Patent Grant
9404062
The present invention relates to a lubricating oil composition.
Lubricating oils have been used in the past in internal combustion engines, gearboxes and other mechanical devices to promote smoother functioning. Internal combustion engine lubricating oils (engine oils), in particular, must exhibit a high level of performance under the high-performance, high-output and harsh operating conditions of internal combustion engines. Various additives such as anti-wear agents, metal cleaning agents, non-ash powders and antioxidants are therefore added to conventional engine oils to meet such performance demands. (See Patent documents 1-3, for example.) The fuel efficiency performance required of lubricating oils has continued to increase in recent years, and this has led to application of various high-viscosity-index base oils or friction modifiers (see Patent document 4, for example).
Conventional lubricating oils, however, cannot necessarily be considered adequate in terms of fuel efficiency.
For example, one common method for achieving fuel efficiency involves reducing the kinematic viscosity of the lubricating oil and increasing the viscosity index (multigrading by a combination of a low-viscosity base oil and a viscosity index improver). With such a method, however, the reduction in viscosity of the lubricating oil or the base oil composing it can reduce the lubricating performance under severe lubricating conditions (high-temperature, high-shear conditions), resulting in wear and seizing, as well as leading to problems such as fatigue fracture. In other words, with conventional lubricating oils it is difficult to impart sufficient fuel efficiency while maintaining practical performance in other ways such as durability.
Furthermore, while it is effective to raise the HTHS viscosity at 150° C. (the “HTHS viscosity” is also known as “high-temperature high-shear viscosity”) and lower the kinematic viscosity at 40° C., the kinematic viscosity at 100° C. and the HTHS viscosity at 100° C., in order to prevent the aforementioned inconveniences and impart fuel efficiency while maintaining durability, it has been extremely difficult to satisfy all of these conditions with conventional lubricating oils.
The present invention has been accomplished in light of these circumstances, and its object is to provide a lubricating oil composition having a sufficiently high HTHS viscosity at 150° C., and a sufficiently low kinematic viscosity at 40° C., a sufficiently low kinematic viscosity at 100° C. and a sufficiently low HTHS viscosity at 100° C.
In order to solve the problems described above, the invention provides lubricating oil compositions according to the following (1) to (4).
(1) A lubricating oil composition comprising a lubricating base oil with a kinematic viscosity at 100° C. of 1-10 mm2/s, a % Cp of 70 or greater and a % CA of no greater than 2 and a viscosity index improver with a weight-average molecular weight of 100,000 or greater and a ratio of weight-average molecular weight to PSSI of 1.0×104 or greater, at 0.1-50% by mass based on the total amount of the composition, and having a kinematic viscosity at 100° C. of 9.0-12.5 mm2/s and a HTHS viscosity at 150° C. of 2.8 mPa·s or greater.
(2) A lubricating oil composition according to (1), wherein the ratio of the HTHS viscosity at 150° C. to the HTHS viscosity at 100° C. is 0.50 or greater.
(3) A lubricating oil composition comprising a lubricating base oil with a kinematic viscosity at 100° C. of 1-6 mm2/s, a % Cp of 70 or greater and a % CA of no greater than 2, a hydrocarbon-based viscosity index improver with a PSSI of no greater than 20, and a poly(meth)acrylate-based viscosity index improver.
(4) A lubricating oil composition according to (3), wherein the lubricating oil composition has a kinematic viscosity at 100° C. of 9-12 mm2/s, a HTHS viscosity at 150° C. of 2.8-3.1 mPa·s and a viscosity index of 150 or greater.
The “kinematic viscosity at 100° C.” according to the invention is the kinematic viscosity at 100° C. measured according to ASTM D-445. The “% CP” and “% CA” values are, respectively, the percentage of the number of paraffinic carbons with respect to the total number of carbons and the percentage of the number of aromatic carbons with respect to the total number of carbons, as determined by methods according to ASTM D 3238-85 (n-d-M ring analysis). Also, “PSSI” stands for the “Permanent Shear Stability Index” of the polymer, which is calculated according to ASTM D 6022-01 (Standard Practice for Calculation of Permanent Shear Stability Index) based on data measured according to ASTM D 6278-02 (Test Method for Shear Stability of Polymer Containing Fluids Using a European Diesel Injector Apparatus). The “HTHS viscosity at 150° C.” is the high-temperature high-shear viscosity at 150° C. according to ASTM D4683. The “HTHS viscosity at 100° C.” is the high-temperature high-shear viscosity at 100° C. according to ASTM D4683.
Thus, it is possible to according to the invention to provide a lubricating oil composition having a sufficiently high HTHS viscosity at 150° C., and a sufficiently low kinematic viscosity at 40° C., a sufficiently low kinematic viscosity at 100° C. and a sufficiently low HTHS viscosity at 100° C. For example, with a lubricating oil composition of the invention it is possible to exhibit adequate fuel efficiency while maintaining a desired value for the HTHS viscosity at 150° C. (2.9 mPa·s or greater, for 0W-30 or 5W-30 SAE viscosity grade oils), without using a synthetic oil such as a poly-α-olefin-based base oil or esteric base oil, or a low-viscosity mineral base oil.
Preferred embodiments of the invention will now be described in detail.
The lubricating oil composition according to the first embodiment of the invention comprises a lubricating base oil with a kinematic viscosity at 100° C. of 1-10 mm2/s, a % Cp of 70 or greater and a % CA of no greater than 2 (hereunder referred to as “lubricating base oil (1-A)”), and a viscosity index improver with a weight-average molecular weight of 100,000 or greater and a ratio of weight-average molecular weight to PSSI of 1.0×104 or greater, at 0.1-50% by mass based on the total amount of the composition (hereunder referred to as “viscosity index improver (1-B)”). The lubricating oil composition of the first embodiment has a kinematic viscosity at 100° C. of 9.0-12.5 mm2/s and a HTHS viscosity at 150° C. of 2.8 mPa·s or greater.
The lubricating base oil (1-A) is not particularly restricted so long as it has a kinematic viscosity at 100° C., % Cp and % CA satisfying the aforementioned conditions. Specifically, there may be mentioned purified paraffinic mineral oils produced by subjecting a lube-oil distillate obtained by atmospheric distillation and/or vacuum distillation of crude oil to a single treatment or two or more treatments, selected from among refining treatments such as solvent deasphalting, solvent extraction, hydrocracking, solvent dewaxing, catalytic dewaxing, hydrorefining, sulfuric acid cleaning and white clay treatment, or normal-paraffinic base oils, isoparaffinic base oils and the like, whose kinematic viscosity at 100° C., % Cp and % CA satisfy the aforementioned conditions.
A preferred example for lubricating base oil (1-A) is a base oil obtained by using one of the base oils (1)-(8) mentioned below as the raw material and purifying the stock oil and/or the lube-oil distillate recovered from the stock oil by a prescribed refining process, and recovering the lube-oil distillate.
(1) Distilled oil from atmospheric distillation of a paraffin-based crude oil and/or mixed-base crude oil.
(2) Distilled oil from vacuum distillation of atmospheric distillation residue oil from paraffin-based crude oil and/or mixed-base crude oil (WVGO).
(3) Wax obtained by a lubricating oil dewaxing step (slack wax or the like) and/or synthetic wax obtained by a gas-to-liquid (GTL) process (Fischer-Tropsch wax, GTL wax or the like).
(4) Blended oil comprising one or more oils selected from among base oils (1)-(3) and/or mild-hydrocracked oil obtained from the blended oil.
(5) Blended oil comprising two or more selected from among base oils (1)-(4).
(6) Deasphalted oil (DAO) from base oil (1), (2), (3), (4) or (5).
(7) Mild-hydrocracked oil (MHC) obtained from base oil (6).
(8) Blended oil comprising two or more selected from among base oils (1)-(7).
The prescribed refining process described above is preferably hydrorefining such as hydrocracking or hydrofinishing; solvent refining such as furfural solvent extraction; dewaxing such as solvent dewaxing or catalytic dewaxing; white clay refining with acidic white clay or active white clay, or chemical (acid or alkali) washing such as sulfuric acid treatment or caustic soda washing. For the first embodiment, any one of these refining processes may be used alone, or a combination of two or more thereof may be used in combination. When a combination of two or more refining processes is used, their order is not particularly restricted and it may be selected as appropriate.
The lubricating base oil (1-A) is most preferably one of the following base oils (9) or (10) obtained by the prescribed treatment of a base oil selected from among base oils (1)-(8) above or a lube-oil distillate recovered from the base oil.
(9) Hydrocracked mineral oil obtained by hydrocracking of a base oil selected from among base oils (1)-(8) above or a lube-oil distillate recovered from the base oil, dewaxing treatment such as solvent dewaxing or catalytic dewaxing of the product or a lube-oil distillate recovered from distillation of the product, or further distillation after the dewaxing treatment.
(10) Hydroisomerized mineral oil obtained by hydroisomerization of a base oil selected from among base oils (1)-(8) above or a lube-oil distillate recovered from the base oil, and dewaxing treatment such as solvent dewaxing or catalytic dewaxing of the product or a lube-oil distillate recovered from distillation of the product, or further distillation after the dewaxing treatment.
The kinematic viscosity at 100° C. of the lubricating base oil (1-A) is no greater than 10 mm2/s, preferably no greater than 8 mm2/s, more preferably no greater than 7 mm2/s, even more preferably no greater than 6 mm2/s, yet more preferably no greater than 5 mm2/s and most preferably no greater than 4.5 mm2/s. On the other hand, the kinematic viscosity at 100° C. is also 1 mm2/s or greater, preferably 1.5 mm2/s or greater, more preferably 2 mm2/s or greater, even more preferably 2.5 mm2/s or greater, yet more preferably 3 mm2/s or greater and most preferably 3.5 mm2/s or greater. The kinematic viscosity at 100° C. is the kinematic viscosity at 100° C. measured according to ASTM D-445. If the kinematic viscosity at 100° C. of the lubricating base oil component exceeds 6 mm2/s, the low-temperature viscosity characteristic may be impaired and sufficient fuel efficiency may not be obtained, while if it is 1 mm2/s or lower, oil film formation at the lubricated sections will be inadequate, resulting in inferior lubricity and potentially large evaporation loss of the lubricating oil composition.
The kinematic viscosity at 40° C. of the lubricating base oil (1-A) is preferably no greater than 50 mm2/s, more preferably no greater than 45 mm2/s, even more preferably no greater than 40 mm2/s, yet more preferably no greater than 35 mm2/s and most preferably no greater than 30 mm2/s. On the other hand, the kinematic viscosity at 40° C. is preferably 6.0 mm2/s or greater, more preferably 8.0 mm2/s or greater, even more preferably 12 mm2/s or greater, yet more preferably 14 mm2/s or greater and most preferably 15 mm2/s or greater. If the kinematic viscosity at 40° C. of the lubricating base oil component exceeds 50 mm2/s, the low-temperature viscosity characteristic may be impaired and sufficient fuel efficiency may not be obtained, while if it is lower than 6.0 mm2/s, oil film formation at the lubricated sections will be inadequate, resulting in inferior lubricity and potentially large evaporation loss of the lubricating oil composition. Also according to the first embodiment, a lube-oil distillate having a kinematic viscosity at 40° C. in one of the following ranges is preferably used after fractionation by distillation or the like.
The viscosity index of the lubricating base oil (1-A) is preferably 120 or greater, more preferably 130 or greater, even more preferably 135 or greater and most preferably 140 or greater. A viscosity index below these lower limits will not only impair the viscosity-temperature characteristic, heat and oxidation stability and resistance to volatilization, but will also tend to increase the frictional coefficient and potentially lower the anti-wear property.
The viscosity index for the purpose of the invention is the viscosity index measured according to JIS K 2283-1993.
The 15° C. density (ρ15) of the lubricating base oil (1-A) will also depend on the viscosity grade of the lubricating base oil component, but it is preferably no greater than the value of ρ represented by the following formula (A), i.e., ρ15≦ρ.
ρ=0.0025×kv100+0.816 (A)
[In this equation, kv100 represents the kinematic viscosity (mm2/s) at 100° C. of the lubricating base oil component.]
If ρ15>ρ, the viscosity-temperature characteristic and heat and oxidation stability, as well as the resistance to volatilization and the low-temperature viscosity characteristic, will tend to be lowered, thus potentially impairing the fuel efficiency. In addition, the efficacy of additives included in the lubricating base oil component may be reduced.
Specifically, the 15° C. density (ρ15) of the lubricating base oil (1-A) is preferably no greater than 0.860, more preferably no greater than 0.850, even more preferably no greater than 0.840 and most preferably no greater than 0.822.
The 15° C. density for the purpose of the invention is the density measured at 15° C. according to JIS K 2249-1995.
The pour point of the lubricating base oil (1-A) will depend on the viscosity grade of the lubricating base oil, and for example, the pour point for the lubricating base oils (I) and (IV) is preferably no higher than −10° C., more preferably no higher than −12.5° C. and even more preferably no higher than −15° C. Also, the pour point for the lubricating base oils (II) and (V) is preferably no higher than −10° C., more preferably no higher than −15° C. and even more preferably no higher than −17.5° C. The pour point for the lubricating base oils (III) and (VI) is preferably no higher than −10° C., more preferably no higher than −12.5° C. and even more preferably no higher than −15° C. If the pour point exceeds the upper limit specified above, the low-temperature flow properties of lubricating oils employing the lubricating base oils will tend to be reduced. The pour point for the purpose of the invention is the pour point measured according to JIS K 2269-1987.
The aniline point (AP (° C.)) of the lubricating base oil (1-A) will also depend on the viscosity grade of the lubricating base oil, but it is preferably greater than or equal to the value of A as represented by the following formula (B), i.e., AP≧A.
A=4.3×kv100+100 (B)
[In this equation, kv100 represents the kinematic viscosity (mm2/s) at 100° C. of the lubricating base oil.]
If AP<A, the viscosity-temperature characteristic, heat and oxidation stability, resistance to volatilization and low-temperature viscosity characteristic of the lubricating base oil will tend to be reduced, while the efficacy of additives when added to the lubricating base oil will also tend to be reduced.
The AP for the lubricating base oils (I) and (IV) is preferably 108° C. or higher and more preferably 110° C. or higher. The AP for the lubricating base oils (II) and (V) is preferably 113° C. or higher and more preferably 119° C. or higher. Also, the AP for the lubricating base oils (III) and (VI) is preferably 125° C. or higher and more preferably 128° C. or higher. The aniline point for the purpose of the invention is the aniline point measured according to JIS K 2256-1985.
The iodine value of the lubricating base oil (1-A) is preferably no greater than 3, more preferably no greater than 2, even more preferably no greater than 1, yet more preferably no greater than 0.9 and most preferably no greater than 0.8. Although the value may be less than 0.01, in consideration of the fact that this does not produce any further significant effect and is uneconomical, the value is preferably 0.001 or greater, more preferably 0.01 or greater, even more preferably 0.03 or greater and most preferably 0.05 or greater. Limiting the iodine value of the lubricating base oil component to no greater than 3 can drastically improve the heat and oxidation stability. The “iodine value” for the purpose of the invention is the iodine value measured by the indicator titration method according to JIS K 0070, “Acid Values, Saponification Values, Iodine Values, Hydroxyl Values And Unsaponification Values Of Chemical Products”.
The sulfur content in the lubricating base oil (1-A) will depend on the sulfur content of the starting material. For example, when using a substantially sulfur-free starting material as for synthetic wax components obtained by Fischer-Tropsch reaction, it is possible to obtain a substantially sulfur-free lubricating base oil. When using a sulfur-containing starting material, such as slack wax obtained by a lubricating base oil refining process or microwax obtained by a wax refining process, the sulfur content of the obtained lubricating base oil will normally be 100 ppm by mass or greater. From the viewpoint of further improving the heat and oxidation stability and reducing sulfur, the sulfur content in the lubricating base oil (1-A) is preferably no greater than 100 ppm by mass, more preferably no greater than 50 ppm by mass, even more preferably no greater than 10 ppm by mass and especially no greater than 5 ppm by mass.
The nitrogen content in the lubricating base oil (1-A) is not particularly restricted, but is preferably no greater than 7 ppm by mass, more preferably no greater than 5 ppm by mass and even more preferably no greater than 3 ppm by mass. If the nitrogen content exceeds 5 ppm by mass, the heat and oxidation stability will tend to be reduced. The nitrogen content for the purpose of the invention is the nitrogen content measured according to JIS K 2609-1990.
The % Cp value of the lubricating base oil (1-B) must be 70 or greater, and it is preferably 80 or greater, more preferably 85 or greater, even more preferably 87 or greater and most preferably 90 or greater. It is also preferably no greater than 99, more preferably no greater than 96, even more preferably no greater than 95 and most preferably no greater than 94. If the % Cp value of the lubricating base oil is less than the aforementioned lower limit, the viscosity-temperature characteristic and the heat and oxidation stability will tend to be reduced, while the efficacy of additives when added to the lubricating base oil will also tend to be reduced. If the % Cp value of the lubricating base oil is greater than the aforementioned upper limit, on the other hand, the low-temperature flow property will tend to be impaired and the additive solubility will tend to be lower.
The % CA value of the lubricating base oil (1-A) must be no greater than 2, and is more preferably no greater than 1.5, even more preferably no greater than 1, yet more preferably no greater than 0.8 and most preferably no greater than 0.5. If the % CA value of the lubricating base oil exceeds the aforementioned upper limit, the viscosity-temperature characteristic and the heat and oxidation stability will tend to be reduced.
The % CN value of the lubricating base oil (1-A) is preferably no greater than 30, more preferably 4-25, even more preferably 5-13 and most preferably 5-8. If the % CN value of the lubricating base oil exceeds the aforementioned upper limit, the viscosity-temperature characteristic, heat and oxidation stability and frictional properties will tend to be reduced. If % CN is less than the aforementioned lower limit, the additive solubility will tend to be lower. The “% CN” value is the percentage of the number of naphthenic carbons with respect to the total number of carbons, as determined by methods according to ASTM D 3238-85 (n-d-M ring analysis).
The aromatic content in the lubricating base oil (1-A) is not particularly restricted so long as the kinematic viscosity at 100° C., % Cp and % CA values satisfy the conditions specified above, but it is preferably 90% by mass or greater, more preferably 95% by mass or greater and even more preferably 99% by mass or greater based on the total amount of the lubricating base oil, while the proportion of cyclic saturated components among the saturated components is preferably no greater than 40% by mass, more preferably no greater than 35% by mass, even more preferably no greater than 30% by mass, yet more preferably no greater than 25% by mass and most preferably no greater than 21% by mass. The proportion of cyclic saturated components among the saturated components is also preferably 5% by mass or greater and more preferably 10% by mass or greater. If the saturated component content and proportion of cyclic saturated components among the saturated components both satisfy these respective conditions, it will be possible to improve the viscosity-temperature characteristic and heat and oxidation stability, while additives added to the lubricating base oil will be kept in a sufficiently stable dissolved state in the lubricating base oil so that the functions of the additives can be exhibited at a higher level. According to the invention it is also possible to improve the frictional properties of the lubricating base oil itself, and thus result in a greater friction reducing effect and therefore increased energy savings.
The “saturated components” for the purpose of the invention are measured by the method of ASTM D 2007-93.
The aromatic content in the lubricating base oil (1-A) is not particularly restricted so long as the kinematic viscosity at 100° C., % Cp and % CA values satisfy the conditions specified above, but it is preferably no greater than 5% by mass, more preferably no greater than 4% by mass, even more preferably no greater than 3% by mass and most preferably no greater than 2% by mass, and also preferably 0.1% by mass or greater, more preferably 0.5% by mass or greater, even more preferably 1% by mass or greater and most preferably 1.5% by mass or greater, based on the total amount of the lubricating base oil. If the aromatic content exceeds the aforementioned upper limit, the viscosity-temperature characteristic, heat and oxidation stability, frictional properties, resistance to volatilization and low-temperature viscosity characteristic will tend to be reduced, while the efficacy of additives when added to the lubricating base oil will also tend to be reduced. The lubricating base oil of the invention may be free of aromatic components, but the solubility of additives can be further increased with an aromatic content above the aforementioned lower limit.
The aromatic content, according to the invention, is the value measured according to ASTM D 2007-93.
The lubricating base oil (1-A) may be used alone as a lubricating base oil in the lubricating oil composition of the first embodiment, or the lubricating base oil (1-A) may be used in combination with one or more other lubricating base oils. When the lubricating base oil (1-A) is combined with another base oil, the proportion of the lubricating base oil (1-A) in the total mixed base oil is preferably at least 30% by mass, more preferably at least 50% by mass and even more preferably at least 70% by mass.
There are no particular restrictions on the other base oil used in combination with the lubricating base oil (1-A), and as examples of mineral base oils there may be mentioned solvent refined mineral oils, hydrocracked mineral oil, hydrorefined mineral oils and solvent dewaxed base oils having 100° C. dynamic viscosities of 1-100 mm2/s and % Cp and % CA values that do not satisfy the aforementioned conditions.
As synthetic base oils there may be mentioned poly-α-olefins and their hydrogenated forms, isobutene oligomers and their hydrogenated forms, isoparaffins, alkylbenzenes, alkylnaphthalenes, diesters (ditridecyl glutarate, di-2-ethylhexyl adipate, diisodecyl adipate, ditridecyl adipate, di-2-ethylhexyl sebacate and the like), polyol esters (trimethylolpropane caprylate, trimethylolpropane pelargonate, pentaerythritol 2-ethylhexanoate, pentaerythritol pelargonate and the like), polyoxyalkylene glycols, dialkyldiphenyl ethers and polyphenyl ethers, which have 100° C. dynamic viscosities that do not satisfy the conditions specified above, and poly-α-olefins are preferred among these. As typical poly-α-olefins there may be mentioned C2-32 and preferably C6-16 α-olefin oligomers or co-oligomers (1-octene oligomer, decene oligomer, ethylene-propylene co-oligomers and the like), and their hydrogenated forms.
The form of the compound for the viscosity index improver (1-B) in the lubricating oil composition of the first embodiment is not particularly restricted so long as it satisfies the conditions of having a weight-average molecular weight of 100,000 or greater and a weight-average molecular weight and PSSI ratio of 1.0×104 or greater. Specific compounds include common non-dispersant or dispersant poly(meth)acrylates, styrene-diene hydrogenated copolymers, non-dispersant or dispersant ethylene-α-olefin copolymers or their hydrogenated forms, polyisobutylene or its hydrogenated form, styrene-maleic anhydride ester copolymers, polyalkylstyrenes and (meth)acrylate-olefin copolymers, as well as mixtures of the foregoing.
The poly(meth)acrylate-based viscosity index improvers to be used as the viscosity index improver (1-B) (here, “poly(meth)acrylate-based” collectively includes polyacrylate-based compounds and polymethacrylate-based compounds) is preferably a polymer of polymerizable monomers that include (meth)acrylate monomers represented by the following formula (1) (hereunder referred to as “monomer M-1”).
[In formula (1), R1 represents hydrogen or methyl and R2 represents a C1-200 straight-chain or branched hydrocarbon group.]
The poly(meth)acrylate-based compound obtained by copolymerization of a homopolymer of one monomer represented by formula (1) or a copolymerization of two or more thereof is a “non-dispersant poly(meth)acrylate”, but the poly(meth)acrylate-based compound of the invention may also be a “dispersant poly(meth)acrylate” in which a monomer represented by formula (13) is copolymerized with one or more monomers selected from among formulas (2) and (3) (hereunder referred to as “monomer M-2” and “monomer M-3”, respectively).
[In formula (2), R3 represents hydrogen or methyl, R4 represents a C1-18 alkylene group, E1 represents an amine residue or heterocyclic residue containing 1-2 nitrogen atoms and 0-2 oxygen atoms, and a is 0 or 1.]
[In formula (3), R5 represents hydrogen or methyl and E2 represents an amine residue or heterocyclic residue containing 1-2 nitrogen atoms and 0-2 oxygen atoms.]
Specific examples of groups represented by E1 and E2 include dimethylamino, diethylamino, dipropylamino, dibutylamino, anilino, toluidino, xylidino, acetylamino, benzoylamino, morpholino, pyrrolyl, pyrrolino, pyridyl, methylpyridyl, pyrrolidinyl, piperidinyl, quinonyl, pyrrolidonyl, pyrrolidono, imidazolino and pyrazino.
Specific preferred examples for monomer M-2 and monomer M-3 include dimethylaminomethyl methacrylate, diethylaminomethyl methacrylate, dimethylaminoethyl methacrylate, diethylaminoethyl methacrylate, 2-methyl-5-vinylpyridine, morpholinomethyl methacrylate, morpholinoethyl methacrylate, N-vinylpyrrolidone, and mixtures of the foregoing.
There are no particular restrictions on the molar ratio of copolymerization in the copolymer of monomer M-1 and monomers M-2 and M-3, but preferably it is a ratio of approximately M-1:M-2-M-3=99:1-80:20, more preferably 98:2-85:15 and even more preferably 95:5-90:10.
The styrene-diene hydrogenated copolymer that may be used as viscosity index improver (1-B) is a compound comprising a hydrogenated copolymer of styrene and a diene. Specifically, butadiene, isoprene and the like may be used as dienes. Particularly preferred are hydrogenation copolymers of styrene and isoprene.
The ethylene-α-olefin copolymer or its hydrogenated form, to be used as viscosity index improver (1-B), is a copolymer of ethylene and an α-olefin, or a hydrogenated form of the copolymer. Specifically, propylene, isobutylene, 1-butene, 1-pentene, 1-hexene, 1-octene, 1-decene, 1-decene and the like may be used as α-olefins. The ethylene-α-olefin copolymer may be a non-dispersant type consisting of only hydrocarbons, or it may be a dispersant ethylene-α-olefin copolymer wherein a polar compound such as a nitrogen-containing compound has been reacted with a copolymer.
The weight-average molecular weight (MW) of the viscosity index improver (1-B) is 100,000 or greater, preferably 200,000 or greater, even more preferably 300,000 or greater and most preferably 400,000 or greater. It is also preferably no greater than 1,000,000, more preferably no greater than 800,000, even more preferably no greater than 600,000 and most preferably no greater than 500,000. If the weight-average molecular weight is less than 100,000, the effect of improving the viscosity index, when it is dissolved in the lubricating base oil, will be minimal, not only resulting in inferior fuel efficiency and low-temperature viscosity characteristics but also potentially increasing cost, while if the weight-average molecular weight is greater than 1,000,000 the shear stability, solubility in the lubricating base oil and storage stability may be impaired.
The PSSI (Permanent Shear Stability Index) of the viscosity index improver (1-B) is preferably no greater than 20, more preferably no greater than 15, even more preferably no greater than 10, yet more preferably no greater than 8 and most preferably no greater than 6. If the PSSI is greater than 20 the shear stability will be impaired, and it will therefore be necessary to increase the initial kinematic viscosity, potentially resulting in poor fuel efficiency. If the PSSI is less than 1, not only will the viscosity index-improving effect be low, when it is dissolved in the lubricating base oil, and the fuel efficiency and low-temperature viscosity characteristic inferior, but cost may also increase.
The ratio of the weight-average molecular weight and PSSI of the viscosity index improver (1-B) (MW/PSSI) is 1.0×104 or greater, preferably 2.0×104 or greater, more preferably 5.0×104 or greater, even more preferably 8.0×104 and most preferably 10×104 or greater. If the MW/PSSI ratio is less than 1.0×104, the fuel efficiency and cold-start property, i.e. the viscosity-temperature characteristic and low-temperature viscosity characteristic, may be impaired.
The ratio of the weight-average molecular weight (MW) to the number-average molecular weight (MN) of the viscosity index improver (1-B) (MW/MN) is preferably no greater than 5.0, more preferably no greater than 4.0, even more preferably no greater than 3.5 and most preferably no greater than 3.0. Also, MW/MN is preferably 1.0 or greater, more preferably 2.0 or greater, even more preferably 2.5 or greater and most preferably 2.6 or greater. If MW/MN is greater than 4.0 or less than 1.0, the improving effect on the solubility and viscosity-temperature characteristic will be impaired, potentially making it impossible to maintain sufficient storage stability or fuel efficiency.
The viscosity index improver content in the lubricating oil composition of the first embodiment is 0.1-50% by mass, preferably 0.5-20% by mass, more preferably 1.0-15% by mass and even more preferably 1.5-12% by mass, based on the total amount of the composition. If the content is less than 0.1% by mass the low-temperature characteristics may be inadequate, while if the content is greater than 50% by mass the shear stability of the composition may be impaired.
The lubricating oil composition of the first embodiment may also contain a friction modifier selected from among organic molybdenum compounds and ash-free friction modifiers, in order to increase the fuel efficiency performance.
The organic molybdenum compound used in the first embodiment may be a sulfur-containing organic molybdenum compound such as molybdenum dithiophosphate or molybdenum dithiocarbamate.
When an organic molybdenum compound is used in the lubricating oil composition of the first embodiment, there are no particular restrictions on the content, but it is preferably 0.001% by mass or greater, more preferably 0.005% by mass or greater, even more preferably 0.01% by mass or greater and most preferably 0.02% by mass or greater, and also preferably no greater than 0.2% by mass, more preferably no greater than 0.1% by mass, even more preferably no greater than 0.07% by mass and most preferably no greater than 0.05% by mass, in terms of molybdenum element based on the total amount of the composition. If the content is less than 0.001% by mass the heat and oxidation stability of the lubricating oil composition will be insufficient, and in particular it may not be possible to maintain superior cleanability for prolonged periods. On the other hand, if the content is greater than 0.2% by mass the effect will not be commensurate with the increased amount, and the storage stability of the lubricating oil composition will tend to be reduced.
The ash-free friction modifier used for the first embodiment may be any compound commonly used as a friction modifier for lubricating oils, and as examples there may be mentioned ash-free friction modifiers that are amine compounds, fatty acid esters, fatty acid amides, fatty acids, aliphatic alcohols, aliphatic ethers and the like having one or more C6-30 alkyl or alkenyl and especially C6-30 straight-chain alkyl or straight-chain alkenyl groups in the molecule. There may also be mentioned one or more compounds selected from the group consisting of nitrogen-containing compounds represented by the following formulas (4) and (5) and their acid-modified derivatives, and the ash-free friction modifiers mentioned in International Patent Publication No. WO2005/037967.
[In formula (4), R6 is a C1-30 hydrocarbon or functional C1-30 hydrocarbon group, preferably a C10-30 hydrocarbon or a functional C10-30 hydrocarbon, more preferably a C12-20 alkyl, alkenyl or functional hydrocarbon group and most preferably a C12-20 alkenyl group, R7 and R8 are each a C1-30 hydrocarbon or functional C1-30 hydrocarbon group or hydrogen, preferably a C1-10 hydrocarbon or functional C1-10 hydrocarbon group or hydrogen, more preferably a C1-4 hydrocarbon group or hydrogen and even more preferably hydrogen, and X is oxygen or sulfur and preferably oxygen.]
[In formula (5), R9 is a C1-30 hydrocarbon or functional C1-30 hydrocarbon group, preferably a C10-30 hydrocarbon or a functional C10-30 hydrocarbon, more preferably a C12-20 alkyl, alkenyl or functional hydrocarbon group and most preferably a C12-20 alkenyl group, R10, R11 and R12 are each independently a C1-30 hydrocarbon or functional C1-30 hydrocarbon group or hydrogen, preferably a C1-10 hydrocarbon or functional C1-10 hydrocarbon group or hydrogen, more preferably a C1-4 hydrocarbon group or hydrogen, and even more preferably hydrogen.]
Nitrogen-containing compounds represented by general formula (5) include, specifically, hydrazides with C1-30 hydrocarbon or functional C1-30 hydrocarbon groups, and their derivatives. When R9 is a C1-30 hydrocarbon or functional C1-30 hydrocarbon group and R10-R12 are hydrogen, they are hydrazides containing a C1-30 hydrocarbon group or functional C1-30 hydrocarbon group, and when any of R9 and R10-R12 is a C1-30 hydrocarbon group or functional C1-30 hydrocarbon group and the remaining R10-R12 (groups are hydrogen, they are N-hydrocarbyl hydrazides containing a C1-30 hydrocarbon group or functional C1-30 hydrocarbon group (the hydrocarbyl being a hydrocarbon group or the like).
When an ash-free friction modifier is used in the lubricating oil composition of the first embodiment, the ash-free friction modifier content is preferably 0.01% by mass or greater, more preferably 0.1% by mass or greater and even more preferably 0.3% by mass or greater, and preferably no greater than 3% by mass, more preferably no greater than 2% by mass and even more preferably no greater than 1% by mass, based on the total amount of the composition. If the ash-free friction modifier content is less than 0.01% by mass the friction reducing effect by the addition will tend to be insufficient, while if it is greater than 3% by mass, the effects of the wear resistance additives may be inhibited, or the solubility of the additives may be reduced.
According to the first embodiment, either an organic molybdenum compound or an ash-free friction modifier may be used alone or both may be used together, but it is more preferred to use an ash-free friction modifier.
The lubricating oil composition of the first embodiment may further contain any additives commonly used in lubricating oils, for the purpose of enhancing performance. As examples of such additives there may be mentioned additives such as metal cleaning agents, non-ash powders, antioxidants, anti-wear agents (or extreme-pressure agents), corrosion inhibitors, rust-preventive agents, pour point depressants, demulsifiers, metal inactivating agents and antifoaming agents.
As metal cleaning agents there may be mentioned normal salts, basic normal salts and overbased salts such as alkali metal sulfonates or alkaline earth metal sulfonates, alkali metal phenates or alkaline earth metal phenates, and alkali metal salicylates or alkaline earth metal salicylates. According to the first embodiment, it is preferred to use one or more alkali metal or alkaline earth metal cleaning agents selected from the group consisting of those mentioned above, and especially an alkaline earth metal cleaning agent. Preferred are magnesium salts and/or calcium salts, with calcium salts being particularly preferred.
As non-ash powders there may be used any non-ash powders used in lubricating oils, examples of which include mono- or bis-succinic acid imides with at least one C40-400 straight-chain or branched alkyl group or alkenyl group in the molecule, benzylamines with at least one C40-400 alkyl group or alkenyl group in the molecule, polyamines with at least one C40-400 alkyl group or alkenyl group in the molecule, and modified forms of the foregoing with boron compounds, carboxylic acids, phosphoric acids and the like. One or more selected from among any of the above may be added for use.
As antioxidants there may be mentioned phenol-based and amine-based ash-free antioxidants, and copper-based or molybdenum-based metal antioxidants. Specific examples include phenol-based ash-free antioxidants such as 4,4′-methylenebis(2,6-di-tert-butylphenol) and 4,4′-bis(2,6-di-tert-butylphenol), and amine-based ash-free antioxidants such as phenyl-α-naphthylamine, alkylphenyl-α-naphthylamine and dialkyldiphenylamine.
As anti-wear agents (or extreme-pressure agents) there may be used any anti-wear agents and extreme-pressure agents that are utilized in lubricating oils. For example, sulfur-based, phosphorus-based and sulfur/phosphorus-based extreme-pressure agents may be used, specific examples of which include phosphorous acid esters, thiophosphorous acid esters, dithiophosphorous acid esters, trithiophosphorous acid esters, phosphoric acid esters, thiophosphoric acid esters, dithiophosphoric acid esters and trithiophosphoric acid esters, as well as their amine salts, metal salts and their derivatives, dithiocarbamates, zinc dithiocarbamate, molybdenum dithiocarbamate, disulfides, polysulfides, olefin sulfides, sulfurized fats and oils, and the like. Sulfur-based extreme-pressure agents, and especially sulfurized fats and oils, are preferably added.
Examples of corrosion inhibitors include benzotriazole-based, tolyltriazole-based, thiadiazole-based and imidazole-based compounds.
Examples of rust-preventive agents include petroleum sulfonates, alkylbenzene sulfonates, dinonylnaphthalene sulfonates, alkenylsuccinic acid esters and polyhydric alcohol esters.
Examples of pour point depressants that may be used include polymethacrylate-based polymers suitable for the lubricating base oil used.
Examples of demulsifiers include polyalkylene glycol-based nonionic surfactants such as polyoxyethylenealkyl ethers, polyoxyethylenealkylphenyl ethers and polyoxyethylenealkylnaphthyl ethers.
As examples of metal inactivating agents there may be mentioned imidazolines, pyrimidine derivatives, alkylthiadiazoles, mercaptobenzothiazoles, benzotriazole and its derivatives, 1,3,4-thiadiazolepolysulfide, 1,3,4-thiadiazolyl-2,5-bisdialkyl dithiocarbamate, 2-(alkyldithio)benzimidazole and β-(o-carboxybenzylthio)propionitrile.
Examples of antifoaming agents include silicone oils, alkenylsuccinic acid derivatives, polyhydroxyaliphatic alcohols and long-chain fatty acid esters, methyl salicylate and o-hydroxybenzyl alcohols, which have 25° C. dynamic viscosities of 1,000-100,000 mm2/s.
When such additives are added to a lubricating oil composition of the invention, their contents are 0.01-10% by mass based on the total amount of the composition.
The kinematic viscosity at 100° C. of the lubricating oil composition of the first embodiment is 9.0-12.5 mm2/s, the lower limit of the kinematic viscosity at 100° C. being preferably 9.1 mm2/s or greater and more preferably 9.3 mm2/s or greater. The upper limit for the kinematic viscosity at 100° C. of the lubricating oil composition of the first embodiment is preferably no greater than 11 mm2/s and more preferably no greater than 10 mm2/s. If the kinematic viscosity at 100° C. is less than 9.0 mm2/s insufficient lubricity may result, and if it is greater than 12.5 mm2/s it may not be possible to obtain the necessary low-temperature viscosity and sufficient fuel efficiency performance.
The kinematic viscosity at 40° C. of the lubricating oil composition of the first embodiment is preferably 30-55 mm2/s, more preferably 31-50 mm2/s and even more preferably 32-40 mm2/s. If the kinematic viscosity at 40° C. is less than 30 mm2/s, insufficient lubricity may result, and if it is greater than 55 mm2/s it may not be possible to obtain the necessary low-temperature viscosity and sufficient fuel efficiency performance.
The viscosity index of the lubricating oil composition of the first embodiment is preferably in the range of 150-350, and it is more preferably 160 or greater, even more preferably 170 or greater and yet more preferably 180 or greater. It is also preferably no greater than 330, even more preferably no greater than 310 and most preferably no greater than 300. If the viscosity index of the lubricating oil composition is less than 150 it may be difficult to maintain the HTHS viscosity at 150° C. while improving fuel efficiency, and it may also be difficult to reduce the low-temperature viscosity at −30° C. and below. In addition, if the viscosity index of the lubricating oil composition is 350 or greater, the low-temperature flow property may be poor and problems may occur due to solubility of the additives or lack of compatibility with the sealant material.
The lower limit for the HTHS viscosity at 150° C. of the lubricating oil composition of the first embodiment is 2.8 mPa·s, and it is preferably 2.85 mPa·s or greater, more preferably 2.9 mPa·s or greater, even more preferably 2.95 mPa·s or greater and most preferably 3.0 mPa·s or greater. The upper limit for the HTHS viscosity at 150° C. of the lubricating oil composition of the first embodiment is preferably 3.4 mPa·s, more preferably no greater than 3.35 mPa·s, even more preferably no greater than 3.3 mPa·s and most preferably no greater than 3.25 mPa·s. If the HTHS viscosity at 150° C. is less than 2.8 mPa·s insufficient lubricity may result, and if it is greater than 3.4 mPa·s it may not be possible to obtain the necessary low-temperature viscosity and sufficient fuel efficiency performance.
The lower limit for the HTHS viscosity at 100° C. of the lubricating oil composition of the first embodiment is preferably 3.0 mPa·s, more preferably 4.0 mPa·s or greater, even more preferably 4.5 mPa·s or greater, yet more preferably 5.0 mPa·s or greater and most preferably 5.5 mPa·s or greater. The upper limit for the HTHS viscosity at 100° C. of the lubricating oil composition of the first embodiment is preferably 8.0 mPa·s, more preferably no greater than 7.5 mPa·s, even more preferably no greater than 7.0 mPa·s and most preferably no greater than 6.5 mPa·s. If the kinematic viscosity at 100° C. is less than 3.0 mPa·s, insufficient lubricity may result, and if it is greater than 8.0 mPa·s it may not be possible to obtain the necessary low-temperature viscosity and sufficient fuel efficiency performance.
Also, the ratio of the HTHS viscosity at 150° C. to the HTHS viscosity at 100° C. of the lubricating oil composition of the first embodiment (HTHS viscosity at 150° C./HTHS viscosity at 100° C.) is preferably 0.43 or greater, more preferably 0.45 or greater, even more preferably 0.48 or greater and most preferably 0.50 or greater. If the ratio is less than 0.43, the viscosity-temperature characteristic will be impaired, potentially making it impossible to obtain sufficient fuel efficiency performance.
The lubricating oil composition of the second embodiment of the invention comprises a lubricating base oil with a kinematic viscosity at 100° C. of 1-6 mm2/s, a % Cp of 70 or greater and a % CA of no greater than 2 (hereunder referred to as “lubricating base oil (2-A)”), a hydrocarbon-based viscosity index improver with a PSSI of no greater than 20 (hereunder referred to as “hydrocarbon-based viscosity index improver (2-B)”) and a poly(meth)acrylate-based viscosity index improver (hereunder referred to as “poly(meth)acrylate-based viscosity index improver (2-C)”).
The kinematic viscosity at 100° C. of the lubricating base oil (2-A) is no greater than 6 mm2/s, preferably no greater than 5.7 mm2/s, more preferably no greater than 5.5 mm2/s, even more preferably no greater than 5.2 mm2/s, yet more preferably no greater than 5.0 mm2/s and most preferably no greater than 4.5 mm2/s. On the other hand, the kinematic viscosity at 100° C. is also 1 mm2/s or greater, preferably 1.5 mm2/s or greater, more preferably 2 mm2/s or greater, even more preferably 2.5 mm2/s or greater, yet more preferably 3 mm2/s or greater and most preferably 3.5 mm2/s or greater. If the kinematic viscosity at 100° C. of the lubricating base oil component exceeds 6 mm2/s, the low-temperature viscosity characteristic may be impaired and sufficient fuel efficiency may not be obtained, while if it is lower than 1 mm2/s, oil film formation at the lubricated sections will be inadequate, resulting in inferior lubricity and potentially large evaporation loss of the lubricating oil composition.
The lubricating base oil (2-A) differs from the lubricating base oil (1-A) in having a kinematic viscosity at 100° C. of 1-6 mm2/s, but its other properties, its production method, its purification method and preferred examples thereof are the same as for the lubricating base oil (1-A). The explanation of these properties will therefore be omitted here.
The lubricating base oil (2-A) may be used alone as a lubricating base oil in the lubricating oil composition of the second embodiment, or the lubricating base oil (2-A) may be used in combination with one or more other base oils. When the lubricating base oil (2-A) is combined with another base oil, the proportion of the lubricating base oil (2-A) in the total mixed base oil is preferably at least 30% by mass, more preferably at least 50% by mass and even more preferably at least 70% by mass. Other base oils to be used together with the lubricating base oil (2-A) include the mineral base oils and synthetic base oils that may be used together with the lubricating base oil (1-A), mentioned in the explanation of the first embodiment.
The compound form of the hydrocarbon-based viscosity index improver (2-B) in the lubricating oil composition of the second embodiment may be any desired one, so long as it satisfies the condition of having a PSSI of no greater than 20. Specific compounds include styrene-diene hydrogenated copolymers, ethylene-α-olefin copolymer or its hydrogenated forms, polyisobutylene or its hydrogenated forms, and polyalkylstyrenes, or mixtures of the foregoing.
A styrene-diene hydrogenated copolymer is a compound comprising a hydrogenated copolymer of styrene and a diene. Specifically, butadienes, isoprenes and the like may be used as dienes. Particularly preferred are hydrogenation copolymers of styrene and isoprene.
The weight-average molecular weight (MW) of the styrene-diene hydrogenated copolymer is preferably 5,000 or greater, more preferably 10,000 or greater and even more preferably 15,000 or greater. It is also preferably no greater than 100,000, more preferably no greater than 80,000 and even more preferably no greater than 70,000. If the weight-average molecular weight is less than 5,000, the effect of improving the viscosity index, when it is dissolved in the lubricating base oil, will be minimal, not only resulting in inferior fuel efficiency and low-temperature viscosity characteristics but also potentially increasing cost, while if the weight-average molecular weight is greater than 100,000 the shear stability, solubility in the lubricating base oil and storage stability may be impaired.
The ethylene-α-olefin copolymer or its hydrogenated form is a copolymer of ethylene and an α-olefin, or a hydrogenated form of the copolymer. Specifically, propylene, isobutylene, 1-butene, 1-pentene, 1-hexene, 1-octene, 1-decene, 1-decene and the like may be used as α-olefins.
the weight-average molecular weight (MW) of the ethylene-α-olefin copolymer or its hydrogenated form is preferably 5,000 or greater, more preferably 10,000 or greater and even more preferably 30,000 or greater. It is also preferably no greater than 500,000, more preferably no greater than 400,000 and even more preferably no greater than 300,000. If the weight-average molecular weight is less than 5,000, the effect of improving the viscosity index, when it is dissolved in the lubricating base oil, will be minimal, not only resulting in inferior fuel efficiency and low-temperature viscosity characteristics but also potentially increasing cost, while if the weight-average molecular weight is greater than 500,000 the shear stability, solubility in the lubricating base oil and storage stability may be impaired.
The PSSI (Permanent Shear Stability Index) of the hydrocarbon-based viscosity index improver (2-B) is no greater than 20, preferably no greater than 15, more preferably no greater than 10, even more preferably no greater than 8 and most preferably no greater than 6. The lower limit for the PSSI of the hydrocarbon-based viscosity index improver (A) is preferably 1 or greater and more preferably 3 or greater. If the PSSI is greater than 20 the shear stability will be impaired, and it will therefore be necessary to increase the initial kinematic viscosity, potentially resulting in poor fuel efficiency. If the PSSI is less than 1, not only will the viscosity index-improving effect be low, when it is dissolved in the lubricating base oil, and the fuel efficiency and low-temperature viscosity characteristic inferior, but cost may also increase.
The poly(meth)acrylate-based viscosity index improvers mentioned in the explanation of the viscosity index improver (1-B) of the first embodiment are suitable for use as the poly(meth)acrylate-based viscosity index improver (2-C) for the second embodiment. They will not be explained again here, except in regard to the following points of difference.
The weight-average molecular weight (MW) of the poly(meth)acrylate-based viscosity index improver (2-C) is preferably 5,000 or greater, more preferably 10,000 or greater, even more preferably 20,000 or greater and most preferably 50,000 or greater. It is also preferably no greater than 700,000, more preferably no greater than 500,000, even more preferably no greater than 200,000 and most preferably no greater than 100,000. If the weight-average molecular weight is less than 5,000, the effect of improving the viscosity index, when it is dissolved in the lubricating base oil, will be minimal, not only resulting in inferior fuel efficiency and low-temperature viscosity characteristics but also potentially increasing cost, while if the weight-average molecular weight is greater than 1,000,000, the shear stability, solubility in the lubricating base oil and storage stability may be impaired.
The upper limit for the PSSI of the poly(meth)acrylate-based viscosity index improver (2-C) is preferably no greater than 50, more preferably no greater than 40, even more preferably no greater than 30, yet more preferably no greater than 20 and most preferably no greater than 10. The lower limit for the PSSI of the poly(meth)acrylate-based viscosity index improver (2-C) is preferably 1 or greater and more preferably 3 or greater. If the PSSI is greater than 50 the shear stability will be impaired, and it will therefore be necessary to increase the initial kinematic viscosity, potentially resulting in poor fuel efficiency. If the PSSI is less than 1, not only will the viscosity index-improving effect be low when it is dissolved in the lubricating base oil, and the fuel efficiency and low-temperature viscosity characteristic inferior, but cost may also increase.
For the second embodiment, the hydrocarbon-based viscosity index improver (2-B) and poly(meth)acrylate-based viscosity index improver (2-C) each have a ratio of weight-average molecular weight to PSSI (MW/PSSI) of preferably 0.3×104 or greater, more preferably 0.5×104 or greater, even more preferably 0.7×104 or greater and most preferably 1×104 or greater. If the MW/PSSI ratio is less than 0.3×104, the fuel efficiency and cold-start property, i.e. the viscosity-temperature characteristic and low-temperature viscosity characteristic, may be impaired.
The hydrocarbon-based viscosity index improver (2-B) and the poly(meth)acrylate-based viscosity index improver (2-C) also each have a ratio of weight-average molecular weight (MW) to number-average molecular weight (MN)(MW/MN) of preferably no greater than 5.0, more preferably no greater than 4.0, even more preferably no greater than 3.5 and most preferably no greater than 3.0. Also, MW/MN is preferably 1.0 or greater, more preferably 2.0 or greater, even more preferably 2.5 or greater and most preferably 2.6 or greater. If MW/MN is greater than 4.0 or less than 1.0, the improving effect on the solubility and viscosity-temperature characteristic will be impaired, potentially making it impossible to maintain sufficient storage stability or fuel efficiency.
The hydrocarbon-based viscosity index improver (2-B) content in the lubricating oil composition of the second embodiment is 0.1-15.0% by mass, preferably 0.5-13.0% by mass, more preferably 1.0-12.0% by mass and even more preferably 1.5-11.0% by mass, based on the total amount of the composition. If the content is less than 0.1% by mass the low-temperature characteristics may be inadequate, while if the content is greater than 15.0% by mass the shear stability of the composition may be impaired.
The poly(meth)acrylate-based viscosity index improver (2-C) content in the lubricating oil composition of the invention is 0.1-10.0% by mass, preferably 0.5-9.0% by mass, more preferably 1.0-8.0% by mass and even more preferably 1.5-7.0% by mass, based on the total amount of the composition. If the content is less than 0.1% by mass the low-temperature characteristics may be inadequate, while if the content is greater than 10.0% by mass the shear stability of the composition may be impaired.
The lubricating oil composition of the second embodiment may also contain a friction modifier selected from among organic molybdenum compounds and ash-free friction modifiers, in order to increase the fuel efficiency performance. The lubricating oil composition of the second embodiment may further contain additives such as metal cleaning agents, non-ash powders, antioxidants, anti-wear agents (or extreme-pressure agents) corrosion inhibitors, rust-preventive agents, pour point depressants, demulsifiers, metal inactivating agents, antifoaming agents and the like for improved performance, depending on the purpose. Specific examples of these additives, and their modes of use, are the same as for the first embodiment and will not be repeated here.
The kinematic viscosity at 100° C. of the lubricating oil composition of the second embodiment is 9.0-12 mm2/s, and is preferably 9.2 mm2/s or greater and more preferably 9.4 mm2/s or greater. The kinematic viscosity at 100° C. of the lubricating oil composition of the second embodiment is preferably no greater than 11 mm2/s and more preferably no greater than 10.5 mm2/s. If the kinematic viscosity at 100° C. is less than 9.0 mm2/s, insufficient lubricity may result, and if it is greater than 12 mm2/s it may not be possible to obtain the necessary low-temperature viscosity and sufficient fuel efficiency performance.
The kinematic viscosity at 40° C. of the lubricating oil composition of the second embodiment is preferably 45-55 mm2/s, more preferably 46-54 mm2/s and even more preferably 47-53 mm2/s. If the kinematic viscosity at 40° C. is less than 45 mm2/s, insufficient lubricity may result, and if it is greater than 55 mm2/s it may not be possible to obtain the necessary low-temperature viscosity and sufficient fuel efficiency performance.
The viscosity index of the lubricating oil composition of the second embodiment is preferably in the range of 150-350, and it is more preferably 160 or greater, even more preferably 170 or greater and yet more preferably 180 or greater. It is also preferably no greater than 300, even more preferably no greater than 250 and most preferably no greater than 200. If the viscosity index of the lubricating oil composition is less than 150 it may be difficult to maintain the HTHS viscosity at 150° C. while improving fuel efficiency, and it may also be difficult to reduce the low-temperature viscosity at −30° C. and below. In addition, if the viscosity index of the lubricating oil composition is 350 or greater, the low-temperature flow property may be poor and problems may occur due to solubility of the additives or lack of compatibility with the sealant material.
The lower limit for the HTHS viscosity at 150° C. of the lubricating oil composition of the second embodiment is preferably 2.8 mPa·s, more preferably 2.83 mPa·s or greater, even more preferably 2.86 mPa·s or greater and most preferably 2.88 mPa·s or greater. The upper limit for the HTHS viscosity at 150° C. of the lubricating oil composition is preferably 3.1 mPa·s, more preferably no greater than 3.05 mPa·s, even more preferably no greater than 3.0 mPa·s and most preferably no greater than 2.95 mPa·s. If the HTHS viscosity at 150° C. is less than 2.8 mPa·s insufficient lubricity may result, and if it is greater than 3.1 mPa·s it may not be possible to obtain the necessary low-temperature viscosity and sufficient fuel efficiency performance.
The lower limit for the HTHS viscosity at 100° C. of the lubricating oil composition of the second embodiment is preferably 3.0 mPa·s, more preferably 4.0 mPa·s or greater, even more preferably 4.5 mPa·s or greater, yet more preferably 5.0 mPa·s or greater and most preferably 5.2 mPa·s or greater. The upper limit for the HTHS viscosity at 100° C. of the lubricating oil composition of the second embodiment is preferably 8.0 mPa·s, preferably no greater than 7.5 mPa·s, more preferably no greater than 7.0 mPa·s and most preferably no greater than 6.5 mPa·s. If the kinematic viscosity at 100° C. is less than 3.0 mPa·s, insufficient lubricity may result, and if it is greater than 8.0 mPa·s it may not be possible to obtain the necessary low-temperature viscosity and sufficient fuel efficiency performance. The HTHS viscosity at 100° C. is the high-temperature high-shear viscosity at 100° C. according to ASTM D4683.
Also, the ratio of the HTHS viscosity at 150° C. to the HTHS viscosity at 100° C. of the lubricating oil composition of the second embodiment (HTHS viscosity at 150° C./HTHS viscosity at 100° C.) is preferably 0.43 or greater, more preferably 0.44 or greater, even more preferably 0.45 or greater and most preferably 0.46 or greater. If the ratio is less than 0.43, the viscosity-temperature characteristic will be impaired, potentially making it impossible to obtain sufficient fuel efficiency performance.
The lubricating oil compositions of the first embodiment and second embodiment both have excellent fuel efficiency and low-temperature viscosity, and are effective for improving fuel efficiency while maintaining a constant level for the HTHS viscosity at 150° C., even without using a synthetic oil such as a poly-α-olefinic base oil or esteric base oil or a low-viscosity mineral base oil, and reducing the 40° C. and kinematic viscosity at 100° C. and the HTHS viscosity at 100° C. of lubricating oils. The lubricating oil composition of the first embodiment having such superior properties can be suitably employed as a fuel efficient engine oil, such as a fuel efficient gasoline engine oil or fuel efficient diesel engine oil.
The present invention will now be explained in greater detail based on examples and comparative examples, with the understanding that these examples are in no way limitative on the invention.
For Examples 1-1 to 1-3 and Comparative Examples 1-1 to 1-5, lubricating oil compositions were prepared using the base oils and additives listed below. The properties of base oil X are shown in Table 1, and the compositions of the lubricating oil compositions are shown in Tables 2 and 3.
(Base Oil)
Base oil X: Wax isomerized base oil produced by wax isomerization.
(Viscosity Index Improver)
PMA-1: Polymethacrylate, Mw=40×104, PSSI=3, Mw/PSSI=13.3×104
PMA-2: Polymethacrylate, Mw=41.4×104, PSSI=4, Mw/PSSI=10.4×104
PMA-3: Polymethacrylate, Mw=46.1×104, PSSI=4.2, Mw/PSSI=11.0×104
PMA-4: Polymethacrylate, Mw=40×104, PSSI=45, Mw/PSSI=0.9×104
PMA-5: Polymethacrylate, Mw=3×104, PSSI=5, Mw/PSSI=0.6×104
SDC-1: Styrene-isoprene copolymer, Mw=5×104, PSSI=10, Mw/PSSI=0.5×104
SDC-2: Styrene-isoprene copolymer, Mw=20×104, PSSI=25, Mw/PSSI=0.8×104
EPC-1: Ethylene-propylene copolymer, MW=20×104, PSSI=24, Mw/PSSI=0.8×104
EPC-2: Ethylene-propylene copolymer, MW=40×104, PSSI=50, Mw/PSSI=0.8×104
(Other Additives)
DI additive: Performance additive package (containing metal cleaning agent, non-ash powder, antioxidant, anti-wear agent, antifoaming agent, etc.)
[Evaluation of Lubricating Oil Compositions]
Each of the lubricating oil compositions of Examples 1-1 to 1-3 and Comparative Examples 1-1 to 1-6 was measured for 40° C. and kinematic viscosity at 100° C., viscosity index and 100° C. and HTHS viscosity at 150° C. The physical property values were measured by the following evaluation methods. Each composition was formulated for a shear viscosity of 9.3 mm2/s. The obtained results are shown in Tables 2 and 3.
(1) Kinematic viscosity: ASTM D-445
(2) Viscosity index: JIS K 2283-1993
(3) Shear viscosity (Diesel Injector method): ASTM D-6278
(4) HTHS viscosity: ASTM D4683
The criterion for judgment of the results was simultaneously having a HTHS viscosity at 100° C. of no greater than 6.0 mPa·s and a kinematic viscosity at 40° C. of no greater than 40 mm2/s, while maintaining a HTHS viscosity at 150° C. of 2.9 mPa·s or greater, and having a sufficiently low kinematic viscosity at 100° C. It is known that when these conditions are not satisfied, fuel efficiency is not achieved during engine high-speed rotation and low-speed rotation.
The results shown in Tables 2 and 3 indicate that the lubricating oil compositions of Examples 1-1 to 1-3 had sufficiently high HTHS viscosity at 150° C., and sufficiently low kinematic viscosity at 40° C., kinematic viscosity at 100° C. and HTHS viscosity at 100° C.
For Examples 2-1 to 2-2 and Comparative Examples 2-1 to 2-5, lubricating oil compositions were prepared using the base oils and additives listed below. The properties of base oil Y are shown in Table 4, and the compositions of the lubricating oil compositions are shown in Tables 5 and 6.
(Base Oil)
Base oil Y: Group III base oil produced by hydrocracking
(Viscosity Index Improver)
A-1: Styrene-isoprene hydrogenated copolymer, MW=50,000, PSSI=10
B-1: Dispersant polymethacrylate (copolymer of methyl methacrylate, a methacrylate of formula (1) wherein R2 is a C12 alkyl group, a methacrylate of formula (1) wherein R2 is a C13 alkyl group, a methacrylate of formula (1) wherein R2 is a C14 alkyl group and a methacrylate of formula (1) wherein R2 is a C15 alkyl group, and a methacrylate comprising dimethylaminoethyl methacrylate)
MW=80,000, Mw/Mn=2.7, PSSI=5
B-2: Dispersant polymethacrylate, MW=400,000, PSSI=50
C-1: Ethylene-propylene copolymer, MW=250,000, PSSI=24
(Other Additives)
D: Performance additive package (containing metal cleaning agent, non-ash powder, antioxidant, anti-wear agent, antifoaming agent, etc.)
[Evaluation of Lubricating Oil Compositions]
Each of the lubricating oil compositions of Examples 2-1 to 2-2 and Comparative Examples 2-1 to 2-5 was measured for 40° C. and kinematic viscosity at 100° C., viscosity index and 100° C. and HTHS viscosity at 150° C. The physical property values were measured by the following evaluation methods. Each composition was formulated for a shear viscosity of 9.3 mm2/s. The obtained results are shown in Tables 5 and 6.
(1) Kinematic viscosity: ASTM D-445
(2) Viscosity index: JIS K 2283-1993
(3) Shear viscosity (Diesel Injector method): ASTM D-6278
(4) HTHS viscosity: ASTM D4683
The criterion for judgment of the results was simultaneously having a HTHS viscosity at 100° C. of no greater than 6.5 mPa·s and a kinematic viscosity at 40° C. of no greater than 50 mm2/s, while maintaining a HTHS viscosity at 150° C. of 2.9 mPa·s or greater. It is known that when these conditions are not satisfied, fuel efficiency is not achieved during engine high-speed rotation and low-speed rotation.
The results shown in Tables 5 and 6 indicate that the lubricating oil compositions of Examples 2-1 and 2-2 had sufficiently high HTHS viscosity at 150° C., and sufficiently low kinematic viscosity at 40° C., kinematic viscosity at 100° C. and HTHS viscosity at 100° C.
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