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These perraulic pumps, in the form of a pushing perkins, piston pumps, or high-pressure hydraulic pumps, one can is classified by the type of pushing perkins, a piston, or both. They are likerhood hydraulic pumps, with one pressure two or more pressure and the height of the pump is controlled by the pressure of the pump. In addition to the likerhood hydraulicics, they can be classified into two types: high pressure, high-pressure, or semi-automatic.

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perkins <a href=''>hydraulic</a> <a href=''>pump</a> free sample

The products under consideration are pumps and gear boxes for use in JCB backhoes, excavating, loading and handling machines. Descriptive literature and illustrations were included with your submission.

Part number 02/202480 is described as a water pump for use in all JCB machines with Perkins tier two diesel, compression-ignition internal combustion piston engines. The water pump is designed to circulate water through the engine cooling system. It is a complete ready to install assembly that includes the pump body, cover and impeller.

The applicable subheading for the water pump will be 8413.30.9090, Harmonized Tariff Schedule of the United States (HTSUS), which provides for other fuel, lubricating or cooling medium pumps for internal combustion piston engines. The duty rate will be 2.5 percent ad valorem.

Part number 20/925327 is identified as a fixed (positive) displacement gear pump. You indicate that this pump circulates hydraulic fluid to both the transmission and the torque converter. The pump delivers the fluid by means of its rotating gears located within the pump body.

You suggest classification of the gear pump under subheading 8413.60.0090, HTSUS, which provides for other rotary positive displacement pumps. We agree that the item in question is a rotary positive displacement pump. However, the pump utilizes an arrangement of gears to generate fluid pressure and displace hydraulic fluid. As such, we find the subject pump is a gear type hydraulic fluid power pump and is more specifically provided for elsewhere in HTSUS heading 8413.

The applicable subheading for the gear pump will be 8413.60.0030, HTSUS, which provides for gear type rotary positive displacement pumps for hydraulic fluid. The rate of duty is free.

You also requested the classification of a filter element. However, we need additional information in order to issue a ruling on this item. What type of filtering medium is used in the hydraulic oil filter assembly? Provide a material component breakdown of the filtering medium. How is the filter performing a hydraulic filtering function? Please explain how the hydraulic oil filter assembly operates. Is the hydraulic oil filter assembly dewatering sludge or sediment? Is it removing sediment from oil? If so, where does the oil flow into in order for the filter to operate? If not oil, from what does it remove sediment? Is the filter imported separately or as part of a subassembly? If a subassembly, please provide a list of all the parts of the subassembly.

A copy of the ruling or the control number indicated above should be provided with the entry documents filed at the time this merchandise is imported. If you have any questions regarding the pumps and gearboxes, please contact National Import Specialist Kenneth T. Brock at (646) 733-3009. If you have any questions regarding the filter element, please contact National Import Specialist Denise Faingar at (646) 733-3010.

perkins <a href=''>hydraulic</a> <a href=''>pump</a> free sample

“We certainly don’t look at it as an either/or proposition,” he said. “Hydraulics are not going away. Hydraulics are rugged, they are very force dense and, in a lot of cases, they are the best way to do what they’ve been designed to do – which is move heavy loads, take shock loads and operate in dirty and dusty and wet and muddy conditions.”

Parker sees electrification not only as an opportunity to make hydraulic systems better rather than replace them, but as a pathway to help more OEMs make the energy transition. The company has spent the past few years realigning various segments of its business to enable it to do just that.

“We’ve seen a tremendous upswing in the number of projects, particularly with our existing hydraulic customers, where they’re looking to electrify,” said Griffin. “So, over the last four to five years, we’ve made some on-purpose changes to the organization in preparation for this.”

In 2017, Parker merged its Hydraulics and Automation Groups into the Motion Systems Group, bringing their engineering, commercial and operations teams under one operating structure to “be more efficient and productive in planning products for the future.” The group now focuses on electrification of hydraulics in mobile machinery as well as traction and propulsion control for both on- and off-road vehicles.

More recently, Parker restructured several divisions to enable better economies of scale and, more importantly, to leverage the talents of those working in related project areas. As part of this, the electric motors segment was brought into the larger pump division to better explore how to generate improvements in hydraulic pressure and flow.

One result of this “marriage of the minds” is the Configured ePump. First shown at Bauma 2022, and soon to be on display at ConExpo/IFPE 2023, the Configured ePump was “born of a desire to leverage what we’ve learned over many years of combining motors and pumps in hydraulic systems and make it easier for the OEM to electrify that part of the system,” Griffin stated.

The system combines a hydraulic pump and electric motor into a preconfigured subassembly that can be ordered as a single part, eliminating “ala carte” ordering of each component as well as the need to mount them together. All of Parker’s standard pump technologies and GVM Series electric motors are available as part of a Configured ePump package.

Each subassembly is rigorously tested for optimal operation and performance prior to shipment. “An OEM doesn’t have to get a pump catalog and a motor catalog and try to work backwards through the numbers to figure out what the performance is going to be, what temperature is it going to operate at and how efficient is it going to be. We’re doing a lot of that testing [for them],” Griffin said. “We’re really trying to make the OEMs’ job easier by doing some of that upfront work.

Maintaining performance is also easier. “You have one place to go if you have an issue. We’ll be in a very strong position to be able to... troubleshoot it and understand how much of this problem is likely originating from the pump side versus the motor side,” Griffin said. “We can leverage a lot of that experience that we’ve had over the years.”

All of this can help ease an OEM’s transition to alternative power. “A lot of OEMs are just starting the journey,” Griffin noted. “They’re taking their existing hydraulic system and they’re doing things to electrify it. By which I mean they’re making as few changes to the hydraulic system as possible apart from putting that motor/inverter/battery system in front of the pump.”

In such cases, the Configured ePump can serve as something of a “drop-in” solution to simplify the process. “But as these designs and these projects evolve, we certainly see them taking different approaches,” said Griffin.

For example, the packages could be used as part of a decentralized hydraulic system, where smaller pumps and motors are used for each axis of work in place of a large, centralized power source. “With that comes potentially less power consumption, maybe less maintenance, as well, because you’re not operating at the higher pressure, flow or duty cycle,” said Griffin. “You’re only operating these axes when they need to be operated.”

The new inverters are designed to adhere to ISO 26262 for on-road propulsion or ISO 13849 for hydraulic work functions. “Although it is the same piece of hardware, the software is different,” Griffin said. “For on-road, for example, it’s ensuring that when there must not be torque on the motor, we can guarantee to an extremely high level that there will not be… Or if we shut off the motor, that we’re able to discharge that high voltage that’s sitting in the DC bus as quickly and safely as possible.

“It’s similar with the hydraulic work function. It’s making sure that we’re able to eliminate current and torque from the motor so that someone can safely interact with it, not worried that it’s going to start up and injure them.”

“It’s really about making the hydraulic system as efficient as possible,” said Griffin. “You have a battery providing DC power to an inverter and you need to use as little of that as possible. Hydraulics, obviously, are not as efficient as the electric portion of the system. The motor and the inverter together [are] probably 95% efficient, but then you couple it to a 40% efficient hydraulic system. So, there’s room for improvement.

“Even if we can get 10%, 15%, 20% improvement out of the hydraulic system – and we can get it to 60%, 70% sometimes – that makes a significant impact in either the amount of batteries, the size of batteries, the technology of battery and the cost of batteries that go into that machine.”

“Anything that makes providing that DC power more reliable, and cost effective, will increase the opportunities from an electrification standpoint. As I mentioned earlier, I don’t see the hydraulics going away, per se. I see them changing. And I think that’s an opportunity for us.”

The opportunity goes beyond the interest in providing hydraulic system components. “We’re also interested in marrying that technology with our electric technology and making more efficient machines so they’re producing fewer emissions, they’re safer, they’re quieter,” Griffin noted.