Fuel 233 (2018) 677–684

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Fuel
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Full Length Article

Effect of bio-lubricant on wear characteristics of cylinder liner-piston ring T

and cam-tappet combination in simulated environment
⁎
Paramvir Singh, Varun Goel
Department of Mechanical Engineering, National Institute of Technology, Hamirpur, (H.P) 177005, India

A R T I C LE I N FO A B S T R A C T

Keywords: The present investigation focuses on need of bio-based lubricants which are biodegradable and environmental-
Ferrography friendly along with improved oxidative stability. The global demand for lubricants is expected to increase as the
Bio-lubricant demand for engine oil for new motor vehicle increases with the increase in number of vehicles. The depleting
HFRR nature of mineral oils and its adverse impacts on environment has raised the attention of scientists towards the
POD
utilisation of renewable bio-based lubricants. The increased environmental awareness is a primary driving force
TAN
for the new technological developments. In the present study, waste cooking oil (WCO) biodiesel is used as a
feedstock for blending with lubricating oil as it is the economical source for the production of biodiesel. WCO
was chemically modified by transesterification process. The effect of friction and wear behaviour on perfor-
mance of cylinder liner-piston and cam-tappet in valve train under lubricating condition has been studied using
high frequency reciprocating test rig (HFRR) and pin on disc tester (POD). In addition, the investigations of
lubricant variants after the test were also carried out with analytical ferrography to analyse the wear debris in
the lubricants. The 10% blending of SAE20W40 with WCO biodiesel exhibits improved results in terms of
coefficient of friction and wear scar diameter (WSD).

1. Introduction
The increase in the demand of crude oil along with its adverse effect
on human health and pressure of the international appeals like ‘Kyoto
agreement’ to diminish the greenhouse gases emissions (GHGs) have led
the research interest towards biogenic fluids. The depleting nature of
fossil fuels and its bad impacts on environment is also a concern.
Globally various activities have been done to increase the usage of
environmental friendly fuels to decrease the dependency on fossil fuels
in the automotive sector. Development in technical advancement like
exhaust gas recirculation, environment friendly alternate fuels, con-
trolled burning techniques, etc. are some feasible ways to minimize the
adverse impact of vehicles pollution on environment. In this regard,
biodiesel seems to be the probable alternative as fuel to overcome these
problems due to its suitability and similarity in properties as diesel fuel.
Therefore, the research is concentrated on various feedstocks (edible/
non-edible) along with its methyl esters (biodiesel) as a potential source
of transportation fuel [1–3]. In general, biodiesel is clean burning
mono-alkyl esters based oxygenated fuel derived from long chain fatty
acids edible and non-edible oil, animal fat, micro-algae, etc. [4,5].
Lubricants are commonly produced from petroleum fuels [6]. The
global demand for lubricants is expected to increase at the rate of 2.0%
per year to reach 45.40 million metric tons by 2020 due to the usage of
600 million automobiles by 7 billion populations in the world [7,8,35].
Moreover, about half of the used lubricants (5 million tonnes) is not
appropriately disposed off in Europe and hence, adversely affect the
environment through evaporation. Both the terrestrial and aquatic
ecosystems have been degraded due to the disposal rate of used lu-
bricant [9]. The combustion of lubricants also leads to the emission of
metal traces like iron particles, zinc, magnesium etc. [10]. So, it is
imperative to find alternates which are renewable and eco-friendly for
the lubricant production. Progress in developing sustainable green
chemistry innovative products draws the attention of researchers to-
wards the use of plant oil for lubrication purposes also. It is preferable
to use these oils instead of fossil fuel based lubricants due to its nu-
merous advantages like low environmental pollution, existence of a CO2
cycle in burning period, easy additive combinations, biodegradability
(95% higher as compared to mineral oil), high lubricity, availability,
low sulphur contents, low aromatic compounds, low toxicity, high flash
points, etc. [11–14]. In spite of this, they also have better lubricity and
higher viscosity because of the presence of esters. The disposal rate of
plant oils is 25–35% faster than petroleum based lubricants which leads
to lower cost of disposal [15,16]. Plant oils have the environmental and
economic advantages. After some appropriate chemical modification

⁎
Corresponding author at: MED, NIT Hamirpur, India.
E-mail address: varun@nith.ac.in (V. Goel).

https://doi.org/10.1016/j.fuel.2018.06.092
Received 23 May 2017; Received in revised form 10 March 2018; Accepted 21 June 2018
0016-2361/ © 2018 Elsevier Ltd. All rights reserved.
P. Singh, V. Goel
Nomenclature
HFRR high frequency reciprocating monitor
POD pin on disc tester
SWR specific wear rate
TAN total Acid Number
GHG greenhouse gas emissions
ZDDP zinc dialkyldithiophosphates
WCO waste cooking oil
WSD wear scar diameter
Plant oils are used for various industrial purposes like lubricants, fuel
for compression-ignition engine, etc. The excellent lubricity of oil
makes their derivatives as base stock for lubricants and efficient fluids.
In boundary and hydrodynamic lubrication region application of ve-
getable oils as lubricants is adorned with their chemical structure with
long chained fatty acid [17]. Moreover, low oxidative stability and
higher melting points have been recognised for vegetable oils [18].
Transesterification is the most crucial and cheapest method to enhance
the viscosity index and thermo oxidative stability [19].
The consumption of cooking oil increases per year throughout the
world and its disposal to the environment create problems due to their
uneven disposal ways. Some countries prescribed policies to chasten for
the disposal of waste oil inside the water drainage because of its adverse
effect on environment [21,22]. The best approach to exploit the WCO is
to convert it in biodiesel.
There are different lab tests have been done for the investigation of
bio-based lubricants effect on wear and friction on the contact surfaces.
Mobarak et al. [20] had nicely reviewed promiscuous studies on bio-
based lubricants. The researchers have found out that bio-based lu-
bricants have provided better surface as compared to other petroleum
based lubricants. They also stated that bio-based lubricants can be the
most promising feedstock for replacing fossil fuel based lubricants as
these lubricants are environment friendly, efficient etc. Due to the
improved results with bio-lubricant, they become more popular. Some
aspects with bio-based lubricants like reactivity of hydrocarbon chain,
oxidative stability, its corrosive nature, etc. are crucial and hence, ne-
cessary to study.
A lot of work has been done by researchers on the use of bio-lu-
bricants for diesel engines. But there is very less literature available on
tribological aspects associated with waste cooking oil (WCO) biodiesel.
The distinctive objective of the present investigation is to emphasize on
the perspective of WCO in the automotive sector. The probable feasi-
bility of this bio-based lubricant contributes to the limitations made by
government bodies like environmental protection organizations, etc.
towards the use of biogenic fluids in place of mineral oils.
The aim of the present study is to indicate the effect of WCO bio-
diesel blending with lubricant (SAE20W40) on the tribological perfor-
mance of cylinder liner-piston ring and cam-tappet in valve train
combination by using HFRR and POD. Lubricant helps in reducing wear
and friction between the cylinder liner-piston ring and cam-tappet in
Fig. 1. Schematic diagram of high frequency reciprocating rig.
678
Fuel 233 (2018) 677–684
valve train and increase the engine life. The total acid number (TAN)
and ferrography tests were also conducted for testing the degradability
of oil and to check wear debris in the used lubricating oil after the test.
2. Materials and methods
2.1. Experimental setup
Lubricity is assessed in terms of friction coefficient between disc and
ball with lubricating conditions by means of reciprocating friction
monitor or HFRR (Ducom made, 536B) which is connected with the
controlled data acquisition system. This equipment is mainly used to
study the friction coefficient, frictional force, specific wear or wear
resistance of the tested materials with different type lube oils, stroke
length, temperature, applied load, frequency etc. The disc is fixed in the
groove provided inside the machine and the ball is reciprocated on the
disk. The stroke of the top specimen is controlled by the angle of os-
cillation of servomotor according to the value set in the computer. The
load is applied on the top specimen. The schematic diagram of re-
ciprocating friction monitor test setup is shown in Fig. 1.
Similarly, POD wear and friction monitor tester (Ducom made, TR-
20LE) is also connected with the controlled data acquisition system.
This is also used to study the friction coefficient, frictional force, spe-
cific wear, etc. of the tested materials with different operating condi-
tions. The disc is rotated about the disk centre with the help of DC-
servomotor and speed is controlled by the controller as per the value set
in the computer. The tangential force on the pin is measured with the
load cell. The schematic diagram of POD test setup is shown in Fig. 2.
The specifications of POD tester and HFRR are given in Table 1.
2.2. Lubricants used
WCO biodiesel and SAE 20 W40 blends are used in ratio of 0:10
(LUBE1), 1:9 (LUBE2), 2:8 (LUBE3) and 3:7 (LUBE4) by volume. WCO
was collected from the canteen at National Institute of Technology,
Hamirpur (Himachal Pradesh), India. In the first step, suspended par-
ticles are removed and it is cleaned with water. Then, this filtered oil
was heated for 60 min to remove the water contents. To remove the
sediments, the WCO was heated at 95 °C for 60 min with 3% of ortho-
phosphoric acid. The most frequently used chemical reaction transes-
terification is used for the production of WCO biodiesel. KOH and
H2SO4 were used as a catalyst in 0.75% by weight of oil and oil is used
in a molar ratio of 1:6 with methanol. The oil and methanol mixture is
heated in the presence of a catalyst for about 90 min on a magnetic
stirrer with a hot plate at 600 rpm stirring speed. The final product is
then allowed to settle for 24 h in separating funnel. Then, this mixture
was separated, neutralized and distilled. For removing excess alcohol
and catalyst, the separated biodiesel was washed with hot water and
acetic acid added. By taking the above stated conditions, the yield of
WCO biodiesel was approximately 85%. The properties of the feed-
stocks are shown in Table 2.
P. Singh, V. Goel Fuel 233 (2018) 677–684

Lever mechanism Pin holder Disc Table 3

Operating conditions for experimentation on POD.
S. No. Operating Parameters Value

1. Normal load applied on the ball 49 N

2. Track length 20 mm
3. Relative sliding velocity of disk and pin 1.046 m/s
Load 4. Total sliding distance 3.768 km
5. Duration of each experiment 60 min.
6. Speed 500 rpm
7. Test oil flow rate 17 gm/min

regulating valve and flexible copper tube to set the position of dripping.
Motor The operating parameters for experimentation on POD are shown in
Table 3.
Then, the experiments were conducted with lubricating conditions
for investigating the impact of lubricant on the contact of cam and
Fig. 2. Schematic diagram of pin on disc wear tester.
tappet in valve train using HFRR. A standard steel ball of 6 mm dia-
meter reciprocates on fixed disc (40 mm × 40 mm × 5 mm) submerged
Table 1 in an oil bath under a normal load of 9.8 N. This particular load endows
Specification of POD tester and HFRR. stress of 1.3 GPa and 0.5–1 GPa at the start and end of the experiment
POD tester respectively. This provides the similar ambience and stresses as prac-
tised in the contact of cam and tappet in the valve train [23,24]. The
Parameter Specification wear scar diameter (WSD) was measured with the help of microscope.
The balls used in this experiment consist of chrome alloy steel ball. The
Sliding Speed 0.05 m/s–10 m/s
Disc rotation speed 100–2000 RPM steel ball consists of carbon (0.9–1.10%), chromium (1.2–1.6%) and
Normal Load 200 N maximum balanced iron. After each experiment, new ball was taken. Initially, the
Frictional Force 0–200 N ball used for experimentation was properly cleaned with acetone. After
Temperature Ambient-200 °C
that the ball was cleaned and dried with the tissue paper. The operating
Power 415 V, 15 Amps, 3phase, 50 Hz
Viscosity Range 90 SAE maximum
parameters for experimentation on HFRR are shown in Table 4.
Disc size 160 mm dia × 8 mm thick

HFRR 2.4. Oil analysis

Top specimen (ball) 6 mm dia
Bottom specimen (Disc) 40 mm × 40 mm × 5 mm thick For the analysis of metal debris from used fuels, lubrication oils,
Stroke length 0.5–35 mm
Load 1–40 N, motorized loading
coolants etc. an analytical ferrography (Spectro Inc. made, T2FM) is
Temperature Ambient-300 °C used. In the present investigation, this technique was used to detect
Frequency Max 40 Hz wear particles in the used lubricating oil after HFRR and POD test. This
technique employs a magnetic field to exert a pull on the wear particles.
Specially prepared substrate for the microscope (Jenco™ USA, MC50-C)
Table 2 is placed at small angle elevation to the horizontal and oil is allowed to
Properties of lubricant (SAE 20 W40) and WCO biodiesel. flow on this substrate. This substrate was then analysed with the help of
S. No. Properties SAE 20 W40 WCO Standards microscope with 200X zoom.
Biodiesel Total acid number (TAN) is used to prevent machine damage or
problem in advance and to calculate strong and weak both organic
1. Kinematic 128 at 40 °C15.2 at 5.74 at 40 °C ASTM D 4052
Viscosity (cST) 100 °C
acids present in the feedstock. These experiments were conducted ac-
3. Flash point (COC), 200 128 ASTM D93 cording to ASTM D664. The change in the TAN of the used and unused
°C Min oil demonstrates the oxidation of the feedstock because of operating
4. Pour Point. °C Max -21 −16 ASTM D93 time and temperature.
5. Sulphated Ash,% 0.72 0.004 ASTM D874
wt, Max.
6. TAN (mg KOH/g) 4.4 0.36 ASTM D664 3. Results and discussion
Min
It is requisite to examine friction and wear between cylinder liner-
piston ring and cam-tappet in valve train for smooth functioning of
2.3. Test procedure
engine for prolonged time. In spite of all efforts, it is very complicated
to replicate the real surroundings of a running engine in bench tests.
Initially, experiments were conducted as per G99 on POD to eval-
However, comparatively reasonable results are obtained.
uate the effect of different lubricant variants on wear rate and COF
between pin and disc. Pins are made from the piston ring and are fixed
Table 4
on a specially designed pin holder so that the actual surface of the pin Operating parameters for experimentation on HFRR.
slides on the disc. A piece from actual cylinder liner of Kirloskar TV1
S. No. Operating parameters Values
engine was cut using electric discharge machine. As the dimensions of
the piece were small, so as per the requirement of dimensions of plate 1. Normal load applied on the ball 9.8 N
for POD, it is fixed in a groove of another plate which is having the 2. Stroke length 1 mm
desired shape. The tested lubricant variant were dribble at a particular 3. Frequency 20 Hz
position on disc as proper layer of lubricating oil was achieved between 4. Duration of each experiment 180 min.
5. Temperature of the disc 105 °C
pin and disc through a specially designed system fitted with a

679
P. Singh, V. Goel
3.1. Wear assessment
As the hardness of the disc is less than the hardness of the pin. The
weight of the disc was measured before and after the experiments with
an electric weighing balance (10−4 g sensitive scale).
The specific wear rate can be calculated by the Archard’s equation
[25],
V adversely affect the effectiveness of additive and hence enhance the
Ws =
L × Fn
where Ws is the specific wear rate (mm3/Nm), V is the wear volume
(mm3) and Fn is the applied normal load (N), L is the sliding distance
(m).
In the study, wear volume is calculated as,
Δm
V=
ρ
where, Δm is the mass loss (g) and ρ is the density (g/mm3).
For POD, as the hardness of disc is less than the hardness of pin, the
specific wear rate of the disc relative to sliding distance was calculated
on the basis of weight loss data and plotted in the Fig. 4. The WSD was
measured by optical microscope after HFRR and the calculated WSD is
plotted in Fig. 3. Result shows that the blending of 10% biodiesel with
SAE20W40 assists in improving the tribological performance and en-
hances the anti-wear property.
This is might be due to its inherent properties of biodiesel from base
oil and the polar components of methyl ester may draw an attraction
towards the additive i.e. Zinc dialkyldithiophosphates (ZDDP) of engine
oil and hence, the potency of lubricating film enhances and hence, lu-
bricity improves. The presence of longer C-atom chain of adequate
length, polarity providing heteroatom, oxygen moieties, mono-acyl-
glycerol and the functional group presents in biodiesel especially COOH
also improves the lubricity [26,27].
The high affinity of methyl ester toward the metal surfaces in the
presence of polar functional groups and due to its amphiphilic prop-
erties helps in forming a protective layer between the contact surfaces
and minimise the contact surface area and hence, decreases the wear.
As amphiphiles is adsorbed on the surface, there are two types of ad-
hesive interaction between biodiesel molecules and steel surface. First
interaction is in between polar groups of amphiphiles and surface. The
lateral or secondary interaction is due to dipole-dipole and dispersive
interaction between adsorbed molecules. The primary interaction is
mainly influenced by the functional groups whereas chain length as
well as degree of unsaturation of biodiesel influenced the secondary
interaction. In addition, oxygen molecules presence and double bonds
in biodiesel found to be beneficial for improving lubricity. The inter-
action of oxygen atoms with metal surface is due to attraction of po-
sitively charged metal surface and lone pair of electron present in
oxygen atom. The presence of minor component such as tocopherol and
phospholipids also increases the lubricity of biodiesel as these compo-
nents act as antioxidants. A long chain eCH2e chain, one OH group and
one aromatic link contained by tocopherol enhanced the lubricity. The
phospholipids being surface active compounds provide phosphorus
soaps at the mating surfaces and improve lubricating performance.
Moreover, the availability of long chain fatty acids in biodiesel gen-
erates a layer of hydrocarbon that also prevents the mating surfaces
[28].
As the viscosity of WCO biodiesel is too lesser than SAE20W40 as
shown in Fig. 5, the higher contents i.e. 20 and 30% of biodiesel in
SAE20W40 show higher wear rate. Due to the higher temperature be-
tween the mating surfaces and presence of higher contents of biodiesel
(more prone to oxidation) in lubrication oil, oxidation may occur.
During oxidation, allylic hydro peroxides are also reacts and form proxy
radicals and hydrocarbon. These hydro peroxides have also increased
wear by attacking the metal surface directly. In the presence of un-
saturated fatty acids, O2 react with metal surfaces like Fe, Cu, Al and
680
Fuel 233 (2018) 677–684
consequently forming metal oxides such as Fe2O3, Fe2O4, CuO and
Al2O3 resulting in more wear at later stage of experiments [26]. Fur-
ther, the degraded products of the esters during oxidation becomes
more polar by taking more oxygen due to any of the cause i.e. aged,
degrade, oxidative aging, etc. The oxidized biodiesel degradation pro-
ducts can interact with lubricating oil additives such as ZDDP and leads
to formation of complexes between oxidized biodiesel and ZDDP which
wear rate. This complex formation can be quantified by the intensity
change in bands of ZDDP with the help of infrared spectroscopy and
phosphorous-31 nuclear magnetic resonance spectroscopy [29,30].
3.2. Coefficient of friction assessment
Fig. 6 shows the average COF for POD test. The variation in COF
during HFRR test with time is presented in Fig. 7. COF is stagnant after
a very short time period. Initially the COF goes up; this is due to as-
perities on the surface of ball. As the asperities finished, the COF be-
come stable. Therefore, wear tests in engine oil can result in stronger
physical adsorption on rubbing surfaces and a local hydrodynamic ef-
fect reduces the interference between asperities. These effects con-
tribute the increased stabilization of the COF in engine oil wear test.
The blending of 10% WCO biodiesel shows a decrement in COF for
both the conducted tests. On the other hand, the blends which is having
higher percentage of biodiesel i.e. 20 and 30% exhibit higher COF
under similar operating conditions. The blending of 10% biodiesel en-
hanced the tribological performance in terms of COF due to their in-
herent lubricity of biodiesel. This helps in reducing the COF between
rubbing surfaces by providing an adequate oil film thickness between
the surfaces. The higher blends show higher COF due to the reasons
discussed above in Section 3.2.
3.3. Worn surface characterization
The micrographs of the worn surfaces of the ball specimens for the
various lubricant variants were taken with optical microscope with
400X zoom as shown in Fig. 8. The occurrence of adhesive wear is
clearly visualized from the micrographs. The load applied to the ball
which deforms asperities and adheres to the contacting disc surface.
The constant sliding of the ball up to 180 min on the disc causes the
deformation of the surface and generates grooves and pits. The surface
morphology of the wear surfaces clearly exhibit that contact surfaces
are abraded with the wear particles for HFRR test. The direction of the
wear scar is as the direction of sliding motion of the ball on the lower
plate as shown in Fig. 8(a-d). The lubricant with 10% blending of
biodiesel shows the smooth surface. This is due to anti-wear properties
of biodiesel which increase the strength of lubricating film between
mating surfaces leads to less adhesive wear.
3.50E-05
Specific wear rate (mm3/Nm)
3.00E-05
2.50E-05
2.00E-05
1.50E-05
1.00E-05
5.00E-06
0.00E+00
0% 10% 20% 30%
Luricants
Fig. 3. Alteration in specific wear rate for different lubricant blends.
P. Singh, V. Goel Fuel 233 (2018) 677–684

400 LUBE1 LUBE2 LUBE3 LUBE4

0.23
350
0.21
300

Coefficient of friction (μ)

0.19
WSD ( m)

250
0.17
200
0.15
150 0.13

100 0.11

50 0.09

0 0.07
LUBE1 LUBE2 LUBE3 LUBE4
0.05
Lubricants 0 2000 4000 6000 8000 10000
Time (in seconds)
Fig. 4. Alteration in wear scar diameter for different lubricant blends.
Fig. 7. Alteration in COF of different lubricant blends with time for HFRR test.
250
Dynamiv Viscosity of Diluted Engine oil

3.4. Oil analysis

y = 700x2 - 652x + 191.3
200
R² = 0.999 The microscopic pictures or ferrograms for the various tests after
HFRR and POD were collected and shown in Figs. 9–10 (a-d). The op-
150 tical evaluation of ferrograms shows the variation in nature and
(cST)

quantity of wear particles for different feedstocks. The wear particles

100 were seems to be lower for 10% blending of biodiesel with lubricating
oil as compared to other tested feedstocks. This shows better lubricity
attained with 10% blending of biodiesel which decreases the wear. The
50
ferrogram shows that of bigger size wear debris for higher blending of
biodiesel. The smaller particles are due to corrosive wear. The abnormal
0 wear particles as shown in Fig. 9(d) are due to combined sliding and
0% 5% 10% 15% 20% 25% 30% rolling friction. The normal particles as illustrated from the figure are
Percentage of biodiesel in lubricant (%) due to rubbing wear. This particles are generally arises due to the
normal sliding wear.
Fig. 5. Variation in dynamic viscosity for different lubricant blends.
The proportion of acid or acid-like derivatives in the feedstock is
numerated as TAN [34]. TAN helps in monitoring the condition of lu-
0.12
bricating oil for serviceability. The TAN test is mainly used for the
approximation of acidic contamination, depletion of the additives,
0.1
Coefficient of friction

oxidation etc. The oxidation rate is not directly calculated by TAN, it

assess from the by-product after oxidation. The variation in TAN for all
0.08 the tested feedstock is shown in Fig. 11. The increase in TAN for higher
blending of biodiesel and SAE 20W40 after test is due to deterioration
0.06 of ZDDP or additives.

0.04 4. Conclusions

0.02 On the basis of present study for various lubricants, following

conclusions are drawn
0
LUBE1 LUBE2 LUBE3 LUBE4 1. The reduction in COF and wear rate for the 10% blending of WCO
Lubricants biodiesel with lubricant as compared to other tested lubricant var-
Fig. 6. Alteration in COF of different lubricant blends for POD test. iants indicates its better lubrication characteristics.
2. The wear rate and COF were found to be less for 10% blending as
compared to SAE20W40 and higher blending ratio for both the
For the lubricating oil variants having higher percentage of bio-
conducted tests.
diesel i.e. 20% and 30% by volume, exhibit higher abraded surface.
3. The ferrograms also shows a reduced amount of wear debris for 10%
Furthermore, the emergence of black spots on the abraded surfaces can
blending of biodiesel. Moreover, this blend also shows lower de-
be seen due to corrosive product at higher temperature. As shown in
crement in TAN number as compared to other tested feedstock.
Fig. 8(c and d), for lubricant variants having 20% and 30% of WCO
4. From the physical observation on the wear surfaces with optical
biodiesel, the black colour spots appear to be more. This may be ex-
microscope, less abraded wear surfaces have been observed for 10%
plained from the fact that at higher temperature, lubricant can be
blending after HFRR test.
oxidized and thereby produces different types of corrosive acids that
enhance corrosive wear [31–33]. It can be also seen from the micro-
Finally, it can be concluded that it is the best way to utilize the
graph 8(a-d) that, the black colour areas have a severe wear compared
WCO. Also, WCO biodiesel based bio-lubricants in diesel engines for the
to non-black area.
long term may have a positive impact on engine working and life in
terms of wear and friction.

681
P. Singh, V. Goel Fuel 233 (2018) 677–684

Fig. 8. Optical micrograph of worn surfaces for (a) SAE20W40, (b) 10% blending of biodiesel with SAE20W40, (c) 20% blending of biodiesel with SAE20W40 and (d)
30% blending of biodiesel with SAE20W40.

Fig. 9. Ferrogram shows wear debris after HFRR test for (a) SAE20W40, (b) 10% blending of biodiesel with SAE20W40, (c) 20% blending of biodiesel with
SAE20W40 and (d) 30% blending of biodiesel with SAE20W40.

682
P. Singh, V. Goel Fuel 233 (2018) 677–684

Fig. 10. Ferrogram shows wear debris after POD test for (a) SAE20W40, (b) 10% blending of biodiesel with SAE20W40, (c) 20% blending of biodiesel with
SAE20W40 and (d) 30% blending of biodiesel with SAE20W40.

Before test After POD test After HFRR test

0.007

0.006
TAN (mgKOH/g)

0.005

0.004

0.003

0.002

0.001

0
LUBE1 LUBE2 LUBE3 LUBE4
Lubricants
Fig. 11. Alteration in TAN after the test for different lubricant blends.

Appendix A: Uncertainty analysis

If the parameter is calculated using certain measured quantities as, then uncertainty in measurement of “y” is given follows:
2 2 2 2 0.5
δy
y
δy

⎣ 1
(
δy
2 ) ( δy
) (
= ⎡ ∂x δ x1 + ∂x δ x2 + ∂x δ x3 + ⋯⋯⋯+
3 ) ( δy
∂xn )⎦
δ xn ⎤
Table A. Uncertainty in studied parameters.

Measurements Accuracy

Frictional force 20mN for HFRR

0.1 N for POD
Load 30mN for HFRR
0.1 N for POD
Optical microscope 1 µm
Weight loss 0.0001 g
Track diameter 1 mm

683
P. Singh, V. Goel
Time
Speed
Maximum uncertainty in specific wear rate is 5.06%
Maximum uncertainty in COF (for POD) is 6.78%
Maximum uncertainty in COF (for HFRR) is 1.73%
Maximum uncertainty in WSD is 0.44%
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