The impact of the new emission standards on lubricants is reflected in:
1. In favor of lower P, S and sulfate ash content, European OEMs have begun to demand reductions in the P, S and sulfate ash content of lubricating oils.
2. Ensure that the tail gas treatment device can work normally during the service life of the vehicle.
3. Lubricants must have good compatibility with the exhaust gas treatment devices used by OEMs.
4. The limitation of the content of P, S and sulfate ash in lubricants will bring great challenges to lubricant formulation technology.
5. With the increasingly stringent emission regulations, the sulfur content in the fuel is less than 0.05% to meet the requirements. However, the use of CF-4 oil for high-sulfur fuels causes problems such as accumulation of soot and plugging of oil filters.
In December 1998, the API promulgated the CH-4 diesel engine oil specification that meets the lubrication requirements for heavy duty diesel engines that use both low-sulfur diesel fuel and sulfur-containing diesel fuel. At the same time, the fuel injection pressure is higher on the engine design, and the need for two-stage pistons is met. . The use of diesel engine at high operating temperature and high soot shows better soot, sediment, fuel consumption control and anti-wear protection than CG-4 oil. The oil has better soot loading capacity and wear resistance. Sex.
The CF-4 heavy-duty diesel engine oil that is currently in use has poor dispersion performance and needs to be improved. In order to ensure a long oil change period for European high-power diesel vehicles, the cleanliness of CF-4 is also insufficient. During the use of CF-4-adapted direct-injection diesel engine, the soot content in the oil can reach 3%-4%. During the use of the CG-4 adapted direct injection diesel engine, the soot content in the oil can reach 5%-6%. During the use of CH-4-adapted direct-injection diesel engines, the soot content in the oil can reach 8%-9%. These soots are easy to aggregate into large particles and cause damage. Therefore, diesel engine oils are required to improve the dispersion performance, keep the particles below 1um, do not block the filter, reduce the degree of thickening of the oil, reduce wear, and extend the oil change period.
The emissions from abroad continue to be harsh. Since 1991, environmental protection has twice reduced the emission standards for NOx and particulates. By 1998, NOx emissions in the United States decreased by 20% on the basis of 1994, and decreased by nearly 90% from 1988. Automobile manufacturers use delayed ignition to achieve their goals. The combustion peak temperature in the cylinder directly affects the NOx emission. The higher the combustion peak temperature, the greater the NOx emission. Therefore, compared with the previous engine, the injection timing advance angle of the engine is relatively small, and the combustion gas is increased. The contact area with the cylinder wall increases the low-temperature combustion zone and reduces the NOx emissions, but this also raises the problem of increased smoke in the engine oil. During work and exhaust strokes, the soot will be absorbed by the lubricating film on the cylinder liner. The carbon black in the lubricating liquid film will be absorbed by the piston ring (scraper ring) during the suction stroke. Scratching into the crankcase together causes serious practical driving problems, including increased oil viscosity, filter clogging, and the like. In order to solve the above problems in a balanced way, the diesel engine oil specifications have been upgraded from API CF-4 and CG-4 to CH-4 and CH-4. CH-4 and CH-4 or higher oils are suitable for both low sulfur fuels and high sulfur fuels. The national III heavy truck special oil is a special product specially developed for this requirement. The grade of the recommended country III vehicle is: CH-4, CI-4, CI-4+, and CJ-4.
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