1、Designation:D557910a Designation: D5579 12Standard Test Method forEvaluating the Thermal Stability of Manual TransmissionLubricants in a Cyclic Durability Test1This standard is issued under the fixed designation D5579; the number immediately following the designation indicates the year oforiginal ad
2、option 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.1. Scope*1.1 This test method covers the thermal stability of fluids for use in he
3、avy duty manual transmissions when operated at hightemperatures.1.2 The lubricant performance is measured by the number of shifting cycles that can be performed without failure ofsynchronization when the transmission is operated while continuously cycling between high and low range.1.3 Correlation o
4、f test results with truck transmission service has not been established. However, the procedure has been shownto appropriately separate two transmission lubricants, which have shown satisfactory and unsatisfactory field performance in thetrucks of one manufacturer.1.4 Changes in this test method may
5、 be necessary due to refinements in the procedure, obsolescence of parts, or reagents, andso forth. These changes will be incorporated by Information Letters issued by the ASTM Test Monitoring Center (TMC).2The testmethod will be revised to show the content of all the letters, as issued.1.5 The valu
6、es stated in inch-pound units are to be regarded as standard. The values given in parentheses are mathematicalconversions to SI units that are provided for information only and are not considered standard.1.5.1 ExceptionWhen materials, products, or equipment are available only in inch-pound units, S
7、I units are omitted.1.6 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibilityof the user of this standard to establish appropriate safety and health practices and determine the applicability of regulatorylimitations prior to u
8、se.1.7 This test method is arranged as follows:SectionScope 1Referenced Documents 2Terminology 3Summary of Test Method 4Significance and Use 5Apparatus 6Test Transmission 6.2Transmission Mounts 6.3Oil-Circulating System 6.4Oil Return Hole 6.5Air Pressure Controls 6.6Drive System 6.7Instrumentation 6
9、.8Thermocouple Placement 6.9Reagents and Materials 7Safety 8Preparation of Apparatus 9Cleaning of Parts 9.1Assembly 9.2Calibration 10Transmission and Test Stand Calibration 10.1Reference Oils 10.2Reference Oil Test Frequency 10.3Instrumentation Calibration 10.4Shift Time Calibration 10.5Operating Pr
10、ocedure 111This test method is under the jurisdiction of ASTM Committee D02 on Petroleum Products and Lubricants and is the direct responsibility of Subcommittee D02.B0.03on Automotive Gear Lubricants or when shifting from low range to high range, for the countershaft speed to decrease from(1700 to
11、500) r/min.3.2.6 synchronizersynchronizer, na pack of friction and reaction plates used to match the speeds of the low- and high-rangegears prior to engagement.3.2.7 unsynchronized shiftunsynchronized shift, na shift in which the speed of the mating gears is not matched to the speedof the transmissi
12、on output shaft by the synchronizer.4. Summary of Test Method4.1 Prior to each test run, the transmission is disassembled and all parts, including the case and the oil-circulating and heatingsystems, are thoroughly cleaned. The transmission is rebuilt with a new synchronizer assembly, including meas
13、ured shifter fork,friction, and reaction disks. All other worn or defective parts are replaced.4.2 The rebuilt transmission is installed on a test stand.4.3 The transmission and oil system are flushed with the test oil in accordance with the flush procedure.4.4 The flush oil is drained, and the test
14、 oil is measured and charged to the transmission.4.5 The transmission is started and operated in low range until the oil temperature reaches the test operating range.3For referenced ASTM standards, visit the ASTM website, www.astm.org, or contact ASTM Customer Service at serviceastm.org. For Annual
15、Book of ASTM Standardsvolume information, refer to the standards Document Summary page on the ASTM website.4Available from Society of Automotive Engineers (SAE), 400 Commonwealth Dr., Warrendale, PA 15096-0001.5Available from Standardization Documents Order Desk, DODSSP, Bldg. 4, Section D, 700 Robb
16、ins Ave., Philadelphia, PA 19111-5098.6Available from Volvo Powertrain, North America, 13302 Pennsylvania Ave., Hagerstown, MD 21742.D5579 1224.6 The transmission is automatically cycled between low and high range until two unsynchronized shifts occur or the desiredlength of test is reached without
17、failure. The time required to shift from high range to low range is recorded each hour.4.7 At the conclusion of the test, the test parts are removed and visually inspected. The shifter fork and friction plates aremeasured again to determine wear.5. Significance and Use5.1 This test method is used to
18、 evaluate automotive manual transmission fluids for thermal instability, which results indeterioration of synchronizer performance.5.2 This test method may also be utilized in other specifications and classifications of transmission and gear lubricants such asthe following:5.2.1 (final API designati
19、on of PG-1),5.2.2 Military Specification MIL-L-2105,5.2.3 SAE Information Report J308 Axle and Manual Transmission Lubricants, and5.2.4 Mack Truck GO-H Gear Lubricant Specification.6. Apparatus6.1 Table 1 is a list of the make and model of recommended instruments and equipment.6.2 Test TransmissionT
20、he test transmission is a MACK T2180, configuration 11KBA51431 (see Fig. 1). Some parts in thetransmission are to be removed and some are to be added before testing, as listed in Table 2. The main box shift rail cover canbe replaced with an aluminum plate to facilitate transmission cleaning at end o
21、f test.6.3 Transmission MountsThe transmission is mounted as shown in Fig. 2.6.4 Oil-Circulating SystemThe system heats the oil to the specified operating temperature of 250 6 5F (121 C 6 2.7 C)and maintains this temperature throughout the duration of the test. The power density of the heater is not
22、 high enough to causedegradation of the oil (22 to 25 W/in.2(3.4 W/cm2to 3.9 W/cm2). The oil flow rate is between 6 and 10 gal/min (23 L/min to 38L/min). A layout of the oil-circulation system is shown in Fig. 3. A detailed drawing of the recommended oil heating chamber isTABLE 1 Recommended Test St
23、and ComponentsItem Manufacturer Part No.Panel MetersTailshaft rpm Newport P-6031D20DCountershaft rpm Newport P-6031D20DShift time Newport P-6031D20DCoast down time Newport P-6031D20DControl IndicationTemperature controller Omron ESEX-AFTemperature indicator Newport INF-0-0-0-0-JFCycle counter Reding
24、ton P2-1006-115ACCycle timer Omron H5BR-B-AC100-240T/C selector switch Thermo Electric 33112Oil psi gage/safety Murphy A-20EO, O-30 psiAir supply gage U.S. Gage P44U, O-160 psiAir regulator Norgren RO-8-300 RNMAShift solenoid Asco 8317G35, 3-waysolenoidMag. pickup Electro 3010AN12 VDC Power supply S
25、ola SLS-12-017Air pressure switch Penn P61AG-1RelaysAC Potter otherwise, install an inert (stainless steel) block in the transmission mainbox sump to raise the oil level. Route the oil lines so that they will empty completely when draining the system.6.5 Oil Return HoleA hole shall be drilled and ta
26、pped in the compound case for the oil to return after flowing through theheat exchanger. The location and size of this hole are shown in Fig. 5.6.6 Air Pressure ControlsThe transmission is shifted by air pressure applied to alternating sides of the range shift piston. Theair pressure is provided by
27、a pilot valve, which is cycled by a solenoid valve at a rate of 5 cpm. These cycles are recorded by acounter, which provides the cycles to mis-shift data for the pass/fail criteria of the test. A typical air control system is shown inFig. 6.6.7 Drive SystemIn the truck operation, opposing torques he
28、lp the synchronizer to complete the shift. In the test stand, thetransmission is driven from the rear by an electric motor and belt drive with no loading on the input pinion. The torques, therefore,NOTE 1Left side view.NOTE 2See Table 2 for references to letters in brackets.FIG. 1 Transmission Modif
29、ied for TestingTABLE 2 Transmission Parts to Be Added or Removed Before TestingNOTELetters in brackets, , refer to locations indicated on Fig. 1.Parts to Be RemovedRails, forks, springs, and ball from themainbox shift cover AAll main box gearing B:Main shaft gears and thrust washersCountershaft asse
30、mbliesSliding clutches Mack part numbers 320KB3136(2)320KB3137Aor Volvo part numbers 25101998(2)25503685Compound CSplitter clutch Mack part number 320KB3141Splitter piston Mack part number 336KC333 or Volvo part number 25125890Splitter fork Mack part number 575KB3378 or Volvo part number 25502825Bel
31、l Housing DAll clutch related partsShafts Mack part number 604KC277A,604KC34Bor Volvo part number 25085391 N/AYoke Mack part number 301KD43B or Volvo part number 25128328Parts to Be AddedSpeedometer plug Mack part number 37KC12 or Volvo part number N/ASpeedometer washer Mack part number 37AX419 or V
32、olvo part number 20704759Orifice to range valve Mack part number 63AX3466 or Volvo part number 25107528Replace cast iron piston housing coverwith fabricated steel cover ED5579 124are not present, and shifting can be delayed. To help the synchronizer shift smoothly without the opposing torque, a vibr
33、ation inthe drive line is intentionally excited. The driveline is set out of phase by rotating the yoke at one end of the shaft with respectto the other by a one spline tooth offset (22). The transmission output shaft is offset from the shaft of the motor or jack shaft,thereby placing the driveline
34、at an angle. A layout showing the offset of the transmission relative to the jack shaft is shown in Fig.2.6.8 InstrumentationSensors and displays, either on the test console or in a data logging computer, are to be supplied asfollows:6.8.1 Oil sump temperature,6.8.2 Countershaft speed,6.8.3 Tail sha
35、ft speed,FIG. 2 Typical Layout of Drive SystemFIG. 3 Schematic of Oil SystemD5579 1256.8.4 Air pressure (system),6.8.5 Air pressure (dynamic during shifting), and6.8.6 Coast down time.6.9 Thermocouple PlacementTransmission sump temperature is measured in the compound section of the transmission with
36、a thermocouple and conventional display equipment. Drill and tap the compound case to accept the thermocouple at a positionlocated along the centerline of the transmission 8.0 in. (203 mm) forward of the back wall of the main case. Position the tip ofthe thermocouple to extend 1.5 in. (38 mm) into t
37、he sump. As a means of ensuring that the oil is not exposed to excessive heatin the heater, place an additional thermocouple to measure the oil temperature leaving the heater as shown in Fig. 7.7. Reagents and Materials7.1 OilApproximately 12 gal (45.4 L) of test oil is required. The integrity of th
38、e test oil is the responsibility of the oil supplier.7.2 SolventUse only mineral spirits meeting the requirements of Specification D235, Type II, Class C for Aromatic Content(0-2% vol), Flash Point (142F/61 C, min), and Color (not darker than +25 on Saybolt Scale or 25 on Pt-Co Scale).(WarningCombus
39、tible. Health hazard.) Obtain a Certificate of Analysis for each batch of solvent from the supplier.NOTE 1Material 1018 is similar material.NOTE 2All dimensions are in inches, unless otherwise noted.FIG. 4 Typical Oil Heater ChamberNOTEFigure is not drawn to scale.FIG. 5 Oil Return Hole LocationD557
40、9 1268. Safety8.1 The following are suggestions of procedures and equipment that may assist in reducing safety hazards. No attempt has beenmade to address all possible safety problems. The user of this test method is responsible for establishing appropriate safety andhealth practices.8.2 The operati
41、ng of transmission tests can expose personnel and facilities to a number of safety hazards. Only personnel whoare thoroughly trained and experienced in transmission testing should undertake the design, installation, and operation oftransmission test stands.8.3 Each laboratory conducting transmission
42、 tests should have its test installation inspected and approved by its safetydepartment. Personnel working on the transmissions should be provided with the proper tools, be alert to common sense safetypractices, and avoid contact with moving or hot transmission parts, or both. Heavy-duty guards shou
43、ld be installed around thedriveline. When the test stand is operating, personnel should be cautioned against working alongside the transmission anddrivelines. All oil lines and electrical wiring should be properly routed and grounded, guarded, and kept in good order. Safetymasks or glasses should al
44、ways be worn by personnel working on the transmissions. Loose or flowing clothing, long hair, or otheraccessories to dress that could become entangled, should not be worn near rotating equipment.8.4 The external parts of the transmission and the floor area around the transmission should be kept clea
45、n and free of oil spills.In addition, the working area should be free of all tripping hazards. In case of injury, no matter how slight, first aid attention shouldbe applied at once and the incident reported. Personnel should be alert for leaking oil, which represents a fire hazard. Containersof oil
46、cannot be permitted to accumulate in the test area.8.5 A remote station for shutting off the motor, pump, and heater is recommended. Fixed fire-protection equipment should beprovided.8.6 Normal precautions should be taken when using flammable solvents for cleaning purposes. Make sure adequate ventil
47、ationis provided and fire-fighting equipment is immediately accessible.FIG. 6 Air Control and Supply SystemFIG. 7 Location of Oil Out-of-Heater Thermocouple, PressureRegulator, and SensorD5579 1278.7 It is recommended that safeties be provided to shut down the drive motor and oil heater when the fol
48、lowing conditionsoccur:8.7.1 Oil temperature in transmission sump becomes excessive,8.7.2 Oil temperature leaving the oil-heating chamber becomes excessive,8.7.3 Oil-circulating system loses pressure,8.7.4 Motor over-speeds or under-speeds, and8.7.5 The fire-protection system is activated.8.8 See Fi
49、g. 8 for a typical schematic of safety circuits.9. Preparation of Apparatus9.1 Cleaning of Parts:9.1.1 Transmission CaseThoroughly clean the transmission case with a cleaning solvent (see 7.2) to remove any oil, sludge,or varnish deposits remaining from the previous test and then air dry.9.1.2 Gears, Shafts, SynchronizerRemove all sludge, varnish, and deposits. Rinse with a cleaning solvent (see 7.2) and airdry.9.1.3 Heater, Oil-Circulating SystemFlush oil lines with a cleaning solvent (see 7.2) to remove any previous test oil and the
