An expansion joint can relieve stress in piping systems and prevent flange gaskets from being crushed. But which expansion joint is best for your specific application? Let us first describe the two types of expansion joints:
Rubber — a flexible connector fabricated of natural and/or synthetic elastomers and fabric and, if necessary, internal metallic reinforcements designed to provide stress relief in piping systems due to thermal movements and mechanical vibration.
Metal — a flexible element (bellows) constructed of relatively thin gauge material (generally stainless steel) designed to absorb mechanical and thermal movements expected in service.
Rubber joints with standard construction and materials have an upper range to 230°F. Most manufacturers, however, can offer special constructions up to 400°F. Metal expansion joints do offer a far greater range, from -420°F to +1800°F. However, working pressures are reduced at elevated temperatures.
Gallagher recently released its Expansion Joint Design Guide, now available for download on our site. This design guide takes an in-depth look at elastomeric, metal, and flue duct expansion joints. The excerpt below is the first section of our Expansion Joint Design Guide, diving into elastomeric expansion joints, and what to consider when selecting which joint is right for your application. To download the entire guide, visit our Resources Page, or click on the image to the right.
They are built to expand, contract, and adjust without straining or breaking the piping or ducting on either side. Essentially, an expansion joint is meant to protect the piping system from damage.
The GYLON® ONE-UP® diaphragm is the optimal solution for sanitary applications in air-operated diaphragm pumps. Made using Garlock's exclusive GLYON® PTFE Diaphragm material, and a proprietary EPDM rubber backing, the GYLON® ONE-UP® is made with the same patented rib construction of Garlock's standard industrial ONE-UP® pump diaphragm.
Watch the video below to learn more.
With safety as Priority #1, use of polymer springs eliminates a potential source of injury and safeguards workers during equipment assembly and installation. Polymer springs are much safer to install compared to steel coil springs because their lowered stored energy reduces the risk of injury and damage due to uncontrolled release.
Lightweight design has recently become a much more significant trend in the auto industry. Even with small components like seals, a great deal of weight can be saved. From Freudenberg’s standpoint, several forward-looking issues come together in these approaches.
In his office, Dr. Ted Duclos, the CTO of Freudenberg Sealing Technologies, is holding up a palm-sized plastic ring. “I know that it seems very small and insignificant,” he said. “But components like this quickly add up to several kilograms of weight in an engine.” And weight is one of the factors getting special attention from the auto industry – for a range of very different reasons.
Duclos has just returned from the Lightweight Summit in Würzburg, an international gathering of more than 300 experts from industry and research. Specialized lectures, discussion panels and presentations focus on lightweight design in the auto industry and especially in electric mobility. “Lightweight design is a trend,” Duclos said. In the design of classic internal combustion engines because low weight reduces emissions. And for the future of the electric car because reduced weight increases the vehicle’s range. Or to put it another way, lightweight design is one of several trends that are now logically tied to one another.
Extrusion and nibbling of the O-ring is a primary cause of seal failure in dynamic applications such as hydraulic rod and piston seals. This form of failure may also be found from time to time in static applications subject to high pressure pulsing which causes the clearance gap of the mating flanges to open and close, trapping the O-ring between the mating surfaces.
Watch the video below from Parker's O-Ring eHandbook, showing how extrusion & nibbling can happen.
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Polytetrafluoroethylene (PTFE) is commonly known as a coating for pans under the DuPont trade name Teflon™. It is also superbly suited as a sealant and is superior to many materials in specific ways. For example, it can be used at low and high temperatures and in combination with gasoline, solvents, water and other polar media such as lyes, standard lubricants and brake fluid. PTFE’s chemical resistance is nearly universal.
In 1938, while working for DuPont, American chemist Roy Plunkett was looking for a substitute for the fluorohydrocarbon Freon, which his employer was only allowed to sell to General Motors’ Frigidaire division for patent-related reasons. For his research, he had obtained a supply of tetrafluoroethylene (TFE), which was used as refrigerator coolant. He stored it in small pressurized gas cylinders at low temperatures. When he was ready to use the gas after a fairly long storage period, none was left in the container. But its weight was unchanged. After it was opened, there were white crumbs inside and the inner walls of the container were covered with a thin layer. Plunkett quickly realized that the TFE gas had been polymerized into a plastic. This new plastic, PTFE, proved to be completely resistant to chemical exposure. Not even aqua regia¹ could harm it in any way. But its production was so costly that practical uses seemed inconceivable.
Re-posted on behalf of Thordon Bearings. Gallagher Fluid Seals is a longtime distributor of Thordon Bearings in New England and eastern NY.
Thordon Bearings and Drydocks World-Dubai (DDW-D) have today signed a milestone agreement under which the UAE-based shipyard will work together with Thordon Bearings Inc. to promote the conversion of ships’ oil lubricated propeller shafts to Thordon’s COMPAC open seawater lubricated bearing system.
The agreement will create an action plan in which a specialist team, comprised of Drydocks World-Dubai and Thordon Bearings’ personnel, offer support to ship managers and owners looking to ensure their vessels are fully compliant with environmental legislation prohibiting the discharge of oil from the oil-to-sea interface of ships' propeller shafts. Shipowners could face substantial financial penalties if their vessels are found to be non-compliant.