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Heavy Duty Fuel Economy

Heavy Duty Fuel Economy. Thakor Kikabhai, Tim Fletcher, April 2010 A Review of Laboratory Based Fuel Economy Studies BP Confidential. Heavy Duty Fuel Economy. The Effect of Lubricants. Heavy Duty Fuel Economy – Drivers for Change. Heavy Fuel Economy

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Heavy Duty Fuel Economy

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  1. Heavy Duty Fuel Economy Thakor Kikabhai, Tim Fletcher, April 2010 A Review of Laboratory Based Fuel Economy Studies BP Confidential

  2. Heavy Duty Fuel Economy The Effect of Lubricants

  3. Heavy Duty Fuel Economy – Drivers for Change Heavy Fuel Economy • Legislation is driving emission standards • No enforced constraint on CO2 emissions (currently) • No fuel economy test within HD specifications (currently) • Fleet operators are motivated to reduce costs • Industry moving to lower viscosity oils

  4. Heavy Duty Fuel Economy – Effect of Lubricants Fuel Economy Improvement • Significant testing undertaken by GLT during recent years • Fuel economy improvement mainly explained by viscometrics • Viscosity grade • HTHS (High temperature high shear) • Base oil viscosity • Other factors can influence FE such as DI, polymer type and use of friction modifying components

  5. Heavy Duty Fuel Economy – Pangbourne Experience (1) MAN D20 Engine • MAN D20 (six cylinder HD, 11 litre, Euro IV diesel engine) • Modified European Transient Cycle (ETC) used to evaluate current and new formulations • HTHS and BOV explains majority of FE behaviour

  6. Fuel economy- MAN D20 Studies MAN D20 Engine • Strong correlation with HTHS and weaker correlation with BOV

  7. Fuel economy- MAN D20 Studies MAN D20 Engine • The influence of viscosity grade on fuel economy:

  8. Heavy Duty Fuel Economy – Pangbourne Experience (2) TATA 697TC Engine • Tata 697TC (six cylinder HD, 6 litre, Euro II diesel engine) • In house method based on a nine point speed-load map • Objective is to show 1.5% FEI compared to RX Viscus 15W-40

  9. Fuel economy- Tata Studies TATA 697TC • The influence of viscosity grade on fuel economy:

  10. Heavy Duty Fuel Economy – Pangbourne Experience (3) OM 501 LA • OM 501 LA (six cylinder HD, 11.9 litre, Euro V engine) • Engine used to measure FEI (1% cf 10W-40 reference) – ‘RACE 2012’ • Demonstrate benefits of fuel efficient first fill oils for Daimler • HTHS fixed at 3.5cP • Testing at ISP and APL using Daimler protocol • Evaluate effect of components (base oils, friction modifiers, VMs) • Test cycle is WHTC with reference before and after candidate (B5 fuel)

  11. Fuel economy- Daimler RACE 2012 OM 501 LA • BOV is a key factor (HTHS constrained at 3.5cP) • Component effects also observed

  12. Heavy Duty Fuel Economy – Pangbourne Experience (4) HINO S05C-TI • Hino S05C-TI (four cylinder HD, 5 litre, diesel engine) • Japanese 10-15 mode transient fuel economy drive cycle used to evaluate current and new formulations • HTHS fixed at 3.00cP • Tests run at 60oC and 90oC, both low and high power • Major influence on FEI is BOV • Polymer choice and friction modifiers seen to affect FEI

  13. Fuel economy- Hino Studies HINO S05C-TI • Fuel economy as function of power: Japanese 10-15 mode test cycle Average of the results at 60°C and 90°C gives fuel consumption benefit of 1.76%

  14. Heavy Duty Fuel Economy – Pangbourne Experience (5) Cummins ISB Engine • Cummins ISB (six cylinder HD, 6.7 litre, US 07 diesel engine) • Cummins cycle including motoring, steady state and transient phases • Quantify lubricant effect on engine friction and fuel economy • Lubricants based on CJ-4 technology • HTHS range from 4.2cP – 2.6cP • Component testing of VMs, FMs, BOs • 2.9cP, 4.0cSt BOV (5W-30)

  15. BOV = 4.1cSt BOV = 5.3cSt Fuel economy- Cummins Studies Cummins ISB • FE highly dependent on load (and temperature) • BOV and HTHS important factors

  16. BOV = 4.1cSt BOV = 5.3cSt Fuel economy- Cummins Studies Cummins ISB • FE highly dependent on load (and temperature) • BOV and HTHS important factors

  17. Fuel economy- Cummins Studies Cummins ISB • Results modelled by Cummins (‘Cyber Apps Simulation’)

  18. SV261 + GMO SV261 Fuel economy- Cummins Studies Cummins ISB • Formulation has significant influence of FE within the same viscosity profile • SV261 effective at high temp and can be boosted by GMO

  19. Heavy Duty Fuel Economy – Pangbourne Experience (6) Caterpillar C13 • Caterpillar C13 (six cylinder HD, 12.5 litre, US 07 diesel engine) • Demonstrate benefits of low viscosity oils to Caterpillar • Caterpillar Tier 3 (off highway specification) • Testing at AVL (Graz) • HTHS range from 4.2cP – 2.5cP • Evaluate effect of HTHS and BOV • Test cycle combined 3 transient cycles • World Harmonised Transient Cycle (WHTC) – on highway • Non Road Transient Cycle (NRTC) – off highway • Jwaneng Cycle – in house cycle developed at mine in Botswana

  20. Fuel economy- Caterpillar Studies Caterpillar C13 • Load (again) the critical influencing factor on lubricant FE • HTHS is dominant compared to BOV (at 90°C)

  21. Heavy Duty Fuel Economy – Pangbourne Experience (7) Scania DC13 • Scania DC13 engine (six cylinder HD, XPI Euro V diesel engine) • Test method jointly developed between Castrol and Scania • Fuel consumption measured at 8 points in engine map, at 80°C and 100°C • Data is modelled by Scania to produce estimates of FEI in different driving conditions • Objectives are: • 0.3% FEI in motorway driving • 2% FEI in city driving • vs 15W-40 reference

  22. Fuel economy- Scania studies • Over 40 candidates tested covering: • Viscosity effects (2.0 – 3.5 cP) • VM effects • Friction modifier effects • Chemistry effects • HTHS is dominant influence in this engine • Data at 80°C showed better discrimination and less variability • Greatest discrimination between oils seen at lower speed and load Scania DC13

  23. Fuel economy- Scania studies Scania DC13 • Fuel consumption from each speed-load point was analysed in Scania in-house model • Predictions of FE given for differing drive cycles and vehicle configurations • Excellent correlation seen between Pangbourne fuel consumption measurements and Scania modelled fuel savings

  24. Heavy Duty Fuel Economy – Effect of Lubricants Fuel Economy Improvement can be Predicted • Fuel economy improvement mainly explained by viscometrics • HTHS (High temperature high shear) • Base oil viscosity • Other factors can influence FE such as polymer type and use of friction modifying components

  25. Acknowledgements:Gordon LambAngela KeeneyGareth BracchiTim FletcherAsha BhaskaranAndrew SmithSimon EdwardsChris O’MahonyLiz GuptaMay TurnerThank you for your attention

  26. Chassis Dynamometer and Field Trial Evaluation HD, PC and MC • HD OEM • Japanese 10&15 mode cycles • FE retention • Cummins M11 HD • Full transient cycle – ETC (Hill/Bus/Urban) • Friction Rig: HD&PC • Developed with Torque Flange • PC OEM Diesel • Willans Line • Honda CBR600RR MC • Telemetry data of Brands Hatch – perfect reproduction of reality • Volvo D12A HD • Willans Line • Steady State • HD OEM • Full transient duty cycles Friction Rig: HD&PC Component and Full Engine A/C dyno with Invertor control • MB M111 PC • Gasoline • Simple CEC cycles • HD OEM • ETC cycles • Load mapping • Sequence VIB PC • Gasoline • ASTM Phase 2 • Cummins 5.9L HD • Transient cycles • Regional • Load mapping 64Hz PC controlled test beds • Telco 697TC HD • Pseudo transient cycle – dynamic measurements on an absorption dyno Key: HD: Heavy Duty PC: Passenger Car MC: Motorcycle Fuel Economy Measurement– Pangbourne Experience 1980 1990 2000 2010

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