smg hydraulic pump made in china

Renew your worn or burn"t out SMG pump with our remanufactured units! Our remanufactured pumps are disassembled, thoroughly cleaned and reassembled with all new components.

Pentosin CHF 11S is a synthetic high performance hydraulic fluid for life-time application in modern vehicle aggregates. Pentosin CHF 11S is especially designed for hydraulics in the automotive industry with the highest technical requirements such as in: power steering, level control, shock absorber, hydro-pneumatic suspension, stability and traction control, hydraulics for convertible tops, central lock systems, etc.

The scope of supply is inclusive of the R&D, manufacturing, sales business and after-service of the hydraulic jacks and the versatile hydraulic hand tools. Sticking to the philosophy of “R&D as foundation, q...

Due to a tight construction schedule, all machinery has been operating 24 hours a day, non-stop, making machine quality and efficient after-sales service a top priority. Seven SMG200 motor graders, a number of SSR120 rollers and five SPR200 rollers have been used on the project.

Many early versions of these transmissions that are semi-automatic in operation, such as clutch — often using various forms of clutch actuation, such as electro-mechanical, hydraulic, pneumatic, or vacuum actuationclutchless manual systems.fully automatic in operation, such as ECU, therefore requiring no manual intervention or driver input for gear changes.

The usage of modern computer-controlled AMTs in passenger cars increased during the mid-1990s, as a more sporting alternative to the traditional hydraulic automatic transmission. During the 2010s, AMTs were largely replaced by the increasingly widespread dual-clutch transmission, but remained popular for smaller cars in Europe and some developing markets, particularly India where it is notably favored over conventional automatic and CVT transmissions.

Gear shifting, clutch actuation, shift-timing, and rev-matching are all under automated control via the electronic sensors, computers, and actuators.transmission shift lever, while electronic sensors and actuators connected to a TCU (transmission computer) or microprocessor will automatically operate the clutch and throttle to match revs and to re-engage the clutch in milliseconds. Torque and power transfer to the drive wheels will also be electronically controlled. Most modern implementations of this transmission function in a sequential mode, where the driver can upshift or downshift by only one gear at a time. However, this is not the case for all modern transmissions. For example, BMW"s "SMG" and Ferrari"s "F1" transmission can skip gears on both downshifts and upshifts, when selecting gears manually via the steering wheel-mounted paddle-shifters, as seen on most modern transmissions. Older clutchless manual transmissions (mostly prior to the 1990s) will retain H-pattern shifters, plus the shift gate, and will require the driver to select the required gear ratios manually. The clutch, however, will be a servo-controlled unit, connected to various actuators, a solenoid and sensors which control the clutch automatically.

Another alternate means of clutch automation is the "clutch-by-wire" system. The system generally uses an electric actuator and electronic sensors, which replace the mechanical clutch linkage or hydraulic clutch connection, to monitor and control clutch positioning, completely replacing the hydraulic linkage between the mechanical clutch and pedal itself with a single electro-mechanical actuator.

Add-on AMTs can also function as a regular manual gearbox (with a manual shift lever), whereas integrated AMTs do not need a "normal" shift layout, so they can be designed with an optimized AMT shifting layout (which would have an unusual pattern to manually shift). Integrated AMTs either have gear-selector drums (which allows only serial shifting and no gear-skipping, but this system is fairly inexpensive, because it needs only one actuator), or single actuators. Single-actuator systems require one actuator for each shifting sleeve (which is why this type of system is more expensive, but it also shifts faster). The actuators can either be electro-hydraulic (more expensive, but faster, well-suited for single-actuator systems, and allow for higher torque), or electro-mechanical (less expensive, but usually limited to 250 N·m (184.5 lb-ft) of gearbox input torque). This limit is because the clutch actuation force increases with higher torque, and short shifting times; electro-mechanical actuators are just electric motors – using larger motors reduces the motor dynamics due to the motors" higher mass moment of inertia (which is not good for fast shifting), and bigger motors also put more stress on the car"s 12-volt electrical system. As a result, one can have either slow shifting and a very large lead-acid battery (not suitable for cars), or fast shifting and a smaller battery (works up to 250 N·m of torque).

Another early example is the 1955 Citroën DS, which used a 4-speed "BVH" transmission. This semi-automatic transmission used an automated clutch, which was actuated using hydraulics. Gear selection also used hydraulics, however, the gear ratio needs to be manually selected by the driver. The 1956 Renault Dauphine 3-speed manual transmission was available with an optional Ferlec automated clutch, which used an electromagnetically-operated clutch system.NSU Ro 80 (3-speed Fichtel & Sachs)Porsche 911 (4-speed Sportomatic), both of which used vacuum-actuated clutches and hydraulic torque converters. The 1968 Volkswagen Beetle and Volkswagen Karmann Ghia offered a 3-speed Autostick transmission, which used an electric switch on the gear shifter connected to a solenoid, to operate the electro-pneumatic vacuum clutch servo.

The Isuzu Isuzu Aska mid-size sedan (sold in the Japanese domestic market only). This transmission, originally designed for trucks, was based on a manual transmission with the addition of hydraulic actuators for the gear shifter and the clutch. Initial versions did not allow direct selection of gear ratios, instead allowing drivers only to lock out higher gears (as per many traditional automatic transmissions). Later versions added a manual mode, allowing the driver to control the gear selection.

BMW"s involvement with automated manual transmissions began in 1993, when the "Shift-tronic" 6-speed semi-automatic was offered on the Alpina B12 coupe (based on the E31 850CSi).BMW E36 M3 coupe.sequential manual transmission. The SMG was replaced by the SMG-II when the E46 M3 was introduced in 2000.BMW E60 M5 and related BMW E63 M6. The SMG-III could achieve a shift time of 65 milliseconds in its most aggressive mode

From 2002 to 2007, the Toyota MR2 (3rd generation) was available with an "SMT" 6-speed automated manual transmission. The SMT system utilized an electro-hydraulic activation system for both the clutch and shifting, but no H-pattern shifter like with the standard transmission. Instead, there was a shift lever that could be pulled and pushed forward or backward to upshift and downshift, as well as the addition of electronic steering-wheel-mounted shift buttons.

Vibratory roller also known as vibratory compactor is a construction equipment vehicle designed for soil compaction which increases the load bearing capacity of cohesive and granular soils. Primary requirement from the industry is to achieve the highest unit volume compaction with lowest fuel consumption and lesser operating expenses spent by end users. In typical vibratory rollers, hydrostatic drive system is used for vehicle propulsion which comprises of one variable displacement hydraulic pump and two hydraulic motors connected in parallel. Between the two motors, one is a dual displacement motor at rear axle drive and the other is a single displacement motor at front drum drive to achieve two different vehicle speeds in Travel and Work modes.

This paper describes the hydraulic system design which differs from conventional system by adapting a dual displacement motor at front drum drive to achieve the desired vehicle speed. This new configuration generates four different vehicle speeds by setting different combination of displacements of the two motors using an electrical actuator valve in a particular sequence of mode. By having the new lowest speed mode, which is selected through a switch by the operator, vehicle can climb the higher gradient of >40% for the given engine power and it has been additionally introduced as “Gradient mode” a new feature apart from regular Travel and Work modes of the vehicle.

Benefit from this new system design is the 40% reduction in hydraulic pump displacement size which gives significant cost savings of around 39%, Motor type change from Single displacement to dual displacement and inclusion of actuator valve increases the cost by 5%. Overall, cost savings of around 22% is achieved and additional mode is introduced as a new feature in the vehicle. Also, the reduced pump size helps in reducing hydraulic oil quantity in the system, thereby reducing carbon foot print.

Pentosin CHF 11S is a synthetic high performance hydraulic fluid for life-time application in modern vehicle aggregates. Pentosin CHF 11S is especially designed for hydraulics in the automotive industry with the highest technical requirements such as in: power steering, level control, shock absorber, hydro-pneumatic suspension, stability and traction control, hydraulics for convertible tops, central lock systems, etc.