Proporcional desvió divisor de caudal ensamblaje


Function for XPHP
Port Designators [ + ]
Modifiers Ports
D, D/S All Ports: 3/4" NPTF;
L, L/S All Ports: SAE 12;
W, W/S All Ports: 3/4" BSPP;
Technical Features [ + ]

This assembly provides an efficient way to supply auxiliary hydraulic power to various systems. The assembly divides the inlet flow of port P into a priority flow to port CF with excess flow to port EF. It provides electro-proportional priority bypass flow control using the FP*K electro-proportional throttle valve with reverse flow check. When the FP*K valve is given a proportional command signal, the output of the controlled priority port will start to increase proportionally to the signal provided. The LH*A priority valve (a bypass/restrictive priority modulating element) will act as a pressure compensator to ensure that the flow to port CF will remain constant during pressure changes. This will allow for very stable, continuous flow for a given command signal to control even the most demanding applications like hydraulic hammers and rock breakers. The FP*K valve will provide optimal performance when combined with a factory-tuned XMD driver.

  • Model FP*K can be configured with Sun's coil mounted XMD driver. Mounting holes are also available for user to assemble an XMD driver to the manifold.
  • Sun Priority Flow Control assemblies utilize bypass/restrictive modulating elements, and when combined with FP*K electro-proportional throttle valve, create a bypass/restrictive flow control. Inlet flow port P is directed to the priority or control flow at port 2 to the FP*K electro-proportional throttle valve. The after-orifice (FP*K electro-proportional throttle valve) signal is connected to port 1. Once the priority requirements are met, excess flow is bypassed to the EF.
  • The bypass/restrictive modulating element (LH*A) requires 100-psi (7-bar) differential pressure across the throttle valve before modulating to allow flow to EF port.
  • Note: Full command signal to the FP*K throttle valve may not generate the 100-psi (7-bar) differential required to shift the bypass/restrictive modulating element allowing flow to the EF port.
  • Includes mounting threads 8-32 UNC-2B x .28 (7 mm) deep for optional XMD driver. When not configured with cartridge, the XMD driver must be purchased separately. A harness will be required.
Technical Data [ + ]
Body Type montaje en líneamontaje en línea
Capacity 40 gpm160 L/min.
Mounting Hole Diameter .36 in.9,1 mm
Mounting Hole Depth ThroughThrough
Mounting Hole Quantity 33
FAQs [ + ]

Direct-acting valves are used to prevent over pressure, and pilot-operated valves are used to regulate pressure. If you are unsure, use a direct-acting valve. Sun's direct acting valves are very fast, dirt tolerant, stable, and robust. Sun's pilot-operated valves are moderately fast, they have a low pressure rise vs. flow curve, and they are easy to adjust.

There are exactly 250 Sun drops in a cubic inch or 15 in a cc.

Reasons to anodize:

  • To increase corrosion resistance. Sun uses 6061-T651 aluminum. It is one of the most corrosion resistant aluminum alloys there is. Whether or not anodizing improves the corrosion resistance of 6061 aluminum is debatable. We have yet to have a manifold returned because of corrosion.
  • Appearance (color). The 2 colors that would appeal to Sun would be blue or black. Unfortunately these are the colors that are hardest to do consistently.
  • To provide a hard wear surface. Sun does not make parts-in-body valves. The manifold is just plumbing. We don't need a wear surface.
  • Because everyone else does it. Bad reason. 

Reasons to not anodize:

  • Cost. It's another process.
  • Logistics. When you make tens of thousands of manifolds a month and you anodize hundreds, it's a problem. Consistency. See above.
  • Stamping. After a body is anodized you cannot do any more stamping without making a mess.
    Inspection. Have you ever tried to look for burrs in a black anodized body? It's the old blackboard factory at night scenario.
  • Torque. You will experience an increase in breakaway torque when removing items from an anodized manifold.
  • Fatigue life. This is the best reason to not anodize. Fatigue failure is a very complex phenomenon. What it takes to initiate a crack is difficult to predict. What it takes to propagate a crack is readily defined. Anodizing produces a very thin, very hard, and very brittle surface on aluminum. The first time you pressurize an anodized aluminum manifold you have initiated fatigue cracks. Whether or not the stress is enough to propagate the cracks is a matter of pressure and manifold geometry. Anodizing an aluminum manifold grossly reduces the fatigue life by anywhere from 20% to 50%.
Notes [ + ]
  • Important: Carefully consider the maximum system pressure. The pressure rating of the manifold is dependent on the manifold material, with the port type/size a secondary consideration. Manifolds constructed of aluminum are not rated for pressures higher than 3000 psi (210 bar), regardless of the port type/size specified.
  • For detailed information regarding the cartridges contained in this assembly, click on the models codes shown in the Included Components tab.
Additional Resources [ + ]
Coil Information [ + ]

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