Data and Specifications: HMR Regulated Motors

HMR Regulated Motors
Data and Specifications
Specifications
HMR 55 HMR 75 HMR 105 HMR 135
cm 3/rev in 3/rev 55 3.36 75 4.57 105 6.40 135 8.23
Pressure Ratings Nominal 5000 PSIG Maximum 6090 PSIG Peak 7250 PSIG
Rated Speed 4000 3700 3300 3000
Max. Disp.
Rated Speed 5000 4600 4100 3700
Min. Disp.
Envelope Size L 9.0 9.5 10.5 11.3
W 8.0 8.2 8.2 10.1
H 9.2 9.8 9.8 10.7
Weight 75.0 71.0 73.0 125.0
HP Rating Count 107.0 161.0 205.0 241.0
1
Counterbalance Valve
Circuit Diagram
HMR - 02
L A´ B´ G
TN
A B S
EXPLANATIONS
A/B Main connection ports (from main control valve)
A`/ B` Main connection ports (towards travel motor)
S Make up port (optional)
G Connection line to pressure regulator
2
Description of Function
Since the counterbalance travel valve (CBV) is of symmetrical design, only one direction of
travel is described here.
Travel forward under load
Oil flow from the travel control valve arriving at port B (see basic design on page 2) travels
to port B´ through logic valve 6. This cuts the connection between chamber B/B´ and
bypass B´ when closed. Stroke of its poppet is limited by a stop working pressure passing
through check valve 3b, reaching the front end of control spool 2 and forcing this to the right
against spring 5, thus connecting bypass A´ with the gallery TN (opening begins at
approximately 8bar, reaching full flow at approximately 40bar).
At the same time, travel pressure is available at port G via shuttle valve 9, thus being
signaled to the travel motor controller.
The return oil in this case flows via bypass A´ to the gallery TN, through the right hand
check valve 8a and can continue to the open connection port A of the control valve.
If pressure at TN exceeds 5 bar, the motor gets flushed owing to the preloading check valve
10 and its subsequent restrictor 11.
Braking function
Whenever a negative head is generated at B, either because flow is throttled at will for
stopping or braking, or in a downhill situation, the make up connection between bypass A´
and TN is blocked. The oil flow to port B that had previously taken place via check valve
8b must be restituted at once. This is done through the shortest connection, i.e. from
gallery TN via the check valve, and takes place as soon as pressure at A is higher than that
at B. This arrangement avoids the long distance from TN to A via check valve 8a and
all the way through swivel and upper carriage.
3
Description of Function
Countering on a machine running out
At full speed and travel pressure higher than 40 bar, the control spool 2 is entirely open;
for decelerating it must move from its "fully open" to its "closed" position. The speed of
which depends on the dampening effect of a ring gap.
During this closing movement, a countering process can be started. By means of

the directional control valve, a pressure signal is sent to port A instead of port B. The
pressure rise at A shifts the poppet 6a against the pressure prevailing at port A`; on
exceeding the pressure existing at A,̀ the connection of A` to bypass A` is closed. This
means that countering can be induced by the operator and will go through as long as
pressure at port A is higher than that of the oil flow bleeding from A to bypass A`.
This arrangement makes it possible to design very smoothly decelerating brake valves
(long closing time of control spool 2), yet at the same time, to assure controlled positive
countering of the drive. In this instance, control spool 2 keeps the passage to TN closed;
drift of the vehicle corresponds to no more than the very low leakage rate at this point.
Additional make up is feasible at port 12 if the above solution proves insufficient

to avoid cavitation.
Opening pressure/stroke characteristic

Range of control
Opening pressure [bar]
40
30
(∆p A-B/B-A)
20
10
0
0 1 2 3 4 5 6 7 8
Stroke [mm]
4
Pneumatic Maximum Displacement Override
with Counterbalance Valve
Circuit Diagram
X1
XA 5
2
6 7
3 4
L Y1
Vmin Vmax
A B S
EXPLANATIONS
A B Working connections SAE
X1 Vmax - connection (pneumatic)
p X1= 4 ... 8 bar
XA Measuring connection, actuating pressure supply
Y1 Measuring connection, actuating pressure
Drain (filling, vent) ports
L U Connection enabling case to be filled with oil.
S Feed into (option)
Flow in at port A : Direction of rotation left
Flow in at port B : Direction of rotation right
5
Functional Description
HMR - 02P regulating motors are swash-plate axial piston motors with a displacement
which is variable in relation to the given tractive force requirement for the open circuit.
Functioning of pressure regulator
In the unregulated condition, the motor operates at “minimum displacement.” Following the
attainment of a set pressure, the motor swings steplessly towards “maximum displacement.”
The shuttle valve (1) in the brake valve, which is mounted on the travel motor, connects the
regulator (2) to the high-pressure connection with the higher pressure, either A or B.
This high-pressure is therefore always signalled to the regulator (2) (see circuit diagram).
Through the two non-return valves (3) and (4), the higher pressure of the high-pressure con-
nections A and B is likewise selected and delivered to the pressure-reducing valve (5). The
reduced pressure reaches the displacement piston that affects the regulator (2) via channel
(6), this being the displacement piston which affects a “minimum displacement position.”
The actuating pressure can be measured at connection XA. The second displacement piston
is relieved through channel (7) into the interior of the motor casing.
The start of the feedback control is determined by the pressure setting of the regulator (2),
i.e., the pressure at which the motor begins to move towards “minimum displacement.” As
soon as the pilot in the regulator (2) is displaced against the spring force, the actuating pres-
sure of the pressure reducing valve (5) enters the channel (7) to the displacement piston,
which adjusts the motor to “maximum swash angle.” The regulating point is reached when
the other displacement piston is relieved through the channel (6) to the tank, measurable at
connection Y1. Adaptation to the required torque is effected steplessly through changing of
the swash angle.
Functioning of pneumatic Vmax operation
For a variety of applications (deliberate switching off the high-pressure influence in specific
drive operations), it is necessary that the regulating motor can also be set, if required, below
the start of regulating control to “maximum displacement.” For this purpose, an external
pneumatic control pressure (about 4… 8 bar) is connected to the regulator (2) through the
connection X1.
6
Basic Design of Rotating Group
2 3
AG
5 6
4
EXPLANATIONS
1 Shaft
2 Working piston
3 Cylinder barrel
4 Swash plate
5 Valve plate
6 Counterbalance valve
7
Electric Maximum Displacement Override
Electric Brake Pressure Shutoff Purging System
Circuit Diagram
M2
a b
1
XA
5 M1 2
6 7 4
3
10
9
L
qmin qmax
A U Y1 B
EXPLANATIONS Solenoid switching operations

A B Working connections SAE M1/M2: d.c. solenoid 12 V 12 V
Y1 Measuring connection actuating pressure M14x1.5 El. Cold power rating P20< 26W
XA Measuring connection actuating pressure supply M10x1 M1/M2 de-energized: connection side A
pressure-controlled
L U Drain (filling, vent) ports M1 de-energized: connection side B
Connection enabling case to be filled with oil.
M2 energized: } pressure-controlled
Flow in at port A : Direction of rotation left M1 energized: acting as fixed displacement
motor HMF… - 02
Flow in at port B : Direction of rotation right (qmax operation).
8
Electric Brake Pressure Shutoff
Purging System
that is variable in relation to the given tractive force requirement, for the closed circuit.
In the unregulated condition, the motor operates at “minimum displacement.” Following at-
tainment of a set pressure, the motor swings steplessly towards “maximum displacement.”
The two main connections of the HMR are designated A and B (see circuit diagram). Two
connecting channels a and b lead from the main channels A and B to the regulator (2) via
the electrically operated 3/2 directional control valve (1). Through the two non-return valves
(3) and (4), the higher pressure is selected from the high-pressure connections A and B and
delivered, via the pressure-reducing valve (5), the regulator (2) and channel (6), to the dis-
placement piston that effects a “minimum displacement.” The actuating pressure can be
measured at connection XA. The second displacement piston is relieved through channel
(7) into the interior of the motor casing. The start of the feedback control is determined by
the pressure setting of the control valve (2), i.e., the pressure at which the motor begins to
rotate towards “maximum displacement.”
As soon as the pilot in the regulator (2) is displaced against the spring force, the actuating
pressure of the pressure-reducing valve (5) enters the channel (7) to the displacement piston,
which adjusts the motor to “maximum swash angle.” The regulating point is reached when the
other displacement piston is relieved through the channel (6) to the tank, measurable at the
connection Y1.
Adaptation to the required torque is effected steplessly through changing of the swash angle.
Functioning of electric displacement override
start of regulating control to “maximum displacement.” For this purpose, the valve (2) is
switched electrically with the solenoid M1.
9
Purging System
Functioning of electric brake pressure shut-off

The electric brake pressure shut-off prevents the return brake pressure from acting on the
regulator.
The solenoid M2 is operated by selection of the “forward” or “reverse” direction of travel.
Depending on whether the solenoid M2 is energized or de-energized, the high pressure
can only pass to the regulator (2) from one high-pressure side, A or B. If pressure is re-
versed in the braking operation, the increasing brake pressure cannot affect the regulator
and the motor remains in qmin.
Example: Connection “A” is the admission side

The oil flow in this channel flows to the hydraulic motor. If the pressure is increased above
begin of regulation set in the regulator (2) by increasing the tractive resistance in A, then
the motor is regulating.
During braking, the direction of flow and direction of rotation are maintained, but the higher
pressure now occurs in the return side “B.” This, however, has no affect on the regulator.
The hydraulic motor remains in the qmin position or returns to this position (exception,
electric qmax operation actuated). It brakes at the torque resulting from qmin, which in
vehicles, corresponds to a lightly braked coasting behavior.
Diagram Control behavior of the HMR - 02
100 100
Self-adjusting displacement
corresponding to the required HMR qmax
torque.
Stroke volume q ( cc. / rev ) %
Output torque ( Nm ) %
HMR qmin
min regulation end
Output torque
selected regulation
begin
0 0
0 Maximum operating pressure p ( bar ) % 100
10
Purging System
Linde purging system
The hydraulic motor is equipped with a Linde purging system. This comprises two scavenging
systems:
- circuit scavenging
- case scavenging
Circuit scavenging
If temperature problems occur (e.g. in the case of high ambient temperature), the temperature
in the closed circuit can be substantially reduced by the scavenging system. The shuttle valve
(8) connects the lowpressure side to the discharge valve (9). The purge oil can be cooled then
and fed back into the system via a make up circuit (not in motor) to cool the closed loop.
Case scavenging
The heat generated in the rotating group of the hydraulic motor (bearings, linkages, slide
faces) can only be discharged from the motor casing through the drained-off leakage. Under
certain unfavorable operating conditions, e.g. high motor speed and low operating pressure,
the resulting leakage is not sufficient to dissipate the “frictional heat.”
With the Linde purging system, a quantity of oil flows from the discharge valve (9) at about
10 l/min, as a cooling scavenging oil, into the casing of the hydraulic motor and then, after
having scavenged the casing, drains off together with the resultant leakage.
11
Purging System
Functioning of the Linde purging system
When both high-pressure lines are without load and have only boost pressure (e.g. when
the pump is in the neutral position), the two pistons of the shuttle valve (8) (Fig.1) are in the
spring-centered position. Operating fluid is unable to flow to the discharge valve (9)
from either the high-pressure connection A or the high-pressure connection B.
LP LP
Fig. 1
A B
A1 B1
8
Outlet
However, if high pressure (HP) builds up, for example, on the A side, then this high pressure
displaces the piston A1, driving the piston B1 towards the low-pressure (LP) connection B
(Fig.2). The conical seat (10) on piston A1 acts as a stop, thereby simultaneously preventing
high-pressure fluid from being transferred out of the spring compartment A1 towards the
discharge valve (9).
HP Inlet LP
Fig. 2
A B
A1 B1
8
Outlet
10
12
Purging System
Basic Diagram
4
5
2 3
EXPLANATIONS
1 Shaft
2 Working piston
3 Cylinder barrel
4 D.C. solenoid M2
5 D.C. solenoid M1
6 Swash plate
7 Valve plate
13
X1
Circuit Diagram
XA
5
2
6 7 4
3
Y1
L Vmin Vmax
A B S
EXPLANATIONS
X1 Vmax - connection (hydraulic)
pX1= 20 ... 30 bar
XA Gauge port, actuating pressure supply
Y1 Gauge port, actuating pressure
L U Drain (filling, vent) ports
Port enabling case to be filled with oil.

14
Basic Design of Control System
from counterbalance valve

( shuttle valve 1 )
2
4 5
EXPLANATIONS
1 Pressure reducing valve
2 Pilot (regulator)
3 Connection X1
4 Connecting channel 6
5 Connecting channel 7
6 Measuring connection, actuating pressure Y1
7 Displacement piston Vmax
8 Displacement piston Vmin
9 Swash plate
15
Circuit Diagram
X1
XA 5
2
6 7
3 4
U
L
Y1
Vmin Vmax
A B S
EXPLANATIONS
X1 Vmax- connection (hydraulic)
pX1= 20… 30 bar
XA Gauge port, actuating pressure supply
Y1 Gauge port, actuating pressure
Port enabling case to be filled with oil.
16
that is variable in relation to the given tractive force requirement for the open circuit.
The shuttle valve (1) in the counterbalance valve that is mounted on the travel motor con-
nects the regulator (2) to the high pressure connection with the higher pressure, either
A or B. This high pressure is therefore always signaled to the regulator (2), see circuit dia
gram. Through the two non-return valves (3) and (4), the higher pressure of the high-pres-
sure connections A and B is likewise selected and delivered to the pressure-reducing valve
(5). The reduced pressure reaches the displacement piston that affects the regulator (2),
via channel (6), this being the displacement piston which effects a “minimum displacement
position.” The actuating pressure can be measured at connection XA. The second displace-
ment piston is relieved through channel (7) into the interior of the motor casing.
the swash angle.
Functioning of hydraulic Vmax operation
the start of regulating control to “maximum displacement.” For this purpose, an external hy-
draulic control pressure (about 20 – 30 bar) is connected to the regulator (2) through the
connection X1.
17
2 3
AG
1
5 6
4
EXPLANATIONS
1 Shaft
2 Working piston
3 Cylinder barrel
4 Swash plate
5 Valve plate
6 Counterbalance valve
18
Circuit Diagram
X1
XA
5 6
2 3
L U
qmin qmax
G A Y1 B T
EXPLANATIONS
qmax - connection (pneumatic) M14x1.5
X1 px1= 4… 8 bar
XA Measuring connection, actuating pressure supply M10x1
Y1 Measuring connection, actuating pressure
Connection enabling case to be filled with oil.
G Regulator control pressure
T Casing connection
19
that is variable in relation to the given tractive force requirement for the open circuit.
The shuttle valve in the brake valve that is mounted on the travel motor (not supplied by
Linde) connects the regulator (1) to the high-pressure connection with the higher
pressure, either A or B. This high-pressure is therefore always signalled to the regulator (1)
via connection G (see circuit diagram).
Through the two non-return valves (2) and (3), the higher pressure of the high-pressure con-
nections A and B is likewise selected and delivered to the pressure-reducing valve (4). The
reduced pressure reaches the displacement piston that affects the regulator (1), via channel
(5), this being the displacement piston which effects a “minimum displacement position.”
The actuating pressure can be measured at connection XA. The second displacement piston
is relieved through channel (6) into the interior of the motor casing.
the swash angle.
Functioning of pneumatic qmax operation
the start of regulating control to “maximum displacement.” For this purpose, an external
pneumatic control pressure (about 4 – 8 bar) is connected to the regulator (1) through the
connection X1.
20
2 3
5
4
EXPLANATIONS
1 Shaft
2 Working piston
3 Cylinder barrel
4 Swash plate
5 Valve plate
21

Data and Specifications: HMR Regulated Motors

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Data and Specifications: HMR Regulated Motors

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HMR Regulated Motors

Data and Specifications

Travel forward under load

Countering on a machine running out

During this closing movement, a countering process can be started. By means of

Additional make up is feasible at port 12 if the above solution proves insufficient

Opening pressure/stroke characteristic

Functioning of pressure regulator

Functioning of pneumatic Vmax operation

Basic Design of Rotating Group

EXPLANATIONS Solenoid switching operations

Functioning of pressure regulator

Functioning of electric displacement override

Functioning of electric brake pressure shut-off

Example: Connection “A” is the admission side

Diagram Control behavior of the HMR - 02

min regulation end

Linde purging system

Functioning of the Linde purging system

Flow in at port A : Direction of rotation left

Basic Design of Control System

from counterbalance valve

Functioning of pressure regulator

Functioning of hydraulic Vmax operation

Basic Design of Rotating Group

Functioning of pressure regulator

Functioning of pneumatic qmax operation

Basic Design of Rotating Group

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