ASTM D8165-2017 6250 Standard Test Method for Evaluation of Load-Carrying Capacity of Lubricants Used in Hypoid Final-Drive Axles Operated under Low-Speed and High-Torque Condition.pdf

1、Designation: D8165 17Standard Test Method forEvaluation of Load-Carrying Capacity of Lubricants Used inHypoid Final-Drive Axles Operated under Low-Speed andHigh-Torque Conditions1This standard is issued under the fixed designation D8165; the number immediately following the designation indicates the

2、 year oforiginal adoption or, in the case of revision, the year of last revision. A number in parentheses indicates the year of last reapproval. Asuperscript epsilon () indicates an editorial change since the last revision or reapproval.INTRODUCTIONPortions of this test method are written for use by

3、 laboratories that make use of ASTM TestMonitoring Center (TMC)2services (see Annex A1 Annex A4).The TMC provides reference oils, and engineering and statistical services to laboratories that desireto produce test results that are statistically similar to those produced by laboratories previouslycal

4、ibrated by the TMC.In general, the test purchaser decides if a calibrated test stand is to be used. Organizations such astheAmerican Chemistry Council require that a laboratory utilize the TMC services as part of their testregistration process. In addition, the American Petroleum Institute and the G

5、ear Lubricant ReviewCommittee of the Lubricant Review Institute (SAE International) require that a laboratory use theTMC services in seeking qualification of oils against their specifications.The advantage of using the TMC services to calibrate test stands is that the test laboratory (andhence the t

6、est purchaser) has an assurance that the test stand was operating at the proper level of testseverity. It should also be borne in mind that results obtained in a non-calibrated test stand may notbe the same as those obtained in a test stand participating in the ASTM TMC services process.Laboratories

7、 that choose not to use the TMC services may simply disregard these portions.1. Scope1.1 This test method, commonly referred to as the L-37-1test, describes a test procedure for evaluating the load-carryingcapacity, wear performance, and extreme pressure properties ofa gear lubricant in a hypoid axl

8、e under conditions of low-speed, high-torque operation.1.2 The values stated in SI units are to be regarded asstandard. No other units of measurement are included in thisstandard.1.2.1 ExceptionsWhere there is no direct SI equivalentsuch as National Pipe threads/diameters, tubing size, or wherethere

9、 is a sole source supply equipment specification.1.2.1.1 The drawing in Annex A6 is in inch-pound units.1.3 This standard does not purport to address all of thesafety concerns, if any, associated with its use. It is theresponsibility of the user of this standard to establish appro-priate safety, hea

10、lth, and environmental practices and deter-mine the applicability of regulatory limitations prior to use.Specific warning statements are provided in 7.2 and 10.1.1.4 This international standard was developed in accor-dance with internationally recognized principles on standard-ization established in

11、 the Decision on Principles for theDevelopment of International Standards, Guides and Recom-mendations issued by the World Trade Organization TechnicalBarriers to Trade (TBT) Committee.2. Referenced Documents2.1 ASTM Standards:3D235 Specification for Mineral Spirits (Petroleum Spirits)(Hydrocarbon D

12、ry Cleaning Solvent)D4175 Terminology Relating to Petroleum Products, LiquidFuels, and LubricantsD6121 Test Method for Evaluation of Load-Carrying Capac-ity of Lubricants Under Conditions of Low Speed and1This test method is under the jurisdiction of ASTM Committee D02 onPetroleum Products, Liquid F

13、uels, and Lubricants and is the direct responsibility ofSubcommittee D02.B0.03 on Automotive Gear Lubricants sheared-off particles either re-main affixed to the harder of the mating surfaces or act as wearparticles between the surfaces.ASTM Distress Rating Manual No. 213.2.3 broken gear tooth, na ge

14、ar tooth where a portion ofthe tooth face is missing and the missing material includessome part of the top land, toe, heel, or coast side of the tooth.3.2.3.1 DiscussionThis condition is distinct from andmore extensive than “chipping,” which is defined in 3.2.5.3.2.4 burnish, non ring and pinion gea

15、rs, an alteration ofthe original manufactured surface to a dull or brightly polishedcondition. ASTM Distress Rating Manual No. 213.2.5 chipping, non ring and pinion gears, a conditioncaused in the manufacturing process in which a small irregularcavity is present only at the face/crown edge interface

16、. Theedge-chipping phenomenon occurs when sufficient fatiguecycles accumulate after tooth surface wear relieves the com-pressive residual stress on the tooth profile side of theprofile-to-topland interface. Chipping within 1 mm of theface/crown edge interface is to be called chipping, not pitting/sp

17、alling. ASTM Distress Rating Manual No. 213.2.6 corrosion, nin final drive axles, a general alterationof the finished surfaces of bearings or gears by discoloration,accompanied by roughening not attributable to mechanicalaction. ASTM Distress Rating Manual No. 213.2.7 deposits, nin final drive axles

18、, material of pasty,gummy, or brittle nature adhering to or collecting around anyof the working parts. ASTM Distress Rating Manual No. 213.2.8 discoloration, non ring and pinion gears, any al-teration in the normal color of finished steel surfaces.ASTM Distress Rating Manual No. 213.2.9 pitting, non

19、 ring and pinion gears, small irregularcavities in the tooth surface, resulting from the breaking out ofsmall areas of surface metal.ASTM Distress Rating Manual No. 213.2.10 ridging, non ring and pinion gears, an alteration ofthe tooth surface to give a series of parallel raised and polishedridges r

20、unning diagonally in the direction of sliding motion,either partially or completely across the tooth surfaces of gears.ASTM Distress Rating Manual No. 213.2.11 rippling, non ring and pinion gears, an alterationof the tooth surface to give an appearance of a more or lessregular pattern resembling rip

21、ples on water or fish scales.ASTM Distress Rating Manual No. 213.2.12 scoring, non ring and pinion gears, the rapidremoval of metal from the tooth surfaces caused by the tearingout of small contacting particles that have welded together asa result of metal-to- metal contact. The scored surface is4Av

22、ailable from the ASTM website, www.astm.org (Stock #: TMCMNL21).5Available from American Gear Manufacturers Association (AGMA), 1001 N.Fairfax St., Suite 500, Alexandria, VA 22314-1587, http:/www.agma.org.6Available from SAE International (SAE), 400 Commonwealth Dr., Warrendale,PA 15096, http:/www.s

23、ae.org.7Available from American Petroleum Institute (API), 1220 L. St., NW,Washington, DC 20005-4070, http:/www.api.org.D8165 172characterized by a matte or dull finish.ASTM Distress Rating Manual No. 213.2.13 scratching, non ring and pinion gears, an altera-tion of the tooth surface in the form of

24、irregular scratches, ofrandom length, across the tooth surface in the direction ofsliding of the surfaces.ASTM Distress Rating Manual No. 213.2.14 spalling, non ring and pinion gears, the breakingout of flakes of irregular area of the tooth surface, a conditionmore extensive than pitting.ASTM Distre

25、ss Rating Manual No. 213.2.15 surface fatigue, non ring and pinion gears, thefailure of the ring gear and pinion material as a result ofrepeated surface or subsurface stresses that are beyond theendurance limit of the material. It is characterized by theremoval of metal and the formation of cavities

26、.AGMA National Standard3.2.16 wear, non ring and pinion gears, the removal ofmetal, without evidence of surface fatigue or adhesive wear,resulting in partial or complete elimination of tool or grindingmarks or development of a discernible shoulder ridge at thebottom of the contact area near the root

27、 or at the toe or heel endof pinion tooth contact area (abrasive wear).ASTM Distress Rating Manual No. 213.3 Acronyms:3.3.1 AGMAAmerican Gear Manufacturers Association3.3.2 APIAmerican Petroleum Institute3.3.3 ASTMAmerican Society for Testing Materials3.3.4 LTMSLubricant Test Monitoring System3.3.5

28、n/anot available3.3.6 NISTNational Institute of Standards and Technol-ogy3.3.7 P/NPart number3.3.8 RCMSRater Calibration Monitoring System3.3.9 SAESociety of Automotive Engineers3.3.10 TMCTest Monitoring Center3.4 Quantity Symbols:3.4.1 Dpercent deviation from test operating conditions(A9.3.2)3.4.2

29、ipintermediate precision limit (14.1.1.1)3.4.3 Mithe magnitude of test parameter out from speci-fication limit at occurrence, i (A9.3.2)3.4.4 PRthe test parameter specification range (A9.3.2)3.4.5 Rreproducibility limit (14.1.2.1)3.4.6 Sestimated standard deviation (Table 2, Section 14)3.4.7 Sipinte

30、rmediate precision standard deviation(Table 2, Section 14)3.4.8 SRthe reproducibility standard deviation (Table 2,Section 14)3.4.9 Tithe length of time the test parameter is outside thespecification range at occurrence, i,(A9.3.2)3.4.10 ttest or test phase duration in the same units as Ti(A9.3.2)4.

31、Summary of Test Method4.1 An axle ring and pinion gearset is mounted in an axlehousing, which is installed on a test stand equipped with theappropriate controls for speed, torque, lubricant temperature,axle cooling, and various other operating parameters. The axleassembly is driven by an electric mo

32、tor.4.2 Prior to each test run, the axle assembly is built, cleaned,inspected, and build specifications are measured and recorded,and the gears conditioned under specified operating conditions.4.3 The test method consists of running the axle unit for24 h at 80 wheel r/min and 2359 Nm wheel torque. T

33、here aretwo variants of the testthe standard test, for which thelubricant temperature in the axle is 135 C, and the Canadiantest, for which the lubricant temperature is 93 C. The Cana-dian test is described in a non-mandatory appendix because thegearset hardware has not yet been approved.4.4 The rin

34、g gear and pinion gear are removed and rated forvarious forms of distress.5. Significance and Use5.1 This test method measures a lubricants ability to protecthypoid final drive axles from abrasive wear, adhesive wear,plastic deformation, and surface fatigue when subjected tolow-speed, high-torque co

35、nditions. Lack of protection can leadto premature gear or bearing failure, or both.5.2 This test method is used, or referred to, in specificationsand classifications of rear-axle gear lubricants such as:5.2.1 Specification D7450.5.2.2 American Petroleum Institute (API) Publication 1560.5.2.3 SAE J30

36、8.5.2.4 SAE J2360.6. Apparatus6.1 GeneralThe apparatus for the standard test is de-scribed in 6.2 to 6.3 and that for the nonmandatory Canadiantest in Appendix X1.6.2 Test UnitThe standard test uses a Gleason Works8,9test axle part number (P/N) 1758276 assembled into a DanaModel 6010,9axle housing r

37、eused from Dana P/N 060AA100-2or 060AA100-4.6.3 Test Stand and Laboratory Equipment for the StandardTest:6.3.1 Axle VentVent the axle to the atmosphere throughoutthe entire test. Arrange the vent so that no water enters thehousing.6.3.2 Axle CoverThe axle cover may have a port installedto allow for

38、ring gear inspection after the gear conditioningphase (see 10.2).8The sole source of supply of the apparatus known to the committee at this timeis The Gleason Works, Gleason Sales (Americas), tel: 800-765-6525, email:service-, .9If you are aware of alternative suppliers, please provide this informat

39、ion toASTM International Headquarters. Your comments will receive careful consider-ation at a meeting of the responsible technical committee1 which you may attend.10The sole source of supply of the apparatus known to the committee at this timeis Dana Corp., P.O. Box 2424, Fort Wayne, IN 46801.D8165

40、1736.3.3 Test Stand ConfigurationMount the complete as-sembly in a rigid fixture as shown in Fig. A5.1. Mount the testunit in the test stand with pinion and axle shaft centerlineshorizontal.6.3.4 Temperature ControlUse a thermocouple, tempera-ture recording system, and specified cooling system in co

41、n-junction with an automated control system to maintain thelubricant at the required temperature.6.3.4.1 ThermocoupleDetermine the thermocouple loca-tion on the rear cover using the cover plate temperature sensorlocating device as shown in Fig. A6.1.(1) Install the thermocouple such that the thermoc

42、ouple tipis flush with the cover plate lip by placing the cover plate faceon a flat surface and inserting the thermocouple into the coverplate until the thermocouple tip is flush with the flat surface(2) Lock the thermocouple into place.6.3.4.2 Temperature Recording SystemRecord the tem-perature of

43、the test oil at least once every minute throughoutthe test using an automated control and data acquisitionsystem.6.3.4.3 Axle CoolingUse three spray nozzles to distributewater over the cover plate and axle housing as shown in Fig.A7.1. Actuate a single water-control valve by a temperatureproportiona

44、l- integral-derivative (PID) control system.(1) Spray nozzles11,9shall be any combination of thefollowing part numbers depending on how the system isplumbed: straight male NPT (P/N 3/8GG-SS22), 90 maleNPT (P/N 3/8GGA-SS22), straight female NPT (P/N 3/8G-SS22 and 90 female NPT (P/N 3/8GA-SS22).(2) Us

45、e a single control valve to control the cooling watersupply. The control shall be a minimum 12.7 mm (12 in.) ID.(3) Tubing sizes of 10 mm, 12 mm,38 in., or12 in. have allbeen found suitable for supplying the spray nozzles used in thistest.(4) Supply water to the control valve at a pressure between17

46、0 kPa (gauge) and 1379 kPa (gauge).(5) Use an axle-cooling box to surround the test-axleassembly, as shown in Fig.A7.2. Its purpose is to contain waterand eliminate drafts. Incorporate a drain in the cooling box toprevent water accumulation.6.3.5 Power SourceFor the power source, use an ACelectric m

47、otor capable of driving the axle at the required testconditions. It has been found that a 150 kW motor with a basespeed of 751 rmin is sufficient to power the axle.6.3.6 Dynamometers and Torque Control SystemUse twoaxle dynamometers with sufficient torque absorbing capacity tomaintain axle torque an

48、d speed conditions.6.3.7 Dynamometer Connecting ShaftsFabricate shaftsconnecting the dynamometer to the axle shafts. Shafts shall bestrong enough to handle the torques encountered. It is recom-mended that the shafts be dynamically (spin) balanced.6.3.8 Drive Shaft and Universal JointsFabricate a dri

49、veshaft, with universal joints to connect the input motor and testunit. Shaft and universal joints shall be strong enough to handlethe torques encountered. It is recommended that the shaft bedynamically (spin) balanced. The shaft shall not include anydampening devices.6.3.8.1 It has been found that a driveshaft with outsidediameter of 10.1 cm 6 0.51 cm (4 in. 6 0.2 in.) and a wallthickness of 0.24 cm 6 0.013 cm (0.095 in. 6 0.005 in.) issufficient.6.3.9 Speed Measuring and Control System