lubricants

Article
Development of an Oil Free Water-Based Lubricant
for Gear Applications
Nadine Sagraloff 1, * , Andreas Dobler 1 , Thomas Tobie 1 , Karsten Stahl 1 and Jens Ostrowski 2
1 Gear Research Centre (FZG), Technical University of Munich, 85748 Garching, Germany;
a.dobler@fzg.mw.tum.de (A.D.); tobie@fzg.mw.tum.de (T.T.); stahl@fzg.mw.tum.de (K.S.)
2 Carl Bechem GmbH, 58089 Hagen, Germany; ostrowski@bechem.de
* Correspondence: sagraloff@fzg.mw.tum.de




Received: 8 February 2019; Accepted: 2 April 2019; Published: 10 April 2019


Abstract: The aim of the current research is to develop a gear transmission fluid based on water
and plant extract. Up to now, mineral or synthetic oils are used as lubricants in most gear drive
applications. These oils are made of fossil raw materials and are non-biodegradable. Lately, there have
been some efforts made to develop lubricants as an alternative to conventional lubrication systems
such as triglycerides from native oils or synthetic esters. These lubricants are more biodegradable
than mineral oils but also show some difficulties during performance like saponification. Within
a former research project, the company Carl Bechem GmbH and the Fraunhofer Institute for
Process Engineering and Packaging IVV developed a cutting fluid based on water and plant
extract. With a model sample of this fluid, which also contained gear typical additives, preliminary
experimental investigations for a current research study were conducted. The results confirmed the
general suitability of this water-based lubricant for gear drives under certain operating conditions.
Using water as lubricants can lead to some improved characteristics due to the very high thermal
conductivity and the reduced friction. This paper aims to point out the benefits of using water-based
lubricants, share the results of some preliminary experimental investigations on a fluid sample
based on water and plant extract, and discuss the challenges, which one has to overcome during the
development of such new lubricants.

Keywords: water-based lubricant; plant extract; gear transmission fluid; biodegradable lubricant;
fire protection; reduced friction; high thermal conductivity

1. Introduction
Within the last 20 years, the production of mineral oil has been increasing constantly. About
one million tons of lubricants are used in Germany per year [1]. Only about half of the used oil is
collected [2]. As a result, the other half of about 500,000 tons reaches into the environment. In order to
reduce environmental risks, lubricants, which are biologically harmless and quickly biodegradable,
are needed. A high demand of such environmentally-friendly lubricants occurs especially in gear
applications located in critical environmental terms like boats or harbors. In addition to that, such a
lubricant is beneficial in the agriculture and forestry sector or in food technologies.
Lubricants based on synthetic ester-like TMP are already used as an environmentally friendly
solution. Previously, native oils from rape or polygylcols were mainly used as biodegradable
lubricants [3–6]. These oils have to be modified chemically or incorporated with additives [6].
Additionally, these lubricants showed some difficulties during performance. For example, lubricants
based on TMP ester deal with the danger of hydrolysis when in contact with water and saponification
at high temperatures. Rape oil and TMP oleate can resinify. Native oil, in general, ages very easily and
polyglycol can damage the material of sealings [3,6–8]. Recent studies on the influence of water based

Lubricants 2019, 7, 33; doi:10.3390/lubricants7040033 www.mdpi.com/journal/lubricants

Lubricants 2019, 7, 33 2 of 11

lubricants on wear and friction [9–11] and on needed additives in water-based lubricants [12,13] show
high demand for this subject.
In environmentally critical conditions or applications where special fire protection is needed, a
lubricant based on water and plant extract seems to be highly advantageous. The main question is
whether it is possible to develop an applicable oil-free lubricant with typical characteristics to fulfill
the requirements of the tooth flank contact for different gear applications.
In gearing systems, high pressures and temperatures can take place in the tooth flank contact.
The usage of hardened gears allows a high contact pressure of the tooth flanks. However, a high load
in the tooth flank contact can lead to damages on the flank-like scuffing, pitting, and micro-pitting.
In general, the load-carrying capacity of gears can be limited by a number of different failure modes.
As a result, there are plenty of research projects on the subject of load distribution [14] and failure
modes [15]. These failure modes depend on different parameters, which for example are gear material,
lubrication, operating conditions, and surface roughness. Several test methods are available in order
to create better knowledge of different failure modes [16].
In the contact zone of two tooth flanks with high sliding velocities, frictional heat is generated.
This leads to a high flash temperature, which promotes the risk of scuffing [17]. Good lubricating
conditions are essential to avoid tribological influenced damages on the surface of the tooth flank like
scuffing, wear, and micro-pitting [18]. In particular, the development of an adequate film thickness
is important considering that the minimum lubricant film thickness in a gear contact is the primary
factor to consider when assessing gear sliding wear [19–21].
Therefore, the load carrying capacity is not only influenced by the material, heat treatment, load,
contact pressure, and sliding conditions but also depends on the choice of lubricant. Regarding
efficiency, the power losses can be reduced by using a low friction lubricant [22].
A current research project supported by the Bayrische Forschungsstiftung (BFS) is conducted
to develop an oil-free lubricant. This research is based on a cutting fluid containing water and plant
extract, which was developed during a former research project of the company Carl Bechem GmbH
and the Fraunhofer Institute for Process Engineering and Packaging IVV [23,24]. With a model sample
of this fluid, which also contained gear typical additives, preliminary experimental investigations were
conducted in order to verify the general suitability of a lubricant based on water and plant extract
for gear applications. The additives used in these experimental investigations, however, are not of
plant origin. They are conventional substances, typically used in commercially available mineral or
synthetic oils. This paper shares the results of these first experimental investigations.

2. Materials and Methods

Depending on the characteristics and the performance of the lubricant, tribological influenced
damages such as wear and scuffing may occur more or less on the surface of gear flanks. The
requirement on a lubricant is to build up a lubricant film with adequate film thickness. It is also
important that the lubricant, especially the additives, protect the surface from damages, reduce friction,
and remove heat from the system.
A continuous removal of material occurring when two surfaces roll and slide against one another
is referred to as sliding wear. Scuffing can be described as a particularly severe form of gear tooth
surface damage, in which seizure or welding together of areas of tooth surface occur. This is due to the
absence or breakdown of a lubricant film between the contacting tooth flanks of mating gears, which is
typically caused by high temperature and high pressure [25].
In order to gain a better understanding of the tribological characteristics of the investigated
lubricant model, a twin disk test was conducted. The experimental setup for this test is described in
Section 2.2. A classification of the lubricant model regarding scuffing was done by the scuffing test,
according to ISO 14635-1 [26]. This test is outlined in Section 2.3.
Lubricants 2019, 7, x FOR PEER REVIEW 3 of 11
Lubricants 2019, 7, 33 3 of 11

2.1. Principle of the Water-Based Technology

2.1. Principle of the
In general, Water-Based
lubricants Technology
consist of a base fluid such as mineral oil, PAO, polyglycol, or water mixed
with Insome additives.
general, For this,
lubricants the of
consist herein
a baseinvestigated
fluid such as lubricant,
mineralaoil,
liquid
PAO, solution of water,
polyglycol, and
or water
polymers form the base fluid. These polymers consist mostly of modified cellulose and are
mixed with some additives. For this, the herein investigated lubricant, a liquid solution of water, and gained by
plant extracts. By adding polymers, the viscosity of the mixture increases in comparison
polymers form the base fluid. These polymers consist mostly of modified cellulose and are gained to the base
fluid.
by plantThis technology
extracts. allowspolymers,
By adding us to formulate lubricants
the viscosity of thewithin
mixturea great viscosity
increases range. For
in comparison to this
the
investigation, a fluid with a kinematic viscosity of 46 mm 2/s at 40 °C was used. Therefore, the mixture
base fluid. This technology allows us to formulate lubricants within a great viscosity range. For
with base fluid and additives includes more than 80 wt% of water and less than 20 wt% polymers
this investigation, a fluid with a kinematic viscosity of 46 mm2 /s at 40 ◦ C was used. Therefore, the
and performance additives. The included additives, which are typically used AW-additives and EP-
mixture with base fluid and additives includes more than 80 wt% of water and less than 20 wt%
additives, are needed to enhance some physical and chemical properties of the fluid. The base fluid
polymers and performance additives. The included additives, which are typically used AW-additives
is the main component of the lubricant and spreads and/or dissolves the additives to influence the
and EP-additives, are needed to enhance some physical and chemical properties of the fluid. The base
tribological impact on the surface [19]. The resulting fluid combines the benefits of water-soluble
fluid is the main component of the lubricant and spreads and/or dissolves the additives to influence
lubricants and oils, while providing good cooling properties and a sufficiently bearing lubricating
the tribological impact on the surface [19]. The resulting fluid combines the benefits of water-soluble
film.
lubricants and oils, while providing good cooling properties and a sufficiently bearing lubricating film.

2.2.
2.2. Experimental
Experimental Setup
Setup for
for Twin Disk Test
Twin Disk Test to
to Measure
Measurethe
theCoefficient
CoefficientofofFriction
Friction
For the determination
For the determination of of the
the coefficient
coefficient of friction, an
of friction, an FZG
FZG twin-disk
twin-disk test test rig
rig designed
designed by by
FZG/Stößel
FZG/Stößel [27] is used. Figure 1 shows the mechanical layout of the test rig schematically. Two
[27] is used. Figure 1 shows the mechanical layout of the test rig schematically. Two
cylindrical
cylindrical disks
disks are
arepress-fitted
press-fittedonto ontoaxially
axiallyparallel
parallelshafts.
shafts.The shafts
The shaftsareareindependently
independently driven
drivenby
two electric motors. The disks are designed with a diameter of 80 mm
by two electric motors. The disks are designed with a diameter of 80 mm and a width of 20 mm. and a width of 20 mm.
Continuous
Continuous variation
variation of of speed
speed isis allowed
allowed by by traction
traction drives
drives located
located between
between the the motors
motors andand driving
driving
shafts. pneumatic cylinder applies the normal contact force 𝐹
shafts. A pneumatic cylinder applies the normal contact force FN in the disk contact by the pivotpivot
A 𝑁 in the disk contact by the arm.
arm. The pivot
The pivot arm isarm is located
located wherewhere the lower
the lower disk
disk is is mounted.
mounted. The upper
The upper disk isdisk is fixed
fixed in a skid.
in a skid. This This
skid
skid is attached
is attached to thetoframe
the frame by steel
by thin thin steel sheets.
sheets. The skid
The skid is supported
is supported laterally
laterally by a byloada load
cell. cell.
WithWiththis
this load cell, the friction force 𝐹 in the disk contact for sliding velocities can be
load cell, the friction force FR in the disk contact for sliding velocities can be measured as the reaction
𝑅 measured as the
reaction force with hardly any displacement of the skid. The lubricant is placed directly
force with hardly any displacement of the skid. The lubricant is placed directly into the inlet region of into the inlet
region
the diskofcontact
the disk contact by
by injection injection lubrication.
lubrication. A heating and A heating and cooling
cooling system systemtoismaintain
is included includedand to
maintain and control the temperature
control the temperature of the lubricant [28]. of the lubricant [28].

ϑM skid
oil injection
pneumatic
cylinder load cell
FR

steel sheet
ϑÖL V2
pivot
V1

pivot arm

frame

mount
load cell
FN

Figure 1. Schematic illustration of the mechanical layout of the considered FZG twin-disk test rig [18].
Figure 1. Schematic illustration of the mechanical layout of the considered FZG twin-disk test rig [18].
Lubricants 2019, 7, 33 4 of 11

Lubricants
The2019, 7, x FORof
coefficient PEER REVIEW
friction is calculated according to Equation (1). 4 of 11

The coefficient of friction is calculated according

µ = FR/FNto Equation (1). (1)
𝐹
The sum velocity vΣ is defined as the sum 𝜇 =of𝑅⁄the
𝐹𝑁 surface velocities v1 and v2 , according (1)
to
Equation
The sum(2). The sliding
velocity 𝑣Σvelocity v g isascalculated
is defined as the
the sum of the difference between𝑣theand
surface velocities surface velocities vto1
𝑣2 , according
1
and v 2
Equation, which is illustrated by Equation (3).
(2). The sliding velocity 𝑣 is calculated as the difference between the surface velocities 𝑣
𝑔 1
and 𝑣2 , which is illustrated by Equation (3).
v Σ = v1 + v2 (2)
𝑣Σ = 𝑣1 + 𝑣2 (2)
v g = v1 − v2 (3)
𝑣𝑔 = 𝑣1 − 𝑣2 (3)
The disks were machined from the material 16MnCr5 and case-carburized with a surface hardness
TheHRC
of 59–63 diskstowere machined
imitate from
the material the material
properties 16MnCr5
of typical gears. and case-carburized
The disks with
were ground andapolished
surface
hardness
to of 59–63
an arithmetic HRCroughness
mean to imitateRthe
a <material
0.1 µm. properties of typical gears. The disks were ground and
polished to an arithmetic mean roughness Ra < 0.1 μm.
2.3. Experimental Setup for Scuffing Test
2.3. Experimental Setup test
The FZG scuffing for Scuffing Test on the FZG back-to-back test rig, according to ISO 14635-1 [26].
is conducted
Figure 2 shows
The the design
FZG scuffing test isof the test rig.
conducted TheFZG
on the testback-to-back
rig consist oftest test gears
rig, and slave
according to ISOgears with[26].
14635-1 an
identical
Figure 2 gear
showstransmission
the designratio.
of theThe test
test gears
rig. Theandtestthe
rigslave
consistgears
of are
testconnected
gears andthrough two torsional
slave gears with an
shafts.
identicalThe
gearpinion of the test
transmission gear
ratio. Theand testthe
gearspinion of the
and the slave slave
gearsgear
are are mounted
connected on the
through same
two shaft
torsional
and the wheel of the slave gear as well as the wheel of the test gears are located
shafts. The pinion of the test gear and the pinion of the slave gear are mounted on the same shaft and on the other shaft.
The shaft between
the wheel thegear
of the slave pinions is divided
as well into two
as the wheel parts
of the test that
gearsareareconnected
located onby thea coupling.
other shaft.While this
The shaft
coupling is opened at standstill, one coupling flange is fixed and the other
between the pinions is divided into two parts that are connected by a coupling. While this coupling is flange is loaded with a
lever
opened andat weights toone
standstill, introduce
coupling a static
flangetorque
is fixedinto
andthe
thesystem. Afterislocking
other flange loadedthe withcoupling, the weights
a lever and lever is
removed andathe
to introduce electric
static torquemotor
intocan
the be started.
system. For locking
After adjusting thethe defined the
coupling, torque,
leverthe
is weights
removedare hung
and the
on the loading arm. The motor only has to compensate the power losses in the
electric motor can be started. For adjusting the defined torque, the weights are hung on the loading arm. system, which allows
energy-efficient
The motor only has testing.
to compensate the power losses in the system, which allows energy-efficient testing.

motor
torque meter

slave gearbox

test gear

test pinion load lever

load
with
oil temperature coupling weights
sensor

2. Schematic
Figure 2. Schematic illustration
illustrationof
ofthe
themechanical
mechanicallayout
layoutofofthe
theFZG
FZGback-to-back test
back-to-back rig,rig,
test according to
according
ISO 14635-1
to ISO [26].
14635-1 [26].

The test gears run dip lubricated with the test lubricant at a constant speed for a fixed number of
load cycles. The lubricant temperature is controlled thermostatically with the help of a temperature
sensor and electric heating elements in the housing of the test gearbox. For the standard test procedure,
an oil temperature of 90 °C and a circumferential speed of 8.3 m/s is adjusted. It is possible to modify
these standard operating conditions in order to gain results at specific conditions, which can be
Lubricants 2019, 7, 33 5 of 11

The test gears run dip lubricated with the test lubricant at a constant speed for a fixed number of
load cycles. The lubricant temperature is controlled thermostatically with the help of a temperature
sensor and electric heating elements in the housing of the test gearbox. For the standard test procedure,
an oil temperature of 90 ◦ C and a circumferential speed of 8.3 m/s is adjusted. It is possible to
modify these standard operating conditions in order to gain results at specific conditions, which can
be characteristic for a certain application. The short description of a test gives information of the test
gears, circumferential speed, and oil temperature. Therefore, the standard test can be described with
A/8.3/90.
The gears of type “FZG-A” are applied for the test procedure. The test gears are designed as spur
gears with 16 teeth on the pinion and 24 teeth on the gear, normal module of 4.5 mm, a pressure angle
of 20◦ , and no tooth correction. The center distance is 91.5 mm and the effective tooth width is 20 mm
for both gears. The test gears are made of case-hardening steel and they are case-carburized with a
surface hardness of 60–62 HRC in the area of the tooth flank. These gears are specifically designed
with high sliding velocities in the contact zone in order to create a high risk for scuffing. Details of this
type of gearing are summarized in Table 1.

Table 1. Details of type “FZG-A” test gears for the FZG scuffing test.

Dimension Symbol Numerical Value Unit

Center distance a 91.5 mm
Effective tooth width b 20.0 mm
Module m 4.5 mm
Number of teeth pinion z1 16 -
Number of teeth wheel z2 24 -
Pressure angle α 20.0 ◦
Helix angle β 0 ◦
Grinding ◦
Maag criss-cross grinding (15 method)
Tooth correction none

The test consists of 12 load stages. After every stage, the torque of the pinion is increased. The
first stage starts with a torque of 3.3 Nm (load stage 1) and can be raised to a maximum of 534.5 Nm
(load stage 12). Therefore, the Hertzian contact stress increases from pc = 146 N/mm2 to a maximum
of pc = 1841 N/mm2 . The applied torque and Hertzian contact stress for each load stage can be seen in
ISO 14635-1 [26].
In general, the test gears are inspected after each load stage from load stage 4 for a close
observation of the damage on the flank of the gears. If the summed width of damage from all
teeth due to scuffing is larger than the width of one flank, the test is finished and the last running step
is identified as the failure load stage. This allows a classification of the lubricant regarding scuffing.
The test is ended when the failure criterion has been met and/or when the last load stage has been
completed without meeting the failure criterion.

3. Results
In order to carry out some experimental investigations on the considered model fluid containing
water, plant extract, and gear typical additives, the coefficient of friction was measured and a scuffing
test was conducted. For these experimental investigations, a fluid sample with a kinematic viscosity of
46 mm2 /s at 40 ◦ C was used.

3.1. Coefficient of Friction

The coefficient of friction was determined at a lubricant temperature of 40 ◦ C and Hertzian contact
stress of 1300 N/mm2 and 1200 N/mm2 . The slip was increased for every test from 0% to 50%. The
measurements for every test were conducted at a sum velocity vΣ of 1 m/s, 4 m/s, and 16 m/s. Figure 3
shows the coefficient of friction measured at 1300 N/mm2 and Figure 4 shows the coefficient of friction
Lubricants 2019, 7, 33 6 of 11

at 1200 N/mm2 . It can be seen that the values for both stresses are far below 0.005. The coefficient of
friction for a sum velocity of 4 m/s appears to be slightly lower than for a sum velocity of 1 m/s and
16 m/s. The values for a sum velocity of 1 m/s are located slightly above the values of a sum velocity
of 4 m/s and 16 m/s. Nevertheless, the difference between the measured values of the different sum
velocities are on a very low level. Figure 5 visualizes the measured bulk temperature of the upper
Lubricants 2019, 7, x FOR PEER REVIEW 6 of 11
disk. Lubricants
For a sum 2019,velocity m/s and 4 m/s, temperatures below but close to 40 ◦ C were determined.
of 1REVIEW
7, x FOR PEER 6 of 11
The investigation showed bulk temperatures ◦
between 40between
C and 40 ◦
60°CCand
for60
a °C
sum
determined. The investigation showed bulk temperatures forvelocity of 16 m/s.
a sum velocity
determined.
The measurements The investigation
with a Hertzianshowed bulk
contact temperatures
stresscontact between
of 1200stress
N/mm 240 °C and
showed 60 °C for
comparablea sum velocity
results for the
of 16 m/s. The measurements with a Hertzian of 1200 N/mm 2 showed comparable

bulk of 16 m/s.
temperature.
results Thebulk
for the measurements
temperature.with a Hertzian contact stress of 1200 N/mm2 showed comparable
results for the bulk temperature.

0.005
0.005 Water-based fluid
Water-based fluid
= 40 C
= 40 C 2
0.004 = 1300 N/mm
0.004 = 1300 N/mm2
µµ

𝑣Σ 16 m/s
vΣ=
friction

𝑣Σ 16 m/s
vΣ=
friction

0.003 𝑣Σ 4 m/s
vΣ=
𝑣Σ 4 m/s
vΣ=
of of

0.003
𝑣Σ 1 m/s
vΣ=
Coefficient

𝑣Σ 1 m/s
vΣ=
Coefficient

0.002
0.002

0.001
0.001

0.000
0.000 0 5 10 15 20 25 30 35 40 45 50 55
0 5 10 15 20 Slip
25 s in30% 35 40 45 50 55
Slip s in %

Figure 3. Coefficient of friction for a fluid sample containing water and plant extracts at 1300 N/mm2. 2.
3. Coefficient
FigureFigure of friction
3. Coefficient forfor
of friction a fluid
a fluidsample
sample containing waterand
containing water and plant
plant extracts
extracts at 1300
at 1300 N/mmN/mm
2.

0.005
0.005 Water-based fluid
Water-based fluid
= 40 C
= 40 C
0.004 = 1200 N/mm2
µµ

0.004 = 1200 N/mm2

𝑣Σ
vsum=16m/s
friction

𝑣Σ
vsum=16m/s
friction

0.003 𝑣Σ
vsum=4m/s
𝑣Σ
vsum=4m/s
of of

0.003
vsum=1m/s
𝑣Σ
Coefficient

vsum=1m/s
𝑣Σ
Coefficient

0.002
0.002

0.001
0.001

0.000
0.000 0 5 10 15 20 25 30 35 40 45 50 55
0 5 10 15 20 Slip
25 s in30% 35 40 45 50 55
Slip s in %
4. Coefficient of friction forfor
a fluid 2.
FigureFigure 4. Coefficient of friction a fluidsample
samplecontaining waterand
containing water and plant
plant extracts
extracts at 1200
at 1200 N/mmN/mm
2.

Figure 4. Coefficient of friction for a fluid sample containing water and plant extracts at 1200 N/mm2.
Lubricants 2019, 7, 33 7 of 11
Lubricants 2019, 7, x FOR PEER REVIEW 7 of 11

Lubricants 2019, 7, x FOR PEER REVIEW 7 of 11

60
60
50
50
C C
temperature
40
temperature

40
30 Water-based fluid
= 40 Cfluid
Water-based
BulkBulk

30
20
= 1300 C 2
N/mm
= 40

20
=vΣ=
𝑣1300
Σ
m/s 2
16N/mm
vΣ=
𝑣 16 m/s
10 𝑣ΣΣ 4 m/s
vΣ=
10 𝑣𝑣Σ 4
vΣ= m/s
vΣ=Σ 1 m/s
0
𝑣Σ 1 m/s
vΣ=
0 5 10 15 20 25 30 35 40 45 50 55
0
35 40 0
45 5 5010 15
55 20 Slip
25 s in
30%
Slip s in %
5. Bulk temperature forfor
a fluid 2.
Figure
Figure 5. Bulk temperature a fluidsample
samplecontaining waterand
containing water andplant
plant extracts
extracts at 1300
at 1300 N/mmN/mm
2.

Figure 5. Bulk temperature for a fluid sample containing water and plant extracts at 1300 N/mm2.
A comparison
A comparison of the fluid
of the fluidsample
samplebased basedon on water
water andandplant
plantextract
extract
withwith mineral
mineral oil synthetic
oil and and synthetic
oil is illustrated
oil is illustrated
A comparison in
in Figure Figure 6.
of the6.fluid The
Thesample mineral
mineral and
and
based synthetic
onsynthetic
water and oiloil were
were
plant compounded
compounded
extract with
with mineralwith additives.
oil andadditives.
syntheticThe The
mineral
mineral oil had
oilillustrated
oil is a
had a kinematickinematic
in Figureviscosityviscosity
6. The mineral of 95
of 95 mm mm 2
and /s
2/s at 40 °C.
synthetic ◦
at 40 oil For
C. For the
werethe synthetic oil,
synthetic oil,
compounded an oil
with based on
anadditives.
oil basedThe PAO
on PAO
with
with mineral a kinematic
a kinematic oil had viscosity
a kinematic
viscosity of of 64 mm
viscosity
64 mm
2/s at 40 °C was used. The reference values of the mineral and
2 /s
of at
95 40
mm ◦C
2/s at 40 °C. For the synthetic oil, an oil based on PAO
was used. The reference values of the mineral and
synthetic
with oil wereviscosity
a kinematic conducted ofat64the
mm institute
2/s at 40 with a lubricant
°C was used. Thetemperature
referenceofvalues
40 °C,◦a Hertzian contact
synthetic oil were conducted at the institute
2, and a sum velocity 𝑣
with a lubricant temperature of 40 of C,the mineral
a Hertzian and
contact
stress
syntheticof 1200
oil N/mm
were 2conducted at the institute of 16 m/s on the twin disk test rig. It can be
Σ with a lubricant temperature of 40 °C, a Hertzian contact seen that the
stress of 1200 N/mm , and a sum velocity vΣ of 16 m/s on the twin disk test rig. It can be seen that the
fluid sample
stress of 1200 based
N/mmon water
2, and andvelocity
a sum plant extract
𝑣Σ ofshowed,
16 m/s onunder the disk
the twin sametest
testrig.
conditions,
It can be values
seen that of the
the
fluid coefficient
sample based on water
of based
friction theand plant extract
1/25showed, under the same test forconditions, oils.values of the
fluid sample oninwater range of about
and plant extract of typical
showed, values
under thedetermined mineralvalues
same test conditions, Thus,
of thea
coefficient of
reduction of friction in the range of about 1/25 of typical values determined for mineral oils. Thus, a
coefficient of load-dependent
friction in the range power losses1/25
of about in the range values
of typical of 90%determined
can be expected. Compared
for mineral to the
oils. Thus, a
reduction of load-dependent
PAO, significantly
reduction power
lower values
of load-dependent losses
for thelosses
power in the
coefficient range
in theofrange of 90%
friction
of were can
90% can be expected.
reached Compared
with the water-based
be expected. Compared to to the
fluid.
the PAO,
significantly lower values
PAO, significantly lowerfor the coefficient
values of friction
for the coefficient werewere
of friction reached with
reached withthethewater-based
water-basedfluid. fluid.

Mineral-oil

0.04 Synthetic-oil (PAO)

Mineral-oil

0.04 Water-based(PAO)
Synthetic-oil fluid
= 40 Cfluid
Water-based
= 1200 N/mm2
0.03 = 40 C
µ

𝑣 = 16 m/s
of friction

=Σ1200 N/mm2
0.03
µ

𝑣Σ = 16 m/s
of friction
Coefficient

0.02
Coefficient

0.02

0.01

0.01

0.00
0% 10% 20% 30% 40% 50%
0.00
0% 10% 20% Slip s 30% 40% 50%

Slip s

Figure 6. Coefficient of friction of a fluid sample containing water and plant extracts compared to
mineral and synthetic oil at 1200 N/mm2 .
Lubricants 2019, 7, x FOR PEER REVIEW 8 of 11
Lubricants 2019, 7, x FOR PEER REVIEW 8 of 11

Figure 6. Coefficient of friction of a fluid sample containing water and plant extracts compared to
Lubricants 2019,6.7,Coefficient
33
Figure of friction of a fluid sample containing water and plant extracts compared to8 of 11
mineral and synthetic oil at 1200 N/mm . 2
mineral and synthetic oil at 1200 N/mm2.
3.2. Scuffing Test A/8.3/RT
Test A/8.3/RT
3.2. Scuffing Test A/8.3/RT
Since the
the fluid
fluidsample
sampleisisbased
basedononwater, it it
water, can bebe
can assumed
assumed thatthat
thethe
boiling
boilingpoint of the
point of fluid will
the fluid
Since the fluid sample is based on◦ water, it can be assumed that the boiling point of the fluid will
be atbeaattemperature
will a temperature around
around100100 °C. C.
Therefore,
Therefore,the thelubricant
lubricantstartstarttemperature
temperature was was reduced
reduced in
be at a temperature around 100 °C. Therefore, the lubricant start temperature was reduced in
comparison to
comparison to the
the standard
standardtest,
test,which
whichisisnormally
normallyset settoto9090◦ C.
°C.Furthermore,
Furthermore, a possible
a possible application
application of
comparison to the standard test, which is normally set to 90 °C. Furthermore, a possible application
aofwater-based
a water-based lubricant
lubricant at lowattemperatures
low temperatures can be expected.
can be expected. Hence, the Hence, thetest
scuffing scuffing test was
was performed
of a water-based lubricant at low temperatures can be expected. Hence, the scuffing test was
performed
at at room temperature
room temperature (RT) and a circumferential
(RT) and a circumferential speed of 8.3speed of 8.3
m/s. The m/s. Thetest
“FZG-A” “FZG-A” test gears
gears were used.
performed at room temperature (RT) and a circumferential speed of 8.3 m/s. The “FZG-A” test gears
were used. Table 2 summarizes the progress of the damages on the flank
Table 2 summarizes the progress of the damages on the flank of the pinion caused by scuffing during of the pinion caused by
were used. Table 2 summarizes the progress of the damages on the flank of the pinion caused by
scuffing
the during theAfter
test procedure. test procedure.
load stage After loadwith
7 scoring stagea width
7 scoring with
of 240 mm a width of 240 mm
summarized oversummarized
12 flanks of
scuffing during the test procedure. After load stage 7 scoring with a width of 240 mm summarized
overpinion
the 12 flanks
wasoflocated.
the pinion was
Since thelocated.
failure Since the failure
criterion criterion
is established atis20established at 20load
mm, a failure mm,stage
a failure
of 7
over 12 flanks of the pinion was located. Since the failure criterion is established at 20 mm, a failure
load stage
could of 7 could
be defined be defined
for this for this fluid model.
fluid model.
load stage of 7 could be defined for this fluid model.
Table2.2. Progress
Table Progressof
ofthe
thedamage
damageduring
duringthe
thescuffing
scuffingtest
testA/8.3/RT.
A/8.3/RT.
Table 2. Progress of the damage during the scuffing test A/8.3/RT.
LoadStageTorqueTorque
Load on Hertzian
Hertzian Stress
Stress Characterization
Width of
Width of
Load Torque on
on Pinion Hertzian Stress
at Pitch Point Characterization ofofDamage
Damage Width
Damageof
Stage Pinion at Pitch Point Characterization of Damage Damage
Stage Pinion at Pitch Point 2 Damage
5 5 94.1 Nm
94.1 Nm 10931093
N/mmN/mm
2 Scoring
Scoring mark
mark onon
twotwo flankson
flanks onpinion
pinion 11 mm
mm
5 6 94.1 135.3
Nm Nm 10931314
N/mm 2
N/mm 2 Scoring mark
Scoring on
mark two
on flanks
six flanks on
of pinion
pinion 13 mm
mm
6 135.3 Nm 1314 N/mm2 2 Scoring mark on six flanks of pinion 3 mm
6 7 135.3183.4
Nm Nm 13141527
N/mm 2
N/mm ScoringScoring
mark on
on 12
sixflanks
flanksof of pinion
pinion 3 mm
240 mm
7 183.4 Nm 1527 N/mm2 Scoring on 12 flanks of pinion 240 mm
7 183.4 Nm 1527 N/mm 2 Scoring on 12 flanks of pinion 240 mm
Figure 7 shows the reference of a new flank of a test pinion type “FZG-A”. The typical grinding
Figure
pattern from7 the
shows
Maagthecriss-cross
reference of a new flank
finishing of acan
process testbe
pinion
seen. type
One “FZG-A”. The
flank of the typical
pinion grinding
used in the
pattern from the Maag criss-cross finishing process can be seen. One flank of the pinion used
testing is shown in Figure 8. The surface of the flank shows clear scoring over the full face-width in the
of
testing
20 mm. is shown in Figure 8. The surface of the flank shows clear scoring over the full face-width of
20 mm.

Figure 7. Surface of a new flank.

Figure
Figure 7. Surface of
7. Surface of aa new
new flank.
flank.

Figure 8.
Figure Surface of
8. Surface of the
the flank
flank after
after test,
test, load
load stage
stage 7.
7.
Figure 8. Surface of the flank after test, load stage 7.
4. Discussion
In this experimental investigation, as a first step, the coefficient of friction was determined and
a scuffing test A/8.3/RT according to ISO 14365-1 [26] was performed in order to verify the general
suitability of a lubricant based on water and plant extract for gear applications.
Lubricants 2019, 7, 33 9 of 11

The determination of the coefficient of friction showed values about 1/25 of typical values
determined for mineral oils. This super-lubricity can be explained with the separation of the sliding
surfaces by the hydrated layer of water. The hydrated layers are formed by hydrogen-bonded
glycerol and water molecules, which are very easy to shear and, therefore, result in a very low
friction coefficient [29].
A scuffing load capacity of failure load stage 7 could be identified for this fluid, which is typical
for mildly additivated conventional turbine oils. The classification of typical conventional mineral
oils can be seen in Table 3. A classification of different lubricant samples is allowed by the widely
established standard test method, according to ISO 14365-1.

Table 3. Scuffing performance of typical conventional mineral oils.

Converter Automotive
Oil for Gear Applications Turbine Oil Industrial Oil
Oil Oil
Viscosity class ISO-VG 22/32 46/68/100 100/150/220 100/150/220
Viscosity at 40 ◦ C mm2 /s 20–35 40–100 90–240 90–240
Mineral oil with no additives Failure load stage 2–4 3–5 5–7 —
Medium content of additives Failure load stage 5–8 6–9 8–10 —
High content of additives Failure load stage 9–11 10–12 >12 >12

The obtained results showed that, in general, it is possible to use water as a basis for lubricants
in gear drives under certain operating conditions. Since water has a low viscosity compared to
conventional used lubricants, plant extracts were added to generate higher viscosities. Therefore, for
future work, a selection of polymer has to be defined for gear applications as well as adequate additives.
In order to avoid tribological influenced damages such as wear and scuffing on the surface of gear
flanks, an adequate film thickness is needed. To produce a sufficient high film, thickness will be one of
the main challenges. As is well identified, it is necessary to study ways to improve the load carrying
capacity and the stability of the polymer, as well as reduce the corrosion effects of this fluid sample
based on water and plant extract. There are some important aspects to be defined to put the lubricant
based on water to meet the necessary performance in many applications.
However, by using this innovative lubricant, certain benefits can be expected. Since this lubricant
is based on water and plant extract and does not contain any mineral or synthetic oil components,
it is free of any harmful solvents and also biodegradable. This can be beneficial in gears located in
boats or deep sea applications. As a result, environmental risks like water contamination can be
reduced in comparison to conventional transmission fluids. In addition to that, fire protection can be
improved by using a water-based lubricant. Gear boxes run by water-based lubricants are easier to
handle than oils regarding disposing and cleaning. Another benefit of water is the very high thermal
conductivity. A lubricant containing about 90% water could highly improve the heat transfer from the
tooth contact. Since this leads to reduced temperatures in the contact, lower operating temperatures
can be realized. However, not only the heat transfer can be improved by a water–based lubricant,
but the heat generation by friction decreases in comparison to oil because of the low coefficient of
friction. Thus, lower bulk temperatures and lower flash temperatures can be expected. This may even
have a positive effect on avoiding scuffing, which is also influenced by the flash temperature [17]. A
lubricant with low friction can improve transmission efficiency [22]. Because of reduced friction and
the possibility of lower operating temperatures, using water-based lubrication can also save energy.
Within the ongoing project, a selection of polymers as well as adequate additives has to be defined
for gear applications. This lubricant has to be tested by several acknowledged test methods in order
to generate characteristic values regarding tribological influenced damages. Additionally, a field of
application has to be specified. Favorable operating conditions could be at low temperatures and
loads but high speed. Using one exemplary application, innovative electric motor boat drives were
identified. Systematic laboratory tests as well as field tests are in preparation.
Lubricants 2019, 7, 33 10 of 11

5. Conclusions
In the conducted experimental investigation, the coefficient of friction was determined and a
scuffing test A/8.3/RT was determined, according to ISO 14365-1 [26]. It was performed for a fluid
sample based on water and plant extract. The obtained results showed the general suitability of a
lubricant based on this technology for gear applications. In comparison to mineral and synthetic oils, a
very low coefficient of friction was determined for the fluid sample. Because of the very high thermal
conductivity of a water-based fluid, lower operating temperatures in gear applications can be realized.
As a result, energy can be saved. Additionally, a water-based lubricant is free of any harmful solvents
and is biodegradable. Using such a lubricant can lead to better fire protection and is easier as well as
safer to handle than oils regarding disposing and cleaning.
For future work, a selection of polymer as well as adequate additives must be defined for gear
applications. There are some important aspects to be defined to put this lubricant type to meet the
necessary performance in many applications. In order to generate characteristic values regarding
tribologically influenced damages, this lubricant has to be tested by several acknowledged test methods.
Additionally, a field of application has to be specified. One potential application might be an innovative
electric motor boat drive.

Author Contributions: Conceptualization, T.T. and J.O. Methodology, J.O. Formal analysis, N.S., A.D., and
T.T. Investigation, N.S. Resources, J.O. and K.S. Writing—original draft preparation, N.S. Writing—review and
editing, A.D., T.T., K.S., and J.O. Visualization, N.S, A.D., and T.T. Supervision, A.D., T.T., K.S., and J.O. Project
administration, K.S., T.T., and N.S.
Funding: During the preliminary experimental investigations, no external funding was received. The Bayrische
Forschungsstiftung supported the ongoing research project (AZ 1314-17).
Acknowledgments: We acknowledge financial support by Bayrische Forschungsstiftung and participation of Carl
Bechem GmbH, Torqeedo GmbH, Leistritz Pumpen GmbH, Renk AG, Wittenstein alpha GmbH, and Fraunhofer
Institute for Process Engineering and Packaging IVV.
Conflicts of Interest: The authors declare no conflict of interest.

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