TRACTION

CONTROL
METHODS
BY POCLAIN HYDRAULICS
CONTENTS
Traction Control Methods.......................................................................................................................... 4-5

Flow control using restriction on motor line.................................................... 6-7

Displacement control of motor...................................................................................................... 8-9

Flow and pressure control..................................................................................................................10-13

Twin Lock................................................................................................................................................................................ 14-22

3
 TRACTION CONTROL METHODS:
WAYS TO IMPROVE EFFICIENCY

Hydrostatic transmissions give a lot of

freedom to design engineers looking for
solutions to propel machines. Construction
or agricultural equipment can be very
different from cars or trucks where
conventional drivelines consisting of an
engine, transmission, driveshaft and axles
are commonly used:

With machines such as soil compactors or grape harvesters,

it would be challenging to consider anything other than a
hydrostatic drive.

Using hydraulic wheel drives brings a lot of value to the machine:

u Engine/pump location is not constrained by the driveshaft

u Torque can be balanced and applied at every wheel or drum

u Higher ground clearance

u Slope compensation

u Complex steering geometry

As opposed to the mechanical driveline, which uses a differential

device for speed difference in turns, the hydrostatic includes a
differential by design.

4
 TRACTION CONTROL METHODS : WAYS TO IMPROVE EFFICIENCY
The fluid that transmits power to each individual wheel takes the easiest path,
thus providing the differential effect. In a simple example with a two-wheel
drive transmission, when one wheel loses traction, it results in that wheel
slipping and less flow, or in the worst case, no flow going to the other wheel
and the machine stopping.

In the image to the left, the machine has no traction

control on the rear axle. When one rear wheel is on the
roller, the whole machine stops.

Several ways exist to control these issues while maintaining the benefit of
a hydrostatic wheel drive transmission and avoiding slippage, but not every
solution performs equally.
Selection of the most appropriate solution depends on the machine’s specific
characteristics and end use, in the examples to the right, a soil compactor and
grape harvester have very different geometries. A soil compactor needs a
very low center of gravity and most of the mass is on the front drum. A grape
harvester has a very high center of gravity with most of the mass generally
on the rear wheels, but in this case mass distribution varies depending on the
amount of grapes in the tanks. Both of these machines will need to work on
slopes and on varying types of ground cover (stone, asphalt, sand etc.).

Consider flow, pressure, and displacement controls within the limitations of the specific application’s requirements and the
hydrostatic wheel end-technology used.
When the machine is moving in the field, resistance is generated due to acceleration, obstacles, slopes, friction, tire
resistances etc. Torque at every powered wheels can be generated to overcome those resistances. Torque is a function
of displacement and pressure, whereas the speed of the wheel is a function of flow and displacement.

Motor Torque = Constant x Displacement x Delta Pressure x Mechanical Efficiency

Motor Speed = (Flow x Volumetric Efficiency)

Displacement

When the friction condition at every wheel To address slippage, we review the following options:
remains higher than the traction force
required to move the machine, there is no 1. Flow control using restriction on motor lines. . . . . . . . . . . . . . . . . . . . . p 6
problem with traction control, but if one or 2. Displacement control of motor.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . p 8
more wheel exceeds the traction capacity
of the tire/ground contact then slippage 3. Flow and pressure control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . p 10
can occur, affecting the machine’s mobility.
4. Poclain’s Twin Lock.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . p 14
If this issue is not addressed, the machine
can get stuck, and additional effort will be
required to rescue the machine.

5
 1. FLOW CONTROL USING
RESTRICTION ON MOTOR LINE

The first option for traction control that we will examine

takes into consideration this basic 2WD circuit: one pump
supplies flow to two motors, in parallel. In this schematic, we can add a flow
divider/combiner that will act on each line allowing for the flow to split
between both lines.

When one side exceeds the given split ratio, the flow control spool will restrict the flow path in the higher flow leg
resulting in pressure drop in the flow divider. With less pressure difference, the motor torque decreases and traction force
is less than traction limit, and slippage is stopped.
For occasional use the flow divider is a cost competitive solution for 2WD machines.

For 4WD, the circuit is more

complex, and would generate
significant pressure drop even when
no slippage occurs. In the example
below, a combination of three flow dividers
is necessary to control 4 wheels.

A valuable alternative is the use of an electronic

traction control system, in which an electronic
control unit (ECU) is needed. The ECU obtains
feedback on the wheels’ speeds and geometry
information (steering sensors for example), and
then determines the action to be taken on the
flow control valve that supplies flow to each
wheel motor.

6
 1. FLOW CONTROL USING RESTRICTION ON MOTOR LINE
Flow control valves do not generate any pressure
drop when the machine wheels are not slipping.
Slippage detection is performed by the wheel
speed sensors. When the ECU detects one wheel
is slipping, it can command the valve a value that
limits the flow to this wheel.
One speed sensor and one control valve are
required per powered wheel, in the example below,
two control valves are built-in one manifold to
address one axle equipped with two wheel motors.

The additional benefits include:

u Active traction control while turning, due to steering sensor
u  ot based on flow, but rather on speed (can be used even when changing
N
displacement)
u Modular concept that can control 3, 4, 5 or 6 wheel drive machines
In the two alternatives of flow control via restriction, the pressure
level at the motor is affected during traction control, which results
in speed control.
There is no need to control pump flow at the same time, which simplifies the
machine design. The main drawback is the energy losses while controlling flow
in restrictions. In some applications, this might be acceptable, but when the duty
cycle is more rigorous, the related power loss is unacceptable.

7
 2. DISPLACEMENT
CONTROL OF MOTOR

In the following alternative, the motor torque is adjusted by its displacement, either discretely
or continuously (depending on the technology). In this case, the pump flow is controlled to keep
machine speed consistent.
Depending on wheel motor technology, there are different ways to reduce active displacement.

Radial piston, cam lobe technology offers reduced displacement by reducing the number of active lobes. In the example
below, the unit moves from six active lobes down to three actives lobes. The inactive lobes are used with low pressure,
and do not generate friction or leakages due to high pressure. Overall losses are reduced.

Axial piston technology allows for

reduced displacement by changing
the swash plate angle. Piston active
stroke is reduced, but pressure
remains, thus overall friction
and leakages remains.

Torque value at the wheel relates to displacement, pressure and mechanical efficiency. The mechanical efficiency relates
to the friction type of losses, from piston, valve plate, slipper or roller etc., mainly related to pressure level.

8
 2. DISPLACEMENT CONTROL OF MOTOR
Depending on technology, efficiency of a wheel motor in partial displacement
will be affected with these trends:

u Radial piston technology:

- Multiple cam lobe design : lower losses in reduced displacement mode results in stable efficiency figures
u Axial piston technology:
- Bent axis or swashplate design : constant losses in reduced displacement affect the efficiency figures. In the above
example, at the same speed, total wheel drive efficiency is reduced from 75% to 62%.

The main reason to reduce displacement at a slipping
wheel is to allow a pressure increase in the circuit to
transfer the torque to the wheel(s) that has better grip
conditions. Doing this affects the drive components’
efficiencies.
When reducing the motor displacement of the slipping
wheel, the remaining friction with the ground will build up
higher pressure in the circuit. This pressure increase will
increase the torque at the other wheels, and it should end
up with enough traction to move the vehicle out of the
slippery spot.
In some instances, the wheel can end up suspended in
the air with no ground contact. The only solution in this
case is to reduce displacement down to 0cc in order to
redirect the flow to the other wheels. The pump flow
will get some resistance from any wheels that maintain
contact with the ground and pressure will build. Not all
technologies offer 0 cc capability.
The displacement control of one wheel motor should
either be preventive (before the wheel starts to slip)
or corrective (when slippage is already occurring). In
order not to affect vehicle speed, pump displacement
and/or engine speed must be adjusted whenever motor
displacement is offset from its nominal value.
Most systems are preventive, using either driver action or
a more sophisticated control system that would monitor
slope and load conditions, for example. In this case the
displacement drift will be set within acceptable limits, using
typical friction coefficient of ground for example. In that
scenario, displacement will not be reduced down to 0cc
and may not control a wheel suspended in the air.
Additional corrective action is required in most systems to
deal with more extreme scenarios. As soon as the wheel
begins to over speed, the displacement reduces to bring
it back within acceptable limits. Displacement reduction is
managed by basic rules related to the over speed value,
but the displacement increase is more challenging to
control. As the wheel torque decreases, the speed is such
that no slippage occurs, but with low torque, the wheel
may turn with the force of the ground as the other wheels
propel the machine.
This is manageable when one or two wheels out of four
slip, but it is difficult to manage a situation where all four
wheels begin to slip.
Displacement control is a good solution for traction
control when preventive information is available and
when the component efficiency in reduced displacement
remains high enough to maintain satisfactory vehicle
performance.

9
 3. FLOW AND
PRESSURE CONTROL

In this concept for our basic example, one pump supplies each wheel motor. It is important
to remember that the pressure level in a basic circuit is a result of the load at the wheel.

Each pump pushes the fluid to its connected motor,
according to the resistance needed to move the wheel
and the machine. The pressure will then increase to a
given value.
Considering the machine is balanced with the same
wheels, pumps and motors, and assuming the controls are
equal as well, the resulting flow and pressure values
of each circuit will be almost equal.
Pressure level will be affected whenever one wheel
encounters traction limitation, on a slippery surface for
example. In this situation, traction is reduced at this wheel
and the resulting pressure will be lower, but flow is not
affected as the pumps are still pushing the same amount
of fluid, thus wheel speed is not affected and slippage
does not occur.

While pressure in one circuit decreases, the other circuit needs to compensate and its pressure will increase. The
pressure variations link directly to the traction limits of the wheels and do not require any action from a restriction or a
displacement control perspective.

10

The power to ground is thus very efficient, as the pump
pressures result only in the necessary value required
to move the machine within the limit of the ground
conditions. In addition, it is a very dynamic behavior, as
the ground traction limit dictates the pressure limit in
real time, either up or down. Delays that could result
in slippage and ground damage that could limit machine
mobility or slow down the work are avoided.
To allow for traction control using more basic pump
controls (manual or hydraulic for example), some
connections could be made between each of the circuit
lines. The most basic would be an on/off two-way two-
position selector valve.
When the selector valves are open, both wheels are
supplied in parallel, pressure will be equal on both motors,
but traction control is not active. When selectors are
closed, then traction control is active and some pressure
difference can be built in the two circuits.
3. FLOW AND PRESSURE CONTROL
Considering a real machine, with varying working
conditions and geometry, it can be a challenge to get the
exact flow to each wheel. Without proper circuitry or
control you may end up having one drive not acting in
tandem with the other, or one pulling while the other
is almost braking. Some electronic controls may need
to be considered to adjust each pump flow according to
steering, loads and motor displacements.
Selectors can be replaced by a set of restrictors (jets)
between lines. These will balance the pressure in both
circuits in the absence of slippage. They can be sized to
compensate for system tolerances (control accuracy,
wheel size…) and steering geometry.
In this case, both circuits are almost independent and
require their own hot oil shuttle valve to make sure they
can be charged and cooled.
11
 An improvement has been tested and patented recently that allows circuit simplification without compromising
performance and efficiency.

TRAVEL DIRECTION

FRONT REAR

In the circuitry below, the target is to control the slippage
of the front wheels in uphill conditions and the rear
wheels in downhill or braking conditions.
A check valve is connected between the two lines that
supply flow in forward to each wheel. The flow return
lines from every wheel connect together in parallel
to the pumps’ returns.
The check valve prevents the rear pump flow from
feeding the front wheel when it loses traction, and allows
higher pressure on the rear axle than front axle.

TRAVEL DIRECTION

FRONT REAR

12
 3. FLOW AND PRESSURE CONTROL
While going downhill or braking, the rear wheel can neither slow down nor lock, as the rear pump flow will continue to
feed it, pushing with increased pressure if necessary. The torque at the rear wheel decreases as the pressure difference at
motor ports reduces.

TRAVEL DIRECTION

FRONT REAR

TRAVEL DIRECTION

FRONT REAR

As the returns are connected together, one single hot oil shuttle can be installed on the machine.
This circuit remains very simple, reduces the number of components and does not generate extra
pressure drop from an added selector.
Components then work within their best efficiency spot, and no action is required on pump control
when one wheel loses traction.

13
 4. TWIN LOCK
In order to understand Poclain’s Twin Lock option for traction control, we first
need to examine the various possible circuit configurations for Poclain motors.
A. PARALLEL SUPPLY CIRCUIT
See introduction
“In a simple example with a two-wheel drive transmission,
when one wheel loses traction, it results in that wheel
slipping, or in the worst case, no flow going to the other
wheel and the machine stopping.”
B. SERIES SUPPLY CIRCUIT
Series connection of the two wheels is used when one
wishes to synchronize the two wheels (impose the same
speed on both). This type of connection is rarely used
with wheels on the same axle. It tends to be used for a
front wheel in series with a rear wheel. For example, on a
skid steer, if a hydraulic motor is installed on each wheel,
both wheels on one side are supplied by the first pump,
and the two wheels on the other side are supplied by the
second pump. The wheels are supplied in series on each
side. The same type of circuit is used on trench rollers,
consisting of four drums. The drums on each side are
supplied in series by a dedicated pump.
Advantages of Series Distribution:
The distribution of torque between the wheels is
determined by the traction available on each wheel. Even
in the event of a complete loss of traction on a wheel,
there is no overspeed (slipping), and the other wheel has
the maximum traction force available. The pump pressure
is a function of the sum of the torque supplied by each
wheel. There is a complete differential lock between the
wheels, with torque transfer. The flow demand on the
pump is only half that of a parallel distribution of the same
motors.
Disadvantages of Series Distribution:
One of the motors works with a high back-pressure. Its
efficiency is reduced. Mechanical and volumetric losses are
about three times higher than those of the other motor.
*the total traction force available is only half the force
supplied by parallel supply of the same motors.
14
Additional Devices for Series Distribution:
The intermediate pressure PI can take on very different
values in the event of unbalanced torque distribution
between the two wheels. This imbalance can be caused
by a difference in the speed of rotation imposed on the
two wheels; for example, if the loaded radii of the tires
are different, or if the center of rotation of the machine
is offset a long way from the middle of the machine while
going around a bend. To avoid this pressure PI cancelling
out, this branch of the circuit must be charged via a
poppet supplied by the charge circuit. If excessively high
pressures are a concern for PI, an overpressure valve can
be added. This is part of final machine adjustment, since
overpressure risks arise from high traction levels, heavy
machines, and excessive speeds, and therefore this risk is
not present in all machines.
C. THREE-PORT MOTOR
Most POCLAIN HYDRAULICS G4 motors have cams
and pistons that are compatible with dual displacement
arrangements. A brief review of the operation of a
displacement-change device on a classic motor: an eight
cam, ten-piston motor is shown in this section’s drawing.
Description of Dual-Displacement Motor:
This type of motor consists of two half-motors shown
separately in the drawing, although they operate using
the same cylinder block. The left half-motor has only four
active cams out of eight. These are shown in color (red
for the supply, and blue for the return), and the inactive
cams are shown in white. The active cams in the right half-
motor are those that are inactive in the left half-motor,
and vice versa.
A cam activates or deactivates according to the
connection of the distribution holes, which open onto a
channel of the selector block. The various channels of the
selector block are connected to a two-position selector
located in the cover, as shown in the drawing.
 4. TWIN LOCK
Operation of Dual-Displacement Motor: DUAL DISPLACEMENT MOTOR
In the selector position shown in the top drawing,
LARGE DISPLACEMENT
Supply A opens onto four distribution holes of the left
motor, and four distribution holes of the right motor.
When all cams are active, the motor is operating at
full displacement. In the selector position shown in the
bottom drawing, the supply opens onto the four holes Large
Large
Displacement
of the left motor only. The distribution holes of the right
Displacement
motor all coincide, and open onto Return Channel R.Large
Displacement
In this example, only the left half-motor is active,
DUAL-
and the motor is operating at half displacement.DUAL- R
DISPLACEMENT R
A
DISPLACEMENT
DUAL-
MOTOR A
R
Description of Three-Port Motor: MOTOR
DISPLACEMENT A
MOTOR
This motor has the same arrangement with two half- Large
motors, with the same three-channel selector block, Small SMALL DISPLACEMENT Displacement
Small
Displacement
but without the displacement selector. Displacement Small
u  he four supply holes of the left half-motor
T Displacement DUAL-
Large
R
DISPLACEMENT A
are connected to Port A. Displacement
MOTOR

u  he four supply holes of the right half-motor

T
are connected to Port B. DUAL- R
Small
DISPLACEMENT
R Displacement
A
R
A MOTOR
u  he four return holes of the left half-motor
T A
and the four return holes of the right half-motor R
5266 A 0815
are connected to Port R. 5266 Small
0815
Displacement
u Independent supplies are obtained between 5266 0815
R
A and R, and between B and R. A

THREE PORT MOTOR 5266

( (
THREE-
Pa + Pb THREE-
PORT
R
M = 15.9 C - Pr PORT A
THREE-
MOTOR
2 MOTOR
PORT 5266
THREE-
MOTOR PORT
MOTOR
Total motor torque is given by the sum of the torques
of the two half-motors, i.e.: THREE-
PORT
As in dual-displacement motors, the two half-motors R
R
MOTOR
can have different displacements (differing by ±20%). A
A R
B
R A
B B
5267
5267
A 0650
0650
5267
B
5267 0650
R
POCLAIN HYDRAULICSA TECHNICAL TRAINING /
POCLAIN HYDRAULICS TECHNICAL TRAINING / MODULE 53 / 12 – 99 / PAGE 6 B
POCLAIN HYDRAULICS TECHNICAL TRAINING / MODULE 53 / 12 – 99 800178149Q
/ PAGE 6
800178149Q  POCLAIN HYDRAULICS Industrie 1999.
5267
800178149Q  POCLAIN HYDRAULICS Industrie 1999.
POCLAIN HYDRAULICS TECHNICAL TRAINING / MODULE 53 / 12 – 99 / PAGE 6
800178149Q  POCLAIN HYDRAULICS Industrie 1999.
POCLAIN HYDRAULICS TECHNICAL TRAINING /
800178149Q

15
 Torque
Torque
D. PARTIAL SERIES and Pressure
CONNECTION
Torque
Distribution
Torque Uphill
and Pressure Torque
Torque and Pressure Torque
Distribution
Torque
TORQUE AND PRESSURE Uphill
and Pressure
DISTRIBUTION UPHILL
Distribution
Distribution Uphill
Uphill
Torque
Torque and A Pressure
R
Distribution Uphill
A
R AA
RR
A
R
I

I I O PR PI PA Pressure
I  
 O PRO P
PIR PI PA Pressure
PA Pressure 0840
 I O PR PI PA Pressure
0825 0840
 
0825
0840
0840
 0825 O PR PI PA Pressure
0825

 Torque on Wheel 1 = 15.9 C x ( PA - PI ) 0840

Torque on Wheel
0825 1 = 15.9 C x ( PA - PI )
Torque on Wheel 1 = 15.9 C x ( PA - PI )
Torque
Torque
Torque
on
onWheel
Wheel
on Wheel
12 =C
2 = 15.9 =15.9
x15.9
C+xP
( PA C x(I (-PP
2AAP+
- P)PI )I - 2 PR )
R
Torque
Torque on
on Wheel
Wheel 221 === 15.9
15.9 C C xxx ((( P
PAAA ++- P
PI )- 2 PR )
Torque on Wheel 15.9 C P PII - 2 PR )
Torque on Wheel 2 = 15.9 C x ( PA + PI - 2 PR )
TORQUE AND PRESSURE DISTRIBUTION DOWNHILL
Torque Torque
R R
A A O PA Torque PI PR Pressure
R O Torque
PA PI PR Pressure
R A
A O PA PI PR Pressure
O Torque
PA PI PR Pressure
R
A
I O PA PI PR Pressure
 I

I 
 I
 
I 0826
 
 0826
Torque and Pressure 0841
Distribution Downhill  0826

Torque
The TWIN LOCK system and
consists Pressure
of using
0826
one or more three-port motors in circuits in which some of the motors 0841 are
connected in series. As this system canDownhill
Distribution
Torque and Pressure
apply to many configurations,
0826 it is difficult to provide a general system description.
Torque and Pressure 0841
Distribution
We will start by examining Downhill
the simplest arrangement: illustrated by two wheels, of which one is a three-port motor.
0841 The
Distribution
most common arrangements will be Downhill
treated later on.
Torque and Pressure 0841
Distribution
POCLAIN DownhillTRAINING
HYDRAULICS TECHNICAL / MODULE 53 / 12 – 99 / PAGE 8
Basic Diagram:
800178149Q  POCLAIN HYDRAULICS Industrie 1999.

To explain this diagram, we assume that the two driven Pressure Pl, in circuit l, results from the following
wheels have thePOCLAIN HYDRAULICS
same loaded radius whenTECHNICAL
balanced TRAININGconditions
/ MODULE : 53 / 12 – 99 / PAGE 8
on flat ground.
800178149Q
POCLAIN HYDRAULICS TECHNICAL TRAINING / u MODULE POCLAIN
53 in
Internal leaks / the – HYDRAULICS
12 motors,
99 / PAGE Industrie
8 1999.
POCLAIN HYDRAULICS TECHNICAL TRAINING / MODULE 53 / 12 – 99 / PAGE 8
motor driving the front wheel has displacement C.
u The800178149Q u Loaded radius POCLAIN HYDRAULICS Industrie 1999.
of wheels,
800178149Q  POCLAIN HYDRAULICS Industrie 1999.
u The motor driving the rear wheel has three ports,
TRAINING / u E
POCLAIN HYDRAULICS TECHNICAL xact displacements
MODULE 53 / 12 of the motors.
– 99 / PAGE 8
displacement 2C.
and 800178149Q  POCLAIN HYDRAULICS Industrie 1999.
In general, because Pr is negligible, Pl is less than half
u The pump supplies the front motor and half
of Pa, and the front wheel accounts for about one third
of the rear motor.
of the torque while the back wheel accounts for about
u An intermediate circuit I connects the return of
two thirds of the torque.
the front wheel to the supply of the rear wheel half
motor.

16
 Q Q

4. TWIN LOCK
Q Q
2/3 Q 2/3 Q
TWO WHEEL TWIN LOCK CIRCUIT
2/3 Q 2/3 Q
Two Wheel
TWIN LOCK circuit
Two Wheel
TWIN LOCK circuit

1/3 Q 1/3 Q

0827
0827

Two Wheel 6
and 3 Displacement 6
Twocircuit
TWIN LOCK Wheel 6
and 3 Displacement
4 4 6
TWIN LOCK circuit
TWO WHEEL AND 3 DISPLACEMENT 2 4 2 4
TWIN LOCK CIRCUIT

2 2
2

6 6
6 6

6 6 12 2 12

3 6 3 6 6 6
6 6
3 6
6 6 12 12
0828

3 3 6 6

3
POCLAIN HYDRAULICS TECHNICAL TRAINING / MODULE 53 / 12 – 99 / PAGE 10 6
800178149Q  POCLAIN HYDRAULICS Industrie 1999.

0828

In short, as long as the front wheel can transmit the

If we require that intermediate pressure PI remain in the
torque without slipping, the intermediate pressure falls to
region of ½ PA despite the leaks, with the same motor
a value in the region of Pr. This condition gives the best
speeds, the first motor supplied must have a slightly higher
displacement than the second, e.g.: efficiency. As in the series circuit, the losses due to leakage
and friction
POCLAIN HYDRAULICS TECHNICAL TRAINING / in both motors
MODULE 53 are/ increasing PAGE of10Pl.
12 – 99 /functions
Displacement (1) = 1.05 x Displacement (2)
800178149Q  POCLAIN HYDRAULICS Industrie 1999.

Still in the uphill case, we now examine the effect
of tire deformation:
Going uphill, the load transfer tends to deform the rear
wheel more than the front wheel. Because the speed of
travel is the product of rotational speed and loaded radius,
N2 > N1. This inequality changes the result given
on the previous page.
Downhill Operation:
In downhill operation, the transmission operates in
retaining mode; Pa is low (charge pressure), while
Pr is high.
The fact that P1 is high does not harm the efficiency,
because the wheels are operating in pump mode, and
it is beneficial to dissipate the braking energy as losses.

17
 E. TWO-WHEEL TWIN LOCK CIRCUIT
The two-wheel circuit is very similar to the last examined
circuit, except that it can be created using two three-port
motors.
If each motor has total displacement 2C, the effective
displacement for the two-wheel assembly is 3C.
This type of circuit is highly suited to tandem (two-drum)
rollers. It can be used with a single displacement (see this
section’s drawing).
It can also supply two or three displacement ratios,
by adding selectors as shown in the drawings. In these
cases, the equivalent displacements are 3C, 2C, and C
respectively.
Note that in this assembly the wheels are always
synchronized by the circuit, for all three displacements.
The speed ratios obtained are 1 - 1.5 and 3 respectively.
The flows are distributed according to the values shown
in the three wheel diagrams.

DRAWING 1
F. THREE-WHEEL TWIN LOCK CIRCUIT
DRAWING 1
Basic three-wheel DRAWING 1
circuit
DRAWING 1 Basic three-wheel circuit
Basic three-wheel circuit
DRAWING 1
Basic three-wheel
BASICcircuit
THREE-WHEEL CIRCUIT
Steering Diagram Steering Diagram
Steering Diagram
Steering Diagram
0829
0829

0829

0829

0832

0832
DRAWING 2
DRAWING 2
0832
THREE-WHEEL,
Three-wheel,
DRAWING 2 TWO-DISPLACEMENT
two-displacement
0832 circuit
CIRCUIT
DRAWING 2
Three-wheel,
two-displacement
DRAWING 2 circuit 0830
Three-wheel,
two-displacement circuit
Three-wheel,
two-displacement circuit
0830

DRAWING 3 0830

Tractor-type circuit 0830

with three wheels and
two displacements

DRAWING 3 DRAWING 3
TRACTOR-TYPE CIRCUIT
DRAWING 3circuit
Tractor-type WITH THREE WHEELS AND
with three wheels
DRAWING 3 TWO and
DISPLACEMENTS
Tractor-type circuit
two displacements 0831

with three wheels and

Tractor-type circuit
two displacements
with three wheels and POCLAIN HYDRAULICS TECHNICAL TRAINING / MODULE 53 / 12 – 99 / PAGE 12
two displacements 800178149Q  POCLAIN HYDRAULICS Industrie 1999.

0831

0831
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800178149Q  POCLAIN HYDRAULICS Industrie 1999.
POCLAIN HYDRAULICS TECHNICAL TRAINING / MODULE 53 / 12 – 99 / PAGE 12
 4. TWIN LOCK
Machines with three driving wheels have two non-steering Tractor-Type Circuit
wheels that form a bridge, and one steering wheel that
In the second case (Drawing 3), the three wheels
pivots around an axle.
are synchronized, since each non-steering wheel is in
The steering wheel can be located either at the front (e.g. series with part of the steering wheel. This system suits
winegrower’s tractor), or at the back (e.g. piggyback). A machines that need good driving power in a straight line,
three-wheel machine has a reduced support polygon, even in the event of a loss of lateral traction (e.g. straddle
and therefore its center of gravity can easily approach the tractor).
tipping point. This applies to lifting machines and machines
A selector must be added to this system to allow the
with a high center of gravity.
intermediate branches of the circuit to join in a turning
As a result, each wheel has a highly variable load and even configuration. This is a return to the function performed
with good traction can lose its driving power. A differential by the previous circuit.
locking system is virtually essential for machines with three
driving wheels.
Change of Displacement
In the below two circuit examples, reduced-displacement
Basic Diagrams
operation is possible using the selector, which bypasses
There are two ways of creating a three-wheel the half-motors of the non-steering wheels (Drawings 2
TWIN LOCK circuit: and 3).
u Steering wheel is a standard wheel with two ports,
Note that the differential lock remains active even at low
u Steering wheel is a three-port wheel. displacement.
To maintain satisfactory efficiency at low displacement, the
Truck-Type Circuit steering wheel must be supplied before the others in the
preferred ground drive direction.
In the first case (Drawings 1 and 2), the steering wheel
speed is the average of the speeds of the two other
wheels. This system allows the two non-steering wheels
Charging of Intermediate Circuits
to rotate at different speeds. It is the recommended
configuration for machines that need good driving power As in any TWIN LOCK circuit, the intermediate branches
for maneuvering (e.g. piggyback). of the circuit must be charged.
800178149Q
POCLAIN HYDRAULICS TECHNICAL TRAINING
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 POCLAIN HYDRAULICS Industrie 1999.
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 Farming Machine with
Four Equal Wheels
For machines with high ground drive power, it pays to use Three different diagrams are shown in this section.
two pumps instead of one. The usual threshold is 80 kW:
(For all these diagrams, the direction of flow shown
u Power below 80 kW > One pump
corresponds to the preferred direction of travel, i.e.
u Power above 80 kW > Two pumps forward drive.)
A - This diagram represents a machine with four
Several things become possible with two pumps: wheels of equal bearing capacity. Each side is
u Differential locking between one side of the machine
supplied by one pump.
and the other: especially advantageous for machines Two wheels on the same side are supplied by a
such as agricultural tractors, with different traction circuit comparable to the circuit in section g. A
on both sides, for ploughing (for example). range of displacements in ratios 1, 2, and 3 are
u Steering assistance for tight turns (skid steer effect): possible.
for many agricultural machines, it is important to Applications: Sprayer, All-Terrain Vehicle.
make a very small-radius turn at the end of a field.
Classic transmissions (tractors, combine harvesters)
with a differential cannot supply torque to assist
rotation. To make a tight turn, you must brake an
inside wheel and have steering with a very wide
wheel pivoting angle (around 45°).
0836

Hydrostatic transmissions with four wheels and two

pumps nearly make it possible to turn on the spot, even if
the steering wheel does not pivot far.
Digger or Lifter with Lightly
Loaded Steering Wheels

0835

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 800178149Q

Range and ROAD Speed Range Four Equal Wheels

Machine with WORK Speed Farming Machine with
POCLAIN HYDRAULICS TECHNICAL TRAINING

4. TWIN LOCK
B - This diagram represents a machine in which the C - This diagram represents a machine in which the
steering wheels have half the load of the others. Only steering wheels have two displacements. The steering
the non-steering wheels have three-port motors. wheels remain in maximum displacement mode for
The only displacement ratio obtained is 2. work. The range of displacements obtained has ratios
2 and 1.
Applications: Loader, certain harvesting machines
(grape-picker). For ground drive on the road, the three-port
motors are disengaged, and only the steering wheels
are driving. The range of displacements obtained
has ratios 2 and 1. The overall ratio between the
extreme displacements in the machine is 4.
Applications: Farm tractor, combine harvester.

0836
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Digger or Lifter with Lightly
Loaded Steering Wheels

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21
 G. BASIC FOUR-WHEEL If each wheel has displacement C, the total displacement
TWIN LOCK CIRCUIT of the machine is 3C. Displacements increased by 33% are
therefore required, compared to a machine of the same
There are two main categories of machine with four weight and traction force equipped with a parallel circuit.
driving wheels: In fact, given that the traction force can be obtained with
u  achines with roughly equal load distribution on all
M the optimum torque transfer, it is usually sufficient to
four wheels (e.g. sprayer). In this case, the wheels increase displacements by 20 to 25%.
are all the same size and have the same traction
force, and thus the same displacement. Four Unequal Driving Wheels
u  achines whose steering wheels take about half the
M See this section’s diagram.
load of the others (e.g. tractor or harvester). In this
case, the steering wheels have half the displacement The displacement of the steering wheels is equal to the
of the other wheels. partial displacement of the non-steering wheels. As in the
previous case, series connections are made on each side.

Four Equal Driving Wheels If the displacement of the steering wheels is C, and
the displacement of the other wheels is 2C, the total
This section’s diagram illustrates the arrangement of displacement of the machine is 4C. With a parallel supply,
the two-wheel TWIN LOCK circuit, but applied to two 6C would have been obtained. In theory displacements
wheels on the same side. 50% larger must be installed.
The front right wheel is in partial
series with the rear right wheel. Change of Displacement
The front left wheel is in partial In the two diagrams opposite, a selector is used to bypass
series with the rear left wheel. the half-motors of the non-steering wheels. Reduced
There is no locking of one side of the machine with displacements are obtained: 33% smaller in the first
respect to the other. Two wheels on the same side can circuit, and 50% smaller in the second circuit.
slip at the same speed. If this needs to be avoided, a flow
divider must be added between the right and left sides
of the transmission, or a two-pump circuit must be used,
as shown in the detailed diagram in the next section. The
simple circuit is adequate in the general case where loss of
traction occurs either at the front or the rear.

22
SUMMARY
Traction control is a key feature for many
machines. The machines can be very different
and may require specific solutions.

The most efficient way to accomplish this is

to avoid permanent or temporary pressure
drop, as well as using components in their
low efficiency zones.

Dual pumps systems whenever applicable

provide very good traction control and avoid
using power that cannot pass through
to the ground.

23
Poclain Hydraulics Sales Subsidiaries In The World
BRAZIL
POCLAIN HYDRAULICS LATIN AMERICA
Rua Francisco Leitão,
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CHINA
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POCLAIN HYDRAULICS CO, LTD
Factory Building n° 11, Phase II Shuhui
Park N° 275
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Shanghai 201611
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More than 150 distributors
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To find the nearest distributor go to our dedicated web page
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Tel. : +49 6157 / 9474-0
INDIA
POCLAIN HYDRAULICS PVT. LIMITED
3rd Floor, No 52, Agastya Arcade
80 Feet Road, Opposite MSR Hospital
Bengaluru 560 094
Tel. : +91 80 4110 4499
+91 80 23417444
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JAPAN
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#709, in Toyo Building,
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Chuou-ku, Kobe-shi, Hyogo-ken,
651-0085
Tel: +81 78 891 4446
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337 Sindorim-dong, Guro-gu,
Séoul, 152-748
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NETHERLANDS
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Florijnstraat 9
4879 AH Etten-Leur
Tel. : +31 76 502 1152
RUSSIAN FEDERATION
POCLAIN RUS, LLC
Novaya Basmannaya street, 28,
building 2, office 12
105066 Moscow
Tel. : +7 (495) 105 9301
www.poclain-hydraulics.com
SINGAPORE
POCLAIN HYDRAULICS PTE LTD
10 Anson Road
#35 - 10 International Plaza,
079903
Tel. : +65 6220 1705
SLOVENIA
POCLAIN HYDRAULICS DOO
Industrijska ulica 2
SI-4226 Ziri
Tel. : +386 (0)4 51 59 100
SOUTH AFRICA
Jan Lotz-PO Box 1272
Ballito, KZN
Tel. : +27 82 300 0584
SPAIN
POCLAIN HYDRAULICS SL
C/ Isaac Peral nº8-10, Local n°3
08960 - Sant Just Desvern (Barcelona)
Tel. : +34 934 095 454
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POCLAIN HYDRAULICS AB
Sjöängsvägen 10
19272 Sollentuna
Tel.: +46 8 590 88 050
THAILAND
POCLAIN HYDRAULICS PTE LTD
2/51 BangNa Complex ; 11th Floor,
Thosapol Land Building 4
Soi Banga Trat 25, Bangna,
Bangkok 101260
Tel. : +66 (0) 2173 6026 Ext. 220
UNITED KINGDOM
POCLAIN HYDRAULICS LTD
Nene Valley Business Park
Oundle, Peterborough, Cambs PE8 4HN
Tel. : +44 183 227 3773
USA
POCLAIN HYDRAULICS INC
1300 N. Grandview Parkway
PO BOX 801 WI
53177 Sturtevant
Tel. : +1.262.321.0676 5720/5721