GMW GMW16612-2013 DEXRON - Dry Dual Clutch Transmission (dDCT) Gear Box and Manual Transmission Fluid Issue 3 English.pdf

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1、 WORLDWIDE ENGINEERING STANDARDS Material Specification GMW16612 DEXRON - Dry Dual Clutch Transmission (dDCT) Gear Box and Manual Transmission Fluid Copyright 2013 General Motors Company All Rights Reserved December 2013 Page 1 of 18 1 Scope 1.1 Material Description. This specification covers a flui

2、d intended for use worldwide in GM manual and dry dual clutch transmissions (dDCT) as initial and top off fill for the gear box. 1.2 Symbols. Not applicable. 1.3 Typical Applications. GM manual and dry dual clutch transmissions. 2 References Note: Only the latest approved standards are applicable un

3、less otherwise specified. 2.1 External Standards/Specifications. ASTM D92 ASTM D1193 ASTM D4739 ASTM D7043 ASTM D97 ASTM D1298 ASTM D5185 CEC L-45-99 ASTM D130 ASTM D1418 ASTM D5293 CEC L-48-A-00 ASTM D412 ASTM D2240 ASTM D5800 CEC L-084-02 ASTM D445 ASTM D2270 ASTM D6082 FED-STD-791 ASTM D471 ASTM

4、D2983 ASTM D6304 ISO 37 ASTM D664 ASTM D4289 ASTM D6594 SAE J2643 ASTM D892 ASTM D4629 ASTM D6922 2.2 GM Standards/Specifications. GMW3059 2.3 Additional References. All GM DEXRON testing forms, including Form A, are available from the Team Leader for Service Parts Engineering and DEXRON Licensing o

5、r the GM Automatic Transmission Fluid (ATF) and Gear Oil Committee Chairman, via GM Supply Power at: ( a schematic drawing of the test rig is shown in Figure C5. Table C6: Specifications of Standard-Synchronizer-Test-Rig ZF/FZG SSP180 Friction torque (syncro ring) TR 400 Nm Axial force Fa 4000 N Mom

6、ent of Inertia Clutch side (to be synchronized) Jk = 0.04 to 0.4 kgm2 Vehicle side J0 = 1.75 kgm2 Differential speed n0 3000 rpm Optional n0 5000 rpm A complete synchronizer device, including synchronizer I (gear and blocker ring), synchronizer II (gear and blocker ring) and one common sliding sleev

7、e and synchro hub are mounted to the test rig. Copyright General Motors Company Provided by IHS under license with General Motors CompanyNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-GM WORLDWIDE ENGINEERING STANDARDS GMW16612 Copyright 2013 General Motors Compan

8、y All Rights Reserved December 2013 Page 16 of 18 Figure C5: Schematic Drawing of the Standard-Synchronizer-Test-Rig ZF/FZG SSP180 Gear of synchronizer I is fixed to the housing; gear of synchronizer II is connected to flywheel via a hollow shaft. Gear II is rotating with constant speed, the initial

9、 differential speed n0 for both synchronizers. The test rig is driven by a variable speed Alternating Current (AC) Motor via belt drive to flywheel (inertia J0), which keeps speed nearly constant during synchronizing (simulation of vehicle mass). Initial speed n0 can easily be varied by varying moto

10、r speed. Synchro hub is mounted on center shaft which is engaged with a second flywheel. This flywheel simulates the inertia, which has to be synchronized (inertia of clutch disk, shafts and gears in the gear box). This inertia can -referring to the conditions in gear boxes - easily be changed by us

11、ing disks of different size. Synchronizers I and II are activated by alternating operation of the sliding sleeve. Hereby, in a preselected cycle of time, the flywheel is accelerated to speed n0 by synchronizer II and decelerated to standstill by synchronizer I. The required axial force is applied by

12、 hydraulic cylinder and transmitted to sleeve via rotating levers. Increase and maximum of load, as well as shifting speed, are adjustable. Alternatively, force of the hydraulic cylinder can be applied to sliding sleeve by a linearly guided rod by use of the original shifter fork. The test rig is wo

13、rking with oil injection. The oil flow is measured and observed, the oil temperature is controlled by a thermostat. The test rig is operated by an electronic control system which checks all critical parts and runs the rig automatically 24 h per day. When clashing occurs, the test rig is switched off

14、 by a vibration detector. Measured Signals: The available measured signals of the Standard-Synchronizer Test-Rig SSP180 are listed in Table C7. Shifting force FS is detected by a load cell at the hydraulic cylinder. To be able to calculate the coefficient of friction axial force Fa and friction torq

15、ue TR are measured directly at the stationary synchronizer I (Figure C1). Speed of center shaft is detected by a Direct Current (DC) tachometer which is driven by belt. By means of an inductive sensor, the travel of the sliding sleeve is measured during synchronization. The measured signals of each

16、single shift are recorded by a data acquisition board which is located in a computer. The data Copyright General Motors Company Provided by IHS under license with General Motors CompanyNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-GM WORLDWIDE ENGINEERING STANDAR

17、DS GMW16612 Copyright 2013 General Motors Company All Rights Reserved December 2013 Page 17 of 18 are evaluated and displayed graphically by a computer program. Hereby, direct control of the test rig can be done by the operator. Data of preselected shifts are stored for subsequent analysis and docum

18、entation. The software supports two different ways of plotting: Signal Curves of Single Shift: Display of n, Fa, TR, s, and of one single shift within the test run versus sliding time (t) (Figure C6). Trend Display: The average values of the signals Fa, TR, s and during synchronization are plotted v

19、ersus number of shifts. The axial position of the sliding sleeve during synchronization is corresponding with axial wear within the test (Figure C6). Table C7: Measured Signals of Standard-Synchronizer-Test-Rig SSP180 Copyright General Motors Company Provided by IHS under license with General Motors

20、 CompanyNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-GM WORLDWIDE ENGINEERING STANDARDS GMW16612 Copyright 2013 General Motors Company All Rights Reserved December 2013 Page 18 of 18 Figure C6: Trend Plot of Endurance Test (Brass Synchronizer Ring; EP Oil) Copyright General Motors Company Provided by IHS under license with General Motors CompanyNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-