US20100242195A1

US20100242195A1 - Hydraulic Fluid Flow Management System and Method

Info

Publication number: US20100242195A1
Application number: US12/732,028
Authority: US
Inventors: Tracy Day; John Day
Original assignee: Alamo Group Inc
Current assignee: Alamo Group Inc
Priority date: 2009-03-26
Filing date: 2010-03-25
Publication date: 2010-09-30
Also published as: US20150074938A1

Abstract

A hydraulic fluid flow management system and method includes three subsystems. The first subsystem is an engine mounted hydraulic fluid pump electrically operated flow control proportioning valve combination. The second subsystem is a hydraulic fluid flow distribution manifold assembly. The third subsystem is a computer operated controller and display which governs the operation of the electrically operated flow control proportioning valve combination.

Description

CROSS REFERENCE TO RELATED APPLICATION

This application claims the benefit of Provisional U.S. Patent Application No. 61/211,098 filed Mar. 26, 2009.

STATEMENT REGARDING FEDERALLY FUNDED RESEARCH AND DEVELOPMENT

The invention described in this patent application was not the subject of federally sponsored research or development.

FIELD

The present invention pertains primarily to vehicles designed for transporting and then operating equipment using a hydraulic fluid flow system; more particularly, the present invention pertains to a hydraulic fluid flow management system which provides a variable flow of hydraulic fluid to operate equipment mounted on the vehicle. Those of ordinary skill in the art will understand that while the disclosed system and method is described in terms of its use on a self-propelled vehicle, the equipment used to implement the disclosed system and method may be mounted on a trailer, a railroad car or a stationary surface having sufficient space to accommodate hydraulic fluid flow operated equipment.

BACKGROUND

The use of a hydraulic fluid to operate hydraulic cylinders to produce linear mechanical forces and/or to cause hydraulic motors to produce rotational mechanical forces has become common particularly on commercial vehicles used in construction, service and maintenance operations. Such commercial vehicles may include dump trucks, tanker trucks, fire trucks, well service trucks, garbage trucks, snow removal trucks, construction equipment and pavement sweepers among others.
The current invention will be described in terms of its use and mounting on a pavement sweeper; however, those of ordinary skill in the art will understand that the disclosed system and method has utility on any type of vehicle or fixed installation whose operation depends on the flow of hydraulic fluid to hydraulic motors, hydraulic cylinders or other equipment operated by the flow of hydraulic fluid.
For many years working vehicles that carried equipment typically used a separate small auxiliary internal combustion engine or a mechanical connection to a power take-off from the transmission or drive train of the transporting vehicle to provide the needed mechanical power to operate the equipment carried by the vehicle. The next generation of working vehicles changed the power supply from a direct mechanical connection to a separate small auxiliary motor or a power take-off connection to either a combination of a mechanical connection with some combination of hydraulic fluid powered components or a system using all hydraulic fluid powered components. The prior art systems using all hydraulic fluid powered components were easily recognizable by the many tubes, fittings and connections used to manage hydraulic fluid flow. Such prior art hydraulic systems often used multiple pumps or required that one section of the hydraulically operated equipment be shut down while other sections of hydraulically operated equipment were put into use. Oftentimes it has been necessary to both carry large amounts of hydraulic fluid and to run the vehicle engine at a higher rotational speed than normal to assure that all operational systems were provided with the needed flow of hydraulic fluid.
Emission requirements in many states have now targeted limiting the use of small auxiliary internal combustion engines similar to those used to power the equipment on prior art working trucks. Accordingly, there is a need to find an alternative to the small auxiliary engines or motors used to partially or completely power the equipment carried by working trucks.
Many prior art working trucks that use hydraulic fluid flow to operate the equipment mounted on the truck use a hydraulic fluid pump that is mounted to the frame of the vehicle. One or more belts from either the engine or the transmission provide the needed rotational power to turn the pump. This frame-mounting arrangement of the pump causes two problems. First, the place on the frame for mounting the pump may include some sort of structural brace or may provide a mounting for parts to another system. Such a structural brace of mountings for other parts complicates the installation of a frame mounted pump. Secondly, the drive portion of each pump must be manually aligned with the engine or transmission. Any misalignment between the drive portion of the engine or transmission and the drive portion of the pump shortens drive belt life, creates vibrations felt in the driver's compartment, and accelerates the wear of the bearings in the pump.
Control over the volume of flow of hydraulic fluid from the hydraulic pump to the service equipment mounted on prior art trucks is typically done mechanically. A knob or rotating control connected to a throttle cable is made available to the driver. A gauge providing a reading indicative of the pressure of fluid flow is placed near the driver's compartment. In some prior art pavement sweepers, a hydraulic fluid pressure gauge is placed behind the driver's compartment. Thus to attain the desired setting on the fluid flow pressure gauge, the driver may have to turn around to look at the pressure gauge, then turn a knob to obtain a desired setting on a pressure gauge. The throttle cable which is mechanically attached to the knob adjusts a valve which regulates the pressure of hydraulic fluid to the service equipment on the back of the truck.
There is therefore a need in the art for a hydraulic fluid flow management system and method which is simple to use, easy to install and easy to service.

SUMMARY

The disclosed hydraulic fluid flow management system and method of the present invention is simple to use, easy to install, and easy to service.
The disclosed hydraulic fluid flow management system and method has three subsystems.
The first subsystem is the engine mounted hydraulic fluid pump and electrically operated flow control proportioning valve combination.
The second subsystem is the hydraulic fluid flow distribution manifold assembly. This manifold assembly guides the fluid to the various locations where it is needed. For example, in a pavement sweeper, the manifold assembly guides the hydraulic fluid to a fan motor. The fan motor turns the fan responsible for creating a negative pressure at the debris pick-up head and in the hopper. This negative pressure enables debris to be sucked into the hopper through the pick-up head.
The hydraulic fluid from the manifold assembly is also directed to the hydraulic cylinders which position the debris pick-up head in relation to the surface of the pavement and the hydraulic cylinders which cause the hopper to move to a dump position when it becomes necessary to empty the collected debris from the hopper.
Yet additional hydraulic fluid from the flow distribution manifold assembly is directed to a hydraulic motor which turns a small rotating curb broom and the hydraulic cylinder which positions the small rotating curb broom with respect to the ground surface being swept.
The third subsystem is the computer operated controller and display. The computer operated controller and display sends an electrical signal to the electrically controlled flow control proportioning valve to regulate the flow of hydraulic fluid from the engine driven variable displacement hydraulic piston pump.
The computer operated controller and display is mounted in the driver's compartment, typically in or under the dashboard. The flow control portion on the face of the computer controlled display is segmented into substantially ten percent increments up to 100%. In most situations, it is expected that the driver will set the computer controlled display somewhere between 60% to 100% flow.

BRIEF DESCRIPTION OF THE DRAWING FIGURES

A still better understanding of the hydraulic fluid flow management system and method may be had by reference to the drawing figures, wherein:

FIG. 1 is a side perspective view of a pavement sweeper as being an example of a vehicle on which the hydraulic fluid flow management system and method would have utility;

FIG. 2 is an exemplary schematic of a prior art hydraulic fluid flow system heretofore used on a vehicle such as shown in FIG. 1;

FIG. 3 is a macro flow chart illustrating the operation of the disclosed system and method;

FIG. 4 is a schematic flow chart illustrating the interconnection of the componentry of the disclosed system and method;

FIG. 5 is a schematic diagram illustrating the mounting of the hydraulic fluid pump on the engine of the vehicle; and

FIG. 6 is an elevational view of the computer operated display available to the operator of the disclosed system and method.

DESCRIPTION OF THE EMBODIMENTS

As explained above the hydraulic fluid flow management system and method of the present invention may be used on a variety of different types of vehicles or in different settings. The pavement sweeper 1000 shown in FIG. 1 and on which the following description is based is typically used by government agencies or by sanitation contractors for street sweeping and private companies for cleaning parking lots. Sweeper 1000 is but one example of the many types of vehicles on which the disclosed invention may be used.
As explained above prior art systems used on a sweeper 1000 as shown in FIG. 1 have used a mechanical cable and linkage assembly to increase or decrease the pressure from the engine driven hydraulic fluid pump. This change in pressure increases or decreases the flow of the hydraulic fluid. The speed of the fan assembly 1050 which creates the negative pressure at the pick-up head 1030 is determined by the hydraulic fluid pressure output to a fixed displacement axial piston hydraulic motor. In this prior art system, the axial piston hydraulic motor provides rotational force to turn the radial turbine fan assembly 1050 using a small separate fixed displacement gear pump. The small fixed displacement gear pump causes hydraulic fluid to flow through a valve to control a second fixed displacement gear pump attached to the rotating curb broom assembly. The rotational speed of the curb broom itself is adjusted by use of a mechanically controlled adjustable relief valve. The adjustable relief valve limits the amount of hydraulic fluid that can be returned to the hydraulic fluid storage tank.
The pavement sweeper 1000 shown in FIG. 1, like most road vehicles has four or more wheels 1020 which are mounted to a chassis frame 1040. Mechanical power which causes the wheels 1020 to turn, typically the rear wheels, is provided by an engine/transmission combination (not shown) located at the front of the vehicle 1000. In the vehicle 1000 shown in FIG. 1, the engine/transmission combination is located underneath the driver's compartment 1060. Such design is often referred to as a “cab over” design as the entire driver's compartment 1060 tilts forward to provide access to the engine/transmission combination. The remaining part of the vehicle 1000 is the space behind the driver's compartment 1060 wherein the equipment to be transported by the vehicle is placed. Those of ordinary skill in the art will understand that the system and method of the present invention may also be used in conventional vehicles where the engine is located in front of the driver's compartment.
At the very back of the equipment space is a hopper 1080 for holding the debris picked up from the pavement surface by the negative pressure at the pick-up head 1030. The hopper 1080 is made to tilt so that when the hopper is full of debris, the hopper 1080 may be positioned to enable the debris collected from the pavement surface to fall out. Such tilting of the hopper 1080 is caused by the extension of hydraulic cylinders (not shown) located underneath the hopper 1080.
As previously indicated, debris from the area of pavement being swept is lifted into the hopper 1080 by a negative pressure at the pick-up head 1030. This negative pressure is caused by a fan assembly 1050 located at the entrance to the hopper 1030. The position of the pick-up head 1030 is set to ride close to the ground surface to the enable the greatest removal of debris from the ground surface by the negative pressure at the pick-up head 1030.
Shown on the driver's side of the vehicle is a rotating curb broom assembly 1070. The rotating curb broom assembly 1070 loosens debris from the group surface and moves it toward the pick-up head 1030. Such rotation of the curb broom 1070 is caused by the rotation of a small motor. The rotating curb broom assembly 1070 is moved into a position wherein the ends of the bristles of the rotating broom will contact the ground surface being cleaned. Such location of the rotating broom 1070 is controlled by hydraulic cylinders. If desired, a second rotating curb broom assembly 1070 may be placed on the opposite side of the pavement sweeper 1000.
A still better understanding of an exemplary prior art fluid flow system 900 used on the vehicle 1000 such as that depicted in FIG. 1 may be had by reference to the exemplary prior art hydraulic fluid flow system 900 as shown in FIG. 2.
In FIG. 2, it may be seen that fluid flow begins at a hydraulic pump 910 whose output is controlled by a throttle cable 915 as discussed above. Fluid from the hydraulic pump 910 passes through a one-way valve 920 to a fan motor 925 which drives the fan mounted on the front of the hopper 1080. Recall that it is the fan which produces a negative pressure at the pick-up head 1030 which draws debris into the hopper 1080.
In the exemplary prior art fluid flow system shown in FIG. 2, the hydraulic fluid pressure and flow volume from the hydraulic fluid pump driven by the engine is typically not sufficient to supply the needed power to drive the pick-up head cylinders 930 or the hopper cylinders 935 particularly when the vehicle's engine is at idle speed. Thus an additional hydraulic pump 940 is needed to assure that the needed hydraulic fluid flow, at the desired pressure, is supplied. This additional hydraulic fluid flow is also used to provide hydraulic fluid to move the rotating curb broom assembly positioning cylinder 945 and to cause the curb broom motor 950 to turn. Appropriate valving 955, 960 is used to assure the flow of hydraulic fluid for controlling the operation of the hydraulically operated equipment. A hydraulic fluid reservoir 965 and filter 970 is used to assure that the proper amount of clean hydraulic fluid is supplied.
In many prior art systems, the nest of hoses and connections created from the implementation of the system shown in FIG. 2 is complicated, time consuming to install and difficult to service.
As shown in FIG. 3, the system and method of the present invention 100 is implemented by the use of three subsystems. The first subsystem 200 is the engine mounted, variable displacement hydraulic piston pump 210 and electrically operated flow control proportioning valve 220 combination. Rotational power for the variable displacement hydraulic piston pump 210 is provided directly from the front of the crank shaft of the vehicle's engine using a pulley which engages a dedicated belt. To assure proper tensioning of the dedicated belt at all times, a belt tensioner made by the Gates Corporation of Denver, Colo. is used.
The variable displacement hydraulic piston pump 210 used in the preferred embodiment is made by Casappa of Parma, Italy. The flow control proportioning valve 220 is made by Hydraforce, Inc. of Lincolnshire, Ill. Unlike prior art systems, the variable displacement hydraulic piston pump 210 of the disclosed system and method is mounted directly to the engine block and cylinder head. Such mounting to the engine block and cylinder head reduces the vibration felt by the driver when a prior art hydraulic fluid pump is mounted to the frame of the vehicle. Such mounting of the variable displacement hydraulic piston pump 210 to the engine also provides extended life for the variable displacement hydraulic piston pump drive belt.
The flow of hydraulic fluid exiting the variable displacement hydraulic piston pump 210 passes through the electrically operated flow control proportioning valve 220 before entering the hoses which lead to the flow distribution manifold assembly 230 located in the equipment space behind the driver's compartment.
Within the flow distribution manifold assembly 230 is a fluid flow divider configuration. The fluid flow divider configuration assures that the needed amount of hydraulic fluid at the required pressure is provided to the motor which drives the radial turbine fan assembly 240. The hydraulic cylinders 250 which cause the hopper to tilt, the hydraulic cylinders which position the pick-up head, the hydraulic cylinder(s) which position the rotating curb broom(s) and the motor(s) which turn the rotating curb broom(s) also are placed downstream from the manifold assembly 230. All required valving is contained within the flow distribution manifold assembly 230. Thus, if there is an operational problem, a service technician does not need to troubleshoot the entire hydraulic system; rather, the modular flow distribution manifold assembly 230 is simply replaced.
Within the driver's compartment 1060 is the computer operated controller and display 260 which governs the operation of the electrically operated flow control proportioning valve 220. When the vehicle is not being used for cleaning an area of pavement, there is a switch available to the driver which places the hydraulic fluid flow management system 100 in a shut-down mode or “road mode”. The road mode saves fuel. When the vehicle arrives at a new job site, the road mode of operation is turned off and a “sweep mode” operation is initiated.
Control over the speed of the rotating curb broom assembly 1070 and the amount of negative pressure at the pick-up head 1030 is directly related to the volume of hydraulic fluid flow. To set the amount of hydraulic fluid flow, the driver is presented with a computer operated visual monitor connected to a controller 260. The visual monitor has a display resembling a bar graph as described below. The low flows of hydraulic fluid are represented by a short vertical bar as a percentage on the left side of the display and the higher flows of hydraulic fluid being represented as a longer vertical bar on the right side of the display. While normal operation is at full flow or at a substantially 100% on the bar graph display. Certain dusty conditions are better cleaned with a lower flow of hydraulic fluid such as substantially 70%.

Operation

The electrically operated flow control proportioning valve 220 is used to either increase or decrease the flow of hydraulic fluid emitted by the engine driven variable displacement hydraulic piston pump 210. As the level of flow of hydraulic fluid to the fixed displacement axial hydraulic motor 242 which turns the radial turbine fan assembly 240 increases, the pressure of the hydraulic fluid also increases. This increase in hydraulic fluid pressure increases the horsepower output, related to the quantity of hydraulic fluid flow, and the torque output, related to the flow pressure of the hydraulic fluid. Thus, the speed of the radial turbine fan assembly 240 spools up as the horsepower and torque increase.
Changes in the flow of hydraulic fluid are regulated and controlled by driver inputs to the computer operated controller and display 260 mounted in the driver's compartment 1060. As previously indicated, the computer operated controller and display 260 has two modes, a road mode and a sweep mode. The road mode is used when the vehicle is traveling between jobs and there is no need for a flow of hydraulic fluid to the equipment on the back of the vehicle. In the sweep mode hydraulic fluid is provided to the equipment on the back of the vehicle. In the road mode the electrically operated flow control proportioning valve 220 is set to 0% flow. In the sweep mode, the electrically operated flow control proportioning valve 220 is energized according to a setting established by the driver.
The logic in the computer operated controller and display 260 is programmed with a short ramp up function to prevent a sudden impact on the drive belts and engine components. The ramp up function also provides a soft start to the hydraulic fluid power management system 100 and the variable displacement hydraulic piston pump 210 mounted on the engine.
The computer operated controller and display 260 also retains a memory between the road mode and the sweep mode. This memory eliminates the need for the driver to reset the hydraulic power management system 100 each time there is a switch from road mode to sweep mode.
The computer operated controller and display 260 also controls the rate of hydraulic fluid flow increase and then converts the input signal into the vertical bar graph 262 on the drivers display where each bar represents a substantially 10% increase in the flow of hydraulic fluid as shown in FIG. 6. The driver simply pushes a button to display the desired amount of flow and the proper electrical signals are sent to the flow proportioning valve 220. To centralize control, the computer operated controller and display 260 also includes an icon 264 verifying that the vehicle is in the sweep mode. Operation of optional equipment such as the curb broom, a spot light, flashing warning lights, dust suppression water flow, and the position of the hopper may all be represented by icons 266, 268, and 270 respectively on the computer operated display 260.
The hydraulic fluid exiting the variable displacement hydraulic piston pump 210 is directed to a flow distribution manifold assembly 230 which may be mounted in close proximity to the equipment powered by the flow of hydraulic fluid. As shown in FIG. 4, the flow distribution manifold assembly 230 contains all of the necessary componentry to direct the flow of hydraulic fluid as well as relief pressure in the rotating curb broom assemblies and both the hopper and pick-up head hydraulic cylinders. The design of the flow distribution manifold assembly 230 allows for easy adjustment and maintenance. The need for a complicated nest of fitting and hoses to connect the various pilot operated check valves, relief valves, check valves and solenoid valves is eliminated by use of the disclosed system and method.
As may be seen in FIG. 4, the variable displacement hydraulic piston pump 210 output flow is limited by the electrically operated flow control proportioning valve 220. Hydraulic fluid entering the hydraulic fluid flow distribution manifold assembly 230 passes through a filter 211 on its way to the control valve 231, relief valve 232 and a check valve 233 combination. The hydraulic fluid which does not pass through the pressure/flow control 234 operates the hydraulic cylinders 252 which tilt the hopper and the hydraulic cylinders 254 vertically position the pick-up head as well as operate the fan motor 242. The hydraulic fluid which flows through the pressure/flow control 234, the second flow control valve 235, relief valve 236 and check valve 237 combination and goes on to operate the cylinder 256 which positions the rotating curb broom assembly, and the motor 257 which causes the rotating curb broom to turn. As may be seen in FIG. 4 a flow control check valve 258 is placed between motor 257 and cylinder 256. Both the variable displacement hydraulic piston pump 210 and the electrically operated flow control proportioning valve 220 are protected by filters 211, 221.
Another key feature of the disclosed system and method are the two auxiliary hydraulic fluid power ports 260, 262. Such power ports 260, 262 enable a variety of equipment to be mounted to the disclosed sweeper. For example, a hydraulically operated positionable snow plow could be mounted to the front of the sweeper and a hydraulically operated sand spreader could be attached to the rear of the sweeper. If the sweeper is used to clean up an area following a storm, one auxiliary power port could be used to power an arm for picking up small trees or branches and loading them on to another vehicle. The other power port could be used to power a trailer mounted chipper for chopping up small trees or branches and sending the wood chips to another vehicle.
As shown in FIG. 5, the variable displacement hydraulic fluid piston pump 210 receives power from a dedicated drive belt 302 connected to a pulley 304 mounted on the end of the crankshaft of the engine. Brackets 306, 308 may be used to mount the variable displacement hydraulic fluid piston pump 210 to the top of the engine for easy assembly and maintenance. Existing serpentine belts 312, 314 shown in dashed lines may still be use to power the various items typically driven by the engine such as a water pump 316, an air conditioner compressor 318, an alternator and/or power steering pump 322. In the preferred embodiment the variable displacement hydraulic fluid piston pump 210 is driven with an eight groove, shallow V-belt which is tensioned by a spring loaded tensioner 324 as described above.
The disclosed system and method provides the following advantages:

- a single hydraulic fluid pump can be used to operate multiple items of hydraulically powered equipment whether the equipment is vehicle mounted, trailer mounted, or in a fixed location;
- auxiliary hydraulic fluid power ports are provided; the flow controls, relief valves, etc. are contained in a modular distribution manifold assembly;
- all items of service equipment may be operated while the engine remains at idle speed;
- the system may be installed on a vehicle without having to move parts of the truck installed by the truck manufacturer;
- the system is emission free and is eco-friendly as it may be used with biodegradable hydraulic fluid.

While the disclosed system and method has been explained according to the illustrated embodiment, those of ordinary skill in the art will understand that numerous other embodiments and modifications thereof may be made without departing from the disclosed system and method. Such other embodiments and modifications shall be included within the scope and meaning of the appended claims.

Claims

1. A hydraulic fluid flow management system for use on a vehicle having an engine positioned in an engine compartment, a compartment for the driver of the vehicle, and a space for the mounting of equipment made operable by the use of flowing hydraulic fluid, said hydraulic fluid flow management system comprising:

a hydraulic fluid pump system; said hydraulic fluid pump system including a pump mounted to the engine of the vehicle in a position enabling the receipt of rotational power from the engine and an electrically operated flow control proportioning valve;

a hydraulic fluid flow distribution manifold for guiding the flow of hydraulic fluid from said hydraulic fluid pump system to the equipment made operable by the use of flowing hydraulic fluid;

a controller located in the compartment for the driver of the vehicle to enable the driver to control said electrically controlled flow control proportioning valve.

2. The hydraulic fluid flow management system as defined in claim 1 wherein said pump mounted to the engine of the vehicle is a variable displacement hydraulic piston pump.

3. The hydraulic fluid flow management system as defined in claim 1 wherein said hydraulic fluid flow distribution manifold is a modular unit mountable in the space for mounting equipment made operable by the use of flowing hydraulic fluid.

4. The hydraulic fluid flow management system as defined in claim 1 where said controller enables control of the flow of hydraulic fluid in substantially ten percent increments.

5. The hydraulic fluid flow management system as defined in claim 1 further including at least one auxiliary hydraulic fluid power port

6. A pavement sweeping vehicle comprising:

a vehicle chassis and drive train, said vehicle chassis and drive train including a frame, a set of supporting wheels attached to said frame, an engine and transmission combination for propelling the pavement sweeping vehicle attached to said frame;

a driver's compartment mounted to said frame, said driver's compartment containing controls for operating the pavement sweeping vehicle;

a hydraulically operated pavement sweeping system attached to said frame, said hydraulically operated pavement sweeping system including a fan, a positionable debris pick-up head assembly and at least one positionable curb broom assembly;

a hydraulic pump system, said hydraulic pump system including a pump mounted to said engine in a position enabling the receipt of rotational power from the engine and an electrically controlled hydraulic fluid flow proportioning valve;

a hydraulic fluid flow distribution manifold for guiding the flow of hydraulic fluid from said hydraulic fluid pump system to said fan, said positionable debris pick-up head assembly and said positionable curb broom assembly;

a controller located in the driver's compartment to enable the driver to electrically control said fluid proportioning valve.

7. The pavement sweeping vehicle as defined in claim 6 wherein said pump mounted to said engine is a variable displacement hydraulic piston pump.

8. The pavement sweeping vehicle as defined in claim 6 wherein said hydraulic fluid flow distribution manifold is a modular unit mounted within the hydraulically operated pavement sweeping system.

9. The pavement sweeping vehicle as defined in claim 6 wherein said controller enables control of the flow of hydraulic fluid in substantially ten percent increments.

10. A method for managing the flow of hydraulic fluid for use on a vehicle having an engine positioned in an engine compartment, a compartment for the driver of the vehicle, and a space for the mounting of the equipment made operable by the use of flowing hydraulic fluid, said method comprising the steps of:

mounting a hydraulic fluid pump system in a position to be driven by the engine, said hydraulic fluid pump system including a pump and an electrically controlled fluid flow proportioning valve;

mounting a hydraulic fluid flow distribution manifold to the vehicle for receipt of hydraulic fluid from said flow proportioning valve and guiding the hydraulic fluid to equipment made operable by the use of flowing hydraulic fluid;

mounting a controller in the compartment for the driver of the vehicle to enable the driver to electrically control said fluid flow proportioning valve.

11. The method as defined in claim 10 wherein said pump is a variable displacement hydraulic piston pump.

12. The method as defined in claim 10 wherein said hydraulic fluid flow distribution manifold is a modular unit mountable within the space for the mounting of the equipment made operable by the use of flowing hydraulic fluid.

13. The method as defined in claim 10 wherein said controller enables control of the flow of hydraulic fluid in substantially ten percent increments.

14. A hydraulic fluid flow management system including an engine and equipment made operable by the use of flowing hydraulic fluid, said hydraulic fluid flow management system comprising:

a hydraulic fluid pump system; said hydraulic fluid pump system including a pump mounted to the engine to enable the receipt of rotational power from the engine and an electrically operated flow control proportioning valve;

a hydraulic fluid flow distribution manifold assembly for guiding the flow of hydraulic fluid from said hydraulic fluid pump system to the equipment made operable by the use of flowing hydraulic fluid;

a controller to enable the control of said electrically controlled flow control proportioning valve.

15. The hydraulic fluid flow management system as defined in claim 14 wherein said pump is a variable displacement hydraulic piston pump.

16. The hydraulic fluid flow management system as defined in claim 14 further including as least one auxiliary hydraulic fluid power port

17. A method for managing the flow of hydraulic fluid for use with equipment made operable by the use of flowing hydraulic fluid, said method comprising the steps of:

mounting a hydraulic fluid pump system in a position to be driven by an engine, said hydraulic fluid pump system including a pump and an electrically controlled fluid flow proportioning valve;

mounting a hydraulic fluid flow distribution manifold to the engine for receipt of hydraulic fluid from said flow proportioning valve and guiding the hydraulic fluid to equipment made operable by the use of flowing hydraulic fluid;

positioning a controller to enable electrical control of said fluid flow proportioning valve.

18. The method as defined in claim 17 wherein said pump is a variable displacement hydraulic piston pump.

19. The method as defined in claim 17 wherein said hydraulic fluid flow distribution manifold is a modular unit mountable within the space for the mounting of the equipment made operable by the use of flowing hydraulic fluid.

20. The method as defined in claim 17 wherein said controller enables control of the flow of hydraulic fluid in substantially ten percent increments.