WO2016129465A1

WO2016129465A1 - Lubricating oil composition for internal combustion engine

Info

Publication number: WO2016129465A1
Application number: PCT/JP2016/053162
Authority: WO
Inventors: 慎太郎楠原
Original assignee: Ｊｘエネルギー株式会社
Priority date: 2015-02-13
Filing date: 2016-02-03
Publication date: 2016-08-18
Also published as: JP6472262B2; CN107406790A; US20180023026A1; JP2016148004A

Abstract

The present invention provides a lubricating oil composition for internal combustion engines that has excellent fuel-saving performance by further reducing friction. The lubricating oil composition for internal combustion engines contains, in (A) a lubricant base oil with a dynamic viscosity at 100°C of 2.0-5.0 mm²/s, (B) a molybdenum friction modifier in an amount of 0.005-0.2 mass% in terms of molybdenum content relative to the total amount of the composition, (C) a salicylate metal cleaning agent in an amount of 0.01-1 mass% in terms of metal content relative to the total amount of the composition, and (D) at least one compound selected from amino acids with a C15 to C24 alkyl group, alkenyl group or acyl group and/or derivatives thereof in an amount of 0.01-10 mass%.

Description

Lubricating oil composition for internal combustion engines

The present invention relates to a lubricating oil composition for an internal combustion engine with improved fuel economy.

Low fuel consumption of automobiles, which has begun to be implemented in the wake of the oil crisis, is still one of the important issues from the viewpoint of resource protection and environmental protection, and its needs have been increasing in recent years. Automobile fuel efficiency has been improved by reducing the weight of the vehicle body, improving the combustion of the engine, and reducing the friction of the engine and drive system. Reduction of the friction of the engine includes improvement of the valve train mechanism, reduction of the surface roughness of the sliding member, and use of a low fuel consumption lubricating oil composition (engine oil) for an internal combustion engine.
Among these, the use of low fuel consumption engine oil is becoming more popular in the market because of its cost effectiveness. As measures to reduce fuel consumption due to engine oil, lowering the viscosity with the aim of reducing friction loss under fluid lubrication conditions such as piston systems and bearings is being studied, and also under mixed lubrication and boundary lubrication such as valve systems. Addition of friction reducing agents such as organic molybdenum compounds intended to reduce friction loss in
As such a fuel-saving engine oil, for example, Patent Document 1 discloses a specific additive (such as a base oil having a kinematic viscosity at 100 ° C. of 2 to 8 mm ² / s and an aromatic content of 15% by mass). Engine oil compositions containing specific amounts of alkaline earth metal salicylate detergent, molybdenum dithiocarbamate friction reducer, etc., and Patent Document 2 discloses a kinematic viscosity at 100 ° C. of 3 to 8 mm ² / s. Lubricating oil composition for internal combustion engines in which a lubricating base oil containing an ester based lubricating base oil is blended with a molybdenum friction modifier or an ester-based or amine-based ashless friction modifier and an overbased Ca salicylate Furthermore, Patent Document 3 combines sulfurized oxymolybdenum dithiocarbamate with an ashless friction modifier such as an acid amide compound, an aliphatic partial ester compound and / or an aliphatic amine compound. A lubricating oil composition for an internal combustion engine that has been blended is proposed.

However, even if the amount of the molybdenum-based friction modifier is increased, there is a limit to the effect of reducing friction, and there is a problem that the precipitate is generated and becomes unstable. Even when an ashless friction modifier was used in combination, there was hardly any further improvement in the friction reducing effect. In addition, recently, fuel efficiency required for lubricating oil has been increased, and sufficient fuel efficiency has not been obtained with conventional engine oils.
On the other hand, sarcosine and aspartic acid derivatives are known as ashless friction modifiers (for example, Patent Documents 4 to 6), but they can also be used in lubricating oil compositions for internal combustion engines in combination with molybdenum friction modifiers. Thus, it is not known that there is a synergistic effect of reducing friction, and it has not been possible for those skilled in the art to predict this effect.

JP-A-8-302378 Japanese Patent Laid-Open No. 2005-41998 JP 2008-106199 A JP-A-9-316475 JP 2008-179669 A JP 2005-290181 A

The present invention solves the above-mentioned problems, and the problem to be solved by the present invention is to provide a lubricating oil composition for an internal combustion engine that further reduces friction and is excellent in fuel efficiency.

As a result of intensive studies to solve the above problems, the present inventor has obtained (A) a lubricating base oil having a kinematic viscosity at 100 ° C. of 2.0 to 5.0 mm ² / s, and (B) a molybdenum-based friction. A predetermined amount of each of one or more compounds selected from a conditioning agent, (C) a salicylate-based metal detergent, and (D) an amino acid having an alkyl group, alkenyl group, or acyl group having 15 to 24 carbon atoms and / or a derivative thereof. It has been found that further friction reduction and fuel saving performance can be achieved by the contained lubricating oil composition for an internal combustion engine.

The present invention has been made based on such findings and is as follows.
[1] (A) A lubricant base oil having a kinematic viscosity at 100 ° C. of 2.0 to 5.0 mm ² / s, and (B) a molybdenum-based friction modifier as 0.005 to molybdenum based on the total amount of the composition. 0.2% by mass, (C) 0.01 to 1% by mass of a metal based on the total amount of the salicylate-based metal detergent and (D) an alkyl group, alkenyl group or acyl group having 15 to 24 carbon atoms A lubricating oil composition for internal combustion engines, which contains 0.01 to 10% by mass of one or more compounds selected from amino acids and / or derivatives thereof.
[2] The lubricating oil composition for an internal combustion engine according to [1], wherein the (C) salicylate-based metal detergent is a salicylate-based metal detergent containing boron.
[3] The lubricating oil composition for internal combustion engines according to the above [1] or [2], wherein the HTHS viscosity at 150 ° C. is 1.9 to 2.7 mPa / s.
[4] The lubricating oil composition for internal combustion engines according to any one of [1] to [3], wherein the HTHS viscosity at 150 ° C. is 1.9 to 2.4 mPa / s.
[5] The lubricating oil composition for internal combustion engines according to any one of the above [1] to [4], wherein the NOACK evaporation amount is 15% by mass or less.
[6] The composition according to any one of [1] to [5], wherein (E) the zinc dialkyldithiophosphate antiwear agent is contained in an amount of 0.02 to 0.20% by mass based on the total amount of the composition. A lubricating oil composition for internal combustion engines.

The lubricating oil composition for an internal combustion engine of the present invention has a remarkable effect that it has a low coefficient of friction and excellent fuel efficiency.

(A) Lubricating base oil The lubricating base oil in the present invention is not particularly limited as long as it is a lubricating base oil having a kinematic viscosity at 100 ° C. of 2.0 to 5.0 mm ² / s. Any mineral oil and synthetic oil can be used as long as they are used as the lubricating base oil of the lubricating oil composition for internal combustion engines.
The lubricating base oil has a kinematic viscosity at 100 ° C. of 2.5 mm ² / s or more, more preferably 3.0 mm ² / s or more, still more preferably 3.5 mm ² / s or more, and particularly preferably 3.8 mm. ² / s or more, and most preferably 4.0 mm ² / s or more. Also, preferably not more than 4.5 mm ² / s, more preferably not more than 4.3 mm ² / s.
When the kinematic viscosity at 100 ° C. is less than 2.0 mm ² / s, the formation of an oil film at the lubrication point becomes insufficient, resulting in poor lubricity and an increase in evaporation loss of the lubricating base oil. On the other hand, if it exceeds 5.0 mm ² / s, the fuel saving effect is reduced, and the low-temperature viscosity characteristics are deteriorated.
In the present invention, the kinematic viscosity at 100 ° C. is the kinematic viscosity at 100 ° C. as defined in ASTM D-445.

The kinematic viscosity at 40 ° C. of the lubricating base oil in the present invention is preferably 14 mm ² / s or more, more preferably 16 mm ² / s or more, further preferably 18 mm ² / s or more, and preferably It is 25 mm ² / s or less, more preferably 23 mm ² / s or less, more preferably 22 mm ² / s or less, still more preferably 21 mm ² / s or less, and particularly preferably 20 mm ² / s or less. The kinematic viscosity at 40 ° C. here refers to the kinematic viscosity at 40 ° C. as defined in ASTM D-445. By setting the kinematic viscosity at 40 ° C. to 25 mm ² / s or less, good low-temperature viscosity characteristics can be obtained, and sufficient fuel economy can be obtained, and by setting it to 14 mm ² / s or more, lubrication can be achieved. Oil film formation at the location is sufficient and good lubricity is obtained, and evaporation loss of the lubricating oil composition can be kept small.

In addition, the lubricating base oil of the present invention preferably has a viscosity index of 120 or more, more preferably 125 or more, more preferably 130 or more, and particularly preferably 132 or more. By setting the viscosity index of the lubricating base oil to 120 or more, excellent viscosity characteristics from low temperature to high temperature can be obtained, and a lubricating oil composition that hardly evaporates even at low viscosity can be obtained. The upper limit of the viscosity index is not particularly limited, and is about 125 to 180, such as normal paraffin, slack wax, GTL wax, or isoparaffin mineral oil obtained by isomerizing these, complex ester base oil, HVI-PAO, etc. Oils of about 150 to 250 such as base oils can also be used. However, for normal paraffin, slack wax, GTL wax and the like, or isoparaffin-based mineral oil obtained by isomerizing these, it is preferably 180 or less, more preferably 170 or less, in order to improve low-temperature viscosity characteristics. It is more preferably 160 or less, and particularly preferably 155 or less. In the present invention, the viscosity index means a viscosity index measured in accordance with JIS K2283-1993.

The pour point of the lubricating base oil according to this embodiment is preferably −10 ° C. or lower, more preferably −12.5 ° C. or lower, still more preferably −15 ° C. or lower, and particularly preferably −17 ° C. or lower. By setting the pour point to −10 ° C. or lower, the low temperature fluidity of the entire lubricating oil using the lubricating base oil tends to be improved. The pour point as used in the present invention means a pour point measured according to JIS K 2269-1987.

As long as the lubricating base oil in the present invention satisfies the above-described lubricating base oil conditions, a mineral base oil or a synthetic base oil can be used alone, or two or more mineral base oils, or It may be a mixture of two or more kinds of synthetic base oils, or may be a mixture of mineral oil base oils and synthetic oil base oils. And the mixing ratio of 2 or more types of base oil in the said mixture can be chosen arbitrarily.
As mineral base oils, lubricating oil fractions obtained by subjecting crude oil to atmospheric distillation and reduced pressure distillation are subjected to solvent deburring, solvent extraction, hydrocracking, solvent dewaxing, catalytic dewaxing, hydrorefining, sulfuric acid Examples thereof include paraffinic and naphthenic lubricating base oils and the like, which are refined by appropriately combining purification treatments such as washing and clay treatment.

Synthetic base oils include poly-α-olefins (eg polybutene, 1-octene oligomers, 1-decene oligomers, ethylene-propylene oligomers) or their hydrides, isobutene oligomers or their hydrides, isoparaffins, alkylbenzenes, alkyls Naphthalene, diesters (eg, dibutyl maleate, ditridecyl glutarate, di-2-ethylhexyl adipate, diisodecyl adipate, ditridecyl adipate, di-2-ethylhexyl sebacate), co-weight of α-olefin and diester Coalesced, polyol esters (eg, trimethylolpropane caprylate, trimethylolpropane pelargonate, pentaerythritol-2-ethylhexanoate, pentaerythritol pelar Gonates, etc.), dialkyl diphenyl ethers, polyphenyl ethers and the like.

The lubricating base oil of the present invention is preferably a base oil having a saturated hydrocarbon content of 90% or more in the mineral base oil. In the present invention, this saturated hydrocarbon content means a value measured by ASTM D-2007.
The base oils are preferably those classified into group III or higher based on the base oil classification by API (American Petroleum Institute), and base oils obtained by isomerizing wax.
There are no particular restrictions on the method for producing this base oil, but atmospheric residual oil obtained by atmospheric distillation of crude oil is desulfurized, hydrocracked and fractionated into a set viscosity grade, or the residual oil. It is preferable to use a base oil obtained by solvent dewaxing or catalytic dewaxing and, if necessary, solvent extraction and hydrogenation. Of these, base oils obtained by catalytic dewaxing are preferred.

In recent years, the above-mentioned lube base oil has been further subjected to distillation under reduced pressure at atmospheric distillation residue, fractionated to the required viscosity grade, and then subjected to processes such as solvent refining and hydrorefining to dewax the solvent. GTL WAX (gas Also included are GTL-based wax isomerized lubricating base oils and the like produced by isomerizing (Turi Liquid Wax). In this case, the basic production process of the wax isomerized lubricating base oil is the same as that of the hydrocracking base oil.

While% C _P is not particularly limited in the base oil, preferably 80 or more, more preferably 82 or more, more preferably 85 or more, particularly preferably 86 or more. Further, it is preferably 98 or less, more preferably 95 or less, particularly preferably 90 or less, and most preferably 88 or less. By the% C _P of the lubricating base oil with more than 80, the viscosity - tends to temperature characteristics, thermal and oxidation stability and frictional properties will be improved, further, additives to the lubricating base oil is blended In some cases, the effectiveness of the additive tends to be improved. Further, by making the% C _P of the lubricating base oil and 98 or less, tends to solubility of additives is improved.

While% C _N is not particularly limited in the base oil, preferably 20 or less, more preferably 15 or less, more preferably 14 or less. Further, it is preferably 3 or more, more preferably 8 or more, and particularly preferably 10 or more. The% C _N of the lubricating base oil by 20 or less, the viscosity - temperature characteristic, heat and oxidation stability and frictional properties will tend to be improved. Further, by setting% _CN to 3 or more, the solubility of the additive tends to be improved.

The% C _A of the base oil is not particularly limited, is preferably less than 3, more preferably 2 or less, even more preferably 1 or less, and most preferably substantially zero. If it exceeds 10, the improvement of heat resistance, which is one of the objects of the present invention, becomes insufficient.
Note that the% _{C A} means a value measured by a method in accordance with ASTM D3238-85 (n-d-M ring analysis).

The saturated content of the base oil is preferably 80 or more, more preferably 90 or more, still more preferably 95 or more, particularly preferably 98 or more, and most preferably 99 or more. By setting the saturated content to 80 or more, viscosity-temperature characteristics, thermal / oxidation stability, and friction characteristics tend to be improved, and further, when additives are blended in lubricating base oils, The effect tends to be improved.

The sulfur content of the base oil is not particularly limited, but is preferably 0.03% by mass or less, more preferably 0.01% by mass or less, and particularly preferably one containing substantially no sulfur. The smaller the sulfur content, the higher the degree of purification, and the less the problem of sludge solubility occurs.
The method for measuring the sulfur content is not particularly limited, but JIS K2541-1996 is generally used.

The amount of evaporation loss of the base oil is not particularly limited, but the NOACK evaporation amount is preferably 25% by mass or less, more preferably 21% by mass or less, and further preferably 18% by mass or less, It is further preferably 16% by mass or less, particularly preferably 15% by mass or less, and most preferably 14% by mass or less. It is preferable to set the NOACK evaporation amount of the lubricating base oil to 25% by mass or less because the evaporation loss of the lubricating oil is small and causes such as an increase in viscosity can be suppressed. Here, the NOACK evaporation amount is a value obtained by measuring the evaporation amount of the lubricating oil measured in accordance with ASTM D 5800.

(B) Molybdenum friction modifier In the present invention, examples of the molybdenum friction modifier include organic molybdenum friction modifiers containing sulfur such as molybdenum dithiocarbamate (MoDTC) and molybdenum dithiophosphate (MoDTP). it can. Specific examples of molybdenum dithiocarbamate include compounds represented by the following general formula (1). Specific examples of molybdenum dithiophosphate include compounds represented by the following general formula (2).

In the general formulas (1) and (2), R ¹ to R ⁸ each independently represent a hydrocarbon group having 1 to 24 carbon atoms, and a, b, c, and d each independently represent 0 to 4 And an integer where a + b = 4 and c + d = 4.

Preferred examples of the hydrocarbon group having 1 to 24 carbon atoms represented by R ¹ to R ⁸ in the general formulas (1) and (2) are each linear or branched having 1 to 24 carbon atoms. Alkyl group, cycloalkyl group having 5 to 13 carbon atoms or linear or branched alkylcycloalkyl group, linear or branched alkenyl group having 3 to 24 carbon atoms, aryl having 6 to 18 carbon atoms A straight-chain or branched alkylaryl group, an arylalkyl group having 7 to 19 carbon atoms, and the like. The alkyl group or alkenyl group may be primary, secondary, or tertiary.

In addition to the above, the molybdenum friction modifier in the lubricating oil composition of the present invention includes, for example, basic nitrogen compounds such as succinimide, acidic molybdenum compounds such as molybdenum trioxide, and sulfur such as hydrogen sulfide and phosphorus pentasulfide. An organic molybdenum complex which is a reaction product with a compound is also a preferred example.

In the lubricating oil composition of the present invention, the content of the molybdenum-based friction modifier is 0.005% by mass or more, more preferably 0.01% by mass or more, in terms of molybdenum element, based on the total amount of the composition. More preferably, it is 0.03 mass% or more, Most preferably, it is 0.05 mass% or more, 0.2 mass% or less, Preferably it is 0.1 mass% or less. When the content of the molybdenum-based friction modifier is less than 0.005% by mass in terms of molybdenum element, a remarkable fuel saving effect cannot be obtained, while the content of the molybdenum-based friction modifier is the elemental molybdenum. When the converted amount exceeds 0.2% by mass, it is not preferable because an improvement in the fuel saving effect corresponding to the content cannot be obtained.

In the lubricating oil composition of the present invention, sulfur-containing organomolybdenum friction modifier is preferably used as the molybdenum friction modifier, and among them, molybdenum dithiophosphate and molybdenum dithiocarbamate are preferably used. Molybdenum dithiocarbamate is particularly preferable because fuel saving performance can be remarkably improved from low temperature to high temperature due to a synergistic effect.

(C) Salicylate metal detergent As the salicylate metal detergent referred to in the present invention, any compound usually used in lubricating oil can be used. For example, a linear or branched hydrocarbon group Further, an overbased compound of an oil-soluble metal salt having an OH group and / or a carbonyl group can be used. Also, an overbased metal salt of alkaline earth metal salicylate, an alkaline earth metal hydroxide or oxide, and an overbased metal salt obtainable by reacting boric acid or anhydrous boric acid if necessary Can do. As the salicylate metal detergent, a salicylate metal detergent containing boron is particularly preferable. Examples of alkaline earth metals include magnesium, calcium, barium and the like, with calcium being preferred. As the overbased metal salt, it is more preferable to use an oil-soluble metal salt of a compound containing an OH group and / or a carbonyl group overbased with an alkaline earth metal borate or an alkaline earth metal carbonate. . In particular, it is preferable to use an alkaline earth metal salicylate from the viewpoint of excellent fuel economy, and it is more preferable to use an alkaline earth metal salicylate overbased with an alkaline earth metal borate.

The salicylate-based metal detergent referred to in the present invention preferably has a base number of 50 mgKOH / g or more, more preferably 100 mgKOH / g or more, further preferably 120 mgKOH / g or more, and 140 mgKOH / g. The above is particularly preferable. Moreover, it is preferable that it is 300 mgKOH / g or less, and it is more preferable that it is 200 mgKOH / g or less. When the base number is less than 50 mgKOH / g, the increase in the viscosity is increased, so that the fuel efficiency is deteriorated and the friction reducing effect due to the addition tends to be insufficient. On the other hand, when the base number exceeds 300 mgKOH / g, the effect of the antiwear additive or the like tends to be hindered, and the friction reducing effect tends to be insufficient. The base number in the present invention is a value measured according to JIS K 2501 5.2.3.

The production method of the salicylate-based metal detergent used in the present invention is arbitrary. For example, the oil-soluble metal salt, alkaline earth metal hydroxide or oxide, if necessary, boric acid or boric anhydride, water, In the presence of an alcohol such as methanol, ethanol, propanol or butanol and a diluting solvent such as benzene, toluene or xylene, the reaction is carried out at 20 to 200 ° C. for 2 to 8 hours, and then heated to 100 to 200 ° C. for water and necessary. Accordingly, it is obtained by removing the alcohol and the diluting solvent. These detailed reaction conditions are appropriately selected according to the raw materials, the amount of reactants, and the like. Details of the production method are described in, for example, JP-A-60-116688 and JP-A-61-204298. Since the total base number of the oil-soluble metal salt overbased with the alkaline earth metal borate produced by the above method is usually 100 mgKOH / g or more, it can be preferably used in the lubricating oil composition of the present invention. .

The salicylate metal detergent referred to in the present invention preferably has a metal ratio of 4.0 or less, more preferably 3.0 or less, and even more preferably 2.0 or less. When the metal ratio exceeds 4.0, there is a possibility that the friction torque is reduced, that is, the fuel saving performance is insufficient. The metal ratio is preferably 1.0 or more, more preferably 1.1 or more, and even more preferably 1.5 or more. If the metal ratio is less than 1.0, the kinematic viscosity or low temperature viscosity of the lubricating oil composition for internal combustion engines becomes high, which may cause problems in fuel saving and startability.
The metal ratio referred to in the present invention is represented by the valence of the metal element in the metal detergent × the metal element content (mol%) / the soap group content (mol%), and the metal element is calcium, A soap group such as magnesium means a sulfonic acid group, a phenol group, a salicylic acid group, or the like.

The linear or branched hydrocarbon group of the salicylate metal detergent referred to in the present invention is preferably an alkyl group or an alkenyl group, and the alkyl group or alkenyl group preferably has 8 or more carbon atoms, more preferably 10 As mentioned above, More preferably, it is 12 or more, and 19 or less is preferable. A carbon number of less than 8 is not preferable because the oil solubility is not sufficient. Further, it may be linear or branched, but is preferably linear, and these may be a primary alkyl group, alkenyl group, secondary alkyl group, alkenyl group, tertiary alkyl group or alkenyl group, but secondary In the case of an alkyl group, an alkenyl group, a tertiary alkyl group or an alkenyl group, the position of branching is preferably only carbon bonded to an aromatic group.

The content of the salicylate metal detergent referred to in the present invention is 0.01% by mass or more, preferably 0.05% by mass or more, and more preferably 0.0% by mass or more in terms of metal element based on the total amount of the lubricating oil composition. 1% by mass or more, particularly preferably 0.15% by mass or more, and 1% by mass or less, preferably 0.5% by mass or less, more preferably 0.4% by mass or less, and further preferably 0.3% by mass. % Or less, particularly preferably 0.25% by mass or less, and most preferably 0.2% by mass or less. When the content is less than 0.01% by mass, the friction reduction effect due to the addition tends to be insufficient, and the fuel economy, thermal / oxidation stability and cleanliness of the lubricating oil composition are insufficient. There is a tendency. On the other hand, when the content exceeds 1% by mass, the friction reduction effect due to the addition tends to be insufficient, and the fuel economy of the lubricating oil composition tends to be insufficient.

Further, the boron content in the lubricating oil composition when using a salicylate-based metallic detergent containing boron as the salicylate-based metallic detergent is preferably in terms of boron element based on the total amount of the lubricating oil composition. Is 0.01% by mass or more, more preferably 0.02% by mass or more, still more preferably 0.03% by mass or more, particularly preferably 0.04% by mass or more, and preferably 0.2% by mass or less. More preferably, it is 0.1 mass% or less, More preferably, it is 0.09 mass% or less, Most preferably, it is 0.08 mass% or less. When the content is 0.001% by mass or more, the friction reduction effect due to the addition tends to be sufficient, and the fuel economy, thermal / oxidation stability, and cleanliness of the lubricating oil composition are sufficient. There is a tendency. On the other hand, when the content is 0.2% by mass or less, the friction reduction effect due to the addition tends to be sufficient, and the fuel efficiency of the lubricating oil composition tends to be sufficient.

(D) Ashless Friction Modifier In the present invention, the ashless friction modifier contains at least one amino acid and / or derivative thereof having an alkyl group, alkenyl group or acyl group having 15 to 24 carbon atoms. For example, examples of the compound include compounds represented by the following general formula (3).

Here, R ⁹ is an alkyl group, alkenyl group or acyl group having 15 to 24 carbon atoms, R ¹⁰ is an alkyl group having 1 to 4 carbon atoms or hydrogen, and R ¹¹ is hydrogen or one having 1 to 10 carbon atoms. It is an alkyl group. The alkyl group may include a linear, branched or cyclic structure, and the carbon atom may be substituted with a heteroatom, or may be modified with a functional group such as a hydroxyl group, a carboxyl group, or an amino group. Good. R ¹² is an alkyl group having 1 to 4 carbon atoms or hydrogen, n is 0 or 1, and X is a functional group having active hydrogen or a hydrocarbon having the functional group and a metal salt or ethanolamine of the functional group A salt or a methoxy group.

In addition, R ⁹ in the general formula (3) is more preferably an alkyl group, an alkenyl group, or an acyl group having 16 or more carbon atoms from the viewpoint of solubility in base oil, low friction properties, fuel economy, and the like. An alkyl group, alkenyl group or acyl group having 17 or more carbon atoms is more preferred, and an alkyl group, alkenyl group or acyl group having 18 or more carbon atoms is particularly preferred. Further, from the viewpoint of storage stability and the like, the number of carbon atoms is preferably 23 or less, more preferably 20 or less, particularly preferably 19 or less, and most preferably 18 carbon atoms. Furthermore, it is preferable that it is linear from a viewpoint of a friction reduction effect. Specific examples of such alkyl groups, alkenyl groups, and acyl groups include, for example, pentadecyl group, hexadecyl group, heptadecyl group, octadecyl group, nonadecyl group, icosyl group, heneicosyl group, docosyl group, tricosyl group, tetracosyl group Etc. (these alkyl groups may be linear or branched), pentadecenyl group, hexadecenyl group, heptadecenyl group, octadecenyl group, nonadecenyl group, icocenyl group, heneicosenyl group, dococenyl group, tricocenyl group, tetracocenyl group, etc. (The alkenyl group may be linear or branched, and the position of the double bond is arbitrary), acyl groups having a ketone group at the terminal of these alkyl groups or alkenyl groups, and the like. .

R ¹⁰ in the general formula (3) is more preferably an alkyl group having 4 or less carbon atoms, more preferably 3 or less carbon atoms, and particularly preferably 2 or less carbon atoms from the viewpoint of storage stability.
The alkyl group of R ¹¹ may contain a linear, branched or cyclic structure, the carbon atom may be substituted with a hetero atom, and is modified with a functional group such as a hydroxyl group, a carboxyl group or an amino group. May be. From the viewpoint of friction reduction effect and solubility in base oil, an alkyl group having 2 or less carbon atoms is more preferable, 1 or less carbon atoms is more preferable, and hydrogen is particularly preferable.
R ¹² is more preferably an alkyl group having 4 or less carbon atoms, more preferably 3 or less carbon atoms, particularly preferably 2 or less carbon atoms, and most preferably hydrogen from the viewpoint of storage stability.

As the functional group having an active hydrogen of X in the general formula (3), a hydroxyl group, an amino group and the like are preferable. As the amino group, primary and secondary amines are preferable, and primary amines are particularly preferable. Examples of the metal salt of the active hydrogen group include a metal salt of a hydroxyl group. Of these, —COX in formula (3) is preferably a carboxyl group.
Specific examples of the hydrocarbon having a hydroxyl group which is a functional group having active hydrogen include, for example, ethylene glycol, propylene glycol, 1,4-butanediol, 1,2-butanediol, neopentyl glycol, and 1,6. -Hexanediol, 1,2-octanediol, 1,8-octanediol, isoprene glycol, 3-methyl-1,5-pentanediol, sorbite, catechol, resorcin, hydroquinone, bisphenol A, bisphenol F, hydrogenated bisphenol A Dihydric alcohols such as hydrogenated bisphenol F and dimer diol; glycerin, 2- (hydroxymethyl) -1,3-propanediol, 1,2,3-butanetriol, 1,2,3-pentanetriol, 2 -Methyl-1,2,3-propanetriol, 2-methyl-2 , 3,4-butanetriol, 2-ethyl-1,2,3-butanetriol, 2,3,4-pentanetriol, 2,3,4-hexanetriol, 4-propyl-3,4,5-heptane Trivalent alcohols such as triol, 2,4-dimethyl-2,3,4-pentanetriol, 1,2,4-butanetriol, 1,2,4-pentanetriol, trimethylolethane, trimethylolpropane; pentaerythritol Erythritol, 1,2,3,4-pentanetetrol, 2,3,4,5-hexanetetrol, 1,2,4,5-pentanetetrol, 1,3,4,5-hexanetetrol , Diglycerin, sorbitan and other tetrahydric alcohols; adonitol, arabitol, xylitol, triglycerin and other pentahydric alcohols; dipentaerythritol, sorbitol, mannito Le, iditol, inositol, dulcitol, talose, hexavalent alcohols such as allose, polyglycerin or their dehydrated condensates and the like.

Examples of the metal of the hydroxyl group metal salt include alkali metal or alkaline earth metal and zinc, and examples of the alkali metal or alkaline earth metal include sodium, potassium, magnesium, calcium and the like. Among these, alkaline earth metals and zinc are preferable from the viewpoint of improving the sustainability of the friction characteristic effect.
As the metal salt, among the general formula (3), a carboxylate in which —COX of the general formula (3) is a carboxy group structure is preferable.

The ashless friction modifier of the present invention is preferably at least one compound selected from the general formula (3) from the viewpoint of improving the durability of the friction characteristic effect, and the general formula (3). Only one compound selected from among them may be used alone, or a mixture of two or more compounds may be used.
In addition, as a suitable example of the compound represented by the general formula (3), N-acyl sarcosine, in particular, R ⁹ is an acyl group having 18 carbon atoms, R ¹⁰ is a methyl group, R ¹¹ is hydrogen, X is a hydroxyl group, N-oleoyl sarcosine where n is 0, R ⁹ is an acyl group having 18 carbon atoms, R ¹⁰ is a methyl group, R ¹¹ is hydrogen, R ¹² is hydrogen, X is a hydroxyl group, and n is 1 And oil-N-methyl-β-alanine.

The content of the above ashless friction modifier is 0.01 to 10% by mass, preferably 5% by mass or less, more preferably 2% by mass or less, based on the total amount of the composition. When the content exceeds 10% by mass, the frictional properties corresponding to the content are not further improved, and the storage stability is lowered, which is not preferable. On the other hand, it is preferably 0.05% by mass or more, more preferably 0.1% by mass or less, based on the total amount of the composition. If this content is less than 0.01% by mass, the effect of improving the friction characteristics is not seen, which is not preferable.

(E) Antiwear agent It is preferable to add zinc dialkyldithiophosphate (ZnDTP) as an antiwear agent to the lubricating oil composition for an internal combustion engine of the present invention in addition to the above additives. Can include compounds represented by the following general formula (4).

In the general formula (4), R ¹³ to R ¹⁶ are each independently hydrogen or a linear or branched alkyl group having at least one of 1 to 24 carbon atoms. The first grade, the second grade, or the third grade may be used.
In the present invention, these zinc dialkyldithiophosphates may be used alone or in combination of two or more, but zinc dithiophosphate having a primary alkyl group (primary ZnDTP) or second A zinc dithiophosphate (secondary ZnDTP) containing a secondary alkyl group is preferred, and a secondary alkyl group containing zinc dithiophosphate as a main component is particularly preferred because it increases wear resistance.

In the lubricating oil composition of the present invention, the content of the zinc dialkyldithiophosphate is preferably 0.02 to 0.2% by mass, more preferably 0.03 to 0.1% as the amount of phosphorus, based on the total amount of the composition. It is good to mix | blend so that it may become a mass%. If the amount of phosphorus is less than 0.02% by mass, the wear resistance and the high-temperature cleanability are not sufficient, and if it exceeds 0.2% by mass, the catalyst poisoning of the exhaust gas catalyst becomes remarkable, which is not preferable.

In the lubricating oil composition for internal combustion engines of the present invention, other additives such as a viscosity index improver, a pour point depressant, an antioxidant, an abrasion resistance are added as necessary, as long as the object of the present invention is not impaired. An agent or extreme pressure agent, a friction reducing agent, a dispersant, a rust inhibitor, a surfactant or a demulsifier, an antifoaming agent, and the like can be appropriately blended.

For example, as the viscosity index improver, a non-dispersed viscosity index improver or a dispersed viscosity index improver can be used. Specifically, a non-dispersed or dispersed polymethacrylate or olefin copolymer, or polyisobutene, Polystyrene, ethylene-propylene copolymer, styrene-diene copolymer and hydride thereof can be used. These weight average molecular weights are generally 5,000 to 1,000,000, but in order to further improve fuel efficiency, the weight average molecular weight is 100,000 to 1,000,000, preferably 200,000 to It is desirable to use the above viscosity index improvers which are 900,000, particularly preferably 400,000 to 800,000. In the present invention, in particular, the proportion of the structural unit represented by the following general formula (5) is 30 to 90 mol%, and the proportion of the structural unit represented by the following general formula (6) is 0.1 to 50 mol. %, A viscosity index improver that is a poly (meth) acrylate viscosity index improver having a hydrocarbon main chain ratio of 0.18 or less is preferable for improving fuel economy.

In the general formula (5), R ¹⁷ represents hydrogen or a methyl group, R ¹⁸ represents a linear or branched hydrocarbon group having 6 or less carbon atoms, and R ¹⁹ in the general formula (6). Represents hydrogen or a methyl group, and R ²⁰ represents a linear or branched hydrocarbon group having 16 or more carbon atoms.
The viscosity index improver preferably has a PSSI (Permanent Cystability Index) in the diesel injector method of 30 or less. When PSSI exceeds 30, the shear stability is poor, and the kinematic viscosity after use and the HTHS viscosity are kept at a certain level or more, so that the initial fuel economy may be deteriorated.
Here, “PSSI in the diesel injector method” is based on ASTM D6022-01 (Standard Practice for Calculation of Permanent Shear Stability Index), and ASTM D6278-02 (Test Method for Shear Stability of Polymer Containing Fluids Using a Means the Permanent Shear Stability Index of the polymer calculated on the basis of data measured by the European Diesel Injector Apparatus.

As the pour point depressant, for example, a polymethacrylate polymer, an alkylated aromatic compound, a fumarate-vinyl acetate copolymer, an ethylene-vinyl acetate copolymer, and the like that are compatible with the lubricating base oil to be used can be used.

As the detergent / dispersant, succinimide, benzylamine, alkylpolyamine, polybuteneamine, modified products of these boron compounds and sulfur compounds, alkenyl succinates, and the like can be used.
This detergent-dispersant is preferably a mono-type or bis-type succinimide, and more preferably a bis-type succinimide. Further, a bis-type succinimide containing no boron is particularly preferable.
Further, the detergent-dispersant preferably has a molecular weight of 1000 or more, more preferably 5000 or more, more preferably 7000 or more, and further preferably 9000 or more. Moreover, it is preferable that it is molecular weight 30000 or less, it is preferable that it is 25000 or less, and it is more preferable that it is molecular weight 20000 or less. When the molecular weight is 1000 or less, the cleanliness may be insufficient. On the other hand, when the molecular weight exceeds 30000, the fuel economy of the engine oil composition may be significantly deteriorated.

The content of the cleaning dispersant is preferably 0.1 to 15% by mass, more preferably 0.5 to 10% by mass, and still more preferably 1.0 to 8% by mass, based on the total amount of the engine oil composition. is there. When the content of the cleaning dispersant is less than 0.1% by mass, the cleanability may be insufficient. On the other hand, when the content exceeds 15% by mass, the fuel efficiency of the engine oil composition is greatly deteriorated. There is a risk.
Further, the N content of the cleaning dispersant is preferably 0.1 or more, more preferably 0.3 or more, more preferably 0.4 or more, and further preferably 0.5 or more. Moreover, it is preferable that it is 2.0 or less, it is preferable that it is 1.0 or less, and it is more preferable that it is 0.8 or less. When the N content is 0.1 or less, the cleanliness may be insufficient. On the other hand, when the N content exceeds 2.0, the fuel economy of the engine oil composition may be significantly deteriorated. is there.

As the antioxidant, any of those generally used in lubricating oils, such as phenolic compounds and amine compounds, can be used. For example, 2,6-di-tert-butyl-4 Alkylphenols such as methylphenol, bisphenols such as methylene-4,4-bis (2,6-di-tert-butyl-4-methylphenol), naphthylamines such as phenyl-α-naphthylamine, dialkyldiphenylamines, Phenothiazines can be used.

Examples of extreme pressure additives and antiwear agents include phosphorus compounds such as phosphate esters, phosphites and salts thereof, and sulfur compounds such as disulfides, sulfurized olefins and sulfurized fats and oils. be able to.
As the rust inhibitor, for example, alkenyl succinic acid, alkenyl succinic acid ester, polyhydric alcohol ester, petroleum sulfonate, dinonyl naphthalene sulfonate and the like can be used.
As the corrosion inhibitor, for example, benzotriazole, thiadiazole, and imidazole compounds can be used.
Moreover, as an antifoamer, silicone compounds, such as a dimethyl silicone and a fluoro silicone, can be used, for example.

The additive amount of these additives is arbitrary, but the content of the antifoaming agent is usually 0.0005 to 0.01% by mass and the content of the viscosity index improver is 0.05 to 20 based on the total amount of the composition. The content of the corrosion inhibitor is 0.005 to 0.2% by mass, and the content of other additives is about 0.05 to 10% by mass, respectively.

Kinematic viscosity at 100 ° C. for an internal combustion engine lubricating oil composition of the present invention is preferably 4.0 mm ² / s or more, more preferably 6.0 mm ² / s or higher, more preferably 6.1 mm ² / s or more, most preferably 6.2 mm ² / s or more, preferably 12.5 mm ² / s or less, more preferably 9.3 mm ² / s or less, and still more preferably 8.5 mm ^2. / S or less. The kinematic viscosity at 100 ° C. here refers to the kinematic viscosity at 100 ° C. as defined in ASTM D-445. If the kinematic viscosity at 100 ° C. is less than 4.0 mm ² / s, there is a risk of insufficient lubricity, and if it exceeds 12.5 mm ² / s, the necessary low temperature viscosity and sufficient fuel saving performance can be obtained. There is a risk of not being able to.

The kinematic viscosity at 40 ° C. of the lubricating oil composition is preferably 4 to 50 mm ² / s, preferably 40 mm ² / s or less, more preferably 35 mm ² / s or less. The kinematic viscosity at 40 ° C. is preferably 15 mm ² / s or more, more preferably 18 mm ² / s or more, still more preferably 20 mm ² / s or more, particularly preferably 22 mm ² / s or more, and most preferably 25 mm ² / s. s or more. The kinematic viscosity at 40 ° C. here refers to the kinematic viscosity at 40 ° C. as defined in ASTM D-445. If the kinematic viscosity at 40 ° C. is less than 4 mm ² / s, there is a risk of insufficient lubricity, and if it exceeds 50 mm ² / s, the necessary low temperature viscosity and sufficient fuel saving performance may not be obtained. is there.

Furthermore, the viscosity index of the lubricating oil composition is 120 or more, preferably 400 or less, preferably 190 or more, more preferably 200 or more, and particularly preferably 210 or more. When the viscosity index is less than 120, it may be difficult to improve fuel economy while maintaining the HTHS viscosity at 150 ° C. Further, when the viscosity index exceeds 400, the evaporability may be deteriorated, and further, there may be a problem due to insufficient solubility of the additive and compatibility with the sealing material.

In order to prevent the problem of low viscosity and maintain fuel durability while providing fuel economy, the HTHS viscosity at 150 ° C. (“HTHS viscosity” is also called “high temperature high shear viscosity”) is high. On the other hand, it is effective to lower the kinematic viscosity at 40 ° C., the kinematic viscosity at 100 ° C., and the HTHS viscosity at 100 ° C., but it has been very difficult to satisfy all these requirements with conventional lubricating oils.

The HTHS viscosity at 100 ° C. of the lubricating oil composition is preferably 5.5 mPa · s or less, more preferably 5.0 mPa · s or less, still more preferably 4.7 mPa · s or less, and particularly preferably 4.5 mPa · s. -S or less. Further, it is preferably 3.0 mPa · s or more, more preferably 3.5 mPa · s or more, particularly preferably 4.0 mPa · s or more, and most preferably 4.1 mPa · s or more. The HTHS viscosity at 100 ° C. referred to in the present invention indicates a high temperature and high shear viscosity at 100 ° C. as defined in ASTM D4683. If the HTHS viscosity at 100 ° C. is less than 3.0 mPa · s, there is a risk of insufficient lubricity, and if it exceeds 5.5 mPa · s, the necessary low temperature viscosity and sufficient fuel saving performance cannot be obtained. There is a fear.

The HTHS viscosity at 150 ° C. of the lubricating oil composition is preferably 1.5 mPa · s or more, more preferably 1.9 mPa · s or more, further preferably 2.1 mPa · s or more, and particularly preferably 2.2 mPa · s. · S or more, most preferably 2.3 mPa · s or more. Further, it is preferably 3.0 mPa · s or less, more preferably 2.7 mPa · s or less, particularly preferably 2.5 mPa · s or less, and most preferably 2.4 mPa · s or less. The HTHS viscosity at 150 ° C. referred to in the present invention indicates the high temperature and high shear viscosity at 150 ° C. defined in ASTM D4683. By setting the HTHS viscosity at 150 ° C. to 1.5 mPa · s or more, sufficient lubricity can be obtained, and by setting it to 3.0 mPa · s or less, necessary low temperature viscosity and sufficient fuel saving performance can be obtained. It is done.

Further, the ratio of the HTHS viscosity at 150 ° C. to the HTHS viscosity at 100 ° C. of the lubricating oil composition of the present invention (HTHS viscosity at 150 ° C./HTHS viscosity at 100 ° C.) is preferably 0.45 or more. Preferably it is 0.475 or more, More preferably, it is 0.50 or more. If the ratio is less than 0.45, the necessary low temperature viscosity and sufficient fuel saving performance may not be obtained.

Further, the evaporation loss amount of the lubricating oil composition of the present invention is preferably 15% by mass or less in terms of NOACK evaporation, more preferably 14% by mass or less, and further preferably 13% by mass or less. The content is most preferably 12% by mass or less. By setting the NOACK evaporation amount of the lubricating base oil component to 15% by mass or less, it is possible to suppress the evaporation loss of the lubricating oil and to suppress an increase in viscosity. Here, the NOACK evaporation amount is a value obtained by measuring the evaporation amount of the lubricating oil measured in accordance with ASTM D 5800.

Further, when the alkaline earth metal salicylate detergent containing boron is used as the salicylate metal detergent, the boron content (MB1) and the alkaline earth metal content (in the lubricating oil composition of the present invention) ( The ratio (MB1) / (MB2) of MB2) is preferably 0.1 or more, more preferably 0.15 or more, and further preferably 0.2 or more. (MB1) / (MB2) is preferably 0.5 or less, more preferably 0.4 or less, and still more preferably 0.3 or less.

Hereinafter, the content of the present invention will be described more specifically with reference to examples and comparative examples, but the present invention is not limited to these examples.

(Examples 1 to 4, Comparative Examples 1 to 4)
(A) Lubricating base oil A hydrocracked lubricating base oil having the properties shown in Table 1 was blended at a ratio shown in Table 2 and used.

The following additives were added to the lubricating base oil in the proportions shown in Table 2 to prepare a lubricating oil composition.

(B) Molybdenum-based friction modifier molybdenum dithiocarbamate: In general formula (1), R ¹ to R ⁴ are alkyl groups having 8 or 13 carbon atoms, a and b are 2, and the concentration of molybdenum element is 10% by mass, 11% by mass of sulfur
(C) Salicylate-based metal detergent (C-1) Overbased Ca salicylate: metal ratio 2.3, carbon number of alkyl group 14-18, Ca content 6.2 mass%, base number 180 mgKOH / g
(C-2) Overbased boric acid Ca salicylate: metal ratio of 2.5, alkyl group having 14 to 18 carbon atoms, Ca content of 6.8% by mass, B content of 2.7% by mass, base number of 190 mgKOH / g

(D) Ashless friction modifier (D-1) N-oleoyl-N-methyl-β-alanine (D-2) oleoyl sarcosine (D-3) N-lauroyl-N-methyl-β-alanine (D-4) N-lauroyl sarcosine

(E) Antiwear agent (E-1) ZnDTP: primary alkyl group, carbon number 8, Zn content 9.0% by mass, P content 7.4% by mass, S content 15% by mass
(E-2) ZnDTP: secondary alkyl group, 4 and 6 carbon atoms, Zn content 8.0% by mass, P content 7.2% by mass, S content 15% by mass

(F) Other additives (F-1) Non-dispersed PMA viscosity index improver (Mw = 400,000, PSSI = 7)
(F-2) Polybutenyl succinimide: molecular weight 9000, N content 0.7 mass%
(F-3) Antioxidants, antifoaming agents (dimethyl silicone), etc.

The prepared lubricating oil composition was subjected to a motoring friction test under the following conditions to measure the friction torque. The average friction torque of each lubricating oil composition was calculated, and the improvement rate based on the friction torque of Comparative Examples 1 and 4 was calculated. The obtained results are shown in% in Table 2 together with the physical properties of the lubricating oil composition.

(Test conditions)
Engine used: 3L, DOHC engine Oil temperature: 80 ° C
Rotation speed: 550rpm

From the above results, even when the molybdenum-based friction modifier and the compound selected from the amino acid having an alkyl group, alkenyl group, or acyl group in the molecule and / or a derivative thereof are contained, the alkyl group, alkenyl group, or acyl group is Those having less than 15 carbon atoms are less effective (Comparative Examples 1 to 4), but contain compounds selected from amino acids having an alkyl group, alkenyl group or acyl group having 15 to 24 carbon atoms and / or derivatives thereof. It is obvious that the lubricating oil composition for internal combustion engines of the present invention exhibits a remarkable effect that the friction coefficient is low and the fuel saving performance is excellent.

The lubricating oil composition for an internal combustion engine of the present invention can be suitably used as a fuel-saving engine oil such as a fuel-saving gasoline engine oil or a fuel-saving diesel engine oil.

Claims

(A) A lubricant base oil having a kinematic viscosity at 100 ° C. of 2.0 to 5.0 mm 2 / s and (B) a molybdenum-based friction modifier in an amount of molybdenum of 0.005 to 0.2 based on the total amount of the composition. % By weight, (C) 0.01 to 1% by weight of metal based on the total amount of the salicylate-based metal detergent, and (D) an amino acid having an alkyl group, alkenyl group or acyl group having 15 to 24 carbon atoms, and A lubricating oil composition for an internal combustion engine containing 0.01 to 10% by mass of one or more compounds selected from / or derivatives thereof.
The lubricating oil composition for an internal combustion engine according to claim 1, wherein the (C) salicylate metal detergent is a salicylate metal detergent containing boron.
The lubricating oil composition for an internal combustion engine according to claim 1 or 2, wherein the HTHS viscosity at 150 ° C is 1.9 to 2.7 mPa / s.
The lubricating oil composition for an internal combustion engine according to any one of claims 1 to 3, wherein the HTHS viscosity at 150 ° C is 1.9 to 2.4 mPa / s.
The lubricating oil composition for an internal combustion engine according to any one of claims 1 to 4, wherein the NOACK evaporation amount is 15 mass% or less.
The lubricating oil for internal combustion engines according to any one of claims 1 to 5, which contains (E) 0.02 to 0.20 mass% of a zinc dialkyldithiophosphate antiwear agent based on the total amount of the composition, based on the amount of phosphorus. Composition.