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Room: 1
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09:35-11:05 |
Keynote | Keynote Speakers 3 |
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10:00-10:25 |
Development of phosphate free lubrication for cold-forming application
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Frank HOLLMANN, Yinfeng SHIA |
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BASF
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The classical tribological systems which are used in cold forming are still based on zinc phosphate as a separation layer and soap as a lubricant. Due to the globalization more and more processes are required following a globalized environmental protection and chemical registration concept. Therefore, the search for resource-efficient and environmentally friendly pretreatment concepts in cold forming are essential to fulfill these demands. Globally seen, there are different development routes to gain phosphate free tribological systems. On one hand, lubricants have been developed which are working without a conversion layer but leading to less forming performance which is often unacceptable out of profitability. On the other hand, there is the possibility to use a zinc phosphate free conversion coating layer to realize a phosphate free tribological system, without leaving the common system consisting out of a separation layer with a lubricant on top through remaining the same performance known from common systems. Beside this, it is discussed how a further development concept of this system leads to easier and sustainable processes introducing a reactive lubricant concept.
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10:25-10:50 |
“Oil Analysis – Quo vadis? Yesterday, today and tomorrow
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Barbara MONSE |
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Bureau Veritas Commodities
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Our technical world is constantly changing. Global crises like the oil crisis in the 1970s resulted in an increased demand for fuel economy on vehicles. Since the 1990s, environmental concerns and emission limits prompted engine innovations that have reduced soot particles, NOx, Hydrocarbon and CO emissions. This led to completely new types of engine oils with additive technologies that were unthinkable decades ago. During the same period, industry too has advanced: constantly increasing demands for increased productivity have led to high-performance systems for hydraulics, transmissions, compressors, etc. Here too, lubricant manufacturers have found the answer to the new requirements with new high-performance lubricants and are continuing to work on new solutions.
But what happens in commercial oil analysis programs? Why were they introduced? How have they been developed? What are the trends for the future? How can oil analysis support users, the lubricant or the OEM industry, in meeting the constantly growing demands? What is the answer of oil condition monitoring to the challenge of the next industrial revolution, industry 4.0 and the Internet of Things?
This lecture examines the evolution of oil analysis and demonstrates how new approaches will meet the constantly growing demands of customers with regard to increased productivity and effectiveness of machines and systems, whilst taking into account the latest innovations.
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10:50-11:05 |
Live discussion
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Exhibitor and Meeting 1to1 section
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11:05 |
Videoconference | Networking with exhibitors |
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Room: 1
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11:20-12:50 |
Oral Communication | Tribology 5 |
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11:20-11:35 |
Development of coatings on Al-Si alloys with improved wear and corrosion resistances by Plasma Electrolytic Oxidation technology
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Patricia FERNÁNDEZ LÓPEZ, Sofia AFONSO ALVES, Ainara LÓPEZ-ORTEGA, José Tomás SAN JOSÉ, Raquel BAYÓN GONZÁLEZ |
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Tekniker, UPV/EHU
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The use of lightweight materials in the automotive industry has experienced a rapid growth in recent years. For instance, the reduction in vehicle weight has led to a reduction in fuel consumption and, consequently, a decrease in CO2 emissions. Aluminum-silicon (Al-Si) cast alloys are widely used in the automotive industry due to their outstanding properties, including their low density, high strength-to-weight ratio and excellent castability. Nevertheless, their use is very limited due to their low wear and corrosion resistance.
Plasma Electrolytic Oxidation (PEO) is an advanced surface engineering technology to produce protective ceramic coatings on lightweight metals, such as Al, Ti and Mg alloys. The main advantages of PEO coatings are their high hardness and thickness, and superior wear and corrosion resistances. Furthermore, this technique is environmentally friendly, which makes PEO a promising technology.
In the present work, PEO coatings have been developed through the formulation of new electrolytes, with the aim of improving the surface properties of different Al-Si alloys. Moreover, the performance of the coatings developed with the new electrolytes has been compared with the ones obtained using a commercial electrolyte. Despite the challenges associated with the development of PEO coatings on Al-Si alloys, dense and homogenous layers have been obtained. Reciprocating wear tests were carried out in order to evaluate the tribological performance of the different PEO coatings, and potentiodynamic polarization and electrochemical impedance spectroscopy studies were performed to analyze their corrosion resistance.
Finally, in order to evaluate the performance of the PEO coatings under real working conditions, samples obtained from real Al-Si cylinder liners have been coated and their wear resistance has been compared with the currently employed Al-Si and cast iron liners. For that purpose, tribological tests simulating the real contact between the engine cylinder liner and the piston ring have been performed.
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11:35-11:50 |
The effect of friction coefficient in twin-disc tests for wheel-rail wear damage characterization
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Borja RODRÍGUEZ-ARANA, Imanol PUY, María PANERA, Albi SAN EMETERIO |
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Ceit, Basque Research and Technology Alliance (BRTA), Fundación IDONIAL
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The wear damage produced in a railway system changes both wheel and rail assets profiles. These profiles play an important role regarding safety against derailment and consequently, it is important not to exceed the security thresholds of some parameters.
The employed corrective maintenance tasks to recover the original profiles are rail grinding and wheel turning. At the same time, lubrication plays an important role to manage wear damage as preventive maintenance. With the aim of reducing the Life Cycle Cost (LCC) associated with traditional maintenance, predictive methodologies are being developed making use of tested wear rates.
Scaled-test benches are a good tool for wheel-rail interaction assessment but with some disadvantages for wear damage characterization. Most of the wear rate characterizations are carried out with twin-disc machines. In twin-disc tests, the contact patch between specimens is different regarding a real wheel-rail contact under the same equivalent conditions. This is mainly due to the geometry of discs, which generally have a flat surface that helps to maintain a constant normal pressure.
Equivalent conditions are calculated by means of Hertz theory to obtain the same maximum normal pressure but wear is due to the sliding velocity between solids. The friction coefficient influences the ratio of sliding area and contact patch area. This ratio is assessed by solving the tangential problem to calculate shear stresses. The highest sliding area is more wear is produced.
For saturated conditions, the sliding area is equal to contact patch area but creepages are generally low in railway dynamics. Figure 1 and Figure 2 show the assessment of contact conditions for wheel-rail and twin-disc respectively. A friction coefficient at saturation of 0.48 gives a sliding ratio four times higher for the wheel-rail case with a longitudinal creepage of 0.2%.
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Figure 1. Wheel-rail contact.
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Figure 2. Twin-disc contact.
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11:50-12:05 |
Fretting Wear Behaviour of the Surface Nanocrystallized AISI 304 Stainless Steel
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Arun Prakash NATARAJAN, Gnanamoorthy R, Kamaraj M |
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University of Central Lancashire and Indian Institute of Technology Madras, Indian Institute of Technology Madras
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Failure of engineering materials due to fatigue, fretting, wear, corrosion and erosion initiates from the surface of the materials and the structure and properties of the surface influences the product performance. Grain refinement by severe plastic deformation in metallic materials is reported to enhance their mechanical properties and resistance to surface damage. Controlled ball impact peening, a novel surface modification process was developed to generate a nanocrystalline surface layer on the surface of the metallic materials. This article describes the fretting wear characteristics of controlled ball impact treated AISI 304 stainless steel samples under dry sliding condition. The grain size of the top nanocrystalline layer is about 10 ± 2 nm. Fretting wear studies were performed on the untreated and controlled ball impact treated stainless steel samples (i.e., as-treated samples) using a steel counterbody at constant slip amplitude and at different applied normal loads using ball-on-flat configuration. The controlled ball impact treated stainless steel sample shows decreased steady state tangential force coefficient, wear volume and specific wear rate compared to the untreated coarse grain samples. The increased substrate strength and the presence of compressive residual stress in the treated samples prolonged the crack initiation. Crack tip blunting retards the crack propagation resulting in decreased wear debris formation and wear volume. The worn surface morphology of the fretted samples at low applied normal loads revealed a complex adhesion and oxidation type of wear mechanism and at high applied normal loads abrasion was found to be a dominant wear mechanism.
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12:05-12:20 |
Wear Performance of surface nanocrystallized aluminium alloy, AA6063-T6
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Arun Prakash NATARAJAN, Gnanamoorthy RAJAPPA, Kamaraj MUTHUSAMI |
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University of Central Lancashire and Indian Institute of Technology Madras, Indian Institute of Technology Madras
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Surface Mechanical Attrition Treatment (SMAT) a novel surface modification process uses a large number of hardened steel balls located at the bottom of a cylinder-shaped chamber. The steel balls are resonated by the vibration generator and the steel balls impact the surface of the metallic materials without modifying the surface chemistry. This article describes the influence of surface mechanical attrition treatment on the reciprocating sliding and fretting wear resistance of aluminium alloy in the as-peened condition and untreated aluminium samples using ball-on-flat configuration (steel counterbody) under unlubricated condition at different applied normal loads and peening durations. The SMAT experiments were carried out using 5 mm diameter 316 L stainless steel ball at 50 Hz frequency and in vacuum (- 0.1 MPa) for peening duration of 15, 30 and 45 minutes. Samples of dimensions 80 mm x 35 mm surface area obtained from a 6 mm thick aluminium plate polished using different grades of silicon carbide abrasive paper and alumina powder were used for SMAT treatment. Microstructural investigation of the SMAT treated aluminium samples revealed the formation of nanostructured grains on the top treated surface layer with heavily deformed surface layers and the mean grain size of the surface layer is approximately 10 ± 4 nm. The dry sliding wear rate increases as the load and grain size increases and decreases with increase in peening duration. The dry sliding wear scar morphology of the worn surfaces observed using scanning electron microscope reveal the dominant adhesive and mild abrasive form of wear. The dry sliding wear resistance and fretting wear resistance increases by 13 – 38 % and 10 – 48 % in SMAT treated samples for different peening durations and test conditions respectively.
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12:20-12:35 |
In depth mechanism for dissociation of carbon – fluorine covalent bond in synthetic lubricants
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Minami ICHIRO, Takashi YAMAZAKI, Nicole DÖRR, Amaya IGARTUA, Francesco PAGANO |
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Lulea University of Technology, Tokyo University of Agriculture and Technology, Japan, tyamazak@cc.tuat.ac.jp, AC2T research GmbH, IK4-TEKNIKER
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Thanks to high bonding energy between carbon and fluorine atoms (460 kJ/mol for covalent C-F bond, compared to 410 kJ/mol for covalent C-H bond), fluorine-containing lubricants possess excellent stability under harsh conditions. Nowadays, they enjoy several applications in task-specific purposes as liquid lubricants or solid lubricants including low friction coatings. However, degradation of fluorine-containing lubricants under tribological conditions has been reported by different researchers. It occurs relatively lower temperatures compared to the decomposition under static conditions. Typical degradation products such as low molecular organo-fluorine compounds in gas phase as well as metal fluorides on the rubbed surface have been identified using instrumental analyses. These evidences indicate the dissociation of C-F bond(s), while the process has not yet been explained with regards to its reaction mechanism.
The previous work on lubrication performances of room-temperature ionic liquids using a vacuum tribo-tester interfaced with mass spectroscopy revealed that the anionic moieties prone to react with metals under tribological stresses, yielding a boundary film. The resultant film provides lubrication properties. Careful analysis of in-situ mass spectroscopy monitored throughout the test indicated decomposition of cationic moiety occurs during steady state of the lubrication. We found that certain process during the running-in stage of lubrication are key to understand the tribo-chemical reaction mechanism.
In this work, we discussed step-by-step reaction mechanism of anionic and cationic moieties with emphasis of reaction intermediates. Several hypothesized mechanisms were evaluated by comparing the energy for each unit reaction based on a quantum mechanical calculation. In this way, the bond dissociation process through radical or ionic intermediates were discussed. The influence of the boundary film on further reactions was clarified. This work enables in depth study of the degradation mechanism of fluorine-containing lubricants.
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12:35-12:50 |
Live discussion
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Room: 2
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11:20-12:50 |
Oral Communication | Lubricants and lubrication management 4 |
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11:20-11:35 |
How small lube additive companies can survive and grow in the market place
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Hans GERDES |
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Metall Chemie
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Small is beautiful?! Or: What it takes to survive and flourish as SME[1] in the lubricants market
Hans J.Gerdes, Leader Business Development, email: gerdes@metall-chemie.com
1. Introduction
It was already hard to compete against the “big Players” in the market with their reach, cost advantage and brand awareness. Covid-19 made it even more difficult to compete, as retained earnings might be limited.
However, a formidable share of the market is taken by SME. The paper will provide a view on few strategies that work to survive and flourish.
2. Scope of paper
The paper is focussed on both lubricants and lubricant additive suppliers and marketers. Usually nobody will compete in both markets at the same time, and three are distinctive differences between the two markets. Common among both (and, generally speaking, among any B2B operation):
- Do you have your targeting right: which area of lubricants do you want to be successful in, can you quantify your market potential
- Is your offer distinct: what are your edges, are they distinct, can you put them down in few words
- Is your delivery model suited to fulfil your promise
Some hard market data will be presented for the lubricant and derived additive markets; and some selected offer strategies to survive and flourish will be shared in a humorous, entertaining way.

3. About the author
Hans Gerdes brings along a wealth of experience of almost 30 years in lubricants, most of his career was spent in the largest lubricant company in the world, before he became the lead for a start-up company in lubricants additives, beginning from scratch. At present he leads the business development for innovation.
References
[1] SME: small- and medium-sized enterprises
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11:35-11:50 |
Can you really count on your oil sample to support your reliability decisions?
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Bernie HALL |
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Checkfluid
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This paper focuses on ensuring that the sampling valve installed on the equipment is providing representative and repeatable data fundamental to critical decision-making from your oil analysis report.
Examples of data variance, depending on the method and location used will be provided in areas such as engines, hydraulics, compressors, gearboxes and reservoirs.
The discussion will include what best practices to include and how sampling programs can be compromised without proper training, procedures and supervision
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11:50-12:05 |
Oil Cleanliness - Key Element to Asset Reliability
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Saeed ASIRI |
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Sabic
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Rotating equipment reliability is very crucial in today’s highly competitive global economy. Lube and hydraulic oils’ cleanliness plays a major role in keeping critical rotating equipment items running reliably.
Apart from transmitting power in hydraulic systems, the primary function of lube and hydraulic oils is minimizing friction and reduce wear. The effectiveness in preventing wear can be seriously compromised by the presence of contaminants such as particulates and water in the oil.
This presentation focuses on particulate contamination, which is the most destructive type of contaminants. It identifies their sources, which are contaminated new oil, built-in contamination, ingested contamination and internally-generated contamination.
It describes in details the most effective test for quantifying particulate contamination and assessing system cleanliness. It also guides the audience on how to systematically set cleanliness targets for different types of equipment taking into account system pressure, environment, life expectancy, maintenance and production loss costs in case of failure, and safety liability.
The presentation details the improvements and measures to be taken to minimize solid particles contamination such as proper storage and handling, new oil filtering and system hardware modifications. This part also shows the importance of proper cleaning and flushing after major overhauls for faster commissioning, greater operational stability, and longer service life.
The presentation displays the effect of improving oil cleanliness on extending machine life based on studies performed in many industries as all show dramatic extensions in expected machinery life. In one example, a reduction of particles larger than 10 µ from 1000/ml to 100/ml resulted in a 5-fold increase in machine life, which must be an attractive return on cleanup investment.
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12:05-12:20 |
Varnish in oil. What exactly is it?
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Roberto GARRIDO |
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C. C. Jensen Ibérica
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Particles, water and varnish are well known as the contaminants responsible to increase maintenance work of a system which provoke high economic lost and environmental detrimental effects by the oil change. Valves blocked, gas turbine turn on forced when the oil is cool, heat exchanger working deficiently and plug of in-line filters are the most typical problems in a gas or steam turbine where the varnish is the main responsible for this behaviour in a turbine. All of them are consequence of the oil aging and will be controlled when the MPC value is below dE 15.
Everybody have heard about varnish, however, there are lots of doubts about its provenance and composition. Is the varnish an external or internal contaminant? is it ingress or created in the oil? Why the varnish precipitate from the oil? Why the varnish precipitate easily in the cooler places of a system?
A deeply oil oxidation understanding is the key to know how we can control and solve these problems avoiding them all to appear again. Oxygen and temperature are the main precursors for changing the oil properties and, therefore they are the responsible for all the questions asked above.
Therefore, varnish control tools are strongly recommended to keep under control the varnish growing trend which is produced by the unstoppable oil oxidation reaction.
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12:20-12:35 |
On the design of cutlass bearings
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Ted SMITH |
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Jost Institute for Tribotechnology, UCLan
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Stern-tube bearings in propeller-driven ships are generally lubricated by the surrounding water, removing the need for a rear seal. Such bearings are commonly referred to as Cutlass bearings. The bearings consist of a series of grooves, or flutes, and a number of load-carrying areas called staves. This presentation discusses some work performed in the Jost Institute for Tribotechnology which seeks to develop a design guide for these bearings. The method includes a new, 3D, finite element (FE) approach for soft elasto-hydrodynamic (EHL) predictive-modelling of generated pressures. Model predictions compare favourably with experimental data. It is shown that the modulus of elasticity of the rubber has no influence on the minimum film thickness. An equation relating dimensionless film thickness to dimensionless load, clearance ratio and numbers of staves is presented. The effects of out-of-roundness are also discussed.
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12:35-12:50 |
Live discussion
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Exhibitor and Meeting 1to1 section
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12:50 |
Videoconference | Networking with exhibitors |
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Room: 1
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13:35-15:05 |
Oral Communication | Condition monitoring 3 |
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13:35-13:50 |
Edge-computing, Serverless Cloud Architecture, Autonomous LIVE Sampling, Real-time Fluid Condition Monitoring, Data Analytics and Wireless Connectivity meets Heavy Mining Equipment
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William GILLETTE |
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LogiLube, LLC
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The advent of the autonomous haul truck fleets has delivered savings in the cost of operations and greater revenues through higher efficiencies in the tons of ore moved. Driverless haul trucks place an increased reliance on automated systems that leverage IoT sensors, wireless networks, edge-computing and mobile apps to provide real-time condition data and actionable information. This presentation introduces a disruptive technology that offers global mining operations an end-to-end integrated oil condition monitoring, data analytics and LIVE autonomous oil sampling system.
The SmartOil-M™ Series from LogiLube integrates off-the-shelf IoT sensors to provide real-time condition monitoring of fluid properties by measuring physical attributes in situ. Powered by a robust edge-computer, SmartOil-M™ also integrates an auto-sampling function that can be utilized to collect LIVE samples from which to calibrate the sensors, or collect fluid samples for subsequent independent lab analysis. The sample interval period is user programmable, and a manual sample event can be triggered remotely from a safe distance via a companion mobile app running on a Bluetooth® connected tablet. Historical data can be viewed or uploaded to the client's network for further analytics.
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13:50-14:05 |
Correlation Between FT-IR Spectroscopy and Thermometric TAN Measurements to Allow a More Efficient Oil Condition Monitoring
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Bernardo TORMOS, Vicente MACIÁN MARTÍNEZ, Antonio GARCÍA BARBERÁ |
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Universitat Politècnica de València / CMT Motores Térmicos
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The current trend in Oil Condition Monitoring (OCM) is the use of sensors to monitorize the oil performance, based on spectroscopic techniques such as Fourier Transformed Infrared (FT-IR) spectroscopy or electrochemical procedures. However, the transition from classical techniques/procedures to new alternatives is not easy due to different factors, such as the requiered number of samples, technical limitations and signal reproducibility.
Focused on engine oils, FT-IR is one of the most important techniques to determine the performance of the engine oil, thanks to the variety of parameters that this technique can measure: oxidation, nitration, soot content… According to that, some researchers are developing studies to assess the FT-IR technique to detect or quantify other parameters that cannot be determined directly from the spectrum. One of these parameters is the Total Acid Number (TAN), which impact on some engine metals corrosion wear has been corroborated.
To get a correlation between FT-IR spectra and TAN (according to new ASTM D8045) are required a huge number of samples to generate a robust mathematic model. However, this could be a problem, due to the complexity to manage all this information. In this research work, it was necessary to study the spectrum and apply some criteria to reduce the amount of data: select those sensible regions that can affect the TAN estimation and disscard those regions with no or low relevance.
Results obtained have shown that it is possible to obtain a mathematical model from FT-IR data fitting values obtained by thermometric measurements that allows to determine quite accurately the TAN value and keep a control of its level along the oil drain interval. Furthermore, the implementation of this methodology in the routine analysis of engine oil samples can let to generate a benefit to the OCM in terms of costs and time for the analysis.
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14:05-14:20 |
Oxidative degradation monitoring by headspace analysis
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Mara BERNABEI, Ian SHERRINGTON, Simone PANTALEI |
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Jost Institute for TribotechnologyJost Institute for Tribotechnology, University of Central Lancashire, Jost Institute for TribotechnologyJost Institute for Tribotechnology, School of Engineering, University of Central Lancashire, Ascend Diagnostics Limited
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Lubricant oils used in engines and in industrial machinery are formulated from a range of different base oils to which several additives are added to improve lifetime and performance of the oil.
Degradation of lubricant oils occurs through different chemical and physical processes: base oil degradation, oil contamination and/or additive depletion. The dominant degradation mechanism is determined by several factors, such as oil formulation, pressure, operating temperature, mechanical shear and more. The range of the oil formulations and of the parameters governing the oils degradation, make the oil aging process complex and difficult to monitor on-line. However, different aging states are characterised by different volatile compounds emitted by the oil, and headspace analysis seems to be a viable solution for on-line degradation monitoring.
We have developed an artificial olfactory system for oil-degradation monitoring by the evaluation of the concentration of molecular compounds in the lubricant headspace. The system has already proved the capability to detect differences in the volatile compounds emitted by new SAE 10W-40 engine oil and the same oil after having run a few miles.
This paper describes new experiments carried out on lubricant oils composed of different base oils: synthetic oil and mineral oil. All the oils are artificially aged by oxidative degradation at different temperatures. Samples of the oils at different degradation stages are collected at fixed times and are analysed using the artificial olfactory device. These experiments aim to determine the ability of the system to identify different aging phases of the oils, with good levels of resolution, for a range of different oil formulations. The same oil samples are characterised through standard laboratory viscosity tests to compare the results of the odour analysis. The results of the measurements are presented and discussed.
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14:20-14:35 |
Friction and wear performance of used and artificially altered hydraulic oils
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Marcella FRAUSCHER, Ameneh SCHNEIDER, Daria KOLBAS, Nicole DÖRR, Serhiy BUDNYK, Franz NOVOTNY-FARKAS |
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AC2T research GmbH, Optimol Instruments Prüftechnik GmbH, Gubkin Russian State University of Oil and Gas, Engineer Consultant
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Friction and wear performance of used and artificially altered hydraulic oils
Frauscher, Marcella1; Schneider, Ameneh2; Kolbas, Daria3; Dörr, Nicole1; Budnyk, Serhiy1; Novotny-Farkas, Franz4
1. AC2T research GmbH, Wiener Neustadt, Austria.
2. Optimol Instruments Prueftechnik GmbH, Munich, Germany.
3. Gubkin Russian State University of Oil and Gas, Moscow, Russian Federation.
4. Engineer Consultant, Schwechat, Austria.
Short-time tribometrical tests were applied to characterize fresh and the respective used or artificially altered hydraulic oils according to friction behaviour and wear formation. Hydraulic oils with different degrees of degradation were obtained from thermal-oxidative stability tests, Bosch Rexroth pump test and from the field after up to 40,000 operating hours. For tribometrical evaluation, a steel-steel contact with ball-on-disk configuration in the Schwing-Reib-Verschleiss-Tribometer SRV® 5 was applied. The findings obtained with tribometrical tests were correlated with condition monitoring data of the lubricants. While conventional oil characterization did not show tremendous oil degradation compared to the fresh oil, tribometrical test results differentiated between fresh and used oil condition. For the comprehensive understanding of the observed behaviour, surface characterization and high-resolution mass spectrometry were performed.
Topics (https://www.lubmat.org/en/main-topics)
Maintenance 4.0 and condition monitoring Machinery diagnostics through lubricant analysis
Keywords
Hydraulic Fluids, Oil Condition Monitoring, Boundary Lubrication
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14:35-14:50 |
The critical role sulfation process play in gas engine oil performance
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Yesid Antonio GÓMEZ, Jesús TERRADILLOS, Jose Ignacio CIRIA, Adolfo MALAGA |
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Bureau Veritas
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Gas engines require to burn a variety of gases (fuels) which are characterized in some applications by having butane, methane and carbon dioxide and which frequently contains halogens such as fluorine and chlorine, as well as the presence of siloxane compounds, which cause a very “hostile” environment for the lubricant. Understanding the behavior of these engines, gas fuel combustion process, which results in the accumulation of sulfate products which are an indicator of oil degradation caused by oxidation of sulfur in the oil and sulfur in fuel are essential to make a correct condition monitoring and diagnostic.
In this study, a representative sample have been studied in order to evaluate the critical role sulfation process play in gas engine oil performance, in addition to the review of several EOMs, in order to get a better understanding of the degradation process to achieve maximum efficiency and long life from the engines.
The results of this study, show the need to re-evaluate some EOMs that have been studied and, above all include an essential parameter in the diagnosis of gas engines such as sulfation, in order to make the right decisions in the maintenance plans and in determining overall machinery health and in determining additive depletion.
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14:50-15:05 |
Live discussion
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Room: 2
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13:35-15:05 |
Oral Communication | Lubricants and lubrication management 5 |
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13:35-13:50 |
Microencapsulated ionic liquid as active thermal material in heat transfer fluids
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Nerea URANGA, Marta HERNAIZ |
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Tekniker
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Keywords. Ionic liquids, encapsulation, heat transfer fluid, thermal conductivity
Encapsulated materials have been used in different sectors and with diverse applications, since they allow the formulation of materials with new or improved properties. The type of materials to be encapsulated depends on the desired property in the final product. The active materials to encapsulate go from phase change materials, nanoparticles…
This encapsulation and subsequent dispersion allows the formulation of materials with new or improved properties. In the development of this technology, it is of great interest to obtain capsules in the micrometric range, since their subsequent dispersion facilitates an effective homogenization of the active material throughout the matrix.
Despite of the advantages of IL, these compounds present some milestones, immiscibility, water absorption, corrosion potential, which limit it used, so as strategy to block these mentioned disadvantages, the microencapsulation appears to be the accurate strategy. The encapsulation of phosphonium phosphate in inorganic microspheres is demonstrated. This method is based on the encapsulation of ionic liquid within a silicon shell by SOL-GEL technique. The microcapsules were characterized by scanning electron microscopy, thermal gravimetric analysis, given capsules with a diameter of 155nm, and with an active IL content up to 42%.
The potential of these new innovative additives has been tested in heat transfer fluid increasing thermal conductivity up to 5% with no evidence of IL migration or shell nature degeneration
REFERENCES
Vinh Duy Cao. Microencapsulated phase change materials for enhancing the thermal performance of Portland cement concrete and geopolymer concrete for passive building applications. Energy Conversion and Management, Volume 133, 1 February 2017, Pages 56-66
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13:50-14:05 |
Wetting performance of 12 phosphonium and ammonium cation-based ionic liquids studied in lubrication
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David BLANCO ALONSO, Noelia RIVERA RELLÁN, Marlene BARTOLOMÉ SÁEZ, Jose Luis VIESCA RODRÍGUEZ, Rubén GONZÁLEZ RODRÍGUEZ, Antolín HERNÁNDEZ BATTEZ |
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University of Oviedo
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This research deals with the wetting properties of 12 different ionic liquids (ILs): trihexyltetradecylphosphonium bis(2,4,4-trimethylpentyl) phosphinate [P6,6,6,14][(iC8)2PO2], trihexyltetradecylphosphonium bis(2-ethylhexyl)phosphate [P6,6,6,14][BEHP], trihexyltetradecylphosphonium bis(trifluoromethylsulfonyl) imide [P6,6,6,14][NTf2], trihexyltetradecylphosphonium dicyanamide [P6,6,6,14][DCA], trihexyltetradecylphosphonium chloride [P6,6,6,14][Cl], methyltrioctylammoniumbis(trifluoromethylsulfonyl)imide [N8,8,8,1][NTf2], methyltrioctylammonium caproate [N8,8,8,1][C6:0], methyltrioctylammonium caprylate [N8,8,8,1][C8:0], methyltrioctylammonium laurate [N8,8,8,1][C12:0], methyltrioctylammonium palmitate [N8,8,8,1][C16:0], methyltrioctylammonium stearate [N8,8,8,1][C18:0] and methyltrioctylammonium oleate [N8,8,8,1][C18:1]. The surface tension was analyzed using the Gibbs free energy in a temperature range of 293−333 K and the contact angle was measured on AISI 52100 steel using dynamic sessile drop tests at room temperature. In addition, the polarity fraction (PF) and the spreading parameter (SP) were calculated with the aim of improving the wettability understanding of these ILs.
Surface tension results showed that the increase of the alkyl chain length in the 6 fatty acids anion-based ionic liquids (FAILs) rise surface tension in a similar way that in hydrocarbons. But longer alkyl chain length and anion size in the other 6 ILs causes a dispersion of the charge and the surface tension values decreases. Regarding contact angle results, all cases studied are time-dependent and therefore this property does not perfectly characterize the solid-liquid interaction. Polarity fraction values varied between 0.27 and 0.43, being the 6 FAILs the ones with lower values. Although all 12 ILs “wet” the surface (SP>0), the values obtained with FAILs almost double those obtained for traditional ionic liquids. This better affinity with less polar metallic surfaces such as steel is due to the lower polarity of this novel family of ionic liquids, which makes them better from the wettability point of view. Finally, additional wetting parameters like SP became a helpful outcome for understanding the wetting performance of ILs.
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14:05-14:20 |
Less Could Be More - leveraging technology to produce high-performance greases
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Mehdi FATHI-NAJAFI, George DILOYAN, Jinxia LI |
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Nynas AB, Nanotech Industrial Solutions
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Today’s highly competitive market demands automotive and heavy-duty industries to increase efficiency, reduce downtime and emission. Core parts of various mechanisms are exposed to extreme conditions: temperature, load and vibration. To meet industry requirements the use of the high-performance additive for lubricant and grease production to protect equipment under extreme conditions, has significant importance. It is well known that in order to fulfill these requirements, beside a suitable thickener type and base fluid, several types of additives are used e.g. extreme pressure, anti-wear, tackifier, friction modifier, copper passivator etc... However, combination of multiple components in many cases may give antagonistic effect and result in significantly increased cost, especially in a tribological contact.
The aim of this work was to investigate if high performance greases could be formulated by minimizing the number of the components that are typically used. Hence only four components were used: Thickener, Base oil, Antioxidant and submicron spherical nanoparticles. One of the areas of this research was to understand if there is any relationship between the thickener content of various type of greases and the performance of the nanoparticles on the tribological contacts in a rotational movement e.g. ball on disc.
The outcome of the performance study suggests how to formulate simpler lubricating greases, without any compromise in performance, for use in various industrial applications.
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14:20-14:35 |
On the mechanical (nano) quantum as an elementary nanostructure of a self-organized solid lubricant
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Sergey FEDOROV |
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Kaliningrad State Technical University
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Friction is a global phenomenon of transformation and energy dissipation. The friction contact has system properties. During operation, the friction contact evolves. The evolution of the friction contact forms an elementary tribosystem – the critical volume of friction. Quantitative regularities of the evolution of the friction contact (elementary tribosystem) are subordinated to the energy balance equation. From thermodynamic point of view friction is a competition of two simultaneous, interconnected and opposite tendencies of accumulating latent (potential) energy of various kinds of defects and damages of contact volumes structures and releasing (dissipation) energy due to various relaxation processes. The structural-energy interpretation and regularities of evolution of tribological contact (elementary tribosystem) are discussed. As the result of most full evolution of contact the unique nanostructure (subtribosystems) is formed and the basis of which is one mechanical (nano) quantum. Mechanical quantum represents the least structural form of solid material body in conditions of plastic deformation. Mechanical quantum is dynamic oscillator of dissipative friction structures. The universal size of a mechanical quantum (8103,08396… atoms) is considered as a universal constant. The nano-quantum model of the surfaces damping is proposed. Calculations have shown the number of such mechanical quanta (elementary nanostructures) within the elementary tribosystem’s volume to be about 63 millions, which is close to the safe number of fatigue cycles. According to a model of quantum surface damping at friction in state of most complete evolution (adaptation) of elementary tribosystem all mechanical quanta with the exception of one elasticity and reversibly transform energy of outer impact (mechanic movement). In these terms only one mechanical quantum is the lost - the tribological (wear) standard. This ideal state of contact of friction (solid) is the state of the dynamic dissipative structure of friction (third body). This is the state of a self-organized nano-quantum solid lubricant.
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14:35-14:50 |
Oil jet interraction with a scoop leading edge
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Akinola ADENIYI, Budi CHANDRA, Liben JIANG, Andrew FSADNI |
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University of Central Lancashire (UCLan), Unversity of the West of England (UWE)
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An oil scoop is a device that is used to capture a jet of oil to lubricate aeroengine bearings where direct oil injection is otherwise not an appropriate or suitable option. The challenge for the oil scoop is to capture the oil jet radially and redirect the oil along the axis of the shaft to be available at the bearings. There are different designs but a typical oil scoop consists of a set of radial scoops in the shape of a prismatic wedge attached to a rotating shaft with the leading edge encountering the oil jet or in some cases jets. The scoops are contained within a cyclindrical enclosure to ensure maxima amount of oil capture. The space below the scoop, and between the shaft, traps the oil as the scoop rotates in a direction against the oil jet thereby getting the oil captured into a pocket along the shaft and the oil is driven to the bearing under the pressure to the bearings. A very high percentage of the oil is lost as the leading edge of the scoop encounters the oil jet. In this work, we are looking at the oil jet encounter with a scoop to understand how to the shape of the scoop affects the jet-edge losses.
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14:50-15:05 |
Live discussion
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Room: 1
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15:05-15:15 |
Plenary Session | Closing |
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15:05-15:15 |
Recognition to Jesús Terradillos for a professional life devoted to lubrication. Closing of Lubmat 2020
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