Oh, wait, I'm sorry. It's been so long since I've worked on these, I forgot how it actually worked. Yes, there is a supply to each of the spring valves that is not shown in that diagram. Totally my bad.Negative. There's only one supply of pressurized air per shift rail that goes into the switch.
No worries.Oh, wait, I'm sorry. It's been so long since I've worked on these, I forgot how it actually worked. Yes, there is a supply to each of the spring valves that is not shown in that diagram. Totally my bad.
Which leads me to another point, I had to get a bunch of t's to get my supply lines from. They sell quick-connect t-fittings at Clippard also.
I bet a sst washer would give you the 0.060". Or you should be able to order a custom stroke cylinder for not much more. I know Parker pneumatics are this way because they make every one by hand.X-Rated said:The stak shift rails move .44" to each detent.
Clippard says they do through to the closest .25" which doesnt really help me. :-(I bet a sst washer would give you the 0.060". Or you should be able to order a custom stroke cylinder for not much more. I know Parker pneumatics are this way because they make every one by hand.
You put the washer(s) between the clevis and the wiper-seal face around the cylinder shaft. You want to shorten the retract stroke. You would have to put these spacers in before you fab your mount away from the t-case as the spacers will lengthen the retract-rectract state of the cylinders by 0.120". I measured some SST 1/4" washers I have at my desk and they range from 0.045 to 0.050 each.Where would you put the washer? Stack mentioned you could probably take the ram apart and put a nylon spacer in it if need be, but that is a SMALL spacer and who knows how hard it is to take these things apart
Yep, you can treat it just like a hydraulic cylinder for hydro-assit. You can limit it inside or out. Since the cylinder cannot be disassebled, just limit it's travel on the outside.http://www.clippard.com/pdf/byo/cylinder/ss/cut_away.pdf
can not be taken appart. Looks like the ends or clamped/pressed on, not threaded.... So I could still make a spacer on the outside that goes over the rod to limit it from pulling back into the cylinder the last 1/16
If you lose system pressure, the pilots will lose their pressure and the spring return valves will revert to their default position. However, since there is no system pressure to actuate the cylinders, they will just stay in whatever position they are in. You're simply stuck in whatever drive range configuration you were in before you lost pressure. No big deal, except you can't shift the t-case unless you reach under the rig and manually shift to whatever range configuration you want. For this reason, it would be a good idea to have an access panel over the cylinders so you can access them from the top side.Do you have the flow diagrams for the valves? I am curious what happens when/if you lose system air pressure entirely.
I get it now... The valves were originally drawn as mirror images but then the cylinder air lines on the right were flipped. Both sets of airlines to the cylinders should be straight across (no "X") on the right side. OR the valve on the right should be the same orientation as the one on the left.Rework your "logic table".