阿斯頓馬丁別具特色的Vulcan車型輸出功率可達600 kW（805 hp），定價150萬英鎊。該車馳騁于法國南部的保羅理查德高科技測試賽道時，視野和音效都令人嘆為觀止。同樣令人驚嘆的是，該款超級跑車搭載了一個塑料容器，外觀質(zhì)樸，卻有望為發(fā)動機潤滑油技術(shù)和服務(wù)帶來飛躍性的進步。
Nexcel油箱由嘉實多研發(fā)，是一款更換式單體機油箱和過濾器，與動力總成實現(xiàn)集成。不僅如此，該油箱還有幾大主要優(yōu)勢，如90秒完整更換機油；摩擦損失降低；二氧化碳排量“顯著”降低；定制的、精密制造的機油，使用簡易，適用于特定的發(fā)動機；以及卓越的可持續(xù)性。
該油箱的測試項目使用的車型是超高性能的奢華尊享（將僅僅生產(chǎn)24輛）Vulcan。測試展示了高難度技術(shù)進步，收獲了巨大成功。嘉實多Nexcel首席工程師Oliver Taylor告訴《汽車工程雜志》：“我們預(yù)計，兩到五年內(nèi)，量產(chǎn)的公路用車將裝配Nexcel油箱，之后會實現(xiàn)大規(guī)模應(yīng)用。Vulcan測試之后，我們的技術(shù)研發(fā)將進入實施階段。”
他預(yù)計，2020年到2025年，大多數(shù)的量產(chǎn)車都會使用該系統(tǒng)。除了Vulcan的V12車型，Nexcel油箱也在其他很多汽車發(fā)動機中進行了測試。
整車廠青睞概念車
Nexcel油箱也面臨一大挑戰(zhàn)。在量產(chǎn)車中，該油箱容量一般在3.0 L到5.0 L中間變化，這可能會帶來發(fā)動機艙的包裝難題。但嘉實多正在竭力設(shè)計、并打造合適的解決方案。并且，理想的情況是，將Nexcel集成到概念車和新發(fā)動機（或者車輛）的最初設(shè)計階段，以適應(yīng)管道、電子裝置和整體空間；如果需要改變當(dāng)前大規(guī)模量產(chǎn)的發(fā)動機那將帶來制造和成本的挑戰(zhàn)。
但整車廠反映良好，發(fā)動機制造商高度認(rèn)可，因此，嘉實多對Nexcel的未來充滿信心。
“Nexcel是完全密封的，里面包括機油及機濾。它的出現(xiàn)，也標(biāo)志著傳統(tǒng)的機油更換方式就此終結(jié)，”Taylor解釋道。該項目的設(shè)計靈感來自于一場四年前的頭腦風(fēng)暴，當(dāng)時，集合了公司在全球的50個強大創(chuàng)新團隊。他認(rèn)為設(shè)計、研發(fā)和系統(tǒng)制造對于汽車產(chǎn)業(yè)來說是非常重要的，但當(dāng)時，將這些問題當(dāng)做核心議題的主要是公司的英國工廠。
在量產(chǎn)車?yán)?，Nexcel油箱將被置于一個“對接”區(qū)域，臨近發(fā)動機組。油箱集成了電子裝置，與汽車的CAN總線和發(fā)動機管理系統(tǒng)對接，不但可以監(jiān)測可用機油量和質(zhì)量（確保其等級和規(guī)格符合車輛要求），還可以評估機油的剩余可用時長。
“這種技術(shù)有望確保‘精密潤滑油’成為可能，”Taylor表示。“一旦汽車的預(yù)定服務(wù)啟動，可以通過車載菜單選定‘服務(wù)模式’，一個小電泵可以將機油從油箱底殼輸入油箱。整個過程持續(xù)約30秒。完成后，裝有機濾的油箱可以與車輛斷開連接。”
“只要把裝有新潤滑油和機濾的新油箱置于對接位置，液壓管會通過油箱底部的機械干斷閥門連接，一條液壓管會連到油箱底殼，還有兩條液壓管會連到回油孔。這就是完整過程，僅用時90秒。”
摩擦學(xué)仿真是關(guān)鍵
系統(tǒng)使用的精密潤滑油是該技術(shù)中非常重要的一方面，Taylor強調(diào)道。因為精密潤滑油很可能會減小磨損和二氧化碳排量：“整車廠對于該系統(tǒng)可以帶來的全面的優(yōu)勢非常感興趣。”
為了更好地了解降低磨損帶來的好處，他花了七年時間學(xué)習(xí)相關(guān)知識，特別是詳盡的摩擦學(xué)仿真設(shè)計，以及潤滑油系統(tǒng)如何提升燃油經(jīng)濟性。
“發(fā)動機的設(shè)計靈活多樣，我們也知道有不同的表面處理方法、材料、以及軸承類型，所有這些都與發(fā)動機潤滑油以不同的方式相互作用，”Taylor解釋道。“為了達到特定發(fā)動機的最低摩擦，我們需要及其特殊的潤滑油，專門為特殊應(yīng)用和工作循環(huán)打造，以便進一步降低碳排放。”
熱管理也支持更低排放?？梢杂秒妱佑拖浔茫_保冷啟動時有精確數(shù)量的機油（發(fā)動機需要的最小安全數(shù)量），而其余機油儲存在油箱里。這樣可以保證機油和整體系統(tǒng)加熱速度更快；Taylor表示，“完成預(yù)熱后的發(fā)動機是非常高效的。”
系統(tǒng)在常規(guī)和干油底發(fā)動機中都可以工作，阿斯頓馬丁的Vulcan配有一個干油底殼。
目前，對于二氧化碳減排方面的進步，Taylor非常審慎，并未給出具體的量化數(shù)據(jù)。但他表示，“從統(tǒng)計學(xué)的角度看，數(shù)據(jù)是非?？捎^的。”
為了促進可持續(xù)性的深入發(fā)展，嘉實多正在研發(fā)一個新體系，可以將油箱送至服務(wù)中心或者消費者商店，也可以從這些地方取回油箱。今后，嘉實多也將推廣一種反物流模型，可以實現(xiàn)交付新油箱，并收集使用過的油箱，用于再處理，以便達到Taylor所說的“原裝”質(zhì)量，可以在類似發(fā)動機中再次使用。油箱會經(jīng)過“多次”拆卸，清洗，裝配新過濾器，再次充滿，以及配送的過程。
他表示，Nexcel使用的機油根據(jù)特定的粘度等級進行分離和收集，“比現(xiàn)在的情況高效的多”。
嚴(yán)格的測試制度
Nexel是否會給終端用戶（車主）增加成本？Taylor表示，大多數(shù)新技術(shù)的確會增加資本成本，但效率的提升可以抵消成本的增加。
嘉實多的Nexcel設(shè)計目標(biāo)之一是，希望Nexcel的成本可以與普通機油更換服務(wù)成本持平，同時車輛也無需起重，這是附加效益。
Vulcan測試的是Nexcel油箱研發(fā)的最后幾個階段之一。在一個小規(guī)模投產(chǎn)（24輛）的車型中使用Nexcel，嘉實多和阿斯頓馬丁可以進行更為密切的監(jiān)測。
阿斯頓馬丁特殊產(chǎn)品和賽車運動總監(jiān)David King表示，Vulcan配有一個干油底殼潤滑油系統(tǒng)，因此，只需用Nexcel油箱替代車輛原來配置的油箱，再對CAN總線做一些管道和連接處理就可以了。阿斯頓馬丁也將為此制定非常嚴(yán)格的測試制度。
“我們希望確保Nexcel系統(tǒng)在所有極端的測試環(huán)境中都能正常工作，” King表示。“包括在賽道的極端重力條件下的機油處理，極端加速和減速（最高可達1.8 g）的影響，以及振動和通氣的影響，還有從特定的干油底殼系統(tǒng)經(jīng)過Nexcel油箱的高機油流速。” 測試中流速最高達到600 L/min，是普通汽車發(fā)動機的10到20倍。
在進行真實的賽道測試之前，Nexcel經(jīng)過了一系列成本高昂的實驗室模擬，包括重力影響、耐久性試驗、以及與普通系統(tǒng)的對比。King表示：“實驗結(jié)果顯示，我們的Nexcel油箱的性能不輸普通油箱，在很多情況下，還要優(yōu)于普通油箱。我們認(rèn)為，將來Nexcel有潛力實現(xiàn)更大規(guī)模的車輛應(yīng)用，所以我們才用Vulcan對其進行了測試。我認(rèn)為，這是一種非凡的技術(shù)，我們是第一個將這項技術(shù)投入市場的企業(yè)！”
Vulcan最高時速可達320 km/h（200 mph）?，F(xiàn)在，該車型的所有配置，包括機油更換設(shè)計，都彰顯了速度與高效的特點。
作者：Stuart Birch
來源：SAE《汽車工程雜志》
翻譯：SAE 上海辦公室
Castrol’s removable oil cell heralds 90-s oil changes, reduced friction and CO2
The sight and sound of Aston Martin’s exotic 600-kW (805-hp) £1.5M Vulcan thundering around the Paul Ricard High-Tech Test Track in the South of France is spectacular. But on board the supercar, out of sight and making absolutely no sound, is a modest plastic container that promises to bring a major advance in engine lubrication technology and servicing.
Developed by Castrol, the Nexcel oil cell is in effect a removable one-piece engine oil tank and filter that integrates with the powertrain. But there is far more to it than that. It delivers several significant benefits: a complete engine oil change in 90 s, reduction of friction losses, a “significant” cut in CO2 emissions, easy use of bespoke, precision-engineered oils to suit specific particular engines, and far better sustainability.
Its test program in the ultra-high performance and exclusive (only 24 will be built) Vulcan, is a demanding technology demonstration that is proving very successful, Castrol Nexcel Chief Engineer Oliver Taylor, told Automotive Engineering: “We expect to see production road vehicle installations in two to five years with high volume use following. Vulcan gets us onto the technology implementation curve.”
By 2020-25, he foresees a majority of cars entering production using the system. As well as the Vulcan's V12, Nexcel oil cells have been tested in a wide range of car engines.
OEMs like the concept
One challenge to be met is that the Nexcel oil cell’s capacity would typically vary between 3.0 L and 5.0 L on mass-production vehicles, causing potential engine-bay packaging challenges. But Castrol is working to design and engineer appropriate solutions. Also, ideally it needs to be integrated into the concept and initial design phase of a new engine (and probably vehicle) to accommodate plumbing and electronics as well as total space; attempting to adapt current high volume engines would bring manufacturing and cost hurdles.
But Castrol is highly confident of Nexcel’s future, reporting positive reactions from OEMs and engine manufacturers aware of the system.
“Nexcel is fully sealed and contains all the engine oil, and the filter. It simply clicks into place— and could mark the end of the traditional oil change,” explained Taylor. He said the idea for the project came from brain storming sessions within the company’s 50-strong, global innovation Ventures Dept. about four years ago. Design, development and engineering of the system, which he believes to be unique in the car industry, then centered mainly on the company’s U.K. facilities.
In a series-produced car, the Nexcel oil cell would be positioned in a “docking” area close to the engine block. The cell incorporates electronics which “shake hands” with the car’s CANbus and engine management system, while monitoring both the amount of oil available and its quality (ensuring its grade and specification are correct every time the car is serviced). It also estimates the oil's remaining useful life.
“This allows a new potential to guarantee ‘precision lubrication’,” said Taylor. “When the car’s scheduled service is started, ‘service mode’ is selected via an onboard menu and a small electric pump transfers oil from the bottom of the sump into the oil cell. That process takes about 30 s. When complete, the cell, which incorporates the filter, can be unclipped from the vehicle.
“A new oil cell containing fresh lubricant and filter is simply inserted into the docking position, the hydraulic lines are connected through mechanical dry-break valves on the base of the cell, one to the bottom of the sump and two to the oil gallery. And that’s it: total time taken, 90 seconds.”
Tribology simulations were key
The precision lubrication that the system facilitates is a very important aspect of its technology, stressed Taylor, because of its friction reduction/CO2 lowering potential: “OEMs are interested in the overall benefits the system brings.”
To gain a greater understanding of just what can be achieved by friction reduction, he has spent seven years studying, particularly through tribology simulation, how lubrication systems can help deliver much improved fuel economy.
“Engines are of many designs and in them we find different surface finishes, materials, and types of bearing, all of which interact with engine lubricants in various ways," Taylor explained. "To generate the lowest friction possible for a particular engine we need hyperspecific lubricants tailored to specific applications and duty cycles in order to unlock further CO2 improvements.”
Thermal management also supports lower emissions. The electric sump pump can be used to ensure that when started from cold there is a precise amount of oil (the minimum safely needed) in the engine, while the remainder is in the cell. That ensures the engine oil and its systems heat up more quickly than usual; as Taylor noted, "a warmed-up engine is an efficient engine.”
The system works with both regular and dry-sump engines; the Aston Vulcan has a dry sump.
At present, Taylor is cautious about defining the CO2 improvement but says it is “statistically significant.”
To provide a high level of sustainability, Castrol is developing a system that will get the cells to and from service or consumer outlets. A reverse logistics model will be put in place to deliver new oil cells and collect used for reprocessing to achieve what Taylor describes as ‘virgin’ quality for re-use in similar engines. The cell is taken apart, cleaned, fitted with a new filter and refilled and dispatched again “a number of times.”
Nexcel facilitates oil being segregated and collected into specific viscosity grades "far more efficiently than is generally the situation at present,” he said.
Rigorous test regime
Will Nexcel add cost for the end user (vehicle owner)? Taylor stated that most new technology does add capital cost but that it is offset by increased efficiency.
Castrol’s design target for Nexcel is also for it to involve no more expense than a normal oil change service cost, with the added benefit of freeing up vehicle hoist requirements.
Testing in the Vulcan is one of the last stages of Nexcel’s development. Using it for such a small production run (24 units) is allowing very close monitoring by Castrol and Aston Martin.
And David King, Aston’s Director of Special Products and Motor Sport, said that as the Vulcan has a dry sump lubrication system, it was just a matter of replacing the oil tank with the Nexcel oil cell and doing some plumbing and hooking up to the CANbus. And it would provide a very tough test regime.
"We wanted to make sure the Nexcel system would work in every extreme environment we could put the car through," King said. "These included oil handling under extreme g-forces on the track; the effects of very hard acceleration and deceleration (up to 1.8g), of vibration and aeration — and the high flow rates put through the Nexcel oil cell from a highly specified dry sump system.” Flow has been tested up to 600 L/min, 10 to 20 times that of a typical regular car engine.
The real world on-track testing came after extensive laboratory simulation of g-force effect, durability testing and comparison with a regular system. Said King: “We demonstrated at least equivalent — and in many cases superior — performance with the Nexcel oil cell. We would not be using it on Vulcan if we did not think it had serious potential to put it on higher volume cars in future. I think it’s a fantastic piece of technology and we are first to market with it!”
So now almost everything about the 320-km/h (200 mph) Vulcan is about speed and efficiency — including changing its oil.
Author: Stuart Birch
Source: SAE Automotive Engineering Magazine
Nexcel油箱置于“對接”位置。嘉實多的工程師表示，這款更換式油箱可以將機油更換時間從平均20 分鐘下降到90秒，也有助于降低內(nèi)摩擦，并減少二氧化碳排放。
嘉實多Nexcel首席工程師Oliver Taylor用新的Nexel油箱系統(tǒng)，在90秒內(nèi)進行了機油和過濾器更換。 
嘉實多與阿斯頓馬丁合作研發(fā)Nexcel系統(tǒng)，并在最高時速320 km/h的V12 Vulcan賽車上對Nexcel進行了測試。
Nexcel機油油箱和機濾已經(jīng)可以置于汽車發(fā)動機艙內(nèi)。Nexcel集成了電子裝置，可與汽車的CAN總線和發(fā)動機管理系統(tǒng)對接。嘉實多對該技術(shù)持保密態(tài)度，不會發(fā)布Nexcel油箱的剖面圖。