Engine Oil Viscosity Index Improver Behaviour at Extended Shear Stability Test
Engine Oil Viscosity Index Improver Behaviour at Extended Shear Stability Test
Engine Oil Viscosity Index Improver Behaviour at Extended Shear Stability Test
1. Introduction
The primary role of engine oil is the lubrication of moving engine parts and reducing
friction and wear of metal surfaces which provides the good engine performance and
its long life. In order to provide a defined quality of engine oils during production and
for final products to meet the product specifications we need to know the physicalchemical characteristics of engine oils.
Certain physical-chemical characteristics which are significant for the quality of
engine oils are achieved by adding additives to base oils. The most frequent
additives are for:
Improving of viscosity index-improvers
Reducing pour point-depressants
Maintaining engine cleanness-detergents and dispersants
Preventing oxidation-antioxidants
Preventing corrosion-corrosion inhibitors
The most important engine oils characteristic is the viscosity defined as a measure
of inner friction which works as a resistance to the change of molecule positions in
fluid flows when they are under the impact of shear force, or in other words, it is the
resistance of fluid particles to shear. When fluids flow, there are friction forces
between their particles and also between fluid particles and the adjoining surface,
caused by the resistance of fluid to particle shear and also of surface roughness.
The viscosity is a changeable category and it depends on the change of temperature
and pressure. A higher temperature reduces the viscosity and makes a fluid thinner.
The viscosity index is an empirical number which shows how the viscosity of some
oils changes by increasing or reducing the temperature. High viscosity index shows
relatively small tendency of viscosity to change upon influence of certain
temperature, as oppose of low viscosity index which shows greater viscosity change
with temperature. The calculation is based on viscosity values determined by ASTM
D 445 method at 40 and 100 C.
119
higher content of ethylene increases the viscosity of a solvent, but too much of it
leads to polymer crystallization and insolubility at low temperatures. So, copolymers
with too high ethylene content increase the tendency to create crystal structures with
paraffin hydrocarbons of mineral base oils and thus they reduce oil flow rate. Also,
because of low oxidation stability it is desirable to minimize the content of propylene
to achieve the best possible properties [1,2].
Apart from good properties of the viscosity index improvement, OCP also possess
good solubility and thermal stability. Due to its excellent thickening ability, OCP has
an important application in engine oils.
The OCP viscosity index improvers do not possess properties of pour point
depressants. For that purpose they are mixed with 2-3 % of conventional pour point
depressants [1].
The viscosity index improvers based on OCP have molecular weight from 50000 to
200000 g/mol [1,4]. A big advantage of OCP viscosity index improvers, in
comparison to other viscosity index improvers, is their low price.
3. Shear stability
Shear stability is usually defined as the resistance of polymers to mechanical
degradation under the shear stresses and it depends on molecular weight and a
chemical nature of polymer additive. With higher molecular weight of polymer, there
is greater possibility of their breakdown.
When used, polymers that are exposed to high shear stresses show molecular
degradation. Shear process is a simple homolytic splitting of carbon-carbon bond in
two polymer radicals [2].
Shear stability is determined by measuring of the viscosity loss after repeated oil
passing through the nozzle. The formula for the viscosity loss is:
Viscosity loss (%) =
where:
1 2
100
1
121
max
XW-20
5,6
9,3
XW-30
9,3
12,5
XW-40
12,5
16,3
XW-50
16,3
21,9
10.
11.
12.
13.
14.
15.
16.
17.
18.
123
5. Experimental
Apparatus for shear stability testing
Determining shear stability is performed on Orbahn Diesel Injector apparatus (Figure
1) [6,7,9]. The apparatus consists of an electric motor which drives a double plunger
injection pump, spray nozzle, an atomization chamber, fluid cooling vessel, a glass
fluid container, pressure sensing device and stroke counter.
A sample of the tested oil (200 cm3) is submitted to shear stress which is performed
under the specific conditions of pressure, temperature and a specific number of
cycles. Oil passing through the spray nozzle with high shear speed causes the
degradation of less shear stable polymer molecules.
In order to establish the viscosity loss, the kinematic viscosity of fresh oil 1 and
sheared oil 2 is determined by ASTM D 445 at 100 C. Determining the kinematic
viscosity is performed by measuring time of passing of a particular fluid volume
through the calibrated glass capillary viscometer under gravity influence and exactly
controlled temperature. The value of kinematic viscosity is obtained by multiplying
the time of fluid passing with a viscometer constant (mm2/s). The reduction of
kinematic viscosity, or in other words, the percentage of the initial kinematic viscosity
loss of oil is a measure for the shear stability of oils containing polymers.
B1
6,9
9,3
9,2
9,2
9,3
6,4
5,62
5,52
5,52
5,54
5,75
5,89
14,44
14,45
14,44
14,60
14,56
14,41
12,53
13,23
13,19
8,72
13,05
9,63
13,44
7,94
13,15
9,68
13,47
6,49
12,35
14,17
12,91
10,66
12,82
11,22
13,16
9,86
12,93
11,20
12,38
14,09
Method
ASTM D
445
ASTM D
445
ASTM D
7109
ASTM D
7109
The test results show the expected degradation of tested oils due to decrease of
kinematic viscosity (Figure 4).
The samples B1, B2, B3 and B4 based on OCP show very good stability to shear
stresses and they meet the requirements of the shear stability with 90 cycles of
testing, i.e. the engine oil remains within viscosity grade.
The samples A and C, which met the specification requirements with 30 cycles of
testing, after testing shear stability with 90 cycles show the kinematic viscosity loss
under the limit value of 12,5 mm2/s. Therefore they do not meet the requirements of
the new specifications of engine oils.
After extension of testing, kinematic viscosity loss of sample A is not large and
amounts 0,18 mm2/s (Figure 5). In order to achieve the minimal kinematic viscosity
required by the new engine oil specifications, the initial kinematic viscosity at 100 C
should be increased for oils mixed with the viscosity index improvers based on
polymethacrylates.
The sample C has shown a great viscosity loss after being tested with 90 cycles.
That loss is 1,09 mm2/s, which is significantly more than with other samples where it
amounts 0,18 0,28 mm2/s (Figure 5). This shows that the viscosity index improvers
based on styrene-isoprene are not suitable for formulating the most demanding
engine oils.
The test results demonstrate that the oils formulated with inappropriate viscosity
index improvers are not able to provide the proper protection of an engine.
goriva i maziva, 47, 2 : 107-128, 2008.
125
6,0
5,0
4,0
3,0
2,0
1,0
0,0
A
B1
B2
B3
B4
B4
10,0
Concentration, % (m/m)
8,0
6,0
4,0
2,0
0,0
A
B1
B2
B3
126
Initial value
14,0
14,5
13,5
13,0
12,5
12,0
11,5
A
B1
B2
B3
B4
C
after 30 cycles
after 90 cycles
1,2
1,0
0,8
0,6
0,4
0,2
0,0
A
B1
B2
B3
B4
127
7. Conclusion
1. New international specifications ACEA and API require that the shear stability of
engine oils is tested by 90 cycles of oil passing through the nozzle instead of
current 30 cycles; these requirements are accepted by a number of vehicle
manufacturers.
2. Shear stability determination according to new ASTM D 7109 method has been
defined with 90 cycles of testing.
3. Different concentrations of viscosity index improvers are needed for production
of multigrade engine oil of the same viscosity; the highest additive concentration
is needed for the viscosity index improvers based on OCP.
4. Viscosity index improvers based on OCP have the best shear stability after 90
cycles of testing.
5. Engine oil with the viscosity index improver based on styrene-isoprene (C) has a
significant viscosity loss after extended testing from 30 cycles to 90 cycles and it
does not meet requirements of the new international and OEM specifications.
8. References
1.
2.
3.
4.
5.
6.
7.
8.
9.
Mortier R.M., Orszulik S.T.: Chemistry and Technology of Lubricants, Blackie Academic &
Professional, London, 1997.
Janovi Z.: Naftni i petrokemijski procesi i proizvodi, Hrvatsko drutvo za goriva i maziva, Zagreb, 2005.
Maziva i podmazivanje, JUGOMA, Zagreb, 1986.
th
Dardin A.: Chemistry and Application of Viscosity Index Improvers, Proceedings of the 12
International Colloquium of Tribology, Ostfildern: Technische Akademie Esslingen, (2000) 631.
ACEA European Oil Sequences 2007, Brussels, Belgium, 2007
ASTM D 7109-04 Standard Test Method for Shear Stability of Polymer Containing Fluids Using a
European Diesel Injector Apparatus at 30 and 90 Cycles
ASTM D 6278-06 Standard Test Method for Shear Stability of Polymer Containing Fluids Using a
European Diesel Injector Apparatus
Classifications and Specifications Handbook Automotive Engine Lubricants 2005, Chevron Oronite
Company LLC
Denis J., Briant J., Hipeaux J.C.: Lubricant properties analysis & Testing, Edition Technip, Paris, 2000.
UDK
665.765.038.64
678.744.33
621.892.097.2
532.133.091
.002.237
kljune rijei
poboljivai viskoznosti
polialkilmetakrilatni poboljiva
indeksa viskoznosti
multigradno motorno ulje
smina stabilnost
gledite pootrenja zahtjeva
key words
viscosity improvers
polyalkylmetacryilate VI improver
(PAMA)
multigrade motor oil
shear stability
viewpoint of increasing requirement
Authors
Vinja Mihalju-Sklepi, dipl.ing., Marijan Podobnik, dipl.ing., Josip Bambi, dipl.ing.
INA d.d. Zagreb, Rafinerija nafte Rijeka, M. Baraa 26, Rijeka, Hrvatska
e-mail: Visnja.Mihaljus-Sklepic@ina.hr
Received
22.2.2008.
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