btw, I work in the rebuild center at Tigercat, and the guy with the beard and the checkered shirt at 1:17 is my boss lol, he built the demonstrator. He's a genius when it comes to fluid power systems.
which allows dirt to settle out of it, heat to radiate from it, and air and water to separate from it. Normally case drain lines are installed on the upper side, to ensure the case is always full, however in this case (pardon the pun), the drains are plumbed on the bottom to help show the rotary groups as they work.
@FJoeForty Excellent question! I'm not an engineer, so I can only speculate but I don't think there's a reason they can't exist on-highway, instead I think that a mechanical transmission has a better cost/benefit factor than a full hydraulic system, and therefore is more ideal for mass-produced transportation like cars and trucks. Also, hydraulic components are far more sensitive to contamination and poor oil condition, thereby requiring more maintenance than a gearbox might.
That's hydraulic oil. It's actually leaking into the case past the pistons, through the slipper pads and between the barrel face and lens plate. In order for two parts to move relative to each other there has to be clearance. These clearances in pumps and motors allow pressurized oil to leak into the case. They are actually designed to take advantage of this fact for three reasons: flushing, cooling and lubrication. This way the leakage oil is always being routed back to the reservoir,
@Msashman After coupling two helical gear transmissions together, just so I can can have enough ratios to crawl in a vehicle that I also drive on the highway...I was left with less than ideal drive line lengths and steep working angles. I would much rather have gone hydraulic and have unlimited variability. Any reason why hydrostatic transmissions seem to be allocated to off the highway only? Are there reasons why this can't exist in a passenger car or light duty truck?
The engine speed can be set by the operator via the control panel. It is mentioned in one of the skidder videos. Useful for short runs so the machine doesn't have to sit and idle while the harvester catches up. As run gets longer the operator can set the speed higher. Thank you for your question.
btw, I work in the rebuild center at Tigercat, and the guy with the beard and the checkered shirt at 1:17 is my boss lol, he built the demonstrator. He's a genius when it comes to fluid power systems.
Good vid! I like the sight glasses so you can really see how these things work.
which allows dirt to settle out of it, heat to radiate from it, and air and water to separate from it. Normally case drain lines are installed on the upper side, to ensure the case is always full, however in this case (pardon the pun), the drains are plumbed on the bottom to help show the rotary groups as they work.
@FJoeForty Excellent question! I'm not an engineer, so I can only speculate but I don't think there's a reason they can't exist on-highway, instead I think that a mechanical transmission has a better cost/benefit factor than a full hydraulic system, and therefore is more ideal for mass-produced transportation like cars and trucks. Also, hydraulic components are far more sensitive to contamination and poor oil condition, thereby requiring more maintenance than a gearbox might.
That's hydraulic oil. It's actually leaking into the case past the pistons, through the slipper pads and between the barrel face and lens plate. In order for two parts to move relative to each other there has to be clearance. These clearances in pumps and motors allow pressurized oil to leak into the case. They are actually designed to take advantage of this fact for three reasons: flushing, cooling and lubrication. This way the leakage oil is always being routed back to the reservoir,
good job
That is the hydraulic oil from the system. There is a designed in leakage in the pump to lubricate the parts.
@Msashman After coupling two helical gear transmissions together, just so I can can have enough ratios to crawl in a vehicle that I also drive on the highway...I was left with less than ideal drive line lengths and steep working angles. I would much rather have gone hydraulic and have unlimited variability. Any reason why hydrostatic transmissions seem to be allocated to off the highway only? Are there reasons why this can't exist in a passenger car or light duty truck?
Totally left me hanging at the end...
if those pedals regulate the angle in pump/motor, then who or what regulates the speed of diesel motor? (1 extra pedal?)
The engine speed can be set by the operator via the control panel. It is mentioned in one of the skidder videos. Useful for short runs so the machine doesn't have to sit and idle while the harvester catches up. As run gets longer the operator can set the speed higher. Thank you for your question.
@hystat It is indeed!
Not sure. I will have to ask someone about it.
looks like Rexroth stuff