|PLANT CAPACITY||2000 LTRS/DAY|
|TOTAL POWER CONSUMPTION||15KW|
|REQUIRED INSTALLED POWER||20 KW, 440 V/ 50 Hz, 3 Phase|
|LABOR REQUIRED||Skilled 2 / Unskilled 2 with 1 Plant Chemist|
|AREA||10X5X5 MTRS LXBXH.|
ADVANTAGES OF FRIGMAIRES PLANTS :
Automotive brake fluid has many responsibilities. Corrosion protection and lubrication of brake system components are only a portion of the role brake fluid must play. All automobiles that have a hydraulic braking system must use brake fluid in order for the brake system to operate. The type of fluid used can depend on the type of vehicle and the demands of the vehicles brake system. The two most common brake fluids used in the automotive industry are fluids that contain Polyalkylene Glycol Ether and fluid that contains Silicone or Selenium-based Polymer. Both Fluids are common but very different in regards to the manner in which they perform. Fluids containing Polyalklene Glycol Ether are more widely used and are the only fluids that should be used in racing brake systems. Because brake systems may reach extreme temperatures brake fluid must have the ability to withstand these temperatures and not degrade rapidly.
Fluids containing Silicone are generally used in military type vehicles and because Silicone based fluids will not damage painted surfaces they are also somewhat common in show cars. Silicone-based fluids are regarded as DOT 5 fluids. They are highly compressible and can give the driver a feeling of a spongy pedal. The higher the brake system temperature the more the compressibility of the fluid and this increases the feeling of a spongy pedal. Silicone based fluids are non-hydroscopic meaning that they will not absorb or mix with water. When water is present in the brake system it will create a water/fluid/water/fluid situation. Because water boils at approximately 212° F, the ability of the brake system to operate correctly decreases, and the steam created from boiling water adds air to the system. It is important to remember that water may be present in any brake system. Therefore silicone brake fluid lacks the ability to deal with moisture and will dramatically decrease a brake systems performance.
Fluids containing Poly glycol ethers are regarded as DOT 3, 4, and DOT 5.1. These type fluids are hydroscopic meaning they have an ability to mix with water and still perform adequately. However, water will drastically reduce the boiling point of fluid. In a passenger car this is not an issue. In a race car it is a major issue because as the boiling point decreases the performance ability of the fluid also decreases. Poly glycol type fluids are 2 times less compressible than silicone type fluids, even when heated. Less compressibility of brake fluid will increase pedal feel. Changing fluid on a regular basis will greatly increase the performance of the brake system.
All brake fluids must meet federal standard #116. Under this standard is three Department of Transportation (DOT) minimal specifications for brake fluid. They are DOT 3, DOT 4, and DOT 5.1 (for fluids based with Polyalkylene Glycol Ether) and DOT 5 (for Silicone based fluids).
MINIMAL boiling points for these specifications are as follows :
|Dry Boiling Point||Wet Boiling Point|
|DOT 3||401°F||284° F|
|DOT 4||446° F||311° F|
|DOT 5||500° F||356° F|
|DOT 5.1||518° F||375° F|
Racing brake fluids always exceeds the DOT specifications for dry boiling points. Wet boiling points generally remain the same.
The term boiling point when used regarding brake fluid means the temperatures that brake fluid will begin to boil.
The minimum temperatures that brake fluids will begin to boil when the brake system contains 3% water byvolume of the system.
The temperatures that brake fluid will boil with no water present in the system.
Water/moisture can be found in nearly all brake systems. Moisture enters the brake system in several ways. One of the more common ways is from using old or pre-opened fluid. Keep in mind, that brake fluid draws in moisture from the surrounding air. Tightly sealing brake fluid bottles and not storing them for long periods of time will help keep moisture out. When changing or bleeding brake fluid always replace master cylinder caps as soon as possible to prevent moisture from entering into the master cylinder. Condensation, (small moisture droplets) can form in lines and calipers. As caliper and line temperatures heat up and then cool repeatedly, condensation occurs, leaving behind an increase in moisture/water. Over time the moisture becomes trapped in the internal sections of calipers, lines, master cylinders, etc. When this water reaches 212° F the water turns to steam. Many times air in the brake system is a result of water that has turned to steam. The build up of steam will create air pressure in the system, sometimes to the point that enough pressure is created to push caliper pistons into the brake pad. This will create brake drag as the rotor and pads make contact and can also create more heat in the system. Diffusion is another way in that water/moisture may enter the system. Diffusion occurs when over time moisture enters through rubber brake hoses. The use of hoses made from EPDM materials (Ethylene-Propylene-Diene-Materials) will reduce the amount of diffusion OR use steel braided brake hose with a non-rubber sleeve (usually Teflon) to greatly reduce the diffusion process.
FOLLOWING PARAMETERS CONSIDERED FOR EQUIPMENT AND PLANT DESIGN.
|Material to be manufactured||Brake Fluid|
|Ambient air temperature||35°C|
|Atmospheric pressure||760 mm Hg.|
|Power characteristics||440V, 50Hz, 3 Phase|
|Oil inlet temperature||NA|
|Oil return temperature||NA|
|Space requirement||Approx. 10L X 5W X 3H MTRS. TOTAL FACTORY AREA 200 SQ MTRS.|
A Mixer of 1000 Ltrs. working capacity in SS 304 construction provided with a dished type closed top cover on top of which is mounted a 3HP geared motor drive. The motor is coupled to a SS 304 shaft provided with 2 no's propeller blades for quick mixing of fluids in short intervals. The top cover is provided with 2 no's inlet flanged connections of 25mm dia and one inspection site glass and light glass. The vessel has a flat bottom on which is fitted a SS 304 Ball valve of 50mm and one sampling valve. The mixer is supported on a 3Nos SS pipe legs, which are to be grouted to the floor.
A Holding tank of 2000 Itrs capacity in SS 304 construction provided with a flat type closed top cover. The top cover is provided with 2 no's inlet flanged connections of 25mm dia and one inspection site glass and light glass. The vessel has a flat bottom on which is fitted a SS 304 Ball valve of 50mm and one sampling valve. The tank is supported on a 3 No's SS pipe legs which are to be grouted to the floor.
SS Gear Pumps of size 25 mm driven by a 1 HP Geared motor drive suitable for transferring and pumping of viscous liquids is provided. The pumps are mounted on a steel structure and provided with Ss pipelines, valves and fittings.
|Reflux Boiling Point Apparatus||Qty. 1 No.|
|pH Meter||Qty. 1 No.|
|Digital weighing scale||Qty. 1 No.|
Semi Automatic piston type filling machine with nitrogen flushing arrangement provided with single head filling station suitable for filling of 50m1 can to 1000m1 plastic containers complete with filling hopper and 1 Hp electric motor drive.
Complete set of SS piping and valves for above within battery limits.
|Model No.||FE CAP Auto|
|Application||For tightening of pre threaded PP Caps|
Cap Unscrambler: The caps fed in the unscrambler are properly oriented here. The properly oriented caps are brought out through chute and supported at the end by spring loaded fingers. The Unscrambler is rotary disc type with independent flame proof A.C. geared motor drive.
Capping Unit: The containers as it comes out of the filling station moves into the star wheel, picks up the cap and goes towards the capping head. The caps are subsequently tightened as they move in the central turret on to the bottles to the required torque. The torque can be set to the required level. The capped bottles finally emerge out of the machine through discharge conveyor. The speed can be adjusted by adjusting the mechanical drive system.
No Container No Cap : Necesssary Mechanism shall be provided for no bottle - no cap.
Torque Setting : A unique pneumatic torque setting device shall be provided to facilitate torque setting for different cap sizes. The torque can be set on the dial gauge.
NOTE : The above machines will be supplied with one sets of parts for 1 liter pack. Additional change part will be required for each pack for any change in dimensions of the containers which shall be charged at extra.
Material of Construction : All heavy structures constructed in Mild Steel with epoxy powder coating finish.
Model : - - FE 2000
Sealing Mode :- Automatic Online Induction Cap Sealer
Conveyor: 150mm wide 2.4 mtr long Conveyor, with M.S. Powder coated frame as a extension of filling / capping machine conveyor using the same motor drive of filling and capping machine conveyor.
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