Ground-breaking Project successfully crosses the Atlantic Ocean

A pioneering project, supported by Rotec Hydraulics Ltd, has achieved a fully autonomous ship sail across the Atlantic Ocean.

Solo and unaided, the Mayflower Autonomous Research Ship (MAS) set sail from Plymouth harbour in the UK and reached its end destination of Plymouth USA on 30th June 2022 after 36 days at sea and 3,900 miles, having made two stops in Horta (Azores) and Halifax (Canada).

The futuristic vessel was powered by AI and powered using renewable solar energy technology, and a backup diesel generator for night sailing. Throughout the journey, the vessel collected data that researchers hope will provide critical information in the battle to safeguard the future of our oceans. A challenging project relied on a diverse team that spanned 10 countries and 3 continents, including Rotec Hydraulics Ltd.

ProMare, a US based non-profit organisation with a branch in Plymouth UK, teamed up with IBM to build the third Mayflower and asked Rotec to supply a range of hoses and hose assemblies to support the project. Rotec was also pleased to be able to help spread the word of crowdfunding efforts at the start of the project.

Brett Phaneuf, Managing Director of the MAS Project, commented:

 “[The Mayflower Project is] ushering us into a new phase of oceanographic and climatological research with state-of-the-art technology.”

Paddy Dowsett – Project Manager, MSubs says:

“This project brings a number of new  technologies together in a way that hasn’t been done before. There are some smaller autonomous crafts in existence, however nothing anywhere near this scale in terms of size and technicality.”

Find out more about the project, including live video stream when the vehicle is on a mission and footage from previous journeys at https://www.mas400.com/.

Rotec deliver custom upgrade and HPU builds for leading manufacturer

Recently designed and manufactured, engineers at Rotec Hydraulics Ltd have completed a bespoke project for a market-leading manufacturer.

The British-based company specialise in the manufacture of electronic valve actuators for large fluid flow applications, for example within the oil and gas, water and power industries. The actuators produced are a considerable size and as such, part of the development process includes dynamic load testing. The actuators connect to a test cylinder via a screw thread; as the actuators move the screw thread up and down, this in turn pushes and pulls a hydraulic cylinder.

 Full of hydraulic fluid, the operators were manually operating needle valves to restrict the flow of the hydraulic fluid within the cylinders in order to vary the amount of load on the actuator. Thus, Rotec design engineers developed two key upgrades to this current setup which were:

  • Electrify the load control valves so they can be operated by a computer.
  • Create a power pack which can induce a given pressure inside the test cylinder bores.

 The newly custom-designed system reuses the current cylinders that vary in size from 63mm in diameter to 203mm. To accommodate for this, different sized stands with varying tank sizes have been manufactured to accommodate the extra capacity whilst the control components remain the same. The stands consist of:

  • A custom powder coated steel frame.
  • An aluminium reservoir.
  • Dual electronic proportional pressure relief valves.
  • Dual manual needle valves.
  • Dual ball valves.
  • Quick connect ports for the power pack to connect to.
  • Output ports which connect to the test cylinder.

In addition to this, Rotec developed and built three identical standalone hydraulic power unit (HPU) systems which can create steady state pressures inside the test cylinders bores to eradicate erroneous pressure lag errors. Features include:

  • Powder coated mild steel tank construction.
  • 3 phase motor coupled to a gear pump.
  • Air blast oil cooler.
  • Direction control valve.
  • Dual proportional relief valve.
  • Electronic control box.
  • Stainless steel tool tray.
  • Whole unit is mounted on castors for easy manoeuvrability.

For more information on Rotec’s capabilities, including project case studies, visit www.rotec.net.

Rotec Deliver Vessel Overhaul at A&P Falmouth

Rotec’s Electrical Mechanical Services team have recently carried out significant maintenance and overhaul works on the vessel Norbay at A&P Falmouth.

Originally built in Rotterdam in 1994, Norbay and her sister Norbank were two of the first of a new generation of ‘super freighters’. The vessel is currently used as a car, passenger and freight ferry in the Irish Sea for P&O Ferries.

Specialists in alternators and generators, Rotec’s Electrical Mechanical engineers have completed a significant overhaul project on the vessel Norbay, on-site at A&P Falmouth. The work included:

  • On-site Aft Bow Thrust Overhaul inc. internal inspection, replacement bearings, rebuild, testing and full works report
  • Port Alternator Clean and Bearing Change
  • Main Vehicle Deck Aft Cargo Fan Overhaul inc. collection from dockside to Rotec workshop inspection, steam clean, re varnish, new bearings, dynamic balancing, testing and reinstall
  • Cargo Fans motors overhaul.

The work carried out will ensure the continued performance and availability of the vessel. Greg Sandy, Business Development Manager and part of Rotec’s Electrical mechanical Services team said:

“Rotec are proud of their strong relationship and partnership with A&P Group in Falmouth, which sees us providing quality services and solutions.

“Our extensive range of services and products, combined with the experience and knowledge of our technical team has given us the well-deserved reputation for being a trusted provider of quality Electrical Mechanical Services.”

Rotec have been trading for over 30 years and take pride in delivering project specific solutions, sustainable results and added value to their clients. For more information on our Electrical Mechanical Services offer, click here.

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A basic guide to hydraulic oil

Hydraulic oil is a non-compressible fluid that is used to transfer power within hydraulic machinery and equipment, and lubricates system components. It is crucially important to regularly check and maintain a system’s hydraulic fluid.

Hydraulic oil can be synthetic or mineral based. Other chemical additives are often added to hydraulic fluid to maintain or improve performance of the oil and the equipment within the hydraulic system. The additives can help to prevent corrosion, rusting and water contamination. It is critical the appropriate oil is chosen for each system. Using the incorrect oil can lead to performance issues and potentially system and component damage.

Additives may include anti-freeze for oils that are been used in harsh, cold environments. In the event of high temperatures, which in turn would lower the oil’s viscosity and increase the risk of leakages, additives may be added to maintain a suitable viscosity for the system being used.

If hydraulic fluid is being used in a high pressure condition, heavy-duty oil is necessary. Heavy-duty hydraulic oil often contains additives that prevent wear.

Biodegradable and environmentally-friendly oils are excellent for those working in sectors that may pose a potential risk of oil spills or leak, and thus environmental contamination. The oils, which are made of rapeseed and other vegetable oils, are also great for businesses with sustainability awareness and targets.

Hydraulic oil life

It’s important to maintain healthy hydraulic systems and components, a crucial part of this is looking after your hydraulic oil.

Modern hydraulic systems are typically smaller and use less oil during operation. Pumps can also produce a lot more output, subsequently producing higher pressures. Less oil means higher fluid temperatures – which in turn, increases oxidation and thermal stress on the additives on the oil. 

Several factors can influence hydraulic oil longevity including:

  • Oil quality
  • Working conditions
  • Oil temperature
  • Oxidation
  • Contamination.

Within the right environment and with the correct maintenance, a high quality oil may last longer than six months. 

For technical support and more information about choosing and maintaining hydraulic oil for your systems, contact Rotec via sales@rotec.net or phone 01823 348900. 

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A guide to hydraulic motors

Axial piston, radial piston, hydraulic gear or hydraulic vane – there are numerous types of hydraulic motors.

When operated, a hydraulic motor uses hydraulic pressure to rotate. Power fluid enters the hydraulic motor, turning the shaft. The volume of oil supplied by the pump determines the velocity of the motor. Thus, the torque generated is dependent on the amount of supplied pressure.

Axial piston motors

Axial piston motors use a bent axis design or a swash plate principle. The fixed displacement type works as a hydraulic motor and can be used in open and closed circuits. In contrast to this, the variable displacement type operates like a hydraulic pump.

In the bent axis design, pistons move to and fro within the cylinder block bores. This movement is converted into rotary movement via the piston ball joint at the driving flange. In the swash plate design, pistons move to and fro in the cylinder block. Subsequently it revolves and turns the drive shaft via the connected cotter pin.

Radial piston motors

Highly efficient and usually long-lasting, radial piston motors provide excellent low speed operation with high efficiency and generate high torque at relatively low shaft speeds. Referred to as LSHT – Low Speed High Torque motors, the low output speed means in some cases a gearbox is not required.

Radial piston motors are commonly found in: excavators, cranes, ground drilling equipment, winch drives, concrete mixers, trawlers and plastic injection moulding machines. Generally, there are two basic types of radial piston motors – crankshaft radial piston motor and multilobe cam ring design. Other types of radial piston motors include compact radial piston motors, dual displacement radial piston motors and fixed displacement radial piston motors.

Hydraulic gear motors

A hydraulic gear motor consists of two gears: the driven gear (attached to the output shaft by way of a key) and the idler gear. High pressure oil is ported into one side of the gears, where it flows around the periphery of the gears, between the gear tips and the wall housing, to the outlet port. The gears then mesh, not allowing the oil from the outlet side to flow back to the inlet side.

For lubrication, the gear motor uses a small amount of oil from the pressurized side of the gears, bleeds this through the (typically) hydrodynamic bearings, and vents the same oil either to the low pressure side of the gears, or through a dedicated drain port on the motor housing.

One very important gear motor feature is that catastrophic breakdown is a lot less common than in most other types of hydraulic motors. This is because the gears gradually wear down the housing and/or main bushings, gradually reducing the volumetric efficiency of the motor. The gear motor can degrade to the point of near uselessness. This often happens long before wear causes the unit to seize or break down.

Hydraulic vane motors

Hydraulic vane motors are used in both industrial and mobile applications. For example, screw-drive, injection moulding and agricultural machinery. These motors tend to have less internal leaking than a gear motor. And subsequently, they are better to use in applications requiring lower speeds.

Hydraulic vane motors feature reduced noise level, low flow pulsation, high torque at low speeds and a simple design. Moreover they are easy to service and suitable for vertical installation. To function correctly, the rotor vanes must be pressed against the inside of the motor housing. This can be done through spiral or leaf springs, but rods are also suitable.

A vane motor typically features a displacement volume between 9 cc/rev to 214 cc/rev and a maximum 230 bar pressure. The speeds range from 100 to 2,500 rpm. Maximum torque of up to 650 Nm.

For technical support and more information on hydraulic motors, contact the Rotec sales team via sales@rotec.net or phone 01823 348900.

To browse our hydraulic motor products, visit https://rotec-catalogue.co.uk/hydraulics/components.

How to prevent hydraulic oil overheating

Overheating is the second most common issue that occurs in hydraulic systems, behind leakages. Overheating of hydraulic systems is caused by inefficiencies which have resulted in loss of input power being converted to heat. To achieve stable fluid temperature, a hydraulic system’s capacity to dissipate heat must exceed its heat load. Overheating can be avoided by a reduction in hydraulic oil heat load and/or increasing heat dissipation.

Why reduce oil temperature?

Hydraulic fluid temperatures above 82°C (180°F) is likely to lead to oil degradation and cause damage to hydraulic seal compounds. While the operation of any hydraulic system at temperatures above 82°C should be avoided, fluid temperature is too high when viscosity falls below the optimum value for the hydraulic system’s components. This can occur well below 82°C, depending on the fluid’s viscosity grade (weight). To achieve a stable oil temperature, the hydraulic system must be able to dissipate heat faster than it is built up.

Heat dissipation

Heat dissipation occurs in the hydraulic reservoir. Regularly check there are no obstructions to the air flow into the reservoir and that fluid levels are correct.

Heat exchangers

Similarly to the reservoir checks, ensure the core of heat exchangers are not obstructed. Heat exchangers rely on flow-rate, hydraulic oil temperature and coolant in order to disperse heat suitably. It is vital that faulty cooling circuits are replaced. Infra-red thermometers are a reliable way to measure the performance and oil flow rate of heat exchangers.

Oil pressure and leakage

Reduction in system pressure or oil leakage will cause increased heat generation. It is critical that the cause of the leaking is identified and then rectified appropriately. If a relief valve is underneath or positioned too closely to the pressure setting of a pressure-compensator in a closed-centre circuit, it may lead to increased heat generation and the system pressure cannot reach the pressure compensator setting. Subsequently, the component will continue to move oil thorough the system, passing over the relief valve, which produces heat.

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