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The Engineering Sociefy

=For Advancing Mobility
a and Sea Air and Space,
INTERNATIONAL^ 400 COMMONWEALTH DRIVE, WARRENDALE, PA 15096-0001 U.S.A.

Computer Controlled Hydrostatic

Transmission with Traction
Control for Vehicles
Leon Liebenberg and Johann J. Kriger
Rand Afrikaans University
Johannesburg, R. S. A.

International Off-Highway & Powerplant

Congress and Exposition
Milwaukee, Wisconsin
September 10-13,1990
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ISSN 0148-7191
Copyright 1990 Society of Automotive ~ n ~ i n h rInc.
s,

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Computer Controlled Hydrostatic

Transmission with Traction
Control for Vehicles
Leon Liebenberg and Johann J. Krliger
Rand Afrikaans University
Johannesburg, R. S. A.

hydraulic spring effect due to the system's hydraulic

capacity (WJ, which worsens as the conduit length
An unconventional hydrostatic transmission (HST) between pump and motor increases; this spring effect
has been developed which presents an excellent leads to instability, although throttling devices
alternative transmission for multi-purpose heavy vehicles (accompanied by energy losses) may be employed to
(larger than 5 tons) demanding good mobility and large better this situation (12).
speedltorque ranges. This HST is of the pressure The so-called secondary speed control-concept
coupled type and employs digital computer as well as (6,7,10,11,14,15,16,17), which operates a hydraulic
analogue control, so as to provide a dynamic circuit at a regulated pressure with the secondary units
hydromachine control strategy. This strategy ensures (hydromotors) placed under speed control, provides an
effective traction and steering control, due to the fact excellent alternative to counter the problems of the
that differential, differential lock and forced steering conventional HST. This concept makes use of only one
actions are all obtained by dynamic hydrostatic machine primary (hydropump) unit to provide flow at a regulated
(hydromachine) control. pressure to several secondary (hydromotor) units.
Independent motor control is provided by individual
motor speed control, thus providing load matching. An
experimental vehicle employing this concept has
undergone successful tests but with the emphasis on
energy regeneration and forced steering control (2,3).
Due to the fact that use is made of constant pressure
The purpose of this paper is to report on the levels, the problem of the hydraulic spring-effect is
ongoing development and testing of an experimental greatly eliminated and conduit lengths of up to 80 m
hydrostatic transmission (HST) for a 10 ton, dwheeled between the primary and secondary units have been
multi-purpose vehicle. Due to several disadvantages of reported on industrial machinery - without any
a conventional HST in a multi-function facility , an HST noticeable effect on system stability (9).
was developed which makes use of dynamic control of This paper introduces an extension of the
the hydromachines (pump and motors) which not only aforementioned concept, namely .the dynamic
counters the disadvantages of the conventional HST, but hydromachine control-concept, whereby both the motor
also offers several steering and traction control speed and the system pressure are dynamically varied by
advantages. means of digital computer and analogue control. This
The conventional vehicle - HST, normally control strategy enables the HST to provide hydraulic
comprises of a flow-coupled system (n2 = QI/V2) in a differential action, hydraulic differential lock action or
closed loop hydraulic circuit (13,17)*, control being hydraulic forced steering action, whichever is required
exercised by means of hydraulic/electronic (8.13) control by the vehicle operatorldriver.
of the hydrornachines. This conventional HST has to This paper contains the following:
contend with the problem that each motor requires a - a brief description of the functional requirements
pump when individual control of the motors are imposed on a typical HST;
required, whilst operating in a multi-function system - an introduction to the dynamic hydromachine
(3,511) Furthermore, due to the flow coupled nature control principles used;
of this transmission, a load change is interpreted by the - a discussion of the design and implementation of
system as a pressure reaction, therefore causing a the experimental HST;
- a description of the digital computer and analogue
control system which performs differential speed
*~urnbers in parentheses designate references at end of
control and overall transmission control;
paper.
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- experimental test results based upon a Functionally, the operatorldriver requires the
computer-controlled traction dynamometer; following modes of which Figure 2 is the corresponding
- an evaluation of the results obtained thusfar. mode transition diagram:

FUNCTIONAL REQUTREMENTS - switch on: i.e. ignition is activated and prime

mover is at idle speed;
The function of the HST, whilst satisfying the - accelerate: i.e. accelerator pedal is depressed so as
operator-vehicle handling requirements, is to effectively to cause vehicle acceleration;
and efficiently match the prime mover characteristics to - cruise: i.e. constant vehicle speed is maintained;
those of the traction load; these requirements are - decelerate: i.e. accelerator pedal is released so as
illustrated in Figure 1. The shaded area represents that to cause vehicle deceleration.
part of the vehicle power train which is discussed in this

Functional requirements for a vehicle-HST.

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The external conditions imposed on the

transmission control system, are determined by the
gradient of the road and the corresponding drag forces
on the vehicle (i.e. air resistance and road friction), the
turning motion of the vehicle and the traction conditions
at each driven wheel. The corresponding mode
transition diagrams are shown in Figure 3.

UPHILL

DESCEND ASCEND

DRIVE
LEVEL

DESCEND ASCEND
Rgure 4: Variable displacement swashplate
DOWNHILL
TURN hydromachine (4).
RIGHT

- The pressure level is controlled (as

opposed to the conventional pressure regulation), by a
closed loop analogue unit (PID-controller), whereby the
pressure command value and the actual pressure value
are compared. To provide system stability, an analogue
PD-controller is used (to control the pump swashplate)
which then sends an' amplified error signal to the
electrohydraulic servoactuator as shown in Figure 5.

TRACTION ON
BOTH WHEELS

Figure 3 External (Environmental) mode transition

diagram

DYNAMIC CONTROL OF HYDROMACHINES

HYDROMACHINES - The concept of dynamic

hydromachine control makes use of variable
P(icTvAL) SWASHANGLE FEEDBACK
displacement swashplate hydromachines, which are
purposely built for secondary (hydromotor) control, but PRESSURE FEEDBACK

may also be employed for primary (hydropump) control

without great loss in total efficiency ( < 1%) according to
Faatz (1). Figure 4 shows a cross sectional view of
such a hydromachine. Figure 5: Hydropump analogue pressure-control
loop.
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J&dmmUx - By varying the motor displacement ton. 6-wheeled vehicle which included the obtaining of a
(V2) (by means of the servoactuator-swashplate maximum road speed of 90 km.h-1, negotiation of road
interaction), the output torque (T2) is altered according gradients up to 50%, whilst being driven by a 120 kW
to: prime mover, which in this case is an internal
combustion engine. Although the test transmission
sin a currently has only 2 hydromotors, the system has been
*pmV2(m)
T = 2 . dimensioned for Cdriven wheels. These requirements
2 2% sin a q"&
2(max) give rise to the hydraulic circuit in Figure 7 which is a
simplified schematic.
This torque induces an acceleration (ti2) at the motor
output shaft when it is not in equilibrium with the load
torque (T ) and the resistance torque (T ):
L R

The resultant speed (1121 is then controlled by a closed

loop analogue unit (PID-controller), whereby the motor
speed-command value is compared to the actual speed
value. To provide system stability, use is made of an
analogue PD-controller (to control motor-swashplate n(C0MMAND)

position) which provides the electrohydraulic

servoactuator with an amplified error signal as shown in
Figure 6.
(ACTUAL) SWASHANGLE FEEDBACK
By combining these dynamic hydromachine
control- principles, a very versatile HST is obtained. [ SPEED FEEDBACK

EXPERIMENTAL TEST TRANSMISSION

The hydromachine dimensions (see Appendix 1)

were determined by the specifications set out for a 10 6: Hydromotor analogue speed control loop

Rgure 7: Basic hydraulic circuit schematic

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The internal combustion engine 1 drives variable pressure peaks. The control system (as described in
displacement pump 2 which generates hydraulic power this paper) ensures that flow demands and pressure peaks
for the hydromotors 3 and 4. The hydromachine are effectively controlled.
swashplates are varied by means of electrohydraulic
servoactuators 5, which receive their pilot flow from an TRANSMISSION CONTROL
independent circuit, the flow which is provided by a
pressure regulated pilot pump 8 driven by a three phase The operatorldriver has the following interactions with
induction motor 6; this induction motor also drives a the computer controlled HST (as shown in Figure 8):
boost pump 7 which provides make-up flow to the low - mode selection (three available modes of operation:
pressure line. A low pressure accumulator 13 prevents Hydraulic Differential; Hydraulic Differential
cavitation in that flow reactions are compensated for. Lock, Forced Steering);
The pilot accumulators 12 compensate for sudden flow - steering command (over and above the normal
demands in the pilot line; this is necessitated by the fact mechanical steering mechanism, a forced steering
that the minimum swashplate reaction time (0' < - > command may also be activated whereby a
k 15') is 50 ms. Relief valves 10 and 11 protect the steering input, forces a certain differential speed
system against pressure overload. The oil which is (An) onto the driven wheels).
relieved from the low pressure line, is fed to a cross The operatorldriver's accelerator pedal is directly
flow heat exchanger 9 which returns the oil to the coupled to the I.C. engine.
reservoir 15. Transmission control is exercised by a commercial
SALIENT CHARACTERISTICS - The hydraulic 80286 computer in conjunction with the
circuit has the following salient characteristics: already-mentioned analogue (PID/PD)-controllers. The
1. The high and low pressure lines are not Transmission Control Computer contains two controllers,
interchangeable. This embraces the idea of a pressure namely the Transmission Controller and the Dverential
main system, whereby a number of secondary units Speed Controller:
(hydromotors) obtain their energy from a common high - The Transmission Controller interprets the engine
pressure line (14). speed and generates control signals for the
2. Due to the abovementioned characteristic, hydromachine analogue controllers accordingly.
hydromotor speed direction is changed by swashangle - The Differential' Speed Controller interprets
reversal only. operatorldriver inputs (i.e. mode selection and
3. The omission of a high pressure accumulator steering command) as well as motor speed signals
which is normally required in this type of hydraulic (n; actual)9 and exercises differential motor speed
circuit to provide peak flow demands and to absorb control accordingly.

I>
-j
L EN5U1SS'OLFO'liEPL.C2UPU?iRRRR.~

Hgure 8: Transmission Control hierarchy

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The Transmission Control Computer comprising of identical speed command signals. In order to prevent
these two individual controllers, will now be discussed in the situation where, due to differing traction conditions
more detail. of the two motors, one motor reaches maximum
DIFFERENTIAL SPEED CONTROLLER - The swashangle without reaching the speed commanded, a
Differential Speed Controller has three modes, each Master/Slave-mechanism is employed: Whenever a
being manually selectable by the operator/driver: motor swashangle exceeds 13', that motor becomes
- Mode 1 : Hydraulic Differential Master and forces its speed onto the other motor (Slave),
- Mode 2 : Hydraulic Differential Lock thus ensuring that both motors will run at the same
- Mode 3 : Hydraulic Forced Steering speed under all traction conditions.

a. MODE 1 : N O R M A L HYDRAULIC DIFFERENTIAL b. MODE 2 : DIFFERENTIAL LOCK AND

MODE 3: FORCED STEERING
MASTER : FASTER MOVING MOTOR
S L A V E : SLOWER MOVING MOTOR MASTER : SLOWER MOVING MOTOR,a, >13'
S L A V E : FASTER M O V I N G MOTOR

Hgure 9: Differential Mode-transition diagrams

In order to provide these differential speed controls, each Mode 3: HydrdcForced Steering - This mode
of the modes has a set of submodes, the transitions of operates the same concept as that for Mode 2, but in this
which are shown in Figure 9. case each motor is commanded a different speed; this
e 1: Hv-c
. Dlfferentlal
. - In this mode, speed differential (An) is a function of the steering
in order to obtain a differential speed action, both input.
motors are controlled to have equal swashangles (i.e. The above three modes of operation are facilitated
equal torques) but are not restricted to run at the same by means of the computer based-differential speed
speed. The wheel subjected to a lower traction force controller in conjunction with the motor analogue
than the other, will tend to undergo slip and is therefore controllers, as schematically shown in Figure 10.
designated as Master and placed under speed control by TRANSMISSION CONTROLLER - This
the Differential Speed Controller (i.e. the Faster moving controller uses engine speed as a basis to generate
motor is the Master). In order to still obtain differential control signals for the hydromachines. This is done in
action, this motor's swashangle is forced onto the other such a way as to match the load to the IC engine
motor's (designated the Slave) analogue controller. characteristics and thus prevent overspeeding and stalling
2: HY-c
. Differential
. 1.och - In this thereof. The combination of the Transmission Controller
mode, in order to ensure that both wheels run at the and the Differential Speed Controller to form the
same speed, both motor speed controllers are fed Transmission Control Computer, is shown in the signal
flow diagram of Figure 11.
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MOTOR A SPEED
I
COMMAND FROM i SWASH-
ANGLE A
PD
MOTOR A
i I
I
SPEED

i I
I
I
i I
I
I
I
I
I
I i
I 1
MASTER/SLAVE DIFFERENTIAL SPEED CONTROLLER
I I
I
I
I
(

i I
I i
MOTOR B SPEED
i t
I I
MOTOR B
SPEED

SWASH-
ANGLE B
I I I

iL.---.-.-.-.-.-.-.-.--------------------A
!
DIFFERENTIAL SPEED CONTROLLER

Figure 10: Differential Speed Controller

WERATMI
DMMR
STEERING COMMAND(An)
II 1

'
i
TRANSMISSION CONTROL COMPUTER (80286)

ACCELERATION/
DECELERATION
i
i MOTOR A
i i
SPEED

I
TRANSMISSION CONTROLLER

ENGINE SPEED
I

ANALOGUE CONTROL ANALOGUE CONTROL

Figure 11: Signal Flow diagram of Dynamic Machine Controlled System.

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successfully tested for conditions of engine acceleration

and deceleration.
The experimental transmission was subjected to MODE 3: HYDRAULIC FORCED STEERING -
simulated traction load tests using an eddy current The test result shown in Figure 14, was obtained when
dynamometer facility, which is briefly outlined in motor A was forced to rotate at 50 min-1 faster than the
Appendix 1. Each operational mode was tested under pre-mode 3-initiation speed, whilst motor B was forced
conditions of varying load torque so as to establish the to rotate at 50 min-1 slower than pre-mode 3 initiation
attainment of the already-mentioned functional speed. This result was obtained under a condition of
requirements. Only the representative results are simulated bad traction (slip), when the dynamometers
presented for each operational mode. forced a higher load (good traction) on motor A and a
MODE 1: HYDRAULIC DIFFERENTIAL - The lower load (bad traction) on motor B. It follows from
following result (Figure 12) shows the system response Figure 14, that under these circumstances the forced
when a simulated vehicle turn is encountered, whilst the steering action proved to be very successful. The same
accelerator pedal is held constant. It can be seen that effectiveness was also obtained under conditions of
the motors enjoy full differential action. The engine acceleration and deceleration.
differential speed effect. was also successfully tested
under simulated bad traction conditions as well as for CHARACI'ERISTICS OF DYNAMIC MACHIIW
engine acceleration and deceleration, the only difference CONTROL
being that the pressure varied according to engine speed
variation. This concept of dynamic control of the primary
MODE 2: HYDRAULIC DIFFERENTIAL LOCK and secondary units, offers unique characteristics when
Figure 13 shows the system response when each motor applied as a vehicle HST:
is subjected to a different load 6.e. simulation of ADVANTAGES
wheel slip; subjection of wheels to different traction 1. Independent operation of a number of secondary
surfaces). It can be seen that under these load units placed in parallel; this enables the HST to provide
conditions, both motors still rotate at the same speed effective and efficient steering and traction control,
without any noticeable transient, thus establishing without the aid of mechanical systems such as
hydraulic differential lock action. This effect was also differentials, differential locks etc.

E = MOTOR B TORQUE
B -
MOTOR B SPEED
F = MOTOR A SPEED
C = HIGH PRESSURE 0 - MOTOR A TORQUE bar

400$00. HIGH PRESSURE

mode initiation
1000
100.

50

0.00
.lo: a
Egure 12: Hydraulic Differential-mode test result (at constant engine speed)
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Mn-'4 A
E -- PUMP SPEED
MOTOR B TORQUE
B -MOTOR B SPEED
I = MOTOR A SPEED
C - HIGH PRESSURE D - MOTOR A TORQUE bar
3004
N,,

-t -.c. rrrc.rc .~
HlGH PRESSURE
FoO
MOTOR B SPEED
MOTOR A SPEED
PUMP SPEED

MOTOR B TORQUE

Hydraulic Differential Lock-mode test result (at constant engine speed)

A
E
-- PUMP SPEED
MOTOR B TORQUE
B I MOTOR B SPEED
F = MOTOR A SPEED
C , HIGH PRESSURE D - MOTOR A TORQUE b, Nm Pre-mode initiation

mode initiation

Post-mode initiation

PUMP SPEED
p 5 0 .

Figure 14: Forced Steering mode test result (at constant engine speed)
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2. This independent operation is obtained by using CONCLUSION

only one primary unit (pump) to maintain the pressure
level, which is dependant on accelerator position. (In This paper demonstrates how digital computer control is
conventional vehicle HST's, a pump is required for each exercised over an HST under impressed pressure, so as
motor so as to provide individual motor control, else use to realize hydraulic differential action, hydraulic
is made of throttling devices to regulate the flow, thus differential lock action, or hydraulic forced steering
the speed of the motors). action.
3. This concept employs a pressure coupling The Transmission Control Computer exercises
characteristic, so that any reaction against an dynamic control of the hydromachines via the analogue
acceleration or deceleration, is interpreted as a flow controllers. This control is done so effectively, that the
reaction; this greatly eliminates the hydraulic spring use of a high pressure accumulator (for system peak
effect and ensures large conduit lengths between the demands and pressure peak absorption), is redundant;
primary and secondary units without any effect on this is contrary to common practice (7).
system stability. (Conventional HST's employ a flow The combination of analogue and digital
coupling characteristics, where load changes are controllers have been found suitable for multi-wheel
interpreted as pressure reaction, thus having a large drives where traction and steering control are essential
effect on system stability, due to the prominency of the for both steady state and transient behaviour. This is
hydraulic spring effect - large dirtances between mainly due to the following:
primary and secondary units are therefore not possible). 1. Independent operation of a number of secondary
4. Four quadrant operation is possible. Energy can units, thus enabling effective steering and traction
therefore be pumped back to the primary side of the control.
system during hydrostatic braking; to relieve the engine 2. Only one primary unit required to serve all the
(prime mover) from excess energy absorption, a retarder secondary units.
may be employed. Computer control ensures that the 3. Employment of a pressure coupled system, thus
engine will not accelerate during this process; engine eliminating the hydraulic spring effect and therefore
stalling is also prevented by computer control. facilitating large possible conduit lengths between the
5. Although not investigated in this paper, it is primary and secondary units.
possible for the computer to exercise drive power 4. Four quadrant operation, thus facilitating
management, so that the operator would have a choice hydrostatic braking and/or energy regeneration.
of either maximum power operation or optimum 5. Load matching characteristic which saves energy.
efficiency operation. 6. Prime mover (engine) power and efficiency
6. Due to the load matching characteristic of the control.
system, only the minimum hydrostatic energy required, 7. Comparable system cost (relative to conventional
is employed (7). mechanical transmissions).
7. Although not exploited in this research, it is 8. Vehicle characteristics may be tailored to be
possible due to the four quadrant nature of operation, to similar to those of a conventional automatic vehicle.
employ an energy regeneration technique using This concept may be fully exploited when a
accumulators (2.15). change-over is made from electronic controllers to
8. Comparable system cost to conventional high adaptive digital controllers and the improvement of the
powered multi-wheel driven, cross-country vehicle dynamic response of the positioning controls of the
transmissions. secondary units are facilitated.
9. A vehicle fitted with such a dynamic machine
control system, has the characteristics corresponding to NOMENCLATURE
that of a conventional automatic vehicle (by tailoring the
HST-characteristics), thus minimizing operatorldriver Nime Descrintion uS.l.it
fatigue and the abolishment of specialized driver A = Hydromotor A
B = Hydromotor B
training. Analogue Differential 1
D =
DISADVANTAGES Controller
1. Danger that system may become unstable in the F ~ e e l = Wheel Driving Force N
event of electronic control loop failure (10,ll). f (t) = Function of time
G = Electrical Tachogenerator
2. Transmission characteristics may become unstable, = Hydrostatic Transmission
HST
especially with the hydromotors working under no load HP = High pressure hydraulic
conditions and with a high system pressure (10,ll). line
Both these disadvantages, may however be offset I = Analogue Integrator 1
Controller
by: = Internal Combustion
IC
- Improvement of the dynamic response of the Engine
positioning controls of the secondary units. J = Rotational inertia kg m2
- Development of adaptive digital control technology L = Leak flow-hydraulic line
1 = Litre (= 10-3 m3) i
to replace the present analogue controllers, so as to
ensure improvement of the quality of the closed
loop control.
 Downloaded from SAE International by Imperial College London, Sunday, September 23, 2018

LP = Low pressure hydraulic (2) Fahl, H.4.; Metzner, F.: "Energiespeiche-

line rung in einem hydrostatischen Fahrantrieb mit Serienag-
m = Hydromotor gregaten". Olhydraulik und pneumatik 28 (1984) Nr. 7.
n = Rotational speed (3) Fahl, H.-J.; Wassenberg, E.: "Vergleich
zweier hydrostatischer antriebssysteme in einem
ti = Rotational acceleration
Fahrzeug mit Radzeitenlenkung". Olhydraulik und
P = Analogue Proportional
pneumatik 26 (1982) Nr. 12.
Controller
(4) Holz, W.; Lukazeurics, H.: "Power Match-
P = High pressure bar
ing Control (Secondary Regulation)". RE 0902612.87,
Q = Flowrate m3s-1
Mannesmann Rexroth, 1987.
= Motor A Output Torque Nm
T~ (5) Hydromatik: Hydromatik Handbuch fiir
= Motor B Output Torque Mobilgetriebe Berechnungsunterlagen: Mobilgetriebe
T~
Regelsystem DA. Hydromatik Mobile, M 1.2 (6178),
= Load torque
T~ Mannesmann Rexroth GmbH, 1978.
= Resistance torque (6) Kordak, R.: "Neuartige Antriebskonzep-
T~
tion mit ~kundargere~elten hydrostatischen Machinen".
T2 = Secondary unit output Olhydraulik und pneumatik 25 (1981) Nr. 5.
torque
(7) Kordak, R.: "Sekundiirgeregelte hydrosta-
t = Time
tische Antriebe". Olhydraulik und pneumatik 29 (1985)
V = Volumetric displacement
Nr. 9.
vs = Conduit volume (8) Kurz, H.: "Weiterentwichlung der Primir-
X = Pilot pressure hydraulic
raggregate fur Fahrantriebe und electronische Fahrauto-
line
matik". RD 00315/9.82, Mannesmann Rexroth GmbH,
a = Swashangle
1982.
P = Effective bulk modulus of
(9) Lung, R A . (Ed): Hydrostatic Drives with
fluid and lines
control of the Secondary unit. The Hydraulic Trainer
Vol. 6, Mannesmann ~ e x r o t hGmbH, Schleinungsdruck
I' = Mode selection, steering GmbH, 1989.
command and accelerator
(10) Metzner, F.: Kennwerte der Dynamik
pedal inputs
sekundiirgeregelter Axialkolbeneineinheitein. Disserta-
6 = Quadratic function de- N
tion, Universitiit der Bundeswehr, Hamburg, 1985.
scribing drag forces on vehicle
(11) Metzner, F.: "Secondary speed controlled
(i.e. wind, rolling resistance etc.)
hydrostatic units on quasi-constant pressure systems.
Ap = Differential pressure Pa
I. Mech. E, C 193186, 1986.
q,h = Mechanical efficiency
0 (12) Mock, H.-W.: "Stability of working
8 = Steering angle
mobile machinery driven by hydrostatic machinery".
P = Traction Coefficient I. Mech. E, C 152181, 1981.
V = Vehicle speed krn h-1
(13) Mueller, H.: "Hydrostatic Transmissions
g = Disturbing input (i.e. N and Controls for wheeled vehicles". SAE Technical
the force due to road gradient)
Paper, series no. 841099, Society of Automotive
Engineers Inc., Pensylvania, 1984.
Indices
(14) Nikolaus, H.W.: "Dynamik sekun&r-
A = Hydromotor A
eeregelter Hydroeinheiten am eingepragten Drucknetz".
B = Hydromotor B
Olhydraulik und pneumatik 26 (1982) Nr. 2.
E = Engine
(15) Nikolaw, H.W.: "Hydrostatischs antriebe
i = Hydromotor designation (i.e. A,B, ) ... mit energiespeicherung". Tagungsunterlagen: Hydrau-
L = Load
lik-Kolloquium 18119 April 1985, Hochschule der
1 = Load equivalent
Bundeswehr Hamburg. 1985.
m = Master
(16) Nikolaus, H. W.: "Hydrostatische Antriebe
max = Maximum
rnit sekun~rregelungund Energieriickgewinnung". RD
R = Resistance
03061/09.85, Mannesmann Rexroth, 1985.
REF = Reference (average) value
(17) Rosenbecker, K; Scott, G.: "A Hydrostatic
1 = Primary hydrostatic unit (hydropump)
Transmission f a Medium Power applications". SAE
= Secondary hydrostatic unit (hydromotor)
Technical Paper, series no. 861289, Society of Automa-
tive Engineers, Inc., Pensylvania, 1986.
REFERENCES

(1) Faatz, HH. (Ed): Planning and Design of

hydraulic power systems. The Hydraulic Trainer Vol. 3,
Mannesmann Rexroth GmbH, Hinckel Druck GmbH,
1988.
 Downloaded from SAE International by Imperial College London, Sunday, September 23, 2018

901559
APPENDIX 1:
EXPERlMENTAL TRANSMISSION AND DYNAMOMETER FACILITY: 'IECHNICAL
SPECIFICATIONS
EXPERIMENTAL SET-UP

Figure 15 shows a schematic of the experimental set-up.

DYNAMOMETER HYDROMOTOR - AUXILIARY - HYDROMOTOR DYNAMOMETER

A A HYDRAULIC 8 0
UNIT

HYDROPUMP I.C.
ENGINE

Figure 15: Experimental set-up.

EXPERIMENTAL TRANSMISSION - The

hydraulic circuit diagram of Figure 7 is supplemented by
the following technical specificaticms:

Type: Variable displacement swashplate

hydromachines (Rexroth A4VSG125)
Capacity: 125 cm3Irev
Torque: T, = 696 Nm @ 350 bar T a,b,c: POSSIBLE TORQUE - SPEED REGULATED
CHARACTERISTICS
Speed: n, = +3400 min-1 as motor (Nm)
n, = +2400 min-l as pump

Presssure: 350 bar nominal working pressure

(sustained)
410 bar maximum working
pressure (intermittent)
swashangle = f 15'
.. . . Figure 15)
Low pressure accumulator: 10 l Q 120 bar
Pilot pressure accumulators: 1,5 i? Q 75 bar
Heat exchanger: cross flow (12 k W m a d
Induction motor: three phase,,,P = 15 kW,
n = 1450 min-1
Boost pump: 33 1 min-1, gear pump
Pilot pump: 80 bar, pressure regulated axial piston
Pump.
DYNAMOMETERS - Each hydromotor is Figure 16: Torque-Speed regulated characteristics of
coupled to a dynamometer.
the eddy current dynamometer.
Type: Computer controlled, eddy current
(Zillner)
Power range: Shown in Figure 16.
TORQUE TRANSDUCERS - A torque
transducer was interposed between each hydromotr and
Rotational inertia: 37,25 kg m2
dynamometer.
Torque-speed characteristic: several available; the
Type: Hottinger Baldwin Messtechnik (HBM)
torque-speed regulated characteristics as shown in
Figure 16 were used for the traction load Nominal sensitivity: 1,5 mV v - ~ (nominal output
simulation tests. signal at nominal torque)
* Sensitivity tolerance: f O,l% (actual output signal
Regulation accuracy: f 2,5?4o absolute
at nominal torque)
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