Hydraulic Schematic Service Manual: Fill & Download for Free

What job do people with Asperger Syndrome on Quora have?Thanks for the A2A.I’m an electronics technician and have been for a very long time. I have repaired a fairly wide range of electronics, mechanical, and electromechanical devices mainly as contract labor, and done some freelance electronic design work.I am mostly self-taught, decided on a career in electronics rather than science when I was 9. About 10 years ago, I got an opportunity to get 2 years of school paid for by the Displaced Worker Retraining program and got an Associate of Technology degree as an Electronic Engineering Technician.I’ve also run a photography business that concentrated on digital photo composites, run a sci fi/fantasy collectibles store, and built eddy current probes. I also was a large part of running and publicizing a science fiction fan club that specialized in volunteering for charity and fundraising events.I’m just going to copy/paste from my LinkedIn profile rather than retyping:AE7HD Extra Class Amateur Radio license, Electronic Engineering Technician with AT Degree, experienced Electronic Technician with diverse experience able to troubleshoot and repair to the component level. CET Journeyman in Consumer Electronics and Computers. IPC-A-610D CIS Certified IPC Specialist with J-STD-001D training in lead and lead-free soldering including SMD. Driven to continue my professional and personal development. Interested in working closely with Electronic Engineers to use the skills I've acquired over the years as a troubleshooting technician.Specialties: Troubleshoot to the component level, use of oscilloscopes, component analyzers, meters, AutoCAD, FDM 3D printing, microcontrollers, soldering, desoldering, audio, computer hardware, concept development, consumer electronics, digital electronics, inkjet printer repair, lighting controllers, math, packaging, safety, supervisory skills, technical writing, workflow analysis, schematic capture, pcb design, CorelDraw/Photopaint, Adobe Pagemaker, Microsoft Office (Word and Excel), type about 50wpm.Electronic TechnicianRepair and maintenance of equipment including MILES 2000, MILES 21, MGS TESS, IWS, IWS2, Mk 19, WITS, SLM, etc.• Part of the WTA, the Warfighter Training Alliance led by Raytheon for the US Army• Development and construction of tools, equipment, and fixtures in support of the project mission• Develop repair and alignment procedures and equipment for devices previously considered unrepairable and with poor documentation• Document improved troubleshooting and repair techniques• Train other technicians to improve and maintain quality of repairs• Use of standard and specialized test equipment• Entry of repair and maintenance data into Excel and MaximoElectronic Repair Technician, Electronic Engineering TechnicianComponent and board level repair in shop and in field, often without service manuals or schematics• Surface mount and through-hole solder and desolder, including hot air board rework• Wide experience including consumer electronics, pro audio, ATMs, computers, arcade and crane games, stage lighting controllers, computers, and inkjet printers• Proof-of-concept prototypes and custom designs from block diagram to PCBs to assembly of analog, digital, and electromechanical devices• Design and build custom electronic equipment including guitar amplifiers, small audio mixers, stage lighting controllers, and test equipment• Developed a constant hydraulic pressure ink feed system for inkjet printer bulk ink feedEddy Current Probe FabricatorFabricated and tested nondestructive eddy current test probes from engineering drawings and notes under minimal supervision• Designed and constructed jigs and fixtures, devised procedures for production efficiency and safety• Modified and repaired department equipment used in production of probes including inductor analyzer, oscilloscope, lathes, mill, grinders, and bandsawComputer Graphics Designer and PhotographerMulti-platform computer operation including emulation and sharing files across multiple operating systems• Digital photographer• Digital photo composites• Hardware and software selection, use and upkeep• Designed a portable computer/printer/lighting/backdrop system for efficient field use• Responsible for workflow design to maximize efficiency, trained my wife in the use of photo editing softwareVolunteer experience:Event Planning and Social ServicesI am responsible for planning most of the events for the IKV T'Mar and co-ordinating activities with other clubs. We costume as characters from science fiction, mad scientist, Steampunk, pirate, etc.I work with our members to design and build gameshow sets, photo backdrops, casino games, props, etc.In costume and character volunteer work:American Heart WalkAuctioned Meals with the Klingons - fundraiser for Visitation School, Tacoma, WABlood donations for the Red CrossToy and Canned Food DrivesKBTC/PBS Pledge Drives for Dr Who and the Red Green ShowLakewood Relay For LifeLaser Tag challenges for the Tacoma Breast Cancer Awareness CenterMDA Kid's Summer Camp VIP DayMS Walk-a-thonOverseas Coupon ProgramPoint Defiance Carousel PavilionPuyallup Library DedicationPuyallup Recreation Center's Halloween Haunted HayrideSafe Halloween Candy Handout at the Federal Way Commons MallSusan B. Komen and 24 Mile Walk for Breast CancerNon-costumed volunteer:Toy Rescue Mission - Christmas StockingsProject Linus - QuiltsVolunteer work parties for seniors in needRest Home volunteers to allow the staff to spend Thanksgiving with their families, live music performancesConvention volunteering in costume and character:Casinos, Game Shows, Costumed Security, Panels on costuming, science, technology, moviemaking, prop building, etc.At Anglicon, CascadiaCon, Norwescon, RadCon, Rustycon, Star Trek 40th Anniversary Celebration, and WesterconJust for fun costumed events:Open Laser Tag ChallengesPirates of the Caribbean - Movie PremieresTall Ships TacomaLady Washington, we spent a day on board as pirates on the spur of the momentScience Fiction Museum Grand OpeningSeattle Science Center tourBoeing Air and Space Museum tourStar Trek Nemesis Movie PremiereSuper Saturday at Evergreen Stage CollegeUFO Parade and Festivities at McMinnville, ORUPN TV's 50th AnniversaryThemed PartiesAttend and assist at events and parties for other clubsInstructor at OlyMEGA MakerspaceTeach classes and hands-on workshops in the Elements of Radio, Basic Electricity and Electronics, Transistors, Operational Amplifiers, Beginning SketchUp, Boolean Logic, and Schematic DrawingInstructor/Presenter at Science Fiction ConventionsPanel presentations on prop construction, basic electronics, hands-on soldering, and chromakey demo for amateur film making at local science fiction conventions. Designed and built a set for a game show and directed it at several different conventions. Built several custom games for a science fiction themed casino which ran for a few years at conventions.Was that too specific?I don’t have it on my LinkedIn profile, but I did Mr Science presentations for about a decade for kindergarten, 1st, and 2nd grades at the school where my wife was kindergarten teacher, and volunteered for a year at the Tacoma Urban League Academy, mostly involved in repairing and maintaining the student’s computers.I’m currently building an electronics bench at OlyMEGA Makerspace and rebuilding the electronics bench in my own lab, part of which is designing newer test equipment. I started building my own test equipment when I was a teenager.As for my amateur radio license… I’m microphone shy, barely been on the air. Yet I passed all three tests in one sitting.It is the social stuff that I find very difficult. I have come to realize that it isn’t that I cannot read people, it is more like I can see through the mask of what they want to share and see sadness or anger or other emotions that they may wish to hide. And when I react to that, they may be angry at being embarrassed by this.Job interviews are a real trial. Everyone seems to have their own specific criteria. What seems to be an appropriate amount of eye contact for one person, another may find intimidating. I could write a book about handshaking! One person expects a strong handshake with a few hard pumps, the next expects a short clasping of the hands with a quick break. Another will grab your hand with both of theirs and stare directly into your eyes for what I find an uncomfortably long time. If you get it wrong, you are an asshole or a wimp.

It’s usually outlined if not written out step by step in the operating ad/or maintenance manual, which you should have read and keep close at hand when operating your generator.The short version is to completely and safely isolate it from any source of harmful energy (electrical, mechanical, heat, hydraulic, etc) and test each component seperately, not try to test winding insulation resistance of the armature while testing the PT and CT ratios.When reconnecting, do it in the reverse order, preferably according to a checklist and using the schematics, so all the connections are right and it works properly when tested and returned to service.

you may get your answer here:CVTA continuously variable transmission, or CVT, is a type of automatic transmission that provides more useable power, better fuel economy and a smoother driving experience than a traditional automatic transmission.Advantages of the CVTEngines do not develop constant power at all speeds; they have specific speeds where torque (pulling power), horsepower (speed power) or fuel efficiency are at their highest levels. Because there are no gears to tie a given road speed directly to a given engine speed, the CVT can vary the engine speed as needed to access maximum power as well as maximum fuel efficiency. This allows the CVT to provide quicker acceleration than a conventional automatic or manual transmission while delivering superior fuel economy.Disadvantages of the CVTThe CVT's biggest problem has been user acceptance. Because the CVT allows the engine to rev at any speed, the noises coming from under the hood sound odd to ears accustomed to conventional manual and automatic transmissions. The gradual changes in engine note sound like a sliding transmission or a slipping clutch -- signs of trouble with a conventional transmission, but perfectly normal for a CVT. Flooring an automatic car brings a lurch and a sudden burst of power, whereas CVTs provide a smooth, rapid increase to maximum power. To some drivers this makes the car feel slower; in fact a CVT will generally out-accelerate an automatic.Automakers have gone to great lengths to make the CVT feel more like a conventional transmission. Many CVTs are programmed to simulate the "kick-down" feel of a regular automatic when the pedal is floored. Some CVTs offer a "manual" mode with steering-wheel-mounted paddle shifters that allows the CVT to simulate a conventional stepped transmission.Because early automotive CVTs were limited as to how much horsepower they could handle, there has been some concern about the long-term reliability of the CVT. Advanced technology has made the CVT much more robust. Nissan has more than a million CVTs in service around the world and says their long-term reliability is comparable to conventional transmissions.VARIABLE VALVE TIMINGTime to confuse and educate you further now, because the concept of a static or single-mode combustion engine is a little out of date in today's world. Because of the nature of fuel injection, carburators, the 4-stroke cycle and valves, the internal combustion engine only really works really well at one particular range of speeds. Any higher or lower and you start to cock up fuel efficiency, reliability and power. To overcome this issue, and to try to make engines more usable throughout their rev ranges, manufacturers invented various different types of variable valve timing. The idea is simple - alter the timing and/or size of the intake and exhaust ports at different engine RPM’s to ensure that the engine is as efficient as possible throughout it's range of operating speeds. Thanks to a day of piss-poor weather and a lot of spare time on my part, I now bring you an explanation of some of the range of variable valve timing methodologies and how they work. I'm not going to go into all the different variations, combinations and permutations because there are so many now. However, a top-level overview ought to tell you what you need to know. So without further delay:HONDA VTECVTEC stands for Variable Valve Timing and Electronic Lift Control. Not sure why it isn't VVTEC other than it would look like a typo, but there is another variation called i-VTEC, meaning Intelligent-VTEC. The basic functionality of VTEC is surprisingly simple, and hence well-used and very reliable. In its simplest form, VTEC allows the valves to remain open for two different durations. A short opening time for low-speed operation to give good torque and acceleration, and a larger opening time for higher speeds to give more power. To do this, the camshaft has two sets of cam lobes for each valve and a sliding locking pin on the cam follower that determines which lobe is operating the valve. The locking pin is moved by a hydraulic control valve based on the engine speed and power delivery requirements. The two lobe shapes are referred to as fuel economy cams and high power cams, meaning that Honda engines with this technology are really two engines in one - a performance engine and an economical engine. The two animations below show a pair of cam lobes and followers to demonstrate the fundamental operation of VTEC. The left animation is fuel economy mode - the blue locking pin is not engaged so the two followers run on their respective cam lobes independently. The yellow one is the main cam follower which pushes on the valve. On the right, in power mode, the blue locking pin is engaged so now the red cam follower is locked to the yellow one which, now being driven by the red one, no longer contacts the lower profile cam lobe. Because the red follower is running on a higher profile cam lobe, it now forces the valve to stay open longer.A Comparison of the Toyota VVT system Vs the Honda V-TECOn this page I talk about the two different methods used to increase the power output, and what's good and bad about them.What the two systems are, and why they are usedBy using a conventional valve system, to keep a modern multi-valve engine usable for the road, you are limited to about 85hp to 90hp per litre. You can use a bigger camshaft quite easily get a lot more power, but only at higher revs, and at the expense of power at lower revs. So, with a bit of lateral thinking, it is now becoming more common to be able to change that very cam timing that limited the engine power while the engine is running. The Toyota VVT system isn't new, however, as similar systems have been in use for many decades before. But not for a mass production engine and certainly not with the highly accurate control of the modern engine management systems. The Honda V-Tec system is a relative new comer, and by using a system of far greater complexity than that used by Toyota, Honda is now making an engine that produces as much power as many of the better racing engines!So lets have a look at each system, and how they work ...Toyota Variable Valve Timing system, or VVT & VVT-iThe VVT-type system has been around and in use by various companies for at least 40 years that I know of.(I can remember seeing a 1960's catalogue from the US that showed a special cam wheel that bolted onto a small block Ford engine's cam, and it had a mechanism that worked like a mechanical advance system in a distributor, so that as the revs picked up it advanced the cam timing. I also believe that Alfa Romeo or Fiat used a similar system back around then, or maybe before)VVT is simple and fairly effective. It consists of only two main parts; an 'oil control solenoid' and the VVT mechanism itself.This diagram shows a few more bits & pieces, but you can clearly see the main two - the VVT pulley and the OCV. (Oil Control Valve, or oil solenoid as it's often called.)The early VVT system was relatively simple, ie, at a specific rpm (~4400rpm on the 20 valve 4AGE's) the computer signals the OCV to open, this lets oil pressure go through a special gallery in the #1 inlet cam bearing, through the centre of the inlet cam to the VVT pulley. There's a small piston in the VVT pulley, and once it gets enough pressure behind it, it starts to move outwards, causing the outer part of the pulley to turn in relation to the inner part, due to the helical spline that guides the piston's fore & aft movement.Closer view & cutaway of the VVT controllerSo, when the computer signals for the VVT to operate, the OCV opens and thus causes the VVT pulley to advance the inlet cam timing by 30°, reference the crankshaft. (15° on the pulley itself)The rpm at which this happens is worked out by running the engine on a dynamometer with the inlet cam in both the fully advanced and fully retarded positions. Since the two different cam timing's will make different power throughout the rev range, (advanced inlet give more top end power at the expense of low end power, and vice-versa) there is a point where the power will be identical for both cam settings, and this is where the VVT is programmed to operate. Because the power output is the same with the VVT in either position, you can't feel anything when it happens. You can, however, hear a change in engine note, just before there's a big increase in power!More detail on the the VVT logic - The VVT comes in three types for the 20 valve. To the best of my knowledge, silvertop 20v's pre May 1993 have the VVT actuate at about 4400rpm. Post May 1993 they seem to work on throttle position and ignore revs.The blacktops seem to work like this, as described on Club4AG -1. Starting. When you crank the starter there will be VVT operation until the engine fires up, obviously to allow more air into the engine to allow an easier fire up.2. Coolant temp. There is absolutely NO VVT operation when the coolant tempt is below 50°C except for that brief moment when you operate the starter. Reason obvious, who want to stress a cold engine.3. Engine rpm. VVT will operate in any rpm between the range of 1500 and 7200 when the inlet manifold pressure is right. The min and max range can be a little out because I was reading from the car tacho. Trust me they are very close.4. Engine load/inlet manifold pressure. This seems to be the single most important parameter controling the system. The VVT will NOT operate if the inlet manifold has more than about 5 inches of vacuum (can't get the exact reading because everything happen so fast. It's very close.). This is very close to zero vacuum which is atmospheric and that is about the maximum load the map sensor will read to tell the engine in an NA car. As you can figure out the throttle will usually be in the more than 3/4 position for this to happen.5. VVT will work without the speed sensor.Now, back to the above schematic of the VVT. It shows the second evolution of the VVT system - called VVT-i - where instead of the simple 'on' or 'off' positions of the earlier VVT system, this version can make the inlet cam retard/advance to any angle between the maximum limits, and to do this the camshaft has a position sensor on the back of the head. This means that the engine is even more flexible in it's power output than before. The latest version, VVTL-i is described on this page. It's completely different to the original VVT system, and is more like the V-TEC in operation.There are two engines that commonly use the VVTL-i system, the 1ZZ-FE/2ZZ-GE series and the latest (in 1999 & onwards) 3SGE, as used in the sporty Altezza. The early generation 'redtop' four 3SGE's have a single inlet VVT-i and the later 'blacktop' generation four 3SGE's have dual VVT-i controllers, one on the inlet and the other on the exhaust cam, and makes 200hp from 2 litres.So, using VVT technology, it's pretty easy to get around 100hp per litre.Toyota has now gone to the third evolution of the VVT, and it not only alters the cam timing, but it also alters the valve lift as well. The 'old' VVT system simply can't do this, so Toyota has gone to a system much like the ....HONDA V-TECRight. Let's not muck around. For straight power output, the V-TEC system craps all over the VVT system. The latest Honda V-TEC engine, as used in the S2000 sports car, makes 240hp odd out of only 2 litres - That's a sparkling 120hp per litre.The V-TEC system is far more complex than the VVT, but it allows you to not only alter the cam timing, but to alter the valve duration and lift at well. It's really like having two engines in one - A 'sedate' one for grocery-getting, and the other a red-blooded high revving screamer.How it does this, however, is with a multitude of 'fiddly bits'. Here's a picture of the valve gear.Or if you can't see enough detail, try this one ->(121kb pic <-- and --> 85kb pic)Ok, pay attention - This is where it starts to get tricky! What happens when the engine computer decides to make the V-TEC shift to 'grunt' mode is this - Up until that point, the valves are operated by the pair of cam followers that run directly on top of each valve. A hydraulic valve opens in the head somewhere, allowing oil pressure to fill the pivot shaft that the cam followers swing off. The oil is then directed to a tiny set of pins that live in the inner follower. These pins push outwards when the valves are shut, locking the inner cam follower to the two outer followers. The inner follower runs on a cam lobe that sits between the outer two, and is muchbigger. This is the lobe that has the larger duration and lift, and so suddenly allows the engine to breath a lot better.You can see from the above pictures, and the one below that there's been a huge amount of effort to make it all work. The cam followers all have small rollers, to reduce friction and allow for a larger cam lobe.The follower system of valve operation, believe it or not, is quite similar to the latest developments in Formula One engine technology. (Though the F1's don't use V-TEC, have pneumatic valve springs, a smaller included valve angle, and so on ...)Here's a picture of a head that's been cross-sectioned. If you look very carefully at the right hand cam, you can just see the larger of the two sets of cam lobes hiding behind the smaller ones.Honda have also made a single cam version of the V-TEC, (V-Tir system??) though it only operates on the inlet cam valve timing/duration/lift. As with the twin cam system, it is quite elegant but has many small parts operating under high loads and speeds.(84kb pic)The point at which the V-TEC system operates is a purely rpm derived point, as was the VVT system, and is done for exactly the same reasons. Because of this, you will not gain anything on a standard engine (either type) by using one of the aftermarket controllers that let you alter the rpm at which the systems operate. All you'll do is create an unpleasant dead spot in the torque curve.Below is the Nissan version of V-TEC, the VVL system. It's basically exactly the same as V-TEC in design and operation and so I assume is used under licence. This engine is the SR-16-VVL 'bluetop' and they make about 175hp from the factory. There's a similar N1 version that has a red coloured cam cover and they're reported to make 197hp. There's only suposed to be about 400 bluetops and 80 redtops made, and they were fitted to the faster versions of the Nissan Pulsars in Japan. This engine is my own, and it's going into my Mallock racing car. On the right is how it looked when I picked it up in Malaysia.The VVT and V-TEC in operation in the real worldThe Toyota engines seem to run slightly more aggressive cams than the Honda's, and so at lower revs they seem to (anecdotal evidence here ...) be a bit more pleasant to drive and make a little more power. There's also less of a transition when the cam shifting systems operate, but this is obvious due to the Honda system swapping over to a much more 'racy' cam profile. I think that the Honda's may seem to be a little 'flat' at lower revs because of this relatively large contrast, but I'd have to drive one and see a dyno chart to make verify this.Pro's - Both systems allow you to have an engine that's quite a lot more powerful and yet still driveable than a 'conventional' engine would otherwise possibly be. The V-TEC is the obvious choice for outright power, and the Honda's certainly seem to rev a heck of a lot more than the Toyota's do. (The S2000 red lines at a stratospheric 9,000rpm - stock!)Con's - You are pretty much stuck with limited modifications to the engine, eg, air filters, extractors, etc, to get more power. The reason for this is the very system that give the engine all that extra power - The cams & VVT/V-TEC. You can of course use larger cams to get more power, but this defeats the purpose of having the VVT/V-TEC in the first place. You'll most likely lose power at low revs, and not gain a great deal at high revs. (The VVT will gain proportionally more than the V-TEC, however, as the V-TEC head is optimised - well, compromised - for the 'big' cam & 'small' cam and so using a larger cam may not help much at all)So, if you want an engine with power like a racing engine, then you're better off building a straight race engine right from the start. Or maybe a turbo engine ...The other concern I have is the longevity of these sorts of engines. I believe that the VVT system would be largely trouble free for the life of the engine provided that you keep the oil clean and change it regularly. Even more so with the V-TEC, as with all it's little bits & pieces in close formation in the head I'd hate to think what would happen if some of those little locking pins didn't engage properly at 6000rpm+. All that being said though, I have it on reliable advice that Honda have never had a warrantee claim for any V-TEC engine in the area of the head and/or valve gear. Quite impressive.I think that perhaps the best long term solution to getting large amounts of power from a relatively small engine is still by using a turbo, but if you like to hear the engine scream at high revs then one of these two systems is the way to go.source: Continuously Variable Transmission (CVT): What it is, how it works, Bill Sherwood's VVT Vs VTEC Page, The Fuel and Engine.