5.

Multi-Motor Transmissions Increased Transmission Ratio to

Support Advanced Control Systems
Torsten Kohmscher
Sauer-Danfoss (US) Company

INTRODUCTION
Future trends in the off-highway market are normally
determined by customer demands and limitations in the
price the customers are willing to pay. Emissions and
safety regulations govern todays trends and already
increase the initial purchase price of the machines.
Environmental awareness of markets and customers as
well as increasing fuel cost are more trends to be dealt
with. Fuel consumption of off-highway machines needs
to be reduced to limit the total cost of ownership (TCO)
and production of CO2. Advanced control concepts are
necessary which will require new technologies in vehicle
sub-systems. MMT can be an efficient alternative for the
propel drive of these future machines. Additionally, MMT
is able to maintain or even increase the maximum
tractive effort or vehicle speed.

MULTI-MOTOR TRANSMISSION
Designers of hydrostatic travel drives have long been
limited by a certain set of tradeoffs between vehicle
speed and wheel torque or tractive effort. For a given
size hydrostatic motor, selection of a relatively high final

i1

M1

Power

M2

Output

This paper introduces the design and the control of MMT

and compares it to a traditional HST with 2-speed
gearbox. Simulation results of the power loss behavior
were used for comparison at 2,000 rpm and 1,600 rpm
engine speed. In the future, advanced control systems
are likely to command engines to lower speeds in partial
load conditions to reduced fuel consumption. Therefore,
these speeds reflect operation at maximum engine
power and operation at reduced engine power.

Application of existing and proven hydrostatic technology

in multi-motor transmissions (MMT) offers a new choice
in the design of travel drives. This system solution was
already introduced under the name Hydrotransmatic" in
1992 [1]. LIEBHERR established the MMT principle in
wheel loaders with up to 250 kW engine power.

Power

Application of existing and well proven hydrostatic

technology in multi-motor transmissions (MMT) has been
introduced as early as 1992.
MMT significantly
increases transmission ratio and corner power capability,
thus making hydrostatic drive trains available to larger
and more powerful machines. Merging the advantages
of hydrostatic transmissions (HST) and mechanical
power shift gearboxes enables smooth acceleration from
ZERO to maximum vehicle speed without interrupting the
power to the ground. The increased transmission ratio of
MMT strongly supports implementation of advanced
control concepts without loss in maximum vehicle speed,
maximum tractive effort or acceleration performance.

drive ratio provides high tractive effort though it limits the

maximum travel speed. On the other hand, selection of
a relatively low final drive ratio enables a higher travel
speed, however, at the sacrifice of low tractive effort
capability. Nowadays, 2-speed gear boxes can be found
in numerous machine applications; shifting between high
speed and high tractive effort. Without synchronized
shifting these systems can only switch gears at stand-still
which limits comfort and drivability and conflicts with the
smooth and step-less variation of hydrostatic drive lines.

Input

ABSTRACT

clutch

i2

Figure 1 Schematic of Multi-Motor Transmission

DESIGN The MMT overcomes the limitation of a HST
by implementing two variable hydrostatic motors into the
circuit which is introduced in Figure 1. The first motor
M1 is connected to the wheels by a relatively low final
drive ratio in order to obtain high vehicle speeds. The
second motor (M2) is connected by a comparatively high
final drive ratio to obtain high tractive effort.
Automatically, the two motors share the pump flow
based on motor displacement and speed.
At low vehicle speeds, when high torque is required, the
two motors work mechanically and hydraulically in
parallel to provide maximum tractive effort. For higher

vehicle speeds, when high tractive effort is not required,

the displacement of motor M2 can be reduced to ZERO
and a clutch disconnects motor M2 from the wheels.
Motor M2 stops its rotation once it is de-clutched and at
ZERO displacement due to internal friction. Motor M1 is
capable of propelling the vehicle to high speeds while
avoiding damaging motor speeds, because it operates
with a lower final drive ratio. During deceleration motor
M2 is re-connected to the transmission.
De-clutching motor M2 at high travel speed allows for
significantly different final drive ratios of motor M1 and
motor M2. Motor M2 is not damaged by high rotational
speeds, and windage losses are drastically reduced.
This is essential to achieve the increased transmission
ratio of MMT and high overall efficiency.
Superior transmission ratio is one major advantage of
the MMT for application in machines with advanced
control systems relative to a conventional HST.
Maximum transmission ratio can be achieved by:
Motor M2 displacement 1.3 to 1.8 times higher than
motor M1 displacement and
Motor M2 final drive ratio 3 to 4 times higher than
motor M1 final drive ratio [1].

The package size of the MMT is mainly determined by

the hydrostatic motors. The size of the mechanical
transmission is relatively small.
MODES OF OPERATION Performance of the MMT in
the complete operating range of vehicle speed and
tractive effort can be split into four ranges which take
place one after the other. The following explanations
consider acceleration from stand-still to maximum
vehicle speed at maximum power.
80

A - Pump Range
B - Motor M2 Range
C - Pump Range
D - Motor M1 Range

Tractive Effort [kN]

70
60

A
50

Motors
M1 & M2

40

LOW mode
HIGH mode

30

20

10

Motor M1

0
0

10

15

20

Shift Hysteresis

25

30

35

40

Vehicle Speed [km/h]

Figure 2 MMT tractive effort vs. vehicle speed

Figure 2 plots the ranges A through D in a traction
diagram. The ranges A and B are considered the LOW
mode (solid part of the curve) while the ranges C and D
are referred to as the HIGH mode (dashed part of the
curve). In LOW mode both motors are active while in
HIGH mode only motor M1 remains active.
The

hydraulic shift between LOW mode and HIGH mode is

executed in between ranges B and C.
Additionally, the numbered markers in the curves
highlight positions which will be used as reference point
in the comparison section of this paper.
Range A (0 5 km/h) At stand-still of the vehicle the
pump is at ZERO displacement. For acceleration the
pump displacement is increased. Until the corner point
is reached (Figure 2, position 1), the hydraulic power is
limited by the maximum system pressure. Beyond that
point the pressure is limited by the available power of the
Diesel engine. Maximum system pressure is inversely
proportional to pump displacement and/or supplied
hydraulic flow until the pump reaches its maximum
displacement. The operation of the machine is power
limited beyond this travel speed. At the end of Range A
the pump reaches 100% displacement and reduced
system pressure (Figure 2, position 2).
The variable motors remain at their maximum
displacements throughout Range A. The course of
events in this range is not different from traditional
hydrostatic transmissions.
Range B (5 15 km/h) Consecutively, motor M2 starts
to swivel back from its maximum displacement. Vehicle
travel speed continues to increase because the pump
flow is consumed by a reduced motor displacement.
Motor displacement is reduced as far as possible until
minimum motor M2 displacement (to maintain high
efficiency) or maximum rotational speed is reached
(Figure 2, position 3). After arriving at its minimum
operating displacement the hydraulic shift has to be
executed. Motor M2 displacement is quickly reduced to
ZERO which has to be compensated by pump
displacement synchronously. Subsequently, motor M2 is
disconnected from the transmission in a load-free
condition. At ZERO displacement, self-locking forces
prevent motor M2 from exceeding the maximum speed
limits. For the short period prior to de-clutching, motor
M2 is turned by motor M1 which generates additional
power loss in the system due to windage losses. These
losses are eliminated by de-clutching motor M2 at higher
vehicle speeds.
Motor M1 remains at its maximum displacement
throughout Range B.
As mentioned earlier, pump
displacement has to compensate for the reduced
displacement of motor M2. Pump flow is reduced to
maintain vehicle speed during and after the hydraulic
shift. Based on available engine power the hydraulic
system pressure increases with reduced pump
displacement. The machine will maintain the high
tractive effort at this increased pressure if motor M1
displacement was selected correctly. Maximum MMT
ratio can be achieved when system pressure at
maximum engine power is close to the maximum
pressure after the hydraulic shift.

Shift hysteresis can be seen in the overlap between

HIGH and LOW mode of the MMT. It is required to
prevent frequent shifting from happening when operating
in the range of the shift.
Range C (15 20 km/h) In the beginning of Range C
the pump is close to its corner point and motor M1 is at
its maximum displacement (Figure 2, position 4). Motor
M1 remains active and propels the vehicle. For further
acceleration, the pump displacement is increased to its
maximum value again (Figure 2, position 5). Pump flow
is increased thereby increasing the rotating speed of
motor M1. Motor M1 remains at maximum displacement
and M2 at ZERO displacement throughout Range C.
Range D (20 40 km/h) To further increase vehicle
speed displacement of motor M1 can be reduced to
reach maximum travel speed of the machine (Figure 2,
position 6).
In most applications reducing the
displacement of motor M1 to its geometric minimum is
not necessary, due to the high ratios of the MMT
principle. Minimum displacement values above 40%
motor displacement guarantee high efficiencies. The
pump remains at maximum displacement and motor M2
at ZERO displacement throughout Range D.

2. Multi-Motor Transmission (MMT)

Total power loss from the engine to the wheel is caused
by the pump, motors, gearbox, axles and miscellaneous
components like pump drive, cardan shafts and pressure
drop in the hoses between pump and motor(s). Since it
can be assumed that the mechanical components of
both systems generate similar power losses, the
comparison is limited to the power losses in the pump
and the motor(s).
EXAMPLE VEHICLE The example machine is a 80 kW
telescopic handler, or telehandler (Figure 4).
The
telehandler is a machine widely used for material
handling in agriculture (work & transportation),
construction and industry. Therefore, it requires the
controllability of a fork lift truck and the performance of a
wheel loader. This has to be regarded during the design
phase of travel drive and work function. The comparison
in this paper mainly focuses on design alternatives for
the travel drive.

Component Displacement [%]

120
100
80
60

Shift
Hysteresis

40

Pump
Motor M1

20

Motor M2
0
0

10

15

20

25

30

35

40

Vehicle Speed [km/h]

Figure 3 Displacement vs. vehicle speed

Figure 4 Example vehicle: Telehandler

Figure 3 summarizes the displacement variation of the

pump (solid), motor M1 (dashed), and motor M2 (long
dashed). Due to the overlap between LOW and HIGH
mode, the hydraulic shift can be executed between 12
and 17 km/h. Within this overlap the MMT can be either
in LOW or in HIGH mode without exceeding the
maximum speed of components. This prevents frequent
shifting during machine operation in that speed range.

Table 1 summarizes the required performance of the

travel drive. Maximum vehicle travel speed is 40 km/h
and maximum tractive effort is 80.0 kN. The tractive
effort to weight ratio of 90% strongly reflects the
similarities to the wheel loader.

VEHICLE APPLICATION EXAMPLE

System efficiency besides other factors significantly
contributes to the profitability of a drive line concept like
the MMT. Hence, the travel speed dependent efficiency
behavior of two different drive train concepts is
compared based on an example application and two
engine speeds (2,000 and 1,600 rpm):
1. Hydrostatic Transmission (HST) w/ 2-speed gearbox

Table 1 Vehicle characteristic

Engine Power PCE:
Reduced Power PCE:
Operating Weight:
Maximum Tractive Effort:
Travel Speed High:
Travel Speed Low:
Wheel Radius:
Final Drive Efficiency:
Rolling Resistance:
Hydraulic system pressure:

80 kW @ 2,200 rpm
60 kW @ 1,600 rpm
9,100 kg
80.0 kN (90% op. weight)
40 km/h
14 km/h
0.600 m
90%
0.03
450 bar

According to equation (1), 889 kW is the required vehicle

corner power. Assuming 90% final drive efficiency,
equation (2) results in 988 kW required corner power for
the hydrostatic transmission.

PCM [kW ] =

v[km h ]
FTR [kN ]
3 .6

PCT [kW ] =

PCM [kW ]
FD []

PCT [kW ]
TR[] =
PCE [kW ] HST []

(1)

(2)

(3)

For the calculation of the required transmission ratio TR

according to equation (3), the HST efficiency is assumed
to be 0.8 (= 80%) to reduce the available engine power.
Transmission ratio TR is calculated to be 15.4 which is
beyond the capabilities is single speed hydrostatic
transmissions in terms of transmission ratio TR and
corner power capability.
Both solutions for the travel drive of the telehandler
which are considered in this paper have to fulfill these
requirements. The hydrostatic transmission (HST) with
2-speed gearbox only uses one hydrostatic motor while
the MMT implements two variable motors. Since the
market of telehandlers is very cost competitive the drive
trains have to compete in performance and cost.
Both systems are using a 78 cc pump and system
pressure is limited to 450 bar. At maximum pump
displacement and 2,200 rpm engine speed, system
pressure is limited to a reasonable 257 bar because of
the available engine power. The 17 cc charge pump
supplies the hydrostatic circuit and is limited to 25 bar.
This consumes ~2 kW power at 2,200 rpm engine speed
which is not available for the travel drive. At the reduced
engine speed of 1,600 rpm the system pressure at
maximum pump displacement will reach 266 bar due to
the higher torque available from the engine and the
charge pump only consumes ~1.3 kW power.
COMPARISON CRITERIA The efficiency curves which
will be presented in this paper only represent the
efficiency of the hydrostatic transmission; including the
power loss due to the charge pump PCP. Losses due to
pump and motor controls are excluded from the
comparison. It compares the mechanical output power
of the motors (PMM, PMM1, and PMM1) to the mechanical
input power of the pump PMP. Therefore, the efficiency
represents flow and torque losses of the pump and
motor(s).
The following equations present the
efficiencies of MMT and HST as ratio of output
power Pout to input power Pin

For conventional hydrostatic transmissions (HST):

HST =

Pout
PMM
=
Pin
PMP + PCP

(4)

For multi-motor transmissions (MMT):

MMT =

Pout PMM 1 + PMM 2

=
Pin
PMP + PCP

(5)

The efficiency of the final drive is excluded from the

efficiency calculations. However, the calculated tractive
effort includes the final drive efficiency.
HYDROSTATIC TRANSMISSION For the HST with
2-speed gearbox, the pump only supplies hydraulic
power to one motor. The motor is mounted to the
gearbox which, in most cases, connects to the axles via
cardan shafts. Inside the 2-speed gearbox clutches
determine which of the two gear ratios is active. During
the shifting an interruption of tractive effort has to be
expected. Clutch design and control logic determine
whether shifting between the two gears can only be
executed at stand-still or while driving. These different
control approaches are outside the scope of this paper.

Figure 5 HST w/ 2-speed gearbox for Telehandler

The displacement selection of the 110 cc motor and the
final drive ratio for the LOW gear were governed by the
requirements of 80 kN tractive effort and 14 km/h travel
speed (Table 2).
Table 2 Sizing for HST w/ 2-speed gearbox
Pump Displacement:
Charge Pump:
Max Motor Displacement:
Min Motor Displacement:
Final Drive Ratio High:
Final Drive Ratio Low:
Step in FD gear ratio:

78 cc
17 cc @ 25 bar
110 cc (= 100%)
35.5 cc (= 32.5%)
25
70
2.8

At maximum displacement and 257 bar pressure the

pump provides 162 l/min flow which is ~50% of the

maximum motor flow.

Therefore, highly efficient
operation can be expected. Maximum vehicle speed is
reached at 32.5% motor displacement and 4,420 rpm
motor speed. Figure 6 presents the curves for system
efficiency (dashed) and tractive effort (solid) for the HST
with 2-speed gearbox. The operating conditions 1
through 6 are summarized in Table 3.
1

80
70
60
50

MULTI-MOTOR TRANSMISSION For the MMT, the

pump supplies hydraulic power to two motors. The flow
is split between the two motors based on displacement
and rotational speed because of their parallel hydraulic
arrangement (Figure 7). Both motors are mounted to a
gearbox which connects to the axles via cardan shafts.
Motor M2 can be de-coupled from the drive train by a
multi-disc clutch. Again, different clutch designs are
possible but their discussion is outside the scope of this
paper.

2
System Efficiency

40

Tractive Effort

30

0
0

10

15

20

25

30

35

40

Vehicle Speed [km/h]

Figure 6 HST tractive effort and system efficiency

Power

10

i1

M1
Power

20

M2

Output

Input

Efficiency [%] / Tractive Effort [kN]

90

maintains approximately 74% system efficiency under

this condition.

clutch

In LOW gear 14.3 km/h maximum travel speed can be

reached while the maximum tractive force in HIGH gear
is limited to 28.8 kN. The requirements for maximum
vehicle speed in HIGH gear and maximum tractive effort
in LOW gear are fulfilled. At maximum travel speed
4.8 kN of tractive force are still available.

Figure 7 MMT for application in Telehandler

Table 3 summarizes the operating conditions of the HST

drive train with 2-speed gearbox for 2,000 rpm engine
speed and 80 kW power input. The positions 1 through
3 (white background) represent the LOW gear range and
positions 4 through 6 (grey background) represent the
HIGH gear range of operation.

Motor displacements of 60 cc for motor M1 and 80 cc for

motor M2 are selected to fulfill the required transmission
ratio at high system efficiency (Table 4). Motor M1 is at
a reduced speed (~4,420 rpm) at maximum travel speed
to ensure lower losses and motor M2 is at high speed
(~5,200 rpm) shortly before it is de-clutched.

Table 3 Operating conditions of the HST drive train

Table 4 Sizing for Multi-Motor Transmission

Pos.
1
2
3
4
5
6

Travel
Speed
[km/h]
2.3
4.7
14.3
6.6
13.2
40.0

Tractive
Force
[kN]
79.9
45.0
13.4
28.5
16.1
4.8

Delta
p
[bar]
450
257
257
450
257
257

Motor
Speed
[rpm]
724
1460
4420
724
1460
4420

Motor
Dspl
[%]
100
100
32
100
100
32

Positions 1 and 4 are considered the corner point which

represents the lowest speed at which maximum engine
power can be used at maximum system pressure
(450 bar). In these positions system efficiency reaches
~72%. The pump and motor will be at maximum
displacement at positions 2 and 5. This results in ~82%
system efficiency. Maximum vehicle speed in each
range can be found in positions 3 and 6. The system still

i2

Pump Displacement:
Charge Pump:
Max Motor M1 Displacement:
Min Motor M1 Displacement:
Final Drive Ratio M1:
Max Motor M2 Displacement:
Min Motor M2 Displacement:
Final Drive Ratio M2:
Ratio of Motor Displacements:
Ratio of FD Ratios (M2/M1):

78 cc
17 cc @ 25 bar
60.0 cc (= 100%)
35.4 cc (= 57.8%)
25
80.0 cc (= 100%)
9.8 cc (= 11.8%)
78
1.33
3.12

The displacement ratio of 1.33 and the ratio of the final

drive ratios of 3.12 are well within the thresholds which
were presented by Leidinger [1].
Highly efficient
operation of the system can be expected.
The MMT reaches 81.1 kN tractive force at low travel
speeds with both motors engaged.
Motor M2 is
de-clutched at approximately 15 km/h travel speed and

12.7 kN tractive effort. After the hydraulic shift motor

M1 provides 15.5 kN tractive effort at increased system
pressure. At maximum vehicle speed the transmission
maintains 4.9 kN tractive effort.

Efficiency [%] / Tractive Effort [kN]

90

80
70
60
50

System Efficiency

40

Tractive Effort

30
20

10

The overlap between the LOW and HIGH mode of the

MMT which ranges from 11.3 to 15.1 km/h can be
utilized as shifting hysteresis by the transmission control
software to prevent frequent shifting from happening
when the machine operates in that speed range.
Selection of the smallest possible motor displacement
was the design target for the presented MMT. Maximum
system efficiency was the design target for an alternative
MMT sizing which is summarized in Table 6. The larger
motor M1 (110 cc) will only operate at a maximum speed
of ~3,540 rpm while motor M2 (60 cc) reaches
~6,300 rpm at ZERO displacement. The combination of
final drive ratios and motor sizes allows for ZERO degree
motor operation without de-clutching motor M2.

0
0

10

15

20

25

30

35

40

Table 6 Sizing for Multi-Motor Transmission

Vehicle Speed [km/h]

Table 5 summarizes the operating conditions of the MMT

drive train for 2,000 rpm engine speed and 80 kW power
input. The positions 1 through 3 (white background)
represent the transmission MMT ranges A and B (LOW
mode) with both motors active. While the positions 4
through 6 (grey background) identify the final MMT
ranges C and D (HIGH mode) with only one active
motor.
Table 5 Operating conditions of MMT 1 drive train

Pos.

Travel
Speed
[km/h]

Tractive
Force
[kN]

Delta
p
[bar]

2.2

81.1

450

4.6

45.9

257

15.1

12.7

257

11.3

15.5

450

23.4

8.8

257

40.0

4.9

257

M1/M2
Speed
[rpm]
246/
768
503/
1571
1672/
5218
1253/
0
2584/
0
4420/
0

M1/M2
Dspl
[%]
100/
100
100/
100
100/
12
100/
0
100/
0
58/
0

Positions 1 and 4 are considered corner points of the

MMT which represents the lowest speed at which engine
power can be used at maximum system pressure
(450 bar). System efficiency reaches ~70% in LOW and
~68% in HIGH mode. Pump and motor(s) will be at
100% displacements at positions 2 and 5. This results in
~81% system efficiency in LOW and 79% efficiency in
HIGH mode. Maximum travel speed in each mode can
be found in positions 3 and 6. The MMT system
maintains ~74% in LOW mode and ~76% efficiency in
HIGH mode.

78 cc
17 cc @ 25 bar
110.0 cc (= 100%)
44.3 cc (= 40.3%)
20
60.0 cc (= 100%)
0.0 cc (= 0%)
92.5
1.83
4.63

The displacement ratio of 1.83 is slightly higher than the

threshold introduced by Leidinger [1], while the ratio of
the final drive ratios of 4.63 exceeds this limit by a fair
amount. However, we still expect improved efficiency
performance of the MMT relative to the first sizing.
The optimized MMT reaches 80.3 kN maximum tractive
effort at low travel speeds with both motors active. Motor
M2 is disconnected from the transmission at ~11 km/h
travel speed and 17.5 kN tractive effort.
90
Efficiency [%] / Tractive Effort [kN]

Figure 8 MMT 1 tractive effort and efficiency

Pump Displacement:
Charge Pump:
Max Motor M1 Displacement:
Min Motor M1 Displacement:
Final Drive Ratio M1:
Max Motor M2 Displacement:
Min Motor M2 Displacement:
Final Drive Ratio M2:
Ratio of Motor Displacements:
Ratio of FD Ratios (M2/M1):

80
70
60
50

System Efficiency

40

Tractive Effort

30

20

10

0
0

10

15

20

25

30

35

40

Vehicle Speed [km/h]

Figure 9 MMT 2 tractive effort and efficiency

The hydraulic shift is executed at the speed at which
the system efficiency of LOW and HIGH modes
intersect. After the shift, motor M1 provides 17.9 kN
tractive effort at an increased system pressure of

Table 7 Operating conditions of MMT 2 drive train

Pos.

Travel
Speed
[km/h]

Tractive
Force
[kN]

Delta
p
[bar]

2.2

80.4

450

4.6

46.0

257

15.4

12.1

257

7.7

22.8

450

16.4

12.9

257

40.0

4.9

257

M1/M2
Speed
[rpm]
195/
902
403/
1864
1357/
6277
678/
0
1446/
0
3537/
0

M1/M2
Dspl
[%]
100/
100
100/
100
100/
0
100/
0
100/
0
40.3/
0

higher system efficiency over the speed range starting at

10 km/h.
The following statements refer to the intersections of the
efficiency curves for LOW and HIGH range. Due to the
slightly lower final drive ratio for the 110 cc motor MMT 2
efficiency does not increase before 12 km/h. MMT 2
reached slightly lower system efficiency than the HST
because of the flow losses in the second motor. The
60 cc motor in MMT 1 delays the increased system
efficiency to 15 km/h. The larger 110 cc motor in the
HST provides higher peak efficiency due to the relatively
low pump flow which is ~50% of the maximum flow of the
motor.
85

2,200 rpm engine speed

80
System Efficiency [%]

354 bar. At maximum vehicle speed the transmission

maintains 4.9 kN tractive effort.
The operating
conditions of the MMT for 2,200 rpm engine speed and
80 kW power input are summarized in Table 7.

75
70
65
HST

60

MMT 1
55

At the corner points the MMT reaches a system

efficiency of ~69% in LOW mode (position 1) and ~68%
in HIGH mode (position 4). Pump and motor(s) will be at
100% displacement at positions 2 and 5 which results in
the maximum system efficiency of ~81% in both modes.
The MMT maintains ~73% system efficiency at
maximum travel speed in LOW mode (position 3) and
~76% efficiency at maximum travel in HIGH mode
(position 6).
The possible overlap between LOW and HIGH mode
ranges from 7.7 to 15.4 km/h. Compared to the earlier
design; the overlap is increased significantly, which
allows for enhanced control flexibility.
COMPARISON The efficiency behaviors of the HST
with 2-speed gearbox and the two designs of MMT were
presented. The comparison will now be performed at
2,200 rpm (maximum power) and 1,600 rpm (reduced
power) engine speed. This represents operation at full
and reduced input power as commanded by, e.g. an
advanced Best Point control system. All three systems
utilize the same pump with internal charge pump and
operate at the same engine speed. The only differences
on a systems level are the selected motor displacements
and the ratios of the gearboxes.
Maximum engine speed of 2,200 rpm Figure 10
presents the curves of system efficiency for 2,200 rpm
engine speed and 80 kW engine power. Higher values
indicate the better system. In direct comparison of
MMT 1 (long-dashed), MMT 2 (solid) and HST (dashed),
it becomes obvious that the curves for LOW mode and
LOW gear do not differ much. All three systems enable
80 kN tractive force and ~14 km/h maximum travel
speed in the LOW range. Assuming the ability to shift to
HIGH gear, the HST with 2-speed gearbox allows for

MMT 2
50
0

10

15

20

25

30

35

40

Vehicle Speed [km/h]

Figure 10 Efficiency comparison at 2,200 rpm

engine speed
The smaller motor size of motor M1 in MMT 1 ensures
higher efficiencies at faster travel speeds. At maximum
travel speed of 40 km/h the efficiency of the MMT 1 is
3% higher, compared to the efficiency of the HST. The
reduced final drive ratio of motor M1 in MMT 2 results in
lower shaft speed and therefore lower losses at high
travel speed. Therefore the efficiency of MMT 2 is also
3% above the efficiency of the HST. In the speed range
from 12 to 25 km/h MMT 2 provides significantly higher
efficiency, compared to MMT 1.
The efficiency
advantage has to be balanced with increased system
cost, which would result from the larger components.
Figure 11 compares the curves for power loss in the
hydrostatic drive systems for 2,200 rpm engine speed
and 80 kW power input. In this graph, lower values
indicate the better system. The diagram presents the
same basic information as the diagram in Figure 10.
The LOW range is not very different, while the MMT
solutions allow for lower losses and therefore higher
efficiencies at maximum travel speed.
The additional information, however, is that the MMT
solutions offer ~2.3 kW savings in power loss at
maximum travel speed. This power is available for work
and the cooling demand of the machine is reduced.
Power loss increases towards slower travel speeds and
higher system pressures together with reduced pump
displacement.

~2.2 kW savings relative to the HST with 2-speed

gearbox at maximum travel speed. Operation at speeds
above 20 km/h and reduced engine speed, MMT system
solutions can offer significant potential for power savings.

30

2,200 rpm engine speed

20
15

30

10

25

1,600 rpm engine speed

HST

System Power Loss [kW]

System Power Loss [kW]

25

MMT 1

MMT 2
0
0

10

15

20

25

30

35

40

Vehicle Speed [km/h]

20
15
10

HST
MMT 1

MMT 2

Figure 11 Power loss comparison at 2,200 rpm

engine speed and 80 kW engine power
Reduced engine speed of 1,600 rpm In the title of this
paper, it was pointed out that MMT will enable higher
transmission ratios to support advanced control systems
for off-highway machines. In this second example, it is
assumed that engine speed is reduced to 1,600 rpm and
power to 60 kW by an advanced control system. Figure
12 presents the curves for the efficiency behavior of
MMT 1 (long dashed), MMT 2 (solid) and HST with
2-speed gearbox (dashed). Higher values indicate a
better system. Peak efficiencies of the three system
solutions are reduced by ~2%. However, the overall
picture of the comparison remains the same.
At
1,600 rpm, MMT 1 provides the better system
performance above 25 km/h travel speed of the two
MMT solutions. At maximum travel speed MMT 1 even
reaches 1% higher system efficiency compared to
MMT 2 and 5% higher efficiency compared to the HST
with 2-speed gearbox. The smaller displacement of
motor M1 (60cc) allows for ~40% displacement at
maximum travel speed which allows for high efficiency.
85

1,600 rpm engine speed

System Efficiency [%]

80

0
0

10

15

20

25

30

35

40

Vehicle Speed [km/h]

Figure 13 Power loss comparison at 1,600 rpm

engine speed and 60 kW engine power
Different design targets can be used to adapt MMT to the
machine, the duty cycle and the expected performance.
This flexibility in the design can be used to optimize the
individual solution for each customer. Pump and motor
displacements as well as their transmission ratios are
adjustable parameters.

DRIVE SYSTEM CONTROL

The schematic and control logic of the MMT indicate that
the hydraulic shift from two motors (LOW mode), to
only one motor (HIGH mode), is not a real shift. Motor
M2 is de-coupled in a load free condition. Motor M1
continues to drive the transmission output shaft without
interruption in torque or tractive effort.
During
acceleration, motor M2 has to be disconnected
(= up-shift) from the drive train. During deceleration, it
has to be re-connected (= down-shift). Both events are
discussed in more detail in the following paragraphs.

75
70
65
HST

60

MMT 1
55
MMT 2
50
0

10

15

20

25

30

35

40

Vehicle Speed [km/h]

Figure 12 Efficiency comparison MMT vs. HST for

1,600 rpm engine speed
Figure 13 compares the curves for the power loss in the
hydrostatic systems for 1,600 rpm engine speed and
60 kW power input. In this graph, lower values indicate
the better system. MMT 1 offers ~3.3 kW and MMT 2

UP-SHIFT (MOTOR M2 IS DISCONNECTED) During

an up-shift from the LOW to the HIGH mode, motor M2
has to be disconnected from the drive train. This
disconnection can take place once motor M2 has
reached its minimum operating displacement in LOW
mode of the MMT. In this condition, the pump is at 100%
displacement and provides maximum hydraulic power to
the motor.
The following events have to take place in the right order
for the hydraulic shift to work smoothly:

Motor M2 displacement has to be reduced to ZERO

in a quick step function.
Displacement of the pump has to be reduced in a
quick parallel step function to compensate for the
loss in motor displacement.

Motor M2 can be disconnected from the drive train in

load free condition.

DOWN-SHIFT (MOTOR M2 IS CONNECTED) During

the down-shift from the HIGH mode to the LOW mode
motor M2 has to be re-connected to the drive train. The
steps from the up-shift have to take place in reverse
order. Shortly before the down-shift, motor M2 is at
ZERO displacement and the pump is at ~50%
displacement (depending on the sizing).
Motor M2can only be reconnected if the available
maximum pump flow is high enough to supply oil to
motor M1 at its maximum displacement and motor M2 is
at its minimum active displacement, e.g. 11.8%. This
condition is fulfilled below a design specific vehicle speed
which also allows for the hysteresis in the shifting.
The electronic control can be optimized to:

Reduce frequency of shifting (up and down),

Operate at reduced speed of the diesel engine to
increase fuel efficiency and utilize the superior
transmission ratio of the MMT,
Realize automotive (i.e., load sensitive) vehicle
operation in both modes and
Ignore faulty operator inputs [1].

displacement hydraulic motor. The fixed motor reduces

the motor cost but also reduces the achievable
transmission ratio. However, in some applications it
might prove to be the best choice. Figure 14 presents
the schematic of the modified MMT as introduced in the
patent.
Figure 15 presents the schematic of the Single Hub
MMT as introduced in US-Patent 5,518,461 from 1996
[2]. The pump (11) supplies oil to two variable motors
(12, 13) which are coupled to a single output shaft via an
intermediate gear section (25). The first motor (12)
directly connects to the sun gear input of a 2-stage
planetary final drive in the wheel hub (32). The second
motor (13) can be connected to the drive shaft of the first
motor (22) via a clutch assembly (26). With the second
motor (13) at ZERO displacement it can be disconnected
from the drive shaft by opening the clutch (26). The
second motor is protected from over-speeding and the
power loss of the drive system is significantly reduced.
The valves (17, 18) can be used to disconnect the
individual motors from the pump to further reduce power
losses.

Recent research activities indicate a continued interest in

the market for Multi-Motor Transmissions.
Krauss
compared MMT to Hydro-Mechanical Transmissions
based on efficiency and complexity in 2004 [4]. Further,
Krauss [5] introduced an investigation of the complexity
of the control to reconnect motor M2 to the drive train
during a down-shift.

ALTERNATIVE MMT DESIGNS

The introduced principle of the MMT has been protected
by the US-Patent 5,159,992 in 1992 [3].

Figure 14 Schematic of MMT, US-Patent 5,159,992

The patent includes the MMT with two variable motors
and the MMT with one variable and one fixed

Figure 15 Schematic of MMT, US-Patent 5,518,461

This design could be used in a dual path application, e.g.
crawlers, dozers or excavators. Motor sizes could be
reduced without reduction in machine corner power.
A MMT could also be realized in an application with four
wheel motors, e.g. an agricultural sprayer. In todays
machine the wheel motors are paired diagonally front
left and rear right wheel as well as front right and rear left
wheel are supplied by an individual pump. Each of these
combinations of one pump and two motors could
represent a multi-motor transmission (MMT). Motor
speeds are connected via the ground on which the
machine is driving. At slow speeds the vehicle operates
as 4-wheel drive while it is reduced to a 2-wheel drive for
higher travel speeds. Different final drive ratios for
motors M1 and M2 require a clutch to disconnect the
motor with the higher final drive ratio (motor M2) from the
turning wheel.

SUMMARY & CONCLUSIONS

Within this paper, the basic design and control principles
of Multi-Motor Transmissions (MMT) were introduced. In
an application example (telehandler) two MMT designs
were compared to a Hydrostatic Transmission (HST)
with 2-speed gearbox. System power loss at maximum
travel speed was reduced by ~2.3 kW (2,200 rpm engine
speed) and ~3.3 kW (1,600 rpm engine speed). MMT
solutions are able to provide high transmission ratios.
The increased transmission ratio (relative to conventional
hydrostatic transmissions) enables multi motor
transmissions (MMT) to provide both, high tractive effort
and high travel speeds at high efficiency. Smooth
acceleration from stand still to maximum travel speed
without interruption in tractive effort due to shifting is
another advantage.
This design of hydrostatic
transmission provides the performance advantage which
is required to extend HST application to new machine
types, e.g. large wheel loaders.
Advantages of the MMT design relative to conventional
HST:

Operation in the whole speed range of the machine

without interruption of tractive force while shifting
Increased transmission ratio resulting in both, high
tractive efforts and high travel speed. HST becomes
applicable in additional machine types, e.g. large
wheel loaders
Disconnection and re-connection of motor M2 in no
load conditions. Therefore, a high power shift of
gears is not required.
Simplified tuning of the control algorithms relative to
solutions with automated shift in a HST with a
2-speed gearbox.
Improved system efficiency at high travel speeds.

Application of MMT in future off-highway machinery

supports more advanced control systems, like ECO
modes or Best Point operation of the engines. High
vehicle velocity at reduced engine speed requires higher
transmission ratios. This purely hydrostatic system
solution with mechanical power shift transmission
provides the customer with the most appreciated
characteristics of hydrostatic drives.

REFERENCES
1. Leidinger, G., Hydrotransmatic ein neuartiger
stufenloser, lastschaltfreier hydrostatischer Fahrantrieb, O + P lhydraulik und Pneumatik (36) 1992
Nr. 4, Vereinigte Fachverlage, Mainz, Germany, pp
222 232 (in German).
2. Pfordt, H., Dual Hydraulic Motor Drive System,
1996, US-Patent 5,518,461
3. Reinecke, U., Leidinger, G., Infinitely variable hydrostatic transmission drive,1992, US-Patent 5,159,992

4. Krauss, A., Ivantysynova, M., Power Split Transmissions versus Hydrostatic Multiple Motor Concepts
A comparative analysis, SAE Technical Paper
2004-01-2676
5. Krauss, A., Ivantysynova, M., Control Concept for a
multiple-motor type hydrostatic transmission, 2003,
th
18 International Conference on Hydraulics and
Pneumatics , Prague

CONTACT
Torsten holds a doctorate degree in Mechanical
Engineering from the RWTH Aachen University
(Germany) since 2008. His thesis summarized his work
in Modeling, Analysis and Design of Hydrostatic Drive
Line Concepts.
During his research at the IFAS
(Institute for Fluid Power Drives and Control) he worked
in the fields Valve Technology and Mechatronics and
Mobile Hydraulics. Torsten graduated in Mechanical
Engineering from the RWTH Aachen University in 2003;
majoring in Production Technology.
Since 2008 Torsten has been working for Sauer-Danfoss
in the Ames, IA location (tkohmaescher@sauerdanfoss.com).
He is involved in sub-systems and
technology development for hydrostatic travel drives of
off-highway machines.

DEFINITIONS, ACRONYMS, ABBREVIATIONS

Abbreviations
FD:
HST:
MMT:

Final Drive
Hydrostatic Transmission
Multi-Motor Transmission

Definitions:
FTR
PCM
PCT
Pin
PCP
PMM
PMM1
PMM2
PMP
Pout
TR
v

FD
HST
MMT

Machine tractive force

Machine corner power
Transmission corner power
Input power to the transmission
Charge pump input power
Motor output power (HST)
Motor M1 output power (MMT)
Motor M2 output power (MMT)
Pump input power
Output power
Transmission ratio
Machine travel speed
FD efficiency
HST efficiency
MMT efficiency

[kN]
[kW]
[kW]
[kW]
[kW]
[kW]
[kW]
[kW]
[kW]
[kW]
[-]
[km/h]
[-]
[-]
[-]