Page 20 - FLI 2013 - 4th Quarter

FUELS & LUBES INTERNATIONAL Quarter Four 2013 20
He added that it is possible that
off-highway OEMs will not recom-
mend the new lower viscosity oils
while those who produce on-highway
engines and vehicles will. A benefit of
doing so is that the new fuel economy
standard is based on the performance
of a fleet of vehicles. Thus, having
higher fuel economy vehicles in the
mix can lead to credits that can be
banked to satisfy the stricter stan-
dards of future years.
Tests being developed for PC-11
include an aeration and oxidation
test being sponsored by Caterpillar,
the Peoria, Ill.-based global heavy-
duty equipment maker. The first of
the two tests is brand new, with new
lower- and more traditional higher-
viscosity oils being included in the
development effort. This test will be
a replacement to the current engine
oil aeration test (EOAT), with a more
modern engine and technology for
measuring oil aeration in real time,
said Hind Abi-Akar, Caterpillar fluids
technical expert.
As for the oxidation test, in an
定。这有可能会需要回头开发现行
发动机测试中低粘度等级的统计
数据，Parsons说。
他还说，那些生产非道路设
备的原始设备制造商可能不建议
新的更低粘度的油品，而那些生
产道路设备的整车厂则需要。这
么做的好处在于新的燃油经济性
标准将基于车队的表现。这样，
车队组合中燃油经济性好的车辆
可以得高分以使整个车队在未来
可以满足更苛刻的标准。
为PC-11开发的测试包括由卡
特彼勒和伊利诺州的Peoria
（全球重型设备制造商）赞助的通
气和氧化测试。其中第一测试是全
新的，在开发中使用了新的更低粘
度和传统的更高粘度的油品。这
个测试将替代现行的发动机油通
气测试（EOAT），采用了更新的发
动机和技术来实时测量油品的通
气时间，卡特彼勒流体技术专家
Hind Abi-Akar说。
对于氧化测试，六月份一个行
业工作组的会议上，有报告称已实
现了油品氧化、氮化和其他参数的
加速，她说。“我们还演示了在额定
功率和峰值扭矩这两个不同测试
条件下测试结果的可重复性。”
目前的工作为峰值扭矩测试
条件后进行的区分测试。这在一个
单缸发动机硬件上完成。这种方式
与多缸发动机测试相比，更具成
本效益，她说。
Parsons说，在开发的七项
测试中，最大的风险在于戴姆勒
赞助的DD13缸环衬里拉缸测试。
发动机制造商对这个新的、低粘
度等级是否能保护零件特别担
心，因为保护不足会引起拉缸。配
方商则担心新的测试可能不具区
分性，或不能准时开发完成。
“根据你如何选择DD13性能
参数和测试条件，它是否真的能区
分添加剂配方的功劳还是性能？
还是说这纯粹是一个基础油的问
题？” Parsons说。
针对PC-11的目前进展，润英
联的Haffner说，测试的开发工作
落后于原定计划约三至六个月。
“在我看来，2016年第二季度之
前，PC-11不可用。”他说。
夏末时，与新测试开发工作组
主席联系时，Dan Arcy说PC-11依
旧按原目标，将在2016年1月开始
认证。身为壳牌全球解决方案的整
车厂技术经理，Arcy说，十月初将
对写入PC-11多的新测试建议最终
确定。然后，如果可能，正式发布
日期可能有变化。但发布新规格这
个目标不会变。
“这个类别的设计旨在相对
CJ-4性能规格提高氧化控制、通
气性、剪切稳定性和耐磨损性，”
Arcy说。
industry task force meeting in June, a
presentation showed that acceleration
of oil oxidation, nitration lead and
other parameters had been achieved,
she said. “We also showed repeatabil-
ity of the test results following two
different test conditions: rated power
and peak torque.”
Current work involves conduct-
ing a discrimination test following the
peak torque test condition. This is be-
ing done on a single-cylinder engine
hardware. That particular approach is
cost-effective as compared to a multi-
cylinder engine test, she said.
Of the seven or so tests under
development, the biggest risk may be
in the DD13 ring and liner scuffing
test being sponsored by Daimler,
Parsons said. Engine makers are
particularly concerned about the
new, lower viscosity grades not being
able to properly protect parts, which
can lead to scuffing. Formulators are
worried that the new test may not
be discriminating enough or ready
in time.
“Depending on how you select
the DD13 performance parameters
and test conditions, will it really
distinguish additive formulations or
performance? Or will it solely be a
base oil issue?” Parsons said.
Surveying the current situation
with regard to PC-11, Infineum’s
Haffner noted that test develop-
ment is running three to six months
behind previous schedules. “In my
opinion, you couldn’t have first al-
lowable use of PC-11 until about the
second quarter of 2016,” he said.
When contacted late this sum-
mer, Dan Arcy, chair of the task
force developing the new tests, said
PC-11 still had a target licensing date
of January 2016. Arcy, who is OEM
technical manager at Shell Global So-
lutions, added that in early October
recommendations would be made to
finalize the new tests that would go
into PC-11. After that, it’s possible the
official release date will change. What
won’t, however, are the goals of the
new specification.
“The category is being designed
to provide improvements in oxida-
tion control, aeration, shear-stability
and adhesive wear versus the current
CJ-4 performance specification,”
Arcy said.
Parameter
参数
Test and Sponsor
测试和赞助商
High Temp. Oxidation (Viscosity Increase)
高温氧化性（粘度增加）
IIIH (GM or Chrysler)
IIIH（通用汽车或克莱斯勒）
High Temp. Piston Deposits
高温活塞沉积
IIIH (GM or Chrysler)
IIIH（通用汽车或克莱斯勒）
Low Temp. Wear (Valve-Train Wear)
低温磨损性（阀组磨损） IVB
Low Temp. Sludge
低温油泥 VG/H (MY2013)
Low Temp. Varnish
低温漆膜 VG/H (MY2013)
Abrasive Wear (Timing Chain Wear)
磨粒磨损（定时链磨损）
Ford TCW
福特TCW
Fuel Economy
燃油经济性 VIE (MY2012)
Aged Oil Low Temp. Viscosity
旧油低温粘度 IIIHA and/or ROBO
Catalyst Compatibility (Phos. Volatility)
催化剂兼容性（磷挥发性） IIIHB
Low Speed Pre-ignition (LSPI)
低速提前点火（LSPI）
Ford LSPI
福特LSPI
New Tests under Development for GF-6
正在开发的GF-6新测试
Source: Test Development Readiness Task Force
资源来源：测试开发成熟度工作组
Parameter 参数 Test 测试
Bearing Corrosion, Oxidation, Nitration
轴承腐蚀、氧化、氮化
Volvo Mack T-13
沃尔沃Mack T-13
Piston/Liner Scuffing Wear
活塞/衬里拉缸磨损
Daimler DD13
戴姆勒DD13
Thermal Stability
热稳定性
Caterpillar Oxidation, IIIH
卡特彼勒氧化性，IIIH
Oil Aeration
油气混合
Caterpillar C-13
卡特彼勒C-13
Shear Stability
剪切稳定性
TBD
待定
Oxidation Resistance
抗氧化性
Caterpillar Oxidation/Nitration,
卡特彼勒氧化/氮化，克莱斯勒
Chrysler Oxidation, GM Oxidation
氧化性，通用汽车氧化性
New Tests under Development for PC-11
正在开发的PC-11新测试
Source: New Category Development Team
资料来源：新类别开发组
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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
Chinesediesel fuel survey
showsvariances inquality
fromregiontoregion
ᇏݓҸႲטҰіૼ
۲ֹႲ௖ᇉਈ۲҂ཌྷ๝
For those interested in what’s going on in China,
Infineum 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
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