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Fluids for torque converters

Fluids for torque converters TORQU E converters for commercial road vehicles are increasing in popularity and the questio n of the most suitabl e fluid to use wit h the m ha s been the subject of muc h experi­ men t for several years. A paper was recently presente d before the S.A.E. at Pittsburgh b y Mr. E. F . Collins of th e G.M.C. Truck & Coach Division and thi s describes current practic e in the U.S.A. Th e following is an abstrac t of tha t paper. Early Systems. Th e first torque con­ verter s employed a sep­ arat e fluid system and bot h fuel oil an d kero­ sen e were used. The drawback s to this syste m were cavitation, bubbling, fluid breakdown 2,000 miles, but using the additive oil, over 25,000 an d deposits. In order to avoid th e need for a separ­ miles have been run without any attention to these at e fluid system it was the n decided t o use engine fuel. parts . Such methods were not suitable for petrol vehicles Fluid Properties. an d therefore a separate system was again reverted to Mr. Collins concluded that the necessary character­ which ha d a numbe r of modifications and this system istics for torque converter fluids are as follows :— is used, fundamentally, today. It is illustrated. (1) Viscosity—An oil of 55/65 S.U.S. at 100°F. Fundamentals of Modern System. appear s to satisfy present requirements. I t will be noted tha t th e fluid from a separate tank (2) Flash Point and Volatility—Since the convertor is drawn through a filter by an engine driven pump normall y operates at 200/250°F. maximum, it an d delivered to th e turbine, it also flows through the ha s been found that if the volatility is between cooler by turbine pressure. A line from the top of 400 and 700° F. (as determined by A.S.T.M. th e cooler returns the fluid to the supply tank. In metho d D.158-41 distillation test) an adequate th e early stages of this design, and since no special margin of safety is provided. fluid was generally available, diesel fuel oil continued (.'!) Anti-Rust and Anti-Corrosion Properties—The t o be used. The difficulties with high fluid con­ need for these are obvious since the rusting of sumption , vaporisation, cavitation and oxidation steel turbine parts and supply tanks also corro­ caused a lot of trouble due to deposits in filters, sion of brass plates, must be avoided. rustin g and varnishing of turbine parts. (4) Miseability Tests—It is necessary to know I t was then found that a more viscous fluid whethe r the sample will be miseable and com­ eliminate d most of these difficulties and bus oper­ patibl e with other fluids. ator s were soon using a product known as " Mineral (5) Foam Test—Foaming can be damaging in any Seal Oil " or "30 0 Burning oil." Due to the fact, hydrauli c system. however, that the tank is the coolest point in the (0) Pour Point—Liquids having pou r poin t of—10°F. system , oxidation still occurred and the oxidation or below appear to be satisfactory. product s which were soluble in hot fluid became (7) Effect on Turbine Seals—Suggested test is to insoluble in th e supply tank and settled out. hea t the seals in the fluid for extended periods u p to 300°F. Seals which do not harden after Detergent Additives Employed. 70 hours of this treatment are generally con­ Havin g found a very suitable fluid system it sidered acceptable. remaine d to find the best type of fluid and experi­ (8) Cleanliness in Operation—It is believed tha t the ment s confirmed that a light spindle oil of Pennsyl- detergenc y and dispersancy which are provided vanian or other base containing a certain percentage b y the heavy duty additive are important. of heav y dut y engine oil additiv e filled th e bill. Pre- (9) Oxidation Stability—Since the system is inde­ viously it had been th e practice to drain Mineral Seal penden t and receives no continuous supply of Oil every 6/9,000 miles and to clean th e filter every new fluid, resistance to oxidation is important. Scientific LUBRICATION March. 1949 http://www.deepdyve.com/assets/images/DeepDyve-Logo-lg.png Industrial Lubrication and Tribology Emerald Publishing

Fluids for torque converters

Industrial Lubrication and Tribology , Volume 1 (3): 1 – Mar 1, 1949

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Publisher
Emerald Publishing
Copyright
Copyright © Emerald Group Publishing Limited
ISSN
0036-8792
DOI
10.1108/eb051988
Publisher site
See Article on Publisher Site

Abstract

TORQU E converters for commercial road vehicles are increasing in popularity and the questio n of the most suitabl e fluid to use wit h the m ha s been the subject of muc h experi­ men t for several years. A paper was recently presente d before the S.A.E. at Pittsburgh b y Mr. E. F . Collins of th e G.M.C. Truck & Coach Division and thi s describes current practic e in the U.S.A. Th e following is an abstrac t of tha t paper. Early Systems. Th e first torque con­ verter s employed a sep­ arat e fluid system and bot h fuel oil an d kero­ sen e were used. The drawback s to this syste m were cavitation, bubbling, fluid breakdown 2,000 miles, but using the additive oil, over 25,000 an d deposits. In order to avoid th e need for a separ­ miles have been run without any attention to these at e fluid system it was the n decided t o use engine fuel. parts . Such methods were not suitable for petrol vehicles Fluid Properties. an d therefore a separate system was again reverted to Mr. Collins concluded that the necessary character­ which ha d a numbe r of modifications and this system istics for torque converter fluids are as follows :— is used, fundamentally, today. It is illustrated. (1) Viscosity—An oil of 55/65 S.U.S. at 100°F. Fundamentals of Modern System. appear s to satisfy present requirements. I t will be noted tha t th e fluid from a separate tank (2) Flash Point and Volatility—Since the convertor is drawn through a filter by an engine driven pump normall y operates at 200/250°F. maximum, it an d delivered to th e turbine, it also flows through the ha s been found that if the volatility is between cooler by turbine pressure. A line from the top of 400 and 700° F. (as determined by A.S.T.M. th e cooler returns the fluid to the supply tank. In metho d D.158-41 distillation test) an adequate th e early stages of this design, and since no special margin of safety is provided. fluid was generally available, diesel fuel oil continued (.'!) Anti-Rust and Anti-Corrosion Properties—The t o be used. The difficulties with high fluid con­ need for these are obvious since the rusting of sumption , vaporisation, cavitation and oxidation steel turbine parts and supply tanks also corro­ caused a lot of trouble due to deposits in filters, sion of brass plates, must be avoided. rustin g and varnishing of turbine parts. (4) Miseability Tests—It is necessary to know I t was then found that a more viscous fluid whethe r the sample will be miseable and com­ eliminate d most of these difficulties and bus oper­ patibl e with other fluids. ator s were soon using a product known as " Mineral (5) Foam Test—Foaming can be damaging in any Seal Oil " or "30 0 Burning oil." Due to the fact, hydrauli c system. however, that the tank is the coolest point in the (0) Pour Point—Liquids having pou r poin t of—10°F. system , oxidation still occurred and the oxidation or below appear to be satisfactory. product s which were soluble in hot fluid became (7) Effect on Turbine Seals—Suggested test is to insoluble in th e supply tank and settled out. hea t the seals in the fluid for extended periods u p to 300°F. Seals which do not harden after Detergent Additives Employed. 70 hours of this treatment are generally con­ Havin g found a very suitable fluid system it sidered acceptable. remaine d to find the best type of fluid and experi­ (8) Cleanliness in Operation—It is believed tha t the ment s confirmed that a light spindle oil of Pennsyl- detergenc y and dispersancy which are provided vanian or other base containing a certain percentage b y the heavy duty additive are important. of heav y dut y engine oil additiv e filled th e bill. Pre- (9) Oxidation Stability—Since the system is inde­ viously it had been th e practice to drain Mineral Seal penden t and receives no continuous supply of Oil every 6/9,000 miles and to clean th e filter every new fluid, resistance to oxidation is important. Scientific LUBRICATION March. 1949

Journal

Industrial Lubrication and TribologyEmerald Publishing

Published: Mar 1, 1949

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