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Power Management in Open Circuit Hydraulic Systems

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 POWER MANAGEMENT IN OPEN
CIRCUIT HYDRAULIC SYSTEMS

Henrik C. PEDERSEN 1 , Torben O. ANDERSEN2 and Michael R. HANSEN 3

Aalborg University
1,2
Institute of Energy Technology
3
Institute of Mechanical Engineering
Pontoppidanstraede 101
DK-9220 Aalborg East, Denmark
Email: hcp@iet.aau.dk

Advances in electronics, microcontrollers and sensors have in the last decade lead to increased functionality in
hydraulic systems, where tendency today is towards replacing traditionally hydro-mechanically actuated or controlled
components with components being electrically controllable. This has not only brought with it new features and
functionality, but also new possibilities with regard to system utilisation and efficiency.
The focus of the current paper is therefore on the control of and power management in an open circuit hydraulic
system, when utilising the possibilities arising from being able to control both pump, valves and engine electronically.
This is done when also taking into account functionality as prioritised flow sharing and anti-stall of the diesel engine.
The paper first presents a model of a simple hydraulic system being driven by a diesel engine. Based on the model an
algorithm is presented for controlling the system in the most energy efficient way, when also considering the dynamics
of both the hydraulic system and the engine and also incorporating the prioritised flow sharing and anti-stall
functionality. Finally simulation results are presented showing the feasibility of the algorithm along with a discussion
of the algorithm.

Keywords: Electronic Load Sensing, Power Management, Optimisation, Dynamic Model

1 INTRODUCTION

The increasing focus on energy consumption, heat generation and better system utilisation have
today made hydraulic load sensing (LS) systems the standard on most medium and high-end mobile
hydraulic machinery, due to the energy saving capabilities that these systems possess over other
available open circuit systems. With the increased usage of electronically controllable components
and sensors installed in mobile hydraulic applications the door is however opened for Electronic
Load Sensing (ELS) systems, which have long been considered the next step in obtaining a better
system utilisation and system efficiency. Electronic load sensing is in this regard not a new concept,
but has been the subject of several research projects throughout the last two decades. As LS- and
ELS-systems are prone to instability if designed incorrectly, most of the research done in this area
have, however, primarily concentrated on designing pump controllers to show the feasibility of the
ELS-concept and ensure stable and proper dynamic performance, see e.g. Langen (1986), Lantto
(1994), Esders (1995) and Tewes and Harms (1996) or Pedersen et al. (2004) for an overview. As
oppose to this, very little attention has been given to the new possibilities arising from being able to
control the components electronically and having access to system information in the form of e.g.
load and engine information. The contributions in this area include Backé and Fiegel (1990) how
generally discuss the possibilities arising in ELS-systems, whereas Backé and Zähe (1991)

1
PhD candidate, Ass. Prof, M.Sc.
2
Supervisor, Prof., Ph.D., M.Sc.
3
Asc. Prof., Ph.D., M.Sc.
addressed the possibility of decreasing the standby pressure for low load pressures, showing that
this did not degrade performance significantly. Similarly Zähe (1993) and Weishaupt and Völker
(1995) have addressed electronically controllable pumps in relation to secondary controlled systems
and flow-summation systems, but again this is limited to considering the possibilities arising from
being able to control the pump electronically and not the complete system.

As oppose to open circuit hydraulic systems, optimised efficiency control have already been
considered in relation to hydrostatic transmission, see e.g. Ossyra (2004), Chrostowski and
Sradmski (2003) and Surampudi (2002), where the first consider an online optimisation approach
for controlling the driveline, whereas the two latter approaches are based on off-line optimisation of
the operating settings. Common for the approaches are that they are based on steady state
characteristics of the systems considered and generate set point values for the operation of the
system, whereas they do not consider the dynamic operation of the system. Only Ossyra (2004)
address this point by noting that separate control laws are used in the transient periods. Compared to
hydrostatic transmissions open circuit systems however imposes a number of different problems,
due to the circumstance that the consumers are typically valve operated, the working conditions are
more randomised and multiple consumers may be operated at the same time. This may not only call
for a prioritising between the different consumers, but also requires considerations to how the
different consumers may be switched in to avoid saturation the system which again requires
considerations to whether the system, i.e. pump is operated as pressure, flow or power controlled.
The objective of the current paper is therefore control of and power management in mobile open
circuit hydraulic systems when utilising the information that is available from the system in form of
systems pressures, flow requirements to the consumers, engine speed etc. This is done by presenting
a general optimisation scheme intended for online usage, which enables the system to run in the
most power efficient mode, when also taking into account the dynamics of the system being
controlled and incorporating prioritised flow-sharing and anti-stall functionality in the algorithm.

The paper is organised in the following sections. Section two presents a model of the system
considered, consisting of the diesel engine, hydraulic- and mechanical system. Based on this model
the developed power management algorithm is presented in section three and simulation results
utilising the algorithm are presented in section four. Finally section five gives a discussion of the
algorithms and its advantages and limitations.

2 MODELLING THE SYSTEM

As basis for testing the power management algorithm, a simplified model of the front shovel system
of a Case 580 SLE backhoe loader is considered. This system consists of a mechanical system in
form of the shovel itself, the diesel engine and the hydraulic actuators, valves and pump. A sketch
with the components in the system is shown in Fig. 1. The pump in the system has been replaced
with a modified Sauer-Danfoss Series 45 H-frame pump, as described below.

In the following, models of the different parts of the systems are presented. It should in this regard
be noted that the models are simple input-output characteristic models of the system that do not
consider the internal dynamics of the components, but only describe the overall dynamic behaviour
of the system, which is sufficient for the explanation and testing of the algorithm.
 Fig. 1: Diagram of the hydraulic system considered. The upper left corner shows the placement of
the different cylinders on the mechanical system.

Figure 2 gives an overview of how the components interact with each other and the controller.
Notice that this is not a complete representation of the system, but merely an overview, showing the
information and variables in the system.

Fig. 2: Overview of the how the system and controller is considered in the simulation. In the model,
the proportional valves are considered ideal flow control valves, cf. below.

2.1 Diesel Engine Model

The diesel engine is, in the original system, mechanically actuated. For the system considered this
have however been modified so the engine speed is electronically controllable and a PI-controller is
implemented to control the engine speed. The dynamics of the diesel engine is dominated by the
inertia in the engine and the engine is therefore represented as a simple first order system as shown
in Fig. 3, where the dynamics from the fuel mass flow to the developed torque is neglected, but
limited by a torque limitation curve for the engine. This is a simplified model, but experimental
results have shown that this is a reasonable approximation.
 Tload

ω ref Kp,eng - ω 1/B eng ω

+ Kp,eng + T s +
- i,eng τeng s+1
Engine (PI) Torque limit Engine
controller dynamics

Fig. 3: Simple model of the diesel engine. The dynamics of this is represented by the first order
system, where the coefficients have been determined from experimental measurements.

As a further simplification the diesel engines fuel consumption is not considered dynamically, but
only statically, based on tabular values for the fuel consumption, i.e. variations in fuel consumption
due to the dynamics within the engine is not considered. Instead fast variations in the engine speed
are penalized in the control algorithm, hereby getting the system to operate in a semi-static way.
The way the engine speed is controlled is discussed in section three, where the control law is
described.

2.2 Modelling the Hydraulic System

The hydraulic system consists of the pump, hoses, valves and cylinders, as shown in Fig. 1. The
pressure relief valve is in this regard neglected, but included in the simulation model in form of a
pressure limitation.
x
Ar pr
Piston side chamber pp Fcyl

Rod side
Qp Ap Qr chamber

Fig. 4: Illustration of a cylinder with the notation used.

Considering first the cylinders then these are pairwise parallel connected, why each pair is modelled
as one cylinder. The pressure build up in the cylinder chambers are expressed by the continuity
equation, which in the Laplace domain yields:

β β
p p ,i = (Q − A p ,i x i s ) ∧ p r ,i = (A x i s − Qr , i ) (1)
V p ,i , 0 + A p ,i x i Vr ,i , 0 − Ar ,i xi
p ,i r ,i

Where the notation refers to the notation used in Fig. 1. The subscript i, denotes the i’th cylinder
and subscript 0 indicate the initial or default position, which is equal to xi=0. The hoses connected
to the two cylinder chambers are considered lumped volumes included in the initial volumes in the
cylinder. The hose between the pump and the proportional valve group is modelled in a similar way
as:

β ⎛ 3
⎞
ps = ⎜ Qs − ∑ Qvalve,i ⎟ (2)
Vhose ⎝ i =1 ⎠

Where the summation term accounts for the flow to the proportional valves. Returning to the
cylinder model the force developed by the i’th cylinder is modelled as:

Fcyl ,i = p p ,i A p ,i − p r ,i Ar ,i − Fc ( x ) − Bc x (3)
Where friction in the cylinder is modelled as a combination of Coulomb and viscous friction.

Continuing with the valves, these are Sauer-Danfoss PVG 32 proportional valves, which are all
pressure compensated, why they approximately work as ideal flow control valves with a fixed
pressure drop over the main spool. A simple model for the spool dynamics combined with the
orifice equation is therefore a sufficient approximation for the valve behaviour. The valves are all
electrically actuated, which means that they are supplied with a PVE-module that actuates the main
spool in the valve. This has an approximate bandwidth of 8 [Hz] for small signal variations, why the
spool dynamics is approximated by a critically damped second order system with an eigenfrequency
of 45 [rad/s], combined with a slew rate limitation to account for large signal variations:

ω n2
x spool ,i = x ref ,i (4)
s 2 + 2ξω s + ω n2

Where xref is the reference main spool position. The slew rate limitations are set to +0.05 [m/s]
(opening valve) and -0.08 [m/s] (closing valve), based on data sheet values for the used PVE-
modules. Hereby the forward flow through the i’th proportional valve is simply described by the
orifice equation as:

2
Qi = C d A( x spool ,i ) Δp = c v A( x spool ,i ) (5)
ρ

Where Δp is the pressure drop over the main spool, i.e. a constant as long as the system pressure is
more than Δp higher than the load pressure. Similarly for the return side where, however, the
pressure drop is modelled as the pressure difference between the pressure in the connected cylinder
chamber and tank pressure.

Finally the hydraulic system consists of a Series 45 pump from Sauer-Danfoss, which has been
modified, so the pump pressure is electronically controllable. The diagram for this pump was shown
to the lower left in Fig. 1. The modifications made to the pump are described in Pedersen et al.
(2005), where also a complete model of the pump is presented. The model for this pump is rather
complicated and therefore not used when considering the power management algorithm described
in the next section. Instead the pump dynamics from a given flow reference to the actual flow from
the pump is simply considered described by a first order system as:

1
Qs = Qs ,ref (6)
τ pump s + 1

Although an approximation this is assumed sufficiently accurate to describe the pump dynamics
wrt. flow, when considering that the flow control is designed as an internal loop for the pump, i.e. it
is sufficient when considered in relation to the bandwidth of the pressure control of the pump, cf.
Pedersen et al. (2005). In the power management algorithm the dynamics related to the pressure
build up however needs to be considered, why the pressure control is considered in relation to the
power management algorithm. For simulation purposes, the complete model as presented in
Pedersen et al. (2005) is, however, used.
2.3 Modelling the Mechanical System and Load
Finally there is the mechanical system, which constitutes the load on the hydraulic systems. This
consists of the bucket, loader arm, 4-in-1 bucket cylinders and possible load in the bucket. In itselft
the mechanical system is a rather complex structure, for the testing of the power management
algorithm this is however simply modelled in terms of equivalent masses on acting on the cylinders.
Although this is a relative rough simplification it is however, sufficient to show the validity of the
algorithm and how the reference signals vary. Hereby the model is complete and in the next section
the power management algorithm is presented.

3 CONTROLLING AND PRIORITISING POWER IN THE SYSTEM

In the above section a simple model of the hydraulic system were presented, which will be the basis
for considerations made in regard to the presented power management algorithm. As for the
algorithm considered by Ossyra (2004), this algorithm is also based steady state considerations with
some minor modifications to account for the dynamics of the system. It should in this regard be
noted that the algorithm do not alter the internal controllers in the components in the system, but
acts as an overall control structure that generates the set point values for the different components.
The parameters that may be controlled in the system are hence constrained by the reference values
for the different components, which are the engine speed, LS-pressure of the pump and input signal
to the valves, as illustrated in Fig. 2. The input signals to the valves are in this regard related to a
required flow from the valves. The information available to the power management algorithm is on
the other hand actual engine speed, load pressures, system pressure and reference flow from the
valves, as also illustrated in Fig. 2.

Based on the above described inputs and outputs the power management algorithm is now
formulated. The objective of the power management algorithm is to minimise the instantaneous
power required at the engine to perform the given operation, when also accounting for possible
limitations in the system, such as flow, pressure or power saturation. The algorithm is therefore
formulated as an online optimisation problem, with the objective being to minimise the power
produced by the engine. This is described in terms of the following optimisation problem:

pn
ω ⋅ Teng ⎛ ⎞ ⎛ Δω ref ⎞
minimise O(ω , p LS , x ref ) = ⎜1 + Qreq − Qdel ⎟ ⎜⎜1 + ⎟⎟
η (ω , Teng ) ⎜⎝
(7)
⎟ ω
Qreq ⎠ ⎝ ⎠

Subject to the following constraints:

ω − ω min ≥ 0 (8)
ω max − ω ≥ 0 (9)

αD p ω − k l p s − Qc − ∑ pf i Qreq ,i (x ref ,i ) ≥ 0
n


 

(10)
i =1
Q pump

Tavl − Teng ≥ 0 (11)

Pavl − Peng ≥ 0 (12)
p LS − p load − p sp ≥ 0 (13)
Where O(ω, pLS, xref) is the objective function to minimise, which is an expression for the
instantaneous power drawn at the diesel engine multiplied with an exterior penalty term that sets in
if the flow is downscaled. The latter parenthesis is a penalty term, which punishes any large
increase in required engine speed, whereas a decrease is considered having a positive effect, i.e. for
negative Δωref. This effect is however limited so Δωref/ω<-0.5 do not have any further effect. η(ω,
Teng) accounts for the engine efficiency as a function of the engine speed and required engine
torque. pload is the highest load pressure for each of the operated consumers. The required engine
torque is in this regard modelled as the torque required to drive the pump and a possible external
torque load on the engine from e.g. the hydrostatic transmission system as:

Teng = αD p p s + B p ω + Tc , p + Text
 
(14)
T pump

Although a relative simple approximation for the torque losses in the system, this is considered
sufficient for describing the main torque requiring factors in the system. The constraints on the
operational parameters on the other hand ensure that the system does not saturate, where Eq. (10) is
the prioritised flow sharing part. Equation (11) is ensuring that the system do not require more
torque from the engine than what it is capable of delivering. Equation (12) is the corresponding
power limitation and Eq. (13) the pressure requirement scheme. As neither the power of the system
nor the required engine torque are directly controllable variables, the way these saturation handling
terms are taken into account is through the priority factors on the different consumer flow
requirements, i.e. pfi in Eq. (10), where the flow requirements for one or more consumers are
downscaled. This is done according to the following scheme, where the relative importance of the
different consumers are described in terms of a priority matrix W. The priority matrix is in this
regard defined as a measure for how important the different consumers in the system are relative to
each other, as shown for the priority matrix of the backhoe loader given in Tab. 1. The priority
matrix is here defined so an entry of 1 means that the row entry is almost unimportant relative to the
top entry, i.e. the top entry is given full priority, whereas an entry of 5 means that the row entry is
prioritized fully over the top entry. An entry of 3, means that the row and top entry are equally
prioritised.
Table 1: Example of priority matrix for the backhoe loader. The right column contains the initial priority factors as
given by Eq. (16). The shaded cells are generated based on unshaded cells as: cji = 6-cij.
Loader Bucket Open-bucket cp (df=2)
Loader 3 5 5 0.63
Bucket 1 3 4 0.24
Open-bucket (4-in-1) 1 2 3 0.13

Based on the priority matrix an initial priority factor (included in the right column), for each of the
i’th consumers are generated according to the following relation:

−1
⎛ ∑n Wij
df
⎛ n ⎛ df
⎞
⎞ ⎜ ⎜ ∑ j =1 Wij ⎞
n
⎜ ⎟ ⎟ ⎟
⎜∑⎜ n
j =1
cpi = ⎜ n ⎟⎟ ⎟⎟ ⎟ (15)
⎜ ∑ ∑ Wij ⎜ i =1 ⎜⎝ ∑i =1 ∑ j =1 Wij
n n

⎝ ⎠ ⎠ ⎟
i =1 j =1
⎝ ⎠

Where df controls the distribution between the different priorities, i.e. the higher df, the more biased
the priority scheme. If saturation occurs in the system the priority factors pfi are found in the
optimisation so that pfi =k⋅cpi for pfi∈ [0;1], where k is a constant that is determined so that the
equality sign holds for exactly one of the constraints given by Equations (10)-(12). I.e. k is
determined from the optimisation so the flow requirements of the consumers are downscale to a
value where the each of the above constraints hold. A possible pressure saturation is handled in a
similar way, i.e. if pload becomes too high. Here the priority factor, fpi, is simply set to zero for the
consumers with load pressures higher than the allowed limit, i.e. for consumers that make the
system violate the constraint given by Eq. (13).

By controlling both the flow requirement and the set LS-pressure, the power and torque requirement
in the system is also indirectly controlled. It should in this regard be noted that the LS-pressure is
indirectly determined by the highest load pressure in the system. If the system comes into saturation
the power management algorithm may however downscale the flow requirement to the highest
loaded consumer to zero, whereby the load pressure will decrease to the second highest load
pressure. What remain to be addressed in the power management algorithm is therefore only the
dynamic properties of the system, which are also indirectly handled through the above objective
function. The way this is done is through the optimisation setting itself, where the new reference
point values are generated based on the instantaneous settings of the system. By incorporating the
constraints for the instantaneous operation conditions, the reference point values for both the control
valve settings and for the LS-pressure are, however, generated so the dynamics of the diesel engine
is accounted for. What remains to be considered for the above algorithm is therefore only the
optimisation algorithm.

3.1 Optimisation Algorithm

The requirement for the optimisation algorithm is that it should be robust, but at the same time be
efficient algorithm, and for this here purpose the complex algorithm therefore used in the modified
form, as presented by Jansson et al. (1994). Although not the most efficient, it does have the
advantage that it is a direct search algorithm, why no derivative information is required, which may
be beneficial for cases where more accurate (non-continuous) models or tabular values are used in
the objective function. Furthermore the algorithm is relative robust and has proven successful in
optimisation of a number of similar problems. The drawback with the relative inefficiency of this
algorithm as compared to e.g. derivative based method should in this regard also been seen in
relation to the relative low computational burden associated with computing the objective function,
why the efficiency of the algorithm is not considered a problem.

4 SIMULATION RESULTS

Based on the above presented model of the system and the described power management algorithm,
simulation results are presented in the following for what represents a truck loading situations. The
loading operation consists of driving forward with the backhoe loader into a pile of soil hereby
filling the bucket, lifting it to the top position where it is unloaded and then starting the return
process to the ground again. As the lowering of the loader cylinder takes 18 second only the first
seconds of this process is shown. The cylinders movement for this operation is shown in Fig. 5. The
external torque required is simply included as an extra load on the diesel engine in part of the duty
cycle, cf. the figure.
 Fig. 5: The simulated duty cycle.

Fig. 6: Simulation results showing the engine speed, system pressure and relative pump
displacement.
Considering the results of the simulation it may be seen that the algorithm performs as anticipated,
where it controls not only engine speed but also the system pressure and consumer flow
requirements. Considering first the engine speed, which also relate to the relative displacement of
the pump it is seen that this changes in steps, whereas the pump controller adjust to many of the
minor variations, which is also the desired type of operation. Considering the set pressure it is also
seen that this adjust accoring to the highest load pressure of the consumers operated, which should
also be the case according to the constraint given by Eq. (14). In periods, the simulated pump
pressure however deviate from the desired pressure. This is e.g. the case in the period from 17-18
seconds, where the simulated system pressure several times changes from the reference value, due
to changes in variation in flow required from the consumers, which the pump is not fast enough to
compensate for and neither is the engine. This is hence not a problem with the algorithm, but
physical limitations in the system, particularly the pump dynamics and the controller designed for
the pump. Hence with the above results the algorithm does work as expected.

5 POSSIBILITIES AND LIMITATIONS IN THE ALGORITHM

In the above sections both the power management algorithm and simulation results have been
presented, which show that the algorithm is capable of controlling the system so the power
requirement is minimised. The objective of the algorithm is to continuously minimise the power
consumption in the system by controlling engine speed according to the optimal operating point and
at the same time control the pump LS-pressure and proportional valve settings to handle possible
saturation problems in the system, which alternatively could lead to the engine stalling. The main
advantage of this algorithm is that it incorporates these features in the same algorithm and that the
algorithm is applicable to most, if not all, open circuit systems, as it only requires limited system
information and it works in combination with the internal controllers in the components in the
systems. Adding hereto is the energy saving potentials, as compared to e.g. a system with an engine
running at a constant rpm, which is the background for the algorithm. In its present form there are,
however, also a number of unaddressed limitations that may improve the algorithm further if
considered. In the form presented, the algorithm only addresses a one pump solution, whereas many
systems incorporate multiple pumps. Similarly the algorithm does not take into account the
possibility of utilising pump flow control of the highest loader consumer, which from an energy
point of view would be an obvious next step, as it could bring down power waste by reducing the
throttling losses in the control valve. Similarly the possibilities of utilising the algorithm in systems
with regenerative properties have either not been considered. Finally there are the considerations
towards the dynamic properties of the system, where in the present form the algorithm may be
considered a reference value generator that do not necessarily utilise the full dynamic capabilities of
a given system, as reference values for the pump pressure setting and proportional valve settings are
generated based on the instantaneous power available from the diesel engine. Combining the pump
pressure control with the power management algorithm would for instance bring new possibilities
for controlling the pump and system more efficiently and/or with better dynamic performance. It
could for instance be utilised that the flow requirements of the different consumers in the system are
known, which could be obvious to include in a feed forward term when making a pressure control
of the pump - an option which is not a direct possibility when the pump is considered a pressure
control pump, which is the fundamental aspect of a LS-system. Addressing these possibilities will
therefore be a next step for improving the algorithm. The algorithm may therefore be seen as a first
step in utilising the possibilities arising from being able to control both engine, pump and valves
electronically.
6 CONCLUSION

The focus of this paper has been power management in open circuit mobile hydraulic applications,
where, based on a simplified model of a hydraulic system, a general algorithm for power
management of a single pump ELS-system was presented. The algorithm presented is based on an
optimization approach, where the objective function was formulated to minimize the power
requirement in the system, when also taking into account the possibility for flow saturation, torque-
and power limitations in the system. Based on the presented model of the hydraulic system and the
developed algorithm, simulation results were presented that showed the validity of the algorithm.
From these results it was found that the system behaves satisfactory and that the presented power
management algorithm ensures that the diesel engine does not stall. Similarly the algorithm ensures
that flow to the different consumers are prioritised. Finally a discussion was presented, where the
possibilities and drawbacks of the algorithm were addressed, along with considerations for how the
algorithm may be improved. An area for further investigation would in this regard be the benefits
that could arise if merging part of the internal pump pressure control or part hereof with the power
management algorithm to e.g. account for variations in the flow requirement from the consumers.

7 LIST OF NOTATIONS
Bp B Viscous friction in the pump Nm/rad
Dp Pump displacement m3/rad
O(ω,pLS,xref) Objective function to minimise -
pn Penalty power when downscaling flow, a value of ten is used -
Pavl Available engine power W
Peng The engine power W
pload The highest load pressure of the operated cylinders Pa
pLS The LS-pressure setting of the pump Pa
pS The supply (pump) pressure Pa
psp The standby pressure Pa
pf,i Priority factor of i’th consumer -
Qc Pump control flow (for electro-hydraulic actuation module) m3/s
Qdel Sum of flow delivered to the consumers m3/s
Qreq Sum of the required flow to the consumers m3/s
Qreq,i Required flow to the i’th consumer m3/s
Tavl The available torque (from the engine) Nm
Tc,p Coulomb friction in the pump Nm
Teng The engine torque Nm
Text Torque requirement from external components e.g. transmission Nm
xref The reference signals to the proportional valves. m
α Relative pump displacement -
η(ω, Teng) The engine efficiency -
Δωref The change in engine reference speed Rad/s
ω The engine speed Rad/s
ωmin,ωmax Minimum and maximum allowed engine (and pump) speed. Rad/s
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Versorgungsdruck und ihre Regelung. PhD thesis, Rheinisch-Westfälischen Technischen
Hochschule Aachen, Germany.

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