Power Split

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SAE TECHNICAL
PAPER SERIES
2002-01-0589
CVT Split Power Transmissions, A Configuration

versus Performance Study with an Emphasis
on the Hydromechanical Type
Brad Pohl
Southwest Research Institute
Reprinted From: Transmission and Driveline Systems Symposium 2002

(SP1655)
SAE 2002 World Congress

Detroit, Michigan
March 4-7, 2002
400 Commonwealth Drive, Warrendale, PA 15096-0001 U.S.A.
Tel: (724) 776-4841 Fax: (724) 776-5760
Author:Gilligan-SID:12627-GUID:20364355-192.104.67.222

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Printed in USA

2002-01-0589
CVT Split Power Transmissions, A Configuration Versus

Performance Study with an Emphasis on the
Hydromechanical Type
Brad Pohl
Copyright 2002 Society of Automotive Engineers, Inc.
mechanical path and the third is either input or output

depending upon whether the system is input coupled or
ABSTRACT
Split power transmissions are often a viable power path
for continuously variable powertrains. The planetary gear
set is the central mechanism of these powerpaths which
creates the possibility for numerous configurations.
Determining the right configuration for a specific
application can thus be complicated if the designer does
not have an easy way to evaluate each configuration.
This paper will address this issue. The different split
power configurations are explored. Speed ratio and
torque ratio formulas for the different configurations are
introduced. An efficient and simple method to determine
positive and negative power flow is also demonstrated.
The development of tractive effort curves is discussed as
a methodology to determine the theoretical performance
of any configuration with an emphasis on the use of
hydraulics as the variator.
Output Coupled
HR
A
Hydraulic
input
output
PG
B
Mechanical
Input Coupled
A
HR
Hydraulic
input
PG
output
B
Mechanical
INTRODUCTION
Figure 1: Input Coupled and Output Coupled Systems

The split power transmission has long been classified by
three basic configurations, split speed (output coupled),
split torque (input coupled), and compound (four shaft).
Only the first two configurations will be discussed in this
paper. Figure 1 shows a block diagram layout of these
configurations, as they would be used in a
hydromechanical type transmission. The planetary gear
set PG is common to both of these configurations. This
creates six possible power paths for each configuration
thus leaving the designer with a total of twelve power
paths to choose from. To aid discussion, a method used
by (5) is adopted to identify each configuration. The first
two letters indicate whether the power path is input
coupled (IC) or output coupled (OC). The last three
letters are arranged by how the hydraulic and
mechanical paths are connected to the planetary gear
set. For example: An output coupled power path with the
hydraulic path connected to the sun of the planetary set
and the mechanical path connected to the carrier would
be identified by OC-SCR. In the three letter set, the first
letter is always the hydraulic path, the second is the
output coupled. The remaining blocks in the diagram, A

and B, represent discrete speed ratios. HR is the
variable speed ratio across the hydraulic pump/motor
combination and functions as the variator for each
configuration.
MAIN SECTION ANALYTICAL

INPUT COUPLED AND OUTPUT COUPLED SPEED
RATIOS
Utilizing the planetary gear set formula, one can derive
the speed ratio for each power path configuration:
1 Ring Carrier
=
P Sun Carrier
(1)

In this formula, the speed of the ring, sun and carrier are
related by the planetary ratio P, which is defined as
follows:
P=
RRing
RSun
N Ring
(2)
N Sun
Tables 1 and 2 list the derived speed ratios for each

configuration, assuming positive speed ratios A, HR and
B. In the tables; SR is the speed ratio:
SR =
output
input
(3)
Table 1: Input Coupled (IC) Speed Ratios
Reviewing these equations, one can make some general

observations about the kinematic characteristics of each
configuration. All of the IC equations have a sum or
difference in the numerator. This sum or difference
allows for the possibility of a zero SR condition
commonly referred to as geared neutral. For example
in the IC-SCR configuration, when (P+1)*B = A*HR the
speed ratio SR is equal to zero. Reviewing the OC speed
ratio equations, one can see only a product is present in
the numerator thus the only choice for a zero speed ratio
condition is if A, HR or B can be set to zero. Also of
importance in the OC equations is the fact that the
denominator of each equation has the possibility of
becoming zero. This would cause an infinite speed ratio
condition, which is undesirable in most cases.
Considering the use of a hydraulic pump/motor pair to
act as the variator to create a variable speed ratio HR,
we are left with a unique advantage over a mechanical
variator, which is that HR can be set to zero.
SR
SCR
SRC
CRS
CSR
RSC
RCS
( P + 1) B A HR
P
P B + A HR
P +1
( P + 1) A HR B P
( P + 1) A HR B
P
P A HR + B
P +1
THE PLANETARY GEAR SET

STEADY EQUILIBRIUM.
AND SIMPLIFIED
The planetary gear set is a power-proportioning device

that is used in split power transmissions. Figure 2 shows
a simplified free body diagram of a planetary gear set in
steady equilibrium. The term steady is used to signify
that equilibrium is when inertia accelerations are zero.
However, velocities of respective components are not
necessarily zero.
( P + 1) B A HR P
F Ring
Table 2: Output Coupled (OC) Speed Ratios

F Carrier
SR
SCR
SRC
R Ring
P B A HR
(P + 1) A HR B
(P +1) B A HR
P A HR B
CRS
A HR B
(P + 1) B A HR P
CSR
P B HR A
(P + 1) B A HR
RSC
RCS
(P +1) A HR B
P B + A HR
F Sun
R Carrier
R Sun
Figure 2: Static Planetary Load

The tangential loads that are applied to the planet gear
must always be equal so that the planet gear will not
have angular acceleration. This balance of load causes
the tangential reaction load on both the sun and the ring
to be equal and in the same sense. To maintain
equilibrium the external tangential load applied to the ring
and sun must be the same. Also for the carrier to
maintain equilibrium, the external load applied to the
carrier must balance the external loads applied to the
planet gear. With this free body diagram in mind, the
following relations are evident.
A HR B
(P + 1) A HR P B
Carrier

= (F Ring + FSun )
F Ring = F Sun
F
Carrier
of the external torques always falls into two equilibrium

conditions as illustrated in the Figure 3.
( 4)
(5)
= 2 FRing = 2 FSun
Realizing that both input coupled and output coupled

configurations will balance torque between the two paths
depending upon how the planetary set is connected, we
can look at the steady torque share of each path for the
six possible configurations. Table 3 shows the torque
share for each planetary configuration.
( 6)
Geometry of the planetary set establishes the following

relation between the sun, ring and carrier pitch radii.
R Carrier =
1
(R Ring + R Sun )
2
( 7)
Table 3: Relative Mech. and Hyd. Torque Share

Hydraulic
Mechanical
SCR
1/P
(P+1)/P
SRC
1/(P+1)
P/(P+1)
CRS
P+1
P
CSR
(P+1)/P
1/P
RSC
P/(P+1)
1/(P+1)
RCS
P
P+1
Combining these equations, relationships between the

sun, ring, and carrier externally applied torques can be
realized.
= FSun R sun
Sun
Ring
(8)
= FRing R Ring
(9)
SCR
SRC
CRS
CSR
RSC
RCS
RingDia
Planet Dia.
2.0
Carrier
= FCarrier R Carrier
350
SunDia. = 38.1 mm
(10)
1.8
300
1.6
= FCarrier
1
(R Ring + R Sun ),
2
1
= 2 FRing (R Ring + R Sun ),
2
1
= 2 Fsun (R Ring + R Sun )
2
TCarrier = TRing
= TSun
(R
Ring
(R
Ring
(11)
+ R Sun )
R Ring
0
1
Planetary Ratio(Nr/Ns)
(12)
Sun
TR
(P + 1)
Figure 4: Hydraulic Path Torque Share
(13)
Ring
TC
Sun
TS
100
(P + 1) = T
Carrier
0.6
0.0
This relationship shows that the planetary ratio governs

how the torque is proportioned between each member of
the set. Another conclusion is that the sense or direction
TC
150
0.8
50
R Sun
Ring
200
1.0
0.2
Introducing the parameter P called the planetary ratio,

the torque relationships are reduced as follows:
TR
1.2
0.4
+ R Sun )
TCarrier = TRing
250
1.4
Figure 4 has the hydraulic path torque share plotted

versus the planetary ratio P. Also on the chart are the
pitch diameters of both ring and planet, assuming a 38.1
mm sun pitch diameter. From the graph, we can
determine that the configurations CRS and RCS do not
share torque well. As an example, using an OC-CRS
configuration with a planetary ratio P = 1.5, the carrier
torque (hydraulic path) would be over 2.0 times the sun
torque (input). From the stand point of torque share, the
three configurations SCR, SRC and RSC provide the
best relative torque share over the possible range of
planetary ratios.
Carrier
Sun
POWER FLOW IN A MECHANICAL SYSTEM.
TS
Figure 3: Static Load Combinations
Consider the mechanical gearbox in Figure 5. The

gearbox has four external connections or shafts where
power can enter or exit the unit. At each location, the
externally applied torque and speed is shown in terms of
direction. Keeping with standard practice, torque is
Diameter (mm)
Carrier
Torque Ratio (hyd/input or output)

represented by double arrows while a single arrow

denotes speed. The direction of torque and speed is
determined by applying the familiar right hand rule. To
apply this rule, one takes their right hand and curls their
fingers in the direction of speed or applied torque, With
this done their extended thumb points in the direction of
the speed or torque vector. Viewing the relative direction
between speed and torque at each port will tell you how
the power is moving with respect to the unit being
evaluated. If torque and speed at a specific location are
in the same sense, the power is flowing into the unit,
conversely if the sense of speed and torque at a location
Torque
Speed
during the operation of the system, the power flow

reverses, the efficiency equations will also have to be
reformulated to reflect this reversal of power flow.
Consider the IC-SCR configuration as an example to
demonstrate how the power flow concept can be put to
use in split power transmissions. Figure 6 shows this
system with a dashed box around the planetary gear set.
The static load of the planetary gear set is illustrated in
Figure 7 for this configuration. The speed ratio equation
indicates that for values of A*HR < B*(P+1), the sun, ring
and carrier have the same sense as the input. The single
arrows at each location denote the speed directions.
Assuming the output is delivering power to the down
Power Flow
Ring
Ring
3
Carrier
1
Mechanical
Gear
Box
Carrier
Sun
Sun
Figure 5: Mechanical System

is opposite, the power is exiting the unit. Again it must be
re-emphasized that the torques are the externally applied
torques, or in other words, what the surroundings are
doing to the system. In the figure, shaft 1 and 2 are
transmitting power to the unit even though they are
spinning in opposite directions. The same is true for
shafts 3 and 4 except that at these two locations the
power is leaving the unit. In terms of thermodynamics, at
steady state, the sum of all power crossing the unit or
system boundary must balance to zero (neglecting
efficiency). Power flow direction and unit power balance
can help the analyst determine and verify torques and
speeds. Also if the modeling effort is to consider
efficiency, the knowledge of power flow direction is
imperative since the loss represented by an efficiency
term is unidirectional (i.e. always out of the system). We
are customarily aquatinted with the concept of Power
Out/ Power In as efficiency, but the hidden factor here is
that if the system is reversed, the efficiency equation
must also be reversed and the original efficiency number
has in a way lost meaning. This factor becomes more
evident when one deals with power ratio equations that
consist of more than just simple products in the
numerator and denominator, which will arrive when
IC-SCR
A
Input
Figure 7: IC-SCR Planetary Static Load

stream component (i.e. driveline and wheels), the
reaction torque applied at the output is denoted by a
double arrow in the reverse sense at the ring. Since the
direction of applied torque at the ring is known, the sense
of applied torque at the sun and carrier are also known
per the previous discussion on planetary static loading.
Now, using the concept of power flow and the relative
direction of speed and torque at each location on the
unit, the power flow direction at each port is illustrated by
the wavy arrow. Figure 8 illustrates how the power is
flowing in this configuration. For this configuration with
ratios A*HR < B*(P+1), the hydraulic path is receiving
negative power re-circulation. The input power is
combined with re-circulated power from the hydraulic
IC-SCR
A
Input
HR
Hydraulic
Power Flow
Power Flow
Output
Power Flow
B
Mechanical
Power Flow
Figure 8: Power Flow in IC-SCR System

branch and passed down the mechanical branch to the
output where power is branched off and sent back trough
the hydraulic branch.
HR
Hydraulic
Output
B
Mechanical
Figure 6: IC-SCR Powerpath

multiple power flow paths are present in a system. If
Using this methodology, Tables 4 and 5 have been

created to summarize how each configuration behaves
with regards to power flow. The effect of negative ratios
in A, HR and B is also considered and indicated by giving
each configuration a sub-set identifier to designate which
ratios are positive and negative. A mode column is

included that indicates if the overall speed ratio is

positive or negative. Some configurations allow for both
positive and negative speed ratios which means that
without changing the sense of ratio A, B or HR, the
transmission will reverse if the relative sizes of A, B and
HR are set appropriately. It should be noted that any
configuration that has negative power in either the
hydraulic or mechanical path will also be able to go from
fwd to rev without changing the sense of A, B or HR.
This illuminates the concept of the geared neutral
phenomena (at conditions other than HR = 0.0). For the
transmission speed ratio to reverse without reversing
one of the A, B or HR ratios, the transmission must have
the ability to recirculate power internally. A second point
is to note that in the OC configurations, the power
recirculation configurations will encounter an infinite
speed ratio condition. Note in the table, all of the OC

configurations are capable of geared neutral. This is
noted because the use of a hydraulic pump and motor to
establish the speed ratio HR allows HR to be set to 0.0
which, as mentioned earlier, will cause the speed ratio
equations to go to zero.
Table 5: Input Coupled Configurations

Basic Sub
Config set
GN
(mode) PH
1
SCR
Table 4: Output Coupled Configurations

Basic
Config
SCR
yes
rev
no
fwd
no
rev
no
fwd
yes
fwd
yes
rev
yes
fwd
yes
rev
yes
fwd
yes
rev
(mode)
PH
PM
ISR
yes
fwd
yes
yes
rev
yes
yes
fwd
no
yes
rev
no
yes
fwd
no
yes
fwd
yes
no
rev
yes
rev
yes
no
fwd
yes
fwd
yes
yes
fwd
yes
rev
yes
yes
rev
yes
fwd
yes
no
rev
yes
rev
yes
no
fwd
yes
rev
no
yes
fwd
no
no
fwd
yes
fwd
yes
yes
fwd
yes
rev
yes
yes
rev
yes
rev
no
yes
fwd
yes
fwd
no
yes
rev
yes
fwd
no
yes
fwd
yes
fwd
yes
rev
yes
rev
yes
yes
fwd
yes
yes
rev
yes
yes
fwd
yes
rev
yes
RSC
3
1
RCS
fwd
GN
CSR
yes
Sub
set
SRC
CRS
PM
yes
fwd
no
yes
rev
no
ISR = Infinite speed ratio condition possible? (yes - no)

Note: For OC configurations, geared neutral is only
possible at HR = 0.0, Also it is not possible to go from
forward to reverse at GN condition if HR is not allowed to
change sign.
SRC
3
1
CRS
CSR
RSC
3
1
RCS
no
fwd
no
rev
GN = geared neutral
Subset Identifier
1
+AHR, +B
PH = hydraulic power
-AHR, +B
PM = mechanical power
+AHR, -B
"-" indicates negative power flow, "+" positive

power flow

POWER RATIOS, TORQUE RATIOS AND

EFFICIENCY
This section covers the development of equations for the
power ratio, transmission torque ratio and overall
efficiency. For this analysis, only the efficiency of the
mechanical path and the hydraulic path are considered.
For simplicity, the losses in the planetary are neglected.
The prime motivation is to illustrate how the efficiency of
the hydraulic branch effects the overall torque ratio. Also,
development of torque ratio and power ratio equations is
crucial for further computer modeling or simulation.
Analysis of the IC-SCR configuration with positive values
of A, HR and B will be continued as an example to
illustrate how the particular equations are developed. To
start, the torque ratio Th/To and Tm/To are developed by
evaluating the static equilibrium of the planetary. Th
represents the torque applied at the planetary gear set
from the hydraulic branch and Tm is the torque on the
planetary from the mechanical branch. Reviewing
equation 13 and Figure 7, the following equations are
evident:
Th TSun 1
=
=
To TRing P
Tm TCarrier ( P + 1)
=
=
To
TRing
P
(14)
(15)
Ph Th h i 1
P
,
=
= A HR
( P + 1) B A HR
Po To o i P
A HR
( P + 1) B A HR
(16)
Pm Tm m i ( P + 1)
P
,
=
=
B
( P + 1) B A HR
Po To o i
P
=
( P + 1) B
( P + 1) B A HR
mech
=0
(18)
Dividing this equation by Po, rearranging, and using the

branch power ratios we get the following:
Ph hyd
Pi
Pm
=
Po
Po
Po mech
(19)
A HR hyd
Pi
,
=
( P + 1) B A HR
Po
1
( P + 1) B
( P + 1) B A HR mech
Pi ( P + 1) B A HR hyd mech
=
Po
[( P + 1) B A HR] mech
(20)
(21)
Thus the overall efficiency is
The next step is to establish the power ratio equations

for each branch. Here h is the speed of the hydraulic
branch at the planetary set, and similarly m is for the
mechanical branch.
Pi + Ph hyd + Pm
(17)
overall =
[( P + 1) B A HR] mech
( P + 1) B A HR hyd mech
(22)
Multiplying the overall efficiency by the inverse of the

speed ratio will give the transmission torque ratio TR.
TR =
To
P mech
=
Ti ( P + 1) B A HR hyd mech
(23)
This procedure can be repeated for all of the

configurations to give the analyst a grab bin of basic
equations that describe the steady sate performance of
the IC and OC split power transmission configurations.
Note that reversing speed ratios A, HR and B will cause
the power flow to reverse according to Table 5. The net
result is that the basic equations for subsets of a specific
configuration will be altered by where the efficiency terms
appear in the ratio equations. OC powerpaths are
analyzed by determining power ratios in terms of input
power instead of output power like was shown
previously.
To determine the overall efficiency and the overall torque

ratio, one needs to relate the input power Pi to the output
power Po. This is done by moving the power Ph and Pm
at the planetary forward to the junction where input
power is split to the mechanical and hydraulic branch. It
is vital to have knowledge of the power flow direction
previously introduced. At the planetary set, power is
entering from the mechanical branch and is leaving in
the hydraulic branch. Using efficiency terms a power
balance can be written about the node where input
power is split. The power balance equation is as follows:

HYDRAULIC PUMP/MOTOR BASIC EQUATIONS AND

PRINCIPALS
The split power hydromechanical transmission utilizes a
hydraulic pump that is connected to a hydraulic motor to
form one leg of the split power path. Mechanical power in
terms of torque and speed is applied to the pump. The
Stroke varies between 1.0 and 1.0 for swash plate

pump/motors, and varies between 0 and 1.0 for bent axis
type pump/motors.
The speed ratio HR across a pump/motor combination
can be expressed in terms of Stroke and Vgmax.
Assuming that the motor uses all of the flow produced by
the pump, one can equate the flow equation for both
units and come up with the following equation:
HR =
pump
motor
Figure 9: Hydraulic Pump and Motor

pump converts this to hydraulic power in the form of
pressure and flow. The hydraulic power is then directed
to the hydraulic motor that converts the power back to
mechanical speed and torque. The following equations
are the standard equations used to describe how the
hydraulic pump or motor converts between hydraulic and
mechanical power.
For the pump:
qv =
T=
Vg n v
231
Vg p
24 mh
Vg n v
in gpm,
in L / min (24)
1000
Vg p
in lb ft ,
in Nm (25)
20 mh
nMotor
,
nPump
Stroke Pump Vg max Pump

StrokeMotor Vg max Motor
v Pump v Motor (29)
For bent axis pump motors, the speed ratio HR can vary
between 0 and some finite maximum value that will be
determined by the maximum speed or torque of each
unit as well as the relative magnitude of geometric
displacement of each unit. For bent axis pumps and
motors, a common performance envelope is shown in
Figure 10. The graph illustrates that the maximum speed
of the unit can be exceeded if the displacement is
lowered, however there is some maximum limiting
speed.
1.0
0.8
0.6
V
V
g max
0.4
For the motor:

0.2
Vg n
in gpm,
in L / min (26)
231 v
1000 v
Vg p mh
Vg p mh
T=
in lb ft ,
in Nm (27)
24
20
qv =
n=
Vg n
qv 231 v
Vg
qv 1000 v
in rpm (28)
in rpm, n =
Vg
Vg = geometric displacement per rev, in (cm )

p = differential pressure, psi. (bar)
n = speed in rpm
v = volumetric efficiency
mh = mech-hyd. Efficiency
0.0
0.2
0.4
0.8
1.0
max
1.2
1.4
1.6
n
at V g max
Figure 10: Permissible Displacement, Speed Related

The volumetric and mechanical efficiency of the pump
and motor are commonly expressed as functions of
speed, pressure and stroke. Figures 11 and 12 illustrate
the characteristic mechanical and hydraulic efficiency for
a bent axis pump or motor. The efficiency of the pump or
motor is strongly dependent upon the stroke. Speed is
the next major influence followed lastly by pressure. In
the course of computer simulation, the analyst should
consider the effects on overall efficiency
Stroke is the terminology used to describe the percent of

maximum displacement for variable displacement pumps
or motors. For example:
Vg actual = Stroke Vg max
0.6
(29)

Hydraulic Pump/Motor
Volumetric Efficiency @ 6000 psi
80.00-100.00
60.00-80.00
80
40.00-60.00
60
20.00-40.00
40
0.00-20.00
Efficiency (%)
100
20
100%
4250
Speed (rpm)
5750
1000
50%
2750
300
0
Stroke (%
Max Disp)
0%
transmission would be able to transform the maximum

engine power to maximum possible tractive force at all
wheel speeds. This can be done if the transmission is
capable of achieving the theoretical torque ratio at all
vehicle wheel speeds that would result in maximum
tractive force. The maximum power of the engine occurs
at a single speed and thus the transmission speed ratio
must be able to vary over a wide range to match engine
speed at max power to the wheel speed at any vehicle
velocity. To further this discussion, some concepts are
introduced to aid the discussion. The first parameter is
the tractive force ratio TFR which is as follows:
Volumetric Efficiency @ 2000 psi
Efficiency (%)
80.00-100.00
100
60.00-80.00
80
40.00-60.00
60
20.00-40.00
40
0.00-20.00
20
100%
TFR =
Wheel Tractive Force

Gross Vehicle Weight
(31)
After some simple derivation, the theoretical TFR can be

related to the engine as shown below:
5750
Speed (rpm)
4250
1000
2750
300
50%
Stroke (%
Max Disp)
0%
Figure 11: Characteristic Volumetric Efficiency of a

Hydraulic Pump or Motor.
Mechanical Efficiency @ 6000 psi
60.00-80.00
80
40.00-60.00
60
20.00-40.00
40
0.00-20.00
20
4250
5750
1000
2750
0%
Stroke (%
Max Disp)
The theoretical torque ratio TR that the transmission

would have to achieve at all wheel speeds to maximize
the tractive force ratio is as follows:
TRTheo =
100
80.00-100.00
60.00-80.00
40.00-60.00
80
60
20.00-40.00
0.00-20.00
40
20
100%
0
4250
5750
1000
50%
2750
300
1
Engine Speed Wheel Diameter
=
(33)
SR Vehicle Speed
2
With these concepts in mind, one can begin to evaluate

how a particular powertrain can best accommodate a
specific engine and vehicle combination.
Mechanical Efficiency @ 2000 psi
Efficiency (%)
(32)
50%
Speed (rpm)
Speed (rpm)
Max. Engine Power

Vehicle Speed GVW
Where GVW = Gross Vehicle Weight
100%
300
Efficiency (%)
80.00-100.00
100
TFRTheo =
0%
Input Coupled SCR Tractive Effort

Continuing with the previous IC-SCR configuration as an
example, the power ratio, torque ratio and speed ratio
equations are used along with the hydraulic pump and
motor equations to calculate vehicle wheel speed and
Stroke (%
Max Disp)
IC-SCR1
Figure 12: Characteristic Mechanical Efficiency of a

Hydraulic Pump or Motor
A
Eng.
TRACTIVE EFFORT AND CONFIGURATION

PERFORMANCE
THE POWERTRAIN, VEHICLE AND THEORETICAL
TRACTIVE EFFORT
One of the main functions of a transmission in a ground
vehicle is to transform the prime movers power to
tractive force at various wheel speeds. The ideal
MGI
Planetary
P = Nring/Nsun
HR
Hydraulic
Power
S
C
Power
MGO
R
Diff
Veh.
Power
Mechanica
Power
Figure 13: IC-SCR Detailed Powerpath

torque as a function of engine speed and torque. Figure
13 shows a more detailed powerpath that was used to
enable multiple range selection and the opportunity to
tinker with various speed ratio options. Table 6 lists the
various speed ratio parameters that were used in this
example.

power and lastly high range max power. The IC-SCR

configuration is power recirculative, thus it has the ability
to achieve geared neutral at HR > 0.0. Observing Figure
15 one can see that at zero vehicle speed, neither pump
nor motor displacement is zero. Referring back to Figure
14, the transmission can maintain zero speed at a HR >
0.0. This allows the tractive force to increase from 0 to
some maximum value before the vehicle speed begins to
Table 6: IC - SCR1 Speed Ratios

Sense - output/input
Range
L
M
H
MGI
1.0
1.0
1.0
MGO
0.217
0.6
1.65
Diff
0.217
0.217
0.217
A
1.0
1.0
1.0
B
0.35
0.35
0.35
P
3.0
3.0
3.0
200 cc/rev
200 cc/rev
100%
Stroke (% Max Disp)
Pump
Motor
120%
Bent Axis
Bent Axis
The modeling involves an iterative approach when

variable hydraulic efficiency is considered. The model
becomes implicit because pump and motor efficiency
requires knowledge of speed, pressure and stroke that
depend upon the speed ratio HR which itself depends
upon stroke and the original efficiency values. A method
was implemented where initial guess values were used
to calculate a next best guess value which, in turn,
were used as guess values. This process was repeated
until the guess values and the calculated next guess
values converged. A thee variable input (speed, pressure
and stroke), linear interpolation routine was created to
extract hydraulic pump and motor volumetric efficiency
and mechanical efficiency data from text based efficiency
tables. This streamlined the effort to include variable
hydraulic efficiency values as the hydraulic units are run
through their operating range to effect the variable speed
ratio HR.
Logic routines were implemented to evaluate each
operating condition of the pump and motor to ensure the
units were not required to operate outside of their
limitations. Checks were performed on speed, pressure,
torque and flow.
Figure 14 shows the tractive effort characteristics of the
IC-SCR configuration. Four basic operating conditions
are illustrated in the figure. Form left to right, low range
increasing power, low range max power, mid range max
1.4
Low Range Increasing Power

Low Range Constant Max Power
1.2
Mid Range Constant Max Power

High Range Constant Max Power
TFR
1.0
Pump Stroke
Motor Stroke
60%
40%
20%
0%
0
10
15
20
25
30
35
40
45
50
55
60
Veh Speed (kph)
Figure 15: IC-SCR Pump and Motor Stroke

increase. Essentially what is happening in this phase, is
the transmission is recirculating all of the power supplied
by the engine. As input power is increased, the
recirculated power increases above the power capacity
of the hydraulic units. Further increases in input power to
increase tractive effort are only possible if the
recirculated power is held constant and thus the vehicle
speed must move away from zero to account for the
excess power that is not allowed to feedback through the
hydraulics. When the input power is at maximum, the
tractive force is at maximum. At this point, the input
power is held constant and recirculated power is lowered
thus forcing more power to ground and hence the vehicle
speed increases. Reducing the recirculated power
causes the torque ratio to drop and thus the tractive
force drops. When the recirculated power is near zero,
the transmission is essentially pure mechanical and no
further decrease in transmission speed ratio is possible.
At his point the ratio range of the gearbox is at its limit.
To further increase vehicle speed, a discreet ratio
change or jump is required. This is what we see at the
start of the mid range condition. The process of varying
the recirculated power from max to min is repeated again
for mid range and high range.
A general characteristic of the power recirculative
configurations is that the tractive force in each range will
move away from the theoretical curve as recirculated
power is increased. This characteristic will always cause
a wide transition between the end of one range and the
start of the adjacent range.
Theoretical Maximun Tractive Force Ratio

120%GVW
80%
90%GVW
0.8
60%Grade
0.6
0.4
30%Grade
10%Grade
0.2
0%Grade
0.0
0
10
20
30
40
50
Veh Speed (kph)
Figure 14: IC-SCR Tractive Effort Characteristics
60
Figure 16 shows the overall efficiency of the IC-SCR

transmission configuration. As one would suspect, the
overall efficiency is predominately effected by the
efficiency of the hydraulic pump and motor. In the graph,
the efficiency is zero at zero speed since no power is
being delivered to ground. As the vehicle speed
increases, the transmission efficiency increases because

the hydraulic efficiency is increasing as the pump stroke

increases. Comparing Figures 15 and 16, we can see
poor efficiency values of the hydraulic unit occur at low
stroke values. This does not have a significant impact on
transmission efficiency because at those conditions, the
power recirculation through the hydraulics is very low.
The high power recirculation in the hydraulic path occurs
at high pressure and stroke thus enabling the best
efficiency of the hydraulic unit, but since a significant
amount of power is passing through the hydraulic path,
the transmission efficiency suffers.
100%
90%
Transmission Efficiency
80%
transmission. Development of tractive effort at zero HR

will be similar to how a hydrostatic transmission handles
the zero vehicle speed condition. To achieve zero HR,
Table 7: OC - SCR2 Speed Ratios

Sense - output/input
Range
L
M
H
MGI
0.65
0.65
0.65
MGO
0.208
0.50
1.35
Diff
0.217
0.217
0.217
A
0.35
0.35
0.35
B
1.0
1.0
1.0
P
3.0
3.0
3.0
Hydraulics Efficiency
Efficiency (
70%
Pump
Motor
60%
50%
107 cc/rev
200 cc/rev
Bent Axis
Bent Axis
40%
30%
20%
10%
Note: No losses in Gear Boxes or Final Drive Considered
0%
0
10
20
30
40
50
60
Veh Speed (kph)
Figure 16: IC-SCR Transmission and Hydraulic

Efficiency
Output Coupled SCR Tractive Effort

This section covers an output coupled SCR
configuration. Figure 17 shows the layout for the system.
In the figure, note that block A is a reversing gearbox so
this configuration is OC-SCR2. A reversing speed ratio at
block A was chosen to prevent the possibility of an
infinite speed ratio condition. Table 7 lists the various
OC-SCR2
Planetary
P = Nring/Nsun
Eng.
HR
S
MGI
Reversing Box
-A
Hydraulic
Power
MGO
Diff
Veh.
R
Power
Power
Mechanical
Power
Figure 17: OC-SCR2 Detailed Powerpath

speed ratio parameters that were used in this example.
Figure 18 shows the tractive effort characteristics of the
OC-SCR2 configuration. Again the same operating
conditions are illustrated as in the IC-SCR case. The
OC-SCR2 configuration is a not a power recirculating
system. This means that the power input from the engine
is divided between the hydraulic path and the mechanical
path. Since the system is non-recirculative, no geared
neutral conditions are possible. However, since the use
of hydraulics allows the speed ratio HR to be zero, the
transmission can achieve zero speed ratio. At zero
vehicle speed, the speed ratio HR is zero and the
transmission will behave much the same as a hydrostatic
the pump displacement must go to zero. As the pump

displacement goes to zero, less and less pump torque is
required to achieve maximum system pressure. Any
further increase in pump torque will cause the system
relief valve to actuate, and thus the pump will not be able
to react the applied torque and the system is out of
equilibrium. The maximum system pressure and the size
of the hydraulic motor therefore, set the maximum
tractive force at zero vehicle speed. The power ratio
equations for this configuration are given below to aid
further discussion of the system.
B
Ph
=
Pi B + ( P + 1) A HR
(34)
( P + 1) A HR
Pm
=
Pi B + ( P + 1) A HR
(35)
Viewing the power ratio equations, we can see that at

zero HR, the mechanical path power is zero. This
reaffirms the idea that the system is pure hydrostatic at
zero HR conditions. As HR increases, hydraulic power is
lowered and mechanical power is raised. It is also
important to note that the hydraulic power ratio will not go
to zero as HR is increased. What this means is the
transmission speed ratio will vary from min. to max. as
hydraulic power varies from max. to min, not max to
zero. Referring back to Figure 18, the max tractive force
at zero velocity is based on maximum system pressure.
As the pump stroke is increased, (see Figure 19) the
transmission speed ratio is greater than zero. Since HR
is non zero, some of the input power is now flowing
through the mechanical branch. At this point, more
engine power (in terms of torque) can be applied to the
system without over pressuring the hydraulics. Increases
in pump stroke allow more input torque at maximum
system pressure and thus tractive force increases up to
the maximum torque of the engine. Maintaining the input
power at maximum, the motor stroke is now decreased

1.60
1.40
low motor strokes, there is more of an impact on

transmission efficiency since the hydraulic power is still a
significant portion of the total power transfer.
Theoretical Maximum Tractive Force Ratio

Low Range Increasing Power
120% GVW
1.20
Low Range Constant Max Power

Mid Range Constant Max Power
High Range Constant Max Power
1.00
TFR
90% GVW
CONCLUSION
0.80
0.60
60% Grade
0.40
30% Grade
0% Grade
10% Grade
0.20
0.00
0
10
20
30
40
50
60
Veh Speed (kph)
Figure 18: OC-SCR2 Tractive Effort Characteristics

to further increase HR and the vehicle speed. When the
motor is at zero displacement, the ratio range of the
system is at its limit and again a discrete ratio change
120%
Pump Stroke
Motor Stroke
100%
This paper has presented some of the basic

fundamentals
that
are
required
to
evaluate
hydromechanical type split power transmissions. Speed
ratios for the various configurations were presented and
a methodology for analysis was outlined. Tables have
been listed that summarize the kinematic and power flow
characteristics of all configurations. Static load analysis
of the planetary gear set showed that some
configurations are better at static load share than others.
Power flow in a mechanical system was also covered to
illustrate a simple way to determine the direction of
power flow in a recirculative system like split power
transmissions. The fundamentals of hydraulic pumps
and motors and their connection to the split power
systems was introduced.
Stroke (% Max D
80%
60%
40%
20%
0%
0
10
15
20
25
30
35
40
45
50
55
60
Characteristic tractive effort curves were presented for

an input coupled configuration and an output coupled
configuration. The use of tractive effort curves can aid
the designer in choosing the best power path to properly
match the particular engine/vehicle combination. The
tractive effort characteristics of power recirculative and
non-recirculative system has been reviewed through two
examples.
Veh Speed (kph)
Figure 19: OC-SCR2 Pump and Motor Stroke

from low to mid is required. The max power condition is
maintained while repeating the process in mid range and
high range to complete the tractive force curve.
The characteristics of the non power recirculative
systems like OC-SCR2 is the tractive effort curve will
follow the theoretical curve. Since there is no power
recirculation, the only factor that prevents the tractive
effort curve from reaching the theoretical limit is due to
system inefficiencies. The transition from one ranges
tractive effort curve to the next is closer as well.
Figure 20 shows the transmission and hydraulic
efficiency for OC-SCR2. The main feature to notice here
is that at low hydraulic power conditions corresponding to
100%
90%
Transmission Efficiency
Hydraulic Efficiency
80%
REFERENCES
1. Gillespie, Thomas D., Fundamentals of Vehicle
Dynamics, Society of Automotive Engineers,
Warrendale, PA, ISBN 1-56091-199-9
2. Chen, S. N. and Bian, Y.G., Analysis of HydroMechanical Transmission-An Illustration for Training
Research of Automotive Engineering in China, SAE
841110, 1984
3. Kress, James H., Hydrostatic Power-Splitting
Transmissions for Wheeled Vehicles Classification
and Theory of Operation, SAE 680549, 1968.
4. Krutz, Gary W., Schueller, John K., and Claar, Paul
W. II, Machine Design for Mobile and Industrial
nd
Applications 2
Ed., Society of Automotive
Engineers, Warrendale, Pa. ISBN 0-7680-0013-0.
5. Vahabzadeh, Hamid and Macey, James P., A SplitTorque,
Geared
Neutral
Infinitely
Variable
Transmission Mechanism, FISTA Paper No.
905089, May 1990
Efficiency (
70%
CONTACT
60%
50%
40%
30%
20%
Note: No losses in Gear Boxes or Final Drive Considered
10%
0%
0
10
20
30
Veh Speed (kph)
40
50
60
Brad Pohl, BSME

Research Engineer
Vehicle Systems Research Department
Engine and Vehicle Research Division
E-mail: bpohl@swri.org
http://www.swri.org/atts
Figure 20: OC-SCR2 Transmission and Author:Gilligan-SID:12627-GUID:20364355-192.104.67.222

Hydraulic


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CVT Split Power Transmissions, A Configuration

Reprinted From: Transmission and Driveline Systems Symposium 2002

SAE 2002 World Congress

Tel: (724) 776-4841 Fax: (724) 776-5760

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All SAE papers, standards, and selected

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CVT Split Power Transmissions, A Configuration Versus

Copyright 2002 Society of Automotive Engineers, Inc.

mechanical path and the third is either input or output

Figure 1: Input Coupled and Output Coupled Systems

output coupled. The remaining blocks in the diagram, A

MAIN SECTION ANALYTICAL

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Tables 1 and 2 list the derived speed ratios for each

Table 1: Input Coupled (IC) Speed Ratios

Reviewing these equations, one can make some general

THE PLANETARY GEAR SET

The planetary gear set is a power-proportioning device

Table 2: Output Coupled (OC) Speed Ratios

Figure 2: Static Planetary Load

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of the external torques always falls into two equilibrium

Realizing that both input coupled and output coupled

Geometry of the planetary set establishes the following

Table 3: Relative Mech. and Hyd. Torque Share

Combining these equations, relationships between the

Figure 4: Hydraulic Path Torque Share

This relationship shows that the planetary ratio governs

Introducing the parameter P called the planetary ratio,

Figure 4 has the hydraulic path torque share plotted

POWER FLOW IN A MECHANICAL SYSTEM.

Figure 3: Static Load Combinations

Consider the mechanical gearbox in Figure 5. The

Torque Ratio (hyd/input or output)

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represented by double arrows while a single arrow

during the operation of the system, the power flow

Figure 5: Mechanical System

Figure 7: IC-SCR Planetary Static Load

Figure 8: Power Flow in IC-SCR System

Figure 6: IC-SCR Powerpath

Using this methodology, Tables 4 and 5 have been

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included that indicates if the overall speed ratio is

speed ratio condition. Note in the table, all of the OC

Table 5: Input Coupled Configurations

Table 4: Output Coupled Configurations

ISR = Infinite speed ratio condition possible? (yes - no)

"-" indicates negative power flow, "+" positive

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POWER RATIOS, TORQUE RATIOS AND

Dividing this equation by Po, rearranging, and using the

Thus the overall efficiency is

The next step is to establish the power ratio equations

Multiplying the overall efficiency by the inverse of the

This procedure can be repeated for all of the

To determine the overall efficiency and the overall torque

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HYDRAULIC PUMP/MOTOR BASIC EQUATIONS AND

Stroke varies between 1.0 and 1.0 for swash plate

Figure 9: Hydraulic Pump and Motor

For the pump: