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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.
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
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.
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.
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.
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.
1+
Dm 2 Um Dm1
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
e J t
V1
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
It is interesting to note that this ratio corresponds to the TR-value and pump displacement setting as,
The speed range where motor control takes place, is just pNTR.
Figure 4: 2-motor transmission with individual motor control and mechanical gear-box.
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
(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)
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)
(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)
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.
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)
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,
(12)
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.
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.
10
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.