Motor and gearbox fluid formulations and uses thereof

Abstract

Described herein are fluid formulations, including low traction fluids, low viscosity motor fluids, and high pressure viscosity coefficient fluid formulations, that can be used in vehicle drivetrains. The fluid formulations include base oils and additives. The fluid formulations can provide efficiency advantages to the drivetrains of electric vehicles.

Description

[Technical field]

[0001] [CROSS REFERENCE TO RELATED APPLICATIONS] This application is a nonprovisional application claiming priority to U.S. Provisional Patent Application No. 63 / 296,959, entitled “MOTOR AND GEARBOX FLUID FORMULATIONS AND USES THEREOF,” filed on January 06, 2022, and is hereby incorporated by reference in its entirety for all purposes.

[0002] The present invention relates to fluid formulations. More specifically, the present invention relates to low traction and high pressure viscosity fluid formulations for automotive (e.g., electric vehicle) drive unit and automotive driveline applications. [Background technology]

[0003] Fluid technology for electric vehicle motors and gearboxes is based on fluid formulations for automatic transmissions for conventional combustion vehicle platforms. In such platforms, fluid formulations are optimized to meet the friction requirements of wet clutch materials and sliding wear protection. However, in certain situations, it is not feasible to balance the gearbox requirements of gear and bearing protection, the corresponding efficiency, continuous power motor and efficiency requirements without sacrificing system efficiency and / or durability. Due to molecular structure, conventional fluid formulations may not provide sufficient motor cooling, oxidation stability and evaporation resistance.

[0004] Thus, currently there are no commercially available fluid formulations that simultaneously provide high drive unit efficiency, long fluid life, and moderate cost. Furthermore, current low traction gear oil products are not suitable for electric vehicle drive unit lubrication and cooling applications, and suffer from problems including, but not limited to, low pressure viscosity coefficients, hygroscopicity, hydrolytic stability, and compatibility. Summary of the Invention

[0005] For purposes of summarizing the present disclosure and the advantages achieved over the prior art, certain objects and advantages of the present disclosure are described herein. Not all such objects or advantages may be achieved in any particular embodiment. Thus, for example, one skilled in the art will recognize that the present invention may be embodied or carried out in a manner that achieves or optimizes one or a group of advantages as taught herein, without necessarily achieving other objects or advantages as may be taught or suggested herein.

[0006] All of these embodiments are intended to be within the scope of the invention disclosed herein. These and other embodiments will become readily apparent to those skilled in the art from the following detailed description of the preferred embodiments, with reference to the accompanying drawings, and the invention is not limited to any particular preferred embodiment(s) disclosed.

[0007] In one aspect, a fluid formulation is disclosed, the fluid formulation comprising an additive and a base oil, the base oil being selected from the group consisting of American Petroleum Institute (API) Group II oils, API Group II+ oils, API Group III oils, API Group III+ oils, API Group IV oils, API Group V oils, and combinations thereof.

[0008] In some embodiments, the base oil is selected from the group consisting of paraffins, naphthenes, poly-α-olefins (PAOs), monoesters, diesters, alkylated naphthalenes, polyol esters, polyalkylene glycols, and combinations thereof. In some embodiments, the paraffins are selected from the group consisting of isoparaffins, normal paraffins, cycloparaffins, and combinations thereof. In some embodiments, the formulation comprises about 70-95 wt.% of the base oil. In some embodiments, the base oil comprises a viscosity at 100° C. of 1.7-2000 cSt.

[0009] In some embodiments, the additive is selected from the group consisting of anti-friction additives, anti-wear additives, extreme pressure additives, antioxidants, corrosion inhibitors, yellow metal deactivators, dispersants, detergents, antifoam agents, seal swell agents, dissolution promoters, dyes, and combinations thereof. In some embodiments, the additive comprises at least one element selected from the group consisting of sulfur, phosphorus, calcium, boron, silicon, nitrogen, and combinations thereof. In some embodiments, the additive comprises an additive formulation selected from the group consisting of HiTEC 3491K, HiTEC 5769, HiTEC 35750, HiTEC 2571, HiTEC 4780, and combinations thereof. In some embodiments, the formulation comprises about 5-15 wt. % of the additive.

[0010] In some embodiments, the fluid formulation further comprises a viscosity index improver. In some embodiments, the fluid formulation comprises about 1-20 wt. % of the viscosity index improver. In some embodiments, the viscosity index improver comprises a viscosity of about 40-20,000 cSt at 100° C. In some embodiments, the viscosity of the formulation is about 2-30 cSt at 100° C. In some embodiments, the viscosity of the formulation is about 300-20,000 cSt at −20° C. In some embodiments, the fluid formulation is a low traction fluid formulation.

[0011] In some embodiments, the low traction fluid formulation has a traction coefficient of about 0.005 to 0.06. In some embodiments, the low traction fluid formulation has a pressure-viscosity coefficient of about 10 to 20 GPa at 40° C. -1 In some embodiments, the fluid formulation is a high pressure viscosity coefficient fluid formulation. In some embodiments, the high pressure viscosity coefficient fluid has a traction coefficient of about 0.005 to 0.15. In some embodiments, the high pressure viscosity coefficient fluid has a pressure-viscosity coefficient of about 12 to 30 GPa at 40° C. -1 It is.

[0012] In another aspect, a vehicle drive unit is disclosed. The vehicle drive unit includes a motor, a motor fluid system in fluid communication with the motor, a gearbox, and a gearbox fluid system in fluid communication with the gearbox, the gearbox fluid system including a fluid formulation. In some embodiments, the gearbox fluid system is configured to pump fluid at a rate of about 0.2-20 LPM. In some embodiments, the motor fluid system is in fluid communication with the gearbox fluid system. In some embodiments, the motor fluid system includes a fluid formulation. In some embodiments, the motor fluid system includes a motor fluid formulation. In some embodiments, the motor fluid formulation is a low traction fluid formulation or a high pressure viscosity coefficient motor fluid formulation. In some embodiments, the motor is an electric motor.

[0013] In another aspect, a vehicle is disclosed. The vehicle comprises a vehicle drive unit. In some embodiments, the vehicle further comprises a secondary drive unit comprising a secondary fluid formulation. In some embodiments, the secondary fluid formulation comprises a secondary low traction fluid formulation or a secondary high pressure viscosity coefficient fluid formulation. In some embodiments, a gearbox fluid system of the drive unit comprises a low traction fluid formulation and the secondary drive unit comprises a secondary high pressure viscosity coefficient fluid formulation.

[0014] In another aspect, a method of using a vehicle drive unit is described, the method including providing a vehicle drive unit including a motor, a motor fluid system in fluid communication with the motor, a gearbox, and a gearbox fluid system in fluid communication with the gearbox, the gearbox fluid path system including a fluid formulation, and flowing the fluid formulation through the gearbox and the gearbox fluid system. [Brief description of the drawings]

[0015] [Figure 1A] A schematic diagram of the dual fluid path system design is shown.

[0016] [Figure 1B]A schematic diagram of a single fluid path system design is shown.

[0017] [Diagram 2] 4 illustrates improved drive unit efficiency for some low traction fluid formulations of some embodiments compared to comparative formulations.

[0018] [Diagram 3] 1 illustrates improved drive unit efficiency for low traction fluid formulations of some embodiments compared to comparative formulations.

[0019] [Figure 4A] 1 is a graph illustrating traction of a fluid in some embodiments compared to a comparison fluid used in a drive unit under a first speed and load condition.

[0020] [Figure 4B] 11 is a graph showing traction of fluids in some embodiments compared to a comparison fluid used in a drive unit under second speed and load conditions.

[0021] [Figure 4C] 1 is a graph illustrating traction of fluids of some embodiments compared to a comparison fluid used in a drive unit under a first slide-to-roll ratio and load condition.

[0022] [Figure 4D] 1 is a graph illustrating traction of fluids of some embodiments compared to a comparison fluid used in a drive unit under a second slide-to-roll ratio and load condition.

[0023] [Figure 5A] 1 is a graph illustrating traction of a fluid in some embodiments compared to a comparison fluid used in a drive unit under a first speed and load condition.

[0024] [Figure 5B]11 is a graph showing traction of fluids in some embodiments compared to a comparison fluid used in a drive unit under second speed and load conditions.

[0025] [Figure 6] 1 is a graph illustrating pump power consumption and low temperature copper savings for a dual fluid path system utilizing low viscosity and low traction fluids at various flow rates according to some embodiments.

[0026] [Figure 7] 1 is a graph showing a motor dyno study of stator temperature for a dual fluid path system utilizing a low traction gearbox fluid in some embodiments at various conditions.

[0027] [Figure 8] 1 is a graph illustrating the viscosity of fluids in some embodiments compared to comparative fluids at various temperatures.

[0028] [Figure 9] 1 is a graph illustrating the viscosity and pressure viscosity coefficient (PVC) of a fluid in some embodiments.

[0029] [Figure 10A] 1 illustrates the drive unit efficiency of a low traction fluid of some embodiments versus the drive unit efficiency of a comparison fluid.

[0030] [Figure 10B] 1 illustrates the drive unit efficiency of a low traction fluid of some embodiments versus the drive unit efficiency of a comparison fluid.

[0031] [Figure 10C] 1 illustrates the drive unit efficiency of a low traction fluid of some embodiments versus the drive unit efficiency of a comparison fluid.

[0032] [Figure 10D]1 illustrates the drive unit efficiency of a low traction fluid of some embodiments versus the drive unit efficiency of a comparison fluid.

[0033] [Figure 10E] 1 shows a comparison of drive unit lambda ratios of low traction fluids of some embodiments versus comparative fluids.

[0034] [Figure 10F] 1 shows a comparison of drive unit lambda ratios of low traction fluids of some embodiments versus comparative fluids.

[0035] [Figure 10G] 1 shows a comparison of drive unit lambda ratios of low traction fluids of some embodiments versus comparative fluids.

[0036] [Figure 10H] 1 shows a comparison of drive unit lambda ratios of low traction fluids of some embodiments versus comparative fluids.

[0037] [Figure 11A] 1 is an image illustrating high temperature damage to fluid in some embodiments.

[0038] [Figure 11B] 1 is an image illustrating high temperature damage to fluid in some embodiments.

[0039] [Figure 11C] 1 is an image illustrating high temperature damage to fluid in some embodiments.

[0040] [Figure 11D] 1 is an image illustrating high temperature damage to fluid in some embodiments.

[0041] [Figure 12A] FT-IR spectrum of the comparative fluid before and after hydrolytic stability testing.

[0042] [Figure 12B] 13 is an image of a copper corrosion test of a comparative fluid prior to hydrolytic stability testing.

[0043] [Figure 12C] FT-IR spectrum of the comparative fluid after hydrolytic stability testing.

[0044] [Figure 12D] 13 is an image of a copper corrosion test of a comparative fluid after hydrolytic stability testing.

[0045] [Figure 13A] 1 is an image of a gear train utilizing a comparative fluid after fatigue wear testing.

[0046] [Figure 13B] 1 is an image of a gear train utilizing a comparative fluid after fatigue wear testing.

[0047] [Figure 13C] 13 is an image of a gear train utilizing fluid in some embodiments after fatigue wear testing.

[0048] [Figure 14A] 1 is a graph showing a gearbox fluid system utilizing fluid at various motor speeds, motor torques, and pump speeds in some embodiments, where X is motor torque, Y is motor speed, and Z (bar) is pump flow in LPM.

[0049] [Figure 14B] 1 is a graph with a 3D coordinate system showing a gearbox fluid system utilizing fluid in some embodiments at various motor speeds, motor torques, and pump speeds, where X is motor torque, Y is motor speed, and Z (bar) is pump flow in LPM. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0050] The present disclosure can be understood by reference to the following detailed description: It should be noted that for clarity of illustration, certain elements in the various figures may not be drawn to scale and may be represented diagrammatically or conceptually, or may not otherwise precisely correspond to particular physical configurations of the embodiments.

[0051] The embodiments relate to fluid formulations for vehicles (e.g., electric vehicles), and in some embodiments, vehicle drivetrains. In some embodiments, the fluid formulations are low traction fluids or high viscosity coefficient fluids. The fluid formulations of the present disclosure can provide higher drive unit (e.g., electric motor and / or gearbox) efficiency throughout the drive cycle. In some embodiments, this can be due to low traction fluid formulations providing lower friction and traction through boundary, mixed, and / or elastohydrodynamic lubrication regimes. Lower fluid friction and traction can be achieved in some embodiments of flexible fluid designs, such as, for example, low traction molecular designs combined with higher viscosity secondary molecules with polarity specifically designed for boundary and mixed lubrication regime friction reduction (i.e., flattened Stribeck curves). Low traction fluids can be designed with improved viscosity, low traction, and boundary and mixed lubrication regime friction reduction. Such low traction fluids enable improved gear train protection, motor cooling, and drive unit efficiency.

[0052] In some embodiments, the fluid formulation is utilized by the gearbox (e.g., for lubrication and / or cooling) and a second fluid is utilized by the motor (e.g., for cooling and / or lubrication). In some embodiments, the second fluid utilized by the motor is a low traction fluid, a high viscosity coefficient fluid, an oil, and / or an ultra-low viscosity oil. Such dual fluid lubrication and cooling system designs can provide flexibility in fluid design and fluid properties to achieve improved gearbox efficiency and reliability while increasing maximum continuous power and efficiency of the motor through lower conductor temperatures.

[0053] Additionally, embodiments are disclosed herein that relate to fluids having a high pressure viscosity (HPV) coefficient for vehicles (e.g., electric vehicles (EVs)). Such high pressure viscosity coefficient fluids can help increase the efficiency of the drive units without sacrificing durability. In some embodiments, a low traction fluid is utilized by a first drive unit (e.g., a primary drive unit) and a high pressure viscosity coefficient fluid is utilized by a secondary drive unit. In some embodiments, the secondary drive unit requires lower fluid viscosity and cost while achieving higher efficiency, which can be achieved by a fluid having a higher pressure viscosity coefficient.

[0054] The fluid formulation includes a base oil and additives. In some embodiments, the base oil and / or additives may be different (e.g., in terms of composition and / or amount) for low traction fluids compared to high pressure viscosity coefficient fluids. In some embodiments, the fluid formulation further includes a viscosity index improver. The fluid formulation may further include elemental impurities.

[0055] In some embodiments, the viscosity of the fluid formulation is, at, below, or about 1 cSt, 2 cSt, 3 cSt, 4 cSt, 5 cSt, 6 cSt, 8 cSt, 10 cSt, 12 cSt, 15 cSt, 20 cSt, 25 cSt, 30 cSt, 35 cSt, 40 cSt, or 50 cSt, or any range of values ​​therebetween, at 100° C. In some embodiments, the viscosity of the low traction fluid is, at, below, or about 500 cSt, 550 cSt, 600 cSt, 650 cSt, 700 cSt, 750 cSt, 800 cSt, 900 cSt, 1000 cSt, 1200 cSt, 1500 cSt, 2000 cSt, 2200 cSt, or 2500 cSt, or any range of values ​​therebetween, at −20° C.

[0056] In some embodiments, the traction coefficient of the low traction fluid is, is less than, or is about less than 0.001, 0.002, 0.003, 0.004, 0.005, 0.006, 0.008, 0.01, 0.015, 0.02, 0.03, 0.04, 0.05, 0.06, 0.07, 0.08, 0.1, 0.15, 0.2, or 0.3, or any range of values ​​therebetween. In some embodiments, the pressure-viscosity coefficient of the low traction fluid is less than or equal to 4 GPa at 40° C. -1 , 5GPa -1 , 6GPa -1 , 7GPa -1 , 8GPa -1 , 9GPa -1 , 10GPa -1 , 11GPa -1 , 12GPa -1 , 13GPa -1 , 14GPa -1 , 15GPa -1 , 16GPa -1 , 17GPa -1 , 18GPa -1 , 19GPa -1 , 20GPa -1 , 21GPa -1 , 22GPa -1 , 23GPa -1 , 24GPa -1 , 25GPa -1 , or 28 GPa -1 , or any range of values ​​therebetween.

[0057] In some embodiments, the traction coefficient of the high pressure viscosity coefficient fluid is, is, is less than, or is about less than 0.001, 0.002, 0.003, 0.004, 0.005, 0.006, 0.008, 0.01, 0.015, 0.02, 0.03, 0.04, 0.05, 0.06, 0.07, 0.08, 0.1, 0.15, 0.2, 0.25, 0.3. 0.35, or 0.4, or any range of values ​​therebetween. In some embodiments, the traction coefficient of the high pressure viscosity coefficient fluid is higher than the traction coefficient of the low traction fluids disclosed herein. In some embodiments, the pressure-viscosity coefficient of the high pressure viscosity coefficient fluid is greater than 8 GPa at 40° C. -1 , 9GPa -1 , 10GPa -1 , 11GPa -1 , 12GPa -1 , 13GPa -1 , 14GPa -1 , 15GPa -1 , 16GPa -1 , 17GPa -1 , 18GPa -1 , 19GPa -1 , 20GPa -1 , 21GPa -1 , 22GPa -1 , 23GPa -1 , 24GPa -1 , 25GPa -1 , 26,GPa -1 , 27GPa -1 , 28GPa -1 , 29GPa -1 , 30GPa -1 , 31GPa -1 , 32GPa -1 , 333GPa -1 , 34GPa -1 , 35GPa -1 , 37GPa -1 , 39GPa -1 , 40GPa -1 , 42GPa -1 , 44GPa -1 , 46GPa -1 , 48GPa -1 , or 50 GPa -1, or any range of values ​​therebetween.

[0058] In some embodiments, the pressure-viscosity coefficient of the high pressure viscosity coefficient fluid is higher than the pressure-viscosity coefficient of the low traction fluid. In some embodiments, the viscosity of the high pressure viscosity coefficient fluid is lower than the viscosity of the low traction fluid under the same pressure. In some embodiments, the high pressure viscosity coefficient fluid has a viscosity that is, is, is at least, is, or is at least about, 10%, 12%, 15%, 17%, 20%, 22%, 25%, 27%, 30%, 33%, 35%, or 40% lower than the viscosity of the low traction fluid formulation, or any range of values ​​therebetween.

[0059] In some embodiments, the copper corrosion rating factor of the low traction fluid is, or is less than, 1A, 1B, 2A, 2B, 2C, 2D, 2E, 3A, 3B, or 4A, or any range of values ​​therebetween. In some embodiments, the ΔTAN of the low traction fluid is, about, about, or less than 0.1 mgKOH / g, 0.2 mgKOH / g, 0.3 mgKOH / g, 0.5 mgKOH / g, 0.8 mgKOH / g, 1 mgKOH / g, 1.5 mgKOH / g, 2 mgKOH / g, 2.5 mgKOH / g, 3 mgKOH / g, or 5 mgKOH / g, or any range of values ​​therebetween.

[0060] Base oil The fluid formulation (i.e., low traction fluid and / or high pressure viscosity coefficient fluid) may include at least one base oil. In some embodiments, the base oil is selected from the group consisting of American Petroleum Institute (API) Group II ("GII") oils, API Group II+ ("GII+") oils, API Group III ("GIII") oils, API Group III+ ("GIII+") oils, API Group IV ("GIV") oils, API Group V ("GV") oils, and combinations thereof. In some embodiments, the GIII+ oil comprises a paraffin. In some embodiments, the GIV oil comprises a polyalphaolefin (PAO). In some embodiments, the GV oil comprises at least one of a monoester, a diester, an alkylated naphthalene, a polyol ester, and a polyalkylene glycol. In some embodiments, the base oil is selected from the group consisting of a paraffin, a naphthene, a poly-α-olefin (PAO), a monoester, a diester, an alkylated naphthalene, a polyol ester, a polyalkylene glycol, and combinations thereof. In some embodiments, the paraffins are selected from the group consisting of branched chain paraffins (e.g., isoparaffins), normal chain paraffins, cycloparaffins, and combinations thereof. Exemplary chemical structures of base oil compounds are shown in Table A herein. [Table A] TIFF2025501150000003.tif191170

[0061] In some embodiments, the fluid formulation comprises, is, is at least, or is at least about 50%, 55%, 60%, 65%, 70%, 75%, 80%, 85%, 90%, 92%, 93%, 94%, 95%, 96%, 97% or 98% by weight of a base oil, or any range of values ​​therebetween. In some embodiments, the base oil has a viscosity at 100° C. that is, about, less than, or equal to about 1.5 cSt, 1.7 cSt, 2 cSt, 5 cSt, 10 cSt, 15 cSt, 20 cSt, 30 cSt, 40 cSt, 50 cSt, 100 cSt, 150 cSt, 200 cSt, 300 cSt, 400 cSt, 500 cSt, 600 cSt, 800 cSt, 1000 cSt, 1200 cSt, 1500 cSt, 1800 cSt, 2000 cSt, or 2200 cSt, or any range of values ​​therebetween.

[0062] In some embodiments, the low traction fluid comprises a base oil comprising a GV ester oil (e.g., monoester, diester, or polyol ester), the formulation comprising 60-85 wt.% of the base oil, the base oil having a viscosity of 2.8-6 cSt at 100° C. In some embodiments, the low traction fluid comprises a GIV oil (e.g., low viscosity C8-C 16 In some embodiments, the low traction fluid comprises a base oil comprising a PAO monomer, where the oligomer may be a dimer, trimer, and / or tetramer, and the formulation comprises 30-85 wt.% of the base oil, and the base oil composition has a viscosity of 1.7-6 cSt at 100° C. In some embodiments, the low traction fluid comprises a base oil comprising a GII+ oil, a GIII oil, and / or a GIII+ oil, and the formulation comprises 60-85 wt.% of the total base oil, and the base oil composition has a viscosity of 3-6 cSt at 100° C.

[0063] In some embodiments, the low traction fluid comprises a base oil comprising a GIV oil (e.g., PAO), the formulation comprises 1-50 wt.% of the base oil, the base oil having a viscosity of 6-10 cSt at 100° C. In some embodiments, the low traction fluid comprises a base oil comprising a GII+ oil, a GIII oil, and / or a GIII+ oil, the formulation comprises 1-40 wt.% of the base oil, the base oil having a viscosity of 5.5-8 cSt at 100° C.

[0064] In some embodiments, the low traction fluid comprises a base oil comprising a GIV oil (e.g., high viscosity PAO and / or mPAO), the formulation comprises 1-40 wt. % of the base oil, the base oil having a viscosity of 65-300 cSt at 100°C. In some embodiments, the low traction fluid comprises a base oil comprising a GV oil (e.g., high viscosity ester), the formulation comprises 0-20 wt. % of the base oil, the base oil having a viscosity of 125-2000 cSt at 100°C. In some embodiments, the low traction fluid comprises a base oil comprising a GV oil (e.g., low viscosity ester), the formulation comprises 1-5 wt. % of the base oil, the base oil having a viscosity of 1-6 cSt at 100°C. In some embodiments, the low traction fluid comprises a base oil comprising a GV oil (e.g., alkylated naphthalene), the formulation comprises 1-20 wt. % of the base oil, the base oil having a viscosity of 5-12 cSt at 100°C.

[0065] In some embodiments, the high pressure viscosity coefficient fluid comprises a base oil, including a GIII base oil, a GII+ base oil, and a GII base oil. In some embodiments, the high pressure viscosity coefficient fluid has a pressure viscosity coefficient of 15.6 to 19.2 GPa at typical operating conditions. -1 It is.

[0066] Additives The fluid formulation (i.e., low traction fluid and / or high pressure viscosity coefficient fluid) may include at least one additive. In some embodiments, the additive is selected from the group consisting of anti-friction additives, anti-wear additives, extreme pressure additives, antioxidants, corrosion inhibitors, yellow metal deactivators, dispersants, detergents, antifoam agents, seal swell agents, solvency boosters, dyes, and combinations thereof. In some embodiments, the formulation includes, at least at, or at least about 0.001%, 0.005%, 0.01%, .%, 0.05%, 0.1%, 0.2%, 0.5%, 1%, 2%, 3%, 4%, 5%, 6%, 7%, 8%, 9%, 10%, 11%, 12%, 13%, 14%, 15%, or any range therebetween. In some embodiments, the amounts of additive and base oil total about 100% by weight.

[0067] The additive comprises at least one element selected from the group consisting of sulfur, phosphorus, calcium, boron, silicon, nitrogen, and combinations thereof. In some embodiments, the additive comprises sulfur at, about, less than, or equal to 500 ppm, 700 ppm, 800 ppm, 900 ppm, 1000 ppm, 1200 ppm, 1400 ppm, 1600 ppm, 1800 ppm, 2000 ppm, 2200 ppm, 2400 ppm, 2500 ppm, 3000 ppm, 3500 ppm, or 4000 ppm, or any value therebetween. In some embodiments, the additive comprises phosphorus at, about, less than, or equal to 50 ppm, 60 ppm, 80 ppm, 100 ppm, 120 ppm, 150 ppm, 200 ppm, 250 ppm, 260 ppm, 280 ppm, 300 ppm, 320 ppm, 350 ppm, 400 ppm, 450 ppm, 500 ppm, or 600 ppm, or any value therebetween. In some embodiments, the additive comprises calcium at, about, up to, or about 20 ppm, 30 ppm, 40 ppm, 50 ppm, 60 ppm, 80 ppm, 100 ppm, 120 ppm, 140 ppm, 150 ppm, 160 ppm, 180 ppm, 200 ppm, 250 ppm, 300 ppm, or 400 ppm, or any range of values ​​therebetween. In some embodiments, the additive comprises boron at, about, up to, or about 10 ppm, 20 ppm, 30 ppm, 40 ppm, 50 ppm, 60 ppm, 70 ppm, 80 ppm, 90 ppm, 100 ppm, 110 ppm, 120 ppm, 140 ppm, 150 ppm, or 200 ppm, or any range of values ​​therebetween. In some embodiments, the additive comprises about, about, or less than 0 ppm, 5 ppm, 10 ppm, 15 ppm, 20 ppm, 25 ppm, 30 ppm, 35 ppm, 40 ppm, or 50 ppm, or any range of values ​​therebetween, of silicon.In some embodiments, the additive comprises, about, less than, or about less than 500 ppm, 600 ppm, 700 ppm, 800 ppm, 900 ppm, 1000 ppm, 1100 ppm, 1200 ppm, 1300 ppm, 1400 ppm, 1500 ppm, 1700 ppm, 2000 ppm, or 3000 ppm nitrogen, or any range of values ​​therebetween.

[0068] In some embodiments, the additive comprises an additive blend selected from HiTEC 3491K, HiTEC 5769, HiTEC 35750, HiTEC 2571, HiTEC 4780, and combinations thereof.

[0069] Viscosity index improver The fluid formulation (i.e., low traction fluid and / or high pressure viscosity coefficient fluid) may include a viscosity index improver. In some embodiments, the formulation includes, about, less than, or about 0.1%, 0.2%, 0.5%, 0.8%, 1%, 2%, 3%, 4%, 5%, 6%, 7%, 8%, 10%, 12%, 14%, 16%, 18%, 20%, 22%, 25%, or 30% by weight of a viscosity index improver, or any range of values ​​therebetween.

[0070] In some embodiments, the viscosity of the viscosity index improver at 100° C. is about 10 cSt, 20 cSt, 30 cSt, 40 cSt, 50 cSt, 100 cSt, 200 cSt, 300 cSt, 500 cSt, 700 cSt, 1000 cSt, 1500 cSt, 2000 cSt, 2500 cSt, 3000 cSt, 4000 cSt, 5000 cSt, 6000 cSt, 8000 cSt, 10000 cSt t, 12000 cSt, 14000 cSt, 15000 cSt, 17000 cSt, 19000 cSt, 20000 cSt, 21000 cSt, 22000 cSt, 23000 cSt, 24000 cSt, 25000 cSt, 28000 cSt, or 30000 cSt, or any range of values ​​therebetween. Drive unit, vehicle and use

[0071] 1A shows a schematic diagram of a dual fluid path system 100 according to some embodiments, including a gearbox fluid path 102 and a motor fluid path 122. The gearbox fluid path 102 includes a gear sump 104 containing gear fluid in fluid communication with a gearbox pump 106, which sends (e.g., pumps) the gear fluid through a gearbox filter 108 to a heat exchanger 136. The gear fluid from the heat exchanger 136 is then sent to a gear system 110, which returns the gear fluid to the gear sump 104. The gear system 110 is mechanically connected to an axle 112 of the vehicle. The motor fluid path 122 includes a motor sump 124 containing motor fluid in fluid communication with a motor pump 126, which sends the motor fluid through a motor filter 128 to the heat exchanger 136. The motor fluid from the heat exchanger 136 is then routed to a motor system 130, including a stator 131 and a rotor 132, which returns the motor fluid to the motor sump 124. The motor system 130 is mechanically connected to the gear system 110 via a connection 134. The heat exchanger 136 includes a coolant fluid path 138 configured to flow through the heat exchanger 136 and exchange heat with the gear fluid and the motor fluid.

[0072] In some embodiments, at least one of the gear fluid and the motor fluid comprises a fluid formulation (i.e., a low traction fluid and / or a high pressure viscosity fluid). In some embodiments, the gear fluid comprises a first fluid formulation (i.e., a low traction fluid or a high pressure viscosity fluid) and the motor fluid comprises a second fluid formulation (i.e., a low traction fluid or a high pressure viscosity fluid). In some embodiments, the gear fluid and the motor fluid are different fluid formulations. In some embodiments, the gear fluid and the motor fluid are different low traction fluid formulations. In some embodiments, the gear fluid and the motor fluid are different high pressure viscosity fluid formulations. In some embodiments, one of the gear fluid and the motor fluid is a low traction fluid formulation and the other is a high pressure viscosity fluid formulation. Although a dual oil system is not necessary to enable a low traction fluid or high pressure viscosity fluid design, in some embodiments, a dual oil system can provide additional benefits to fluid systems utilizing low traction fluids and / or high pressure viscosity fluids.

[0073] 1B shows a schematic diagram of a single fluid path system or single fluid system 150 according to some embodiments with a single fluid path 164. The single fluid path 164 includes an oil sump 152 containing fluid in fluid communication with an oil pump 154, which sends the fluid through an oil filter 156 to a heat exchanger 162. The fluid from the heat exchanger 162 is then sent to a gearbox 158, which returns the fluid to the oil sump 152. In the single fluid path 164, the fluid from the heat exchanger 162 is also sent to a motor 160, which returns the fluid to the oil sump 152. The gearbox 158 is mechanically connected to an axle of the vehicle. The motor 160 is mechanically connected to the gearbox 158 via a connection. The heat exchanger 162 can include a cooling fluid path configured to flow through the heat exchanger 162 and exchange heat with the fluid.

[0074] In some embodiments, the gear fluid and / or the motor fluid are fluid formulations. In some embodiments, the motor fluid is a low viscosity oil for cooling and / or lubrication and is different from the fluid formulation. In some embodiments, the gear fluid and the motor fluid are the same fluid. In some embodiments, the gear fluid and the motor fluid are low traction fluids. In some embodiments, the gear fluid and the motor fluid are the same low traction fluid formulation or different low traction fluid formulations. In some embodiments, the gear fluid and the motor fluid are high pressure viscosity coefficient fluids. In some embodiments, the gear fluid and the motor fluid are the same high pressure viscosity coefficient fluid formulation or different high pressure viscosity coefficient fluid formulations. In some embodiments, the gear fluid and the motor fluid are different fluids. In some embodiments, the gear fluid is a low traction fluid and the motor fluid is a different low traction fluid, high pressure viscosity fluid, or low viscosity oil. In some embodiments, the gear fluid is a high pressure viscosity coefficient fluid and the motor fluid is a different fluid. In some embodiments, the gear fluid is a high pressure viscosity coefficient fluid and the motor fluid is a different high pressure viscosity fluid, a low traction fluid, or a low viscosity oil. In some embodiments, the fluid in the single fluid path system is a low traction fluid or a high pressure viscosity coefficient fluid.

[0075] In some embodiments, the gearbox fluid system and / or the single fluid system is configured to pump fluid at a speed that is, is, is at least, or is at least approximately, about 0.01 LPM, 0.03 LPM, 0.05 LPM, 0.1 LPM, 0.15 LPM, 0.2 LPM, 0.3 LPM, 0.5 LPM, 1 LPM, 2 LPM, 3 LPM, 4 LPM, 5 LPM, 6 LPM, 7 LPM, 8 LPM, 9 LPM, 10 LPM, 12 LPM, 15 LPM, 18 LPM, 20 LPM, 22 LPM, 25 LPM, 27 LPM, 29 LPM, or 30 LPM, or any value therebetween.

[0076] In some embodiments, the vehicle comprises a secondary drive unit in addition to the first drive unit (e.g., primary drive unit). In some embodiments, the secondary drive unit comprises a secondary motor (i.e., boost motor). In some embodiments, the secondary drive unit comprises a secondary gearbox. In some embodiments, the secondary drive unit comprises a secondary fluid. In some embodiments, the secondary fluid is a secondary fluid formulation. In some embodiments, the secondary fluid formulation is a low traction fluid formulation or a high pressure viscosity fluid formulation. In some embodiments, the secondary fluid formulation is the same fluid formulation as the motor fluid of the first drive unit. In some embodiments, the secondary fluid formulation is the same fluid formulation as the gear fluid of the first drive unit. In some embodiments, the secondary fluid formulation is a different fluid formulation than the motor fluid of the first drive unit. In some embodiments, the motor fluid of the first drive unit is a low traction fluid and the secondary fluid formulation is a different low traction fluid or high pressure viscosity fluid. In some embodiments, the motor fluid of the first drive unit is a high pressure viscous fluid and the secondary fluid formulation is a different high pressure viscous fluid or low traction fluid. In some embodiments, the secondary fluid formulation is a different fluid formulation than the gearbox fluid of the first drive unit. In some embodiments, the gearbox fluid of the first drive unit is a low traction fluid and the secondary fluid formulation is a different low traction fluid or a high pressure viscosity fluid. In some embodiments, the gearbox fluid of the first drive unit is a high pressure viscosity fluid and the secondary fluid formulation is a different high pressure viscosity fluid or a low traction fluid.

[0077] In some embodiments, the secondary fluid is different from the low traction fluid. In some embodiments, the secondary fluid is a high pressure viscosity coefficient fluid having a lower viscosity and a higher pressure viscosity coefficient compared to the low traction fluid. In some embodiments, the utilization of the secondary fluid further increases vehicle efficiency. In some embodiments, the secondary drive unit utilizes the same low traction fluid as the primary drive unit. In some embodiments, the secondary drive unit does not utilize a low traction fluid. In some embodiments, the secondary drive unit comprises a secondary gearbox fluid path. In some embodiments, the secondary drive unit utilizes the same gearbox fluid path as the primary drive unit. In some embodiments, the secondary drive unit comprises a secondary motor fluid path. In some embodiments, the secondary drive unit utilizes the same motor fluid path as the primary drive unit. In some embodiments, the first drive unit includes a high pressure viscosity coefficient fluid. In some embodiments, the secondary gearbox fluid system includes a fluid formulation. In some embodiments, the secondary motor system and the secondary gearbox fluid system include the same fluid and / or fluid formulation. In some embodiments, the secondary motor system and the secondary gearbox fluid system include a high pressure viscosity coefficient fluid. In some embodiments, the secondary motor system and the secondary gearbox fluid system include a low traction fluid. In some embodiments, the secondary motor system and the secondary gearbox fluid system include different fluids. In some embodiments, the secondary motor system and the secondary gearbox fluid system include different low traction fluid formulations. In some embodiments, the secondary motor system and the secondary gearbox fluid system include different high pressure viscosity coefficient fluid formulations. In some embodiments, one of the secondary motor system and the secondary gearbox fluid system includes a low traction fluid formulation and the other includes a high pressure viscosity coefficient fluid formulation. In some embodiments, the primary drive unit includes a low traction fluid and the secondary unit includes a high pressure viscosity coefficient fluid. In some embodiments, the gearbox fluid system of the primary drive unit includes a low traction fluid and the gearbox fluid system of the secondary drive unit includes a high pressure viscosity coefficient fluid.

[0078] In some embodiments, the vehicle comprises a fluid path system (e.g., a single or dual fluid path system). In some embodiments, the vehicle comprises an electric motor. In some embodiments, the vehicle is an electric vehicle. In some embodiments, the vehicle comprises a first drive unit and a secondary drive unit.

[0079] ·example Exemplary embodiments of the present disclosure, including processes, materials, and / or resulting products, are described in the following examples.

[0080] Table B below shows examples of low traction fluid formulations that are discussed in the examples that follow. The amounts of additive and base oil total about 100% by weight.

[0081] Table C below shows examples of high pressure viscosity (HPV) coefficient fluid formulations that are discussed in the following examples. In some embodiments, the amounts of additive and base oil total about 100% by weight. [Table B] [Table C]

[0082] Example 1 Figures 2 and 3 show the improvement in drive unit efficiency utilizing the low traction fluid formulations described herein. Figure 2 shows the improvement in drive unit efficiency for low traction fluid formulation 1 versus comparative formulation 1, where low traction fluid formulation 1 exhibits an efficiency increase of 0.3% to 0.8% in most areas and an efficiency increase of 0.3% to 0.6% in most areas of operation versus comparative formulation 1. Figure 3 shows the improvement in drive unit efficiency for low traction fluid formulation 2 versus comparative formulation 1, where low traction fluid formulation 2 exhibits an efficiency increase of 0.2% to 0.8% in most areas and an efficiency increase of 0.2% to 0.6% in most areas of operation.

[0083] Example 2 4A-4D show the traction coefficients at various speeds, loads, and slide-roll ratios for low-traction fluid formulation 4 (i.e., labeled "Low-traction Fluid (Switch to Lower Base Oil Viscosity Only)"), low-traction fluid formulation 3 (i.e., labeled "Low-traction Fluid (Different Molecular Structure and Formulation Design)"), comparative formulation 1 (i.e., labeled "Prior Art EV Fluid #1"), and comparative formulation 2 (i.e., labeled "Prior Art EV Fluid #2") under different speed, load, and slide-roll ratio measurement conditions. Compared to the comparative examples, low-traction fluid formulations 3 and 4 showed approximately 30-50% traction reduction depending on the various conditions, which translates directly into improved drive unit efficiency. The traction coefficients ranged from less than 0.005 in the low slide-roll ratio region to less than 0.06 in the high slide-roll ratio and low lambda ratio regions. Low traction fluid Formulations 3 and 4 exhibited lower traction with lower traction coefficients than comparative Formulations 1 and 2 under all test conditions and at all drive unit specification points.

[0084] 5A and 5B show the traction coefficients at various speeds and loads for low traction fluid formulation 1 (i.e., labeled "Low Traction Fluid") and comparative formulation 3 (i.e., labeled "Prior Art EV Fluid") under different speed and load measurement conditions. Low traction fluid formulation 3, which includes a second base oil and additive system, showed approximately a 30-50% reduction under boundary and mixed lubrication over comparative formulation 3.

[0085] Example 3 FIG. 6 shows the pump power consumption and low temperature copper savings of a dual fluid path system when a low traction fluid formulation is used in combination with a low viscosity heat transfer fluid (HTF) (i.e., labeled "low viscosity motor oil") compared to a high viscosity gear oil (i.e., labeled "high viscosity gear oil") at various flow rates. The low viscosity HTF in combination with the low traction gearbox fluid was shown to provide lower conductor temperatures (i.e., higher continuous power) and lower pump power consumption through the dual oil design. For example, the low viscosity HTF under highway cruising conditions (8000 rpm and 150 Nm) at pump speeds above 10.3 LPM demonstrated pump power consumption exceeding the low temperature copper savings. In addition, the low viscosity HTF in combination with the low traction gearbox fluid demonstrated pump power consumption less than half that of the high viscosity gear oil, and the high viscosity gear oil having a viscosity of 83 cSt demonstrated pump power consumption exceeding the low temperature copper savings between 6 and 9 LPM.

[0086] Figure 7 shows a motor dyno study of stator temperatures for a dual fluid path system utilizing a low traction gearbox fluid in combination with a low viscosity HTF (16 cSt). Compared to the high viscosity gear oil, the low viscosity HTF (1 / 5 the viscosity of the gear oil) showed a copper strip temperature drop of 5 to 15°C. In addition, the high viscosity gear oil was unable to reach a flow rate of 15 LPM.

[0087] Example 4 FIG. 8 shows the viscosity of low traction fluid formulation 1 compared to a comparative gear oil fluid (i.e., labeled "prior art fluid") at low temperatures. Low traction fluid formulation 1 has been shown to enable a heat rejection characteristic (for battery warming) that is approximately 7-10° C. lower than the prior art fluid. In addition, low traction fluid formulation 1 has also been shown to increase vehicle mileage at low temperatures, due at least in part to reduced viscosity. In contrast, the prior art fluids cannot be used at temperatures below -5° C.

[0088] Example 5 9 shows the viscosity and pressure viscosity coefficient (PVC) of low viscosity, high pressure viscosity coefficient fluids designed for secondary drive units for higher vehicle efficiency having GIII, GII+ and GII base oils compared to comparative fluid formulations having GIII+ and GIV (i.e., PAO4) base oils. As demonstrated, the comparative fluid formulations have a viscosity and pressure viscosity coefficient (PVC) of about 11.8 to 13.3 GPa at typical operating conditions. -1 In contrast, low viscosity, high PVC fluids have a PVC pressure range of 15.6 to 19.2 GPa at typical operating conditions. -1 In comparison, the low traction primary fluids described herein have a PVC in the range of 11.8 to 12.5 GPa at typical operating conditions. -1 Thus, it has been demonstrated that low viscosity high PVC fluids provide a PVC improvement of about 33% over comparative fluid formulations. Such improved PVC can provide a viscosity reduction of about 20%, which translates to reduced parasitic losses when used in boost motors of secondary drive units. HPV Formulations 1 and 2 are further examples of such low viscosity high PVC fluids.

[0089] Example 6 10A-10D show the drive unit efficiency of low traction fluid formulations of 27 cSt (FIG. 10A), 33 cSt (FIG. 10B), 46 cSt (FIG. 10C) and 68 cSt (FIG. 10D) compared to the drive unit efficiency of a comparative low traction fluid formulation of 22 cSt. The low traction fluids having 27 cSt and 33 cSt showed the greatest improvements in efficiency and durability in the drive units tested herein.

[0090] Figures 10E-10H show the drive unit lambda ratios (related to lubrication related parts life) for low traction formulation 2 in drive unit A, low traction formulation 2 in drive unit B, a 22 cSt low traction fluid formulation in drive unit B, and a 32 cSt low traction fluid formulation in drive unit B, respectively. As shown in Figures 10E-10H, the various drive unit components cover a wide range of lubrication conditions.

[0091] Example 7 The low traction fluid and comparative fluid formulations were tested for high temperature fluid degradation resistance. Temperature damage test simulations were performed using accelerated testing to emulate 1 million miles of use. Test parameters were in accordance with CEC L-48-00 and fluids were tested for 600 hours at 150° C. and 5 L / hr air flow rate using 100 mL of fluid. The results of the temperature damage test simulations are shown in Table 1 herein and show that the low traction fluid of Formulation 1 outperforms the comparative formulations 1 and 2. Figures 11A-11D show images of high temperature damage of the low traction fluid of Formulation 1 over time in the accelerated testing. [Table 1]

[0092] Example 8 The hydrolytic stability of the low traction fluid formulations and the comparative fluid formulations was tested. Hydrolytic stability testing may be necessary to verify the life span of certain base oils (e.g., GV base oils such as synthetic polyalkylene glycols and highly polar esters). This is because some base oils may have favorable low traction properties but may be unsuitable for lubrication and cooling applications due to high hygroscopicity. Such hygroscopic base oils may be prone to hydrolysis, requiring early oil changes or causing component failure. Hydrolytic stability was tested using 250 ml of test fluids continuously stirred at 90°C for 192 hours with 25 ml of distilled water, and the results of comparative formulations 1-3 and formulation 1 are shown in Table 2 herein. Figures 12A and 12B show the FT-IR spectrum and copper corrosion test image, respectively, of comparative formulation 3 before hydrolytic stability testing, and Figures 12C and 12D show the FT-IR spectrum and copper corrosion test image, respectively, of comparative formulation 3 after hydrolytic stability testing. Table 2 and Figures 12A-12B demonstrate that while Comparative Formulations 1-3 absorb water, the low traction fluid of Formulation 1 exhibits improved hydrolytic stability. [Table 2]

[0093] Example 9 Gear train fatigue wear protection for low traction formulation 1 and comparative fluid formulations was tested. Gear train fatigue can result in macropitting ("pitting") (i.e., large pits formed on contacting surfaces that may result from cracks initiated on or below the surface propagating to larger scale pits), micropitting (i.e., microscopic pits formed on contacting surfaces that may be generated by plastic flow of uneven scales caused by repeated cyclic contact stresses with the pits, typically less than 100 microns wide and identifiable by microscopy or weight loss), and gear scuffing (i.e., localized damage to the surface, often referred to as scuffing, that may result from a decrease in lubricant film strength under high load conditions and high sliding speeds). Additionally, welding and fracturing can occur as gear teeth engage and disengage, respectively, under such conditions. Low traction fluid Formulation 1 and Comparative Formulations 1 and 2 were evaluated for pitting and micropitting in gear trains operating under 400 N at 60° C., 3.5 m / s (5570 rpm), and a slide-to-roll ratio of 20%, with the results shown in Table 3. Figures 13A-13C show images of gear trains utilizing low traction fluids Comparative Formulation 1, Comparative Formulation 2, and Formulation 1, respectively, after fatigue wear testing. [Table 3]

[0094] Example 10 14A is a graph showing a gearbox fluid system utilizing a low traction fluid formulation at various motor speeds, motor torques and pump speeds, where X is the motor speed, Y is the motor torque and Z (bar) is the pump flow rate in LPM.

[0095] FIG. 14B is a graph plotted in a 3D coordinate system showing a gearbox fluid system utilizing a low traction fluid formulation at various motor speeds, motor torques, and pump speeds with the same data as FIG. 14A. X is motor torque, Y is motor speed, and Z (bar) is pump flow rate in LPM. FIGS. 14A and 14B demonstrate that the low traction fluid formulation can be combined with flexible pump flow rates for gearbox lubrication to achieve further efficiency improvements, with pump flow rates ranging from 0.25 LPM to 20 LPM for efficiency and durability requirements depending on the application.

[0096] Although specific embodiments of the present invention have been described, these embodiments are presented by way of example and are not intended to limit the scope of the invention. Indeed, the novel methods and systems described herein may be embodied in a variety of other forms. Moreover, various omissions, substitutions, and modifications can be made in the systems and methods described herein without departing from the spirit of the disclosure. The accompanying claims and their equivalents are intended to cover such forms or modifications as fall within the scope and spirit of the present disclosure.

[0097] It should be understood that features, materials, properties, or groups described in conjunction with a particular aspect, embodiment, or example are applicable to any other aspect, embodiment, or example described in this section or elsewhere in this specification, unless incompatible therewith. All of the features disclosed in this specification (including any accompanying claims, abstract, and drawings), and / or all of the steps of any method or process so disclosed, may be combined in any combination, except combinations in which at least some of such features and / or steps are mutually exclusive. Protection is not limited to the details of any of the foregoing embodiments. Protection extends to any novel one, or any novel combination, of the features disclosed in this specification (including any accompanying claims, abstract, and drawings), or any novel one, or any novel combination of the steps of any method or process so disclosed.

[0098] Moreover, certain features that are described in the disclosure in the context of separate implementations may also be implemented in combination in a single implementation. Conversely, various features that are described in the context of a single implementation may also be implemented in multiple implementations separately or in any suitable subcombination. Moreover, although features may be described above as acting in a particular combination, one or more features from a claimed combination may in some cases be deleted from the combination, and the combination may be claimed as a subcombination or a variation of the subcombination.

[0099] Furthermore, although operations may be shown in the figures or described herein in a particular order, such operations need not be performed in the particular order shown, or in sequential order, or all operations need not be performed to achieve desired results. Other operations not depicted or described may be incorporated into the example methods and processes. For example, one or more additional operations may be performed before, after, simultaneously, or between any of the described operations. Furthermore, operations may be rearranged or reordered in other implementations. Those skilled in the art will appreciate that in some embodiments, the actual steps performed in the illustrated and / or disclosed processes may differ from those shown in the figures. Depending on the embodiment, some of the steps described above may be eliminated and other steps may be added. Furthermore, the features and attributes of certain embodiments disclosed above may be combined in different ways to form additional embodiments, all of which fall within the scope of the present disclosure. Also, it should be understood that the separation of various system components in the above-described implementations should not be understood as requiring such separation in all implementations, and that the described components and systems may generally be integrated together in a single product or packaged in multiple products. For example, any of the components for the energy storage system described herein can be provided separately or integrated together (e.g., packaged together or mounted together) to form an energy storage system.

[0100] For purposes of this disclosure, certain aspects, advantages, and novel features are described herein. Not necessarily all such advantages may be achieved in accordance with any particular embodiment. Thus, for example, one skilled in the art will recognize that the disclosure may be embodied or carried out in a way that achieves one advantage or group of advantages as taught herein, without necessarily achieving other advantages as may be taught or suggested herein.

[0101] Conditional language such as "can," "could," "might," or "may," unless otherwise expressly stated or understood within the context in which it is used, is intended to generally convey that certain embodiments include certain features, elements, and / or steps, while other embodiments do not. Thus, such conditional language is generally not intended to imply that features, elements, and / or steps are in any way required for one or more embodiments, or that one or more embodiments necessarily include logic for determining whether those features, elements, and / or steps are included in or should be performed in any particular embodiment, with or without user input or prompting.

[0102] Conjunctions such as the phrase "at least one of X, Y, and Z," unless specifically stated otherwise, are understood with the context in which they are generally used to convey that an item, term, etc. can be either X, Y, or Z. Thus, such conjunctive language does not generally imply that a particular embodiment requires the presence of at least one of X, at least one of Y, and at least one of Z.

[0103] Language of degree as used herein, such as the terms "approximately," "about," "generally," and "substantially," refers to a value, amount, or characteristic that is close to a stated value, amount, or characteristic that still performs a desired function or achieves a desired result. For example, the terms "about," "approximately," "generally," and "substantially" can refer to an amount that is within less than 10%, within less than 5%, within less than 1%, within less than 0.1%, and within less than 0.01% of the stated amount, depending on the desired function or result.

[0104] The scope of the present disclosure is not intended to be limited by the specific disclosure of preferred embodiments in this section or elsewhere herein, but may be defined by the claims presented in this section or elsewhere herein, or presented in the future. The language of the claims is to be interpreted broadly based on the language used in the claims, and is not limited to the examples described herein or during the prosecution of this application, which examples are to be interpreted as non-exclusive.

[0105] The headings provided herein, if any, are for convenience only and do not necessarily affect the scope or meaning of the devices and methods disclosed herein.

Claims

1. 1. A fluid formulation comprising: Additives and a base oil, wherein the base oil is selected from the group consisting of American Petroleum Institute (API) Group II oils, API Group II+ oils, API Group III oils, API Group III+ oils, API Group IV oils, API Group V oils, and combinations thereof.

2. 10. The fluid formulation of claim 1, wherein the base oil is selected from the group consisting of paraffins, naphthenes, poly-α-olefins (PAOs), monoesters, diesters, alkylated naphthalenes, polyol esters, polyalkylene glycols, and combinations thereof.

3. 3. The fluid formulation of claim 2, wherein the paraffin is selected from the group consisting of isoparaffins, normal paraffins, cycloparaffins, and combinations thereof.

4. The fluid formulation of any one of claims 1 to 3, wherein the fluid formulation comprises 70 to 95 wt% of the base oil.

5. 4. The fluid formulation of any one of claims 1 to 3, wherein the base oil comprises a viscosity of 1.7 to 2000 cSt at 100°C.

6. 4. The fluid formulation of any one of claims 1 to 3, wherein the additive is selected from the group consisting of anti-friction additives, anti-wear additives, extreme pressure additives, antioxidants, corrosion inhibitors, yellow metal deactivators, dispersants, detergents, anti-foam agents, seal swell agents, solubility promoters, dyes, and combinations thereof.

7. The fluid formulation of any one of claims 1 to 3, wherein the additive comprises at least one element selected from the group consisting of sulfur, phosphorus, calcium, boron, silicon, nitrogen, and combinations thereof.

8. 4. The fluid formulation of any one of claims 1 to 3, wherein the additive comprises an additive blend selected from the group consisting of HiTEC 3491K, HiTEC 5769, HiTEC 35750, HiTEC 2571, HiTEC 4780, and combinations thereof.

9. A fluid formulation according to any one of claims 1 to 3, wherein the fluid formulation comprises 5 to 15 wt% of the additive.

10. The fluid formulation of any one of claims 1 to 3, further comprising a viscosity index improver.

11. The fluid formulation of claim 10, wherein the fluid formulation comprises 1 to 20 wt. % of the viscosity index improver.

12. 11. The fluid formulation of claim 10, wherein the viscosity index improver has a viscosity of 40 to 20,000 cSt at 100°C.

13. A fluid formulation according to any one of claims 1 to 3, wherein the viscosity of the fluid formulation is between 2 and 30 cSt at 100°C.

14. A fluid formulation according to any one of claims 1 to 3, wherein the viscosity of the fluid formulation is 300 to 20,000 cSt at -20°C.

15. The fluid formulation of any one of claims 1 to 3, wherein the fluid formulation is a low traction fluid formulation.

16. 16. The fluid formulation of claim 15, wherein the low traction fluid formulation has a traction coefficient of 0.005 to 0.

06.

17. The low traction fluid formulation has a pressure-viscosity coefficient of 10-20 GPa at 40°C. －１ 16. The fluid formulation of claim 15, wherein:

18. A fluid formulation according to any one of claims 1 to 3, wherein the fluid formulation is a high pressure viscosity coefficient fluid formulation.

19. 20. The fluid formulation of claim 18, wherein the high pressure viscosity coefficient fluid has a traction coefficient of 0.005 to 0.

15.

20. The pressure-viscosity coefficient of the high-pressure viscosity coefficient fluid is 12 to 30 GPa at 40°C. －１ 20. The fluid formulation of claim 18, wherein:

21. A vehicle drive unit, comprising: A motor; a motor fluid system in fluid communication with the motor; The gearbox and A gearbox fluid system in fluid communication with the gearbox, the gearbox fluid system comprising a fluid formulation according to any one of claims 1 to 3.

22. 22. The vehicle drive unit of claim 21, wherein the gearbox fluid system is configured to pump fluid at a rate of 0.2 to 20 LPM.

23. 22. The vehicle drive unit of claim 21, wherein the motor fluid system is in fluid communication with the gearbox fluid system.

24. 24. The vehicle drive unit of claim 23, wherein the motor fluid system includes the fluid formulation.

25. 25. The vehicle drive unit of claim 24, wherein the motor fluid system includes a motor fluid formulation.

26. 26. The vehicle drive unit of claim 25, wherein the motor fluid formulation is a low traction fluid formulation or a high pressure viscosity coefficient motor fluid formulation.

27. 22. A vehicle drive unit according to claim 21, wherein the motor is an electric motor.

28. A vehicle comprising a vehicle drive unit according to claim 21.

29. 30. The vehicle of claim 28, wherein the vehicle further comprises a secondary drive unit comprising a secondary fluid formulation.

30. 30. The vehicle of claim 29, wherein the secondary fluid formulation comprises a secondary low traction fluid formulation or a secondary high pressure viscosity coefficient fluid formulation.

31. 30. The vehicle of claim 29, wherein the gearbox fluid system of the vehicle drive unit includes a low traction fluid formulation and the secondary drive unit includes a secondary high pressure viscosity coefficient fluid formulation.

32. 1. A method of using a vehicle drive unit, comprising: Providing a vehicle drive unit, the vehicle drive unit comprising: A motor; a motor fluid system in fluid communication with the motor; The gearbox and a gearbox fluid system in fluid communication with the gearbox, the gearbox fluid system comprising a fluid formulation according to any one of claims 1 to 3; and flowing the fluid formulation through the gearbox and the gearbox fluid system.

Images