Proportionnel priority By-pass diviseur de débit assemblage
Function
| Modifiers | Ports |
| B, B/S | All Ports: 3/8" NPTF; |
| J, J/S | All Ports: SAE 8; |
| U, U/S | All Ports: 3/8" BSPP; |
This assembly provides an efficient way to supply auxiliary hydraulic power to various systems. The assembly divides the inlet flow of port P into a priority flow to port CF with excess flow to port EF. It provides electro-proportional priority bypass flow control using the FP*K electro-proportional throttle valve with reverse flow check. When the FP*K valve is given a proportional command signal, the output of the controlled priority port will start to increase proportionally to the signal provided. The LH*A priority valve (a bypass/restrictive priority modulating element) will act as a pressure compensator to ensure that the flow to port CF will remain constant during pressure changes. This will allow for very stable, continuous flow for a given command signal to control even the most demanding applications like hydraulic hammers and rock breakers. The FP*K valve will provide optimal performance when combined with a factory-tuned XMD driver.
- Model FP*K can be configured with Sun's coil mounted XMD driver. Mounting holes are also available for user to assemble an XMD driver to the manifold.
- Sun Priority Flow Control assemblies utilize bypass/restrictive modulating elements, and when combined with FP*K electro-proportional throttle valve, create a bypass/restrictive flow control. Inlet flow port P is directed to the priority or control flow at port 2 to the FP*K electro-proportional throttle valve. The after-orifice (FP*K electro-proportional throttle valve) signal is connected to port 1. Once the priority requirements are met, excess flow is bypassed to the EF.
- The bypass/restrictive modulating element (LH*A) requires 100-psi (7-bar) differential pressure across the throttle valve before modulating to allow flow to EF port.
- Note: Full command signal to the FP*K throttle valve may not generate the 100-psi (7-bar) differential required to shift the bypass/restrictive modulating element allowing flow to the EF port.
| Type de Corps | Montage en ligneMontage en ligne |
| Capacité | 15 gpm60 L/min. |
| Diamètre des Trous de Fixation | 0,36 in.9,1 mm |
| Profondeur des Trous de Fixation | TraversantTraversant |
| Nombre de Trous de Fixation | 33 |
Il y a exactement 15 gouttes Sun dans un centimètre cube.
Reasons to anodize:
- To increase corrosion resistance. Sun uses 6061-T651 aluminum. It is one of the most corrosion resistant aluminum alloys there is. Whether or not anodizing improves the corrosion resistance of 6061 aluminum is debatable. We have yet to have a manifold returned because of corrosion.
- Appearance (color). The 2 colors that would appeal to Sun would be blue or black. Unfortunately these are the colors that are hardest to do consistently.
- To provide a hard wear surface. Sun does not make parts-in-body valves. The manifold is just plumbing. We don't need a wear surface.
- Because everyone else does it. Bad reason.
Reasons to not anodize:
- Cost. It's another process.
- Logistics. When you make tens of thousands of manifolds a month and you anodize hundreds, it's a problem. Consistency. See above.
- Stamping. After a body is anodized you cannot do any more stamping without making a mess.
Inspection. Have you ever tried to look for burrs in a black anodized body? It's the old blackboard factory at night scenario. - Torque. You will experience an increase in breakaway torque when removing items from an anodized manifold.
- Fatigue life. This is the best reason to not anodize. Fatigue failure is a very complex phenomenon. What it takes to initiate a crack is difficult to predict. What it takes to propagate a crack is readily defined. Anodizing produces a very thin, very hard, and very brittle surface on aluminum. The first time you pressurize an anodized aluminum manifold you have initiated fatigue cracks. Whether or not the stress is enough to propagate the cracks is a matter of pressure and manifold geometry. Anodizing an aluminum manifold grossly reduces the fatigue life by anywhere from 20% to 50%.
Direct acting valves are used to prevent over pressure and pilot operated valves are used to regulate pressure. If you are unsure, use a direct acting valve. Sun's direct acting valves are very fast, dirt tolerant, stable, and robust. Sun's pilot operated valves are moderately fast, they have a low pressure rise vs. flow curve, and they are easy to adjust.
- When configured with the XMD driver, a wiring harness is required to connect the XMD to the system and must be purchased separately. Sun offers a selection of harnesses and are available under Electronics | I/O Modules | Accessories.
- Important: La pression maximum du système doit être considérée avec une grande attention. La limite de pression maximum à laquelle le bloc peut être utilisé dépend de la matière du bloc, alors que le type et la dimension des orifices sont secondaires. Les blocs forés fabriqués en aluminium ne sont pas prévus pour des pressions supérieures à 210 bar (3000 psi), et ce quelles que soient les types et dimensions des orifices spécifiés.
- For detailed information regarding the cartridges contained in this assembly, click on the models codes shown in the Included Components tab.
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