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Modeling and Simulation of the Steady state

and Transient Performance of a 3-Way Pressure
Reducing Valve

Article in Journal of Dynamic Systems Measurement and Control · December 2015

DOI: 10.1115/1.4032221

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Osama Gad
Mechanical Engineering Department,
College of Engineering and Petroleum,
Kuwait University,
Safat 5969, Kuwait
e-mail: osama.gad@ku.edu.kw
Modeling and Simulation of the
Steady-State and Transient
Performance of a Three-Way
Pressure Reducing Valve
This paper deals with modeling and simulation of a class of three-way pressure reducing
valves. The study aims to point out the peculiarities of function and operation of this class
of valves in the steady-state and transient modes of operation. A comprehensive nonlin-
ear mathematical model is deduced in order to predict the performance of the studied
valve in both modes. The proposed model takes into consideration most nonlinearities of
the studied valve. A computer simulation, based on the proposed model, is performed to
predict the steady-state and transient performance. During the simulation study, it was
found that nonlinearity occurs due to the following factors: the transient change in the
valve operating pressures and the change in the throttling areas of the valve restrictions
and their discharge coefficients. The transient change in the valve operating pressures
causes nonlinear velocity changes of the fluid flow passing through the throttling areas of
the valve restrictions. These throttling areas usually have nonlinear mathematical formu-
las. The discharge coefficients of these throttling areas are assumed constant independent
of the flow rates, Reynolds number, and dimensions of these areas. However, these pa-
rameters affect the discharge coefficient in a complicated manner. The validity of the pro-
posed model is assessed experimentally in the steady-state and transient modes of
operation. The results show good agreement between simulation and experiment in both
modes. The study shows that the geometry of the throttling orifice, which connects the
upstream port to the downstream port, plays an important role in the studied valve
steady-state and transient performance. This result implies the need for further investiga-
tion of the effect of the dimensions of the throttling orifices on the steady-state and tran-
sient performance of hydraulic control valves. [DOI: 10.1115/1.4032221]

1 Introduction There are two types of the pressure reducing valves: two-way
and three-way. The three-way valve will by-pass the oil, while the
The pressure control valves can perform different functions in
two-way valve will stop it. This means that the flow rate will stay
the hydraulic systems, such as establish maximum pressure,
the same in case of a three-way valve while it will fluctuate if a
reduce pressure in some circuit lines, and establish sequence
two-way valve is used. Hence, a pump with variable speed should
movements, among other functions. The main operation of these
be used in case of two-way reducing valve to react to the pressure
valves consists of providing a balance between the pressure differ-
build-up on the recirculation line (i.e., as a two-way valve closes,
ence and the force load on a spring. Most of these valves can be
the pressure will build-up in the line and the pump will slow down
positioned in many different levels, between totally open and
to lower the pressure to normal level). For this reason, the two-
totally closed, depending on the flow and the differential pressure.
way pressure reducing valves are not popular and used only in the
The pressure control valves are usually named according to their
hydraulic circuit of variable pumping source. In case of using
primary functions, and their basic function is to limit or to deter-
three-way reducing valves, there is no use of secondary pumping
mine the pressure of the hydraulic system for the attainment of a
because it will bypass the oil, which is useful in the hydraulic cir-
certain function of the equipment in motion. In order to protect a
cuit of constant or variable pumping source. So, modeling and
hydraulic circuit against overloads and limit the work pressure,
simulation of the steady-state and transient performance of a class
valves of relief and security are used. However, many times, there
of the three-way reducing valves are essential for the hydraulic
are hydraulic circuits where diverse lines are fed by one same
circuit performance. This class of valves is used to maintain a
source, but it must work at different levels of pressure. For this
reduced pressure at a constant level in a secondary circuit of the
reason, pressure reducing valves are used. The main function of
hydraulic system, independent of the higher pressure of the pri-
these valves is to maintain a preset downstream reducing pressure
mary circuit without affecting the later.
regardless of changing upstream pressures. They normally work
According to the available researches obtained so far, only few
with hydraulic actuators (cylinders or motors). These actuators
publications are found to deal with the performance of this class
will respond to change of pressure or flow and will open or close
of valves. Abdelhamid and Brueck [1] developed a mathematical
the pressure reducing valve. In this case, the valve does not
model for a two-stage pressure reducing valve connected to a con-
require an external power source, meaning that the fluid pressure
stant pressure supply circuit and a resistance type hydraulic load.
is enough to open or close the valve. This means that the function
The simulation results of the steady-state and transient operation
of this class of valves is done automatically. This makes this class
of the valve are validated experimentally. The results showed a
of valves indispensable for the hydraulic circuit function and
decrease in the reduced pressure drop at high flow rates and fast
operation.
reduced pressure response. The authors concluded that the speed
of the response was found to depend on the damping at the pilot
Contributed by the Dynamic Systems Division of ASME for publication in the
JOURNAL OF DYNAMIC SYSTEMS, MEASUREMENT, AND CONTROL. Manuscript received
stage. Liu et al. [2] developed a dynamic model for a new high
June 2, 2014; final manuscript received December 7, 2015; published online January frequency three-way proportional solenoid pressure reducing
12, 2016. Assoc. Editor: Ryozo Nagamune. valve. The theoretical and simulation analyses of the steady and

Journal of Dynamic Systems, Measurement, and Control MARCH 2016, Vol. 138 / 031001-1
C 2016 by ASME
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 dynamic operations of the valve are validated experimentally. The orifice modulates its opening in such a way that it maintains a con-
authors concluded that the valve output pressure is proportional to stant downstream pressure. Figure 1 shows the basic components
the coil current, and the dynamic bandwidth can be increased by of the studied valve, while its schematic diagram is shown in
increasing the coil current. So-Nam [3] presented a new propor- Fig. 2. The studied valve consists of three main elements: a guide
tional solenoid reducing valve for clutch control system. The new rod, a control piston, and an adjustment spring. The control piston
mechanism contains a pressure control pin which is connected to is loaded by the adjustment spring and the user adjusts the preload
the valve spool and the existing on–off solenoid actuator is set on this spring before the studied valve functions. This in turn
replaced by a proportional solenoid actuator. The validity of the regulates the force necessary to displace the spring. The valve is
new mechanism is verified in the steady-state and transient modes normally open and the fluid can flow unhindered from the inlet
of operation. Jayaraman [4] presented an observer design that is cavity of volume Vc to the control cavity of volume Vr through
used to improve the response and stability characteristics of a the first throttling orifice of area a1 ðxÞ as shown in Fig. 2. Presence
solenoid-operated pressure reducing valve. The author concluded of this area causes the pressure Pc in the inlet cavity of volume Vc
that one solution is to improve the dynamic behavior of the valve to be always higher than the pressure Pr in the control cavity of vol-
by using a feedback loop control strategy. The solenoid current, ume Vr . The control cavity is communicated to the guide rod cavity
poppet position, the poppet velocity, and control pressure are used of volume Vd through the damping orifice of area Ad . The reducing
as feedback signals to increase the stability margin and response pressure Pr builds up in the downstream control port due to a user
time. Draz et al. [5] deduced a mathematical model for a pilot- unit (e.g., a hydraulic cylinder). The user unit is represented in this
operated pressure reducing valve used in the braking system of a work by the second loading orifice, as shown in Fig. 2.
vehicle. The steady-state and transient characteristics of the valve
are simulated, but the authors did not validate the simulation
results. The authors concluded that the radial clearance of the 2.2 Valve Components Operation. If the pressure Pr is
damping chamber and the adjustment spring stiffness play the smaller than the value necessary to move the control piston
main role in the braking pressure reducing valve performance.
Caruntu et al. [6] proposed a dynamic model for a single-stage
pressure reducing valve which is used as an actuator in many con-
trol applications of automotive systems. In this paper, two differ-
ent models were developed: a linearized input–output model and a
state-space model. The simulation results of both models are veri-
fied experimentally. The authors concluded that both models rep-
resent the behavior of the valve reduced pressure. Zung and Perng
[7] proposed a nonlinear dynamic model of a two-stage pilot pres-
sure relief servo valve. The authors mentioned that all the model
parameters can be estimated from the expected working condi-
tions and dimensions on the blue prints except the correcting
factor of the flow force which can be determined from the steady-
state experiments of the throttling devices. Dasgupta and Karma-
kar [8] studied the dynamics of a direct operated relief valve with
directional damping through bond graph simulation technique.
The authors concluded that some significant parameters of the
valve response are identified, which can be modified to improve
the dynamic characteristics of the valve.
Although this class of valves is indispensable for the function Fig. 1 Three-way pressure reducing valve
and operation of the hydraulic systems, a review of the available
researches shows that their study is not well covered and there is a
need for an in depth study of modeling and simulation of their per-
formance. In addition to that the geometry of the moving element
of this class of valve appears to have specific design characteris-
tics, which will be shown later. Its motion is interesting to simu-
late and to show how it achieves the function of the studied valve.
Therefore, a comprehensive study of the modeling and simulation
of the performance of this class of valves, in the steady-state and
transient modes of operation, is carried out in this paper. The
study aims to point out the peculiarities of the function and opera-
tion of this class of valves in both modes. In this paper, a descrip-
tive study of the pressure reducing valve under consideration is
presented. Then, a comprehensive nonlinear mathematical model,
taking into account most nonlinearities of the valve, is developed.
The steady-state and transient performance of the studied valve
are investigated theoretically and experimentally. The experimen-
tal study is also used to validate the simulation program of the
studied valve in the steady-state and transient modes of operation.

2 Valve Components Description and Operation

2.1 Valve Components Description. The objective of the
pressure reducing control valve is to maintain a constant pressure
in the downstream port independent of changes in the upstream
pressure. This is done by sensing the desired pressure drop and Fig. 2 Schematic diagram of the studied three-way pressure
feeding it back to the valve throttling orifice. This means that this reducing valve

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 against the spring, the first throttling orifice area a1 ðxÞ remains
open. If the pressure Pr reaches the setting pressure, due to the
load on the user unit, the control piston pushes against the spring
and starts to displace a displacement x in the direction to close the
first throttling area a1 ðxÞ as shown in Fig. 2. At the same time, the
fluid is flowing to the guide rod cavity of volume Vd through the
damping orifice. If the external force on the user unit makes the
reduced pressure Pr to rise to above the setting pressure, the con-
trol piston is displaced to such an extent that the first throttling
area a1 ðxÞ closes. This causes that the second throttling area a2 ðxÞ
opens over ducts land to the tank through the spring cavity, as
shown in Fig. 2. The spring cavity is always drained to tank via
port T. Sufficient fluid then flows to tank to prevent any further
rise in the pressure Pr . In this case, the studied valve is working as
a relief valve. So, the reduced pressure Pr is kept constant regard-
less of higher fluctuations in the pressure Pc . If the reduced pres-
sure Pr drops below the setting pressure, because the user unit is
relieved, the control piston is pushed back into the respective con-
trol position (i.e., a1 ðxÞ opens and a2 ðxÞ closed) by the spring and
the control process starts again. This means that the first throttling
area a1 ðxÞ opens, or closes, just enough to admit the flow rate that
is drawn off by the user unit, without increasing the reducing pres-
sure Pr . The maximum reducing pressure Pr that can be set is lim-
ited by the spring. From the valve description above, it is clear that
the studied valve provides three-way pressure reducing functions in
the Pc , Pr , and T ports. It is also clear that this class of valves is per-
mitted to operate normally in maintaining a constant downstream
pressure. In case of several user units, with pressure reducing
valves, the pressure of each user unit can be individually adjusted.
3 Mathematical Modeling of the Studied Valve
To model the studied valve, the following assumptions are
made in developing the nonlinear mathematical model:
 The hydraulic fluid is ideal, nonviscous, and incompressible.
This assumption is close to reality under most conditions.
 The hydraulic pump delivers a constant supply pressure, irre-
spective of the oil flow demand.
 The reservoir pressure is constant at atmospheric pressure.
Since gauge pressures are considered, then Pt ¼ 0.
 The flow rates through the throttling orifices of the valve are
of high Reynolds number.
These assumptions are general and they are commonly used in
almost all the available hydraulic literatures [1–17]. As the operating
conditions change within the hydraulic system components, nonli-
nearities of the metered flow rate occur due to the following factors:
— Pressure variations cause nonlinear velocity changes of the
fluid flow because of high bulk modulus of the oil, which
decreases during the valve operation.
— The geometry and discharge area of the valve restriction
usually change nonlinearly.
— During the transient mode of operation, the flow rates pass-
ing through the valve throttling areas are assumed of high
Reynolds number. The discharge coefficients of these throt-
tling areas change with the Reynolds number in a compli-
cated manner. According to the available hydraulic
researches knowledge obtained so far, this point is not
solved and this coefficient is often assumed constant inde-
pendent of the flow rate and the opening area [1–17].
2 
p 2
6 2 ðxo Þ
6   qffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffi
a1 ð xÞ ¼ 6 p
4 2
ðxo Þ2  x ðxo Þ2  ð xÞ  ðxo Þ2 arccos
2 xo
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The nonlinearity associated with the pressure variations is a
physical result described using the Bernoulli equation. The geom-
etry and varying discharge area of the metering restriction are sig-
nificant contributors to the characteristics of the flow rate. The
mathematical model describing the performance of the studied
valve is deduced considering the following two assumptions: the
pressure losses in the short pipe lines are neglected and the oil
temperature and viscosity are kept unchanged.
Considering the geometry of the studied valve shown in Fig. 2,
the resistance of its circuit, the variation of loads, and the flow
demands are represented in this work by two loading orifices and
a 2/2 directional control valve (DCV). The first loading orifice is
fitted at the studied valve inlet port of pressure Pc , while the sec-
ond loading orifice is fitted at the downstream control port of pres-
sure Pr , as shown in Figs. 1 and 2. The DCV and the first loading
orifice are used to introduce a sudden increase in the studied valve
inlet pressure Pc . The second loading orifice is used to build-up
the reducing pressure Pr in the downstream control port. Repre-
sentative models of the loading orifices and the DCV are deduced
on the basis of experimental measurements and used for theoreti-
cal investigations. The transient variation of the inlet pressure Pc ,
which is created in the first cavity of volume Vc , is obtained by
applying the continuity equation to this cavity. It is given by
dPc B
¼ ðQp  Qc  Qv  Qo Þ (1)
dt Vc
As indicated in this equation, the transient variation of the supply
pressure Pc is a nonlinear function of the flow rates entering or
leaving the first cavity of volume Vc . In the transient period, the
flow rates passing through the opening areas of the studied valve
restrictions are assumed to be turbulent of unknown Reynolds
number. So, the flow rate Qc passing through the first throttling
orifice area a1 ðxÞ is given by the following equation:
sffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffi
2
Qc ¼ Cdc a1 ð xÞ jðPc  Pr Þj signðPc  Pr Þ (2)
q
where Cdc and a1 ðxÞ are the discharge coefficient and the opening
area of the first throttling orifice, respectively. The discharge coef-
ficient Cdc is assumed constant independent of the flow rate Qc
and the opening area of the first throttling orifice a1 ðxÞ. As indi-
cated in Eq. (2), the transient variation in the pressures Pc and Pr
causes a variation of the flow rate Qc , resulting in a nonlinear
change in the velocity of the fluid flow. During the assembly of
the studied valve, it was found that the first throttling area a1 ðxÞ is
of a semicylindrical groove shape of diameter xo and a certain
depth, as shown in Fig. 3(a). The depth of this groove is long
enough such that it can be of negligible effect on the opening and
closing of the groove. From the same figure, it was also noted that
the control piston contains four grooves arranged around its cir-
cumference surface. This means that the geometry of this area
contains three parameters; diameter, depth, and number of
grooves. The numerical values of these constructional parameters
are obtained by direct measurements carried out on the control
piston. When the studied valve functions (i.e., the control piston
starts to displace a displacement x against the spring), this area
starts to decrease. Considering the geometry of the control piston
shown in Fig. 3(a) and as shown in Fig. 3(b), the first throttling
area a1 ðxÞ is given by [16,17]
3
if x  0 7
  7
x 7 (3)
5
if 0 < x  xo
MARCH 2016, Vol. 138 / 031001-3
 sffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffi
2
Qo ¼ Cdo Ao jðPc  Pt Þj sign ðPc  Pt Þ
q
pffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffi
¼ ko jðPc  Pt Þj sign ðPc  Pt Þ (5)

where Cdo and Ao are the discharge coefficient and area of the first
loading orifice, respectively. For precise modeling of the studied
valve loading, the value of the constant ko is evaluated experimen-
tally by measuring the pressure difference ðPc  Pt Þ and the corre-
sponding flow rate Qo (see Sec. 4). The transient variation of the
reducing pressure Pr , which is created in the control cavity of vol-
ume Vr , is obtained by applying the continuity equation to this
cavity. It is given by
dPr B
¼ ðQc  Qd  Qt  Qr Þ (6)
dt Vr
The flow rate Qd passing through the damping orifice is given by
sffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffi
2
Qd ¼ Cdd Ad jðPr  Pd Þj sign ðPr  Pd Þ (7)
q
where Cdd and Ad are the discharge coefficient and area of the damp-
ing orifice, respectively. This orifice is a fixed cross-sectional area
orifice and can be modeled as a short tube with a diameter dd and a
length Ld . In most applications and in our case, ðdd ðRe=Ld ÞÞ  50,
hence the discharge coefficient Cdd is given by [12–14]
1
Cdd ¼ rffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffi
64 Ld
2:28 þ
dd Re
The flow rate Qt flowing from the control cavity of volume Vr to
the tank through the second throttling orifice is given by
sffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffi
2
Qt ¼ Cdt a2 ð xÞ jðPr  Pt Þj sign ðPr  Pt Þ (8)
q
where Cdt and a2 ðxÞ are the discharge coefficient and area of the
second throttling orifice, respectively. The discharge coefficient
Cdt is assumed constant independent of the flow rate Qt and the
opening area of the second throttling orifice a2 ðxÞ. As indicated in
Eq. (8), the transient variation in the pressures Pr and Pt causes a
variation of the flow rate Qt , resulting in a nonlinear change in the
velocity of the fluid flow. Considering the geometry of the control
Fig. 3 Control piston motion

This area opens, or closes, just enough to admit the flow rate that
is drawn off by the user unit, without changing the reducing pres-
sure Pr . As indicated in Eq. (3), this area changes nonlinearly as a
function of the control piston displacement x. The transient varia-
tion of the restriction area of the DCV affects the studied valve
transient response. In the case of limited DCV spool displacement,
the DCV restriction area is too small, and the main source of
losses is the DCV spool restriction. The flow rate Qv passing
through the DCV is given by
sffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffi
2
Qv ¼ Cdv av ðxv Þ jðPc  Pt Þj sign ðPc  Pt Þ (4)
q

where Cdv and av ðxv Þ are the discharge coefficient and the opening
area of the DCV, respectively. For precise modeling of the studied
valve loading, the transient response of the DCV displacement xv
is measured and the results obtained are used to calculate the tran-
sient variation of its restriction area av ðxv Þ (see Sec. 4). This rela-
tion is introduced in the computer simulation program of the
studied valve through Eq. (4). The flow rate Qo flowing to the
tank through the first loading orifice is given by Fig. 4 Second throttling opening area a2 ðx Þ

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 piston, shown in Fig. 3(a), and as shown in Fig. 4, the second where b2 and Cc2 are the flow streamline inclination angle and
throttling area a2 ðxÞ is given by [16,17] contraction coefficient, respectively. The seat reaction force Fr is
introduced in the model by considering an equivalent stiffness of
  the seat material k and damping coefficient f representing the
0 if x  xo structural damping of the seat material. This force appears only
a2 ðxÞ ¼ (9)
p ds ðx  xo Þ if x > xo when the control piston comes in contact with the left seat and is
given by [17]
At rest, this area is totally closed while the area a1 ðxÞ is totally 2 3
open. When the control piston starts to displace against the spring, 0  if x > 0:001
due to the increase in the pressure Pr , the area a1 ðxÞ starts to Fr ¼ 4 dx 5 (16)
kxþf sign ð x  0:001Þ if x  0:001
decrease. If the pressure Pr increased further, the control piston dt
still moves further toward the spring. This causes the area a1 ðxÞ to
close and the second throttling orifice area a2 ðxÞ starts to open Equations (1)–(16) are the governing equations describing the
over ducts land to the tank as shown in Fig. 4. In this case, the transient behavior of the studied valve. The numerical values of
studied valve is functioning as a relief valve. The flow rate Qr , the studied valve constructional and operational parameters were
flowing to the tank through the second loading orifice, is given by obtained by direct measurements carried out on the valve ele-
sffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffi ments. In the steady-state mode of operation, the equations
2 describing the studied valve characteristics are obtained by equat-
Qr ¼ Cdr Ar jðPr  Pt Þj signðPr  Pt Þ ing the time derivatives in the above-mentioned equations to zero.
q
pffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffi The studied valve simulation in the steady-state and transient
¼ kr jðPr  Pt Þj signðPr  Pt Þ (10) modes of operation is carried out by solving the governing equa-
tions within the MATLAB-SIMULINK environment [18].
where Cdr and Ar are the discharge coefficient and area of the sec-
ond loading orifice, respectively. For precise modeling of the stud-
ied valve loading, the value of the constant kr is evaluated 4 Experimental Measurements of the Valve
experimentally by measuring the pressure difference ðPr  Pt Þ Performance
and the corresponding flow rate Qr for this orifice (see Sec. 4).
The experimental work aims to point out the peculiarities of the
The transient variation of the pressure Pd , which is created in the
function and operation of this class of valves in the steady-state
cavity of volume Vd , is obtained by applying the continuity equa-
and transient modes of operation and aims also at validating the
tion to this cavity. It is given by
simulation program in both modes. A simplified hydraulic circuit
  of the used test rig is shown in Fig. 5. The high-pressure inlet port
dPd B dx
¼ Qd  Ad (11) of the studied valve (9) is connected directly to the pump delivery,
dt ðVd þ Ad xÞ dt the DCV, and the first loading orifice. The pump exit line is
equipped with a safety valve (11). This valve is used to protect the
The piston is subjected to pressure, viscous friction, spring, jet
studied valve circuit against extraordinary loading conditions.
reaction, and seat reaction forces, as shown in Figs. 2, 3(b), and 4.
The preset pressure of this valve is higher than that of the studied
Its motion can be described by the following equation:
valve operating pressures to ensure that the studied valve will not
go out of operation during the experiments. The used DCV is con-
d2 x dx
mx þ fx þ kx ð x þ xoo Þ þ Fj1 þ Fr þ Fj2 ¼ Pd Ap (12) trolled by an AC solenoid. By communicating the electric power
dt2 dt to the DCV solenoid, the DCV rapidly closes and the pump flow
where mx and fx are the masses of the moving parts and the vis- rate is forced through the first loading orifice and the studied valve
cous damping factor, respectively. Referring to Fig. 3(b), the (9). During the steady-state measurements, the DCV is fully
inherent fluid accelerating property of the control piston opened closed. The variation of the inlet pressure Pc is adjusted using the
area a1 ðxÞ results in a jet force of [16,17]
Q2c
Fj ¼ q Vx (13)
að xÞ Vx
acting normal to the plane of fluid at the vena contracta area aðxÞ.
For the relatively small operating pressures and flow rates of the
studied valve, the transient flow forces are negligible in this study
[16,17]. By Newton’s third law, the jet force has an equal and
opposite reaction force which may be resolved into two components:
axial and lateral. The lateral component tends to push the control pis-
ton sideways against the valve wall and causes sticking. However, in
practice, it is compensated for by locating the valve ports symmetri-
cally around the piston. The axial component is not compensated for
and acts in a direction to keep the first throttling area a1 ðxÞ open. So,
the steady-state jet reaction force Fj1 is given by [16,17]
 
q cos b1
Fj1 ¼ Q2c (14)
Cc1 a1 ð xÞ
where b1 and Cc1 are the flow streamline inclination angle and
contraction coefficient, respectively. By the same way, the steady-
state jet reaction force Fj2 is given by

 
q cos b2
Fj2 ¼ Q2t (15)
Cc2 a2 ð xÞ
Fig. 5 Hydraulic circuit of the test stand

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 first loading orifice (12) and is indicated by a pressure sensor (13). for each opening position of the first loading orifice. Two different
The pressure sensor (16) indicates the reducing pressure Pr . Dur- positions of the first loading orifice are considered. Least-square
ing the transient measurements, the first loading orifice and the curve fittings are carried out to the measured values and two dif-
DCV are used to introduce a rapid change in the valve inlet pres- ferent values of the constant ko are obtained. These values are
sure Pc for different loading conditions. The rapid loading of the introduced in the computer simulation program of the studied
studied valve is carried out by rapid closure of the DCV. In this valve through Eq. (5). The value of the constant kr , presented in
case, the pump flow rate Qp is forced to pass to the studied valve Eq. (10), is evaluated experimentally by measuring the pressure
(9) and the first throttling orifice (12), as shown in Fig. 5. difference ðPr  Pt Þ and the corresponding flow rate Qr . A least-
For precise modeling of the studied valve loading, measure- square curve fitting is carried out to the measured values and the
ment of the steady-state relation Qv ðPc Þ of the DCV, when fully value of the constant kr is obtained. This value is introduced in the
open, is carried out. This experiment is performed to ensure that computer simulation program of the studied valve through
the discharge coefficient Cdv of the used DCV is in the acceptable Eq. (10).
range. The transient variation of the throttling area av ðxv Þ of the
DCV affects the studied valve transient response. In the case of
4.1 Measurement of the Valve Steady-State Characteristics.
limited DCV spool displacement, the DCV throttling area is too
The studied valve provides three-way pressure reducing functions
small and the main source of losses is the DCV spool restriction.
in the Pc , Pr , and T ports as shown in Figs. 1 and 2. During this
The transient response of the DCV displacement xv (t) is measured,
experiment, the DCV is widely open. To point out the peculiar-
and the results obtained are plotted in Fig. 6. The experimental
ities of the operation of the studied valve, the steady-state charac-
results of the transient response of the DCV displacement xv (t) are
teristics of the flow rate Qr flowing from the downstream control
used to calculate the transient variation of its throttling area
port to the tank through the second loading orifice and the flow
av ðxv Þ. The transient variation of this area is needed for the deter-
rate Qt flowing from the control cavity to the return port through
mination of its flow rate during the transient period. Therefore,
the second throttling orifice are carried out for different values of
the variation of the DCV throttling area av is calculated. The
the reducing pressure Pr . The steady-state variation of the reduc-
calculated results are used together with the measured transient
ing pressure Pr for different values of the valve inlet pressure Pc
displacement xv to calculate the transient variation of the DCV
is also carried out. During this experiment, remarkable steady-
throttling area av ðxv Þ, and the results obtained are plotted in
state pressure oscillations were observed. Therefore, the accumu-
Fig. 6. This time-dependent variation of the area av ðxv Þ is intro-
lator inlet shutoff valve (7) was opened so that the accumulator
duced in the computer simulation program of the studied valve
(6) suppresses these oscillations. The experimental determination
through Eq. (4). From this figure, it is clear that the DCV closure
of the variation of the reduced pressure Pr for different values of
period is within 8 ms.
the pressure Pc is measured at different values of the presetting of
The resistance of the hydraulic circuit and the variation of loads
the spring. The measured and the corresponding simulated results
are represented in this work by two loading orifices. The first load-
of Pr ðPc Þ characteristics are presented in Fig. 7. The experimental
ing orifice is fitted at the studied valve inlet port of pressure Pc ,
determination of the flow rate Qr is carried out for different values
while the second loading orifice is fitted at the valve downstream
of the pressure Pr , at various presetting of the spring. During this
control port of pressure Pr , as shown in Fig. 2. To introduce
experiment, the valve inlet pressure Pc is set at its maximum oper-
different loading conditions for the studied valve, both loading
ating value (Pc ¼ 60  105 Pa) using the first loading orifice. In
orifices should be of variable areas. During the transient response
this case, the variation of the reducing pressure Pr is controlled by
measurements, the DCV and the first loading orifice are used to
the variation of the opening position of the second loading orifice
introduce a sudden increase in the inlet pressure Pc , while the sec-
(14) and measured by a pressure sensor (16) as shown in Fig. 5.
ond loading orifice is used to build-up the reducing pressure Pr .
The flow rate Qr is measured by the flow meter (8). The measured
The position of this orifice is adjusted so that the build-up pressure
and the corresponding simulated results of Qr ðPr Þ characteristics
is made nearly equal to the maximum permissible pressure setting
are presented in Fig. 8. The same figure carries also the corre-
of the studied valve. The maximum value of this pressure that can
sponding simulated results. The experimental determination of the
be set is limited by the spring setting. During the steady-state
flow rate Qt is carried out for different values of the reducing pres-
characteristic measurements, the DCV is kept widely open and the
sure Pr , at various presetting of the spring. Results obtained are
variations of the pressures Pc and Pr are controlled using the first
presented in Fig. 9. The same figure carries also the corresponding
and the second loading orifices, respectively. For precise model-
simulated results. This experiment is performed by connecting the
ing of the studied valve loading, the value of the constant ko , pre-
pump exit line to the downstream control port and the DCV
sented in Eq. (5), is evaluated experimentally by measuring the
pressure difference ðPc  Pt Þ and the corresponding flow rate Qo

Fig. 7 Measured and simulated results of the Pr ðPc Þ character-

Fig. 6 Experimental results of the transient response of the istics of the studied valve at different values of the spring
DCV throttling opening area av ðxv Þ presetting

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 different presetting of the spring, for each position of the first
loading orifice, and the results obtained are plotted in Figs. 10–12.
The same figures carry also the corresponding simulated results
obtained from the proposed model.

5 Model Validation and Analysis of the Results

Fig. 8 Measured and simulated results of the Qr ðPr Þ character-
istics of the studied valve at different values of the spring
presetting
5.1 Steady-State Mode of Operation. The steady-state char-
acteristics of Pr ðPc Þ relation are measured and simulated at differ-
ent values of the presetting of the spring and the results obtained
are presented in Fig. 7. This figure shows good agreement
between the measured and simulated results. From this figure, it is
clear that the increase of the pressure Pc increases the pressure Pr
until it reaches the value needed to overcome the spring force.
Then, any excess flow flows to the tank to prevent any further
increase in the pressure Pr and to keep it constant.
The steady-state characteristics of the Qr ðPr Þ relation are meas-
ured and simulated for different values of the presetting of the
spring and the results obtained are presented in Fig. 8. This figure
shows good agreement between the measured and simulated
results. At the beginning, the valve is normally open (i.e., the first
throttling area a1 ðxÞ is fully open). So, the flow rate Qc or Qr has
a maximum value and decreases when the pressure Pr reaches the
value needed to overcome the spring force, which is clearly indi-
cated in Fig. 8. The steady-state characteristics of the Qt ðPr Þ rela-
tion are measured and simulated for different values of the
presetting of the spring and the results obtained are presented in
Fig. 9. This figure shows good agreement between the measured

Fig. 9 Measured and simulated results of the Qt (Pr ) character-

istics of the studied valve at different values of the spring
presetting

should be closed. In this case, the pressure Pr is controlled by the

second loading orifice and indicated by a pressure sensor (16).
During this experiment, the return pressure Pt was found to attain
values that cannot be neglected compared with the pressure Pr .
This is due to the appreciable discharges passing through the
return line resistances. This pressure was indicated by a pressure
sensor (15).

4.2 Measurement of the Valve Transient Response. The

experimental determination of the transient response of the stud-
ied valve is carried out by measuring the operating pressures Pc
and Pr . These pressures are measured using two pressure sensors
(13) and (16), as shown in Fig. 5. The transient responses of the
pressures Pc and Pr due to sudden closure of the DCV are carried
out for different values of the spring presetting. The test rig is
arranged such that the communication of the electric current to
the DCV solenoid triggers the data-acquisition system and the
picking-up of the transient variation of the above-mentioned pres-
sures starts. When energizing the electronic solenoid, the DCV
closes rapidly and part of the pump flow rate is forced to pass to
the tank through the first loading orifice. The other part is forced
to pass to the downstream control port through the first throttling
orifice area a1 ðxÞ. The accumulator inlet shutoff valve (7) was Fig. 10 Measured and simulated results of the transient
closed during this experiment. To introduce different loading con- response of the studied valve for approximately one turn set-
ditions for the studied valve, two different positions of the first ting of the spring at different positions of the first loading
loading orifice are considered. Measurements are carried out for orifice

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 Fig. 11 Measured and simulated results of the transient
response of the studied valve for approximately two turns set-
ting of the spring at different positions of the first loading
orifice
and simulated results. From this figure, it is clear that the studied
valve acts as a relief valve and presents considerable over-ride
pressure. This is attributed to the small spring stiffness kx and rela-
tively large inertia of the moving masses mx . Figures 7–9 show
that the simulated results and the corresponding measured ones
are in a good agreement during the whole operating pressure
ranges, which ensures the validity of the proposed model in the
steady-state mode of operation.
5.2 Transient Mode of Operation. The transient response of
the studied valve operating pressures Pc and Pr , due to sudden
closure of the DCV, is measured and simulated. Two different
loading conditions for the studied valve are carried out for
each spring presetting and the results obtained are plotted in
Figs. 10–12. The study of these figures shows that the valve tran-
sient response presents a settling time within 2.5 s. This time is
relatively long due to the relatively large inertia of the moving
masses mx and relatively small spring stiffness kx . It is also clear
from these figures that a maximum overshoot of about 50%
appears for the different valve settings. The variation of the pres-
sures Pc and Pr in these figures is explained by the following.
When the DCV is switched off, part of the pump flow rate is
forced to pass to the tank through the first loading orifice. This
loading orifice increases the valve inlet pressure Pc . The other
part is forced into the control cavity through the first throttling
area a1 ðxÞ. The increase in the pressure Pc increases the pressure
Pr . When the pressure Pr reaches the value needed to overcome
the spring force, the control piston starts to displace a displace-
ment x against the spring. During this time, the motion of the
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Fig. 12 Measured and simulated results of the transient
response of the studied valve for approximately four turns set-
ting of the spring at different positions of the first loading
orifice
control piston leads to rapid expansion of the oil in the damping
cavity of volume Vd . This causes the pressure Pc to increase and
the pressure Pr to decrease as shown in Figs. 10–12. In this case,
the first throttling area a1 ðxÞ opens, or closes, just enough to admit
the flow rate that is drawn off by the user unit, without increasing
the reducing pressure Pr . Due to continuous displacement of the
control piston, the first throttling area a1 ðxÞ closes and the second
throttling area a2 ðxÞ opens. Then, sufficient fluid flows to the tank
via the second throttling area a2 ðxÞ to prevent any further rise in
the reducing pressure Pr . During the simulation process, it was
found that the geometrical dimensions of the first throttling orifice
area a1 ðxÞ are the main design parameters that have great effect
on the studied valve, steady-state and transient performance. The
study of Figs. 10–12 shows that the reducing pressure Pr is kept
virtually constant even though the valve inlet pressure Pc fluctu-
ates. From these figures, it is clear that the experimental results
show remarkable transient and steady-state pressure pulsations.
These pulsations do not appear clearly in the simulation results.
This can be attributed to the fact that the pressure losses in the
short pipe lines are neglected. The examination of Figs. 10–12
shows that the measured and simulated results are in good agree-
ment from the point of view of the general shape of the response.
However, at high frequency, the model does not precisely repre-
sent the valve transient response. This can be attributed to two
main facts. The first fact is that the pressure variations cause non-
linear velocity changes of the fluid flow because of the high bulk
modulus of the oil, which decreases during the valve operation. In
general, hydraulic oils are of very low compressibility. Therefore,
oils are usually assumed incompressible. The oil compressibility
Transactions of the ASME
 (i.e., bulk modulus) is defined as the ability of fluid to change its would be redesigned to improve the studied valve performance
volume when the pressure varies and has a direct impact on the may be a subject of further research.
transient behavior of the hydraulic system. The bulk modulus of Generally, this study showed that the working pressures varia-
the hydraulic oil is affected only by the oil pressure, in case the tions are too sensitive to any variation of flow rates. This is due to
temperature and viscosity of the oil are kept unchanged. However, the fact that the working pressures variations cause nonlinear ve-
the bulk modulus is usually assumed constant when working at locity variations of the fluid flow through the hydraulic component
the ordinary pressure range. Usually, the hydraulic oil includes restrictions. Consequently, it is highly recommended to validate
bubbles, air, or vapor. The bulk modulus of this mixture decreases the simulation results of the transient traces of the component
when the pressure increases, while actually it has a high value in working pressures variations. This makes the proposed mathemat-
the model. Mathematically, this mixture is difficult to model. The ical model of the hydraulic component more trustworthy.
second fact is that the discharge coefficients of the valve throttling
areas a1 ðxÞ and a2 ðxÞ are assumed constant independent of the Nomenclature
flow rates, Reynolds numbers, and dimensions of their areas. In
the transient period, these coefficients do not remain constant and Ad ¼ area of the damping orifice
usually change nonlinearly with the unknown Reynolds number. Ao ¼ area of the first loading orifice
These are the main reasons why the proposed model does not pre- Ap ¼ guide rod area subjected to pressure Pd
cisely represent the valve transient response at high frequency, as Ar ¼ area of the second loading orifice
shown in Figs. 10–12. av ðxv Þ ¼ DCV throttling opening area
Considering these factors, the obtained simulated results and a1 ðxÞ ¼ first throttling opening area
the corresponding measured ones are in a good agreement during a2 ðxÞ ¼ second throttling opening area
the whole operating pressure ranges, which ensures the validity of B¼ bulk modulus
the proposed model in the transient mode of operation. Cdc and Cdv ¼ discharge coefficients
From the discussion above, when studying the transient Cdo and Cdd ¼ discharge coefficients
response of the hydraulic system components, such as the studied Cdt and Cdr ¼ discharge coefficients
valve, it is clear that the working pressure variations, which are Cc1 and Cc2 ¼ contraction coefficients
created during the valve functioning, cause nonlinear velocity var- dd ¼ damping orifice diameter
iations of the fluid flow through the studied valve restrictions. dr ¼ small-side diameter of the control piston
This means that the flow rates are too sensitive to any variation of ds ¼ large-side diameter of the control piston
the working pressures. As a result, it is highly recommended to f¼ equivalent damping coefficient of the seat material
validate the predicted results of the working pressures transient fx ¼ damping coefficient
variations. This is the reason why the proposed mathematical Fj ¼ jet reaction force
model of the studied valve is more trustworthy. Fr ¼ seat reaction force
Fj1 ¼ axial component of the jet reaction force
Fj2 ¼ axial component of the jet reaction force
6 Conclusions k¼ equivalent stiffness of the seat material
The steady-state and transient characteristics of a three-way kx ¼ spring stiffness
pressure reducing valve are investigated theoretically and experi- Ld ¼ the damping orifice length
mentally. A comprehensive nonlinear mathematical model of the mx ¼ reduced mass of the piston moving parts
studied valve is deduced to predict the performance of the studied Pc ¼ pressure in the inlet cavity of volume Vc
valve in the steady-state and transient modes of operation. The Pd ¼ pressure in the cavity of volume Vd
developed model, which takes into consideration most nonlinear- Pr ¼ pressure in the control cavity of volume Vr
ities of the studied valve, is used to develop a computer simulation Pt ¼ pressure in the return line
program. The nonlinearities have been considered via the use of Qc ¼ flow rate via the first throttling orifice
appropriate SIMULINK blocks. The steady-state and transient char- Qd ¼ flow rate via the damping orifice
acteristics of the studied valve are simulated using this program. Qo ¼ flow rate via the first loading orifice
The experimental work aimed at validating the studied valve pro- Qp ¼ pump flow rate
posed model and the simulation program. The results showed Qr ¼ flow rate via the second loading orifice
good agreement between simulation and experimental results in Qt ¼ flow rate via the second throttling orifice
the steady-state and transient modes of operation. The analysis of Qv ¼ flow rate via the DCV opening area
the simulation results showed that, when studying the perform- Re ¼ Reynolds number
ance of the hydraulic control valves, nonlinearity occurs due to t¼ time
the transient change in the valve operating pressures and the Vc ¼ volume of the inlet cavity
change in the throttling areas of the valve restrictions and their Vd ¼ volume of the guide rod cavity
discharge coefficients. The transient change in the valve operating Vr ¼ volume of the control cavity
pressures causes nonlinear velocity changes of the fluid flow due Vx ¼ volume of fluid flow
to the high bulk modulus, which decreases during the valve opera- x¼ piston displacement
tion. The throttling areas of the valve restrictions usually have xo ¼ radius of the semicylindrical groove
nonlinear mathematical formulas. The discharge coefficients of xoo ¼ presetting of the spring
these areas are assumed constant independent of flow rates and xv ¼ DCV spool displacement
opening areas. They change in a complicated manner with the b1 ¼ flow streamline inclination angle
flow rates, Reynolds numbers, and the dimensions of the throttling b2 ¼ flow streamline inclination angle
areas. It was also found that the geometry of the throttling orifice, q¼ oil density
which connects the valve inlet port to the downstream port, plays
an important role in the studied valve steady-state and transient
performance. This result implies the need for further investigation References
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