Polyol Ester Friction Modifier for Corrosion Control
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Solution Overview
Problem
Current crankcase lubricants face challenges with increased lead and copper corrosion when using ashless organic friction modifiers like GMO in combination with dihydrocarbyl dithiophosphate metal salts, necessitating reduced treat rates or additional expensive anti-corrosion additives to maintain anti-wear and fuel economy performance.
Innovation Solution
A lubricating oil composition with a polymeric friction modifier, derived from functionalised polyolefins, polyalkylene glycols, polyols, and polycarboxylic acids, is used in combination with dihydrocarbyl dithiophosphate metal salts to reduce non-ferrous metal corrosion, allowing for higher additive treat rates and potentially eliminating the need for supplemental anti-corrosion additives.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Use of energy by moving object
If ashless organic friction modifier (e.g., GMO) is used to reduce friction and improve fuel economy, then fuel economy performance is improved, but lead and copper corrosion increases significantly
Solution Approach 1:
A polyol ester friction modifier is introduced as an intermediary substance that provides the desired friction-reducing properties without the corrosive effects of ashless organic friction modifiers. This mediator maintains fuel economy performance while protecting non-ferrous metal components from corrosion.
Solution Approach 2:
The chemical composition parameters of the friction modifier are changed from ashless organic compounds to polyol esters with specific molecular structures. This parameter change eliminates the corrosive byproducts while maintaining the friction-modifying capabilities needed for fuel economy improvement.
2Reliability
If dihydrocarbyl dithiophosphate metal salt anti-wear additive is used to protect metallic engine components, then anti-wear performance is improved, but lead corrosion increases
Solution Approach 1:
The polyol ester friction modifier acts as a protective intermediary that forms a less corrosive film on metal surfaces compared to dihydrocarbyl dithiophosphate metal salts. This mediator provides the necessary lubrication and wear protection while significantly reducing lead corrosion.
Solution Approach 2:
The additive chemistry is changed from dihydrocarbyl dithiophosphate metal salts to polyol esters with controlled phosphorus content. This parameter change maintains anti-wear performance through alternative mechanisms while eliminating the excessive lead corrosion associated with dithiophosphate compounds.
3Reliability
If treat rates of anti-wear and friction modifier additives are increased to maintain performance, then anti-wear and fuel economy performance is maintained, but corrosion increases and sulphated ash content rises
Solution Approach 1:
Polyol ester friction modifiers serve as a superior intermediary that allows for higher treat rates without the corrosive penalties of ashless organic friction modifiers. This intermediary provides enhanced friction modification and wear protection while maintaining cleaner combustion and lower sulphated ash formation.
Solution Approach 2:
The lubricant composition uses a composite additive package combining polyol ester friction modifiers with controlled levels of anti-wear additives. This composite approach synergistically provides robust anti-wear performance and fuel economy improvement while keeping corrosion and sulphated ash content within acceptable limits.
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
The polymeric friction modifier effectively suppresses corrosion of copper and lead-containing engine components, enabling increased additive concentrations and reducing the requirement for expensive anti-corrosion additives, thus enhancing anti-wear and fuel economy performance while maintaining strict industry and OEM specifications.
Implementation Method 1
the use of an ashless organic friction modifier additive, such as GMO, in the lubricant typically produces a significant amount of lead and copper corrosion
Implementation Method 2
A crankcase lubricant is an oil used for general lubrication in an internal combustion engine
Implementation Method 3
Such anti-wear agents are usually based on compounds containing sulphur or phosphorus or both, for example compounds that are capable of depositing polysulfide films on the surfaces of the metallic engine components
Implementation Method 4
the use of additives in such lubricating oil compositions for improving the anti-corrosion performance properties in respect of the non-ferrous metallic engine components (i.e. suppressing the corrosion of the non-ferrous metallic engine components)
Data Source
AI summary
A lubricating oil composition having a sulphated ash content of less than or equal to 1.2 mass % as determined by ASTM D874 and a phosphorous content of less than or equal to 0.12 mass % as determined by ASTM D5185, which lubricating oil composition comprises or is made by admixing: an oil of lubricating viscosity, in a major amount; an oil-soluble or oil-dispersible polymeric friction modifier as an additive in an effective minor amount; and, an oil-soluble or oil-dispersible dihydrocarbyl dithiophosphate metal salt as an additive in an effective minor amount.