TLT

SYSTEMS, STRATEGIES & RESEARCH FOR LUBRICATION PROFESSIONALS AN PUBLICATION | NOVEMBER 2018

FILTER DEBRIS
TRIBOLOGY &
LU B R I C AT I O N ANALYSIS
TECHNOLOGY
Will the wind turbine
industry adopt a technology
15 YEARS
of publishing excellence that’s averted airline
catastrophes for
decades?

CMF Plus
Research from the
lubricant industry’s
most innovative
companies.

Also:

Nanoscale surface engineering

Q&A with Dr. Min Zou

Fighting foamy foam

Bubble-bursting strategies

Organomolybdenum in lubricants
New uses for versatile chemistry

Friction in fabrics
How stick-slip equals comfort

Going small on education

STLE embraces micro learning

You’ve got 45 seconds—go!

Perfecting your elevator speech

Digital TLT: Sponsored this month by Acme-Hardesty at www.stle.org.

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Contents
TLT / NOVEMBER 2018 / VOLUME 74 / NO. 11

F E AT U R E S

LETTER TO THE EDITOR

18 45 9 Sulfurized Additives: Adapting to

changing market conditions
By Dr. Neil Canter

20 MINUTES WITH…
18 Min Zou
This Arkansas professor explains
why nanoscale surface engineering
provides performance that
macro- or microscale can’t match.
By Rachel Fowler

LUBRICATION FUNDAMENTALS
22 What’s so bad about foamy foams?
Plenty. Fortunately, formulators
have several bubble-bursting
options.
By Dr. Robert M. Gresham

WEBINARS
24 Effective use of organomolybdenum
additives in lubricants
These versatile and non-toxic
chemistries solve difficult friction
problems and enhance the
performance of other additives.
By Dr. Nancy McGuire

FEATURE ARTICLE
34 Filter debris analysis:
From aircraft to wind turbines
FDA has prevented aviation
catastrophes for years. Experts
say it’s about time the wind
industry got on board.
By Jeanna Van Rensselar

COVER STORY
45 16th Annual CMF Plus
Nine of the industry’s most
innovative companies recap
presentations from STLE’s 2018
Commercial Marketing Forum.

PEERREVIEWED PAPER (EDITOR’S CHOICE)

86 Modeling Wear State Evolution
Using Real-Time Wear Debris
Features
By Shuo Wang, Tonghai Wu,
Hongkun Wu and Ngaiming Kwok

34
Front Cover photo © Can Stock Photo / WDGPhoto & peshkov

WWW.STLE.ORG TRIBOLOGY & LUBRICATION TECHNOLOGY NOVEMBER 2018 • 1

Contents
D E PA R T M E N T S

12 Tech Beat by Dr. Neil Canter

116
• Writing a wear sensor
into a machine
• 3D printing of lithium-ion
battery electrodes
• Centrifugal magnetic fluid seals.

102 Newsmakers
• ExxonMobil
• The Timken Co.
• Afton Chemical
• Pilot Chemical and more.

114 New Products

• Synthesis of DMTD derivatives
• Additive package
• Spindle alignment lasers.

116 Sounding Board

If you could create a new tribological
test, what would you make that would COLUMNS
most benefit lubrication engineers in
their work? 6
6 President’s Report
122 Advertisers Index You want education?
We got education.
124 Resources
• Technical Books 8 From the Editor
– Physical Chemistry for Engineering A brush with history
and Applied Sciences:
Theoretical and Methodological 10 Headquarters Report
Implications STLE goes small on
– Beyond Oil and Gas: The education
Methanol Economy, 3rd Edition
128 Career Coach
• STLE Local Section You’ve got 45 seconds to
Meeting Calendar & tell me about yourself—go!
Certification Exams
• Industry Conferences and Courses 132 On Condition Monitoring
– ELGI & STLE Tribology Education Complexity in ISFA
Course (in-service fluid analysis):
Part XLI
– ICETAT 2018
– TriboBR 2018 136 Worldwide
– OilDoc Conference & Exhibition Friction in fabrics

Copyright © 2018 Society of Tribologists and Lubrication Engineers. All Rights Reserved.
TLT magazine is owned and published in print and electronically by the Society of Tribologists and Lubrication Engineers (STLE). The views set forth in this magazine are those of the authors and not necessarily
the views of STLE. Material from TLT magazine may be reproduced only with written permission from STLE. TLT magazine assumes no liability or responsibility for any inaccurate, delayed or incomplete
information. For more information, contact us at TLT@stle.org.
Subscription and Single Copies: Current volume single copies are $25 (not including shipping and handling). Annual subscription rate is $236/U.S., $305/international. Prepayment is required before
subscription is started. Remittances from foreign countries must be by international money order or bank draft drawn on U.S. bank.
Tribology & Lubrication Technology (USPS 865740) Vol. 74, Number 11, (ISSN-1545-858), is published monthly by the Society of Tribologists and Lubrication Engineers, 840 Busse Hwy, Park Ridge, IL 60068-2376.
Periodicals Postage is Paid at Park Ridge, IL and at additional mailing offices. POSTMASTER: Send address changes to Tribology and Lubrication Technology, 840 Busse Hwy, Park Ridge, IL 60068-2376.

2 • NOVEMBER 2018 TRIBOLOGY & LUBRICATION TECHNOLOGY WWW.STLE.ORG

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© 2018 Chevron Oronite Company LLC. All rights reserved. Chevron, the Chevron hallmark, Oronite, and Adding Up are registered trademarks of Chevron Intellectual Property LLC.
 TRIBOLOGY & LUBRICATION TECHNOLOGY
PUBLISHED BY
Society of Tribologists and Lubrication Engineers
“Educating lubrication engineers & tribology researchers since 1944”
STLE International Headquarters
840 Busse Highway, Park Ridge, Illinois 60068-2376
Phone: 847-825-5536 • Fax: 847-825-1456 • www.stle.org • info@stle.org

EDITOR
Evan Zabawski, CLS TestOil ezabawski@testoil.com

PUBLISHER/EDITORINCHIEF
Thomas T. Astrene tastrene@stle.org

MANAGING EDITOR
Rachel Fowler rfowler@stle.org

SENIOR FEATURE WRITER

Jeanna Van Rensselar

CONTRIBUTING EDITORS
Dr. Neil Canter, Dr. Robert M. Gresham, Dr. Nancy McGuire

COLUMNISTS
Gregory Croce, Dr. Edward P. Becker, Ken Pelczarski, Jack Poley,
Edward P. Salek, Dr. Nicholas D. Spencer, Dr. Wilfred T. Tysoe, R. David Whitby

CIRCULATION COORDINATORS
Myrna Scott, Nadine Sanchez (847) 825-5536

ADVERTISING SALES
Tracy Nicholas VanEe Phone: (630) 922-3459 Fax: (630) 904-4563 tnicholas@stle.org

DESIGN/PRODUCTION
Joe Ruck

TECHNICAL EDITORS
Dr. William Anderson Afton Chemical Corp. bill.anderson@aftonchemical.com
Dr. John Bomidi Baker Hughes, a GE company john.bomidi@bakerhughes.com
Michelle Brakke Lubrication Technologies Inc. michellebra@lubetech.com
Patrick Brutto Faith-Full MWF Consulting patrick.e.brutto@gmail.com
Dr. Jose Castillo Aleris Corp. Jose.Castillo@aleris.com
Dr. Geetha Chimata Imatrex Inc. g.chimata@imatrex.com
Bridget Dubbert Engineered Lubricants Co. bdubbert@englube.com
Dr. Alan Eachus Self-employed drace.dbd@comcast.net
Dr. Philip Egberts University of Calgary philip.egberts@ucalgary.ca
Dr. Monica A. Ford Ingevity monica.ford@ingevity.com
Dr. Hamed Ghaednia Ford Motor Co. hghaedni@ford.com
Dr. Arnab Ghosh Sentient Science aghosh@sentientscience.com
Dr. Martin Greaves The Dow Chemical Co. mrgreaves@dow.com
Dr. Ken Hope Chevron Phillips Chemical Co. LP hopekd@cpchem.com
Dr. Mohammad Motaher Hossain Texas A&M University-Kingsville mohammad.hossain@tamuk.edu
Tyler Housel Zschimmer & Schwarz, Inc. thousel@lexolube.com
Dr. Harman Khare University of Pennsylvania hkhare@seas.upenn.edu
Dr. Anoop Kumar Chevron Corp. anoopkumar@chevron.com
David Lindsay Afton Chemical Corp. david.lindsay@aftonchemical.com
Jory Maccan Imperial Oil maccan.jory@gmail.com
Brad McCann Nelson Oil Co. bmccann@nelsonlubricants.com
Shawn McCarthy Ocean State Oil shawn.mccarthy@oceanstateoil.com
Les Miller SKF/Kaydon Bearings lmiller@kaydon.com
Dr. Hamidreza Mohseni CARBO Ceramics Inc. Hamid.Mohseni@carboceramics.com
Rob Morien Rexnord robert.morien@rexnord.com
Jason Papacek Calumet Specialty Products Partners, L.P. jason.papacek@calumetspecialty.com
Dr. Steven Patton University of Dayton Research Institute Steve.Patton@udri.udayton.edu
2018 CMF Plus
Brian Pettinato Elliott Group bpettina@elliott-turbo.com
Dr. Donald T. Robertson BG Products, Inc.
New research from the lubricant Doug Sackett Total Lubricants USA doug.sackett@total.com
industry’s most innovative companies. Dr. Richard F. Salant Georgia Institute of Technology richard.salant@me.gatech.edu
Dr. Eugene Scanlon BASF eugene.scanlon@basf.com
Dr. Raj Shah Koehler Instrument Co. rshah@koehlerinstrument.com
See Page 45. Dr. Shuangwen Sheng National Renewable Energy Laboratory shuangwen.sheng@nrel.gov
Dr. Don Smolenski Strategic Management of Oil, LLC donald.smolenski@gmail.com
Edward Sunghing Chem-Ecol, Ontario, Canada esunghing@chem-ecol.com
Dr. Simon C. Tung Tung Innovation Technology Consulting Inc. simontung168@gmail.com
Dr. Rohit Voothaluru The Timken Co. rohit.voothaluru@timken.com
Dr. Dehua Yang Ebatco dyang@ebatco.com
Follow STLE on: Dr. Guosong Zeng Lehigh University guz210@lehigh.edu

4 • NOVEMBER 2018 TRIBOLOGY & LUBRICATION TECHNOLOGY WWW.STLE.ORG

PRESIDENT’S REPORT
You want education? We got education.
STLE followed a three-point strategy to create the
lubricant industry’s highest level of technical training.
By Greg Croce
A couple of articles back I
mentioned that I thought cer-
tification was STLE’s top offer
to the lubricants industry. I still
contend that is true. However,
as we all realized several years
back, you really cannot have a
world-class certification pro-
gram if you don’t have some
sort of education program to
go with it. Now, of course, you
could, as STLE showed when we
first launched certification with-
out a comprehensive education
program, but it really isn’t the
way for us to meet our mission.
As you might know, prior to
and while on STLE’s Executive
Committee, I also served on our
Education Committee. When I
joined there were several great
initiatives started, a few added
and still a lot to come. Let me
first say, STLE always had a
great metalworking education
program in place thanks to the
You can’t have
a world-class
certification program
without an education
program to go with it.
Metalworking Education and
Training Committee; so much of
what we improved upon for the
rest of our education program
was modeled after what that
group had already done.
We started our annual meet-
ing education program by pro-
viding 10 courses on various
key subject areas in basic and
advanced levels. We decided to
6 • NOVEMBER 2018
move to 11 courses, and now
we’re up to 12 course at the an-
nual meeting!
The first thing we did was
polish course content. The typi-
cal way a course would come
together was for our course
chairs to contact various people
they knew and ask them to pre-
pare a module and show up at
the annual meeting to present.
Problems we ran into included
overlap of content between
modules, missing key informa-
tion, different formats and, oh,
the fun of a speaker getting
pulled away on work and not
showing up.
So we started an effort
(not finished yet) to work with
instructors to improve each
course by (1.) starting with a
syllabus, (2.) using common
format for all modules, (3.)
peer reviewing all modules
(for overlap and content) and,
finally, adding speaker notes (in
TRIBOLOGY & LUBRICATION TECHNOLOGY
case someone needs to fill in).
I’m happy to say we are more
than 50% through the courses!
The second thing we did,
which I am most proud of (and
I had the least to contribute to),
was the creation of the STLE
Learning Pathways. In the past,
candidates seeking certification
would ask what they could do
to prepare for the exams. We
would always answer by say-
ing, “Well, first of all, the exam
requires that you have work
experience supported by self-
learning.” Unfortunately we
then would give them a list of
20 books to read.
The Education Committee
came up with the great idea of
giving candidates a sort of syl-
labus of things they need to re-
view to tackle the self-education
portion of preparedness. We
formed a rather large group of
experts and developed three
levels of content for more than
STLE’s Education
Committee has created
a slate of 12 industry-
specific courses for the
2019 STLE Annual Meeting
& Exhibition in Nashville,
Tenn.
10 different subject areas, all
double peered reviewed. It is all
on www.stle.org and available
to members and non-members
(members get some free con-
tent). If you haven’t reviewed
this yet, I highly suggest you
do; it is very well done.
The third initiative was to
create an STLE-owned course,
a course we can offer through
the year and pass on to qualified
individuals at the local section
level for their education course.
We formed the Lubricant Spe-
cialist Education Training Com-
mittee (LSET). Its job—develop
a one-day course, STLE-owned,
peer reviewed, with speakers
notes, etc. I am proud to say it is
done; we held a course last year,
and one is scheduled for Octo-
ber. The next steps are to open
the course to local sections and
expand it to at least two days,
maybe even three!
As you can see there is
plenty going on to provide our
members with the tools to Con-
nect, Learn, Achieve.
Until next time, keep learning!
Greg Croce is Delo Brand
technical manager for
Chevron Products Co. in
Richmond, Calif. You can reach
him at gcroce@chevron.com.
WWW.STLE.ORG
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FROM THE EDITOR
A brush with history
A look at the early days of White Oil.
By Evan Zabawski
Due to the rising popularity of
Vaseline in the 1870s, refiners
at the Russian oil center of Baku
sought to develop a similar prod-
uct, but they were met with an
impossible hurdle. Vaseline was
made from Pennsylvania crude,
which consists of linear, branched
chain aliphatic hydrocarbons, spe-
cifically the waxy paraffinic chains,
but Baku crude consists of cyclic
naphthenic hydrocarbons that are
essentially wax free and will not
solidify at room temperature.
This unique composition was
studied by Russian chemist Vladi-
mir V. Markownikov who developed
a chemical process for purifying
the lubricating oil portion of Baku
crude oil. He found he could react
out all the chemically active com-
ponents by agitating the oil with
fuming sulfuric acid, rendering the
remaining oil colorless, odorless
and tasteless.
The Branobel refinery in Baku,
built in 1875 by Robert and Ludwig
Nobel, brothers of Alfred Nobel,
produced lubricating oils to compete with
Pennsylvania oils; with Markownikov’s dis-
covery, some of the lubricating oil was pu-
rified into a new product to compete in the
lucrative cosmetic and pharmaceutical mar-
kets. By 1878 this oil was traded in Europe
as “Vaseline Oil” but was known in the U.S.
as “Russian Oil.”
In the 1880s another Baku refiner,
Oehlrich and Co., referred to its product as
“White Vaseline Oil” and eventually sim-
ply “White Oil.” To better serve shipping
to the higher-demand market westward
from Russia, Oehlrich and Co. relocated
their refinery to Riga (now in Latvia) and
built another in Hamburg, Germany, while
the Nobel brothers built one in Antwerp,
8 • NOVEMBER 2018
“A new product to compete in the lucrative cosmetic
and pharmaceutical markets.”
Belgium. This arrangement worked very
well until the Great War, when the exports
almost stopped completely.
In 1917 L. Sonneborn Sons, Inc., (now
Witco Corp.) began refining White Oil in
Petrolia, Pa. Just a few weeks later, the
Standard Oil Co. (Indiana) (later merging and
becoming Amoco, now BP) would also start
producing White Oil at its Whiting Refinery
near Chicago, creating a resurgence in sup-
ply and popularity.
Among the more unique uses of White
Oil came from the O.F. Schmid Chemical Co.,
established in 1901 in Jackson, Mich. In 1919
the company changed its name to Nulyne
Laboratories and marketed its own tooth-
paste under the brand name Chlorox, which
TRIBOLOGY & LUBRICATION TECHNOLOGY
it called “The Smooth Tooth Paste.”
In one 1919 ad, Nulyne claimed
Chlorox “purges where the search-
ing brush cannot reach” and would
give “that clean taste” and smokers
would not have “smoker’s taste.” In
another ad, the company added that
each tube contained “290 inches of
creamy cleanser” that was “milled
to assure perfect smoothness.”
By March 1920 Nulyne changed
the slogan to “The Milled-in-Oil
Tooth Cleaner” and its ads stated,
“Chlorox contains a wonderful ele-
ment…White Russian Oil.” A later ad
stated, “The secret of its wonderful
cleansing power is the white miner-
al oil in the paste” and that “Chlorox
is the only toothpaste which permits
you to ‘oil your teeth.’” In February
1921 a preferred stock offering flyer
claimed Nulyne was manufacturing
300,000 tubes of Chlorox toothpaste
each day.
When Nulyne managers tried
to register the trademark for Chlo-
rox, they were promptly sued by
the Electro-Alkaline Co. (makers
of a bleach product called Clorox,
for which they would rename the
company in 1928). The case is now
cited as an example of trademark law where
“a prior use of a trademark will also be de-
nied protection where he seeks to apply
his mark to dissimilar goods which he had
never contemplated as an extension of his
business and to which the mark has been
applied by another in good faith.” In short,
Nulyne prevailed because bleach products
would not be used in oral hygiene products.
Today White Oil continues to be used
in cosmetics and pharmaceutical applica-
tions—but not toothpaste.
Evan Zabawski, CLS, is the senior
technical advisor for TestOil in Calgary,
Alberta, Canada. You can reach him at
ezabawski@testoil.com.
WWW.STLE.ORG
LETTER TO THE EDITOR

Sulfurized Additives: Adapting to changing market conditions

I am disappointed in the cover
headline of the October 2018 is-
sue of TLT that states So Long,
Sulfur, the subhead on the cov-
er and the article titled Smarter
Sulfur. They present the reader
with a very confusing picture
about the state of sulfur-based
additives. The general content
in the article also raised con-
cerns from multiple angles.
Misleading information was
shared that seemed to be con-
tradictory with the headline
and title of the article.
I have been in the lubricant
industry for nearly 35 years
and much of that time has been
spent working with sulfurized
additives. These additives can
provide excellent extreme pres-
sure characteristics and also
can act as secondary antioxi-
dants. Both of these attributes
have been documented in past
issues of TLT.
Sulfurized additives have
their strengths and weaknesses
like most other additives used in
the lubricant industry. Suppliers
of sulfurized additives and com-
panies who formulate automotive
and industrial lubricants continue
to use them by adapting to chang-
ing market conditions and trends.
These companies have been able
to maximize the benefits of sulfu-
rized additives while minimizing
their vulnerabilities.
The lubricant industry has
followed a similar process in
working with other base stocks
and additives. This balancing act
in formulating lubricants is one of
our industry’s greatest strengths.
In my view, sulfurized ad-
ditives will continue to make
strong contributions to the lu-
bricant industry in the future. I
would welcome a future article
on sulfurized additives that
helps our membership learn
more about how to work with
them.
Sincerely,
Neil Canter
Chemical Solutions
Willow Grove, Pa.

OUR WORD
IS OUR BOND
For more than 75 years, customers have counted on us to
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WWW.STLE.ORG TRIBOLOGY & LUBRICATION TECHNOLOGY NOVEMBER 2018 • 9

HEADQUARTERS REPORT
STLE goes small on education
Trend spotters view micro learning as the future
of professional development.
By Edward P. Salek, CAE
Executive Director
STLE is all about technical edu-
cation. That’s why learning is
designated as one of the three
pillars of our value proposition:
Connect, Learn, Achieve. As a
result, STLE is considered the
foremost provider of non-com-
mercial technical education to
the lubrication field.
What people learn through
our organization will always be
STLE’s primary consideration.
But how people choose to learn
continues to change for work-
ers and needs careful consid-
eration, according to experts in
the field of professional devel-
opment and education.
The ASAE Foundation, a
nonprofit entity that provides
future-oriented research for
the association profession, has
identified 46 drivers of change
important to organizations like
STLE. A portion of the research
deals with content, learning and
knowledge and looks at how this
might affect how people will
learn, network and gain new
information in the future.
One of the predicted chang-
es refers to a shifting prefer-
ence for what’s known as micro
learning. The report defines it
as follows: “Workers will need
to continually learn, but many
want small, specific bursts of
information tied to immediate
job demands, available at a
time of their choosing.” There’s
an emphasis on content delivery
systems becoming increasingly
interactive, online and mobile.
STLE has already moved in
10 • NOVEMBER 2018
Members like STLE’s online Learning Pathways program because it allows
them to advance at their own speed. Pathways includes Webinars, short
courses, articles, in-person courses and book chapters.
that direction with the introduc-
tion in 2018 of the free 365 Mo-
bile App. It can turn your mobile
phone or tablet into a powerful
micro learning delivery system.
As the name implies, users can
get access to the society’s vast
selection of technical content
just about anywhere or anytime
the need arises.
A delayed flight or late ap-
pointment changes from an in-
convenience into a micro learn-
ing opportunity to explore the
latest issue of TLT or to pull out
headphones and power through
one of the hundreds of techni-
cal Webinars available on the
365 App. Go to www.stle.org
TRIBOLOGY & LUBRICATION TECHNOLOGY
online resource library for lubri-
cation industry professionals to
help align and target their edu-
cation and career development
needs. Pathways include educa-
tional resources that have been
peer-reviewed and organized by
topic area and level of expertise.
Included are Webinars, short
courses, articles, in-person
courses and book chapters.
People who are already us-
ing this new resource like its
flexibility (you can learn at your
own pace anywhere you have a
device that can access the In-
ternet), its accessibility (online
© Can Stock Photo / diego_cervo
technical resources are avail-
able 24/7) and usefulness as a
guide through the information
needed for STLE certification.
For more information, see
the Learning Pathways quick
guide available at www.stle.org.
While micro learning looks
likely to grow in popularity, the
report also points to some un-
certainties that could become
for more details and download stumbling blocks to widespread
instructions. adoption. One of these is the
Another aspect of the trend question of how to avoid poor
deals with organization of infor- teaching and make sure that in-
mation. According to the ASAE formation provided is credible
report, “Systems will be need- and accurate.
ed to identify the needed micro For people in the tribology
modules in a field of study, and lubricants industry, the
highlight prerequisites, track solution is obvious. Go with a
completion and incorporate reliable source like STLE for
the modules into sequences your education. You’ll be getting
of certification. Sophisticated curated content that’s peer re-
systems for learners to find viewed by global experts. That’s
and retrieve modules will also a big deal, even if the education
be required.” comes in a micro package.
STLE has created such a
system and labeled it the Learn- You can reach Certified
ing Pathways project. In simple Association Executive
terms, Learning Pathways is an Ed Salek at esalek@stle.org.
WWW.STLE.ORG
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TECH BEAT
Writing a wear sensor into a machine
KEY CONCEPTS
A 3D printing technique
known as direct writing
produces wear sensors
that can be placed directly
into machines.
In direct writing,
continuous metal
filaments are produced
from metal ink through a
controlled deposition
process using semisolid
metal with the
consistency of toothpaste.
Three key properties of
the metal ink are
consistency, shape and
particle size.
12 • NOVEMBER 2018
By Dr. Neil Canter
Contributing Editor
A controlled deposition process enables a metallic
sensor to be accurately placed in a machine.
The severe conditions faced by
machinery in today’s manufac-
turing environment, coupled
with the demand that they op-
erate longer without downtime,
has led to the need for better
tools to monitor their condition.
Sensors have emerged as a use-
ful way to provide prompt ana-
lytical data in real time.
A previous TLT article dis-
cussed a bio-sensor containing
a specific bacterium developed
to detect quantitatively the
presence of specific compounds
in wastewater streams.1 Two
components that the bio-sensor
were able to detect were arse-
nic and naphthalene down to a
detection limit in the range of
10 ppm.
Minimizing wear remains a
major objective for end-users
to ensure optimum machinery
performance. But identifying
and using a reliable, real-time
TRIBOLOGY & LUBRICATION TECHNOLOGY
technique has proved challeng-
ing. Dr. Sameh Dardona, an as-
sociate director of research
and innovation at the United
Technologies Research Cen-
ter (UTRC) in East Hartford,
Conn., says, “The most fre-
quent approach for monitoring
wear is done through optical
means, which literally means
inspection of the machinery
by an individual. This process
can be time consuming, labor
intensive and expensive. The
cost can increase if the specific
machine must be shut down,
leading to a loss of manufac-
turing time.”
Wear sensors are available
and used, but most are big and
not flexible enough to be use-
ful for specific applications.
Anson Ma, associate professor
of chemical and biomolecular
engineering at the University
of Connecticut in Storrs, Conn.,
says, “A better type of wear
sensor is needed to obtain a
clear picture of the health of
a component present in a ma-
chine. There are many applica-
tions where such components
as coatings and bearings need
to be monitored in real time to
keep a specific machine run-
ning. Ideally a wear sensor em-
bedded in a specific machinery
component would be in the best
position to monitor the wear in
real time.”
One technique that is valu-
able for developing wear sen-
sors in machinery is 3D printing.
Dardona says, “We believe 3D
printing is advantageous be-
cause no foreign materials need
to be present in the machinery,
Illustration © Joe Ruck Design
and the fine features of a sen-
sor can be printed on the mi-
croscale. Only a small amount of
material is needed in a sensor,
which does not interfere with
WWW.STLE.ORG

Figure 1. A wear sensor produced through a 3D printing technique known as direct writing can be embedded into
machinery components, leading to the potential for more quickly detecting changes in wear in real time. (Figure
courtesy of the University of Connecticut.)
the performance of what can
be a delicate component.”
Ma, Dardona and their col-
laborators have developed a
technique for embedding wear
sensors into machinery compo-
nents using 3D printing.
Direct writing
The researchers used a tech-
nique called direct writing (DW)
to produce wear sensors that
can be placed into machines.
DW is almost like actual writing
but instead of using convention-
al ink, the team applied fine lines
of a semisolid metal to create
continuous metal filaments on a
substrate. Both the direct write
method and the smart sensor
components were developed in
the direct write lab at UTRC.
The metal used by the re-
searchers in demonstrating this
technique was silver, which is
very conductive. Ideally the best
WWW.STLE.ORG
procedure for using this sensor
is to embed it into a machine
component or a coating.
Figure 1 shows an illustra-
tion of a sensor produced by DW.
Says Ma: “DW is a controlled
deposition process where semi-
solid metal with the consistency
DW is similar
to actual writing
except that
continuous metal
filaments are
written on
a substrate.
of toothpaste is applied through
extrusion, which controls the
pressure and location of the
filaments. As an additive manu-
facturing technique, DW de-
TRIBOLOGY & LUBRICATION TECHNOLOGY
posited the metal ink where it
was needed in a highly efficient
manner. No etching takes place,
which meant that no waste was
produced.”
Dardona indicated that the
DW technique can use any type
of metal ink. “We used silver
in our initial work but semi-
conductive and resistive inks
can also be applied in the same
fashion,” he says.
The researchers evaluated
five different commercially
available inks that contained
silver. Dardona says, “Our ob-
jective was to evaluate the flow
properties of each ink. Due to
their toothpaste consistency,
the key properties were their
rheology and their ability to
draw lines on the substrate. One
thing we did not want was bro-
ken lines, which is an indication
of an incomplete circuit.”
The size of the nozzle was
at least 15 times larger than the
largest ink particle size to mini-
mize any possibility of clogging
and ensure consistent printing.
Once the ink was deposited,
the researchers evaluated how
each material wetted the sub-
strate. Ink viscosity also is im-
portant because if it is too low
the ink flows everywhere and
loses its shape.
Ma summarized the three
key properties for the ink. He
says, “We evaluated the flow
properties to determine the
right consistency for the ink, the
shape of the ink once it is depos-
ited and the particle size of the
ink to make sure it was small
enough not to clog the nozzle.”
To select the proper ink
the researchers developed a
process flow model based on
the rheology of the inks. Ma
says, “As part of this process,
we analyzed the rheology of
the ink to make sure it would
sufficiently stretch to draw
thin lines. The rate of deposi-
tion was assessed, but we de-
termined that too high a speed
led to broken lines.”
The researchers’ hope is
that these sensors will be in-
tegrated into machines and
become effective in detecting
even minor increases in wear
to enable any problems to be
identified and corrected quickly.
Additional information on
this research can be found in a
recent article2 or by contacting
Ma at anson.ma@uconn.edu or
Dardona at dardona@utrc.utc.
com.
REFERENCES
1. Canter, N. (2013), “Bacteria-
containing biosensor,”
TLT, 69 (1), pp. 14-15.
2. Shen, A., Caldwell, D., Ma, A.
and Dardona, S. (2018),
“Direct write fabrication of
high-density parallel silver
interconnects,” Additive
Manufacturing, pp. 343-350.
NOVEMBER 2018 • 13
TECH BEAT
3D printing of lithium-ion
battery electrodes
The flexibility found with 3D printing led to the
preparation of a new porous architecture.
Two of the most widely watched
new technologies that may im-
pact the lubricant industry are
3D printing (also known as addi-
tive manufacturing) and batter-
ies. The former has the potential
to be used in place of metal-
removal operations while the
latter may replace the internal
combustion engine as a means
to power automobiles.
New innovations in both
KEY CONCEPTS
of these areas have been the
One approach to reduce subject of articles in previous
stress on lithium-ion columns. For example, a pre-
batteries is using porous
vious TLT article discussed a
electrode architectures. new approach for 3D printing
of aluminum alloys whose use
A porous electrode lattice is continuing to grow.1 The re-
with an open octahedral searchers added nanoparticle
structure was produced grain refiners to facilitate the 3D
using 3D printing. printing of two widely used alu-
minum alloys, 6061 and 7075.
This lattice architecture
Printing of a zinc-based bat-
enables a much higher
tery was discussed in a previous
percentage of the
TLT article.2 The technique used
electrode to be used,
was screen printing that en-
leading to higher battery
abled the researchers to place
capacity and less stress.
a battery on a T-shirt.
14 • NOVEMBER 2018 TRIBOLOGY & LUBRICATION TECHNOLOGY
Past work with lithium-ion
batteries has shown that there
are operating problems due
to stress that can lead to such
problems as flammability. Rahul
Panat, associate professor of me-
Two of the most
widely watched
new technologies
that may impact
the lubricant
industry are
3D printing and
batteries.
chanical engineering at Carnegie
Mellon University in Pittsburgh,
says, “Conventional lithium ion
battery electrodes have been
prepared in block architecture.
Only 30%-50% of the volume of
the battery electrode is utilized,
which leads to higher battery
weight, slow charging and un-
even stress distribution during
charge/discharge cycles.”
One way to eliminate this
issue is to design batteries us-
ing porous electrode architec-
tures. Panat says, “The benefit
of porous architecture is that
more of the battery electrode
is utilized, which enhances
lithium ion transport and re-
lieves stress on the battery as
a result of uniform ingress of
lithium into the electrode. The
key is to increase the surface
area of the electrode exposed
to the lithium ions.”
Past attempts to develop po-
rous architectures via 3D print-
ing involved geometries similar
to the fingers of two clasped
hands according to Panat. He
says, “This architecture can
only be scaled up in a third di-
mension, height to increase the
surface area. But the x-y plane
© Can Stock Photo / eriksvoboda
is fixed, limiting porosity.”
A new porous lithium-ion
battery electrode architecture
recently was produced through
the use of droplet-based 3D
printing.
WWW.STLE.ORG
Figure 2. A lithium-ion battery electrode prepared with a porous lattice (on top) through the use of 3D printing exhibits enhanced ion transport because
more of its surface is exposed to the electrode compared to a dense block electrode (on the bottom). (Figure courtesy of Carnegie Mellon University.)
Open octahedral structure
Panat and his colleagues de-
veloped their method while
utilizing the capabilities of the
droplet-based method of Aero-
sol Jet 3D printing. He says,
“In this process, nanoparticles
are dispersed in liquid droplets
that are a few microns in size
through the use of pressurized
air or ultrasonic energy and
then deposited on a substrate.”
The researchers based the
electrode on silver as a trial
material as this element has a
strong affinity for lithium. The
silver nanoparticles were load-
ed into the ink at a concentration
of 40%.
The base on which the elec-
trode is formed is heated to 110
C. As the droplets reach the
substrate, they coalesce and the
solvents evaporate. Successive
coalescence and evaporation
processes leads to the forma-
tion of the porous microlattice
structures. The process does
not require any support material.
WWW.STLE.ORG
Panat indicated that there
are two reasons for using 3D
printing to produce the battery
electrode. He says, “3D printing
enables us to work with geom-
etries that are impossible to
make by more traditional meth-
ods. We can also work with an
array of materials in combina-
tions that are difficult to use
otherwise.”
The researchers developed
a porous lattice with an open oc-
tahedral structure. Says Panat:
“We deliberately designed the
porous lattice for this spe-
cific geometry due to its large
number of degrees of freedom
compared to other geometries.
Open octahedral structures ex-
hibit four degrees of freedom
and can be produced within the
constraints of the 3D printer.
The high number of connec-
tions (eight at every point of the
porous lattice) leaves room for
one or two of the connections
to break without impacting the
performance of the electrode.”
TRIBOLOGY & LUBRICATION TECHNOLOGY
Placement of five by five by
five individual units of lattice
generates the lattice shown in
Figure 2. Lithiation of the porous
lattice led to a much higher uti-
lization of the lattice compared
to a conventional dense block
structure for a given time of
charging.
The surface area to volume
of the porous lattice electrode
is approximately 0.5, which is
significantly higher than the
figure for a dense block elec-
trode that approaches zero as
the electrode size increases.
Panat says, “Engagement of a
much higher percentage of the
electrode leads to a higher bat-
tery capacity and a reduction in
stress.”
The researchers produced
porous electrodes with surface
areas between 1 and 2 square
millimeters and a height of 0.5
millimeter. Evaluation of a lithi-
um-ion battery with the porous
electrodes is at a preliminary
stage. “We have evaluated the
porous electrodes for up to 40
charge/discharge cycles with
continuing strong performance
gains,” Panat says. “Future
work will involve evaluating the
reliability and durability of the
battery over a longer operating
period.”
Additional information on
this research can be found in a
recent article3 or by contacting
Panat at rpanat@andrew.cmu.
edu.
REFERENCES
1. Canter, N. (2018), “Manufactur-
ing of aluminum alloys by 3D
printing,” TLT, 74 (1), pp. 14-15.
2. Canter, N. (2017), “Printing
batteries,” TLT, 73 (8), pp.
10-11.
3. Saleh, M., Li, J., Park, J. and
Panat, R. (2018), “3D printed
hierarchically-porous
microlattice electrode
materials for exceptionally
high specific capacity and areal
capacity lithium ion batteries,
Additive Manufacturing, 23,
pp. 70-78.
NOVEMBER 2018 • 15
TECH BEAT
Centrifugal magnetic fluid seals
KEY CONCEPTS
A type of dynamic fluid
seal known as a
centrifugal fluid seal uses
centrifugal forces
generated at high rotary
speeds in a bearing shaft
to retain the sealing fluid.
Centrifugal magnetic fluid
seals are an alternative
type that operate
effectively in low- and
high-speed modes.
New centrifugal magnetic
fluid seal designs have
been developed.
16 • NOVEMBER 2018
Good low- and high-speed performance
leads to increased seal lifetime, minimum
torque and minimum static friction.
Seals perform an important
and at times overlooked func-
tion in a lubricant system. They
prevent or minimize the move-
ment of the lubricant between
two surfaces and also minimize
the level of contamination in the
system.
Seals are divided into static
and dynamic types. Static seals
operate in systems where the
mating surfaces do not move
relative to each other. In con-
trast, dynamic seals operate un-
der conditions where the mating
surfaces are in relative motion
with each other.
A previous TLT article dis-
cussed a second-generation
engine oil seal prepared from
polytetrafluoroethylene.1 This
seal represented an improve-
ment over a first-generation ma-
terial because it was installed
without an installation aid.
Performance testing showed
the benefit of having a reduced
TRIBOLOGY & LUBRICATION TECHNOLOGY
length and more grooves in
the seal lip. Evaluation testing
demonstrated that additional
grooves led to a reduction in
friction in the engine.
One type of dynamic fluid
seal is known as a centrifugal
fluid seal. Dr. Leszek Matusze-
wski, lecturer in the ocean en-
gineering and ship technology
department at Gdansk Universi-
ty of Technology in Gdansk, Po-
land, says, “This seal employs
centrifugal forces generated at
high rotary speeds in a bearing
shaft to retain the sealing fluid.
The centrifugal forces pressur-
ize the lubricant, forcing the lu-
bricant out of the seal and back
into the housing or the sump.
As a result, the bearing compo-
nents remain constantly lubri-
cated as the shaft is rotating.”
While this dynamic fluid
seal operates in a satisfactory
manner at high rotary speeds,
operational problems are de-
tected at low speeds. Matusze-
wski says, “The conventional
centrifugal seals employ the
centrifugal forces at high rota-
ry speeds to retain the sealing
fluids. They work satisfactorily
at high shaft speeds, while at
lower speeds the sealing fluid
is not kept in place and, in the
static condition, the seal does
not support any pressure at
all. Other difficulties associated
with conventional centrifugal
seals include problems related
to fluid leakage, limited lifetime
due to the wear of the elastomer
seal, high torque and high static
friction due to the use of elasto-
meric auxiliary seals.”
An alternative to centrifugal
fluid seals is known as centrifu-
gal magnetic fluid seals (CMFS).
© Can Stock Photo / Albert_K
Matuszewski says, “A CMFS
gives a completely hermetic
shaft seal at static, low- and
high-speed modes, which en-
ables increased seal lifetime,
WWW.STLE.ORG
 (a)
Figure 3. Two images of a centrifugal magnetic fluid seal are illustrated with (a) showing the position of the magnetic field at low rotating speed and (b)
showing the position of the magnetic field at high rotating speed. (Figure courtesy of Gdansk University of Technology.)
minimum torque and minimum
static friction. Shaft contacts
contain a magnetic fluid instead
of a solid material in contrast to
other types of seals.”
Even though magnetic fluid
seals are used in important
industrial applications in mod-
ern machinery and processing
equipment, especially in gas
and vacuum applications for
high-speed rotating shafts, new
design solutions are desirable
to meet the growing demands
for more efficient machinery
that must operate over longer
time periods at an optimum per-
formance level.
New designs
As part of his research on
(CMFS), Matuszewski had de-
veloped some new designs. He
says, “A schematic of the basic
design of a CMFS is shown in
Figure 3. The magnetic flux
lops, which are drawn as dotted
WWW.STLE.ORG
lines, are created by a perma-
nent magnet, a pair of magnet
covers with several concentric
projections and grooves, a pair
of annular rings, a sleeve and
Centrifugal magnetic
fluid seals exhibit
several advantages
compared to
centrifugal fluid seals.
the magnetic fluid injected into
the gap. The covers protecting
the magnet, the annual rings
and the sleeve are made of fer-
romagnetic materials.”
Figure 3a shows the position
of the magnetic field at low rotat-
ing speed while Figure 3b shows
the position of the magnetic fluid
at high rotating speed. Matusze-
wski says, “The sealing pres-
sure is governed by magnetic
attraction at low rotating speeds.
When the ratio of the pressure
TRIBOLOGY & LUBRICATION TECHNOLOGY
(b)
caused by centrifugal force to the
pressure produced by magnetic
force exceeds one and the shaft
rotating speed increases, the
sealing pressure is generated
by the centrifugal force.”
Matuszewski has developed
centrifugal magnetic fluid seals
using several designs. Included
is a seal with a vee-shaped disc
and a stationary magnetic sys-
tem, a vee-shaped magnetic-
centrifugal fluid seal and a cen-
trifugal magnetic fluid seal with
a stationary vane and a rotating
magnetic system.
Matuszewski says, “The
magnetic fluid can be applied
in the same manner as other
seals using techniques such
as simmering or using O-rings.
Another advantage for CMFS
compared to centrifugal fluid
seals is they can operate with-
out any contact between rotat-
ing and fixed parts even under
large rotating vibration because
the gap in this seal can be kept
very large. One other benefit is
that CMFS can store the sealing
fluid in the gap even when the
rotating shaft is at rest.”
Matuszewski indicated
that he will be evaluating new
nanomagnetics in colloidal liq-
uids and new projection shapes
versus variable magnetic flux.
Additional information on CMFS
can be made by contacting Ma-
tuszewski at leszek.matusze-
wski@pg.edu.pl.
Neil Canter heads his own
consulting company, Chemical
Solutions, in Willow Grove, Pa.
Ideas for Tech Beat can
be submitted to him at
neilcanter@comcast.net.
REFERENCE
1. Canter, N. (2005), “The
possibilities of second-genera-
tion PTFE engine oil seal,” TLT,
61 (2), pp.12-13.
NOVEMBER 2018 • 17
20 MINUTES WITH...

Min Zou
This Arkansas professor explains why nanoscale surface engineering
provides performance that macro- or microscale can’t match.

By Rachel Fowler
Managing Editor

Min Zou, professor of mechanical engi-
neering at the University of Arkansas,
performs advanced surface engineering
research. (Photo courtesy of Russell Co-
thren, University Relations, University of
Arkansas.)
Min Zou
The Quick File:
Dr. Min Zou is a professor in the department of mechanical engineering at the University of
Arkansas (UA). She received her bachelor’s of science and master’s of science degrees in
aerospace engineering from Northwestern Polytechnical University in China in 1988 and 1991 and
her doctorate in mechanical engineering from the Georgia Institute of Technology in 1999. Before
joining UA in 2003, she worked at Seagate Technology (1999-2003) and the Shanghai Aircraft
Research Institute (1991-1994).
Zou is an STLE Fellow, serves on the society’s board of directors and has chaired its Surface
Engineering Technical Committee. Her awards include the Faculty Distinguished Achievement
Award for Research from the Arkansas Alumni Association (2018), the STLE Al Sonntag Award
(2013), the STLE Walter D. Hodson Award (2001), the CAREER Award (2007) from National Science
Foundation (NSF), the Ralph E. Powe Junior Faculty Enhancement Award (2005) from the Oakridge
Associated Universities and the Science and Technology Advancement Award from the Ministry of
Aeronautics and Aerospace of P.R. China (1993).
Zou directs the NSF EPSCoR Center for Advanced Surface Engineering. Her current research
focuses on nanoscale surface engineering, nanomechanics and tribology for a wide range of
applications. Her research has led to numerous journal publications, conferences and invited
presentations where she often discusses new technologies being commercialized in Arkansas.

TLT: What are the SURSHUWLHVLQVHYHUDOGLƢHUHQW opportunities that traditional PDMRUIDFWRUVWKDWDƢHFW0(06

VLJQLƁFDQFHVRIQDQRVFDOH
VXUIDFHHQJLQHHULQJIRU
WULERORJLFDODSSOLFDWLRQV"
=RX The significance lies in
two aspects: (1.) enables new
surface properties that macro-
or microscale surface engi-
neering cannot achieve and
(2.) these properties can solve
existing application challenges
and create new products.
It is well known that surface
macro- and microtextures can
provide improved tribological
ways. They reduce friction and
adhesion between two con-
tacting surfaces with relative
motion by reducing their real
area of contact; they increase
hydrodynamic lifting force in
bearings, mechanical seal and
DUWLƁFLDOKLSMRLQWVE\SURYLG-
ing numerous converging gaps;
they can store lubricant under
starved or mixed lubrication
condition and entrapping wear
debris.
Nanoscale surface engi-
neering offers several new
macro- or microscale surface
engineering cannot provide.
First, reducing the texture size
from microscale to nanoscale
could increase the number
of textures within a unit con-
tact area by several orders of
magnitude. This is especially
important when device size
gets smaller and smaller such
as in microelectromechanical
systems (MEMS), which leave
little room for larger-scale sur-
face textures. Adhesion/stic-
tion, friction and wear are the
production yield and product
reliability due to large surface
area-to-volume ratio of MEMS
structures. These issues will
escalate as microsystems tech-
nologies begin to transition into
nanoscale. The reduced texture
size provides the opportunities
to increase the texture density
while at the same time reduce
contact area that can lead to
the reduction of adhesion and
friction in the dry contact con-
ditions in MEMS. This could
enable new MEMS products

18 • NOVEMBER 2018 TRIBOLOGY & LUBRICATION TECHNOLOGY WWW.STLE.ORG

with sliding contact, which are
currently not achievable.
Second, the increased
number of textures can create
many more converging gaps to
increase the hydrodynamics
lifting forces in lubricated con-
tact conditions. This could be
used to improve the tribologi-
cal performance of traditional
machine components, such as
bearings, mechanical seals and
engineering piston and ring as-
semblies. Due to the small tex-
ture sizes, the textures can be
put on existing machine com-
ponents without changing their
dimensions.
Third and most important,
nanoscale surface textures
combined with appropriate sur-
face chemistry can alter surface
interactions with water and oil
to create superhydrophobic/
superoleophobic and super-
hydrophilic/superoleophilic Figure 1. Samuel Beckford and Min Zou founded SurfTec, LLC, to commercialize durable, low friction PTFE coatings.
surfaces. Superhydrophobic (Figure courtesy of Russell Cothren, University Relations, University of Arkansas.)
surfaces prevent meniscus for-
mation between the contacting
surfaces in MEMS and, there- SURYLGHDQWLUHƂHFWLRQSURSHUW\ them to have many useful prop- with plasma-enhanced chemi-
fore, reduce adhesion and fric- as well as change cell-surface erties, such as the slippery and cal vapor deposition (PECVD).
tion. Superoleophilic surfaces interactions to promote cell VHOIFOHDQLQJSURSHUWLHVRIƁVK AIC of a-Si has been studied
will provide better surface lu- adhesion or provide antimicro- skins, the self-cleaning prop- extensively for applications in
bial property. These additional erty of lotus leaves, the wear thin film transistors, sensors,
properties enable multifunc- resistant skin of desert scor- solar cells and display panels.
Nanoscale surface tional surfaces to be created for pion and the super adhesive Unlike traditional AIC of a-Si,
topography affects various industrial and biomedi- property of gecko feet. There- which strives for growing large
adhesion, friction, cal applications. fore, the ability to fabricate or and continuous Si grains for
In summary, nanoscale mimic these nanoscale surface applications in electronics and
wetting and optical
VXUIDFHWRSRJUDSK\FDQDƢHFW topographies will open the door optoelectronics, my group has
properties, as well as many surface properties such for many new applications in- developed novel AIC of a-Si
chemical and biological as adhesion, friction, wetting cluding tribological ones. technique to produce isolated
compatibility of the and optical properties as well micro/nano-sized Si islands
surface. as chemical and biological 7/7:KDWNLQGVRI for potential MEMS tribological
compatibility of the surface. WHFKQLTXHVKDYH\RXXVHG applications. The surface nano-
The ability to fabricate custom WRDFKLHYHQDQRVFDOH textures can be tailored to pro-
brication. Furthermore, new surface topographies with de- VXUIDFHHQJLQHHULQJ" duce superhydrophilic proper-
surface properties such as slip sired nanoscale features will ties, which can then turn into
ƂRZIRUGUDJUHGXFWLRQDQWL- enable the controlling of sur- =RX I have used several tech- superhydrophobic when coated
corrosion, self-cleaning, anti- face properties for a wide range niques for nanoscale surface with an octadecyltrichlorosi-
icing and antifogging also can of applications. In nature, from engineering, such as alumi- lane self-assembled monolayer.
be realized. millions of years of evolution, num-induced crystallization Dip coating is a widely used
Last but not the least, sur- many plants and animals have (AIC) of amorphous silicon PHWKRGIRUWKLQƁOPGHSRVLWLRQ
face textures also can change 3D micro- and nanoscale sur- (a-Si), dip coating and e-beam due to its low cost and sim-
light-surface interactions to face topographies that enabled lithography (EBL) combined plicity as well as its suitability

WWW.STLE.ORG TRIBOLOGY & LUBRICATION TECHNOLOGY NOVEMBER 2018 • 19

Q 20 MINUTES WITH...

for coating various substrate Nanoscale and wear in tribological appli-

shapes. The coating thickness
can be controlled by the so-
lution concentration and the
withdrawal speed. My group
has used dip coating to deposit
nanometer-thick coatings from
various chemical solutions and
nanoparticle dispersions, such
as polydopamine (PDA), SiO2
QDQRSDUWLFOHDQGSRO\WHWUDƂXR-
roethylene (PTFE).
EBL is a nanofabrication
technique that can achieve
sub-10 nm resolution. It al-
lows the control of the shape,
size and position of nano-
structures. EBL also can ac-
commodate a wide range of
materials and nanostructures
and has been widely used to
fabricate regular arrays of me-
Shell
Core
Figure 2. Schematic of the NCSS engineered surface. (Figure courtesy of
Min Zou.)
tallic nanoparticles. We have
used EBL to template patterns
in electron resist and then use
PHWDOGHSRVLWLRQDQGOLIWRƢWR
fabricate the metal cores of na-
noscale core-shell structures
(NCSSs) that we discovered to
have novel mechanical prop-
erties. 1 We then coated the
metal cores with harder a-Si
shells using PECVD to form
the NCSSs.
core-shell
structure
(NCSS)
7/7&DQ\RXSOHDVH
SURYLGHDFRXSOHRI
H[DPSOHVRIVXFFHVVIXOO\
QDQRVXUIDFHHQJLQHHUHG
PDWHULDOVIRUWULERORJLFDO
DSSOLFDWLRQV"
=RX My lab has developed a
variety of nanoengineered sur-
faces, surfaces engineered with
nanoscale topographies and/or
chemistries, to reduce friction
cations.
One example of successfully
nano-surface engineered mate-
rials for tribological applications
is the wear-resistant thin PTFE
coatings that are enabled by a
50-nm-thick bioinspired PDA
adhesive underlayer. Thin PTFE
coatings have drawn great in-
terests as solid lubricants. How-
ever, they are easily worn out
due to PTFE’s linear, chain-like
molecular structure and its poor
adhesion to substrates. The lack
of wear resistance severely lim-
its the use of thin PTFE coatings.
Economically fabricating wear-
resistant thin PTFE coatings on
substrate surfaces remains a
great challenge. We have dem-
onstrated that a strong PTFE

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20 • NOVEMBER 2018 TRIBOLOGY & LUBRICATION TECHNOLOGY WWW.STLE.ORG

coating-to-substrate adhesion
can be achieved by using PDA as
a thin adhesive underlayer. The
wear life of the resulting dual-
layer PDA/PTFE thin coatings
was 500 times that of the PTFE
coatings directly deposited on
the substrates. 2 The coating
wear life was further increased
by incorporating Cu nanoparti-
cles into the PTFE coatings. The
FRPELQHGHƢHFWVUHVXOWHGLQD
coating wear life three orders
of magnitude greater than that
of the plain PTFE.3 In addition,
the thin PDA/PTFE coating
DOVRVLJQLƁFDQWO\RXWSHUIRUPHG
a commercial PTFE coating that
is 20 times thicker. This technol-
ogy is currently being commer-
cialized for bearing applications
and has received the National
Science Foundation Small Busi-
ness Innovation Research Phase
I and II support and the support
from the Department of Energy
(see Figure 1 on Page 19).
Another example of suc-
cessfully nano-surface engi-
neered materials for tribologi-
cal applications is the novel
NCSSs that my group discov-
ered that are highly deforma-
tion resistant (see Figure 2). 1
The NCSS is composed of a
nano-sized plastically deform-
able metallic core covered by
a hard amorphous shell with
nanometer thickness. We have
demonstrated that the NCSSs
have a large recoverable de-
formation beyond elastic limit
that results in no net shape
FKDQJHDIWHUEHLQJVXEMHFWHG
to very high normal and shear
contact stresses.1,4 The NCSS
also showed much higher
yield strength than the yield
strength of either the core or
the shell material natively. The
large recoverable deformation
and high strength of the NCSS
suggest a great opportunity to
design novel deformation re-
sistant nano-textured surfaces
WWW.STLE.ORG
Figure 3. Nanoindentation of a NCSS showing a complete recovery of plas-
tic deformation after unloading. (Figure courtesy of Min Zou.)
using the NCSSs, which can
enable a wide range of applica-
tions that require mechanical
durability of the surface nano-
structures, including MEMS.
7/7+RZFULWLFDOLV
QDQRVFDOHWULERORJLFDO
DQGPDWHULDOWHVWLQJ
DQGFKDUDFWHUL]DWLRQWR
WKHLPSOHPHQWDWLRQRI
QDQRVFDOHVXUIDFH
HQJLQHHULQJIRUWULERORJLFDO
DSSOLFDWLRQV"
=RX They are critical to the
implementation of nanoscale
surface engineering for tribo-
logical applications. This is
because the nanostructures
are very small; even a light
load could generate a high
contact pressure that could
cause the structure to deform
permanently. The mechanical
properties of nanostructures
also can be different from
those of the bulk material.
Therefore, it is important to
perform nanoscale tribological
and materials testing using a
tool that can locate individual
nanostructures, apply ultralow
loads on the nanostructures
and measure the minute de-
TRIBOLOGY & LUBRICATION TECHNOLOGY
formation caused by the ap-
plied load.
We use a state-of-the-art
nanoindenter with in-situ imag-
ing capability to perform both
scratch/friction testing to de-
WHUPLQHWKHIULFWLRQFRHƣFLHQW
and deformation/wear of the
nanostructures and nanoin-
dentation testing to determine
the mechanical properties of
the nanostructures. We use a
scanning electron microscope
(SEM) and an atomic force
microscope to characterize
the nanostructures and their
deformation and wear after
tribological and mechanical
testing.
In the future, we will use
in-situ SEM nanotribological
and nanomechanical testing
tools to perform the tests while
visualizing the scratch/wear
and nanoindentation process
to understand the wear and
deformation mechanisms.
7/7&DQQDQRVFDOH
VXUIDFHHQJLQHHUHG
PDWHULDOVEHXVHGIRU
IULFWLRQUHGXFWLRQ
DQWLZHDURUOXEULFDWLRQ
SXUSRVH"
=RX: Yes. We have demonstrat-
ed low-friction, wear-resistant
thin PTFE coatings enabled by
bioinspired nanometer-thick
adhesive underlayer. We also
have shown novel NCSSs that
can sustain estimated con-
tact pressures greater than 20
GPa without deformation and
fatigue failure. 5 These nano-
structures can be used for ap-
plications in MEMS. It also is
possible surface texturing using
nanoscale dimples will provide
better lubrication and antiwear
properties for bearings, me-
chanical seals and piston and
ring assembly (see Figure 3).
You can reach Min Zou at
mzou@uark.edu.
REFERENCES
1. Tidwell, W., Scott, D., Wang,
H., Fleming, R.A. and Zou, M.
(2011), “Nanoindentation
Study of Deformation-Resis-
tant Al/a-Si Core-Shell
Nanostructures,” Acta Materia-
lia, 59, pp. 6110-6116.
2. Beckford, S. and Zou, M.
(2014), “Wear Resistant PTFE
Thin Film Enabled by a
Polydopamine Adhesive
Layer,” Applied Surface
Science, 292, pp. 350-356.
3. Beckford, S., Mathurin, L.,
Chen, J. and Zou, M. (2015),
Š7KH,QƂXHQFHRI&X
Nanoparticles on the
Tribological Properties of
Polydopamine/PTFE + Cu
Films,” Tribology Letters, 59:
11.
4. Morton, B., Wang, H.,
Fleming, R. and Zou, M.
(2011), “Nanoscale Surface
Engineering with Deforma-
tion-resistant Core-shell
Nanostructures,” Tribology
Letters, 42 (1), pp 51-58.
5. Steck, J.G., Fleming, R.A.,
Goss, J.A. and Zou, M. (2018),
“Deformation and Fatigue
Resistance of Al/a-Si
Core-Shell Nanostructures
6XEMHFWHGWR&\FOLF1DQRLQ-
dentation,” Applied Surface
Science, 433, pp. 617-626.
NOVEMBER 2018 • 21
LUBRICATION FUNDAMENTALS

What’s so bad about

foamy foams?
Plenty. Fortunately, formulators have several bubble-bursting options.

By Dr. Robert M. Gresham

Contributing Editor

Surfactants are a fascinat-

ing class of chemistries. Their
uses—whether in nature or
through Man’s interaction—can
seemingly do the impossible,
such as cause oil and water to
“mix,” form stable emulsions
like milk, the list is endless.
In this column, I’ve often
talked about surfactants and
their importance as dispersants
and detergents in lubricants; and
how, in low concentrations, sur-
factants can act as an antifoam;

© Can Stock Photo / Linnea

or, in greater concentrations,
as a wetting agent (to eliminate
ƂRDWLQJVZDUILQPHWDOZRUNLQJ
operations); or in yet higher con-
centrations make a stabile foam
(such as shaving cream).
Foam is essentially a dis-
persed gas in a liquid. In lubri-
FDQWVDQGPHWDOZRUNLQJƂXLGV
(MWFs), uncontrolled foam,
ambient air entrained or dis-
persed in the lubricant, can
KDYHYHU\DGYHUVHHƢHFWV)RU
both aqueous and non-aqueous
MWFs and lubricants, foam can
cause the fluid film to break
down, impair heat removal and
increase the rate of oxidation
RIWKHƂXLGFDXVHFDYLWDWLRQLQ
SXPSVUHVXOWLQJLQSRRUƂXLG
ƂRZSUHVVXUHYDULDWLRQLQK\-
draulic systems and even loss
RIƂXLGWKURXJKYHQWVŜDOOEDG
While perhaps a fine dis-
tinction, we refer to antifoams
as materials added to a formu-
lation to prevent or suppress
foam as it forms. Defoamers are
materials added during the use
RIƂXLGVWREUHDNXSIRDPDQG
to, at least for some time period,
suppress foam formation until
more needs to be added. In re-
ality, defoamers and antifoams
are very similar chemistries
and perform similar functions.
Looking at non-aqueous
lubricants like gear oils, trans-
PLVVLRQƂXLGVHWFZHVHHWKDW
foam is generally not thermo-
dynamically stable; that is, giv-
en enough time the dispersed
or entrained air will separate
IURPWKHƂXLG7KHLVVXHLVWKH
speed of this process versus the
process of creating foam, usual-
ly through mechanical action. A
foam bubble has two interfaces
where the outside of the bubble
FRQWDFWVWKHƂXLGDQGZKHUHWKH
bubble contacts another bubble
or the atmosphere. These inter-
IDFHVDORQJZLWKWKHƂXLGLWVHOI
are referred to as lamella. For a
IRDPEXEEOHWREUHDNWKHƂXLG
in the lamella must drain suf-
ƁFLHQWO\VRWKHSUHVVXUHLQVLGH
the bubble exceeds the strength
RIWKHODPHOODƂXLGƁOPWRKROG
together. Thus, control of foam
is related to inducing condi-
tions that encourage and speed
this process.
$WWKHULVNRIRYHUVLPSOLƁ-
cation, imagine a single foam
EXEEOHVLWWLQJRQWRSRIDƂXLG
7KHEXEEOHLVGHƁQHGE\DWKLQ
OD\HURIWKHƂXLGVXUURXQGLQJ
the air in the bubble. If there is
some mechanism that causes
WKLVWKLQƂXLGOD\HUWREHFRPH

22 • NOVEMBER 2018 TRIBOLOGY & LUBRICATION TECHNOLOGY WWW.STLE.ORG

 Defoamers and antifoams are very similar
chemistries and perform similar functions.

thinner to the point that the air
pressure in the bubble exceeds
WKHVWUHQJWKRIWKHƂXLGWRUH-
PDLQDFRKHVLYHƁOPVXUURXQG-
ing the air in the bubble, the
bubble breaks. So what are the
IDFWRUVWKDWDƢHFWWKLVSURFHVV"
Still imagining our foam
bubble, the idea with an anti-
foam is that a tiny droplet of an-
tifoam enters this thin layer of
ƂXLGWKDWIRUPVWKHEXEEOHWKHQ
spreads to the point of bridging
WKHWKLFNQHVVRIWKHƂXLGZKLFK
in turn, allows for rapid rupture
RIWKHƂXLGOD\HUDQGWKXVWKH
bubble. This process then has
three distinct stages: entering
(E), spreading (S) and bridg-
ing (B). These three stages, E, S
and B, are all dependent on the
respective surface tensions of
WKHOLTXLGƁOPWKHDQWLIRDPDQG
the surface tension of the two.
(Remember surface tension is
the force that causes water to
bead on a freshly waxed car.) In
the case of our lubricant foam
bubble, the surface tension of
the antifoam must be lower
than the surface tension of the
OXEULFDQWƂXLGVXUURXQGLQJWKH
bubble. Then, where bridging
occurs, the bubble no longer
has the strength to hold togeth-
er and has to rupture.
As said, this is an oversim-
plification; other factors that
affect this fundamental pro-
cess are relatively low solubil-
ity of the antifoam in the lubri-
FDQWƂXLGDQGWKHQXPEHUDQG
size of the antifoam droplets.
Because this adds a consider-
able layer of complexity to the
FRQWURORIIRDPZHƁQGWKDWWKH
chemistry, lubricant additives
and end-use conditions for a
VSHFLƁFV\VWHPIRUFHWKHFKRLFH
of antifoam and its consequent
droplet size, to be determined
by both experience and real-
world testing. Other factors
WKDWLQƂXHQFHWKLVSURFHVVDUH
the lubricant viscosity and the
size of the bubbles themselves,
which affect their rise to the
surface of the lubricant. Thus,
IRDPLQKLJKHUYLVFRVLW\ƂXLGV
with very small bubbles due to
aggressive mechanical action in
the system can result in more
stable foams that are more dif-
ƁFXOWWRFRQWURO
In practice, it is not sur-
SULVLQJWRƁQGPDQ\DQWLIRDPV
available nor surprising that an-
tifoams used in transmissions,
gear oils and other mechanical
applications will all use very dif-
ferent antifoam products. Fur-
ther, the design of mechanical
systems can exacerbate foam
control. Indeed, the method
for evaluating antifoam perfor-
mance must be somewhat tai-
ORUHGWRWKHVSHFLƁFOXEULFDQW
and its application. Thus, foamy
foams are complicated systems
and bad for our lubricant sys-
tems. Fortunately the formula-
tor has many options to help
control this problem.
Bob Gresham is STLE’s director
of professional development. You
can reach him at
rgresham@stle.org.

Dr. Robert “Bob” Golden

Research Fellow, Technology & Innovation

• Over 30 years experience

• Holds two U.S. patents
• Developed the Aristonate® Calcium Neutralization process

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Learn how innovative oil soluble sulfonates from the chemists at
Pilot enhance metalworking formulation for companies across
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WWW.STLE.ORG TRIBOLOGY & LUBRICATION TECHNOLOGY NOVEMBER 2018 • 23

WEBINARS

Effective use of organomolybdenum additives

in lubricants
These versatile and non-toxic chemistries solve difficult
friction problems and enhance the performance of other additives.

© Can Stock Photo / mtoome

By Dr. Nancy McGuire

KEY CONCEPTS Contributing Editor

Molybdenum’s versatile chemistry lets it

serve a variety of functions and helps make
molybdenum compounds more soluble in
lubricant formulations.

Molybdenum compounds can produce

beneficial synergistic effects in properly
formulated additive packages and lubricants.
O rganomolybdenum lubricant additives solve a wide range of lu-
Molybdenum and its compounds do not poison
or leave deposits on automotive exhaust
catalysts.
brication challenges. In greases and engine oils, these additives have a
track record of reducing friction and improving fuel economy, but there
are many more applications. Their multifunctional and synergistic nature
GHOLYHUVWUXHYDOXH7KH\DUHFRVWHƢHFWLYHZKHQXVHGSURSHUO\DQGWKH\
DUHHƢHFWLYHHYHQDWORZWUHDWUDWHV0RO\EGHQXPWHFKQRORJ\LVVXVWDLQ-
able: this transition metal is not only non-toxic, it serves as a micronutri-
ent in living organisms. Molybdenum additives also are compatible with
passenger car catalyst systems.

24 • NOVEMBER 2018 TRIBOLOGY & LUBRICATION TECHNOLOGY WWW.STLE.ORG

 MEET THE PRESENTER
This article is based on a Webinar presented by STLE Education on June 28, 2017. Effective Use of
Organomolybdenum Additives in Lubricants is available at www.stle.org: $39 to STLE members, $59
for all others.
Dr. Vincent Gatto has worked for 32 years as a research, applications, technical service and
product-development scientist in lubricant, fuel and polymer additives. He is research director
for Vanderbilt Chemicals, LLC (Norwalk, Conn.), where he is responsible for the management and
strategic direction of a team of synthetic organic chemists. His team works on the discovery and
development of new chemicals for use as additives in the lubricant, rubber and plastics industries.
He also directs and prioritizes projects in the petroleum applications laboratory.
Gatto received his doctorate in chemistry from the University of Maryland and held a
postdoctoral position at the University of Miami. He joined the staff at Ethyl Corp. (now Afton
Chemical Co.), where he worked for 16 years as a technical service advisor and additive scientist. He
then worked for 11 years as an R&D technical service manager at Albemarle Corp. before starting
Vincent Gatto work at Vanderbilt.
Gatto holds 125 U.S. patents, patent applications and technical publications in the areas of
chelation additives and additives for polymers, lubricants and fuels. He has delivered numerous
presentations on the applications of additives in industrial fluids and engine oils.
You can reach Gatto at VGatto@vanderbiltchemicals.com.

$OODERXWPRO\EGHQXP
Molybdenum is a very versatile
element. Its abundance in the
Earth’s crust is similar to that
of tin, tungsten and lead. This
transition metal forms ions and
compounds with an oxidation
state ranging from -2 to +6 and
it bonds with 4-6 other atoms
in coordination compounds.
Molybdenum compounds
have a wide variety of stereo-
chemistries and reactivities,
and molybdenum can form
compounds with most organic
and inorganic ligands. This is
useful for overcoming solubil-
ity challenges associated with
incorporating Mo effectively
into a lubrication system.
Molybdenum has an exten-
sive sulfur chemistry. Sulfur is an
important lubricant component
in its own right, and molybde-
num compounds that include
sulfur often exhibit beneficial
properties from both elements.
Molybdenite (MoS 2), the
principle ore form of molybde-
num, is readily available as an
Application
Grease
Engine Oils
* Rarely used due to corrosion and severe discoloration
Figure 1. Applications of organomolybdenum in lubricants. (Figure courtesy of Vanderbilt Chemicals, LLC.)
important industrial catalyst as
well as a lubricant additive. Mo-
lybdenite can be roasted in air
to form molybdenum trioxide.
This oxide can be reacted with
an aqueous solution of either
sodium hydroxide or ammonia
to form Na2MoO4, (NH4)2Mo2O7
or (NH 4) 6Mo 7O 24, which can
react more easily with organic
ligands and solubilize more eas-
ily in a lubricant system. These
Molybdenum Type Performance Attribute
Molybdenum Disulfide Antiwear, EP and Friction
Solid MoDTC Modifier
Liquid MoDTP
Molybdenum Carboxylates* Antiwear, Friction
Liquid MoDTC Modifier, Antioxidant and
Liquid Ester/Amide Deposit Control
compounds serve as the basis can serve several functions at
for further reactions to form or- once: antioxidancy and deposit
ganomolybdenum compounds. control; antiwear and extreme
pressure performance; and fric-
0RO\EGHQXPLQOXEULFDQWV tion reduction, which improves
Molybdenum provides effec- fuel economy (see Figure 1). Fur-
tive solutions to a variety of ther, these compounds can work
difficult lubricant formulation synergistically with other addi-
problems. Small amounts can tives, including antioxidant and
produce large benefits with- antiwear additives, to provide
out detrimental side effects. more effective lubricant and
Organomolybdenum additives machinery protection. Organo-

WWW.STLE.ORG TRIBOLOGY & LUBRICATION TECHNOLOGY NOVEMBER 2018 • 25

Q WEBINARS

molybdenum additives can de- Liquid MoDTC Liquid MoEster

OLYHUVLJQLƁFDQWLPSURYHPHQWV
in performance at low treatment
levels, and they are compatible
with automotive catalyst and
emission control systems.
In the late 1960s, the
Vanderbilt Co. became the • Amber to brown liquid • Brown liquid
ƁUVWWRSDWHQWPDQ\RIWKHPR- • Sulfur- and phosphorus-free
• Phosphorus-free
lybdenum lubricant additive • Antioxidant, antiwear and friction modifier
• Antioxidant, antiwear and friction

technologies still in use today, • Low toxicity and biodegradable
modifier
and other companies have got- • Relatively low cost source of molybdenum
• New amine technology delivers excellent

ten into the field since then.
oil solubility
A recent patent search shows
that 67% of patents for molyb- Specification MOLYVAN 3000 Specification MOLYVAN 855
GHQXPRLOVDQGƂXLGVDUHIRU
Molybdenum Content 9.1 – 11.2% Molybdenum Content 7.3 – 8.5%
grease applications, 15% are
for engine oil applications, and Sulfur Content 9.4 – 12.1% Sulfur Content Not Present
the remainder are for hydraulic,
gear, transmission, transform-
Figure 2. Applications of organomolybdenum in lubricants. (Figure courtesy of Vanderbilt Chemicals, LLC.)
er, turbine, metalworking and
FRPSUHVVRUƂXLGDSSOLFDWLRQV
Engine oil applications
commonly use liquid molybde-
num dithiocarbamate (MoDTC)
or liquid molybdenum ester
Solid MoDTC Liquid MoDTP
compounds. The choice of or-
ganic ligands used to make the
MoDTC determines whether
the product is liquid or solid;
compounds with longer and
branched organic chains are • Yellow powder, low oil solubility • Dark green to brown liquid
more likely to be liquid at am- • Phosphorus-free • Excellent oil solubility
bient temperatures. MoDTC is • Antioxidant, antiwear, extreme pressure
• Antioxidant, antiwear, extreme pressure and

phosphorus-free, and it con- and friction modifier friction modifier
tains alkylamine groups that • Superior to inorganic molybdenum for
• Also useful in automotive and industrial gear oils
give it excellent solubility in antioxidant and antiwear performance
oils. Molybdenum esters con- Specification MOLYVAN 855
tain neither phosphorus nor Specification MOLYVAN A
Molybdenum Content 7.7 – 8.8%
sulfur; these compounds also Molybdenum Content 27.0 – 29.0%
serve as antioxidants, antiwear Sulfur Content 11.0 – 13.8%
Sulfur Content 23.5 – 25.5%
DJHQWVDQGIULFWLRQPRGLƁHUV Phosphorus Content 6.3%
Molybdenum esters have low
toxicity, are biodegradable and
are a relatively low-cost source Figure 3. Molybdenum products for grease. (Figure courtesy of Vanderbilt Chemicals, LLC.)
of molybdenum (see Figure 2).
Solid MoDTC has a low sol-
ubility in oil, but it is commonly ditive can be used to provide denum compounds (e.g., MoS2) pounds are used in greases,
used in greases because it can WKHVDPHEHQHƁWV%RWKVROLG for antioxidant and antiwear and their molybdenum, sulfur
be dispersed relatively eas- and liquid MoDTC serve as performance. and phosphorus components
ily. Because the solid MoDTC antioxidants, antiwear agents Liquid molybdenum di- all provide benefits. MoDTP
compounds use smaller or- DQGIULFWLRQPRGLƁHUVEXWWKH thio- phosphate (MoDTP) compounds have antioxidant,
ganic ligands, molybdenum solid form also is an extreme compounds are dark green to antiwear, extreme pressure
forms a higher percentage in pressure agent. Solid MoDTC brown liquids that have excel- DQGIULFWLRQPRGLƁHUSURSHU-
these compounds, and less ad- is superior to inorganic molyb- lent oil solubility. These com- ties (see Figure 3).

26 • NOVEMBER 2018 TRIBOLOGY & LUBRICATION TECHNOLOGY WWW.STLE.ORG

 nism of action of these addi-
tives as antioxidants is not well
understood.
High levels of molybde-
num additives like MoDTC
and molybdenum esters can
sometimes induce corrosion
in engine oils, but combining
these additives with novel tri-
azole corrosion inhibitors (a
relatively new technology) can
almost eliminate the corrosion
problems caused by high levels
of Mo additives (see Figure 5).
Molybdenum compounds
are primarily used as anti-
ZHDU$:IULFWLRQPRGLƁFD-
tion (FM) and extreme pres-
Figure 4. How sludge, varnish and deposits form. (Figure courtesy of Vanderbilt Chemicals, LLC.) sure (EP) additives in engine
oils and greases. These com-
pounds act synergistically
with other additives, including
zinc dialkyldithiophosphates
(ASTM D6594, Standard HTCBT Conditions, 0.2% CI)
(ZDDP) and sulfurized EP ad-
160 378 ditives. Compounds that have
Cu Pb both molybdenum and sulfur
140
in their chemical makeup can
120 108 function in all three modes: AW,
99 101.5
Metal (ppm)

100 FM and EP. Organomolybde-

QXPFRPSRXQGVFDQEHHƢHF-
80
tive in this capacity at 25-1,200
60 46.5 ppm Mo in engine oils and 400-
40 5,000 ppm Mo in greases.
Fuel economy, which comes
20
3 4 1.5 from friction reduction, is one
0 key driver encouraging the use
Engine Oil plus old plus plus new of molybdenum additives in
with Mo triazole CI DMTD CI triazole CI engine oils. These additives are
HVSHFLDOO\HƢHFWLYHDWUHGXFLQJ
Molybdenum source is 0.20% MoEster (160 ppm Mo) & 0.163% MoDTC (160 ppm Mo)
friction in the boundary and
US Patent Application 2017/0044457
mixed lubrication regimes (see
Figure 6 on Page 28).
Figure 5. Triazole corrosion inhibitors (new triazole CI) can almost eliminate copper and lead corrosion products Various organomolybde-
caused by high levels of Mo additives in engine oils. DMTD = dimercaptothiadiazole. (Figure courtesy of Vanderbilt num additives reduce friction
Chemicals, LLC.) using different mechanisms.
For example, MoDTC, which
LVPRUHHƢHFWLYHLQIUHVKRLOV
,PSURYLQJSHUIRUPDQFH Organomolybdenum addi- Organomolybdenum additives decomposes to the layered in-
Antioxidant additives, including tives can be used to control oxi- can be effective at fairly low organic solid MoS2. Under high
molybdenum compounds, are dation and deposits in engine levels (50-150 ppm delivered temperatures and loads, MoS2
used to reduce the rate of lubri- RLOVDQGWKHLUHƢHFWLYHQHVVLV Mo), but their ability to control forms stacked sheets in the
cant oxidation and, thus, delay based on their synergistic ef- deposits is very system depen- WULERƁOPZKLFKFDQHDVLO\VOLGH
or prevent lubricant degrada- fects with other additives, dent; at very high temperatures past each other under shear.
tion that leads to wear, sludge including alkylated diphenyl- they can actually promote de- Oxidation of the MoS2 sheets
and deposits (see Figure 4). amines or sulfur compounds. posit formation. The mecha- causes them to fragment, re-

WWW.STLE.ORG TRIBOLOGY & LUBRICATION TECHNOLOGY NOVEMBER 2018 • 27

Q WEBINARS

sulting in a loss of friction-re-

duction properties. The oxida-
tion product, MoO3, is not an
HƢHFWLYHIULFWLRQPRGLƁHU0R-
lybdenum esters act through an
adsorption and decomposition
mechanism, and these com-
pounds are more effective in
aged oils. Organomolybdenum
friction-reducing additives are
JHQHUDOO\HƢHFWLYHDW
ppm delivered Mo, which is a
higher level than is used for
antiwear and antioxidant prop- Figure 6. Molybdenum-based additives in engine oils reduce friction in the boundary and mixed lubrication regimes.
(Figure courtesy of Vanderbilt Chemicals, LLC.)
erties.
Molybdenum compounds
can be used in combination with
a variety of other compounds
WRSURGXFHV\QHUJLVWLFHƢHFWV
that is, the total measured ef-
fect is greater than the sum of
HƢHFWVIRUHDFKFRPSRXQGLQ- MoDTC With New Amine Technology MoDTC With Old Amine Technology
dependently. The performance 350 ppm Mo 700 ppm Mo 350 ppm Mo 700 ppm Mo
of these additives is highly de-
pendent on the composition
Group II Group II
RIWKHƁQLVKHGƂXLGKRZHYHU
They can have antagonistic ef-
fects when they are combined
with other surface additives 350 ppm Mo 700 ppm Mo 350 ppm Mo 700 ppm Mo
like ZDDPs or organic friction
PRGLƁHUVLIWKHƂXLGVDUHQRW Group III Group III
formulated properly. Proper
formulation also is essential
to preventing compatibility 350 ppm Mo 700 ppm Mo 350 ppm Mo 700 ppm Mo
problems with other additives,
including organic friction modi-
PAO PAO
ƁHUVDQGIRUSUHYHQWLQJFRUUR-
sion at high additive levels.
Some molybdenum-based
additives have limited solubil- US Patent 9,012,383
ity, especially in high quality
EDVHƂXLGV(see Figure 7). Newer Figure 7. Newer fluid technologies, including highly branched amine additives (left), can improve the solubility of
technologies, which use highly molybdenum-based additives over older amine technologies (right) across a wide range of base oils and additive
branched alkylamines, can im- levels. (Figure courtesy of Vanderbilt Chemicals, LLC.)
prove solubility across a wide
range of additive levels and
base oils (see Figure 8).
measurements using a mini- C). respect to friction reduction
*UHDVHDGGLWLYHV traction machine (MTM) for a Well-designed formulations and load-carrying capability
Molybdenum-based additives, lithium complex grease with that combine molybdenum (see Figure 10 on Page 30). Tests
when added at levels of a few 2% of a liquid MoDTC addi- additives with other additives, in- XVLQJFRQVWDQWYHORFLW\MRLQWV
percent, increase EP perfor- tive containing 10% molybde- cluding ZDDP and dimercapto- KDYHGHPRQVWUDWHGWKHEHQHƁWV
mance in greases, as well as num showed that the additive thiadiazole (DMTD) dimer of using additive combinations
reduce friction and wear (see reduced friction best at higher complexes, can significantly to improve grease performance
Figure 9 on Page 30). Friction temperatures (120 C versus 60 improve overall results with (see Figure 11).

28 • NOVEMBER 2018 TRIBOLOGY & LUBRICATION TECHNOLOGY WWW.STLE.ORG

 90 Days (Group III 0W-20 Engine Oil, 700 ppm Mo, 750 ppm P)
Ambient ϭϱ϶ -ϭϬ϶
New Technology 10 % MoDTC
w/ Primary ZDDP Clear Clear Clear
w/ Secondary ZDDP Clear Clear Clear
Old Technology 10 % MoDTC
w/ Primary ZDDP Clear Clear Very Hazy
w/ Secondary ZDDP Clear Clear Very Hazy

Symmetrical highly branched amine exhibits improved compatibility

compared to asymmetrical branched amine alternatives
US Patent 9,012,383

Figure 8. Symmetrical, branched amine compounds keep molybdenum-based additives in solution in engine oil, even after 90 days. (Figure courtesy of
Vanderbilt Chemicals, LLC.)

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WWW.STLE.ORG TRIBOLOGY & LUBRICATION TECHNOLOGY NOVEMBER 2018 • 29

Q WEBINARS

(QJLQHRLODGGLWLYHV
(ASTM D2509, Timken Method)
140
As versatile as molybdenum is
for grease applications, it has
120
even more applications in en-

Last Non-Seizure-Load, kgf

gine oils. Molybdenum-based
100
engine oil additives are used
for controlling oxidation and
80 No Additive
deposit formation, reducing
1% MoDTP
friction and wear and improv-
60 2% MoDTP
ing fuel economy.
Molybdenum ester com- 3% MoDTP
40
pounds can act synergistically
with antioxidants like alkylat-
20
ed diphenylamines (see Figure
12). Combining these additives
0
postpones the onset of oil oxi-
dation, and it helps keep aged
650 SN Base Oil Li Complex Grease
oils from becoming more vis-
Ma, A.; Gu, M.; Yao, J.; Zhang, R.; 16th Lubricating Grease Conference,
cous (a sign of oxidation). Fig- NLGI India Chapter, February 3, 2014
ure 13 on Page 32 shows the
benef its of organomolybde-
num additives for controlling Figure 9. MoDTP grease additives improve EP performance. (Figure courtesy of Vanderbilt Chemicals, LLC.)
deposits that can form when
oils oxidize.
Molybdenum additives
also act synergistically with
other AW additives, including
various phosphate compounds.
Additive combinations, without
=''3FDQVLJQLƁFDQWO\UHGXFH (Four-Ball Friction) (Four-Ball EP)
VFXƣQJDQGZHDU(see Figure 14 0.14 450
on Page 32).
400
Timing chain elongation, 0.12
an indicator of wear, is one test 350
0.1
for compliance with the GF-6 300
specifications for passenger 0.08 250
car motor oils. The presence
0.06 200
of zinc actually increases chain
elongation, but molybdenum 150
0.04
significantly reduces elonga- 100
tion. Combining zinc and mo- 0.02 50
lybdenum additives produces
0 0
an even greater reduction as
molybdenum cancels out nega- CoF Weld Point, Kgf
WLYHHƢHFWVRI]LQF(see Figure 15 Li-Complex Grease +3% MoDTP
on Page 33). +2% MoDTP + 1% DMTD Dimer +1% MoDTP + 2% DMTD Dimer
Molybdenum additives also
+1% MoDTP + 1% DMTD Dimer Complex +1% MoDTP + 2% DMTD Dimer Complex
act, alone or in combination
with other additives, to reduce 16th
Ma, A.; Gu, M.; Yao, J.; Zhang, R.; Lubricating Grease Conference,
NLGI India Chapter, February 3, 2014
friction. The proper formula-
tion is key to achieving the
greatest reduction in the coef-
ƁFLHQWRIIULFWLRQDQGGLƢHUHQW Figure 10. Combinations of additives can reduce the coefficient of friction (CoF) and increase the load-carrying capa-
DGGLWLYHVFDQEHPRUHHƢHFWLYH bility (higher weld point) of grease formulations. (Figure courtesy of Vanderbilt Chemicals, LLC.)

30 • NOVEMBER 2018 TRIBOLOGY & LUBRICATION TECHNOLOGY WWW.STLE.ORG

 (Averaged CoF by SRV in brackets) for fresh or aged oils.
Additive combinations can
5 be better than single additives
at reducing friction across a
% Reduction in Averaged Axial Force

0 (0.082) (0.080) range of conditions. For exam-

Lithium Grease Plus 3% MoDTP Plus 1% ZDDP Plus 3% MoDTP Plus 3% MoDTP ple, liquid MoDTC keeps fric-
-5 + 1% MoDTC + + 1% MoDTC tion low in fresh oils and oils
1% ZDDP +1% ZDDP + 2% at elevated temperatures. Most
-10 (0.045) Ca Salt of Ox. commercially available MoDTC
Wax
W\SHV ORVH WKHLU HƢHFWLYHQHVV
-15 in aged oils, but molybdenum
ester additives excel in aged
-20 oils and at elevated tempera-
(0.037)
tures. Glycerol mono-oleate,
-25 an organic compound with no
metal, sulfur or phosphorus,
-30 functions best in fresh oils at
(0.033) low temperatures but loses its
-35 HƢHFWLYHQHVVUDSLGO\DVWKHRLO
US Patent 5,516,439 begins to age (see Figure 16 on
Page 33).
Oxidation prevention,
Figure 11. The right additive combinations can significantly improve the friction-reducing capability of a grease for- maintaining the proper viscos-
mulation. (Ca salt of ox. wax is a soap used in grease formulations.) (Figure courtesy of Vanderbilt Chemicals, LLC.) ity and reducing friction all
contribute to improving vehi-
cle fuel economy. Here again,
getting the formulation right is
key. For example, molybdenum
and phosphorus can be antag-
onistic, but using low levels of
(SAE grade 5W-30 engine oil containing 1.2 wt. % ZDDP) phosphorus for a given mo-
lybdenum concentration can
120 600 improve the reduction in fuel
100 500 psi 500 10 L/h air consumption by enhancing the
175oC 160oC performance of molybdenum.
80 Fe catalyst 400 Fe catalyst Low-phosphorus, high-molyb-
denum (LPHM) formulations
60 300
are being developed to push
40 200 the envelope for fuel economy
contributions from next genera-
20 100 tion oil formulations (see Figure
0 17 on Page 33).
0
More recently, molyb-
OIT By PDSC (min) Bulk Oil Oxid. (Vis. Inc. after 64 h)
denum additives have been
No Additive No Additive
shown to reduce low-speed
Plus 0.1% ADPA Plus 0.1% ADPA
plus MoEster @ 200 ppm Mo plus MoEster @ 200 ppm Mo pre-ignition (LSPI), a problem
0.1% ADPA + MoEster @ 200 ppm Mo 0.1% ADPA + MoEster @ 200 ppm Mo that occurs in newer engines
using turbochargers and direct
LQMHFWLRQLQZKLFKWKHIXHOLJ-
US Patent 9,012,383
nites before the spark plug is
triggered. Reducing LSPI is of
particular interest in light of
Figure 12. Measurements of oxidation induction time (OIT) by pressurized differential scanning calorimetry (left), *)VSHFLƁFDWLRQVDQGLVOLNH-
and increase in viscosity (right) show that a combination of molybdenum ester and alkylated diphenylamine (ADPA) ly to gain importance in future
additives works better than either additive alone. (Figure courtesy of Vanderbilt Chemicals, LLC.) VSHFLƁFDWLRQV%RWKSKRVSKR-

WWW.STLE.ORG TRIBOLOGY & LUBRICATION TECHNOLOGY NOVEMBER 2018 • 31

Q WEBINARS

rus (ZDDP) and molybdenum

(MoDTC) have been shown to
Group I Engine Oil Group II Engine Oil
reduce LSPI frequency while (990 ppm P, 160 ppm Mo, 0.5% NDPA) (530 ppm P, 160 ppm Mo, 0.7% ODPA)
calcium increases it.
40 40
U n avo i d a b ly, a s m a l l
DPRXQWRIHQJLQHRLOƁQGVLWV 35 35
30 30
Total Deposits (mg)

Total Deposits (mg)

way into a vehicle’s exhaust
system. Fortunately molyb- 25 25
denum additives in passenger
car engine oils do not poison
20 20
catalytic converters. In one 15 15
study, several Las Vegas taxi 10 10
cabs using either a GF-5 oil
5 5
formulation or a newer LPHM
formulation were put through 0 0
Baseline plus plus plus Baseline plus plus plus
ƁHOGWULDOV$WWKHHQGRIWKH
No Mo MoEster MoDTC - MoDTC - No Mo MoEster MoDTC - MoDTC -
test, the exhaust catalysts A B A B
contained deposits of phos-
phor us, calcium and zinc.
Molybdenum levels were es- Data from Tribology & Lubrication Technology, October 2003, Vol 59, No 10, p 40-47
sentially zero for both formu-
lations even though both oils
contained a relatively high Figure 13. The TEOST® MHT test is a specification test for engine oils that measures deposit formation on a stan-
dardized rod. (NDPA and ODPA are alkylated diphenylamines.) (Figure courtesy of Vanderbilt Chemicals, LLC.)
level of molybdenum. Phos-
phorus deposits on catalysts
exposed to the LPHM formu-
lation (42 g/cubic foot) were
less than one-third of the level
for the GF-5 formulation (158
g/cubic foot), probably be-
cause the phosphorus level
in the LPHM oil was lower to
Standard engine oil formulations excluding ZDDP. Test rig equivalent to TU-3
begin with. Calcium deposits engine test CEC L-38-T-87
were about one-third higher
for the LPHM formulation (46 40 10
g/cubic foot) than for the GF-5
formulation (36 g/cubic foot). 8
30
In addition, tests show
that molybdenum allows the 6
FDWDO\VWWRŠOLJKWRƢ šR[LGL]H 20
exhaust emissions like diesel 4
soot) at a lower temperature 10
than for the untreated base oil
2
or other fuel-soluble metals
including strontium and man- 0 0
JDQHVH7KLVHƢHFWZRXOGDOORZ Camshaft Wear (ʅm) Tappet Scuffing (Merit)
the catalyst to operate more ef- No Additive No Additive
ƁFLHQWO\ MoDTC @ 500 ppm Mo MoDTC @ 500 ppm Mo
ASP @ 300 ppm P ASP @ 300 ppm P
MoDTC @ 100 ppm Mo + ASP @ 300 ppm P MoDTC @ 100 ppm Mo + ASP @ 300 ppm P
$YHUVDWLOHHơHFWLYH
HOHPHQW US Patent 6,187,723
In summary, molybdenum addi-
tives can solve a wide range of
lubrication challenges because Figure 14. MoDTC and an ashless thiophosphate (ASP) act synergistically to reduce camshaft wear and tappet scuff-
of their multifunctional nature ing (high figure of merit indicates less scuffing). (Figure courtesy of Vanderbilt Chemicals, LLC.)

32 • NOVEMBER 2018 TRIBOLOGY & LUBRICATION TECHNOLOGY WWW.STLE.ORG

 Main Effects & Interactions
0.25
0.2
% Chain Elongation

0.15 Oil HZLM HZHM LZLM LZHM

0.1
0.05 Mo, ppm 100 684 102 674
0 Zn, ppm 757 755 248 249
-0.05 Zn Mo Zn:Mo Mo:Zn 0.13 0.91 0.41 2.7
-0.1
-0.15
-0.2
Effect

Figure 15. Effects of high (H) and low (L) levels of molybdenum ester- and zinc-based additives on timing chain wear shows that a combination of additives
produces a synergistic effect. (Figure courtesy of Vanderbilt Chemicals, LLC.)

Group III 0W-20 Engine Oil, One Friction Reducer

Fresh Oil Condition Aged Oil Condition

0.15 0.15
140ІC 140ͼC
0.12 0.12

0.09 0.09
CoF
CoF

0.06 0.06

0.03 0.03

0 0
5 50 500 5000 5 50 500 5000
Speed (mm/s) Speed (mm/s)

BB w/o FM Liquid MoDTC (320 ppm Mo) Mo Ester (320 ppm Mo) GMO (0.5wt.%)

Figure 16. Liquid MoDTC (green line) keeps friction low in fresh oils, while a molybdenum ester additive (purple
line) excels in aged oils. (Figure courtesy of Vanderbilt Chemicals, LLC.)

Fully formulated passenger car engine oils (Group III basestock)

4 and their synergistic behavior
3.5 with other additives. In a prop-
erly formulated lubricant, these
3 additives are cost effective,
Figure 17. LPHM lu-
2.6
2.5 bricant formulations and they can be extremely ef-
min
are being developed fective even at low treat rates.
й&/

2 to increase fuel
3.45 Molybdenum-based additives
economy. (Figure
1.5 1.4 are nontoxic and compatible
1.2 2.75 courtesy of Vander-
min 2.29 bilt Chemicals, LLC.) with automotive catalytic con-
1 1.93 min
1.49 1.49 1.52 verters.
0.5 1.26
0.8
0 Nancy McGuire is a free-lance
FEI 1 FEI 2 FEI Sum writer based in Silver Spring,
0W-20 GF-5 Prototype LPHM LPHM Next Generation Md. You can contact her at
US Patent 9,546,340 and US Patent Application 2015/013352 nmcguire@wordchemist.com.

WWW.STLE.ORG TRIBOLOGY & LUBRICATION TECHNOLOGY NOVEMBER 2018 • 33

FEATURE ARTICLE

Filter debris analysis:

KEY CONCEPTS
FDA benefits include early detection, better particle characterization, increased operational
uptime, extended periods between scheduled repairs and decreased maintenance costs.

FDA’s main challenges are extracting the debris in a reliable, controlled manner and
accurately interpreting the results.

While FDA makes sense for wind turbines, unique challenges remain, including the sheer
enormity of the filter.

34 • NOVEMBER 2018 TRIBOLOGY & LUBRICATION TECHNOLOGY WWW.STLE.ORG

From aircraft to wind turbines
By Jeanna Van Rensselar / Senior Feature Writer

By Dr. Nancy McGuire

Contributing Editor

FDA has prevented aviation

catastrophes for years. Experts
say it’s about time the wind
industry got on board.

© Can Stock Photo / JohanSwanepoel

T he cost of replacing certain wind turbine 7KLVLVHYHQPRUHVLJQLƁFDQWZKHQ\RXFRQVLGHUWKDWWKH

components is jaw dropping. Here are some PDMRULW\RIWKHZLQGWXUELQHVDUHRXWRIZDUUDQW\
VWDWVIRUDɠYHPHJDZDWWPZZLQGWXUELQH 'HFDGHVDJRWKHDYLDWLRQLQGXVWU\HPEUDFHGƁOWHUGH-
bris analysis (FDA) as a reliable means of determining the
t %ODGH FRQGLWLRQRIDLUFUDIW,WMXVWPDNHVVHQVHWKDWWKLVWHFKQRORJ\
t %ODGHEHDULQJ ZRXOGEHMXVWDVYDOXDEOHIRUZLQGWXUELQHV%RWKSLHFHVRI
t *HDUER[ machinery incorporate expensive parts that need to work
t *HQHUDWRU UHOLDEO\LQRIWHQH[WUHPHFRQGLWLRQV7KHGLƢHUHQFHLVWKDW
t (OHFWURQLFPRGXOHV aircraft are easier to maintain than wind turbines.

WWW.STLE.ORG TRIBOLOGY & LUBRICATION TECHNOLOGY NOVEMBER 2018 • 35

Q FEATURE ARTICLE
$OOLVRQ07RPVVXEMHFWPDWWHUH[SHUW
(SME) for GasTOPS Inc. and a member of
the STLE board of directors, says, “Recent
studies on aviation bearings and gearboxes
(900,000-plus samples) have shown that
traditional oil analysis provides limited and
sometimes no warning on failure progres-
sion or faults, even with frequent sampling
RIƂLJKWKRXUV7KHEXUGHQRIIUHTXHQW
sampling with limited success is a concern
due to manpower, costly maintenance and
potentially complete loss of the aircraft.”
Toms adds: “In the aviation industry,
FDA has been shown to be overwhelmingly
VXFFHVVIXOIRUDGYDQFHGIDXOWLGHQWLƁFDWLRQ
and early failure warning—often greater
WKDQƂLJKWKRXUVZKHQRWKHUPRQLWRU-
an earlier upset that had already come and
gone and would not necessarily show up
in an oil sample collected outside of that
timeframe.”
)'$LQDYLDWLRQ3
)'$ZDVƁUVWZLGHO\HPSOR\HGLQWKHDYLD-
tion industry because leaders recognized the
ƁOWHULVDULFKVRXUFHRILQIRUPDWLRQDERXWWKH
health of oil-wetted components in aircraft
machinery. A program developed by Air Re-
search in the 1980s claimed a 95% success
rate for predicting catastrophic failures.4
In the mid 1980s, the Canadian Forces’
Sea King helicopter was plagued with main
Figure 1. Wear debris on media. This indicates
gearbox debris problems. The Canadian
system component wear. A lab can identify the
Defense Research Establishment Atlantic debris. (Figure courtesy of Baldwin Filter/Parker
ing techniques had no indication of any ab-
normality. Applications utilizing this tech-
nology have seen considerable successes
including early warning on catastrophic
failure, increased operational uptime, ex-
tended periods between scheduled repair
and decreased maintenance costs.”
FDA
:LWKWKHWUHQGWRZDUGƁQHUƁOWUDWLRQPRUH
GHEULVLVFDSWXUHGLQƁOWHUVDQGOHVVUHPDLQV
in the oil. Given this, 95% of the wear debris
that could provide useful insight into ma-
FKLQHU\FRQGLWLRQLVFDXJKWLQWKHƁOWHUDQG
never ends up in an oil sample.2
:KLOHƁOWHUVDUHGHVLJQHGWRNHHSLQ-
creasingly smaller particles from damag-
ing parts, the downside is that they also
KLGHFRPSRQHQWZHDUIURPWUDGLWLRQDOƂXLG
analysis.
6RPHWLPHVMXVWLQVSHFWLQJDXVHGRLOƁO-
ter will point to the onset of a serious issue,
EXWPRUHRIWHQWKDQQRWWKHRLOƁOWHUQHHGV
to be sent to a lab and tested.
Dr. John K. Duchowski, corporate di-
rector R&D Filtration for HYDAC, an STLE
Fellow and holder of the society’s CLS and
20$, ,,FHUWLƁFDWLRQVVD\VŠ5HJDUGOHVV
RIZKLFKV\VWHPLWLVHPSOR\HGLQWKHƁOWHU
element can provide a wealth of diagnostic
information about the workings of a sys-
WHP,QFRQWUDVWWRDƂXLGVDPSOHZKLFK
represents a slice in time and space, the
ƁOWHUHOHPHQWFROOHFWVDZHDOWKRIKLVWRULFDO
diagnostic information that has been accu-
mulated over the entire service life interval.
In many cases, through careful analysis, it is
even possible to recover information about
36 • NOVEMBER 2018
'5($HPEDUNHGRQDUHVHDUFKSURMHFWWR
GHWHUPLQHLIWKHGHEULVIURPWKHƁOWHUVFRXOG
be used to reliably evaluate the condition of
KHOLFRSWHUJHDUER[HV7KHSURMHFWZDVVR
successful that FDA became an integral part
of the maintenance program to determine
the health of the Sea King gearbox.
The Sea King senior aircraft mainte-
nance then asked the health monitoring
contractor to work with DREA to develop
the FDA program into an automated tool for
PHFKDQLFVDWWKHƂLJKWOLQH7KHRXWFRPHRI
WKHSURMHFWZDVWKHGHYHORSPHQWDQGSUR-
duction of the FilterCHECKTM 200.
This instrument was simple to operate
DQGLQPLQXWHVFRXOGHƣFLHQWO\FOHDQD
ƁOWHUTXDQWLWDWLYHO\FRXQWDQGVL]HWKHIHU-
rous and non-ferrous debris via the inline
particle debris monitor and prepare a patch
of the debris for SEMEDX analysis. The in-
strument’s system accurately and repeat-
edly determined gearbox serviceability.
The patch, however, still had to be sent to
an expert analyst for metallurgical analysis,
and this continued to be a lengthy process
(see Figure 1).
The U.S. military’s Joint Oil Analysis
Program Technical Support Center (JOAP-
TSC) in Pensacola, Fla., conducted test-
ing of the FilterCHECKTM 200 and was
impressed with its capabilities. However,
JOAP wanted comprehensive first-line
capability in a single, transportable instru-
ment that included metallurgical analysis.
In 1999 JOAP initiated an application
SURMHFWWRGHYHORSDQGLQFOXGHDQHQHUJ\
dispersive X-ray fluorescence (EDXRF)
capability in the FilterCHECKTM 200 unit.
TRIBOLOGY & LUBRICATION TECHNOLOGY
Hannifin Filtration Group.)
Under the USAF productivity, reliabil-
ity, availability and maintainability (PRAM)
program, an alpha prototype and six beta
prototype units were constructed that in-
corporated a miniature EDXRF system into
FilterCHECKTM.
$VDUHVXOWRIWKH-2$376&35$0SURM-
ect, the FilterCHECKTM 300 unit cleans the
ƁOWHUFRXQWVDQGVL]HVWKHIHUURXVDQGQRQ
IHUURXVSDUWLFOHVSUHSDUHVDWKLQƁOPSDWFK
of wear debris and determines the metallic
FRPSRVLWLRQDQGGHEULVPDVV7KHSURMHFW
went from prototype to production in one
year.
“Today the aviation industry primarily
tests engines/gearboxes for wear debris
WKDWFDQEHDQDO\]HGE\RQOLQHRURƤLQH
techniques,” Toms explains. “Modern gas
turbine engines, commercial and military,
are designed with inline ferrous and non-
ferrous wear debris sensors. These sensors
provide near-real-time analysis on bearing
and gear health. When a wear/fault situ-
ation occurs, these sensors can diagnose
and monitor them from progression of the
ƁUVWVSDOOWKURXJKSURYLGLQJSURJQRVWLFVIRU
WLPHWRIDLOXUHEDVHGRQWKHVSHFLƁFFRP-
SRQHQWFRQƁJXUDWLRQš
Toms continues, “When online sensors
are not available, other techniques can be
utilized. Most aircraft have magnetic chip
detectors (MCD) placed in the oil stream.
These devices collect primarily ferrous
GHEULV(ƣFLHQF\RIWKH0&'GHSHQGVRQ
SODFHPHQWLQWKHRLOƂRZ7KLVFDSWXUHGGH-
WWW.STLE.ORG
 Aircraft are easier to maintain
than wind turbines.

bris is removed from the MCD and analyzed high viscosity oils and under a very broad oils have better thermal stability, lower pour
HLWKHUDWWKHƂLJKWOLQHRULQDODERUDWRU\ temperature range with much higher con- points and higher viscosity indices.
Each individual particle can be analyzed as taminant levels.” The most prevalent synthetic base stock
WRLWVVSHFLƁFDOOR\DQGVL]HWKXVSLQSRLQWLQJ The wind industry is still challenged by for wind turbine gearboxes is polyalphao-
WKHVSHFLƁFFRPSRQHQWZHDULQJš
Wind turbines
Š*HQHUDOO\WKHRQO\GLƢHUHQFHEHWZHHQRLO
ƁOWHUVIRUDLUFUDIWDQGZLQGWXUELQHVLVWKH
ƁOWHUHOHPHQWJHRPHWU\š'XFKRZVNLH[-
plains. “It is possible to employ exactly the
VDPHƁOWUDWLRQWHFKQRORJ\IRUKHOLFRSWHUV
wind turbines, gas and steam turbines and
SDSHUPDFKLQHVWKHPDLQGLƢHUHQFHVEHLQJ
dictated by the rigors of the application.
Š)RUH[DPSOHZHGRRƢHUDSSOLFDWLRQ
VSHFLƁFƁOWHUHOHPHQWGHVLJQš'XFKRZVNL
adds. “In very practical terms, we recognize
that gas turbine lubricating systems operate
with relatively low viscosity oils at moder-
ate temperature and, being generally clean,
are relatively well stabilized. In contrast,
wind turbine gearboxes operate with very
premature turbine subsystem/component
failures (primarily gearboxes). This is espe-
cially true for turbines rated above 1 mw.
The signif icant expense involved goes
EH\RQGMXVWWKHFRVWRIWKHIDLOHGFRPSR-
nents themselves to include the cost of the
replacement procedure—a crane is usually
required.
2ƤLQHDQGRQOLQHFRQGLWLRQPRQLWRU-
ing have been of some help in preventing
and delaying component failures, as have
improvements in the formulation of gear-
box oil.
%DVHVWRFN
High-performance synthetic oils are becom-
ing the norm for wind turbines—most newly
LQVWDOOHGWXUELQHVWHQGWREHƁOOHGZLWKWKHP
Compared to mineral-based oils, synthetic
OHƁQ3$23$2VDUHV\QWKHWLFRLOVZLWKD
straight hydrocarbon chain that has an un-
saturated carbon at one end of the chain.
They have a VI between 140 and 180. An-
other synthetic base stock prevalent in wind
turbines is polyalkyleneglycol (PAG). PAGs
have a higher VI than PAOs—between 180
and 260. However, PAGs have challenges in
paint and elastomer compatibility.
$GGLWLYHV
For wind turbines, the most common
types of additives are antiwear (AW) and
extreme-pressure (EP) additives. These
types of additives are active during mixed
friction lubrication, forming a reaction layer
to reduce direct metal-to-metal contact. AW
DGGLWLYHVDUHHƢHFWLYHIRUPRGHUDWHORDGLQJ
DQGWHPSHUDWXUH(3DGGLWLYHVDUHHƢHFWLYH

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WWW.STLE.ORG TRIBOLOGY & LUBRICATION TECHNOLOGY NOVEMBER 2018 • 37

Q FEATURE ARTICLE
under high loading.
Michael Blumenfeld, research associate,
ExxonMobil Research and Engineering Co.,
says, “Wind turbine gearbox lubricants have
to protect gear and bearing components by
carrying incredibly high loads under severe
conditions such as extreme temperatures. As
a result, lubricant formulators must balance
a broad array of performance areas while
ensuring the product delivers the longest oil
drain intervals possible.” To add to the chal-
OHQJHWKHVHƂXLGVPXVWEHDEOHWRVLPXOWD-
neously protect high-speed and low-speed
components because wind turbine gearbox-
es have multiple stages with large gear ratios.
7KLVLVSDUWLFXODUO\GLƣFXOWWRDFKLHYHZLWKD
VLQJOHƂXLGVLQFHORZVSHHGDQGKLJKVSHHG
The three main
challenges with
current filter testing
practices are cost,
logistics and
trend-able techniques.
DSSOLFDWLRQVW\SLFDOO\UHTXLUHYHU\GLƢHUHQW
YLVFRVLWLHVDQGRQO\WKHPRVWDGYDQFHGƂXLGV
are up to the challenge.
He continues, “Further, wind turbine
gearbox lubricants need to be compatible
with the broad array of metals, polymers
and coatings that are used by gearbox
manufacturers and must be formulated with
suitable performance reserve to accommo-
date the rapid change and advancement in
wind turbine technology (see Figure 2). It is
important that the lubricant can deliver in
all of these areas, as the cost of downtime
is massive. Remote locations, tight spaces
and working at heights make changing the
gearbox lubricant an expensive logistical
challenge to be avoided if at all possible
(see The Evolution of Lubrication Oil for Wind
Turbines on Page 43).”
:LQGWXUELQHVFRQGLWLRQPRQLWRULQJ
0LQG\9LOODOEDSURMHFWPDQDJHU6*61RUWK
America (formerly Herguth Laboratories,
Inc.), says, “Typical oil condition monitor-
ing practices in the wind industry include a
periodic review of the main turbine gear-
box oil and the system hydraulic oil for basic
38 • NOVEMBER 2018
property analysis, degradation contamina-
tion and wear. Much of the oil sampling
and testing is performed not only to verify
condition of both the oil and equipment
but also to satisfy the requirements of the
system warranty. Approximately 75% of our
customers sample and test the oil every six
months. The remaining 25% of our custom-
ers review the oil on a more frequent basis,
at least every three months.”
Condition monitoring has become a
standard solution in modern wind turbines
YLD WUDGLWLRQDO RƤLQH PRQLWRULQJ RQOLQH
monitoring with sensors or a combination
of both. Typical condition monitoring for
wind turbines includes:
ť 2ƤLQHRLOVDPSOHVL[PRQWKLQWHUYDOV
• Inline or online oil debris monitoring
• Oil cleanliness level measurements
• And increasingly FDA.
2ƤLQHPRQLWRULQJUHTXLUHVRLOVDPSOLQJ
ZKLFKFDQEHGLƣFXOWŜHVSHFLDOO\ZLWKRƢ-
shore wind turbines. However, this can still
be a very valuable method for gauging the
condition of the oil. Typical oil sample tests
for wind turbines include:
• Water content
• Sediment and insolubles
• Acid number
• Base number
• Kinematic viscosity
• Wear, contaminant, additive elements
(including metals)
• Particle count
• Oxidation condition
ť /RZWHPS%URRNƁHOGYLVFRVLW\5
Online monitoring requires perma-
nently installed sensor systems that provide
continuous wear debris fault detection, oil
depletion and degradation information. The
PDLQEHQHƁWLVFRQWLQXRXVPHDVXUHPHQW
but it is costlier, and there is concern about
WKHDFFXUDF\RIWKHƂXLGFRQGLWLRQVHQVRUV
STLE-member Arthur Miller, condition
monitoring specialist and SME for Lubri-
cants, EDF Renewables, explains, “First
and foremost, we in the wind industry are
bound by minimum requirements set forth
by the turbine manufacturer’s service man-
ual. This means the lab analysis followed
by many is generic and not as intuitive as it
TRIBOLOGY & LUBRICATION TECHNOLOGY
Figure 2. Gel-like coating on media. This indi-
cates certain oil additives may have trapped
water. (Figure courtesy of Baldwin Filter/Parker
Hannifin Filtration Group.)
could or should be and is only drawn every
12 months. The tests generally performed
will give some insight into the condition and
health of the oil but not so much for the con-
dition of the equipment.”
He adds, “Since spectroscopy has limita-
tions with the size of the particles captured,
which is the primary method for collecting
and quantifying the various elements in-
cluding the wear metals, we miss most of
the information contained in the samples.
This is because the particles aspirated are
OHVVWKDQőPLQVL]HDQGDFWXDOO\DYHUDJH
DERXWőP7KHJHDUER[RLOƁOWHUVDUHGH-
VLJQHGE\WKH2(0VRIWKHJHDUER[WRƁOWHU
GRZQWRURXJKO\őPZKLFKFDSWXUHVWKH
useful debris. For this reason, the analysis of
WKHƁOWHUVKRXOGEHLQFOXGHGLQWKHXVXDOO\
scheduled maintenance, but it typically is
not due to cost and competiveness.”
5HJDUGLQJPDLQƁOWUDWLRQORRSƁOWHUHOH-
ment analysis, Miller explains, “This is an
expensive addition to the regularly sched-
uled sample cycle prescribed by the OEM
manual, thus preventing its acceptance in-
dustry wide. There is perceived value in this
level of analysis, but I don’t think the cur-
rent methods are consistently informative.
,IWKHUHEHFRPHVDFRVWHƢHFWLYHPHWKRGIRU
extracting the wear debris from the whole
RIWKHƁOWHUHOHPHQWZKLFKLVDERXWIHHW
long when unraveled, then perhaps more of
us will be willing to move in that direction.”
Š5HPRYLQJWKHPDLQƁOWUDWLRQORRSƁOWHU
for debris analysis can be daunting
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changes, that’s because at BASF, we create chemistry. For more information, please contact
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Q FEATURE ARTICLE

settled oil, from any source, will not have a

representative particle distribution.

&RPSDFWƁOWHUV
Most commercial wind turbines have large
gearbox oil filters, typically 15-30 inches
(400-800 mm) tall and weighing 10-20 lbs.
Figure 3. Media covered with thick, loosely held
sludge. This indicates an excessive amount of
fuel soot. This can be the result of a wide range
of factors. An experienced engineer can identify
the root cause of the problem. (Figure courtesy of
Baldwin Filter/Parker Hannifin Filtration Group.)
Figure 4. Wavy media pleats, deteriorated
outer wrap or sticky, shiny, tightly held sludge.
This indicates moisture present in the sys-
tem. (Figure courtesy of Baldwin Filter/Parker
Hannifin Filtration Group.)
NJ%HFDXVHRIWKHƁOWHUŞVVKHHUVL]HWKH
expense of logistics and analysis are barri-
HUVWR)'$2QHVROXWLRQLVDFRPSDFWƁOWHU
Logistics and analysis costs for the compact
ƁOWHUDUHPXFKORZHUWKDQDVWDQGDUGƁOWHU
Field tests were conducted on nine-mw
wind turbines from July 2015 to December
2016. Analysis demonstrated accurate SEM
SDUWLFOHLGHQWLƁFDWLRQIRUWKHPDLQDQGFRP-
SDFWƁOWHUV7KHWULDODOVRVKRZHGWKDWFRP-
SDFWƁOWHUVOHDGWRPRUHFRQVLVWHQWVDPSOH
preparation.7
“National Renewable Energy Laborato-
for both maintenance and laboratory per-
sonnel alike,” Villalba adds. “There is much
time and labor involved for technicians to
UHPRYHDQGUHSODFHWKHPDLQƁOWHU2QFH
WKHƁOWHUKDVEHHQFROOHFWHGLWLVODUJHDQG
cumbersome to test in the laboratory. The
ƁOWHUDQDO\VLVWHVWLQJSURFHVVLVUHODWLYHO\
expensive, considering the low cost for
routine oil analysis. There is no doubt that
the industry would be open to testing the
ƁOWUDWLRQORRSƁOWHUHOHPHQWEXWWKHFRVWIRU
testing and the labor for maintenance must
attain a better balance for this practice to
become routine (see Figures 3 and 4).”
Miller believes that the wind industry
should move away from the usually pre-
scribed oil analysis for trending the gearbox
health and reserve oil analysis for monitor-
ing the health of the gear oil. The gearbox
could be monitored in part by performing a
FRPSOHWHDQDO\VLVRIWKHPDLQƁOWHUHOHPHQW
alternatively, oil debris monitoring sensors
could be installed, which Miller agrees can
spot internal gearbox wear early.
)'$DQGZLQGWXUELQHV
FDA is a critical investigational step, but due
to these logistical issues with wind turbines,
it is usually practiced only after catastrophic
HTXLSPHQWIDLOXUHŠ+RZHYHUƁOWHUDQDO\VLV
also can provide very useful data regarding
premature wear,” Villalba says. “Just as oil
samples are screened for evidence of equip-
40 • NOVEMBER 2018
PHQWZHDUVRWRRFDQƁOWHUVEHDQDO\]HG
IRUVLPLODULQIRUPDWLRQ%HFDXVHWKHƁOWHUV
typically remove large particles, analysis
of the debris can be helpful in determining
premature or abnormal wear conditions.
,QWKLVPDQQHUƁOWHUDQDO\VLVFDQSURYLGHD
way to incorporate predictive maintenance
into reliable practices.”
FDA has been used by some industries
for decades, but it has not yet been fully em-
braced by the wind energy industry. In most
FDVHVWKHƁOWHULVGLVFDUGHGGXULQJURXWLQH
maintenance and a very valuable piece of
WKHFRQGLWLRQSLFWXUHLVORVW7KHƁOWHUWUDSV
important wear information that may not be
collected for standard oil analysis. And, as
PHQWLRQHGHDUOLHUWRGD\ŞVƁQHUƁOWHUVWHQG
to hold more debris than previous itera-
tions, meaning there is less and less material
for traditional oil analysis to process.
By examining wear debris particles, labs
can use several techniques such as SEM
to provide fast, automated wear particle
FRXQWLQJ DQG FODVVLƁFDWLRQ E\ HOHPHQWDO
composition.6
One reason that FDA tends to be more
accurate than standard oil analysis for wind
turbines is the following: It takes about 20
minutes to climb the wind turbine tower
and sample the oil after the turbine stops.
This means it is nearly impossible to get a
warm, representative sample of oil from a
wind turbine. Samples collected on cold,
TRIBOLOGY & LUBRICATION TECHNOLOGY
U\15(/KDVSUHVHQWHGLWVFRPSDFWƁOWHU
data study at various wind turbine and tri-
bology conferences over the past couple of
years,” Villalba says. “The data proved that
LQWHJUDWLQJWKHFRPSDFWƁOWHULQWRWKHPDLQ
loop system is a great way to capture and
HYDOXDWHWUHQGDEOHƁOWHUDQDO\VLV8WLOL]LQJ
scanning electron microscopy (SEM), we
were able to characterize the particulate
for both size and composition. The ability
to identify all captured particulate, includ-
ing non-ferrous particles and contami-
nants, allows for an in-depth evaluation
of potential wear and failure modes. The
process also was productionized, such that
a much customized SEM technique could
EHFRPHDPRUHDƢRUGDEOHDQGWUHQGDEOH
testing option.”
She adds, “The three main challenges
ZHVHHZLWKFXUUHQWƁOWHUWHVWLQJSUDFWLFHV
are cost, logistics and trend-able tech-
QLTXHV7KHFRPSDFWƁOWHUDQDO\VLVVWXG\
by NREL showed that all three challenges
could be tackled concurrently. The compact
ƁOWHUSURYHGWREHHDVLHUWRDFFHVVIRUPDLQ-
WHQDQFHSHUVRQQHODQGWKHFRPSDFWƁOWHU
was very easily handled in the laboratory.
“Because the logistics of removal and
KDQGOLQJRIWKHFRPSDFWƁOWHUVJUHDWO\LP-
proved the overall process, the cost of main-
tenance and testing naturally decreased as
well,” Villalba says. “People involved in the
wind power industry need to know that
FRPSDFWƁOWHULQWHJUDWLRQLVDQDYDLODEOH
course of action.”
WWW.STLE.ORG
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Q FEATURE ARTICLE

2WKHUWHFKQRORJLHV smaller, FDA may be a very important piece

“The primary manner in which the emerg-
ing technologies, like the Internet of Things,
ZLOOLPSDFWƁOWUDWLRQWHFKQRORJLHVLVDOORZ-
ing for acquisition, storage, manipulation
and evaluation of very large data sets with
a large number of variables,” Duchowski
says, “At the moment, not much informa-
tion is being logged on the state and the
health of the system. In addition, the abil-
LW\WRFRPELQHVLJQDOVIURPWKHGLƢHUHQWLDO
pressure sensors, water content or relative
humidity sensors, particle counters and
others would open entirely new avenues
to system observation and maintenance
(see Figure 5).”
Regarding online particle counters, Blu-
menfeld says, “They have become a com-
mon addition to the condition monitoring
SRUWIROLRRIZLQGWXUELQHƂHHWV+RZHYHU
many of these online systems count anti-
foam additives (which are designed to be
insoluble soft droplets in the oil) as particles,
so they cannot provide an absolute measure
of the quantity of damaging hard particles
entrained within a lubricant.”
He continues, “When an accurate parti-
cle count is required, optical particle count-
ing must be used to eliminate interference
from soft materials such as antifoam. We
have recently seen cases where operators
mistake online particle counters for abso-
lute measurements of hard particles. This
leads to elevated particle counts and opera-
WRUVPD\WKHQWU\WRDJJUHVVLYHO\SUHƁOWHU
their lubricant even though it is perfectly
clean and does not contain hard, damaging
particles. The customer ends up expending
Figure 5. Deformed canister or gasket blowout.
This indicates excessive oil system pressure,
which is typically caused by a stuck or malfunc-
tioning oil pressure regulator valve in the oil
pump assembly. This problem should not be at-
tributed to the filter. (Figure courtesy of Baldwin
Filter/Parker Hannifin Filtration Group.)
VLJQLƁFDQWUHVRXUFHVUHPRYLQJDEHQHƁFLDO
lubricant additive and, in the process, re-
ducing the performance and longevity of
their lubricant.”
)LQDOWKRXJKWV
Traditional oil condition monitoring and
continuous monitoring through sensors tells
a big part of the picture but not everything.
For all machinery and especially expensive
machinery like wind turbines, the cost of
condition monitoring, pales in comparison
to the cost of damaged and destroyed com-
ponents that render the machinery inopera-
WLYH:LWKWKHSRUHVL]HRIRLOƁOWHUVWUHQGLQJ
of the condition puzzle.
“As has been the case for decades,
power densities of wind turbine gearboxes
continue to increase as OEMs seek to draw
more power from existing platforms,” Blu-
menfeld says. “As power densities rise, we
are continually learning about new wear
mechanisms that impact wind turbine
gearbox reliability. In parallel, the lubri-
cants industry is inventing new chemistries
that provide improved performance as
we push the limits on what is possible in
torque transmission. In the future, formula-
tors of wind turbine gearbox lubricants will
continue to respond quickly to these chal-
lenges so the wind industry can concentrate
on generating power in a safe, reliable and
economical fashion. The best way for this to
happen is through continued dialogue and
cooperation between lubricant developers
and equipment builders.”
Finally, based on experience in the avia-
tion industry, this is the advice that Toms
has for the wind turbine industry: “Ana-
O\]HDVPDQ\ƁOWHUVDVSRVVLEOHIRUDFRP-
SUHKHQVLYHFRPSRQHQWSURƁOLQJRIIDLOXUH
modes. If the wind industry starts utilizing
FRPSDFWŝSUHƁOWHUVŞSHUIRUPLQJDXWRPDWHG
ƁOWHUDQDO\VLVZLOOEHDVLPSOHUHSURGXFLEOH
means to achieve a comprehensive compo-
nent health analysis.”
Jeanna Van Rensselar heads her own
FRPPXQLFDWLRQSXEOLFUHODWLRQVƀUP6PDUW
PR Communications, in Naperville, Ill.
You can reach her at jeanna@smartpr
communications.com.

REFERENCES
1. From Wind Turbine Gearbox Oil Filtration and Condition Monitoring.
Shuangwen (Shawn) Sheng, NREL. Presented at the STLE Tribology
Frontiers Conference, Oct. 25, 2015, Denver. Available at www.nrel.
gov/docs/fy16osti/65388.pdf.
2. From Filter Debris Analysis, TestOil. Available at http://testoil.com/
services/filter-analysis/.
3. Material in this section not otherwise footnoted is from Using Filter
Debris Analysis to Identify Component Wear In Industrial Applications
by Allison M. Toms and Michael P. Barrett. Available at www.testoil.
com/downloads/Pdm_FDA_Paper.pdf.
4. From Understanding Oil Filter Debris Analysis; Reliable Plant. Available
at http://conference.reliableplant.com/oil-filter-debris-analysis/.
5. Brookfield viscosity refers to a viscosity measurement performed with
a Brookfield Viscometer. The viscometer motor rotates the spindle at a
defined speed (measured in rpms) or shear rate; the viscometer
measures the resistance to rotation and reports a viscosity value.
6. D7919 Standard Guide for Filter Debris Analysis (FDA) Using Manual or
Automated Processes. Available for purchase at www.astm.org/
Standards/D7919.htm.
7. Portions from Wind Turbines: Improving the analysis of gear-oil debris
with a compact filter, by Paul Dvorak, April 27, 2017. This article is part
of Windpower Engineering & Development’s April 2017 issue. Available
at www.windpowerengineering.com/operations-maintenance/
improving-analysis-gear-oil-debris-compact-filter/.

42 • NOVEMBER 2018 TRIBOLOGY & LUBRICATION TECHNOLOGY WWW.STLE.ORG

 Filter analysis can provide a way to incorporate
predictive maintenance into reliable practices.

The evolution of
lubrication oil for
wind turbines
In the following, Michael Blumenfeld, research associate,
ExxonMobil Research and Engineering Co., explains how
lubrication for wind turbines has evolved.
Thirty years ago it would have been very challenging to
find a lubricant that was designed specifically for wind turbine
gearboxes. The application was not established enough,
turbines were small, and the challenges of the wind industry
were not yet fully appreciated. During these early days, gen-
eral lubricant technology was repurposed from industrial gear
and circulating applications.
It wasn’t until the 1990s, with the development of mega-
watt-class turbines and the identification of micropitting as a
key concern for wind turbine gears, that the industry recog-
nized the unique challenges of lubricating a wind turbine gear-
box. This led to the development of oils specifically made for
wind applications, such as our own Mobilgear SHC XMP 320.
These wind turbine lubricants were designed with the most
advanced technology available, and they balanced the need for
extreme load carrying with a fluid that could operate over wide
operating conditions ranging from small onshore turbines to
large offshore turbines.
Two of the biggest areas of advancement in wind turbine

© Can Stock Photo / eyematrix

gearbox lubricants have been in the areas of improved viscos-
ity index and oil drain interval. The massive growth in wind
capacity has spurred the lubricant industry to develop new
synthetic base stocks that are tailor-made for wind turbine
gearbox applications.
These metallocene-catalyzed PAO (mPAO) base stocks pos-
sess a very high viscosity index, which means they maintain
viscosity over a broad range of operating conditions, from
low temperature start-up to operating temperature of up to
80 C (176 F). They have been engineered to address the dual
challenge of providing efficient cold-starts and high elastohy-
drodynamic lubrication film thickness under load. Additionally
these mPAO base stocks are stable under mechanical, oxida-
tive and hydrolytic stresses, which means the oil lasts longer
and oil changes are required less often. In the future, lubricant
manufacturers will use these mPAO fluids to provide addi-
tional energy efficiency benefits by lowering viscosity without
impacting equipment durability.
Even more recently, the lubricant industry has addressed
the lubricant-related causes of white etch cracking (WEC)
failures in wind turbine gearbox bearings. Although there are
several risk factors contributing to WEC, the gearbox lubricant
has an important role to play in mitigating one of the causes
of these failures. Laboratory tests have shown that lubri-
cant additives that contain metals such as calcium, zinc and
molybdenum can interact with dissolved water in the lubricant
to accelerate damage in bearings susceptible to WEC. Some
lubricants formulated with metal-containing additives are
hygroscopic and hold a large amount of water.
It appears that these additives (and their affinity for water)
play a role in delivering elemental hydrogen to the bearing
surface. However, metal-free lubricants do not promote WEC
damage. By formulating without these metal-containing addi-
tives and keeping dissolved water levels low, modern lubricant
formulators have made an important contribution to reducing
the prevalence of WEC and improving turbine reliability.

WWW.STLE.ORG TRIBOLOGY & LUBRICATION TECHNOLOGY NOVEMBER 2018 • 43

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5HJLVWHUHGDQGSHQGLQJWUDGHPDUNVDSSHDULQJLQWKHVHPDWHULDOVDUHWKRVHRI579DQGHUELOW+ROGLQJ&RPSDQ\,QFRULWVUHVSHFWLYH
ZKROO\RZQHGVXEVLGLDULHV)RUFRPSOHWHOLVWLQJVSOHDVHYLVLWWKLVORFDWLRQIRUWUDGHPDUNVZZZUWYDQGHUELOWKROGLQJFRP
 16th Annual CMF Plus

The industry’s most innovative companies recap

presentations from the Commercial Marketing Forum
held during STLE’s 2018 Annual Meeting in Minneapolis.

• Afton Chemical Corp.

• Croda Lubricants
• Evonik Oil Additives USA, Inc.
• Institute of Materials
• King Industries, Inc.
• LANXESS
• The Dow Chemical Co.
• The Lubrizol Corp.
• Vanderbilt Chemicals

74th STLE Annual Meeting & Exhibition • May 19-23, 2019 • Nashville, Tennessee (USA)
2019 STLE Commercial Marketing Forum • May 20-22 • Nashville, Tennessee (USA)
To register for CMF or CMF Plus, contact Tracy Nicholas VanEe at tnicholas@stle.org.
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Table of Contents

Afton Chemical Corp.

Croda Lubricants
Evonik Oil Additives USA, Inc.
Institute of Materials
King Industries, Inc.
LANXESS
The Dow Chemical Co.
The Lubrizol Corp.
Vanderbilt Chemicals

Synopses from the most innovative companies

presenting at STLE’s 2018 Commercial Marketing
Forum in Minneapolis.

48 Afton Chemical Corp.

American Made: The Coming Renaissance
in U.S. Manufacturing
Introduction by Phil Rohrer
Article by Scott Miller

52 Croda Lubricants
Meeting the Needs of Changing Markets
By Scott Davis

56 Evonik Oil Additives USA, Inc.

Efficiency gains have become reality
with DYNAVIS® technology
By Lauren Zunner

60 Institute of Materials
Project Scenario
By Norm Kanar

64 King Industries, Inc.

NA-SUL® 450 & KX455 Water-Based Rust
Preventives Provide a Useful Tool to Reduce VOC
By Bill Kingston

68 LANXESS
Introducing a Hydrolytically Stable, Low Toxicity
Fire-Resistant Hydraulic Fluid for Power Stations
By Mary Moon

72 The Dow Chemical Co.

UCON™ WaterGuard Stabilizers
By Andrew Larson

76 The Lubrizol Corp.

Not all Industrial Gear oils are Formulated
the Same
By Seth Crawley, Technology Manager

80 Vanderbilt Chemicals
Esters for Engine Oils
By C. Esche, G. Mazzamaro, K. Delaney,
J. Jurs, R. Butler and G. Pollock

WWW.STLE.ORG TRIBOLOGY & LUBRICATION TECHNOLOGY NOVEMBER 2018 • 47

Afton Chemical Corporation

American Made:
The Coming Renaissance in U.S. Manufacturing
Introduction by Phil Rohrer, Marketing Manager - Industrial, Afton Chemical Corporation, www.aftonchemical.com
Article by Scott Miller, Senior Adviser, Abshire-Inamori Leadership Academy at the Center for Strategic and International Studies

Introduction
Manufacturing remains a large and valuable
component of U.S. output. Yet, over recent
years it has experienced sustained growth
in only a few high-technology sectors. Until
now.
In this article, Scott Miller, a senior ad-
viser with the Abshire-Inamori Leadership
Academy at the Center for Strategic and
International Studies in Washington, D.C.
discusses current factors influencing the
U.S. manufacturing renaissance such as glo-
balization, low energy costs, smart manu-
facturing, and economic factors supportive
of investment.
For more information about how Afton
additives can help you take advantage of this
revival in manufacturing, contact your Afton
representative at www.aftonchemical.
Figure 1.
com/contact.

American Made: The Coming
Renaissance in U.S. Manufacturing
Technological advances have reshaped the
global economy. Worldwide, extreme pov-
erty has been reduced dramatically. Yet at
the same time, industrial economies face
disruption and stagnation, including secu-
lar declines in manufacturing value-added.
Over the past 25 years, U.S. manufacturing
has struggled, with sustained growth in only
a few high-technology sectors like electron-
ics, aerospace, and pharmaceuticals. Most
other industries have experienced stasis or
outright decline in value-added, with con-
comitant declines in employment.1
Many observers have described the
U.S. economy as “post-industrial.” While
it’s true that services predominate, man-
ufacturing remains a large and valuable
component of U.S. output. While providing
around 10 percent of employment, the U.S.
industrial base output is larger than the en-
tire GDP of South Korea. Using 20 percent
of net capital stock, manufacturers account
for over half of U.S. patents, 70 percent
of R&D investment, and 60 percent of
exports—key factors which are essential
to prosperity. (Figure 1) Alternatively, a
GHFOLQLQJLQGXVWULDOEDVHH[SRVHVƁUPVWR
supply chain risk and limits their agility
and innovation. Furthermore, manufac-
turing decline leads to diminished pros-
pects for the U.S. middle class, particularly
in the 500 counties where manufacturing
represents the top economic activity.
Globalization: A Second Industrial
Revolution
Beginning in the late 1980s, advances in
information and communication technolo-
gy (I/CT) led to radical changes in the way
goods were produced. Just as the devel-
opment of steam power in the nineteenth
century was the key to overcoming trans-
SRUWFRVWVZKHUHE\ƁUPVFRXOGVHSDUDWH
production from consumption and achieve
economies of scale, the advent of low-cost,
instantaneous transmission of data allowed
producers to precisely coordinate tasks at
a great distance.2 What once was an in-
ter-plant transfer from a nearby supplier
became international trade, part of a com-
plex global supply arrangement. Products
once made in a relatively compact geogra-
phy (like Silicon Valley or the Motor City)
could now be characterized as “made in the
world,” with components and sub-assem-
blies sourced around the globe.
Concurrently, governments embraced
market economics, which accelerated glob-
al development: formerly closed econo-
mies like China and the Soviet Union were
opened to trade and investment, and barri-

48 • NOVEMBER 2018 CMF PLUS | TRIBOLOGY & LUBRICATION TECHNOLOGY WWW.STLE.ORG

ers to the movement of goods,
people, ideas, and culture fell
dramatically. Developing econ-
omies grew rapidly, in large
part because the I/CT revolu-
WLRQJDYHORFDOƁUPVDFFHVVWR
production “know-how” once
available only in the co-located
supply networks of advanced
economies. As the revolution
progressed, large, globally en-
JDJHG86ƁUPVDQGKLJKWHFK
sector manufacturers fared
best, but the net result was a
permanently reshaped U.S. in-
dustrial base.
The Next Wave: Smart Manufacturing
Technological progress that radically re-
duced coordination costs over the past 30
\HDUVFRQWLQXHVWRHYROYHDQGLQƂXHQFHWKH
fundamentals of making things. In our view,
it’s likely that the next phase of the I/CT
UHYROXWLRQZLOOXQLTXHO\EHQHƁWKLJKVNLOO
high-tech economies, first and foremost
the United States. Digitization, sometimes
called “Industry 4.0” or “smart manufac-
turing,” is being driven by the advent and
maturation of many technologies, including:
high-performance computer-aided design
(CAD) and engineering (CAE) software;
cloud computing; the Internet of Things
(IoT); advanced sensor technologies; addi-
tive manufacturing, also known as 3D print-
ing; industrial robotics; and data analytics,
machine learning, and wireless connectivi-
ty that better enables machine-to-machine
(M2M) communications.3 While for many
decades manufacturing has gained effi-
ciency from advances in data processing,
ZKDWŞVGLƢHUHQWWRGD\LVQRWMXVW
the improved ease and lower
cost of using information. It is
now possible for producers to
identify, track, communicate,
analyze, and use information
in manufacturing at a granular
level and to make changes in
real time.
As connectivity and smart
machines advance, technolo-
gy is creating avenues for U.S.
manufacturers to boost their
productivity, agility, and compet-
itiveness. New business models,
WWW.STLE.ORG CMF PLUS
ZKLFKUHƂHFWLQFUHDVLQJYDOXHIURP5 'GH-
sign, and services, will play to U.S. strengths
but will challenge manufacturers to acceler-
ate cycle times and broaden product variety.
U.S. Manufacturers Are Poised to
Win—If They Rebuild
There is a compelling case to be made that
86PDQXIDFWXULQJLVSRLVHGIRUQRWMXVW
recovery, but accelerated growth in val-
ue-added. Achieving this renaissance will
UHTXLUHDFWLRQE\ƁUPVDQGWKHJRYHUQPHQW
some of which we will outline below. But
ƁUPVKHUHEHJLQZLWKDNH\DVVHWŜKDYLQJ
the United States as “home market.” The
U.S. consumer market is large, rich, diverse,
and dynamic. The United States has no
peer for attracting capital from home and
abroad; moreover, its goods producers are
“battle-tested,” with lean, competitive oper-
ations required for success in the world of
global supply networks. Furthermore, the
United States boasts the most innovative,
| TRIBOLOGY & LUBRICATION TECHNOLOGY
competitive services market
on the planet and is home to
45 of Reuters’ Top 100 global
technology leaders (Japan, in
second place, has 13).4
Capturing the new oppor-
tunities will not be easy. The
manufacturing sector needs
new capabilities. More firms
need to participate in the glob-
al economy, since technology
and demand growth have en-
hanced opportunities abroad.
Many plants need to be upgrad-
HGIRUGLJLWDOUHDGLQHVVƁUPV
focused on survival the last 20
years, now must step up to keep
pace with capital requirements. For exam-
ple, large investments are needed to close
the gap in robotics, where the United States
has a relatively low implementation intensi-
ty when compared to Japan, Germany, and
South Korea. Moreover, shorter product cy-
FOHVDQGIDVWHUGLVFRYHU\ZLOOUHTXLUHƁUPV
to “compete against time.” Considering hu-
man resources, the entire goods-producing
sector will need people with higher skills,
which will stretch the existing education
DQGWUDLQLQJLQIUDVWUXFWXUH7KHUHIRUHƁUPV
ZLOOQHHGWRUHGRXEOHHƢRUWVWRDWWUDFWDQG
retain skilled workers.
Tax and Regulatory Policy—So Far,
So Good
The Trump administration and Congress
have made substantial progress in both
boosting economic growth and improving
competitiveness, especially in manufac-
turing. The Tax Cuts and Jobs Act (Public
Law 115-97), enacted in December 2017,
lowered corporate marginal
tax rates from 35 percent to
21 percent, near the average of
industrial economies. The new
law also moved the U.S. system
to territorial taxation and pro-
vided for immediate expensing
of capital investment—changes
which are accelerating capital
flows into the United States
and, by extension, manufac-
turing productivity. Less vis-
LEOHEXWMXVWDVLPSRUWDQWKDV
been regulatory reform, which
reversed the direction of the
NOVEMBER 2018 • 49
AFTON CHEMICAL CORPORATION

previous administration. President Trump

set a goal of repealing two regulations for
each one implemented, and thus far the
new administration is exceeding this pace. 5
In partnership with Congress, reducing the
burden of regulation has translated directly
LQWRKLJKHUEXVLQHVVFRQƁGHQFHDVZHOODV
an improved operating environment sup-
portive of new investment.
These improvements come at a moment
when global demand is rising, and technolo-
gy is driving value chain evolution in the di-
rection of U.S. advantage. Favorable changes
to energy costs and labor productivity (rela-
tive to global competition) can be expected
to add a tailwind to the growth scenario. Pro-
growth policies appear to be working well,
with the economy registering 4.1 percent
GDP growth in the most recent quarter and Canada, Japan, Mexico, and the European GDP growth well above the current trend,
unemployment reaching multi-year lows. Union, where the administration’s claims spurring income growth, employment, and
RIŠXQIDLUQHVVšDUHPRUHGLƣFXOWWRVTXDUH SRVLWLYHVXPVHFRQGDU\HƢHFWV7KHFULWL-
Trade and Infrastructure—To Be with the facts. cal element for both business and political
Determined Improving U.S. infrastructure was an- leaders is to focus on the future instead of
Candidate Trump made a confrontational other frequent campaign theme. In Febru- trying to recreate the past.
trade policy focused on reciprocity as a core ary 2018, the president proposed a creative
campaign message. Thus far, the president approach to infrastructure development, Scott Miller is a senior adviser with the
has shown resolve, with a willingness to use utilizing grants to incentivize public-private Abshire-Inamori Leadership Academy at the
WKHEOXQWLQVWUXPHQWRIWDULƢHVFDODWLRQWR partnerships along with reforms in permit- Center for Strategic and International Studies
reset what he perceives as arrangements ting, credit guarantees, and asset manage- in Washington, D.C.
unfair to the United States. As of now, the ment. Congress has not yet acted on this
macroeconomic effects of higher tariffs initiative and is now likely delayed until after The Center for Strategic and Interna-
are small in comparison to the stimulus as- the midterm elections. tional Studies (CSIS), a private, tax-ex-
sociated with tax reform, but U.S. actions empt institution focusing on interna-
and retaliation by trading partners are Makers: Remaking for Success tional public policy issues. Its research
causing headaches for those who manage Looking ahead, it is reasonable to be con- is nonpartisan and nonproprietary.
manufacturing supply networks. A reset of ƁGHQWLQWKHIXWXUHRI86PDQXIDFWXULQJ CSIS does not take specif ic policy
U.S.-China commercial relations is overdue, Key factor endowments remain highly fa- positions. Accordingly, all views, po-
and the president has public support for vorable: plentiful domestic energy supplies, sitions, and conclusions expressed in
WKLVƁJKW+RZHYHUZLWKRYHUKDOIRI86 a dynamic home consumer market, a skilled this publication should be understood
imports composed of intermediate goods workforce, and economic circumstances to be solely those of the author(s).
(i.e., things used to make other things), most supportive of investment.
producers hold out hope for a speedy res- With the right policy decisions, the © 2018 by the Center for Strategic and In-
olution of disputes with key partners like United States can expect manufacturing ternational Studies. Used with permission.

REFERENCES
1. Sree Ramaswamy et al., “Making it in America: Revitalizing U.S. Manufacturing,” (McKinsey Global Institute, November 2017),
https://www.mckinsey.com/featured-insights/americas/making-it-in-america-revitalizing-us-manufacturing.
 5LFKDUG%DOGZLQŠ7KH*UHDW&RQYHUJHQFH,QIRUPDWLRQ7HFKQRORJ\DQGWKH1HZ*OREDOL]DWLRQš%HONQDS3UHVVRI+DUYDUG8QLYHUVLW\3UHVV
http://www.hup.harvard.edu/catalog.php?isbn=9780674660489.
3. Stephen J. Ezell, “A Policymaker’s Guide to Smart Manufacturing,” (Information Technology and Innovation Foundation, November 2016),
https://itif.org/publications/2016/11/30/policymakers-guide-smart-manufacturing.
4. https://www.thomsonreuters.com/en/press-releases/2018/january/thomson-reuters-names-the-worlds-top-100-technology-com-
panies.html
5. For up-to-date information about regulatory reform, see https://www.brookings.edu/interactives/tracking-deregulation-in-the-trump-era/.

50 • NOVEMBER 2018 CMF PLUS | TRIBOLOGY & LUBRICATION TECHNOLOGY WWW.STLE.ORG

 =H
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HITEC® 544
PERFORMANCE | EFFICIENCY | REASSURANCE
IN THE FIGHT TO COMBAT THE MOST SEVERE
OPERATING CONDITIONS, HITEC® 544 HYDRAULIC
ADDITIVE IS A FORCE TO BE RECKONED WITH.
WHERE TOLERANCES ARE TIGHT HITEC® 544, AFTON’S ZINC-FREE HYDRAULIC ADDITIVE
PACKAGE, WORKS TIRELESSLY TO BOOST OXIDATION STABILITY AND EXTEND
DRAIN INTERVALS – HELPING REDUCE DOWNTIME, FLUID COSTS AND ENVIRONMENTAL IMPACT.
DESIGNED TO POWER THROUGH DEPOSIT BUILD-UP, CONTROL SLUDGE AND PROTECT CRITICAL COMPONENTS,
MEETING THE MOST CHALLENGING OEM REQUIREMENTS, INCLUDING BOSCH REXROTH RDE 90245 FLUID RATING.
PERFORMANCE, EFFICIENCY AND REASSURANCE – HITEC® 544 – AT THE HEART OF YOUR HYDRAULIC SYSTEM.

www.aftonchemical.com/hitec544

© 2018. Afton Chemical Corporation is a wholly owned subsidiary of NewMarket Corporation (NYSE:NEU). AGUPO
$IFNJDBM®, HiTEC®, Microbotz® and Passion for Solutions® are trademarks owned by Afton Chemical Corporation registered in the U.S.
Croda Lubricants

Meeting the Needs of Changing Markets

By Scott Davis, US Sales Manager – Energy Technologies, Scott.Davis@croda.com

Current and evolving regulations con-

tinue to drive many of the requirements that
lubricants need to address. This article will
discuss some changes in regulations that
continue to impact needs of lubricants to-
day and in the future.

Fuel Economy and Emissions

Regulations continue to drive the need for
OXEULFDQWVWKDWRƢHUEHWWHUIXHOHFRQRP\
and reduced emissions. The US Corporate
Average Fuel Economy (CAFÉ) standards

© Can Stock Photo / asnidamarwani

are set to increase from a current require-
ment of 35.5 miles per gallon to 54.5 miles
per gallon by 2025. Although the Trump
Administration is considering reductions
to the CAFÉ standards, it is possible that
a future administration would overturn any
change from the current plan. Any reduc-
tion in the federal CAFÉ standards is also
likely to be met with state regulations from
California and other states. The picture in
Europe is clearer. EU Carbon dioxide emis-
sion requirements continue to tighten. The
average carbon dioxide emissions target for
new passenger cars will go from the current
level of 130 g/km to 95 g/km in 2021. The
average carbon dioxide emissions target for
light commercial vehicles will go from 175
g/km to 147 g/km in 2020.
The move towards better fuel economy
and lower emissions is in part being ad-
dressed by a move towards lower viscosity
engine oils. There are several examples of
this trend. The most recent heavy duty en-
JLQHRLOVSHFLƁFDWLRQ&.DOVRLQFOXGHVD
ORZHU+7+6YLVFRVLW\YHUVLRQVSHFLƁHGDV
FA-4. FA-4 is designed to provide fuel econ-
RP\EHQHƁWEH\RQG&.GXHWRWKHORZHU
viscosity. The next passenger car engine
RLOVSHFLƁFDWLRQZKLFKLVXQGHUGHYHORS-
ment as GF-6, will contain a sub-category
FDOOHG*)%ZKLFKFRQWDLQVDORZHU+7+6
viscosity requirement. Another example of
the move towards lower viscosities is that
Croda developed a line of synthetic esters made from sustainable palm.
7R\RWDQRZVSHFLƁHVXVHRIDZIRUWKH
Camry. Pushing the low viscosity envelope
even further, Toyota reportedly is consider-
ing 0w12 and 0w8 oils.
Lower viscosity oils contribute to fuel
HFRQRP\ZKHQWKHOXEULFDQWƁOPLVVXƣ-
cient to prevent surfaces from contacting.
Toyota performed a study that showed
IXHOHFRQRP\EHFDPHZRUVHDWDQ+7+6
viscosity below 2.6 mPA*s, see Figure 1.
The fuel economy below this viscosity is
likely worse due to friction from contacting
surfaces that are no longer supported by
WKHOXEULFDQWƁOP:HDUFRQFHUQVH[LVWIRU
low viscosity oils, but the concern extends
to other areas too. One area of concern is
hybrid cars. The stop-start driving cycle
typical for hybrid cars makes them more
VXVFHSWLEOHWRZHDU$ƁQDOH[DPSOHLVWKDW
)RUGUHFHQWO\LVVXHGDVSHFLƁFDWLRQIRUORZ
phosphorus oils because of wear concerns.
Croda developed the Perfad™ 3000
UDQJHRIRUJDQLFIULFWLRQPRGLƁHUVEDVHGRQ
polymer chemistry. Mini traction machine
(MTM) friction curves have been developed
WKDWGHPRQVWUDWHWKHVLJQLƁFDQWUHGXFWLRQ
in friction that these additives can generate
ZKHQWRSWUHDWHGLQWRDIRUPXODWHG+''(2
DW,QDGGLWLRQWRWKHVLJQLƁFDQWIULF-
tion reduction that these additives provide,
they also can play a role in reducing wear.
8VLQJRSWLFDOSURƁORPHWU\ZHHYDOXDWHGWKH
wear generated on the ball and disc used in
the MTM friction test. The Perfad 3000 se-
ries additives reduced the wear on the ball
and disc by up to 70%. Reference Table 1.
Looking beyond bench tests, the Per-
IDGVHULHVRUJDQLFIULFWLRQPRGLƁHUV
showed positive results in a Sequence VIE
engine test, reference Table 2. In a top treat-
ed 0w20, which was not optimized for the
Sequence VIE test, Perfad 3050 increased
the FEI Sum result vs the baseline oil from
2.41% to 3.10%. Perfad 3006 improved the
result even further to 3.36%. It is likely that
these results could be improved with fur-

52 • NOVEMBER 2018 CMF PLUS | TRIBOLOGY & LUBRICATION TECHNOLOGY WWW.STLE.ORG

ther treat rate and additive package com-
patibility optimization. The Perfad 3000
VHULHVSRO\PHULFRUJDQLFIULFWLRQPRGLƁHUV
demonstrate friction reduction and im-
proved wear performance. They are addi-
tives that should be considered for low vis-
cosity engine oils when wear is a concern.
Changes to Ecolabel and
Vessel General Permit
Both Ecolabel and Vessel General Permit are
scheduled to receive plan updates in 2018.
The changes to Ecolabel have been estab-
lished, while the proposal for VGP 2018 is not
known at the time of submission of this article.
(FRODEHOZLOOPRYHIURPƁYHŠDSSOLFD-
tion” categories to four categories charac-
terized by “loss”. An example of this change
is that stern tube oils will move from “Cat-
egory 3”, under the previous scheme, to
the “Partial Loss Lubrication” category.
Four cycle engine oils were not addressed
and could be considered under a separate
scheme. No timeline was recommended for
implementation of this engine oil category.
Another change to Ecolabel relates to
the biodegradability requirements. The
biodegradability requirement will change
from ultimate biodegradability to readily
biodegradable. Readily biodegradable dif-
fers from ultimate biodegradability in that
it stipulates that the degradation from 10%
to 60% take place within a 10 day window.
The 10 day stipulation applies only to dis-
FUHWHZHOOGHƁQHGFKHPLFDOFRPSRXQGV,W
does not apply to substances that are a mix-
ture of homologous compounds. Products
GHƁQHGDV89&%V8QNQRZQRU9DULDEOH
&RPSRVLWLRQDUHQRWVXEMHFWWRWKHGD\
window. Vegetable oils and synthetic esters
made from oleochemical raw materials are
examples of UVCBs. The biodegradability
limits will change slightly under the new
plan. An example of a change is that the
Figure 1. The Limits of Viscosity Reduction. readily biodegradable requirement for stern
tube lubricants will decrease from >90% to
>75%. Stern tube lubricants can now con-
tain up to 25% of inherently biodegradable
content which is up from 5% previously. In
the previous Ecolabel scheme, products
that were biodegradable were assumed to
not bioaccumulate. All substances, includ-
ing biodegradable substances, will need to
be assessed for bioaccumulation potential
under the new scheme.
One of the more controversial changes
to the Ecolabel scheme is the elimination of
Table 1. Wear data after 6 hours. Mixed sliding/rolling. the renewability requirement. This change
ZLOODOORZWKHXVHRIEDVHƂXLGVVXFKDVORZ
viscosity PAGs, low viscosity PAOs, and
synthetic esters derived from petrochemical
raw materials which meet the biodegrad-
ability and toxicity requirements. Croda’s
Priolube™ 1936 is an example of a petro-
chemically derived, synthetic ester which
can now be used that was not eligible under
the former Ecolabel requirements. Priolube
PLJKWRƢHUDORZHUFRVWRSWLRQZKHQ
compared to other options of similar vis-
Table 2. Sequence VIE Test Results cosity based on renewable raw materials.

WWW.STLE.ORG CMF PLUS | TRIBOLOGY & LUBRICATION TECHNOLOGY NOVEMBER 2018 • 53

CRODA LUBRICANTS
Table 3. Croda Sustainable Palm Esters
Table 4. Croda Ecolabel / VGP Base Oils
The updated Ecolabel plan will require
WKLUGSDUW\YHULƁFDWLRQRIRULJLQIRUSDOPRU
palm kernel derived products. Other renew-
able raw materials will require documenta-
tion of the type, source, and origin. If the
term “bio” is used, the minimum bio-based
FDUERQFRQWHQWLQWKHƁQDOSURGXFWZLOOQHHG
to be 25% by ASTM D6866. To help meet
this new requirement, Croda launched a
range of esters that are derived from RSPO
(Roundtable on Sustainable Palm Oil) cer-
WLƁHGVRXUFHV7KH\FRQWDLQWKHŠ0%$/š
VXƣ[DQGDUHOLVWHGLQTable 3.
In addition to the recently developed
MBAL products, Croda has an existing range
RIV\QWKHWLFHVWHUEDVHƂXLGVWKDWPHHWWKH
new Ecolabel requirements. These prod-
54 • NOVEMBER 2018 CMF PLUS
ucts are biodegradable by OECD 301-B,
non-toxic, and non-bioaccumulative. They
come in a range of viscosities from ISO VG
22 to ISO VG 1000. A summary of these
products is contained in Table 4.
Future Developments from Croda
Croda continues to innovate and develop
new products that will help the lubricant in-
dustry meet current and future needs. As pre-
viously mentioned, Croda developed a line of
synthetic esters made from sustainable palm.
7KHSURGXFWVDUHRƢHUHGLQDUDQJHRIYLVFRV-
ities from ISO VG 22 to ISO VG 320. Within
this range, is Priolube 2089-MBAL, an ISO
9*HVWHUWKDWSURYLGHVVLJQLƁFDQWO\EHWWHU
FROGƂRZFRPSDUHGWRRWKHUELRGHJUDGDEOH
| TRIBOLOGY & LUBRICATION TECHNOLOGY
,629*EDVHƂXLGV$QRWKHUQHZSURG-
uct in development is an oxidatively stable,
biodegradable ester with a target viscosity of
10,000 cSt @ 40C. This product would ex-
tend the range of esters available from Croda
for use in Ecolabel and VGP.
Fuel economy and emission regulations
are likely to continue to increase the need
for low viscosity oils that provide adequate
wear protection. Regulations such as Ecola-
bel and VGP will continue to evolve. Croda
will continue to monitor regulation chang-
es and work with customers to understand
how these changes impact lubricant needs.
We will continue to innovate with new prod-
ucts targeted at helping our customers meet
these changing needs.
WWW.STLE.ORG
 Kinematic Kinematic Viscosity Pour Oxidation Daphina Biodegradability Renewability
viscosity at viscosity at Index point (°C) Stability (mg/l) OECD 301B (%) (%)
40°C (mm2/S) 100°C (mm2/S) (mgKOH/g)
Priolube 3970 20 4.4 140 -51 High >1000 75 82
Priolube 2089 44 8.7 181 -54 Medium >1000 84 88
Priolube 1973 46 8.0 148 -44 High >1000 85 88
Priolube 3987 145 18.2 140 -33 High >100 70 97
Priolube 1847 1040 90 167 -24 High >1000 63 85

European Eco Label Vessel General Permit OSPAR

Evonik Oil Additives USA, Inc.

Efficiency gains have become reality

with DYNAVIS technology ®

How to transfer value into business with industrial hydraulic fluids

By Lauren Zunner, Marketing Manager, DYNAVIS® - Americas

At Evonik, we’ve branded our group of

highly shear stable VISCOPLEX® viscosity
index improver products under the DYNA-
VIS® technology brand. DYNAVIS® technol-
RJ\VWDQGVIRUDUDQJHRIEHQHƁWVFRPLQJ
IURPIRUPXODWLQJKLJKHƣFLHQF\K\GUDXOLF
ƂXLGVLQFOXGLQJHQHUJ\HƣFLHQF\DQGLP-
proved productivity of hydraulic equipment,
and excellent low temperature properties
with a wide temperature operating window
RIWKHƂXLG:LWKVXFKDQH[WHQVLYHOLVWRI
DGYDQWDJHVDOVRRƢHULQJFXVWRPHUVDUREXVW
package of support helps a lubricant mar-
NHWHUYDOXHVHOODSUHPLXPƂXLG7KHJRDOLV
to be a true partner to our customers, and
that’s why we can consult not only on formu-
lation work and lab testing, but also provide
2(0DSSURYDOVLQFOXGLQJ'HQLVRQ+)DQG
Bosch Rexroth, and marketing tools.
The DYNAVIS® marketing toolbox pro-
vides customers with point-of-sale (POS)
tools and other product launch support like
tradeshow concepts, white papers, press re- materials. The remaining 40% is used in as operating temperature and mechanical
leases, etc. At a later point we will explore industrial machinery applications to pro- stress seems low. But with proven energy
in more detail the unique sales tools we’ve vide power transmission and motion con- HƣFLHQF\JDLQVSURPRWLQJDQHQHUJ\VDY-
created to help lube marketers sell a high WURO7KLVPLQRULW\LVQRWLQVLJQLƁFDQW LQJPXOWLJUDGHƂXLGIRUPXODWHGZLWK'<1$-
WLHUƂXLGEXW,ŞOOƁUVWH[SODLQZK\ZHŞYHLQ- +RZHYHUKLJKHƣFLHQF\ƂXLGVSOD\DOPRVW VIS® technology is the next opportunity in
vested so much into DYNAVIS® technology no part: greater than 95% are monograde the market.
IRUVKHDUVWDEOHKLJK9,K\GUDXOLFƂXLGV

The Market
Although conventional monograde dom- DYNAVIS® Performance Standard
inates, as well as select elevated VI low
VKHDUVWDEOHƂXLGVWKHKXJHRSSRUWXQLW\
Viscosity Grade 32 46 68
is in having a shear stable high VI hydrau-
OLFƂXLGLQ\RXUSRUWIROLRWKDWRƢHUV\RXU
FXVWRPHUHQHUJ\HƣFLHQF\<RXFDQSURYH Viscosity Index ISO 2909 or ASTM D2270 >160 >160 >160
WKHVHHQHUJ\HƣFLHQFLHVZLWKWKHKHOSRI
the DYNAVIS® tools.
Kinematic Viscosity @ 100°C (ASTM
According to Evonik’s estimates, of the mm2/s
Shear Stability D445) after 40 minute Sonic Shear >5.9 >7.5 >10.0
WRWDOK\GUDXOLFƂXLGPDUNHWWKHPDMRULW\DW (cSt)
(ASTM D5621)
roughly 60% is used in mobile machinery
applications to transport, excavate, and lift Figure 1.

56 • NOVEMBER 2018 CMF PLUS | TRIBOLOGY & LUBRICATION TECHNOLOGY WWW.STLE.ORG

Injection Molding Equipment
(ƣFLHQF\LQLQMHFWLRQPROGLQJLVGHƁQHGDV
work done per energy consumed, pieces/
kWh. With DYNAVIS® technology, we’ve
measured and statistically validated thou-
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QDWLRQVRI2(0LQMHFWLRQPROGLQJPDFKLQHV
DQGK\GUDXOLFƂXLGVUHVXOWLQJLQDQ\ZKHUH
up to 11% energy savings. The concept of
our testing revolves around a strict meth-
odology for performance testing, imple-
mented both in-house at Evonik as well as
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IRUPXODWLRQ$Q\ƂXLGKDVWRDWOHDVWFRPSO\
with the DYNAVIS® Performance Standard,
meeting or exceeding the thresholds for
viscosity index greater than 160, and shear
stability as outlined in Figure 1. Figure 2. DYNAVIS® technology is designed to reduce energy losses caused by friction and volumetric
effects. The high viscosity index of DYNAVIS® technology eliminates the need to use a thicker fluid.
The DYNAVIS® Performance Standard
Formulating according to the DYNAVIS®
Performance Standard, with VISCOPLEX®
products and the choice of your preferred
other raw materials, ensures the optimum
balance between hydro-mechanical and
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hydraulic systems can have the dilemma of
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viscosity, and volumetric power losses with
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cy as internal leakage consumes much of
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lubrication.
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Figure 3. One of the drawbacks to conventional hydraulic fluids is the loss of viscosity at operating
IRUYROXPHWULFHƣFLHQF\DVWKHORVVIURP temperatures. DYNAVIS® technology works to maintain viscosity and reduce volumetric losses.
internal pump leakage is minimal, howev-
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and result in hydrodynamic friction and wear protection for the pump. Evonik has ƂXLGVLQWKDWWHPSHUDWXUHUDQJHLVURXJKO\
churning losses in the overall system. The studied the operations and parameters of the same. DYNAVIS® technology expands
LGHDOƂXLGFKRLFHLVDEDODQFH'<1$9,6® LQMHFWLRQ PROGLQJ PDFKLQHV LQ WKH ƁHOG the temperature operating window. This is
IRUPXODWHGƂXLGVDUHDEOHWRNHHSXSWKLV globally. Because these machines typi- ideal for construction and mining machin-
balance for a wider temperature operating cally operate in controlled environments ery used in outdoor environments where
ZLQGRZWKDQDFRQYHQWLRQDOƂXLG7KH\ they seldom come anywhere close to the temperature can be more extreme, but
consume less energy due to reduced hy- maximum operating temperature speci- QRWDVLPSDFWIXOIRUDQLQMHFWLRQPROGLQJ
dro-mechanical losses and reduced inter- ƁHGE\WKHSXPS7KHUHIRUHDWDQDYHUDJH machine for which operating temperatures
nal leakage. RSHUDWLQJWHPSHUDWXUHOLNHWRǏ&D are more moderate. The key in stationary
Proven in our lab, corroborated by change from an ISO VG 46 monograde applications is shifting down a viscosity
OEM’s own tests on their equipment, and fluid to an ISO VG 46 multigrade fluid grade to a DYNAVIS® formulated ISO VG
LQWKHƁHOGZLWKSHUIRUPDQFHGHPRQVWUD- formulated with DYNAVIS ® technology 32. The pump is still protected at high tem-
tions at end users, a change from ISO VG ZRXOGVKRZOLWWOHEHQHƁWGXHWRWKHIDFW perature, however at low and mid-range
46 to ISO VG 32 is possible without losing that the kinematic viscosity (KV) of both temperatures, the system experiences all

WWW.STLE.ORG CMF PLUS | TRIBOLOGY & LUBRICATION TECHNOLOGY NOVEMBER 2018 • 57

EVONIK OIL ADDITIVES USA, INC.

of the advantages of a lower viscosity and

KLJKO\VKHDUVWDEOHƂXLGZLWKUHGXFHGK\-
dro-mechanical losses.

DYNAVIS® Marketing Tools

The concepts described so far – balancing
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panding the temperature operating window
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reducing a viscosity grade from ISO 46 to
ISO 32 – are well understood by Evonik and
the lubricant community. The challenge is
conveying these technical concepts to a
vast market of end users and helping them
realize the advantages they would achieve
in their own equipment at their own site.
Figure 4. Shown here the animation tool illustrates the imbalance that can occur with the use of
For that, the most unique and exciting part conventional fluid. DYNAVIS® technology balances out hydro-mechanical and volumetric efficiencies.
about DYNAVIS® is the collection of tools
Evonik created to help lubricant marketers
VHOOWKHYDOXHRIDKLJKHƣFLHQF\K\GUDXOLF
ƂXLGWRDQHQGXVHU
An animation was developed to tell the
story of these concepts. It includes a digital
rendering of a hydraulic system with either
a vane or piston pump, along with the other
implements, and shows how the system op-
HUDWHVZLWKPRQRJUDGHƂXLGDQGWKHFRP-
parison to DYNAVIS® multigrade as shown
in Figures 2 and 3 on Page 57. The anima-
tion tool also includes a section explaining
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ure 4. It explains that by using DYNAVIS®
technology to balance both, the hydraulic
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This animation is one of the POS tools
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DKLJKHƣFLHQF\ƂXLGWRFXVWRPHUV
Additionally we’ve created an easy-to-
use calculator loaded with actual energy
savings test result data gathered and sta-
tistically validated over many years. This
calculator, shown in Figure 5, allows for Figure 5.
custom inputs from the user regarding
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molding machine (power consumption, op- The interactive digital tools, along with a PRQRJUDGH UHIHUHQFH ƂXLGV DORQJ ZLWK
HUDWLQJKRXUV\HDUƂXLGGUDLQLQWHUYDODQG library of OEM testimonials and case stud- DGGLWLRQDOEHQHƁWVORZHURLOWHPSHUDWXUH
ƂXLGYROXPHDQGDOVRWKHFRVWVDVVRFLDW-
ed with the price of energy in $/kWh and
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scenarios your customers might imagine.
All inputs lead to a calculation showing
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58 • NOVEMBER 2018
LHVIURPƁHOGWHVWVFUHDWHWKHEDVHOLQHIRU
successful promotion of a high performance
PXOWLJUDGHƂXLGLQWRWKHVWDWLRQDU\HTXLS-
ment market.
(YRQLNFDQFRQƁGHQWO\SUHGLFWSHUIRU-
mance and savings when using DYNAVIS®
technology. We’ve consistently measured
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CMF PLUS | TRIBOLOGY & LUBRICATION TECHNOLOGY
state of the art equipment protection, and
long drain intervals.
7KHUHŞV QR VKRUWDJH RI EHQHƁWVZLWK
DYNAVIS®IRUPXODWHGƂXLGV7KHRSSRU-
tunity exists now to be a trendsetter in
HQHUJ\HƣFLHQF\,LQYLWH\RXWRYLVLWRXU
website www.dynavis.com or contact
me directly to discover more.
WWW.STLE.ORG
Institute of Materials
Project Scenario
By Norm Kanar – nkanar@savantgroup.com
“Benchmark OUR engine oils vs. the
competition” – it’s your new assignment,
and the report is due by the end of the week
to be included in your Boss’ presentation to
the company’s executive team. The dead-
line is too soon to collect the oils, much less
complete any of the relevant testing. A call
to the Lab Manager reveals that some data
exists, but OUR samples were concept re-
search formulations, the competition oil test-
ed was from 2013, several key properties are
missing data, and a lack of context on goals
on over 18,000 oils collected from around
the globe.
Each year, IOM collects from twen-
ty-four countries (see Figure 1) approxi-
mately 650 engine oils from store shelves
where consumers buy their engine oils.
The collected oils are blind-coded to avoid
any brand perception bias and then test-
ed with an extensive slate of over thirty
industry standard bench tests. The IOM
test slate includes kinematic viscosity,
+LJK7HPSHUDWXUH +LJK6KHDU YLVFRVLW\
results. The data is also cross-checked vs.
LQGXVWU\VSHFLƁFDWLRQVDQGUHYLHZHGE\
industry experts before publishing data to
the IOM website on an annual basis.
The recently updated IOM website,
InstituteofMaterials.com allows 24/7
access to browse thousands of engine oils
collected from the marketplace. Data sets
collected from the Americas, Asia-Pacif-
ic (including Australia and India), Africa,
and European regions for any year back to
2005 can be purchased online as Regional
RIWKHSURMHFWVWKDWJHQHUDWHGWKHLQKRXVH
data, cause you to search for an alternative.
The alternative you are seeking can be found
at InstituteofMaterials.com.
The Institute of Materials (IOM) has
been collecting and testing engine oils since
1984 when IOM responded to an industry
need for unbiased oil data from the market.
Since then, IOM has published testing data
60 • NOVEMBER 2018
+7+6EHIRUHDQGDIWHUVKHDUDORZWHP-
perature viscosity curve, oxidation, de-
posit tests, volatility, chemical tests, ele-
mental analysis, foaming characteristics,
DQGPDQ\PRUHb5HWHVWLQJLVFRQGXFWHG
RQDQ\VDPSOHVZKLFKIDOORXWRIVSHFLƁ-
cation. Both original and re-run results are
UHSRUWHGIRUGDWDFRQƁUPDWLRQ5DQGRPO\
VHOHFWHGWHVWVDUHUHSHDWHGWRFRQƁUPWKH
CMF PLUS | TRIBOLOGY & LUBRICATION TECHNOLOGY
Databases. The IOM database website can
also be used to purchase Custom Datasets
WKDWFDQEHƁOWHUHGE\\HDUEUDQGQDPH
supplier, SAE Grade, service class, oil type
(mineral or synthetic), engine type (gasoline
or diesel), country, or region. Multiple de-
vices such as phones and tablets can now
be used to access and order IOM data from
across the globe.
WWW.STLE.ORG

Figure 1. A map of the annual worldwide engine oil collection completed by IOM.
The IOM engine oil data has numerous
uses including:
• Comparing crucial competitor
properties
• Auditing blend consistency
• Monitoring formulation changes
• Assessing oil quality in the
marketplace
• Discovering trends in technology
• Comparing oil types
• Using the data for technical or
marketing presentations
In this article, we will spotlight three
of these uses: Comparing crucial compet-
itor properties, Monitoring formulation
changes, and Comparing oil types with an
emphasis on low viscosity and heavy-duty
engine oils.
Comparing Crucial Competitor
Properties
Fuel economy has been a concern since au-
tomotive vehicles became the mode of pub-
lic transportation. Today, with the growth
of personal transportation at all levels of
human activity, fuel economy is even more
of a matter of concern for the millions of
automobile owners and users everywhere
in the world. Engine oil formulators seek
out unbiased assessments of the fuel econ-
omy dynamics of their oil formulations. The
Institute of Materials database contains de-
tailed information on the viscosity dynam-
WWW.STLE.ORG
ics of each oil collected both before and
after exposure to the rigors of the ASTM
D6278 Kurt Orbahn shear stability test.
Subscribers to the IOM database can create
a graph like Figure 2 to compare engine oil
formulations. In this example, the IOM data
LVƁOWHUHGWR6$(:RLOVFROOHFWHGLQ
LQWKH$VLD3DFLƁF5HJLRQDQGVHOHFW-
ed brand names of interest to populate the
X-axis. The high temperature high shear-
rate viscosity at 100°C tested after a high
shear Kurt Orbahn test is plotted on Y-axis.
Figure 2. An example of a chart created from IOM data to compare a crucial engine oil performance
property.
CMF PLUS | TRIBOLOGY & LUBRICATION TECHNOLOGY
Such information would be useful in com-
paring the oil formulations’ ability to retain
YLVFRVLW\DQGLWV9,LPSURYHUHƢHFWLYHQHVV
in the high temperature high shear-rate en-
vironment found in modern engines. Post
shear stability test oil viscosity information
can be compared to the pre-shear stability
test viscosities to evaluate temporary and
permanent viscosity loss parameters to gain
insights on the performance of the viscosity
PRGLƁHUVSUHVHQWLQHDFKRLOIRUPXODWLRQ
Monitoring Formulation Changes
IOM has collected engine oils, including
heavy-duty formulations for over thirty
years with consistent testing performed on
each sample. The IOM database provides
the data for determining how a formula-
tion has changed over time in response to
market needs. Established brand names
in popular SAE viscosity grades are often
collected in the same region several years
in a row. An example of such formulation
monitoring is found in Figure 3. The IOM
GDWDLVƁOWHUHGWR6$(:RLOVFROOHFWHG
between 2012 and 2017 in the European
5HJLRQDQGWKHQDVSHFLƁFEUDQGQDPHRI
interest is selected to populate the X-axis.
The percent sulfur content is plotted on
Y-axis. Sulfur content of lubricating engine
RLOVLVDVSHFLƁFDWLRQUHTXLUHPHQWIRU$3,
CK / FA-4, ACEA E6-16, and ACEA E9-16
NOVEMBER 2018 • 61
INSTITUTE OF MATERIALS
Figure 3. An example of a chart created from IOM data to monitor an engine oil formulation changes
over time.
VSHFLƁFDWLRQV7KH,20GDWDGLVSOD\HGLQ
Figure 3VHHPWRFRQƁUPWKDWWKLVEUDQG
formulation has reduced the sulfur content
over the last six years. The IOM database
mineral, synthetic blend, and synthetic to
populate the X-axis. The average result in
mg of deposits for the Thermo-oxidation
Engine Oil Simulation Test, (ASTM D7097
WRWKH3HXJHRW780+LJK7HPSHUDWXUH
engine test. The average deposit level for
the mineral and synthetic blend oil types
are very similar, perhaps suggesting that
WKHPDMRULW\FRQWHQWRIWKHV\QWKHWLFEOHQG
is conventional. The average level of
7(2670+7GHSRVLWVIRUWKHIXOOV\QWKHW-
ic oil type is approximately 35% lower than
the average for the mineral oils collected
by IOM in the Americas region in 2016.
The extensive data in the IOM database
makes it easy for the subscriber to make
comparisons between oil types on most of
the important performance parameters for
engine oils of today.
Conclusion
Your report was completed in plenty of time
for presentation at the executive meeting
and sparked a very productive discussion
within that team. The fact that the data used
for the oil comparisons came from an un-
biased, blind-coded and consistent testing
source really helped your Boss’ credibility, a
fact that won’t be forgotten at your next per-
formance evaluation. The IOM data con-
includes demographic information like the RU7(2670+7LVSORWWHGRQ<D[LVIRU tinues to be useful whenever a data-driven
VSHFLƁFDWLRQVWKDWDUHFODLPHGRQWKHERWWOH HDFKRIWKHRLOW\SHV7KH7(2670+7 analysis of engine oils in the global market-
and includes pictures of the front and back test models the piston ring-belt deposit place is needed. Investigate the possibilities
of the original package. Such demographic formation and was developed to correlate at InstituteofMaterials.com.
information combined with the testing data
would be crucial to determining if a given
brand formulation indeed met the bench
test requirements for the service categories
claimed on the package.

Comparing Oil Types

Comparing the properties of convention-
al mineral oils to synthetic engine oils is
complex. A recent study by the AAA Au-
tomotive Engineering Group used sever-
al bench tests to compare the properties
IRURLOEUDQGVWKDWRƢHUHGDQ6$(:
engine oil in both conventional and full
synthetic formulations. A similar compar-
ison could be performed using the data
reported within the IOM database, either
across a geographic region or country with
dozens of oils selected or at the supplier
or brand level with only a few oils. An ex-
ample of performing a property analysis
at a regional level is shown in Figure 4.
7KH,20GDWDEDVHLVƁOWHUHGWR6$(:
30 oils collected in 2016 in the Americas Figure 4. An example of a chart created from IOM data to compare oil types for an important engine
Region and then subdivided by oil type, oil property.

62 • NOVEMBER 2018 CMF PLUS | TRIBOLOGY & LUBRICATION TECHNOLOGY WWW.STLE.ORG

ENGINE OIL DATA
Just a click away
• easy to access
• easy to use
• reliable
• unbiased
• extensive

I N S T I T U T E O F M A T E R I A L S . C O M

Global Engine Oil Data – Now Available Online

With over 7,000 engine oils in the
database, IOM has done all the work of
collecting oil from the global market,
conducting the physical and chemical
tests, and providing a convenient
website for users to easily and quickly
select, obtain and analyze the data in a
useful format. Multiple devices such
as phones and tablets can now be used
to access and order IOM data from
across the globe.
The IOM engine oil data has numerous uses:
• Comparing crucial competitor properties
• Monitoring formulation changes
• Assessing oil quality in the marketplace
• Discovering trends in technology
• Using the data for technical presentations
Please tour our new site and learn more about
IOM by visiting: InstituteofMaterials.com.

Contact us for a demonstration • customerservice@instituteofmaterials.com • 989.496.2307

T H E W O R L D ’ S S O U R C E F O R E N G I N E O I L D A T A
King Industries, Inc.
NA-SUL® 450 & KX455 Water-Based Rust
Preventives Provide a Useful Tool to Reduce VOC
By Bill Kingston, Technical Marketing Manager - Rust Preventives, King Industries, Inc.
Corrosion is a serious problem result-
ing in billions of dollars of damage per year.
In addition to permanent coatings such as
paints, temporary corrosion preventives
provide an important tool for prevention
of rust on metal parts and surfaces during
transportation and storage. Many tradition-
al high performance temporary rust preven-
tive formulations use a combination of oil
and petroleum derived solvents as carriers
for corrosion preventive additives. These
solvents are usually 30% to 95% of the en-
tire formulation. Upon evaporation, these
solvents can react with sunlight to form
ground level ozone. While this is a minor
source of ozone pollution compared to fuel
evaporation, the smog problem is so serious
in various parts of the world that this source
is now coming under regulatory control.
Using water in place of petroleum derived
VROYHQWVLVDYHU\HƢHFWLYHZD\WRPHHWHYHQ
the most stringent Volatile Organic Com-
pound (VOC) requirements.
64 • NOVEMBER 2018 CMF PLUS
Until recently, water-based rust pre-
ventive formulations could not match the
performance of oil/solvent rust preventive
formulations, particularly in harsh condi-
tions. NA-SUL®450 and KX455 are two new
additives from King Industries designed to
JLYHFRUURVLRQSURWHFWLRQIURPDWKLQƁOP
removable coating that is as good or better
than protection available from formulations
based on petroleum derived solvents. Both
DGGLWLYHVDUHHƢHFWLYHRQVWHHODOXPLQXP
and galvanized steel.
NA-SUL® 450
NA-SUL® 450 is designed to be added to
water to provide long term protection in
high humidity environments. NA-SUL® 450
emulsions typically use 1% to 5% NA-SUL®
450 in local city water and have very good
stability. Films from emulsions made from
<3% NA-SUL® 450 are dry to the touch and
are removable with detergent cleaning. In
| TRIBOLOGY & LUBRICATION TECHNOLOGY
DGGLWLRQWRH[FHOOHQWUHVXOWVLQ+XPLGLW\
Cabinet testing (ASTM D1748), NA-SUL®
450 passes Iron Chip rust preventive testing
(ASTM D4627) at 0.5% treat level.
ASTM D1748 Humidity Cabinet test-
ing is a 100% humidity environment at a
WHPSHUDWXUHRIDERXWq&6SHFLƁHGWHVW
panels are coated with the test formulation
and suspended from a rotating carousel
after drying. (Figure 1) The failure criteria
DUHVSHFLƁHGLQWKH$670'PHWKRG
Humidity Cabinet (ASTM D1748)
Results on Steel:
The following results were obtained for
NA-SUL® 450 on 1010 cold rolled steel test
panels run in duplicate.
2% NA-SUL® 450 in 98% City Water (Nor-
walk, CT, 50 ppm to 64 ppm as CaCO3):
There was no rust at 440 hours exposure.
(Figure 2)7KHƁUVWUXVWVSRWDSSHDUHGDW
WWW.STLE.ORG
630 hours exposure. (Figure 3)
5% NA-SUL® 450 in 95% City Water:
7KHƁUVWUXVWVSRWDSSHDUHGDWKRXUVH[SRVXUH (Figure 4)
The 2nd panel had no rust for more than 1400 hours. (Figure 5)
Figure 1. Humidity Cabinet (ASTM D1748)
Figure 2. 2% NA-SUL 450 on Steel (Humidity
Cabinet, 440 hrs.)
Figure 5. 5% NA-SUL 450 on Steel (Humidity
Cabinet, 1464 hrs.)
WWW.STLE.ORG
Humidity Cabinet (ASTM D1748) Results on Aluminum:
The following results were obtained for NA-SUL® 450 on aluminum
test panels run in duplicate.
5% NA-SUL® 450 in 95% City Water:
There was no corrosion at 1272 hours exposure. (Figure 6)
The panels failed at about 1450 hours exposure. (Figure 7)
KX455
.;LVVSHFLƁFDOO\GHVLJQHGWREHDGGHGWRPLQHUDORLODQGWKHQ
HPXOVLƁHGXVLQJORFDOFLW\ZDWHU.;HPXOVLRQVKDYHJRRGVWD-
bility but may need some occasional mild stirring to restore emul-
sion homogeneity. KX455 is tolerant of hard water that might be
typically encountered. The resulting emulsions give exceptional salt
fog (ASTM B117) protection as well as excellent acid atmosphere
protection. The performance is comparable with the best oil/solvent
formulations.
ASTM B117 Salt Fog testing is a “practice” and not a method.
(Figure 8 on Page 66) Only the internal conditions of the chamber
DUHVSHFLƁHG7KHFRQGLWLRQVDUH
• Collection Rate: 1ml – 2ml per hour (salt solution)
ť S+śFROOHFWHGVDOWVROXWLRQ
• Temperature: 35°C
Figure 3. 2% NA-SUL 450 on Steel (Humidity Figure 4. 5% NA-SUL 450 on Steel (Humidity
Cabinet, 630 hrs.) Cabinet, 630 hrs.)
Figure 6. 5% NA-SUL 450 on Aluminum (Hu- Figure 7. 5% NA-SUL 450 on Aluminum (Hu-
midity Cabinet, 1272 hrs.) midity Cabinet, 1464 hrs.)
CMF PLUS | TRIBOLOGY & LUBRICATION TECHNOLOGY NOVEMBER 2018 • 65
KING INDUSTRIES, INC.
Figure 8. Salt Fog (ASTM B117)
.LQJ,QGXVWULHVGHƁQHVIDLOXUHDVUXVWH[-
tending more than 1.5 cm from the top edge
or more than 0.5 cm from either side edge
of the test panels.
The test panels used were:
• 1010 cold rolled steel with one test
panel surface polished and the 2nd
WHVWSDQHOVXUIDFHPDWWHƁQLVK
• Aluminum 2024 alloy duplicate
panels
ť +RWGLSJDOYDQL]HGFRDWHGVWHHO
duplicate panels
The formulations tested were:
• KX455 formulation (water-based)
• Commercial formulation A (oil/
solvent based)
• Commercial formulation B (oil/
solvent based)
Salt Fog (ASTM B117) Results on Steel:
At 26 hours formulation B has failed. (Figure
9) At 72 hours exposure both formulations
A and B have failed. (Figure 10) At 192
hours the KX455 matte surface panel shows
ƁUVWUXVW(Figure 11) Using 15% KX455 test
panels went almost 500 hours before any
rusting. (Figure 12)
Salt Fog (ASTM B117) Results on
Aluminum:
At 118 hours formulations A and B have
failed. KX455 shows no corrosion. (Figure
13)
66 • NOVEMBER 2018
Formulation A Formulation B Formulation A Formulation B
10% KX455 10% KX455
Figure 9. 10% KX455 vs SB Formulations on Figure 10. 10% KX455 vs SB Formulations on
Steel (Salt Fog, 26 hrs.) Steel (Salt Fog, 72 hrs.)
Formulation A Formulation B
10% KX455
Figure 11. 10% KX455 vs SB Formulations on Figure 12. 15% KX455 (Salt Fog, 480 hrs.)
Steel (Salt Fog, 192 hrs.)
Salt Fog (ASTM B117) Results on Practical Considerations
Galvanized Steel:
At 48 hours exposure both formulations A Advantages and disadvantages of water-
and B have failed badly. The KX455 pro- based formulations
WHFWHGSDQHOVDUHVKRZLQJWKHƁUVWVLJQRI
corrosion. (Figure 14) Water-Based Formulations
(Advantages):
Humidity Cabinet (ASTM D1748) • Very low VOC emissions
Results on Cast Iron: contribute little to air pollution
In addition to protecting steel, aluminum
ť )RUPXODWLRQVDUHQRWƂDPPDEOH
and galvanized steel, KX455 has been found
(Improved Plant Safety)
to provide remarkable protection for cast
iron in 100% humidity. Cast iron is particu- • Solvent vapors are greatly reduced
ODUO\GLƣFXOWWRSURWHFWIURPUXVWLQJGXHWR (Worker Safety)
its comparatively porous structure. A for-
mulation of 10% KX455 with 10% Group Water-Based Formulations
I, ISO VG 32 oil and 80% tap water gave (Disadvantages):
over 700 hours of rust protection in 100% • Slower drying than solvent
humidity. (Figure 15) formulations
CMF PLUS | TRIBOLOGY & LUBRICATION TECHNOLOGY WWW.STLE.ORG

Formulation A Formulation B
10% KX455
Figure 13. 10% KX455 vs SB Formulations on
Aluminum (Salt Fog, 54 hrs.)
Front
Figure 15. 10% KX455 on Cast Iron (Salt Fog, 720 hrs.)
• Parts must be dry before
packaging or stacking
• Fluid must be treated before
disposal (Not Burned)
• Formulations are more complex;
biocides may be required
2QHRIWKHPDMRUGLVDGYDQWDJHVRIZD-
ter-based rust preventives is the additional
drying time compared with solvent-based
rust preventives. Before stacking or pack-
aging parts coated with water-based rust
preventives, the coating must be completely
dried. Any residual water will result in con-
siderable rusting.
To determine if the heating of parts
coated with KX455 formulations was prac-
tical, we heated coated test panels to 90°C
DQGPHDVXUHGWKHHƢHFWLYHQHVVRIWKHFRDW-
WWW.STLE.ORG
Formulation A Formulation B
10% KX455
Figure 14. 10% KX455 vs SB Formulations on
Galv. Steel (Salt Fog, 48 hrs.)
Back
ing. The panels dried very quickly but were
left in the oven at 90°C for 1.5 hours to see
if the coating would deteriorate over time
from heating. The heated test panels were
tested in the salt fog cabinet and achieved
rust protection approaching 200 hours as
was the case for unheated panels.
We have found that salt fog protection
was equivalent for test panels dipped in a
KX455 emulsion formulation whether the
panels were wet or dry when dipped. This
opens up the possibility for using KX455
emulsions to replace solvent formulations
for dewatering applications. Dewatering has
traditionally used formulations with a very
high solvent content. Machined parts are
often cleaned with detergent based clean-
ers and then water rinsed before further
processing. These wet parts are dipped
CMF PLUS | TRIBOLOGY & LUBRICATION TECHNOLOGY
in solvent-based dewatering formulations
where the formulation is expected to dis-
place water and provide a rust preventive
FRDWLQJ+HUHDJDLQ.;HPXOVLRQVFDQ
be used to replace petroleum solvents.
Coating parts as well as dewatering will
tend to reduce the concentration of KX455
with usage. This will require tank side mon-
itoring of the concentration of KX455. One
way that this can be done is by adapting a
+\DPLQHWLWUDWLRQWKDWLVVSHFLƁFIRUVXOIRQ-
ates. Known concentrations of KX455 are
prepared that bracket the desired concen-
tration of KX455 in the tank that is being
used. Titrant is added dropwise to the known
concentrations of KX455 with indicator solu-
tions until the endpoint color change occurs.
The number of drops until color change
for the known concentrations is recorded.
The sample from the tank is then titrated
dropwise until the endpoint color change is
reached. The concentration of KX455 is then
determined by interpolation.
In typical dip tank applications, a bio-
cide will be needed to prevent bacterial and
fungal degradation of KX455 emulsions.
Mergal® K12N, available worldwide from
Troy Corporation, was found to be very
HƢHFWLYHDWDWUHDWOHYHO
Conclusions
• The use of water-based rust and
corrosion inhibitors is a very useful
way of reducing solvent evaporation
that results in ground level ozone air
pollution.
• New NA-SUL® 450 and KX455 from
.LQJ,QGXVWULHVDUHKLJKO\HƢHFWLYH
for protection of steel, aluminum
and galvanized steel and cast iron.
• NA-SUL® 450 provides superior cor-
rosion protection in high humidity
environments.
• KX455 is superior to most commer-
cial rust and corrosion preventive ad-
ditives designed for oil/solvent sys-
tems as measured by salt fog testing.
• Both NA-SUL® 450 and KX455 are
excellent alternatives to additives
designed for oil/solvent formulations
giving exceptional performance with
DVLJQLƁFDQWUHGXFWLRQLQSROOXWLRQ
caused by VOC evaporation.
NOVEMBER 2018 • 67
LANXESS

Introducing a Hydrolytically Stable, Low Toxicity

Fire-Resistant Hydraulic Fluid for Power Stations
By Mary Moon, Presque Isle Innovations, LLC

7UXO\ɠUHUHVLVWDQWɡXLGV can prevent Americas and Asia. LANXESS is the leading

the accidental loss of many lives each year
DQGVLJQLƁFDQWO\UHGXFHGDPDJHXQVFKHG-
uled downtime and unexpected costs asso-
FLDWHGZLWKƁUHVDWHOHFWULFSRZHUVWDWLRQV
worldwide.
The culprit is steam. 90% of electric
power worldwide is generated by steam
WXUELQHVŜJLDQW YHUVLRQV RI MHW DLUFUDIW
engines—whose blades rotate under the
IRUFHRISUHVVXUL]HGVWHDP(ƣFLHQF\RU
the amount of electricity produced per unit
of fuel depends on the temperature of the
steam. The hotter, the better. That is, until
a droplet of lubricant escapes through a
global supplier of organic phosphorus de-
rivatives for various applications.
According to David Stonecipher, Di-
rector of Business Development, Lubricant
Additives Business, LANXESS Solutions
86,QFŠ/$1;(66RƢHUVWKHLUFXVWRPHUV
a choice of Reolube®7XUERƂXLG;&IRU- Figure 2. The FM insignia appears on labels of
mulated from TXP (trixylylphosphate) and FM Global Group-approved fluids.
7XUERƂXLG%EDVHGRQ7%33WEXW\ODWHG
triphenylphosphate), which provides com-
parable performance with lower toxicity, ids, evaluates the ignitability characteristics
biodegradability and safer handling. Turbo- RIDƂXLGLQWHUPVRILWV6SUD\)ODPPDELOL-
ƂXLG;&DQG%DUHWUXO\ƁUHUHVLVWDQW ty Parameter or SFP. The SFP is calculated
K\GUDXOLFƂXLGVIRUHOHFWURK\GUDXOLFFRQWURO from laboratory data for the rate at which a
pinhole in a pressurized line and atomizes
into a mist-like spray. If tiny microdroplets
land on steam pipes or other hot surfaces,
DFDWDVWURSKLFƁUHFDQGHYHORS7KLVVFHQDU-
LRFDXVHGDQHVWLPDWHGƁUHVLQSRZHU
plants between 1991 and 2005.
Phosphate ester-based lubricants help
prevent this scenario. These fluids have
the best possible resistance to ignition and
FRPEXVWLRQ7KH\WHQGQRWWRFDWFKRQƁUH
because they have high ignition tempera-
tures, resist reactions with oxygen and have
very low vapor pressures. If phosphate es-
ters ignite under extreme conditions, they
have the unique ability to self-extinguish
because their heat of combustion is ex-
ceptionally low. Phosphate esters are the
preferred choice for lubricant applications
ZLWKKLJKULVNRIƁUH
LANXESS Reolube®7XUERƂXLGV
LANXESS (Cologne, Germany) is a leading
global supplier of phosphate esters. The Lu-
bricant Additives Business supplies more
WKDQV\QWKHWLFEDVHƂXLGVDGGLWLYHVDQG
fully-formulated lubricants to over 800 cus-
tomers. Phosphate esters are manufactured
at a dedicated facility in Manchester, Great
Britain with over 75 years of experience and
distributed from regional stock points in the
68 • NOVEMBER 2018 CMF PLUS
(+&V\VWHPVFRPSUHVVRUVSXPSVDQG
generators at power stations. They also have
excellent lubrication properties and thermal,
oxidative and hydrolytic stability.”(Figure 1)
Fluids formulated with polyol ester,
polyalkylene glycol (PAG) and phosphate
ester base stocks have received FM Global
Standard 6930 approval and are promoted
DVEHLQJƁUHUHVLVWDQW)0*OREDODSURS-
erty insurance company, develops its own
engineering standards to evaluate (and help
organizations reduce) risks for catastroph-
ic losses. Their Approval Standard 6930,
)ODPPDEOH&ODVVLƁFDWLRQRI,QGXVWULDO)OX-
Figure 1. Reolube® Turbofluid phosphate ester
base stock chemistries TXP (trixylylphosphate,
left) and TBPP (t-butylated triphenylphosphate,
right)
| TRIBOLOGY & LUBRICATION TECHNOLOGY
sample releases heat when sprayed through
a ring burner and the ability of its vapors
WRVXVWDLQLJQLWLRQ+RZHYHUDVGLVFXVVHG
EHORZQRWDOO)0*OREDODSSURYHGƂXLGV
are created equal. (Figure 2)
Turbofluids from LANXESS meet or
H[FHHGPXOWLSOHVWDQGDUGVVSHFLƁFDWLRQV
IRUƁUHUHVLVWDQWƂXLGVEHFDXVHWKH\KDYH
exceptionally high ignition temperatures
and unique self-extinguishing properties:
• FM Global Standard 6930
Approved
ť ,62IRUƁUHUHVLVWDQW
K\GUDXOLFƂXLGV
• ISO 10050 and ASTM D4293 for
SKRVSKDWHHVWHUƂXLGVLQSRZHU
VWDWLRQ(+&DSSOLFDWLRQV
• OEM approvals from General
Electric, Siemens, Alstom,
Mitsubishi, Chinese National, etc.
Fire-Resistance Comparisons
LANXESS compared the performance of
7XUERƂXLG%DQG;&ZLWKIRXURWKHU
base stocks in three laboratory tests from
VSHFLƁFDWLRQVIRUƁUHUHVLVWDQW(+&ƂXLGV
2QO\7XUERƂXLG%DQG;&SDVVHGDOO
three tests of ignition and combustion re-
sistance. (Figure 3)
WWW.STLE.ORG
Figure 3. EHC fluid fire resistance tests

Figure 4. Reolube® Turbofluid 46XC phosphate ester fluid does not ignite below 700°C (left) while PAG ignites at approximately 450°C (right). © LANXESS

)LUVWLQWKH,62+RW0DQLIROG,J-
nition Test, a sample drops vertically onto a
heated tube. The test is repeated at higher
tube temperatures until ignition occurs, and
WKHƂXLGPD\EXUQDVLWGULSVDQGFROOHFWVLQ
a tray. (Figure 4)
The ignition temperatures of 46B and
46XC (726 and 741°C, respectively) were
more than 200°C higher than for polyol es-
ter, PAG, PAO/ester blend and Group I min-
eral oil. Both phosphate esters surpassed
Figure 5. Phosphate esters are the most difficult to burn in the Hot Manifold Ignition Test.
WWW.STLE.ORG
q&DW\SLFDOVSHFLƁFDWLRQOLPLWZLWKRXW
igniting, a critical threshold because steam
temperatures can range from 300 to 600°C
in power plants. All samples except 46B and
;&EXUQHGZKLOHGULSSLQJRƢWKHWXEH
DQGLQWKHWUD\7KHVHUHVXOWVFOHDUO\GLƢHU-
entiated phosphate esters from other less
ƁUHUHVLVWDQWƂXLGV(Figure 5)
Second, the ISO 14935 Wick Flame Per-
VLVWHQFH7HVWLQYROYHVVRDNLQJDQRQƂDP-
PDEOHERDUGLQWHVWƂXLG$ƂDPHLVDSSOLHG
CMF PLUS | TRIBOLOGY & LUBRICATION TECHNOLOGY
to an exposed edge of the board. The per-
VLVWHQFHWLPHLVPHDVXUHGDIWHUWKHƂDPHLV
removed and the board continues to burn.
Six trials are performed and averaged for
ƁYHSHULRGVRIƂDPHDSSOLFDWLRQ
20 and 30 s).
7XUERƂXLGV%DQG;&SDVVHGWKH
Wick Flame Persistence Test with average
SHUVLVWHQFHWLPHVVZKLOHDOORWKHUƂX-
ids failed to meet the 60 s maximum burn
time requirement. Thanks to the self-extin-
NOVEMBER 2018 • 69
LANXESS
Figure 6. Phosphate esters are the only fluids able to pass the Wick Flame Persistence Test.
guishing property of these two phosphate
esters, combustion ceased 1.2 and 2.2 s
DIWHUDƂDPHZDVDSSOLHGIRUVWRERDUGV
immersed in 46B and 46XC, respectively.
(Figure 6)
Third, the ISO 15029-1 Spray Ignition
Flame Persistence Test entails pressurizing,
KHDWLQJDQGDWRPL]LQJƂXLGWKURXJKDQR]-
]OH7KHVSUD\LVLJQLWHGZLWKDWHVWƂDPHDW
a series of positions along the spray pattern.
$IWHUWKHVSUD\LJQLWHVWKHWHVWƂDPHLVUH-
moved, and the persistence time is mea-
sured while the sample burns.
7\SLFDOVSHFLƁFDWLRQVUHTXLUHWKDWWKH
VDPSOHƂDPHH[WLQJXLVKZLWKLQV6HOIH[-
tinguishing phosphate esters 46B and 46XC
ZHUHWKHRQO\ƂXLGVWKDWSDVVHGWKH6SUD\
Ignition Flame Persistence Test. Maximum
burn times were 2 and 8 s for 46XC and 46B,
respectively. (Figure 7)
Properties of 46B and 46XC
LANXESS optimized Reolube®7XUERƂXLGV
id applications. Low values for air entrain-
ment and foam formation/stability prevent
erratic operation of servo valves and cav-
itation of pumps. Relatively high volume
resistivity avoids electrokinetic erosion of
servo valve metering edges. (Figure 8)
Water content is low to minimize hydro-
lysis, i.e., reversal of reactions between acids
and alcohols used to synthesize esters. Acid
numbers are low to enhance stability and
service life and control risk of corrosion.
Low pour point facilitates storage and
use at low temperatures. Water separation
facilitates removal of water contamination
IURPLQVHUYLFHƂXLGV$QGR[LGDWLRQVWDELO-
ity limits production of acid from chemical
reactions with oxygen known to reduce lu-
bricity and produce precursors to varnish
and sludge that can interfere with operation
of servo valves and other devices.
7XUERƂXLG;&KDVEHHQDVWDWHRIWKH
DUWSURGXFWIRUGHFDGHV+RZHYHUEDVHGRQ
QHZUHVHDUFK7;3EDVHƂXLGZDVFODVVLƁHG
in the development of a new product, 46B,
with premium performance characteris-
tics identical to those of 46XC. LANXESS
H[SHFWVWKDW(85($&+PLJKWEDQXVHRI
7;3EDVHGƂXLGVVRPHWLPHLQWKHQHDUIX-
WXUH7XUERƂXLG%SURYLGHVDQH[FHOOHQW
low-toxicity alternative to 46XC.
TBPP and 46B (but not TXP and 46XC)
are biodegradable, i.e., broken down read-
ily by naturally-occurring microbes in soil
and water. Biodegradable lubricants may be
preferred or required for applications near
bodies of water and other environmentally
sensitive locations. Lubricant biodegrad-
ability is unrelated to hydrolytic, oxidative
or thermal stability in applications.
Hydrolytic Stability
+\GURO\WLF VWDELOLW\ WKH WHQGHQF\ QRW WR
undergo hydrolysis reactions with water, is
NH\WRORQJVHUYLFHOLIHRI(+&ƂXLGVIRU
power generation applications. LANXESS
used the standard test DIN 14833 Deter-
%DQG;&,629*IRUK\GUDXOLFƂX- as a reproductive toxin. LANXESS invested PLQDWLRQ RI WKH +\GURO\WLF 6WDELOLW\ RI

Figure 7. Only self-extinguishing phosphate esters pass the Spray Ignition Flame Persistence Test.

70 • NOVEMBER 2018 CMF PLUS | TRIBOLOGY & LUBRICATION TECHNOLOGY WWW.STLE.ORG

Figure 8. Reolube® Turbofluid 46B and 46XC properties are optimum for hydraulic fluid applications.

Fire-resistant Phosphate Ester Fluids to
compare Reolube®7XUERƂXLG%ZLWKD
FRPPHUFLDO7%33EDVHG(+&ƂXLGIURP
another supplier. This procedure entails
heating a 300 g sample with 100 g water
at 85°C. Samples are collected after 96 h;
LANXESS additionally collected samples
number) is measured to evaluate the acidity
of each sample. Samples from two batches
of each product were tested.
Reolube ® Turbofluid 46B exhibited
superior hydrolytic stability compared to
the competitive product. Both samples of
%VDWLVƁHGWKH,62OLPLWPJ
two batches of competitive product met this
challenge. (Figure 9)
The superiority of 46B became obvious
after 144 h; TAN values for the competitive
product were more than double those for
46B. After 192 h, the average TAN for 46B
was 175% lower than for the alternative
after 144 and 192 h. The TAN (total acid
Figure 9. Reolube® Turbofluid 46B exhibits superior hydrolytic stability compared to an alternative fluid. LANXESS.
WWW.STLE.ORG
.2+JVDPSOHDIWHUKRQO\RQHRIWKH
CMF PLUS | TRIBOLOGY & LUBRICATION TECHNOLOGY
product.
According to Dana Kupenova, Global
Product Manager for Phosphate Esters,
Lubricant Additives Business, LANXESS
6ZLW]HUODQG*PE+0DQ\SRZHUSODQWV
especially nuclear, are hesitant to change
IURPRQH(+&ƂXLGWRDQRWKHUGXHWRPDQ\
ULVNVLQYROYHG+RZHYHU(+&ƂXLGVVXS-
plied by LANXESS to the power generation
industry have decades of positive user ex-
perience and a proven record of exceptional
quality and longevity. For example, a satis-
ƁHGFXVWRPHUDWDQXFOHDUSRZHUSODQWLQ
WKH86UHSODFHGWKHLUK\GUDXOLFƂXLGZLWK
JDOORQVRI7XUERƂXLG%LQ(+&VIRU
two General Electric steam turbines, each
986 MW gross. Ten years later, that Tur-
ERƂXLG%LVVWLOOSURYLGLQJVDWLVIDFWRU\
SHUIRUPDQFHb
LANXESS Reolube® Turbof luids are sold
under standard sales specifications and un-
der LANXESS standard terms and conditions
of sale. Specific recommended usage, safe-
ty and health guidelines are available from
NOVEMBER 2018 • 71
The Dow Chemical Co.
UCON™ WaterGuard Stabilizers
Improving Hydrolytic Stability of Esters
By Andrew Larson, Market Manager
Dow Performance Lubricants is one of
the most collaborative partners for lubricant
formulators and marketers at the intersec-
tion of chemistry and tribology, providing
raw materials that help formulate solutions
and meet the performance and regulatory
challenges encountered by end-users. As
the lubricant industry evolves, Dow contin-
ues to expand its product portfolio to meet
the needs of the industry. When hydrolytic
stability is a concern for esters, the inclusion
of a UCON™ WaterGuard (WG) Stabilizer
into the formulation can reduce their rate
of hydrolysis.
Macro Trends Driving Change
Across many industries macro trends are
shaping the products delivered to the end
72 • NOVEMBER 2018
user and the lubricants industry is included.
These macro trends include digitalization
(Industry 4.0), electric mobility, and sus-
tainability.
Sustainability has been impactful espe-
cially as it has moved the industry to ex-
DPLQHWKHHƢHFWVRIOXEULFDQWVRQWKHHQ-
YLURQPHQWORRNLQJWRORQJHUOLIHƂXLGVWR
eliminate waste, and examining renewable
base stock chemistries.
The trend of sustainability has also
driven regulatory change to help protect
our waterways in the form of the U.S. EPA’s
2013 Vessel General Permit (VGP)1. Along
with regulatory change there has also been
the advent of voluntary programs including
EU Ecolabel2, Germany’s Blue Angel3, and
Korea’s Eco-label4.
CMF PLUS | TRIBOLOGY & LUBRICATION TECHNOLOGY
In the U.S. EPA’s 2013 VGP, environ-
mentally acceptable lubricants (EALs) were
GHƁQHGDQGRQHRIWKHFKHPLVWULHVWKDWƁW
the requirements were organic esters. This
includes natural esters (e.g. vegetable oils),
chemically modified vegetable oils (e.g.
high oleic vegetable oils), and synthetic es-
WHUV7KHVHFKHPLVWULHVRƢHUJRRGORZWHP-
perature properties and oxidative stability
but some hydrolytic stability issues persist.
Made for a Life at Sea
At sea, the importance of machinery lu-
brication reliability cannot be overstated.
UCON™ WG Stabilizers can extend the life
of lubricants used in marine applications,
including deck equipment, by improving
the hydrolytic stability of a fluid formu-
WWW.STLE.ORG
 Figure 1. Hydrolysis of Esters
Figure 2. Traditional PAG, EO/PO (50/50 w/w)
lated with esters. With variants available
for use in vegetable oils (natural esters or
triglycerides) or synthetic esters, UCON™
WG Stabilizers do more than enable lon-
ger-lasting lubricants – they can also help
to control deposit and varnish formation as
the lubricant ages.
Esters used in lubricants are prone to
hydrolysis when exposed to moisture or wa-
ter—a likely possibility on a ship—which
FDQOHDGWRDFLGJHQHUDWLRQDQGƂXLGGHJ-
radation. UCON™ WG Stabilizers act like a
sponge, soaking up the free water to render
it less active and kinetically slowing down
the rate of hydrolysis. UCON™ WG Stabiliz-
ers also can help meet legislation requiring
that maritime lubricants be biodegradable,
minimally toxic, and not bio-accumulative.
WWW.STLE.ORG
Figure 3. Tri-block copolymer of EO & PO
,QWKHƁHOGVRXUFHVRI+RUDFDWDO\VW
can drive a faster rate of hydrolysis for the
ester (Figure 1)6RXUFHVRI+LQFOXGHDFLG-
ic anti-wear or extreme pressure additives
(e.g. amine phosphates), free organic acid
IURPWKHRULJLQDOHVWHULƁFDWLRQSURFHVVDQG
acidic gas intake from air into the lubricant
(e.g. CO2 +2S, SO2). Sources of catalyst
include metals from wear or corrosion in
equipment (e.g. Cu, Cr, Fe).
Hydrolytic Stability of Esters Using
Polyalkylene Glycols
Polyalkylene glycol (PAG) technology pres-
ents a large variety of possible polymer ar-
FKLWHFWXUHV7KHGHVLJQRIWKHSRO\PHULQƂX-
ences the viscosity index, low temperature
properties, and many more aspects of the
CMF PLUS | TRIBOLOGY & LUBRICATION TECHNOLOGY
product. The biodegradability of the PAG
molecule is also dependent on the polymer
structure.
The traditional PAG chemistry is based
on the random copolymerization of eth-
ylene oxide (EO) and propylene oxide (PO).
When water is added to this chemistry it
typically results in a decrease in viscosity
(Figure 2). By changing the PAG’s architec-
ture and moving to a tri-block copolymer of
EO and PO, the resulting product now acts
like a polymeric sponge in the presence of
water (Figure 3).
UCON WG-1: Versatility Expands
Possibilities
The UCON™ WG-1 Stabilizer can be used
with most natural and synthetic esters, in-
NOVEMBER 2018 • 73
THE DOW CHEMICAL CO.

cluding unsaturated and saturated esters.

As shown in Figure 4, the UCON™ WG-1
6WDELOL]HUVLJQLƁFDQWO\LPSURYHVWKHK\GUR-
lytic stability of a polyol ester resulting in
extended lubricant life. The UCON™ WG-1
Stabilizer is readily biodegradable (OECD
301F) and is based on an ISO-32 viscosity
grade. It is also accredited as a component
for use in food-grade lubricants.5 It features
a high viscosity index and excellent low
temperature performance.

UCON WG-2: Focus on Saturated

Figure 4. Hydrolytic stability improvement with UCON™ WG-1 Stabilizer7,8 Synthetic Esters
The UCON™ WG-2 Stabilizer is a tri-block
copolymer and is intended for use primarily
with saturated synthetic esters. As shown in
Figure 5, when UCON™ WG-2 Stabilizer is
added to a fully saturated trimethylolpro-
pane (TMP) ester, even at quantities as low
as 5 percent, hydrolytic stability improves.
Polyol esters are inherently more resilient
than vegetable oils, making the hydrolytic
stability improvement smaller under these
test conditions. It is readily biodegradable
Table 1. Typical properties of UCON™ WG-1 Stabilizer9 (OECD 301F), approved for direct and indi-
rect food additive use6 and features a high
viscosity index.

NOTES
1. https://www.epa.gov/npdes/
vessels-vgp
2. http://ec.europa.eu/environment/
ecolabel/
3. https://www.blauer-engel.de/en
4. http://www.ecolabelindex.com/
ecolabel/korean-ecolabel
5. UCON™ WG-1 Stabilizer complies with US
)'$&)5DQGLV16)FHUWLƁHG
for indirect food contact.
6. UCON™ WG-2 Stabilizer complies with US
7,8 FDA 21 CFR 172.808Ib)3, 173.340(a)(2)1,
Figure 5. Hydrolytic stability improvement of estolide (TMP) with UCON™ WG-2 Stabilizer
175.105, 176.180(b)(2), 176.200(d)(3),
176.210(d)(3), 177.1200(c) and 177.1390(c)
(2)(ii)2.
7. The graphic representations are presented
here for illustrative purposes only and
should not be construed as product
VSHFLƁFDWLRQV
 $670'LVPRGLƁHGE\DGGLQJDQ
DPLQHSKRVSKDWHDWZWWRDUWLƁFLDOO\
accelerate aging and the experiment is
conducted with 10 wt% water in place of
25 wt% water.
9. These are typical properties, not to be
Table 2. Typical properties of UCON™ WG-2 Stability9 FRQVWUXHGDVVSHFLƁFDWLRQV

74 • NOVEMBER 2018 CMF PLUS | TRIBOLOGY & LUBRICATION TECHNOLOGY WWW.STLE.ORG

The Lubrizol Corp.

Not all Industrial Gear oils are

Formulated the Same
A next generation Industrial Gear oil with enhanced bearing and
micropitting performance
By Seth Crawley, Technology Manager

© Can Stock Photo / maxuser

Many of today’s industrial processes involve a gearbox as a critical element of a linear

production line. This means that a single part failure in this gearbox can result in a number
of costly scenarios, such as total shutdown of production, lost output or revenue, cancelled
contracts and additional servicing costs. Furthermore, malfunctioning equipment can be
a potential health and safety issue. In order to help prevent these scenarios from happen-
ing, a properly balanced industrial gear lubricant and a regular maintenance program are
necessary to prevent the economic losses resulting from unplanned downtime.
It is common for industrial gear oil marketers to focus on delivering robust gear
WHHWKSURWHFWLRQ+RZHYHULWLVLPSRUWDQWWRQRWHWKDWFORVHWRRIJHDUER[IDLO-

76 • NOVEMBER 2018 CMF PLUS | TRIBOLOGY & LUBRICATION TECHNOLOGY WWW.STLE.ORG


Figure 1. FE-8 Rolling element weight loss of single components
ures are due to bearing failures—conse-
quently strong bearing protection must
also be considered in the development
of a robust industrial gear lubricant. En-
JLQHHULQJWUHQGVDUHDOVRLQƂXHQFLQJWKH
possible conditions under which industrial
gear systems can operate. These trends,
and ultimately the conditions under which
gearboxes operate, are also dictating the
DGGLWLRQDOSURSHUWLHVWKDWHƢHFWLYHLQGXV-
foam and provide oxidative and thermal
stability.
,QGXVWULDOJHDURLOVSHFLƁFDWLRQVKDYH
evolved over the years to include more
stringent bench and mechanical testing to
assess an oil’s ability to provide robust gear
and bearing protection, perform satisfac-
torily under a variety of harsh conditions
and be compatible with ancillary system
componentry such as paints, seals and ad-
number of factors. Industrial gear oils are
formulated using a variety of components,
many of which are surface active and can
potentially compete amongst themselves
as they seek to bind to metal surfaces. Anti-
wear and extreme pressure additives often
FRPSULVHWKHPDMRULW\RILQGXVWULDOJHDURLO
formulations and, to ensure proper bearing
and gear protection, a proper balance must
be struck between these components if all
performance parameters are to be met. To
demonstrate the importance of the requi-
VLWHEDODQFHDYDULHW\RIVXOIXUL]HGROHƁQV
and organophos antiwear were evaluated
in the FE-8 bearing test as single compo-
nents in base oil to get a better sense of
WKHLU LQƂXHQFH RQ EHDULQJ SHUIRUPDQFH
(see Figure 1). The test oils were all run in
ISO VG 68 for greater severity. The graph
represents the MW50 of the rolling element
weight loss, or 50% of the bearings run will
lose that much weight or less.
To start, a baseline was run with no
DGGLWLYHGLVSOD\LQJVRPHSLWWLQJDQGVFXƢ-
ing. It could be concluded that, when used
DVVROLWDU\FRPSRQHQWVVXOIXUL]HGROHƁQV
are harmful to bearing performance with
WKHH[FHSWLRQRIVXOIXUL]HGROHƁQYHJ-
trial gear lubricants must possess.
For example, industrial gear systems
are getting smaller, translating to smaller
oil sumps with less lubricant to provide the
essential system protection and cooling.
Gear manufacturers are also using new
JHDUVXUIDFHƁQLVKLQJPHWKRGVVXFKDVVX-
SHUƁQLVKLQJDQGDUHIRFXVHGRQHQDEOLQJ
higher loads for gear teeth and bearings,
resulting in higher gearbox temperatures.
This requires modern industrial gear oils
to possess robust fatigue resistance, be
KHVLYHV+LVWRULFDOO\VSHFLƁFDWLRQVIRFXVHG
on corrosion, oxidation, EP tests such as
)=*VFXƣQJDQGZDWHUWROHUDQFH,QWKH
HDUO\VJHDUER[2(0VSHFLƁFDWLRQV
started to introduce FE-8 bearing, FVA-54
micropitting as well as system component
compatibility tests. Continued evolution of
VSHFLƁFDWLRQVKDVOHGWRPRUHULJRURXVHYDO-
uations of industrial gear oils, such as mi-
cropitting tests under varied temperatures
and bearing tests under even more extreme
FRQGLWLRQVOLNHWKH6FKDHƤHU6WHS)(
HWDEOHRLOEXWLWLVNQRZQWKDWWKLVRƢHUV
LQVXƣFLHQWVFXƣQJSURWHFWLRQIRUJHDUV
(see Table 1).
In contrast, certain organophosphorus
DQWLZHDUFRPSRQHQWVFDQEHKLJKO\EHQHƁ-
cial to FE-8 performance especially organo-
SKRVSKRUXV$:ZKLOHRWKHUVRƢHUOLWWOHRU
no protective capability. The key takeaway
is that individual chemical components can
register highly positive or highly negative
responses in FE-8 testing.
The next investigation conducted was to
balanced to provide reliable bearing pro- bearing tests. FRQƁUPLIRUJDQRSKRVSKRUXV$:FRXOG
tection and be capable of operating in In order to formulate industrial gear DWWHQXDWHVXOIXUL]HGROHƁQSHUIRUPDQFHLQ
many varied environments, where they oils capable of meeting these stringent re- the FE-8 bearing test in a fully formulated
must readily separate water, collapse quirements, formulators must consider a additive package while still delivering a

Baseline Sulfurized Sulfurized Sulfurized Organophos Organophos Organophos New

(no additive) Olefin 1 Olefin 2 Olefin 3 AW 1 AW 2 AW 3

Table 1. FE-8 parts for single components.

WWW.STLE.ORG CMF PLUS | TRIBOLOGY & LUBRICATION TECHNOLOGY NOVEMBER 2018 • 77

THE LUBRIZOL CORP.
Table 2. FE-8 performance of IGO candidates with different organophos AW.
proper balance with gear performance. To
answer that question, complete additive
packages in industrial gear oil formulations
ZHUHHYDOXDWHGLQWKH)(WHVWDIWHUƁUVW
FRQƁUPLQJWKDWWKH\HDFKGHOLYHUHGHƢHF-
WLYH)=*JHDUVFXƣQJSURWHFWLRQPHDQLQJ
FLS > 12 was obtained. In this case, three
additive packages in a group II ISO VG 150
base oil, all containing the same compo-
nentry except for the organophosphorus
antiwear component, were tested. Group
II base oil was chosen because it
RƢHUVDJRRGFKDQFHIRUVXUIDFH
DFWLYHFKHPLVWU\IRUPLQJDQHƢHF-
WLYHWULERƁOPRQPHWDOVXUIDFHV
Each formulation with varying
organophosphorus antiwear was
evaluated in the FE8 bearing test
(as a reminder, AW 1 was the top
performer in the FE-8 test as a
single component).
As demonstrated in Table 2, a
new product, Lubrizol® IG93MB,
which contains organophospho-
rus AW1 is again the top per-
former in the FE-8 bearing test.
+RZHYHU DGGLWLYH SDFNDJH $
which is the formulation with AW
MXVWEDUHO\PHHWVWKHOLPLWVIRU
WKH',1VSHFLƁFDWLRQRI
30mg roller bearing weight loss.
While the numbers may not nec-
HVVDULO\LPSO\DFOHDUGLƢHUHQFH
between formulation A and Lu-
78 • NOVEMBER 2018
brizol IG93MB, the visual appearance of the
parts help to reinforce that this is only one
snapshot of additive A’s performance. In or-
der to guarantee robust performance and
broad base oil coverage, clearly Lubrizol
IG93MB is the top performer.
Collectively, these results reinforce that
a properly balanced industrial gear oil can
deliver robust gearbox protection by en-
suring both solid bearing performance and
gear protection.
Figure 2. Step 1-4 FE8 bearing performance of Lubrizol
IG93MB in group I base oil.
CMF PLUS | TRIBOLOGY & LUBRICATION TECHNOLOGY
As mentioned earlier, step 1-4 FE8
bearing tests are now being used to as-
sess bearing protection under a variety of
VSHHGVORDGVGXUDWLRQVDQGZLWKGLƢHUHQW
bearing types. These tests were originally
XVHGLQZLQGWXUELQHVSHFLƁFDWLRQVWRDV-
sess bearing performance under a variety
of conditions but are now being included
in more mineral based industrial gearbox
2(0VSHFLƁFDWLRQV/XEUL]RO,*0%KDV
been evaluated in a group I base oil under
these Step 1-4 conditions and has demon-
strated robust passing performance in all of
these tests (see Figure 2).
Previously, it was demonstrated that
balancing extreme pressure and antiwear
FRPSRQHQWVLVFULWLFDOWRSURYLGHHƢHFWLYH
EHDULQJSURWHFWLRQ+RZHYHUEDODQFLQJRI
all components in industrial gear oils is re-
quired for overall gearbox protection.
As stated above, industrial gear oil
testing has evolved to include both FZG
VFXƣQJ DQG )9$ PLFURSLWWLQJ HYDOX-
ations. To demonstrate the superior gear
protection of Lubrizol IG93MB under stan-
GDUG)=*VFXƣQJFRQGLWLRQVUDWKHUWKDQ
stopping the test at the standard FLS 12,
our testing was extended to the mechanical
limit of the equipment (FLS > 14). Table 3
VKRZVWKHH[FHSWLRQDOVFXƣQJSURWHFWLRQ
which ensured only minimal damage even
under these most extreme test conditions.
We have shown that strong
)=*JHDUVFXƣQJUHVXOWVGRQRW
guarantee robust bearing protec-
tion and that robust bearing pro-
tection does not guarantee gear
VFXƣQJSHUIRUPDQFH+RZHYHU
there is yet another parameter
critical for modern industrial
gearbox protection: micropit-
ting resistance. This fatigue phe-
nomenon is important because
it can eventually lead to noise,
vibration and sometimes mac-
ropitting with subsequent failure
of the gear tooth. Furthermore,
PLFURSLWWLQJUHODWHGƁHOGLVVXHV
are reported to be increasing,
meaning that micropitting can
also result in costly downtime
for industrial processes. Again,
there is a very delicate balance
required to design a robust in-
dustrial gear oil able to deliver
WWW.STLE.ORG

Lubrizol® New gear
IG93MB
Table 3. Gear teeth from FZG.
robust all-around performance.
In order to assess Lubrizol IG93MB’s mi-
cropitting performance, a variety of group I
formulations were evaluated in the FVA-54
micropitting test. Figures 3 and 4 show two
of the test parameters that the FVA-54 test
DVVHVVHVJHDUSURƁOHGHYLDWLRQDQGSHUFHQW
micropitting of the gear tooth. Many of the
LQGXVWU\DQG2(0VSHFLƁFDWLRQVUHTXLUH
industrial gear oils to have a FLS 10 high
rating, which Lubrizol IG93MB comfortably
(and repeatedly) meets because is it below
the limits for each test parameter—see the
areas highlighted in blue in Figures 3 and 4.
In conclusion, since gearbox failures
occur at the weakest point, it is important
to deliver a consistent level of protection
to all parts of the system including both
gear teeth and bearings. Lubrizol continues
to investigate how to consistently deliver
the highest level of protection to all critical
gearbox components and has developed
additive technology which can enable the
highest level of gearbox bearing perfor-
mance. This technology has now been in-
corporated into our new product, Lubrizol
IG93MB. And, through our extensive and
rigorous testing protocols, we have demon-
strated that Lubrizol IG93MB based formu-
lations provide the right balance of best
in class bearing performance, robust gear
protection, along with superior micropit-
WLQJUHVLVWDQFHZKLOHRƢHULQJFRPSDWLELOLW\
with ancillary system componentry to en-
sure complete gearbox protection.

(]LYHNL7YVÄSL-VYT+L]PH[PVUMM.JH\ZLKI`4PJYVWP[[PUN

Figure 3. Profile
Deviation from
Lubrizol IG93MB
FVA-54.

4PJYVWP[[PUN(YLH.-

Figure 4.
Micropitting
percentage of
Lubrizol IG93MB
in FVA-54.

WWW.STLE.ORG CMF PLUS | TRIBOLOGY & LUBRICATION TECHNOLOGY NOVEMBER 2018 • 79

Vanderbilt Chemicals

Esters for Engine Oils

By C. Esche, G. Mazzamaro, K. Delaney, J. Jurs of Vanderbilt Chemicals, LLC
R. Butler and G. Pollock of Teknor Apex

© Can Stock Photo / Apriori

Esters have been widely used in a variety of lubricants, especially aerospace, since WWII.
At the time, esters were favored because of their stability over a wide temperature range and
LQKHUHQWZHDUSURWHFWLRQ+RZHYHURYHUWLPHRWKHUW\SHVRIV\QWKHWLFEDVHRLOVEHJDQWREH
used in passenger car engine oils because of changes in technology and performance. Due
to government legislation requiring OEMs to develop vehicles with improved fuel economy
and reduced greenhouse gas emissions, there has been a lot of interest in the possibility of
using esters to formulate low viscosity passenger car engine oils because of their inherent low
volatility and high viscosity index (VI). Esters are also known to exhibit good deposit control
because of their oxidative stability and detergency. Esters are also used in the more conven-
tional viscosity grades because of their ability to induce seal swell and solubilize additives.

80 • NOVEMBER 2018 CMF PLUS | TRIBOLOGY & LUBRICATION TECHNOLOGY WWW.STLE.ORG

Table 1. Color Coded Viscometric Comparisons between TruVis™ Esters and Other Base Oils.
* 90% Group II base oil
Figure 1. TEOST™ MHT-4 Deposit Test Results In Experimental 0W-20 Oils with 10 wt. % Ester
Base oils with high VI and good oxida-
tive stability allow formulators to use less
VI improver and dispersant in the formula-
tion. Both of these additives are polymers
which can increase the viscosity of the
ƁQLVKHGRLO7KHPRUHYLVFRXVWKHRLOWKH
OHVVOLNHO\LWZLOOEHIXHOHƣFLHQW/RZYROD-
WLOLW\EDVHRLOVUHGXFHƁQLVKHGRLOYRODWLOLW\
These are important factors in preserving
fuel economy performance of the oil as it
ages in an engine.
Diesters and polyol esters are two class-
es of esters commonly found in engine oils.
Key viscometric, deposit and friction bench
WHVWGDWDKLJKOLJKWLQJWKHEHQHƁWVIRUXV-
ing diesters TruVis™ A130 and TruVis™
D2020 or polyol esters TruVis™ P3020 and
WWW.STLE.ORG
TruVis™ P3121 in a fully formulated engine
oil are summarized below.
Three color coded comparisons be-
tween an ester and the appropriate ref-
erence oil (commercial PAO or Group III
base oil) are shown in Table 1. The vis-
cometric comparisons are between base
oils of similar 100°C kinematic viscosity.
The viscosity index data indicates that
all three esters have directionally higher
VI than their color-coded reference base
oils. In addition, two of the three esters
KDYHVLJQLƁFDQWO\ORZHUYRODWLOLW\WKDQWKH
reference (Gp. III & PAO 4) oil. As an add-
HGEHQHƁWWKHFROGFUDQNDQGSRXUSRLQW
comparisons show two of the three com-
parisons favoring esters.
CMF PLUS | TRIBOLOGY & LUBRICATION TECHNOLOGY
Base oil oxidative stability plays a sig-
QLƁFDQWUROHLQƁQLVKHGRLOIXHOHFRQRP\
and engine cleanliness. Base oils with poor
R[LGDWLYHVWDELOLW\FDXVHWKHƁQLVKHGRLOWR
form more sludge and varnish deposits in-
side an engine which has a negative impact
RQHQJLQHHƣFLHQF\,WLVDOVRZHOONQRZQ
that as a base oil oxidizes, the finished
oil viscosity becomes more viscous and
WKHUHIRUHOHVVIXHOHƣFLHQW7KH7(267ŭ
0+7ZDVXVHGWRPHDVXUHWKHGHSRVLW
forming tendencies of ester base oil in an
experimental fully formulated engine oil.
The baseline 0W-20 formulation contains
100% Group II base oil, 750 ppm phospho-
rus, 2,200 ppm calcium, and no molybde-
num. This formulation serves as the “poor”
control. The “good” control is the same for-
mulation but with 100% Group III instead
of Group II base oil. The test formulations
are based on the “poor” control, but contain
10 wt.% ester in place of an equal amount
of Group II base oil. The deposit data in
Figure 1 demonstrates that 10% TruVis™
A130 and TruVis™ P3020 in Group II de-
livers better deposit performance than the
100% Group III “good” control, with Tru-
Vis™ P3121 performing equivalently to the
“good” control.
Friction reduction and fuel economy
DUHPDMRUFRQFHUQVIRU2ULJLQDO(TXLSH-
ment Manufacturers (OEM) around the
world. TruVis™ P3121 was selected for
friction comparison using a baseline test oil
similar to the baseline formulation used in
WKHSUHYLRXV7(267ŭ0+7FRPSDULVRQ
except that 40 wt% of the overbased cal-
cium sulfonate was replaced with an equal
weight percent of overbased magnesium
sulfonate. The various test oils were formu-
NOVEMBER 2018 • 81
VANDERBILT CHEMICALS

lated by replacing a percentage of Group

II base oil with an equivalent amount of
ester in the baseline oil. At all treat rates,
TruVis™ P3121 demonstrated friction re-
GXFWLRQDVPHDVXUHGE\WKHFRHƣFLHQWRI
friction in the SRV (see test conditions and
results in Figure 2). It is also important to
mention that the other three esters are also
known to reduce friction.
Many of today’s top tier engine oil ad-
GLWLYHVKDYHEHFRPHLQFUHDVLQJO\GLƣFXOW
to solubilize in modern engine oil. This is
because of the poor solvency/low polarity
of Group II, Group III and polyalpha ole-
ƁQ3$2EDVHRLOVWKDWDUHXVHGLQPRG-
ern engine oils. Esters are well known for
their ability to solubilize complex organo-
metallic additives such as molybdenum
dithiocarbamate (MoDTC). For example,
350 ppm molybdenum from a commerical
MoDTC was added to Group III base oil
(Figure 3). The vial on the left shows the
MoDTC was mostly insolubile in the Group
Figure 2. TruVis™ P3121 SRV® Friction Evaluation in an Experimental 0W-20 Engine Oil
,,,EDVHRLO+RZHYHUWKH0R'7&EHJDQWR
dissolve when 1.0 wt.% of TruVis™ A130,
TruVis™ D2020, TruVis™ P3020 or Tru-
Vis™ P3121 was added to the blend. The conventional as well as new generation low RIƁQLVKHGHQJLQHRLOV)LQDOO\HVWHUVKHOS
MoDTC was completely dissolved when viscosity engine oils. Esters typically have solubilize new, advanced technology addi-
2.0 wt.% ester was added to the blend. higher VI and lower volatility compared to tives being developed to help OEMs meet
In summary, driven by government reg- the more traditional base oils used in to- tougher greenhouse gas emission and fuel
ulation and higher performance require- day’s formulations. They also exhibit good economy standards being mandated by
ments, esters can be useful in formulating deposit control and can reduce the friction governments around the world.

0 wt.% 1.0 wt.% 2.0 wt.% 3.0 wt.%

Figure 3. Solubility Study for 350 ppm Molybdenum in Group III Base Oil With TruVis™ P3121

82 • NOVEMBER 2018 CMF PLUS | TRIBOLOGY & LUBRICATION TECHNOLOGY WWW.STLE.ORG

 TM
TRUVIS ESTERS
FOR ENGINE OILS

Distributed by:

BENEFITS OF ESTERS:
High & low temperature stability

Long life and extended drain intervals

Low volatility at low viscosities :::9$1'(5%,/7&+(0,&$/6&20

SHWUR#YDQGHUELOWFKHPLFDOVFRP
Resist oxidation & formation of deposits

Seal swell agent

Additive solubility
WWW.TRUVISESTERS.COM
truvis@teknorapex.com
 You work in a
technical world.
Should you belong to
a technical society?
Keeping current with technical changes in the lubricants
field is a daunting task.
More than 3,000 of your peers have solved this problem by
joining the Society of Tribologists and Lubrication Engineers.
STLE is the premier technical organization representing
lubrication professionals and tribology researchers.
Professionals from industry, academia and government join
STLE because they know no organization offers a more
complete look at the field of tribology.
STLE provides the lubricant industry’s highest level of
technical training and professional development. But the
benefits of membership don’t stop there.
STLE membership is a mark of distinction. It confers the seal
of authority on you and your organization and affiliates you
with the world’s leading experts in lubrication.
You work in a technical world. You belong in a technical
society. You belong in STLE.
Learn more about the benefits of STLE membership
and how to join at www.stle.org.

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 LUBRICANT INDUSTRY
CAREER OPPORTUNITIES
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PEERREVIEWED

Modeling Wear State Evolution

Using Real-Time Wear Debris Features
Shuo Wanga, Tonghai Wua, Hongkun Wub, and Ngaiming Kwokb
a KeyLaboratory of Education Ministry for Modern Design and Rotor–Bearing System, Xi’an Jiaotong University, Xi’an, P. R. China;
b School of Mechanical and Manufacturing Engineering, the University of New South Wales, Sydney, Australia

ABSTRACT ABSTRACT HISTORY

Because wear is one of the most typical causes of decreasing performance in running machines,
monitoring wear is regarded as a crucial technology in maintaining the health of machines. Howev- Received Mar. 17, 2016
er, monitoring wear is not a fully mature process because quantifying the development of wear in Accepted Sept. 27, 2016
real time is a challenging task because there is no universal indicator. To meet this need, wear-ori- Review led by Cyril Migdal
© 2017 STLE
ented dynamic modeling with online ferrographic images was used to investigate and then de-
scribe a real-time wear state. This investigation was carried out by combining three wear indices
to describe the wear rate, the wear mechanism, and the severity of wear. A binary classifier meth-
KEYWORDS
od is also proposed to classify these wear stages in the three extracted indices. A strategy to iden-
tify the dynamic transition of wear states with adaptive parameters is also developed and then a Dynamic modeling;
four-ball wear test is carried out to verify the method. The results indicate that this modeling strat- equipment wear tests;
egy can accurately identify a developing wear state that is characterized by stages. This proposed wear particle analysis;
method is better at monitoring the health evolution of a machine system than just detecting faults. oil condition monitoring

EDITOR’S NOTE: INTRODUCTION

This month’s Editor’s Choice
paper on filter debris analysis
shows the importance of
analyzing wear particles using
more in-depth techniques than
simply elemental spectroscopy.
A natural progression to this
type of analysis would be to
reduce the need to wait for the
filter to be removed in order
to obtain the wear debris. This
selected paper investigates
a method for performing
similar analysis in real-time,
seeing to identify correlation
against known wear debris.
One limitation to this analysis
is particle size, but that same
limitation exists with filter
debris analysis.
Evan Zabawski, CLS
Editor
Wear-induced failure is a principle fault of running machines. It is mostly introduced
by deterioration of wear performance and therefore can be reflected by their service
condition indicators and general monitoring. In essence, the wear of mechanical tri-
boparts is a dynamic and gradual process that passes through distinct stages from nor-
mal to failure. Good evidence for this general wear principle can be seen in a bath-
tub-shaped curve that shows how a typical wear process proceeds from a mild stage to
a normal stage and then to a severe stage during the life span of a machine (Kothamasu,
et al. (1)). Because these transitions in wear states are induced by alternating microwear
mechanisms, a deteriorating wear performance can be inferred by investigating the
transitions of mechanism related information. However, considering that online mon-
itoring is mostly conducted without human activity, it is crucial to have reliable and
quantitative wear states in order to conduct a lifetime and real-time evaluation of ma-
chine health, as well as a failure diagnosis and prognosis.
Condition monitoring based on wear is a practical way of obtaining information on
wear but, unlike vibration-based monitoring, online monitoring based on wear debris
is a primary method for acquiring real-time knowledge of a dynamic wear process as a
direct indication of the wear condition. According to Dempsey and Afjeh (2), the fea-
tures of wear debris are more robust than vibration signals for operational influences
and the ability to describe damage initiation and progression, especially in the early
period. Therefore, approaches that adopt wear features are attracting more attention in
machine monitoring (Roylance, et al. (3)). Various online methods for extracting in-
formation about wear have been proposed and they can be classified into three catego-

86 • NOVEMBER 2018 TRIBOLOGY & LUBRICATION TECHNOLOGY WWW.STLE.ORG

NOMENCLATURE
Ai = Particle coverage area in an image
D = Average distance of all newly emerging samples
DL = Concentration of large wear particles
DS = Concentration of small particles
G(·) = Kernel function
H = Bandwidth matrix
h = Band width value
I = Unit matrix
ries according to the different physical principles they use (Wu,
et al. (4); Miller and Kitaljevich (5); Kwon, et al. (6)). Although
these methods have been applied widely, our knowledge of wear
particle characteristics is limited because they only use electrical
signals to represent information pertaining to wear. However,
the recently developed direct approaches that use imagery can
provide more comprehensive information related to wear in or-
der to characterize this information (Wu, et al. (7)).
Wear stages can be inferred from various parameters such as
the wear rate, wear mechanism, and severity of wear. Of these
possibilities, the wear rate using particle counting is one of the
most frequently used indicators in many applications because
the wear rate can be obtained from sensors such as the MetalS-
can sensor (Becker, et al. (8)). However, other indicators such
as the size of debris also play a key role in determining the wear
status, but they cannot be obtained from particle counting.
In fact, wear is such a complicated process that it must be de-
scribed collectively using the wear rate, wear mechanism, and
wear severity (Peng and Kessisoglou (9); Ludema (10)). An at-
tempt to satisfy this need using online images of wear debris to
determine the wear state from particle dimensions (Wu, et al.
(11)) has recently been reported, but to characterize particles
with only information such as the coverage area may pose diffi-
culties when the number and dimensions of the particles vary.
For example, two pictures with the same particle coverage area
may have different numbers of particles and dimensions, which
may indicate different wear conditions. Later research solved
this problem by extracting the individual features of particles
using a statistical description and additional parameters (Wu, et
al. (12)). This finding has enabled a more comprehensive char-
acterization of wear debris and wear states.
When reliable information about the wear process has been
acquired, a mathematical model of wear through the time do-
main can be constructed. Modeling the dynamic wear process
is essential for online wear trend analysis. Analytical mod-
els based on the principle of asperity and Archard equations
are widely used for such purposes (Meng and Ludema (13)).
However, models that use contact mechanics focus on a transit
time span and are referred to as microscales, so they are not
directly applicable to machine wear processes at full life scale.
Alternative approaches such as data-based methods that include
WWW.STLE.ORG TRIBOLOGY & LUBRICATION TECHNOLOGY
L = Height of the object area
Ne = Number of newly emerging data
Rd = d-Dimensional space
Sh = Initial spherical space with fixed center and radius h
W = Width of the object area
WS = Function of wear state
w(·) = Weighting coefficients for each sample
b = Threshold
threshold-based trend prediction and fuzzy modeling have ad-
vantages in modeling lifelong wear in off-line wear monitoring
(Garcıa, et al. (14); Zhang, et al. (15); Peng and Zirk (16)). These
methods extract the changes and trends from a large amount
of data by clustering the salient features. The threshold meth-
od is the simplest and is mostly used for generating precaution
alerts for ongoing faults. The trend method relies on gray theory
and time series averaging and is also a popular choice in many
applications. However, with all of these data-based models, the
accuracy of the prediction is a primary problem in monitoring
because they only rely on the mathematical features of data, and
the wear deterioration mechanism is rarely included.
Intelligent methods have been developed to improve the
qualities of the wear model. For instance, a model of a nonlin-
ear system can be constructed by using machine learning tech-
niques (Jian, et al. (17)), as well as artificial neural networks,
but these methods require an indispensable training phase to
make the model capable and vast reference samples that may
be expensive or not available for a friction system in industry.
In an effort to break the limitation of sample requirements, a
support vector data description algorithm has proved that it
can perform wear data clustering with less demand on samples,
but it still requires normal data to construct the primary cluster
model (Wu, et al. (11)). As a result, considering the absence of
prior knowledge of wear progress for an unknown friction sys-
tem, which is very general in industry, these methods are con-
fined to online monitoring. To this end, free training samples
and intelligent adaptabilities are deemed necessary to model
and identify online wear states. Generally, the modeling strategy
used to identify and describe the wear state should also include
the following characteristics: (1) the wear mechanism should
be included in the modeling strategy because it directly induces
the development of failure and (2) because wear is regular over
a long period but random over a short time, the model should
not only identify data from different stages but should also ad-
just itself continuously throughout its full lifetime.
Aiming at a reliable characterization of the evolution of wear
states, a new procedure that uses online wear particle imaging
is formulated in this research. Firstly, to incorporate wear-re-
lated information with a description of the wear state, a static
wear state is characterized quantitatively via the three features
NOVEMBER 2018 • 87
Q PEERREVIEWED
extracted from wear debris images. Secondly, a static binaryclass
model is developed with a machine learning algorithm to dif-
ferentiate the wear datum from different stages. Thirdly, an im-
proved adaptive dynamic method is built to identify and model
the wear state transitions. Finally, the modeling strategy is ver-
ified via a four-ball machine wear test. This proposed method
can identify the stages in a dynamic wear process that reveal the
development of the wear state. This work provides a new and
practical method for modeling the wear process with greater
accuracy and also pushes the wear-based monitoring approach
further in a condition-based monitoring application.
The rest of this article is organized as follows. The imaging
system and the process for extracting information on wear are
described in the following section. The definitions of the wear
process indices are also given from a review of background
works. The principle of the mean shift algorithm specialized
for wear state modeling, including the procedures used to dy-
namically conduct and identify the wear state development, are
presented in the next section. Finally, a conclusion to this work
is drawn in the last section.
CHARACTERIZING ONLINE WEAR INFORMATION
BASED ON WEAR DEBRIS IMAGE
Only after the sensed information has been quantified can an
intelligent technique be used to reduce the human influence in
condition monitoring. Various mathematical indicators of wear
have been proposed and applied, but most online wear mon-
itoring techniques use particle counting to indicate the wear
state for diagnostic and predictive purposes (Wu, et al. (4)).
However, previous experience from analytical ferrography has
revealed that describing a wear state using only the wear rate is
not comprehensive, so other parameters such as the associated
wear mechanism are used for a more profound characteriza-
tion of wear (Wu, et al. (11)). On the other hand, severe wear
that is used in traditional ferrography to indicate the degree of
deterioration can also be used to characterize wear states. An
improved method has been developed by integrating three in-
dicators obtained from online images of wear particles (Wu, et
al. (12); Wu, et al. (18)); these include the wear rate, percentage
of large particles, and number of particles.
Features of debris from online images of wear debris
In online ferrograph images, the agglomeration of wear parti-
cles will hamper the extraction of individual particle features.
Therefore, the particle chains in the images were separated ac-
cording to a segmentation strategy published previously (Wu,
et al. (12)), allowing the extraction of individual wear particle
features.
Wear rate
The wear rate is a basic parameter for characterizing wear that
has traditionally been used in many ferrography-based evalu-
ations of the wear process (Lim, et al. (19)). An index of wear
rate was formulated from images of online wear debris (Wu, et
88 • NOVEMBER 2018 TRIBOLOGY & LUBRICATION TECHNOLOGY
al. (20)) to represent the statistical coverage of wear debris in
a defined area. The index of the particle coverage area (IPCA),
denoted as I, is given by
Ai
ID £ 100%; [1]
W £L
where Ai is the particle coverage area in an image, and W and
L are the width and height of the object area, respectively (Wu,
et al. (7)).
Percentage of large particles
According to conventional ferrography, the dimensions of the
wear particles are primary indicators of the severity of wear,
where variations in this index often indicate the severity of
the wear process. Generally, wear debris in the captured image
contains both large wear debris and small debris. However, the
quantity of small debris increases continuously with operat-
ing time. A sharp rise in the quantity of large debris indicates
abnormal wear. In addition, the existence of large wear debris
will also lead to imminence of catastrophic failure due to the
phenomenon of threebody wear. Therefore, another important
indicator of the wear process, the percentage of large particles
(PLP), denoted as P, is also used in this work (Goncalves and
Campos (21)). We have
DL ¡ DS
PD £100%; [2]
DL C DS
where DL is the number of large wear particles in the captured
image (i.e., >30 +m) and DS is the number of small particles in
the captured image (i.e., <30 +m). Experiments revealed that if
two images have the same IPCA, their corresponding PLP can
be very different, so it can be stated that these two parameters
have decoupled in describing the wear process, and their inte-
gration improves the reliability of this characterization.
Number of particles
The number of wear particles (NUM), denoted as N, is another
important index that is widely used to monitor the wear con-
dition of running machines (Goncalves and Campos (21)); in-
deed, it is often used to indicate the wear rate and the accom-
panying particle size. In this proposed wear characterization
system, the indices IPCA and NUM are used in conjunction and
are obtained from the image particle separation method sug-
gested in Wu, et al. (18).
Wear state characterization
Using the three indices described above, a comprehensive mod-
el to characterize the wear state is developed. This model, denot-
ed as WS, is given by
WS D f ðI; N; PÞ: [3]
Unlike the current counterparts, it will describe the wear mech-
WWW.STLE.ORG

Figure 1. Schematic diagram of the four-ball test rig with online wear par-
ticle monitoring.
anism more accurately because it contains more information
about the wear debris.
The wear state can thus be described quantitatively by a
function of the three parameters. Furthermore, by extracting
these indices from the online images of wear debris, the wear
performance at different states can be identified and a lifelong
wear process can be characterized.
Experimental application of wear state characterization
To examine the proposed method, an experimental application
is carried out with a four-ball wear test rig, as shown in Figure 1.
As Figure 1 shows, a four-ball tribosystem is used to gener-
ate wear particles under specific loads and rotation speeds. The
test ball utilized in this experiment is bearing steel ball that is
Figure 2. Images of wear debris from a four-ball wear test taken at different times: (a) 10 min, (b) 50 min, (c) 150 min, (d) 250 min, (e) 450 min, (f) 600 min,
(g) 800 min, (h) 1,000 min, (i) 1,100 min, (j) 1,150 min, (k) 1,200 min, and (l) 1,250 min.
WWW.STLE.ORG TRIBOLOGY & LUBRICATION TECHNOLOGY
manufactured of carbon chromium bearing steel (GCr15), with
surface roughness of 0.025 mm and hardness in the range 58–63
HRC. Wear particles are collected by the oil cup and circulate
with the lubricant driven by a digital pump. An online visual
ferrograph (OLVF) sensor is placed in the oil circulation path
to collect wear debris for imaging. After being captured and im-
aged, all of the particles are removed from the flow. These par-
ticles are filtered with a magnetic tube and thus would not cir-
culate with oil, which ensures that each wear particle analyzed
by the OLVF sensor is freshly produced from the wear process.
An experiment was carried out for 20 h at a constant speed of
500 rpm. To simulate a degrading wear process, a load of 1,500
N was applied for the first 800 min and a load of 2,000 N was
applied for the remaining time. Some typical images of wear
debris at different time instances are shown in Figure 2; these
images revealed that the amount of wear debris varied with the
test duration. According to this information, a developing trend
of wear state, including severe wear, normal wear, and further
severe wear, can be roughly identified manually, but there are
explicit differences in the size of particles in the two cases of
severe wear. The wear particles in initial running wear are gen-
erally larger than those in the final one, so there are generally,
but not necessarily, three typical stages in a full wear process.
These stages are running-in, normal, and severe (Kothamasu,
et al. (1)), and they can be clearly seen in the test results shown
in Figure 2.
By adopting the techniques used in previous works (Wu,
et al. (12); Wu, et al. (18)), three indices for characterizing the
wear rate, degree of wear, and severity of wear were extracted
from each image. The time history of each indicator is shown in
NOVEMBER 2018 • 89
Q PEERREVIEWED

Figure 3. Variations in different indicators in the wear process of a four-ball test: (a) IPCA, (b) NUM, and (c) PLP.

Figure 3, where these indicators will be normalized to facilitate
comparisons in the following part. Figures 3a and 3b show that
the IPCA and NUM indices are positively correlated in their
general trend. Both indices also show three stages in the testing
duration of 1,250 min, which is consistent with the state fea-
tures observed from Figure 2. Moreover, both indicators have
higher values in the final stage than in the initial stage, and the
debris in Figures 2j–2k indicates more severe wear than that in
Figures 2a–2c. This observation also agrees with a generally re-
ported phenomenon that wear in the severe stage is greater than
that in the running-in stage, although both stages exhibit high
wear rates (Kothamasu, et al. (1)). Furthermore, the change in
load at 800 min is intuitively identifiable from both indicators,
though the variations in the two indices are not identical. At 800
min, a dramatic change occurs in IPCA but only a slight fluctu-
ation can be identified from NUM. However, a corresponding
increase is found from PLP, which means that there is an in-
crease in the amount of large particles at this time.
The above comparison between the proposed method and
wear state model for online monitoring can be constructed
from a series of wear states identified from online images. Final-
ly, the method is verified with the data sampled from the bench
test, as shown in Figure 1.
Principle of mean shift–based modeling
A mean shift is a nonparametric approach to modeling that uses
the probability of density but not previous samples. The objec-
tive of a mean shift algorithm is to cluster a set of input samples
into different categories with identified centers where data from
the same category share the same convergence center. The fun-
damentals of mean shift–based identification modeling can be
explained as follows.
Suppose a d-dimensional space contains n variables; that is,
[x1,…, xn] D Rdn, we can define a vector Mh as
1X
Mh ðxÞ D ðxi ¡ xÞ; i D 1; ; n; [4]
k xi 2S
h

the intuitive observation indicates that wear states with various

mechanisms can be represented by the proposed indicators, and where xi is a set of the points chosen from an initial spherical
with such a mathematical representation, a promising prospect space Rd centered at x with radius h. The vector Mh(x) is the
can be expected for an automatic online identification of a wear mean distance of all of the k samples falling within Sh(x) to the
process. Based on this motivation, a model has been developed center x.
to automatically identify the wear states, and it is described in A kernel function G(x) is introduced by allowing a weighted
the following section. coefficient for each sample on the basis of its distance from the
center, so a mean shift function can be written as
WEAR STATE MODELING WITH PROPOSED INDICES
Wear is a process with continuous and gradual features, as de- Xn
scribed by a bathtub-shaped curve in which several “stages” ex- G ðx ¡ xÞwðxi Þðxi ¡ xÞ
D1 H i
iX
ist. The data samples show similar features in the same stage Mh ðx Þ D n ; [5]
G ðx ¡ xÞwðxi Þ
iD1 H i
due to similar wear mechanisms. Identifying the wear state is
actually a process of assembling data with similar features. To
overcome the problem encountered by the current modeling, where
as mentioned in the Introduction, a basic clustering method is
used to categorize wear states by referring to the three proposed  
GH ðxi ¡ xÞ D j H j ¡ 16 2 G H ¡ 16 2 ðxi ¡ xÞ : [6]
indices. Firstly, a static model to identify wear data would be
used to prove the effectiveness of the model, followed by online
monitoring to identify the wear data dynamically. A dynamic Here, H is the matrix of the bandwidth, which represents
self-adapting strategy that focuses on determining the transi- the initial radius of the spherical space, and w(xi) are weighting
tion between the two states is investigated so that a dynamic coefficients for each sample xi.

90 • NOVEMBER 2018 TRIBOLOGY & LUBRICATION TECHNOLOGY WWW.STLE.ORG

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For simplicity, the bandwidth matrix H is often defined as Mean shift–based modeling
a diagonal matrix that takes the form H =h2I where I is a unit for identifying the static wear state
matrix. Therefore, Eq. [5] can be transformed into
The key of themean shift model for categorizing static wear
Xn x ¡ x states has two aspects: kernel function construction and band-
i
G
iD1 H
wðxi Þxi
x h¡ x   ¡ x; width selection.
Mh ð x Þ D X n [7]
i
G
iD1 H
w xi i
h Choice of kernel function
The kernel function provides the weights for different data sam-
which can be simplified as ples. There are several candidates for kernel functions such as
uniform function and Gaussian function (Comaniciu and Meer
(22)). Gaussian functions perform well on both the convergence
Mh ðxÞ D mh ðxÞ ¡ x; [8]
rate and weight assignment of distributed sample points (Guo,
et al. (23)), so the Gaussian kernel function is used in the wear
where mh(x) is modeling system because it adapts very well to sample numbers
and dimensions. It takes the form of
Xn x ¡ x
i
iD1
G H wðxi Þxi  
mh ðxÞ D Xn x h¡ x : [9] ¡ j xi ¡ x j 2
G
i
wð x Þ K ðxi ; xÞ D exp : [10]
iD1 H
h
i 2h2

Given an arbitrary starting point x, a kernel function G(x), Determination of bandwidth

and a threshold b, a three-step iteration can be implemented as
follows:
1. Calculate the value of mh(x) with Eq. [9].
2. Terminate if |mh(x) – x| < b; else repeat step 1.
3. Update x = mh(x).
After completing this process, all of the simple data will
converge into a final center where data sharing the same center
would be identified as samples from the same stage.
Determined as the clustering principle of the mean shift–
based method, effective identification theory varies when the
data sample changes, so for static samples, only one iteration
is needed to finish the clustering but for the dynamical sam-
ples where typically a set of sampleswith continuous data is
involved, anewroundof clustering should be conducted if the
new samples are joined. These two clustering approaches will
be explained.
A smaller bandwidth will introduce more clusters and vice ver-
sa (Comaniciu (24)). The effects of bandwidth on the category
results are shown in Figure 4.
A total of 100 wear data points from an engine bench test
(Wu, et al. (11)) are clustered by the mean shift algorithm
with different bandwidths. This bench test was conducted on
a four-cylinder gasoline engine. Magnetic synthetic engine oil
was utilized for lubrication. The temperature of lubrication was
controlled around 95°C with a thermostat. The images of wear
debris were captured via an OLVF that was installed in the by-
pass of the lubrication circulation. Two statistical indicators, the
equivalent diameter of large wear debris (Wu, et al. (11)) and
IPCA, are used to describe the wear data. Figures 4b–4c show
that the number of clusters is enhanced when the bandwidth
is reduced.

Figure 4. Effects of the choice of bandwidth on state identification: (a) initial 100 wear data from monitoring an engine, (b) clustering result with bandwidth = 0.3,
and (c) clustering result with a bandwidth = 0.2.

92 • NOVEMBER 2018 TRIBOLOGY & LUBRICATION TECHNOLOGY WWW.STLE.ORG

Figure 5. Images of representative wear debris in different stages: (a)–(c) running-in stage, (d)–(f) normal wear stage, and (g)–(i) severe wear stage.

Static wear state identification
A static identification of distinct types of wear data is the key
requirement for a dynamic identification of the wear state, so to
help with presentation, nine representative images were chosen
from the wear process, as shown in Figure 5.
By referring to a typical bathtub-shaped curve of the wear
process, the images in Figures 5a–5c are from the running-in
stage, those shown in Figures 5d–5f are from the stable stage,
and images in Figures 5g–5i are from the severe stage.
The three indicators IPCA, NUM, and PLP extracted from
the imaging subsystem were normalized and plotted in a threed-
imensional coordinate system, as shown in Figure 6a. The mean
shift model was constructed to obtain clusters of the example
samples. Here, the bandwidth was set at 0.5, and a uniform ker-
nel function was used to calculate the mean shift vector. After
the iterations, three converging centers were located and marked
in Figure 6b with red circles. Each center represents a cluster of
data with statistically identical features for the three indicators.
Data sharing the same converging center are grouped as one
cluster. The final clustering result is shown in Figure 6c.

Figure 6. Wear state clustering by mean shift–based modeling method: (a) normalized wear data, (b) mean shift clustering, and (c) state identification.

WWW.STLE.ORG TRIBOLOGY & LUBRICATION TECHNOLOGY NOVEMBER 2018 • 93

Q PEERREVIEWED

Table 1. State categories of the object images in Fig. 5 identified by the mean
shift.
Images in Fig. 5 (a) (b) (c) (d) (e) (f) (g) (h)
Categories 1 1 1 2 2 2 3 3
Three clusters were identified from the wear data provided,
which agreed with the result from a qualitative inspection. The
categories of each initial image data are shown in Table 1.
As a probability-based nonparametric method of estima-
tion, the mean shift algorithm shows its superiority in robust-
ness while dealing with highly random wear process data, but
its reliability still depends on the choice of bandwidth. For a
given static process data, a predefined bandwidth can be accom-
plished by tentative measurements. In summary, this method
can identify wear samples from different states, but for dynam-
ic modeling such as online monitoring, a constant predefined
bandwidth is not suitable.
Dynamically modeling wear state evolution
by adaptive mean shift method
During real-time monitoring, the data set changes constantly
due to continuous incoming samples, so a dynamic modeling
approach to identify the wear state is needed. A dynamic wear
process consists of several stages with relatively steady features
in narrow time slots where being able to identify these wear
stage transitions is necessary in order to model the wear pro-
cess. Consequently, a dynamic adaptive mean shift identifica-
tion model has been developed.
but this method means that a calculation must be carried out
whenever a new data center is formed, and that would waste a
(i) large amount of computational resources. A simplified method
is therefore proposed to identify the wear stages online.
3
The criterion for determining the bandwidth of a newly
identified stage is such that when a data category transits to a
new state, the average distance of these samples is calculated
with the following equation by using the newly emerged data,
such that
1 PNe PNe 
DD i D 1 j D 1 j xi ¡ x j j ; [11]
CN2 e
where D denotes the average distance of all newly emerging
samples. The variable Ne denotes the number of emerged data.
Accordingly, a new and incoming sparse distribution would in-
troduce a large bandwidth and vice versa. The adaptive band-
width would change automatically according to the distribution
density of the samples obtained initially and would then remain
constant until another state is identified.
A sketch of an adaptive loop of the dynamic model is shown
in Figure 7. This loop is designed to determine when a new state
has come and where all data in online sampling generally fall
into either normal or abnormal states. The loop is stopped until
an increasing trend of abnormal samples is suddenly identified,
and this indicates that a new state can be determined by all of
the candidates. In each loop, a static mean shift algo-

Adaptive mean shift method

Practically speaking, dynamically modeling a wear process is
used to identify the current stage and determine a new stage,
so a binary-class method is needed here. Though online sam-
ples appear randomly, wear state samples under a dominant
wear mechanism are essentially similar, which means that wear
state samples can be categorized into different stages according
to their similar mechanisms. With regards to the diversity of
wear stages in the whole process, an adaptive model is needed to
identify each stage by automatically adapting the model param-
eters to cope with the incoming samples.
In a typical wear process, the wear rate and particle size are
very diverse in the running-in and severe wear stages but have a
relatively serried distribution in the normal state. Accordingly,
when modeling the dynamic wear state process, the sparseness
of data at different stages varies and a fixed bandwidth will cre-
ate large errors in the results. Therefore, an adaptive bandwidth
is needed to identify the developing wear processes; this means
that the model should adjust its parameters and bandwidth
dynamically to cope with fluctuations in the wear data. A data
distribution–based adaptive bandwidth method was proposed
by using a small bandwidth in dense distribution and a large
bandwidth in sparse distribution (Comaniciu and Meer (22)), Figure 7. Flowchart of a dynamic mean shift clustering process.

94 • NOVEMBER 2018 TRIBOLOGY & LUBRICATION TECHNOLOGY WWW.STLE.ORG

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Figure 8. Identifying the wear stage with dynamic mean shift modeling: (a) initial stage, (b) second stage, (c) third stage, (d) fourth stage, (e) last stage, and
(f) overall stages.
rithm is used to categorize all of the candidate samples into two
types; this categorization is repeated when the candidates are
renewed by a new incoming sample. A transition in the wear
state is regarded as occurring once a loop has stopped.
Specifically, the number of candidate samples is recorded as
Num_data and normal and abnormal samples are denoted as
Num_1 and Num_2, respectively. At the beginning of the loop
the variables Num_data, Num_1, and Num_2 are initiated to
zero, and the value of Num_data increases by one in the case of
a new sample. The initial point is the first sample in a sequence
and it is set as a normal sample. Then the mean shift model
with a fixed bandwidth h starts to categorize all of the candidate
samples and the numbers of abnormal and normal categories
are counted. If the condition where Num_2 > 10 is satisfied, a
new wear state is identified with all normal samples and those
abnormal samples are carried into the next loop as initial can-
didates. A new bandwidth is then calculated and these initial
candidates are adapted to the new wear state.
Monitoring the wear state with the adaptive mean shift model
Having completed the dynamic modeling strategy for iden-
tifying the wear state, the wear data obtained in the four-ball
wear test are processed to perform an online simulation. All of
the wear data contained in the three indictors are input into
the model one by one to imitate the online sampling process.
The mean shift model starts its calculation loop when each
new sample appears and determines a new wear state once the
condition is satisfied. Each wear state identified is marked as a
cluster, and with the increasing number of wear states in time,
the development of wear can be inferred. Figure 8 illustrates
the overall dynamic process of wear state identification with a
96 • NOVEMBER 2018 TRIBOLOGY & LUBRICATION TECHNOLOGY
three-dimensional space composed of PLP, NUM, and IPCA. As
the number of input data increases continuously, adjacent wear
states are identified.
Figure 8 shows that the state center and sparseness of sam-
ples vary as the states develop. At the beginning of the monitor-
ing period, after five samples are categorized as the normal state,
a new state emerges, as shown in Figures 8a–8b. These catego-
rized samples are then removed and the identification process
continues, as shown in Figures 8b–8c. A new state transition is
identified and a new data cluster emerges. Similarly, state tran-
sitions also appear in the following groups as Figures 8c–8d and
Figures 8d–8e. To summarize, transitions in the wear state are
identified dynamically as the samples are continuously incom-
ing but note that the bandwidth adapts to cope with different
states because it first experiences a decrement and then increas-
es, as shown in Figure 9 on Page 98; this coincides with a typical
sequence of severe wear, normal wear, and severe wear.
To illustrate the overall development of wear stages over its
life span, the stage transitions are plotted together with varia-
tions in the bandwidth against the time axis as the value of b
shown in Figure 9. Intuitively, the whole process consists of four
wear states with the transition times and corresponding band-
widths. More detailed information can be extracted as follows.
In this figure where the first state is marked with a red circle,
it is very transitory, so it is combined with the adjacent state as
state 1, which is the initial wear state. During the 1,250 min of
running time, the running-in state accounts for about 200 min,
with 20 min in the initial stage and 180 min in the transition
to a new state. At around 800 min, the load changes from 1,500
to 2,000 N and, correspondingly, a new wear state transition is
identified as a response to further wear; after 1,200 min,
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Figure 9. Overall development of

wear stages in a full wear process.

a severe wear state is reached. This observation reveals that more
wear states have been identified as well as the typical threephase
wear process. The reason is that a wear state transition is not
only an indicator of natural wear but is also the result of oper-
ating conditions.
Wear debris is generated directly from friction between the
two tribopair surfaces, features that can indicate that wear has
accumulated in the machine. On this basis, surface information
of the tribopair can be utilized as a parallel indicator and as
debris information to describe the wear state. The mean shift–
based modeling strategy has proved capable of identifying the
wear state transition over a full lifetime, including information
on wear debris. However, the transition state is the result of
mathematical modeling, so to make this method more convinc-
ing, a repetitive experiment is necessary.
As mentioned before, four wear states were identified and
the wear debris showed distinct features in different wear states;
accordingly, the wear surfaces will show different characteris-
tics. For the purpose of verification, four friction tests on the
same four-ball machine and same load condition were conduct-
ed to obtain specific information about the surfaces of the four
corresponding wear states with specific test times. Moreover,
experiments conducted over 2, 10, 15, and 21 h were repeated.
Information regarding the surfaces of the upper and lower balls
was collected by laser scanning confocal microscopy (LSCM),
as shown in Figure 10. For simplification, only pictures of one
lower ball among each three were utilized. Figures 10a–10d are
LSCM images of the wear scar from the upper ball, and Figures
10e–10h are images of the lower ball.
As Figure 10 shows, the scars on the upper and lower balls

Figure 10. LSCM images of the surfaces of balls from different states: (a) surface of upper ball after 2 h, (b) surface of upper ball after 10 h, (c) surface of
upper ball after 15 h, (d) surface of upper ball after 21 h, (e) surface of lower ball after 2 h, (f) surface of lower ball after 10 h, (g) surface of lower ball after
15 h, and (h) surface of lower ball after 21 h.

98 • NOVEMBER 2018 TRIBOLOGY & LUBRICATION TECHNOLOGY WWW.STLE.ORG

due to wear have distinct features at different stages; in the first to changes in the working conditions. When this online debris
stage, which refers to Figures 10a and 10e, the diameter of the data are acquired, the wear mechanism transition can be auto-
wear area is only 1 mm, and there is an unworn area in the wear matically described as being in a mathematical format, which
area and the width of the scratch is remarkable; these are typi- makes the use of artificial intelligence applicable. As a result,
cal features of the running-in stage. In the second stage, which there will be less dependence on human experience and tech-
refers to Figures 10b and 10f, the diameter of the wear area has niques and therefore this can be regarded as a practical and reli-
increased to 1.2 mm, there is no unworn area, and the scratches able approach for monitoring wear-based conditions.
are thinner than in the first stage, which means that the run-
ning-in stage is over and a new normal stage is beginning. In CONCLUSIONS
the third stage after the load has increased (Figures 10c and Wear states consisting of a full wear process and the develop-
10g), the diameter of wear area has increased to 1.6 mm, and ment of these wear states were reflected by the gradual degrada-
the scratch is more serried than the former one. In the fourth tion of machine performance. A mathematical characterization
stage, which refers to Figures 10d and 10h, the diameter of wear of these dynamic variations was investigated for monitoring the
has increased to 2.4 mm and the scratches are sparse but deeper health of machines online. This article has focused on charac-
and wider than in the former stage. terizing the health of machines based on their wear mechanism
According to the LSCM images from four-ball tests carried and then constructing a strategy to dynamically identify and
out with different time lengths and workloads, the surfaces of monitor wear states in real time. Three wear indicators, includ-
the four balls were identified by mean shift modeling at differ- ing the percentage of area covered, number of particles, and
ent stages and indicated distinct features and distinguishing larger particle ratio of wear debris, were utilized to digitalize the
wear mechanisms. Therefore, the mean shift–based modeling wear state. Additionally, a mean shift–based identification mod-
method can identify different wear states over the full lifetime el was constructed to quantitatively classify and determine par-
of a machine. ticular wear state transitions over the full lifetime of a machine.
In summary, dynamic identification modeling can monitor Finally, the model was verified with a set of wear debris images
the natural transition of wear states and the transition states due acquired from a four-ball wear experiment. By imitating

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WWW.STLE.ORG TRIBOLOGY & LUBRICATION TECHNOLOGY NOVEMBER 2018 • 99

Q PEERREVIEWED
an online sampling process with the wear data, a detailed wear
state transition and development was dynamically identified.
The corresponding distinct wear mechanism was also verified
via LSCM images. This modeling method can provide a new
method to monitor wear online based on evaluating the devel-
opment of wear over the life span of a machine.
However, this method cannot be regarded as a versatile
strategy for wear monitoring of machinery systems due to its
limitation in mechanism interpretation. Further work will be
conducted to make this work more industrially applicable.
Online monitoring requires all of the calculations to be
manually independent. However, adaptive as the bandwidth is
in this article, a manual initialization of bandwidth toward spe-
cific monitored machines is necessary to start iteration. Intelli-
gent theory can be involved to make this method more robust
in different situations.
Because debris images are a source of the origin of wear in-
formation, accurate extraction of wear debris features is critical
for reliable monitoring of the wear condition. However, due
to the limited resolution of the Complementary Metal Oxide
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Semiconductor (CMOS), the performance of the debris sen-
sor is still unsatisfactory when the size of the wear debris is too
small. For a precision tribopair or mild wear, it is hard to extract
precise condition information. Therefore, hardware ameliora-
tion should be conducted in future work.
ACKNOWLEDGEMENT
The author acknowledges all of the members of the Tribology
Research Group in the School of Mechanical & Manufacturing
Engineering, the University of New South Wales, for very help-
ful discussions.
FUNDING
Financial support for the present research was provided by the
National Science Foundation of China (Grant Nos. 51275381,
50905135) and Fundamental Research Funds for the Central
Universities of China.
ORCID
Ngaiming Kwok http://orcid.org/0000-0002-5430-6860
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(24) Comaniciu, D. (2003), “An Algorithm for Data-Driven Bandwidth Se-
lection,” IEEE Transactions on Pattern Analysis and Machine Intelligence,
25(2), pp 281–288.
WWW.STLE.ORG
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Vehicle
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NEWSMAKERS
TOP STORIES
ExxonMobil Adds Spain Hub Terminal
ExxonMobil plans to open a new hub termi-
nal for vessel and truck loading in Valencia,
Spain, in the first quarter of 2019, support-
ing the expansion of its global base stocks
supply network. The expansion is part of
ExxonMobil’s continued investment in its
supply logistics readiness to support a ro-
bust Group I and II offer from its European
refineries.
“The addition of the Valencia hub termi-
nal represents our ongoing commitment to
growing our Group I and II supply reliability,”
says Julia Ruessmann, base stocks & spe-
cialties sales manager, EAME. “This major
step in the Rotterdam expansion journey
will provide our valued customers with an
efficient supply offer as well as the highest
standards in customer service and product
integrity.”
ExxonMobil’s complete supply offer will
be available from various hub terminals by
vessel, truck or rail. Group II products will be
available from Valencia in the first quarter of
2019, as well as from the Rotterdam, Vado
and Liverpool supply hubs and distributors
in Dubai and Durban.
Leveraging the regional presence and
expertise of ExxonMobil Marine chartering,
ExxonMobil will have the capacity to opti-
mize shipments and deliveries between
products and locations, providing the high-
est quality of service and an enhanced cus-
tomer experience.
ExxonMobil will begin EHC™ production
at its Rotterdam refinery following the com-
pletion of its hydrocracker expansion project
at the end of 2018, with full commercializa-
tion of EHC™50 and EHC™120 targeted for
the first quarter of 2019. ExxonMobil contin-
ues to increase storage capacity and supply
reliability and to collaborate with additive
companies to provide maximum product
coverage.
Timken Completes Acquisition
of Cone Drive, Rollon Group
North Canton, Ohio-based, The Timken Co.,
a global leader in engineered bearings and
power transmission products, has complet-
ed the acquisition of Cone Drive, a leader
102 • NOVEMBER 2018
in precision drives used in diverse markets
including solar, automation, aerial platforms
and food and beverage.
Cone Drive is headquartered in Traverse
City, Mich., and has manufacturing opera-
tions in the U.S. and China. The company
has a global customer base and employs
approximately 500 people. The business pro-
duces a broad range of highly customizable
precision drive products that include Cone
Drive® and H-Fang® branded high-torque
worm gears, harmonic solutions and preci-
sion slew drives.
Also, The Timken Co. has completed
the acquisition of Rollon Group, a leader in
engineered linear motion products. Rollon
specializes in the design and manufacture
of engineered linear guides, telescopic rails
and linear actuators used in a wide range
of industries such as passenger rail, aero-
space, packaging and logistics, medical and
automation.
Rollon is headquartered near Milan,
Italy, and has manufacturing operations in
Italy, Germany and the U.S. The company
employs approximately 600 people and
boasts an extensive sales and engineering
network around the world to serve its global
customer base.
Valvoline Acquires Oil Changers
Lexington, Ky.-based, Valvoline Inc., a lead-
ing worldwide supplier of premium-brand-
ed lubricants and automotive services,
announces it has signed a definitive agree-
ment to acquire the business assets of Oil
Changers Inc., which has 31 franchised
quick-lube centers in Ontario. The acquisi-
tion is expected to be complete during the
first quarter of fiscal 2019.
Oil Changers Inc., based in Ottawa, On-
tario, was founded in 1996 by Dan Marin
and is now owned by his three children,
who currently operate five locations and
plan to remain in the quick-lube business
as franchisees. All Oil Changers quick-lube
centers will be rebranded as Great Canadian
Oil Change. This acquisition expands Valvo-
line’s existing quick-lube network to more
than 1,250 company-owned and franchised
locations across Canada and the U.S.
“One of our key business strategies is
to grow and strengthen Valvoline’s quick-
lube network through organic store expan-
TRIBOLOGY & LUBRICATION TECHNOLOGY
sion and high-quality acquisitions in both
core and new markets, and we have made
excellent progress on this strategy since be-
coming an independent company,” says Sam
Mitchell, chief executive officer. “The acquisi-
tion of Great Canadian Oil Change provides
us with the perfect opportunity to expand our
quick-lube footprint outside the U.S. Now,
with the acquisition of Oil Changers, we look
forward to increasing our scale and brand
presence in Canada by broadening our retail
footprint in Ontario.”
Tom Marin, owner and president of Oil
Changers Inc., says, “Oil Changers has been
a part of my family since 1996 when our fa-
ther started the business. My sister, brother
and I are proud that we could continue to
build Oil Changers into a business known for
outstanding service to our customers in On-
tario. We have a lot of respect for the Valvo-
line Instant Oil Change name in the U.S., as
well as the Great Canadian Oil Change brand
that Valvoline acquired in July. We’re excited
to join the Valvoline family as franchisees
and look forward to the longer-term growth
opportunities that Valvoline can provide.”
Univar to Acquire Nexeo
Downers Grove, Ill.-based, Univar Inc., a
global chemical and ingredient distribu-
tor and provider of value-added services,
and The Woodlands, Texas-based, Nexeo
Solutions, Inc., a leading global chemicals
and plastics distributor, announce they
have entered into a definitive agreement
for Univar to acquire Nexeo valued at ap-
proximately $2.0 billion.
Univar’s president and CEO David Jukes
says, “This transformational combination is
designed to create the premier global chem-
ical and ingredients distributor, with exciting
opportunities for our customers, suppliers,
employees and investors. Together we will
drive growth and shareholder value with the
largest North American sales force in chem-
ical and ingredients distribution, the broad-
est product offering and most efficient supply
chain network in the industry. We expect the
transaction to be accretive to earnings and
cash flow beginning in the first full year post
closing and to generate $100 million of annual
run rate cost savings by the third year follow-
ing close and reduce annual capital expendi-
tures by $15 million immediately.”
WWW.STLE.ORG
 Nexeo’s CEO David Bradley adds: “We Afton operates as a wholly owned ing, “Our Jurong Island plant now has the
share Univar’s confidence in the future of subsidiary of NewMarket. It started its full capability to produce core engine oil
our combined enterprise, given the strong Singapore operations in May 2016 when it additives that we need for the Asia-Pacific
strategic alignment across our business opened a manufacturing facility at Jurong region.”
models, go-to-market strategies, superior Island. Singapore Minister for Trade and Indus-
product offerings and digital capabilities. Afton Chemical president Regina Harm try Chan Chun Sing says this investment is
This combination represents a logical and was quoted by The Straits Times as say- significant and will create jobs for the Sin-
compelling step forward, consistent with our
focus on accelerating growth for the benefit
of our customers, employees and suppliers.
We are especially pleased that Nexeo’s em-
ployees are highly valued by Univar, and that
our shareholders will be able to participate
in the company’s future success through
ongoing equity ownership.”

P2 Science Manufacturing Plant

Woodbridge, Conn.-based, P2 Science Inc., ,·LL BE PREPARED FOR

WINTER IN NO TIME!
a venture-backed, bio-renewable chemis-
try company, held the ribbon cutting for its
green chemistry advanced manufacturing
plant in Naugatuck, Conn. The plant is the
first of its kind in the world, and the U.S.
patent covering the core technology was
issued in September.
Commercial production at the plant
started in October and focuses on renewable
intermediates and ingredients for fragranc-
es, flavors and cosmetics. Customers will
use many of the novel and high-performing
ingredients produced from the Naugatuck
plant. The plant is designed to be expand-
ed easily at the current site, which also can
accommodate additional production units.
Neil Burns, CEO, cites the building of the
plant as evidence that the “American dream
of advanced manufacturing, highly skilled
jobs and entrepreneurial vigor is thriving
today in Connecticut.” Patrick Foley, CSO,
says, “We couldn’t have done it without the
state of Connecticut.”

Afton Chemical Completes Expansion

in Singapore

Richmond, Va.-based, Afton Chemical com-

pleted a second-phase expansion of its
chemical additive manufacturing facility in
Jurong Island, Singapore.
With an investment of S$222 million
($162.5 million), the upgrade enables the
company to produce advanced ashless dis-
persants and antiwear components that en-
able vehicles to meet performance standards.

WWW.STLE.ORG TRIBOLOGY & LUBRICATION TECHNOLOGY NOVEMBER 2018 • 103

Q NEWSMAKERS
gapore people.
Afton Chemical Asia vice president Sean
Spencer was quoted by The Straits Times as
saying, “We continue to invest in Singapore
because we see it as a central hub of the
region. It has a strong record of safety, se-
curity and integration, which are conditions
we value.”
ASTM International’s First Round
of R&D Projects
Global standards developer ASTM Interna-
tional (based in West Conshohocken, Pa.) an-
nounces its first round of funding to support
research to help catalyze the development of
needed standards in additive manufacturing,
also known as 3D printing.
This investment of $300,000 and in-kind
contributions will help partners in the ASTM
International Additive Manufacturing Center
of Excellence address pressing technical in-
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chairs the research and innovation group Wanda I. Gonzalez has been named plant
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a principal engineer at Oerlikon. oversee all manu-
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tional Institute for Aviation Research, the Gonzalez brings
center’s first strategic partner, will focus more than 30 years
on mechanical testing issues surrounding of experience in
polymers (plastics) used in additive man- specialty chemical
ufacturing. They will look to create guide- plant management Wanda I. Gonzalez
lines and best practices aimed at applying and most recently
existing mechanical testing methods to this served as site manager at ISP Freetown
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earned a bachelor’s degree in chemical en- industry,” says Teri Crosby, global product European passenger car OEMs, enabling him
gineering from the University of Puerto Rico line manager, automotive, Chevron Oronite. to develop a detailed understanding of cur-
at Mayaguez. Van den Bulk joined Chevron Oronite rent and future lubricant requirements for
Technology B.V. in Rotterdam in 2005 as the PCMOs in Europe and around the globe. In
Chevron Oronite Names Richard van den Europe-Africa-Middle East (EAME) passen- 2017 van den Bulk became a market manag-
Bulk Industry Liaison Manager ger car motor oil (PCMO) OEM liaison. In er for EAME where he has been leading the
that role he built a strong network among qualification of Oronite’s first EAME 0W-20
Gary Parsons, manager, global OEM and
industry liaison, elected to retire from San
Ramon, Calif.-based Chevron Oronite Co.
LLC after 37 years of outstanding service
at Chevron. He is replaced by Richard van
den Bulk.
“Throughout his career, Parsons con-
tributed significantly to the additives in-
dustry through both technical and business
acumen, exhibit-
ing strong leader-
ship capabilities
all along the way,”
says Bruce Chinn,
Chevron Oronite
president. “Thanks
to his efforts, Chev-
ron Oronite’s global
original equipment
manufacturer (OEM) Gary Parsons
team is well recog-
nized in the industry,
at OEMs themselves, and within Chevron
for their high level of professionalism and
deep knowledge of the key drivers, which
impact our business today and into the fu-
ture. Please join me in wishing him well in
his retirement.”
During his career at Chevron, Parsons
was involved in fuels research, consum-
er and commercial
lubricants, product
development, strate-
gic account manage-
ment and business
development. He
held assignments in
North America, Eu-
rope and Asia.
“The selection of
Richard van den Bulk
as manager, global
Richard van den
OEM and industry Bulk
liaison, will help
ensure the continu-
ation of our strong relationship with OEMs
and maintain our important and enduring
partnerships in the automotive engine oil

WWW.STLE.ORG TRIBOLOGY & LUBRICATION TECHNOLOGY NOVEMBER 2018 • 105

Q NEWSMAKERS
market general product. Van den Bulk received his bachelor’s degree
in automotive engineering from HTS Autotechniek in the Netherlands.
Palmer Holland Names Drew Ursic Midwest Sales Manager
North Olmsted, Ohio-based, Palmer Holland, a national specialty
chemical and ingredient distributor, announces it has named Drew
Ursic as Midwest region sales manager.
Ursic joined the Palmer Holland team in
2011 as an account manager-in-training and
moved to the Midwest region as an account
manager in 2012. He will relocate to the
Chicago area sometime in the next several
months in order to be more centrally acces-
sible to his team.
A few of his main responsibilities include
communicating with senior executives to es-
tablish and execute sales goals for the region, Drew Ursic
collaborating with principals to implement
growth strategies, assisting in the profession-
al growth of his team and ensuring the Palmer Holland team provides
customers with the technical knowledge needed for success.
106 • NOVEMBER 2018 TRIBOLOGY & LUBRICATION TECHNOLOGY
STLE LOCAL SECTION SCHOLARSHIPS
STLE Philadelphia Section
Awards Scholarships
The STLE Philadelphia Section has awarded scholarships to 11 de-
serving students doing research in nearby universities.
Parth Desai, a doctoral student in mechanical engineering at the
University of Maryland (UMD), joined the master’s of science program
at UMD under the supervision of Dr. Siddhartha Das in August 2015.
The focus of his research was to develop, for the first time in the Soft
Matter Interfaces and Energy Laboratory, a framework to simulate
biopolymers and other soft materials. He developed molecular dy-
namics simulations for soft matter in less than a year. The project
involved characterizing the interaction of polymer grafted onto two
opposing plates. Desai’s research also includes the study of funda-
mental aspects of DNA, one of the most important biopolymers. He is
currently working on simulating a DNA with mismatched base pair.
Nikolay Garabedian is a doctoral student in mechanical engineer-
ing at the University of Delaware. Garabedian’s research objective is
to systematically study friction of model tribomaterials from 1 nN to
1 N. By mounting colloids at mid-span on commercial atomic force
WWW.STLE.ORG
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From left to right: Dr. Siddhartha Das, scholarship winner Parth Desai and
STLE Philadelphia Section chair Rick Nachenberg. and pH stability.

Learn more at
www.synergexamine.com

From left to right: STLE Scholarship Committee member Salvatore Rea,

STLE-member professor David Burris, scholarship winner Nikolay Garabe-
dian and STLE Scholarship Committee member Thomas O’Brien.

microscopy (AFM) cantilevers, he has successfully performed AFM

friction experiments at loads from 1 nN to 1 mN. Using established
methods in his lab, he designed and built a custom microtribometer
capable of friction measurements at loads down to 10 μN. Garabedian
has mapped the friction response of single crystal MoS2, a model
solid lubricant, from 100 nN to 10 mN with the same steel colloid at
a slip speed of 5 μm/s. He is using these methods to systematically
study and elucidate the interdependent effects of load, contact area
and pressure on scale-dependent friction.
Abhiram Karuppur is an undergraduate at Princeton University.
He is entering his senior year majoring in chemical and biological
engineering with a focus on energy and the environment. Karuppur
has participated in the industry during the last two summers, first at
AkzoNobel developing and synthesizing polymers for use as

WWW.STLE.ORG TRIBOLOGY & LUBRICATION TECHNOLOGY NOVEMBER 2018 • 107

Q NEWSMAKERS

STLE Philadelphia Section member Bill Tuszynski (left) and scholarship From left to right: Dr. Michael Azarian, scholarship winner Lovlesh Kaushik
winner Abhiram Karuppur. and STLE Philadelphia Section chair Rick Nachenberg.

rheology modifiers in diesel fuel and other applications. When used on optimizing reaction conditions to maximize monomer conversion
in diesel fuel, these polymers effect the fluid dynamics at the fuel to the desired polymer. More recently he interned for a business
injector, increasing combustion and fuel efficiency. His work focused strategy advisory arm of PricewaterhouseCoopers advising two

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108 • NOVEMBER 2018 TRIBOLOGY & LUBRICATION TECHNOLOGY WWW.STLE.ORG

STLE Scholarship Committee member Bill Tuszynski (left) and scholarship From left to right: Scholarship winner Lisa Mariani, professor Kevin Turner
winner Sankalp Kota. and STLE Scholarship Committee member Salvatore Rea.

merging utility companies on how best to optimize their electricity

generation portfolio.
Lovlesh Kaushik is a graduate student at the University of Mary-
land. Kaushik’s master’s thesis research aims to compare selected
lubricants and determine whether certain physical or chemical prop-
erties of the lubricant are correlated with the observed performance
of gold-plated electrical contacts. It involves identifying the effects of
unaged and aged lubricants on the performance of contacts through
the study of electrical contact resistance (ECR) as a function of normal
contact force under stationary conditions—and the study of ECR and
friction coefficient over fretting cycles under sliding conditions. The
outcomes of this project will guide selection of lubricant for the giv-
en application and also establish principles for systematic lubricant
selection for electrical contact applications in general.
Sankalp Kota is a doctorate candidate in Drexel University’s de-
partment of materials science and engineering. Working under the di-
rection of professor Michel Barsoum, Kota is studying the manufacture STLE Scholarship Committee member Salvatore Rea (left) and scholarship
and properties of atomically layered MAX-phase-like transition metal winner Maria Natalia Noriega.
boride ceramics. The most promising is MoAlB, which is stable for over
200 hours at 1,300 C. This represents the first known oxidation-resis- Lisa Mariani is a doctoral student in mechanical engineering
tant transition metal boride. This work was featured in the November and applied mechanics at the University of Pennsylvania. Mariani’s
2016 issue of TLT. Since 2016 Kota has published four peer-reviewed research investigates additive manufacturing (3D printing) and me-
papers as first or co-first author and has been a co-author on 20 other chanics of nanocellulose materials, which have applications in thin
publications. In addition to conducting his own research, Kota also has films, laminates, coatings and as composite fillers. Additionally, Mariani
mentored six undergraduate students in the Barsoum lab. aims to characterize and understand the interlayer adhesion between
Ji Lang is a doctoral student in mechanical engineering at Vil- cellulose nanofibrils and polymers using fracture-based specimens
lanova University. Thomas O’Brien, former STLE chair and account and colloidal-probe atomic force microscopy. Mariani also has been
manager for Lubrizol, presented Lang with a check during a visit investigating the mechanical properties of nanocellulose surfaces via
to the College of Engineering. Lang’s doctoral research is applying nanoindentation. This includes assessing the uniformity of properties
lessons from biological systems to develop a new type of soft porous across individual printed line passes and the effect of varying the sub-
damper (a thin porous material, which could be made of polymer or strate temperature during printing. Ultimately the goal is to construct
fibers) with superior damping and lubrication performance. He has neat and composite materials in which the incorporation of cellulose
performed extensive analytical, numerical and experimental studies nanofibrils leads to improved mechanical properties.
on a novel experimental setup he designed and constructed to simu- Maria Natalia Noriega is an undergraduate student studying ma-
late the fluid response during the sudden impact on the joint cartilage. terials science and engineering at Drexel University. As part of Drexel

WWW.STLE.ORG TRIBOLOGY & LUBRICATION TECHNOLOGY NOVEMBER 2018 • 109

Q NEWSMAKERS

University’s Cooperative Program, Noriega worked at INSA’s

Materials Laboratory where she designed silicone formula-
tions for additive manufacturing and analyzed and identified
tendencies of materials’ mechanical properties due to changes
in formulation. She also optimized rheological properties and
curing characteristics of the specific material to match the man-
ufacturing process requirements for 3D printing. As a research
assistant in the Interfacial Engineering and Materials Science
Laboratory of the Fraunhofer Institute, Noriega analyzed and
characterized nanoparticles using different analytical meth-
ods such as dynamic light scattering and fluorescence reader
to quantify functional groups available in the surface and to
synthesize and hydrolyze nanoparticles via a mini-emulsion
process.
Mark Petrovic is a bachelor’s of science and master’s of sci-
ence student in Drexel University’s materials science and engi-
neering department. Working under the direction of Dr. Michele STLE Scholarship Committee member Bill Tuszynski (left) and scholarship
winner Mark Petrovic.
Marcolongo, Petrovic is studying novel materials for bone scaf-
folding known as nanofiber shish-kababs. These materials are
synthesized by electrospinning (poly)caprolactone and modify-
ing the fiber surface with (poly)caprolactone-(poly)acrylic acid
block copolymers. Petrovic has been awarded the A. W. Grosen-
ver Scholarship by the Philadelphia Liberty Bell ASM Chapter.
Petrovic is a member of Drexel’s Pennoni Honors College and
was selected as an undergraduate research leader by the Office of
Undergraduate Research. He also has been admitted to the Drexel
Aspire Scholar program for exceptional undergraduate students.
Valerie Stephens is a research and development chemist at
CRC Industries. She also is pursuing a master’s of science de-
gree in engineering management at Drexel University special-
izing in system design. Stephens’ graduate studies are focused
on learning the management skills needed to lead and moti-
vate multi-disciplinary technical teams in collaborative problem
solving. Her studies also include developing skills in hiring and
personnel management. At CRC Industries, Stephens’ work is
in product development, product optimization and raw material Scholarship winner Valerie Stephens (left) and STLE Scholarship Commit-
tee member Bill Tuszynski.
qualification. Joining the company in 2016, she holds bachelor’s
of science degrees in chemistry and faith studies from Saint
Joseph’s University.
Jing Yang is a doctorate student at the University of Penn-
sylvania. Yang completed her studies under the direction of
Blanchard chemistry professor Andrew Rappe with STLE-mem-
ber Dr. Robert Carpick serving on her dissertation committee.
She is currently working as a postdoctoral researcher working
with professor Helen Kulik. Yang’s thesis work focused on the-
oretical studies on the mechanism of formation tribopolymers
when organic molecules are subjected to frictional stresses
on surfaces. Yang’s work provided important insights into the
conditions and processes by which tribopolymers form, thereby
advancing the development of practical and scalable micro-
and nano-elctromechanical devices. Yang’s work has yielded 10
peer-reviewed publications in the Journal of Chemical Physics
Letters and Physics Reviews.
The Philadelphia Section received STLE’s Outstanding Sec-
tion of the Year award in 2013, 2015, 2016 and 2017. Scholarship winner Jing Yang (left) and professor Andrew Rappe.

110 • NOVEMBER 2018 TRIBOLOGY & LUBRICATION TECHNOLOGY WWW.STLE.ORG

 Each year, in a program administered by its Presidential Council, STLE grants
academic scholarships to undergraduate and graduate students. These scholarships are

STLE
PRESIDENTIAL
designed to encourage students to pursue an advanced degree or a career in tribology
or lubrication engineering by subsidizing a research project related to the field.

AWARDS
Qualified students will be considered for the E. Richard Booser Scholarship (for
undergraduate students), the Elmer E. Klaus Fellowship (for graduate students) or

PROGRAM the Jeanie S. McCoy Scholarship (for female undergraduate or graduate students).
Students must apply separately using the application forms.

For more information about the STLE Presidential Awards Program, visit www.stle.org to
download applications. Applications are due Dec. 1, 2018.

Questions? Contact Karl Phipps at (847) 825-5536 or email kphipps@stle.org.

NEW

The E. Richard Booser Scholarship The Elmer E. Klaus Fellowship The Jeanie S. McCoy Scholarship
for Undergraduate Students for Graduate Students for Women Students

The purpose of the E. Richard Booser
Scholarship is to encourage under-
graduate students to pursue graduate
degrees or a career in tribology by
providing an opportunity for them
to participate in tribology research.
The student must be enrolled in an
engineering or science curriculum.
The Booser Scholarship provides
$4,000 to the student and $500 to
the department in which the student
will perform the research. Students
are selected on the basis of grade
point average or equivalent, letter of
recommendation from faculty advisor,
relevance of the research to tribology,
and quality of the proposed research
experience.
The purpose of the Elmer E. Klaus
Fellowship is to encourage graduate
students to pursue graduate degrees
or a career in tribology by providing
the opportunity for them to participate
in tribology research. The student must
be enrolled in a graduate engineering
or science curriculum at the time the
research is started.
The Klaus Fellowship provides $5,000
to the student and $500 to the
department in which the student will
perform the research. Students are
selected on the basis of grade point
average or equivalent, letter of
recommendation from faculty advisor,
relevance of the research to tribology,
and quality of the proposed research
experience.
The purpose of the Jeanie S. McCoy
Scholarship is to recognize a
deserving woman pursuing an
education in tribology in preparation
for a future career in the field. The
applicant must be a female student
who is enrolled in an undergraduate
or graduate degree program and is
pursuing an engineering or science
degree that will be applicable to a
career in the field of tribology.
The McCoy Scholarship provides
$5,000 to the student. Students are
selected on the basis of grade point
average or equivalent, letter of
recommendation from faculty advisor
or educator, and quality of a submitted
essay for publication.

Society of Tribologists and Lubrication Engineers, 840 Busse Highway, Park Ridge, IL 60068 (USA), P: (847) 825-5536, F: (847) 825-1456, www.stle.org.
 Q NEWSMAKERS
IN MEMORIAM
Monika Ivantysynova
With great sadness, TLT reports the pass-
ing of professor Monika Ivantysynova on
Aug. 11.
Ivantysynova was a Maha named
professor in fluid power systems for
mechanical engineering and agricultur-
al and biological engineering at Purdue
University in West Lafayette, Ind.
Ivantysynova was born in 1955 in
Polenz, Germany.
After completing
her doctorate at
the Slovak Tech-
nical University
of Bratislava in
1983, she worked
for seven years
in the industry,
gaining expertise
Monika Ivantysynova
in hydraulic sys-
tems and com-
ponent design, modeling and system
simulation and in the development of
hydraulic pumps and motors.
In 1990 she returned to academia
where she researched hydraulic actu-
ation systems and control for aircraft
applications at the Technical University
of Hamburg-Harburg (TUHH). In 1996
she became the chair in hydraulic sys-
tems and control at the University of
Duisburg-Essen, returning to TUHH as
professor of mechatronic system design
three years later, establishing a compre-
hensive fluid power research laboratory.
In 2004 Ivantysynova was appointed
Maha professor of fluid power systems
at Purdue University where she pushed
ahead with her many research passions,
including comprehensive simulation and
optimization methods for hydraulic pis-
ton pumps, and energy-efficient mobile
hydraulic machines using pump-con-
trolled actuation. She led the Maha Fluid
Power Research Center.
Want to be recognized in TLT? If you have news about a new employee or if someone in your company has been recognized with an award or any other interesting items, let us know. Please
send us your news releases and photos for publication in Newsmakers to TLT Magazine, Attn: Rachel Fowler, 840 Busse Highway, Park Ridge, IL 60068, rfowler@stle.org.
112 • NOVEMBER 2018
Along with writing her seminal book
Hydrostatic Pumps and Motors, published
in German and English, she founded and
was editor-in-chief of the Internation-
al Journal of Fluid Power published by
Taylor & Francis—the only international
journal dedicated to fluid power. She was
a pivotal figure in the multi-university
Centre for Compact and Efficient Fluid
Power, creating a renaissance in fluid
power research and education in the U.S.
She has published more than 200 papers
in technical journals and at internation-
al conferences. She also participated in
STLE Annual Meetings.
Ivantysynova received sever-
al awards, including the 2016 Morrill
Award, ASME 2015 Robert E. Koski Medal
and Backe Medal in 2012. She also was
an ASME Fellow, SAE Fellow and was in
the Purdue Innovator Hall of Fame. She
received honorary doctorates from the
Slovak Technical University of Bratislava
and the Lappeenranta University of Tech-
nology in Finland.
Jerome M. Gruber
STLE Life Member Jerome Martin Gruber,
98, passed away Jan. 26. He graduated
from the University of Wisconsin in 1941
with a degree in mechanical engineering.
Through ROTC, he was commissioned an
officer in the U.S. Army. With the U.S. en-
trance into WWII, he was called to active
duty on Dec. 8, 1941.
In mid-June 1944, two weeks af-
ter D-Day, he landed on Normandy and
raced across
Europe with
Patton’s Third
Army, Combat
Engineers, par-
ticipating in the
Battle of the
Bulge, where
he earned a
Bronze Star. He
was discharged Jerome M. Gruber
TRIBOLOGY & LUBRICATION TECHNOLOGY
from active duty as a major but stayed
in the active Army Reserves, eventually
retiring as a Lieutenant Colonel.
After the war he returned to civil-
ian life as an engineer. He served as
vice president and chief engineer for
Waukesha Bearings Corp. in Wisconsin
and, with six patents for shaft bearings,
became a well-known worldwide expert
in shipboard propulsion equipment,
much of it for the U.S. Navy. He also
was a life member of both The Amer-
ican Society of Mechanical Engineers
and The Society of Naval Architects and
Marine Engineers.
Stephen Paul Radasevich
STLE Life Member Stephen Paul Radase-
vich, resident of Woodridge, Ill., passed
away in September.
Radasevich graduated from Illinois
College with a major in chemistry. After
seven years in service of our country
in WWII and Korea, he briefly worked
as a medical lab
technician at St.
Anne’s Hospital
in Chicago (now
closed). Radasev-
ich then began his
lengthy career as
a research chem-
ist with Cities
Service and lat-
er International Stephen Paul
Radasevich
Harvester Co. He
also worked at
Falex Corp. from 1982-1984 managing
its contract testing lab.
Radasevich became an STLE member
in 1966. He was the Chicago Section chair
in 1980. Radasevich retired from his ca-
reer in 1984 and became an STLE Life
Member in 1987.
Radasevich loved to fish and golf and
was loyal to all Chicago sports teams. Be-
fore the age of computers, Radasevich
could fix almost anything.
WWW.STLE.ORG
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NEW PRODUCTS

Synthesis of DMTD Derivatives
Specialty chemicals company LANXESS has
commissioned a new production line at its
Mannheim, Germany, site for the synthesis of
dimercaptothiadiazole (DMTD) derivatives.
These chemicals are added to lubricants as
multifunctional additives. The production
line doubles the annual production capacity
of these specialty additives. The investment
volume is in the single-digit-million-euro
range. DMTD derivatives are multifunctional
additives and are initially used as corrosion
protection for lubricants in contact with steel
alloys containing so-called nonferrous metals
such as copper, nickel or cobalt. They prevent
the leaching of nonferrous metal ions from
the alloy, protect the metal surface from ag-
gressive chemicals and, thus, guarantee the
integrity and longevity of steel alloys. Thanks
to their metal-surface bond, they also act as
lubricants; even when under extreme con-
ditions and high pressures metal surfaces
start contacting each other. These additives
interact with and absorb aggressive chemical
breakdown products in the lubricant, which
could otherwise cause material damage in the
long term. The main areas of application for
these versatile products are industrial oils,
greases and metalworking fluids. Under the
Additin brand name, ADD supplies customers
worldwide with DMTD derivatives, which are
also used in additive packages at LANXESS.

LANXESS
Cologne, Germany
+49 221 8885 0
www.lanxess.com
Photo courtesy of LANXESS.

OLOA® 54720 Additive Package

Chevron Oronite introduces the OLOA® 54720, its

new top-tier additive package that combines mul-
tiple ACEA, API, ILSAC and OEM SAE 0W-20 claims
as well as low-speed pre-ignition protection into
one product. OLOA 54720 addresses the need for
an additive package that meets the new ACEA C5-
based segment. OLOA 54720 also offers logistics
advantages in that it combines several key SAE
0W-20 OEM approvals, which can reduce complex-
ity. The product is compatible with after-treatment
operation over its life span, including use in en-
gines equipped with gasoline particulate filters.
This product is another example of PCFlex AD-
© Can Stock Photo / tuk69tuk and senkaya

Dvantage™, Oronite’s commitment to deliver per-

formance and flexibility to its passenger car motor
oil customers.

Chevron Oronite
San Ramon, Calif.
(877) 512-7200
www.oronite.com

114 • NOVEMBER 2018 TRIBOLOGY & LUBRICATION TECHNOLOGY WWW.STLE.ORG

Spindle Alignment
Lasers
Hamar Laser Instruments,
Inc., a world leader in laser
alignment, introduces two
spindle alignment lasers for
accurate and fast alignment
of lathes, turning centers and
other machinery. The L-702
Spindle Alignment Laser is a
straight-line laser for spindle
alignments in lathes, turning
centers, OD grinders, slant-
bed lathes and transfer-line
and rotary-dial machines. The
L-702SP Spindle Alignment
Laser with Scan Plane adds
a perpendicular scan plane to
the L-702 spindle laser beam
for checking cross-slide, tur-
ret axis squareness and other
Photo courtesy of Hamar Laser Instruments, Inc.
milling axes in multi-axis, mill-
turn machines. Checking and
adjusting machine alignment
with the new lasers is easy and
fast. The L-702 and L-702SP are
inserted into spindle chucks
and aligned to the spindle’s
rotation axis using Hamar La-
ser’s T-261 4-Axis Target. Then
the lathe-bed straightness and
parallelism to the headstock
are checked. The data is sent to
Hamar Laser’s Lathe9 Software
for recording and analysis with
a very high measurement res-
olution of .000001 in. (0.00025
mm). The L-702SP also can be
used to check machine-bed
guideway flatness/leveling
with the addition of Hamar La-
ser’s mag base fixture.
Hamar Laser Instruments, Inc.
Danbury, Conn.
(800) 826-6185
www.hamarlaser.com

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WWW.STLE.ORG TRIBOLOGY & LUBRICATION TECHNOLOGY NOVEMBER 2018 • 115

SOUNDING BOARD

© Can Stock Photo / dashark

Executive Summary

TLT asked readers: If you could create a new tribological test, what would you make?
• A test that accurately replicates real-world environments.
• A test that measures coefficient of friction in a number of modes and conditions.
• A test that provides instantaneous and accurate oil analysis data with no wait time.

What are the greatest benefits and significances from tribological testing?
• Optimizing machine life, reducing downtime and accidents.
• Obtaining performance information faster and less expensively than testing under operating
conditions.
• Creating more efficient lubricants, increasing efficiency in every way, generating energy savings,
monitoring environmental impact, reducing costs.

116 • NOVEMBER 2018 TRIBOLOGY & LUBRICATION TECHNOLOGY WWW.STLE.ORG

Q.1 If you could create a new tribological test, what would
you make that would most benefit lubrication engineers
in their work?
Shorten time of test and quality
results.
Effectiveness.
A single-step field test that
operations could use to
quickly diagnose a lubricant’s
remaining life and contaminant
level. Needs to be quick,
repeatable and accurate.
I’d create a test that accurately
replicated problems in the
field. Most tribotesters don’t
correlate to field tests. For
example, you might have a gear
test that simulates micropitting
observed in the field.
A test that measures film
thickness and friction at the
same time under different
pressures.
Improved reciprocating tester
for accelerated testing.
Test equipment should be as
robust and flexible to simulate
as many practical applications
as possible to provide useful,
repeatable results. Ideally
it would be monitored using
multiple methods to gain as
much information as possible
from each test.
Tackiness measurement.
One that requires a small
amount of lubricant, can be run
quickly and accurately predicts
in-use performance.
WWW.STLE.ORG
It’s not a new test, but I
would like to see improved
compatibility testing.
Bearing grease test under
shock-loaded conditions.
Current observation of rising
wear particles and surface
changes during the test to
determine the existing wear
mechanism. Also, I’d develop a
test strategy to show how the
change in the lubricant applied
to the movement friction
and the wear of cooperating
surfaces under certain
conditions is possible (it also is
possible to introduce a specific
dynamic change of one of
these conditions).
Something that can measure
coefficient of friction in
a number of modes and
conditions so that the values
could be more easily made to fit
with simulation models.
Develop tests that have
relevance in reality and
correctly simulate the
phenomena.
I would minimize sample
volumes in most tribological
tests. Many standards require
excessive quantities of
lubricants.
Obviously a debris sensor that
can classify the debris in size
correlation between debris
analysis and vibration analysis.
TRIBOLOGY & LUBRICATION TECHNOLOGY
How do you normally conduct a tribological study?
Accelerated lab tests only
Simulative lab tests only
In-field tests only
Lab tests and in-field tests
Accelerated lab tests, simulative lab tests and in-field
tests
Based on responses sent to 15,000 TLT readers.
A flexible and affordable
bearing test, as today tests
for grease life and bearing
lubricity are few and
expensive.
Lubrication condition test.
Being involved in
metalworking, it is critical that
bench scale testing involve
actual metal cutting that
simulates as nearly as possible
the in-plant conditions.
Functional boundary layer
thickness in application or
measurement of load-carrying
ability.
Connect and piece together a
picture of tribology at work.
Instant, real-time in-field
tests that eliminate the need
and time delay in sending to
remote labs.
15%
6%
8%
31%
40%
Something fast, accurate and
inexpensive.
Operating conditions need
to be understood and
evaluated to give accurate
recommendations. A
questionnaire that is specific
to the system being tested
would give enough data to
understand the fluid samples.
Something to measure film
thickness instantaneously and
accurately and something to
measure tribochemistry during
rubbing.
A trifecta test for energy
efficiency, environmental
impact and cost balance.
A one-check test that would tell
you if you have the oil you think
you have. Something beyond
viscosity and elements that
would be available in one test.
NOVEMBER 2018 • 117
Q SOUNDING BOARD
I would like to know in real
time the metallic wear particles
present in the equipment at
the time that I need to know it
instead of sending a sample to
a laboratory that can take five
to 10 days.
A scale that relates rotor
dynamic performance,
including lubricants.
A five-star test: viscosity,
acid number, FTIR, water,
particulate count.
An inexpensive test to
more accurately check for
compatibility between two
greases.
Q.2 What do you think are the greatest benefits and
significances from tribological testing?
We can monitor equipment to
avoid breakdown maintenance.
It adds value on the asset.
Learning how to reduce wear.
The greatest benefit I see is
the ability to move rotating
equipment fault detection
further up the P-F curve
to reduce/lessen process
downtime.
Prediction of real-world
performance.
Learning new ways to extend
component life.
Reduced need for bench and
field-test screening.
118 • NOVEMBER 2018
Tests for accelerated life
testing for the specific
lubricant.
A run-to-failure test. For
example, for hydraulics heat
the oil to 200 F and run the
system at maximum capacity
unfiltered until it can no longer
do the work. The longer the run
time, the better the hydraulic
oil is at preventing wear and
resisting oxidation.
A lubricity tester that helped
with viscosity selection.
A universal database into
which all test conditions and
results data could be fed.
Probably the best way to
model tribological behavior
and friction apart from the
OEM devices.
Improved lubricant
formulations, better
understanding of surface
interactions.
Performance, differentiation.
If done correctly, tribotesting
can cost-effectively screen
lubricants and/or aid in
selecting materials and
surface treatments. Also it
can isolate wear mechanisms
in fundamental work and
provide a data resource for
future applications (if tests
are done properly).
TRIBOLOGY & LUBRICATION TECHNOLOGY
Something to estimate product
life under various conditions.
An instrument that mimics the
field application inexpensively,
doesn’t use large amounts of
fluid and provides a lot of data
in a relatively short amount
of time.
An instrument that allows
the most common machining
conditions, including tool and
workpiece materials, to be
accurately reproduced.
A machine with
interchangeable parts to
simulate different real-world
applications more accurately.
How often do you use
accelerated lab tests
to make a decision on
tribology-related matters?
All the time
Often
Not often
Never
Based on responses sent to 15,000 TLT
readers.
Tribological tests help
us better understand the
operation of the machinery
and increase the reliability
of the machine.
I would create a test to recreate
real operation condition to
better reveal lubrication issues.
A test to identify whether the
lubrication fluid is doing what it
is supposed to do.
A uni-directional setup
in which the contact is
repetitively made only in
one direction during the
test. This could be
potentially useful in
testing surfaces having
directional texture.
A better method for
determining tool wear for
metal-removal operations.
The greatest benefit in my
mind is that it gives you
confidence of success going
into a field evaluation.
Industry cost savings due
9%
to reduced wear of machine
54% components. Reduced
downtime due to failure of
28% mechanical parts.
9% Proper evaluation of
tribological properties for
different cases.
Standard methods can
be generated that can be
performed on globally
available equipment so
repeatability monitoring and
cross referencing of results
can be conducted.
WWW.STLE.ORG
 Basic Handbook of Lubrication
Third Edition
The only reference you need to
understand tribology fundamentals!
Edited by STLE’s Alberta Section, the Basic Handbook of
Lubrication (Third Edition) is a comprehensive text authored
by more than 25 contributors. At 360 pages, this technical
reference thoroughly covers some 30 topics with material
edited to help newcomers and veterans to the lubricants
industry. This reference is included in the recommended
study material for STLE’s Certified Lubrication Specialist©
and Oil Monitoring Analyst© (I&II) certifications.

CHAPTER TITLES

• Oil viscosity & selecting correct grade • Turbine oils

depending on temperature • Refrigeration system lubrication
• Friction and lubrication regimes • Grease, an introduction
• Mineral base oils • Solid film lubricants
• Synthetic base oils and finished lubricants • Metalworking & preservative fluids
• Used oil re-refining to create base oils • Environmentally friendly lubricants
• Additives used in formulating lubricants • Solvents & cleaners
• New lubricants – analysis & testing • Aftermarket additives
• Bearing lubrication • Centralized lubrication systems
• Engine oils • Pneumatics
• (Stationary) natural gas engine lubrication • Filtration
• Enclosed gear oils: Classifications and • Introduction to seals
additives • Wear types
• Hydraulics fluids & related properties • Degradation and analysis of oils
• Hydraulic system components in service
• Hydraulic system components – sample • Condition monitoring & industrial
calculation machinery
• Hydraulic system components – sample • Effective bearing failure analysis
calculation appendix • A guide to purchasing lubricants
• Air compressor lubrication • Storage of new lubricants (health, safety
• Reciprocating natural gas compressor and environmental considerations)
lubrication • Used oil collection
• Lubrication of electric motor bearings • Glossary of lubrication terms

Price: $155 to STLE members, $189 to others (includes shipping).

Comes in spiral-bound and perfect-bound editions.
Available only through STLE! Order at www.stle.org, or call 847-825-5536.

Society of Tribologists and Lubrication Engineers

840 Busse Highway, Park Ridge, Illinois 60068
P: 847-825-5536 F: 847-825-1456 www.stle.org info@stle.org
Q SOUNDING BOARD

Proof of concept before

advancing to field testing.

It’s a cheaper alternative to

finding solutions and screening
between solutions.

It enables us to keep a
sharp eye on lube-quality
degradation and also to
see the wearing element
trend for proactive decisions.
By this we increase drain
interval of lubricant.

© Can Stock Photo / buhanovskiy

Tribological tests tell
what happen to surfaces
and lubricants in friction
zone conditions. It is up to
engineers and researchers
to determine whether those
conditions simulate field
application properly.
The ability to simulate
conditions in applications
before field testing new
lubricants.
Optimize the machine life.
Avoid an accident with the
machine.
These bench type tests often
give critical information about
performance in a shortened
period of time at less expense
compared to testing under
actual operating conditions.
It detects failures before they
happen and identifies areas
for lubricant improvement to
extend component life.
The insights to plan for
servicing and extend machine
or plant uptime and return on
investment.
Create more efficient
lubricants, increase efficiency
in every way, generate
energy savings, monitor
environmental impact,
reduce costs.
Reduced power consumption.
Be proactive instead of
reactive.
Discover an issue before it
leads to damage/failure.
Understanding the life
of a lubricant in a given
environment.
Getting a comprehensive look
at what the oil is minimally
capable of.
Predict equipment failure
and determine the life of the
lubricating fluid.
It helps you keep current with
new technology.
Material durability.
For us product development is
where testing benefits most.
Speeding up development,
screening. Also good for cross-
functional, interdisciplinary,
exploratory studies.
Predictive maintenance.
Discover new concepts.
Rapid assessment of new
components and materials
before scaling up into end use
applications.
Objective data.
Reduction in harm to
equipment from needless
full-scale testing.
Product stewardship and
integrity.
Evaluating the performance
of lubricant formulas.
Testing can provide
comparison data of like
additives, provide confidence
before going into a field trial
and provide insight into
additive behavior in different
formulations.
Relative comparison of
lubricity during product
development or competitive
product replacement.
I think it provides a good
short-term testing and analysis
for simulating and studying
performance of lubricants,
coatings and materials.
Improved reliability.

Editor’s Note: Sounding Board is based on an informal poll of 15,000 TLT readers. Views expressed are those of the respondents and do not reflect the
opinions of the Society of Tribologists and Lubrication Engineers. STLE does not vouch for the technical accuracy of opinions expressed in Sounding Board,
nor does inclusion of a comment represent an endorsement of the technology by STLE.

120 • NOVEMBER 2018 TRIBOLOGY & LUBRICATION TECHNOLOGY WWW.STLE.ORG

Exclusive Discount for STLE TLT Magazine Subscribers:

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TLT ADVERTISERS INDEX

NOVEMBER 2018 • VOL. 74, NO.11

Next in TLT:
December
Company Page
Ad close: Oct. 25
Acme-Hardesty Co. 9
Materials: Nov. 1
Afton Chemical Corp. 48
• Additives
BASF 39
• Oil Analysis
Basic Handbook of Lubrication, Third Edition Book 119 • Computer-Aided Tribology

© Can Stock Photo / hKuprevich

Cannon Instrument Co. 104 • Automotive Tribology
Chevron Oronite Co., LLC 3
Colonial Chemical 115
CRC Press - Taylor & Francis Group 121 January 2019
Ad close: Nov. 20
Croda, Inc. 52
Materials: Nov. 27
Eastman Chemical Co. 107
Elco/Italmatch Chemicals 37 (Includes 2019 STLE Annual
Meeting Advance Program.
Evonik Oil Additives 5, 56
Special recognition for
ExxonMobil Chemical Co. 7
exhibitors, CMF presenters
Faith-Full MWF Consulting 125 and sponsor ads!)
Fluid Line Products 126
• Synthetic Lubricants
© Can Stock Photo / nikkytok

Huntsman Petrochemical Corp. 41

• Metalworking Fluids
Ingevity 91 • Engine & Drivetrain
Institute of Materials 60 • Gear Lubrication
Invista IFC • Lube Fundamentals
J.A.M. Distributing Co. 99
Kao Chemicals OBC
King Industries, Inc. 11, 64 February 2019
Ad close: Dec. 21
LANXESS Corp. 68
Materials: Dec. 28
MJ Tribology 130
Monson, An Azelis Company 20 • Oil Analysis
• Synthetic Lubricants
Münzing 97
• Base Oils
© Can Stock Photo / Fahroni

Napoleon Engineering Services 106

• Environmentally Friendly
OilDoc Conference & Exhibition 2019 131 Fluids
Pelichem Associates 85 • Automotive Tribology
Pilot Chemical 23
Pittcon 2019 113
Sasol North America 46 March 2019
Sea-Land Chemical Co. 108 Ad close: Jan. 25
Materials: Feb. 1
Soltex, Inc. 29
SONGWON Industrial Group 95 (STLE 75th Anniversary issue!
STLE 2019 Annual Meeting & Exhibition 101 Bonus Distribution: PittCon,
March 17-21, Philadelphia, Pa.)
STLE 2019 Awards Program Call for Nominations 123
© Can Stock Photo / nd3000

STLE Learning Pathways 127 • Metalworking Fluids

• Grease
STLE Membership 84
• Condition Monitoring
STLE 2019 Presidential Awards Program 111
• Aerospace
STLE 2019 STEM Program 133 • Lube Fundamentals
TH Hilson, A Ravago Chemicals Co. 105
The Dow Chemical Co. 72
The Lubrizol Corp. 76
For information on how to customize a multi-media marketing program
UL Prospector IBC
that reaches 15,000 lubricant-industry decision-makers, contact:
Vanderbilt Chemicals, LLC 44, 80 National Sales Manager, Tracy Nicholas VanEe
Zschimmer & Schwarz, Inc. 103 (630) 922-3459 • tnicholas@stle.org

122 • NOVEMBER 2018 TRIBOLOGY & LUBRICATION TECHNOLOGY WWW.STLE.ORG

Nominations now being accepted for
2019 STLE Awards Program

Each year STLE honors individuals for outstanding achievements in the field of tribology
and lubrication engineering. The Society is now accepting nominations for its two prestigious
honors: The STLE International and P.M. Ku Awards, which will be presented during the
74th STLE Annual Meeting & Exhibition in Nashville, Tennessee (USA), May 19-23, 2019.

The STLE International Award is the
Society’s highest technical honor and
bestows lifetime honorary membership on
the recipient, who need not have been a
member of STLE. It is given in recognition
of the recipient’s outstanding contributions
in tribology, lubrication engineering or
allied fields.
Nomination requirements:
• Include three letters of support
emphasizing the candidate’s technical
achievements in tribology and
lubrication engineering.
• Biographical information (including
a detailed Curriculum Vitae) also
submitted.
The P.M. Ku Award recognizes outstanding
and selfless achievements on behalf of the
Society. It is given to an STLE member who
most typifies the dedicated spirit of the late
P.M. Ku, who worked tirelessly to promote
and advance the mission of STLE.
Criteria:
• To qualify for the honor, the recipient
must have been a member of the
Society for at least 15 consecutive
years and performed extensive, active,
dedicated service for STLE.
Nomination requirements:
• Include three letters of support
emphasizing the candidate’s volunteer
work on behalf of STLE.

Nominations deadline is Nov. 30, 2018.

Nominations must include all required letters and documentation for consideration.

For more information about the STLE Awards program, visit www.stle.org or contact
Karl Phipps at (847) 825-5536 or email kphipps@stle.org.

Society of Tribologists and Lubrication Engineers, 840 Busse Highway, Park Ridge, IL 60068
info@stle.org, www.stle.org, 847-825-5536 • Follow us on #STLE2019
RESOURCES

Technical Books STLE Local Section Meeting Calendar

Physical Chemistry for Engineering and Applied Sciences:
Theoretical and Methodological Implications
Editors: A.K. Haghi, Cristobal Noé Aguilar Gonzalez,
Sabu Thomas and Praveen K. M
Publisher: CRC Press and Apple Academic Press
Events listed here are local section programs.
For further details and a full listing of other up-
coming section events in your area, visit www.
stle.org. Meeting announcements can be sent
to TLT Magazine, Attn: Rachel Fowler, rfowl-
er@stle.org.

This new volume, Physical Chemistry for

Engineering and Applied Sciences: The-
oretical and Methodological Implications, November 2018
introduces readers to some of the latest
research applications of physical chem- STLE Houston Section Golf Outing, Nov.
istry. The compilation of this volume was 1, 10:30 a.m. (check in), 11:30 a.m. (lunch),
motived by the tremendous increase 1 p.m. (shotgun start), 5:30 p.m. (dinner),
RI XVHIXO UHVHDUFK ZRUN LQ WKH ƁHOG RI Augusta Pines Golf Club, 18 August Pines
physical chemistry and related subjects Dr., Spring, Texas. Contact: Ron Bertoldi,
in recent years, and the need for com- ron.bertoldi@sealandchem.com or (281)
munication between physical chemists, 381-8505. For more information, visit www.
physicists and biophysicists. This volume stlehouston.com/2HoustonSTLE/in-
UHƂHFWVWKHKXJHEUHDGWKDQGGLYHUVLW\LQ dex.shtml.
research and the applications in physical chemistry and physical chem-
istry techniques, providing case studies that are tailored to particular STLE Houston Section: Tools Used in the
research interests. It examines the industrial processes for emerging ma- Oil Reservoir (Speaker: Chris Haught,
terials, determines practical use under a wide range of conditions and Esco Products), Nov. 9, 11 a.m. (arrival, so-
establishes what is needed to produce a new generation of materials. cial), 11:30 a.m. (lunch), 12 p.m. (speaker pre-
Available at www.crcpress.com. List Price: $159.95 (USD), hardcover. sentation), Maggiano’s Little Italy, 2019 Post
Oak Blvd., Houston, Texas. For more informa-
tion, visit www.stlehouston.com/2Hous-
tonSTLE/index.shtml.

STLE Chicago Section: Quenchants: An

Beyond Oil and Gas: The Methanol Economy, 3rd Edition Overview (Speaker: David Morrison,
BP Castrol), Nov. 15, 5:15 p.m. (hospitality
Authors: George A. Olah, Alain Goeppert and G. K. Surya Prakash hour), 6:15 p.m. (dinner), 7:15 p.m. (speaker
Publisher: Wiley presentation), Ashton Place, 341 75th St.,
Willowbrook, Ill. Contact: Patrick Brutto,
Completely revised and updated, the patrick.e.brutto@gmail.com, or register
third edition of this bestseller discusses at www.chicagostle.org.
the concept and ongoing development
of using methanol as a transportation STLE Alberta Section: Grease (Speaker:
fuel, energy storage medium and raw Darren Hall, Shell), Nov. 19, 6 p.m. (hos-
material to replace oil. The contents have pitality hour), 6:15 p.m. (dinner), 7:15 p.m.
been expanded by 35% with new chap- (speaker presentation). Woodvale Facility
ters on energy storage, methanol from & Golf Club, 4540 50 St. NW, Edmonton,
biomass and waste products, as well as Alberta, Canada. Contact: Peter Neufeld,
on carbon dioxide recycling. Written by pneufeld@suncor.com.
the late Nobel laureate George Olah and
his team, this is an inspiring read for any- December 2018
one concerned with the major challenge
posed by tomorrow’s energy and environmental problems. Available at STLE Alberta Section: Arctic Mining
www.wiley.com. List Price: $55.00 (USD), paperback. Equipment (Speaker: Yen Garcia, Do-

124 • NOVEMBER 2018 TRIBOLOGY & LUBRICATION TECHNOLOGY WWW.STLE.ORG


minion Diamond Mines), Dec. 10, 6 p.m.
(hospitality hour), 6:15 p.m. (dinner), 7:15
p.m. (speaker presentation). Hotel Blackfoot
(Blackfoot Inn), 5940 Blackfoot Trail SE,
Calgary, Alberta, Canada. Contact: Peter
Neufeld, pneufeld@suncor.com.
STLE Houston Section: Rice Universi-
ty Mechanical Engineering Lab Tour
and Social Activities, Dec. 14, 11 a.m. to
1 p.m. More information to come. Rice Uni-
versity, 6100 Main St., Houston, Texas. For
more information, visit www.stlehouston.
com/2HoustonSTLE/index.shtml.
WWW.STLE.ORG
STLE Certification Exams
67/(LVRƢHULQJWZRFHUWLƁFDWLRQH[DPVLQWKHFRPLQJPRQWKV+HUHLVWKH
information on each exam:
• Nov. 23 from 12-3 p.m. at Fluid Life, 4371 Savaryn Dr. SW, Edmonton,
Alberta, Canada.
• Dec. 7 from 9 a.m. to 12 p.m. at Oildoc GmbH, Kerschelweg 29, 83098
Brannenburg, Germany (German language only).
For the online registration form, go to www.stle.org; click on the profes-
VLRQDOGHYHORSPHQWWDEDWWKHWRS7KHQJRWRFHUWLƁFDWLRQWKHQUHJLVWUDWLRQ
Online registration closes two weeks prior to the exam date. Onsite registra-
WLRQPD\EHDYDLODEOHRQDƁUVWFRPHƁUVWVHUYHEDVLV)RUPRUHLQIRUPDWLRQ
and for other methods of registering, you may contact STLE headquarters
by emailing FHUWLƁFDWLRQ#VWOHRUJ or calling (847) 825-5536.
Faith-Full
MWF Consulting
Patrick Brutto,
M.Sc., CMFS
Technical Industry Specialist
Metalworking Fluid Expertise
• Additive technology (amines, biocides,
corrosion inhibitors, etc.)
• Formulating guidance
• Testing methods and strategies
• Troubleshooting of field problems
• Market factors influencing fluid selection and use.
Email: patrick.e.brutto@gmail.com • Mobile: (708) 220-4844
www.linkedin.com/in/pebrutto
TRIBOLOGY & LUBRICATION TECHNOLOGY NOVEMBER 2018 • 125
Q RESOURCES
Industry Conferences and Courses
ELGI & STLE Tribology
Education Course
This one-day ELGI & STLE
Tribology Education Course is
Nov. 8 at the Crowne Plaza Am-
sterdam in Hoofddorp, Nether-
lands. This course focuses on
the multidisciplinary nature of
tribology and will provide in-
depth knowledge on the linkage
of friction, wear and lubrication
WRWKHWUDGLWLRQDOVFLHQWLƁFGLVFL-
plines. Colleagues who are new
WRWKHƁHOGRIWULERORJ\ZLWKD
background in material sci-
ence, mechanical engineering,
chemistry, physics or related
disciplines and those who wish
to gain a broad understand-
ing on tribology should attend
this course. To register, visit
www.elgi.org/joomla152/
index.php?option=com_
profor ms&view=for m&-
jid=9&Itemid=168.
126 • NOVEMBER 2018
ICETAT 2018
The International Conference
on Engineering Tribology and
Applied Technology 2018 (ICE-
TAT 2018) is Nov. 16-18 at the
Howard Civil Service Interna-
tional House in Taipei, Taiwan.
The theme for this year is Engi-
neering Tribology Technology.
Topics include basic friction
and wear, lubrication, contact
mechanics, surface engineering
and coating, biotribology and
more. For more details on the
conference, visit www.tstt.org.
tw/icetat2018.
TRIBOLOGY & LUBRICATION TECHNOLOGY
TriboBR 2018
The Third International Brazil-
ian Conference on Tribology
(TriboBR) is Dec. 3-5 at the
Majestic Palace Hotel in Flori-
anópolis, Brazil. Following the
great success of the first and
second conferences, the Third
TriboBR embraces state-of-the-
art and future trends in tribology
research and application. It also
provides an international forum
for researchers and practitioners
to exchange information, pres-
ent new developments, establish
new international personal net-
works and discuss the future di-
rections and priorities of tribol-
ogy. The island of Florianópolis
in Brazil is a perfect location to
discuss how research on tribol-
ogy can help reducing energy
consumption and improve sus-
tainability. Registration deadline
is Nov. 9. For more information,
visit http://tribobr2018.org.
OilDoc Conference & Exhi-
bition
The OilDoc Conference & Ex-
hibition is Jan. 29-31, 2019,
in Rosenheim, Germany. This
conference is the trend-setting
HYHQWLQWKHƁHOGVRIOXEULFDWLRQ
maintenance and condition
monitoring. It also is a platform
for acknowledged experts in the
ƁHOGVRIUHVHDUFKGHYHORSPHQW
and science as well as for expe-
rienced engineers. They present
their latest academic insights
and research results and provide
crucial impetus to practitioners.
The main topics include condi-
WLRQPRQLWRULQJƂXLGPDQDJH-
ment, lubricants, tribology, met-
DOZRUNLQJIXQFWLRQDOƂXLGVDQG
more. For more information, vis-
it https://conference.oildoc.
com/en/home.html.
WWW.STLE.ORG
 Education
inDIVIDUALIZED
APPROACH
TO
PROFESSIONAL
DEVELOPMENT
ABOUT THE LEARNING PATHWAYS
STLE has a well-known tradition of providing continuing education to industry
professionals ready to take their career to the next level and create value to their
employers, customers & peers. Now we’ve expanded our online offerings with the
launch of STLE’s Learning Pathways - a reorganization of all STLE content that
is more focused, easier to search & accessible in a variety of formats that is right
for you. This content is organized to allow individuals to continue developing skills
in two major vocational segments: Lubrication Specialists & Oil Analyst.

STLE is a trusted provider of education and a workforce development partner,

and the Learning Pathways is just one more valuable information-sharing service
STLE offers to benefit industry professionals in their career development.

More products & services to come from STLE Education. Please visit www.stle.org.

ARTICLES WEBINARS

SHORT COURSES BOOK CHAPTERS

Society of Tribologists and Lubrication Engineers - 840 Busse Highway, Park Ridge, IL 60068 - www.stle.org
CAREER COACH

You’ve got 45 seconds—go!

Is your elevator pitch taking you down?
Try these seven situation-specific strategies.

V
W

© Can Stock Photo / 3pod

By Ken Pelczarski

When and where will you use your

D
oes a magic formula exist that will break the
ice and begin discussions in a powerful way when elevator pitch?
you are networking or interviewing? A good ar- Interviews:
gument can be made that your elevator pitch is 1. Scheduled job interviews with a
that formula. VSHFLƁFHPSOR\HU
3UHSDUHDVOLJKWO\GLƢHUHQWHOHYDWRUSLWFKIRU 2. Impromptu interviews at meetings and
each scenario you could encounter, and you will conferences
have gone a long way toward taking advantage 3. Career fairs
of the next career opportunity that comes along.  6HDUFKƁUPV

What is an elevator pitch? Networking:

An elevator pitch is a 15-45 second snapshot of 1. Meetings and conferences
your career, oral or written, that conveys as much 2. Technical presentations
as possible to others about who you are, what you 3. Trade shows
do and what you want to do. Your pitch will include 4. Business social events
information such as current employment, skills, 5. Academic settings.
strengths, accomplishments, interests and goals.

128 • NOVEMBER 2018 TRIBOLOGY & LUBRICATION TECHNOLOGY WWW.STLE.ORG


Written and online presentations:
1. Resume
2. Cover letter
3. LinkedIn
4. Twitter
5. Facebook.
Who are recipients of your
elevator pitch?
1. Human resource managers
2. Hiring managers
3. Company executives
4. Search consultants/recruiters
5. Professors and placement advisors
6. Industry colleagues
7. Fellow meeting attendees
8. Fellow STLE volunteers
9. Competitors
10. Friends and family
11. Strangers.
What are goals for a successful
elevator pitch?
 0DNHDSRVLWLYHƁUVWLPSUHVVLRQ
2. Leave others inspired
 0DNHSURJUHVVWRZDUGDMRERƢHU
4. Obtain assistance with your career
goals
5. Find a reason to stay in touch
6. Begin a long-term relationship.
What are strategies for a successful
elevator pitch?
1. Tailor your pitch to the type of situ-
ation, contact and job opportunity.
 ,QDQLQWHUYLHZHPSKDVL]H\RXUƁW
WRWKHMREDQGVSHFLƁFEHQHƁWV\RX
bring.
3. Create a short and engaging pitch.
4. Be ready to elaborate.
5. Show enthusiasm and passion.
6. Have business cards handy.
7. Exchange contact information.
When attempting to reciprocate in a
networking situation:
1. Aim for equal exchange of
information.
2. Show interest in the other person.
3. Ask what the person does for a living.
 2ƢHULGHDVDQGFRQWDFWV
COMMON SCENARIOS
As described above, numerous situations
will come up when you want to use your el-
WWW.STLE.ORG
Prepare a slightly different elevator pitch
for each scenario you could encounter.
evator pitch. Below are examples of a pitch
for some of the most common scenarios:
1. Elevator pitch for a job interview.
This pitch will be used early in the inter-
view, especially when the employer asks
you to tell me about yourself. Your pitch will
be tailored to the type of job for which you
are interviewing (e.g., senior chemist versus
laboratory manager).
)RUWKHSDVW\HDUV,KDYHEHHQIXOƀOO-
ing my dream of utilizing creative skills in my
profession. I’m currently employed in applied
research with a manufacturer of high-perfor-
mance specialty greases for the automotive,
aerospace and electrical industries. I have been
successful in creating over $5 million in revenue
for my employer through product improvements
and commercialization of more than a dozen
new products. I would like to achieve similar
results for your organization. In addition, I am
now managing a recent chemist graduate and
would like the opportunity to continue mentor-
ing, training and managing other chemists with
a leading global organization such as yours.
2. Elevator pitch for networking at a
business meeting, conference or social
event. This pitch will be used at a sched-
uled networking meeting or when a busi-
QHVVSURIHVVLRQDOKDVRƢHUHGWRKHOSZLWK
your career goals.
I’m an R&D chemist with 20 years of ex-
perience and many accomplishments in for-
mulating high-performance specialty greases
for the automotive, aerospace and electrical
industries. I’ve been successful in creating over
$5 million in revenue for my current employer
through product improvements and commer-
cialization of more than a dozen new products.
I recently started managing a fresh graduate
chemist and have discovered a passion for
teaching what I know to others. I would like
to join a global organization and continue my
research with the opportunity to mentor, train
and manage other chemists. Would you have
any ideas or industry contacts that may help
me achieve my career goals?
3. Elevator pitch for industry col-
leagues, peers and competitors. Pref-
ace your pitch with conversation about the
other person including how they are doing
in achieving career goals with their current
HPSOR\HU,IWKLVLQGLYLGXDOLVGLVVDWLVƁHG
TRIBOLOGY & LUBRICATION TECHNOLOGY
ZLWKWKHLUFDUHHUVLWXDWLRQRƢHUWRDVVLVWLQ
any way you can. Complete this conversa-
tion before talking about yourself.
I love what I’m doing with my current em-
ployer and am ready for more challenge and
advancement into new responsibilities. I have
20 years of experience in formulating high-per-
formance greases and have made millions of
dollars for my employers through development
of new products. I have had minimal manage-
ment responsibilities up until now and would
like to work for a company that will provide
more opportunities in this area. Do you have
any industry contacts that could help me or any
companies in mind that would value my skill set?
4. Elevator pitch when beginning to
work with a search consultant. When
you are beginning to work with recruiters,
your pitch should provide them with a good
understanding of what you do and what
you have accomplished, as well as moti-
vate them to actively represent you in your
career pursuits.
I’m an R&D chemist with 20 years of ex-
perience and many accomplishments in for-
mulating high-performance specialty greases
for the automotive, aerospace and electrical
industries. I’ve been successful in creating over
$5 million in revenue for my current employer
through product improvements and commer-
cialization of more than a dozen new prod-
XFWV,ZRXOGOLNHWRƀQGDODEPDQDJHPHQW
or project management opportunity that will
utilize my skill set in R&D and my newfound
passion for mentoring, training and managing
other chemists.
5. Elevator pitch for your resume and
/LQNHG,QSURƁOH7KLVSLWFKLVHƢHFWLYH-
ly the same as your executive summary
or summary of skills near the top of your
resume.
Twenty years of R&D and formulation
leadership experience in high-performance
specialty greases for the automotive, aerospace
and electrical industries. Successful in creating
over $5 million in revenue for my employers
through product improvements and commer-
cialization of more than a dozen new prod-
ucts. Experience in mentoring, hiring, training
and managing other chemists and technicians.
Highly motivated to tackle new challenges and
responsibilities in R&D and dramatically in-
crease revenue for my employer.
NOVEMBER 2018 • 129
Q CAREER COACH
6. Elevator pitch for friends and fam-
ily. Begin by discussing employment sit-
uations with friends or family members
including how they are doing with their
FXUUHQWHPSOR\HU0DNHDQRƢHUWRDVVLVW
with advice or contacts if they are look-
ing for new employment or advancement
with their current employer. Complete this
conversation before talking about yourself.
In this pitch, it is assumed that these indi-
YLGXDOVGRQRWKDYHVSHFLƁFNQRZOHGJHLQ
\RXUƁHOG
I have done well in my current job with
many accomplishments and am ready to take
on a new challenge and additional responsi-
bilities. I have 20 years of experience in my
research career and am passionate about lead-
ing others in product development of specialty
greases. Do you have any contacts that could
be helpful to me or any ideas that may help me
advance in my career?
130 • NOVEMBER 2018
7. Elevator pitch for strangers. You
never know where the lead for your next
career opportunity will come from, so why
not strike up a conversation with strangers
ZKHQWLPHDOORZV"$VNVWUDQJHUVƁUVWKRZ
they are doing and how their day is going.
Then begin to share a little bit about your-
self with enthusiasm. This is not always a
comfortable thing to do, but you may be
surprised at the willingness of others to
share and try to help. I have experimented
with talking to strangers more frequently
this year and have been amazed at the many
positive responses.
It may sound strange, but I have really
loved my 20-year career as a grease chemist.
If your career is even remotely related to what
I do, perhaps you would have some ideas on
how I could achieve more management respon-
sibilities than the limited amount I have had
up until now.
TRIBOLOGY & LUBRICATION TECHNOLOGY
Be careful not to simply memorize all
variations of your elevator pitch. To sound
genuine, it is crucial to appear natural and
conversational in your presentation as op-
posed to being rehearsed.
After presenting your elevator pitch in
networking situations, it is important to fol-
low up with your original contact as well as
follow up on any referrals, ideas and recom-
mendations you received.
Advance to greater heights when you
ride your elevator pitch to a new oppor-
tunity.
Ken Pelczarski is owner and founder of
Pelichem Associates, a Chicago-based
search firm established in 1985 and
specializing in the lubricants industry.
You can reach Ken at (630) 960-1940 or
at pelichem@aol.com.
WWW.STLE.ORG
 nts
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9 Get r e d fo r future o p e r ts a t one ev
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ON CONDITION MONITORING

Complexity in ISFA (in-service fluid analysis):

Part XLI
Holistic CM in the 21st Century: Part XIII

By Jack Poley

2-Phase Rule for Fe & Si Wear vs. Abrasives (?)

Continuing to fill in our expert system (EX-
SYS) two-phase Fe/Si rule, the macro rule
(objective) is shown in Figure 1, yet again, for
reference. We completed the lockstep part
of the rule, where Fe/Si colors are matched
and the initial conclusion, that Si is caus-
ing Fe wear, was fleshed out. Now we finish
the rule for the remaining 12* propositions,
those where coloration is not identical.
*There are actually 32 separate propo-
sitions linked by twos, because in any two-
phase rule, two datum pieces are being
matched up for a composite advisory—hav-
ing 16 possibilities, wherein the evaluator
should assess what influence each datum
exerts on the other for each combination of
colors (see Figure 2 on Page 134).
Some rules development posits:

1. We have already done the stats to deter-

mine the appropriate coloration of the
results based on table of boundaries
(TOB) numeric or other test results—so
we don’t need to deal with this complex-
ity in composing rules. We can always
change the ranges of coloration to cre-
ate triggers at any data points to achieve
the desired urgency, based on any or all
combinations of:
a. Customer (usually the most precise
point).
b. Component type (a required feature
in all EXSYS activity).
c. Component manufacturer (MFR)
and model. MFR alone also is a valid
stepping stone—model adds nuance,
sometimes quite significant.
d. Application or duty cycle (usually a
very important consideration).
e. Special wild card (2) situations (e.g.,
ceramic components).
Figure 1. Fe versus Si.
f. Lubricant in use (if fully identified as Since Fe/Si add nuance when evalu-
to brand, not just Shell, ExxonMobil, ated jointly, any aspect of the individ-
etc.). ual rule can be rolled up, morphed or
2. The example in Figure 1 is a generic rule ignored as suits the joint evaluation
that fires anytime both Fe and Si are not of Fe and Si, as would most likely
White (SEV 0). occur since another data point was
introduced, causing a dependency as
a. It operates independently of, say, Fe/
dictated by the rule.
Cu or Al/Si.
c. Yes, if a three-phase rule, such as
b. If rules exist for Fe or Si by them-
Fe/Si/Cu were created, this would
selves—and they do, of course—the
trump our two-phase rule that
two-phase composite rule trumps
trumped the single-phase Fe
both individual single-phase rules.

132 • NOVEMBER 2018 TRIBOLOGY & LUBRICATION TECHNOLOGY WWW.STLE.ORG

 CALL
ALL FOR

Tribology
EXPERIMENTS

Photo courtesy of Robert Erck.

STLE is inviting members and their organizations to submit ideas for hands-on experiments focused
on important areas of research within the fields of tribology and lubrication engineering for the
society’s 7th Annual Tribology STEM Camp. The camp is to be held as part of STLE’s 74th Annual
Meeting & Exhibition at the Omni Nashville Hotel in Nashville, Tennessee, May 19-23, 2019.
STLE’s goal is to expose high school students with an interest in STEM (science, technology,
engineering and math) disciplines to career opportunities in the fields of tribology and lubrication
engineering.
STLE is looking for short hands-on experiments lasting about 15-20 minutes, which are safe
for high school students to run and, most important, are fun activities that will help students
understand the principles of friction, wear and lubrication. In addition, we’re asking for donated
supplies and volunteers to help conduct the experiments. Any ideas and write-ups of various
tribology or lubrication-related experiments would be greatly appreciated.
If you can help, please contact Karl Phipps, kphipps@stle.org at STLE Headquarters or visit
www.stle.org for more information. Deadline for submission ideas is Jan. 18, 2019.

Society of Tribologists and Lubrication Engineers, 840 Busse Highway, Park Ridge, IL 60068, info@stle.org, www.stle.org.
Q ON CONDITION MONITORING

Comments : Advisories Comments : Advisories Comments : Advisories Comments : Advisories

• Fe level is Severe • Fe level is Severe • Fe level is Severe

• Perform diagnostics tests
Fe 4 • Consider inspecting this component
for abnormal wear, based on
diagnostics
• Perform diagnostics tests
• Consider inspecting this component
for abnormal wear, based on
diagnostics
• Fe level is Severe
• Perform diagnostics tests
• Perform diagnostics tests
• Suggest inspecting this component
• Suggest inspecting this component
for abnormal wear, based on
for abnormal wear
diagnostics

• Si level is Abnormal • Si level is High • Si level is Severe

• Notable Si level
• Abrasives may y be causing Fe wear; • Abrasives likelyy causing Fe wear: • Abrasives likely
y causing Fe wear:
• Abrasives do not appear to be a
check for ingress source check for ingress source check for ingress source
significant contributor to wear; re-
• Drain lube; change filter as • Check lube storage/handling practice • Check lube storage/handling practice
evaluate at next sample to note trend
applicable • Flush
us lube system • Flush
us lube system

• Fe level is High • Fe level is High • Fe level is High

• Perform diagnostics tests
Fe 3 • Consider inspecting this component
for abnormal wear, based on
diagnostics
• Perform diagnostics tests
• Consider inspecting this component
for abnormal wear, based on
diagnostics
• Fe level is High
• Perform diagnostics tests
• Perform diagnostics tests
• Suggest inspecting this component
• Suggest inspecting this component
for abnormal wear, based on
for abnormal wear
diagnostics

• Si level is Abnormal • Si level is High • Si level is Severe

• Notable Si level
• Abrasives may be causing Fe wear; • Abrasives likelyy causing Fe wear: • Abrasives likely
y causing Fe wear:
• Abrasives do not appear to be a
check for ingress source check for ingress source check for ingress source
significant contributor to wear; re-
• Drain lube; change filter as • Check lube storage/handling practice • Check lube storage/handling practice
evaluate at next sample to note trend
applicable • Flush lube system • Flush lube system

• Fe level is Abnormal • Fe level is Abnormal • Fe level is Abnormal • Fe level is Abnormal

• Perform non-invasive diagnostics • Perform non-invasive diagnostics • Perform non-invasive diagnostics • Perform non-invasive diagnostics
Fe 2 tests; re-evaluate trend at next sample tests; re-evaluate trend at next sample tests; re-evaluate trend at next sample tests; re-evaluate trend at next sample
• Observe this component's operation • Observe this component's operation • Observe this component's operation • Observe this component's operation
closely closely closely closely

• Si level is Abnormal
• Notable Si level • Si level is High • Si level is Severe
• Abrasives may be causing Fe wear;
• Abrasives do not appear to be a • Abrasives likley causing Fe wear; • Abrasives likley causing Fe wear;
check for ingress source
significant contributor to wear; re- check for ingress source check for ingress source
• Drain lube; change filter as
evaluate at next sample to note trend • Flush lube system • Flush lube system
applicable

• Notable Fe - No significant wear
indicated
Fe 1 • No action recommended unless
onsite observation suggests otherwise;
re-evaluate at next sample
• Notable Fe - No significant wear
indicated
• No action recommended unless
onsite observation suggests otherwise;
re-evaluate at next sample
• Notable Fe - No significant wear
indicated
• No action recommended unless
onsite observation suggests otherwise;
re-evaluate at next sample
• Notable Fe - No significant wear
indicated
• No action recommended unless
onsite observation suggests otherwise;
re-evaluate at next sample

• Si level Abnormal but not necessarily
indicative of abrasives, though it is
• Notable Si level
possible that an abrasives ingress
• Abrasives do not appear to be a
event has only recently occurred;
significant contributor to wear; re-
suggest diagnostics
evaluate at next sample to note trend
• Drain lube; change filter as
applicable
• Si level High but not necessarily
indicative of abrasives, though it is
• Though Si is Severe, it may not be in
possible that an abrasives ingress
abrasive form, based on low Fe
event has only recently occurred;
• Suggest micropatch inspection
check
• Flush lube system
• Suggest micropatch inspection
• Flush lube system

Si 1 Si 2 Si 3 Si 4

Figure 2. Fleshed out 16-proposition, 32-combination phase-two rule for Fe/Si.

and Si rules. Trumping only occurs
when the higher rule order (number
of differentiated datum pieces, up to
four-phase) contains all datum type
members in the lower-order rule,
thus, Fe/Si/Cu and Fe/Si/Al would
co-exist but would both trump Fe/Si,
and Fe/Si/Cu/Pb would only trump
Fe/Si/Cu.
3. What if a rule is good for some cus-
tomers or component types or manu-
facturers but not adequate or accurate
for others?
The same differentiators that are used
for TOBs, in order to rate data, can be
used for rules, and even advisory con-
tent, wherein a different comment is
created for certain situations (e.g., a
specific entity’s component type and
manufacturer, even though the same
rule was fired). This allows nearly un-
limited granularity to creating rules
and the advisories that follow, based
on unique constraints. This is a typical
hierarchy info drill down—other orders
can readily be created:

134 • NOVEMBER 2018 TRIBOLOGY & LUBRICATION TECHNOLOGY WWW.STLE.ORG

 Reasoning a. Customer
b. Component type
There should always be grave concern for the machine's health at SEV 4 Fe
• This is a generic comment about Fe Severity (SEV), applicable to any Component c. Manufacturer
• If this were a reciprocating internal combustion engine, then, e.g., "Cylinder or Valve
Train Region" would be noted; if a gearset, "Gears, Shafts, Bearings" would be noted • Model
• "Consider" is replaced with "Suggest
gg ", a stronger, more committed Advisory, when
SEV 4 levels, especially multiples thereof, are reached (One could have a 'super' SEV)
trumps
a. Customer
• IF the Component Type is known, specific machine areas will be noted, e.g., "Air
Intake System" for diesels, or "Vents/Breathers" for gearsets, etc.
b. Component type
• Abrasives likely causing Fe wear; note subtle tone for abrasives, using "may
y" at SEV
c. Manufacturer
2, but "likely
y" at SEV 3 or 4 Si
• Check for source: IF the component is known, specific problem areas will be noted that trumps
• Flush lube system (note tone for urgency: "drain" vs "flush")
a. Customer
• Droping the phrase, "… based on diagnostics" from the inspection Advisory adds a b. Component type
subtle added urgency to the evaluation - everything points to a serious wear problem,
even at 'only' SEV 3 Fe, likely from Si-based abrasives
c. (Manufacturer null)
d. Application
e. Wild card 1
• Again, usage of "may" and "likely" to present the right tone and urgency, as to the f. Wild card 2.
possibility of abrasives

Once the highest contiguous hierarchy

• Beginning at SEV 2 wear metals (Fe solo here), where action possibilities may/should order is breached by a void/null, additional
be condsidered, one will be well served to demur through the notion of 'observing' or fills after the breach still inform the compar-
waiting until next sample before making any firm decisions as to machine stoppage of
e any serious length, inspections in this mix, for sure, but even the notion of lengthy ison, enabling further drill down to complete
diagnostics types, however labeled, may be burdensome on production - the bigger
picture. Evaluators have always leaned toward deferral in these instances, subject to
the rule (or TOB) selection.
Customer Aggressiveness Once the hierarchy assigns a best fit
• Deferral in contamination assessment also occurs at SEV 2 (and 1 as evaluators may rule, the comments forming the advisory
judge)
• There is no particularly good reason to leave SEV 2-4 Si in the system unless one is can be selected using a different hierarchy
performing a research project with the Customner's blessing. That Fe is SEV 1-2 (or constraint as preferred.
more) definitely puts abrasives into play - one cannot know when the Si got to SEV 2 if
it was less than that at previous sample. Could have been months, or minutes, within What makes an EXSYS ultimately better
the last test than an unarmed evaluator is that advisories
• There is no evidence of significant wear in the sample, likewise there is no
justification for a mechanical inspection, and really not for basic diagnostics, unless (remember the purpose of ISFA) are abso-
something visible or audible is or has been observed by the machine operator or the lutely consistent. And when those things
maintenance team
• It is possible that trending from White (SEV 0) to Green (SEV 1) might warrant basic need correction, or upgrading, the EXSYS
diagnostics; this aspect should be factored into the Advisory dependent on Customer's only improves, sometimes geometrically
maintenance aggressiveness preferences
so. It only gets better at being an absolutely
consistent evaluator. Adding a collaborative
• One cannot know if possible Si ingress was recent or developmental, unless trending
is in place (multiple consecurive samples), where change from SEV 0 to SEV 1 may be capability allows expertise to be injected
alertable, based on Customer's maintenance aggressiveness practices/preferences
• Micropatch testing can be brought into play to possibly reveal the nature of the SEV 3
from any qualified source.
or 4 Si, but with seemingly no appreciable wear. Filter analysis may also be With all the (sudden) attention given
appropriate
over the last couple years to AI, IIoT, Industry
4.0 (I doubt I need to translate these), one
can see that it’s inevitable that all condition
monitoring data will be increasingly mon-
itored and amalgamated into the most in-
formed machine status determination. More
a. Customer Each drill down trumps the preceding by on this next article.

b. Component type way of adding another attribute as a means

of best definition of the lube sample’s source;
c. Manufacturer (MFR)
however, a field gap, followed by a field fill in
• Model the attribute hierarchy, creates a lower (best
d. Application definable) drill down, trumping the lesser
• e.g., off highway or mining content in terms of perceived importance,
provided all the trumped list’s attributes
e. Wild cards (2).
also are accounted for. Thus:
Jack Poley is managing partner of
Condition Monitoring International (CMI),
Miami, consultants in fluid analysis.
You can reach him at
jpoley@conditionmonitoringintl.com.
For more information about CMI, visit
www.conditionmonitoringintl.com.

WWW.STLE.ORG TRIBOLOGY & LUBRICATION TECHNOLOGY NOVEMBER 2018 • 135

WORLDWIDE

Friction in fabrics
&MUˢǽRˢ?LBˢQRPCRAFˢBCRCPKGLCˢRFCˢDCCJˢMDˢAJMRFGLE
By R. David Whitby
It is well known that the feel of
a woven fabric garment—such
as a shirt, dress or jumper—de-
pends on how it interacts with
a person’s skin and other gar-
ments, particularly in terms of
fit and stretch.
Fabric stretch is an import-
ant factor in determining pres-
sure comfort, which largely
depends on fabric elastic char-
acteristics and elastic recovery
properties. Whether a garment
slips or stretches depends on
the balance of the tensile forc-
es in the fabric and the fric-
tional forces between the skin
and the fabric. A fabric that
has a low resistance to stretch
and high friction against the
skin or another fabric tends to
stretch rather than slip. Con-
versely, a fabric that has lower
friction and high tensile resis-
tance tends to slip rather than
stretch. A fabric that has high
friction resistance and high
stretch resistance tends to ex-
ert higher pressure on a per-
son’s body, possibly causing
discomfort.
For tight-fitting sportswear,
the garment’s response to body
movements has been analysed
by evaluating the dynamic elas-
tic behavior of the fabric, such
as dynamic work recovery and
stress at specific extensions of
REFERENCES
1. M. Senthilkumar and Anbumani, N. (2014), “Dynamic Elastic Behavior of Cotton and Cotton/Spandex Knitted Fabrics,” Journal of Engineered Fibers
and Fabrics, pp. 93-100.
2. E. Miguel et al. (2013), “Modeling and Estimation of Internal Friction in Cloth,” ACM Trans. Graph. 32 (6), Article 212.
3. F. Lechenault et al. (2018), “Knits: An Archetype of Soft Amorphous Materials.” Available at www.researchgate.net/publication/323550069.
136 • NOVEMBER 2018
sional objects with different
mechanical responses. How-
ever, the interplay between the
constitutive yarn properties
and local topological features
of the stitches cannot be easily
described by standard continu-
© Can Stock Photo / EdwBart
um mechanics.
Recently researchers at
Ėcole Normale Supérieure
have found that the ability of a
knitted jumper to stretch while
it is being pulled on is due to
the way in which its stitches
the fabric. It has been found slip.3 They made a piece of
that the cotton/spandex fabrics pullover-like fabric using ny-
have higher dynamic work re- lon thread that doesn’t warp
covery and lower stress values or twist. One edge of the fab-
than those of cotton fabrics for ric was clamped and the other
both wale-wise and course- edge pulled as far as it would
wise directions.1 stretch and then released be-
Also, many researchers fore being stretched again.
have identified internal friction The fabric returned to its orig-
as the source of significant hys- inal shape. The researchers
teresis in cloths, as indicated found that, when stretched,
by force-deformation measure- the threads experience stick-
ments. A group of researchers slip motion, in which one stitch
at the Massachusetts Institute sticks to its neighbor until the
of Technology showed that an tension is sufficient to over-
augmented reparameteriza- come the friction and slipping
tion of Dahl’s model provides a occurs. When the fabric is re-
good match to several import- leased, the stitches return to
ant features of cloth hysteresis, their original position.
even with a minimal set of pa- The researchers reported
rameters.2 experimental evidence that
Knitting, unlike weaving, knitted fabrics “exhibit mechan-
can produce loose yet extreme- ical responses characterized by
ly stretchable fabrics with al- a global elasticity perturbed by
most no rigidity. It also enables plastic events.” A knit consists
the engineering of arbitrarily of a regular network of fric-
shaped two- and three-dimen- tional contacts, linked by the
TRIBOLOGY & LUBRICATION TECHNOLOGY
elasticity of the yarn. When de-
formed, the fabric displays ex-
tended avalanche-like stick-slip
events at inter-yarn contacts.
They measured the size distri-
bution of these avalanches, at
the stitch level from the analy-
sis of non-elastic displacement
fields and globally from force
fluctuations. The two measure-
ments yield consistent power
law distributions compatible
with similar analysis in other
soft amorphous materials. Ad-
ditionally, the elastic response
of the network to a single, local
event allows it to retrieve the
direction of propagation and
intrinsic properties of the ava-
lanches. The study introduces
knitted textile as an original
example of soft amorphous ma-
terial that proves to be a handy
experimental tool to explore the
properties of these systems.
According to the research-
ers, friction in a knitted fabric
proceeds through stick-slip
events and that the strong
elastic recall forces bring the
system back to its minimum
energy configuration in high
frequency, collective relaxation
events of small amplitude.
David Whitby is chief executive
of Pathmaster Marketing Ltd.
in Surrey, England. You can
reach him at pathmaster.
marketing@yahoo.co.uk.
WWW.STLE.ORG
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