With increasing numbers of industries switching from traditional internal combustion engine (ICE) driven mobile machinery to electric, Parker has set about addressing concerns associated with proving and utilising emerging technology such as risk, long-term reliability and ease of adoption.

For these reasons, we have recently launched a state-of-the-art electrification system development and validation facility in Warwick, UK. Parker’s Electrification Test Cell can help those looking to adopt our new Electro-Hydraulic Pump System (EHPS) for mobile motion systems equipment. Examples include materials handling and reach stacker applications, wheeled excavators, wheel loaders, heavy-duty forestry and mining equipment.

EHPS has been designed to lift and lower large bodies of equipment in next-generation mobile vehicles. On lowering, the pump/motor can be used in reverse as an electric generator, while upon lifting, stored energy can be reused to reduce load on the diesel generator. Very significant energy savings have already been seen in real-life applications.

In aid of those looking to adopt this ground-breaking technology on their mobile vehicles, the new Electrification Test Cell uses the flexibility of high-power density, programmable electro-hydraulic pumps to replicate a large range of loading and duty-cycle profiles, while monitoring system efficiency, energy usage and concept performance.

Working in partnership with customers, we can validate the capabilities and savings on offer with EHPS. Moreover, future risk levels are significantly reduced as the system and software can be developed, diagnostics validated, functional safety confirmed, and lifetime reliability testing completed. All of this can be accomplished in a timeframe much shorter than would be possible without such a resource, and with evaluation and performance data available remotely over the IoT.

As a concept, our Electrification Test Cell uses a second motor as the load, so no cylinders or lifting weights are required, thus providing the capability to accurately and quickly replicate the customer application. The upshot is high efficiency and low peak power usage. Under full IQAN electronic control we are monitoring system parameters such as pressure, temperature, flow and speed. We have designed the cell so that each specific system configuration can be quickly replicated and tested.

A decoupled solution such as EHPS brings a number of key advantages to the electrification marketplace, not least regarding the potential to deploy a smaller ICE, or eliminate it altogether. What’s more, the EHPS provides system benefits of energy recovery, power on/off demand and lift/lower operation being independent of the ICE speed or torque.

For those looking to validate the capabilities and savings on offer with EHPS, reduce future risk levels and significantly shorten time to market, the availability Parker’s Electrification Test Cell can help get customer products to market faster and with lower risk.

If you would like to find out more about our Electro-Hydraulic Pump System (EHPS) and the advantages it can bring to your project, please click here.

This article was contributed by Ciprian Ciuraru, project manager, Mobile Hydraulic Systems Division Europe, Parker Hannifin Corporation.

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Transmissions commonly found in class 4 and larger vehicles may have provisions for the mounting of a Power Take-Off (PTO). Many popular transmissions have a PTO aperture on the side or bottom (such as an Eaton Fuller), while others may have top aperture opening (example being an Allison RDS transmission). Many new transmissions also include provisions for Rear Mount PTOs. When PTO apertures are unavailable on the truck, or the torque requirement is too great for the transmission aperture, a builder may choose to utilize a split shaft PTO. A Split Shaft PTO is mounted independent of the transmission directly in-line with the vehicle’s main driveline. Identifying which solution to use is generally dependent on the available space around the PTO aperture, along with the PTO envelope space.

The Side/Bottom Mount PTO is attached to the side or bottom of transmission. This is the most common PTO in use and may be available for mounting via either an SAE standard six-bolt, eight-bolt or ten-bolt opening. When referring to left-side or right-side mounting, always view the transmission from the driver’s seat, rather than from the front of the vehicle. Because of its versatility, ease of installation, and low cost, the side-mount PTO comprises more than 90 percent of installations today. A popular example would be a Parker Chelsea's 280 Series PTO mounted to the side of an Allison 3000/4000 automatic transmission.

The Split Shaft PTO is designed to transmit a truck’s engine power and torque through the main driveshaft. The split shaft unit is used when space or power required is not available through standard PTO openings. It is attached within the vehicle’s drivetrain, behind the transmission, and requires special mounting to the chassis frame. Split shaft PTOs provide engine power to either the vehicle’s drive axle or to auxiliary equipment. This type of PTO, an example being the 912 Series Split Shaft PTO is designed to run either the vehicle axle or the auxiliary equipment, not both at the same time. Split shaft PTOs are often used to power oil drilling rigs, concrete pumpers, compressors, pumps, and lifts. 

Top mount PTOs are designed to operate from, and are attached to, the top (above the fluid line) of the Transmission or auxiliary transmission. They are used in heavy-duty applications, like Allison RDS. Similar to a side/bottom mount PTO, the major difference in top mount applications is that press lubrication (supplying clean transmission fluid) is required in order to withstand applications. Noise is a common complaint for Top mounts. Parker Chelsea QT Gear is an ideal solution to help mitigate the noise from the PTO being mounted close to the truck’s cab.. 

Rear-mounted PTOs are frequently referred to as “countershaft PTOs” or “thrushaft." Rear mount PTOs are mounted behind certain transmissions and replace the normal bearing cap at the rear of the countershaft. This concept has long been used on some European truck transmissions and is becoming more popular on transmissions in North America. This type of PTO, such as the 524 Series,  is mounted to a splined countershaft extension on the rear of certain transmissions and engages using an air-actuated clutch collar or clutch pack.  One benefit of the Countershaft PTO is that there is no need to adjust backlash. Additional benefits include a higher than average torque, easier fit, less interference problems and reduced installation time. These PTOs are also available with SAE & DIN pump outputs, and SAE & DIN flange options.  

Front Mount or Crankshaft – Driven PTOs are driven by the engine’s crankshaft pully.  They are used in heavy-duty and extra-heavy-duty applications that require auxiliary power while the vehicle is in motion, also known as Live Drive. These PTOs such as the 2442 Series can offer the ability to provide a large amount of clearance under a truck. A clutch-type Crankshaft-Driven PTO is preferable since it can be engaged without shutting off the engine, unlike mechanical shift PTOs. These are primarily used on dump trucks outfitted to plow snow. The PTO drives the hydraulics, which raise, lower, and swing the plow blade (or blades, if a wing plow and/or underbelly scraper are also used). Because the PTO can be entirely disengaged, it’s dormant in warmer months when the truck performs hauling and utility duties. 

Flywheel PTOs are “sandwiched” between the bell housing and the transmission allowing full engine torque for intermittent operation. Since it supplies constant power, it can be an alternative to the front-mount PTO, especially if the vehicle’s overall length is an issue. But the flywheel PTO is about 6 inches in length, and the cost of moving the drivetrain back to accommodate it can be considerable. Flywheel PTOs reduce fuel consumption and CO2 emissions by engaging drives and pumps only when required, however, this type of PTO must be “designed in” by engine and transmission manufacturers and are seldom, if ever, retrofitted in the field.

To learn more about the PTOs offered that apply to each of these mounting locations and other related content with PTOs, visit our website www.parker.com/chelsea.

This article was contributed by Michael Mabrouk, marketing leadership associate, Chelsea Products Division, Parker Hannifin Corporation.

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The basics of electrohydraulic valves are easy to understand: they are electrically operated valves that control how hydraulic fluid is sent to actuators. However, to apply electrohydraulic valves for efficient and effective hydraulic systems, designers must consider several factors. This article will explore seven key design considerations for applying electrohydraulic valves.
 

On/off valves are basically the on/off switches for hydraulic systems. On/off valves are typically used in applications where precise position or speed control are not required. Parker offers a first-class line of on/off directional control valves under the VW series. Proportional valves offer more variable control of flow rates for hydraulic systems. These valves are typically used in applications where more control is required beyond a standard directional control valve. A few applications that call for variable flow rate control where proportional valves shine include wind turbine pitch control, wood processing, machine tools, metal forming. If specific timing and/or positioning is required, think proportional.
 

Determining whether a valve with onboard or offboard electronics is the best choice requires an in-depth evaluation of the application. Generally, onboard electronics are used to localize control at the valve and simplify the wiring at the controller. Offboard electronics are often utilized in areas with high vibration and temperatures that can reduce the performance of the electronics. 

Driving an offboard electronics valve requires use of an electronic module, such as a series PWD00A-400, which can be configured to custom parameters such as desired solenoid drive current and ramp rates. Onboard electronics valves can be commanded directly with a standard command including 4-20 mA or ±10 VDC and flow for the same level of customization.
 

There are two control options for hydraulic systems: open-loop and closed-loop. In general textbook terms, an open-loop system cannot compensate for any disturbances that alter the driving signal of the controller. Closed-loop systems do not have this shortcoming; disturbances in the system are compensated for by measuring the output response and comparing it to the input. If there is an observed difference (known as an error signal), the error is fed back to the controller to adjust the output to the desired value.
 

For example, FB series valves are operated by proportional solenoids but do not internally close the loop around the spool. They are used for acceleration and metering applications.

Valves like the FC and FP series close the loop internally around the position of the spool but can be integrated into a closed-loop system. The error in the system is measured by a transducer, i.e. a position or speed sensor on an actuator, a pressure transducer, or a flow meter for even greater accuracy. Electrohydraulic servo valves operating in closed-loop control systems are designed to use low power and mechanical feedback to provide precise control. 

Parameters that must be considered when specifying open and closed loop control systems include:

• Hysteresis: the difference in measured output between increasing and decreasing command
• Step response: the time required from initial command to when the valve stabilizes at the desired output 
• Frequency response: the maximum speed at which a valve can operate with accuracy
• Internal leakage: bypass flow inherent to spool valves due to mechanical clearances
• Flow capacity: the amount of fluid that can pass through the valve

Proportional valve spools are typically rated for a nominal flow at a differential pressure of 10 bar, while servo valve spools are typically rated for a nominal flow at a differential pressure of 70 bar. Equal metering spools provide symmetrical flow to each work port. This can be useful when driving a motor or a double-rod cylinder with equal effective areas. Equal metering spools will result in reduced speed during retracting of a single-rod cylinder due to the differential area between the rod and the piston.

Ratio spools provide asymmetrical flow between the work ports. The most commonly used is a 2:1 ratio design. When used to drive a 2:1 ratio cylinder, for example, equal speed will be achieved between extension and retraction of the cylinder due to the matching of the imbalanced areas. It is recommended to size proportional valves as small as possible to control the load. To maintain control, back pressure against the load must be exerted at all times. A general rule of thumb is to select a spool that will use 90-95 percent of the maximum flow rating. Selecting a spool with too large of a flow capacity can result in instability of the system.

When selecting the compound for the elastomeric seals in any directional control valve, consult the manufacturer’s resources for fluid and compound compatibility information such as in the Parker O-Ring Handbook. Standard industrial applications using mineral oil will typically use a nitrile seal, which is also recommended when controlling water-glycol. Applications involving elevated temperatures or less commonly used fluids may utilize one of many grades of fluorocarbon seal. When in doubt, consult the factory for assistance in selecting a seal compound. 
 

A regenerative circuit routes fluid evacuated from the rod end of a cylinder back to the piston end instead of to the tank for accelerated extension of the actuator. Use of a regenerative circuit can allow a system designer to use a smaller pump to achieve design requirements when rapid movement is needed in only one direction. Parker offers regenerative valves directional control valves for on/off and proportional control (R flow code) which allows system designers to achieve regenerative function without the need to add additional valves to the circuit. 

Hybrid regenerative valves offer system designers the ability to enable regenerative control through a separate electrical signal than the command signal. When utilizing regenerative control, force is sacrificed for speed. The hybrid function (Z flow code) enables designers to select between standard hydraulic function to build force and regenerative function to accelerate the load quickly.
 

Mounting configurations for electrohydraulic valves are guided by NFPA/ISO standards. D03, D05, D07, D08 and D10 series designations will indicate compliance with the standards. Parker valves that are D07 or larger are pilot-operated. Pilot-operated valves are more stable across a wide range of flows and enable systems to operate with greater flow capacity. Often, the hydraulic pilot pressure used to control the main stage spool provides greater force than that of a solenoid on a directional drive valve, resulting in more predictable performance for the user.
 

There are many resources available to design engineers when specifying components for systems: reference sheets, calculators, configuration tools and more. However, there is no substitute for experience and deep application knowledge. Take advantage of the “been there” and “seen that” experience that your supplier’s applications engineers can offer. Not only do they understand how the components their company offers perform, they have the benefit of having helped others in the same situation correct design mistakes and they have problem-solved for some of the most unique applications. More information is available in our EH catalog or Contact us.

Article contributed by Matthew Davis, product sales manager; Mitch Eichler, applications engineer; and Tom Gimben, product sales manager, Hydraulic Valve Division, Parker Hannifin Corporation.

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Even when a business is doing well, margins can be razor thin, so keeping track of your off-road equipment fleet is an important job. Providing your project managers and crew with actionable data obtained from an IoT solution allows them to adapt to the situation immediately, help them control costs, and keep work orders on schedule. Reducing paperwork related to tracking utilization is priceless for any off-road equipment fleet manager. 

The more closely you can analyze your spending on a project, the more efficient your operations can be. Real-time and historical data can assist in job costing by providing objective results, which improves the bottom line for fleet managers and prevents unexpected expenses. Accuracy in projecting and monitoring costs is essential, not just for current jobs, but also for bidding on new contracts. Half the battle is collecting detailed, historical data on all aspects of a project, from materials and labor to vehicles and equipment. 

IoT solutions for off-road equipment help fleet managers collect the information on equipment, vehicles, operators and tools required for estimating and managing job costs. The right fleet management tools provide access to advanced real-time equipment data that can help increase visibility, expose blind spots, and optimize fleet operations through more efficient cost management. 

Unlike a simple GPS or telematics solution, an IoT solution is more than a single technology - it is a combination of sensors, devices, networks and software that work together to unlock valuable, actionable data. For instance, Parker’s IoT solution for off-road equipment works by creating a digital link from traditional on-machine networks to a secure Parker cloud, and then presents information via a brandable, customizable, easy to configure digital interface that provides full visibility and advanced data insights.

These different IoT enabled components are placed in the equipment's diagnostic port and use GPS and accelerometer technology to gather information in real-time. For instance, with GPS tracking and geofencing, a user can be alerted the moment a piece of heavy equipment leaves the job site or when equipment is being operated outside scheduled work hours. Furthermore, in the case of Parker’s Mobile IoT solution, there is a customizable, web-based dashboard that enables fleet managers to analyze the collected data and identify different trends in driver behavior, as well as other metrics such as:

• Fuel economy (idle times)
• Driver behavior (seat belt usage, over-revving, quick accelerating)
• Hours of service
• Maintenance records
• Warranty information
• Towing and hauling activity
• Tire tread
• General engine diagnostics that can be used for predictive maintenance

Access to this type of data has transformed the way fleet managers track and maintain company vehicles and equipment as well as how they manage drivers. With IoT technology, managers have complete visibility of their workforce, assets and costs. The visibility using data from an IoT solution for off-road fleet managers can reduce operating costs in the following areas:

• Maintenance and repair schedules: Proactively schedule and perform preventative maintenance and repairs
• Insurance premiums: Reduce or eliminate deductibles with geo-fencing alert capabilities 
• Fuel tax refunds: Businesses that use fuel for off-road purposes are eligible for refunds on the federal level and by many state governments
• Job estimates: Improve billing accuracy by combining machine hours and fuel usages with labor costs from historical data
• Operator utilization: Improve the efficiency of equipment operators and identify bad habits to extend component lifecycles and reduce the frequency of preventative maintenance
• Theft: Eliminate unauthorized usage of vehicles with geo-fencing coupled with GPS as well as enhanced features such as remote shut-off capabilities
• Fuel consumption: Identify operator behavior that contributes to fuel wastage
• Productivity: Increase employee accountability by logging driver inefficiency
• Equipment utilization: Identify underused assets that they can divest or whether it’s time to invest in more equipment

Using sophisticated reporting tools and alerts available in an IoT solution for off-road equipment enables fleet managers to make faster decisions as well as help optimize routes, control workforce hours, integrate compliance tools, minimize regulatory violations and reduce fuel and maintenance costs. If the initial cost of procuring a monitoring system is giving you pause, think about the ROI you’ll get in the long run. 

Delayed deliveries and slow service technicians will not only frustrate customers, but negative experiences can also cost you thousands in potential business. If you need help figuring out if an IoT solution like Parker’s Mobile IoT is right for your business, request a demo today.

Article contributed by Clint Quanstrom, IoT general manager, and Kyri McDonough, marketing communications manager, Parker Hannifin Corporation.

Other related topics on Parker Mobile IoT solution:

The ROI of IOT for OEMs
The Strategic Approach to Fleet Optimization for Heavy Equipment
Connecting the Dots Between IoT Data and Equipment Efficiency for OEMs

Often times hydraulic components can begin to act differently or unpredictably when the conditions of the hydraulic system change from the expected. In some cases, when hydraulic flow is either lower or higher than anticipated, the valves will not perform as they were designed. Cartridge valves are no exception and can sometimes be even more sensitive to altered flow rates when compared to many other hydraulic components, specifically when it comes to high flow rates due to the nature their compact design.

The reason why high flows can affect valves can be attributed to simple physics. The higher the flow rate, the greater the forces the hydraulic oil has on the internal components of the valve. This phenomenon is simply known as flow forces. When you think of a firefighter's hose or garden hose without water flowing through it, it is very flexible and easy to move, however, when water is flowing through at the full rate, the hose naturally begins to straighten out and becomes more difficult to maneuver. This is due to the flow forces from the water acting upon the internal sidewalls of the hose. Similarly, the hydraulic oil inside the valve will act upon all the different surfaces of the spool, sleeves, poppets, and other components with forces that are proportional to the surface area of those components that encounter the hydraulic oil flow.

What begins to happen in these circumstances is because of the high flow rates, or flow rates that the valve is not designed or tested for, the valve can either become stuck in its current position unable to be shifted, or the opposite will occur where the valve unexpectedly shifts without the intention to. For this reason, it is imperative that hydraulic system designers and operators follow the manufacturer's recommendation for valve flow ratings. The combination of hydraulic oil flow and pressure strikes a critical balance for valve performance and must be adhered to achieve proper functionality.

Image 1: Casoli, P., Vacca, A., Franzoni, G., 2003, A numerical model for simulation of “load sensing” spool valves, The 18th International Conference on Hydraulics and Pneumatics, Prague, Czech Republic, September 30 – October 1, 2003

Parker Hydraulic Cartridge System Division’s valve collection is ideal for consumers due to the wide selection of cartridge style valves with a wide range of flow and pressure capabilities. Additionally, HCS’s cartridge technology features low-pressure drops, which correlates with lower internal flow forces, making Parker’s cartridge technology easier to work with, perform more predictably and reliably, and able to use in a wider variety of hydraulic system applications.

For more information on Parker's cartridge valves, contact us.

Article contributed by Stephen Brunton, product manager, Hydraulic Cartridge Systems Division. 

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Gone are the days where equipment must be serviced on a set schedule. IoT technology helps enable maintenance based on equipment use. For instance, in an IoT solution for heavy equipment, cloud-based machine analytic sensors detect depleted parts and hardware before failure that extends the lifecycle of the components. Equipment health status monitoring ensures that over-used equipment components receive maintenance sooner than later, while lightly used products aren’t serviced unnecessarily.

It has also been revealed that more than one-third of the maintenance spend is wasted in ineffective or unnecessary upkeep. But what if there was a way to reduce unnecessary maintenance costs? What if there was a way to not only stop spending money on unnecessary maintenance and prevent paying the steep prices from emergency breakdowns, is it something you would consider?
 

It is important to distinguish between predicative and preventative maintenance. Unlike preventative maintenance, which seeks to decrease the likelihood of an equipment failure through the performance of regular maintenance, predictive maintenance relies on data to determine a machine’s likelihood of failure before that failure occurs. This allows heavy equipment manufacturers and fleet managers to move from a repair and replace model to a predict and fix maintenance model using predictive analysis —  which relies on data, statistics, machine learning, artificial intelligence and modeling to make predictions about future outcomes.
 

Manufacturers and service technicians are now utilizing smart sensors to improve the maintenance process and avoid inefficient routines and the costs that go along with them. Essentially, the preventative maintenance technology allows heavy equipment OEMs and fleet managers to analyze the operational data from each piece of equipment to identify any patterns that emerge to predict when maintenance will be required. All in all, proactively maintaining off-road equipment as opposed to unnecessary time-based maintenance or relying on reactive maintenance can create real economic value by lowering overall operating costs and prevent major headaches for the OEMs and fleet managers. 

Proactive maintenance with an IoT solution specifically designed for heavy off-road equipment can not only drastically reduce the amount of time and money spent on maintaining equipment, but also extend the longevity of the equipment.  

Thanks to a combination of IoT and machine learning, technicians are not only able to remotely check the condition of in-service equipment, the equipment provides guidance as to when maintenance should be performed. This approach promises cost savings over routine or time-based preventive maintenance because tasks are performed only when necessary.

Off-road equipment with IoT technology, such as Parker’s Mobile IoT, has the ability to send detailed information to the maintenance department without having to send a technician to a job site. If onsite maintenance is required, the data provided will ensure that the technician has the right tools and parts on the first trip, which can reduce downtime, labor and travel costs.

Predictive and remote monitoring maintenance are just two examples of how IoT is a game changer in the mobile equipment industry. The opportunities that we have to positively improve maintenance costs on heavy or off-road equipment is too valuable to leave unexplored. Don’t wait for another breakdown to happen.  Be proactive and prevent catastrophes and unnecessary costs by monitoring the equipment and stopping the problems before they happen and schedule a Parker Mobile IoT demo today.

Article contributed by Clint Quanstrom, IoT general manager, and Kyri McDonough, marketing communications manager, Parker Hannifin Corporation.

Other related topics on Parker Mobile IoT solution:

The ROI of IOT for OEMs
The Strategic Approach to Fleet Optimization for Heavy Equipment
Connecting the Dots Between IoT Data and Equipment Efficiency for OEMs
Delivering Visibility and Reducing Fleet Management Costs

1. Read carefully and follow the information and instructions in all Parker Chelsea owner’s manuals, service manuals, warning labels and other instructions.
2. Only allow properly trained and knowledgeable personnel to install, maintain or repair equipment.
3. Never work alone while under a vehicle or while installing, repairing or maintaining equipment.
4. Use personal protection and precautions set out by the current regulation on safety in the workplace (for example: safety glasses, gloves and shoes).  
5. Before installing the PTO, check that the vehicle's clutch and transmission work correctly and that the gearbox does not produce any anomalous noises or issues.
6. Ensure the truck cannot be involuntarily started.
7. Avoid any contact between the shaft and any object, and protect the working area to prevent contact with body parts or clothing. Rotating auxiliary driveshafts can snag clothes, skin, hair, hands, etc. causing injury or death.
8. Take caution when draining any transmission fluid as it could reach temperatures over 200 degrees Fahrenheit (F). Make sure it does not come into contact with the installer.
9. Install the PTOs with the vehicle placed on a flat surface, so that oil levels in the gearbox can be checked correctly.
10. Only use the components contained in the PTO packaging and related accessories (assembly kit, auxiliary shafts and adapters). Never use worn-out or damaged components.
11. Only use gaskets supplied.
12. Do not use gasket eliminator or form gasket, unless explicitly indicated in the instructions.
13. It is advisable to use a Loctite 243 or equivalent thread locker to tighten the studs and screws. Clean threads before applying the thread locker.
14. Some PTOs are considerably heavy. Use adequate lifting or resting systems to prevent muscle strain and crushing hazards.
15. Never operate the controls of the PTO or other driven equipment from any position that could result in the operator or bystanders getting caught in moving machinery.
16. Ensure included PTO safety labels are affixed to the chassis and cab of the truck per the PTO owner’s manual.

A power take-off must be properly matched to the vehicle transmission and to the auxiliary equipment being powered. An improperly matched power take-off could cause severe damage to the vehicle transmission, the auxiliary driveshaft, and/or to the auxiliary equipment being powered. Damaged components or equipment could malfunction causing serious personal injury to the vehicle operator or to others nearby.

To avoid personal injury and/or equipment damage always refer to Chelsea catalogs, literature, and owner’s manuals and follow Chelsea recommendations when selecting, installing, repairing or operating a PTO which can be accessed on our website. 

This article was contributed by Michael Mabrouk, marketing leadership associate, Chelsea Products Division, Parker Hannifin Corporation.

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Over the past few years, market demand has increased for mobile equipment that is powerful and more efficient. In response to this trend, an OEM of sugarcane harvesters began a redesign of their equipment. Previously, less efficient gear pumps were used in their hydraulic systems. This presented an opportunity to increase machine efficiency and productivity while reducing fuel consumption. The goal was at least 10% to make their product more attractive to end-users. The OEM consulted with Parker’s Global Mobile Systems (GMS) team to create a new hydraulic system that would meet their new performance goals. 

GMS completely restructured the hydraulic system by switching to a variable displacement open circuit solution, using P1 Series pumps with Electronic Displacement Control (EDC) and F12 Series bent-axis piston motors. This compact electronic solution reduced system complexity and increased efficiency; which reduces operational costs over the machine’s lifetime. Open circuit EDC was chosen due to charge pump losses in a closed circuit solution and extra components needed for a load sense system. The system design also reduced the number of potential leakage points while providing better pump response and on-board diagnostics. Multiple P1 Series pumps were incorporated into the hydraulic circuit for different functions including the primary extractor, base cutter and fan drive.

The P1 Series was chosen because of its high efficiency and power density. This dynamic combination enables high-efficiency power management by limiting torque to the current load requirements. By optimizing flow output at different pressures and speeds, the engine uses less fuel and produces less heat. This P1 was also equipped with a displacement sensor that monitors in real-time the angle of the swashplate. This allowed the customer to achieve a more accurate flow output by closing the electronic loop via the sensor feedback giving them the ability to regulate overall vehicle power consumption more effectively. The P1-045 used for the cooling system also features ripple chamber technology, which reduces noise and pressure pulsations.

The lightweight, compact F12 Series bent-axis piston motor features a unique, lightweight spherical piston design, which provides high efficiency, speed, and acceleration capabilities. The result is unmatched power density with less heat generation. The F12 is utilized on the fan blower to convey leaves and stripped chaff out the rear of the machine.

The results of the system yielded lowered fuel consumption by more than 10 percent which exceeded the original goal. Additionally, the system saved costs by simplifying the hydraulic system and reducing the number of components. It also provided improved pump flow response and upgraded control versatility and stability that contributed to improved machine productivity. 

The GMS team works directly with their OEM customers as trusted partners in developing innovative solutions. By understanding customer goals, needs and expectations, Parker delivers value by improving the bottom-line and increasing machine performance. 

For more information on how to improve your hydraulic system, email us or visit us at www.parker.com/hps. Your pump will thank you.

This article contributed by Keith McDonald, product manager, Parker Hannifin Corporation Hydraulic Pump and Power Systems Division.
 

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The Internet of Things (IoT) is changing human lives and the way companies operate by continuously enhancing how we connect equipment. When the topic of IoT is discussed, the conversation typically centers around cloud computing and big data analytics, but sensors and gateways are just as much at the core of IoT. In fact, sensors are arguably the most critical element in IoT applications since they are the component that makes the devices “smart”. So how exactly do those sensors paired with the other IoT elements such as gateways create a framework that acts as a central nervous system?

Within the vast array of devices that compose the IoT world, there is a growing number of small, sophisticated sensors that together are transmitting signals like those of the human nervous system. In the human body, the central nervous system collects continuous streams of sensory data and transmits that information to the brain, where it is processed.  Like the human body, an IoT gateway serves as the connection point between the cloud and controllers, sensors and intelligent devices.  All data moving to the cloud, or vice versa, goes through the gateway, which can either be a dedicated hardware appliance or software program.   

For instance, for fleet equipment companies, each piece of equipment is part of an entire connected system where the sensors continuously submits and collects data and send it to the gateway to preprocess before it goes to the cloud to be analyzed. To minimize the volume of data that needs to be forwarded to the cloud, an IoT gateway aggregates the data, which can have a big impact on response times and network transmissions, before sending it to the cloud. 

As the number of devices and sensors grow in an IoT solution, so does the number of communications that will take place over a combination of public and private networks. Communications between the ‘things’, the gateway and the cloud therefore must be secure in order to prevent any data tampering or unrestricted access. Therefore, the data between the sensors, gateway and cloud is encrypted from end-to-end to preserve confidentiality, integrity and authenticity. In other words, only the IoT device and receiving cloud service hold the cryptographic keys and the gateway acts as an illiterate messenger, passing along messages that it can’t decipher.

As you can see, within an IoT system the cloud infrastructure is just as important as the devices themselves. IoT devices are no good if they can’t connect to the cloud. For instance, the gateway Parker utilizes for Mobile IoT, is an IoT solution specifically designed for off-road equipment OEMs and fleet managers. This gateway can be used with any J1939 CAN based control system, however, has a high level of integration with IQAN controllers for a user-friendly experience. By utilizing this enhanced gateway, our Mobile IoT solution connects data from off-road equipment to a secure Parker cloud and then presents information through an easy to configure interface that delivers advanced insights and data-driven value. These insights have the potential of helping users avoid unplanned downtime events through continuous monitoring with the use of alarms or analytical models.

So, whether you are connecting legacy devices or new devices to your IoT ecosystem, an IoT gateway does have a very important role to play when connecting data to the cloud.  

Article contributed by Clint Quanstrom, IoT general manager, Motion Systems Group, Parker Hannifin Corporation and Kyri McDonough, marketing communications manager, Parker Hannifin Corporation.

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Connecting the Dots Between IoT Data and Equipment Efficiency for OEMs

5G, which stands for the “fifth-generation” of wireless technology, is expected to change the face of connectivity as we know it, offering faster downloads and better network reliability, which translate into improved efficiency; lower operating costs; and fewer risks, especially in the heavy off-road equipment industry.  

For devices and applications that demand real-time connections, such as those geared towards Internet of Things (IoT), the capabilities and benefits of 5G are vastly promising. The current network, 4G, is inadequate for handling the data load from the ever-increasing number of sensors and connected devices coming online, limiting what IoT is truly capable of achieving. The combined momentum of 5G and IoT will cause the number of internet-connected devices to accelerate even more rapidly in coming years than in the past. For instance, 5G network speeds are anticipated to be as high as 10-20GB/S, allowing for rapid transmission of data between connected devices. 5G also utilizes a multi-band spectrum approach that leverages both high-, mid-, and low-bands, which provides greater coverage in both urban and rural communities.

It’s not clear if many of the IoT applications that are coming in the short term need the higher bandwidth offered by 5G. However, we do know that an IoT enabled piece of equipment transfers very large files to the cloud for processing, and it takes time for uploading through the different layers of IoT structure. However, it is clear that 5G data speeds will reduce the amount of time in data transfer and result in more timely decision making.

In conjunction with increased speed, 5G will enhance mission-critical IoT applications that require maximum reliability and responsiveness due to the reduced latency. For applications where low latency and ultra-fast download speeds are not necessary, 5G will still provide needed support in areas with high energy efficiency requirements and lower power consumption goals, such as smart cities.  For off-road equipment or mobile equipment, the low latency in 5G connections could allow new technologies to be used by off-road equipment transmitting braking or directional information to one another such as in the mining industry. In a truck platoon or other similar automated vehicle connection, it could improve the reliability and speed of the exchange of information between two or more vehicles. Because the data is transferred faster, the systems controlling the vehicle can react sooner - braking if needed or turning - to ensure safe operations.

OEMs and fleet managers of heavy off-road equipment are increasingly seeking to digitalize and automate their operations to increase productivity, enhance operator safety and reduce cost. 5G furthers the conceptual ideas of using IoT solutions to remotely operate machines from a control room and collect machine performance data to optimize the use of the equipment, for example. This creates a need for reliable, high-capacity wireless connectivity in order to support multiple applications and services simultaneously. 5G will provide much more network capacity by expanding into new spectrums, such as millimeter wave (mmWave), which have not yet been used for commercial broadband traffic prior to the deployment of 5G.

There is a lot we don’t know about the impact of 5G.  However, there is much debate about whether or not autonomous mobile equipment will over-rely on telecoms networks. Autonomous vehicles rely on detailed maps and sensors, lidar and optical radar that together creates a detailed picture that they then look for anomalies and take whatever action is necessary. To achieve this, a lot of high-performance processing will be carried out on the vehicle. 

The 5G discussion centers around the amount of data usage. It has been estimated that autonomous equipment will generate up to 4 terabytes of data a day, but only a tiny fraction of that information (maybe as little as 0.1%) will need to be shared with the network. Because of this, self-driving equipment may depend more on on-board processing than the cloud. Therefore, some believe that real-time connectivity will be beneficial but not essential. Telecoms networks will be used for non-real time updates to and from the equipment, but bandwidth requirements for these services is expected to be relatively low.  Autonomous machines is definitely an area that needs to be explored a bit more before we make a clear connection between the two technologies. 

Within the next 10 years, IoT networks will face prominent challenges because the networks will become denser, more complex and heavily loaded than today. 5G implementation can be one of the technological upgrades to overcome these issues. The future connectivity standards will focus on improvement in connection density to handle the massive number of IoT devices, pervasive coverage to reaching challenging locations, low-power consumption and reducing network complexity. Parker is at the forefront of this ever-evolving technology, so click here for more information about our mobile IoT solutions for off-road equipment. 

Article contributed by Clint Quanstrom, IoT general manager, Motion Systems Group, and Kyri McDonough, marketing communications manager, Parker Hannifin Corporation.

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The last thing one wants to worry about is a loud noise coming from their truck and not knowing why it is happening or where it is coming from. Without proper maintenance and potential improper installation, the Power Take-Off (PTO) itself is subject to making noises that may sound like whining, clattering, clicking and grinding. It is important to note that the sounds one may hear of these noises may not be from the PTO itself but from somewhere else in the system. PTOs also normally create torsional vibrations found in diesel engine applications that have led companies to develop technologies to help mitigate and smooth out those expected vibrations.  

PTOs now in the market have focused on reducing noise and making sure that drivers are more comfortable allowing them to get their work done. Parker Chelsea has developed QT GearTM  technology, a solution to mitigate noise, that can be applied to nearly all PTOs that are engine driven by a live PTO drive gear in the transmission. Examples of some PTOs featuring the technology include the 249 Series and the new 210 Series launching in the fall of 2019. 

Even though the technology is in place, there still may be unique sounds coming from the PTO itself. Here is more information on what might be causing the specific noise types you hear if the PTO is the root cause of the noise.  

When looking into a new installation and hearing a whining noise coming from the truck, a potential cause could be from the PTO having an improper backlash. What improper backlash entails is less than .006” clearance between the (transmission) PTO driver gear and the PTO input gear as measured at the pitch line using a dial indicator. This can cause rapid heat buildup and gear tooth breakage. For an existing installation, the whining noise (pitch sound) change could indicate a possible bearing failure. 

A probable cause for hearing a clattering noise coming from the truck with a new installation can be the result of the excessive backlash. Excessive backlash is created from more than .012” clearance between the (transmission) PTO driver gear and the PTO input gear as measured at the pitch line using a dial indicator. This will lead to eventual gear tooth failure from insufficient contact. In the scenario of an existing installation, it is important to make certain the cause of the noise is from the PTO. It can be determined by disconnecting the driven equipment and running the PTO. If the source of the noise is determined to be from the PTO, make sure to check the bearings and shifter mechanism.  

Clicking is most commonly caused from a damaged gear tooth. The clicking noise itself typically indicates that either one or two gear teeth are damaged only. The frequency of a click can help indicate the size of the gear at issue, with a fast click being due to a small gear and a slow click being due to a larger gear. If a grinding noise is heard, this would be an indication that all the teeth are damaged. 

The common cause of grinding noise can be traced to operator abuse when engaging the PTO. To properly engage for a mechanically shifted PTO, the operator should depress the clutch and then wait for the transmission gears to come to a stop before engaging the PTO. To properly engage for a “hot shift” PTO, the operator should make sure the engine RPM’s are below 1200 before engaging the PTO. For both new and used installation, a grinding noise could indicate that the shifter cable or lever isn’t adjusted correctly. Make sure to check for the correct adjustment of the clutch brake on the transmission.  

Typically, the combination of diesel engines, automatic transmissions and PTOs can result in significant noise via rattle and/or vibration. It becomes more recognizable when using heavy-duty transmissions behind turbo-charged engines and is enhanced by using neutral lock up. (The neutral lock up compresses the disks within the transmission torque converter, eliminating the cushioning fluid that is normally found between these disks.) Please note that this noise is not harmful to the PTO or the transmission. When the engine RPM is raised or lowered, or a load is applied to the PTO, the noise will usually disappear and go away.  

PTOs generally do release torsional vibrations and therefore can be heard on a truck application. Companies have been putting in place their own technologies to help mitigate noise from these vibrations. Even with general PTO noise, the rare whining, clattering, clicking and grinding noises may occur. One will have to distinguish from a subjective matter if the PTO sounds like it is making one of these noises and from there will need to be determined if that noise is from the PTO or another part of the system. Learn more about Parker Chelsea’s QT Gear and PTO support material for the proper product PTO series and technologies for each unique application.

This article was contributed by Michael Mabrouk, marketing leadership associate, Chelsea Products Division, Parker Hannifin Corporation.  

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The last thing one wants to worry about is a loud noise coming from their truck and not knowing why it is happening or where it is coming from. Without proper maintenance and potential improper installation, the Power Take-Off (PTO) itself is subject to making noises that may sound like whining, clattering, clicking and grinding. It is important to note that the sounds one may hear of these noises may not be from the PTO itself but from somewhere else in the system. PTOs also normally create torsional vibrations found in diesel engine applications that have led companies to develop technologies to help mitigate and smooth out those expected vibrations.  

PTOs now in the market have focused on reducing noise and making sure that drivers are more comfortable allowing them to get their work done. Parker Chelsea has developed QT GearTM  technology, a solution to mitigate noise, that can be applied to nearly all PTOs that are engine driven by a live PTO drive gear in the transmission. Examples of some PTOs featuring the technology include the 249 Series and the new 210 Series launching in the fall of 2019. 

Even though the technology is in place, there still may be unique sounds coming from the PTO itself. Here is more information on what might be causing the specific noise types you hear if the PTO is the root cause of the noise.  

When looking into a new installation and hearing a whining noise coming from the truck, a potential cause could be from the PTO having an improper backlash. What improper backlash entails is less than .006” clearance between the (transmission) PTO driver gear and the PTO input gear as measured at the pitch line using a dial indicator. This can cause rapid heat buildup and gear tooth breakage. For an existing installation, the whining noise (pitch sound) change could indicate a possible bearing failure. 

A probable cause for hearing a clattering noise coming from the truck with a new installation can be the result of the excessive backlash. Excessive backlash is created from more than .012” clearance between the (transmission) PTO driver gear and the PTO input gear as measured at the pitch line using a dial indicator. This will lead to eventual gear tooth failure from insufficient contact. In the scenario of an existing installation, it is important to make certain the cause of the noise is from the PTO. It can be determined by disconnecting the driven equipment and running the PTO. If the source of the noise is determined to be from the PTO, make sure to check the bearings and shifter mechanism.  

Clicking is most commonly caused from a damaged gear tooth. The clicking noise itself typically indicates that either one or two gear teeth are damaged only. The frequency of a click can help indicate the size of the gear at issue, with a fast click being due to a small gear and a slow click being due to a larger gear. If a grinding noise is heard, this would be an indication that all the teeth are damaged. 

The common cause of grinding noise can be traced to operator abuse when engaging the PTO. To properly engage for a mechanically shifted PTO, the operator should depress the clutch and then wait for the transmission gears to come to a stop before engaging the PTO. To properly engage for a “hot shift” PTO, the operator should make sure the engine RPM’s are below 1200 before engaging the PTO. For both new and used installation, a grinding noise could indicate that the shifter cable or lever isn’t adjusted correctly. Make sure to check for the correct adjustment of the clutch brake on the transmission.  

Typically, the combination of diesel engines, automatic transmissions and PTOs can result in significant noise via rattle and/or vibration. It becomes more recognizable when using heavy-duty transmissions behind turbo-charged engines and is enhanced by using neutral lock up. (The neutral lock up compresses the disks within the transmission torque converter, eliminating the cushioning fluid that is normally found between these disks.) Please note that this noise is not harmful to the PTO or the transmission. When the engine RPM is raised or lowered, or a load is applied to the PTO, the noise will usually disappear and go away.  

PTOs generally do release torsional vibrations and therefore can be heard on a truck application. Companies have been putting in place their own technologies to help mitigate noise from these vibrations. Even with general PTO noise, the rare whining, clattering, clicking and grinding noises may occur. One will have to distinguish from a subjective matter if the PTO sounds like it is making one of these noises and from there will need to be determined if that noise is from the PTO or another part of the system. Learn more about Parker Chelsea’s QT Gear and PTO support material for the proper product PTO series and technologies for each unique application.

This article was contributed by Michael Mabrouk, marketing leadership associate, Chelsea Products Division, Parker Hannifin Corporation.  

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Understanding Why There are So Many Options for Mounting a PTO

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The difference between Machine to Machine (M2M) and The Internet of Things (IoT) can be confusing. While both M2M and IoT involve sharing data and can be connectivity solutions for enterprises, they are different schools of solutions mainly varying in the way they achieve connectivity.  

There are several distinct differences between the solutions when it comes to their basic principle and applications. M2M refers to direct communication between devices such as machines, smartphones and appliances. The communication itself is completed using wired or wireless communication channels, whereas IoT is based on the fundamentals of sensors that can collect and analyze data in real-time. This connectivity of sensors can occur without the intervention of humans.

To map it out and draw a connection between the two: IoT is simply the “bigger vision” of connectivity and is fueled by the advancements of M2M applications. The main deliverable of M2M is to enable businesses to manage and collect data remotely by connecting their device(s) to the cloud. IoT, on the other hand, is a mass-market technology that applies to both consumers and enterprises. Enterprise IoT is increasing in popularity and takes business communication one step further by facilitating asset tracking and management, such as Parker’s Mobile IoT for off-highway equipment.

As the name implies, M2M connects machines to machines, whereas IoT takes machine-to-machine connectivity, integrates web applications and connects it to a cloud. While M2M employs isolated systems of sensors and records of remotely collected and measured data, IoT converges disparate systems into a comprehensive system to enable new applications. IoT steps it up by integrating device and sensor data with big data, analytics and other enterprise mobile applications. Comprehensive achievements like these are rarely captured by M2M systems on their own.

IoT not only provides prognostic maintenance but also improves business processes and operations. For instance, Parker’s Mobile IoT solution records and stores all data in the cloud, allowing visibility and adjustments to machine operations in real-time. Users can access the performance data remotely, making it easy for OEMs and their customers to collect and analyze data sets to identify usage trends and field-based problems with unparalleled intellectual design and insight. 

Simply put, IoT is more than device connectivity, as it is the network of connected devices. The chart below demonstrates a side-by-side comparison of the two solutions to more easily understand their distinct differences.

Undeniably, M2M and IoT share common aspects. The core similarity is that both provide remote access to machine data and both exchange information among machines without human intervention.

In a nutshell, both technologies enable machines to communicate, collect, store and exchange data; autonomously lead to corresponding decisions, and perform tasks with minimal human intervention. Yet, as we can see, M2M and IoT are not synonymous.

The two are different solutions for enterprises and provide different levels of data exchange and collection. M2M and IoT primarily vary in terms of how they achieve connectivity, what they aim to connect, how scalable they are and how the data is utilized. Both, however, have a focused geared toward a more connected and “smart” world.

Learn more about IoT solutions for OEMs. 

Article contributed by Clint Quanstrom, IoT general manager, Motion Systems Group, Parker Hannifin Corporation and Kyri McDonough, marketing communications manager, Parker Hannifin Corporation.

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It is very important to have specific information to select the proper Power Take-Off (PTO) to match the transmission on a vehicle. A PTO is not transferable from one vehicle application to another especially with different transmissions. PTOs are available in many sizes and provide various capabilities that are tailored to fit the specific context of the application. 

The following ranges of categorized sizes of PTO Series are as follows:

• Medium duty – mechanical and hot shift – 442, 489, 272, 282
• Heavy duty – mechanical and hot shift – 660, 680, 280
• Extra heavy duty – 870, 890, 823
• Forward and reverse operation units – 340, 352& 863 
• Rear mounts –524, 541 

It is recommended to begin analyzing a PTO application using pre-determined necessary technical information about the work output and installation requirements. Go through the following steps to specify a PTO.

1. Determine the transmission information being used (i.e. automatic or manual, make, model, side of installation). Parker Chelsea has an application guide that will help organize the necessary information needed. There are identification tags on the transmission itself that provide the make and model of the transmission which is required for the application worksheet.
2. Determine what type of equipment is being driven by the PTO (i.e. hydraulic pump, winch, blower). 
3. Find the input horsepower (HP) required of the driven equipment. The power requirements of the driven equipment should be provided by the manufacturer of the driven equipment.
4. Find the desired operating speed of driven equipment. This will be determined by the driven equipment operating parameters.
5. Establish the approximate engine speed desired during operation or PTO ratio (if known). PTO speed is stated as a percentage of engine speed. An example being, required pump speed of 1000 RPM and having an engine operating speed of 1500 RPM. The percentage of PTO to engine speed would be calculated to approximately two-thirds, or approximately 67 percent (e.g. 1000/1500 = 66.67, or 67%). 
6. Define the direction of the Driven Equipment Shaft Rotation with there being two choices, engine and opposite-engine. The PTO requirements will be determined by the driven equipment. It is important to note the PTO output shaft rotation listed on the application page is in relation to the vehicle crankshaft rotation as viewed from the rear of the vehicle. (See Figure 1).
7.  Clarify the type of connection between the PTO and driven equipment with there being a remote and direct connection. 
8. Define the duty cycle as intermittent or continuous. Intermittent duty cycles are defined as PTO operations that last for less than five minutes in any fifteen-minute period. Conversely, continuous duty cycles are defined as PTO operations for more than five minutes out of every 15.  If an intermittent PTO is used for continuous operation, the required torque must be divided by .70 to get the torque requirement for the driven equipment. The PTO will need to de-rated if it was not designed for continuous duty.
9. Determine if there are reverse gear requirements (yes/no).
10. Determine the type and size of the PTO output required (i.e. driveshaft – size of output required, direct mount pump – mounting flange and shaft type/size).

Figure 1

Here are useful formulas to help Specify a PTO:

• Pump Output Horsepower: HP = (GPM x PSI) / 1,714
• Pump Input Horsepower: HP = (GPM x PSI) / (1,714 x E)
• Pump Input Torque (Lbs. Ft.): T = CID x PSI / 75.63
• Gallons Per Minute: GPM = (CID / 231) x (RPM)
• Cubic Inches Displacement: CID = (GPM x 231) / RPM
• Horsepower: HP = (T x RPM) / 5,252
• Flow in GPM using PTO: GPM = (Engine RPM x PTO%) x (CID / 231) x E
• CCM Conversion: CCM = CID x 16.39
• CID Conversion: CID = CCM x .06102
• PTO Ratio Calculator = Pump RPM / Engine RPM

Figure 2 (Remote on top, Direct on bottom)

While not all information is always available, here is an information guideline that can get you started with the right information to help you select the right PTO for your application.

It is important to remember when the appropriate PTO has been selected through the concluded gathered information, review the application guide and make sure that all the necessary information has been included. When searching for a PTO in a catalog, please remember to read the footnotes as there may be additional information to consider for specifying a PTO. This can include transmissions not being able to withstand torque capacity of the PTO and the application or some other unique feature of the unit may be mentioned through the footnotes. 

To further investigate what different PTOs are being offered, including the new 210 series PTO for the 2020 Ford Super Duty 10R140 Transmission, be sure to check out www.parker.com/chelsea to learn more.

This article was contributed by Michael Mabrouk, marketing leadership associate, Chelsea Products Division, Parker Hannifin Corporation.  

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A Power Take-Off, or PTO, gives a truck versatility beyond its usual function of providing transportation for materials. It directs power to the auxiliary equipment to perform work at the site and/or enroute. A PTO can eliminate the need for a second, or auxiliary, engine to power the equipment. Efficiency is gained through a PTO being applied to any form of vehicle transportation application including dump trucks, garbage trucks, snow trucks and many more. 

Here are ten frequently asked questions to have a jumpstart in understanding how a PTO works and to aid your PTO learning process:

A power take-off is a gearbox that directs power from the engine and transfers that power to auxiliary equipment through the rotation of the PTO gears and the vehicle transmission gears meshing. The power is generated from the truck’s engine power and is used to power the piece of equipment on the vehicle application. 

PTOs are generally categorized by their mounting type. The three most common PTOs are side mount, rear mount, and top mount. Refer to previous blog post Understanding Why There are So Many Options for Mounting a PTO to read about the main mounting types available for a PTO.

The speed of the PTO output is dependent on internal gearing of the PTO as well as the internal ratio of the transmission in relation to the PTO driver gear. For an automatic transmission, the minimum input speed higher than torque converter lock-up must be maintained for PTO operation (unless the transmission offers “live drive”, meaning the PTO is powered through the impeller). Depending on the internal gearing, PTO output speeds can be less than, greater, or equal to that of the transmission.

When specifying a PTO, we need to find the input horsepower required of the driven equipment. Horsepower is the measure of capacity for doing work per unit of time. Torque is the effort required to perform a twisting or turning motion. The horsepower is figured into the equation to find the torque requirements for the proper PTO to be used. Parker Chelsea categorizes product series using torque values.

The equation is: Torque (T) = HP x 5,252 / RPM 

Parker Chelsea classifies PTO series as either intermittent or continuous. It is important to note that for an application that is “continuous” duty, (i.e. the PTO is in operation more than five minutes in any given 15-minute period), intermittent torque values must be de-rated by 30% unless the PTO is already classified as continuous duty. 

Refer below to Parker Chelsea’s application catalog to help find the appropriate torque requirements of your application. All series are annotated as continuous or intermittent.

Power take-off provisions include special wiring and programming along with apertures on the vehicle’s transmission that allow for the mounting of the PTO. The “PTO ready” option needs to be ordered and configured at the chassis manufacturer when building out a work truck. 

There are two major types of independent PTOs; mechanical (i.e. 489 series) and hydraulic (i.e. new 210 series). A hydraulic shift PTO uses a clutch mechanism for engagement. Hydraulic shift PTOs apply to traditional (torque converter) automatic transmissions. A mechanical shift PTO physically engages by shifting one gear into another. This is done typically through a lever, cable or air pressure. Mechanical shift PTOs apply to manual and automated manual transmissions. 

Spur gear: A gear whose teeth are cut straight across the face of the gear.

Helical gear: A gear whose teeth are cut on an angle diagonally across the gear either with a right or left-hand slant. For helical gears to mate, one must slant to the right and the other to the left.

Pitch line: The point on the gear tooth midway between the base of the tooth and the tip of the tooth.

Pitch line velocity: The speed of rotation in feet per minute of a gear measured at the pitch line. 

Pitch (Gear): The measure of the size of the gear teeth determined by the number of teeth in a given area measured at the pitch line.  PTO gear pitch is normally classified as 5, 6, or 7-pitch. 

Gear ratio: It is determined by dividing the number of teeth in the driven gear by the number of teeth in the driving gear. 

• Pump output horsepower: HP = GPM x PSI ÷ 1714
• Pump input horsepower: HP = GPM x PSI ÷ 1714 ÷ E
• Pump input torque (Lbs. Ft): T = CID x PSI ÷ 75.36
• Gallons per minute: GPM = CID x R.P.M. ÷ 231
• Cubic inches displacement: CID = GPM x 231 ÷ R.P.M.
• Horse power: HP = T x R.P.M. ÷ 5252
• Flow in G.P.M. using P.T.O.: GPM = Engine R.P.M. x P.T.O. % x CID ÷ 231 x E
• CCM conversion: CCM = CID x 16.39
• CID conversion: CID = CCM x .06102

It is very important to have periodic PTO maintenance for proper, safe, and trouble-free operation of the PTO. It is recommended to follow below the maintenance schedule. 

Daily: Check all air, hydraulic and working mechanisms before operating the PTO. Perform maintenance as required.
 

Monthly: Inspect for possible leaks and tighten all air, hydraulic and mounting hardware, if necessary. Torque all bolts, nuts, etc. to Chelsea specifications. Ensure that splines are properly lubricated, if applicable. Perform maintenance as required. 

A potential issue with a PTO can be premature spline fretting or wear caused by torsional vibrations. Traditionally, regular grease application between the PTO output and the PTO shafts is incorporated into the preventive maintenance schedule of the truck. This entails every two to three months having the pump removed from the PTO and having the mating shafts cleaned and regreased. Parker Chelsea provides spline lubrication grease with every PTO that has a pump mount option. They have also developed Wet Spline technology that helps provide a constant flow of fresh oil to the PTO and pump shafts to mitigate the issue of spline fretting and the wear which leads to not needing the maintenance inspections. Check out what Parker Chelsea offers for Wet Spline Technology and the additional benefits it provides. 

To learn more about the PTOs and the product options offered, visit our website www.parker.com/chelsea. 

This article was contributed by Michael Mabrouk, marketing leadership associate, Chelsea Products Division, Parker Hannifin Corporation.

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How to Specify a Power Take-Off (PTO)

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Parker Chelsea’s Power Take-Off (PTO) is designed and built to meet the demands of the mobile equipment industry. The Chelsea PTO is intended to provide a long service life, both on-highway and off-highway. In order to maximize the life of Chelsea’s PTOs, it is important to have the PTO in proper use and constantly maintain the PTO as well. 

The Chelsea PTO application worksheet and owner’s manual will help you properly specify your PTO and install it. However, the understanding of how a power shift PTO operates will help the troubleshooting process run more smoothly and effectively. For power shift operation, when a power shift PTO is engaged, a solenoid is energized. Air or hydraulic fluid then compresses a clutch pack in the PTO. This locks the PTO output gear to the output shaft and allows work to be done. When the power shift PTO is disengaged, the solenoid de-energizes. Air or hydraulic fluid deadheads against the valve. From there, air is released to atmosphere through a valve, and hydraulic fluid exhausts into the PTO. 

Here are some breakdowns of the potential causes and solutions for troubleshooting the PTO. It is first important to understand that many problems from a Power Shift PTO are the result of incorrect plumbing. A good first procedural step can be found in the Owner’s Manual, which is to compare what pressure is coming from the air or hydraulic source against what pressure is entering the PTO. 

Dealing with the PTO unit not engaging, these are some of the potential causes with solutions for shifting problems from Power Shift PTOs. (Probable causes are listed in a logical test sequence. Don’t assume any one thing is wrong.)

There are situations where the PTO will engage but may not operate under system load. Here are some potential causes and solutions for Power Shift PTOs.

An issue run into can be the relation between Power Shift PTOs and the solenoid valve. Here are some potential causes and solutions for Power Shift PTOs engaging without switching on the solenoid valve. 

Potential shifting problems with Power Shift PTOs may lead to the PTO not disengaging. Here are some potential causes and solutions for Power Shift PTOs. 

In addition to troubleshooting PTO issues, there are safeguards that keep drivers safe and prolong equipment life such as overspeed controls. Chelsea has developed the next generation of Overspeed Controls for Power Shift PTOs. With Electronic Overspeed Controls (EOC ), it is important to keep in mind that the EOC needs to be properly adjusted before conducting troubleshooting steps. This system helps prevent the driver from going down the road with the PTO engaged and prevents the power take-off and driven equipment from being operated at excessive speeds. When the Electronic Overspeed Control Operation (EOC control) is changed to the “on” position, it energizes a solenoid valve that pressurizes the clutch pack. This then engages the PTO. A main feature of the EOC is the measuring of speed of the PTO electronically and uses that measurement in comparison to the selected overspeed RPM setting. If/when the PTO exceeds the preselected RPM setting, the EOC will de-energize the solenoid valve, disengaging the PTO. The PTO will remain disengaged until the speed has been reduced to the preselected reset speed. At that time, the PTO will re-engage. It is a very simple set up with easy set-up buttons. LED lighting is outputted in three settings for great visibility in the EOC. When the PTO is in overspeed protection mode, audio and visual blinking overspeed warning alerts the operator. This system can be used in applications including LP Gas Trucks, Water Trucks, Fire and Rescue, Aerial Devices, Dump Truck & Trailers, Snow and Ice Removal. Learn more on our Electronic Overspeed Control product page.

This article was contributed by Michael Mabrouk, marketing leadership associate, Chelsea Products Division, Parker Hannifin Corporation.  

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Traditionally, agricultural sprayer machines were custom-built on a four-wheel chassis. These custom-built units were heavy, expensive and not easily adapted to other farm applications. Sprayers are typically used to apply herbicides, insecticides, and fertilizer. Naturally, it would be more practical if a machine that could be used for other functions – such as tilling, loading, and baling.

One manufacturer designed a retrofit using unconventional technologies which resulted in a three-wheel flotation spraying applicator. The new vehicle is less heavy, costs 20 to 50 percent less and is more versatile because it's designed to accomplish more than one function. The sprayer exerts lower ground pressure and more affordable than traditional machinery.

The three-wheeled commercial applicator was designed by retrofitting a mid-range (50 to 120 hp), two-wheel-drive tractor chassis with three major innovations:  

• Hydraulic wheel steering

• A suspension fork

• Flotation tires  
   

Tractors of this size generally have hydraulically assisted steering using a hydraulic cylinder and mechanical linkage assembly. In place of the typical front-wheel steering cylinder,  the manufacturer used a Helac helical hydraulic rotary actuator. Parker's Helac L30-65E-FT-180-S1-O-H rotary actuator produces a steering angle of up to 180 degrees and contains a bearing to support the load.  

The rotary actuator is a part of the steering superstructure, providing the strength and flexibility the vehicle requires without unnecessary weight, complexity, and maintenance required of mechanical linages. It supports a thrust load of 8000 pounds and accommodates 423,000 pounds per inch of bending moment capacity. It transmits 55,000 pounds per inch of steering torque when fully loaded. The L30 series actuator’s design makes it capable of angular displacement of 360-degrees or more.  

The tractor’s original-equipment hydraulic power unit supplies pressurized fluid for steering and other hydraulic functions. The maximum system pressure is 2950 psig with eight gallons per minute of flow but the steering function generally operates at a pressure of 1500 to 2000 psig. The only modification needed to the tractor’s original hydraulic system is a higher displacement steering unit. This is because a rotary actuator requires more fluid to move the wheel through its entire range of motion than a cylinder does. The plumbing of the steering control unit is routed directed to the actuator, eliminating sections of hose and fittings otherwise required by the cylinder.  

The height and orientation of the sprayer boom are also controlled with hydraulics. A five-spool solenoid valve routes hydraulic fluid to and from cylinders that raise, lower, rotate, and pivot the prayer boom. Furthermore, an open-center motor, controlled by an electronic flow-control valve, supplies the driving torque to apply the fertilizer or other substance to crops. The retrofit package also includes a suspension style swing arm fork with twin air springs capable of supporting loads to 8000 pounds above the front tire. The air springs’ pressure is adjustable for different loads for smooth riding in the roughest of field conditions. The manufacturer supplied an electric air compressor to generate the pneumatic power for raising the pressure in the air springs. The fork’s open front allows for easy access for changing or repairing the front tire. The fork is 50 inches wide, allowing the use of huge, 44.00-inch tires for the maximum flotation and the potential for ground pressure as low as four psig.  

The cutaway above shows initial position of piston and output shaft. Pressurized fluid entering the inlet port pushes on the piston; a stationary ring hear causes the piston to rotate clockwise. At right, teeth on the output shaft mesh with those on the ID of the piston, causing the shaft to rotate clockwise relative to the piston. Pressuring the B port returns the piston and shaft to their initial positions.

The actuator used for steering and load support is Parker’s Helac L30-65 actuator. This actuator not only provides a simpler, less expensive structure than alternative designs but also can generate the high torque needed to steer such a large wheel assembly under full load. Previously the manufacturer used steering cylinders, bearings and multiple joints before designing in the sliding spline actuator. With cylinders, all the external moving parts were exposed to the elements. The stress on the joins was high because each steering cylinder had a clevis pin at each end. Stress concentrated on each pin created high wear points, which increased maintenance. Worn pins also allowed side loads to be transmitted to the piston rod. This accelerated wear on the rod and piston bearings increased the occurrence of seal leakage.  

The actuator used in the manufacturer's sprayer retrofit is composed of three basic parts: a housing, a central through the shaft and an annular piston. Helical gear teeth on the shaft mesh with matching teeth on the inner circumference of the piston; the second set of helical teeth of opposite hand on the outer circumference of the piston engage the housing’s integral ring gear. The double helix gear design works to compound shaft rotation. The rotation of the shaft is almost twice that of the piston. The result is a slender, compact, symmetrical design that generates high torque, is highly tolerant of shock loads, and has none of the house protrusions found in alternative designs.

Characteristics of the helical rotary actuator make it ideal for applications requiring high torque within a small envelope, attributable, primarily, to its sliding-spline operation. Because all spline teeth remain engaged at all times, loads are equally distributed over the teeth. This results in high tolerance to the stock loads. Backlash is minimal – approximately 1°. Furthermore, the integral bearing design enables the actuator to support heavy radial, moment and thrust loads without the need for additional, external bearings. The integral bearing design also produces a clean, compact assembly for a wide variety of applications, including construction and mining equipment, refuse cart dumpers – anywhere compact size, high torque, and wide-angle of rotation are needed. Aside from the inherent compact size of the actuator, the integral bearings and large drilled-and-tapped mounting holes make it easy to design the actuator info a structure and simplifies installation.   
 

The manufacturer significantly benefited from switching to Parker’s Helac rotary actuators in three distinct ways:

• The load-bearing and steering capability were integrated into one package: Parker’s Helac actuator allowed the manufacturer to replace multiple external components and operate as a complete steering and bearing system in a single rugged component.  

• Low maintenance and zero leakage: Bearings, seals and torque-generating splines are completely sealed and lubricated by the hydraulic fluid inside the actuator housing, resulting in low maintenance and zero leakage. 

• Compact design and simple installation: Bolts are used to mount the feet of the actuator directly to the modified tractor frame.  The tractor’s steering yoke attaches directly to the top and bottom threaded bolt circles of the actuator’s load-bearing shaft.  

Parker’s Helac actuators offer a compact package that provides all the support for the load as well as the hydraulic turning needs without adding unnecessary weight. Seal leakage is eliminated and there are fewer maintenance issues since all moving parts are safely enclosed in a cylindrical envelope. Visit  www.parker.com/cylinder for more information about Parker’s various actuators. 

To learn more about Parker’s off-road machinery solutions stop by booth #S80245 at IFPE (International Fluid Power Exposition) in Las Vegas March 10 – 14.

Article contributed by Dan Morgado, applications engineer, Parker Hannifin's Cylinder Division.

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Following new, more stringent Tier IV diesel engine emissions regulations, Rayco, an environmental equipment designer for the tree care and landscape industries, took the opportunity to develop a more efficient, powerful and compact stump cutter, the RG165T-R. In comparison to previous designs that utilized diesel engines, Rayco’s new stump cutter is centered around a powerful 165 HP gasoline engine.

As a result of the new gasoline design, the equipment’s envelope size was reduced and components were eliminated, such as, after treatment systems, diesel exhaust fluid and electronics. In addition to the robust gasoline engine, the RG 165T-R also packs a closed-circuit hydrostatic cutter wheel drive system that delivers full engine HP to the cutter wheel, completing every job in its path.

Stump cutting presents unique operating scenarios with each cycle. A pump and motor must be able to power through different obstacles at each job site. From technical support to high-quality hydraulic components to quick, on-time delivery, Parker enabled Rayco to develop its new industry-leading stump cutter. 

The initial RG165T-R prototype was created using the Parker Series F12 182cc bent axis motor, along with a competitor’s 90cc closed circuit pump. However, during initial rounds of testing, the competitor’s 90cc closed circuit pump struggled with performance and reliability issues, along with the potential for long lead times. 

When Rayco reached out to Parker applications team recommended an alternative - the compact, high-performance C Series 81cc hydrostat piston pump and promptly delivered a unit for testing. During subsequent testing of the Parker pump and motor combination, the team worked with Rayco engineers to dial in the performance.

By incorporating these two Parker components, Rayco engineers were able to exceed multiple performance targets. These targets included a 20 percent decrease in heat generation while increasing system efficiency by 10 percent over alternative test units. The C Series pump delivered excellent power density and paired perfectly with the 182cc F12 motor. The combination also translated into the optimal cutter wheel speed, which increased torque output to the cutter teeth by 10%. Another and unexpected benefit of the system was a tighter radius of the wood chips to the machine, resulting in less operational risk during the stump grinding process. 

Parker’s Hydraulic Pump and Power Systems Division has been designing pumps and transmission for over 50 years. The division is the result of the Parker piston pump business's acquisition of Denison Hydraulics and the merger with the Parker Oildyne Division. These two businesses combined have extended Parker's product offering to include the quality compact hydraulic products and systems the division has been pioneering since 1955. To learn more about the products, visit www.parker.com/hps or contact the team. 

Article contributed by Justin Wheeler, product manager, and Wes Jackson, application engineer for Parker Hannifin's Hydraulic Pump an Power Systems Division.

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Waste management vehicles perform many different functions. An easy way to understand how such functions operate can be represented by the concept of a hydraulic valve that actuates a cylinder by changing the direction a fluid is traveling. The industry demands each of these functions operate both safely and efficiently. A refuse front loader application has functions that can be grouped into high and low usage. The high usage functions are the arms, forks and packer while the low usage functions are the tailgate, tailgate lock and top door.

In a perfect world, it is desirable to have all these functions consolidated into one valve assembly. However, this can cause a problem where parallel path pressure from the high-usage functions find its way into the work ports of the low-usage functions. When this parallel path pressure from the high-usage functions follow the path of least resistance into the low-usage function work ports the potential result can manifest itself as function drift or pressure intensification.

Both function drift and pressure intensification are undesirable in hydraulic systems, with adverse effects on safety as well as efficiency. The solution for this is the application of tandem circuitry. When applied correctly tandem circuitry can isolate pressures and prevent function drift.

One way to prevent this unwanted function drift for the low usage functions is by placing the high usage, parallel sections first in the assembly and making the first low-usage section with tandem circuitry. By doing this, parallel path pressure cannot be conveyed to downstream work sections, and the low usage sections do not see high pressure in the power core when the high usage sections are operating. 

Parker’s VA35 valve model line features this type of tandem circuitry. This product coupled with Parker’s specialists in refuse market provide the customer with a solution responsive to their needs. In addition to the refuse market, tandem circuitry solutions with the same type of arrangement could be applicable in other pieces of mobile equipment where function drift and pressure intensification are challenges to applications such as those found in material handling and construction markets.

Tandem circuitry offers a solution by which unnecessary complexity can be removed from the application. In the case of tandem circuitry this reduction in additional system complexity results in a corresponding reduction in system cost. The installation of the VA35 valve assembly with tandem circuitry eliminated the need for in-line pilot-operated checks offering a significant cost savings. This is based upon three low-usage functions per valve assembly. While the refuse market is the primary example of where substantial cost savings can be realized other mobile equipment system cost savings can be of value as well.

This article was contributed by Galen Methvin, product sales manager, Hydraulic Valve Division

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As multi-tasking becomes more prevalent in today’s day and age -- texting your mother while picking up groceries and simultaneously catching up on your latest podcast after taking your kids to practice -- it is no different with mobile machinery. In the name of increased productivity and output, operators are pushing machines to their limits by using all the oil in the system to support multi-function control.

Modern hydraulic systems are being developed with an increased awareness for optimizing efficiency and productivity. Depending on the function demands, many systems engineers are choosing a pre-compensated hydraulic load sense valve as it can provide an array of benefits for your hydraulic system including:

• Consistent flow regardless of load pressure:

  • Compensator spools maintain a constant pressure drop across the main spool regardless of the change in work port pressure creating load-independent metering of the main spool.  

  • Example: A 10 GPM spool will give your actuator 10 GPM no matter work port pressure fluctuation.

• Multi-function capability:

  • Pressure compensators combined with the load sense shuttle network within the valve allow operators to perform multiple work functions at once, increasing productivity and work output.

  • Example: Clamping an object while simultaneously performing swing, boom down and travel functions. *Limited to the amount of pump flow available*

• Work port pressure limitation:

  • Pressure limiters in a pre-compensated valve allow the work port pressure to be adjusted to a value that is less than the overall system pressure.

  • Example: The system pressure of your refuse truck is 3000 PSI but your clamp function needs to be 2000 psi to not crush the can. You can limit the clamp function work port pressure to 2000 PSI using a pressure limiter. An unpractical solution may be to use a 2000 PSI work port relief to achieve this same pressure limitation, but work port reliefs send large amounts of oil and heat to the tank. This lessens the efficiency of your system by increasing heat and lessening the amount of available oil to perform work. Pressure limiters send minimal amounts of oil to tank (.5GPM) and are far more effective from an efficiency standpoint.  

While pre-compensated valves are an excellent choice for increasing the efficiency and multi-function capability of your hydraulic system, a challenge can arise with the pump capacity. Machine operators who perform multiple functions at once are limited by the amount of oil available in the hydraulic system. Once all the oil is utilized, the pump has become saturated. Any request for oil past the saturation point will result in the highest loaded function losing oil and satisfying the lowest loaded function as oil will always go to the path of least resistance. See the figure below of a typical pre-compensated system.

Figure 1 : Functions 1, 2, and 3 are satisfied and the pump is saturated. The introduction of function 4 moves oil from function 3 (highest loaded) to satisfy function 4. The operator will start to lose functionality of function 3.

To fix the issues that arise when saturating the pump, Parker L90 and K220 valves can flow share using anti-saturation technology. Anti-saturation utilizes a unique inlet and compensators to share the flow amongst all active machine functions. Instead of the highest loaded function losing oil, all active functions will have the same priority and slow to satisfy the need of the newly introduced function-- sharing the flow.  See figure below:

Figure 2: Utilizing Parker Anti Saturation Compensators, all functions have the same priority and share the flow to satisfy function 4. Functions will slow but the operator will not lose functionality of the highest loaded function

The ability to flow share can save your system hundreds, even thousands of dollars by not having to up size your pump for more capacity, saving on space claim while simultaneously boosting end-user productivity by allowing multi-functioning without the threat of saturating the system.

Combining anti-saturation compensators with the ability to pressure limit work functions and systems will also see an added boost in efficiency and cost savings on their cooler by mitigating the heat associated with using port reliefs to achieve the same pressure limiting functionality.

Mixing standard compensators with flow share compensators allows designers to designate flow priority for the standard compensated functions without having to design priority through external manifolds or options. 

Example: Priority to steering. Any remaining flow is shared amongst other active functions. See figure below:

In an era of life hacks and multi-tasking to maximize efficiency, the Parker L90 and K220 are there to answer the call. Interested in cost savings while boosting efficiency? Contact your local Parker representative or contact us to see how we can optimize your hydraulic system.

This article was contributed by Brian Baranek, product sales manager, Parker's Hydraulic Valve Division.

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