An Introduction to Hydromechanical Transmissions

Mike Cronin 28 Nov 2012

Product Development & Global Technology

(Previously titled: Cost Savings With Hydro-mechanical Transmissions)

Introduction
Hydro-mechanical transmission architectures are growing in popularity as a cost effective means to provide continuously variable transmission (CVT) functionality in the heavy-duty off-road market segment. This presentation will introduce the audience to the basics of operation and commonly used terms. Topics Covered: Speaker Background Simple Hydro-mechanical Transmission Schematic Current Industry Examples Important Design Characteristics How Fuel Is Saved Other Beneficial Characteristics Caveats: Not A Design Guide Limited To Off-road Perspective

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Mike Cronins CV
Joined Caterpillar upon graduation from Michigan State University with a BSME in 1973 Entire career working on off-road drivetrain performance and design: Hydro-mechanical transmissions for a broad range of applications Electric drive for TTT TTT & Belted machine steering systems and components Assorted lower powertrain projects Assorted powershift transmission concepts Drivetrain related patents 23 Granted 10 Pending 9 Notifications Retired in 2010 Rejoined Caterpillars Drivetrain Research Dept on a part time basis to continue work on hydro-mechanical drivetrains.
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General Parallel Path Transmission Schematic

a.k.a. Split Torque, Power Split, Hydro-mechanical, Electro-mechanical etc.

A variator is a device that can vary the speed or torque ratio across its two shafts in a continuous manner. Several types are available: hydraulic, electric, traction etc.

Transmission

Hydraulic Power Path

Variator Gear System PlanetaryG ear System Gear System

Transfer Gear And/or Axle Reductions

Wheel Or Sprocket

Engine

Mechanical Power Path

In addition to gears these systems may contain clutches, brakes or other familiar transmission components connected in various ways. A very large number of combinations are possible.

There must be at least one planetary

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Planetaries Are Splitters and Adders

General Planetary Gear System Output Torque1 = A*Torque

Torque Splitter

Torque Output Torque2 = B*Torque

Speed 1

Speed Adder
Speed 2

A*Speed1 Output Speed =

+

B*Speed2

Output speed is the sum of the input speeds.

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Hydro-Mechanical CVT
General Planetary Gear System
Engine Speed

Engine

Final Drive

Wheels or Tracks

Pump

Motor

Output Speed = A*Engine Speed

+

B*Variable Speed Variable Speed Hydrostatic Variator Shown Even if engine speed is constant, if the other speed is variable then the output speed is still variable.

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Why choose hydro-mechanical?

Scaling

Variators are only available in a limited number of sizes. A given size variator matches to a larger machine when used in a hydromechanical configuration. Larger machines now have access to CVT behavior.

Efficiency
The power path carries a fraction of engine power Less hydraulic power means fewer losses. Less fuel More power to ground

Cost

Most cost effective CVT technology for 200-400 hp wheel loaders.

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Hydro-mechanical Transmission Examples AG

Vario

Eccom/IVT/S-matic

IVT

IVT

CVT

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Hydro-mechanical Transmission Examples Wheel Loader

ZF cPower

Dana/Rexroth HVT

Cat CVT

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Important Design Differentiators

Variator Type Discussed Above Coupling Type Input Output Compound Split Number of Ranges or Modes One Two Three Four

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Variator Examples

Variable Pump Fixed Motor Integrated, Inline Package

Used in ZF Designed cPower Shown @ 2010 Bauma Variable Pump Variable Motor Pump and Motor Displacements Linked Motor Displacement Decreases while Pump Displacement Increases Integrated, U Package

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Explaining the term Coupled

The Variator is Coupled to the Input
Double Coupled / Unsplit Input Coupled / Output Split

The Variator is Coupled to the Output

Output Coupled / Input Split Uncoupled / Compound Split

In

Planetary Gear System

Out

In

Planetary Gear System

Out

In

Planetary Gear System

Out

In

Planetary Gear System

Out

914 ST125 1st Rexroth HVT 1st

Cat CVT JD 6000, 7000 IVT S-Matic Graziano Fiat/Ag ZF Eccom Rexroth HVT 2nd,3rd

Hydraulic Variators

Vario 8000 IVT 1st,3rd ZF CP

8000 IVT 2nd,4th ZF CP 2nd,3rd

Electric Variators

D6E D7E 795AC

Volt

Prius Dual Mode/AHSII/EP40 1st

Dual Mode/AHSII/EP40 2nd

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Discrete Ratio Powertrain Schematic

Discrete Ratio Transmission Several selectable gear ratios Slipping clutch for launch Aux Loads Wheel Or Sprocket

Engine

Transmission

Transfer Gear And/or Axle Reductions

Two Engine Speeds Possible at Ground Speed 1

Engine Speed rpm

Engine Speed vs Ground Speed w Discrete Step Transmission

2200 2000 1800 1600 1400 1200 1000 800 600 0 5 10 15 20 Ground Speed mph

One Engine Speed Possible at Ground Speed 2

Ground Speed 1

Ground Speed 2
25

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Ground Speed 1

Ground Speed 2

Approximate Minimum Fuel Consumption

Hypothetical Engine Fuel Rate Contours g/min

230 220 210 200 190 180 170 160 150
Engine Gross Power kW

800-900 700-800 600-700 500-600 400-500 300-400 200-300 100-200 0-100

140 130 120 110 100 90 80 70 60 50 40 30 20 10 0

1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 2100 2200

Engine Speed rpm

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Continuously Variable Ratio Powertrain Schematic

Continuously Variable Transmission Ratio continuously managed for performance and launch Aux Loads

Wheel Or Sprocket

Engine

Transmission

Transfer Gear And/or Axle Reductions

Engine Speed vs Ground Speed

2200 2000

Engine Speed rpm

1800 1600 1400 1200 1000 800 600 0 5 10 15 20 25 Ground Speed mph

Any Engine Speed Possible at Any Ground Speed

Functional Definition of CVT:

Engine speed can be placed and maintained at the desired level regardless of ground speed.

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END

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