Open-Loop and Closed-Loop Control Concepts

in Wheeled Loaders

Open-Loop and Closed-Loop Control

Concepts in Wheeled Loaders

1. Introduction
Today, the wheeled loader is one of the
main pillars within the wide range of
construction machinery available on the
market. It stands alongside the excavator
and backhoe-loader as a popular machine
employed for the loading, lifting and
transportation of bulk materials and
stackable items. This paper describes the
current state of the art in open-loop and
closed-loop control technology, and introduces various hydraulic and electro-hydraulic components for new integrated concepts
in these vehicles and associated applications.
While a heavy-duty kinematic geometry of the
front lifting gear means that this vehicle is ideally
adapted to the arduous operating environment
involved in the handling of goods, the great manoeuvrability of this wheel-driven loading machine
is achieved through the generally prevalent centre pivot steering system and a hydrostatic drive
transmission. The duty profiles involved extend
from pure loading operations on building and
motorway (freeway) sites to applications in the
steel, quarrying and wood industries, right up to
the many different applications that occur in the
local government/municipal service sector.

Flexibility through ancillary devices and the

implementation of LS (load sensing) and
LUDV (flow shaning) technology
Precise control of the service motions with
feed and return controls
Reduced assembly times thanks to modular
techniques
High availability and service friendliness
through monobloc construction methods and
Improved operating convenience up to and
including open- and closed-loop electrohydraulically controlled sequencing

2. Kinematics and hydraulic control

Various kinematic lifting gear geometries are employed in order to achieve smooth lifting and lowering operations and optimum break-out moments, (Fig. 1).
The best known and most common are the Z
and the parallel kinematic designs and a mixture
of the two. All three attempt, in accordance with
the requirements profiles in each case, to ensure
optimum positional and force profiles. The Z
kinematic geometry is particularly impressive due
to its enormous break-out force on the ground,
while the parallel kinematic system offers advantages in terms of the consistency of the bucket or
fork tilt angle.

As regards the control technology, it is particularly

important to comply with the requirements of oil
flow demand in order to achieve harmonious
motions, without any interruption to the motion
profile. This also has to be ensured under changing load conditions, or even with varying levels of
volume flow, including the possibility of antisaturation to the hydraulic cylinders.
(Fig. 2): In wheeled loaders up to approx. 60 kW
(approx. 7 tonnes total service weight and 1 cbm
bucket capacity), fixed-displacement pump systems
are exclusively employed in conjunction with socalled open centre valves. In vehicles over 60 kW,
hydraulic systems with variable-displacement
pumps and so-called closed centre valves have
become the norm.
The difference between open and closed centre is
defined by the design of the centre port or passage at the neutral position. An open centre means
there is an open connection between the pump
port and the tank, with a large cross section. In
the closed centre pattern, the pump port is closed
when the valve is in its neutral (centre) position.
The connection to other loads - such as the steering system or brakes - is effected, depending on
the valve system, on the basis of either a parallel
or series arrangement.

The development objectives for wheeled loaders

as all-round machines, and the associated requirements placed on the travel drive and hydraulic
control system read as follows:
Maximum traction at low diesel engine speed
High torque conversion range without
traction interruption
High productivity/cost-efficiency through the
employment of variable-displacement pumps
for the open circuit

Helmut Fischer
Rexroth Hydraulics
Lohr
Phone +49 (0) 93 52 18-24 34
Fax
+49 (0) 93 52 18-21 59
E-mail: helmut.fischer@rexroth.de

RE 00 207/10.00

Fig. 1: Wheeled loader kinematics

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Open-Loop and Closed-Loop Control Concepts

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2.1 Open centre systems (OC)

While wheeled loaders over 5-7 tonnes service
weight are extensively equipped with variable-displacement pump systems, in the case of smaller
units the classic throttle control system employing
the so-called 6/3-way principle is still used.
An example of this is provided by the SM 12 type
control block which is usually equipped with three
valve axes and can serve all the loads (actuators)
concurrently via the parallel connection configuration (Figs. 3, 4).
The flow position can be regarded as a special feature of the load control system, this being attained
by means of a fourth main spool operating position
which connects actuator ports A and B to the tank.
As in the case of the larger vehicles, in loaders with
a service weight upwards of 3 tonnes an actuation system employing hydraulic joysticks has become widely used as compared with the purely
mechanical actuation system.

Fig. 2: Components overview

2.1.1 Steering system, brakes

The steering system of these small and compact
loader units also feature a gear pump for fluid
power supply, and operate - similar to the directional valve - in accordance with the open centre
principle, i.e. with neutral circulation when the
steering system is not being operated (Fig. 5).
The high level of manoeuvrability of wheeled loaders is the direct result of the fact that they offer all
the kinematic advantages of a centre pivot steering system, although this also means that even
with relatively small loaders, larger oil capacities
are required for the steering cylinders than is the
case in other similar construction and agricultural
machines which feature a knuckle steering system.
As, in open centre devices, the complete pump oil
flow is delivered via the steering unit, absorption
capacity is limited by factors such as noise and
thermal loading. The LAGC low noise steering system (Fig. 6) takes all the associated requirements
into account and is characterised by enlarged and
optimised cross sectional sequences. Noise improvements of 3 to 10 dBA are achieved, with reductions of approx. 5 dBA being regularly attained
under normal operating conditions at 40 rpm.
Steering systems employing the closed centre principle are already employed at service weights of
up to 2 tonnes. Further details in this regard are
provided in the section below dealing with the
closed centre system.
In Germany, legislation demands that there be 3
independent brakes provided for deceleration, with
the hand brake counting as one - albeit with reduced effect.

68

Fig. 3: Service hydraulics, 1 - 3.5 tonnes service weight

Fig. 4: Service hydraulics, 3 - 5 tonnes service weight

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Open-Loop and Closed-Loop Control Concepts

in Wheeled Loaders

Fig. 5: LAG steering unit

While in the case of vehicles up to 3 tonnes service weight, main brake cylinders are used, with
heavier vehicles, the actuation forces applied are
no longer sufficient in order to effectively meter the
braking action. More scope is available if the hydrostatic travel drive is incorporated in the braking strategy with engine braking being provided
by the diesel unit.
Here, an inch brake valve of the type LT 31 (Fig. 7)
is used, which represents a combination of a single-circuit power brake valve (3-way pressure reducing valve) and an inch valve (2-way pressure
reducing valve) with infinitely variable actuating
action. The inch brake valve has been derived from
the modular system of power brake valves and, in
this case, from the LT 07 dual circuit valve.
Operation of the pedal reduces the pilot pressure
of the travel drive, the travel pump displacement
angle is reduced and the vehicle undergoes hydrostatic braking. After a certain excursion distance,
the plunger then acts on the brake valve and allows the control or braking pressure to rise. The
braking pressure now increases proportionally up
to the adjustable stroke stop, so ensuring that the
vehicle is evenly decelerated to a halt.
There are several significant advantages in this system:
Reduced piping and installation requirement
Overlapping of inching and braking possible
Direct, proportional actuation at pedal
No need for preload valves

2.1.2 Suspension damping

system (Fig. 8)
Fig. 6: LAG low-noise steering unit

Fig. 7: Inch brake valve LT31

RE 00 207/10.00

Owing to the bucket mass and the distance between the bucket and the front wheel, which has
the effect of a tilting fulcrum, wheeled loaders are
particularly susceptible to rocking motions, particularly as they have no shock absorber system between the wheels and the chassis such as the
dampers which form part of the state of the art in
car and truck technology. For technical reasons,
they have instead only a limited wheel damping
capability via the tyres. One effect of this is that,
depending on the load and ground conditions,
rocking oscillations can occur. The vehicle, the load
and the driver are all exposed to these sometimes
heavy movements. Aside from the mechanical
stress placed on the machine, which can greatly
increase wear in the long term, it has also been
proven that this motion also harms the health of
the driver. Other consequences of rocking include
reduced handling efficiency, increased braking distances, impaired steering response and lower
transportation speeds.

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Open-Loop and Closed-Loop Control Concepts

in Wheeled Loaders

Rexroth was quick to recognise the importance of

stabilisation and oscillation neutralisation (dynamic ride control) in the wheeled loader. We can
now offer a full range of stabilisation modules (Fig.
9) in the standard sizes of 12 to 32. The designs
include both OEM models and also retrofit devices,
although virtually all modern wheeled loaders are
supplied from the factory ready-equipped with
these systems. Such devices are also becoming
more and more popular in other mobile plant such
as backhoe-loaders and skid-steer loaders.
The RSM (Rexroth Stabiliser Module) operates as a
passive system and provides damping for the lifting cylinder via pressure accumulators. It is implemented in the form of a compact block in which all
the necessary functions are integrated. The accumulators are charged to the maximum pressure which
occurs e.g. during lifting of the load, via a 2-way
cartridge valve. The pressure in the accumulators is
maintained via a pressure sequencing and a pressure relief valve within a defined range. At low pressures, the 2-way cartridge valve remains closed so
that the accumulators are not exposed to the pressure fluctuations that occur under varying loads. This
increases their service life. The RSM remains
switched off during operations (e.g. loading). The
system is activated by a solenoid valve responding
to speed. The bottom end of the lifting cylinder is
then connected to the pressure accumulators.
I would like at this juncture to highlight the new
generation of Rexroth Stabiliser Modules which are
characterised by their compactness and simple,
low-cost design. These devices - like todays current
modules - are also all subject to the approval requirements of the German Technical Inspectorate
(TV) and the health and safety authorities employed by employers liability insurance companies.
The new generation not only offers cost advantages
in relation to existing solutions, but can also be
employed for new, high-volume applications such
as backhoe-loaders, stackers and telehandlers.

Fig. 8: Rexroth stabiliser module (RSM)

Fig. 9: RSM stabiliser module

2.2 Closed centre systems (CC)

Closed centre systems (Figs. 10, 11, 12, 13) are
essentially based on variable displacement pump
systems with parallel-connected valves and a
closed pump port. Virtually all vehicles upwards of
6 tonnes service weight can be expected shortly
to be equipped with this type of configuration.
Multi-pump strategies are being replaced by a
centralised pump system, with the interlinking
connection from the steering system, brake and
service hydraulics being provided by hydraulic cascade circuits as in the case of other construction
and agricultural machinery.

70

Fig. 10: Service hydraulics, 5 - 6 tonnes service weight

RE 00 207/10.00

Open-Loop and Closed-Loop Control Concepts

in Wheeled Loaders

The closed centre directional valve technologies

which have become widely accepted include both
the classic load sensing and also the so-called
load-independent flow distribution (LUDV) systems. LUDV controls are characterised by the fact
that all the actuator flows are uniformly reduced
when the pump oil flow lies below the demand
level of the actuators. Advantages offered by LS
systems include the following:

Fig. 11: Service hydraulics, 6 -12 tonnes service weight

Low heat loss (reduction of oil temperature,

cooling capacity, etc.)
Diesel fuel savings
Small oil tanks (procurement cost, maintenance, disposal)
Higher engine power output available for
travel drive
Improved precision control characteristics,
proportional technology
Undefined conditions such as those occurring in
load-sensing controls include, for example, the situation where the feed oil flow is insufficient in order to satisfy the demand of all the pressure compensators. This occurs when a low operating speed
of a diesel engine coincides with high demand
flows (parallel operation of the steering system,
lifting gear and bucket). Due to the insufficient
control pressure differential of the pressure compensators, the oil flows are divided in an uncontrolled manner and are always attracted to the
lowest load pressure - possibly leading to the
standstill of one or several actuators.
Such malfunctions are particularly undesirable in
the case of wheeled loaders.

Fig. 12: Service hydraulics, 12 - 20 tonnes service weight

It is worth noting that there is no individual load

compensation per section in this case, but rather
a common load compensation system per valve
block. For this reason, the differential pressure
valve only has a weak spring for home position the control pressure differential is determined as
a rule by the variable-displacement pump. The
valve operates in a manner similar to a flow divider.

2.2.1 Variable displacement

axial piston pump

Fig. 13: Service hydraulics, 20 - 30 tonnes service weight

RE 00 207/10.00

The integration of the variable displacement pump

for the service hydraulics is either effected in the
form of a central unit or in combination with fixed
displacement or other variable displacement
pumps which serve the steering system. The basic
pump employed takes the form of the variabledisplacement axial piston pump type A10VO
which, owing to its inherently wide range of applications, is found in a broad spectrum of different duty situations.

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Open-Loop and Closed-Loop Control Concepts

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2.2.2 New range of directional

valves
The M6 valve range with standard sizes of 15 (Figs.
14, 15) and 22 has been especially developed to
satisfy the requirements of lifting kinematics such
as those found in wheeled loaders and similar
machines, e.g. dozers, crawler dozer-loaders etc,
and contains all the necessary functions incorporated in a monobloc housing:

flow sharing (LUDV)

Integrated LUDV system functions
Integrated load holding function for all axes
Separate tank chambers with regenerative power
feedback capability (high-pressure capable)
Loss-free priority switching in the parallel
mode (for bucket)
Secondary pressure limiting valves
Electric float position control for lifting gear
Threaded or flanged connections available
Expandable through the addition of sandwich
valve elements/sections
Leakage-free service ports available on
request (M6 15)
Optional priority valve (M6 15) for steering
Optional integrated pilot pressure supply system

Fig. 14: M6-15 control block

Both sizes can be provided in the hydraulically or

electro-hydraulically actuated design.
The development work performed on the new M6
control blocks has thus brought enormous functional improvements for the machines in which
they are incorporated. Owing to the monobloc
design, the universal demand for no external leakage in mobile machinery has now been fully accommodated. Other outstanding control features
are particularly worthy of detailed mention. The M6
valve family covers all the essential functions which
are required and expected of an advanced technology wheeled loader control system:

Fig. 15: M6-15 control block (circuit diagram)

The electrically activated float position control

enables the bucket to follow the ground contour
in spite of its deadweight. In addition, the actuator port is protected by pressure limiting valves.
The float position valve is also activated parallel to
the RSM, as a result of which the bucket cylinders
are directly linked to the stabilisation module and
its accumulators. The cylinders can now transfer load
peaks to the RSM and, after yielding to dynamic
loads, can be returned to their initial position.

Fig. 16: Step-change response and load compensation of the sequential control system

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Open-Loop and Closed-Loop Control Concepts

in Wheeled Loaders

Regenerative power feedback circuit for the

control of negative or pulling loads. Here, the oil
flowing from the cylinders to the tank is preloaded
by means of a pressure valve and returned to the
inlet. This feature ensures the avoidance of cavitation even under conditions of reduced pump inlet
flow. Critical movements in wheeled loaders can
include, for example, the lowering of the lifting gear
and tip-out of the bucket - and even bucket insertion in the material - depending on the kinematics
of the system and the cylinder arrangement.
Load pressure independent sequence control for lifting cylinder lowering: In the case of virtually all common directional valves, the inlet flows
are nowadays load-compensated (LS, LUDV). However, particularly in the case of pulling loads, load
control can only be effected by the outlet-end control system. In a manner similar to that of a pure
throttle control, the oil flow driven by the pressure differential - and the associated cylinder speed
- are heavily load-dependent. Light loads lower
very slowly, heavy loads fall quickly and are almost
impossible to decelerate.
For these reasons, the series M6 control blocks
feature flow force compensation (Fig. 16) at the
main spool, to facilitate stable load pressure balancing, so ensuring that the oil flow returning from
the cylinder remains constant independent of the
load. This means that both light and heavy loads
can be controlled with a very high degree of precision. Fig. 16 shows, for example, two different load
situations with constant oil flows which yield a
volume flow variation of less than 10%. In addi-

tion, the step response in this diagram reveals a

settling behaviour with virtually optimum damping.

by a tight fit between the spool and bore but rather

by the poppet valves.

Individual priorities for selected actuators

can be implemented on the basis of LUDV directional valves. By appropriately selecting the pressure compensator characteristics, prioritisation can
be hydraulically implemented in the parallel mode
without undue complication.
In particular, the combination of lowering the lifting gear with simultaneous emptying of the bucket
requires, owing to the low lowering pressure, a
priority circuit with the usual LS situation of an
unsaturated system. The standard LUDV serves
both actuators on an equal basis, i.e. although the
motion sequence is performed at a slower rate, the
motions are nevertheless synchronous. The LUDV
priority circuit takes into account the fact that
tipping out the bucket while performing a lowering operation slows down the speed of the latter
during the overlap phase.

2.2.3 Hydraulic joystick

Leakage-free shut-off of each actuator port for

the lifting gear and bucket axes with the aid of
pilot-controlled poppet valves, which are opened
parallel to the main spool, enables the holding of
loads without the lifting gear sinking. This design ensures maximum opening stability of the
poppet valves as the pilot pressure is held constant.
Negative loads are no longer able to cause instabilities at the lifting gear. A generously dimensioned opening ratio ensures early opening - even
with low pump inlet pressures.
This design also precludes any chance of the main
spool becoming stuck as leakage is prevented not

A hydraulic joystick is used as standard for the

operation of LS directional valves, and also for
throttle control blocks in vehicles upwards of
approx. 3.5 tonnes service weight. The fingertip
operability of this system increases both user convenience and productivity. Such a hydraulic joystick
also eliminates the need for mechanical linkage
systems, i.e. the number of high-maintenance components is reduced and reliability is correspondingly increased.
Joystick command units of the THF6 series (Fig. 17)
operate on the principle of directly controlled pressure reducing valves and, for wheeled loaders, feature all the necessary electric end position interlocks, a fifth port for auxiliary functions - usually
the float position control - and the possibility of
flanging on a further command section for control
of an additional function.
The hydraulic joystick is thus characterised by the
following features:
Progressive, fingertip operation
Precise and backlash-free control
Tactile resistance point on actuation close to
the lever end position
Ergonomic handle design (registered utility
model) with various electrical contacts
Electro-magnetic end position interlock for
each port
Optional 5th pilot pressure port
Possibility of flange-mounting additional
functional sections
DEUTSCH or AMP central connector

2.2.4 Steering units

Hydrostatic steering systems of the LAGU series are
employed in wheeled loaders between 3 and 6
tonnes service weight where emergency operation
is required, i.e. in the event of failure of the pumped
oil supply system, so as to ensure that the maximum
emergency steering force is not exceeded. This is
achieved in that, if the oil supply system fails, half
of the displacement volume is short-circuited and
thus de-activated. With the swept volume of Vgmax/
2 now effective, the actuation force required for the
same steering pressure is reduced. Transmission
ratios of both 2:1 and 3:1 are possible.

Fig. 17: THF6 loader joystick

RE 00 207/10.00

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Open-Loop and Closed-Loop Control Concepts

in Wheeled Loaders

With a manual steering force of 5 daNm and a

speed of 20 rpm, the pressures required are as
follows:

Size
P in bar

125/60
40

Size
P in bar
If a higher pressure is required for emergency steering, a steering unit from the LAGZ series can be
used as the next step up:

160/80
30

200/100
24

250/125
19

320/160
15

160/50
40

200/65
31

250/80
24

320/105
17

Size
P in bar

050
90

063
85

080
80

100
60

125
50

160
40

Size
P in bar

200
30

250
25

320
20

400
15

500
12

630
10

While steering units of the LAGU series (with

chamber shut-off) are very simple and inexpensive
to manufacture owing to their design principle,
steering systems of the LAGZ series serve to reduce
the swept volume in order to limit the actuation
force by switching over from 2 to 1 displacement
units. The efficiency in this case is more favourable
and the resultant actuating forces are lower, although this is accompanied by the disadvantage
of an increase in the associated dimensions.
Steering units operating according to the chamber
shut-off principle can, in contrast, be directly interchanged as they all have the same dimensions.
All units are available as open and closed centre
systems with static and dynamic load signalling.

2.2.5 Compact brake control block

The power brake valve LT17 (Fig. 18) has also been
developed for wheeled loaders as a complement
to the multi-component braking system. This not
only features the usual brake valve functions but
also all the essential individual functions such as
service, holding and auxiliary braking, all in a single compact unit. The advantages already available
with a hydraulic power brake system have thus
been further expanded to include the following:

Simple and fast installation

Minimised piping requirement
Reduced space requirement
Integration possible within existing hydraulic
systems
Integrated actuating pedal
Direct mounting of accumulators possible
Electric hand brake valve
Shorter response time
Precision metering
Low maintenance

Like steering components, power brake systems are

defined as safety components. Rexroth Hydraulics

74

Fig. 18: LT17 compact brake control block

will be pleased to assist prospective customers in

both their design work and in relation to safety
matters.

3. Electro-hydraulic control
technology
Owing to the constantly increasing requirements
in relation to productivity, efficiency and the reduction of emissions, the degree of interaction of various function-determining signals and operating
sequences in the wheeled loader is constantly increasing. As user convenience continues to improve, fatigue-free working and thus better productivity are becoming more readily possible.
The incorporation of mobile-capable measuring
equipment has facilitated the development of
closed-loop control circuits, and thus the introduction of semi-automatic and automatic operations

which not only reduce the workload on the driver

but also produce a higher quality of work.
The integration of modern bus techniques (predominantly CAN) not only saves on cabling - the
modular design and plug and play systems which
have become possible as a result have also greatly
reduced the time required to assemble a machine.
Thanks to the possibility of data transmission, and
the check functions which are additionally transmitted with the signals, fault-immune and reliable
transfer systems have become possible (Fig. 19).
Thus, the various devices and components operating on the bus can, through the provision of status
and fault signals, actively contribute to simplifying
and accelerating the commissioning, diagnosis and
parameterisation of the system.
The maximum benefit of a bus system is only realised once all the components that exist in the system are connected to the bus.
RE 00 207/10.00

Open-Loop and Closed-Loop Control Concepts

in Wheeled Loaders

3.1.4 Angle encoder

The system incorporated in Rexroths own experimental wheeled loader includes the function of
parallel control of the bucket or fork relative to
machine attitude. This is possible by virtue of the fact
that a non-contacting angle sensor is provided both
at the lifting arm and at the bucket cylinder, and the
current position is continuously signalled back to the
control. Of particular interest in this regard is the fact
that both sensors, like the command value generator, exhibit a CAN bus interface and can thus be
easily incorporated within the bus concept.

3.1.5 Function modules / Software

Fig. 19: Electro-hydraulic loader control system with automatic parallel control

3.1 Service hydraulics

3.1.2 Microcontrollers

The service hydraulics of a wheeled loader employed to control the lifting gear consist essentially
of the variable displacement axial piston pump, the
control block and the hydraulic joystick. In the case
of the electro-hydraulic circuit, the control block
operates electro-hydraulically, the command units
take the form of electric signal transmitters (electric joysticks) and an electronics module ensures
the coordination of signals and electrical power
output values. With the addition of sensors, operating variables such as position and load can be
determined and this information incorporated in
the closed-loop control circuit.

As the electronic heart of the system, a PCB of the

type MHVD - equipped with an 8 bit microcontroller
- acquires all the relevant data such as the command and actual value signals, and also status
values relating to the machine such as engine
speed, vehicle velocity, etc., and enables the corresponding power outputs for on/off and proportional functions. The CAN bus board also located
on the motherboard enables the incorporation of
a bus network for bi-directional data interchange.
The power outputs for actuation control of the valve
solenoids likewise pass through a software loop,
with the temperatures that arise under various
operating conditions being duly compensated out.
The advantage of a central electronics systems lies
- as will be apparent in the following - in the fact
that the signals and power outputs can be centrally coordinated and no additional components
are required.

3.1.1 Control blocks

The core components on the service hydraulics side
are the series M6 control blocks which have been
specifically developed for wheeled loaders (sizes
15 and 22), and these operate essentially either
hydraulically or electro-hydraulically. Both methods
of operation follow the barometric principle based
on pressure reducing valves, and are the associated systems are thus extremely easy to convert
from hydraulic to electro-hydraulic actuation or vice
versa. In order to reduce the piping requirement
and interface problems, two electrically operated
pressure reducing valves are provided at the control block for each spool axis. Individual flangemounted sections can also be provided with either
form of actuation. Mixed solutions are also possible. The basic functions of the control blocks - cf.
Section 2.2.2 - remain the same.

RE 00 207/10.00

3.1.3. Electric joysticks

The operator of the machine controls the lifting
gear by means of an electric joystick of the type
M-Control, the output values of which are generated contact-free and thus wear-free on the basis
of the Hall principle via an angle algorithm, and
then directly converted into a CAN bus command
string. With the corresponding integration within
the network via definition of the CAN protocol, the
joystick can be duly defined as a bus device and
incorporated in the system.

As already mentioned, an electro-hydraulic concept

such as that already described above enables a high
level of functionality offering a wide range of additional benefits without the need to expand the scope
of the hardware. Aside from the control strategies
of the travel drive, the following useful and efficiency-enhancing functions can also be incorporated
within the service hydraulics of wheeled loaders:
Basic functions
Lifting height limitation
Electric limit stops
Shake-out function
Automatic teach-in function
Return to load
Automatic engine acceleration
Mode selection functions
Diagnostics; machine data monitoring

Expansion modules
Parallel control
Dynamic ride control
Variable contact pressure control in the float
position
Communication with the travel drive (vehicle
management)
It is possible in part both to adapt solutions from
software modules existing in similar machines, and
to transfer software solutions from wheeled loaders to these other machines. By way of example,
the following describes experience gained with
positional and force controls employed in the lifting gear control system on tractors and combine
harvesters.
The structure of a control system can be described
in more detail on the basis of the parallel control
function exhibited in the Rexroth wheeled loader:

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Open-Loop and Closed-Loop Control Concepts

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The parallel control system operates according to

the master-slave principle with the command value
for the angular position of the bucket or the attached tool being determined from the current
angle signal of the lifting gear, taking into account
the kinematic relationships. The lifting gear is controlled on the basis of a pure open-loop system,
i.e. without taking into account the position feedback signal. When activating the parallel control
function, initially the actual position of the bucket
or of the attached tool is determined from the two
sensor signals, and on actuation of the lifting gear
this is adjusted to the calculated command value.
There are various control algorithms available for
the closed-loop control system.
If the calculated position cannot be attained by
correction of the bucket cylinders, the engine management system can raise the engine speed. If this
is still not sufficient, once an angle deviation (control error) of more than 4 has been reached, the
oil flow for the lifting cylinders is also reduced.
The figure (Fig. 20) shows the control error of the
attached tool in relation to a command value stepchange for the lifting gear, with a subsequent
quasi-steady phase of movement at a low pressure of approx. 100 bar and slow retraction with
a short intermediate stop. Both in the case of the
lift command value step-change and during
retraction, the control error lies within a window
of +/- 2. Where the lifting gear moves slowly, or
where there are no load pressures, the control error is further reduced.
In addition, an electric end position cushioning
system for the lifting and bucket cylinders is provided.
Other software functions are in development.

3.2 Electrohydraulic Steering

hydraulics
Further vehicle requirements include the incorporation of the steering system within the overall
electro-hydraulic concept (Fig. 21) as a further
development stage. Already today, there is a desire for more all-round view, individual wheelset
steering control and oil-free cabins.
To this end, the Rexroth wheeled loader features
an electro-hydraulic steering axis connected in
series to the power brake system via a priority
valve, and connected in parallel to the steering unit.
This means that safe steering continues to be possible even in the event of one unit failing. A pressure switch monitors the operation of the steering unit and disconnects the pilot pressure supply

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Fig. 20: Control error in the parallel control mode

Fig. 21: Electro-hydraulic steering system

of the directional valve if required so that no accidental operation can occur.

The command unit of an electro-hydraulic steering system (Fig. 22) is still under discussion, as is
the preparation for the road traffic licensing of such
circuits. Fast steering speeds can be implemented
at standstill by means of the joystick and a speeddependent steering pressure intensifier as can limitation of the steering speed as travel velocity increases. The travel dynamics of the vehicle can thus
never be over-stretched. The safety considerations
in respect of all components and the integrated
circuit need to be thoroughly reviewed - both in
terms of the hardware and the software - particularly in view of the fact that, as previously described, electro-hydraulic systems can, under certain circumstances, increase the level of safety of
such systems.

4. Summary and outlook

The development of the functional and design features indicated here provides an example of the
latest possibilities available in hydrostatic travel
drives and hydraulic control technology. Within the
areas of application represented by construction
machinery, these features can bring about a further increase in machine performance and costefficiency.
Increased integration of the individual functions
within complete modules can only be implemented
on the basis of an evaluation the system technology as a whole. Hydraulic components such as
pumps, motors, steering system, brakes, travel
drives etc. can no longer be regarded in isolation.
Functionality and the associate costs are now being considered on the basis of the overall, inteRE 00 207/10.00

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in Wheeled Loaders

grated system, and interfaces are being eliminated

as a result. The application of the know-how acquired combined with a properly aligned strategy
is likely to yield even more effective systems and
components.

Fig. 22: Operating concepts for electro-hydraulic steering

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The future focus of development work will lie in

the further integration of electronics within the
hydraulics system. The process of separation of the
electronics between power-related and information-related components through bus systems has
already begun.
Vehicle management systems will, in the future,
not only control individual components such as
engines, but will also perform all the essential functions of a construction machine relating to the
travel drive and lifting gear within an integrated
approach.
The increasing demand for automatic process control capabilities such as the closed-loop control of
the parallel motion at the lifting gear, safety circuits and enhanced ergonomics, e.g. in the form
of active anti-oscillation systems, and even the
incorporation of complete vehicle management
systems represent further potential for development work.

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Open-Loop and Closed-Loop Control Concepts

in Wheeled Loaders

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