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Hydraulic Fan Drive Design Guidelines
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Eko SetiawanCopyright:
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Hydraulic Fan
Drive Systems
Design Guidelines
Hydraulic Fan Drive Systems
Design Guidelines
2EVISIONS
HISTORY OF REVISIONS Table of Revisions
Date Page Changed Rev.
*UNE
!DD !PPENDIX ' AND !PPENDIX ( !$
&EBRUARY last &IX /SAKA ADDRESS !#
-ARCH MINOR EDITS
PAGES AND "!
*ULY
&IRST EDITION !
¹ 3AUER $ANFOSS !LL RIGHTS RESERVED
3AUER $ANFOSS ACCEPTS NO RESPONSIBILITY FOR POSSIBLE ERRORS IN CATALOGS BROCHURES AND OTHER PRINTED MATERIAL
3AUER $ANFOSS RESERVES THE RIGHT TO ALTER ITS PRODUCTS WITHOUT PRIOR NOTICE 4HIS ALSO APPLIES TO PRODUCTS
ALREADY ORDERED PROVIDED THAT SUCH ALTERATIONS ARENT IN CONmICT WITH AGREED SPECIlCATIONS !LL TRADEMARKS IN
THIS MATERIAL ARE PROPERTIES OF THEIR RESPECTIVE OWNERS 3AUER $ANFOSS AND THE 3AUER $ANFOSS LOGOTYPE ARE
TRADEMARKS OF THE 3AUER $ANFOSS 'ROUP $ETROIT $IESEL¸ #UMMINS¸ AND #ATERPILLAR¸ TRADEMARKS ARE PROPERTIES
OF THEIR RESPECTIVE OWNERS
&RONT COVER ILLUSTRATIONS & & & & 0
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Hydraulic Fan Drive Systems
Design Guidelines
#ONTENTS
INTRODUCTION !BSTRACT
/VERVIEW
0RINCIPLES OF OPERATION
0OWER SAVINGS
-ODULATION PREFERRED OVER ONOFF FAN SPEED CONTROL
FAN DRIVE DESIGN $ESIGN CONSIDERATIONS
&AN DRIVE ELEMENT SELECTION 8
FAN DRIVE COMPONENTS %STIMATE OF MAXIMUM INPUT TORQUE TO THE PUMP
Sizing
SYSTEM DESIGN 3IZING EQUATIONS
PARAMETERS 0UMPS
-OTORS
6ARIABLES
!XIAL mOW FAN POWER FORMULA
0OWER TO SYSTEM PARAMETER RELATIONSHIPS
Engine details
0OWER STEERING
&AN INFORMATION
#ONTROL PREFERENCE
2ESERVOIR
Fluid
&ILTRATION
0UMP DRIVE
0UMP DRIVE DATA FORM
4ECHNICAL FEATURES
-AXIMUM PUMP SPEED
-INIMUM PUMP AND MOTOR SPEED
-OTOR STARTING PRESSURE
-OTOR FREE RUN PRESSURE 8
)NPUT TORQUE RATINGS 8
0UMP DRIVE CONDITIONS 8
4APERED SHAFT AND HUB CONNECTIONS
0UMP SUCTION
#ASE DRAIN PRESSURE
&ILTRATION
/PERATING TEMPERATURES
Fluids
-OUNTING
!XIAL THRUST MOTORS
0IPING
2ESERVOIR
#AVITATION AND AERATION DAMAGE
#OOLING
0RESSURE PROTECTION AND RATINGS
"EARING LIFE EXPECTANCY
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Design Guidelines
#ONTENTS
GLOSSARY 4ERMINOLOGY
APPENDIX A-FAN Fans
PERFORMANCE &AN PERFORMANCE
!XIAL THRUST
&AN LAWS
APPENDIX B-FAN DRIVE &AN DRIVE SIZING EQUATIONS AND DERIVATIONS
SIZING EQUATIONS (YDRAULIC SYSTEM COMPARISONS
APPENDIX C-FAN DRIVE (YDRAULIC SYSTEMS WITH POSITION VARIABLE DISPLACEMENT MOTORS EQUATIONS AND
SIZING EQUATIONS, DERIVATIONS
USING VARIABLE 3PREADSHEET TO CALCULATE OPTIMUM MINIMUM DISPLACEMENT FOR TWO POSITION VARIABLE
DISPLACEMENT MOTORS MOTOR 8
APPENDIX D-PRESSURE 0RESSURE CHANGE DUE TO TRANSIENT mOW IN A PASSAGE EQUATIONS AND DERIVATIONS
CHANGE DUE TO
TRANSIENT FLOW IN A
PASSAGE
APPENDIX E-INFLUENCE )NmUENCE OF BYPASS VALVE PRESSURE DROP ON FAN TRIM SPEED IN APPLICATIONS USING lXED
OF BYPASS VALVE DISPLACEMENT PUMPS EQUATIONS AND DERIVATIONS
PRESSURE DROP
APPENDIX F1-INFLUENCE )NmUENCE OF TEMPERATURE PRESSURE AND RELATIVE HUMIDITY ON SPECIlC WEIGHT OF AIR
OF TEMPERATURE,
PRESSURE AND RELATIVE
HUMIDITY ON SPECIFIC
WEIGHT OF AIR
APPENDIX F2-INFLUENCE )NmUENCE OF ALTITUDE ON ATMOSPHERIC PRESSURE
OF ALTITUDE ON
ATMOSPHERIC PRESSURE
APPENDIX G-INFLUENCE )NmUENCE OF GENERIC ALTITUDE ON ATMOSPHERIC PRESSURE
OF REVERSED FAN
PERFORMANCE ON
SYSTEM PERFORMANCE
APPENDIX H-SYSTEM )NmUENCE OF REVERSED FAN ROTATION ON SYSTEM PERFORMANCE 8
CONSIDERATIONS
FOR H1 FAN DRIVES
WITH REVERSED FAN
ROTATION
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Design Guidelines
)NTRODUCTION
ABSTRACT &AN DRIVE SYSTEM SIZING RELIES HEAVILY ON THE INPUT RECEIVED FROM THE CUSTOMER !LL SYSTEM
SIZING CALCULATIONS ARE BASED ON THE REQUIRED fan power @ trim speed DATA GIVEN TO THE
HYDRAULIC SYSTEM DESIGN ENGINEER 4HIS DATA IS A STATEMENT OF THE FAN DRIVE MOTOR SHAFT
POWER THAT IS REQUIRED TO TURN A FAN AT THE REQUIRED SPEED TO PUSH OR PULL A REQUIRED
VOLUME OF AIR ACROSS COOLERSRADIATORS 4HE USUAL SEQUENCE OF EVENTS IS
&OR A DETAILED DElNITION x 4HE ENGINE MANUFACTURER ADVISES THE CUSTOMER OR COOLING SYSTEM DESIGNER OF
OF TERMS IN THIS DOCUMENT THE HEAT DISSIPATION REQUIRED FROM THE COOLING SYSTEM CHARGE AIR COOLER ETC 4HIS
REFER TO Terminology ON INFORMATION IS COMBINED WITH THE HEAT REJECTION DATA FOR ANY ACCESSORIES AND WORK
PAGE FUNCTIONS ON THE MACHINE SUCH AS TRANSMISSION COOLER HYDRAULIC COOLER AND !#
CONDENSER TO DETERMINE THE MAXIMUM HEAT REJECTION PROlLE FOR THE SYSTEM
x 4HE CUSTOMERS COOLING PACK MANUFACTURER USES THIS DATA TO SIZE THE COOLING PACKAGE AND
GENERALLY RECOMMENDS A FAN TO SUIT THIS NEED PROVIDING THE RATED FAN POWER RATED FAN SPEED
AND THE FAN SPEED REQUIRED TO SATISFY THE COOLING NEEDS OF THE SYSTEM
x 7ITH THIS INFORMATION KNOWING THE MINIMUM ENGINE SPEED AT WHICH MAXIMUM FAN SPEED
NEEDS TO OCCUR THE HYDRAULIC SYSTEM DESIGNER CAN SIZE THE HYDRAULIC FAN DRIVE SYSTEM
OVERVIEW /NE GOAL OF THIS DOCUMENT IS TO PROVIDE THE READER WITH THE EQUATIONS AND FORMULAE NEEDED
TO SIZE A HYDRAULIC FAN DRIVE GIVEN THAT THEY ARE PROVIDED WITH THE FOLLOWING INFORMATION
x 2ATED FAN POWER
x 2ATED FAN SPEED
x &AN SPEED REQUIRED TO MEET THE MAXIMUM COOLING NEEDS OF THE COOLING SYSTEM
x %NGINE SPEED AT WHICH MAXIMUM SYSTEM COOLING IS REQUIRED
4HIS DOCUMENT ALSO PROVIDES AN EXPLANATION OF THE TERMS AND FACTORS USED IN THE DERIVATION
OF THE SIZING EQUATIONS )N ADDITION THE READER IS PROVIDED WITH RECOMMENDATIONS OF SIMPLE
SYSTEM DESIGN SOLUTIONS THAT WILL HELP PROVIDE A VIABLE SYSTEM WITH SATISFACTORY PERFORMANCE
PRINCIPLES OF 4HE VEHICLES COOLING FAN IS DRIVEN BY A Fan speed vs engine temperature
OPERATION HYDRAULIC MOTOR WHICH IN TURN IS DRIVEN 2000
1800
BY A HYDRAULIC PUMP 4HE HYDRAULIC 1600
Fan speed (rpm)
PUMP CAN BE DRIVEN DIRECTLY OFF OF THE 1400
ENGINE SUPPLIED 04/ 0OWER 4AKE /FF 1200
1000
OR WITH A BELT DRIVE ! THERMOSTATICALLY
800
OR ELECTRICALLY CONTROLLED PROPORTIONAL
P101 276E
600
PRESSURE CONTROL VALVE MODULATES THE 400
200
FAN SPEED DEPENDING ON A TEMPERATURE
0
READING )N A COLD CONDITION THE FAN (F) 170 175 180 185 190 195 200 205
(C) 80 85 90 95
IDLES WITH VERY LOW POWER CONSUMPTION Engine temperature
$URING THE HOT CONDITION THE MAXIMUM
FAN SPEED IS CONTROLLED BY A PRESSURE CONTROL VALVE WHICH ADJUSTS THE FAN SPEED TO MEET
THE COOLING NEEDS OF THE TOTAL SYSTEM %VERY SYSTEM HAS A TEMPERATURE WHICH ALLOWS
FOR THE MOST EFlCIENT PERFORMANCE 4HE THERMOVALVE OR AN ELECTRONIC CONTROL SYSTEM
ATTEMPTS TO MAINTAIN THE SYSTEM AT THE OPTIMUM DESIGN TEMPERATURE WHICH THE SYSTEM
INTEGRATOR SELECTS DURING THE DESIGN PHASE OF THE PROJECT
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Design Guidelines
)NTRODUCTION
PRINCIPLES OF 4O OPTIMIZE THE COOLING SYSTEM OPERATION IN VARIOUS ENVIRONMENTAL CONDITIONS AND TO
OPERATION (continued) MINIMIZE PARASITIC LOSSES THE 3AUER
$ANFOSS MODULATING FAN DRIVE SYSTEM ENABLES THE
FAN CYCLE TO BE DESIGNED TO SPECIlC HEAT REJECTION REQUIREMENTS FOR A WIDE RANGE OF
ENVIRONMENTAL CONDITIONS 6EHICLE MANUFACTURERS HAVE COMPLETE CONTROL OF THE FAN CYCLE
BY CHOOSING THE APPROPRIATE TEMPERATURE LIMIT
4HE 3AUER
$ANFOSS MODULATING FAN DRIVE SYSTEM REMAINS AT IDLE SPEED UNTIL CONDITIONS
REQUIRE INCREASED FAN SPEEDS "Y REGULATING THE PRESSURE DROP ACROSS THE HYDRAULIC
MOTOR MODULATION OF FAN SPEED OCCURS ABOVE THIS POINT AND OVER
COOLING IS PREVENTED
POWER SAVINGS )N THE fan off CONDITION THE FAN MAY IDLE AT APPROXIMATELY OF RATED SPEED BUT IT WILL
ONLY CONSUME ABOUT OF RATED POWER 4HE 3AUER $ANFOSS MODULATING FAN DRIVE SYSTEM
ALLOWS THE SYSTEM DESIGNER TO SIZE THE FAN FOR THE ENGINE SPEED AT WHICH MAXIMUM
HEAT REJECTION OCCURS 4HE FAN SPEED WILL REMAIN ESSENTIALLY CONSTANT AT ALL HIGHER ENGINE
SPEEDS #ONSEQUENTLY THE FAN WILL NOT REQUIRE EXCESSIVE PARASITIC LOSSES AS ENGINE
SPEED INCREASES )N SYSTEMS WHERE THE ENGINE SPEED AT MAXIMUM HEAT REJECTION IS
OF THE GOVERNED SPEED THE REDUCTION IN PARASITIC POWER LOSS DUE TO OVER SPEEDING A
MECHANICALLY DRIVEN FAN CAN BE AS HIGH AS
MODULATION &AN SPEED MODULATION OCCURS OVER A TEMPERATURE RANGE CHOSEN BY THE SYSTEMS DESIGNER
PREFERRED OVER 4HIS ELIMINATES THE SUDDEN CHANGES IN SPEED THAT CAUSE DRAMATIC CHANGES IN NOISE LEVELS
ON/OFF FAN SPEED 3IMILARLY LARGE ACCELERATIONS OF COMPONENTS WHICH MAY LIMIT THE RELIABILITY FOR LONG
TERM
CONTROL OPERATION ARE ELIMINATED -ODULATION ALSO ALLOWS INTERMEDIATE LEVELS OF COOLING WITHOUT
UNNECESSARY CYCLING OF THE FAN BETWEEN MINIMUM AND MAXIMUM SPEED 4HE CALIBRATION
TEMPERATURE OPERATING RANGE AND RAMP TIMES CAN BE VARIED INDEPENDENTLY BY THE
SYSTEM DESIGNER TO ACHIEVE THE DESIRED LEVEL OF TEMPERATURE CONTROL
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Design Guidelines
Fan drive design
DESIGN x 0ARASITIC LOSSES FROM EXCESSIVE FAN SPEED ARE HIGH 0OWER CONSUMED BY A FAN IS
CONSIDERATIONS PROPORTIONAL TO FAN SPEED CUBED SPEED
x (EAT REJECTION TO THE ATMOSPHERE DOES NOT INCREASE LINEARLY WITH ENGINE SPEED
x /VERHEATING ANDOR OVER COOLING THE SYSTEM WILL RESULT IN LOSS OF EFlCIENCY AND
PRODUCTIVITY
x /VERHEATING ANDOR OVER COOLING THE ENGINE CAN RESULT IN INCREASED EMISSIONS TO THE
ENVIRONMENT
x 4HE PROPORTION OF OPERATING TIME DURING WHICH FULL FAN SPEED MAXIMUM FAN POWER
IS NEEDED IS TYPICALLY ABOUT AND CAN BE AS LOW AS
x -OUNTING THE FAN DIRECTLY TO THE ENGINE REQUIRES LARGE FAN BLADE TIP CLEARANCES DUE
TO NORMAL ENGINE VIBRATION AND MOVEMENT 4HIS LEADS TO LOSS OF FAN PERFORMANCE
-OUNTING THE FAN DIRECTLY TO A HYDRAULIC MOTOR CAN MINIMIZE TIP CLEARANCE AND BOOST
FAN PERFORMANCE SIGNIlCANTLY
(YDRAULIC FAN DRIVE SYSTEM DESIGNERS SELECT COMPONENTS FOR UNIQUE COMBINATIONS
OF ENGINE FAN AND APPLICATION PARAMETERS $O NOT EXCHANGECHANGE FAN SYSTEM
COMPONENTS INDISCRIMINATELY $ESIGN FACTORS WHICH DETERMINE THE SELECTION OF THE FAN
DRIVE SYSTEM FOR A PARTICULAR ENGINE OR VEHICLE INCLUDE
s %NGINE SET POINT AND MAXIMUM HEAT REJECTION
s 0UMP ROTATION
s 0UMP INPUT TORQUE LIMITATIONS
s -AXIMUM APPLIED PRESSURE AND SPEED LIMITS FOR THE INDIVIDUAL COMPONENTS
s &IT
UP AND AVAILABLE INSTALLATION SPACE
s 0UMP SUPPORT STRUCTURE REQUIREMENTS FOR INDIVIDUAL ENGINECOMPRESSOR COMBINATIONS
s 3PECIlC ENGINE AND ACCESSORY TEMPERATURE CONTROL LIMITS
Fan drive element selection
Fan drive Element Design parameter Design flexibility Design champion
%NGINE ACCESSORIES 0OWER SPEED TOTAL HEAT REJECTION AND DUTY CYCLE Yes /%-
04/ 'EARING %NGINE TO PUMP GEAR RATIO 3OMETIMES /%-S CHOICE OF ENGINE
SUPPLIER
0UMPS $ISPLACEMENT PRESSURE SPEED lXED PUMP OR VARIABLE PUMP Yes 3 $ TECHNICAL
MOUNTING DRIVE LINE REPRESENTATIVE /%-
&AN DRIVE CONTROL 3ENSOR INPUTS CONTROL OUTPUT NUMBER OF CONTROL ELEMENTS Yes 3 $ TECHNICAL
REPRESENTATIVE /%-
-OTORS $ISPLACEMENT PRESSURE SPEED lXED MOTOR OR VARIABLE MOTOR Yes 3 $ TECHNICAL
MOUNTING COUPLING REPRESENTATIVE /%-
&ANS &AN RATED POWER RATED SPEED FAN DIAMETER NUMBER OF BLADES BLADE Yes /%- COOLING
PITCH PROXIMITY OF BLADES TO HEAT EXCHANGER DIRECTION OF AIR mOW SPECIALISTS
3HROUDS 4YPE OF SHROUD mAT PLATE SHORT DUCT VENTURI BLADE AXIAL POSITION IN Yes /%- COOLING
SHROUD TIP CLEARANCE SPECIALISTS
!IR mOW STREAMS !IR mOW RATE STATIC PRESSURE ACROSS HEAT EXCHANGERS MAXIMUM 3OMETIMES /%- COOLING
AMBIENT AIR TEMPERATURE MINIMUM ATMOSPHERIC PRESSURE HOT AIR SPECIALISTS
RECIRCULATION BAFmES LOUVRES OBSTRUCTIONS
(EAT EXCHANGERS 0HYSICAL SIZE HEIGHT WIDTH NUMBER OF HEAT EXCHANGERS IN AIR mOW Yes /%- COOLING
STREAM SIDE BY SIDE AXIAL STACK MATERIALS SELECTED CONSTRUCTION SPECIALISTS
NUMBER AND TYPES OF TUBES TUBE CONlGURATION lN DENSITY
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Design Guidelines
&AN DRIVE COMPONENTS
FAN DRIVE ELEMENT /PTIMIZING THE SIZE OF FAN DRIVE ELEMENTS DEPENDS ON SELECTING THE CORRECT COMPONENTS
SELECTION AND GEAR RATIOS "Y MATCHING THESE COMPONENTS TO THE FAN POWER REQUIREMENTS THE
REQUIRED UNIT SIZES CAN BE QUICKLY DETERMINED 4HE PUMP AND MOTOR DISPLACEMENTS
INPUT GEAR RATIOS ENGINE SET POINT, AND PRESSURE LIMITS CAN BE ADJUSTED TO PROVIDE SOME
OPTIMIZATION OF COMPONENT SIZE !LONG WITH THE SIZING EQUATIONS PRESENTED IN THIS
ARTICLE A 3AUER $ANFOSS FAN DRIVE SIZING COMPUTER TOOL IS AVAILABLE TO ASSIST WITH SIZING THE
HYDRAULIC COMPONENTS
-ANY MODULATING HYDRAULIC FAN DRIVES RELY ON DEDICATED PUMPS TO PROVIDE mOW TO THE
FAN CIRCUIT FOR OPTIMUM SIZING /THER CIRCUITS ARE AVAILABLE THAT PROVIDE ADDITIONAL mOW
FOR POWER ASSISTED STEERING AND OTHER ACCESSORY SYSTEMS )N THESE AND MANY OTHER
CIRCUITS THE SIZING EQUATIONS AND FAN DRIVE SIZING TOOL MAY STILL BE USED TO SELECT THE
REQUIRED COMPONENTS .OTE THAT THE DESIGN LIMITS FOR ASSOCIATED DESIGN ELEMENTS ARE
NOT IDENTIlED IN THIS ARTICLE 4HEY MAY BE REVIEWED BY REFERRING TO THE 3AUER
$ANFOSS
TECHNICAL INFORMATION FOR THE COMPONENTS BEING CONSIDERED -ACHINE DESIGNERS SHOULD
VERIFY THAT ALL DESIGN PARAMETERS ARE MET FOR ALL DRIVE LINE COMPONENTS
7HILE THE METHODS DESCRIBED IN THIS ARTICLE MAY BE USEFUL THEY DO NOT REPRESENT THE ONLY
APPROACH TO SIZING HYDRAULIC COMPONENTS #ONTACT YOUR 3AUER
$ANFOSS REPRESENTATIVE IF
QUESTIONS OF INTERPRETATION EXIST
#OLLECT THE APPLICATION SIZING PARAMETERS AS IDENTIlED ON pages 14, 15, and 16 OF THIS
DOCUMENT 0AY PARTICULAR ATTENTION TO THE MINIMUM ENGINE SPEED AT WHICH MAXIMUM
HEAT REJECTION TO THE ATMOSPHERE IS REQUIRED 7HEN SIZING THE PUMP FOR THE APPLICATION
THE SYSTEM DESIGNER SHOULD ENSURE THAT THE ENGINE SET POINT UNDER HOT OIL CONDITION IS
LESS THAN THE ENGINE SPEED AT WHICH MAXIMUM HEAT REJECTION OCCURS &AILURE TO DO THIS
CAN RESULT IN A CONDITION WHERE THE COOLING SYSTEM MAY NOT PROVIDE ADEQUATE COOLING
WHEN MAXIMUM WORK LOADING AND MAXIMUM AMBIENT CONDITIONS OCCUR SIMULTANEOUSLY
Engine set point
Fan speed vs engine speed (Engine Trim Speed)
2200
Max. engine heat rejection speed
2000 ed
s pe
n1
Fa
Fan Speed (rpm)
1800 oil
, hot
ed
1600
1 spe
Fan
1400
1200
1000
800
600 800 1000 1200 1400 1600 1800 2000 2200
Engine speed (rpm)
Sample graph, performance prediction will vary depending on choice of input parameters.
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Design Guidelines
&AN DRIVE COMPONENTS
FAN DRIVE ELEMENT /NE OF THE lRST THINGS THAT THE SYSTEMS DESIGNER SHOULD CONSIDER IS WHETHER THE
SELECTION (continued) MAXIMUM PUMP TORQUE NEEDED WILL EXCEED THE INPUT TORQUE LIMITATION OF THE PUMP
DRIVE /NE WAY TO CALCULATE THIS IS TO DIVIDE THE FAN POWER REQUIREMENT BY AN ESTIMATE
OF THE HYDRAULIC SYSTEMS OVERALL EFlCIENCY AND THEN DETERMINE THE INPUT TORQUE
REQUIREMENT AT THE PUMP SPEED THAT IS EQUIVALENT TO THE MAXIMUM HEAT REJECTION SPEED
OF THE ENGINE
ESTIMATE OF MAXIMUM #OMPARE THE ESTIMATED MAXIMUM INPUT TORQUE TO THE MAXIMUM AVAILABLE INPUT TORQUE
INPUT TORQUE TO THE AT THE PUMP DRIVE THIS WILL DETERMINE THE DESIGN MARGIN THAT IS AVAILABLE TO THE DESIGNER
PUMP 4HE HYDRAULIC SYSTEM DESIGNER SHOULD CONSULT WITH THE VEHICLE SYSTEMS DESIGNER ANDOR
THE PRIME MOVERS TECHNICAL SUPPORT STAFF FOR ASSISTANCE IF REQUIRED
SI system
0FK7
s
0UMP TORQUE 4P.sM | [ .E s 2 ] .sM
English system
0FHP
s
0UMP TORQUE 4PLBFsIN | [ .E s 2 ] LBF s IN
7HERE
0FK7 -AX POWER K7 ;HP=
.E s 2 0UMP SPEED RPM
2 0UMP%NGINE RATIO
Converting terms
0UMP TORQUE 4PLBFsIN = 4P.sM s LBFsIN
0UMP TORQUE 4PLBFsFT = 4P.sM s LBFsFT
4PLBFsIN
0UMP TORQUE 4P.sM = .sM
4PLBFsIN
0UMP TORQUE 4PLBFsFT = LBFsFT
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Design Guidelines
3YSTEM DESIGN PARAMETERS
SIZING &AN DRIVE SYSTEM SIZING RELIES HEAVILY ON THE INPUT RECEIVED FROM THE CUSTOMER !LL SYSTEM
SIZING CALCULATIONS ARE BASED ON THE REQUIRED fan power @ trim speed DATA GIVEN TO THE
HYDRAULIC SYSTEM DESIGN ENGINEER 4HIS DATA IS A STATEMENT OF THE FAN DRIVE MOTOR SHAFT
POWER THAT IS REQUIRED TO TURN A FAN AT THE REQUIRED SPEED TO PUSH OR PULL A REQUIRED
VOLUME OF AIR ACROSS COOLERSRADIATORS 4HE USUAL SEQUENCE OF EVENTS IS
x 4HE ENGINE MANUFACTURER ADVISES THE CUSTOMER OR COOLING SYSTEM DESIGNER OF
THE HEAT DISSIPATION REQUIRED FROM THE COOLING SYSTEM CHARGE AIR COOLER ETC 4HIS
INFORMATION IS COMBINED WITH THE HEAT REJECTION DATA FOR ANY ACCESSORIES AND WORK
FUNCTIONS ON THE MACHINE SUCH AS TRANSMISSION COOLER HYDRAULIC COOLER AND !#
CONDENSER TO DETERMINE THE MAXIMUM HEAT REJECTION PROlLE FOR THE SYSTEM
x 4HE CUSTOMERS COOLING PACK MANUFACTURER WILL THEN USE THIS DATA TO SIZE THE COOLING
PACKAGE AND WILL GENERALLY RECOMMEND A FAN TO SUIT THIS NEED PROVIDING THE RATED
FAN POWER RATED FAN SPEED AND THE FAN SPEED REQUIRED TO SATISFY THE COOLING NEEDS
OF THE SYSTEM
x 7ITH THIS INFORMATION KNOWING THE MINIMUM ENGINE SPEED AT WHICH MAXIMUM FAN
SPEED NEEDS TO OCCUR THE HYDRAULIC SYSTEM DESIGNER CAN SIZE THE HYDRAULIC FAN DRIVE
SYSTEM
4O COMPLETELY UNDERSTAND ANY FAN DRIVE SYSTEM IS TO UNDERSTAND THE FAN LOAD
CHARACTERISTICS &ANS ARE UNIQUE IN THAT THE POWER TO DRIVE THE FAN CHANGES WITH THE CUBE
OF THE FAN SPEED AS FOLLOWS
0F Ks.F
0F .
0F
= .
7HERE
0F FAN POWER K7 HP
. FAN SPEED RPM
SUBSCRIPTS FOR TWO DIFFERENT CONDITIONS
K &AN POWER COEFlCIENT
Fan power IS DElNED AS THE POWER Fan power requirements (Example)
REQUIRED TO DRIVE THE SHAFT CONNECTED TO Fan rating = 22 kW @ 2000 rpm
40
THE FAN AND IS EQUAL TO THE OUTPUT POWER
35
OF THE MOTOR 30
Fan power (kW)
25
7HEN A GIVEN FAN SPEED IS DOUBLED THE 20
REQUIRED POWER TO DRIVE THE FAN INCREASES 15
BY A FACTOR OF 10
5
0
0 500 1000 1500 2000 2500
Fan speed (RPM)
P106 108E
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Design Guidelines
3YSTEM DESIGN PARAMETERS
SIZING (continued) 3INCE FAN HORSEPOWER IS A FUNCTION OF BOTH PRESSURE AND mOW FAN SPEED IT FOLLOWS THAT
THE RELATIONSHIP BETWEEN FAN SPEED AND SYSTEM PRESSURE IS
'0 .
'0
= .
7HERE '0 DELTA PRESSURE ACROSS THE HYDRAULIC MOTOR BAR PSID
!N ACCURATE VALUE OF THE FAN RATING IS CRITICAL TO THE CORRECT SELECTION OF COMPONENTS AND
THEIR SETTINGS
!LTHOUGH THE CUBIC RELATIONSHIP BETWEEN FAN POWER AND FAN SPEED HAS BEEN CONSISTENTLY
VERIlED EXPERIMENTALLY IT IS STILL AN APPROXIMATION OF THE FAN BEHAVIOR 4HEREFORE TO AVOID
SIGNIlCANT ERRORS IN PREDICTING POWER REQUIREMENTS THE FAN POWER RATING SHOULD BE
TAKEN AT A SPEED REPRESENTATIVE OF TYPICAL FAN OPERATION
&OR EXAMPLE FOR A SYSTEM IN WHICH THE FAN USUALLY OPERATES IN A SPEED RANGE OF
RPM A FAN RATING SPECIlED AT RPM WILL YIELD MORE ACCURATE RESULTS THAN A RATING
SPECIlED AT SAY OR RPM
&AN CURVES PROVIDED BY THE FAN MANUFACTURER ARE OFTEN DEVELOPED UNDER IDEAL
CONDITIONS )T IS UNLIKELY THAT A FAN WILL EXHIBIT EXACTLY THE SAME PERFORMANCE IN AN
ACTUAL APPLICATION BECAUSE OF SHROUDING HEAT EXCHANGE AIRmOW CHARACTERISTICS AND
AIR DENSITY /NLY THROUGH TEST DATA TAKEN ON THE ACTUAL VEHICLE CAN A FANS PERFORMANCE
CHARACTERISTICS BE ACCURATELY DETERMINED 4HE CURVE BELOW ILLUSTRATES THE DIFFERENCES
BETWEEN PREDICTED PERFORMANCE AND ACTUAL PERFORMANCE OF A FAN INSTALLED IN A
VEHICLE 4HE SYSTEM DESIGNERINTEGRATOR IS ENCOURAGED TO CONlRM THEIR PERFORMANCE
PREDICTIONS VIA TEST OVER THE ENTIRE OPERATING SPEED RANGE OF THE ENGINE AND TO RElNE
THEIR PREDICTION MODEL WITH A REVISED fan power coefficient WHEN THEY RERUN THE SIZING
CALCULATIONS
Fan power requirements (example)
Fan rating = 22 kW @ 2000 rpm
2500
160 bar
2300 psi 150
System pressure (bar)
System pressure (psi)
2000
re
120
su
es
1500
pr
re
m
su
90
te
es
ys
ls
pr
1000 ta m
en st
e
60
erim al sy
p ic
Ex et
500 e or 30
Th
0
0 500 1000 1500 2000 2500
Fan speed min-1(rpm) P106 109E
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Hydraulic Fan Drive Systems
Design Guidelines
3YSTEM DESIGN PARAMETERS
SIZING EQUATIONS Pumps
Based on SI units Based on English units
Vg s N s Kv Vg s N s Kv
/UTPUT mOW 1 LMIN /UTPUT mOW 1 53 GALMIN
Vg s 'P Vg s 'P
)NPUT TORQUE - .sM )NPUT TORQUE - LBFsIN
s S s Km s S s Km
Vgs Ns 'P Vgs Ns 'P
)NPUT POWER 0
s Km
K7 )NPUT POWER 0
s Km
HP
Motors
Based on SI units Based on English units
Vg s 'P s Km Vg s 'P s Km
/UTPUT TORQUE - .sM /UTPUT TORQUE - LBFsIN
s S s S
1 s 'P s Kt 1 s 'P s Kt
/UTPUT POWER 0 K7 /UTPUT POWER 0 HP
Variables
SI units [English units]
Vg $ISPLACEMENT PER REVOLUTION CMREV ;INREV=
P/ /UTLET PRESSURE BAR ;PSI=
Pi )NLET PRESSURE BAR ;PSI=
'P P/
Pi SYSTEM PRESSURE BAR ;PSI=
N 3PEED MIN
RPM
K v 6OLUMETRIC EFlCIENCY
Km -ECHANICAL EFlCIENCY
Kt /VERALL EFlCIENCY Kv s Km
3) UNIT FORMULAS ARE BASED ON CM BAR . .sM 7
%NGLISH FORMULAS ARE BASED ON IN PSI LBFsIN HP
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Design Guidelines
3YSTEM DESIGN PARAMETERS
AXIAL FLOW FAN POWER Power to system parameter relationships
FORMULA
0F . s $ s Q
=
0F . s $ s Q
. D . D
. s D = . s D
0F U Q
= s s
0F U Q
s
V D .
s
V
= D s .
D . D .
D . D .
'0 U Q
= s s = s s
'0 U Q
0F = 0OWER OF FAN AT KNOWN CONDITION
0F = 0OWER OF FAN AT CONDITION
. = &AN SPEED AT CONDITION
. = &AN SPEED AT CONDITION
D = &AN DIAMETER AT CONDITION
D = &AN DIAMETER AT CONDITION
Q = 3PECIlC WEIGHT OF AIR AT CONDITION
Q = 3PECIlC WEIGHT OF AIR AT CONDITION
U = $ENSITY OF AIR AT CONDITION
U = $ENSITY OF AIR AT CONDITION
'0 = (YDRAULIC ANDOR 3TATIC 0RESSURE AT CONDITION
'0 = (YDRAULIC ANDOR 3TATIC 0RESSURE AT CONDITION
s
V = &LOW RATE OF AIR AT CONDITION
s
V = &LOW RATE OF AIR AT CONDITION
520L0926 s 2EV !$ s *UNE 13
Hydraulic Fan Drive Systems
Design Guidelines
3YSTEM DESIGN PARAMETERS
ENGINE DETAILS
Manufacturer Model or Series
Engine PTO Ratio :1 Input torque CL
OCKWISE
Pump Drive
Belt Drive (engine to pump) limit:
Clockwise, Right hand
Pump Rotation
Counterclockwise, Anti-clockwise, Left hand
SE
O
C
UN I
TE R W
Speeds Low Idle RPM (rated) CLOC K
Governed RPM (rated)
High Idle RPM (max speed) P106 110E
POWER STEERING
IF APPLICABLE
Controlled Flow Requirement US gal/min l/min
Steering Pressure psi bar
(maximum)
P104 376E
FAN INFORMATION
Manufacturer Model or Series
Fan Diameter in mm
Fan Input Power HP kW At speed rpm
Fan Rotation Clockwise Clockwise
(viewed on motor shaft, see illustration) Counterclockwise
Fan Trim Speed rpm
(viewed on motor shaft, see illustration)
Co e
unterclockwis
Set Point at Fan Trim Speed rpm
(engine speed where max heat load occurs)
Coolant Temperature at Fan Trim Speed °F °C
(coolant temp where max fan speed is required)
Note: To properly size and specify a fan drive system, fan power requirements must be stated as accurately as possible. Fan power requirements
can be determined from fan curves supplied by the manufacturer. Radiator and cooler manufacturers will supply air flow requirements based
on heat loads. Air flow information must include accurate air flow and static pressure to determine correct fan power requirements. P101 344E
14 520L0926 s 2EV !$ s *UNE
Hydraulic Fan Drive Systems
Design Guidelines
3YSTEM DESIGN PARAMETERS
CONTROL PREFERENCE
Wax Capsule Electro-Hydraulic Modulating Electro-Hydraulic ON/OFF
ThermoValve
Single Input
Multiple Inputs
P104 377E
RESERVOIR
Reservoir Capacity US gal liter
P104 378E
FLUID
Hydraulic Fluid Type
Viscosity at 40° C [104°F] cSt SUS
at 100° C [212°F]
Maximum Fluid Temperature °C °F
P104 379E
FILTRATION
Filter Position Inlet Line Filter Flow Full Flow
Pressure Line Partial Flow
Return Line
(recommended)
Filter Rating micron x ratio
Note: Do not locate the filter cartridge inside the reservoir. This reduces the reservoir capacity and reduces the dwell time (the time the oil
spends in the resrevoir). It also increases the potential for damage to the hydraulic components due to aeration of the oil. P104 380E
520L0926 s 2EV !$ s *UNE 15
Hydraulic Fan Drive Systems
Design Guidelines
3YSTEM DESIGN PARAMETERS
90°
PUMP DRIVE Pump drive data form Re
qu
ire
d
0HOTO COPY THIS PAGE AND SEND THE
an
g le
COMPLETED FORM TO YOUR 3AUER
$ANFOSS
REPRESENTATIVE FOR ASSISTANCE IN APPLYING
PUMPS WITH BELT OR GEAR DRIVE 180° 0° Inlet
Po rt
Application data
Pump displacement CCREV
Rated system pressure ԼBAR
ԼPSI
270°
Relief valve setting ԼBAR
ԼPSI
Pump shaft rotation ԼLEFT a
ԼRIGHT
Pump minimum speed min
RPM
dw
Pump maximum speed min
RPM
Drive gear pressure
degrees
angle
Drive gear helix angle
degrees
(gear drive only)
Belt type ԼV 90° R eq
uir
(belt drive only) Լ.OTCH#OG e d
an
Belt tension Լ.
g
0
le
(belt drive only) ԼLBF
Angular 180°
0° Inlet
orientation of Port
gear or belt to
D degrees
inlet port
Pitch diameter Լmm
of gear or pulley
dW Լin 270° P
Distance from
Լmm
flange to center a Լin
of gear or pulley
a
dw
P106 111E
16 520L0926 s 2EV !$ s *UNE
Hydraulic Fan Drive Systems
Design Guidelines
3YSTEM DESIGN PARAMETERS
TECHNICAL FEATURES )N THIS DOCUMENT WE INTRODUCE THE EQUATIONS THAT ARE USED TO SIZE THE COMPONENTS OF
A MODULATING FAN DRIVE SYSTEM )N ADDITION TO THESE PRINCIPLES THERE ARE SEVERAL OTHER
FACTORS TO CONSIDER TO ENSURE THAT THE HYDRAULIC SYSTEM PERFORMS TO EXPECTATIONS
&OLLOWING ARE SOME CONSIDERATIONS YOU ARE ENCOURAGED TO ADDRESS DURING THE DESIGN
PHASE
MAXIMUM PUMP SPEED 'EAR TOOTH SURFACE SPEEDS AND CENTRIFUGAL lLLING OF THE PUMPING CHAMBER LIMIT
MAXIMUM PUMP SPEED 5NLESS OTHERWISE SPECIlED MAXIMUM RATED PUMP SPEEDS ARE
BASED ON OPERATION AT SEA LEVEL WITH HYDRAULIC mUIDS HAVING A SPECIlC GRAVITY OF AND
A VISCOSITY OF 353 C3T AT ² & ² # 3PEED LIMITS FOR A PARTICULAR APPLICATION
DEPEND ON THE ABSOLUTE PRESSURE AND OIL VISCOSITY 3PEED LIMITS FOR INDIVIDUAL PRODUCTS
MAY BE FOUND IN THEIR RESPECTIVE TECHNICAL INFORMATION BULLETINS #ONSULT A 3AUER
$ANFOSS REPRESENTATIVE FOR OPERATION OUTSIDE OF THESE PUBLISHED LIMITS &OR PUMPS
THE MINIMUM RECOMMENDED OPERATING SPEED AT 0SI BAR IS MIN RPM
6OLUMETRIC EFlCIENCY LIMITS MINIMUM PUMP SPEED )F LOWER THAN RECOMMENDED STARTING
OR OPERATING SPEEDS ARE REQUIRED CONTACT A 3AUER $ANFOSS REPRESENTATIVE FOR ASSISTANCE
MINIMUM PUMP AND &OR MOTORS THE MINIMUM SPEEDS LISTED IN THE TECHNICAL BULLETINS ARE FOR CONTINUOUS
MOTOR SPEED OPERATION AT RATED PRESSURE -OTORS MAY BE STARTED FROM ZERO SPEED ON FAN DRIVES WHERE
TORQUE WILL INCREASE WITH SPEED 2EPEATED STARTS UNDER HIGHLY LOADED CONDITIONS ARE NOT
RECOMMENDED
MOTOR STARTING .O LOAD MOTOR START UP PRESSURES MAY RANGE FROM TO PSI TO BAR
PRESSURE DEPENDING ON DISPLACEMENT 4HIS PROPERTY OF THE MOTOR IS DEPENDENT ON MOTOR DESIGN
PARAMETERS THE #3& #OEFlCIENT OF 3TATIC &RICTION AND IT IS INVERSELY PROPORTIONAL TO
MOTOR DISPLACEMENT &OR EXAMPLE 4HE STARTING TORQUE FOR ANY GIVEN MOTOR IS LARGELY
DEPENDENT ON THE DIAMETER OF THE GEARS AND THE #3& 7ITHIN ANY GIVEN FRAME SIZE
'ROUP 'ROUP OR 'ROUP THE GEAR DIAMETER IS THE SAME AND THE DISPLACEMENT IS
DETERMINED BY CHANGING THE WIDTH THICKNESS OF THE GEARS 3INCE TORQUE IS DEPENDENT
ON THE PRODUCT OF PRESSURE AND DISPLACEMENT AND STARTING TORQUE IS ESSENTIALLY CONSTANT
FOR ANY GIVEN FRAME SIZE STARTING PRESSURE WILL BE DEPENDENT ON DISPLACEMENT IN AN
INVERSE RELATIONSHIP 4O MINIMIZE STARTING PRESSURE SELECT THE SMALLEST FRAME SIZE FOR THE
REQUIRED MOTOR DISPLACEMENT
"ESIDES DISPLACEMENT THERE ARE SEVERAL FACTORS WHICH ALSO EFFECT MOTOR STARTING PRESSURE
4HEY INCLUDE PRESSURE RISE RATE PRESSURE GRADIENT TEMPERATURE mUID VISCOSITY MOTOR
RETURN PRESSURE BACK PRESSURE FAN INERTIA PUMP mOW RATE AND PIECE
TO
PIECE VARIATION
BETWEEN MOTORS
520L0926 s 2EV !$ s *UNE 17
Hydraulic Fan Drive Systems
Design Guidelines
3YSTEM DESIGN PARAMETERS
MOTOR FREE RUN Free run pressure IS THE MINIMUM DELTA PRESSURE ACROSS THE MOTOR THAT IS REQUIRED
PRESSURE TO KEEP THE MOTOR TURNING WHEN THERE IS NO COOLING DEMAND &REE RUN PRESSURE IS
DEPENDENT ON MOTOR DISPLACEMENT AND SHAFT SPEED
)F THE DELTA PRESSURE ACROSS THE MOTOR IS ALLOWED TO FALL BELOW THE FREE RUN PRESSURE
THE MOTOR WILL STOP AND IT WILL BE NECESSARY FOR THE MOTOR TO GO THROUGH THE STARTING
CONDITION START
UP PROCEDURE WHEN COOLING IS NEEDED AGAIN )N MOST APPLICATIONS IT
IS DESIRABLE TO INITIATE FAN ROTATION WHEN THE ENGINE STARTS AND PREVENT THE MOTOR FROM
STOPPING WHILE THE ENGINE IS RUNNING
INPUT TORQUE RATINGS 7HEN APPLYING PUMPS IN MULTIPLE CONlGURATIONS ENSURE THE INPUT TORQUE LIMITATIONS
ARE MET FOR EACH SECTION AND FOR CUMULATIVE SECTIONS 2EFER TO INDIVIDUAL PRODUCT
TECHNICAL INFORMATION BULLETINS FOR SPECIlC PRODUCT TORQUE LIMITS !LWAYS ENSURE THAT ANY
INDIVIDUAL PUMP IN A MULTIPLE UNIT DOES NOT EXCEED ITS RESPECTIVE TORQUE RATING
C#AUTION
4ORQUES IN EXCESS OF RECOMMENDED VALUES MAY CAUSE PREMATURE INPUT SHAFT OR UNIT
FAILURE
PUMP DRIVE -OST 3AUER $ANFOSS PRODUCTS ARE AVAILABLE WITH 3!% AND METRIC STANDARD SPLINE
CONDITIONS TAPERED KEY OR CYLINDRICAL KEYED DRIVE SHAFTS FOR DIRECT OR INDIRECT DRIVE APPLICATIONS !N
INTERMEDIATE COUPLING IS THE PREFERRED METHOD FOR DIRECT DRIVES THEREBY ELIMINATING
RADIAL AND AXIAL LOADING $IRECT $RIVE OR PLUG IN OR RIGID SPLINE DRIVES CAN IMPOSE SEVERE
RADIAL LOADS ON THE PUMP SHAFT WHEN THE MATING SPLINE IS RIGIDLY SUPPORTED )NCREASED
SPLINE CLEARANCE DOES NOT ALLEVIATE THIS CONDITION 4HE USE OF DIRECT DRIVE PLUG IN OR RIGID)
SPLINE DRIVES IS PERMISSIBLE PROVIDING THAT THE CONCENTRICITY BETWEEN THE MATING SPLINE
AND ITS PILOT DIAMETER ARE WITHIN IN MM 4)2 4OTAL )NDICATOR 2EADING "OTH
CONCENTRICITY AND ANGULAR ALIGNMENT OF SHAFTS ARE IMPORTANT TO PUMP LIFE -ISALIGNMENT
CAN INDUCE EXCESSIVE SIDE LOADS ON BEARINGS AND SEALS CAUSING PREMATURE FAILURE
/VERHUNG LOAD DRIVES CHAIN BELT OR GEAR ARE PERMISSIBLE #ONTACT 3AUER $ANFOSS FOR
ASSISTANCE ESPECIALLY FOR APPLICATIONS USING TANDEM PUMPS 4HE ALLOWABLE RADIAL SHAFT
LOADS ARE A FUNCTION OF THE LOAD MAGNITUDE THE LOAD POSITION THE LOAD ORIENTATION
AND THE OPERATING PRESSURE OF THE HYDRAULIC PUMP !LL EXTERNAL SHAFT LOADS WILL HAVE AN
EFFECT ON BEARING LIFE AND MAY AFFECT PUMP PERFORMANCE )N APPLICATIONS WHERE EXTERNAL
SHAFT LOADS CANNOT BE AVOIDED OPTIMIZING THE POSITION ORIENTATION AND MAGNITUDE
OF THE RADIAL LOAD CAN MINIMIZE THEIR INmUENCE ON THE PUMP ! TAPERED INPUT SHAFT IS
RECOMMENDED FOR APPLICATIONS WHERE RADIAL SHAFT LOADS ARE PRESENT 3PLINE SHAFTS ARE
NOT RECOMMENDED FOR BELT OR GEAR DRIVE APPLICATIONS THE CLEARANCE BETWEEN THE MATING
SPLINES WILL PREVENT ACCURATE ALIGNMENT OF THE DRIVE ELEMENTS AND WILL CONTRIBUTE TO
EXCESSIVE WEAR OF THE SPLINE &OR BELT DRIVE APPLICATIONS A SPRING LOADED BELT TENSIONING
DEVICE IS RECOMMENDED TO AVOID EXCESSIVE RADIAL LOADS ON THE INPUT SHAFT
18 520L0926 s 2EV !$ s *UNE
Hydraulic Fan Drive Systems
Design Guidelines
3YSTEM DESIGN PARAMETERS
TAPERED SHAFT AND 4APERED SHAFTHUB CONNECTIONS PROVIDE EXCELLENT CONTROL OF BOTH AXIAL AND RADIAL
HUB CONNECTIONS POSITION OF THE DRIVE COUPLING OR FAN ASSEMBLY 7HEN USING THE TAPERED CONNECTION
ADDITIONAL EFFORT SHOULD BE USED TO INSURE THAT THERE IS ADEQUATE AXIAL CLAMPING LOAD
BETWEEN THE HUB AND THE SHAFT 4HE DESIGNER IS ENCOURAGED TO ESTABLISH THAT THERE IS
x !DEQUATE CLEARANCE UNDER THE BOLTNUT TO INSURE FULL AXIAL LOAD MAY BE APPLIED TO
THE TAPER WITHOUT BOTTOMING OUT
x !DEQUATE CLEARANCE BETWEEN THE TOP OF THE KEY AND THE BOTTOM OF THE KEYWAY IN
THE HUB )NTERFERENCE BETWEEN THE TOP OF THE KEY AND THE BOTTOM OF THE KEYWAY WILL
PREVENT THE HUB FROM SEATING ONTO THE TAPER OF THE SHAFT 4HIS WILL COMPROMISE THE
ABILITY OF THE SHAFT TO TRANSMIT ITS FULL TORQUE CAPACITY AND MAY RESULT IN FAILURE OF THE
SHAFT
PUMP SUCTION &OR MAXIMUM PUMP LIFE THE INLET PRESSURE SHOULD NOT DROP BELOW BAR ABSOLUTE
[ IN (G VAC= AT THE PUMP INLET PORT
&OR COLD START CONDITIONS INLET PRESSURE DOWN TO BAR ABSOLUTE ; IN (G VAC= IS
ACCEPTABLE FOR SHORT DURATIONS 4HE POSSIBILITY OF DAMAGE DUE TO mUID CAVITATION AND
AERATION IS PROPORTIONAL TO DECREASES IN INLET PRESSURE )N ADDITION OIL lLM LUBRICATION
MAY BE DISRUPTED BY LOW INLET PRESSURE 4HESE FACTORS EITHER SINGULARLY OR COMBINED MAY
CONTRIBUTE TO A DECREASE IN PUMP LIFE -ULTIPLE CHANGES IN EITHER DIAMETER OR DIRECTION
CAN HAVE A SIGNIlCANT EFFECT ON THE RESISTANCE TO mOW IN INLET PASSAGES AND CAN RESULT IN A
SUBSTANTIAL INCREASE IN THE EFFECTIVE LENGTH OF THE INLET LINE &OR THIS REASON 3AUER
$ANFOSS
RECOMMENDS THAT THE INLET LINE CONTAIN A MINIMUM NUMBER OF ADAPTOR lTTINGS TEES AND
ELBOWS AS EACH ARE A SOURCE OF ADDITIONAL RESTRICTION AND POTENTIALLY A SOURCE OF LEAKAGE
C#AUTION
#ONTINUOUS OPERATION WITH INLET PRESSURES BELOW BAR ABSOLUTE ; IN (G VAC= CAN
CAUSE PREMATURE UNIT FAILURE %NSURE ADEQUATE mOWPRESSURE HEAD AT THE PUMP INLET AT
ALL TIMES
CASE DRAIN PRESSURE -AXIMUM PRESSURE LIMITATIONS FOR BOTH CASE DRAIN AND INLET PASSAGES ARE AVAILABLE BY
CONSULTING THE APPROPRIATE TECHNICAL INFORMATION BULLETIN FOR THE PRODUCTS BEING APPLIED
"OTH LINE LENGTH AND DIAMETER INmUENCE THE PRESSURE DROP OF THE mUID IN THESE PASSAGES
AS IT mOWS TOFROM THE RESERVOIR )N ADDITION BOTH STEADY STATE mOW VELOCITY AND TRANSIENT
CONDITIONS WHICH CAN ACCELERATE THE mUID IN THESE PASSAGES MUST BE CONSIDERED WHEN
DETERMINING THEIR CORRECT SIZE /F THE TWO DESIGN PARAMETERS LINE LENGTH AND DIAMETER
DIAMETER HAS THE MOST INmUENCE ON THE SUCCESS OF THE DESIGN )NCREASING LINE DIAMETER
CAN DECREASE BOTH THE STEADY STATE AND THE TRANSIENT PRESSURE DROPS EXPONENTIALLY
&OR ADDITIONAL INFORMATION ON STEADY STATE PRESSURE DROPS IN HYDRAULIC PASSAGES THE
READER IS ENCOURAGED TO CONSULT ANY GOOD TEXT ON BASIC HYDRAULIC DESIGN &OR ADDITIONAL
INFORMATION ON TRANSIENT PRESSURE DROPS REFER TO Appendix D PAGE
)NTRODUCING ADDITIONAL mOW FROM EXTERNAL SOURCES INTO THESE RETURN LINES CAN ALSO RESULT
IN TRANSIENT PRESSURE PULSES THAT MAY EXCEED THE DRAIN OR CASE PRESSURE LIMITS OF THESE
PRODUCTS 3AUER
$ANFOSS RECOMMENDS THAT THE BEARING DRAIN AND CASE DRAIN LINES RETURN
DIRECTLY TO THE RESERVOIR AND REMAIN DEDICATED TO THEIR INTENDED FUNCTION WITHOUT
CONNECTING THEM TO ADDITIONAL mOW SOURCES
520L0926 s 2EV !$ s *UNE 19
Hydraulic Fan Drive Systems
Design Guidelines
3YSTEM DESIGN PARAMETERS
FILTRATION 4O PREVENT PREMATURE WEAR IT IS IMPERATIVE THAT ONLY CLEAN mUID ENTERS THE PUMP AND
HYDRAULIC CIRCUIT ! lLTER CAPABLE OF CONTROLLING THE mUID CLEANLINESS TO CLASS PER
)3/ OR BETTER UNDER NORMAL OPERATING CONDITIONS IS RECOMMENDED 3INCE
THE lLTER MUST BE CHANGED AT REGULAR INTERVALS THE lLTER HOUSING SHOULD BE LOCATED IN
AN ACCESSIBLE AREA !PPROPRIATE lLTER CHANGE INTERVALS MAY BE DETERMINED BY TEST OR
BY GAGES INDICATING EXCESSIVE PRESSURE DROP ACROSS THE lLTER ELEMENT &OR ADDITIONAL
TECHNICAL INFORMATION ON HYDRAULIC mUIDS AND lLTRATION REFER TO 520L0463 Hydraulic Fluids
and Lubricants, Technical Information Bulletin
OPERATING 7ITH "UNA SEALS AND NORMAL OPERATING CONDITIONS THE SYSTEM TEMPERATURE SHOULD NOT
TEMPERATURES EXCEED ²# ; ²&= EXCEPT FOR SHORT PERIODS TO ²# ; ²&= 7ITH OPTIONAL 6ITON
ELASTOMER THE SYSTEM MAY BE OPERATED AT CONTINUOUS TEMPERATURES UP TO ²# ;²&=
WITHOUT DAMAGE TO THE PUMP
C#AUTION
/PERATION IN EXCESS OF ²# ; ²&= MAY CAUSE EXTERNAL LEAKAGE OR PREMATURE UNIT
FAILURE
FLUIDS ! MINERAL BASED mUID IS RECOMMENDED THAT INCLUDES ADDITIVES TO RESIST CORROSION
OXIDATION AND FOAMING 4HE OIL SHOULD HAVE A MAXIMUM VISCOSITY COMMENSURATE WITH
SYSTEM PRESSURE DROP AND PUMP SUCTION PRESSURES 3INCE THE mUID SERVES AS A SYSTEM
LUBRICANT AS WELL AS TRANSMITTING POWER CAREFUL SELECTION OF THE mUID IS IMPORTANT FOR
PROPER OPERATION AND SATISFACTORY LIFE OF THE HYDRAULIC COMPONENTS (YDRAULIC mUIDS
SHOULD BE CHANGED AT APPROPRIATE INTERVALS DETERMINED BY TEST SUPPLIER OR BY CHANGE IN
COLOR OR ODOR OF THE mUID &OR ADDITIONAL TECHNICAL INFORMATION ON HYDRAULIC mUIDS REFER
TO 520L0463 Hydraulic Fluids and Lubricants, Technical Information Bulletin AND SPECIlC
PRODUCT TECHNICAL BULLETINS
%VERY ²# ;²&= RISE IN CONTINUOUS RESERVOIR TEMPERATURE OVER ²# ; ²&= DECREASES
THE LIFE OF THE OIL BY ³
MOUNTING 4HE PUMP MOUNTDRIVE SHOULD BE DESIGNED TO MINIMIZE AXIAL AND RADIAL LOADS ON
THE SHAFT 7HEN USING AN INDIRECT CHAIN BELT OR GEAR DRIVE CONTACT 3AUER
$ANFOSS TO
DETERMINE PERMISSIBLE LOAD LIMITS AND ORIENTATION OF THE INSTALLATION
4HE MOTOR MOUNT SHOULD BE DESIGNED TO POSITION THE MOTORFAN ASSEMBLY WITHIN THE
SHROUD FOR OPTIMUM FAN PERFORMANCE AND TO LOCATE THE LEADING EDGE OF THE FAN BLADES
RELATIVE TO THE ADJACENT SURFACE OF THE HEAT EXCHANGER 4HE SUPPORT STRUCTURE SHOULD BE
CONSTRUCTED SO THAT IT WILL BE ROBUST AGAINST FORCES AND DEmECTIONS DUE TO SHOCK AND
VIBRATION AS WELL AS THE LOADS APPLIED TO IT BY THE FAN AND THE HYDRAULIC PLUMBING THAT WILL
BE CONNECTED TO THE MOTOR
20 520L0926 s 2EV !$ s *UNE
Hydraulic Fan Drive Systems
Design Guidelines
3YSTEM DESIGN PARAMETERS
AXIAL THRUST MOTORS 7HEN A FAN IS DIRECTLY MOUNTED ONTO THE DRIVE SHAFT OF A HYDRAULIC MOTOR IT IMPARTS
BOTH A RADIAL AND AN AXIAL THRUST LOAD ONTO THE SHAFT )N GENERAL THE WEIGHT OF THE FAN IS
INSIGNIlCANT WHEN COMPARED TO THE RADIAL LOAD CAPACITY OF THE BEARINGS IN THE MOTOR "UT
THE AXIAL THRUST LOAD MUST BE CONSIDERED CAREFULLY 5NDER NORMAL OPERATING CONDITIONS
3AUER $ANFOSS GEAR MOTORS HAVE ADEQUATE AXIAL THRUST CAPACITY FOR MOST FANS THAT ARE
APPLIED IN THE INDUSTRY BUT THEY DO HAVE LIMITATIONS )T IS RECOMMENDED THAT THE SYSTEM
DESIGNER DETERMINE THE AXIAL THRUST FORCE THAT WILL BE PRODUCED BY THE FAN AND COMPARE
IT TO THE VALUES LISTED BELOW
Axial thrust load capacities
Group Motor product family Thrust load capacity
'ROUP 3.- . ; LBF =
'ROUP 3.- 3.-9 3'-9 . ; LBF =
'ROUP 3.- 3.-9 3'-9 . ; LBF =
Refer to page 26 and 27 FOR EQUATIONS THAT WILL ASSIST IN CALCULATING THE AXIAL THRUST LOADS
FROM THE FAN BUT THESE LOADS SHOULD BE CONlRMED BY TEST
PIPING 4HE CHOICE OF PIPING SIZE AND INSTALLATION SHOULD ALWAYS BE CONSISTENT WITH MINIMIZING
MAXIMUM mUID VELOCITY 4HIS WILL REDUCE SYSTEM NOISE PRESSURE DROPS AND OVERHEATING
THEREBY ADDING TO COST SAVINGS FOR THE OPERATION OF THE SYSTEM )NLET PIPING SHOULD BE
DESIGNED TO PREVENT CONTINUOUS PUMP INLET PRESSURES BELOW BAR ABS ; IN (G VAC=
OR BAR ABS ; IN (G VAC= DURING START
UP 7HEN SELECTING PIPE SIZING RECOGNIZE
PRESSURE DROPS ARE RELATED TO mOW VELOCITY 3AUER
$ANFOSS RECOMMENDS LIMITING THE
MAXIMUM AVERAGE MEAN mOW VELOCITY TO MSEC ; FTSEC= IN PRESSURE LINES AND
MSEC [ FTSEC= IN SUCTION LINES
)N ADDITION TO LIMITING MAXIMUM mOW VELOCITY IT IS RECOMMENDED THAT THE DESIGNER
SELECT THE HOSES lTTINGS AND INTEGRAL VALVE ELEMENTS TO BE COMPATIBLE WITH THE DESIRED
WORKING PRESSURE OF THE HYDRAULIC SYSTEM 4HE FOLLOWING DOCUMENTS MAY BE USED TO
DETERMINE THE WORKING PRESSURE RATINGS FOR THE RESPECTIVE SYSTEM ELEMENTS
s 3!% * FOR WORKING PRESSURE RATINGS AND lTTING INSTALLATION TORQUES FOR
/
RING
BOSS lTTINGSPORTS AND *)# mARED TUBING CONNECTIONS
s 3!% * FOR WORKING PRESSURE RATINGS AND BOLT INSTALLATION TORQUES FOR 3!% CODE
"OLT mANGE lTTINGSPORTS
s 3!% * FOR WORKING PRESSURE RATINGS FOR 3!% HYDRAULIC HOSE
s 3!% * FOR WORKING PRESSURE RATINGS FOR mAT FACE / RING lTTINGS
520L0926 s 2EV !$ s *UNE 21
Hydraulic Fan Drive Systems
Design Guidelines
3YSTEM DESIGN PARAMETERS
RESERVOIR 4HE RESERVOIR SHOULD BE DESIGNED TO ACCOMMODATE EXPECTED MAXIMUM VOLUME
EXCHANGE DURING ALL SYSTEM OPERATING MODES AND TO PREVENT AERATION OF THE mUID AS
IT PASSES THROUGH THE RESERVOIR 2ETURN AND INLET LINES SHOULD BE POSITIONED BELOW THE
RESERVOIR LOW OIL LEVEL AND BE LOCATED AS FAR AS POSSIBLE FROM EACH OTHER ! DIFFUSER AND
A BAFmE PLATE LOCATED BETWEEN THE PUMP INLET AND RETURN LINE IS DESIRABLE TO REDUCE
TURBULENCE AND TO ALLOW THE OIL TO DE
AERATE BEFORE IT RE
ENTERS THE PUMP
2ESERVOIRS MUST BE SIZED TO ENSURE DE
AERATION OF THE OIL BEFORE IT RE
ENTERS THE PUMP
&OR DWELL TIMES OF LESS THAN SECONDS THE SYSTEM DESIGNER IS ENCOURAGED TO VERIFY
THAT ENTRAINED AIR BUBBLES ARE NOT INCLUDED IN THE OIL THAT IS BEING TRANSMITTED FROM
THE RESERVOIR TO THE PUMP 4HIS MAY BE ACCOMPLISHED BY PLACING A SIGHT GAGE INTO THE
INLET LINE BETWEEN THE RESERVOIR AND THE PUMP 0LACING A VARIABLE FREQUENCY STROBE
LIGHT SOURCE BEHIND THE SIGHT GAGE WILL IMPROVE THE OBSERVERS ABILITY TO SEE AIR BUBBLES
PRESENT IN THE mUID AS IT PASSES THROUGH THE INLET LINE
3AUER
$ANFOSS ENCOURAGES SYSTEM DESIGNERS TO LOCATE THE RESERVOIR SO THAT THE OIL
LEVEL IN THE RESERVOIR WILL REMAIN ABOVE THE LEVEL OF THE INLET PORT OF THE PUMP UNDER ALL
CONDITIONS "Y DOING THIS A POSITIVE HEAD IS PRODUCED THAT CAN OFFSET THE EFFECTS OF LINE
LOSSES AND ALTITUDE ON THE INLET PRESSURE AVAILABLE AT THE PUMP
3AUER
$ANFOSS ALSO ENCOURAGES SYSTEM DESIGNERS TO CONSIDER THE POTENTIAL FOR AIR TO
BE INTRODUCED INTO THE INLET LINE WITHIN THE RESERVOIR VIA THE INTRODUCTION OF A VORTEX OR
WHIRLPOOL BETWEEN THE SURFACE OF THE OIL AND THE INLET PORT /NE WAY TO DISCOURAGE A
VORTEX IS TO LOCATE A BAFmE BETWEEN THE INLET PASSAGE OR SUCTION STRAINER AND THE SURFACE
OF THE OIL 4HE SYSTEM DESIGNER SHOULD CONSIDER THE DESIGN PARAMETERS OF SIZE AND
POSITION FOR THE BAFmE TO ENSURE THAT A VORTEX CANNOT FORM IF THE RESERVOIR ATTITUDE IS AT ITS
EXTREMES THE OIL LEVEL IS AT OR BELOW THE MINIMUM RECOMMENDED CAPACITY OR IF SLOSHING
OCCURS DUE TO OPERATION OF THE MACHINE
22 520L0926 s 2EV !$ s *UNE
Hydraulic Fan Drive Systems
Design Guidelines
3YSTEM DESIGN PARAMETERS
CAVITATION AND (YDRAULIC OIL USED IN THE MAJORITY OF SYSTEMS CONTAINS ABOUT DISSOLVED AIR BY VOLUME
AERATION DAMAGE 4HIS AIR UNDER CERTAIN CONDITIONS OF VACUUM WITHIN THE SYSTEM IS RELEASED FROM THE OIL
CAUSING AIR BUBBLES 4HESE ENTRAINED AIR BUBBLES COLLAPSE IF SUBJECTED TO PRESSURE AND
THIS COLLAPSE CREATES EROSION OF THE ADJACENT METAL AND DEGRADATION OF THE OIL "ECAUSE OF
THIS IT BECOMES OBVIOUS THAT THE GREATER THE AIR CONTENT WITHIN THE OIL OR THE GREATER THE
VACUUM IN THE INLET LINE THE MORE SEVERE WILL BE THE RESULTANT DAMAGE 4HE MAIN CAUSES
OF OVER AERATION OF THE OIL ARE AIR LEAKS PARTICULARLY ON THE INLET SIDE OF THE PUMP AND
mOW LINE RESTRICTIONS SUCH AS INADEQUATE PIPE SIZES ELBOW lTTINGS AND SUDDEN CHANGES
IN mOW PASSAGE CROSS SECTIONAL AREA 0ROVIDED THAT DEFECTS IN PLUMBING AND CONSTRUCTION
ARE AVOIDED PUMP INLET PRESSURE AND RATED SPEED REQUIREMENTS ARE MAINTAINED AND
RESERVOIR SIZE AND LOCATION ARE ADEQUATE NO CAVITATION PROBLEMS SHOULD OCCUR WITH
3AUER $ANFOSS PUMPS AND MOTORS
7HEN ENTRAINED AIR ENTERING THE PUMP IS PRESSURIZED AT THE PUMP OUTLET IT IS FORCED INTO
SOLUTION IN THE OIL AS THE BUBBLES COLLAPSE 4HIS SUPER
SATURATED SOLUTION OF DISSOLVED AIR
AND OIL WILL RELEASE ITS AIR WHEN THE PRESSURE IS RELEASED 3YMPTOMS OF THIS CONDITION CAN
BE OBSERVED BY OIL FOAM ESCAPING FROM THE lLL PORT OF THE RESERVOIR WHEN THE SYSTEM IS
SHUT DOWN
COOLING $EPENDING ON DUTY CYCLE AND RESERVOIRLINE CONSTRUCTION AN OIL COOLER MAY BE REQUIRED
4HE OIL COOLER SIZE IS BASED ON TYPICAL POWER LOSSES IN THE HYDRAULIC CIRCUIT 4HE OIL COOLER
IS USUALLY PLACED IN THE RETURN LINE
PRESSURE PROTECTION 4HE PUMP AS WELL AS OTHER SYSTEM COMPONENTS HAS PRESSURE LIMITATIONS 4HUS A RELIEF
AND RATINGS VALVE OR PRESSURE LIMITING DEVICE MUST BE INSTALLED IN THE SYSTEM AND ITS SETTING MUST
BE CONSISTENT WITH THE PRODUCT RATINGS 2EFER TO THE RELEVANT 3AUER $ANFOSS TECHNICAL
BULLETINS FOR THIS INFORMATION
C#AUTION
&AILURE TO INSTALL A RELIEF VALVE OR OVER
PRESSURE PROTECTION MAY RESULT IN PREMATURE UNIT
FAILURE
BEARING LIFE !LL 3AUER $ANFOSS PISTON PUMPS AND MOTORS UTILIZE ANTI FRICTION ROLLING ELEMENT BEARINGS
EXPECTANCY !LL 3AUER $ANFOSS GEAR PUMPS AND MOTORS UTILIZE PRESSURE BALANCED JOURNAL BEARINGS
WHICH HAVE AN OIL lLM MAINTAINED AT ALL TIMES BETWEEN THE GEARSHAFT AND BEARING
SURFACES )F THIS OIL lLM IS SUFlCIENTLY SUSTAINED THROUGH PROPER SYSTEM MAINTENANCE AND
THE PRODUCTS OPERATING LIMITS ARE ADHERED TO A LONG BEARING LIFE CAN BE EXPECTED
! "
TYPE LIFE EXPECTANCY NUMBER IS GENERALLY ASSOCIATED WITH ROLLING ELEMENT BEARINGS
AND DOES NOT EXIST FOR JOURNAL BEARINGS *OURNAL BEARING LIFE IS A FUNCTION OF SPEED SYSTEM
PRESSURE AND OTHER SYSTEM PARAMETERS SUCH AS OIL VISCOSITY AND OIL CLEANLINESS
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Design Guidelines
'LOSSARY
TERMINOLOGY Trim speed IS THE MAXIMUM FAN SPEED REQUIRED AT THE FULL ON CONDITION 4HIS IS EQUAL
TO OR GREATER THAN THE FAN SPEED REQUIRED TO MEET THE MAXIMUM COOLING NEEDS OF THE
COOLING SYSTEM
Engine set point IS THE ENGINE SPEED AT WHICH TRIM SPEED SHOULD OCCUR AND IS PROVIDED
BY THE COOLING SYSTEM DESIGNER 4HIS IS EQUAL TO OR LESS THAN THE ENGINE SPEED AT WHICH
MAXIMUM SYSTEM COOLING IS REQUIRED
Fan power at trim IS THE POWER THAT NEEDS TO BE GENERATED AT THE MOTOR SHAFT TO DRIVE
THE FAN AT TRIM SPEED
Fan rating IS THE VALUE BY WHICH DIFFERENT TYPES OF FANS CAN BE COMPARED 5SUALLY
DESIGNATED AS 8 POWER 9 RPM AND EQUATES BACK TO AN AIR VOLUME MASS mOW RATE THAT
CAN BE MOVED PER MINUTE AT THE 9 RPM
4O ASSIST WITH THE SIZING EXERCISE 3AUER $ANFOSS HAS DEVELOPED A SIZING TOOL TO PERFORM
THE NECESSARY CALCULATIONS 7ITHIN THE SIZING TOOL WORKSHEETS ARE PROVIDED FOR BOTH lXED
DISPLACEMENT PUMPlXED DISPLACEMENT MOTOR AND VARIABLE DISPLACEMENT PUMPlXED
DISPLACEMENT MOTOR HYDRAULIC SYSTEMS 4HE SIZING TOOL HAS BEEN PROVIDED TO YOUR 3AUER
$ANFOSS REPRESENTATIVE
2EFER TO THE DATA SHEETS ON pages 14, 15 and 16 7HEN THE DATA ON THESE SHEETS IS
COMPLETE CALCULATIONS CAN BE MADE TO DETERMINE THE MOST SUITABLE PUMPMOTOR
CONTROLLER COMBINATION FOR THE APPLICATION BASED ON
x 0UMP DRIVE AVAILABLE TORQUE SHAFT MOUNTING mANGE OVERALL SPACE ENVELOPE
x 3YSTEM PRESSURE REQUIRED
x !DDITIONAL mOWPRESSURE REQUIRED FROM THE PUMP FOR EXAMPLE STEERING mOW
x #ONTROL TYPE REQUESTED BY THE CUSTOMER
x ,IMITING OPERATING PARAMETERS OF THE FAN DRIVE FAMILY PRODUCTS
x &IT SPACE ENVELOPE
#ONTACT YOUR 3AUER
$ANFOSS REPRESENTATIVE FOR A REPORT OF THE PERFORMANCE PREDICTION
GENERATED BY THE FAN DRIVE SIZING TOOL
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Design Guidelines
!PPENDIX !
&AN PERFORMANCE
FANS &ANS ARE GENERALLY DIVIDED INTO TWO CLASSIlCATIONS
x #ENTRIFUGAL OR RADIAL mOW
IN WHICH THE AIR mOWS RADIALLY THRU THE IMPELLER WITHIN A
SCROLL TYPE OF HOUSING
x !XIAL mOW
IN WHICH THE AIR mOWS AXIALLY THRU THE IMPELLER WITHIN A CYLINDER OR RING
4HE TYPICAL AXIAL mOW FAN IS COMMONLY REFERRED TO AS A PROPELLER FAN AND IS CUSTOMARILY
USED FOR FREE DELIVERY OR AGAINST LOW RESISTANCE 4HEY ARE USUALLY MOUNTED WITHIN A
CIRCULAR RING OR SHROUD WITH A CIRCULAR OPENING
FAN PERFORMANCE &AN PERFORMANCE IS A MEASURE OF VOLUME TOTAL PRESSURE STATIC PRESSURE SPEED POWER
INPUT MECHANICAL EFlCIENCY AND STATIC EFlCIENCY AT A STATED DENSITY 3OME USEFUL
DElNITIONS ARE
x Volume DELIVERED BY A FAN IS THE NUMBER OF CUBIC FEET OF AIR PER MINUTE OR CUBIC
METERS PER SECOND EXPRESSED AT FAN INLET CONDITIONS
x Total pressure IS THE RISE OF PRESSURE FROM FAN INLET TO FAN OUTLET
x Velocity pressure IS THE PRESSURE CORRESPONDING TO THE AVERAGE VELOCITY DETERMINED
FROM THE VOLUME OF AIRmOW AT THE FAN OUTLET AREA
x Static pressure IS THE TOTAL PRESSURE DIMINISHED BY THE FANS VELOCITY PRESSURE
3TATIC PRESSURE IS A MEASURE OF THE FANS PERFORMANCE AND IS REPORTED BY THE FAN
MANUFACTURER IN THEIR TECHNICAL LITERATURE 3TATIC PRESSURE IS ALSO A MEASURE OF THE
RESISTANCE TO THE mOW OF AIR THRU THE HEAT EXCHANGER
x Power output IS EXPRESSED IN HORSEPOWER OR KILOWATTS AND IS BASED ON FAN VOLUME
AND FAN TOTAL PRESSURE
x Power input IS EXPRESSED IN HORSEPOWER OR KILOWATTS AND IS THE MEASURED POWER
DELIVERED TO THE FAN SHAFT
x Mechanical efficiency OF A FAN IS THE RATIO OF POWER OUTPUT TO POWER INPUT
x Static efficiency OF A FAN IS THE MECHANICAL EFlCIENCY MULTIPLIED BY THE RATIO OF STATIC
PRESSURE TO THE TOTAL PRESSURE
4HE THEORETICAL POWER REQUIRED TO MOVE A QUANTITY OF AIR MAY BE DETERMINED BY THE
FOLLOWING FORMULA
SI system
4HEORETICAL POWER
m
sec
[ ]
x 4OTAL PRESSURE ;0A=
.
m
;WATTS=
English system
4HEORETICAL HP
FT
min
x 4OTAL PRESSURE ;IN (=
;HP=
0RESSURE AND POWER BOTH VARY WITH AIR DENSITY
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Design Guidelines
!PPENDIX !
&AN PERFORMANCE
FAN PERFORMANCE &AN EFlCIENCIES MAY BE DETERMINED BY THE FOLLOWING FORMULAE
(continued)
SI system
m .
sec x 4OTAL PRESSURE ;0A= [ ]
-ECHANICAL TOTAL EFlCIENCY m
0OWER INPUT ;WATTS=
English system
FT
min x 4OTAL PRESSURE ;IN ( =
[
]
-ECHANICAL TOTAL EFlCIENCY
(ORSEPOWER INPUT
-ECHANICAL EFlCIENCY BASED ON TOTAL PRESSURE IS APPLICABLE FOR FANS OPERATING WITH HIGH
OUTLET VELOCITY PRESSURE RELATIVE TO THE STATIC PRESSURE TYPICAL OF CENTRIFUGAL FANS
SI system
m
sec x 3TATIC PRESSURE ;0A= [ m. ]
3TATIC EFlCIENCY
0OWER INPUT ;WATTS=
English system
FT
min x 3TATIC PRESSURE ;IN ( =
[
]
3TATIC EFlCIENCY
(ORSEPOWER INPUT
3TATIC EFlCIENCY BASED ON STATIC PRESSURE IS APPLICABLE TO FANS WITH HIGH STATIC PRESSURE
RELATIVE TO THE VELOCITY PRESSURE 3TATIC PRESSURE AND STATIC EFlCIENCY ARE USED MORE OFTEN
THAN MECHANICAL EFlCIENCY AND TOTAL PRESSURE 7HEN A FAN OPERATES AGAINST NO RESISTANCE
THE STATIC EFlCIENCY BECOMES ZERO AND IS MEANINGLESS
AXIAL THRUST 4OTAL PRESSURE STATIC PRESSURE VELOCITY PRESSURE
6ELOCITY PRESSURE IS PROPORTIONAL TO AIR VELOCITY
!IR VELOCITY 6 !VERAGE mOW RATE
#ROSS SECTIONAL AREA
SI system
6ELOCITY PRESSURE 6 s U [ 0A m
.
]
m
V= [ sec ]
U $ENSITY OF AIR [ mKg ]
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Design Guidelines
!PPENDIX !
&AN PERFORMANCE
AXIAL THRUST English system
(continued)
V
6ELOCITY PRESSURE [in H=
FT
V= [ min ]
SI system
S s 4OTAL PRESSURE s &AN DIAMETER
!XIAL THRUST [ ] ;.=
.
4OTAL PRESSURE [ 0A m ]
&AN DIAMETER ;M=
English system
S s s 4OTAL PRESSURE s &AN DIAMETER
!XIAL THRUST [ ] ;LBF =
4OTAL PRESSURE [in H=
&AN DIAMETER ;FT=
FAN LAWS 4HE PERFORMANCE CHARACTERISTICS OF FANS OF ALL TYPES FOLLOW CERTAIN LAWS WHICH ARE USEFUL
IN PREDICTING THE EFFECT UPON PERFORMANCE OF CERTAIN CHANGES IN THE CONDITIONS OF
OPERATION OR THE SIZE OF THE EQUIPMENT DUE TO LIMITATIONS OF SPACE POWER ANDOR SPEED
)N THE FOLLOWING CATEGORIES 1 AIR mOW AND 0RES STATIC VELOCITY OR TOTAL PRESSURE 4HE
CATEGORIES PERTAINING TO FAN SIZE APPLY ONLY TO FANS WHICH ARE GEOMETRICALLY SIMILAR
IE THOSE IN WHICH ALL OF THE DIMENSIONS ARE PROPORTIONAL TO SOME LINEAR DIMENSION
IDENTIlED AS size
6ARIATION IN FAN SPEED
#ONSTANT AIR DENSITY n #ONSTANT SYSTEM
A 1 6ARIES AS FAN SPEED
B 0RES 6ARIES AS SQUARE OF FAN SPEED
C 0OWER 6ARIES AS CUBE OF FAN SPEED
6ARIATION IN FAN SIZE
#ONSTANT TIP SPEED n #ONSTANT AIR DENSITY
#ONSTANT FAN PROPORTIONS n &IXED POINT OF RATING
A 1 6ARIES AS SQUARE OF FAN DIAMETER
B 0RES 2EMAINS CONSTANT
C RPM 6ARIES INVERSELY AS FAN DIAMETER
D 0OWER 6ARIES AS SQUARE OF FAN DIAMETER
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Design Guidelines
!PPENDIX !
&AN PERFORMANCE
FAN LAWS (continued) 6ARIATION IN FAN SIZE
!T CONSTANT RPM n #ONSTANT AIR DENSITY
#ONSTANT FAN PROPORTIONS n lXED 0OINT OF RATING
A 1 6ARIES AS CUBE OF FAN DIAMETER
B 0RES 6ARIES AS SQUARE OF FAN DIAMETER
C 4IP SPEED 6ARIES AS FAN DIAMETER
D 0OWER 6ARIES AS lFTH POWER OF DIAMETER
6ARIATION IN AIR DENSITY 2EFER TO Appendix F PAGE
#ONSTANT VOLUME n #ONSTANT SYSTEM
&IXED FAN SIZE n #ONSTANT FAN SPEED
A 1 #ONSTANT
B 0RES 6ARIES AS DENSITY 3) SPECIlC WEIGHT %NGLISH
C 0OWER 6ARIES AS DENSITY 3) SPECIlC WEIGHT %NGLISH
6ARIATION IN AIR DENSITY 2EFER TO Appendix F PAGE
#ONSTANT PRESSURE n #ONSTANT SYSTEM
&IXED FAN SIZE n 6ARIABLE FAN SPEED
A 1 6ARIES INVERSELY AS SQUARE ROOT OF DENSITY 3) SPECIlC WEIGHT %NGLISH
B 0RES #ONSTANT
C RPM 6ARIES INVERSELY AS SQUARE ROOT OF DENSITY 3) SPECIlC WEIGHT %NGLISH
D 0OWER 6ARIES INVERSELY AS SQUARE ROOT OF DENSITY 3) SPECIlC WEIGHT %NGLISH
6ARIATION IN AIR DENSITY 2EFER TO Appendix F PAGE
#ONSTANT WEIGHT OF AIR n #ONSTANT SYSTEM
&IXED FAN SIZE n 6ARIABLE FAN SPEED
A 1 6ARIES INVERSELY AS DENSITY 3) SPECIlC WEIGHT %NGLISH
B 0RES 6ARIES INVERSELY AS DENSITY 3) SPECIlC WEIGHT %NGLISH
C RPM 6ARIES INVERSELY AS DENSITY 3) SPECIlC WEIGHT %NGLISH
D 0OWER 6ARIES INVERSELY AS SQUARE OF DENSITY 3) SPECIlC WEIGHT %NGLISH
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Design Guidelines
!PPENDIX !
&AN PERFORMANCE
FAN LAWS (continued)
Fan laws at a glance
Variation in fan speed Variation in fan size Variation in air density
Fan laws Fan law #1 Fan law #2 Fan law #3 Fan law #4 Fan law #5 Fan law #6
#ONSTANT TIP SPEED #ONSTANT RPM #ONSTANT #ONSTANT #ONSTANT WEIGHT
#ONSTANT AIR DENSITY CONSTANT AIR CONSTANT AIR VOLUME PRESSURE OF AIR CONSTANT
CONSTANT SYSTEM density density CONSTANT CONSTANT system
system system
Parameters
#ONSTANT TIP #ONSTANT FAN &IXED FAN SIZE &IXED FAN &IXED FAN SIZE
PROPORTIONS lXED PROPORTIONS CONSTANT FAN size & VARIABLE FAN SPEED
POINT OF RATING lXED POINT OF SPEED VARIABLE FAN
rating SPEED
Q, Air volume, (flow rate) 6ARIES AS FAN SPEED 6ARIES AS SQUARE OF 6ARIES AS CUBE OF #ONSTANT Varies Varies inversely as
FAN DIAMETER FAN DIAMETER inversely as DENSITY OR SPECIlC
SQUARE ROOT WEIGHT
OF DENSITY
OR SPECIlC
WEIGHT
Pressure 6ARIES AS SQUARE OF FAN 2EMAINS CONSTANT 6ARIES AS SQUARE Varies as #ONSTANT Varies inversely as
SPEED OF FAN DIAMETER DENSITY OR DENSITY OR SPECIlC
SPECIlC WEIGHT
WEIGHT
rpm #ONSTANT Varies inversely as #ONSTANT #ONSTANT Varies Varies inversely as
FAN DIAMETER inversely as DENSITY OR SPECIlC
SQUARE ROOT WEIGHT
OF DENSITY
OR SPECIlC
WEIGHT
Power 6ARIES AS CUBE OF FAN 6ARIES SQUARE OF FAN 6ARIES AS TH Varies as Varies as Varies as inversely
SPEED diameter POWER OF DENSITY OR inversely as AS SQUARE OF
diameter SPECIlC SQUARE ROOT DENSITY OR SPECIlC
WEIGHT OF DENSITY WEIGHT
OR SPECIlC
WEIGHT
Tip Speed .! .! 6ARIES AS FAN .!
diameter
Example 1
! FAN DELIVERS CFM AT A STATIC PRESSURE OF IN H/ WHEN OPERATING AT A SPEED OF
RPM AND REQUIRES AN INPUT OF HP )F IN THE SAME INSTALLATION CFM ARE REQUIRED
WHAT WILL BE THE SPEED STATIC PRESSURE AND POWER
5SING FAN LAW
3PEED
[ ] RPM
3TATIC PRESSURE
[] IN (/
0OWER
[] HP
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Design Guidelines
!PPENDIX !
&AN PERFORMANCE
FAN LAWS (continued) Example 2
! FAN DELIVERS CFM AT ²& AND NORMAL BAROMETRIC PRESSURE DENSITY LB PER
CUBIC FOOT AT A STATIC PRESSURE OF IN (/ WHEN OPERATING AT RPM AND REQUIRES HP
)F THE AIR TEMPERATURE IS INCREASED TO ²& DENSITY LB PER CUBIC FOOT AND THE
SPEED OF THE FAN REMAINS THE SAME WHAT WILL BE THE STATIC PRESSURE AND POWER
5SING FAN LAW
3TATIC PRESSURE
[] IN (/
0OWER
[] HP
Example 3
)F THE SPEED OF THE FAN IN EXAMPLE IS INCREASED TO PRODUCE A STATIC PRESSURE OF IN (/
AT ²& AS AT ²& WHAT WILL BE THE SPEED CAPACITY AND STATIC POWER
5SING FAN LAW
3PEED
3124 [] RPM
#APACITY
3124 [] CFM MEASURED AT ²&
0OWER
3124 [] HP
Example 4
)F THE SPEED OF THE FAN IN THE PREVIOUS EXAMPLES IS INCREASED TO DELIVER THE SAME WEIGHT
OF AIR SAME COOLING CAPACITY AT ²& AS AT ²& WHAT WILL BE THE SPEED CAPACITY STATIC
PRESSURE AND POWER
(EAT TRANSFER IS DETERMINED BY THE MASS OR WEIGHT OF THE AIR PRESENTED TO THE HEAT
EXCHANGER OR RADIATOR
5SING FAN LAW
3PEED
[] RPM
#APACITY
[] CFM MEASURED AT &
3TATIC 0RESSURE
[] IN (/
0OWER
[] HP
4HE FAN LAWS MAY BE COMBINED TO GIVE OTHER OVERALL VALUES /NE USEFUL COMBINATION IS
THE PRODUCT OF ,AWS AND WHICH GIVES THE FOLLOWING RELATIONSHIPS
x #APACITY mOW RATE OF AIR VARIES AS THE RATIO OF SIZE CUBED TIMES THE RATIO OF THE RPM
x 0RESSURE VARIES AS THE RATIO OF SIZE SQUARED TIMES THE RATIO OF THE RPM SQUARED
x 0OWER VARIES AS THE RATIO OF THE SIZE TO THE lFTH POWER TIMES THE RATIO OF THE RPM
CUBED
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!PPENDIX !
&AN PERFORMANCE
FAN LAWS (continued) #ENTRIFUGAL FANS PRODUCE PRESSURE FROM TWO INDEPENDENT SOURCES FROM THE CENTRIFUGAL
FORCE CREATED BY ROTATING THE ENCLOSED AIR COLUMN AND FROM THE KINETIC ENERGY IMPARTED
TO THE AIR BY VIRTUE OF ITS VELOCITY LEAVING THE IMPELLER 4HE ENERGY IMPARTED TO THE
AIR DEPENDS ON THE VELOCITIES AND IS DEPENDENT ON THE CURVATURE OF THE FAN BLADES
4HEREFORE FOR FANS WITH FORWARD CURVED BLADES THE ENERGY PER POUND OF AIR RISES RAPIDLY
WITH AN INCREASE OF AIR DELIVERY &OR FANS WITH BACKWARD CURVED BLADES THE ENERGY PER
POUND OF AIR MAY DECREASE WITH AIR DELIVERY mOW RATE &OR FANS WITH STRAIGHT BLADES
THE ENERGY PER POUND OF AIR IS ROUGHLY CONSTANT REGARDLESS OF AIR DELIVERY mOW RATE !
UNIQUE CHARACTERISTIC OF CENTRIFUGAL FANS IS THAT THE MAXIMUM POWER REQUIRED BY THE FAN
IS FOUND AT MAXIMUM DELIVERY /R OTHERWISE STATED THE MINIMUM POWER REQUIRED BY THE
FAN IS FOUND AT ZERO DELIVERY OR UNDER STALL CONDITIONS
!XIAL
mOW FANS DEVELOP NONE OF THEIR STATIC PRESSURE BY CENTRIFUGAL FORCE ALL OF THE
STATIC PRESSURE IS DERIVED FROM THE CHANGE IN VELOCITY IN PASSING THRU THE IMPELLER AND
ITS CONVERSION INTO STATIC PRESSURE 4HEY ARE INHERENTLY HIGH VELOCITY FANS AND ARE VERY
DEPENDENT ON THE SHAPE OF THE BLADE 3INCE ANY PARTICULAR SHAPE OF BLADE CAN ONLY BE
CORRECT FOR A NARROW RANGE OF CAPACITY AT CONSTANT SPEED THE PERFORMANCE CURVES FOR
INDIVIDUAL FAN BLADE SHAPES ARE UNIQUE AND VARY SIGNIlCANTLY FROM MANUFACTURER TO
MANUFACTURER 4O ABSORB ENERGY THE AIR MUST BE GIVEN A TANGENTIAL MOTION IN PASSING
THRU THE IMPELLER AS WITH THE CENTRIFUGAL FAN THE PRESSURE RISES GENERALLY FROM FREE
DELIVERY TO NO DELIVERY BUT MAY DROP SIGNIlCANTLY WHEN THE CAPACITY DECREASES BELOW
A CERTAIN VOLUME 4HE DROP IN PRESSURE IS INDICATIVE THAT A STALL CONDITION OCCURS AND THE
BLADES CEASE TO FUNCTION IN THE NORMAL MANNER
&AN MANUFACTURERS GENERALLY AGREE THAT THE TIP CLEARANCE AROUND THE FANS BLADES IS
SIGNIlCANT AND WILL CONTRIBUTE TO THE PERFORMANCE DELIVERY AND OPERATING EFlCIENCY
OF THE FAN ,IKEWISE THE TYPE OF SHROUD THAT SURROUNDS THE FAN THE AXIAL POSITION OF
THE FAN WITHIN THE SHROUD AND THE CLEARANCE BETWEEN THE LEADING EDGE OF THE FAN AND
THE COOLER CAN CONTRIBUTE SIGNIlCANTLY TO THE PERFORMANCE OPERATING EFlCIENCY AND
NOISE OF OPERATION OF THE FAN 4HE SYSTEM DESIGNER IS ADVISED TO CONSULT WITH BOTH THE
FAN AND COOLER MANUFACTURER FOR THESE SPECIlC DESIGN ELEMENTS FOR THE SYSTEM UNDER
CONSIDERATION
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!PPENDIX "
&AN DRIVE SIZING EQUATIONS
FAN DRIVE SIZING Fan drive sizing equations - SI system
EQUATIONS AND
DERIVATIONS 0F 2ATED FAN POWER ;K7=
.R 2ATED FAN SPEED ;RPM=
.FR &AN SPEED ;RPM=
K7
#F &AN POWER COEFlCIENT [ RPM]
4FR s .FR
0F Ł #F s .FR Ł ;K7=
4FR 2ATED FAN TORQUE ;.sM=
'0 s $M s N tm
4FR ;.sM=
S
'0 0RESSURE DROP ACROSS HYDRAULIC MOTOR ;BAR=
Dm Ł -OTOR DISPLACEMENT [ cm
rev ]
in
$M -OTOR DISPLACEMENT [ rev ] s cm cm
in [ rev ]
ntm -OTOR MECHANICAL EFlCIENCY NO DIMENSION
nvm -OTOR VOLUMETRIC EFlCIENCY NO DIMENSION
nVP 0UMP VOLUMETRIC %FlCIENCY NO DIMENSION
0F '0 s .F s $M s KTM
;K7=
S s
.F s $M L
1M s KVM [ min ]
Ss cm
.F s $M #F s .F s '0 s KTM [ min ]
Ss L
1M #F s .F s
'0 s KTM s s KVM
[ min ]
2E
ARRANGING ABOVE
'0 s $M s Ktm
.F s #F
;RPM=
!ND ALSO '0 s $M s Ktm
1M [ s #F
s KVM ] L
[ min ]
,IKEWISE
$M [ .F s s #F
'0 s N tm
] [ cm
rev
]
AND
'0 [ #F s .F s
$M s Ktm ] ;BAR=
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Design Guidelines
!PPENDIX " &AN DRIVE SIZING EQUATIONS
FAN DRIVE SIZING Fan drive sizing equations - English system
EQUATIONS AND
DERIVATIONS (continued) 0F 2ATED FAN POWER ;HP=
.FR 2ATED FAN SPEED ;RPM=
.F &AN SPEED ;RPM=
HP
#F &AN POWER COEFlCIENT [ RPM ]
4FR s .FR
0F Ł #F s .FR Ł >KS@
4FR 2ATED FAN TORQUE ;LBF s IN=
'0 s $M s Ktm
4FR ;LBFsIN=
S
'0 0RESSURE DROP ACROSS HYDRAULIC MOTOR ;PSID=
in
$M -OTOR DISPLACEMENT [ rev ]
cm
-OTOR $ISPLACEMENT [ rev ] in
Dm Ł cm
[ in ]
; rev ]
Ktm -OTOR MECHANICAL EFlCIENCY NO DIMENSION
Kvm -OTOR VOLUMETRIC EFlCIENCY NO DIMENSION
KVP 0UMP VOLUMETRIC EFlCIENCY NO DIMENSION
'0 s .F s $M s KTM
0F
S s
;HP=
.F s $M
1M s KVM
;53 GALMIN=
Ss in
.F s $M #F s .F s '0 s KTM [ min ]
Ss
1M #F s .F s '0 s KTM s s KVM ;53 GALMIN=
2E
ARRANGING ABOVE
'0 s $M s Ktm
.F s #F
;RPM=
!ND ALSO '0 s $M s Ktm
1M [ s #F
sKVW ] ;53 GALMIN=
,IKEWISE
$M
[ .F s s #F
'0 s Ktm ]
[ ]
in
rev
AND
'0
[ s
#F s .F
$M s Ktm ] ;PSID=
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!PPENDIX "
&AN DRIVE SIZING EQUATIONS
FAN DRIVE SIZING 4HEREFORE COMPARING EQUATIONS THRU ON THE PREVIOUS PAGES FOR ANY GIVEN
EQUATIONS AND COMBINATION OF FAN CONlGURATION AND MOTOR DISPLACEMENT THERE IS A UNIQUE RELATIONSHIP
DERIVATIONS (continued) BETWEEN SYSTEM PRESSURE MOTOR mOW AND MOTOR SPEED
HYDRAULIC SYSTEM /NE APPLICATION OF THE SIZING EQUATIONS IS TO USE THEM TO RELATE THE FAN SPEEDPRESSURE
COMPARISONS RELATIONSHIP FROM ONE CONDITION TO ANOTHER
SI system English system
&ROM EQUATION &ROM EQUATION
'0 s $M s K '0 s $M s K
.F = [ s #F ]
tm
.F = [ s #F ]
tm
4HEREFORE AT CONDITION 4HEREFORE AT CONDITION
'0 s $M s K '0 s $M s K
.F = [ s #F
]
tm
.F = [ s #F
]
tm
AND AT CONDITION AND AT CONDITION
'0 s $M s K '0 s $M s Ktm
.F = [ s #F
tm
] .F = [ s #F ]
4HEN 4HEN
.F '0 .F '0
= '0 = '0
.F
.F
'0 '0
.F .F s '0 .F .F s '0
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!PPENDIX "
&AN DRIVE SIZING EQUATIONS
HYDRAULIC SYSTEM )F THE THEORETICAL TRIM PRESSURE IS PSID AT A FAN SPEED OF RPM WHAT IS THE FAN
COMPARISONS SPEED AT A MINIMUM STANDBY PRESSURE OF PSID
(continued)
'0
.F .F s '0
.F s
RPM
)F THE MINIMUM STANDBY PRESSURE SUDDENLY CHANGES FROM PSID TO PSID DUE TO
THE EXTERNAL CIRCUIT WHAT IS THE RESULTING FAN SPEED
'0
.F .F s '0
.F s RPM
4HE GRAPH BELOW ILLUSTRATES THIS QUADRATIC RELATIONSHIP BETWEEN FAN SYSTEM DELTA
PRESSURE AND FAN SPEED 4HE GRAPH IS NORMALIZED BY DIVIDING THE INDIVIDUAL OPERATING
PARAMETERS OF PRESSURE AND SPEED BY THE TRIM PRESSURE AND TRIM SPEED OF THE FAN SO THAT
THE CURVE IS REPRESENTATIVE OF ALL FAN SYSTEMS #ONSEQUENTLY THE CURVE CONVERGES ON THE
COORDINATES OF FOR BOTH THE FAN PRESSURE RATIO AND THE FAN SPEED RATIO
Pressure ratio vs fan speed ratio Power ratio vs fan speed ratio
2.0000
2.0000
Fan pressure ra tio, (dimensionless)
1.8000
Fan power ra tio (dimensionless)
1.8000
y=x2
1.6000 3
1.6000 y=x
1.4000
1.4000
1.2000
1.2000
1.0000 Press. Ratio
1.0000 Power Ratio
0.8000
0.8000
0.6000
0.6000
0.4000
0.4000
0.2000
0.2000
0.0000
0.0000 0.2000 0.4000 0.6000 0.8000 1.0000 1.2000 1.4000 1.6000 0.0000
0.0000 0.2000 0.4000 0.6000 0.8000 1.0000 1.2000 1.4000 1.6000
Fan speed ratio (dimensionless) P106 119E
P106 120E
Fan speed ratio (dimensionless)
/N EXAMINATION OF THE CURVE ONE CAN SEE
x 4O INCREASE FAN SPEED ABOVE THE TRIM SPEED WE WOULD NEED TO INCREASE THE
DELTA PRESSURE ACROSS THE MOTOR BY
x 4O REDUCE FAN SPEED BELOW OF THE TRIM SPEED WE WOULD NEED TO REDUCE THE
DELTA PRESSURE ACROSS THE MOTOR BY MORE THAN
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Design Guidelines
!PPENDIX #
&AN DRIVE SIZING EQUATIONS USING VARIABLE
DISPLACEMENT MOTORS
HYDRAULIC 3OME SYSTEMS MAY REQUIRE ADDITIONAL COOLING WHEN THE ENGINE IS AT THE LOW IDLE
SYSTEMS WITH 2 SPEED ! SYSTEM WITH A lXED DISPLACEMENT MOTOR MAY REQUIRE ADDITIONAL PUMP mOW TO
POSITION, VARIABLE ACCOMPLISH THIS )F THE PUMP mOW IS LIMITED THERE IS THE POSSIBILITY OF PROVIDING ADDITIONAL
DISPLACEMENT MOTORS, COOLING BY UTILIZING A VARIABLE DISPLACEMENT MOTOR IN THE HYDRAULIC CIRCUIT &OR NORMAL
EQUATIONS AND OPERATION THE VARIABLE DISPLACEMENT MOTOR IS HELD IN THE MAXIMUM DISPLACEMENT
DERIVATIONS POSITION IN ORDER TO MINIMIZE THE OPERATING PRESSURE FOR ANY GIVEN COOLING REQUIREMENT
"UT WHEN THE ENGINE IS AT THE LOW IDLE SPEED THE CONTROL SYSTEM CAN COMMAND THE
MOTOR TO ITS MINIMUM DISPLACEMENT POSITION TO TAKE FULL ADVANTAGE OF THE mOW THAT IS
AVAILABLE FROM THE PUMP )N BOTH CONDITIONS THE FAN SPEED IS MODULATED IN RESPONSE TO
THE TEMPERATURE OF THE COOLANT TO SATISFY THE COOLING NEEDS OF THE SYSTEM
)F YOU WOULD LIKE TO DETERMINE THE OPTIMUM MINIMUM DISPLACEMENT FOR A VARIABLE MOTOR
WHICH WOULD PROVIDE THE MAXIMUM FAN SPEED WHEN THE ENGINE SPEED IS AT LOW IDLE AND
THE SYSTEM PRESSURE IS AT THE TRIM PRESSURE SETTING
4HE FOLLOWING ANALYSIS ASSUMES THAT THE BYPASS mOW AROUND THE MOTOR IS ZERO
SI system
!SSUME 1M 1P
.F s $M
= .P s $P s KVP
Kvm
4HEREFORE
.P s $P s KVP s Kvm .E s 2 s $P s KVP s Kvm
.F Dm
= [ Dm
]
.E %NGINE SPEED RPM )N THIS CASE .E ENGINE LOW IDLE SPEED
2 %NGINE
PUMP GEAR RATIO NO DIMENSION
#OMBINING EQ AND EQ
'0 s $M s Ktm .E s 2 s $P s KVP s Kvm
0F #F s .F =
s Dm
;K7=
'0 s .E s 2 s $P s Ktm s KVP s Kvm
.F [ s #F ] ;RPM=
#OMBINING EQ AND EQ
.E s 2 s $P s KVP s Kvm '0 s .E s 2 s $P s Ktm s KVP s Kvm
[
Dm ]=[ s #F
]
3OLVING FOR $M
$M [ s #F
'0 sK
s .E s 2 s $P s KVP s Kvm ]
cm
[ rev ]
tm
36 520L0926 s 2EV !$ s *UNE
Hydraulic Fan Drive Systems
Design Guidelines
!PPENDIX #
&AN DRIVE SIZING EQUATIONS USING VARIABLE
DISPLACEMENT MOTORS
HYDRAULIC English system
SYSTEMS WITH 2
POSITION, VARIABLE !SSUME 1M 1P
DISPLACEMENT
MOTORS, EQUATIONS .F s $M
= .P s $P s KVP
Kvm
AND DERIVATIONS
(continued) 4HEREFORE
.F s $P s KVP s Kvm .E s 2 s $P s KVP s Kvm
.F [ Dm
]=[ Dm
]
.E %NGINE SPEED RPM )N THIS CASE .E ENGINE LOW IDLE SPEED
2 %NGINEPUMP GEAR RATIO NO DIMENSION
#OMBINING EQ AND EQ
'0 s $M s Ktm .E s 2 s $P s KVP s Kvm
0F #F s .F =
s Dm
;HP=
'0 s .E s 2 s $P s Ktm s KVP s Kvm
.F [ s #F ] ;RPM=
#OMBINING EQ AND EQ
.E s 2 s $P s KVP s Kvm '0 s .E s 2 s $P s Ktm s KVP s Kvm
[ Dm
]= [ s #F
]
3OLVING FOR $M
$M [ s #F
'0 sK
s .E s 2 s $P s KVP s Kvm ] [ cm
rev ]
tm
4HIS IS THE OPTIMUM MINIMUM MOTOR DISPLACEMENT AT WHICH THE FAN SPEED WILL BE
MAXIMUM FOR THE GIVEN PUMP mOW AT ENGINE IDLE AND AT THE SYSTEMS TRIM PRESSURE
!N %XCEL4- SPREADSHEET HAS BEEN DEVELOPED TO CALCULATE THE OPTIMUM MINIMUM
DISPLACEMENT FOR THE VARIABLE DISPLACEMENT MOTOR #ONSULT YOUR 3AUER
$ANFOSS
REPRESENTATIVE FOR ASSISTANCE
520L0926 s 2EV !$ s *UNE 37
Hydraulic Fan Drive Systems
Design Guidelines
!PPENDIX #
&AN DRIVE SIZING EQUATIONS USING VARIABLE
DISPLACEMENT MOTORS
SPREADSHEET Spreadsheet calculator tool (example)
TO CALCULATE Rated fan power, hp )NPUT DATA only IN CELLS WITH BLUE FONT
OPTIMUM MINIMUM /PTIMUM DISPL )N>REV CCREV
DISPLACEMENT FOR Rated fan speed, rpm Dm =
TWO POSITION VARIABLE
Desired fan trim speed,
MOTOR
rpm
Trim pressure, Psig
Motor displ., cc/rev
Motor torque eff
Cf = hp_fan/Nf^3 %
Engine idle speed, rpm
Engine: pump ratio, _:1
Pump displ, cc/rev
Pump displ, In^3/rev
Motor vol eff
Pump vol eff
4HIS RELATIONSHIP IS ILLUSTRATED IN THE GRAPH BELOW
x 4HE CURVE DESCRIBED BY THE SQUARE DATA POINTS REPRESENTS THE SPEED OF THE MOTOR
SHAFT AS A FUNCTION OF MOTOR DISPLACEMENT WHEN THE PUMPS DISPLACEMENT IS
CONSTANT AND THE PUMPS INPUT SPEED IS AT THE ENGINE IDLE SPEED
x 4HE CURVE DESCRIBED BY THE TRIANGULAR DATA POINTS REPRESENTS THE SPEED OF THE MOTOR
SHAFT AS A FUNCTION OF THE FAN POWER COEFlCIENT THE TRIM PRESSURE AND THE MOTORS
DISPLACEMENT
x &OR THE SYSTEM PARAMETERS THAT HAVE BEEN CHOSEN THE OPTIMUM MINIMUM MOTOR
DISPLACEMENT FOR THE VARIABLE MOTOR WILL BE FOUND AT THE INTERSECTION OF THESE TWO
CURVES
Variable motor shaft speed vs. displacement
5000
Free shaft speed at eng. idle, RPM
4500
4000 Fan trim speed at max trim press, RPM
Fan speed for fan motor operating
Motor shaft speed, ( rp m )
3500 Optimum minimum displacement
at optimum displacement with the for variable motor is defined at the
3000 pump speed at engine idle. intersection of the two curves.
2500
2000
1500
1000
Fan speed for fan motor operating at maximum
500
displacement with the pump speed at engine idle.
0
44 42 40 38 36 34 32 30 28 26 24 22 20 18 16 14 12 10 8
Motor displacement, cm³/rev
P106 121E
Fan rated power = 40 hp
Ran rated speed = 2400 rpm
38 520L0926 s 2EV !$ s *UNE
Hydraulic Fan Drive Systems
Design Guidelines
!PPENDIX $
0RESSURE CHANGE DUE TO TRANSIENT mOW IN A PASSAGE
PRESSURE CHANGE DUE Flow passage
TO TRANSIENT FLOW IN A
A PASSAGE, EQUATIONS
AND DERIVATIONS d
P1 P106 118E P2
Definitions
'P = (P1 – P2), psid 2EQUIRED PRESSURE TO ACHIEVE mUID ACCELERATION A
a , in/sec2 &LUID ACCELERATION IN , LENGTH OF CONDUIT
L = 1 ft ,ENGTH OF CONDUIT
A, in2 !REA OF CONDUIT
m, lbf-sec2/in4 &LUID MASS WITHIN THE , LENGTH OF CONDUIT
S.G. = 0.861 3PECIlC GRAVITY OF THE mUID
1 6 s ! &LOW RATE
V, ft/sec 6ELOCITY OF mUID IN CONDUIT
D, in $IAMETER OF THE CONDUIT
F, lbf &ORCE
U -ASS DENSITY OF THE mUID
g !CCELERATION OF GRAVITY
J 7EIGHT DENSITY OF THE mUID
J/g = U 7EIGHT DENSITY OF mUIDACCELERATION OF GRAVITY MASS DENSITY OF THE mUID
t 4IME INTERVAL SECONDS
D 0UMP DISPLACEMENT
F = '0 s ! LBF M s A UF s 1 s 6
'0 s ! UF s 1 s 6 Us , s !
t
s 6
'0 s ! UF s , s ! s 1
t !
'0 UF s , s 1
T s !
AND UF 3' s U+
520L0926 s 2EV !$ s *UNE 39
Hydraulic Fan Drive Systems
Design Guidelines
!PPENDIX $
0RESSURE CHANGE DUE TO TRANSIENT mOW IN A PASSAGE
PRESSURE CHANGE DUE THEREFORE
TO TRANSIENT FLOW IN
A PASSAGE, EQUATIONS SI system English system
AND DERIVATIONS
BAR
(continued) '0
L
3' s 1
% s T s D [ meter ] '0
L
3' s 1
% s T s D [ PSID
FT ]
L
1 mOW [ min ] 1 mOW ;'0-=
, LENGTH ;M= , LENGTH ;FT=
D DIAMETER ;M= D DIAMETER ;IN=
1 PSID
AND '0
% s t [ FT ]
L
BAR
'0 3' s 1
s T s D [ meter ] WHEN
L
WHEN 3'
D DIAMETER ;MM= ! IN
PSID
ALSO '0 % s 3' s $
d
s A [ meter ]
L
BAR
'0
L
3' s . s $
% s T s D [ meter ] WHEN
WHEN a = '. AVERAGE ACCELERATION
t
[ RPM
sec ]
in
D DIAMETER ;MM= $ DISPLACEMENT [ rev ]
cm
$ DISPLACEMENT [ 2EV ]
. SPEED ;RPM=
AND
BAR
'0
L
%
s
3' s $ s A
d [ meter ]
WHEN
D DIAMETER ;MM=
cm
$ DISPLACEMENT [ 2EV ]
a = '. AVERAGE ACCELERATION
t
[ RPM
sec ]
40 520L0926 s 2EV !$ s *UNE
Hydraulic Fan Drive Systems
Design Guidelines
!PPENDIX %
)NmUENCE OF BYPASS VALVE PRESSURE DROP
INFLUENCE OF BYPASS )N APPLICATIONS WHERE THE SYSTEM IS SIZED CLOSE TO THE MAXIMUM LIMITS OF FAN SPEED
VALVE PRESSURE DROP MOTOR SPEED OR COMPONENT PRESSURE RATINGS IT MAY BE NECESSARY TO DETERMINE THE
ON FAN TRIM SPEED, IN INmUENCE OF THE BYPASS VALVES PRESSURE mOW CHARACTERISTICS ON THE SYSTEM )N A TYPICAL
APPLICATIONS USING CIRCUIT THERE WILL BE A RISE IN PRESSURE ACROSS A COMPONENT WITH AN INCREASE IN mOW 4HIS IS
FIXED DISPLACEMENT NORMAL AND THE SYSTEMS DESIGNER IS ENCOURAGED TO CHECK WHETHER THIS CHARACTERISTIC WILL
PUMPS, EQUATIONS AND HAVE AN ADVERSE EFFECT ON THE SYSTEM AND ITS COMPONENTS
DERIVATIONS
)N THIS SECTION WE WILL DETERMINE THE EFFECT OF THE pressure rise with flow CHARACTERISTIC
OF THE BYPASS VALVE ON THE CHANGE IN TRIM SPEED OF THE FAN AND THE TRIM PRESSURE ACROSS
THE HYDRAULIC MOTOR )N MOST PRESSURE REGULATING VALVES THERE IS A RANGE OF mOWS WHERE
THE PRESSURE RISE IS EITHER LINEAR OR NEARLY LINEAR WITH INCREASES IN mOW 4HIS IS ILLUSTRATED
BELOW FOR THE ELECTRO HYDRAULIC PROPORTIONAL PRESSURE CONTROL THAT IS INTEGRATED INTO THE
REAR COVERS OF THE 3 $ 3.-9 3.-9 3'-9 AND 3'-9 FAN DRIVE MOTORS !DJACENT TO
EACH OF THE CHARACTERISTIC CURVES IS A COEFlCIENT WHICH IS THE NOMINAL SLOPE OF EACH CURVE
7ITH THIS COEFlCIENT AND OTHER SYSTEM PARAMETERS THAT IS DESCRIBED BELOW THE SYSTEM
DESIGNER CAN DETERMINE THE CHANGE IN TRIM SPEED AND TRIM PRESSURE WITH INCREASES IN
ENGINE SPEED ABOVE THE engine set point THAT WE HAVE SELECTED
&OR THE PURPOSES OF THIS DERIVATION THE BASIC MODULATING FAN DRIVE CIRCUIT MAY BE
SIMPLIlED AS SHOWN BELOW
Basic modulating fan drive circuit
PV = PV0 + PV
Pilot
Supply Tank
Return QV + V
Motor Motor
Inlet Outlet
Q +
Motor
Drain
P +
QM + M
P103 122E
PM = PM0 + PM
P106 123E
!S CAN BE SEEN IN THE SIMPLIlED SCHEMATIC ALL OF THE PUMP mOW 16 GOES THRU EITHER THE
BYPASS VALVE 1V OR THE FAN MOTOR 1M !T THE INITIAL CONDITION FOR OUR DERIVATION THE mOW
THRU THE BYPASS VALVE IS ZERO AND ALL OF THE PUMP mOW IS PASSING THRU THE MOTOR 4HIS IS
THE trim point WHEN THE ENGINE IS AT THE ENGINE SET POINT !BOVE THIS POINT A PORTION OF
THE mOW WILL PASS THRU THE MOTOR AND THE REMAINING mOW WILL PASS THRU THE BYPASS VALVE
4HE PROPORTION OF THE mOW GOING THRU EACH WILL BE DETERMINED BY THE PRESSURE mOW
CHARACTERISTICS OF THE VALVE AND THE PRESSURE mOW RELATIONSHIP OF THE MOTOR FAN THAT IS
DETERMINED BY THE FAN LAWS
520L0926 s 2EV !$ s *UNE 41
Hydraulic Fan Drive Systems
Design Guidelines
!PPENDIX %
)NmUENCE OF BYPASS VALVE PRESSURE DROP
INFLUENCE OF BYPASS 4HIS IS DESCRIBED IN THE DERIVATION BELOW
VALVE PRESSURE
G1
DROP, EQUATIONS 16 16 1- +P s G16 = 1 M s [0 +P s 1-]
-
AND DERIVATIONS +P s G1 s 1-
(continued) 16 G16 16 G1V 1- G1M 4HEN G10 = [ 0 +P s 1
6
] -
G1M
T 16 4HEREFORE G.0 = DM
?16 1- ,IKEWISE
?G16 = G1V G1M G1V G16 G1M
+P s 1
&ROM THE GRAPH OF '0V VS '1V G1V = G16 s [ [ 0 +P s 1
-
] ]
-
0V 0 +P s G1V 4HEN
+P s 1
+P Ł '0V
'1V G0V +P s G16 s [ [ 0 +P s 1
-
]]
-
0 1
&ROM THE FAN LAWS 0 = 1 3UMMARIZING THEN
)F WE KNOW THE INCREASE IN PUMP mOW
G16 ABOVE THE ENGINE SET POINT THE mOW
4HEREFORE G0m = [ 0 1 - G1M
1-
0 ] THRU THE MOTOR AT THE ENGINE SET POINT
1- THE MOTOR DISPLACEMENT $M THE
G0m Ł G0V THEREFORE INITIAL TRIM PRESSURE 0 AND THE BYPASS
VALVES mOW
PRESSURE COEFlCIENT +P THEN
G0V 0 s [1 G1M
-
1-
WE CAN DETERMINE THE INCREASE IN FAN
SPEED G.0 ABOVE THE THEORETICAL TRIM
SPEED .0
G0V
0
= [ 1 G1M
-
1-
] +P s G1 s 1-
G.M = [ D s 0 +P s 1
M
6
] -
%XPANDING THE RIGHT SIDE OF THE EQUATION
,IKEWISE WE CAN DETERMINE THE CHANGE
G0V
0
= [ G1M
1- G1
1
]
M
-
IN PRESSURE ACROSS THE FAN MOTOR G0V AS
SHOWN
G1
)F 1 M « [
-
G1
1 ]
M
-
G0V +P s G16 s [
[ +P s 1-
0 +P s 1- ]]
4HIS IS VALID FOR G1M s G1-
Bypass valve and fan motor flow vs. pump
4HEN G0
0
V
= G1
1
M
flow
-
3INCE G0V +P s G1V +P s G16 G1M
δQV
δQΣ
4HEREFORE δQM
QP
+P
G16
G1M G1
1
Engine trim speed
M
0 -/
QM0
%XPANDING
+P s G16 0 s [ G1
1 ]
+P s G10
M
- NP = Ne
P106 139E
42 520L0926 s 2EV !$ s *UNE
Hydraulic Fan Drive Systems
Design Guidelines
!PPENDIX %
)NmUENCE OF BYPASS VALVE PRESSURE DROP
INFLUENCE OF BYPASS Pressure vs. flow diagram Group 2 motors for valve identification
VALVE PRESSURE 270
DROP, EQUATIONS
260
AND DERIVATIONS
(continued) 250
240
230
.00
220
PY =1
210 K
200
= 1.00
190 KPW
0.93
Pressure (bar)
180
U =
170
KP
7
160 S = 0.81
KP
150
0.67
140 KPQ =
Δ
130
0.58
120 KPO =
110
0.53
100 KPM =
90 .52
80 KP I = 0
70
60
KPF = 0.38
50
40
0 10 20 30 40 50 60 70
Bypass Flow (l/min) P106 124E
Y W U ETC 2EFER TO ELECTRO HYDRAULIC PROPORTIONAL VALVE NOMENCLATURE CODE IN
520L0824 Hydraulic Fan Drive Systems Technical Information
520L0926 s 2EV !$ s *UNE 43
Hydraulic Fan Drive Systems
Design Guidelines
!PPENDIX %
)NmUENCE OF BYPASS VALVE PRESSURE DROP
INFLUENCE OF BYPASS Pressure vs. flow diagram Group 3 motors for valve identification
VALVE PRESSURE 270
DROP, EQUATIONS 260
AND DERIVATIONS 250
(continued)
240
230
220
210
0.475
200 KPW =
190
0.400
180
KPU =
Pressure (bar)
170 .375
KPS = 0
160
50
KPQ = 0.2
150
140
13
130 KPO = 0.2
120
3
110 KPM = 0.21
100
90 KPI = 0.200
80
70
60 KPF = 0.125
50
40
0 10 20 30 40 50 60 70 80 90 100
P106 125E
Bypass Flow (l/min)
Y W U ETC 2EFER TO ELECTRO HYDRAULIC PROPORTIONAL VALVE NOMENCLATURE CODE IN
520L0824 Hydraulic Fan Drive Systems Technical Information.
44 520L0926 s 2EV !$ s *UNE
Hydraulic Fan Drive Systems
Design Guidelines
!PPENDIX &
)NmUENCE OF TEMPERATURE PRESSURE AND RELATIVE
HUMIDITY ON SPECIlC WEIGHT OF AIR
INFLUENCE OF Q s [ 4 ]s [ 0
s 2( s 0VS
]
TEMPERATURE,
PRESSURE AND RELATIVE 7HERE
HUMIDITY ON SPECIFIC Q 3PECIlC 7EIGHT OF !IR LBFFT
WEIGHT OF AIR 0 3TANDARD "AROMETRIC 0RESSURE IN (G
2( 2ELATIVE (UMIDITY
0VS 3ATURATION 7ATER
6APOR 0RESSURE IN (G
4 4EMPERATURE ²&
( !LTITUDE FT
3TANDARD BAROMETRIC PRESSURE VARIES WITH ALTITUDE
0 % ( % ( )N (G
!CCURATE WITHIN )N (G FROM TO FT
Saturated water vapor pressure vs ambient temperature, ºF
5
Saturated vapor pressure, In. Hg
0
0 50 100 150
Ambient t emperature, ºF P106 155E
Y % X X X
2
Temperature, vs pressure (in. Hg)
Temp., ºF Pvs, in. Hg Temp., ºF Pvs, in. Hg Temp., ºF Pvs, in. Hg Temp., ºF Pvs, in. Hg Temp., ºF Pvs, in. Hg
88
520L0926 s 2EV !$ s *UNE 45
Hydraulic Fan Drive Systems
Design Guidelines
!PPENDIX &
)NmUENCE OF !LTITUDE ON !TMOSPHERIC 0RESSURE
INFLUENCE OF ALTITUDE Atmospheric Properties:
ON ATMOSPHERIC Altitude Atmospheric Absolute pressure Absolute pressure
PRESSURE pressure, Psia Inches Mercury millimeters Mercury
Meters Feet @ 32 deg F
46 520L0926 s 2EV !$ s *UNE
Hydraulic Fan Drive Systems
Design Guidelines
!PPENDIX &
)NmUENCE OF GENERIC ALTITUDE ON ATMOSPHERIC PRESSURE
!PPENDIX &
)NmUENCE OF GENERIC ALTITUDE ON ATMOSPHERIC
PRESSURE
INFLUENCE OF Atmospheric pressure vs altitude
GENERIC ALTITUDE ON 35
ATMOSPHERIC PRESSURE
30
Atmospheric pressure, In. Hg.
Ex
po
25 Pr nen
es t
su ial (P
re
In. ressu
Hg re
. In .H
20 g.)
y = 30.262e-4E-05x
R2 = 0.999
15
10
0
0 5000 10000 15000 20000 25000 30000 35000
Altitude, ft P106 154E
Data showing atmospheric pressure vs altitude
Data from ASHRAE Guide: Calculated Error = calculated - given
pressure pressure
in. Hg in. Hg
Altitude, ft. Pressure in. Hg
520L0926 s 2EV !$ s *UNE 47
Hydraulic Fan Drive Systems
Design Guidelines
!PPENDIX '
)NmUENCE OF REVERSED FAN ROTATION ON SYSTEM
PERFORMANCE
INFLUENCE OF REVERSED )N APPLICATIONS WHERE IT IS NECESSARY TO CHANGE THE DIRECTION OF FAN ROTATION MOST
FAN ROTATION ON FANS WILL HAVE REDUCED PERFORMANCE 3OME FANS ARE DESIGNED FOR EQUAL OR SIMILAR
SYSTEM PERFORMANCE PERFORMANCE IN THE REVERSE DIRECTION BUT THIS IS NOT TYPICAL OF MANY AXIAL mOW FANS
THAT ARE INSTALLED IN VEHICLES TODAY 3OME FAN BLADE DESIGNS HAVE SIGNIlCANTLY DIFFERENT
EFlCIENCIES DEPENDING ON THEIR DIRECTION OF ROTATION AND PITCH ANGLE ANGLE OF ATTACK )N
THIS INSTANCE WERE USING THE TERM hEFlCIENCYv TO INDICATE THAT THE FAN DOES NOT PRODUCE
THE SAME AMOUNT OF AIR mOW AT THE SAME SPEED ANDOR IT REQUIRES MORE POWER TO
PRODUCE THE SAME AMOUNT OF AIR mOW AS IN THE FORWARD DIRECTION OF ROTATION
4HE COOLING SYSTEM DESIGNER IS ENCOURAGED TO CONSULT WITH THEIR FAN SUPPLIER FOR
PERFORMANCE CHARACTERISTICS SPECIlC TO THEIR FAN BASED ON THE SPEED OF OPERATION
STATIC PRESSURE DROP AND DIRECTION OF ROTATION 5SING THIS INFORMATION IT IS POSSIBLE
TO VALIDATE WHETHER THE FAN WILL MEET THE SPECIlC NEEDS OF THE COOLING SYSTEM 'IVEN
THIS INFORMATION THE SYSTEM DESIGNER CAN INVESTIGATE THE EFFECT OF THESE CHANGES AND
DETERMINE IF CORRECTIVE ACTIONS NEED TO BE INTRODUCED
4HE FOLLOWING IS A GUIDE TO SOME OF THE CHARACTERISTICS THAT ONE COULD ENCOUNTER WHEN
REVERSING THE DIRECTION OF A FAN &OR THESE PURPOSES THE FAN IS ASSUMED TO BE OPERATING
AT ITS DESIGN hTRIMv SPEED AND AT THE DESIRED MAXIMUM hSTATICv OPERATING PRESSURE ACROSS
THE COOLER WHEN IN THE FORWARD DIRECTION
*)%*)%*"%#
$.$*# #%*) ## #)
$ "$)$' (%!"#)
'+'( # #
#)$#
' + / # $$!
#%'((*'()) #
(
!!$"%!) )'" # # #($%') # #'+'(".
'+'(.!!() %' $'"#) #$) %'$*( # 0#)!. 1'#)
$
!$# ') # $','#'+'( '(*!)() #) $($%') # #
($#(
') $#($ $%') $# ) $',' ') $#
(
) #(% #'+'( (&*! ) ( ' #%$,' #'+'( (&*!)$ ) ( ' )' ) $##"-" #)
)$) $','(%) #2$, ) %$,' #) $',' ') $# ) # )"%')*' $''+'('$)) $# (&*!)$
')) '$* ) $$!', !! (%, !! #'() '2$,'), !! #'( ) $',' ') $#) '2$,, !!)
'* *)) )' ) $#, !!!(() #) (" #(%, !! #'(#)
$',' ') $#$ '$)) $# %$,''&* ')$'$))) #". #'(
$) %)! ( # 0#)!.
%)!
%)! $) %)! %)!
() $' #!$*)%*) '$")
# / # $$! )'" #) #, #%' $'"#) $' )'" #) #, #%' $'"#) $'
'+'('$)) $## #%*) #)$) '+'('$)) $## #%*) #)$)
!*!)3,4"-" #) # ' + / # $$! # ' + / # $$!
)"%')*' $'"- )' ) $# )'" ##,%*"%#"$)$' )'" ##,%*"%#"$)$'
#'+'( # ') $# (%!"#)#$'%*"%' +') $ (%!"#)#$'%*"%' +') $#
(#,%*"%#"$)$' (%!"#)( # %'((*'()) # ( $'$) $','#'+'(
) # ' + / # $$!'!*!) # ') $#($ '$)) $#
' +(.()"%' $'"# #) $',' (#,%*"%#"$)$' (%!"#)( #
') $# ) # ' + / # $$!'!*!) #
!*!)3,4"-" #))"%')*' $' ' +(.()"%' $'"# #) $','
"- )' ) $# #'+'( # ') $# ') $# :58769
48 520L0926 s 2EV !$ s *UNE
Hydraulic Fan Drive Systems
Design Guidelines
!PPENDIX '
)NmUENCE OF REVERSED FAN ROTATION ON SYSTEM
PERFORMANCE
Baseline: Fan operating in Forward Direction at 2600 RPM
Static Pressure [Pa] Power [Kw]
4000 80
3500 60
2
3000 40
35°
2500 20
2000 0
1500
1000
500
35°
0
0 5 10 15 20 25
Airflow [m3/s] P108 353E
4HE &LOW 2ATE FOR A GIVEN FAN SPEED IS DETERMINED BY THE INTERSECTION OF THE &ANS
&LOW3TATIC
0RESSURE #URVE FOR THAT SPEED AND THE #OOLERS 2ESISTANCE 0RESSURE VS
!IRmOW CHARACTERISTIC CURVE
4HE POWER REQUIRED TO TURN THE FAN AT THAT SPEED AIRmOW STATIC PRESSURE IS LOCATED
DIRECTLY ABOVE THIS INTERSECTION POINT ON THE &AN &LOW 2ATE VS &AN 0OWER #URVE AT
CONSTANT 20- 4HE MAGNITUDE OF THE FAN POWER IS DETERMINED BY THE SECONDARY
9 !XIS IN THE UPPER RIGHT HAND CORNER OF THE GRAPH
520L0926 s 2EV !$ s *UNE 49
Hydraulic Fan Drive Systems
Design Guidelines
!PPENDIX '
)NmUENCE OF REVERSED FAN ROTATION ON SYSTEM
PERFORMANCE
Condition 1: Fan operating in Reverse Direction at 2600 RPM
4000 80
3500 60
35°
3000 40
35°
2500 20
2000 0
1500
1000
500
35°
35°
0
0 5 10 15 20 25
P108 354E
4HE &LOW 2ATE FOR 20- IN THE REVERSE DIRECTION IS LESS THAN THAT PRODUCED BY THE
FAN AT 20- IN THE FORWARD DIRECTION OF ROTATION 3INCE THE AIR mOW RATE IS LESS
THE STATIC PRESSURE ACROSS THE COOLER IS ALSO REDUCED
4HE POWER REQUIRED TO TURN THE FAN AT THE SAME SPEED BUT IN REVERSE DIRECTION IS LESS
THAN THAT REQUIRED IN THE FORWARD DIRECTION OF ROTATION 4HE FAN IS PRODUCING LESS mOW
AT A LOWER STATIC PRESSURE THUS A LOWER POWER REQUIREMENT
50 520L0926 s 2EV !$ s *UNE
Hydraulic Fan Drive Systems
Design Guidelines
!PPENDIX '
)NmUENCE OF REVERSED FAN ROTATION ON SYSTEM
PERFORMANCE
Condition 2: Fan operating in Reverse Direction at approximately the same input power level
(by increasing the fan speed in reverse)
Static Pressure [Pa] Power [Kw]
4000 80
3500 60
6
35°
3000 40
35°
2500 20
2000 0
1500
5
1000
500
35° 35°
0
0 5 10 15 20 25
Airflow [m3/s] P108 355E
4HE FAN IS PRODUCING LESS mOW EVEN THOUGH THE FAN SPEED IS NOW 20- IN THE
REVERSE DIRECTION OF ROTATION
4HE POWER REQUIRED TO TURN THE FAN AT 20- IN REVERSE DIRECTION IS
APPROXIMATELY THE SAME AS THAT REQUIRED TO TURN THE FAN AT 20- IN THE FORWARD
DIRECTION OF ROTATION 4HE FAN IS STILL PRODUCING LESS mOW AT A LOWER STATIC PRESSURE
&AN EFlCIENCY IS REDUCED IN THE REVERSE DIRECTION
520L0926 s 2EV !$ s *UNE 51
Hydraulic Fan Drive Systems
Design Guidelines
!PPENDIX '
)NmUENCE OF REVERSED FAN ROTATION ON SYSTEM
PERFORMANCE
Condition 3: Fan operating in Reverse Direction at approximately the same flow rate (by
increasing the fan speed in reverse)
4000 80
3500 60
35°
3000 40
35°
2500 20
2000 0
1500
1000
500
35°
0
0 5 10 15 20 25
P108 356E
4HE FAN IS PRODUCING APPROXIMATELY THE SAME mOW RATE EVEN THOUGH THE FAN SPEED IS
NOW 20- IN THE REVERSE DIRECTION OF ROTATION
4HE FAN REQUIRES MORE POWER AT THE SAME mOW RATE AND STATIC PRESSURE BECAUSE THE
FAN IS LESS EFlCIENT IN THE REVERSE DIRECTION OF ROTATION
52 520L0926 s 2EV !$ s *UNE
Hydraulic Fan Drive Systems
Design Guidelines
!PPENDIX '
)NmUENCE OF REVERSED FAN ROTATION ON SYSTEM
PERFORMANCE
System Response to Reversed Fan Rotation:
Fan Power as a Function of Ambient Temperature
-5 5 15 25 35 45 55 65 75 85 95 105 115 125
100%
90%
80%
70%
60%
50%
40%
30%
20%
10%
0%
-20 -10 0 10 20 30 40 50
P108 357E
s h#OOLING %FFECTIVENESSv IS PROPORTIONAL TO THE COOLING CAPACITY OF THE COOLER IE
THE RATIO IS GREATER THAN ONE WHEN THE ACTUAL !MBIENT 4EMPERATURE IS LESS THAN THE
ORIGINAL DESIGN -AXIMUM !MBIENT 4EMPERATURE 3YSTEM $ESIGN 4EMPERATURE
7HEN THE RATIO IS GREATER THAN THE COOLER WILL NOT REQUIRE AS MUCH AIR mOW TO
SATISFY THE COOLING NEEDS OF THE SYSTEM 4HEREFORE THE &AN 0OWER REQUIREMENT WILL
BE LESS THAN AT THE hDESIGNv MAXIMUM AMBIENT TEMPERATURE
s !T THE hDESIGNv -AXIMUM !MBIENT 4EMPERATURE REDUCING THE AIR mOW RATE THRU THE
COOLER HAS AN EQUIVALENT EFFECT OF REDUCING THE h#OOLING %FFECTIVENESSv OF THE COOLER
AS SUCH THE TWO CONCEPTS MAY BE EQUATED
s 4HEREFORE AS THE AIR mOW RATE THRU THE COOLER IS REDUCED #OOLING %FFECTIVENESS ≤
A NEW hT Actual Ambv CAN BE CALCULATED WHICH WILL DElNE A NEW UPPER LIMIT OF AMBIENT
TEMPERATURE WHERE THE COOLER WILL STILL SATISFY THE MAXIMUM HEAT LOAD
4HE NEW hT Actual Ambv TEMPERATURE WILL BE LOWER THAN THE ORIGINAL $ESIGN -AXIMUM
!MBIENT 4EMPERATURE
520L0926 s 2EV !$ s *UNE 53
Hydraulic Fan Drive Systems
Design Guidelines
!PPENDIX '
)NmUENCE OF REVERSED FAN ROTATION ON SYSTEM
PERFORMANCE
Derivation:
Heat Rejec tion Actual = m& Actual * Cp * (TCoolant − TActual Amb )
and
Heat Rejec tion Maximum = m& Maximum * Cp * (TCoolant − TMaximum Actual Ambient )
⎛ Heat Rejec tion Actual ⎞ ⎛ QActual * (TCoolant − TActual Amb ) ⎞
⎜⎜ ⎟⎟ = ⎜⎜ ⎟⎟
⎝ Heat Rejec tion Maximum ⎠ ⎝ QMaximum * (TCoolant − TMaximum Actual Ambient )⎠
IF
⎛ Heat Rejec tion Actual ⎞
⎜⎜ ⎟⎟ ≡ 1.0, and QActual ≤ QMaximum
⎝ Heat Rejec tion Maximum ⎠
then
⎛ QActual ⎞
⎜⎜ ⎟⎟ ≤ 1.0, and
⎝ QMaximum ⎠
⎛ TCoolant − TActualAmb ⎞
⎜⎜ ⎟⎟must be ≥ 1.0, therefore the new T must be ≤ TMaxAmbient
⎝ TCoolant − TMaxAmbient ⎠
ActualAmb in Rev
Let :
⎛ QActual ⎞ ⎛ Flow at 2600 RPM Reverse ⎞
⎜⎜ ⎟⎟ = 0.8424 = ⎜ ⎟
⎝ QMaximum ⎠ ⎝ Flow at 2600 RPM Forward ⎠
And Let :
⎛ Heat Rejec tion Actual ⎞
⎜⎜ ⎟⎟ ≡ 1.0,
⎝ Heat Rejec tion Maximum ⎠
TCoolant = 100º C
TMaxAmbient = 50º C
Therefore,
⎛ ⎞
(TCoolant − TMaximum Actual Ambient )* ⎜⎜ QMaximum ⎟⎟ = (TCoolant − TNew Actual Amb in Rev )
⎝ QActual ⎠
⎛ 1 ⎞ ⎛ 1 ⎞
TNew Actual Amb in Rev = ⎜ ⎟ * 100º C − ⎜ − 1⎟(100º C − 50º C ) = 40.65º C
⎝ 0.8424 ⎠ ⎝ 0.8424 ⎠
54 520L0926 s 2EV !$ s *UNE
Hydraulic Fan Drive Systems
Design Guidelines
!PPENDIX '
)NmUENCE OF REVERSED FAN ROTATION ON SYSTEM
PERFORMANCE
Suggested Guidelines for Reversing Fan Drive Systems:
)& THE DESIRE IS TO KEEP THE fan speed IN THE REVERSE DIRECTION THE SAME AS IN THE FORWARD
DIRECTION
4HIS WILL OCCUR AUTOMATICALLY )& THE FAN DRIVE SYSTEM IS mOW LIMITED BY PUMP SPEED OR
DISPLACEMENT BUT NOT )& THE SYSTEM IS PRESSURE LIMITED
s 4HE HEAT REJECTED BY THE COOLING SYSTEM WILL BE LESS THAN IN THE FORWARD DIRECTION OF
ROTATION
s 4HE POWER TO DRIVE THE FAN IN REVERSE WILL BE LESS THAN IN THE FORWARD DIRECTION
s 4HE 4ORQUE TO TURN THE FAN AND THEREFORE THE DELTA PRESSURE ACROSS THE HYDRAULIC
MOTOR WILL BE PROPORTIONAL TO THE POWER RATIO SINCE THE FAN SPEED IS THE SAME
)& THE DESIRE IS TO KEEP THE fan power IN THE REVERSE DIRECTION THE SAME AS IN THE FORWARD
DIRECTION
s 4HE (EAT 2EJECTION BY THE SYSTEM WILL STILL BE LESS THAN IN THE FORWARD DIRECTION BUT
BETTER THAN WHEN MAINTAINING CONSTANT FAN SPEED (2 È 3PEED 2ATIO
s 4HE FAN SPEED IN REVERSE WILL BE GREATER THAN IN THE FORWARD DIRECTION 4HE 4ORQUE TO
TURN THE FAN AND HYDRAULIC DELTA PRESSURE WILL BE LESS THAN IN THE FORWARD DIRECTION
0OWER TO TURN THE FAN IS THE SAME BUT THE SPEED IS GREATER
s 4HIS CONDITION MAY DElNE THE MAXIMUM PUMP DISPLACEMENT OR SPEED REQUIRED TO
SATISFY THE mOW REQUIREMENTS OF THE FAN SYSTEM SINCE THE mOW REQUIRED TO ROTATE THE
FAN WILL BE LARGER IN THE REVERSE DIRECTION THAN IN THE FORWARD DIRECTION
s "E SURE TO VALIDATE THESE CONDITIONS WITH THE FAN SUPPLIER 4HE NEW SPEED
REQUIREMENT MAY EXCEED THE MAXIMUM SPEED LIMIT
4IP SPEED IS PROPORTIONAL TO THE FAN ROTATIONAL SPEED AND INTERNAL STRESSES IN THE FAN ARE
PROPORTIONAL TO THE SQUARE OF THE FAN SPEED
)& THE DESIRE IS TO KEEP THE fan flow rate IN THE REVERSE DIRECTION THE SAME AS IN THE
FORWARD DIRECTION
s 4HE (EAT 2EJECTION BY THE SYSTEM WILL BE THE SAME AS IN THE FORWARD DIRECTION
s 4HE 0OWER REQUIRED TO ROTATE THE FAN IN THE REVERSE DIRECTION WILL BE GREATER THAN
IN THE FORWARD DIRECTION OF ROTATION BECAUSE THE FAN IS LESS EFlCIENT IN THE REVERSE
DIRECTION OF ROTATION
s 4HE FAN SPEED IN REVERSE WILL BE GREATER THAN IN THE FORWARD DIRECTION 4HE 4ORQUE
TO TURN THE FAN AND HYDRAULIC DELTA PRESSURE MAY BE GREATER THAN IN THE FORWARD
DIRECTION 0OWER TO TURN THE FAN IS GREATER AND THE SPEED IS GREATER
s 4HIS CONDITION MAY DElNE THE MAXIMUM PUMP DISPLACEMENT REQUIRED TO SATISFY THE
mOW REQUIREMENTS OF THE FAN SYSTEM SINCE THE mOW REQUIRED TO ROTATE THE FAN WILL BE
LARGER IN THE REVERSE DIRECTION THAN IN THE FORWARD DIRECTION
s "E SURE TO VALIDATE THESE CONDITIONS WITH THE FAN SUPPLIER 4HE NEW SPEED
REQUIREMENT MAY EXCEED THE MAXIMUM SPEED LIMIT
4IP SPEED IS PROPORTIONAL TO THE FAN ROTATIONAL SPEED AND INTERNAL STRESSES IN THE FAN ARE
PROPORTIONAL TO THE SQUARE OF THE FAN SPEED
520L0926 s 2EV !$ s *UNE 55
Hydraulic Fan Drive Systems
Design Guidelines
!PPENDIX '
)NmUENCE OF REVERSED FAN ROTATION ON SYSTEM
PERFORMANCE
Performance Summary: (For Reference Only)
Refer to performance curves in previous graphs
P108 359E
56 520L0926 s 2EV !$ s *UNE
Hydraulic Fan Drive Systems
Design Guidelines
!PPENDIX (
3YSTEM CONSIDERATIONS FOR ( &AN $RIVES WITH
REVERSED FAN ROTATION
!S WAS SAID IN !PPENDIX ' IN APPLICATIONS WHERE IT IS NECESSARY TO CHANGE THE DIRECTION
OF FAN ROTATION MOST FANS WILL HAVE REDUCED PERFORMANCE &OR FAN SYSTEMS USING (
PUMPS WITH THE ( &AN $RIVE #ONTROL 6ALVE THE CONTROL VALVE RECEIVES A COMMAND FROM
THE 0,53 #ONTROLLER TO REGULATE FAN SPEED BY CHANGING PUMP DISPLACEMENT 7HEN
THE PUMP SPEED IS AT THE DESIGN hSET POINTv FAN SPEED REQUIRED FOR THE DESIRED COOLING
CAPACITY IS DETERMINED BY THE PUMPS DISPLACEMENT
)N MANY SYSTEMS THE FANS SPEED AT THIS CONDITION MAY BE CLOSE TO ITS MAXIMUM DESIGN
SPEED )F THE PUMP SPEED INCREASES BEYOND THE hSET POINTv AND THE PUMP IS COMMANDED
TO MAXIMUM DISPLACEMENT THEN THE FAN SPEED WILL INCREASE IN PROPORTION TO THE PUMP
SPEED RATIO AND THE DELTA PRESSURE ACROSS THE FAN MOTOR WILL INCREASE IN PROPORTION TO THE
SQUARE OF THE PUMP SPEED RATIO
4O PREVENT THIS FROM HAPPENING THE SYSTEM DESIGNER IS ENCOURAGED TO LIMIT THE
MAXIMUM FAN SPEED IN EACH DIRECTION OF ROTATION BY ADJUSTING THE SET PRESSURE OF THE
0RESSURE ,IMITERS FOR BOTH DIRECTIONS OF ROTATION
&OR THE FORWARD DIRECTION OF ROTATION DETERMINE THE DELTA PRESSURE ACROSS THE FAN MOTOR
WHEN ITS AT MAXIMUM DESIRED FAN SPEED AND POWER !DJUST THE PRESSURE LIMITER SETTING
TO BE EQUAL TO hTHE forward DESIGN PRESSURE BARv FOR THE FORWARD DIRECTION OF
ROTATION
&OR THE REVERSE DIRECTION OF ROTATION DETERMINE THE DELTA PRESSURE ACROSS THE FAN MOTOR
WHEN ITS AT MAXIMUM DESIRED FAN SPEED AND POWER CONSULT WITH THE FAN AND COOLER
MANUFACTURER TO DETERMINE THE DESIRED FAN SPEED AND POWER FOR THE FAN WHEN ROTATING
IN THE REVERSE DIRECTION REFERENCE !PPENDIX ' !DJUST THE PRESSURE LIMITER SETTING TO BE
EQUAL TO hTHE reverse DESIGN PRESSURE BARv FOR THE REVERSE DIRECTION OF ROTATION
6ERIFY THAT THE PRESSURE LIMITER SETTINGS WILL NOT CAUSE THE FAN SPEED TO EXCEED THE
MANUFACTURERS MAXIMUM SPEED LIMITATION -AKE ADJUSTMENTS ACCORDINGLY
520L0926 s 2EV !$ s *UNE 57
Hydraulic Fan Drive Systems
Design Guidelines
.OTES
58 520L0926 s 2EV !$ s *UNE
Hydraulic Fan Drive Systems
Design Guidelines
.OTES
520L0926 s 2EV !$ s *UNE 59
Sauer-Danfoss Mobile Power and Control Systems
OUR PRODUCTS – Market Leaders Worldwide
(YDROSTATIC TRANSMISSIONS 3AUER $ANFOSS IS A COMPREHENSIVE SUPPLIER PROVIDING COMPLETE
SYSTEMS TO THE GLOBAL MOBILE MARKET
(YDRAULIC POWER STEERING
%LECTRIC POWER STEERING 3AUER $ANFOSS SERVES MARKETS SUCH AS AGRICULTURE CONSTRUCTION ROAD
BUILDING MATERIAL HANDLING MUNICIPAL FORESTRY TURF CARE AND MANY
%LECTROHYDRAULIC POWER STEERING
OTHERS
#LOSED AND OPEN CIRCUIT AXIAL PISTON
PUMPS AND MOTORS 7E OFFER OUR CUSTOMERS OPTIMUM SOLUTIONS FOR THEIR NEEDS AND
'EAR PUMPS AND MOTORS DEVELOP NEW PRODUCTS AND SYSTEMS IN CLOSE COOPERATION AND
PARTNER SHIP WITH THEM
"ENT AXIS MOTORS
/RBITAL MOTORS 3AUER $ANFOSS SPECIALIZES IN INTEGRATING A FULL RANGE OF SYSTEM
COMPONENTS TO PROVIDE VEHICLE DESIGNERS WITH THE MOST ADVANCED
4RANSIT MIXER DRIVES TOTAL SYSTEM DESIGN
0LANETARY COMPACT GEARS
3AUER $ANFOSS PROVIDES COMPREHENSIVE WORLDWIDE SERVICE FOR ITS
0ROPORTIONAL VALVES PRODUCTS THROUGH AN EXTENSIVE NETWORK OF 'LOBAL 3ERVICE 0ARTNERS
$IRECTIONAL SPOOL VALVES STRATEGICALLY LOCATED IN ALL PARTS OF THE WORLD
#ARTRIDGE VALVES
Hydraulic integrated circuits ,OCAL ADDRESS
(YDROSTATIC TRANSAXLES
Integrated systems
Fan drive systems
%LECTROHYDRAULICS
-ICROCONTROLLERS AND SOFTWARE
%LECTRIC MOTORS AND INVERTERS
3AUER
$ANFOSS 53 #OMPANY 3AUER
$ANFOSS !P3
*OYSTICKS AND CONTROL HANDLES %AST TH 3TREET $+
.ORDBORG $ENMARK
!MES )! 53! 0HONE
$ISPLAYS 0HONE
&AX
3ENSORS &AX
3AUER
$ANFOSS
$AIKIN ,4$
3AUER
$ANFOSS 'MB( #O /(' 3HIN
/SAKA 4%2!3!+) RD "LDG&
0OSTFACH $
.EUMünster
.ISHIMIYAHARA 9ODOGAWA
KU
+ROKAMP $
.EUMüNSTER 'ERMANY /SAKA
*APAN
0HONE
0HONE
&AX &AX
520L0926 s 2EV !$ s *UNE WWWSAUER DANFOSSCOM
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