Modern Hydraulic Systems for

Wheeled and Crawler Excavators

Modern Hydraulic Systems for

Wheeled and Crawler Excavators

Excavators with fully hydraulic working equipment The functionality of throttle control systems with The special features, differences and possibilities
have been around for the last 50 years or so. Mul- two 4-spool MO control blocks and, later, the series offered by hydraulic drive and control systems in
tiple circuit systems were built, initially with a M8 compact control blocks has been continually the different categories of excavators are described
number of gear pumps which were deactivated as improved over the years. However, with growing below, with reference to the most popular sizes of
a function of pressure in order to achieve a form demands for excavator controllability and optimum machine worldwide (fig. 1).
of power control. With the introduction of control flow distribution to the individual actuators, many
hydraulics and high pressure, standard excavators leading excavator manufacturers took the decision
came to feature almost exclusively dual-circuit to go over to load sensing systems and variations
throttle control systems with axial piston pumps of these. Rexroth developed the LUDV system
and motors. The power supply to the implements (load-pressure independent flow distribution) to
was in most cases by means of a double pump in meet this need and has implemented it in several
bent axis design, for instance the A8VO model, still machines with varying requirements.
in use today in open centre systems on many
excavators, cranes and similar machines.

Standard Excavator
Compact Excavator
Mini Excavator

Fig. 1: Modern hydraulic systems for wheeled and crawler excavators

Werner Herfs / RMH-V1 Günter Fertig / RMH-V1 Helmut Funk / RMH-L Dirk van Aalst / VMT1/E
Mannesmann Rexroth / Lohr Mannesmann Rexroth / Lohr Mannesmann Rexroth / Parchim Brueninghaus Hydromatik GmbH
Control technology Control technology Steerings Elchingen plant
Phone +49 (0) 9352 / 18-2380 Phone +49 (0) 9352 / 18-2353 Phone +49 (0) 3871 / 606-235 Axial piston units
Fax +49 (0) 9352 / 18-2159 Fax +49 (0) 9352 / 18-2159 Fax +49 (0) 3871 / 606-201 Phone +49 (0) 7308 / 82-25 63
E-Mail: [email protected] E-Mail: [email protected] E-Mail: [email protected] Fax +49 (0) 7308 / 53 38
E-Mail: [email protected]
Egon Rill / VMT1/H Ralf Uhde / LVV-M Gilles Chetail
Brueninghaus Hydromatik GmbH Lohmann + Stolterfoht GmbH Mannesmann Rexroth S. A.
Horb plant Witten France
Axial piston units Gear technology Control technology
Phone +49 (0) 7451 / 92-14 63 Phone +49 (0) 2302 / 877-457 Phone +33 / 47878 -5248
Fax +49 (0) 7451 / 92-82 21 Fax +49 (0) 2302 / 877-404 Fax +33 / 47878-5271
E-Mail: [email protected] E-Mail: [email protected] E-Mail: [email protected]

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1. Control System for Mini

Excavators
Mini excavators in the weight class from 2.5 to this system is confirmation that we took the right into the housing with no external piping (fig. 4).
approx. 5 metric tonnes are still predominantly decision (fig. 3). For some models the connecting plate has been
fitted with multiple circuit open centre systems. To The mini excavator characteristics which the designed to enable a special gear pump also to be
achieve the performance and manoeuvrability that market demands are importantly determined by attached to the through-drive, sharing a common
the market demands, 3-circuit pump systems are the features that are already taken for granted on suction port with the main pump (fig. 5).
mostly used (fig. 2). standard excavators:
Double variable displacement pumps such as the – greater operation comfort
A12VO… and an attached gear pump for the slew – improved precision control, manoeuvrability and
drive with a single suction port are widely used. A accuracy of the machines
second gear pump with integral pressure relief – cost reduction by simplifying the hydraulic circuit
valve serves the pilot oil circuit. – increased reliability
The ever-more compact, modern design of today’s The path more and more of our customers are
mini excavators with a high proportion of zero tail taking in order to achieve these performance
models calls for new solutions requiring less room characteristics is the Rexroth single-circuit LUDV
for components and in particular for the pump and system. This principally comprises the A10VO va-
control block. riable displacement pump and model SX12 closed
Unit numbers of mini excavators equipped with a centre directional control valve with integral LUDV
variable displacement pump and closed centre function.
directional control valve have increased worldwide The swashplate medium-pressure pump A10VO…
in recent years. Rexroth is one of the first hydraulics series 31 currently in use has been modified and
manufacturers to have developed this concept for in series 53 it now features an even more compact
mini excavators, and the present-day-success of shape with a constant power control integrated

GFT + A10VT
(Travel drive)

MCR
(Slew drive)

SM 12
(Control)

A12VO 4TH5
(Travel and implement hydraulics) (Pilot control units)

Fig. 2: Throttle control three-circuit system

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GFT + A10VT
(Travel drive)

MCR
(Slew drive)

9SX12
(Control)

A10VO 4TH5 2TH6R 4TH5 MHSTE

(Travel and implement hydraulics) (Pilot control units) (Pilot oil supply)

Fig. 3: 1-circuit LUDV system

A10VO/53 Technical data:

Size ________________ 10...85 A10VO 28 DFLR/53
Size 28 + 8
Nominal pressure pN _____ 250 bar Nominal pressure: 250 bar
High pressure pmax ___ 315 bar Peak pressure: 315 bar
– single suction port
– pressure controller
– flow controller
– constant power control

Fig. 4: A10VO for mini excavator Fig. 5: A10VO with integral gear pump

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A10VO series 53 also offers electro-proportional

pump control (EP) for nominal sizes 28, 45, 60 and
85 (fig. 6). The swivel angle control is
proportionately adjustable via an electric current,
1 thus expanding the control range for the A10VO
pump.
α/αmax Internal mechanical swivel angle feedback ensures
permanent transient load adjustment of the force
supplied via the proportional solenoid valves.
EP The mechanical/hydraulic pressure and volume
controller can also be attached to the pump and
is effective below the electrical flow limiting
system.
EP controller can be upgraded to speed-sensing
0 control by recording the diesel engine drive speed
I/Imax 1
and pedal position (fig. 7).
This means that when the diesel engine is under
Fig. 6: A10VOEP series 53
load and the diesel engine speed is under strain,
the input power of the pump is adjusted by
reducing the flow volume.
The advantage is that the power of the diesel
engine is used as efficiently as possible at all times.
Microcontroller Although electronic speed-sensing control still
affects the cost of a mini excavator at present, new
regulations on exhaust and noise emissions and
reduced energy consumption could make
Control electronic speed-sensing control cost-effective if
block SX energy costs continue to rise.

Accelerator pedal position

Speed sensor

A10VO...EPDF/53
Diesel engine Gearbox

Fig. 7: A10VOEP with speed sensing control GLB

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The good controllability of the machines is

achieved through volume flow control in the
directional control valve SX12. The characteristics
of this remain optimal irrespective of the load
pressure (fig. 8). The LUDV function allows the flow
distribution desired by the driver to be guaranteed
independently of the combination of machine
movements. Even if the pump volume flow is
insufficient, the speed of the movements initiated
remains constant with respect to one another.
On the tracked excavator, straight-line travel is still
ensured even if several operating functions are
activated at the same time.
Moreover, the improved and simplified operation
of the controls makes it easier to learn how to
operate the machine, an additional advantage with Fig. 8: 9SX12 LUDV-control block
regard to the growth of the hire market.
The patented design principle of the Rexroth valves
with the directly controlled LUDV pressure
compensator enables the necessary functions, such
as control, pressure selection and pressure
compensation, to be implemented in a simple and
hence a reliable way.
The single-circuit LUDV system simplifies
installation (the directional control valve comprises
a single inlet component) and component
assembly.
The pump has no need for the costly cross-sensing
controller that has to be used in a multiple pump
circuit.
The whole system requires fewer components and
is less expensive than a comparable open centre
multiple circuit system. Fig. 9: Section of SX12
Optimisation of the directional control valve spools
also includes an extension of the fine control range.
By means of a specially developed slew drive piston
The improved pilot properties are for example
co-ordination system, we are able to offer ideal
achieved by reducing the dead strokes (effect on
solutions according to the machine manufacturer’s
the chain between the operating angle on the pilot
requirements and machine size.
control and the actuator speed).
Unlike conventional 3-circuit systems, the slew
The 4-spool control system in the closed centre
drive does not have full priority. Sub-priority
design allows faster optimisation of the control
achieved via the pressure compensator gives the
characteristics of each individual directional control
mini excavator satisfactory function.
valve piston in comparison with the conventional
Furthermore, the LUDV load sensing concept
6-spool valve (open centre). This is a significant
provides the necessary flexibility for the adding of
advantage if the shorter development lead-times
extra functions.
expected for new machine models are to be
The SX12 directional control valve, designed for a
achieved. The LUDV principle also allows different
flow volume of 120 l/min at the pump inlet and
speeds to be set for each actuator spool and
80 l/min per directional control valve element, can
direction of movement. This enables the
be used for mini excavators from 1.5 t to about 6 t
excavator’s movement sequence to be precisely co-
with an operating pressure up to 250 bar.
ordinated.
The power requirements made of the slew drive
function are also derived from the standard
excavator class.

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The 4TH5 pilot control unit (fig. 10) is a new

development which has considerably improved the
controllability of mini excavators. The reduction in
the operating forces and reduced power
fluctuation when the lever is operated improve the
conditions of use and increase convenience of
operation.
With regard to triggering the crawler travel
function, the new 4TH6NR foot pedal unit (fig. 11)
in monobloc construction with integral damping
function provides a further improvement in
convenience of operation. Even jerky movements
of the levers, for instance when returning to neu-
tral, are damped, thus avoiding oscillation. Fig. 10: 4TH5 Joystick Fig. 11: 4TH6NR foot pedal remote control
The 4TH6NR unit is more compact than two valve for track drive
individual 2TH6R units fitted side by side and the
use of a single fastening plate simplifies installation
on the machine. The valve can be equipped with
various pedals according to the customer’s
requirements.
Mini excavators offer various possibilities for pilot
oil supply. With the MHSTE model pilot oil unit
(data sheet RD/E 64571) the pilot oil is drawn off
through a pressure-reducing valve connected with
the main circuit and the pressure is limited by a
pressure-limiting valve. Two electrically operated
switching functions can also be integrated into the
unit. One is designed for the safety function of the
armrest position, and the other, which is optional,
serves to switch the 2-step travel motors.
Fig. 12: HYDROTRAC GFT travel drive for mini excavators
The scope which Rexroth offers for supplying a
complete system from a single source represents
a further advantage in terms of machine planning
thanks to a co-ordinated range of components. Driving gear Drive torque Two-step motor Excavator
T2 capacity weight
The GFT track drives for this application are Vg max Vg min
characterised by remarkable compactness and cm3
expand the product range for mini excavators GFT 3 * 3000 18 9 3
(fig. 12).
Such compactness is achieved in particular by the GFT 4 * 4000 28 14 5
use of hydraulic motors specially developed for this
GFT 7 7000 28 14 6
application, which function as an integral part of
the driving gear and thus form an ultra-compact GFT 9 9500 45 22,5 9
drive in conjunction with the planetary gear * in preparation
construction.
Fig. 13: Table of HYDROTRAC driving gear for mini and compact excavators
By adapting the carrying axle inner contour to the
requirements of the hydraulic motor, there is no
– integral medium-pressure hydraulic two-step Development work continues with the aim of
need to use a separate motor housing.
motors in swashplate design adapting the MCR type radial piston motors to the
The result of this coordinated component
– counter balance valve and secondary relief valve special requirements of the slew drive in the mini
development between LST and BHY is a product
integrated into the motor plate excavator class. It will then be possible to create
range from GFT 3 to GFT 9 with the following
– integrated multiple-disc parking brake the entire hydraulic system with components made
characteristics:
(not GFT 3) by Rexroth.
– compact, space-saving two-stage planetary
– high starting efficiency
construction
– simple assembly
– rugged bearings
– simple oil change
– low-noise running

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2. Compact Excavators, 7 to
Approximately 10 Tonnes
The compact excavator class is a growing market
segment, because:
– mini excavators under 5 tonnes do not deliver
sufficient power
– standard excavators over 10 tonnes are too big
and thus not manoeuvrable enough for urban
use
– the excavator-loaders still widely used in many
countries are losing market share to specialised
machines like excavators and wheel loaders.

Compact excavator manufacturers vary in their

views of how an excavator in this weight class
should work. Such differences are due in part to:
– manufacturers extending their product range
downwards from the standard excavator class
or
– mini excavator manufacturers expanding their
existing product line upwards. Fig. 14: 7 tonne tracked excavator

GFB + A10FD
(Slew drive) 9SX14 A6VM + MHB
(Control) (Travel drive)

Brake Steering

A11VO / A10VO + G2 4TH6N 2TH6R 4TH6N MHSTE

(Travel and implement hydraulics) (Pilot control units) (Pilot oil supply)

Fig. 15:1-circuit LUDV-system

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Rexroth rises to these different challenges with

standard products perfectly matched to market
requirements.
The existing components that can be used in this
excavator class are the SX14 or M6-15 valves, both
with LUDV technology.
The pumps used are the A10VO up to a pump
pressure of 280 / 315 bar or the A11VO up to 350
/ 400 bar.

It is important to consider at the design stage what Fig. 16: 6SX14 Fig. 17: 4M6-15
outlay (cost) corresponds to what power and
operability, especially as regards the slew drive.
The solution illustrated is a system comprising an
A11VO or A10VO pump with constant power and
flow controller and a series SX14 sandwich control
block suitable for high pressure for a section
volume of approximately 150 l/min.
The primary (1) and LS pressure cut-off valves (2),
LS flow controller (3) and unloading valve (4)
needed for a 1-circuit LUDV are implemented in
the combined inlet and slew control element.
Moreover, the slew drive has priority supply via the
connection as a LS function to the rest of the LUDV. Fig. 18: A10VO Fig. 19: A11VO
The LS meter-in pressure compensator (5) and the
torque control valve (6) for fine control and loss-
free acceleration are housed in the combination
element (7). The directional function for the slew
drive is implemented using a standard SX14
sandwich element (8), but the LUDV pressure 7
compensator is not fitted.
4
2

1 6
3 8 Swing

MHSTE
Pilot
pressure
A10VO
or
A11VO

Fig. 20: LUDV block for crawler excavator

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3. Standard Excavators
(Wheeled and Tracked),
12 to 24 Tonnes
We do not propose to discuss the single-circuit
LUDV system in detail with respect to standard
excavators. Naturally, Rexroth can supply the
GFB + A10FD
necessary components for crawler and wheeled
(Slew drive)
excavators, as may be seen from the system circuit
diagram in fig. 21.
What we would like to do is discuss the new A6VM + BVD
products and features and look at some of the 1M7 + 5M7 + 1M7 (Travel drive)
important details of various components used in (Control)
LUDV systems.
In the 1.5-circuit and single-circuit LUDV system
Rexroth uses the A11VO swashplate type pump for
A11VO
the open circuit. This pump has special features (Travel and implement
that offers advantages to both the manufacturer TH6
hydraulics) (Pilot control units)
and the operator of the excavator. The A11VO
pump will be described more fully below. Fig. 21: 1-circuit LUDV-system
In the 1.5 circuit the slew drive makes use of the
A10VO already described in the open circuit or the
A4VG high-pressure pump for the closed circuit.
The control of the A4VG has been further refined
and the size range now also additionally includes
nominal sizes 90 to 250.
Fig. 23 shows the available nominal sizes of the A2FE...192
axial piston units used in excavators. The proven A11VO...LE2S2 A6VM...380K+BVD
bent axis variable displacement motor type A6VM
for long travel drives in the wheeled excavator is
now available with brake pressure dependent
adjustment for more efficient braking on
downward slopes.
GFT+A10VT
A10VO...DFLR/53

GFB+A10FD
A4VG...DWD A6VE...HZ3...22

Fig. 22: Axial piston units for Excavators

Sizes
Implement hydraulic Medium pressure A10VO...DFLR 28 45 60 85 (mini- and compact excavators)
pump High pressure A11V/L)O...LE2S2 40 60 75 95 130 190 260
Slew pump Closed circuit A4VG...DWD 28 40 56 71 90 125 180 250
Slew motor Swashplate A10FD... 45 85
Bent axis A2FE...192 28 32 45 56 63 80 90 107 125 160 180
Track drive motor Integral version A10VT...HZ 18 28 45 (mini- and compact excavators)
Plug-in version A6VE...HZ3 55 80 107 160
Axle drive motor A6VM...HA1 55 80 107 140 160
Fig. 23: Nominal sizes of axial piston units

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3.1 A11VO… as LS Pump in

the LUDV System
The A11VO swashplate type pump for the open
circuit (fig. 24) was designed in the form shown
specifically for LUDV systems. The diesel engine
flange and the pump housing are one component.
This gives the pump as a whole a very short, rigid
construction. The flat-design controller lies in the
contour of the pump body and does not pretrude
beyond the end of the pump. The controller has
only a small number of ports and these lie parallel
to the pump to save space. The drain and bleed
ports are arranged in such a way that the pump
can be fitted in any desired position in the
excavator. This construction allows considerable Fig. 24: Variable displacement pump Fig. 25: Variable displacement pump
possibility in the design of the oil tank A11VO...LE2S2 A11VO...LE2S2 - section
compartment and position.
Demand for higher power makes larger diesel
engines necessary in some cases. The more strin-
gent noise emission regulations mean that more
room is needed for encapsulation of the IC engine
and pump. This increasingly eats into the space
available for mounting the pump, so that a
compact pump such as the A11VO is needed.
X (Load-sensing)
In addition, diesel engine speeds are reduced due
to pollutant emissions. This in turn calls for larger
pumps in order to main comparable flows. A Load-sensing
streamlined pump compartment together with the controller with
compact A11VO allow larger pump sizes to be differential
achieved, as well as making assembly and service pressure lowering
easier.
The A11VO pump comprises three main groups
Constant power
(fig. 25):
controller with
– the one-part housing with the integrally cast
electric override
diesel engine flange, containing the rotary
group,
– the port plate with the positioning cylinder
chambers and machining for the through-drive, Fig. 26: Constant power controller with electric override
– the one-part flat-design controller, which is
bolted directly on to the port plate. When using the A11VO pump in the LUDV system solenoids can be rotated at will, enabling the cast
All the sealing points between these main groups we recommend the LE2S2 controller design cables to be positioned in the optimum
are, without exception, sealed by O-rings. This (fig. 26). This controller comprises the hyperbolic arrangement.
guarantees a dry pump and ensures a perfect seal constant power controller with electric override via The differential pressure setting override on the
is maintained even when components are replaced. a directly mounted round solenoid. The hyperbolic load-sensing controller is implemented in a similar
The longitudinally arranged positioning cylinders constant power controller enables very good way with a round solenoid, again saving many ad-
project into the port plate, where they are supplied power use in any power mode. As a result, ditional components and much installation work.
with positioning oil through channels. All the supply electronic speed-sensing control is not absolutely A shuttle orifice is fitted inside the controller in the
channels are securely housed in the stable port plate. necessary in a single-circuit system. In the absence pump positioning oil channel. This is accessible
This eliminates the need for external pipes, which of electronic function both in power mode and in from the outside in order to optimise the size
could be a possible leak source. speed-sensing control, the hyperbolic constant selection. The pump response time can thus be
The housing incorporates two stable, adjustable power controller offers very good emergency matched to the system.
stops for Vg min and Vg max. This allows the necessary operating functions.
specific flow volume to be adjusted as desired from The mounted solenoids avoid the need for control
outside, without having to dismantle or open up the pipes and separate pressure reducing valves, and
pump. can be operated directly from the cab. The round

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Fig. 27 shows the circuit diagram of pump A11VO

with controller LE2S2. X 1 A11VO basic pump for constant power
In fig. 28 the upper diagram shows the power 9 7
2 controller
curve with LE2 controller design. 8 2 LE2S2 controller
The top start of control (basic setting) is achieved 5 3 6
3 Mechano-hydraulic-hyperbolic constant
by the initial force of the control start spring. As
4 power controller
the current at the override solenoid increases, the
spring force and hence the start of control is 4 Power adjusting spring
reduced. The pump is thus set to a lower power M A G
1 5 Power override with proportional solenoid
curve. In the event of power failure or a broken
cable, the pump goes over to the highest power 6 Shuttle orifice for adjusting time control
curve specified by the mechanical setting. Vg max Vg min
7 Load-sensing controller
This controller design has a number of special
features in relation to speed-sensing control: 8 Differential pressure setting spring
If the diesel engine is overloaded, the engine speed S M1 R T 1 T2 9 Differential pressure override with solenoid
drops. This signal is picked up by the micro-
controller and reduces the start of control and Fig. 27: Variable displacement pump A11VO…LE2S – circuit diagram
hence the power input. If, for instance, the pump
is at Vg max and the operating pressure suddenly
rises, the A11VO pump is adjusted to a smaller Flow reduction
Power reduction
swivel angle by means of the integral mechanical
LE2 qV
constant power controller and the rising pressure.
x%
Operating pressure pB (bar)

In this case, the speed-sensing controller does not

have to respond at this stage. Only when additio-
nal power is drawn from the diesel engine does I x% x%
the speed-sensing controller alter the start of
control and set the A11V0 constant power
controller to a new value. x%
With other speed-sensing control systems, the Pilot current I
pump swivel angle is altered by the control signal. I II III
In this case, if the pump is at max. flow volume, a Volume flow qV (L/min) Actuator
sudden high pressure increase causes the power Fine control expansion
qV max
to rise, up to the corner power. This is when the Differential pressure reduction
speed of the diesel engine has to be reduced so ∆p= x bar
that a signal is generated via the speed-sensing S2 qV red
∆pLS (bar)

controller to swivel back the pump. Heavy

overloads may occur briefly.
Speed-sensing control based on the hyperbolic Spring force
constant power controller produces stable control ∆p= < x bar
behaviour, less overloading and less speed Pilot current I (mA) max
Lever stroke
fluctuation for the diesel engine.
Differential pressure adjustment on the load-sen- Fig. 28: Displacement pump A11VO…LE2S – Fig. 29: Displacement pump A11VO…LE2S –
sing controller of the variable displacement pump performance curve differential pressure shifting
is achieved by means of an adjustable spring force down the movements so that all the controlled This fine mode enables lifting work or other
(fig. 28, bottom). This mechanical setting can be actuators are affected equally. operations where increased fine controllability is
reduced to a lower differential pressure value with Fig. 29 bottom shows the influence of differential required to be performed very successfully.
the aid of a solenoid located opposite. Here too, pressure reduction on precision controllability. As The A11VO pump is also available with a swivel
the advantage of the directly mounted solenoid is described above, in case of differential pressure angle sensor. This allows the momentary position
evident, in avoiding the need for piping and reduction the maximum flow volume for the of the pump or the momentary flow volume to be
enabling precision control from the cab. controlled actuators is reduced. The effect of this recorded via an electrical signal. This makes it
Fig. 29 top shows the influence of differential is that if an excursion of the joystick, a smaller possible in an excavator system for instance to
pressure override. The effect of reducing the diffe- volume is now allocated to the actuator. Fine control the engine idle speed.
rential pressure setting is that each individual control is thus enhanced. The start of movement
actuator is limited in the same percentage of the actuator, in relation to the excursion of the
proportion in the maximum flow volume. This does joystick, is not altered and remains independent
not impair movement harmony, but only slows of the high pressure.

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As a rule each A11VO pump is machined for

through-drive attachment (fig. 30). This allows sim-
ple retrofitting of through-drive parts of size SAE-
A to through-drives for pumps of the same nomi-
nal size. Many machine manufacturers are already
making use of this possibility, frequently with
varying requirements as regards the pump
equipment.
The symmetrical construction – the flange can be
turned through 90° - enables the pressure and
suction port of the attached pump to be arranged
in the optimum position. This cuts down on piping
and assembly.
The availability of a large number of through-drives
Through-drive Through-drive
gives the machine manufacturer a flexible choice
hub flange
of attached pumps.
Fig. 30: Variable displacement pump A11VO – through-drive
3.2 Slew Drive
The A2FE fixed displacement motor in bent axis There is thus no need for the conventional piping
design with integral one-stage or two-stage with this integrated drive solution (fig. 32). It
pressure valves is available for the slew drive. covers a transmission range from 17.3 to 23.6 : 1.
One new development is the swashplate fixed The next-smallest size of motor at 45 cc is designed
displacement motor model A10 FD 85, designed to expand the slew gear series downwards in
specifically for slew drives in the open circuit. conjunction with an appropriately adapted
In conjunction with another new development, the gearbox. The construction and valve gear will
Mobilex GFB 17 T2 slew drive gearbox, a 1.5-litre correspond to that of the GFB 17 T2 described
drive is thus available for the 13 – 18 tonne above.
excavators (fig. 31).
This slew drive is a combination of an ultra-
compact 2-stage planetary gear with an
A10 FD 85 medium-pressure transmission (Pnom =
320 bar / Pmax = 350 bar).
The driving gear features the proven short-design
output housing. The bearings used for the output
shaft are high-capacity tapered roller bearings. The Fig. 31: Mobilex GFB slew drive gearbox
multiple-disc parking brake, which was part of the
driving gear in the slew drives with A2FE motors
previously presented, is now mounted on the 3 5
cylinder in this rotary group to save space. The front
flange of the motor housing is conceived as the 1 Pressure relief valve with
gearbox cover. In this design, all necessary valves damping
are integrated into the motor port plate. 2 Anti cavitation valve
This includes: 3 Brake release valve
– pressure relief valves with damping (prevents 4 Antireaction valve
overloading of the motor, pipes and valves due 4 5 Parking brake
to pressure peaks, while two-stage opening of
the pressure relief valves prevents load peaks Ports
for the transmission and boom when
1 A,B Hydraulic ports
accelerating)
L Case drain port
– anti-cavitation valves (to prevent leakage oil
PB Brake release pressure port
cavitation when braking)
– brake release valve (electrically or hydraulically MA, MB Measuring ports
operated, to actuate the release pressure to the Operating pressure
multiple-disc parking brake) S Boost port
2
– anti-reaction valve (prevents the upper body
swinging back when decelerating). Fig. 32

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3.3 Multi-Function Element

Hammer
for Standard Excavators
As an addition to the 1.5-circuit and the single-
circuit LUDV system, work has forged ahead on
developing a multi-function element for the RESET

operation of various working attachments. The idea

of developing this ”multi-function element” arose v u F M

as a result of repeated market demands and the E

MODE

Man

growing variety of options for standard class

p q
excavators. BLÄTTERN

The Rexroth multi-function element offers and Concrete cutter max

fulfils, in different stages of extension, all the min

requirements made of a modern multi-function

machine such as the excavator. Display
This applies not only to wheeled excavators but
also to tracked excavators in the standard class,
which are tending to be used more and more for
all sorts of jobs. Faster ground speeds and the
associated increase in the flexibility of the crawler
excavator have played their part in this.
Rexroth has developed a modular principle in order
to fulfil the varying requirements with the most
effective solution in each case.
Scrap shear Magnet plate
The remit was to permit easy preselection of the
flow and pressure for the particular attachment, Fig. 33: Working attachements
such as a hammer, scrap shears, mower, generator
for a magnet plate, etc. via the on-board computer.
This renders obsolete all the solutions currently in
use, such as mechanical stroke limiters on the – Semi priority
directional control valve, externally adjustable
pressure valves, etc., most of which cannot be – Sandwich design
adjusted from the cab but require the use of tools.
Furthermore, the flow and pressure settings have 1 Section flow adj. electrically
considerable tolerances, as both these values are 1
2 Port relief adj. manualy
difficult to verify in the field. The cost of these
solutions is appreciable. 2
3 Pressure free return flow
As a rule the multi-function element is designed 3
as an LS valve with meter-in pressure compensator.
This operating principle permits the priority desired
for many attachments with sufficient accuracy.
A choice of 3/4” SAE or 1" SAE actuator ports allows
use on the M7-20 and the M7-22 valve. Slew
In the basic or standard version, the multi-function M7-20 or M7-22
element has been designed for a hammer. As is
Fig. 34: Hammer element for single-circuit LUDV system
usual with the hammer, the valve spool is operated
at one side. The supply pressure available at the
pst-port via a hydraulic remote control valve (joy-
stick) is limited electrically by means of a propor-
tional pressure valve (1) to the pilot pressure
corresponding to the volume.
Pressure limiting is effected via a fixed secondary
pressure relief valve (2).
The reason Rexroth has chosen a pressure-free
return flow to the tank (3) for the hydraulic
hammer via the control block is evident from the
next stage of extension.
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If other double-acting working attachments are

required as well as the hammer, the solution we 9
offer does not need a separate, costly hammer – Semi priority
return line. All that is necessary is to fit two high 4 4 4 Section flow
pressure lines (5) via the boom and stick to the 7 5
front end of the equipment. 5 High pressure lines
To prevent the oil, which in the case of worn
6
hammers is often contamination, from returning 6 Hammer return valve
8
to the tank via the control block and to keep the
back pressure below 5 bar, the hammer return 7 Port relief valves
valve (6) is electro-hydraulically actuated in the
hammer preselection. 8 Anti cavitation valves
Secondary relief valves (7) and anti-cavitation
valves (8) are included for port A and B. If a fixed 9 Port relief setting electrically
setting of the pressure valves does not provide the Slew
required convenience of operation, the pressure
setting can be freely selected by means of a pro- M7-20 or M7-22
portional pressure relief valve (9). Fig. 35: M7-20 Multi-function element
When using the multi-function element a
distinction has to be made between use in a 1.5-
circuit or in a single-circuit LUDV system. The se- 12
parate slew circuit in the 1.5-circuit system rules – Semi priority
out any influence between the slew drive and the 13
optional function. 10 11 LS inlet compensator
In the single circuit with the LS slew drive solution
12 Priority valve
already described, measures have been taken to
co-ordinate the LS slew drive and the LS multi- 13 Priority valve spring setting
function element. 11
Differently set pressure compensators (10) and
(11) give priority to the attachment over the slew
drive.
In practice, the parallel connection of slew drive
and option is barely discernible, since with an
attachment in full operation the slew drive is only
actuated in the fine control range, if at all. Slew
10
Most working attachments can therefore be
operated efficiently with the system arrangement Fig. 36: M7-20 Multi-function element with priority valve
shown.
If the priority for the working attachment has to
be increased further, a priority valve (12) is installed – a second priority valve, so that the slew drive
to further reduce the volume of oil allocated to the pressure compensator is down controlled earlier,
LUDV block. or
The priority valve compares the current LS pressure – pilot pressure reduction on the slew drive.
in the option spool with the pump pressure. If the
difference between the pump and the LS drops Both solutions ensure that the volume is reduced
below the value set on the spring (13), adjusting in favour of the option spool.
energy is drawn from the pump circuit and the M6-15 sandwich elements using LUDV technology
current pressure in the LS line to the LUDV block can also be mounted on the multi-function
is increased. The effect of this increase is to reduce element for actuators with a smaller section flow
the control differential pressure at the orifices in of up to about 180 l/min.
the LUDV block, and hence the volume, in favour The components and system solutions described
of the LS actuator. are a fresh demonstration of the flexibility and
100% priority, for example to a generator, can be adaptability of the Rexroth LUDV system.
achieved by means of:

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3.4 Steering Systems for steering pressures which make steering units with Further details about the LAGU and LAGZ steering
emergency mode speed reduction necessary. gear can be found in data sheets RE 11 867 and
Wheeled Excavators Rexroth LAGU steering gear with chamber RE 11 868.
Hydrostatic steering systems in open centre – non disconnection and LAGZ with rotor assembly The use of open centre steering gear is prevalent
reaction or closed centre – non reaction disconnection were developed for these in excavator applications. In view of the scope for
construction are used in wheeled excavators. Non applications. In servo mode there is no difference series connection with our hydraulic power brake
reaction means that the driver does not feel the between the function of LAGU and LAGZ and other valves and/or the pilot oil supply, it offers an
forces acting on the wheels at the steering wheel. steering gear. inexpensive solution for various excavator sub-
Closed centre steering units are supplied by means In emergency mode, if the power supply fails, the systems.
of a constant or variable displacement pump via a flow volume is reduced automatically. As a result,
priority valve. The priority valve supplies the flow the necessary drive energy = manual effort on the
demanded via the meter in orifice to the steering steering wheel is halved compared to a
gear according to the LS signal. conventional steering unit.
Secondary actuators can be connected to the In LAGU steering systems, in emergency mode
priority valve, but are subordinate to the supply to individual rotor assembly chambers are connected
the steering gear: to the tank, such that only, say, 50% of the servo
Wheeled excavators are subject to standards and mode flow volume is sent to the steering cylinder.
regulations relating to the steerability of the With LAGZ, two rotor assemblies operate in servo
excavator as well in emergency operation, when mode. In emergency operation, one disengages
the steering assembly is acting as a hand pump. completely. Different reduction ratios for the two
With excavators of about 15 tonnes and upwards rotor assemblies enable the flow volume and the
overall weight, predetermined axle loads and manual effort required in emergency mode to be
kinematic conditions produce corresponding optimally matched to the particular machine.
Fig. 37: LAGU and LAGZ

CF EF
LS
Auxiliary hydraulics
Priority valve
P

High pressure (regulated)

Low pressure
Suction pressure
Chamber oil
Ambient pressure

Fig. 38: Emergency operation LAGU

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High pressure (regulated)

Low pressure
Suction pressure
Chamber oil
Ambient pressure

Fig. 39: Emergency operation LAGZ

In the system illustrated, a constant displacement

pump (1) supplies the power brake, e.g. LT 17 or
LT 13. The system is designed and optimised so that
the braking system is supplied as first priority via
the integral priority piston (2). The orifice (3) is
arranged so that only part of the total pump flow
is used to charge the accumulator. The remaining Brake light
oil flow via the N port of the compact brake to the switch
open centre steering unit has to be dimensioned LAGC
such that servo steerability is guaranteed even at Steering unit Accumulator 2 circuit brake valve
pressure
lower diesel engine speeds.
warning
switch Parking brake valve
2
3
Accumulator charching
valve

Fig. 40: Sub-system: wheeled excavator block diagram

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3.5 LUDV Systems in Crawler

Machines
The two machines shown – a crawler excavator
and a dragline excavator – demonstrate the
existing LUDV systems and components for these
types of machines.
Fig. 43 shows a conventional 1-circuit LUDV
system of the kind used for crawler excavators up
to a machine size of about 24 tonnes.
The whole control system is supplied by a load-sen-
sing controlled main pump. The familiar M7 LUDV
control block comprises all the control and
regulating functions. The single-circuit LUDV
system has already been described in detail in
previous presentations (see attached). The main
emphasis of this chapter will be on the track drive. Fig. 41: Crawler excavator Fig. 42: Dragline excavator
Since with the 1-circuit system the main pump flow
distribution to the track motors is via the LUDV Track
system, special demands are made of the technical Option left right Arm Bucket Boom Slew
implementation of straight-line travel. Varying HZ HZ

motor leakages, mechanical tolerances and control

tolerances have to be compensated for to enable
each track motor to take 50% of the drive power.
If this is not the case, in other words different flows
are available to the two drive motors, then the
chain with the greater section flow takes over the
driving and the second chain is pulled along.
In the worst case the meter-in pressure can drop
so much that the counter balance valve of the
pulled track closes. The drive pressure of the driving T S P LS K

chain continues to increase and the pump

destrokes along power curve.
The result is that:
– the speed of travel falls and
– the excavator starts to corner

This problem is overcome by means of an internal Fig. 43: 1-circuit LUDV system diagram
bypass system downstream of the pressure
compensator for both track drive control spool in
the LUDV control block. The flow differences are
compensated for and both track drive motors
transmit the drive torque non-positively. The size
of the bypass system is determined in the
prototype.
To enable the excavator to be run up to maximum
torque without a break, the long travel drive is
overridden by a shift valve which is dependent on
travel pressure. This switches the travel motor to
the maximum or minimum swivel angle. A diffe-
rential surface in the shift valve distinguishes
between the respective shift pressures, in other
words creates a deliberate hysteresis, in order to
ensure stable travel behaviour.

Fig. 44: Travel shift valve

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Another criterion for assessing long travel drive is Slew

cornering. In the single circuit the system-related
differential pressures, multiplied by the flow going Aux. Boom Track Track Main Winch
to the more slowly revolving chain, is a power loss. winch winch left right winch
By way of alternative fig. 45 shows a 2-circuit
LUDV system. The circuit diagram shows the
hydraulic system of a tracked crane or dragline
excavator. The two main pumps are switched to
either the 1-circuit or the 2-circuit system by means
of an electro-hydraulic proportionally controlled P LS T P LS K

directional control valve. The original idea of

powering winch drives with high differential
pressures in the 2-circuit system on the dragline
excavator in order to minimise power losses can
be transmitted to the track.
As may be seen from the diagram, all the additio-
nal functions necessary, such as double pressure Fig. 45: 2-circuit LUDV system diagram
cut-off, primary valve and LS relief, separation of
pump and LS line are integrated into the control The basic block of the 1-circuit LUDV system is a and further mounting of sandwich elements. The
block. 5-spool M7 monobloc nominal size 20 or nomi- dividing plate lies between the two travel axes. It
The electro-hydraulic actuation of the main nal size 22 with scope for mounting individual is also possible as an option to fit a sandwich
functions, already widely used in tracked cranes, elements at both sides for additional functions or element between the 3-spool monobloc and the
improves convenience of operation of the machine. slew drive (fig. 46). dividing plate.
The electronics offer considerably greater scope for The optional 1-circuit or 2-circuit LUDV control Possible solutions for tracked excavators with dif-
optimisation of both individual and overridden concept is based on a 3-spool M7 monobloc no- ferent LUDV systems are shown. When choosing
movements. minal size 22 (fig. 47). In this construction, the between a 1-circuit and 2-circuit system, besides
The design differences in the control block system slewing module 1M7-20LS is mounted at one side the technical performance the cost-effectiveness
and associated circuit diagrams may be seen from of the control block. On the other side is the should be considered as a decision criterion.
the figures 46 and 47. dividing plate with functions integrated as
appropriate for the 1-circuit or 2-circuit solution

Fig. 46: 1-circuit LUDV control block

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Fig. 47: 2-circuit LUDV control block

Irrespective of the decision as to a 1-circuit or 2-

Driving gear Excavator weight (t)
circuit system, Hydrotrac GFT travel gear is Gear Sizes Gross Vehicle Weight (t)
successfully in use in many tracked excavators with 1,5 2,0 2,5 3,5 4,5 6,0 8,0 10 12 15 18 21 25 30 35 45 55 65 75 90 100
a wide range of operating weights. GFT 3 T2
The range of applications varies, as already GFT 4 T2
indicated, from the mini excavator with a machine GFT 7 T2
weight of approximately 3 tonnes to standard GFT 9 T2
excavators through to the large hydraulic GFT 17 T3
excavators, known as mining excavators, with an GFT 24 T3
operating weight of around 500 tonnes. GFT 28 T3
The table (fig. 48) shows the driving gear sizes GFT 36 T3
designed for use as an excavator track drive in the GFT 50 T3
weight class up to about 80 tonnes. GFT 60 T3
GFT 80 T3
As the design of these driving gears depends on
GFT 110 T3
such parameters as overall weight, traction, track
GFT 160 T3
diameter, working pressure, etc., this table is
provided purely as a guide to planning the
machine. Due to the large number of different Fig. 48: HYDROTRAC driving gear/excavator weight chart
transmission versions, in conjunction with various
motor nominal sizes, the machine manufacturers’
requirements can as a rule be fulfilled sufficiently
accurately according to the modular principle.

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For hydraulic excavators of an overall weight of

10 tonnes and upwards, a variety of crawler drive
gears are available, starting with GFT 17 T3
(17,000 Nm) with a variety of motor/driving gear
combinations.
The plug-in two-step motor in bent axis design,
model A6VE, has the brake valve and brake
actuating valve function integrated in the port
plate. This compact, high-performance motor is
used as a plug-in motor in larger tracked
excavators.
The illustration of the fitting arrangement (figs. 49
and 50) highlights the advantages of VEC/VT
technology when fitting the complete drive unit in
the chassis.
Driving gear systems with bent axis motors (A2FE,
A6VE) need to be separated for fitting in the space
available in the chassis. Driving gear systems with
swashplate motors can be fitted directly in the Fig. 49: Motor / driving gear combination
chassis, as all the radial dimensions of the motor
connecting plate in relation to the motor axis are
within the centring diameters of the driving gear
contact area.
Fig. 51 shows the interior construction of the
driving gear in combination with the A2FE motor.
High-capacity tapered roller bearings, high-quality
axial face seal, integrated multiple-disc parking
brake and the use of case-hardened, sun and
planetary wheels are but a few characteristics of
these track drives.

HYDROTRAC GFT HYDROTRAC GFT

with bent axis motor with integral swashplate motor

Fig. 50: Mounting arrangement

Fig. 51: Hydrotrac GFT travel drive

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3.6 Mining Excavators

Fig. 52: 250 tonne mining excavator Fig. 53: 320 tonne mining excavator

For mining excavators Rexroth can supply pumps, superstructure torque is achieved by the use of up
control blocks and motors designed for the to three rotary driving gears, depending on design.
demands of pit and quarry applications. The much longer service life expected of a mining
Lohmann & Stolterfoht have for years been excavator compared to conventional excavators is
supplying drives for these severe demands that are taken into account when designing the travel and
in use worldwide. rotary driving gear.
As in the case of lower-powered hydraulic
excavators, crawler track drives in the GFT form of
construction are flanged on to the chassis at one
side. These transmit the torque generated by
hydraulic motors via the crawler track drives
Fig. 54: Hydrotrac GFT travel drive for mining
flanged on at the output side to the chain, and excavators
transmit the externally acting reactive forces to the
chassis frame structure.
The use of this type of construction depends on the
use of correspondingly dimensioned torsion-
resistant chassis designs. These have to a large
extent replaced the GFA style crawler drive gears
(track drive hub bearing-mounted in the chassis on
both sides, torque transmission between track
drive hub and flange-mounted driving gear via
separate plug-in shaft).
Standard constructions such as the GFT 330 are
used nowadays in mining excavators up to
175 tonnes. Special constructions like the GFT 600
and GFT 800, comprising 2-stage planetary gears
with preliminary spur gear, plate-type brake and
two-motor drive are currently used in 255 tonne
and 320 tonne hydraulic mining excavators. Travel
drives up to GFT 1300 have been designed to date.
The rotary drives used in these large machines are
specially tailored to the requirements profile of
mining plant and are based on a 2-stage planetary
construction in conjunction with an integral plate-
type brake at the driving gear inlet. To keep the
gearbox dimensions compact, the necessary

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