Page 18 - FLI 2013 - 4th Quarter

FUELS & LUBES INTERNATIONAL Quarter Four 2013 18
particular failure mode.
“It’s a lot harder to produce
sludge and wear because the hard-
ware has been designed to eliminate
it,” Buscher said.
Trevor Miller is a lead research
engineer at U.S.-based Chevron
Oronite. Until September 2013, he
was the project manager for GF-6
development. A six-month delay in
the specification timeline was being
discussed during the summer, he said.
Chevron Oronite is part of the team
developing the IIIG replacement test.
The new test will be finished by the
first quarter of 2014, in sync with the
overall GF-6 timeline, Miller said.
He, too, noted that technology
advances can make test development
challenging, with reduced surface-
to-surface contact, for instance,
making it hard to produce wear.
During testing, it may be necessary
to “dumb down” the brains found in
modern engines. This adjustment of
the actions taken by computer-driven
systems found in engines is necessary,
because otherwise the technology
may try to correct any detected prob-
lem. If that happens, the technology
may eliminate or minimize what the
test is trying to uncover.
On top of that, test developers
face a constant problem. A test that
takes years to produce signs of or
an actual failure is not feasible. At
the same time, engines cannot be
subjected to conditions that bear no
resemblance to the real world.
“You’ve got to find something
that’s going to accelerate a process
that would normally take 100,000 to
150,000 miles, and you’ve got to do it
in a much shorter time, such as, for
example, 100 hours,” Miller said.
GF-6 will consist of two subcat-
egories. One will be the traditional
viscosity grades, such as SAE 5W-20,
5W-30, 10W-30 and so on. These will
be backward compatible, and thus
suitable for older vehicles. The second
subcategory will not be backward
compatible, as it will consist of the
new SAE 16. It will allow further
engine technology advances.
PC-11
As for the rollout for Proposed
Category 11 (PC-11), the heavy-duty
lubricant specification could be on
target or slightly delayed by up to
six months. There is a good reason
why OEMs don’t want the date to
slip. They face regulations in the
U.S. beginning in 2014 that grow
progressively more severe. By 2018,
展使得测试难以判断润滑油是否
有助于抑制这种故障模式。
“由于硬件的设计可以消除
油泥和漆膜，因此生成量很少。”
Buscher说。
Trevor Miller是美国Chev-
ron Oronite的首席研究工程师。
到2013年9月止，他担任GF-6的
开发项目经理。他说，今年夏天
谈到了规格出台日期推迟的问
题。Chevron Oronite是开发IIIG
替代测试的参与方之一。新的测
试将在2014年第一季度完成，与
GF-6总体进度相同，Miller说。
他还提到，技术发展使开发工
作极具挑战，例如，面-面接触已减
少，难以出现磨损的情况。在测试
中，可能需要让脑子变 “笨”一点。
这种通常是计算机系统所采用的
调整变得非常必要，否则新技术将
自动修正任何发现的问题。如果出
现这种情况，技术将消除或减少测
试原本要揭示的问题。
另外，测试开发者还面临一个
问题。通过一项需要多年进行的测
试来提示故障信号或实际故障，这
种的测试也没有意义。同时，发动
机也不可能完全模拟现实世界。
“你需要找到一种加速的方
式，使原本10万或15万英里才出
现的问题在更短的时间内暴露出
来，比如在100小时内，” Miller
说。
GF-6将包括两个子类。一
个是传统的粘度等级，如SAE
5W-20、5W-30、10W-30等。这
个类别将向后兼容，适用于旧的车
辆。另一类则不可向后兼容，包括
新的SAE 16。这将使得发动机技
术继续向前发展。
重负荷润滑油规格PC-11的推
出时间有可能准时，也可能稍有推
迟，最多六个月。整车厂不希望延
期，因为2014年起，美国的法规将
逐步变得更为严格。到2018年，依
不同尺寸，对燃油经济性的强制提
升要求为5-20%。
“整车厂希望尽快出台PC-11
中低粘度部分的规格，并尽早开始
对其卡车采用新的燃油经济性等
级进行认证，” Chevron Oronite
全球整车及行业联络经理Gary
Parsons说。
PC-11及其所包括的低粘
度油品旨在提升燃油经济性，是
PC-11的两个子类之一。另一个子
类是可向后兼容的子类，将包括
高温高剪切（HTHS）名义粘度为
3.5 cP及以上的油品。燃油经济性
的等级中有一类HTHS粘度为2.9
cP，对这类油品，行业尚没有任何
经验。
所有现有的标准发动机测试
和统计信息均采用SAE 15W-40
油开发。新的类别则转为5W-或者
10W-，将由开发中的新测试来确
the mandate is for fuel economy im-
provements ranging from 5 to 20%,
depending upon size classification.
“The OEMs want the low viscos-
ity part of PC-11 as soon as possible
to start certifying their trucks with
that fuel economy grade,” said Gary
Parsons, Chevron Oronite global
OEM and industry liaison manager.
PC-11, and the lower viscosity
grade oils in it, is intended to improve
fuel economy. It is one of two
subcategories of PC-11. The other
is backward compatible, and will
cover lubes at a nominal 3.5 and
higher centipoise (cP) high temper-
ature high shear (HTHS) viscosity.
The fuel economy grade will be oils
as low as 2.9 cP, an HTHS viscosity
that the industry has no significant
history with.
All existing standard engine tests
and statistics were developed with
SAE 15W-40 oil. The new category,
which is switching to something like
5W- or 10W-, will be addressed in
new tests under development. This
may entail going back and developing
statistics on the lower viscosity grades
in existing engine tests, said Parsons.
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նჿੂٳᆭ၂֥ဢ௖ॖ݂ೆᆃᇕ౦
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เ࠴ࡆ֥෿؇bหљ൞đؓᆃུಗਘҐႨ
ྛြѓሙ֥৏ੲׄčCFPPĎҩ൫ࣉྛ௟
ܙđᆃ൞Ⴎ೎ႇ৳֥భദᄝੂ൅୍սषؿ
֥ٚ مbҩ൫ᇏေ౰໗ קࢆ໑ᆰ֞၂ק
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ਔࠫᇕ҂๝֥เ ࠴ࡆđ၂۱ဢ௖උႿo
16
The survey revealed
variabilityamongdiesel
fuel comingdirectly from
plants in the country’s
northwest, east, north
andnortheast.
汽车专栏 A U T O M O T I V E C O L U M N
ቔᆀ: Hank Hogan
Chinesedies l fuel survey
s owsvariances inquality
fromregiontoregion
ᇏݓҸႲטҰіૼ
۲ֹႲ௖ᇉਈ۲҂ཌྷ๝
For those interested in what’s going on in China,
Infi eum has the answer—at least when it comes
to the state of diesel fuel. Late last year, the global
additive company collected 37 samples from
Chinese refineries in four of the country’s regions.
FUELS & LUBES INTERNATIONAL Quarter Two 2012
PHOTO:WWW.ARABIANBUSINESS.COM
ؓႿପུؓᇏݓ෮ؿള֥౦ঃႵྖ౿֥ದđ
೎ႇ৳ၘࣜሙСݺਔճσiiᇀഒ൞Ⴕܱᇏݓ
ҸႲ֥౦ঃbಀ୍ພུൈީđᆃ ࡅಆ౯เ࠴ࡆ
܄ඳᄝᇏݓඹ۱ֹ౵֥৿ӌ൬ࠢਔ37ٺဢ௖b
Sequence IVB test stand