CAS Automatic Tranmission Fluid - Ir Mohamad Surif Abdul Wahab

1

Automatic Transmission FluidTrend and Specification

May 2011

Ir. Mohamad Surif Abdul WahabTechnical Service Group

BP Castrol Lubricants Sdn Bhd

Prepared by Ir Mohamad Surif Abdul Wahab

Map Of The PresentationAutomatic Transmission

Why do transmission need dedicated lubricants?

Types of Automatic Transmission System

Global trends

Functions of ATF

Specification

2


Automatic Transmissions

To provide a methodOf disconnecting the

power train from engine

To provide torque multiplicationWhen greater driving torque

Is required at the wheels thanIs available from the engine

To provide method of reversingThe drive

To provide gears change automatically

According to the vehicle’s Acceleration And road speed

To provide smoother and More hassle freeDriving condition


Continuously Variable

Transmission (CVT) gearboxes

Automatic Manual Transmission

Fully automatic gearboxes

Dual Clutch Transmission

Types ofAT System

Types of Automatic Transmission System

3


Output

Torque Convertor

Hydraulic Block

Bands & Clutches

EpicyclicGearset

Main Automatic Transmission Components

Input


The Component Difference

Continuous variable Transmission (CVT/IVT)

Dual Clutch Transmission (DCT/DSG)

Sequential Manual Transmission (SMT/AMT)

Traditional Automatic transmission

Electronic Clutch control

Belt/

Toroidal

Manual/

Helical gear set

Planetary gear set

Torque Converter

4


Automatic Manual Transmission

1. Operates similarly to a manual transmission.

2. It does not require clutch actuation or shifting by the driver.

3. Automatic shifting is controlled electronically (shift-by-wire) and performed by a hydraulic system or electric motor.

Passenger Car:-1. Tiptronic (manumatic)2. Vacamatic (preso Matic)3. Electro Matic4. Autostick5. Citro-Matic/Traffic Clutch6. Honda Matic

Truck, Lorry and Busses:-1. I-Shift for Volvo2. ASTronic – ZF3. Autoshift – Eaton


Dual Clutch transmission

Getrag-Sdrive-M Dual Clutch T

BrogWarner-DCCT (dual dry clutchtrans)

Getrag- PowerShift- C-Max

Getrag- PowerShift

Getrag-SpeedShift

Getrag-Twin Clutch SST

BorgWarnerBorgWarner-Direct Shift Gearbox-S-Tronic

5


Car Segment and Automatic Transmission

CVT-Continuous variable

AT-Step type automatic

DCT-Wet Double Clutch

AMT-Automated Manual

Light Commercial

Sport

Cars

Luxury

Cars

Medium

Cars

Micro/Small Car


Geographical differencesEuropeJapanNorth America

• Both N American and Euro OEM specs are important (ZF, DC,VW, GM, Voith & MAN)

• Japanese OEM specs dominate (Toyota, Aisin, JATCO, Honda)

• N American OEM specs dominate (GM, Ford, DC)

OEM influence

• Commercial vehicle ATF bigger due to volumes & service fill

• Service fill volume smaller than factory-fill

• Passenger car needs dominate product definition

Segment trends

• Low• Significant (~30% PC) and growing

• Very lowCVT market

penetration

• Low (varies between countries, overall average ~15%)

• High (>90% in pass cars)

• High (>85% in pass cars)

Automatic market penetration

6


Development of Automatic Transmission Technology

1948–Present Conventional Or Stepped Transmission (AT)

Mid 1990’s Belt Drive Continuously Variable Transmission(CVT)

20026-Speed ConventionalAutomaticTransmission (AT)

2004Dual Clutch Transmission (DCT


Driveline Fluids - Global Trends

Fuel economy gains;-• adding more gear ratio• reducing parasitic loss in

hydraulics• increasing use of slipping

torque converter clutch

Emission reduction:-• Increasing gear ratio• better control of gear shift points• Optimizing engine operation without

compromising performance

Cost effectiveness;-• More OEM development

partnerships.• improved longevity of materials• maximizing production volumes.• building on

components/technology already in production (e.g. AMT, DCT)

Power train integration;-• More manufacturers developing hybrids

instead of isolated transmissions.• Increasingly, engines are being matched

with particular transmission types from the design stage.

Size and weight;-• Innovative set up of

planetary gear sets• Lighter weight materials• Stronger materials• Mechatronic advances

Drive comfort;-• Responsive shifting/gear skipping• Smooth torque transfer• Improved electro-hydraulic control• Reassuring feel and noise

7


Lubrication development trends

Future

Current• Wear protection• High thermal stability• Corrosion protection• Friction durability• Shear stability• Cold flow

Future•• Even stronger antiEven stronger anti--wear/EP requirementwear/EP requirement•• More flexible friction characteristicsMore flexible friction characteristics•• Compatible with new friction materials/Compatible with new friction materials/

clutches/componentsclutches/components•• Maintain anti corrosion/hydraulic Maintain anti corrosion/hydraulic

propertiesproperties•• Friction characteristics for CVT technology Friction characteristics for CVT technology

to reduce clamping forcesto reduce clamping forces•• Improved traction fluids for toroidal Improved traction fluids for toroidal

variatorsvariators


Fuel Economy Impact

8


Correct friction coefficient to respond to specific materials Displace from discs at the proper time

Offer stability against oxidationDissipate generated heat

Minimize foam and wearAct as hydraulic fluid

Have good detergency in order to keep pieces free of varnish and mud

Lubricate all components

Have high pump ability in cold temperaturesCirculate quickly in cold temperatures

Maintain thermal stability Transfer force

Be compatible and not corrosive with parts and materials

Provide proper friction for specific materials in each transmission

ATF requirements The function of Oil in Automatic Transmissions


Typical formulations

0.02-0.03%Red dye0.001-3.0%0.001-3.0%Seal swell agents

0-0.3%0-0.3%Anti foam agents0.1-0.5%Pour Point Depressant

0.2-0.4%0.2-0.4%Corrosion Inhibitor3.0-20.0%3.0-20.0%Viscosity Index Improver0.2-1.0%0.2-1.0%Anti oxidant

2-6%2-6%Dispersant0.3-1.0%0.3-0.8%Friction modifier/Controller

0.5-2.0%0.5-1.5%Anti wear/EP agent65-90%65-90%Base oil

DCTATFTypical Formulation

9


Why do transmissions need dedicated lubricants

• Friction-which needs to be optimized to satisfy specific requirements of friction elements such as synchronizers, clutch linings and brake bands.

• Friction retention and resistance against oxidation under extreme thermal conditions.

• Shear stability-to withstand rigorous shearing in gears and pumps

• Air release and foam control.

• Cold flow properties-for easy gear change and hydraulic functioning at low temperature.


Frictional Properties

Clutch driven plate with ceramic facing

1. Asbestos based linings• Are woven variety. Made from asbestos fiber

spun• The highest working temperature 260 deg C.

2. Asbestos substitute friction material-Kevlar• Lighter• Good grip characteristic• Working at high temperature 500 deg C

3. Metallic friction material• Moderately successful• Made of Sintered Iron or Copper based

sintered bronze. Produce from powder known as sintering process.

• Operate at high temperature• Greater torque capacity and have extended life.• Disadvantage – high inertia, expensive.

4. Cerametallic friction material• Popular for heavy duty clutches.• Made of ceramic and copper.

10


Oxidation Stability

Oxidation of the fluid can increase;-

• High temperature and low temperature viscosity of the fluid.

• Cause the formation of sludge, varnish and particulate matter

• Cause corrosion of bushings, thrust washers and bearings

• Cause degradation of elastomeric seals.

Oxidation Test

ABOT ISOT DKA


FoamExcessive foam in transmission can be very detrimental to transmission function and to safety.

Foaming also cause;-

• Premature failure of the clutch due to lack of proper apply pressure.

• Heat capacity of the ATF to be reduced (hence less effective in removing heat from clutches and other parts)

• Increase ATF volume

11


Compatibility with Organic Materials1. ATF can interact with a seal material in several ways which

can be detrimental. It can either swell or its can shrink the elastomer.

2. A different types of elastomer are used in transmission including;-• Silicone• Nitrile• Polyacrylate• Fluorocarbon types (e.g. Viton)• And others

3. Transmission fluid are generally tested for seal compatibility by soak test such as ASTM D471


Corrosion Protection1. Most ATFs contain specific anticorrosion agents to retard

the rusting of ferrous alloys, and the corrosion of copper, zinc, lead and tin.

2. The tests used to measure anticorrosion for ATF are the ASTM D665 and the ASTM D1748 humidity cabinet for rust of ferrous alloys and the ASTM D-130 for copper corrosion.

12


Antiwear• Prevent wear in multiple parts including vane and gear

pumps, one way clutches, planetary gearsets, bushings, bearings, thrust washers, and power transfer chains.

• ATF wear test include FZG four square gear test and test to measure wear of a sprag type one way clutch.

• Earlier ATFs used ZDDP antiwear technology.

• After 1980, use metal free antiwear agents employing combination of phosporous, boron and sulfur materials.


Independent Manufacturer of vehicle transmission

1. Aisin2. Jatco

1. AisinJapan

1. Allison (GM)2. Twin Disc

1. Aisin2. Borg WarnerUSA

1. ZF2. Voith3. Renk

1. ZF2. Borg Warner3. General Motors

Western Europe

Commercial Vehicle Automatic

Passenger car automatic

13


Service fill specification

• Allison TES 295

• Allison TES 353

• Allison TES 389

• JASO 1A Cover most OEM service fill

Passenger CarsJatco

• Prior to 1977 – Type F

• 1978 – 1980 – Type CJ

• 1978 – Mercon

• 1996 – Mercon-V

• 2004 – working on next generation ATF

Passenger CarsMercon®

• 1967- Dexron introduced

• 1973 - Dexron II

• 1990 – Dexron IIE

• 1994 – Dexron IIIF

• 1997 – Dexron IIIG

• 2003 – Dexron IIIH

• 2005 – Dexron VI

• Dex-CVT

Passenger Cars

Commercial Vehicles

Dexron®

Allison

RemarksScopeSpecificationOEM



• Special specification for CVTsDex-CVT®

• Initially released in 2005, this is a special low viscosity fluid which will replace Dexron®-III in all GM manufactured automatic transmissions. It has a very long oil drain capability of up to 400,000km.

Dexron®-VI

• For many years it was in “F” and “G” specifications, which had the same low temperature characteristics as the IIE version, but with modifications to antioxidancy and friction material.

• The 2003 IIIH specification was for 160,000km drain intervals and extended durability and superseded “G”. This specification became obsolete at the end of 2006.

Dexron®-III

• A development that had better low temperature properties than IID. Now superseded.

Dexron®-IIE

• Now obsolete as far as General Motors is concern, it was the closest we had to an industry specification.

• Indeed, it formed the basis of many other OEM ATF specifications. It is still used by GM Europe up until recently and by other European and some Japanese OEMs.

Dexron®-IID

• The original fluids. They came out on 1949 and 1957 respectively and are long obsolete.

Type A and Type Suffix A

RemarksGeneral Motors Specification

14



• Special fluid for Ford Autralia that uses the BTR 4 speed automatic models, 85/91/95LE. Modified Dexron®-IID type.

BTR 5M-52

• Both fluid are low viscosity fluids. Mercon® -SP was based around a ZF specification and was used in six speed automatic transmissions, for both front and rear wheel drive. LV was introduced in 2007 and Ford plan to make it backwards compatible.

Mercon®-SP and Mercon® -LV

• This is the first Mercon® fluid not satisfied by a standard Dexron® type fluid. Ussualy semi or fully synthetic, it has more severe requirements on friction, fluidity, shear loss and oil drain. While fluids meeting Mercon®-V must pass Dexron®-III initially, they are then subjected to many other tests. Updated in mid 2008.

Mercon®-V

• Special specification for CVTsMercon®-C

• The original Mercon® fluids were again satisfied by Dexron®-IID and the revised Mercon® -IV fluids by Dexron®-IID/E and Dexron®-III. Now obsolete.

Mercon®

• Introduced to deal with problems with the C-6 and C-5 transmissions, these are satisfied by Dexron®-IID

M2C138-CJ and M2C166-H

• F came out for the USA and G for Europe. These are non-friction modified fluids and as such cannot be used in most transmissions.

M2C33-F and M2C33-G

RemarksFord Motor CompanyOEM



• For CVT236.20

• Fro 7 speed Mercedes automatics (NAG-2)236.12

• For 5 speed ZF automatics used by Mercedes Benz236.11

• For 5 speed Mercedes EC3 transmission (NAG-1)236.10

• Long drain fluid usually a Dexron®-III type with more severe shear stability limits.

236.9

• Most common ones used, and satisfied by Dexron ® -IID236.6, 236.7

• Older specification used in power steering and manual transmissions, although it is also used in some MAN automatics and in the Differential Lock in UNIMOG

236.2

• For MB, Allison and ZF transmissions236.1

RemarksMercedes BenzOEM

They have the 236.x series of approvals. Some are Dexron® -IID/III type and some are not. With some of the newer transmissions, highly specific products are used.

15



• Fully synthetic, Dexron®-II/III type, 5.7 cSt after shear 120,000km drains.

TE-ML 14C

• Part synthetic Dexron®-III type, 5.3 cSt after shear, 60,000km drains

TE-ML 14B

• Full mineral, Dexron®-IID/III type, 5.3 cSt after shear, 30,000km drains.

TE-ML 14A

• Contains the special products listing for many passenger car automatic transmissions (such as MB 236.11 type) and also for where automatic transmission fluids are used in manual transmission.

TE ML-11

RemarksZFOEM

ZF stands for Zahnradfabrik Friedrichshafen a large transmission make and supplies to many car and trucks OEMs.



• A more developed version with better low temperature properties and longer drain life and shift durability. Semi-synthetic at minimum.

MM SP 3

• Dexron® -III fluidity but with different frictional characteristics

MM SP and MM SP2

RemarksMitsubishiOEM

• Introduced in 2006 to cover Dexron®-III applications.TES 389

• Special formulation-specific, PAO based fluid for heavy duty applications.

TES 295

• Designed for heavy duty transmissions in commercial and off highway vehicles. ATFs and special fluids are qualified against it. Supersedes C-3

C-4

RemarksAllisonOEM

16



• Specialised fluid for Caterpillar units. Oils meeting TO-4 and C-4 find wide application in heavy duty construction equipment manufactured by many OEMs such as Komatsu. Also used in manual transmission.

TO-4

RemarksCaterpillarOEM

Other OEM Specification

G607, G1363Voith

TII, TIII, TIV, WSToyota

MIII, MIV, MVMazda

Nissanmatic C,D,J,KNissan

ATF 96, Z1Honda

SpecificationOEM


Dexron® IIIH and Dexron® IIIG

These tests show an approximate 50% to 60% increase in test requirements from Dexron IIIG to pass the Dexron IIIH. Oils that pass the Dexron IIIH will be much better service fill oils than were the Dexron IIIG oils.

The new H spec also introduced new tests: a low speed carbon fiber friction test (to measure anti-shudder properties), and an aeration rig test. In addition, some new elastomer were added to the seal compatibility tests.

• 450 hrs

•

• 300 hrsTHOT Oxidation Test

• 32,000 cycles

• The cycling test (shift feel) had an increase of 60%

• 20,000 cyclesTHCT Cycling Test

• 150hrs

• This is a 50% increase in test hours.

• 100hrsPlate Clutch Friction Test

• The smaller weight lost, the better the oil did it's job. This is 50% decrease in wear test criteria

• 10mg

• 15mgVane Pump Wear Test

Dexron® IIIHDexron® IIIG

17


ATF Specification GMShear Stability

Oxidation StabilityWear Control

Friction Durability

Foam/Aeration Control

Film Strength

DEXRON IIIG

DEXRON IIIHDEXRON VI


ATF Specification

5.5 minn/an/an/aKinematic viscosity at 100 deg Celciusafter40 hour KRL shear, sCt

15,000 max20,000 max20,000 max50,000 maxBrookfield viscosity at -40 deg Celcius, mPa.s

6.4 maxReportReportReportKinematic viscosity at 100 deg Celcius, cSt

101063Seals tests

>ReferenceReportn/an/aAeration test, new and aged

2.003.253.257.00TAN increase, max

450450300300Oxidation test, hours

150100100n/aBand friction test, hours

200150100100Plate Friction test, hour

42,00032,00020,00020,000Cycling test, cycles

Dexron® VIDexron® IIIHDexron® IIIGDexron® IIDTest

18


Test Parameter for ATF

888885.6Energy per engagement (l/cm2)S-F-S-S-F-SS-F-S-S-F-SS-F-S-S-F-SPlate configuration

443Cycle rate (cycles/min)305 + 5305 + 5600Fluid volume (ml)135 + 2115 + 3140Fluid temp (0C0275 + 5275 + 5345Clutch apply (kPa)

360036003600Motor Speed (rpm)0.70 + 0.130.70 + 0.131.02+ 0.13Clutch pack clearance (mm)

207402074027000Clutch release (kPa)200001500018000Test length (cycles)

8363100Test length (h)Cross HatchCross HatchNoneGrooving

SD1777SD1777SD1777Composition Plates

Ford Mercon V

20K Flat Plate

Ford Mercon

15K Flat Plate

Dexron-IIIH

Flat Plate


Dexron® -VI offers these improvements and benefits:

Extended Transmission Life

Improve shift quality

Longer ATF Life

Performance Enhancement

19


Multivehicle ATF


Castrol ATF ProductCastrol TQ D-IIIGeneral Motor Dexron III H (36155)Ford MERCON (M040406)Allison C4 (30222004)MB 236.1Castrol TQ-DGeneral Motors (Dexron II)General Motors GM-6137-MZF (TE-ML-09; TE-ML-11; TE-ML-15, Group A & B)Ford ESP-M2C-138CJ & M2C-166-HAllison C3MB Sheet 236.6Castrol TQGM Type A Suffix A Specification MB Sheet 236.2Allison C3

20


Honda and Castrol ATF

Multivehicle5-Speed Automatic with Shift Hold ControlFreed

Multivehicle5-Speed Automatic with Sequential ShiftOdyssey

Multivehicle5 Speed Automatic with Paddle ShiftStream

MultivehicleElectronically Controlled 5-speed Automatic, 1-reverse

CRV

MultivehicleElectronically Controlled 5-Speed Automatic with Shift Hold Control

Accord

MultivehicleMultivehicle

N/A

N/A

1.8 - Electronically Controlled 5-Speed Automatic2.0 - Electronically Controlled 5-Speed Automatic with Paddle Shift ControlType R - 6-Speed Close Ratio Manual with Limited Slip Differential Hybrid - Continuously Variable Transmission (CVT)

Civic

Multivehicle5-speed Automatic Transmission with Shift Hold ControlJazz

Multivehicle 5-speed Automatic Transmission with Shift Hold ControlCity

Castrol ATF Auto type Honda


Comparison ATF Specification

19,5001707.135.4T-IVToyota7420224730.8HONDA Z-1Honda

20,000 max.-7.0 min.-ZFN 13015ZF8,700 max.-7.0 min.-TES 295Allison13,000 max.-6.8 min.-MERCON®VFord20,000 max.-6.8 min.-MERCON®Ford20,000 max.-6.8 min.-DEXRON®-IIIGM15,000 max145 min.6.4 min.32 max.DEXRON®-VIGM15,000 max1556-MERCON ® LVFord

20,000120 min5.7 min.-M315-2002JASO9,500 max-5.5 - 6.0-MERCON® SPFord

8,9501735.423.66WSToyota

-400 C Brookfields

(cP)VI

KV at 1000 C (cSt)

KV at 400 C (cSt)SpecificationOEM

21


• The fluid could get too thick or thin – oxidation / shear– The hydraulic system does not work– The fluid can not transmit power efficiently– The bands and plates could get damaged

• The fluid could lose its frictional balance– Slow uptake of power– Excessive clutch slippage– Harsh gear change

• The fluid could cause excessive wear– Planetary gears, bushing thrusts, washer sprag, etc. could be damaged

• The fluid could destroy the seals– Downtime for repair– Environmental impacts

• The fluid could corrode the transmission parts– Downtime for repair

If the wrong ATF is used…


Driveline Lubricants Summary

Optimised for:

Friction

Low temp fluidity

Oxidation

Insufficient:

Load Carrying

Pitting Protection

Possible problems:

Low viscosity can lead to insufficient load carrying but newer ATF technology sometimes used

ATF

Possible Problems with:

Friction, Low Temp fluidity, high EP additive can be aggressive towards yellow metals

Optimised for:

Load Carrying

Pitting Protection

Possible Problems:

Synchroniser compatibility due to high EP additive content

RAF

Possible limitations:

Friction

Low Temperature fluidity

Insufficient:

Load Carrying

Pitting Protection

Optimised for:

Synchroniser compatibility & durability

Shift quality

MTF

Automatic TransmissionRear AxleManual Transmission

22


[email protected]

Ir. Mohamad Surif Abdul Wahab MIEM012-3775006

CAS Automatic Tranmission Fluid - Ir Mohamad Surif Abdul Wahab

Documents