LiU IEI Fluid and Mechatronic Systems

Fluid power system and transmissions, TMMS10 Karl-Erik Rydberg 2010-04-02

Hydro-mechanical transmissions
In mobile vehicles such as earth moving machines, agriculture machines, forest-machines, industrial and mining lifters there is a demand for sophisticated performance. Since the requirements on productivity are very high for mobile machineries, high output capacity combined with high overall efficiency over a wide velocity range is therefore of great importance. HYDRODYNAMIC VERSUS HYDROSTATIC DRIVES - In order to reach a satisfying productivity of a construction machine, a very large torque/speed conversion range is required. This demand is quantified by the Theoretical Range (TR), which is defined as highest vehicle speed over lowest speed where maximum engine power can be transferred by the drive train to the traction wheel. A traditional solution for heavy vehicles is to use a hydrodynamic transmission (torque converter) in series with a multi-speed shiftable gearbox, as shown in Figure 1.

Figure 1: Hydrodynamic and hydrostatic drive train for heavy vehicles.

The advantage of hydrostatic drives over hydrodynamic technology are, first of all, the large control range, which means that only a limited number of speed stages in an additional gearbox is required, [1-4]. In a closed hydrostatic transmission, the torque can be transmitted in both directions, thus allowing hydrostatic braking. That implies precise control (high stiffness) of traction effort and speed, which is a great benefit for hydrostatic drives, especially when climbing obstacles, [6, 7]. Another important advantage for hydrostatic drives is the high efficiency and subsequent low fuel consumption compared to hydrodynamic drives. However, in parts of the output speed range the efficiency of a hydrostatic transmission is not so impressive. Actually, the efficiency varies a lot over the full speed range. In the high output speed range low overall efficiency is caused by viscose friction losses and pressure drop from the high flow through the machines and due to the fact that the loading torque is low. Low

LiU IEI Fluid and Mechatronic Systems

Fluid power system and transmissions, TMMS10 Karl-Erik Rydberg 2010-04-02

efficiency in the low speed range can be accepted since the transmitted power is low and therefore the power loss is relatively low. Low efficiency in the high speed range is more serious because maximum power is often transmitted here, which means high power losses. In order to increase the overall efficiency at high output speeds a hydro-mechanical transmission is a promising concept. The overall efficiency, in general, for a plain hydrostatic and a hydro-mechanical (power split) transmission, is shown in Figure 2.

Figure 2: Overall efficiency for hydrostatic and hydro-mechanical transmissions.

Improvement of the transmission overall efficiency can be made by using power split into hydraulic and mechanical power transformation. In the low speed range most of the power shall be transformed hydraulically, because of its excellent controllability. In high speed range mechanical power transformation will give the highest efficiency. The ideal power distribution through the hydraulic and mechanical paths in a power split transmission will be like the illustration in Figure 3.

Figure 3: Power transformation in a hydro-mechanical transmission.

In transmission design the requirements on TR-value for the specific application is of high importance. This is mainly a question of transmission components arrangement in series and/or parallel connections. A good example of TR-value improvement is the 2-motor concept, with individual motor displacement control and with a mechanical gearing and a clutch to connect the two motor shafts to each other. This 2-motor concept is evaluated in the next chapter.

LiU IEI Fluid and Mechatronic Systems

Fluid power system and transmissions, TMMS10 Karl-Erik Rydberg 2010-04-02

2-motor transmission with clutch

TR-value and dynamics of 2-motor transmission
Figure 3 shows a 2-motor transmission with clutch. Motor 2 (Dm2) can, via the gearing Um and the clutch, be connected to or released from the output shaft. Motor 2 is also called zeromotor, because its displacement setting range is, 0 <= m2 <= 1,0 (see diagram in Figure 3). The transmission is also equipped with a booster pump and a cooling valve (not shown in the figure), which gives constant low-pressure.
Dp = Dm1 = Dm2, Um =1

Figure 3: 2-motor transmission, with individual motor control, and a clutch.

The mechanical path in this transmission is very simple. However, to make the transmission jerk free and minimize the losses in the full speed range, advanced control of the variable pump and motors is required.

Transmissionen TR-value with mechanical gear ratio, Um = nm2/nm1 > 1

Transmission flow equation, p Dp n p = m1Dm1nm1 + m 2 Dm 2 nm2 = ( m1Dm1 + m2 Dm 2U m )nm1 gives

p Dp Dp nm1 n = . p = 1,0, m1 = m1min and m2 = 0 m1 max = . n p m1Dm1 + m 2 Dm 2U m np m1 min Dm1

When the pump reach max input power (Pinmax) is p = pN and m1 = m2 = 1,0 which gives

pN D p 1 + Um n nm1N = TR = m1 max = . Dm1 = Dm2 TR = . pN m1 min nm1N pN m1min np Dm1 + Dm 2U m

The parameter values Dm1 = Dm2, Um = 2, pN = 0,80, m1min = 0,2 and m2min = 0 gives TR = 1+ 2 = 18,75, which is 3 times higher that for a corresponding transmission without 0,80 0,2

1+

Dm 2 Um Dm1

zero-motor and individual motor control with clutch.

Pump and motor displacement versus TR-value

Pump displacement: Pin max = pN D p n p p max gives, D p =

Pin max TR m1min (1 + U m Dm 2 / Dm1 )n p max pmax

LiU IEI Fluid and Mechatronic Systems

Fluid power system and transmissions, TMMS10 Karl-Erik Rydberg 2010-04-02

Pin max = m1min Dm1nut max pN p max gives Dm1 + U m Dm 2 =

Pin maxTR . With Dm1 = Dm2 = Dm, nm1 max pmax

Dp =

n p max D Pin max TR m1min Pin maxTR , Dm = and m = D p m1 min nm1 max (1 + U m )nm1 max pmax (1 + U m )n p max pmax

Transmission dynamics, speed over pump displacement setting, m1/p

With displacement unit in [m3/rad] and angular speed, (=2n) in [rad/s], the equation of continuity for the pressurised volume V1, can be expressed as: V dp . Linearization and Laplace trans p D p p Ct p ( m1Dm1 + m 2 Dm 2U m )m1 = 1 e dt p D p p ( m1Dm1 + m 2 Dm 2U m )m1 formation gives: p = . V1 Ct + s e
Torque equation: ( m1Dm1 + m 2 Dm 2U m )p = J t
dm1 J t sm1 gives p = dt ( m1Dm1 + m 2 Dm 2U m )

p D p p J t s (Ct + V1 / e s ) = 1 + m 1 2 ( D + D U ) ( m1Dm1 + m 2 Dm 2U m ) m1 m1 m 2 m 2 m With me Dme = ( m1 Dm1 + m 2 Dm 2U m ) results in m1 = p

D p p / me Dme J tV1 J t Ct 2 s + s +1 ( me Dme ) 2 e ( me Dme ) 2

2 m1 D p p / me Dme ( Ct Dme ) e me = 2 where h = and h = s 2 p V1 J t 2 me Dme + h s +1 2

e J t
V1

Resonance frequency and damping at varying motor displacement setting

Observe that the product h h =
Ct e is independent of motor displacement, which means 2 V1 that increased frequency (h) gives reduced damping (h) and vice versa.

Example

Parameter values as follows: Dp = Dm1 = Dm2 = 25 cm3/rad, Um = nm2/nm1 = 2, m1min = 0,2 m2min = 0, V1 = V2 = 1,010-3 m3, e = 900 MPa, Ct = 1,610-11 m5/Ns and Jt = 2,0 kgm2
m3 gives hmin = 3,35 rad/s and hmax = 2,15. rad
m3 gives hmax = 50,3 rad/s and hmin = 0,14. rad

( me Dme )min = m1min Dm1 = 5,0 10 6

( me Dme )max = (Dm1 + Dm 2U ) = 75 10 6

LiU IEI Fluid and Mechatronic Systems

Fluid power system and transmissions, TMMS10 Karl-Erik Rydberg 2010-04-02

Max over min ratio is;

h max h max ( me Dme ) max 75 = = = = 15. h min h min ( me Dme ) min 5

It is interesting to note that this ratio corresponds to the TR-value and pump displacement setting as,

h max h max = = pN TR = 0,8 18,75 = 15. h min h min

The speed range where motor control takes place, is just pNTR.

Advanced 2-motor transmission with a gear-box in series connection

A 2-motor transmission with a very high TR-value (bigger than 20) can be reached by adding more mechanics in series connection to the hydrostatics, as shown in Figure 4.

Figure 4: 2-motor transmission with individual motor control and mechanical gear-box.

Transmissionens TR-vrde kan berknas enligt fljande samband:

Dm 2 U2 Dm1 TR = = pN m1minU 3 U1 + Dm 2 U 2 1 + D U m1 1 U1 U3 pN m1min

A similar transmission has been developed by Bosch Rexroth. The transmission and its control characteristics are shown in Figure 5. Max power is 250 kW and TR 35.

Figure 5: Hydro-mechanical 2-motor transmission, max power 250 kW, Bosch Rexroth

LiU IEI Fluid and Mechatronic Systems

Fluid power system and transmissions, TMMS10 Karl-Erik Rydberg 2010-04-02

Hydro-mechanical transmission with planetary gearing

POWER SPLIT TRANSMISSION - A particular group of transmissions that also uses "zeromotors" as in the previous case, is power split transmissions, where one configuration is shown in Figure 6. The mechanical part of the transmission consists of a planetary gearing and gears to the hydraulic pump and motor shafts. The hydrostatic machines are a variable displacement pump and a variable motor. Displacement setting for the pump is -1 p 1 and for the motor typical, 0 m 1. In order to extend the speed range and TR-value of the transmission the motor setting can go over zero, for example -0,2 m 1. However, negative motor displacement setting means that the motor start to act as a pump and the hydraulic power goes backwards in the transmission. That effect gives circulating power through the mechanical path, which also will reduce the mechanical efficiency. That gives a physical limit for negative motor displacement setting.

Figure 6: Transmission with hydraulic and mechanical power transformation.

Transmissionen speed ratio

Shaft speeds (n) and number of gear tooth (Z), according to Figure 6, gives the speed characteristics of the planetary gearing as: nin ( Z1 + Z 2 ) n2 Z 2 nout Z1 = 0 The mechanical gearing between planetary gearing and pump shaft gives,
n p = U m1n2

(1)

(2)

Mechanical gearing between the transmission output shaft and motor shaft gives, nm = U m 2 nout The loss free speed ratio for the hydraulic pump and motor is: n m pD p = n p mD m (3)

(4)

LiU IEI Fluid and Mechatronic Systems

Fluid power system and transmissions, TMMS10 Karl-Erik Rydberg 2010-04-02

U m1n2

p Dp = U m 2 nut m Dm

(5)

Equations (1) to (5) gives, the theoretical transmission speed ratio as,
nout Z1 + Z 2 1 + Z 2 / Z1 = = D U D U Z nin Z + m m m 2 Z 1 + m m m2 2 1 2 p D p U m1 p D p U m1 Z1

(6)

The parameter values Z 2 = 2 Z1 , D p = Dm and U m1 = U m 2 results in the speed ratio:

3 nout = nin 1 + 2 m

(7)

Figure 7: Displacement setting versus speed ratio for the transmission in Figure 6.

Calculation of TR:
Dm U m 2 Z 2 pN D p U m1Z1 TR = D U Z 1 + m min m m 2 2 Dp U m1Z1 1+

(8)

The parameter values Z 2 = 2 Z1 , D p = Dm and U m1 = U m 2 results in TR as,

TR =

pN 1 + 2 m min

1+

(9)

With pN = 0,85 and mmin = - 0,2 the theoretical range reach the value, TR = 5,6. The TRvalue can be increased by a bigger negative motor displacement setting, but this is not recommendable because of high circulating power and thereby reduced efficiency.

LiU IEI Fluid and Mechatronic Systems

Fluid power system and transmissions, TMMS10 Karl-Erik Rydberg 2010-04-02

The condition described in Figure 7 implies that the pump displacement setting is pN when maximum input power is reached. Since maximum hydraulic motor speed (nmmax) occurs at maximum output speed when the motor displacement setting is mmin, it is possible to rewrite the equation for TR as follows, TR = 1 + Dm nm max p max (1 + pN m min Pin max

(10)

Required motor displacement can then be calculated as, Dm = Pin max (TR 1) nm max p max (1 + pN m min ) (11)

Increasing the TR-value of the transmission

The TR-value of the hydro-mechanical transmission can be increased by adding a mechanical gear-box (Power-Shift), according to Figure 8.

Figure 8: Hydro-mechanical transmission with planetary gearing and a gear-box in series.

The transmission in Figure 8 has two motors with the total motor displacement, 2Dm. Adding the gear-box ration to equation (10), gives TR as,

2 Dm n m max p max U1 (1 + pN m min ) TR = 1 + Pin max U2

Tycical ratio for a 2-step gear-box is,
2

(12)

U1 = 2,2 and for a 3-step with equal ratio between each U2

U1 U U U 2 step 1 = 1 2 = = (2,2 ) = 4,84 . Observe that, TR is gained proportionally to the U3 U 2 U3 U 2 ratio of the gear-box.

Figure 9 shows a commercial transmission, based on the concept illustrated in Figure 8. The transmission in Figure 9 is developed for heavy tractors.

LiU IEI Fluid and Mechatronic Systems

Fluid power system and transmissions, TMMS10 Karl-Erik Rydberg 2010-04-02

Figure 9: Commercial hydro-mechanical transmission of the concept in Figure 8 [Fendt Vario].

Parker advanced series hydraulic hybrid system

Parker has continued the development of hydraulic hybrids in the project Runwise, [9]. The latest transmission concept from Parker is the Advanced Series Hydraulic Hybrid system, illustrated in Figure 10.

Figure 10: Parker advanced series hydraulic hybrid, [9]

The advanced series hybrid is based on a power split concept with one hydraulic path and one mechanical path in parallel. In the low vehicle speed range (0 - 65 km/h) the power is transferred hydraulically. From 65 to 100 km/h direct mechanical drives is used with disconnected hydraulics. These two gear ratios ensure high efficiency at all speeds. The hydraulic recovering system can handle brake energy from 65 0 km/h. Figure 11 shows the principle of the Parker hydraulic series hybrid system.

LiU IEI Fluid and Mechatronic Systems

Fluid power system and transmissions, TMMS10 Karl-Erik Rydberg 2010-04-02

10

Figure 11: Schematic layout of a power split series hybrid.

The motive for disconnecting the hydraulic system from the mechanical ones at high vehicle speed is the fact that the low loading torque gives low efficiency for the hydraulic motor. Therefore, direct mechanical transmission is the most efficient at high speeds.

REFERENCES
1. J. Lennevi: Hydrostatic Transmission Control - Design Methodology for Vehicular Drive train Applications, Dissertation No. 395, Linkping University, 1995 2. RIQ Rexroth Information Quarterly, Hydraulic Drive Systems for High-performance Wheeled Loaders, Issue 3, Mannesmann Rexroth GmbH, Lohr am Main, 1995, pp 13-17. 3. Mobile 97, Proceedings from European Mobile Conference in Ulm, Germany, Oct. 22-23, 1997. 4. K-E. Rydberg: Hydrostatic Drives in Heavy Mobile Machinery New Concepts and Development Trends. SAE Technical Paper 981989. 5. M. Sannelius: On Complex Hydrostatic Transmissions - Design of a Two-Motor Concept using Computer Aided Development Tools. Dissertations No. 569, Linkping University, 1999. 6. S. Tikkanen, K. Hutala, M. Vilenius: Design Aspects of Traction Control in Hydrostatic Power Transmissions, The Fifth Scandinavian Int. Conf. of Fluid Power, Linkping Sweden, May 28-30,1997, vol. 1, pp 393-406 7. T. Lang, A. Rmer, J. Seeger: Entwicklungen der Hydraulik in Traktoren und Landmaschinen, lhydraulik und Pneumatik, no. 2, 1998, pp 87-94. 8. C. Hugosson: Cumulo Hydrostatic Drive a Vehicle Drive with Secondary Control, The Third Scandinavian Int. Conference on Fluid Power, Linkping, Sweden, May 25-26, 1995, vol. 2, pp 475-494. 9. Schrlund L.: Hydraulic Hybrids, Parker PMDE Trollhttan. Presentation at IFS meeting in Eskilstuna, November 5, 2008.