Research Article

Advances in Mechanical Engineering

2018, Vol. 10(1) 1–8
Ó The Author(s) 2018
Loader power-split transmission DOI: 10.1177/1687814017747735
journals.sagepub.com/home/ade
system based on a planetary gear set

Chang Lyu1,2, Zhao Yanqing1,2 and Lyu Meng1,3

Abstract
In hydraulic mechanical transmission loaders, a hydraulic torque converter can prevent an engine from stalling due to
overloading of the loader during the spading process; however, the hydraulic torque converter also reduces the loader’s
fuel economy because of its low transmission efficiency. To address this issue, the study designs an output-power-split
transmission system that is applied to a hybrid loader. The designed transmission system removes the hydraulic torque
converter in the power transmission system of a traditional loader and adopts a planetary gear set with a compact struc-
ture as the dynamic coupling element, thus allowing the output power of the loader to be split transmitted. During sho-
veling, the loader power-split transmission system based on a planetary gear set can prevent the motor from plugging
and over-burning under conditions that ensure that the traction does not decrease. In addition, the transmission effi-
ciency and loader fuel economy are higher in the proposed transmission system than in the power transmission system
of a traditional loader. The test results show that the transmission efficiency of the designed system was 13.2% higher
than that of the traditional hydraulic mechanical transmission loader.

Keywords
Hybrid power, loader, power-split, transmission system, planetary gear set

Date received: 11 August 2017; accepted: 16 November 2017

Handling Editor: Yangmin Li

Introduction the system operation directly. This connection type

In 2015, the number of construction machineries in
China reached 6.908 million, and 1.744 million of those
machineries were loaders.1 Loaders are limited by their
high fuel consumption and poor emissions resulting
from the adverse working environment. Therefore,
improving the energy efficiency of the engine has been
a main focus of research on hybrid loaders. Since the
first hybrid loader was developed in 2003, a large num-
ber of construction machinery makers (e.g. Kawasaki,
Volvo, and Hitachi Construction Machinery) have con-
ducted research on hybrid loaders, resulting in many
achievements.2–5 Hybrid power systems can be divided
into three major categories according to the structure
of the transmission system: series hybrid systems, paral-
lel hybrid systems, and combined hybrid systems.6
In a serial hybrid system, the electromotor is con-
nected to the controller via an electric circuit and drives
allows for a relatively simple structure of the series sys-
tem;7 however, although the energy conservations and
emission reductions of the vehicle are better when using
a serial hybrid system than when using a parallel sys-
tem or combined hybrid system, the cost of this system
is higher because the energy is converted many times.
1
Jiangsu Key Laboratory of Traffic and Transportation Security, Huaiyin
Institute of Technology, Huai’an, China
2
College of Traffic Engineering, Huaiyin Institute of Technology, Huai’an,
China
3
State Environmental Protection Key Laboratory of Vehicle Emission
Control and Simulation, Chinese Research Academy of Environmental
Sciences, Beijing, China
Corresponding author:
Chang Lyu, Jiangsu Key Laboratory of Traffic and Transportation Security,
Huaiyin Institute of Technology, Huai’an 223003, China.
Email: changlv@hyit.edu.cn

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2 Advances in Mechanical Engineering
In general, the engine and motor or the oil hydraulic
pump driving the loader operate singly or in combina-
tion for the parallel hybrid loader. Because there are
fewer energy conversions, the parallel hybrid loader
has a higher energy utilization rate than the serial
hybrid system in vehicles.8–10 However, the regulating
action of a parallel hybrid loader on the engine operat-
ing point is weaker. Parallel hybrid systems typically
include hydraulic torque converters (HTCs), thereby
limiting the energy conservation effect.9,11–13 The com-
bined hybrid system is connected to an engine, an alter-
nator and an electromotor or hydraulic pump/motor
through the power distribution unit and integrates the
merits of the series and parallel systems. The engine is
not affected by the vehicle driving cycle, allowing it to
remain highly efficient for a long period.14 The con-
struction machinery can perform the required task well
under harsh conditions and realize energy conservation
and emission reductions.
In 2008, Volvo launched a coaxial and parallel struc-
ture hybrid power loader (L220F Hybrid) that adopted
a parallel structure of a hybrid oil and electric power
system with a torque combination of a front-row trans-
mission and single shaft.15,16 In 2010, Liugong and
Xugong Machinery Co., Ltd. launched hybrid wheel
loaders CLG862-HYBRID and ZL50GS. These two
models are parallel hybrid systems.17,18 Caterpillar pro-
duces the hybrid wheel loader 966KXE. This loader
uses advanced powertrain CVT and does not have a
torque converter; furthermore, the hydraulic system of
this technology can accomplish infinitely variable
speeds; therefore, the transmission has the characteris-
tics of infinitely variable speeds.19 In 2011, the
Japanese company Kawasaki developed hybrid loader
65ZHybrid, in which the torque converter is replaced
with a ‘‘HYTCs’’ system, which consists of planetary
gears, motors, and alternators. The energy utilization
rate is 35% higher than that of a traditional loader of
the same level.18 In 2014, Hitachi Construction
Machinery announced that they had developed a wheel
loader equipped with a hybrid power system
(ZW220HYB-5B). The electric alternator is driven by a
diesel engine and generates electric power to drive the
motor. The loader has no gearbox and adopts infinitely
variable speeds; therefore, it has the advantage of no
changes in the speed operation when the loader is dig-
ging or driving on a ramp, thereby decreasing the labor
intensity of the drivers.5
The above analysis of the development history of the
hybrid loader has shown that important advancements
and prototypes have emerged in the hybrid loader tech-
nology field. At present, research on hybrid loaders is
focused on parallel hybrid loaders and series hybrid
loaders;20–23 however, because these systems include an
HTC, the engine does not always operate in the optimal
operating condition, particularly under heavy loads,
when the efficiency of the HTC is extremely low. With
an increasing number of energy-saving schemes being
proposed, the continuously variable transmission and
planetary coupling structure are becoming the energy-
saving schemes with the greatest potential. Both
schemes improve the engine energy efficiency using
hybrid power technology and improve the system drive
efficiency by replacing the HTC with the new transmis-
sion scheme.
Structure of power-split transmission
system
A schematic diagram of the power-split transmission
system of the loader based on a planetary gear set is
shown in Figure 1; the system is composed of an engine,
an input shaft, the first gear, the second gear, a plane-
tary gear set, an output shaft, motor #1, motor #2, a
power cell, an inverter, lockup devices, and a hydraulic
working system. The planetary gear set includes a sun
gear, front-row planetary gear, front-row gear ring,
rear-row planetary gear, rear-row gear ring, and plane-
tary carrier. The parameters of the front-row planetary
gear are the same as those of the rear planetary gear;
both are mounted on the same shaft, and the para-
meters of the front-row gear ring are also the same as
those of the back-row gear ring. The engine, input
1 2 3 4 5 6 7 8 9 10
11
12
18 17 16 15 14 13
Figure 1. Schematic diagram of the power-split transmission
system of the proposed hybrid power loader.
1: Second lockup device; 2: motor #2; 3: front-row gear ring; 4: sun
gear; 5: front-row planetary gear; 6: rear-row planetary gear; 7: rear-row
gear ring; 8: motor #1; 9: power cell; 10: inverter; 11: planetary carrier;
12: output shaft; 13: engine; 14: input shaft; 15: first lockup device; 16:
first gear; 17: second gear; 18: hydraulic working system.
Lyu et al.
shaft, first gear, and second gear are connected in turn.
The second gear and front-row gear ring are connected
coaxially; the planetary carrier and output shaft are
connected coaxially; motor #1 is connected with the
back-row gear ring; motor #2 is connected to the sun
gear; and the power cell is connected to motor #1 and
motor #2 through the inverter. The lockup devices
include the first lockup device and second lockup
device. The ends of the first and second lockup devices
are connected to the input shaft and motor #2, respec-
tively. The other ends of the two lockup devices are
fixed connected to the frame.
Operating characteristics of the
power-split transmission system
According to the operation condition of the loader, the
power-split mode is divided into two categories: low-
speed power-split mode and high-speed power-split
mode. The low-speed power-split mode is mainly used
for low-speed and high-load conditions, such as shovel-
ing and lifting. The power transmission route is shown
in Figure 2.
In the low-speed power-split mode, the first lockup
device is separated from the second lockup device.
When the engine is operating, the power is transmitted
to ride wheels via the input shaft, first gear, second
gear, front-row gear ring, front-row planetary gear, pla-
netary carrier and output shaft; motor #1 and motor
#2 are working simultaneously, and the loader is placed
in the continuously variable-speed state.
In the low-speed power-split mode, motor #2 trans-
forms a portion of the power output from the engine
1 2 3 4 5 6 7 8 9 10
18 17 16 15 14
Figure 2. Power-split transmission line for the low-speed
power mode.
3
into electrical energy using an alternator. The power
cell discharges, with motor #2 simultaneously provid-
ing electrical energy to motor #1; motor #1 works as
an electric motor and transforms electrical energy to
mechanical energy. The power generated by motor #1
is eventually transmitted to the drive wheel to provide
traction along with the engine via the rear-row gear
ring, rear-row planetary gear, planetary carrier, and
output shaft. A portion of the power of the engine is
transmitted to the hydraulic work system through the
input shaft.
The engine, sun gear, planetary carrier, front-row
gear ring, and rear-row gear ring are abbreviated as
ICE, S, C, R1, and R2, respectively.
In the low-speed power-split mode, the revolving
speeds of the output shaft and planetary carrier are zero
when the wheel of the loader is jammed. Thus, nC is zero
nC = 0 ð1Þ
The motion characteristic equation of the front-row
planetary gear set is given as follows
ns + anR1 = (a + 1)nc ð2Þ
where a = ZR1 =ZS . Combining equations (1) and (2)
yields
nS =  anR1 ð3Þ
Because the parameters of the front-row planetary
gear and rear planetary gear, front-row gear ring, and
back-row gear ring are identical, the relationship
between them is as follows
nR1 = nR2 ð4Þ
In this mode, the engine is always in running. As
shown in Figure 3, the rotation speed of the front-row
gear ring is always proportional to the engine
nR1 } nICE 6¼ 0 ð5Þ
11
12
nR1(nR2)
13
Figure 3. Relationship between the different torques.
4 Advances in Mechanical Engineering

According to equations (3)–(5), the rotation speeds 1 2 3 4 5 6 7 8 9 10

of the sun gear and rear-row gear ring are not zero in
the low-speed power-split mode when the wheel of loa-
der is jammed; that is, the two motors do not stop
rotating.
Through the relationship between transmission lines
shown in Figure 2, the relationship between the torques
of the sun gear, planetary carrier, front-row gear ring,
and back-row gear ring is obtained, as shown in 11
Figure 3. In Figure 3, T S and nS represent the torque
and speed of the sun gear, respectively; T R1 and nR1 12
represent the torque and speed of the front-row gear
ring, respectively; and T R2 and nR2 represent the torque
and speed of the back-row gear ring, respectively.
The relationship between the different torques is pre-
sented in Figure 3. The relationships between the tor-
ques of sun gear 4, planetary carrier 11, front-row gear
ring 3, and rear-row gear ring 7 are as follows

TC = TR1  TR2 + Ts ð6Þ

TR1  TR2 = aTs ð7Þ 18 17 16 15 14 13
where TR1 is supplied by the engine, TR2 is supplied by
motor #1, and TS is supplied by motor #2. Figure 4. Power-split transmission line of the loader operating
at high speed.
Equation (8) can be obtained from equations (6)
and (7)

TC = (a + 1)TS ð8Þ Through comparing various schemes and the possi-

In the low-speed power-split mode, the planetary
carrier can supply high traction torque.
When the loader is shoveling, one can ensure that
the traction is not decreased and the motor does not
plug and over-burn.
The high-speed power-split mode is mainly suitable
for the loader running at high speeds during converse
site processing. The power transmission route is shown
in Figure 4.
In the high-speed power-split mode, motor #1 func-
tions as an alternator that converts a portion of the
power output by the engine into electrical energy and
supplies it to motor #2. Motor #2 functions in the form
of an electric motor, which converts electrical energy
into mechanical energy, and the generated power is
transmitted to drive wheels before finally passing
through the sun gear, front-row planetary gear, plane-
tary carrier, and output shaft, thereby providing trac-
tion with the engine together.
Experiments on the transmission
efficiency
The real loader experiment
Taking the ZL50 wheel loader as an example and stone-
work as the job object, the transmission efficiency of
the loader is tested.
bility of installing sensors, the experimental scheme for
testing the transmission shaft is finally determined
according to the research content. The scheme is as fol-
lows:24–29
1. Arrange the torque and revolving speed trans-
ducer in the front axle shaft and measure its tor-
que and revolving speed;
2. Arrange the torque and revolving speed trans-
ducer in the rear axle shaft and measure its tor-
que and revolving speed;
3. Arrange the torque and revolving speed sensor
in the output shaft to measure its torque and
revolving speed. The sensors layout scheme is
shown in Figure 5.
We adopt the work mode of the V-style six stages
and allow the loader to move 50 decaliters; then, we
record the torque and revolving speed of the front axle
shaft, the rear axle shaft, and the output shaft of the
engine. Figure 6 presents the test value of the experi-
ment, where channels 1 and 2 are the revolving speed
of the front axle left shaft and that of the right shaft,
respectively; channels 3 and 4 are the revolving speed
of the rear axle left shaft and that of the right shaft,
respectively; channel 5 is the revolving speed of the
input shaft of the transmission system; channels 6 and
7 are the torque of the front axle left shaft and that of
Lyu et al.
Figure 5. Transmission efficiency test scheme and sensor layout.
Figure 6. Test signals of the loader.
the front axle right shaft, respectively; channels 8 and 9
are the torque of the front axle left shaft and that of
the front axle right shaft, respectively; and channel 10
is the torque of the input shaft of the transmission sys-
tem. Using vib.sys and ncode software to process the
tested signals and selecting 50 test working cycles, con-
tinuous time-domain signals are acquired by filtering
and eliminating any abnormal peak values.
The input power of the loader can be calculated from
formula (9) as follows
Te ne
pe =
9550
5
where Pe is the input power of the loader (kw), Te is the
torque of the input shaft (N m), and ne is the revolving
speed of the input shaft (r/min).
The input power of the loader can be calculated
according to formula (9), and the torque and speed of
the input shaft tested by the NO. 5 channel and NO. 10
channel are given in Figure 7.
Similarly, the output power values of the front axle
shaft and the rear axle shaft can be calculated. Then, the
output power of the transmission system is acquired by
adding the two figures together, as shown in Figure 7.
The transmission efficiency of the loaders is obtained
ð9Þ
according to formula (10)
6 Advances in Mechanical Engineering
Figure 7. Input power and output power of the transmission
system.
pe1
h= ð10Þ
pe2
where Pe1 is the average output power of the transmis-
sion system, Pe2 is the average input power of the trans-
mission system, and h is the average transmission
efficiency.
According to the input and output power of the
transmission system shown in Figure 7, the calculated
average efficiency of the transmission system of the
ZL50 loader is 63.5%.
Figure 8. Schematic diagram of the test bench.
Bench test for the hybrid loader system
The hybrid loader experiment is performed on the test
bench; the bench is mainly composed of the power sys-
tem, transmission system, hydraulic system, and con-
trol system.30 A schematic diagram of the test bench is
shown in Figure 8.
The power system is composed of the crude oil
engine, alternator, battery, and electromotor. The alter-
nator drives the hydraulic system, and the residual
energy is converted to electricity and stored in the bat-
tery to drive the electromotor work. The information
acquired from the sensors is input to the controllers
and processed by a microprocessor to control the
engine and electromotor.
The load of the loader consists of the transmission
system load and hydraulic system load; in the test
bench, the loader hydraulic system is simulated by the
proportion overflow valve, and the running system is
simulated by the hydraulic dynamometer.
The drive system load is mainly composed of the
gearbox and dynamometer. The load is driven by
the direct current electromotor and is used to simulate
the loader operation. The direct current electromotor
has an automatic variable-speed function and can
reverse by itself; thus, the back gear is not necessary for
the gearbox, and its gear change is relatively fixed. The
measurement devices include a controller, hydraulic
dynamometer, and force-measured device; the system
load energy is absorbed by the loss of the hydraulic
Lyu et al. 7

dynamometer. The output power is calculated using that of the hydraulic mechanical transmission loader
the acquired output speed and torque. (63.5%). Therefore, the transmission efficiency of the
The working load of the hydraulic system is simu- loader power-split transmission system based on a pla-
lated by a pilot-operated electricity proportion overflow netary gear set was 13.2% higher than that of the
valve.31 To control the working pressure of the overflow hydraulic mechanical transmission loader.
valve, the tested working pressure spectrum data of the
hydraulic system is loaded into the overflow valve, and
the loading spectrum digital signals are transformed Conclusion
into voltage signals through the serial port. The over-
This article designed a loader power-split transmission
flow valve is controlled by the pulse width modulation
system based on a planetary gear set. The transmission
(PWM), and the control pressure overflow valve is regu-
system adopts a planetary gear set with a compact
lated by changing the duty ratio of the PWM wave-
structure as the dynamic coupling element and enables
form. According to test data used to calibrate the single
the output power of loader to be split transmitted. In
chip micyoco (SCM), the SCM computes and outputs
addition, the HTC is removed in the transmission sys-
the duty ratio of the PWM based on the calibrated data
tem, thereby effectively increasing both the transmis-
after the data overflow valve controller receives the
sion efficiency and loader fuel economy.
pressure control signal, and then, the drive proportional
The power-split mode of the system can be divided
overflow valve achieves pressure control.
into two categories according to the operation condi-
The exit pressure loading spectrum and transmission
tion of the loader: low-speed power-split mode and
shaft loading spectrum of the transmission pump, work-
high-speed power-split mode. The low-speed power-
ing pump, and steering pump for a real loader test are
split mode is mainly used for low-speed and high-load
shown in Figure 5. The field-tested working pressure
conditions, such as shoveling and lifting, whereas the
spectrum data of the hydraulic system are loaded into the
high-speed power-split mode is mainly suitable for the
overflow valve to simulate the hydraulic system load. The
loader running at high speed during converse site pro-
load spectrum tested in the real loader test of the trans-
cessing. When shoveling, the transmission system can
mission shaft is loaded through the power-measured
prevent the motor from plugging and over-burning
devices controllers, and the hydraulic dynamometer takes
under the condition that traction is not reduced.
advantage of a vortex to produce braking torque to simu-
Two experiments, namely, a real loader experiment
late the transmission system load. After recording the
and a bench test, were performed to investigate the
experimental transmission efficiency of the real loader
energy savings of the hybrid loader system. Comparing
and bench test, the fuel economies of the two components
the experimental results revealed that the transmission
are calculated for the two types of transmission; the cal-
efficiency was 13.2% higher for the hybrid loader sys-
culated results are shown in Figure 9.
tem than for the hydraulic mechanical transmission
As shown in Figure 9, the transmission efficiency of
loader.
the loader power-split transmission system based on a
planetary gear set was 76.7%, which was higher than
Declaration of conflicting interests
The author(s) declared no potential conflicts of interest with
respect to the research, authorship, and/or publication of this
article.

Funding
The author(s) disclosed receipt of the following financial sup-
port for the research, authorship, and/or publication of this
article: This work was financially supported by the National
Natural Science Foundation of China (Grant No. 51205151)
and a prospective industry-university-research cooperation
research project in Jiangsu province of China (Grant No.
BY2016061-01).

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