Hydraulics

Following new, more stringent Tier IV diesel engine emissions regulations, Rayco, an environmental equipment designer for the tree care and landscape industries, took the opportunity to develop a more efficient, powerful and compact stump cutter, the RG165T-R. In comparison to previous designs that utilized diesel engines, Rayco’s new stump cutter is centered around a powerful 165 HP gasoline engine.

As a result of the new gasoline design, the equipment’s envelope size was reduced and components were eliminated, such as, after treatment systems, diesel exhaust fluid and electronics. In addition to the robust gasoline engine, the RG 165T-R also packs a closed-circuit hydrostatic cutter wheel drive system that delivers full engine HP to the cutter wheel, completing every job in its path.

Stump cutting presents unique operating scenarios with each cycle. A pump and motor must be able to power through different obstacles at each job site. From technical support to high-quality hydraulic components to quick, on-time delivery, Parker enabled Rayco to develop its new industry-leading stump cutter. 

The initial RG165T-R prototype was created using the Parker Series F12 182cc bent axis motor, along with a competitor’s 90cc closed circuit pump. However, during initial rounds of testing, the competitor’s 90cc closed circuit pump struggled with performance and reliability issues, along with the potential for long lead times. 

When Rayco reached out to Parker applications team recommended an alternative - the compact, high-performance C Series 81cc hydrostat piston pump and promptly delivered a unit for testing. During subsequent testing of the Parker pump and motor combination, the team worked with Rayco engineers to dial in the performance.

By incorporating these two Parker components, Rayco engineers were able to exceed multiple performance targets. These targets included a 20 percent decrease in heat generation while increasing system efficiency by 10 percent over alternative test units. The C Series pump delivered excellent power density and paired perfectly with the 182cc F12 motor. The combination also translated into the optimal cutter wheel speed, which increased torque output to the cutter teeth by 10%. Another and unexpected benefit of the system was a tighter radius of the wood chips to the machine, resulting in less operational risk during the stump grinding process. 

 

 

 

Parker’s Hydraulic Pump and Power Systems Division has been designing pumps and transmission for over 50 years. The division is the result of the Parker piston pump business's acquisition of Denison Hydraulics and the merger with the Parker Oildyne Division. These two businesses combined have extended Parker's product offering to include the quality compact hydraulic products and systems the division has been pioneering since 1955. To learn more about the products, visit www.parker.com/hps or contact the team. 

 

Article contributed by Justin Wheeler, product manager, and Wes Jackson, application engineer for Parker Hannifin's Hydraulic Pump an Power Systems Division.

 

 

 

 

 

 

 

 

 

 

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Traditionally, agricultural sprayer machines were custom-built on a four-wheel chassis. These custom-built units were heavy, expensive and not easily adapted to other farm applications. Sprayers are typically used to apply herbicides, insecticides and fertilizer. Naturally, it would be more practical if a machine that could be used for other functions – such as tilling, loading, and baling.

One manufacturer designed a retrofit using unconventional technologies which resulted in a three-wheel flotation spraying applicator. The new vehicle is less heavy, costs 20 to 50 percent less and is more versatile because it's designed to accomplish more than one function. The sprayer exerts lower ground pressure and more affordable than traditional machinery.

The three-wheeled commercial applicator was designed by retrofitting a mid-range (50 to 120 hp), two-wheel-drive tractor chassis with three major innovations:  

• Hydraulic wheel steering
• A suspension fork
• Flotation tires  
   

A break from convention 

Tractors of this size generally have hydraulically assisted steering using a hydraulic cylinder and mechanical linkage assembly. In place of the typical front-wheel steering cylinder,  the manufacturer used a Helac helical hydraulic rotary actuator. Parker's Helac L30-65E-FT-180-S1-O-H rotary actuator produces a steering angle of up to 180 degrees and contains a bearing to support the load.  

The rotary actuator is a part of the steering super structure, providing the strength and flexibility the vehicle requires without unnecessary weight, complexity and maintenance required of mechanical linages. It supports a thrust load of 8000 pounds and accommodates 423,000 pounds per inch of bending moment capacity. It transmits 55,000 pounds per inch of steering torque when fully loaded. The L30 series actuator’s design makes it capable of angular displacement of 360-degrees or more.  

The tractor’s original-equipment hydraulic power unit supplies pressurized fluid for steering and other hydraulic functions. Maximum system pressure is 2950 psig with eight gallons per minute of flow but the steering function generally operates at pressure of 1500 to 2000 psig. The only modification needed to the tractor’s original hydraulic system is a higher displacement steering unit. This is because a rotary actuator requires more fluid to move the wheel through its entire range of motion than a cylinder does. The plumbing of the steering control unit is routed directed to the actuator, eliminating sections of hose and fittings otherwise required by the cylinder.  

Height and orientation of the sprayer boom are also controlled with hydraulics. A five-spool solenoid valve routes hydraulic fluid to and from cylinders that raise, lower, rotate, and pivot the prayer boom. Furthermore, an open-center motor, controlled by an electronic flow-control valve, supplies the driving torque to apply the fertilizer or other substance to crops. The retrofit package also includes a suspension style swing arm fork with twin air springs capable of supporting loads to 8000 pounds above the front tire. The air springs’ pressure is adjustable for different loads for smooth riding in the roughest of field conditions. The manufacturer supplied an electric air compressor to generate the pneumatic power for raising pressure in the air springs. The fork’s open front allows for easy access for changing or repairing the front tire. The fork is 50 inches wide, allowing use of huge, 44.00-inch tires for the maximum flotation and the potential for ground pressure as low as four psig.  

 

An integrated solution 

The cutaway above shows initial position of piston and output shaft. Pressurized fluid entering the inlet port pushes on the piston; a stationary ring hear causes the piston to rotate clockwise. At right, teeth on the output shaft mesh with those on the ID of the piston, causing the shaft to rotate clockwise relative to the piston. Pressuring the B port returns the piston and shaft to their initial positions.

 

The actuator used for steering and load support is Parker’s Helac L30-65 actuator. This actuator not only provides a simpler, less expensive structure than alternative designs but also can generate the high torque needed to steer such a large wheel assembly under full load. Previously the manufacturer used steering cylinders, bearings and multiple joints before designing in the sliding spline actuator. With cylinders, all the external moving parts were exposed to the elements. The stress on the joins was high because each steering cylinder had a clevis pin at each end. Stress concentrated on each pin created high wear points, which increased maintenance. Worn pins also allowed side loads to be transmitted to the piston rod. This accelerated wear on the rod and piston bearings increased the occurrence of seal leakage.  

A helical rotary actuator is ideal for this type of high torque application 
 

The actuator used in the manufactuer's sprayer retrofit is composed of three basic parts: a housing, a central through shaft and an annular piston. Helical gear teeth on the shaft mesh with matching teeth on the inner circumference of the piston; a second set of helical teeth of opposite hand on the outer circumference of the piston engage the housing’s integral ring gear. The double helix gear design works to compound shaft rotation. The rotation of the shaft is almost twice that of the piston. The result is a slender, compact, symmetrical design that generates high torque, is highly tolerant of shock loads, and has none of the house protrusions found in alternative designs.

Characteristics of the helical rotary actuator make it ideal for applications requiring high torque within a small envelope, attributable, primarily, to its sliding-spline operation. Because all spline teeth remain engaged at all times, loads are equally distributed over the teeth. This results in high tolerance to the stock loads. Backlash is minimal – approximately 1°. Furthermore, the integral bearing design enables the actuator to support heavy radial, moment and thrust loads without the need for additional, external bearings. The integral bearing design also produces a clean, compact assembly for a wide variety of applications, including construction and mining equipment, refuse cart dumpers – anywhere compact size, high torque, and wide angle of rotation are needed. Aside from the inherent compact size of the actuator, the integral bearings and large drilled-and-tapped mounting holes make it easy to design the actuator info a structure and simplifies installation.   
 

Benefits provide an edge 
 

The manufacturer significantly benefited from switching to Parker’s Helac rotary actuators in three distinct ways:

• The load bearing and steering capability was integrated into one package: Parker’s Helac actuator allowed the manufacturer to replace multiple external components and operate as a complete steering and bearing system in a single rugged component.  
• Low maintenance and zero leakage: Bearings, seals and torque-generating splines are completely sealed and lubricated by the hydraulic fluid inside the actuator housing, resulting in low maintenance and zero leakage. 
• Compact design and simple installation: Bolts are used to mount the feet of the actuator directly to the modified tractor frame.  The tractor’s steering yoke attaches directly to the top and bottom threaded bolt circles of the actuator’s load-bearing shaft.  

Parker’s Helac actuators offer a compact package that provides all the support for the load as well as the hydraulic turning needs without adding unnecessary weight. Seal leakage is eliminated and there are fewer maintenance issues since all moving parts are safely enclosed in a cylindrical envelope. Visit www.parker.com/cylinder for more information about Parker’s various actuators. 

 

Planning on attending IFPE 2020?

Five Ways Quickfit Oil Change System Can Increase Your Equipment ROI - IFPE 2020 logo - Parker HannifinTo learn more about Parker’s off-road machinery solutions stop by Booth #S80245 at IFPE/CONEXPO-Con/AGG in Las Vegas March 10 – 14.

 

Article contributed by Dan Morgado, applications engineer, Parker Hannifin's Cylinder Division.

 

 

 

 

 

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Parker Chelsea’s Power Take-Off (PTO) is designed and built to meet the demands of the mobile equipment industry. The Chelsea PTO is intended to provide a long service life, both on-highway and off-highway. In order to maximize the life of Chelsea’s PTOs, it is important to have the PTO in proper use and constantly maintain the PTO as well. 

The Chelsea PTO application worksheet and owner’s manual will help you properly specify your PTO and install it. However, the understanding of how a power shift PTO operates will help the troubleshooting process run more smoothly and effectively. For power shift operation, when a power shift PTO is engaged, a solenoid is energized. Air or hydraulic fluid then compresses a clutch pack in the PTO. This locks the PTO output gear to the output shaft and allows work to be done. When the power shift PTO is disengaged, the solenoid de-energizes. Air or hydraulic fluid deadheads against the valve. From there, air is released to atmosphere through a valve, and hydraulic fluid exhausts into the PTO. 

Here are some breakdowns of the potential causes and solutions for troubleshooting the PTO. It is first important to understand that many problems from a Power Shift PTO are the result of incorrect plumbing. A good first procedural step can be found in the Owner’s Manual, which is to compare what pressure is coming from the air or hydraulic source against what pressure is entering the PTO. 

PTO unit not engaging

Dealing with the PTO unit not engaging, these are some of the potential causes with solutions for shifting problems from Power Shift PTOs. (Probable causes are listed in a logical test sequence. Don’t assume any one thing is wrong.)

  PTO unit engaging but not operating under system load

There are situations where the PTO will engage but may not operate under system load. Here are some potential causes and solutions for Power Shift PTOs.

PTO engages without switching the solenoid valve

An issue run into can be the relation between Power Shift PTOs and the solenoid valve. Here are some potential causes and solutions for Power Shift PTOs engaging without switching on the solenoid valve. 

  PTO not disengaging

Potential shifting problems with Power Shift PTOs may lead to the PTO not disengaging. Here are some potential causes and solutions for Power Shift PTOs. 

  Electronic overspeed control operation

Chelsea has developed the next generation of Overspeed Controls for Power Shift PTOs. This system helps prevent the driver from going down the road with the PTO engaged and prevents the power take-off and driven equipment from being operated at excessive speeds. When the Electronic Overspeed Control Operation (EOC control) is changed to the “on” position, it energizes a solenoid valve that pressurizes the clutch pack. This then engages the PTO. A main feature of the EOC is the measuring of speed of the PTO electronically and uses that measurement in comparison to the selected overspeed RPM setting. If/when the PTO exceeds the preselected RPM setting, the EOC will de-energize the solenoid valve, disengaging the PTO. The PTO will remain disengaged until the speed has been reduced to the preselected reset speed. At that time, the PTO will re-engage. 
It is a very simple set up with easy set-up buttons. LED lighting is outputted in three settings for great visibility in the EOC. When the PTO is in overspeed protection mode, audio and visual blinking overspeed warning alerts the operator. This system can be used in applications including LP Gas Trucks, Water Trucks, Fire and Rescue, Aerial Devices, Dump Truck & Trailers, Snow and Ice Removal. Learn more on our Electronic Overspeed Control product page.

This article was contributed by Michael Mabrouk, marketing leadership associate, Chelsea Products Division, Parker Hannifin Corporation.  

 

 

 

 

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A Power Take-Off, or PTO, gives a truck versatility beyond its usual function of providing transportation for materials. It directs power to the auxiliary equipment to perform work at the site and/or enroute. A PTO can eliminate the need for a second, or auxiliary, engine to power the equipment. Efficiency is gained through a PTO being applied to any form of vehicle transportation application including dump trucks, garbage trucks, snow trucks and many more. 

Here are ten frequently asked questions to have a jumpstart in understanding how a PTO works and to aid your PTO learning process:

Why is it called a power take-off? 

A power take-off is a gearbox that directs power from the engine and transfers that power to auxiliary equipment through the rotation of the PTO gears and the vehicle transmission gears meshing. The power is generated from the truck’s engine power and is used to power the piece of equipment on the vehicle application. 

What are the main types of PTOs?  

PTOs are generally categorized by their mounting type. The three most common PTOs are side mount, rear mount, and top mount. Refer to previous blog post Understanding Why There are So Many Options for Mounting a PTO to read about the main mounting types available for a PTO.:

What determines how fast a PTO spins? 

The speed of the PTO output is dependent on internal gearing of the PTO as well as the internal ratio of the transmission in relation to the PTO driver gear. For an automatic transmission, the minimum input speed higher than torque converter lock-up must be maintained for PTO operation (unless the transmission offers “live drive”, meaning the PTO is powered through the impeller). Depending on the internal gearing, PTO output speeds can be less than, greater, or equal to that of the transmission.

What is the involvement of PTO horsepower (hp) and torque for specifying a PTO?

When specifying a PTO, we need to find the input horsepower required of the driven equipment. Horsepower is the measure of capacity for doing work per unit of time. Torque is the effort required to perform a twisting or turning motion. The horsepower is figured into the equation to find the torque requirements for the proper PTO to be used. Parker Chelsea categorizes product series using torque values.

The equation is: Torque (T) = HP x 5,252 / RPM 

Parker Chelsea classifies PTO series as either intermittent or continuous. It is important to note that for an application that is “continuous” duty, (i.e. the PTO is in operation more than five minutes in any given 15-minute period), intermittent torque values must be de-rated by 30% unless the PTO is already classified as continuous duty. 

Refer below to Parker Chelsea’s application catalog to help find the appropriate torque requirements of your application. All series are annotated as continuous or intermittent.

 

Do all trucks have a power take off provision (options)? 

Power take-off provisions include special wiring and programming along with apertures on the vehicle’s transmission that allow for the mounting of the PTO. The “PTO ready” option needs to be ordered and configured at the chassis manufacturer when building out a work truck. 

What is the difference between a hydraulic and mechanical shift type PTO? 

There are two major types of independent PTOs; mechanical (i.e. 489 series) and hydraulic (i.e. new 210 series). A hydraulic shift PTO uses a clutch mechanism for engagement. Hydraulic shift PTOs apply to traditional (torque converter) automatic transmissions. A mechanical shift PTO physically engages by shifting one gear into another. This is done typically through a lever, cable or air pressure. Mechanical shift PTOs apply to manual and automated manual transmissions. 

What are common terms used in PTO operations? 

Spur gear: A gear whose teeth are cut straight across the face of the gear.

Helical gear: A gear whose teeth are cut on an angle diagonally across the gear either with a right or left-hand slant. For helical gears to mate, one must slant to the right and the other to the left.

Pitch line: The point on the gear tooth midway between the base of the tooth and the tip of the tooth.

Pitch line velocity: The speed of rotation in feet per minute of a gear measured at the pitch line. 

Pitch (Gear): The measure of the size of the gear teeth determined by the number of teeth in a given area measured at the pitch line.  PTO gear pitch is normally classified as 5, 6, or 7-pitch. 

Gear ratio: It is determined by dividing the number of teeth in the driven gear by the number of teeth in the driving gear. 

 

To specify a PTO, you will need to determine the tech specs needed for the application.  Are there easy formulas to assist in the process?

• Pump output horsepower: HP = GPM x PSI ÷ 1714
• Pump input horsepower: HP = GPM x PSI ÷ 1714 ÷ E
• Pump input torque (Lbs. Ft): T = CID x PSI ÷ 75.36
• Gallons per minute: GPM = CID x R.P.M. ÷ 231
• Cubic inches displacement: CID = GPM x 231 ÷ R.P.M.
• Horse power: HP = T x R.P.M. ÷ 5252
• Flow in G.P.M. using P.T.O.: GPM = Engine R.P.M. x P.T.O. % x CID ÷ 231 x E
• CCM conversion: CCM = CID x 16.39
• CID conversion: CID = CCM x .06102

 

What should be done for PTO maintenance on a daily and monthly timeframe?

It is very important to have periodic PTO maintenance for proper, safe, and trouble-free operation of the PTO. It is recommended to follow below the maintenance schedule. 

Daily: Check all air, hydraulic and working mechanisms before operating the PTO. Perform maintenance as required.
 

Monthly: Inspect for possible leaks and tighten all air, hydraulic and mounting hardware, if necessary. Torque all bolts, nuts, etc. to Chelsea specifications. Ensure that splines are properly lubricated, if applicable. Perform maintenance as required. 

  What is recommended for increasing hydraulic pump life when installed on a PTO?

A potential issue with a PTO can be premature spline fretting or wear caused by torsional vibrations. Traditionally, regular grease application between the PTO output and the PTO shafts is incorporated into the preventive maintenance schedule of the truck. This entails every two to three months having the pump removed from the PTO and having the mating shafts cleaned and regreased. Parker Chelsea provides spline lubrication grease with every PTO that has a pump mount option. They have also developed Wet Spline technology that helps provide a constant flow of fresh oil to the PTO and pump shafts to mitigate the issue of spline fretting and the wear which leads to not needing the maintenance inspections. Check out what Parker Chelsea offers for Wet Spline Technology and the additional benefits it provides. 

 

To learn more about the PTOs and the product options offered, visit our website www.parker.com/chelsea. 

 

This article was contributed by Michael Mabrouk, marketing leadership associate, Chelsea Products Division, Parker Hannifin Corporation.

 

 

 

 

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It is very important to have specific information to select the proper Power Take-Off (PTO) to match the transmission on a vehicle. A PTO is not transferable from one vehicle application to another especially with different transmissions. PTOs are available in many sizes and provide various capabilities that are tailored to fit the specific context of the application. 

The following ranges of categorized sizes of PTO Series are as follows:

• Medium duty – mechanical and hot shift – 442, 489, 272, 282
• Heavy duty – mechanical and hot shift – 660, 680, 280
• Extra heavy duty – 870, 890, 823
• Forward and reverse operation units – 340, 352 & 863 
• Rear mounts –524, 541 

It is recommended to begin analyzing a PTO application using pre-determined necessary technical information about the work output and installation requirements. Go through the following steps to specify a PTO.

1. Determine the transmission information being used (i.e. automatic or manual, make, model, side of installation). Parker Chelsea has an application guide that will help organize the necessary information needed. There are identification tags on the transmission itself that provide the make and model of the transmission which is required for the application worksheet.
2. Determine what type of equipment is being driven by the PTO (i.e. hydraulic pump, winch, blower). 
3. Find the input horsepower (HP) required of the driven equipment. The power requirements of the driven equipment should be provided by the manufacturer of the driven equipment.
4. Find the desired operating speed of driven equipment. This will be determined by the driven equipment operating parameters.
5. Establish the approximate engine speed desired during operation or PTO ratio (if known). PTO speed is stated as a percentage of engine speed. An example being, required pump speed of 1000 RPM and having an engine operating speed of 1500 RPM. The percentage of PTO to engine speed would be calculated to approximately two-thirds, or approximately 67 percent (e.g. 1000/1500 = 66.67, or 67%). 
6. Define the direction of the Driven Equipment Shaft Rotation with there being two choices, engine and opposite-engine. The PTO requirements will be determined by the driven equipment. It is important to note the PTO output shaft rotation listed on the application page is in relation to the vehicle crankshaft rotation as viewed from the rear of the vehicle. (See Figure 1).
7.  Clarify the type of connection between the PTO and driven equipment with there being a remote and direct connection. 
8. Define the duty cycle as intermittent or continuous. Intermittent duty cycles are defined as PTO operations that last for less than five minutes in any fifteen-minute period. Conversely, continuous duty cycles are defined as PTO operations for more than five minutes out of every 15.  If an intermittent PTO is used for continuous operation, the required torque must be divided by .70 to get the torque requirement for the driven equipment. The PTO will need to de-rated if it was not designed for continuous duty.
9. Determine if there are reverse gear requirements (yes/no).
10. Determine the type and size of the PTO output required (i.e. driveshaft – size of output required, direct mount pump – mounting flange and shaft type/size).

Figure 1

 

Here are useful formulas to help Specify a PTO:

• Pump Output Horsepower: HP = (GPM x PSI) / 1,714
• Pump Input Horsepower: HP = (GPM x PSI) / (1,714 x E)
• Pump Input Torque (Lbs. Ft.): T = CID x PSI / 75.63
• Gallons Per Minute: GPM = (CID / 231) x (RPM)
• Cubic Inches Displacement: CID = (GPM x 231) / RPM
• Horsepower: HP = (T x RPM) / 5,252
• Flow in GPM using PTO: GPM = (Engine RPM x PTO%) x (CID / 231) x E
• CCM Conversion: CCM = CID x 16.39
• CID Conversion: CID = CCM x .06102
• PTO Ratio Calculator = Pump RPM / Engine RPM

Figure 2 (Remote on top, Direct on bottom)

While not all information is always available, here is an information guideline that can get you started with the right information to help you select the right PTO for your application.

Application Guide

It is important to remember when the appropriate PTO has been selected through the concluded gathered information, review the application guide and make sure that all the necessary information has been included. When searching for a PTO in a catalog, please remember to read the footnotes as there may be additional information to consider for specifying a PTO. This can include transmissions not being able to withstand torque capacity of the PTO and the application or some other unique feature of the unit may be mentioned through the footnotes. 

To further investigate what different PTOs are being offered, including the new 210 series PTO for the 2020 Ford Super Duty 10R140 Transmission, be sure to check out www.parker.com/chelsea to learn more.

This article was contributed by Michael Mabrouk, marketing leadership associate, Chelsea Products Division, Parker Hannifin Corporation.  

 

 

 

 

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The difference between Machine to Machine (M2M) and The Internet of Things (IoT) can be confusing. While both M2M and IoT involve sharing data and can be connectivity solutions for enterprises, they are different schools of solutions mainly varying in the way they achieve connectivity.  

Differences and similarities

There are several distinct differences between the solutions when it comes to their basic principle and applications. M2M refers to direct communication between devices such as machines, smartphones and appliances. The communication itself is completed using wired or wireless communication channels, whereas IoT is based on the fundamentals of sensors that can collect and analyze data in real-time. This connectivity of sensors can occur without the intervention of humans.

To map it out and draw a connection between the two: IoT is simply the “bigger vision” of connectivity and is fueled by the advancements of M2M applications. The main deliverable of M2M is to enable businesses to manage and collect data remotely by connecting their device(s) to the cloud. IoT, on the other hand, is a mass-market technology that applies to both consumers and enterprises. Enterprise IoT is increasing in popularity and takes business communication one step further by facilitating asset tracking and management, such as Parker’s Mobile IoT for off-highway equipment.

As the name implies, M2M connects machines to machines, whereas IoT takes machine-to-machine connectivity, integrates web applications and connects it to a cloud. While M2M employs isolated systems of sensors and records of remotely collected and measured data, IoT converges disparate systems into a comprehensive system to enable new applications. IoT steps it up by integrating device and sensor data with big data, analytics and other enterprise mobile applications. Comprehensive achievements like these are rarely captured by M2M systems on their own.

IoT not only provides prognostic maintenance but also improves business processes and operations. For instance, Parker’s Mobile IoT solution records and stores all data in the cloud, allowing visibility and adjustments to machine operations in real-time. Users can access the performance data remotely, making it easy for OEMs and their customers to collect and analyze data sets to identify usage trends and field-based problems with unparalleled intellectual design and insight. 

M2M IoT Direct communication between machines Sensors automation and internet platform Supports point-to-point communication Supports cloud communication Devices don’t necessarily rely on an internet connection Devices rely on an active internet connection Mostly hardware-based technology Both hardware and software-based technology Normally communicate with a single machine at a time Many users can access at one time over the internet A device can connect through mobile or other networks Data delivery depends on the internet protocol (IP) network

Simply put, IoT is more than device connectivity, as it is the network of connected devices. The chart below demonstrates a side-by-side comparison of the two solutions to more easily understand their distinct differences.

Undeniably, M2M and IoT share common aspects. The core similarity is that both provide remote access to machine data and both exchange information among machines without human intervention.

Conclusion

In a nutshell, both technologies enable machines to communicate, collect, store and exchange data; autonomously lead to corresponding decisions, and perform tasks with minimal human intervention. Yet, as we can see, M2M and IoT are not synonymous.

The two are different solutions for enterprises and provide different levels of data exchange and collection. M2M and IoT primarily vary in terms of how they achieve connectivity, what they aim to connect, how scalable they are and how the data is utilized. Both, however, have a focused geared toward a more connected and “smart” world.

Learn more about IoT solutions for OEMs. 

Article contributed by Clint Quanstrom, IoT general manager, Motion Systems Group, Parker Hannifin Corporation and Kyri McDonough, marketing communications manager, Parker Hannifin Corporation.

 

 

 

 

 

 

 

 

 

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