ASTM D5579-2014 Standard Test Method for Evaluating the Thermal Stability of Manual Transmission Lubricants in a Cyclic Durability Test《循环耐久性试验中人工传动装置润滑油热稳定性评定的标准试验方法》.pdf
《ASTM D5579-2014 Standard Test Method for Evaluating the Thermal Stability of Manual Transmission Lubricants in a Cyclic Durability Test《循环耐久性试验中人工传动装置润滑油热稳定性评定的标准试验方法》.pdf》由会员分享,可在线阅读,更多相关《ASTM D5579-2014 Standard Test Method for Evaluating the Thermal Stability of Manual Transmission Lubricants in a Cyclic Durability Test《循环耐久性试验中人工传动装置润滑油热稳定性评定的标准试验方法》.pdf(20页珍藏版)》请在麦多课文档分享上搜索。
1、Designation: D5579 13D5579 14Standard 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 adoption or, in
2、 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 heavy duty manu
3、al 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 of test result
4、s 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 be necessary
5、 due to refinements in the procedure, obsolescence of parts, or reagents, andso forth. These changes will be incorporated by Information Letters issued by theASTM Test Monitoring Center (TMC).2 The testmethod will be revised to show the content of all the letters, as issued.1.5 The values stated in
6、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, SI units are o
7、mitted.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 use.1.7 This t
8、est method is arranged as follows:1 This test method is under the jurisdiction ofASTM Committee D02 on Petroleum Products, Liquid Fuels, and Lubricants and is the direct responsibility of SubcommitteeD02.B0.03 on Automotive Gear Lubricants or when shifting from low range to high range, for the count
9、ershaft speed to decrease from(1700 to 500) r/min.3.2.6 synchronizer, na pack of friction and reaction plates used to match the speeds of the low- and high-range gears prior toengagement.3.2.7 unsynchronized shift, na shift in which the speed of the mating gears is not matched to the speed of the tr
10、ansmissionoutput 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, includi
11、ng measured 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 t
12、he test 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.4.6 The transmission is automatically cycled between low and high range until two unsynchronized shifts occur or the desiredlen
13、gth of test is reached without 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 Use
14、5.1 This test method is used to 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 follo
15、wing:5.2.1 (final API designation 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 e
16、quipment.6.2 Test TransmissionThe 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
17、 transmission cleaning at end of 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 pow
18、er density of the heater is not high enough to causedegradation of the oil (22 to 25 W/in.2 (3.4 W/cm2 to 3.9 W/cm2). The oil flow rate is between 6 and 10 gal/min (23 L/min to38 L/min). A layout of the oil-circulation system is shown in Fig. 3. A detailed drawing of the recommended oil heating cham
19、beris shown in Fig. 4. The total oil capacity of the test system is 5.25 gal (19.87 L) with the oil level in the transmission at the loweredge of the fill hole. If the system capacity is too small, increase by lengthening oil hoses. When the system capacity is too great,decrease by shortening hoses,
20、 if it is practical to do so; 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 HoleDrill and tap a hole in the compound case for the oil to retur
21、n after flowing through the heat exchanger.The location and size of this hole are shown in Fig. 5.D5579 1436.6 Air Pressure ControlsThe transmission is shifted by air pressure applied to alternating sides of the range shift piston. Theair pressure is provided by a pilot valve, which is cycled by a s
22、olenoid 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 help the synchronizer to complete the s
23、hift. 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,are not present, and shifting can be delayed. To help the synchronizer shift smoothly without the opposing torque, a vibration inthe drive
24、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 at an angle. A lay
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