Getting into Gear
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Introduction
1 Introduction to Gears
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5 Afton® Gear Range
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What do additives do? Additives – which, what and how? Afton® product range summary Product benefits Afton® Gear service fill approvals The Axcel® family A selection of our products There are many reasons to choose Afton® Gear Viscosity classification for gear oils Typical axle and manual transmissions formulations
Gear functions Gear types Gear properties Gear applications
2 Manual Transmissions Explained
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Why do we need a transmission? How does a manual transmission work? How does gear selection work? How do synchronisers work?
3 Axles Explained
6 Specifications 25
Axles and differentials explained Understanding gear ratios Why do we need a differential? How does a differential work? Differential types
4 Market Trends
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The market in numbers Fascinating facts Key trends
Contents
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Specification comparison Gear tests explained
7 Appendices
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Driveline dictionary Acronyms answered Gear terminology explained Base stocks explained Base stock comparisons
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Getting into Gear
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Contents
Universal (STOU)
Transmission & Hydraulics (UTTO)
Mining & Construction (TO-4)
The Afton Driveline range of lubricant additives covers Automatic Transmissions, Automotive Gear and Off Road applications. Off Road
This book focuses on Automotive Gear Oils: the different types of gears, applications, market trends in hardware and fluids; and the additives and specifications for manual transmissions and axles.
Driveline
It is designed for our oil company partners, our distributors, the OEMs and our internal staff. Indeed it’s for anyone who wants to find out why Afton Chemical is Getting into Gear™.
Step-type Automatic Transmissions
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Introduction
Automatic Transmission Fluids
Continuously Variable Transmissions
Double Clutch Transmissions
Automotive Gear Oils
Power Steering
Manual Transmissions
Axles
Getting into Gear
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Introduction
Introduction to Gears
Getting into Gear
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Transfer power from one axis to another Reduce/increase motor speed so as to increase/reduce torque Change the direction of rotation Move rotational motion to different axis Synchronise rotation of more than one axis
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1 1 Introduction to Gears
Getting into Gear
The primary functions of gears are to:
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Gear functions
Getting into Gear
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1 Introduction to Gears
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Gear types
Spur Spur gears have straight teeth that are cut parallel to the gear axis They rotate on parallel shafts with a predominantly rolling contact between the teeth, and are the simplest and cheapest of gear designs Spur gears are good for low to moderate speeds and loads But they tend to be noisy and have limited load carrying capability
Helical Helical gears have teeth cut parallel to each other, but at an angle to the gear face They rotate on parallel shafts and have a greater sliding contact They offer less noise and stress as teeth engage gradually with more than one tooth in contact The greater contact area supports higher loads and speeds
Herringbone Herringbone gears have two sets of angled teeth in an opposing ‘V’ formation, eliminating side thrust They rotate on parallel shafts There is low noise and stress as teeth sets engage gradually, with a sliding as well as a rolling contact
Helical gears are more complex and expensive than spur gears
Herringbone gears are best for very high loads and speeds when using parallel shafts
Side thrust is also an issue causing gears to load the bearings axially
They are more complex and expensive to manufacture than helical gears
Gears are used in a wide variety of automotive applications
GEAR TYPE
Worm
Automotive Applications
Automotive Use
Herringbone
None
Hypoid
Front and Rear Drive Axles
Bevel/Spiral Bevel
Axles and Differentials
Helical
Manual Transmissions, Transfer Cases, Rack and Pinion Steering
Planetary
Automatic Transmissions, Off Road Reductions, Axle Hub Gear Reductions, Overdrives
Worm
Some Steering Systems, Low Speed Transmissions and Axles
Spur
Some Reverse Gears, Heavy Duty Engine Timing
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shafts at other
1 Introduction to Gears
Industrial Use
Getting into Gear
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Gear applications
Manual Transmissions Explained
Getting into Gear
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Vehicles need transmissions to: Transmission
Transfer power from the engine to the driveshaft and the differential, in order to rotate the wheels
Rear Wheel Drive
Vary the torque, speed and direction by changing the gear ratios Allow the engine to operate at its optimum efficiency where fuel consumption is minimised
Manual transmissions explained
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In a manual transmission, gears are changed by the vehicle operator. This is achieved by using a clutch to disengage the engine and a gear stick to change the gear. Within the transmission the gears themselves are predominantly helical as they are more durable than spur gears and also operate more smoothly and quietly.
2 Manual Transmissions Explained
Engine
Drive Axle with Differential Driveshaft
Getting into Gear
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Why do we need a transmission?
Axles Explained
Getting into Gear
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3 Axles Explained
Understanding gear ratios
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Getting into Gear
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The gear ratio is the ratio between the number of teeth on two different gears. For example, the drive axle of a vehicle will have a gear ratio that expresses the number of ring gear teeth to each pinion gear tooth. As different vehicles have different uses, engines, wheel size and so on, they in turn require a different gear ratio in the axle to tailor the drivetrain to its role.
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Market Trends
Getting into Gear
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Afton® Gear Range
Getting into Gear
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Additives are designed to improve the inherent properties of the base oil, either by: modifying the oil protecting the oil protecting the metal surfaces
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Axle oils lubricating hypoid gears require a high level of EP (Extreme Pressure) protection. EP performance is usually provided by a sulphur source which can cause copper corrosion and oxidation problems, hence the need for adding corrosion inhibitors and anti-oxidants.
5 Afton® Gear Range
Hypoid gear oils also have components in the additive package to prevent wear and rusting, and may contain dispersants which help to solubilise sludge formed by acidic breakdown of the oil through oxidation.
Specific Needs Anti-wear properties Unique friction characteristics for shifting clutches and synchronisers
Manual Transmissions
Common Needs Cooling, heat dispersion Provide correct friction Anti-oxidation/thermal stability Anti-corrosive/rust inhibition Anti-foaming Shear resistance Suspend dirt Efficiency/fuel economy Bearing and seals protection Long lifetime Pitting protection
Manual transmission additives contain some similar components to axle oils but with a lower level of EP protection and more anti-wear. This is due to the different gear types used in the transmission which are generally operating under different lubrication regimes due to more rolling and less sliding in the gear tooth contact.
Axles
Specific Needs Extreme pressure properties Increased frictional characteristics needed for limited slip differentials
Getting into Gear
In automotive applications, base oils alone are no longer sufficient to meet today’s lubrication requirements, either because they are not able to perform satisfactorily or to perform for long enough.
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What do additives do?
from all leading OEMs; logistics benefits via a boostable approach; and the most cost effective treat rates on the market
Axcel® S is:
– ZF TE-ML12E at 4% wt. – lowest treat rate – MAN 342 M-2 (160,000km drain) at 4% wt. – lowest treat rate – GL-4, GL-5, MAN & ZF (~70% of the market) – lowest treat rate – a unique ‘booster’ approach for Scania, limited slip, MTF and MIL-E approvals H iTEC® 369 has a SAE J2360 approval with a 6% wt. treat
– lowest treat rate
HiTEC® 343 is the best selling, most widely approved multi-functional
(Automotive & Industrial) additive in the world
HiTEC® 349 is our new ZF TE-ML 02B MTF additive with 3.6% wt. treat
– lowest treat rate
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5 Afton® Gear Range
Getting into Gear
The Axcel® family of core additives and boosters: approvals
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There are many reasons to ® choose Afton Gear
Specifications
Getting into Gear
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W-90 W-140 W-90
explained CRC L-20
API GL-4 gear oil test
Evaluates load carrying, wear, stability and corrosion properties under low speed and high torque conditions
CRC L-33-1 (ASTM D7038)
Gear oil corrosion test
Evaluates rust and corrosion inhibiting properties of a gear lubricant, when subjected to water contamination and elevated temperature
CRC L-37 (ASTM D6121)
High torque axle test
Evaluates the load carrying, wear and EP characteristics of gear lubricants under low speed and high torque conditions
CRC L-42 (ASTM D7452)
High speed shock axle test
Evaluates the anti-scoring characteristics of a gear lubricant under high speed and shock loading conditions
CRC L-60 and L-60-1 (ASTM D5704)
Thermal oxidation stability tests
Determines the deterioration of lubricants under severe oxidation conditions
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6 Specifications
This is now the only test available to evaluate API GL-4 gear oils. The test, which is run on a modified L-37 stand, evaluates load carrying, wear, stability and corrosion characteristics under conditions of low speed and high torque. The L-20 test is run for 30 hours with the oil cycled between 93 and 121°C with a speed of 62rpm and 1346 lb ft of torque. Gears are inspected after run-in (when the oil reaches 60°C) and at the end of the test. CRC L-33-1 (ASTM D7038) This test evaluates the rust and corrosion inhibiting properties of a gear lubricant when subjected to water contamination and elevated temperature. A differential unit is cleaned and filled with 1,200 ml of oil and 30 ml of water and motored for 4 hours at 82.2°C. The complete differential is then stored at 51.7°C for 162 hours in an environmental box. At the end of the test the unit is disassembled and rated for corrosion, sludge and other deposits.
Getting into Gear
J2360
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Gear tests
CRC L-20
Appendices
Getting into Gear
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Getting into Gear
Brightstock
High-viscosity oil, highly refined and dewaxed, produced from residual stocks; used for blending with lower viscosity oils
Air that is trapped within the oil under operating conditions
C orrosion inhibitor
An additive component that helps to prevent rust and corrosion of metal parts
An additive to suppress the foaming tendencies of lubricants in service
D ifferential
A device that allows the wheels to rotate at different speeds, e.g. when cornering.
Anti-oxidant
An additive component that reduces the tendency of the base oil to degrade at elevated temperatures
Dispersant
An additive for minimizing sludge formation, wear, viscosity increase and oxidation related deposits
Anti-wear agent
An additive component which forms a thin film on highly loaded parts to prevent metal to metal contact
Drain interval
The distance between OEM recommended service intervals
Automated Manual Transmission
A manual transmission where gear changes are controlled by hydraulic/ electronic means rather than mechanical
Double Clutch Transmission (DCT)
A type of Automated Manual Transmission that uses two clutch systems working in tandem.
Automatic Transmission (AT)
A transmission system that can change between gear ratios automatically as the vehicle moves.
E xtreme Pressure (EP) Additive
An additive component that prevents sliding metal surfaces from seizing under conditions of extreme pressure
B ase stock
The base fluid, usually a refined petroleum fraction or a selected synthetic material, into which additives are blended to produce finished lubricants
F actory Fill (FF)
Lubricant supplied to the OEM for the initial oil fill
Flash point
The minimum temperature at which a fluid will support instantaneous combustion (a flash) but before it will burn continuously (fire point)
A dditive
Any material added to a base stock to change its properties, characteristics or performance
Air entrainment Anti-foam agent
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Driveline dictionary
7 Appendices
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www.aftonchemical.com ©2015. Afton Chemical Corporation is a wholly owned subsidiary of NewMarket Corporation (NYSE:NEU). Afton®, Axcel®, HiTEC®, Getting into GearTM and Passion for SolutionsTM are trademarks owned by Afton Chemical Corporation. Printed UK 06/15 (Version 2)
Getting into Gear
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