O RINGS

Posted by automotive dictionary | 11:38 AM | 0 comments »


Seals

An O-ring is a loop of elastomer with a round (o-shaped) cross-section used as a
mechanical seal or gasket. They are designed to be seated in a groove and compressed
during assembly between two or more parts, creating a seal at the interface.

The joint may be static, or (in some designs) have relative motion between the parts
and the o-ring; rotating pump shafts and hydraulic cylinders, for example. Joints with
motion usually require lubrication of the o-ring to reduce wear. This is typically
accomplished with the fluid being sealed.

O-rings are one of the most common seals used in machine design because they are
inexpensive and easy to make, reliable, and have simple mounting requirements. They
can seal tens of megapascals (thousands of psi) pressure.


O-ring mounting for an ultra-high vacuum application . Pressure distribution within
the cross-section of the O-ring. The red lines are hard surfaces, which apply high
pressure. The fluid in the seams has lower pressure. The soft O-ring bridges the
pressure over the seams.

O-rings are one of the most common yet important elements of machine design. They
are available in various metric and standard sizes. The UK standards sizes are known
as BS Sizes and typically range from BS001 to BS932. The most common standard
sizes in the US are controlled by SAE AS568. In general o-rings are specified by the
inside diameter and the cross section diameter (thickness). The o-ring is one of the
simplest, yet most engineered, precise, and useful seal designs ever developed.

Typical applications

Successful o-ring joint design requires a rigid mechanical mounting that applies a
predictable deformation to the o-ring. This introduces a calculated mechanical stress
at the o-ring contacting surfaces. As long as the pressure of the fluid being contained
does not exceed the contact stress of the o-ring, leaking cannot occur.

The seal is designed to have a point contact between the o-ring and sealing faces. This
allows a high local stress, able to contain high pressure, without exceeding the yield
stress of the o-ring body. The flexible nature of o-ring materials accommodates
imperfections in the mounting parts. Maintaining good surface finish of those mating
parts is still important, however, especially at low temperatures where the seal rubber
reaches its glass transition temperature and becomes increasingly crystalline.


Other seals

There are variations in cross-section design other than circular. These include o-rings
with x shaped profiles, commonly called x-rings or quad rings. When squeezed upon
installation, they seal with 4 contact surfaces – 2 small contact surfaces on the top and
bottom. This contrasts with the o-ring's comparatively larger single contact surfaces
top and bottom. X-rings are most commonly used in reciprocating applications, where
they provide reduced running and breakout friction and reduced risk of spiraling when
compared to o-rings.

There are also o-rings with a square profile, commonly called square-cut. When orings
were selling at a premium because of the novelty, lack of efficient
manufacturing processes and high labor content, square-cuts were introduced as an
economical substitution for o-rings. The square-cut is manufactured by molding an
elastomer sleeve which is then lathe-cut. This style of seal is sometimes less
expensive to manufacture with certain materials and molding technologies
(compression, transfer, injection), especially in low volumes. The physical sealing
performance of square-cut rings is inferior to the o-rings.

Today the price of o-rings has decreased to the point that the square-cut design is nearly obsolete.

Similar devices with a non-round cross-sections are called seals or packings.


Failure modes of O-rings

O-ring materials may be subjected to high or low temperatures, chemical attack,
vibration, abrasion, and movement. Materials are selected according to the situation
O-ring materials exist which can tolerate temperatures as low as -200 C or as high as
250+ C.
At the low end nearly all engineering materials will turn rigid and fail to seal,
at the high end the materials will often burn or decompose. Chemical attacks can
degrade the material, start brittle cracks or cause it to swell.

For example, NBR seals can crack when exposed to ozone gas at very low concentrations unless protected.

Clutch Servo – Service Manual

Posted by automotive dictionary | 11:17 AM | 0 comments »

Clutch Servos are used to reduce the force required to operate the clutch pedal and
to permit sensitive and accurate actuation of the clutch in the vehicle.

Two sizes are produced– 3 inch and 4 inch. The size refers to the
diameter of the pneumatic section of the clutch servo.


The Clutch servo consists of three parts:

- Hydraulic slave cylinder
- Control Valve
- Pneumatic Servo cylinder

Some of the other optional accessories available with clutch servo are

- Electrical trigger through a electrical sensor to activate transmission control
- Mechanical wear indicator


Clutch Servo – Service Manual

Operation

The clutch servo has two ports, one for oil inlet and other for air inlet. Oil inlet port
connects with the Master Cylinder operated by clutch pedal. The air inlet port takes
air from the auxiliary reservoir connected to port no.24 of system protection valve.

a) At Rest Position:
During this position, air from reservoir enters the air inlet port and will be acting
around the inlet valve. There is no oil pressure in the oil inlet port of the clutch servo.
The push rod will not travel and generate any force.

b) Working position :

During working position the driver depresses the clutch pedal. The pressurized oil
from Master Cylinder enters the hydraulic chamber and applies force on the
hydraulic rod, which in turn provides force output in the push rod.

Pneumatic assistance : The hydraulic pressure acting inside the chamber will also
push the PIN & PISTON of the control valve closing the exhaust opening and
opening the air passage by pushing down the air inlet valve. Air from the inlet port
now flows through the cross hole to the pneumatic chamber acts on the piston
providing assistance.

Pneumatic and Hydraulic pressure acting on the push rod together will disengage
the clutch. The air pressure in the chamber below the piston balances the hydraulic
pressure acting on the Pin.

c) Release stroke:

When the driver releases the clutch pedal oil from hydraulic chamber returns back to
master cylinder. The hydraulic pressure reduces and the pin moves up. This will
make the inlet valve to return back to the original position by return spring closing the
air inlet passage. Further movement of the pin to the topside will make the exhaust
passage to open. Air from the pneumatic chamber is vented through the exhaust
retracting the push rod. This will cause the clutch to engage. The air circulation to
chamber “A” will be through the duct, which is connected to atmosphere through the
exhaust valve.

The chamber in “B” remains proportional to the hydraulic pressure at all times thus
giving the driver full control when engaging back the clutch. In case if there is no air
available in the reservoir or the pressure falls down to lower value it is still possible to
operate the clutch only with the hydraulic pressure. However this requires a greater
force to be applied by the driver.

4.0 Wear Indicator:

All the clutch servos supplied to AL are provided with Wear Indicator as shown in
figure 1. The purpose of wear indicator is to show the amount of wear taking place in
the clutch.

5.0 Installation Requirements:

The clutch servo should always be installed in horizontal position with the exhaustfacing downwards. The bleeding screw should always be positioned in such a waythat it should facilitate easier bleeding during installation.

While assembling the Fork to the push rod of clutch servo ensure the stand out ismaintained as per recommendations given by the OEM. While servicing andreassembly in the vehicle bleeding should be done properly for proper functioning ofclutch servo. It is recommended to carry out pressurized bleeding through the bleedscrew of the clutch servo since this ensures proper bleeding and saves time.

In casemanual bleeding is done please follow the procedure given below:Manual bleeding of Clutch Servo:

1. Top off clutch master cylinder reservoir and fill adequate amount of fluid.
2.Put a transparent Plastic tube or hose on the clutch servo bleeding nipple andsubmerge the other end of tube in a jar with some hydraulic fluid
3. Slowly depress the clutch pedal
4. Slightly loosen the nipple
5. While fluid is traveling through the plastic tube, tighten the bleeder before thepedal is fully released
6.Release the pedalRepeat the procedure until:- No bubbles appear in the fluid section- The bleeder nipple was opened after the clutch pedal started depressing and wasclosed before the pedal reached the bottom.Mounting : Using M8 Screws and nut with lock washerFork – Assembled with Lock nutHydraulic piping:Air pipes – Min 6mm Inner diameterHydraulic pipe – Min 5mm Inner diameter for length upto 4mMin 6mm Inner diameter for length exceeding 4mAvoid routing the hydraulic pipes without any high points in between which mayresult in air trap as shown below.

Recommended Hydraulic fluid : Brake Fluid to SAE J1703Page 3NO

Air dryer is the right choice for Air brake system

Posted by automotive dictionary | 10:56 AM | 0 comments »


Air Dryer - Advantages


•No need for daily draining of condensate.

•Rust free pipes & fittings. •Simplified circuit.

•Reliable and durable performance of Valves.

•Reduces maintenance cost.

•Minimises vehicle downtime