Follow Parker Hannifin on social media:
Reducing routine service intervals is an important objective of any fleet manager. Preventing unscheduled maintenance is even more critical to keeping heavy-duty trucks and equipment operational. Methods and innovative product solutions that guarantee trouble-free operation offer tremendous value in ensuring productivity and customer satisfaction. Proper air filtration is paramount to preventing contamination from reaching the engine. Even the smallest amount of dirt can cause a huge amount of engine damage resulting in unscheduled, costly downtime and failure. When choosing an engine air filter, considering these factors will help ensure the best possible performance and engine protection:
An air filter must be highly efficient at capturing contamination throughout the full life of the filter. This makes structural stability and media strength critically important. Contaminant by-pass (going around, not through the media), failed seals or adhesives and microscopic holes in the media itself will render a filter practically useless. Rigorous testing under extreme conditions for longer than the typical service interval is an excellent indicator of how a filter will perform in its intended application.
Parker Engine Mobile Aftermarket Division has recently introduced a revolutionary new air filter technology, the Baldwin EnduraPanel™. EnduraPanel air filters combine high efficiency and maximum capacity in an extremely rugged, compact design that is up to 50 percent smaller than conventional engine air filters.
"EnduraPanel's single and dual element designs provide the maximum amount of filter media with ample air flow, even when space is at a premium."
— Steve Zimmerman, head of product management and engineering, Parker Engine Mobile Aftermarket Division
EnduraPanel filters have been designed to withstand extreme conditions, such as vibration and high temperatures, for extended periods without rips, tears or structural failures — providing exceptional protection to heavy-duty trucks and equipment.
These filters deliver superior efficiency throughout the entire service interval with dirt holding capacity surpassing the OE filters. Even more importantly, structural endurance testing shows how Baldwin EnduraPanel exceeds the OE in durability. Baldwin filters protect equipment throughout the filter life, even under the toughest working conditions. See figures 1-3.
Figure 1. Capacity (g) Baldwin EnduraPanel PA31010 vs. OE
Figure 2. Efficiency (%) Baldwin EnduraPanel PA31010 vs. OE
Figure 3. Structural Endurance (Cycles) Baldwin EnduraPanel PA31010 vs. OE
As a global provider of filtration products and services, our mission is to protect our customers’ engines and mobile equipment, from first to last use, through innovative filtration solutions and outstanding customer service. We have a worldwide customer base, superb product quality, an extensive distribution network and the industry's broadest product line. This comprehensive portfolio of filtration products and technologies offers customers a single streamlined source for all their engine and mobile filtration needs.
For additional information on the Baldwin EnduraPanel, please visit our website.
This blog was contributed by Steve Zimmerman, head of product management and engineering, Parker Engine Mobile Aftermarket Division.
Bringing Tomorrow's Filtration Technology to the Commercial Vehicle Aftermarket
How to Protect Your Engine with Filtration in the Truck and Mobile Aftermarket
Filtration Technologies and Key Markets
Exploring Engine Filtration Today and In the Future
16 Mar 2018
The trucking industry is experiencing tremendous growth. According to the U.S. Bureau of Labor Statistics, the demand for diesel service technicians and mechanics is projected to grow by 12 percent from 2014 to 2024, faster than the average for all occupations. The demand has accelerated based on a variety of conditions, including a growing economy and increased vehicle complexity.
Trucks are quickly transforming into rolling data centers that track everything from emissions to blind zone obstacles, to tire inflation and more. As a direct result, the skill requirements of technicians and mechanics are changing.
Efficient use of your skilled service team is key. One way to increase productivity and make the best use of your service team’s skills is to simplify the processes that are time consuming and routine, such as fleet vehicle oil changes.
Parker’s QuickFit™ Oil Change System provides a path forward for better standardization of oil changes with a more efficient, cleaner and safer process. Whether a veteran mechanic or first-day-on-the-job technician, there’s only minimum training needed to perform an oil change using the QuickFit System. Only three easy steps will complete the process to purge, evacuate and refill oil. This is achieved through a single connection point that allows used oil to drain directly to the waste containment, and then apply a vacuum to extract the used oil from the filter. Finally, the same connection point is used to refill the system with new oil.
Employs compressed air to purge the oil by pushing it through the filter into the engine sump.
Oil is drained directly to waste containment, allowing for clean removal of the filter.
New oil is pumped into the engine using the same connection point.
“Reducing the number of steps in the process eliminates any risk of safety hazards or spills, which creates less consumable waste and is more environmentally friendly. The QuickFit System three-step process helps to lower operating costs, increase profitability and reduce oil change times by about 50%.”
Mario Calvo, division marketing manager, Parker Quick Coupling Division
QuickFit features an ergonomic design that allows for easier access to even the most cramped and isolated engine compartments. This greatly reduces exposure to fluids and lowers the possibility of slips, falls and burns. Plus, oil changes can be completed from start to finish in less than 30 minutes.
The QuickFit system provides a solution that is incredibly easy to use. Maintenance becomes simple, productivity goes up, the risk of spills and contamination is virtually eliminated and it works for engines and machinery across multiple applications.
The future is bright for the trucking industry, as the demand for experienced technicians and mechanics has never been higher. To properly maintain vehicles, fleet service centers must invest in the latest tooling, equipment and software to keep up with the rapid pace of technology and change. The QuickFit Oil Change System greatly simplifies a crucial aspect of fleet maintenance by allowing technicians and mechanics to change oil in a matter of minutes and focus more time on other key components of equipment maintenance and repair. Simplifying this one process will increase efficiency to allow better use of your highly valued service team.
Ready to get started or have questions? Locate the Parker Distributor near you.
Learn more about Parker's QuickFit™ Oil Change System.
Contributed by Matt Walley, product sales manager, Quick Coupling Division, Parker Hannifin
Related, helpful content for you:
How to Change Your Engine and Machine Oil Faster, Cleaner and Safer
3 Easy Steps to Configure a Wetline Kit for Your Work Truck
Smart Work Truck: The Role of IoT in Building Smarter Work Solutions
Reduce Failure of Hydraulic Systems with Preventive Maintenance
Fast-Fill Compressed Natural Gas Dispenser
15 Mar 2018
In 2017 Parker Aerospace’s Fluid Systems Division (FSD) achieved a significant milestone with its industry-leading fuel tank inerting technology and systems capability. The division now has inerting systems installed on over 11,000 commercial aircraft in service across 15 major aircraft platforms.
Since entering production on the Boeing 737, 757, 767, and 777 platforms in 2008, Parker’s inerting equipment has gone on to support the retrofit of the Boeing fleet as mandated by the FAA rule that kicked off the commercial aircraft inerting business in earnest. As a follow-on to the Boeing platforms, Parker won the air separation module (ASM) contract for the Airbus fleet of commercial aircraft, the A320, A330, and A340. Later, the A350 XWB was added to the mix, as were aircraft for Bombardier, Sukhoi, and COMAC.
Parker and its dedicated team have made it possible to reach these milestones over the last 10 years for Parker’s onboard inert gas generation systems (OBIGGS). This milestone also includes greater than 170,000,000 proven flight hours.
Parker’s installed commercial inerting systems are expected to grow to over 17,000 aircraft in the next five years, as current production continues and new platforms enter service.
Chengdu Airlines’ first ARJ21 (photo: COMAC)
COMAC C919 first flight (photo: Chen Cheng)
Additionally, the division is actively developing the next generation of aircraft inerting technology. While a leader in today’s membrane-based air separation module technology, the division is also pioneering new catalytic fuel tank inerting for aircraft. This version doesn’t require engine bleed air, as the current technology requires, and can expand aircraft fuel tank inerting to additional aircraft markets that don’t currently apply a fuel tank inerting system.
To learn more about Parker Fuel Systems Division products, including fuel and inerting systems, download our brochure.
This blog was contributed by David Brockman, business development manager, Fluid Systems Division of Parker Aerospace.
Catalytic Inerting Technology: Next Generation Fuel Tank Inerting Solution
Aerospace Technologies and Key Markets
Keeping Aircraft Fleets Healthy Around the Clock and Around the Globe
Innovations Drive Weight and Emission Reductions for Aircraft Engines
Aircraft Lightning Protection Rises to New Heights
Like many industrial markets, the heavy truck market utilizes brass fittings for a variety of applications. With composite fittings gaining traction in the arena, why do many truck OEMs continue to use brass fittings?
Like many industrial markets, the heavy truck and transportation markets utilize brass fittings for a variety of applications. Brass fittings have the strength, corrosion resistance and machinability in a variety of shapes and sizes to provide cost-effective solutions; making them an ideal material for many truck applications. It is common to find brass fittings in the air brake systems, cab controls, fuel systems, engine, transmission, cooling and air tanks on a heavy-duty truck and they meet DOT and SAE requirements. Let’s take a deeper look into why brass is an ideal material for this market.
Brass is comprised of approximately 60 percent copper, 38 percent zinc, and 2 percent lead. Brass fittings are characterized by their strength and ability to handle high as well as reasonably cold temperatures. They have good conductivity, excellent corrosion resistance, and low magnetic permeability. Brass not only is easy to machine, but it has great plating, joining, polishing and finishing characteristics all packed into a relatively low cost material for manufacturing.
In manufacturing, there are two methods for creating a brass fitting, one from extruded bar stock and the other through forging. A fitting made from extruded bar stock is created from bar stock in round, hexagon or shaped bars. These bars began as a solid round billet that is heated to a pliable state and forced by approximately 80,000 pounds of pressure through a die resulting in a bar, shaped to the desired external dimensions. That bar is then cut into slugs and machined into fitting components. The process produces a dense, nonporous material.
A forged fitting is made from an extruded round bar that is cut to length and straightened. After straightening, the bars are cut into slugs, much like a fitting from extruded bar stock, but at this point, rather than machining, the slugs are reheated to a pliable state and pressed under approximately 25,000 pounds of pressure per square inch between an upper and lower die cavity into the desired fitting shape. After cooling, the flash, or excess, is trimmed away and the forging blank is ready for machining.
The forged fittings produce a uniformly dense material of exceptional strength from forming under extreme pressure. Since the grain flow follows the contour of the fitting shape, the fitting has high impact strength and resistance to mechanical shock and vibration. You can easily spot the difference between a forging and an extruded part by looking at it. A forging will have rounded edges characteristics of the forged shape from the die and an extruded part will have squared off corners that resemble the original bar stock they originated from. Brass fittings can have components from both manufacturing methods that are assembled together to create a finished part.
"Brass compression style fittings, which have been used in the industry for decades, remain a low-cost fitting option for truck and trailer OEMs." Tom Cook, product sales manager, Fluid System Connectors Division, Parker.
Some applications, like diesel fuel applications, require additional corrosion resistance above and beyond the capabilities of brass alone. The great plating characteristics of brass, allow nickel-plating to original brass fittings to accommodate fuel systems.
Parker’s Fluid System Connectors Division offers the widest range of brass fittings for the transportation market. From extruded, forged, plated, and even composite materials, we make connections to bring increased efficiencies and higher productivity. Our vast offering of NTA, Transmission, Vibra-Lok, Prestomatic, PTC, Air Brake Hose Ends and PMH and Pipe fittings can fit the needs of the heavy truck market with superior quality.
For more information about our vast offering of transportation fittings, please visit our DOT Fittings Website or contact Parker Fluid System Connectors Division at (269) 694-9411.
Article contributed by Samantha Smith, marketing services manager, Fluid System Connectors Division
Additional articles from out Fluid and Gas Handling Technology team:
Metallurgy Makes or Breaks Tube Fittings
The Truth About Pressure Ratings for Hydraulic Fittings and Adapters
Choosing the Right Connector, Tubing and Accessories for Your Application - Part 1
Here is information on Psychrometrics that should help remind the HVACR technician what this subject is all about... with perhaps a few tidbits the tech may not have known! Psychrometrics: the study of the physical and thermal properties of dry air and water vapor mixtures.
Degree of saturation (μ): See relative humidity.
Dew point temperature (tdp): Temperature at which water vapor starts to condense in the air.
Dry air: Air devoid of water vapor and pollutants. Dry air has relative humidity of zero.
Dry bulb temperature (tdb): Actual temperature of the air, as observed using a thermometer or temperature sensor.
Enthalpy (h): Total useful energy content in the air. It is the sum of the enthalpies of the dry air and water vapor.
Humidity ratio (W): The ratio of the water vapor in the air to the dry air. This value is often multiplied by 7000 grains/ lb and expressed simply as humidity in grains of moisture.
Relative humidity (RH): The ratio of the mole fraction of water vapor to the mole fraction of water vapor with saturated air. If you don’t like the term “mole fraction”, it is also the ratio of the partial pressure of the water vapor to the partial pressure of water vapor with saturated air. If you don’t like the term “partial pressure”, it simply refers to the fact that both water vapor and dry air exert a component pressure that sums up to the total air pressure. If you want to think of relative humidity as the ratio of water vapor in the air compared to the water vapor in saturated air, that’s ok, but it is not technically correct. This value is actually the degree of saturation, which happens to be close to the value of relative humidity.
Saturated air: Air having a relative humidity (and degree of saturation) of 100 percent. At this condition, air is also at its dew point temperature. See the “Concerning Dry Air and Water Vapor Mixtures” section below.
Specific heat ratio (SHR): The ratio of the sensible heat load to the total heat load. Matched air conditioning systems typically have SHRs in the 68% to 80% range. Systems having a low SHR will remove more moisture from the air than systems having a high SHR. SHR can also be used to determine the required supply air temperature to maintain a room at desired conditions.
Specific volume (v): The volume occupied by a unit mass of dry air.
Psychrometer: A device used to measure relative humidity. It consisting of two thermometers, one that measures wet bulb temperature, and the other dry bulb temperature.
Psychrometric state: The state of an air sample. It is represented as a point on a psychrometric chart.
Standard air (for fan ratings): Air having a density of 0.075 lb/ft3 at 70°F and 14.696 psia (29.921 in. Hg) barometric pressure. Used to rate fans in standard cubic feet per minute (SCFM).
Standard atmosphere: Reference for estimating properties at various altitudes. It is air at 59°F and 14.696 psia (29.921 in. Hg) barometric pressure.
Wet bulb temperature (twb): Temperature of a wetted wick thermometer exposed to high velocity air. It is normally used with dry bulb temperature to determine relative humidity.
It is a misconception that water vapor is somehow held, absorbed, or dissolved in the air. Water vapor is only a resident in the air, somewhat like dust. Air acts as a “transporter” of water vapor. But unlike dust, atmospheric water constantly changes state, and it is a major regulator of air temperature.
The term “saturated air” is a bit of a misnomer as it suggests water vapor is absorbed or dissolved in the air. In this context, “saturation” simply refers to the state of water vapor, and that water vapor and dry air behave largely independent of each other.
Adiabatic mixing: Mixing of two or more air streams while maintaining constant enthalpy (no heat loss or gain).
Cooling and dehumidifying: Reducing both the dry bulb temperature and humidity ratio of the air.
Evaporative cooling: Reducing the dry bulb temperature and increasing humidity ratio of the air while maintaining constant enthalpy (no heat loss or gain).
Heating and humidifying: Increasing both the dry bulb temperature and humidity ratio of the air.
Sensible cooling: Removing heat from the air without changing its humidity ratio.
Sensible heating: Adding heat to the air without changing its humidity ratio.
We hope this blog helps you in your HVACR career and you learned some valuable information along the way. If you need other helpful documents on HVACR related topics please visit our additional blogs below.
HVACR Tech Tip article contributed by John Withouse, senior engineer - refrigeration, Sporlan Division of Parker Hannifin.
Related content for you:
HVACR Tech Tip: Can You Have Subcooled Refrigerant in the Receiver?
Using P-T Analysis as a Service Tool for Refrigeration Systems
HVACR Tech Tip: Where Should the TEV External Equalizer Be Installed?
13 Mar 2018