Thanks to Taylor Leeson and chkstr96 for pointing and laughing.
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Cockford-Ollie stickers. HR dept. approved! (wink-wink) https://www.etsy.com/ca/listing/530489313/cockford-ollie-stickers?ref=listings_manager_grid
My version of hydraulic control is digital propositional valves on the pumps, then pay someone else to program haha
What is the effect of the adjustment on the relief valve exactly? I mean if you tighten the adjustment screw will the orbitrol turn the wheels faster or slower ? Thank you
Dont look above me, look blowme
It's a lightsaber!!!
As my understanding went when I took my CDL, hydraulic over electric meant the truck was hydraulic brakes and the trailer was electric brakes. At least for example in my narrow understanding
The engineer that looks after my boat doesn't understand these things and he's a magician it's fair to say, as far as I'm concerned they are witchcraft. I have one helm position that wanders and one helm that stays straight and true and for the life of me I can't work out why….. if I leave the helm that wanders unattended it will generally go to full lock either side….. drives me insane! Anyone got any tips?
Hallo sir
Hey ave just to work on your theory, I have a Asphalt roller with a Eaton orbital. With everything off I can turn the wheel back in forth 20times and it will turn just fine so it does work more than in theory lol
hard steering after overhauling danfoss while repairing the kit (MF)
I don't think you quite get it it looks like the pump just controls the spool so you spin the wheel and pump the spool left or right to bump the valve off of the seat and then give a dose of oil to each cylinder and when you ask for a dose of high pressure oil your load Sense cracks over the pump shuttle to increase displacement in case you want a bigger shot of oil.
I think ya maybe kinda missed one. Now I'm no expert, but after minutes of in-depth superficial research it seems to me that the gerotor is NOT only providing haptic feedback, but providing feedback to the valve to provide mechanical resistance to some arrangement which allows the inner component to rotate, the width of a groove or so, independently of the sleeve, until the whole thing turns inside the housing. It replaces the mechanical connection of, say, an automotive rack and pinion, for example.
In the automotive boxes, the sleeve is connected to the pinion with an indexing notch, but the inner element is connected to the pinion with a torsion rod. The torsion rod is part of the springiness you feel when you try to move the wheel without the engine running. When you begin your turn, the mechanical resistance at the pinion provides the anchor point for the torsion rod against which the steering wheel first acts. There is also mechanical lash limiting, so it's not like you can just wind the thing up. As the rod twists it allows the inner element to turn say 1/8th of an inch while the sleeve is prevented from rotating until the rack actually starts moving. This opens the appropriate port and pressurized juice is sent to where it's supposed to go. When you stop turning the wheel, the torsion bar returns the penis to the neutral position inside the pussy, and the juice just runs in circles. Wheel shocks likewise bounce off the torsion bar and are automagically compensated for by the valve.
At least, that's how I understand it. Which begs the question: how does this happen inside the Orbitrol? If the gerotor pumps to the cylinders, it must pump essentially nowhere until the ports open, for instance.
Cheers!
My electronics brain made some assumptions reading the schematic
I've got another one for you: Hydraulics over hydraulics! How? The Rolls Royce Silver Shadow had/has a tiny hydraulic brake master cylinder situated under the floor in front of the driver's seat (owners call it 'the rat trap'). On it's own it has the same braking effect of sticking your foot out of the door and scraping it across the ground. (The original models were identical to ones fitted to some small Morris cars; the 'improved' replacements coming from early series 2/2a Land Rovers). The hydraulic force from this goes to a valve that bleeds pressure from one of two hydraulic spheres statically pressurised to 1,000psi. With the engine running this goes up to 3,000psi. This is the pressure that goes to the brakes. It also goes to the self levelling rear suspension and recirculating ball steering box.
Essentially; without the engine running you don't have any brakes or steering and the arse end is scraping on the ground when the reserve pressure runs out!
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you might be interested to know that with just the pump turned by the steering wheel and no pressure, a full hydraulic steering system turns same as a manual steering car with the engine off… you cant force the steering wheel to even move at a dead stop unless the tires actually move as well. if you need proof my jeep will do it…
Paradux's law states, if you want to ask AvE a question, just Frickin ask, or say I've got beer.