2023 Full Conference Agenda

Climate change demands urgent action towards reducing CO2 emissions. New engine lubricants, through their effect on friction losses, play a key role in reducing fuel consumption and, consequently, CO2 emissions. Besides optimizing oil viscosity, friction contributions primarily depend on friction reducer (FR) chemistry, although secondary impacts exist for detergent, dispersant, and antiwear additives.

Eni has been working for several years on the development of innovative friction reducer additives, as well as defining testing methods to evaluate the performance of a large number of molecules and select the most promising ones for engine or vehicle tests. Following this approach, a tribological method was initially established using the Mini Traction Machine (MTM). This equipment allows measurement of the friction coefficient under various operating conditions and can also replicate the Stribeck curve, encompassing all lubrication regimes, thereby qualitatively predicting the friction behaviour of a lubricant. The performance of a significant quantity of candidate additives was evaluated, both when fresh and after appropriate aging.

Among these, a highly promising metal-free additive derived from renewable sources was selected and incorporated into low-viscosity engine oils for engine and vehicle test evaluations. Standard engine tests, such as Sequence VIE and JASO M366 Fuel Economy, as well as chassis-dyno tests, were conducted, yielding results that meet API SN Plus and JASO GLV-1 limits.

The promising behaviour of friction reducer additives at different scales is the subject of this discussion aimed at providing valuable support in the roadmap towards CO2 reduction.

For decades, lube oil blending plants have faced a challenging choice for fast movers production: In-Line Blending or In-Tank Blending. This ongoing debate has its proponents on both sides.

In-Line Blending involves pumping all formula components simultaneously, each with a controlled flow rate corresponding to its proportion in the formula. After in-line homogenization, achieved with either an in-line static or dynamic mixer, the product is sent to finished product tanks. In theory, each droplet leaving the in-line blender meets specifications, eliminating the need for further homogenization in the tanks. This is especially advantageous for large tanks (200 to 500 tons). However, it’s worth noting that if the In-Line Blender requires flushing with base oil for compatibility, the flushing oil can’t be incorporated into the finished product and must be discarded.

In-Tank Blending combines a Simultaneous Metering Blender (SMB) with a finished product tank used as a blending tank. The SMB meters all components either simultaneously or sequentially, offering formulation flexibility. The SMB process ends with a flushing step, where the flushing oil becomes part of the formula. The finished product tank is then used for final mixing after transferring all components. The SMB offers dosing flexibility and thorough system flushing without compromising the product, but it requires additional mixing equipment for tank homogenization (eductors, air mixing, pump recirculation), making it energy-intensive.

Re-refining of base oils offers an opportunity for the industry to bring circularity into the supply chain. Not only does it reduce the amount of crude oil being used, uses 50% less energy and has higher yields than the initial refining process; it also helps resolve disposal issues of used lubricants. On the other hand, the industry has a way to go to in developing the infrastructure and partnerships required to create the scalability and bring down the cost. In this session, the supply chain gets together to investigate:  

• What are the sustainability benefits of re-refined base oil? 
• What kind of formulations are suitable, what are their characteristics and specifications and how can they improve formulations?  
• What are the limitations and challenges for different chemistries? 
• How do you create scale and create the infrastructure to support re-refining? 

ExxonMobil has previously announced the introduction of a unique high-viscosity Group II clear and bright base stock – EHC 340 MAX™ – at a large scale, scheduled for startup in 2025. EHC 340 MAX™ will be available globally.

EHC 340 MAX™ complements the viscosity range of the existing EHC™ slate with a base stock that is comparable in viscosity to Group I bright stock but allows customers to blend a wide range of high viscosity finished lubricants where traditional Group I base stocks use is limited. The new product is suitable for lubricants that require extra high viscosity, low temperature performance, high oxidation stability, high viscosity index, and a high flashpoint, which is critical for high temperature applications. Intended applications include gas engine oils, marine lubricants, greases, engine oils, industrial oils, and gear oils. In this exhibition, we will review the application breadth & performance benefits of this innovative product in key lubricant applications.

A new generation of component test rigs, relevant to battery-powered electric vehicles (EVs), has become essential for the lubricants industry, which is investing heavily in creating value in the EV market space. In this presentation, we will describe our innovative product design for the Electrical Lubricants Test Rig featuring a two-stage lubricated bearing system capable of testing at speeds up to 30,000 rpm and loads up to 15 kN. These bearings can be lubricated with grease or oils, and they can be heated up to 150°C using our proprietary heat exchanger. Rotor dynamics and cooling systems are crucial techniques to minimize downtime and enhance operator safety, and we will provide further details on these techniques during the presentation.

Each bearing station is equipped with smart sensors that capture data on vibration, noise, bearing friction, and temperature within the lubricated system. This sensor system is MOOHA-enabled, automating data collection, cloud storage, analytics, and reporting. Collectively, these sensors provide insights into the performance of e-grease or e-fluid, including factors such as antiwear properties, thermal conductivity, friction, and fatigue resistance. We will also share a case study illustrating the performance of several electrical lubricants commonly used in electric motors and electric wheel hubs of battery-powered EVs.

The Electrical Lubricants Test Rig is the first of its kind in the market, aimed at developing high-value lubricants to enhance the performance of EVs and promote the reduction of carbon emissions through electrification.

As automation becomes a sustainability measure, hear the latest in developing long life greases with higher drain intervals, only previously seen in lubricants.

The electrification trend of recent years, especially HEV and BEV, has brought new challenges for durable powertrain solutions. Various types of electrical currents occur in the e-motor and, therefore, come into contact with powertrain components and bearings. These currents can lead to electrical erosion and, consequently, damage the bearings. A well-established countermeasure is the use of hybrid bearings with rolling elements made of ceramic. While hybrid bearings work well technically, they are comparatively cost-intensive. The increasing use of faster-switching SiC semiconductors in combination with an 800V system architecture will significantly increase the occurrence of these parasitic currents in electric vehicles. This visible trend urges the industry to develop new cost-efficient and reliable solutions against these phenomena. With the insulated bearing through injection over-molding, NSK aims to provide a cost-efficient solution. The presentation will give an overview of the design, test results, and current development status. 

We will explore market trends/needs and key benefits of low viscosity, low volatility polyalphaolefin base stocks in various applications.

Miba will present an engineering initiative to choose the overall optimal bearing solution for any system requirement specification. Based on an easy to apply and transparent process flow highlighting potentials, limitations, and particular advantages of the two bearing types, the route to a novel engineering tool will be presented allowing engineers a fact based and fast choice of the bearing type in the early development stage.

This session will present an alternative testing method for Nitrite determination in engine coolant and it’s scope and automation potential for the analysis and sample preparation.

Electric vehicles (EV), either powered by lithium-ion batteries or by hydrogen fuel cells, represent the mainstream favored by policymakers followed by hybrid vehicles (HEV) and plugin hybrid vehicles (PHEV). The later still operate an internal combustion engine (ICE).

EV&HEV&PHEV lubricants and fluids must still keep anti-wear performances and drain intervals at a high level as well as significantly reduce friction in conjunction with compatibility to arcing and electrostatic fields when lubricating or being in contact with electric motor and reduction gears as well as fluids for cooling of inverter and battery pack.

The currently most popular e-configuration in EV&HEV&PHEV encompasses minimum one reduction gear and one differential all lubricated with one gear fluid (about 3 – 4 liters).

Electric vehicles have much different lubrication requirements than internal combustion engine vehicles, and thus a shift towards electric vehicles and electrified powertrains will demand for a new class of functionalized fluids and adopted tribometry. SRV is at the forefront in combining tribological testing with electrical contact resistance and arcing as well as is anticipating technological innovation in the direction of synthetic multifunctional lubricant and fluid formula-tions for CO2 neutral mobility.

Friction reduction in any moving mechanical system means savings in primary energy or reduced fuel consumption or longer ranges for electrical vehicles. SRV offers here tribotesting under oscillation and rolling motions, because electric and electrified powertrains use preferably rolling bearings.

Additional, hybrid (HEV) and plug-in hybrid electric vehicles (HPEV) extend the tribometric testing matrix and require more synthetic lubes, because start-stop cycles going quick to full load and heavy loads at cold start for charging or spontaneously delivering power surplus represent aggressive operation modes leading to an increased acid formation and sludge formation as well as fuel and water dilution by excessive blow-by.

Phantom particle counting is a documented problem, encountered when using laser-based LBM particle counters to verify the cleanliness of mineral based fluids containing certain insoluble additives. Silicone-based antifoam agents such as polydimethylsiloxane are common additives causing problems. Fluids used in mobile fluid power systems are typically formulated to contain high antifoam concentrations. Research has suggested that through differential surface tension, the silicone-based antifoam additive agents adhere to the inner wall of microscopic, entrained air bubbles, resulting in micelle-like encapsulations of the additive agents that then take on the apparent shape characteristics of a water droplet. The micelle-like antifoam agent encapsulations typically range in 4-10µm in size. Once the encapsulations rise to the fluid surface, the agents quickly pierce the air bubble and return back into the fluid. In a related study on the effects of a variety of nonsolid contaminants and additives on LBM particle-counting accuracy, it was found that a base stock mixture containing 0.02% (by weight) of a silicone antifoam agent increased the particle count by a minimum factor of three. The erroneous particle accounts were particularly evident in the 4µm and 6µm channels of the ISO 4406 cleanliness standard.

Talk would highlight the current challenges and threats facing lubes sector and how people are the key to overcoming them and actually deliver sustainable growth.

Abstract– Environmental protection is a top priority for many companies— and oil marketers continually look to unlock possibilities at the molecular level to drive measurable results. Growing demand for lubricants with improved environmental protective properties is driven by regulatory requirements and social responsibility to protect the land and sea. Environmentally Acceptable Lubricants (EALs) meet regulatory standards for biodegradability, nonbioaccumulative potential and minimal toxicity to aquatic life.

To help the world Move Cleaner, Create Smarter and Live Better, Lubrizol has launched our EcoAssurant™ portfolio of environmentally acceptable finished fluids, additive packages and components that will elevate the environmentally protective qualities of lubricants in industrial applications, worldwide. This presentation will explain the move towards environmentally acceptable lubricants as well as opportunities oil companies can tap into.  In addition, the presentation will introduce the Lubrizol® IG22EL series of industrial gear fluids, formulated from bio-based synthetic esters, and meeting the EU Ecolabel requirements.

In Part 2 of our Maintenance Managers Masterclass, Rafe and our esteemed panellists’, will take participants on a deeper dive into essential topics that are vital for their lubrication programs. The session will provide an in-depth exploration of how companies can respond to the decreasing availability of lubrication talent by implementing remote sensing technologies to minimize the man-machine interface. Attendees will gain valuable insights into effectively leveraging the vast amount of data generated by condition monitoring systems to make informed maintenance decisions and optimize equipment performance. 

 Furthermore, the masterclass will delve into the latest filtration technologies that can significantly extend the lifespan of lube oil and assets, providing a deeper understanding of their impact. Rafe will also highlight new synthetic and additive technologies that enhance lubrication performance, equipping participants with valuable knowledge and strategies to refine their maintenance practices. 

Discussion points:

• In the face of decreasing lubrication expertise availability, how can you access the necessary lubrication talent? 
• What are the new remote sensing technologies that can be implemented to minimize the man-machine interface? 
• How can you effectively leverage the vast amount of data generated by condition monitoring systems? 
• What are the latest filtration technologies that can significantly extend the lifespan of lube oil and assets? 
• Which new synthetic and additive technologies should you be looking for to enhance lubrication performance? 
  

Users of engine oils should be confident that oils from different manufacturers labelled with the same quality levels will provide the same level of engine lubrication and protection. This is why ACEA (The European Automobile Manufacturers Association), ATC (The Technical Committee of Petroleum Additive Manufacturers in Europe), ATIEL (A representative body for manufacturers and marketers in the European lubricants industry) and CEC (The Coordinating European Council) have established the European Engine Lubricant Quality Management System (EELQMS).

Presentation will show the principles of the EELQMS quality management system as well as the activities of SAIL (Services to Associations and Industry in the Lubricants sector) – an independent subsidiary to ATIEL- in monitoring the quality of engine oils available on the market. Some findings of SAIL’s quality surveys will be also presented.