Boosting Efficiency through the Use of Hydrostatics

Boosting Efficiency through the Use of

Hydrostatics

1. Hydrostatic transmission for

wheeled loaders
In the power range up to 60 kW, the drive concept
of a hydrostatic transmission has become generally
established, and particularly in Europe, on account
of the known advantages of hydrostatic
transmission over hydrodynamic transmission
(Fig. 1). The hydrostatic transmission has eminently
proved its value in tough everyday conditions and
is characterized by its high cost-efficiency in
practical use, among other things:
Reduced fuel consumption
Higher traction effort at low drive speeds
ensures more efficient utilization of the
installed engine power.
Reduced brake wear
Hydrostatic deceleration greatly reduces wear
on the travel brake.
Less tyre wear
Precision control of the travel drive helps to
prevent the drive wheels slipping.
More convenience for the driver
Simple, straightforward operation relieves the
driver and makes the machine easier to
operate.
So that these advantages of a hydrostatic
transmission can also be made available to
wheeled loaders in the middle and upper power
classes, it is necessary to develop drive concepts
with which the desired effect can also be achieved
in these power ranges.

Advantages of hydrostatic versus

hydrodynamic transmission

Large torque conversion range,

therefore few or no steps when
using gear shifts
High traction at low drive speeds
Torque can be transmitted in both
directions, thus permitting simple
reversing and hydrostatic
deceleration

Demand-based power division

Easy operation
High starting efficiency
Little heat generated in the block
point
Resolved design

Fig. 1: Advantages of hydrostatic versus hydrodynamic transmission

Peter Dschida / VMT/E

Brueninghaus Hydromatik GmbH
Elchingen plant
Phone +49 (0) 73 08 / 82 24 34
Fax
+49 (0) 73 08 / 53 38
E-Mail: peter.dschida@bru-hyd.com

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Boosting Efficiency through the Use of Hydrostatics

without traction
effort interruption

The larger torque conversion range required in

wheeled loaders of higher power classes is covered
by a mechanical gearshift system downstream of
the hydrostatic drive. Depending on the power
class required, this system involves up to three gear
shifts. The gears are shifted via electronically
monitored switching points in order to ensure that
the shift is effected at the right moment to protect
the gear components. With this drive concept,
however, the power flow must be interrupted
during the gear shifting process, thus resulting in
very hard shift jolts in the vehicle.
Two-motor systems have been developed in order
to obtain a drive concept covering the loaders full
working and road travel ranges without
interrupting the traction effort. These systems will
be discussed in more detail here (Fig. 2).

with traction effort

interruption

2. Hydrostatic drive concepts

for wheeled loaders
> 60 kW

2-speed power
shift gearbox

i1, i2

i1, i2, i3
3-speed power shift gearbox

i1, i2, i3
Summation gearbox

60

Switchable summation gearbox

120

250
Drive rating in kW

Fig. 2: Hydrostatic drive concept for wheeled loaders

2.1 Two-motor drive with

summation gearbox
A6VM
A4VG

A6VM

A2FM

Fig. 3: Two-motor drive with summation gearbox

Traction effort

Concepts with two variable-speed motors with

summation gearbox have already been used in
series with great success in the power class up to
100 kW (Figs. 3 and 4). Two variable-speed motors
of different size are used here. The advantage of
such a system is that a larger output torque is
available for the working range, while the road
travel range is covered by the higher permissible
speed of the smaller motor, since the larger motor
reduces its displacement to V = 0 cm3 before
reaching its maximum speed. The motive power is
also reduced when the displacement V of the larger
motor equals 0 cm3, thus permitting a higher speed
with improved overall efficiency.
A summation gearbox with integrated clutch can
be used to increase the difference in size and thus
the control range of the system. The advantage of
this solution is that the larger motor is disengaged
mechanically upon reaching its maximum
permissible speed and therefore no longer has any
effect on the road travel range.
It is also possible to use a constant displacement
motor with lower displacement for road travel. This
improves the overall system efficiency, since the
motor always operates at the maximum angle.
Here too, the motor with the larger displacement
is disengaged mechanically.

A2FM

Overall efficiency
A6VM

Vehicle speed
Fig. 4

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Boosting Efficiency through the Use of Hydrostatics

2.2 Two-motor drive with

switchable summation
gearbox (2+2 gearbox)
The two-motor drive with combined switchable
summation gearbox (Figs. 5 and 6) has been
developed for vehicles in the power class from 100
kW to approx. 250 kW. With this drive concept, the
advantages of a hydrostatic transmission are now
also available to this power class. Two
hydrostatically parallel motors deliver their torque
via two separate input shafts, each of them has
one or two gear ratios. The total torque is
transmitted to the drive axle by a central shaft.
The advantage of such an arrangement is that the
gear shifts required for the control range are
effected without interrupting the power flow and
therefore without shift jolts and without
interruption of the traction effort. This is possible
because one hydrostatic motor delivers its torque

BB-3

to the drive train via the central shaft while the

other motor is set to zero. Its torque is consequently
zero and the gears can be shifted without jolts.
The entire system is controlled by a microprocessor,
since the gear shifting process depends on a
number of variables, such as vehicle speed, load
state of the engine, position of the drive pedal, etc.
and the purpose of the drive was to ensure the
simple operation already familiar from hydrostatic
systems, as well as a completely automatic gear
shifting process. The complete gearbox
management and control of the hydrostatic
components, including such functions as load
limiting control, automotive driving, inching and
hydrostatic braking, is taken over by the
programmable control system.

BODEM
software

Microcontroller
+
Software
Gear Direction of
travel
selection

Drive
pedal

Inching
pedal

BB-3

Load limiting control

- Automotive driving
- Gearbox management
- Inching function
- Diagnostics

CAN-Bus

Diagnostics,
parameterization,
process monitoring

Rpm speed

A6VM

A4VG

Engine with electronic

injection pump

Fig. 5: Summation gearbox with three gear-shift clutches

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Boosting Efficiency through the Use of Hydrostatics

Power class in kW
A4VG

100

150

180

250

71
90
125
180

A6VM

55
80
107
140

Gear ratio

Motor 1

1st gear
2nd gear
3rd gear

3. Boosting efficiency through

the use of hydrostatics as
compared with hydrodynamics
The power consumption of the various systems is
illustrated in Fig. 7. It not only presents the ideal
curve of traction over speed for a wheeled loader,
with power as the product of traction times speed
remaining constant over the entire curve profile, but
also shows the limiting curves for a 4-speed power
shift gearbox with reversing gearbox and torque
converter. The growing divergence from the ideal
curve is clearly evident. Compared with the profile
for a 2-motor drive with switchable summation
gearbox, it can be seen that the power is utilized
more effectively, particularly in the working range,
thus yielding a higher ground speed with
corresponding traction effort. Another advantage
of the hydrostatic drive is that it adapts to the profile
of the ideal curve automatically, i.e. without
intervention by the driver.

(forward/reverse)

Motor 2

(forward/reverse)

3.03 : 1

6.10 : 1

3.03 : 1

1.34 : 1

Traction F in kN

100 %

50 %

4-speed power shift

gearbox with torque
converter

Ideal power curve

(traction x speed=
constant)

Hydrostatic transmission
and switchable
summation gearbox

20

40

Speed v in km/h

Fig. 7: Comparison, hydrostatic vs. hydrodynamic

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The situation becomes even clearer if we consider

the response of the drives when additionally
switching auxiliary equipment, such as
simultaneous actuation of the steering and
implement hydraulics (see Fig. 8). Since only 50%
of the input torque will be available to the
hydrodynamic drive when 50% of the power are
diverted to the auxiliary equipment, its output
torque will consequently also be reduced by half.
Moreover, the diesel speed will be reduced by
roughly 20%, resulting in a reduction in speed for
both the travel drive and the equipment. In the case
of a hydrostatic drive on the other hand, the
maximum traction effort remains unchanged, since
load limiting control of the hydrostatic system
merely reduces the pump delivery, but not the
maximum working pressure. As a result, the full
feed power is still output despite actuation of the
implement hydraulics. For this reason, 50% drive
power means 50% speed, but still with maximum
traction effort. Intervention by the driver is not
necessary, thus relieving him in this particular
situation.
Reducing the speed of the drive motor reduces the
level of noise emitted, extends the motor life and
saves fuel. The converter torque that can be
transmitted declines as the square of the speed:
for this reason, a converter drive will require the
maximum diesel speed in order to deliver the
maximum transmittable torque (Fig. 9). With a
hydrostatic drive, on the other hand, the torque can
be matched to the diesel speed via the pump
characteristic, thus permitting utilization of a more
fuel-efficient lower speed. Further optimization is
possible if use is additionally made of an
electronically controlled system communicating via
the CAN bus interface with the electronically
controlled fuel injection system of the diesel engine.
Since the actual torque, maximum possible torque
and drag torque over speed are signalled by the
engine electronics, the variable characteristic curve
of a hydrostatic drive can be optimally adapted to
the power available. This not only yields the
advantage of operating at lower drive speeds, but
also of working in the most advantageous
consumption range of the diesel engine in each
case.

Traction F in kN

100 %

Ideal power curve

50 %
Hydrostatic system

20

Hydrodynamic system

40

Speed v in km/h

Fig. 8: Comparison, hydrostatic vs. hydrodynamic 50% decline in power due to auxiliary equipment

PM in kW
100%

1: Engine drag torque

2: Actual engine torque

3: Max. possible engine torque

Specific consumption be in g/kWh

1

nM in rpm

nmax

Hydrodynamic transmission
Hydrostatic transmission DA control
Hydrostatic transmission electronic control + CAN Bus
Fig. 9: Comparison, hydrostatic vs. hydrodynamic: engine characteristics

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4. Electronic loader control

The more widely electronic systems are used in
motor vehicles, the more important it is to use
components which have been specially developed
for mobile applications, particularly in conjunction
with hydrostatic drives (Fig. 10). A special profile
of requirements applies in the case of
microcontrollers and the software used and must
meet the specific demands imposed on the
machines with regard to:
Functional operation
More efficient use of the power available
Greater fuel efficiency
Lower noise levels
High operational safety
Easy maintenance
In addition to the basic functions of a hydrostatic
transmission, other supplementary functions can
also be realized through the electronics in order
to improve the efficiency of the system (Fig. 11).
Incorporation of the CAN bus interface in particular
makes it possible for data to be exchanged with
the electronic control system of modern diesel
engines and also with the electronic control system
of the implement hydraulics.

Traction limitation
The maximum traction of the machine can be
limited in accordance with the type of ground
being travelled on so that the wheels are
prevented from slipping and thus avoiding
unnecessary tyre wear, as well as ensuring
maximum traction.
Speed limitation
The maximum speed can be infinitely varied
so that the maximum working speed can
remain variable while at the same time
specifying a crawling speed. This is particularly
advantageous when working with such
supplementary equipment as a sweeper or
snow plough, etc.
Eco mode
Particularly when travelling on the road, it is
often found that the diesel engine generates
more power than is required by the travel
drive for the momentary speed. Since the load
status is detected by the travel electronics on
the basis of the engine straining speed, the
engine speed can be reduced to the point at
which the permissible straining value is

Microcontroller

obtained. The hydraulic travel motor is

similarly swivelled to a correspondingly
smaller angle in order to maintain the
required vehicle speed.
Constant speed drive
This function maintains a constant vehicle
speed regardless of any increase in the drive
speed due to switching additional auxiliary
equipment. It is superimposed on the load
limiting control in order to protect the diesel
engine against overloading. In this context, it
is advantageous to include the implement
hydraulics in the electronic management. In
view of the innumerable solenoids actuated,
it is best to control them via a separate
microcontroller which can exchange the
required data with the travel drive control via
the CAN bus interface.
Gearbox management
If a two-motor drive with switchable
summation gearbox is used, the entire gear
shifting strategy is managed by the travel
electronics (refer also to section 2.2).

M-control joystick Display

Diesel engine control

Implement hydraulic valves

Diagnostic system: BODEM

Transmission pump A4VG

Implement pump A10VO

External electronics
2+2 gearbox

Transm. motor A6VM

Actuation
Communication via CAN Bus

Fig. 10: Electronic loader control with Rexroth components

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Diagnostics

Automotive driving

Over-speed safety

Selection of direction
of travel

Gearbox management
Constant speed drive

Load limiting control

Joystick control
Traction limitation
Speed limitation

Variable
characteristics

Inching/Braking

Eco mode

CAN Bus

Diesel engine control

Implement hydraulics

Fig. 11: Electronic loader control

5. Prospects
New drive concepts combined with electronic
control and the new generation of diesel engines
with electronically controlled fuel injection pumps
open up new possibilities for boosting the
efficiency and operating convenience of wheeled
loaders, particularly in the higher power classes.
These concepts provide the basis for extension of
the hydrostatic system, as well as possibilities for
optimization of the construction machines and will
have a growing influence on the overall design of
the machines.

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