Phase 2 Deck Machinery

Deck machinery includes:

1. Mooring equipment(Winches)
2. Anchor handling equipment(Windlass)
3. Cargo handling equipment(Cranes/Derricks)
4. Hatch covers.
5. Other items include
 Lifeboats and Liferafts
 Emergency Equipment
 Watertight Doors
 Stabilisers and
 Bow and Stern Thrusters.

Three forms of power are currently in use: steam, hydraulic and electric,
Each is described with its advantages and disadvantages for particular duties or locations

Steam powered deck machinery(Adv and Disadv)

With a steam powering and control system the steam pipelines are run along the deck to
the various machines. Steam is admitted first to a directional valve and then to the steam
admission valve. Double-acting steam engines, usually with two cylinders, are used to drive
the machinery. Additional back pressure valves are used with mooring winches to control
tension when the machine is stalled or brought to a stop by the load. Arrangements must
also be made, often associated with the back pressure valve, to counteract the fluctuations
in main steam line pressure as a result of other users of steam.
The steam-powered system was widely used currently in the steam ship, large tankers since
it presented no fire or explosion risk, but the lengths of deck pipe work and the steam
engines themselves presented considerable maintenance tasks which have generally
resulted in their replacement by hydraulically powered equipment.
The steam engine efficiency is low, huge structure, laying on the deck for a long pipeline
heat loss, deck steam engine cylinder pressure is generally not more than 0.8MPa,
operation management problems, in winter when the weather is cold, before use to fully
warm engine, to discharge the residual water are some of the disadvantages of this system.

Hydraulic systems(Adv and Disadv)

The open-loop circuit takes oil from the tank and pumps it into the hydraulic motor. A
control valve is positioned in parallel with the motor. When it is open the motor is
stationary; when it is throttled or closed the motor will operate. The exhaust oil returns to
the tank. This method can provide stepless control, i.e. smooth changes in motor speed.
The live-line circuit, on the contrary, maintains a high pressure from which the control valve
draws pressurised oil to the hydraulic motor (in series with it), as and when required.
In the closed-loop circuit the exhaust oil is returned direct to the pump suction. Since the oil
does not enter an open tank, the system is considered closed.
Low-pressure systems use the open-loop circuit and are simple in design as well as reliable.
The equipment is, however, large, inefficient in operation and overheats after prolonged
use.
Medium-pressure systems are favoured for marine applications, using either the open or
closed circuit. Smaller installations are of the open-loop type. Where considerable amounts
of hydraulic machinery are fitted the live-circuit, supplied by a centralised hydraulic power
system, would be most economical.

Hydraulic windlass mainly rely on hydraulic device to carry out and control the action.
Hydraulic windlass uses hydraulic energy from motor driven oil pump device is also known
as electric hydraulic windlass. It has the following characteristics:
(1) Good speed control performance of the DC motor.
(2) Usually uses the low speed high torque hydraulic motor, low speed, large output torque,
no longer need to set up a huge mechanical reducer, can directly drive a chain wheel.
(3) Hydraulic drive with self -brake dynamic performance, work safety and reliability.
(4) Compact structure, small weight and size of unit power. .
(5) Easy to operate, maintenance is simple.
(6) Easy remote control and automation

For large, high degree automation ship, the use of hydraulic windlass on the ship's
economy, reliability is more favorable. Hydraulic windlass can also be driven by high speed
oil motor. High speed oil motor is commonly used in the structure of the bending shaft type
axial plunger oil motor and the radial piston (or steel ball) type oil motor or vane type oil
motor. Oil motor itself is small, need to set up a larger gear reducer.

Electrical operation(Adv and Disadv)

Early installations used d.c. supply with resistances in series to provide speed control. This
inefficient power-wasting method was one possibility with d.c, but a better method was the
use of Ward Leonard control. The high cost of all the equipment involved in Ward Leonard
control and its maintenance is, however, a considerable disadvantage.

Machines now operated on an a.c. supply require a means of speed control with either
pole-changing or slip-ring motors being used. Slip-ring motors require low starting currents
but waste power at less than full speed and require regular maintenance. Pole-changing
motors are of squirrel cage construction, providing for perhaps three different speeds. They
require large starting currents, although maintenance is negligible. All electric drives have
difficulty with heavy continuous overloads.

As per class rules an over

load slip clutch has also to be included for safety, since electrical safety cut
outs are time based and may not cut out when overload happens suddenly.
For these reasons the electrically operated windlass and mooring winch has its limita
tions and are used only on small ships.

Apart from the advantages and disadvantages for each of the drive and control methods,
Each system has its advocates and careful design and choice of associated equipment can
provide a satisfactory installation.

Hatch covers
Hatch covers are used to close off the hatch opening and make it watertight. Wooden hatch
covers, consisting of beams and boards over the opening and covered with tarpaulins, were
once used but are no longer fitted. Steel hatch covers, comprising a number of linked steel
covers, are now fitted universally. Various designs exist for particular applications, but most
offer simple and quick opening and closing, which speed up the cargo handling operation.
A MacGregor single-pull weather-deck hatch cover is shown in Figure 10.5. The hatch
covers are arranged to move on rollers along a track on top of the hatch coaming. The
individual covers are linked together by chains and ride up and tip onto a stowage rack at the
hatch end. A hydraulic power unit, operated from a control box at the hatch end, is
used to open and close the hatch cover. It is possible to open and close the covers with a
single wire pull from a crane or winch. Water tightness of the closed covers is achieved by
pulling them down on to a compressible jointing strip. This is done by the use of cleats which
may be hand-operated or automatically engaged as the hatch closes. Hatch covers below the
weather decks are arranged flush with the deck, as shown in Figure 10.6. In the arrangement
shown a self-contained hydraulic power pack with reservoir pump and motor is mounted into
a pair of hatch covers. This power pack serves the operating cylinder for the pair of covers.
Control is from a nearby point and hydraulic piping is reduced to a minimum.
Maintenance requirements for this equipment are usually minimal but regular inspection and
servicing should be undertaken. Most hatch covers can, if necessary, be removed manually.
Correct operation of the mooring equipment onboard is indeed important for the
overall safe operation of a vessel in port. Mooring, being such a critical operation,
reminds us of the fact that any unforeseen event could prove dangerous and
sometimes fatal.In order to implement safety and avoiding lives to be at risk, it’s
imperative for ship’s personnel to maintain high standards of integrity of the mooring
equipment. A better way will be to incorporate all the parts of the mooring equipment
into the ship’s planned maintenance system.

Maintenance of the mooring mechanisms onboard –

1. Make Checks Prior Mooring – After an extended sea passage or a passage
undertaken in heavy seas and prior to mooring operation, ensure to check the following –
i. Any physical damages to the mooring mechanism.
ii. All controls, linkages and the operating levers are well oiled, greased and free / easy
to use.
iii. Ensure that all the brake drums and linings are suitably dried and clean of salt
deposits.
2. Do Frequent Greasing of Moving Parts – All rotating parts of the mooring equipment,
which would include rollers, fairleads, winch drums, deck stands etc. must be moved and
lubricated on a frequent basis. Multipurpose grease is the best lubricant for such
applications (check the vessel’s lubricating chart for the right application). Normally, high
pressure grease guns are used for this kind of work. Particular attention must be given to
the roller fairleads and deck stands as these often suffer from little use and thereby are
neglected. Rollers should turn smoothly and must be checked for integrity as corrosion
may have weakened them.
3. Check Brake Liners – Regular inspections must be made of the winch / windlass brake
linings for wear and tear. Oil, heavy rust and moisture on the brake linings or the drums
could seriously reduce the brake holding capacity of the winch and in some cases as much
by 75%. To remove the moisture in the linings, apply the brakes lightly while running the
winch (remember to avoid excessive wear and tear during this operation). Oil has the
tendency to get impregnated into the lining itself which is difficult to remove. Thus the only
option would be to change the lining as early as possible. Remember that the brake
holding capacity of the winch is dependent upon the type of mooring pattern used.
4. Check Break Drums : Whenever brakes are opened up for any reason, ensure that the
brake drum is thoroughly checked / examined for build up of rust or other worn out brake
material. The part to be de-scaled and fitted with the replacement as required.
5. Check Brake Linkages – The brake linkages should be checked for free movement. If
the linkages are not free then there would be a loss of brake holding capacity. This would
create a wrong impression to the operator that the brake has been applied fully, but in fact
has not or the brake mechanism is hardened up from lever bars ,which have a tendency to
build up high stresses on some mechanical parts of the brakes.
6. Inspect Gear / Hydraulic Oil – Inspect the gear oil regularly through the inspection
cover in the winch / windlass. Whitish color of the liquid means the liquid is contaminated
and requires to be changed immediately. Use the replacement oil that is recommended by
the manufacturers.
7. Carry Out Regular Visual Inspection: Ensure that regular inspection of the synthetic
mooring hawsers, heaving lines, messenger ropes, etc. is carried out for damages, chafed
areas, kinks and loose ends. Also make sure that each mooring rope carries a certificate
from the manufacturer. Additionally, check that the ID number of each certificate is
conspicuously marked / embossed on an identification plate and subsequently attached to
the end of the corresponding mooring hawser. If the hawser is not supplied with the
certificate, then the vessel has all the right to reject such a supply and inform the office /
purchasing department.
8. Clear Walkway: An important part of the mooring operation is to have the deck
completely free of obstructions and oily residues. Therefore, it is essential to keep the
decks clean, dry and if possible have anti-slip paint coatings over the deck surface, as and
how required. Often there have been cases where the support brackets for the gratings (for
winch operation) have been found neglected and therefore are heavily corroded making
the area most unsafe to step on. Officers should include such neglected yet critical areas
for planned maintenance in order to prevent an unforeseen event when least expected.
9. Do Proper Marking and Labelling: Marking the mooring equipment is another
important aspect for a safe and effective operation. The ship’s officers should ensure that
the bollards, fairleads, rollers, etc. are marked with their safe working limits. Additionally,
the winches and windlass shall be marked for rotating direction of the drums (render /
heave), braking capacity, test dates and ID numbers of the equipment subsequent to the
certificates carried onboard.
10. Maintenance of Steel Wire Mooring Ropes – It is essential to grease and lubricate
the steel wire mooring ropes at regular intervals as rust will reduce the strength of the wire
in a very short period of time. Lubricating such ropes require special grease, normally oil
based compounds. An effective greasing is carried out by removing the entire wire out of
its stowed position and applying the lubricant generously throughout the length of the rope.
It is also important to note that the wire should be turned end to end regularly to reduce
wear and prevent corrosion. Visual inspections are equally important and should be carried
out regularly with special attention to areas with dark patches.
Heating/Cooling of Hyd oil:

Keep Oil Warm: Before the deck machinery is to be actually used, start the Hydraulic
Pumps at least 15 minutes in advance and allow at least one winch to run idling at slow
speed. This will keep the oil warm by circulating.

Cooling of oil is required when the system is run for long periods and oil needs to be
cooled by air/sea water or fresh water to maintain correct operating temperature of the
oil and efficient operation of the full hydraulic system.

How to heave or lower the anchor??

Where the weight is taken on the anchor when Anchor is down and when it is up??

How to Recover the Anchor and Secure the Chain or Rope

Anchor windlass are designed to do one thing – to haul up an anchor chain with an anchor on the end.

The Correct Steps to Take:

1. Always motor the vessel forwards very slowly to take the load off the anchor chain before beginning to
haul with the windlass, and continue to motor the vessel forwards very slowly in the direction of the anchor
as you recover the chain.
2. With the vessel over the anchor and the chain vertical, stop the vessel as the windlass hauls and breaks
the anchor out of the bottom.
3. Once the anchor is set, prevent damage by taking the load off the windlass gypsy by securing the anchor
chain with either a Chain Stopper Device or by using Chain Grab Hooks secured to alternative hard points on
the deck.

1. Storage part of the mooring drum

2. Pulling section of the drum (working part)
3. Brake band
4. Gear box
5. Electro-hydraulic motor
6. Warping head
7. Chain in the gypsy wheel
8. Dog clutch
9. Anchor
10. Hawse pipe
11. Spurling pipe
12. Chain locker
13. Chain stopper with security device
14. Guide roller
15. Bollard
16. Guide roller
17. Deck
18. Hatch to chain locker
Relief Valves will lift if pressure exceeds and return the oil back to the tank.
 What is a Hydraulic Accumulator?
It is a simple hydraulic device which stores energy in the form of fluid pressure. This stored
pressure may be suddenly or intermittently released as per the requirement. In the case of a
hydraulic lift or hydraulic crane, a large amount of energy is required when the lift or crane is
moving upward. This energy is supplied from the hydraulic accumulator. But when the lift is
moving in the downward direction, it does not require a huge amount of energy. During this
particular time, the oil or hydraulic fluid pumped from the pump is stored in the accumulator for
future use.

Working of Hydraulic Accumulator:

An accumulator usually has a cylindrical chamber, which has a piston in it. This piston is either
spring loaded or some calculated weight is kept on it or even pneumatically pressurized. The
hydraulic pump pumps the fluid into the accumulator, which is nothing but a sealed container.
The volume of the container is fixed and cannot be changed. But the quantity of hydraulic fluid
being pumped inside the container is increasing continuously. So the pressure of the hydraulic
fluid inside the container starts to increase.

 The figure shows a hydraulic accumulator which consists of a fixed vertical cylinder containing
a sliding ram. A heavy weight is placed on the ram. The inlet of the cylinder is connected to the
pump, which continuously supplies water or the hydraulic fluid under pressure to the cylinder.
The outlet of the cylinder is connected to the machine (which may be a lift or a crane).
The ram is at its lower most position in the beginning. The pump supplies hydraulic fluid under
pressure continuously. If the hydraulic fluid under pressure is not required by the machine, it
will be stored in the cylinder. This will raise the ram on which a heavy weight is placed. When
the ram is at its upper most position, the cylinder is full of hydraulic fluid and the accumulator
has stored the maximum amount of pressure energy. When the machine (the crane or the lift),
requires a large amount of energy, the accumulator will supply this energy and the ram starts to
move down.

 But is there any pressure limitation?

As mentioned earlier, there is a weight kept upon the ram or the ram is held against spring
pressure or sometimes even air pressure. So it is this force of the spring, weight, or the air
pressure which decides the pressure of fluid stored inside the container. The pump pressurizes
the fluid inside the container until the weight is lifted completely or the spring is compressed
totally, after which the pump stops automatically (or sometimes manually).

 What is the use of this stored pressure energy?

 The hydraulic fluid stored inside the container has energy in the form of pressure. This pressure
energy can be used for many operations. For example, in industries an infinite numbers of valves
are provided in the pipelines and it is not possible for the operator to operate every valve
manually and sometimes it is not possible to remember the location of all the valves. A mimic
diagram is located in the control room, thus making it possible to have a bird’s eye view of all
the valves. These valves are usually operated hydraulically in a remote manner. The system
generally has an oil reservoir, a pump, an accumulator, pipelines, and valves. The pump
pressurizes the hydraulic oil through the accumulator and pipelines, thus operating the
corresponding valves. When the operations are completed, the pump pressurizes the oil into the
accumulator which stores the oil under pressure for further use

 Why do we need an Accumulator?

If there were no accumulator, the hydraulic pump would be continuously

running to cater to the need for valve operation. The pump will frequently start and stop, which
affects the pump’s performance and its health. Also, the accumulator stores energy which can be
used in an emergency where there is no other means of power supply. It can be compared with
the use of capacitors in electrical circuits. In hotels and other industries, water is usually stored
in accumulators called “hydrophores" that are capable of supplying water to higher heights
reducing the burden on the pumps - for example, if there are plants where the water tanks cannot
be placed on top of the building due to some constraints and are thus placed on the ground. To
supply water to a greater height, it requires comparatively a higher capacity pump. But it can be
replaced with a lower capacity pump and a hydrophore, which is an accumulator. Water is stored
against air pressure inside the accumulator and whenever the need for water arises at a greater
height, water is pumped with the help of air pressure inside the accumulator, just by opening
some corresponding valves. This reduces the requirement of a higher capacity pump and avoids
a continuous start-stop cycle of the pumps.
 Uses of Accumulators:
To supplement pump flow: As discussed earlier, the most common use for accumulators is to
supplement pump flow. Certain machinery circuits require a high quantity of oil flow for a short
time and then use little or no fluid for an extended period. So, generally when the circuit does
not require oil flow, the pump keeps the accumulator pressurized for future use.
To absorb shock: At times, the sudden changing of valve positions or operations may cause a
pressure wave which sets up a shock. The pressure of fast-moving hydraulic circuits can produce
pressure spikes that cause shock when flow is stopped abruptly as well. When installed in shock
prone areas of hydraulic circuits, accumulators serve as pressure shock dampening devices.
As an emergency power supply: Ships generally have emergency means of starting
arrangements for life saving appliances. The life boat engines are either manually started or
sometimes hydraulically started. These act as secondary means of starting in times of
emergency.
Hydraulic Actuators

Rotary Vane Actuator:

Opposite chambers in the actuator are connected by pressure equalizing

passages in the upper and lower heads. In this manner, the actuator produces
perfectly balanced torque as hydraulic force simultaneously pushes both of
the rotor vanes away from the stationary
shoes.

Torque output of the rotary vane actuator remains constant

throughout the full rotation of the valve. Constant torque output is
an especially important feature in high flow applications, plug
valve applications, and for valves which have rotating seats.
Constant torque output ensures that your specified safety factor
will not diminish at various positions during the valve stroke.

A special, high speed version of the rotary vane actuator is available for stroking speeds as fast
as 250 milliseconds for full 90° rotation

Advantages:

 Only one moving part allows for a 50 year design life with minimal maintenance.
 Double vane design will not produce any side loading forces on the valve stem or actuator
bearings.
 Balanced and constant torque is applied directly to the valve stem, without any internal
power loss, throughout the complete stroke.
 The most compact and efficient actuator design available.

APPLICATIONS

 Quarter-turn valve applications on natural gas pipelines, utilizing gas over oil power
pressure for the actuator.
o Emergency shutdown
o Line break protection
 Valve control on product pipelines where the actuator is powered hydraulically or by
nitrogen storage vessels.
 The actuator's concentric shape and balance is perfect for high vibration applications.
 Compact design is ideal for platform applications and subsea applications.
 High pressure construction and compact design allows for subsea applications to depths
of 750 meters without pressure compensation devices.
 High speed applications with stroking times as fast as 250 milliseconds.
RAM TYPE HYDRAULIC CYLINDER
Ram type hydraulic cylinders
Ram type of hydraulic cylinder is considered as simplest type of hydraulic actuator. A ram type of
hydraulic cylinder will have a piston within its cylindrical housing. Cross sectional area of piston
rod will be more than ½ of cross-section area of piston head. There are other design variations in
ram type of hydraulic cylinder, where cross sectional area of piston rod and piston head will be
similar.

Ram type of hydraulic cylinders is generally used for providing the vertical motion such as lifting
the load in vertical direction. Such type of hydraulic cylinder is also used in providing the motion in
horizontal direction but need attention and suitable guides in order to guide the motion.
Usually ram type of hydraulic cylinders are widely used for pushing action. Hydraulic jacks are the
best example of ram type of hydraulic actuators. However ram type of hydraulic cylinders could
also be used for pulling action such as in case of hollow hydraulic jack. Hollow hydraulic jack is
used for pulling the pin from any assembly and we must note it here that hollow hydraulic jack
could also be used for pushing action.
Types of ram type of hydraulic actuators
Ram type of hydraulic actuator is basically classified in to three types as mentioned here
1. Single acting ram-type of hydraulic cylinder
2. Double acting ram-type of hydraulic cylinder
3. Telescopic ram type hydraulic cylinder
4. Following figure displayed here indicates the single acting ram type of hydraulic cylinder,
and as it indicates single acting ram type of hydraulic cylinder hence such type actuator will
have one port i.e. cap end port and will be operated hydraulically in one direction only.

5. Following figure displayed here indicates the double acting ram type of hydraulic
cylinder, where there will be two ports i.e. cap end port and rod end port. Double
acting ram type hydraulic cylinder, as name indicates, will be operated hydraulically
in both direction i.e. forward direction and return direction.
 6. Ram types of hydraulic cylinders are basically used in hydraulic jacks, automobile
hoist and elevators.

Common causes for hydraulic system breakdown

The most common causes of hydraulic system failures are:
• Clogged and dirty oil filters
• An inadequate supply of oil in the reservoir
• Leaking seals
• Loose inlet lines, which cause pump cavitations and eventual pump damage
• Incorrect type of oil
• Excessive oil temperature
• Excessive oil pressure.
. Moisture in the oil
. Air in the system

A majority of these problems can be overcome through a planned preventive maintenance

regime. The overall design of the system is another crucial aspect. Each component in the
system must be properly sized, compatible with, and form an integral part of the system. It
is also imperative that easy access be provided to components requiring periodic
inspection and maintenance such as strainers, filters, sight gages, fill and drain plugs and
the various temperature and pressure gages. All hydraulic lines must be free of restrictive
bends, as this tends to result in pressure loss in the line itself.

The three maintenance procedures that have the greatest effect on system life,
performance and efficiency are:
1. Maintaining an adequate quantity of clean and proper hydraulic fluid with the correct
viscosity
2. Periodic cleaning and changing of all filters and strainers
3. Keeping air out of the system by ensuring tight connections.

A vast majority of the problems encountered in hydraulic systems have been traced to the
hydraulic fluid, which makes frequent sampling and testing of the fluid, a vital necessity.
Properties such as viscosity, specific gravity, acidity, water content, contaminant level
require to be tested periodically. Another area of vital importance is the training imparted to
maintenance personnel to recognize early symptoms of failure. Records should also be
maintained of past failures and the maintenance action initiated along with data containing
details such as oil tests, oil changes, filter replacements, etc.

Oxidation and corrosion are phenomena which seriously hamper the functioning of the
hydraulic fluid. Oxidation which is caused by a chemical reaction between the oxygen
present in the air and the particles present in the fluid, can end up reducing the life of the
fluid quite substantially. A majority of the products of oxidation are acidic in nature and also
soluble in the fluid, thereby causing the various components to corrode.

Although rust and corrosion are two distinct phenomena, they both contribute a great deal
to contamination and wear. Rust, which is a chemical reaction between iron and oxygen,
occurs on account of the presence of moisture-carrying oxygen. Corrosion on the other
hand is a chemical reaction between a metal and acid. Corrosion and rust have a tendency
to eat away the hydraulic component material, causing malfunctioning and excessive
leakage.
 Heat kills hydraulic systems. That’s why hydraulic oil coolers are widely used to remove
excess heat generated by energy losses in a system.

In fact, coolers are often essential for designing temperature-optimized hydraulic

systems that keep oil temperatures within a limited range. Such circuits are basic
prerequisites for cost-efficient operation, as they provide a number of performance,
economic, and environmental benefits. These include:

 Maintaining the correct temperature keeps oil at its recommended viscosity, ensuring
mechanical components are properly lubricated and hydraulic devices run at peak
efficiency. Letting oil temperature rise beyond recommended limits can reduce the life
of a system due to poor lubrication, higher internal leakage, a higher risk of cavitation,
and damaged components.

 Keeping temperatures down also helps ensure the oil and other components last
longer. Excess heat can degrade hydraulic oil, form harmful varnish on component
surfaces, and deteriorate rubber and elastomeric seals.

 Operating within recommended temperature ranges increases a hydraulic system’s

availability and efficiency, improving equipment productivity.

 Finally, with more machine uptime and fewer shutdowns, it reduces service and repair
costs.

Considering the benefits coolers offer, it’s apparent that accurately sizing them is a
paramount concern for design engineers. Undersizing obviously allows higher-than-
recommended oil temperatures. But over sizing hurts system efficiency as well, by
reducing temperatures below the recommended range and increasing costs with a
larger-than-necessary purchase.

With cooler weather on the way, you may not be too worried about rising oil
temperatures, but the fact is, any industrial hydraulic system running higher than 140
degrees is too hot. Consider that for every 18-degree increase in temperature above
140 degrees, the life of the oil is cut in half. Systems that operate at high temperatures
can produce sludge and varnish, which result in the sticking of valve spools. Pumps
and hydraulic motors bypass more oil at high temperatures, causing the machine to
operate at a slower speed. In some cases, high oil temperatures can waste electrical
energy by making the pump drive motor pull more current to operate the system. O-
rings also harden at higher temperatures, leading to more leaks in the system.

Causes of Heat Generation

Every hydraulic system generates a certain amount of heat. Approximately 25 percent of
the input electrical horsepower will be used to overcome heat losses in the system.
Whenever oil is ported back to the reservoir and no useful work is done, heat will be
generated.
The tolerances inside pumps and valves are normally in the ten-thousandths of an inch.
These tolerances permit a small amount of oil to continuously bypass the internal
components, causing the fluid temperature to rise. When oil is flowing through the lines, a
series of resistances will be encountered. For example, flow controls, proportional valves
and servo valves control the oil’s flow rate by restricting flow. When oil flows through the
valves, a “pressure drop” occurs. This means that a higher pressure will exist at the valve’s
inlet port than the outlet port. Anytime oil flows from a higher pressure to a lower pressure,
heat is generated and absorbed in the oil.
When a system is initially designed, the reservoir and heat exchangers are sized to remove
the generated heat. The reservoir allows some of the heat to dissipate through the walls to
the atmosphere. If properly sized, heat exchangers should remove the balance of the heat,
enabling the system to operate at approximately 120 degrees F.
Nagaraj Shenoy