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A 12 volt electric hydraulic pump is a mechanical system that transforms hydraulic energy power into mechanical power. To overcome pressure caused by the load from the hydraulic system, it generates hydraulic oil flow with adequate strength.

It serves two functions while a dc hydraulic pump runs. First, the hydraulic gear pump produces a vacuum at the suction inlet of the pump that allows the air pressure to push the hydraulic oil liquid through the inlet suction filter of the pump from the hydraulic tank reservoir. Second, this liquid is transmitted to the pump outlet by its mechanical action which drives it into your hydraulic systems such as hydraulic dump trailer cylinders.

A mechanical power source that converts hydraulic energy power into mechanical power is a 12-volt DC hydraulic pump (hydrostatic energy i.e. flow, pressure). It creates flow with sufficient strength in order to overcome pressure induced by the load at the pump outlet. As a 12-volt DC motor runs, it creates a vacuum at the pump inlet that moves hydraulic oil liquid from the hydraulic oil tank along the inlet line to the pump and sends this hydraulic oil liquid by mechanical action to the pump outlet and drives it into the hydraulic systems.

In order to transfer energy from one electrical power to another motion, a 12-volt hydraulic system uses sealed fluid and then produces other different motions, such as linear motion, rotary motion, or force. The hydraulic power unit (12-volt hydraulic pump) provides the hydraulic power that is required for this fluid transfer.

DC motor powered by battery, the gear pump suction hydraulic oil from hydraulic tank reservoir, powered hydraulic oil fluid goes into hydraulic central manifold bock, pressure over check valve cracking pressure and then move the hydraulic cylinder. System pressure higher than check valve cracking pressure. It will open the relief valve setting pressure when the cylinder is fully open. The electrical power was changed to linear motion.

There would be various design features distinct from a traditional pumping system for a massive, robust hydraulic power unit. But the 12 volt hydraulic pump is a very simple hydraulic system. The main items are:Hydraulic central manifold:These are containers to which hydraulic actuators may be connected. They also gather DC motors, gear pumps, and hydraulic oil tanks. most of the hydraulic valves also mounting in this hydraulic component.

12v hydraulic pump motor: A 12v hydraulic power unit will be fitted with a DC12v hydraulic pump motor with a start relay. Normally this kind of DC motor is S3 work duty, can not work for a long time. only mins.

Tanks:A hydraulic power pack tank is a holding unit built to have ample capacity to pump the fluid in the pipes into it. Similarly, actuator fluid can need to flow into the tank often. And it can make oil heat exchange and release air from hydraulic oil.

Filters:Usually, a filter is mounted on top of the tank if it is a big hydraulic power unit, but 12-volt electric hydraulic pump is a small hydraulic power unit, so, the filter is just in the gear pump suction pipe. It will help your hydraulic system clean, to make sure all your hydraulic components can work stable.

Coolers and Heaters:An air cooler should be mounted in a hydraulic power unit to keep temperatures from rising above operating parameters. Similarly, as the DC 12v hydraulic pump motor is an S3 work duty compact hydraulic power unit, it does not design with coolers or heaters, its’ tank will make oil cool.

Remote control switch: The operation of the 12v hydraulic pump are some wire remote control switch.12v hydraulic pump single-acting complete with 3 wire dump trailer remote control switch and 12 volt double-acting hydraulic pump comes with  4 wire dump trailer remote control switch.

Hydraulic pumps are widely used in practically any single hydraulic power transfer scheme. The device which converts mechanical energy into hydraulic power energy, which is a combination of hydraulic pressure and flow, is a hydraulic pump. Any system you can input force to which in turn produces flow can be a hydraulic pump.

Hydraulic pumps are used more prolifically for mobile applications than by industrial equipment since electric actuators are usually not used by mobile machinery.

If temperatures are more to the top, such as below -20 ° C and over 60 ° C, with pressures above 250 bar, it would be necessary to stop your 12v hydraulic pump stop.

In a tiny box, DC electric hydraulic power units pack can supply a lot of power. On dump trucks, stackers, snowplows, forklifts, and hundreds of other applications that include a self-contained, mobile hydraulic power pack, these 12-volt electric hydraulic pumps are widely used. These small electric hydraulic pumps & power units have been engineered for years to weather harsh conditions and provide consistent efficiency.

12v hydraulic pump single acting and 12v hydraulic pump double acting are the most common DC 12v hydraulic power units. Some others are also available such as dual double acting hydraulic pump,4xdouble acting hydraulic pump,etc

You must determine whether the viscosity( (VG)) can be correctly used to fulfill the specifications of your hydraulic system pump in order to choose some hydraulic fluid. The various oil viscosity amounts will be suggested by the oil manufacturers. This would be important to various kinds of pump forms.

DC12v hydraulic pump hydraulic system normally works with a gear pump,so, it is easy to get correct hydraulic oil. normally summer is 46#, winter is 32#.

You must ensure that the hydraulic oil is properly cooled in order for your hydraulic power pack to work more effectively and last for a longer time. Sometimes you should mount a hydraulic oil cooler with your hydraulic pump systems if your hydraulic system is a longtime running system.

"Big rig", "Eighteen wheeler", and "Truck and trailer" redirect here. For use of the expression in rugby union, see Glossary of rugby union terms § T. For other uses, see 18 wheeler (disambiguation) and Big Rig (disambiguation).

A semi-trailer truck, also known as a semitruck,semi,eighteen-wheeler,big rig,tractor-trailersynecdoche, a semitrailer)tractor unit and one or more semi-trailers to carry freight. A semi-trailer attaches to the tractor with a type of hitch called a fifth wheel.

The noticeable difference between tractor units in Europe and North America is that almost all European models are cab over engine (called "forward control" in the UKstraight trucks or fully articulated, have a sheer face on the front. This allows shorter trucks with longer trailers (with larger freight capacity) within the legal maximum total length. Furthermore, it offers greater maneuverability in confined areas, a more balanced weight-distribution, and better overall view for the driver. The major disadvantage is that for repairs on COE trucks, the entire cab has to hinge forward to allow maintenance access.

In Europe, usually only the driven tractor axle has dual wheels, while single wheels are used for every other axle on the tractor and the trailer. The most common combination used in Europe is a semi tractor with two axles and a cargo trailer with three axles, one of which is sometimes a lift axle, giving 5 axles and 12 wheels in total. This format is now common across Europe as it is able to meet the EU maximum weight limit of 40,000 kg (88,000 pounds) without overloading any axle. Individual countries have raised their own weight limit. The U.K., for example, has a 44,000 kg (97,000 pounds) limit, an increase achieved by adding an extra axle to the tractor, usually in the form of a middle unpowered lifting axle (midlift) with a total of 14 wheels. The lift axles used on both tractors and trailers allow the trucks to remain legal when fully loaded (as weight per axle remains within the legal limits); on the other hand, these axle set(s) can be raised off the roadway for increased maneuverability or for reduced fuel consumption and tire wear when carrying lighter loads. Although lift axles usually operate automatically, they can be lowered manually even while carrying light loads, in order to remain within legal (safe) limits when, for example, navigating back-road bridges with severely restricted axle loads. For greater detail, see the United Kingdom section, below.

When using a dolly, which generally has to be equipped with lights and a license plate, rigid trucks can be used to pull semi-trailers. The dolly is equipped with a fifth wheel to which the trailer is coupled. Because the dolly attaches to a pintle hitch on the truck, maneuvering a trailer hooked to a dolly is different from maneuvering a fifth wheel trailer. Backing the vehicle requires the same technique as backing an ordinary truck/full trailer combination, though the dolly/semi setup is probably longer, thus requiring more space for maneuvering. The tractor/semi-trailer configuration is rarely used on timber trucks since they use the two major advantages of having the weight of the load on the drive wheels, and the loader crane used to lift the logs from the ground can be mounted on the rear of the truck behind the load, allowing a short (lightweight) crane to reach both ends of the vehicle without uncoupling. Also, construction trucks are more often seen in a rigid + midaxle trailer configuration instead of the tractor/semi-trailer setup.

Denmark and Norway allow 25.25 m (83 ft) trucks (Denmark from 2008, and Norway from 2008 on selected routes). In Sweden, the allowed length has been 24 m (79 ft) since 1967. Before that, the maximum length was unlimited; the only limitations were on axle load. What stopped Sweden from adopting the same rules as the rest of Europe, when securing road safety, was the national importance of a competitive forestry industry.cut-to-length logs instead of two, as it would be in a short combination. They have one stack together with a crane on the 6×4 truck, and two additional stacks on a four axle trailer. The allowed gross weight in both countries is up to 60 t (59 long tons; 66 short tons) depending on the distance between the first and last axle.

In the negotiations starting in the late 1980s preceding Sweden and Finland"s entries to the European Economic Area and later the European Union, they insisted on exemptions from the EU rules citing environmental concerns and the transportation needs of the logging industry. In 1995, after their entry to the union, the rules changed again, this time to allow trucks carrying a standard CEN unit of 7.82 m (26 ft) to draw a 13.6 m (45 ft) standard semi-trailer on a dolly, a total overall length of 25.25 m. Later, B-double combinations came into use, often with one 6 m (20 ft) container on the B-link and a 12 m (40 ft) container (or two 6 m containers) on a semi-trailer bed. In allowing the longer truck combinations, what would take two 16.5 m (54 ft) semi-trailer trucks and one 18.75 m (62 ft) truck and trailer to haul on the continent now could be handled by just two 25.25 m trucks – greatly reducing overall costs and emissions. Prepared since late 2012 and effective in January 2013, Finland has changed its regulations to allow total maximum legal weight of a combination to be 76 t (75 long tons; 84 short tons). At the same time the maximum allowed height would be increased by 20 cm (8 in); from current maximum of 4.2 m (13.8 ft) to 4.4 m (14.4 ft). The effect this major maximum weight increase would cause to the roads and bridges in Finland over time is strongly debated.

However, longer and heavier combinations are regularly seen on public roads; special permits are issued for special cargo. The mining company Boliden AB have a standing special permit for 76-tonne (75-long-ton; 84-short-ton) combinations on select routes between mines in the inland and the processing plant in Boliden, taking a 50-tonne (49-long-ton; 55-short-ton) load of ore. Volvo has a special permit for a 32 m (105 ft), steering B-trailer-trailer combination carrying two 12 m (40 ft) containers to and from Gothenburg harbour and the Volvo Trucks factory, all on the island of Hisingen.En Trave Till (lit. One more pile/stack) started in December 2008. It will allow even longer vehicles to further rationalize the logging transports. As the name of the project points out, it will be able to carry four stacks of timber, instead of the usual three. The test is limited to Norrbotten county and the European route E4 between the timber terminal in Överkalix and the sawmill in Munksund (outside Piteå). The vehicle is a 30 m (98 ft) long truck trailer combination with a gross weight exceeding 90 tonnes (89 long tons; 99 short tons). It is estimated that this will give a 20% lower cost and 20-25% CO2 emissions reduction compared to the regular 60-tonne (59-long-ton; 66-short-ton) truck combinations. As the combination spreads its weight over more axles, braking distance, road wear and traffic safety is believed to be either the same or improved with the 90-tonne (89-long-ton; 99-short-ton) truck-trailer. In the same program two types of 76-tonne (75-long-ton; 84-short-ton) combinations will be tested in Dalsland and Bohuslän counties in western Sweden: an enhanced truck and trailer combination for use in the forest and a b-double for plain highway transportation to the mill in Skoghall. In 2012, the Northland Mining company received permission for 90-tonne (89-long-ton; 99-short-ton) combinations with normal axle load (an extra dolly) for use on the 150 km (93 mi) Kaunisvaara-Svappavaara route, carrying iron ore.

In the United Kingdom, a semi-trailer truck is known as an "articulated lorry" (or colloquially as an "artic"). The maximum permitted gross weight of a semi-trailer truck without the use of a Special Type General Order (STGO) is 44,000 kg (97,000 lb). In order for a 44,000 kg semi-trailer truck to be permitted on UK roads the tractor and semi-trailer must have three or more axles each. Lower weight semi-trailer trucks can mean some tractors and trailer having fewer axles.

Most UK trailers are 45 ft (13.7 m) long and, dependent on the position of the fifth wheel and kingpin, a coupled tractor unit and trailer will have a combined length of between 50 and 55 ft (15.25 and 16.75 m). Although the Construction and Use Regulations allow a maximum rigid length of 60 ft (18.2 m), this, combined with a shallow kingpin and fifth wheel set close to the rear of the tractor unit, can give an overall length of around 75 ft (22.75 m).

In January 2012, the Department for Transport began conducting a trial of longer semi-trailers. The trial involves 900 semi-trailers of 48 ft (14.6 m) in length (i.e. 3 ft [1 m] longer than the current maximum), and a further 900 semi-trailers of 51 ft (15.65 m) in length (i.e. 7 ft [2.05 m] longer). This will result in the total maximum length of the semi-trailer truck being 57 ft (17.5 m) for trailers 48 ft in length, and 61 ft (18.55 m) for trailers 51 ft long. The increase in length will not result in the 97,000 lb weight limit being exceeded and will allow some operators to approach the weight limit which may not have been previously possible due to the previous length of trailers. The trial will run for a maximum of 10 years. Providing certain requirements are fulfilled, a Special Types General Order (STGO) allows for vehicles of any size or weight to travel on UK roads. However, in practice, any such vehicle has to travel by a route authorized by the Department of Transport and move under escort. The escort of abnormal loads in the UK is now predominantly carried out by private companies, but extremely large or heavy loads that require road closures must still be escorted by the police.

In the UK, some semi-trailer trucks have eight tires on three axles on the tractor; these are known as six-wheelers or "six leggers," with either the center or rear axle having single wheels which normally steer as well as the front axle and can be raised when not needed (i.e. when unloaded or only a light load is being carried; an arrangement known as a TAG axle when it is the rear axle, or mid-lift when it is the center axle). Some trailers have two axles which have twin tires on each axle; other trailers have three axles, of which one axle can be a lift axle which has super-single wheels. In the UK, two wheels bolted to the same hub are classed as a single wheel, therefore a standard six-axle articulated truck is considered to have twelve wheels, even though it has twenty tires. The UK also allows semi-trailer truck which have six tires on two axles; these are known as four-wheelers.

In 2009, the operator Denby Transport designed and built a 83 ft long (25.25 m) B-Train (or B-Double) semi-trailer truck called the Denby Eco-Link to show the benefits of such a vehicle, which were a reduction in road accidents and result in fewer road deaths, a reduction in emissions due to the one tractor unit still being used and no further highway investment being required. Furthermore, Denby Transport asserted that two Eco-Links would replace three standard semi-trailer trucks while, if limited to the current UK weight limit of 97,000 lb, it was claimed the Eco-Link would reduce carbon emissions by 16% and could still halve the number of trips needed for the same amount of cargo carried in conventional semi-trailer trucks. This is based on the fact that for light but bulky goods such as toilet paper, plastic bottles, cereals and aluminum cans, conventional semi-trailer trucks run out of cargo space before they reach the weight limit. At 97,000 lb, as opposed to 132,000 lb usually associated with B-Trains, the Eco-Link also exerts less weight per axle on the road compared to the standard six-axle 97,000 lb semi-trailer truck.

The vehicle was built after Denby Transport believed they had found a legal-loophole in the present UK law to allow the Eco-Link to be used on the public roads. The relevant legislation concerned the 1986 Road Vehicles Construction and Use Regulations. The 1986 regulations state that "certain vehicles" may be permitted to draw more than one trailer and can be up to 85 ft (25.9 m).

During BTAC performance testing the Eco-Link was given an "excellent" rating for its performance in maneuverability, productivity, safety and emissions tests, superseding ordinary semi-trailer trucks in many respects. Reportedly, private trials had also shown the Denby vehicle had a 20% shorter stopping distance than conventional semi-trailer trucks of the same weight, due to having extra axles. The active steer system meant that the Eco-Link had a turning circle of 41 ft (12.5 m), the same as a conventional semi-trailer truck.

Although the Department for Transport advised that the Eco-Link was not permissible on public roads, Denby Transport gave the Police prior warning of the timing and route of the test drive on the public highway, as well as outlining their position in writing to the Eastern Traffic Area Office. On 1 December 2009 Denby Transport were preparing to drive the Eco-Link on public roads, but this was cut short because the Police pulled the semi-trailer truck over as it left the gates in order to test it for its legality "to investigate any... offenses which may be found". The Police said the vehicle was unlawful due to its length and Denby Transport was served with a notice by the Vehicle and Operator Services Agency (VOSA) inspector to remove the vehicle from the road for inspection. Having returned to the yard, Denby Transport was formally notified by Police and VOSA that the semi-trailer truck could not be used. Neither the Eco-Link, nor any other B-Train, have since been permitted on UK roads. However, this prompted the Department for Transport to undertake a desk study into semi-trailer trucks, which has resulted in the longer semi-trailer trial which commenced in 2012.

The tractor unit typically has two or three axles; those built for hauling heavy-duty commercial-construction machinery may have as many as five, some often being lift axles.

The most common tractor-cab layout has a forward engine, one steering axle, and two drive axles. The fifth-wheel trailer coupling on most tractor trucks is movable fore and aft, to allow adjustment in the weight distribution over its rear axle(s).

The cargo trailer usually has tandem axles at the rear, each of which has dual wheels, or eight tires on the trailer, four per axle. In the US it is common to refer to the number of wheel hubs, rather than the number of tires; an axle can have either single or dual tires with no legal difference.moniker eighteen wheeler, although this term is considered by some truckers to be a misnomer (the term "eighteen-wheeler" is a nickname for a five-axle over-the-road combination). Many trailers are equipped with movable tandem axles to allow adjusting the weight distribution.

To connect the second of a set of doubles to the first trailer, and to support the front half of the second trailer, a converter gear known as a "dolly" is used. This has one or two axles, a fifth-wheel coupling for the rear trailer, and a tongue with a ring-hitch coupling for the forward trailer. Individual states may further allow longer vehicles, known as "longer combination vehicles" (or LCVs), and may allow them to operate on roads other than Interstates.

Rocky Mountain Doubles: One 40 to 53 ft (12.2 to 16.2 m) trailer (though usually no more than 48 ft (14.6 m)) and one 28.5 ft (8.7 m) trailer (known as a "pup").

The US federal government, which only regulates the Interstate Highway System, does not set maximum length requirements (except on auto and boat transporters), only minimums. Tractors can pull two or three trailers if the combination is legal in that state. Weight maximums are 20,000 lb (9,100 kg) on a single axle, 34,000 lb (15,000 kg) on a tandem, and 80,000 lb (36,000 kg) total for any vehicle or combination. There is a maximum width of 8.5 ft (2.6 m) and no maximum height.

Roads other than Interstates are regulated by individual states, and laws vary widely. Maximum weight varies between 80,000 lb (36,000 kg) to 171,000 lb (78,000 kg), depending on the combination.wheelbase of these vehicles and the larger minimum turning radii associated with them. In general, these configurations are restricted to the Interstates. Except for these units, double setups are not restricted to certain roads any more than a single setup. They are also not restricted by weather conditions or "difficulty of operation". The Canadian province of Ontario, however, does have weather-related operating restrictions for larger tandem trailer setups.

Australian road transport has a reputation for using very large trucks and road trains. This is reflected in the most popular configurations of trucks generally having dual drive axles and three axles on the trailers, with four tires on each axle. This means that Australian single semi-trailer trucks will usually have 22 tires, which is generally more than their counterparts in other countries. Super single tires are sometimes used on tri-axle trailers. The suspension is designed with travel limiting, which will hold the rim off the road for one blown or deflated tyre for each side of the trailer, so a trailer can be driven at reduced speed to a safe place for repair. Super singles are also often used on the steer axle in Australia to allow greater loading over the steer axle. The increase in loading of steer tires requires a permit.

Long haul transport usually operates as B-doubles with two trailers (each with three axles), for a total of nine axles (including steering). In some lighter duty applications only one of the rear axles of the truck is driven, and the trailer may have only two axles. From July 2007, the Australian Federal and State Governments allowed the introduction of B-triple trucks on a specified network of roads.turntable on the prime mover. The second and third trailers are supported by turntables on the trailers in front of them. As a result, B-Triples are much more stable than road trains and handle exceptionally well. True road trains only operate in remote areas, regulated by each state or territory government.

In total, the maximum length that any articulated vehicle may be (without a special permit and escort) is 53.5 m (176 ft), its maximum load may be up to 164 tonnes gross, and may have up to four trailers. However, heavy restrictions apply to the areas where such a vehicle may travel in most states. In remote areas such as the Northern Territory great care must be taken when sharing the road with longer articulated vehicles that often travel during the daytime, especially four-trailer road trains.

Articulated trucks towing a single trailer or two trailers (commonly known as "short doubles") with a maximum overall length of 19 m (62 ft) are referred to as "General access heavy vehicles" and are permitted in all areas, including metropolitan. B-doubles are limited to a maximum total weight of 62.5 tonnes and overall length of 25 m (82 ft), or 26 m (85 ft) if they are fitted with approved FUPS (Front Underrun Protection System) devices. B-doubles may only operate on designated roads, which includes most highways and some major metropolitan roads. B-doubles are very common in all parts of Australia including state capitals and on major routes they outnumber single trailer configurations.

In Australia, both conventional prime movers and cabovers are common, however, cabovers are most often seen on B-doubles on the eastern seaboard where the reduction in total length allows the vehicle to pull longer trailers and thus more cargo than it would otherwise.

Common combinations in New Zealand are a standard semi-trailer, a B-double, or a rigid towing vehicle pulling a trailer with a drawbar, with a maximum of nine axles. Standard maximum vehicle lengths for trailers with one axle set are:

Side view and underside view of a conventional 18-wheeler semi-trailer truck with an enclosed cargo space. The underside view shows the arrangement of the 18 tires (wheels). Shown in blue in the underside view are the axles, drive shaft, and differentials. The legend for labeled parts of the truck is as follows:

The cargo trailer is, by means of a king pin, hooked to a horseshoe-shaped quick-release coupling device called a fifth wheel or a turntable hitch at the rear of the towing engine that allows easy hook up and release. The truck trailer cannot move by itself because it only has wheels at the rear end: it requires a forward axle, provided by the towing engine, to carry half the load weight. When braking hard at high speeds, the vehicle has a tendency to fold at the pivot point between the towing vehicle and the trailer. Such a truck accident is called a "trailer swing", although it is also commonly described as a "jackknife."Jackknifing is a condition where the tractive unit swings round against the trailer, and not vice versa.

Semi trucks use air pressure, rather than hydraulic fluid, to actuate the brake. The use of air hoses allows for ease of coupling and uncoupling of trailers from the tractor unit. The most common failure is

The parking brake of the tractor unit and the emergency brake of the trailer are spring brakes that require air pressure in order to be released. They are applied when air pressure is released from the system, and disengaged when air pressure is supplied. This is a fail-safe design feature which ensures that if air pressure to either unit is lost, the vehicle will stop to a grinding halt, instead of continuing without brakes and becoming uncontrollable. The trailer controls are coupled to the tractor through two

Glad-hand connectors (also known as palm couplings) are air hose connectors, each of which has a flat engaging face and retaining tabs. The faces are placed together, and the units are rotated so that the tabs engage each other to hold the connectors together. This arrangement provides a secure connection but allows the couplers to break away without damaging the equipment if they are pulled, as may happen when the tractor and trailer are separated without first uncoupling the air lines. These connectors are similar in design to the ones used for a similar purpose between railroad cars. Two air lines typically connect to the trailer unit. An emergency or main air supply line pressurizes the trailer"s air tank and disengages the emergency brake, and a second service line controls the brake application during normal operation.

In the UK, male/female quick release connectors (red line or emergency), have a female on the truck and male on the trailer, but a yellow line or service has a male on the truck and female on the trailer. This avoids coupling errors (causing no brakes) plus the connections will not come apart if pulled by accident. The three electrical lines will fit one way around a primary black, a secondary green, and an ABS lead, all of which are collectively known as suzies or suzie coils.

Another braking feature of semi-trucks is engine braking, which could be either a compression brake (usually shortened to exhaust brake or combination of both. However, the use of compression brake alone produces a loud and distinctive noise, and to control noise pollution, some local municipalities have prohibited or restricted the use of engine brake systems inside their jurisdictions, particularly in residential areas. The advantage to using engine braking instead of conventional brakes is that a truck can descend a long grade without overheating its wheel brakes. Some vehicles can also be equipped with hydraulic or electric retarders which have an advantage of near silent operation.

Because of the wide variety of loads the semi may carry, they usually have a manual transmission to allow the driver to have as much control as possible. However, all truck manufacturers now offer automated manual transmissions (manual gearboxes with automated gear change), as well as conventional hydraulic automatic transmissions.

An electrical connection is made between the tractor and the trailer through a cable often referred to as a pigtail. This cable is a bundle of wires in a single casing. Each wire controls one of the electrical circuits on the trailer, such as running lights, brake lights, turn signals, etc. A straight cable would break when the rig went around corners, so a coiled cable is used which retracts these coils when not under tension. It is these coils that cause the cable to look like a pigtail.

An innovation rapidly growing in popularity is the skirted trailer. The space between the road and the bottom of the trailer frame was traditionally left open until it was realized that the turbulent air swirling under the trailer is a major source of aerodynamic drag. Three split skirt concepts were verified by the United States Environmental Protection Agency (EPA) to provide fuel savings greater than 5%, and four split skirt concepts had EPA-verified fuel savings between 4% and 5%.

Skirted trailers are often combined with Underrun Protection Systems (underride guards), greatly improving safety for passenger vehicles sharing the road.

Underride protection systems can be installed at the rear, front and sides of a truck and the rear and sides of a trailer. A Rear Underrun Protection System (RUPS) is a rigid assembly hanging down from trailer"s chassis, which is intended to provide some protection for passenger cars which collide with the rear of the trailer. Public awareness of this safeguard was increased in the aftermath of the accident that killed actress Jayne Mansfield on 29 June 1967, when the car she was in hit the rear of a tractor-trailer, causing fatal head trauma. After her death, the NHTSA recommended requiring a rear underride guard, also known as a Mansfield bar, an ICC bar, or a DOT bumper.

The bottom rear of the trailer is near head level for an adult seated in a car, and without the underride guard, the only protection for such an adult"s head in a rear-end collision would be the car"s windshield and A pillars. The front of the car goes under the platform of the trailer rather than making contact via the passenger car bumper, so the car"s protective crush zone becomes irrelevant and air bags are ineffective in protecting the passengers. The underride guard provides a rigid area for the car to contact that is lower than the lip of the bonnet/hood, preventing the vehicle from squatting and running under the truck and ensuring that the vehicle"s crush zones and engine block absorb the force of the collision.

In addition to rear underride guards, truck tractor cabs may be equipped with a Front Underrun Protection System (FUPS) at the front bumper of the truck, if the front end is not low enough for the bumper to provide the adequate protection on its own. The safest tractor-trailers are also equipped with side underride guards, also called Side Underrun Protection System (SUPS). These additional barriers prevent passenger cars from skidding underneath the trailer from the side, such as in an oblique or side collision, or if the trailer jackknifes across the road, and helps protect cyclists, pedestrians and other vulnerable road users.

In addition to safety benefits, these underride guards may improve fuel mileage by reducing air turbulence under the trailer at highway speeds. Another benefit of having a sturdy rear underride guard is that it may be secured to a loading dock with a hook to prevent "trailer creep", a movement of the trailer away from the dock, which opens up a dangerous gap during loading or unloading operations.

LR (Light Rigid) – Class LR covers a rigid vehicle with a GVM (gross vehicle mass) of more than 4.5 tonnes but not more than 8 tonnes. Any towed trailer must not weigh more than 9 tonnes GVM. Also includes vehicles with a GVM up to 8 tonnes which carry more than 12 adults including the driver and vehicles in Class C.

MR (Medium Rigid) – Class MR covers a rigid vehicle with two axles and a GVM of more than 8 tonnes. Any towed trailer must not weigh more than 9 tonnes GVM. Also includes vehicles in Class LR.

HR (Heavy Rigid) – Class HR covers a rigid vehicle with three or more axles and a GVM of more than 15 tonnes. Any towed trailer must not weigh more than 9 tonnes GVM. Also includes articulated buses and vehicles in Class MR.

HC (Heavy Combination) – Class HC covers heavy combination vehicles like a prime mover towing a semi-trailer, or rigid vehicles towing a trailer with a GVM of more than 9 tonnes. Also includes vehicles in Class HR.

A Class B (any school bus), C (any urban-transit-vehicle or highway-coach), or D (heavy trucks other than tractor-trailers) license enables its holder to drive any truck-trailer combination with a registered- or actual-gross-vehicle-weight (i.e., including towing- and towed-vehicle) greater than 11 tonnes, that includes one trailer weighing no more than 4.6 tonnes.

A category CE driving licence is required to drive a tractor-trailer in Europe. Category C (Γ in Greece) is required for vehicles over 7,500 kg (16,500 lb), while category E is for heavy trailers, which in the case of trucks and buses means any trailer over 750 kg (1,650 lb). Vehicles over 3,500 kg (7,700 lb)—which is the maximum limit of B license—but under 7,500 kg can be driven with a C1 license. Buses require a D (Δ in Greece) license. A bus that is registered for no more than 16 passengers, excluding the driver, can be driven with a D1 license.

Class 2 – Medium Rigid Vehicle: Any rigid vehicle with GLW 18,001 kg (39,685 lb) or less with light trailer of 3,500 kg (7,700 lb) or less, any combination vehicle with GCW 12,001 kg (26,458 lb) or less, any rigid vehicle of any weight with no more than two axles, or any Class 1 vehicle.

Class 4 – Heavy Rigid Vehicle: Any rigid vehicle of any weight, any combination vehicle which consists of a heavy vehicle and a light trailer, or any vehicle of Class 1 or 2 (but not 3).

The Road Traffic Security Rules (道路交通安全規則) require a combination vehicle driver license (Chinese: 聯結車駕駛執照) to drive a combination vehicle (Chinese: 聯結車). These rules define a combination vehicle as a motor vehicle towing a heavy trailer, i.e., a trailer with a gross weight of more than 750 kilograms (1,653 lb).

Drivers of semi-trailer trucks generally require a Class A commercial driver"s license (CDL) to operate any combination vehicles with a gross combination weight rating (or GCWR) in excess of 26,000 lb (11,800 kg) if the gross vehicle weight rating (GVWR) of the towed vehicle(s) is in excess of 10,000 lb (4,500 kg). Some states (such as North Dakota) provide exemptions for farmers, allowing non-commercial license holders to operate semis within a certain air-mile radius of their reporting location. State exemptions, however, are only applicable in intrastate commerce; stipulations of the Code of Federal Regulations (CFR) may be applied in interstate commerce. Also a person under the age of 21 cannot operate a commercial vehicle outside the state where the commercial license was issued. This restriction may also be mirrored by certain states in their intrastate regulations. A person must be at least 18 in order to be issued a commercial license.

Modern day semi-trailer trucks often operate as a part of a domestic or international transport infrastructure to support containerized cargo shipment.

The large trailers pulled by a tractor unit come in many styles, lengths, and shapes. Some common types are: vans, reefers, flatbeds, sidelifts and tankers. These trailers may be refrigerated, heated, ventilated, or pressurized, depending on climate and cargo. Some trailers have movable wheel axles that can be adjusted by moving them on a track underneath the trailer body and securing them in place with large pins. The purpose of this is to help adjust weight distribution over the various axles, to comply with local laws.

Wood, Richard (2012). "EPA Smartway Verification of Trailer Undercarriage Advanced Aerodynamic Drag Reduction Technology". SAE International Journal of Commercial Vehicles. EPA Smartway. 5 (2): 607–615. doi:10.4271/2012-01-2043. Retrieved 2 October 2012.

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The ports and fixing threads are designed for the specified maximum pressure. The machine or system manufacturer must ensure that the connecting elements and lines correspond to the specified operating conditions (pressure, flow, hydraulic fluid,temperature) with the necessary safety factors.

Every OEM says it wants quality, but the reality is that machine builders can choose from countless hydraulic components that vary widely in performance and price—from cheap, “throw-away” parts to high-quality and, more-expensive, products that are built to last.

How does an engineer sort out the various offerings? Here’s a look at one fluid-power manufacturer’s unique philosophy on making a well-crafted pump, thanks to a keen understanding of how poorly built pumps fail.

Most pump designers begin with theoretical concepts of fluid power and mechanical engineering to create a product that should suit the customer’s needs. Hydraulics manufacturer Permco Inc., based in Streetsboro, Ohio, has taken a different tack on the route to building high-quality parts.

It’s hard to imagine worse operating conditions for hydraulics than in underground coal mines, he explained. Mechanics routinely dealt with units with internal parts burned due to overheating, seized from lack of lubrication, fouled with contaminants or damaged due to overpressure conditions. They also learned firsthand a sense of urgency to make a repair right the first time and get machines up and running quickly, as the cost of unexpected breakdowns can run into the tens of thousands of dollars an hour.

“Take our gear pumps. We looked at many designs and the best gear design, based on our experience in differentials and transmissions for these applications, has a gear tooth that is shaped vertically, and then shaved after the shaping process,” he said.

In contrast, virtually every other competitor cuts their gears on horizontal hobbing machines, said Shell. “Just by the nature of a hobbing tool, those gears will have a crowned profile from end to end. When new, the difference isn’t noticeable.” But over time, as the gears rotate against each other and the housing, a crowned gear creates leak paths. Pumps with vertically cut gears, in contrast, have a straighter tooth profile and wear more uniformly, and thus maintain efficiencies longer, he said. “We were gear cutters in the old days, and that background taught us to implement design features that enhance the operation of our pumps. The way we shape and shave our gears creates a better tooth profile.”

Some hydraulics manufacturers rely on their own foundries and pour their own housing castings. “Well, in the foundry world, technology is really, really expensive. Upgrades are very costly, so there is a natural reluctance against constantly investing in the newest systems,” noted Shell.

Another differentiator among pump manufacturers, in Shell’s view, is that some make high-quality, well-engineered products, and others either don’t understand the basics or simply don’t care.

“For instance, some years ago Permco developed a game-changing thrust plate called a diverter plate,” he said. When subjected to system pressure, the gears in a pump tend to flex and move toward the low-pressure side. To compensate, company engineers developed thrust plates incorporating precision grooves that create a minute flow path to divert high-pressure fluid to the inlet side. In turn, that helps balance bearing loads.

When the patents expired some competitors copied the plates and, without understanding why the feature is there, went one step further and introduced a bi-rotational version—with flow paths in both directions for running a pump clockwise and counterclockwise. They surmised that if the diverter works in one direction, a design suited for both directions would be even better. In reality, the bi-ro design doesn’t work because it creates too many leak paths and efficiency drops severely. But unsophisticated pump builders don’t know that. “We see a lot of those types of issues. They don’t understand the nuances of what this groove really does. They know it has 14° a chamfer on it. Why 14° not 16°? They can’t tell you those things,” said Shell.

Not only do such differences matter in design and manufacturing, they hold for how pumps are assembled, too. Building a high-quality pump is meticulous work, stressed Shell. “Our people do prep work very similar to what you would see in a good engine rebuild shop.” For instance, they might take a honing stone or emery cloth and kiss a few areas on the gear before installation. That’s because when gears are pulled from a warehouse shelf and moved to the assembly station, it’s not unheard of to accidentally bump and nick a gear. If that gear gets assembled as is, and it subsequently rides on the soft bronze plate, the burr will cut a groove and create a leak path. Left unchecked, that pump will run inefficiently and underperform. Few manufacturers take such a hands-on approach to quality, emphasized Shell.

“But probably the biggest thing that differentiates us is we test every pump that goes out of this building. For peace of mind from the customer’s standpoint, that’s huge,” he stressed. Each pump gets assembled with new parts to create a tight package. Then it’s run up to 2,000 psi pressure, where the components flex and the gears will take a take a slight wipe—removing perhaps 0.0005 to 0.001 in. of material from the housing. That’s acceptable, notes Shell, because filters on the test benches trap the wear particles, instead of remaining behind to contaminate a customer’s hydraulic system.

Finally, the approved product is assigned a serial number that includes the initials of the assembler—as a further sign of the workmanship that stands behind a high-quality pump.

“I guarantee you many other manufacturers don’t take the extra care we put into these units,” said Shell, and it shows when they test competing products. “Some of the dump-truck pumps coming in from offshore sources—mainly China—have failure rates upwards of 10 to 15%. Ours is less than one quarter of 1%.”

It’s due to a different mindset behind the way they build pumps, versus Permco’s philosophy, he emphasized. Some manufacturers feel units made to less-stringent standards are acceptable because often, they only see light duty. Take the case of a typical dump truck: the duty cycle for the hydraulics is often quite limited, he noted. Generally, a truck gets loaded, transports material to a site, and only then is the pump switched on—where it operates for perhaps a minute to raise, dump and lower the bed. And the cycle might get repeated perhaps a dozen times per day.

So, in theory, a dump pump designed and built to handle just light, intermittent duty should be more than adequate, he continued. But the world isn’t perfect—many things can and will go wrong, said Shell. For instance, the operator keeps the pump on too long and it overheats; or it runs low on oil; or the truck bed is overloaded, and a pump with no margin of safety is overtaxed and fails.

A well-engineered, high-quality pump can overcome many of these issues; lesser products can’t, he said. “We understand how offshore units are built and we can predict, generally speaking, how they will fail.” Almost all of these areas of weakness get addressed in Permco’s engineering, manufacturing, assembly and testing processes—steps that are missing in pumps coming from offshore sources. But those manufacturers justify an increased failure rate because their pump costs $50 less to make, said Shell.

“We saw the invasion of these offshore dump pumps a few years ago, and we had plenty of opportunity to make this same pump in China. So we had two choices in that market. Either join it, and it’s just a race to the bottom. Or offer something that differentiates us from the rest of the market.” That’s where the American Champ, Permco’s pumps like the Gemini series comes in, he explained.

The pumps are engineered and manufactured based on Permco’s years of experience, and assembled in the U.S. from globally sourced, world-class components. What’s interesting is that many of the pump components are made not only in the company’s Ohio plant, but in Permco’s manufacturing operation in Tianjin, China.

“There’s virtually zero difference between our China and U.S. products, and there’s a reason for that,” explained Shell. Instead of relying on subcontractors or joint ventures, 16 years ago the U.S. plant manager (now with 44 years of experience) moved to China to set up a gear manufacturing plant, with processes identical to those in the domestic plant. By installing the same types of machine tools, instituting the same procedures, and with in-depth training and constant supervision, the Chinese workers have come to understand how important quality really is.

“It’s all about a different way of thinking. Again, we came out of the mining component repair world. When a Joy mining machine breaks down and sits idle for 16 hours, and a rebuilt transmission gets carted six miles underground to make the repair, it is imperative that when power is switched on, the work was done right.” The focus is on getting the equipment up and running again, not on saving a few dollars on a pump that might fail in short order, or may not work at all.

Dump pumps, as the name indicates, are routinely used in hydraulic circuits for lifting and lowering dump truck and trailer beds. The basic design typically includes a pump section, a directional control valve and a relief valve incorporated into the pump as a complete package, with internal fluid connections to the components. They have been around for more than 50 years and are common throughout the industry.

A notable innovation is now shaking up that market. Permco has developed a unit that sets it apart from conventional dump pumps. The Gemini DG-20/RG-20 is designed for-dual use applications, thanks to a second set of relief valves and selector valves. That lets the Gemini not only control a dump bed, it can also control a walking (live) floor.

Walking floors are used on trailers that do not tip, like a dump trailer. Instead, slats on the movable floor transport and “walk” the load off the end. They’re frequently used in the refuse industry, in landscaping to handle mulch and wood chips, and in other areas where height restrictions would severely limit the capability to raise a dump bed.

Walking-floor trailers tend to operate at higher pressures than hydraulics in dump applications. Traditionally, that has meant a fleet operator with dump trucks requires separate tractors for walking floors. Now, thanks to the Gemini pump, an operator can run a dump truck, and then switch the same tractor to a trailer with a walking floor. Equipping the vehicle with a Gemini pump system lets the operator easily change pressure settings on demand, and eliminates the need for a dedicated rig that can easily cost $150,000.

The Gemini is rated for 37 gpm at 1,800 gpm and runs at two pressures, low (2,000 psi) for dump bodies and high (typically 3,200 psi) for live floors. Operators can easily switch from low to high pressure using cab-mounted controls. The pump includes dowelled construction and is assembled in the U.S. and 100% factory tested. In addition to use on dump trailers and walking floors, the Gemini is also suitable for gooseneck transporters, dump trucks, crane-equipment vehicles, roll-off trucks and refuse collection

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Coal Mining Machines Market 2018- Global Industry Analysis, By Key Players, Segmentation, Trends And Forecast By 2023 | Monoblock Control Valve On Tractor

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