How Young Heat Exchangers Maintain Oil Pressure and Avoid Air Flow Resistance
Mobile oil coolers need to be durable, rugged, flexible and reliable. With that in mind, our mission to supply Texas with its heat exchanger needs came down to one brand and one brand only.
Our line of heat exchangers from Young Transmission do every job efficiently, and provide simple solutions to complex cooling problems. The mobile oil coolers come in eight standard sizes, each of which can be piped at installation in one or two pass oil flow arrangements, and boast performance ranges of 100 GMP oil flow and heat transfer capacities from 5,000 to 350,000 BTU per hour.
The result is low cost oil cooling systems with minimum oil pressure drop and low air flow resistance.
Young Heat MOC-8 Exchangers
When mounted in front of in rear of engine cooling radiators, the MOC coolers make effective dual use of vehicle’s existing:
- Air stream
- Cooling hydraulic transmissions
- Torque converters
- Fluid power systems
- Lube oil
- Fluid couplings
- Hydrostatic drives
- Power steering
And when remotely mounted, Young MOC-8 heat exchangers can be used with any external air flow system for cooling process fluids.
Young’s been doing this for more than 75 years. So here are some of the superior construction elements that make Young’s heat transfer and exchange equipment so effective:
- Core: Basically, the core is the heat transfer surface, built from round steel tubes that can withstand multiple pressure shocks, plus a handful of aluminum allow fins and welded tubular steel manifolds. There’s also a permanent bond between fins and tubes, forged by mechanically expanding the tubes into specially formed fin collars (this provides double-walled continuous metal heat transfer surfaces).
- Turbulators: Young’s turbulators are inserted into each tube, which eliminates laminar oil flow. The result? Improved heat transfer by more than 100 percent.
- Mounting Brackets: Four steel “U” section outrigger brackets form the MOC’s mounting brackets. The small, but critical pieces come with multiple mountain holes to allow for maximum positioning ability.
- Connections: Young MOC heat exchangers feature both inlet and outlet oil connections with male dryseal threads. This creates a more efficient fluid flow, while still maintaining minimum pressure drop.
- Manifolds: The MOC’s manifolds are electric welded, heavy-gauge tubular steel manifolds that have drain-vent connections and plugs.
Contact our clutch & transmission experts for more information.
Hydraulic Torque Converters Explained
At K&L Clutch, we supply only the highest quality torque converters. But to understand what this means, let’s start with the basics:
Torque converters are, of course, an automatic transmission’s answer to a manual transmission’s clutch—with one big advantageous twist (which we’ll get to below). Torque converters allow the engine to turn while a machine’s wheels and transmission gears come to a complete stop (think cars idling in a driveway).
More specifically, a hydraulic torque converter is a fluid coupling that lets an engine spin independently of a transmission.
To understand why this matters, think of a car in traffic. Keeping the car stopped at a stoplight takes just a light push on the brake, because there is only a tiny amount of torque being passed through the torque converter from the slowly turning engine or motor. But when you step on the gas, the engine roars and more torque is passed to the wheels. It’s basically a transfer of rotation power from any sort of internal combustion engine or electric motor to the driven object or load.
But here’s the twist — hydraulic torque converters can actually multiply torque when there is enough of a difference between the rotational speeds of the engine and load, basically serving the same function as a reduction gear.
Hydraulic torque converters can be broken down into three basic parts:
Impeller — The impeller (or the pump) is basically a ring of metal blades that are driven by the engine shaft, flinging fluid about in a manner similar to a washing machine, thereby imparting kinetic energy. The spinning also creates a vacuum, drawing even more fluid into the center.
Turbine — The turbine is a set of three rings of blades connected to the shaft. The fluid from the impeller enters and turns the turbine and causes the transmission to spin, powering the machine.
Stator — Located in the fluid circuit between rings of turbine blades, the stator (or reaction member) is made from two non-rotating sets of blades, contained in a stationary housing. The original fluid exits the turbine, moving in a different direction than when it came in (and in an opposite direction of the engine and pump spin). The stator keeps the fluid from hitting the pump, which would slow the engine.
Benefits:
· Longer Engine Life
· Longer Equipment Life
· More Efficient Fuel Economy
· Smoother Operation
· Better Shock Protection
· More Reliable Automatic Braking
· Faster Work Cycles
Hydraulic torque converters also have specific benefits that depend on your type of use.
For example, with slush pumps, hydraulic torque converters permit operation through a wide range of volume vs. pressure while using the maximum size liner. Crawler tractors can operate with maximum drawbar pull at all times, even in the roughest of operating conditions. Hoists and winches can hold loads in mid-air with the throttle alone, without bobbing. Shunting locomotives benefit from a good tractive effort curve. And in excavators, hydraulic torque converters deliver two to three times the amount of torque for hoist and crowd loads.
Check out our complete line of torque converters, or contact us for more information. We’ll tell you everything you need to know.
How Do Pneumatic Clutches Work?
Grab. Spin. Decouple. Repeat. At one level, clutches really are that simple. But pneumatic clutches are just one example of what a few innovative twists can do to complicate (and improve) the process.
So let’s start with the basics:
All clutches—whether K&L’s mechanical clutches, pneumatic clutches, or hydraulic clutches—work essentially the same way, and provide the same larger function. They work to synchronize two rotating shafts (say a car’s transmission and engine) that are spinning at different speeds. The clutch can connect the two shafts, locking them together to spin simultaneously, or decouple the shafts to spin again at different speeds (when you’d want to stop a car without turning off the engine).
All sorts of technical variations exist. But engaging a clutch (releasing the clutch pedal in a car, for example) almost always moves power from an engine to another part of the machine (like a car’s transmission). Disengaging usually stops that power transfer without stopping the engine (thus avoiding an engine stall).
To get more specific, when the clutch is engaged in a vehicle, its clutch plate usually makes direct contact with something like a car’s flywheel. To disengage, something like a release fork is pushed by a cable or a hydraulic piston. This pushes a throw-out bearing against the middle of the diaphragm spring, which pulls the press plate back away from the clutch disc. The clutch is then released.
Clutches allow cars to change gears, chainsaws to idle, drills to spin bits, and large machines to run at optimum power.
Pneumatics
The basic feature, of course, of all pneumatic machines is that such devices are powered by clean, compressed air. Pneumatic clutches are no different.
Where mechanical clutches does everything with moving, tangible parts, pneumatic brake clutches transfer power from one part of a machine to another using compressed air or other gases. Upon clutch disengagement, an air valve is opened and an air flow is initiated through a rotary inlet through the shaft, toward the pneumatic throw-out bearing, which opens the clutch. Re-engagement bleeds the air out of the system, a set of springs release, and the clutch reattaches to the flywheel. Then you’re ready to go.
Results
Compressed air is usually clean and easy to handle. In fact, the simplicity of pneumatic clutches leads to much more accurate torque control (with generally less than 5 percent variance) compared to mechanical clutches (often around ten percent).
When combined with pneumatic brakes, the brake/clutch packages provide reduced breaking distances, and are often use in larger, heavier vehicles like buses.
Contact K&L to learn more about pneumatic clutches. We’re proud to provide service and provide quality parts for pneumatic clutches from Oil States.
Anatomy And Terminology Of Boom Crane Parts
Cranes are multi-faceted pieces of apparatus, and while they are capable of some quite incredible feats the way they actually work is based on some pretty straightforward laws of physics. Boom cranes are used to effectively and effortlessly lift heavy and/or awkward to move objects. The crane is most commonly used to hoist weighty equipment and/or materials on construction sites and to load cargo to ships.
Although cranes today use the very latest technology and top grade engineering, the earliest examples of their lifting principle and functionality dates back to the time of the Ancient Greeks. They were industrious and innovative and worked out that by using a lever-fulcrum system heavy loads could be lifted with relative ease.
The basics of how cranes work – a heavy load is attached to the short end of the beam. This cargo can then be elevated by relatively little force being applied to the long end of the beam on the opposite side. The ‘lift’ takes place with the assistance of the fulcrum that is situated just below the beam and is designed to provide support.
As the Ancient Greeks improved the crane apparatus more and more features were added, these included: a hand-wound winch complete with cabling that was attached to a pulley. By wrapping cables around the objects in question they were able to lift and move them from one location to another in much the same way as the cranes of today do, although modern equipment is further enhanced by the inclusion of hydraulic systems. Hence the modern equivalents are capable of lifting 1000s of tons with ease.
Boom Crane Parts
The anatomy and terminology of the crane - The boom crane parts are:
- The Boom: The boom is probably the crane’s most outstanding and identifiable feature – this is the long, telescopic or fixed arm that is used to move objects
- The Counterweights: The crane’s counterweights are near the cab’s exterior – they prevent the crane from becoming unbalanced when lifting heavy loads
- The Jib: The Jib is the familiar lattice-like structure that gives the boom the freedom to extend
- The Rotex Gear: The Rotex gearing affords the crane the ability to rotate its apparatus – better enabling it to do its job from awkward standpoints. Hook rollers are also used in some crane applications.
At K&L Cluth we specialize in sales, service and quality parts for industrial machinery like Crane Boom, Jib, and Torque Converters.
Romo, Cowboys Roll In Stadium’s Debut
Dallas Cowboys fans got a glimpse of everything they were hoping to see Friday night. Their new stadium dazzled. Tony Romo was darn good. And the Cowboys won, pretty easily. In the first football game at the nearly $1.2 billion Cowboys Stadium, Romo looked right at home, going 18 of 24 for 192 yards and sending Dallas on its way to a 30-10 victory over the Tennessee Titans in a preseason game. “It was incredible,” Romo said, comparing the atmosphere to a regular-season game.
K & L Has New Euclid B70 Brake Drums
K & L has (4) 9163507 Brake Drums (New) for a Euclid B70 Haul Truck for sale. Please call 800-732-3059 for our rock bottom pricing.
K & L Clutch Takes On WPT Line Of PTO’s.
7/22/09
K & L has taken on the WPT line of Twin Disc style power take offs as a distributor for North Texas and Oklahoma. With WPT based in Wichita Falls, any backorders can be filled in one day and all units are competitively priced. K & L, although, will carry and extensive inventory to include complete units and supporting parts. We are ready to service you now. Please call any of our experienced sales associates and ask more about the new WPT product line.
Cowboys/Romo Curse Lifted???
Good news, Cowboys fans: The Jessica Simpson Curse has been lifted! Cowboys quarterback Tony Romo broke he’s relationship off with Jessica last week before her 29th birthday. This after Jessica bought Tony a boat for this birthday. What a deal.
There still may be some hope though, as Simpson posted on her Twitter account “Everyone need to know that hope floats…grab the strings and pull it back to you”.
Lets just all hope that she pulls him back after the Cowboys win the Superbowl this year. Go Cowboys!!!
No Way To End June Of 2009
What a terrible way to end the last week of June 2009 with the death of so many celebrities. May they all rest in peace and ever be remembered.
Michael Jackson-Singer/Entertainer and the “King of Pop” died June 25
Farrah Fawcett-Actress Of “Charlie’s Angles Fame” died June 25
Gale Storm-Singer/Actress of 1950’s TV died June 27
Fred Travalena-Impressionist died June 28
Billy Mays-TV Pitchman and the “Most Watched Person In TV History” died June 28
You will all be missed.
Clapton/Winwood Visits “Big D”
Eric Clapton and Steve Winwood shared the stage Tuesday 23rd June at the American Airlines Arena (Center) in Dallas, Texas as their U.S. tour entered its final week. Walking on stage shortly after 8PM, the enthusiastic crowd was treated to Blind Faith Classics, material from Clapton’s and Winwood’s solo careers, blues and Hendrix’s “Voodoo Chile”.
There were no changes to the 20 song set list from the past several show. The next three shows are in Houston, Texas, Glendale, Arizona and ending in Los Angeles on 30th of June.