• Proceedings of the Korean Society of Tribologists and Lubrication Engineers Conference
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• 1999.06a
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• pp.189-194
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• 1999

The antiwear performance of several organic phosphates ,such as tricrecylphosphate(TCP), tributylphosphate(TBP), diphenylhydrogenphosphate(DPHP) ,dissolved in polyol ester based oils is studied. These organic phosphates are well known for antiwear additive for lubricating oil that produce reacted surface protective film. These antiwear additives can drastically reduce wear with their concentration increasing, because the amount of additive adsorbed on metal sur(ace increases. But in the higher concentration region, the wear is increased by excessive and corrosive reaction of the metal surface with these additives. That is to say, there is an optimum concentration for minimum wear. The optimum concentration was different with the kinds of base oils and additives. Different polyolesters showed different optimum concentrations of the additive. The order of optimum concentration among the polyolesters was different with different phosphates. The order of the optimum concentration is shown that the effect of the concentration of additives on the antiwear performance. It can be explained by the interaction between additives and base oils using the solubility parameter.

• Tribology and Lubricants
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• v.4 no.1
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• pp.43-55
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• 1988

A Study on the effect of the additives in lubricating oil was investigated on the basis of the thermal activated wear theory in terms of their wear behaviours, using four ballwear machine. The sample oils, which included diethyl-3, 5-di-t-butyi-4-hydroxy-benzyl phosphonate (DEP), ZDDP and TCP additives respectively, showed distinct wear characteristics depending upon the bulk oil temperature and the sliding velocity. The newly synthesized additive, viz., DEP showed excellent antiwear performance cornpared with the conventional additives, ZDDP and TCP. On the basis of the experimental results, it is reduced that the wear mechanism of the conventional additives, viz., ZDDP and TCP is the protective film formation and their antiwear capability is depending upon the shearing strength of the film formed. On the other hand, the new additive, DEP showed that the secondary activation energy was much eliminated and so, the thermal instability was reduced by the hydrogen scavenging reaction of the new additive, which was virtually an endothermic reaction process.In conclusion, a new concept of antiwear mechanism is estabilished and testified. And new chemical, which showed the function of hydrogen and free radical scavenging role, is synthesized and introduced as the new, highly antiwear effective lubricating oil additive.

• Tribology and Lubricants
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• v.11 no.5
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• pp.184-189
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• 1995

The antiwear performance of dialkyl 3, 5-di-t-butyl 4-hydroxy benzyl phosphonates was investigated using a four ball wear test machine. Diethyl 3, 5-di-t-butyl 4-hydroxy benzyl phosphonate (DEP) and dibutyl 3,5-di-t-butyl 4-hydroxy benzyl phosponate (DBP) among them showed excellent antiwear performances compared with conventional additives, ZDDP and TCP as the bulk oil temperature and the sliding velocity increased. The surface analysis through an optical microscopy was conducted for tribological studies.

• Proceedings of the Korean Society of Tribologists and Lubrication Engineers Conference
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• 2002.10b
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• pp.341-342
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• 2002

Although vegetable oils provide good lubricity, they still need optimization by certain additive technology for practical applications. ZDTP improve antiwear properties of vegetable oils. However the additive performance depends on quality of the base Oil. Antioxidants were applied to prevent the auto-oxidation of vegetable oils. Good synergistic effect of anti-wear and antioxidant additives was confirmed.

• Tribology and Lubricants
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• v.12 no.3
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• pp.6-11
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• 1996

There has been a growing concern for the use of mineral oil based lubricants because of the worldwide interest in environmental issues. This has prompted the use of vegetable oils as more environmentally acceptable base fluids. In view of this, four-ball wear test was carried out to investigate the tribological behavior of selected vegetable oils blended with ZDDP, TCP and DBP under high speed and temperate conditions. Of the additive evaluated, the new additive, DBP has provided antiwear performance superior to the two other additives more commonly used. This superior performance by DBP is probably caused by different wear mechanism. This wear mechanism has been evidenced by the surface analysis of worn balls conducted using optical microscope and EDAX.

• Proceedings of the Korean Society of Tribologists and Lubrication Engineers Conference
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• 2002.10b
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• pp.269-270
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• 2002

Antiwear(AW) properties of phoshphonic acid derivatives for trimethylolpropane (TMP) esters were investigated under boundary conditions. AW effect of dialkyl phosphonates depends on polarity of base fluid. They provide good AW performance in less polar TMP esters, whereas their AW effect is not sufficient in polar TMP esters. Amine salts of phosphonic acid were developed as new AW additiνe system for TMP esters. They provide excellent AW performance even in polar TMP esters.

• Proceedings of the Korean Society of Tribologists and Lubrication Engineers Conference
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• 1997.10a
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• pp.152-160
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• 1997

A diesel engine oil which was formulated and a commercial diesel engine oil (API CG4) made from same base oil were tested by car and analyzed of their physical, chemical and mechanical properties. The tested oil to be analyzed were sampled from engine every 1000 km until 8000 km and determined the kinematic viscosity, TAN, TBN, metal content in oil, additive depletion, antiwear property and IR analysis. From the study, both the tested oils were almost same properties for the change of TAN and TBN, but the change of kinematic viscosity of formulated oil was slightly higher than that of commercial oil. But the concentration of metal in the formulated oil, especially iron, were increased much less during test. The iron content of the commercial oil was increase rapidly from 7000 km while the formulated oil was still low. These results were conformed by the antiwear test by 4-ball wear test machine for the samples. Also for the commercial oil, the depletion factor of the Zn-DTP which was added as an antiwear property was not change any more after 7000 km. But the formulated oil was change continuously until 8000 km, which mean that the ability of wear protection of the sliding parts exists for the formulated oil. With the results which were analyzed of the properties of oils by field test, it was found that the commercial oil could be used only within 7000 km, but the formulated oil can use more than 8000 km without severe wear of the sliding parts in the diesel engine.

• Proceedings of the Korean Society of Tribologists and Lubrication Engineers Conference
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• 2001.06a
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• pp.178-190
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• 2001

Tribological conditions and additive chemistry between frictional Interfaces were discussed in the present paper. The principles of the tribochemical surface modification were drawn on the basis of data of literatures and experiments. Results of gear tests proved experimentally that the principles would have potential applications in industry.

• Tribology and Lubricants
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• v.11 no.5
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• pp.136-143
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• 1995

The effect of additive chemistry on the serface fatigue of gears was investigated using the FZG gear tester and fluids based on an API GL-5 grade oil. Surface fatigue lives were determined as a function of load and additive chemistry. At 1.52 GPa, the removal of the primary extreme pressure additive (EP) from the fully formulated gear oil decreased the fatigue life of gears slightly (4%), however, the removal of the primary antiwear additive (AW) decreased the fatigue life of gears significantly (83%). At 1.86 GPa, the removal of the EP additive from the fully formulated gear oil decresed the gear fatigue life 27%, however, the removal of the primary AW additive decreased the fatigue life of gears significantly (75%). Micropitting was the dominant surface morphology in the dedendum of gears tested With two oils at load stage: one using the complete additive package, and a second where the EP additive has been removed. However, spalling is the primary failure mode of gears tested without an AW additive independent of whether an EP agent was present. Surface analysis of pinion gears showed the formation of a mixed phosphate/phosphite-oxide layer on the surface of gears tested with fluids containing an AW. Formation of this layer seems to be key to long fatigue life.

• Transactions of the Korean Society of Automotive Engineers
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• v.9 no.3
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• pp.51-59
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• 2001

A diesel engine oil formulated in KRICT and a commercial diesel engine oil (API CG-4) were tested by car and their Kinematic Viscosity, TAN, TBN, metal content, additive depletion, anti-wear property and IR analysis were analyzed. From the research, both of the tested oils had almost the same properties f3r the change of TAN and TBN, but the change of Kinematic Viscosity of formulated oil was slightly higher than that of commercial oil. The iron content in the commercial oil increased rapidly from 7000 km while that of the formulated oil was still low. These results were confirmed by the anti-wear test with a 4-ball wear test machine for the each samples. Also, for the commercial oil, the depletion factor of the Zn-DTP which was added as an anti-wear property did not change any more after 7000 km. But, that of the formulated oil changed continuously to 8000 km, which means that the ability to prevent wear of the sliding pairs exists for the formulated oil. From the analysis results of oil properties obtained by field test, it was found that the commercial oil could be used only within 7000 km, but the formulated oil could be used more than 8000 km without severe wear of the sliding parts in the diesel engine.