Mobility Foresights



  • Most preferred transmission in Construction industry is Hydrostatic transmission. Due to its high power to weight ratio.
  • Constant mesh and Synchromesh gearboxes are suitable for Construction equipment which are equipped with manual transmission.
  • Powershift and Autoshift transmissions are trending in almost all OEM’s across the globe.
  • Autoshift transmission and engine will be integrated with each other to share critical information via ECU, as it helps in to tackle combined weight of the machine with payload and related force for smooth operations by some OEM’s.
  • On-site planned maintenance is required for CE transmission as it helps to protect operations from the expense and stress of catastrophic failures, while avoiding waste-disposal hassles so you can focus on job productivity and profitability.


Construction equipment drivetrain systems have evolved to meet the needs of today’s customers. OEMs continue to develop systems that deliver better efficiency, higher performance, higher durability and improved operator comfort. As a result, new technologies such as diesel electric hybrids, continuously variable transmissions, high-efficiency hydrostatics and electronically controlled powershift transmissions have been developed. Although the type of transmission varies due to the wide disparity in construction equipment machine forms.

Each system involves a combination of axles and a hydrostatic or Synchromesh transmission with torque converter, with semi-automatic or fully automatic operation via the electronic control unit that manages the entire system. Powershift transmissions utilize friction clutches to change the power flow from one ratio to another within the transmission. Friction modifiers are added to provide smooth clutch operation in powershift transmissions and reduce chatter in braking systems.

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But in construction applications, with lots of starts and stops in muddy terrain with high rolling resistance, or having smooth, controllable startup power in front of a paver, an automatic transmission is the better choice. Nothing can beat a torque converter in those applications when it comes to maintaining 100-percent boost engine power up and down through the gears




Transmissions with dry clutch to be abused or overheat because an automatic is 100-percent fluid drive power. However, in a steady-state cruise application in pure highway mode, automated manual transmission is helpful. The appeal of AT (Automatic transmission) can go far beyond work-site preferences, regardless of safety and fuel economy. “AT allows less-skilled drivers to be productive and to be more concentrate on On-site work. It also helps with drivers do not get as fatigued.

At the same time the concept of “down speeding” – or operating a diesel at lower rpms while at cruise speeds – is being driven by the push for better fuel economy. Automatic transmission can do these things better. When designing both the engine and the transmission it should be integrated with each other to share critical information via ECU. The transmission can manage all this information and deliver the best performance possible given all those criteria. As manual transmission can’t do this consistently.

Considering a scenario, Wheel loader operators have one of the most common shortcuts is high-speed shifting, when operators fail to make a complete stop when shifting between forward and reverse. The average loader operator can make close to 600 such shifts a day, totaling over 200,000 high-speed shifts per year. There will be no time to slow down, production numbers will outweigh damage to the machine. The combined weight of the machine with payload and related force and strain gets directed into the drivetrain and torque converter, possibly shortening the life of these components.




  1. Automatic Transmission
  2. Hydrostatic Transmission
  3. Manual Transmission
  4. Powershift Transmission



  1. Automatic Transmission: A transmission which uses sensors to determine when it should shift gears, and changes them using internal oil pressure. While there are numerous components stuffed into the transmission, and their actual operation is a bit more complicated than the simplified version presented here, the key components are the torque converter and planetary gearsets.


  1. Hydrostatic Transmission: It is a hydraulic system where the hydraulic pump or an accumulator will drive the motor using the fluid passing through flexible hoses. In hydrostatic transmission, gears are not required for converting rotating mechanical energy from one source to another. Because, when the displacement of pump and motor are fixed, then hydrostatic transmission itself will act as a gearbox. Hydrostatic transmission is suitable for applications in heavy machinery.



  1. Manual Transmission: Synchromesh gearbox is a type of transmission system in which the dog clutches from the constant mesh gearbox is replaced with the special shifting devices known as synchromesh devices which makes the system compact and also provide smooth and noise free shifting of gears.


  1. Powershift Transmission: The transmission uses a dual clutch system this advanced gearbox pre-selects the next gear, doesn’t lose power when you change. The first clutch handles gears one, three, and five; the second clutch handles gears two, four, and six. When the vehicle is in first gear, for example, the second clutch is disengaged even though the second-gear cogs are engaged. Shifting into second gear disengages the first clutch, engages the second clutch, and engages the gear cogs of third gear. Powershift is lightning fast, seamless gear changes make driving smoother while saving fuel and lowering CO2 emissions compared with a normal automatic.



Designers of multi-stage gearboxes have the tasks of ensuring  the  general  requirements  for  any  new  vehicle  units,  namely  improved  reliability  and rigidity, as well as modularity of the structure with smaller dimensions and weight; – implementation  of  special  requirements  for  gearboxes,  namely, improving speed,  providing the required  number  of  stages  and  the  required  range  of  gear  ratios,  ensuring smooth  gearshift  without breaking  the  power  flow,  providing  the  ability  to  test  individual  modules  of  the  gearbox,  the transmission of full power when reversing, etc.

In addition to pursuing improvements in conventional automatic transmissions, which dominate Heavy-duty vehicles in the United States, a variety of alternative transmission designs are being developed and introduced into production.

Volvo, Mack, Daimler and Eaton (with a partnership with Cummins) have developed highly integrated powertrains that share unprecedented levels of proprietary information between the engine and transmission to deliver optimal fuel economy at all times.


Global construction equipment transmission market is estimated with $XX Billion currently, growing at XX% CAGR till 2025.



Volvo machines feature second-generation OptiShift technology that allows operators to customize the lock-up engagement of their machines. The improved OptiShift also integrates the Volvo-patented Reverse-By-Braking (RBB) function and the new torque converter with lock-up, creating a direct drive between the engine and transmission. Volvo has also developed Powertronic fully automatic planetary transmission, with lockup function, provides accurate and smooth gear shifting for productive operation.

John Deere’s wheel loader has Hybrid-electric drive smoothly and efficiently recaptures energy to slow the loader when the operator lets off the accelerator. This lessens the load on the engine and reduces fuel consumption. For OEM applications ranging from variable speed power generation to fully electric vehicle transmissions, their modular electric drivetrain component designs offer power generation and traction drive solutions up to 200 kW per unit.

New holland’s hydraulic Powershuttle ensures silky smooth direction changes which are perfect for precision loader work. They have ergonomically placed lever that can be operated while holding the steering wheel for even greater safety, productivity enhancing feature will reduce fatigue and improve safety.

Komatsu’s unveiled new hydraulic mechanical transmission in their wheel loader, it doesn’t have a torque converter. The Transmission combines Komatsu’s hydrostatic transmission technology with that of a planetary transmission and uses a new travel speed control dial to allow operators to set speed.




SL No Transmission Systems OEM
1 Hydrostatic Caterpillar, JCB, John Deere, Hitachi, Komatsu, Volvo
2 Powershift Caterpillar, Terex, JCB, John Deere, Hitachi, Komatsu
3 Synchromesh Caterpillar, JCB
4 Auto shift Caterpillar, Terex, JCB, John Deere, Hitachi, Komatsu, Volvo


SL No Transmission Systems OEM
1 Hydrostatic Volvo, JCB, New Holland, Liebherr
2 Powershift JCB, New Holland, Case Construction, Liebherr
3 Synchromesh Case Construction
4 Auto shift Volvo, Liebherr, Wirtgen Group



SL No Transmission Systems OEM
1 Hydrostatic JCB
2 Powershift JCB, Mahindra, ACE, Hitachi, BEML
3 Synchromesh JCB, Komatsu, L&T, Mahindra, Escorts, ACE, Tata Hitachi
4 Auto shift JCB, Komatsu, L&T, Escorts, Hyundai, ACE, Tata Hitachi




Sl no Topic
1 Market Segmentation
2 Scope of the report
3 Abbreviations
4 Research Methodology
5 Executive Summary
6 Introduction
7 Insights from Industry stakeholders
8 Cost breakdown of Product by sub-components and average profit margin
9 Disruptive innovation in the Industry
10 Technology trends in the Industry
11 Consumer trends in the industry
12 Recent Production Milestones
13 Component Manufacturing in US, EU and China
14 COVID-19 impact on overall market
15 COVID-19 impact on Production of components
16 COVID-19 impact on Point of sale
17 Market Segmentation, Dynamics and Forecast by Geography, 2021-2026
18 Market Segmentation, Dynamics and Forecast by Product Type, 2021-2026
19 Market Segmentation, Dynamics and Forecast by Application, 2021-2026
20 Market Segmentation, Dynamics and Forecast by End use, 2021-2026
21 Product installation rate by OEM, 2021
22 Incline/Decline in Average B-2-B selling price in past 5 years
23 Competition from substitute products
24 Gross margin and average profitability of suppliers
25 New product development in past 12 months
26 M&A in past 12 months
27 Growth strategy of leading players
28 Market share of vendors, 2021
29 Company Profiles
30 Unmet needs and opportunity for new suppliers
31 Conclusion
32 Appendix


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