Dipl.-Ing.

(FH)
Karsten Penert
Bosch Rexroth AG
Glockeraustr. 2
D-89275 Elchingen, Germany
Phone: +49 (0)7308 82-2622
Fax: +49 (0)7308 5338

DA-Control
An automotive style for
Hydrostatic Transmission Control
An Engineering Recourse for Advancing Mobility
1. Introduction

Best design and performance benefits are realised by utilising hydrostatic transmissions
to propel construction machinery. Independent from the application of construction
machine components, a hydrostatic transmission provides flexibility in installation and
dos not require the carriage to be built around the transmission. The feature of
DA-Control results in lower installation and design costs and is the easiest way to
operate and control a construction machine. DA-Control enables an infinitely variable
drive of the machine from stand still up to the maximum speed. This type of hydrostatic
transmission control enables driver controllability and simple handling of the machine.
DA-Control is suitable for various applications like:
Wheel Loader; Skid Steer Loader; Dumper; Telescopic-, Industrial- and Rough Terrain
Fork Lift Trucks; Arial Working Platform; Carrier and Transport machines, Municipal
Vehicles, Dozer and other special machines such as Mining and Tunneling Vehicles.

Figure 1

2
2. Features

• Automotive drive
The Hydrostatic Drive with DA-Control stands for an automotive servo control in
relation to engine speed and enables a large continuous torque conversion range. It
is a mechanical hydraulically servo control to adjust pump and motor displacement
during driving and enables widening of the speed range of a gear ratio. Permanent
gear shifting is no longer required. Torque can be transmited in both drive directions.
• Integrated Load Limiting Control
The integrated load limiting control protects the engine from stalling and enables the
engine to convert the maximum required power to accommodate tractive force and
velocity without interruption. Regarding to all outside disturbing influences like
working and steering hydraulic DA-Control adjusts pump displacement to demand
power.
• Potential for fuel saving
Already during lower engine speeds the machine with an Hydrostatic Drive develops
full tractive effort. This protects the engine from over load and heating up of the
power train. When the wheels get blocked, the tractive effort is controlled via the
diesel engine without heating up the system.
tractive force F

Regulation
primary secondary

velocity v

Figure 2

3
• Easy handling enables rapid turnover of merchandise
The Driver only selects forward, neutral or reverse vehicle drive direction by a lever
and pushes the gas pedal to give the desired vehicle speed and brakes hydraulically
in the usual manner. In this way the operator is able to handle and position the
machine very easily.
• Closed loop enables hydrostatic braking
During lowering of speed the hydrostatic drive decelerates conspicuous vehicle
speed. Flow from hydraulic motor shore up on pump and Diesel engine.
• Inching function
Inching function distributes the engine power for working and steering systems.
Therefore, it is possible to get maximum revolution to the working hydraulic pump
during positioning of the machine for example, a Fork Lift Truck in front of a stock.
During fast lifting of the fork the truck can move to approach the stock very slowly.
• Space saving and easy installation of axial units
Since flexible hoses transmit the power, the diesel engine may be freely placed
anywhere in the vehicle. This gives tremendous freedom of choice in component
and weight
• Easy service and installation
Hydrostatic Drive with DA-Control doesn’t require any electronics and enables easy
installation in the machine. The DA-Control monitors engine speed by the flow rate
of the boost pressure pump. Further advantages are in Services and After Sale.
Easy maintenance reduce cost and allows easy repair of thus system.

drive Inching / drive Vg max

pedal Brake direction control
Pedal

diesel A4VG...DA A6VM...HA

injection
pump

Figure 3

4
3. Closed Circuit

A hydraulic system is described as “closed” when the hydraulic fluid is returned from the
user directly to the pump. There is a high pressure and a low pressure side, depending
on the direction of load (take-off torque at the user). The high pressure side is protected
by pressure relief valves which unload to the low pressure side. The hydraulic fluid
remains in the circuit. Only the continuous leakage from pump and motor (dependent on
operating data) must be replaced. This fluid is normally replenished by an auxiliary
pump flanged directly onto the main pump which delivers a continuous, adequate
supply of fluid (boost fluid) from a small tank via a check valve into the low pressure
side of the closed circuit. Any surplus flow of the boost pump, which operates in open
circuit, is returned via a boost-pressure relief valve to the tank. The boosting of the low
pressure side enhances the pump-operating characteristics.

Drive Direction
Control Valve DA-Control M1
Valve DA-Control Flushing
Valve
Orifice
b a
R T1 T2 PS Fa Fa1 Fe MB
T2
B A min

max
working B
hydraulic
Boost T1 U
Pressure
Pump G
A
X1 X2 G MH Fs S MA a b
Preeure
Cylinder for High Cut Off
adjust Pressure Drive
displacement Relief Valve Boost Direction Control Valve for
Pressure Control High Pressure
Relief Valve Valve related control and
2b Vg; max - Control
0,5
ar
bar
A4VG28...250DA1D2 A6VM28...200HA1R1
Figure 4

5
4. Assembly and mode of operation of DA-Control

Using Hydrostatic Transmission with

DA-Control realises all described features.
Further will be explained how the
Automotive and the Integrated Load
Limiting function works. This will answer
the question how a DA-Control protects
the engine from stalling and enables the
engine to convert to convert maximum
Figure 5 required power.
The driven internal gear pump suck in oil from the tank and supports closed circuit with
cooled and filtrated oil. The internal gear pump enables automotive drive. Speed and
flow from gear pump are directly related to the engine speed. It is possible to use the
boost pressure pump as a measuring pump. The measuring pump discharge flow is
proportional to engine speed. The flow is conducted to the DA Control valve with
integrated orifice to create pilot pressure and strokes the pump and motor displacement.
Behind the DA-control valve are boost pressure and high pressure relief valves that
supply the substitute leakage oil, where it’s necessary for lubrication and cooling of the
axial pistons. Suction takes place in the lower pressure side. Overflow oil is dissipated
by the boost pressure relief valve and keep continuously appr. 25...30bar in the
complete hydraulic circuit.
Further components are the high pressure cut off, which reduces pilot pressure if high
pressure exceeds maximum value.

Figure 6

6
4.1 Pilot pressure

In relation to the drive speed, control pressure is applied to the positioning cylinder of
the pump by means of the DA-Control valve via a 4/3 way Drive Directional Valve.
Pump displacement is steplessly variable in each direction of flow. Each direction of
flow is assigned to one of the two solenoids on the directional valve.

Figure 7
Increasing drive speed generates a higher control pressure through the DA-Conrtrol
Valve and increases the pump displacement. Pressure drop through orifice in the DA
Control valve is dependent of flow from the boost pressure pump.
Regarding to the geometrical relation of
area ratio on the piston, piston is moving
until arrives balance of forces between
spring and pressure drop over the orifice.
Therefore piston open channel to the
direction control valve. The open point
means as same start point of regulation
and machine starts to move. The Orifice
and the bias spring rate are chosen to
match the engine curve.

Figure 8

7
4.2 Forces to restrain swashplate

Increasing control pressure increases the pump displacement. Dependent upon the
operating pressure and bias spring of the adjustment cylinder the pump swivel back
towards a smaller displacement. Increasing operating pressure gives reduced
displacement. A constant torque input to the pump is achieved by this combination of
de-stroking of the pump as the operating pressure increases and in response to the
“pull-down” of the prime mover (leading to a reduced control pressure). There are and
high pressure related forces of rotary group in counteractive.

The swashplate is spring centred, and will therefore self centre automatically if there is
no control pressure. Spring package of stroke adjustment let pump stroke in neutral.
Bias spring rate for pump adjustment further defined forces to swivel pump
displacement from zero to maximum. Practically Swivel package denomination 5,5-
18bar means necessary Pilot Pressure 5,5bar to start of swivelling and 18bar for
maximum displacement.

orifice:
35
∅3 ∅1 > ∅2 = ∅3
30 F3 ∅2 bias spring rate:
F2 F1 = F2 > F3
Pilot Pressure p St [bar]

25 ∅1
F1
20
max; 18bar

15
pump
stroke
10
min; 5,5bar
5

0
500 1000 1500 2000 2500 3000
enine speed
engine speed nn an[U/min]
an [U/min]

Figure 9

8
 The diagram shows typical relationship
21bar 100% between: Control pressure, System
400
18bar pressure, and relative pump displacement.
high pressure pHD [bar]

15bar 80% The load torque determines the hydrostatic

300
12bar loop pressure difference. If the engine speed
60%
slows down because of the increased

torque
200 9bar
40%
loading, the available pilot pressure falls as
relatively the same, then the pump
100
20% displacement decreases. This also means
that if the engine speed falls because the
0 0%
0% 20% 40% 60% 80% 100%
instantaneous power demanded by the load
pump displacement
exceeds the instantaneous power developed
by the engine, then the vehicle will slow
Figure 10
down until engine power equals the power
demanded by the load. Therefore, the full available engine power is used.

5. Inching

As explained, the speed related pilot pressure value enables the pressure to increase
pump displacement. Contrarily Inching decreases pilot pressure, therefore improves
ability to modulate low speed for the machine and higher engine speed is available for
working hydraulic. Inching can be optained by installing a rotary valve or in combination
with the dynamic drive brake. Thereby achieving very precise control at low speed of
the vehicle.

working
hydraulic
P [bar]

PS
P Brake

P INCHING

Actuating angle

Figure 11
9