal combustion engine and reducing environmental pollution caused by operation of the internal combustion engine, comprising using the lubricating oil composition with a gasoline fuel having a sulfur content of less than 10 ppm by weight, comprising:
The above method, wherein the lubricating oil composition has a phosphorus content of 0.05% by mass or less.
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
GBGB0021041.9A GB0021041D0 (en) | 2000-08-29 | 2000-08-29 | Low phosphorus lubricating oil composition |
PCT/EP2001/009262 WO2002018521A2 (en) | 2000-08-29 | 2001-08-10 | Low phosphorus lubricating oil composition |
Publications (1)
Publication Number | Publication Date |
---|---|
JP2004507609A true JP2004507609A (en) | 2004-03-11 |
Family
ID=9898353
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
JP2002524024A Pending JP2004507609A (en) | 2000-08-29 | 2001-08-10 | Low phosphorus lubricating oil composition |
Country Status (9)
Country | Link |
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US (1) | US20040106527A1 (en) |
EP (1) | EP1315787A2 (en) |
JP (1) | JP2004507609A (en) |
AR (1) | AR030577A1 (en) |
BR (1) | BR0113553A (en) |
CA (1) | CA2420248C (en) |
GB (1) | GB0021041D0 (en) |
MX (1) | MXPA03001736A (en) |
WO (1) | WO2002018521A2 (en) |
Families Citing this family (7)
Publication number | Priority date | Publication date | Assignee | Title |
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EP1490461A2 (en) * | 2002-03-28 | 2004-12-29 | The Lubrizol Corporation | Method of operating internal combustion engine by introducing detergent into combustion chamber |
EP1403359A1 (en) * | 2002-09-13 | 2004-03-31 | Infineum International Limited | Combination of a low ash lubricating oil composition and low sulfur fuel |
US7585820B2 (en) * | 2005-07-29 | 2009-09-08 | Chevron Oronite Technology B.V. | Detergent composition for a low sulfur, low sulfated ash and low phosphorus lubricating oil for heavy duty diesel engines |
US20080125337A1 (en) * | 2006-11-29 | 2008-05-29 | Guinther Gregory H | Lubricant formulations and methods |
US8084403B2 (en) * | 2009-05-01 | 2011-12-27 | Afton Chemical Corporation | Lubricant formulations and methods |
US20140187453A1 (en) | 2012-12-28 | 2014-07-03 | Chevron Oronite LLC | Ultra-low saps lubricants for internal combustion engines |
US20140187455A1 (en) | 2012-12-28 | 2014-07-03 | Chevron Oronite LLC | Ultra-low saps lubricants for internal combustion engines |
Family Cites Families (16)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US5110488A (en) * | 1986-11-24 | 1992-05-05 | The Lubrizol Corporation | Lubricating compositions containing reduced levels of phosphorus |
GB8704683D0 (en) * | 1987-02-27 | 1987-04-01 | Exxon Chemical Patents Inc | Low phosphorus/zinc lubricants |
GB8704682D0 (en) * | 1987-02-27 | 1987-04-01 | Exxon Chemical Patents Inc | Low phosphorus lubricants |
US5629272A (en) * | 1991-08-09 | 1997-05-13 | Oronite Japan Limited | Low phosphorous engine oil compositions and additive compositions |
US5672572A (en) * | 1993-05-27 | 1997-09-30 | Arai; Katsuya | Lubricating oil composition |
US5840672A (en) * | 1997-07-17 | 1998-11-24 | Ethyl Corporation | Antioxidant system for lubrication base oils |
US5804537A (en) * | 1997-11-21 | 1998-09-08 | Exxon Chemical Patents, Inc. | Crankcase lubricant compositions and method of improving engine deposit performance |
US6132479A (en) * | 1998-05-04 | 2000-10-17 | Chevron U.S.A. Inc. | Low emission, non-oxygenated fuel composition |
GB9810581D0 (en) * | 1998-05-15 | 1998-07-15 | Exxon Chemical Patents Inc | Lubricant compositions |
WO2000001790A1 (en) * | 1998-07-06 | 2000-01-13 | The Lubrizol Corporation | Mixed phosphorus compounds and lubricants containing the same |
US6129835A (en) * | 1998-12-28 | 2000-10-10 | International Fuel Cells, Llc | System and method for desulfurizing gasoline or diesel fuel to produce a low sulfur-content fuel for use in an internal combustion engine |
US6074993A (en) * | 1999-10-25 | 2000-06-13 | Infineuma Usa L.P. | Lubricating oil composition containing two molybdenum additives |
US6533924B1 (en) * | 2000-02-24 | 2003-03-18 | Utc Fuel Cells, Llc | Method for desulfurizing gasoline or diesel fuel for use in an internal combustion engine |
GB2360042A (en) * | 2000-03-10 | 2001-09-12 | Exxonmobil Res & Eng Co | Low sulphur fuel composition |
US6408812B1 (en) * | 2000-09-19 | 2002-06-25 | The Lubrizol Corporation | Method of operating spark-ignition four-stroke internal combustion engine |
US6696393B1 (en) * | 2002-08-01 | 2004-02-24 | Chevron Oronite Company Llc | Methods and compositions for reducing wear in internal combustion engines lubricated with a low phosphorus content lubricating oil |
-
2000
- 2000-08-29 GB GBGB0021041.9A patent/GB0021041D0/en not_active Ceased
-
2001
- 2001-08-10 EP EP01965187A patent/EP1315787A2/en not_active Withdrawn
- 2001-08-10 US US10/344,390 patent/US20040106527A1/en not_active Abandoned
- 2001-08-10 BR BR0113553-8A patent/BR0113553A/en not_active IP Right Cessation
- 2001-08-10 JP JP2002524024A patent/JP2004507609A/en active Pending
- 2001-08-10 CA CA2420248A patent/CA2420248C/en not_active Expired - Fee Related
- 2001-08-10 WO PCT/EP2001/009262 patent/WO2002018521A2/en active Application Filing
- 2001-08-10 MX MXPA03001736A patent/MXPA03001736A/en unknown
- 2001-08-27 AR ARP010104084A patent/AR030577A1/en not_active Application Discontinuation
Also Published As
Publication number | Publication date |
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WO2002018521A3 (en) | 2002-05-10 |
CA2420248C (en) | 2010-04-13 |
BR0113553A (en) | 2003-07-29 |
WO2002018521A2 (en) | 2002-03-07 |
AR030577A1 (en) | 2003-08-27 |
MXPA03001736A (en) | 2005-02-17 |
US20040106527A1 (en) | 2004-06-03 |
CA2420248A1 (en) | 2002-03-07 |
GB0021041D0 (en) | 2000-10-11 |
EP1315787A2 (en) | 2003-06-04 |
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