Traction Control

Using HTD10-40
Travis Schmidt
Application Engineering Manager Asia Pacific

Scott Parker
Application Engineer

Ben Dupr
Sr. Technical Writer

KSFC Fall Conference on Drive and Control

October 2015 Busan, South Korea
 KSFC 2015 Autumn Conference on Drive & Control 2015. 10. 23 International Session

Traction Control Using HTD10-40 Torque Divider

Travis Schmidt, Scott Parker, Ben Dupre

HydraForce, Inc.

Key Words : Traction control, anti-skid, differential, Hydrostatic drive

Abstract : Controlling traction in hydraulic propel applications can be a slippery situation. Good traction demands all
driving wheels take an equal share of propulsion loads, without slipping, scuffing, or cavitating. There are a wide variety of
hydraulic propel circuits and products available to todays vehicle designer including both closed and open circuit pumps
and motors. Economical series circuits are prone to cavitation as inside and outside turning radii differ. Parallel circuits
consume energy in the flow dividers and still require additional accommodation for differing wheel speeds. This paper
details the approach leading to the development of a multifunctional cartridge valve that divides torque between loads in a
series circuit. It discusses the strengths and weaknesses of traditional traction control circuit configurations and the benefits
of the new approach. HydraForce HTD valves control traction, accommodate differential flows for cornering, save
component cost, and save energy when compared to traditional flow dividing valves.

1. Introduction
Closed-loop hydrostatic drives offer many advantages
in propel applications. These high power-density drives
are compact and they allow vehicle designers much
flexibility in component location and speed control.
There are many choices available when implementing
a hydrostatic propel system. Finding a system that fits
economically and performs well is a challenge that
requires evaluating competing approaches. Important
considerations are weight, size, flexibility, performance,
cost of components, and economy of operation.
Two subject vehicles contributed to the development
of the HTD10-40 torque divider. The circuits proposed
Fig. 1 Compact greens roller
were eventually used in subject vehicle number two.
Subject vehicle number one was eventually re-designed
with a bantam-duty right-angle hydrostatic transmission. 2.1.1 Hydraulic Circuit
This article describes basic parallel and series drive
circuit configurations to establish the challenges these
two subject vehicles (and any hydraulic traction drive)
experience. Load-balancing, traction control, and steering
differential had particular impact on the development of
the solution.

2. The Subject Vehicles

2.1 Subject Vehicle Number One
Subject vehicle number one was a compact greens roller.
The function of this vehicle is to compact the turf of golf
greens and tennis courts giving them a smooth surface for
competition. This vehicle consisted of four hydraulically Fig. 2 Greens roller circuit
driven drums that propel the machine while using the
vehicle and operator weight to compress the turf below. A variable piston pump with direct displacement control
provided flow. The drive motors were of the geroller type
equipped with case drain. The vehicle steering system was
Travis Schmidt (Presenter): HydraForce, Inc., Chicago, USA a hydraulic orbital with articulated geometry.
E-mail : traviss@hydraforce.com The original drive circuit consisted of four motors in
Scott Parker, Ben Dupre: HydraForce, Inc., Chicago, USA
series/parallel configuration. The vehicle designer wanted
to eliminate two motors from the system to reduce cost.
Travis Schmidt, Scott Parker, Ben Dupre Traction Control Using the HTD10-40 Torque Divider

They also wanted to add a cushion feature to eliminate 3. Typical Traction Circuits
turf damage caused during abrupt reversals. 3.1 Parallel Circuits
Parallel motor circuits split
2.1.2 Issues pump flow between multiple
The two-motor system had some issues. When motors. Pressure in each circuit
plumbed in parallel configuration, it slipped out too branch varies according to load.
easily due to flow favoring the motor with least traction. All branches of a parallel
A series configuration could ensure both motors always circuit share the total output
turn, however when plumbed in series configuration, the flow. Flow in parallel circuits
downstream motor experienced cavitation due to fluid favors the circuit branch with
loss through the motor case drain. the lowest pressure drop. Fig. 5 Parallel circuit
A make-up check between the
motors could eliminate the 3.1.1 Issues
cavitation, however the second This type of circuit only works well when all motors are
motor, with suction at the inlet, evenly loaded. Any small difference in wheel traction easily
would provide no tractive effort leads to spin out, consuming all flow from the other
to the vehicle. branches. This is not a practical solution for traction control.
Fig. 3 Series circuit
w/makeup check
3.2 Series Circuits
Series circuits, as implied,
2.2 Subject Vehicle Number Two
have a single path of flow
Subject vehicle number two was an amphibious
through multiple motors. The
vehicle used for ice fishing. This vehicle is basically a
series circuit ensures all motors
boat with four wheels that can travel on water, ice, and
turn, even when loads differ at
land. The two-wheel drive consisted of a centrifugal
each wheel. Pressure drop at each
clutch commonly used in snow machines. Steering is
motor is additive in series circuits.
based on Ackerman geometry.
The vehicle designer wanted to replace the centrifugal Fig. 6 Series circuit
clutch because the supplier went out of business. Looking 3.2.1 Issues
at hydrostatic drive introduced the options of reverse Because pressure drops are additive in a series circuit,
gearing, improved traction over ice, and the possibility of the inlet pressure at the upstream motor(s) can be very
a four wheel drive. high. This can raise case pressures, stressing shaft seals
and internal components. Motors with case drain can
experience elevated flows when in upstream position.
In a traction circuit, all motors are in contact with the
ground. This forms a semi-rigid connection: all motors
want to turn at a similar speed. If the motors in the circuit
have case drains, downstream motors can cavitate
severely because of fluid exiting by the drain. A
cavitating motor has negative inlet pressure and therefore
does not contribute any tractive effort to the system.
Cornering vehicles
experience turning differential.
The turning circles of all
wheels are concentric,
Fig. 4 Amphibious ice-fishing vehicle therefore the speeds arent
equal. This can cause problems
such as cavitation or scuffing
2.2.1 Issues the surface.
Subject vehicle number two, being a vehicle used to
drive over ice, suffered from traction issues. The vehicle Fig. 7 Inside/outside turning radii
chassis is essentially a boat therefore implementing four
wheel drive requires a hydraulic system. The drive
system needed to maintain traction in differing terrain. It
had to accommodate differential flow to inside/outside
motors during cornering.
KSFC 2015 Autumn Conference on Drive & Control International Session

3.3 Series/Parallel Circuit The example shown above illustrates that flow
(4 Wheel Drive) dividers contribute the highest parasitic loss of all
The series/parallel circuit is components in a hydrostatic propulsion drive[1].
typically employed with
opposite motors in series
(FR+RL, RR+FL). This can
balance tractive effort in the
system simply because loss of
traction is less likely to occur at
opposite corners of the vehicle.

Fig. 8 Series/parallel circuit

3.3.1 Issues
This configuration is essentially two series circuits, and Fig. 11 Power savings compared to circuit w/flow dividers
two parallel circuits. As such it has weaknesses of both A system with four parallel drive motors (three 12-
approaches. It functions well as long as wheel loads and size flow dividers) consumes 20 bar at 100 lpm (3.3 kW).
speeds are all well matched in all driving conditions. This
may be an acceptable configuration for vehicles with 3.4.2 Turning Differential
articulated steering, where turning differential is not an issue. The flow divider/combiner
valves in this type of circuit
3.4 Parallel Circuit with Flow Dividers perform well at ensuring all
Flow divider/combiner wheels turn at the same rate. This
valves are pressure compensated circuit is unable to accommodate
flow controls that split a flow turning differential. The typical
into two parallel branches. They solution is to add a slip orifice
also operate bidirectionally to that allows some flow to bypass
combine two branches. Two the flow dividers. Flow through
metering spools operate together this orifice does no work so
such that if pressure rises in one therefore detracts from the Fig. 12 Parallel circuit
branch, the opposing leg is system efficiency. It also w/slip orifice
restricted. This ensures even represents a leak path for flow from a slipping wheel. This
division regardless of pressure Fig. 9 Parallel circuit is a particular problem for subject vehicle number two
differences in the branches. w/flow divider which commonly operates on ice.
A circuit using flow dividers
can ensure all wheels turn regardless of load differences. 3.5 Parallel Circuit with Differential Lock
Being a parallel circuit, pressure drop is not additive, and Vehicles with generally even
it will not exhibit the cavitation problems when used with wheel loading may operate
motors that have a case drain. acceptably in a circuit with an
as-needed locking differential.
3.4.1 Power Losses The operator can activate a
Flow divider/combiner valves are restrictive metering solenoid valve that locks in the
devices. They operate more accurately with a higher flow dividers only when the
pressure drop. This can contribute significant losses and vehicle gets stuck.
heat to a traction drive. Pressure drop increases with flow. From an operators perspective, a
system that does not get stuck to
begin with is desirable. There is also
added cost of the extra valve and Fig. 13 Parallel circuit
circuitry to control it. w/diff-lock

3.6 Parallel Circuit with

Proportional Bypass
Another strategy for this type of
circuit is to use a proportional
solenoid valve to meter the bypass
flow based on input from a steering
position sensor. Such a system is
Fig. 10 Hydrostatic drive system power losses [1] complex and costly considering the
cost of the proportional valve, sensor,

Fig. 14 Parallel circuit with

proportional bypass
Travis Schmidt, Scott Parker, Ben Dupre Traction Control Using the HTD10-40 Torque Divider

and controller to regulate the opening of the bypass. Other This maintained the midpoint at the valve setting, but
factors include varying fluid temperature/viscosity, and was ineffective as the total pressure drop of the system
motor leakage. varied. We wanted to find a way to regulate the midpoint
pressure at half the total system pressure.
4. Developing the Torque Divider
Given the limitations of the traditional systems 4.3 Balancing the Load
described, and the small size and cost-sensitive nature of
the two subject vehicles, a new approach was needed to
satisfy the vehicle designers. The solution was developed
in an iterative fashion, looking at a number of possible
configurations. Finally the selected design was proven
using Automation Studio simulation and breadboard
hardware comprising a combination of HydraForce and
other products.

4.1 Pressure Relief Concept

Fig. 17 Pressure divider network

A simple divider circuit was devised using two equal

orifices in series across both ports of the hydrostatic
pump. The pressure between the orifices is always half
the total pressure drop in the system. This half-pressure
could be used as a control reference.

4.4 Pressure Reducing/Relieving Concept Part II

Fig. 15 Pressure relief at circuit midpoint

Trying to solve the problem of balancing the load on

both motors, the first approach we evaluated was adding
a pressure relief valve to the midpoint of two motors in
series. The relief valve would be set at half of the system
relief (100 bar). Theoretically, if both motors were doing
equal work, the midpoint pressure would be half the total.
This circuit was able to limit the downstream motor to
the relief setting, but did nothing to regulate the upstream
motor. It also did not address turning differential.

4.2 Pressure Reducing/Relieving Concept Fig. 18 Reducing/relieving valve with drain connected to the pressure
divider network

We needed to combine the pressure divider with the

reducing/relieving valve. In our third iteration, A circuit
was devised using a three-port pressure reducing valve
with the tank line connected to the pressure divider
network in an attempt to use the half-pressure as a
reference pressure.
What we found analyzing this circuit, was that flow
path to tank could not be used as a reference in this way.
To act as a pilot, the spring chamber of the valve needed
to be isolated from the drain.

Fig. 16 Pressure reducing/relieving valve at midpoint

The second iteration included a pressure

reducing/relieving valve at the midpoint of the series circuit.
This valve could allow fluid into the circuit (reducing mode),
or remove fluid from the circuit (relieving mode), as needed
to compensate for turning differential.
 KSFC 2015 Autumn Conference on Drive & Control
4.5 Four-ported Reducing/Relieving Valve
Fig. 19 Four-ported reducing/relieving valve allows external piloting
HydraForce did not make an externally piloted
pressure reducing/relieving valve. Iteration four included
a valve from another supplier. This valve separated the
spring chamber from the tank port, therefore it could
accept a pilot signal from the pressure divider network.
Conceptually, this was the system that could achieve
what we wanted: a reducing/relieving valve piloted at
half the total system pressure. This circuit would bring
balance to the Force.
4.6 Breadboard System
Fig. 20 Breadboard manifold including 4-ported reducing/relieving valve
The first breadboard manifold was assembled using
the 4-ported pressure reducing/relieving valve. It was
plumbed into subject vehicle number two, the ice fishing
vehicle. Metrology was collected on three points in the
series circuit. The vehicle was tested driving forward and
reverse under various traction conditions and grades.
4.7 Performance of the Breadboard System
Fig. 21 Performance chart. Forward = Blue, Reverse = Pink, Midpoint = Green
International Session
Performance is shown in this chart. The system was
effective at maintaining the midpoint of the series circuit
at half the total system pressure, even as that varied, and
as direction reversed.
4.8 Simulations
Fig. 22 Automation studio simulation model
In addition to the testing performed on subject vehicle
number two, we also created a simulation using
Automation Studio to model the performance. Because
the valve we wanted to model did not yet exist, the
simulation was created using HydraFroce EP10-S35 to
perform the relieving function, and EC10-32 to perform
the reducing function. These two valves were piloted in
tandem from the pressure divider circuit. To simulate
turning differential, the motors were tied together, and
their displacements were varied.
5. The Multi-function HTD10-40
Fig. 23 The HTD10-40 torque divider
5.1 Design
The proven concept was brought to the valve design
team at HydraForce. A design was developed for the multi-
functional torque-divider. This design included features of
our existing pressure reducing/relieving valve with an
internal pressure dividing network used to pilot the valve.
5.2 Operation
The HTD10-40 is a
pressure reducing/relieving
valve that adjusts its setting to
half the pressure across ports 2
and 4. It allows flow from 3 to 4
or 2 to 3 as needed to balance
the spool. The spool is balanced
when the pressure at 3 is half
the pressure between 2 and 4.
We also have the ability to Fig. 24 ISO symbol
specify a 75% / 25% torque
divider for applications that may have different torque
requirements front to rear. And most any custom division
could be conceived changing the internal orifice sizes.
Travis Schmidt, Scott Parker, Ben Dupre Traction Control Using the HTD10-40 Torque Divider

5.3 Features 6.2.1 Circuit

Size: 10-Size, 4-ported Cavity
Operating pressure: 350 bar continuous (420 bar
intermittent)
Flow rating: 60 lpm
Accuracy: 90%
Pilot flow screened to protect the pressure divider
from contamination

5.4 Performance

Fig. 26 Prototype manifold for ice-fishing vehicle

A manifold was developed for the ice-fishing vehicle

Fig. 25 Lab testing results
Once the valve was developed, laboratory testing
validated its operation to specification. It performed very
well. The graph shows pressure at port 3 remains half of
the pressure seen across 2 and 4.
using the production HTD10-40 valve. The circuit is
shown above.
6.2.2 Testing and Refinement
In testing, it was discovered that the upstream wheel
motor could still occasionally experience traction-loss. In
relieving mode, too much fluid was allowed to bypass the
second motor and the vehicle experienced a stall.
To prevent this occurrence, a pressure-compensated
flow regulator was added at port 3 of the torque divider.
This valve was sized for the maximum turning
differential flow. This FR10-32 flow regulator limited
relieving flow to prevent slippage of the upstream motor.
Circuit is shown below.

5.5 Advantages
This is a new solution to an old problem. It is another
tool in the kit for system designers. It isnt for every
propel application, but where it fits, it fits well. Here are
some of the advantages:

All hydraulic solutionno sensors or controllers

No electronic development, programming, or tuning
Simplified circuiteasy service and troubleshooting
Optimized flow ratingsized only for the turning
differential flow
Good in low-traction applications
Efficientno wasted heat generation
Economicalright-sized components, low valve
count
Fig. 27 Final production manifold for ice-fishing vehicle
6. Conclusion
6.1 Subject Vehicle Number One Further testing of the refined circuit proved the
The greens roller was eventually redesigned with a vehicle performed exceptionally on all surfaces: water,
single rubber drive-drum. This drum was driven by chain ice, and land. This vehicle is in production. An additional
from a bantam-duty right-angle hydrostatic transmission. four-wheel drive circuit, using four HTD10-40 torque
Although it was originally the impetus of the torque dividers was developed and is also available from the
divider design, the HTD10-40 was never tested or manufacturer as a premium option.
implemented on that machine. 7. References
[1] A. Vacca, G. Franzoni, F. Bonati, An inclusive,
6.2 Subject Vehicle Number Two system-oriented approach for the study and the design
of hydrostatic transmissions: the case of an articulated
boom lift, SAE International, 2008-01-2686, p. 5.