Hydraulic Accumulator Phase II

• Basic equipment and circuits of a hydraulic system

• As shown in the figure motor speed is controlled by adjusting valve A to control
spill .
• This circuit could be of windlass or deck crane .in case of circuit of windlass motor
shaft will be doing the duty of heaving up load of anchor and chain .
• Five main components are being used for power transmission in hydraulic system
• 1.hydraulic pump to convert mechanical energy into hydraulic energy .
• 2. valves to transfer and control this hyd energy .
• 3.hydraulic cylinders to convert hydraulic energy into linear force and motion .
• 4.hydraulic motors to convert hydraulic energy into continuous rotary motion .
• 5.Ancillary equipment including filters ,heat exchangers ,tanks ,pipes etc to
complete circuit .
• Hydraulic accumulators
• In a hydraulic system the pump size ie flow rate and hence electric motor power
is determined by maximum requirements of actuators .
• By providing an accumulator pump size can be reduced .
• Most accumulators operate by compressing a gas .(older and smaller
accumulators may work by compressing a spring or lifting a weight within a
cylinder )
• The most common form is gas filled bladder accumulator .
• Accumulators can also be used to act as buffers on a system to absorb shocks and
accommodate pressure spikes .
• They act in a similar way to a capacitor in an electric circuit .
• However it brings additional danger into system as high pressure exists in the
circuit even though pump has been stopped .
A hydraulic accumulator is a pressure storage reservoir in which an
incompressible hydraulic fluid is held under pressure that is applied by an
external source of mechanical energy. The external source can be an
engine, a spring, a raised weight, or a compressed gas.[note 1] An
accumulator enables a hydraulic system to cope with extremes of demand
using a less powerful pump, to respond more quickly to a temporary
demand, and to smooth out pulsations. It is a type of energy storage device.
Compressed gas accumulators, also called hydro-pneumatic accumulators,
are by far the most common type.
• Hydraulic cooler and heat exchangers
• On many occasions hydraulic oil requires heating so that viscosity can be
reduced to operation level otherwise relief valve may get lifted due to
excessive pressure build up especially in extreme cold conditions .Oil temp
should be kept below 50 deg C in normal running conditions .In small systems
heat lost through reservoir walls is sufficient to keep oil temp low but in large
systems additional cooler is required .Overheating may cause rapid oxidation of
hydraulic fluid and deterioration in performance of machinery .
• Ram and Rotary vane Actuator –
• A hydraulic system is about moving ,gripping or applying force to an
object .Devices which actually achieve this objective are called actuators and are
two basic types
• Linear actuators are used to move an object or apply force in a straight line .it is a
cylinder or ram .
• Rotary actuators are hydraulic equivalent of electric motor .For a torque or power
a rotary actuator is more compact than equivalent motor .Basic rotary actuator is
vane type motor .
• Ram Type Actuator
• Figure shows a simple 2 ram hydraulic steering gear actuator .Rudder is attached
to rudder stock .Rudder stock can be made to turn on its polar axis between 35
deg P and S by movement of tiller arm .Movement of tiller arm is shown by
dotted lines and is possible by to and fro movement of hydraulic rams .Variable
displacement ,reversible flow swash plate pump can make rams to move to and
fro by controlling flow rate and direction of hydraulic oil .
Rotary vane type
With this type of steering gear a vaned rotor is securely fastened onto the rudder
stock (Figure 12.9). The rotor is able to move in a housing which is solidly attached
to the ship's structure. Chambers are formed between the vanes on the rotor and
the vanes in the housing. These chambers will vary in size as the rotor moves and
can be pressurised since sealing strips are fitted on the moving faces. The
chambers either side of the moving vane are connected to separate pipe systems
or manifolds. Thus by supplying hydraulic fluid to all the chambers to the left of the
moving vane and drawing fluid from all the chambers on the right, the rudder stock
can be made to turn anti-clockwise. Clockwise movement will occur if pressure and
suction supplies are reversed. Three vanes are usual and permit an angular
movement of 70~ the vanes also act as stops limiting rudder movement. The
hydraulic fluid is supplied by a variable delivery pump and control will be electrical,
as described earlier. A relief valve is fitted in the system to prevent overpressure
and allow for shock loading of the rudder.
• Hydraulic System common failures and remedial measures
• High pressures mean smaller and lighter systems but the range of
components is limited and they require superior operating and
maintenance conditions . Conversely, low pressure systems permit the
choice of a wide range of components but need large cylinders to
transmit the power and correspondingly large valves, piping and
pumps to move the high volume of oil required. Low pressure systems
are generally operated as open loops. Rotary vane units come within
the lower pressure range (60 to 75 bar )because of sealing difficulties
at higher pressures. In general, the higher the working pressure with
consequential smaller working clearances and smoother working
surfaces, the greater will be the sensitivity of the components to
contamination. Whilst low pressure radial pumps (e.g. HeleShaw type)
will operate with oil level contamination up to 100 microns, axial
piston pumps require filtration at 10 microns and may fail if subjected
to particles of nominal size of 20 microns.
The designer will certainly have chosen the level of filtration with care and, from
safe operational considerations, it is essential that engineer officers ensure that
replacement filters are ordered to the original specifications. A lower level of
filtration may lead to rapid deterioration of the system whilst use of finer filters
may lead to flow reductions, cavitation at pump suctions, rapid clogging of filters
and bypassing of contaminants or unnecessarily frequent cleaning or replacement
of filters. Contamination may: a) be taken into the system during manufacture,
assembly or installation or during repairs; b) be taken into the system during
service; c) result from mechanical wear and erosion; or d) arise from chemical
reactions in the system. Pouring in oil from open containers such as buckets should
be avoided if possible and many systems are provided with permanently connected
hand pumps to prevent contamination from this procedure.
Since oil which has been handled or stored in reserve tanks may include
contaminants or corrosion products, an appropriately sized filter should be
included in the filling line. Attention to leaks will lessen the possibility of
contaminants being added with the make-up oil. If a filter is not provided in the
reservoir air pipe, solid air-borne particles may enter the system. The area around
air cocks, sampling points and filter bodies should be kept clean and dust free to
prevent ingress of dirt during routine operations. Opening up the system presents
the greatest potential for ingressed contamination and if it is essential to work on
hydraulic pumps and
control systems in the unsuitable conditions on board ship or in most shipyards,
every precaution must be taken and reference made to the manufacturer's
literature. In particular, if it should be necessary to drain down the system without
renewal of the oil, sufficient scrupulously clean containers and effective sealing
arrangements should be provided. System generated contamination arises from
the abrasion of seals and bearing surfaces. The solid contaminants will, if not
filtered out, cause further abrasion and progressive deterioration. Small particles
may, during period of agitation, form agglomerations (e.g. 100 microns or more)
which are of greater size than the working clearances. In addition to their abrasive
effect, the solid particles deplete the oxygen inhibitor of the oil and thus increase
the potential for corrosion.
Particle agglomeration
During this process, particles dispersed in the liquid phase stick to each
other, and spontaneously form irregular particle assemblages, flocs, or
agglomerates. This phenomenon is also referred to as coagulation or
flocculation and such a suspension is also called unstable.
Chemical reactions can occur due to:
a) presence of water (e.g. condensation in reservoir following shutdown or during
maintenance);
b) b) salt (from sea water cooler leaks, spray droplets during maintenance or fluid
passage over dry salt covered surfaces);
c) c) oxygen;
d) d) a combination of the effects of two or three of water, salt and oxygen.
Corrosion products formed within the system can lead to a progressively
deteriorating condition of the system. Their abrasive action exposes clean metal
surfaces to further corrosion and the corrosion inhibitor of the fluid becomes
depleted
Oxidation of the hydraulic fluid is accelerated when it becomes locally overheated
within the pump casing or when the oil temperature rises generally due to
prolonged operation with a low reservoir level. The oil may develop a brownish
black appearance, lose viscosity, become acidic and, in extreme cases, form
sludges. Fluid samples should be taken regularly to determine the condition of the
fluid. Analysis will determine whether the pH value is satisfactory, or the fluid is
breaking down chemically, or indicate the presence of particulate matter. The sizes
of solid particle contaminants in hydraulic systems are usually expressed in micro-
metres (µm) or microns. This unit is 10-6 metres . For comparative purposes, the
unaided human eye can resolve particles of about 40 microns and steering gEZar
manufacturers are specifying filtration levels of 10 microns for the main hydraulic
circuit and 3 microns for the servo systems. This comparison indicates the
extremely small size of
the contaminating particles and the corresponding care required when oil is added
to the system, when filter elements are replaced, or when maintenance is being
undertaken. The level of filtration required for a steering gear installation depends
upon the contamination sensitivity of the individual components in the hydraulic
circuits. A single suction side filter of 100 microns or more may be satisfactory for a
low pressure radial piston pump whilst several filters may be required in
complicated systems with high pressure axial pumps. Control systems may be
provided with filtration levels down to 3 microns.
Particles greater in size than the working clearances (chips) can cause catastrophic
failure whilst smaller particles in the range 3 to 15 microns (silt) can conglomerate
and cause sluggishness and wear and lead to intermittent failures in operation. All
engineer officers should be aware of the position of the filters which will have been
determined from practical considerations. The inlet side of pumps is always
provided with a filter capable of removing chips and suction side filtration levels
are normally between 50 microns and 100 microns mesh strainers but it is
sometimes necessary to provide even finer filtration for the protection of the
bearing surfaces. However, if possible, silt filters are sited elsewhere in the circuit
because of the high pressure drop due to the viscosity of the fluid. This pressure
drop could cause cavitation and conse
quent damage to the pump and a bypass arrangement would be necessary to
prevent starvation at the pump entry during cold starts. In open loop systems, a silt
filter in the return line to the reservoir would intercept all the oil subsequently to
be returned to the system (Fig 8). In partially open loop systems a proportion of the
charge pump discharge is generally passed through a return line filter to control the
silt generated in the system. In systems fitted with single uni-directional pumps, full
flow silt filters with automatic bypass at pressure differences of around two bars
may be sited in the pump discharge.
It is not possible to state specific periods for filter element cleaning or renewal, but
spare elements should always be available and action must be taken when clogging
indicators show increased pressure drops. If filters begin to choke, servo-systems
will become sluggish and this may be noticed by the deck department during
manoeuvring. Particular attention should be paid to the filters following repairs or
in new systems during the running-in period of, e.g., the sealing arrangements of
rotary vane gears. If contamination is present the filter should be cleaned at short
intervals until it stays clean. Even in the absence of excessive pressure drops, it is
good practice to examine the silt filters annually as a check on the condition of the
system. Chip filters in reservoirs should not require examination more often than
annually, or even only when the tank is opened up for examination. It must be
emphasised that filter elements should be replaced before they give rise to
unacceptably high pressure drops which may lead to failure of the filter medium or
opening of the by pass valve if fitted, and that, before opening up filters, the area
around the joining surfaces should be thoroughly cleaned.
Anchor handling equipment
The windlass is the usual anchor handling device where one machine may be used
to handle both anchors. A more recent development, particularly on larger vessels,
is the split windlass where one machine is used for each anchor. One unit of a split
windlass is shown in Figure 10.2. The rotating units consist of a cable lifter with
shaped snugs to grip the anchor cable, a mooring drum for paying out or letting go
of mooring wires and a warp end for warping duties. Each of these units may be
separately engaged or disengaged by means of a dog clutch, although the warp end
is often driven in association with the mooring drum. A spur gear assembly
transmits the motor drive to the shaft where the various dog clutches enable the
power take-off. Separate band brakes are fitted to hold the cable lifter and the
mooring drum when the power is switched off.
The cable lifter unit, shown in Figure 10.2, is mounted so as to raise and lower the
cable from the spurling pipe, which is at the top and centre of the chain or cable
locker. Details of the snugs used to grip the cable and of the band brake can be
seen. Anchor capstans are used in some installations where the cable lifter rotates
about a vertical axis. Only the cable lifter unit is located on deck, the driving
machinery being on the deck below. A warping end or barrel may be driven by the
same unit and is positioned near the cable lifter. First photo below is of anchor
capston and second photo is of anchor capston with hyd drive for smaller vessels.
• Windlass
• It is designed primarily for handling anchor but is frequently used handling lines
and warps .
• It may be powered by steam engine ,hydraulic motor or electric motor .

• Construction
• Basic design consists of a primary shaft ,intermediate shaft and two main half
shafts with corresponding pinion and gear wheels.
• Primary shaft is driven by worm and worm wheel through a worm shaft from
electric motor .
• Each main half shaft carries a cable lifter which has snugs (sprockets or
projections) around its circumference of size and pitch to suit the links of anchor
cable .
• Cable lifters are not fixed on shafts but free to rotate independent of shaft
• A screw operated steel band brake is fitted around a brake drum on outer edge of
rim of cable lifter .
• This brake is for controlling the speed of cable when paying out cable and for
locking it stationary when required .
• Main gear wheel is only sliding fit and keyed to its half shaft .
• This arrangement allows main gear wheel to be moved laterally to and fro for
clutching and declutching .
• Each end of intermediate shaft is extended through a dog clutch to carry a
warping drum .

• Working
• To drop either of anchors using mechanical brake
• Pull up on anchor chain sufficiently to remove chain stopper .For this we have to
engage main gear wheel with cable lifter and use electric motor or whatever
prime mover is provided.
• Release brake controlling speed of cable paying out by using brake handle .
• Apply brake on cable lifter when anchor is dropped to desired depth and place
chain stopper in holding position .chain stopper relieves windlass of much stress
while at anchor .

• To heave in either anchors

• Make sure main gear wheel is engaged
• Apply brakes on both cable lifters .
• Release brake on cable lifter to be used ,start motor and heave in anchor by
controlling speed of motor .
• When anchor is heaved in (pulled up ) anchor gets housed at the end of hawse
pipe .Some times anchor cable comes to sudden stop ie anchor reaching the end
of hawse pipe but motor continues to rotate due to rotational inertia .this causes
excessive stress or shock load on motor .
• To avoid this slipping clutch is fitted between motor and gearing .
• When windlass gearing side shaft comes to sudden stop ,motor side of shaft will
slip and continue to rotate .
• Tighten brake on cable lifter when anchor is raised .
• Place chain stopper pawl in chain holding position .