E34 润滑油 标准查询与下载

NF T60-144:2017 石油产品 润滑脂 硫酸盐灰分的测定

Le présent document prescrit une méthode de détermination des cendres sulfatées dans les graisses lubrifiantes, contenant ou non des additifs.

Produits pétroliers - Graisses lubrifiantes - Détermination des cendres sulfatées

EN ISO 16530-1:2017 石油和天然气工业以及完整的第1部分:生命周期治理(ISO 16530-1:2017)

Petroleum and natural gas industries - Well integrity - Part 1: Life cycle governance

DIN 51399-1:2017 润滑剂的试验.添加剂中元素的含量、磨损和其他污染物的测定.第1部分:用感应耦合等离子体光学发射光谱法(ICP-OES)直接测定

Testing of lubricants - Determination of elements content in additives, wear and other contaminations - Part 1: Direct determination by optical emission spectral analysis with inductively coupled plasma (ICP OES)

JIS K 2228:2017 机动车辆制动系统用非石油基橡胶润滑剂

Rubber lubricant of non-petroleum base for motor vehicle brake systems

ASTM D4683-17 在150℃高剪切速率和高温下用锥形轴承模拟器粘度计测量新的和用过的发动机油粘度的标准试验方法

5.1 Viscosity values at the shear rate and temperature of this test method have been indicated to be related to the viscosity providing hydrodynamic lubrication in automotive and heavy duty engines in severe service.7 5.2 The viscosities of engine oils under such high temperatures and shear rates are also related to their effects on fuel efficiency and the importance of high shear rate, high temperature viscosity has been addressed in a number of publications and presentations.7 1.1 This test method covers the laboratory determination of the viscosity of engine oils at 1508201;°C and 1.0·1068201;s−1 using a viscometer having a slightly tapered rotor and stator called the Tapered Bearing Simulator (TBS) Viscometer.2 1.2 The Newtonian calibration oils used to establish this test method range from approximately 1.28201;mPa·s to 7.7 mPa·s at 1508201;°C. The precision has only been determined for the viscosity range 1.478201;mPa·s to 5.09 mPa·s at 1508201;°C for the materials listed in the precision section. 1.3 The non-Newtonian reference oil used to establish the shear rate of 1.0·1068201;s−1 for this test method has a viscosity closely held to 3.55 mPa·s at 1508201;°C by using the absolute viscometry of the TBS. 1.4 Manual, semi-automated, and fully automated TBS viscometers were used in developing the precision statement for this test method. 1.5 Application to petroleum products such as base oils and formulated engine oils was determined in preparing the viscometric information for this test method. 1.6 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard. 1.6.1 This test method uses the milliPascal·second (mPa·s) as the unit of viscosity. This unit is equivalent to the centipoise (cP). 1.7 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety and health practices and determine the applicability of regulatory limitations prior to use.

Standard Test Method for Measuring Viscosity of New and Used Engine Oils at High Shear Rate and High Temperature by Tapered Bearing Simulator Viscometer at 150℃

ASTM D5293-17a 使用冷起动模拟器对10℃至35℃之间发动机油和基础油表观粘度的标准试验方法

5.1 The CCS apparent viscosity of automotive engine oils correlates with low temperature engine cranking. CCS apparent viscosity is not suitable for predicting low temperature flow to the engine oil pump and oil distribution system. Engine cranking data were measured by the Coordinating Research Council (CRC) L-495 test with reference oils that had viscosities between 6008201;mPa·s and 8400 mPa·s (cP) at –17.88201;°C and between 2000 mPa·s and 208201;000 mPa·s (cP) at –28.98201;°C. The detailed relationship between this engine cranking data and CCS apparent viscosities is in Appendixes X1 and X2 of the 1967 T edition of Test Method D26026 and CRC Report 409.5 Because the CRC L-49 test is much less precise and standardized than the CCS procedures, CCS apparent viscosity need not accurately predict the engine cranking behavior of an oil in a specific engine. However, the correlation of CCS apparent viscosity with average CRC L-49 engine cranking results is satisfactory. 5.2 The correlation between CCS and apparent viscosity and engine cranking was confirmed at temperatures between –18201;°C and –408201;°C by work on 17 commercial engine oils (SAE grades 5W, 10W, 15W, and 20W). Both synthetic and mineral oil based products were evaluated. See ASTM STP 621.7 5.3 A correlation was established in a low temperature engine performance study between light duty engine startability and CCS measured apparent viscosity. This study used ten 1990s engines at temperatures ranging from –58201;°C down to –408201;°C with six commercial engine oils (SAE 0W, 5W, 10W, 15W, 20W, and 25W).8 5.4 The measurement of the cranking viscosity of base stocks is typically done to determine their suitability for use in engine oil formulations. A significant number of the calibration oils for this method are base stocks that could be used in engine oil formulations. 1.1 This test method covers the laboratory determination of apparent viscosity of engine oils and base stocks by cold cranking simulator (CCS) at temperatures between –108201;°C and –358201;°C at shear stresses of approximately 508201;0008201;Pa to 1008201;0008201;Pa and shear rates of approximately 105 to 104 s–1 for viscosities of approximately 9008201;mPa·s to 258201;000 mPa·s. The range of an instrument is dependent on the instrument model and software version installed. Apparent Cranking Viscosity results by this method are related to engine-cranking characteristics of engine oils. 1.2 A special procedure is provided for measurement of highly viscoelastic oils in manual instruments. See Appendix X2. 1.3 Procedures are provided for both manual and automated determination of the apparent viscosity of engine ......

Standard Test Method for Apparent Viscosity of Engine Oils and Base Stocks Between &x2013;10&x2009;&xb0;C and &x2013;35&x2009;&xb0;C Using Cold-Cranking Simulator

ASTM D5968-17 评定柴油机油在121℃时腐蚀性的标准试验方法

4.1 This test method is intended to simulate the corrosion process of non-ferrous metals in diesel lubricants. The corrosion process under investigation is that believed to be induced primarily by inappropriate lubricant chemistry rather than lubricant degradation or contamination. This test method has been found to correlate with an extensive fleet database containing corrosion-induced cam and bearing failures. 1.1 This test method is used to test diesel engine lubricants to determine their tendency to corrode various metals, specifically alloys of lead and copper commonly used in cam followers and bearings. Correlation with field experience has been established.4 1.2 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard. 1.3 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use. Specific hazard statements are given in 5.3.1, 6.6, 6.7, 6.8, 6.9, 6.10, 7.1.1, 7.1.2, 7.1.5, and 7.4.1. 1.4 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

Standard Test Method for Evaluation of Corrosiveness of Diesel Engine Oil at 121&x2009;&xb0;C

ASTM D8127-17 利用X射线荧光(XRF)对在用润滑剂进行颗粒物和元素耦合分析的标准试验方法

5.1 It has been shown in many industries that separating information regarding small or dissolved elemental materials in the lubricant from suspended particulate is crucial. In many cases only an overall elemental analysis is provided, which may not capture significant wear or even machinery failure events. Such events are often accompanied by a sudden increase in the production of large particulate, which is suspended in and can be detected in the machinery’s lubricant. This test method specifically targets such particulate, which has historically been difficult to quantify. Users of the technique include numerous military organizations, and maintainers of wind turbines, nuclear power facilities, and offshore rigs. 1.1 This automatic wear particle analysis2 test method for in-service lubricants describes using a combination of pore blockage particle counting and energy dispersive X-ray fluorescence (EDXRF) spectrometry for the quantitative determination of solid particle counts larger than four (4) micrometres, and elemental content of suspended particulate of iron (Fe) and copper (Cu) in such lubricants. 1.2 This test method provides for the determination of the elemental content of suspended particulate of Fe greater than 48201;μm in the range of 6 mg/kg to 223 mg/kg. Suspended particulate of copper greater than 48201;μm is determined in the range of 3.5 mg/kg to 92.4 mg/kg in the lubricant. Total particle count greater than 48201;μm is determined in the range of 118201;4958201;particles/mL greater than 48201;μm to 28201;1698201;5008201;particles/mL greater than 48201;μm in the lubricant. 1.3 This test method is applicable to all known in-service lubricants (API Groups I-V) at any stage of degradation. 1.4 This test method uses an empirical inter-element correction methodology. 1.5 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard. 1.6 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety and health practices and determine the applicability of regulatory limitations prior to use. 1.7 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

Standard Test Method for Coupled Particulate and Elemental Analysis using X-ray Fluorescence (XRF) for In-Service Lubricants

ASTM D5293-17e1 使用冷起动模拟器对10℃至35℃之间发动机油和基础油表观粘度的标准试验方法

5.1 The CCS apparent viscosity of automotive engine oils correlates with low temperature engine cranking. CCS apparent viscosity is not suitable for predicting low temperature flow to the engine oil pump and oil distribution system. Engine cranking data were measured by the Coordinating Research Council (CRC) L-495 test with reference oils that had viscosities between 6008201;mPa·s and 8400 mPa·s (cP) at –17.88201;°C and between 2000 mPa·s and 208201;000 mPa·s (cP) at –28.98201;°C. The detailed relationship between this engine cranking data and CCS apparent viscosities is in Appendixes X1 and X2 of the 1967 T edition of Test Method D26026 and CRC Report 409.5 Because the CRC L-49 test is much less precise and standardized than the CCS procedures, CCS apparent viscosity need not accurately predict the engine cranking behavior of an oil in a specific engine. However, the correlation of CCS apparent viscosity with average CRC L-49 engine cranking results is satisfactory. 5.2 The correlation between CCS and apparent viscosity and engine cranking was confirmed at temperatures between –18201;°C and –408201;°C by work on 17 commercial engine oils (SAE grades 5W, 10W, 15W, and 20W). Both synthetic and mineral oil based products were evaluated. See ASTM STP 621.7 5.3 A correlation was established in a low temperature engine performance study between light duty engine startability and CCS measured apparent viscosity. This study used ten 1990s engines at temperatures ranging from –58201;°C down to –408201;°C with six commercial engine oils (SAE 0W, 5W, 10W, 15W, 20W, and 25W).8 5.4 The measurement of the cranking viscosity of base stocks is typically done to determine their suitability for use in engine oil formulations. A significant number of the calibration oils for this method are base stocks that could be used in engine oil formulations. 1.1 This test method covers the laboratory determination of apparent viscosity of engine oils and base stocks by cold cranking simulator (CCS) at temperatures between –108201;°C and –358201;°C at shear stresses of approximately 508201;0008201;Pa to 1008201;0008201;Pa and shear rates of approximately 105 to 104 s–1 for viscosities of approximately 9008201;mPa·s to 258201;000 mPa·s. The range of an instrument is dependent on the instrument model and software version installed. Apparent Cranking Viscosity results by this method are related to engine-cranking characteristics of engine oils. 1.2 A special procedure is provided for measurement of highly viscoelastic oils in manual instruments. See Appendix X2. 1.3 Procedures are provided for both manual and automated determination of the apparent viscosity of engine ......

Standard Test Method for Apparent Viscosity of Engine Oils and Base Stocks Between &x2013;10&x2009;&xb0;C and &x2013;35&x2009;&xb0;C Using Cold-Cranking Simulator

ASTM D2595-17 润滑脂在宽温域下蒸发损失的标准试验方法

5.1 The loss of volatile materials from greases and oils can adversely affect the original performance characteristics of a lubricant and, therefore, could be a significant factor in evaluating a lubricant for a specific use. Such volatiles can also be considered contaminants in the environment in which the lubricant is to be used. Correlation between results from this test method and service performance has not been established. 5.2 The test method can be used at any specified temperature between 938201;°C and 3168201;°C (2008201;°F and 6008201;°F) that may be agreed upon by the user of the method. (Warning—This test method should not be used at temperatures which exceed the flash point of the base oil of the grease.) Note 1: The specified flow of air, 2.588201;g/min ± 0.028201;g/min, (28201;L/min at standard temperature and pressure), assumes dry air. It is not known that the original work involved dry air but it has since been shown that this can be a factor in reproducibility and should be addressed. Air with a dew point of less than 108201;°C at standard temperature and pressure will be satisfactory. 1.1 This test method covers the determination of evaporation loss of lubricating greases at temperatures between 938201;°C and 3168201;°C (2008201;°F and 6008201;°F). This test method is intended to augment Test Method D972, which is limited to 1498201;°C (3008201;°F). 1.2 The values stated in SI units are to be regarded as the standard. The values in parentheses are for information only. 1.3 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety and health practices and determine the applicability of regulatory limitations prior to use. For specific safety information, see 5.2. 1.4 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

Standard Test Method for Evaporation Loss of Lubricating Greases Over Wide-Temperature Range

ASTM D7918-17 采用模挤压法和制备法测量润滑脂的流动性以及评估润滑脂磨耗, 污染和氧化性能的标准试验方法

5.1 Trending the wear, contamination, consistency, and oxidative properties of a lubricating grease is a crucial part of condition-monitoring programs. Changes in these properties or deviations from the new grease can be indicative of problems within the lubricated component, such as the mixing of incompatible thickener types, excessive wear or contaminant levels, or significant depletion of antioxidant levels. These test methods also makes it possible to develop trends that can be used to predict failures before they occur and allow for corrective action to be taken. 1.1 This test method covers the determination and evaluation of flow properties, wear levels, contaminants, and oxidative condition of new and in-service lubricating grease. 1.2 This test method provides guidance on evaluating in-service grease samples, NLGI grades 00 to 3, for wear, consistency, contamination, and oxidation. 1.3 The values stated in SI units are to be regarded as the standard. The values given in parentheses are for information only. 1.3.1 Exception—The exception to this will be where units of references were developed by the developers of the test equipment and necessary to report the results of the test. 1.4 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety and health practices and determine the applicability of regulatory limitations prior to use. 1.5 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

Standard Test Method for Measurement of Flow Properties and Evaluation of Wear, Contaminants, and Oxidative Properties of Lubricating Grease by Die Extrusion Method and Preparation

ASTM D4742-17 利用薄膜耗氧量(TFOUT)测定车用汽油发动机油氧化稳定性的标准试验方法

5.1 This test method is used to evaluate oxidation stability of lubricating base oils with additives in the presence of chemistries similar to those found in gasoline engine service. Test results on some ASTM reference oils have been found to correlate with sequence IIID engine test results in hours for a 3758201;% viscosity increase.5 The test does not constitute a substitute for engine testing, which measures wear, oxidation stability, volatility, and deposit control characteristics of lubricants. Properly interpreted, the test may provide input on the oxidation stability of lubricants under simulated engine chemistry. 5.2 This test method is intended to be used as a bench screening test and quality control tool for lubricating base oil manufacturing, especially for re-refined lubricating base oils. This test method is useful for quality control of oxidation stability of re-refined oils from batch to batch. 5.3 This test method is useful for screening formulated oils prior to engine tests. Within similar additive chemistry and base oil types, the ranking of oils in this test appears to be predictive of ranking in engine tests. When oils having completely different additive chemistry or base oil type are compared, oxidation stability results may not reflect the actual engine test result. 5.4 Other oxidation stability test methods have demonstrated that soluble metal catalyst supplies are very inconsistent and they have significant effects on the test results. Thus, for test comparisons, the same source and same batch of metal naphthenates shall be used. Note 2: It is also recommended as a good research practice not to use different batches of the fuel component in test comparisons. 1.1 This test method evaluates the oxidation stability of engine oils for gasoline automotive engines. This test, run at 1608201;°C, utilizes a high pressure reactor pressurized with oxygen along with a metal catalyst package, a fuel catalyst, and water in a partial simulation of the conditions to which an oil may be subjected in a gasoline combustion engine. This test method can be used for engine oils with viscosity in the range from 48201;mm2/s (cSt) to 218201;mm2/s (cSt) at 1008201;°C, including re-refined oils. 1.2 This test method is not a substitute for the engine testing of an engine oil in established engine tests, such as Sequence IIID. 1.3 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard. 1.3.1 Exception—Pressure units are provided in psig, and dimensions are provided in inches in Annex A1, because these are the industry accepted standard and the apparatus is built according to the figures shown. 1.4 This standard d......

Standard Test Method for Oxidation Stability of Gasoline Automotive Engine Oils by Thin-Film Oxygen Uptake (TFOUT)

ASTM D6384-17 润滑剂生物可降解性和生态毒性相关标准术语

1.1 This terminology covers definitions relating to biodegradability and ecotoxicity of lubricants. 1.2 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

Standard Terminology Relating to Biodegradability and Ecotoxicity of Lubricants

ASTM D4175-17a 石油产品, 液态燃料和润滑剂相关标准术语

1.1 This terminology standard covers the compilation of terminology developed by Committee D02 on Petroleum Products, Liquid Fuels, and Lubricants, except that it does not include terms/definitions specific only to the standards in which they appear. 1.1.1 The terminology, mostly definitions, is unique to petroleum, petroleum products, lubricants, and certain products from biomass and chemical synthesis. Meanings of the same terms outside of applications to petroleum, petroleum products, and lubricants can be found in other compilations and in dictionaries of general usage. 1.1.2 The terms/definitions exist in two places: (1) in the standards in which they appear and (2) in this compilation. 1.2 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

Standard Terminology Relating to Petroleum Products, Liquid Fuels, and Lubricants

ASTM D5293-17 使用冷起动模拟器对10℃至35℃之间发动机油和基础油表观粘度的标准试验方法

5.1 The CCS apparent viscosity of automotive engine oils correlates with low temperature engine cranking. CCS apparent viscosity is not suitable for predicting low temperature flow to the engine oil pump and oil distribution system. Engine cranking data were measured by the Coordinating Research Council (CRC) L-495 test with reference oils that had viscosities between 6008201;mPa·s and 8400 mPa·s (cP) at –17.88201;°C and between 2000 mPa·s and 208201;000 mPa·s (cP) at –28.98201;°C. The detailed relationship between this engine cranking data and CCS apparent viscosities is in Appendixes X1 and X2 of the 1967 T edition of Test Method D26026 and CRC Report 409.5 Because the CRC L-49 test is much less precise and standardized than the CCS procedures, CCS apparent viscosity need not accurately predict the engine cranking behavior of an oil in a specific engine. However, the correlation of CCS apparent viscosity with average CRC L-49 engine cranking results is satisfactory. 5.2 The correlation between CCS and apparent viscosity and engine cranking was confirmed at temperatures between –18201;°C and –408201;°C by work on 17 commercial engine oils (SAE grades 5W, 10W, 15W, and 20W). Both synthetic and mineral oil based products were evaluated. See ASTM STP 621.7 5.3 A correlation was established in a low temperature engine performance study between light duty engine startability and CCS measured apparent viscosity. This study used ten 1990s engines at temperatures ranging from –58201;°C down to –408201;°C with six commercial engine oils (SAE 0W, 5W, 10W, 15W, 20W, and 25W).8 5.4 The measurement of the cranking viscosity of base stocks is typically done to determine their suitability for use in engine oil formulations. A significant number of the calibration oils for this method are base stocks that could be used in engine oil formulations. 1.1 This test method covers the laboratory determination of apparent viscosity of engine oils and base stocks by cold cranking simulator (CCS) at temperatures between –108201;°C and –358201;°C at shear stresses of approximately 508201;0008201;Pa to 1008201;0008201;Pa and shear rates of approximately 105 to 104 s–1 for viscosities of approximately 9008201;mPa·s to 258201;000 mPa·s. The range of an instrument is dependent on the instrument model and software version installed. Apparent Cranking Viscosity results by this method are related to engine-cranking characteristics of engine oils. 1.2 A special procedure is provided for measurement of highly viscoelastic oils in manual instruments. See Appendix X2. 1.3 Procedures are provided for both manual and automated determination of the apparent viscosity of engine ......

Standard Test Method for Apparent Viscosity of Engine Oils and Base Stocks Between &x2013;10&x2009;&xb0;C and &x2013;35&x2009;&xb0;C Using Cold-Cranking Simulator

ASTM D6184-17 从润滑脂中分离油的标准试验方法(锥形筛方法)

5.1 When lubricating grease separates oil, the residual material may change in consistency, which can affect the ability of the product to function as designed. Test results obtained with this procedure are not intended to predict oil separation tendencies of grease under dynamic service conditions. 5.2 This test method is used for specifications and quality control. 1.1 This test method covers the determination of the tendency of lubricating grease to separate oil at an elevated temperature. This test method shall be conducted at 1008201;°C for 308201;h unless other conditions are required by the grease specification. 1.2 This test method can be used on any grease with a worked penetration (Test Methods D217) greater than 2208201;mm/10 (NLGI Consistency Number 3 or softer). However, no precision data exists for greases with a penetration greater than 3408201;mm/10 (softer than NLGI Consistency Number 1). 1.3 The values stated in SI units are to be regarded as standard. The term 608201;mesh is used to describe the wire mesh used. This unit was described in the withdrawn E437 standard and there is no exact metric equivalent. 1.4 This standard does not purport to address all the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety practices and determine the applicability of regulatory limitations prior to use. 1.5 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

Standard Test Method for Oil Separation from Lubricating Grease (Conical Sieve Method)

ASTM D8048-17 评估T-13柴油发动机中柴油发动机油的标准试验方法

5.1 This test method was developed to evaluate the oxidation resistance performance of engine oils in turbocharged and intercooled four-cycle diesel engines equipped with EGR and running on ultra-low sulfur diesel fuel. Obtain results from used oil analysis and component measurements before and after test. 5.2 The test method may be used for engine oil specification acceptance when all details of the procedure are followed. 1.1 This test method covers an engine test procedure for evaluating diesel engine oils for oxidation performance characteristics in an engine equipped with exhaust gas recirculation and running on ultra-low sulfur diesel fuel.2 This test method is commonly referred to as the Volvo T-13. 1.2 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard. 1.2.1 Exception—Where there is no direct SI equivalent, such as the units for screw threads, National Pipe Threads/diameters, tubing size, and single source supply equipment specifications. 1.3 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety and health practices and determine the applicability of regulatory limitations prior to use. See Annex A10 for specific safety precautions. 1.4 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

Standard Test Method for Evaluation of Diesel Engine Oils in T-13 Diesel Engine

ASTM D6821-17 恒定剪切应力粘度计中传动线路润滑剂低温粘度的标准试验方法

5.1 Viscosity of drive line lubricants at low temperature is critical for both gear lubrication and the circulation of the fluid in automatic transmissions. For gear oils (GOs), the issue is whether the fluid characteristics are such that the oil will flow into the channel dug out by the submerged gears as they begin rotating and re-lubricating them as they continue to rotate. For automatic transmission fluids, torque, and tractor fluids the issue is whether the fluid will flow into a pump and through the distribution system rapidly enough for the device to function. 5.2 The low temperature performance of drive line lubricant flow characteristics was originally evaluated by the channel test. In this test, a pan was filled to a specified depth of approximately 2.5 cm and then cooled to test temperature. The test was performed by scraping a channel through the full depth of the fluid and across the length of the pan after it had soaked at test temperature for a specified time. The time it took the fluid to cover the channel was measured and reported. The channel test was replaced by Test Method D2983 in 1971. 5.3 The results of this test procedure correlate with the viscometric measurements obtained in Test Method D2983.4 The correlation obtained is: where: V   =   the apparent viscosity measured by this test method, and VD2983   =   the apparent viscosity measured by Test Method D2983. 5.3.1 The equation was obtained by forcing the fit through zero. The coefficient of variation (R2) for this correlation is 0.9948. 1.1 This test method covers the measurement of the viscosity of drive line lubricants (gear oils, automatic transmission fluids, and so forth) with a constant shear stress viscometer at temperatures from –408201;°C to 108201;°C after a prescribed preheat and controlled cooling to the final test temperature. The precision is stated for test temperatures from –408201;°C to –268201;°C. 1.2 The applicability of this particular test method to petroleum products other than drive line lubricants has not been determined. 1.3 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standa......

Standard Test Method for Low Temperature Viscosity of Drive Line Lubricants in a Constant Shear Stress Viscometer

ASTM D6756-17 用便携式可见分光光度计测定柴油燃料和燃油红染料浓度并且评估ASTM颜色的标准试验方法

5.1 In the United States, high sulfur content (defined by the United States Environmental Protection Agency (USEPA)) middle distillate products and diesel fuel used for off-road purposes, other than aviation turbine fuel, are required by government agencies to contain red dye. The dye concentration required to be present in high-sulfur and off-road diesel products is regulated by the United States Environmental Protection Agency and the United States Internal Revenue Service, respectively. 5.2 Some fuels that are readily exchanged in the market have a color specification. The color of the base fuel is masked by the presence of the red dye. This test method provides a means of estimating the base color of Number 1 and Number 2 diesel fuel and heating oil in the presence of red dye. 5.3 The test method provides a means to indicate conformance to contractual and legal requirements. 1.1 This test method covers the determination of the red dye concentration of diesel fuel and heating oil and the estimation of the ASTM color of undyed and red-dyed diesel fuel and heating oil. The test method is appropriate for use with diesel fuel and heating oil of Grades 1 and 2 described in Specifications D396, D975, D2880, and D3699. Red dye concentrations are determined at levels equivalent to 0.18201;mg/L to 208201;mg/L of Solvent Red 26 in samples with ASTM colors ranging from 0.5 to 5. The ASTM color of the base fuel of red-dyed samples with concentration levels equivalent to 0.18201;mg/L to 208201;mg/L of Solvent Red 26 is estimated for the ASTM color range from 0.5 to 5. The ASTM color of undyed samples is estimated over the ASTM color range of 0.5 to 5. 1.2 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard. 1.3 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety and health practices and determine the applicability of regulatory limitations prior to use. 1.4 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

Standard Test Method for Determination of the Red Dye Concentration and Estimation of the ASTM Color of Diesel Fuel and Heating Oil Using a Portable Visible Spectrophotometer

NF T60-143*NF ISO 3987:2016 石油产品.润滑油和添加剂中硫化灰分的测定

La présente Norme internationale spécifié une méthode de détermination des cendres sulfatées dans les huiles lubrifiantes neuves contenant des additifs et dans les additifs eux-mêmes. Ces additifs contiennent habituellement un ou plusieurs des métaux suivants: baryum, calcium, magnésium, zinc, potassium, sodium ou étain. Les éléments soufre, phosphore ou chlore peuvent également être présents sous forme combinée.

Petroleum products - Determination of sulfated ash in lubricating oils and additives