pcmo formulating advances to deliver fuel economy -...
TRANSCRIPT
Gary M ParsonsGlobal OEM and Industry Liaison Manager19 April 2016
PCMO Formulating Advances to Deliver Fuel EconomyDAP Theme: Fuel Economy – How Do We Get There?
Total Cost of Ownership and Conservation of Resources Automotive Engine Oil OEM Focus Area for Next Decade
Extended Service and Durability
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Fuel Economy
FUEL ECONOMY WEAR/DURABILITY
Additives Help Find the Right Balance
• Simultaneously meeting requirements, that sometimes conflict, is a formidable challenge
• Additive formulating technology needs to provide wear, reduced friction, and universal oil capability without sacrificing wear protection and durability
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Formulating for next-generation categories is a mixture of science and art that requires commitment, creativity, precision and lots of experience
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IMPACT ON OIL FORMULATION
DI and VI Selection + Base Oil Formulating Technologies, oil film control/wear
Surface chemistry andadditive interactions, surface “wetting” or film formation
LSPI, aeration, corrosion control
LSPI, Oxidation, high temperature deposit control
LSPI, boundary lubrication
Fuel Economy under transient / transitional conditions
New materials, surface finishes, coatings
EGR, VVT
Higher power density, direct injection, turbo-charging
Narrower operating range, Low speed, high load operation
Fuel Economy Drives Technology Implementation
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Driving CyclesNEDC, FTP, WHTC, stop/start
Downsizing
Downspeeding
FrictionReduction
Combustion Optimization
Fuel Economy
OPERATING ENVIRONMENT IMPACT ON ENGINE TECHNOLOGY
Regardless of Vehicle and Engine Technologies Basic Functions of Additives Remain the Same
• Altering frictional properties of fluids and surfaces
• Preventing wear
• Maintaining surface cleanliness
• Prevent aging and breakdown of oil
• Containing and controlling impact of contaminants in engine oil
• Preventing corrosion
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Specific Power Output Has Increased Significantly While Reducing Fuel Consumption
Percent Change for Specific Engine Metrics
• Significant gains have been made in power density
• Fuel consumption per displacement remained relatively flat
• Increased HP/Displacement paves the way for downsizing
Source: U.S. EPA
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Increased Specific Power Output Places Higher Demands on Engine Oil Performance
• From 1980 through 2015, engine displacement remained relatively flat
• Improved power density was largely used to enhance vehicle performance, not down-size for fuel economy
Engine Power Displacement
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Source: U.S. EPA
Fuel Economy Will Continue To Drive Technology Introductions For The Next Couple of Decades
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Source: The International Council on Clean Transportation
• Current U.S. targets require 4% improvement per year to meet 2025 objectives
• Engine oil will play the dual role of directly impacting fuel economy and enabling new engine technologies
• Increasing fuel economy requirements are driving lower viscosity oils into the marketplace
Passenger car miles per gallon, normalized to CAFE
Engine Lubricant is a Cost Effective Method to Improve Fuel Economy
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6.0
0.16
0.14
0.12
0.10
0.08
0.06
0.04
0.02
0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5 5.0 5.5
Fuel Consumption Reduction (%)
% F
C R
educ
tion
/ USD
Low Friction Lubricants
Cam Phasing
Engine Friction Reduction
Cylinder Deactivation
Gasoline Direct Injection0
Source: From North American Fuel Economy Testing, T. Miller, 15th Annual Fuels & Lubes Asia Conference
Data from U.S. Department of Transportation Report RIN 2127-AK29
Driveline Technologies are Changing RapidlyEngine Oil Often Plays an Enabling Role
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Source: U.S. EPA
Turbo Enabler: Oxidation Control
Source: U.S. EPA
Implementation of Fuel Savings TechnologiesLight Duty Vehicles – U.S. Market
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VVT/Cylinder Deactivation Enabler: Oil Aeration Control
Implementation of Fuel Savings TechnologiesLight Duty Vehicles – U.S. Market
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Source: U.S. EPA
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Implementation of Fuel Savings TechnologiesLight Duty Vehicles – U.S. Market
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Source: U.S. EPA
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GDI Enabler: Soot Dispersancy
Implementation of Fuel Savings TechnologiesLight Duty Vehicles – U.S. Market
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Source: U.S. EPA
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GDI/Turbo/Downspeeding Enabler: LSPI, Oxidation, Soot
• Low Speed Pre-ignition (LSPI) has become more important to OEMs as turbocharged, direct injected engines with down speeding become more prevalent
o LSPI prevents engines from operating at optimal conditions
• Potential to break engine parts, cause audible noise to end users
Source: EPA, SAE 2013-01-2569
Combination of New Technologies Places New Demands on Engine Oil
Turbo-downsized gasoline direct injection engines are rapidly being introduced in many markets and placed new demands on PCMO formulations as an enabler (LSPI, chain wear, etc.)
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New Technology Leads to New RequirementsLow Speed Pre-Ignition (LSPI) Enters the Picture
• LSPI results in formation of a new flame front (deflagration mode) due to an unknown initiator that leads to knock
o Unlike standard knock, the initiator can’t be described with bulk gas properties
• Has actually been found to occur pre-ignition or post-ignition (similar to surface ignition)
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140
120
100
80
60
40
20
0
Cyl
inde
r Pre
ssur
e (b
ar)
CAD
330 345 360
390 405 420 435 450Spark Timing =-5.0 deg bTDC
Engine Oil Formulation Impact on LSPI
• Engine oil formulations will impact the frequency of LSPI events based on initial work performed by Oronite
• Various lubricant components that play a role in LSPI:
o Ca, Fe, Cu promote LSPI
o MoDTC, ZnDTP suppress LSPI
o Oil degradation promotes LSPI
o Impact from the base stocks were observed, with no correlation to NOACK
• In combination with engine oil, fuel composition and hardware design are other possible factors that contribute to the LSPI phenomena
STLE TLT Sept’ 2015; SAE 2012-01-1615; SAE 2013-01-2569
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The PCMO Formulating ChallengeThe puzzle becomes more challenging as we add more pieces
Oxidation
Catalyst Protection
DepositControl
Wear Control
Sludge Control
Bearing Corrosion
Seal Protection
Used OilLow Temp Viscosity
E85 Compatibility
Fuel Economy
Rust Control
Turbo Protection
Chain WearLSPI
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What’s Next?
What’s Next?
GM dexos1™:2015 First Global OEM Specification Addressing New Technologies LSPI AND TURBOCHARGER PERFORMANCE TEST
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Requirements 2010 2015
Oxidation Oil Release IIIG, OP1 IIIG/ *GMOD, **OP2
Piston Cleanliness Sludge IIIG, TU5JP, VG, M271SL IIIG/ *GMOD, TU5JP, VG/H, M271SL
Turbocharger - NEW TEST
Aeration MEC024 NEW TEST
LSPI - NEW TEST
Wear RNT, TU3MS RNT, TU3MS
Fuel Economy VID VID/E, GMVFE (NEW TEST)
Cold Flow IIIGA IIIGA / *GMODA
Phos Retention - IIIGB / *GMODB
Bearing Corrosion VIII VIII
*pending precision matrix completion and GM approval**pending test development
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Total Cost of Ownership (TCO)Benefits
Fuel Economy Extended Service/Durability Sustainability
Future Impacts on Additive Formulation
Advanced Thermal Management
Ultra Low Viscosity Oils
Turbo-Downsizing
Surface Treatments for Reduced Friction and Wear
Renewable Fuels
Reduced Maintenance and Long Drains
Supplemental Wear Inhibitors
New Nitration Inhibitors
New Friction Modifiers
TBN Retention Additives
New Deposit Control Additives
New Oxidation Inhibitors
Additives Impacted
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• The quality of vehicles and engine oils has improved significantly which allows vehicles to stay in service longer. Engine oils must be formulated to meet new vehicle requirements and existing vehicle requirements
Engine Oil Must Meet The Needs of Multiple Generations of Vehicles
5.0
6.0
7.0
8.0
9.0
10.0
11.0
12.0
13.0
2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015Fcst
2017Fcst
2019Fcst
Vehi
cle
Age
, Yea
rs
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Source: R. L. Polk
• 2014 total light vehicle population 252 million (up 3.7 MM or 1.5% from 2013)• Median age vehicle is 11.4 years old and has more than 130,000 miles
CARSLIGHT TRUCKSTOTAL LIGHT VEHICLES
Customers Also Influence the MarketFuel Economy Performance Top of List, But In Decline
0% 10% 20% 30% 40% 50%
Turbo performance
Protection of catalyst and emissions system sensors
Performance in hybrid applications
Performance in smaller displacement engines
Sludge control
Other*
Increased drain capability
Improved fuel economy
2014
2015
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Q: Which performance feature in the next generation of engine oil, GF-6, would be most important to your customers?
*Other includes “cost”
Source: Oronite Annual Fast Lube Survey
PCMO Formulating Requirements Go Beyond Performance Features
Product Economics
($)
Enable & Maximize
Fuel Economy
Ensure Engine
Protection
Deliver Engine
Cleanliness
Minimize Supply Chain Complexity
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Summary
• Total cost of ownership, including fuel economy and extended drain are the focus area for engine oil development over the next decade
• Demands for increased vehicle fuel economy are leading to new driveline technologies entering the market o Engine oil plays the dual role of directly increasing fuel economy through the use of lower
viscosity oils while at the same time enabling new hardware technologies to be introduced
o The move towards lower viscosity and higher quality engine oils will continue and accelerate
• Technologies such as turbo charging, Gasoline Direct Injection, and engine downsizing are placing greater demands on engine oil formulations
• Engine life and durability cannot be sacrificed for fuel economy gainso Life expectancy of engines and vehicles is increasing due to improved hardware quality as
well as better fuels and lubricants
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