Counterbalance valves

Some actuators with running-away (or overrunning) loads will let the load free fall
when the directional valve that controls the actuator shifts to lower the load. Cylinders
with large platens and tooling or hydraulic motors on winch drives are two examples
of such actuators. When the directional valve shifts, an overrunning load forces the
actuator to move faster than pump flow can fill it. Oil at high velocity leaves one end
while the opposite side starves for fluid. A vacuum void forms in the inlet side of the
actuator that must be filled before applying force. Any running-away or overrunning
load needs some method to retard its movement.

A meter-out flow control is one way to control a running-away load at a constant

speed. Unless pump flow never changes, setting flow precisely on this type control is
critical. Setting the flow control for minimum pump flow will waste energy when
pump flow is high. Setting the flow control for maximum pump flow lets the cylinder
run ahead when pump flow is low. Incorporating a pressure control valve called a
counterbalance is a better way to control running-away loads. A counterbalance keeps
an actuator from running away even with variable flow rates.

Fig. 5-1: Internally piloted

counterbalance valve

Figure 5-1 shows the symbol for an internally piloted counterbalance valve. Use an
internally piloted counterbalance to hold a load back when the actuator does not need
full power at the end of stroke. This type of counterbalance valve retards flow
continuously, so it resists flow even after work contact stops the actuator. Note that it
is necessary to adjust an internally piloted counterbalance valve every time the load
changes. The following circuits show these characteristics and how to design around
them.

Fig. 5-2: Externally piloted

counterbalance valve

Figure 5-2 shows the symbol for an externally piloted counterbalance valve. This
valve’s pilot supply is from a source other than the controlled load. An externally
piloted counterbalance does not waste energy at the end of stroke and does not require
adjustment for changing loads. However, an externally piloted counterbalance valve
does waste a little more energy when moving the load to the work.

Fig. 5-3: Internally/externally

piloted counterbalance valve

Figure 5-3 shows the symbol for an internally/externally piloted counterbalance valve.
This valve has the best of both systems. As the load extends, internal pilot supply
gives smooth control with little energy loss. After work contact, as system pressure
builds, the external pilot fully opens the counterbalance to relieve all backpressure in
the cylinder.

Counterbalance valves are manufactured in both spool and poppet designs. Spool
designs leak at a rate of 3 to 5 in.3/min, thus allowing actuator creep. Poppet designs
leak at only 3 to 5 drops/min, minimizing cylinder creep. (Because hydraulic motors
bypass internally, a counterbalance only works with a moving load. The designer
should apply a braking method to hold a hydraulic motor at rest.)

Internally piloted counterbalance valve

Figure 5-4 pictures a circuit with a running-away load. This circuit demonstrates the
operation of an internally piloted counterbalance valve. The cylinder in Figure 5-4 has
a static pressure of 566 psi in the rod end due to the 15,000-lb load on the 26.51- in.2
area. (15,000 / 26.51 = 566 psi). An open-center directional valve unloads the pump
and keeps backpressure off the counterbalance valve outlet and pilot port. The
cylinder holds in any position if the counterbalance valve is set correctly and does not
leak. Set the counterbalance approximately 100 to 150 psi higher than the load-
induced pressure.

Fig. 5-4: Internally piloted

counterbalance valve at rest with
pump running
Normal procedure for setting a counterbalance valve is to turn the adjusting screw to
its highest pressure before raising the cylinder. After starting the pump, energize the
directional valve and carefully raise the load a short distance. With the load
suspended, deenergize the directional valve. A working counterbalance will hold the
load suspended and gauge PG3 will show the load-induced pressure. Now start
lowering the counterbalance pressure setting slowly. When the cylinder begins to
creep downward, increase the pressure until creeping stops. Then continue turning the
adjusting control in the same direction another to turn. After setting the
counterbalance this way, power the cylinder down and notice the pressure reading on
gauge PG3. Pressure should be approximately 700 to 750 psi. Any time the cylinder
loading changes, repeat the above process. Resetting the counterbalance valve keeps
the cylinder from running away and reduces energy loss with a lighter load.

Fig. 5-5: Internally piloted

counterbalance valve with cylinder
extending
When the directional valve shifts to extend the cylinder in Figure 5-5, oil from the
pump flows into the cap end of the cylinder and pressure starts to build. When
pressure in the cap end of the cylinder reaches about 75 psi, the cylinder should start
to stroke. (This is because it builds an extra 140 psi in the rod end, adding to the
load’s 566 psi.) At this point the cylinder starts to extend and continues to move as
long as the pump supplies oil at 75 psi or higher to the cylinder cap end. If pump flow
changes, cylinder speed changes also.

Fig. 5-6: Internally piloted

counterbalance valve with cylinder
retracting

While the cylinder is retracting, Figure 5-6, pump flow bypasses the counterbalance
valve through the integral bypass check. The counterbalance valve offsets the
potential energy of the weight on the rod end of a cylinder. The 15,000-lb force in this
figure cannot do useful work when using an internally piloted counterbalance valve.
(See Figures 5-13 through 5-15 for energy loss and heat generation for different
types of counterbalance circuits.)

Externally piloted counterbalance valve

Figure 5-7 shows an externally piloted counterbalance valve circuit. (This is the same
cylinder arrangement shown previously.) Notice the counterbalance setting of 150 psi
with this circuit. Because this is an externally piloted counterbalance, it operates at a
much lower setting. If the load changes, the counterbalance setting does not change.
Load-induced pressure does not affect set pressure. Theoretically, set pressure could
be 1 psi and the load would not move. The cylinder would only extend when the
counterbalance valve’s external pilot port sensed 1 psi at the cylinder cap end.

Fig. 5-7: Externally piloted

counterbalance valve at rest with
pump running

On most externally piloted counterbalance valves, the minimum pressure setting is

100 to 200 psi. This keeps the counterbalance valve from hunting. Hunting starts
when the valve sees enough pressure to open, but then opens too wide. The cylinder
runs away when the valve opens too much and pilot pressure drops. When pilot
pressure drops, the counterbalance valve closes and the cylinder stops. After the
cylinder stops, pilot pressure builds again. The process repeats and continues to the
end of stroke. The higher the load-induced pressure, the greater the hunting problem.
(On some systems it is possible to add an orifice in the pilot line to slow the pilot
supply response and reduce hunting. This orifice fix is difficult to get right and may
cause other circuit problems.)

Fig. 5-8: Externally piloted

counterbalance valve with cylinder
 extending

Energizing the directional valve to extend the cylinder in Figure 5-8 sends pilot
pressure to the counterbalance valve from the cap end cylinder line. Once pressure in
the cap end cylinder line reaches 150 psi, the counterbalance opens and the cylinder
extends. As long as there is enough pilot pressure to keep the counterbalance open,
the cylinder moves forward. Increasing, decreasing, or stopping pump flow causes the
cylinder to respond accordingly, but never to run away.

Fig. 5-9: Externally piloted

counterbalance valve with cylinder
retracting

When the cylinder meets the load, pressure in the pilot port of the counterbalance
continues to increase. When pilot pressure goes above the counterbalance setting, the
valve opens fully and drops all backpressure on the cylinder rod end. With no
backpressure on the rod end, the weight energy generates extra downward force. The
externally piloted system saves energy by eliminating all backpressure when
performing work. Figure 5-9 shows the flow paths after the directional control valve
shifts to retract the cylinder.

Internally/externally piloted counterbalance valve

Some manufacturers make counterbalance valves with internal and external pilots.
These internally/externally piloted valves provide the best of both systems. They use
the internal pilot to lower the load smoothly and the external pilot to drop all
backpressure when performing work, thus avoiding loss of down force. In addition,
internally/externally piloted counterbalance valves don’t hunt.

Fig. 5-10: Internally/externally

piloted counterbalance valve at rest
with pump running

Figure 5-10 shows a schematic drawing with an internally/externally piloted

counterbalance valve. In the at rest condition, the external pilot drains to tank through
the directional valve. The internal pilot has static pressure from the load-induced
pressure on the rod end area. Setting the counterbalance pressure approximately 25%
higher than static pressure (1.25 X 566 = 707 psi) means that when pressure at the
cylinder cap end rises to approximately 75 psi, the cylinder starts to stroke.

Fig. 5-11: Internally/externally

piloted counterbalance valve with
cylinder extending
When the directional valve shifts, Figure 5-11, the cylinder begins to extend. Internal
pilot pressure opens the counterbalance valve enough for the cylinder to move. Pilot
pressure built by the pump pushing against the cylinder keeps the counterbalance
valve open. The cylinder continues to extend smoothly at a controlled rate. If flow to
the cylinder cap end changes or even stops, cylinder speed responds accordingly.
When the cylinder meets resistance, the external pilot takes over, Figure 5-12, and
opens the counterbalance fully at approximately 250 psi. With the counterbalance
valve open to tank, backpressure against the cylinder rod end drops, allowing full
thrust.

Fig. 5-12: Internally/externally piloted

counterbalance valve with cylinder
pressing against work
To see how cylinder thrust changes with different counterbalance valve pilot options,
look at Figures 5-13, 5-14, and 5-15. These circuits show each type of
counterbalance piloting system in the working condition -- with pressures, forces, and
effective force listed.

Machine thrusts with different counterbalance valve pilot options

An internally piloted counterbalance valve controls cylinder extension smoothly, but

reduces thrust during the working portion of the cycle.

Fig. 5-13: Internally piloted

counterbalance valve with cylinder
pressing

Figure 5-13 shows the maximum force from different types of counterbalance circuits
while acting on a part with the cylinder stalled. System pressure of 2000 psi acting on
the cylinder cap end produces 100,540 lb of thrust. (50.27 in.2 X 2,000 psi = 100,540
lb.) The 15,000-lb weight on the rod end increases the resulting downward force to
115,540 lb. The 716 psi acting against the 26.51-in.2 rod end area produces an upward
acting force of 18,981 lb. (716 psi X 26.51 in.2 = 18,981 lb.) The net effective
downward acting force is 96,559 lb. If the upward acting force could be reduced or
eliminated, the cylinder could do more useful work.

The counterbalance valve more than cancels the weight of platen and tooling that
gives an energy loss of approximately 16%. Approximately 7.5 tons of force from the
rod end weight must be raised during every cycle but does not do any work as the
cylinder extends.

Fig. 5-14: Externally piloted

counterbalance valve with cylinder
pressing
Externally piloting the counterbalance valve, Figure 5-14, requires about twice as
much pressure to extend the cylinder. However, upon reaching the work, the loss of
backpressure on the cylinder increases the cylinder force and more than makes up for
the loss.

The schematic shown in Figure 5-14 has the same downward force as Figure 5-13 --
a total of 115,540 lb. The difference is that there is no upward force in Figure 5-14.
The resultant downward force of 115,540 lb is an increase of 16% over the circuit
with an internally piloted counterbalance valve. This saves most of the energy
expended to raise the load on the return cycle.

If at all possible, a counterbalance valve should be externally piloted. As explained

previously, there are some instances where a cylinder might chatter as it extends if its
circuit uses an externally piloted counterbalance valve. This chatter usually applies to
circuits with high load-induced pressure or when the counterbalance valve is mounted
at a distance from the cylinder port. The best practice is to mount the counterbalance
valve directly on or very close to the cylinder port. Note that if a conductor between
the cylinder port and valve breaks, the cylinder will free fall. That is why it is always
good practice to use an external safety device to protect the operator and machine.

Fig. 5-15: Internally/externally piloted

counterbalance valve with cylinder
pressing
Figure 5-15 shows a schematic diagram of the best counterbalance circuit. This
circuit has a counterbalance valve with internal and external pilot supply. As the
cylinder extends, the lower-pressure internal pilot gives a smooth descent at reduced
pump pressure. The end result is the same as the externally piloted valve of Figure 5-
14. When the cylinder contacts the work, all upward force is eliminated, minimizing
energy loss.

Hydraulic motor brake valve

Excessive backpressure can damage a fast-turning hydraulic motor during an

emergency stop situation. An open-center valve will eliminate backpressure, but the
motor will continue to turn until it coasts to a stop. For a fast, non-shock stop, use a
special counterbalance valve, called a brake valve. Figures 5-16, 5-17, and 5-18
illustrate a hydraulic motor circuit that uses a brake valve.

Fig. 5-16: Internally/externally

piloted brake valve at rest with
pump running
The brake valve is an internally/externally piloted valve with different pilot areas.
Some designs take one eighth of the pilot pressure at the external pilot port as that set
at the internal pilot port. This means, for example, that setting the internal pilot at 900
psi requires only 113 psi at the external pilot to open the valve. The actuator could be
a hydraulic motor or a fast moving horizontally mounted cylinder with an over
running load. In either case, a brake valve eliminates damage from stopping the
actuator abruptly.

Fig. 5-17: Internally/externally

piloted brake valve with hydraulic
motor running
With the hydraulic motor moving, Figure 5-17, external pilot supply opens the brake
valve at low pressure. As long as pressure required to move the motor is greater than
the external pilot pressure needed, there is little or no energy loss. A brake valve
appears virtually nonexistent as the motor runs under load. If the hydraulic motor tries
to run away, say on a loaded winch, a brake valve holds against the load until the
motors down port sees at least 113 psi. The load will lower only as fast as fluid enters
the motor down port. A brake valve counterbalances when necessary and allows
almost free flow under load.

NOTICE: Using a counterbalance or brake valve in a hydraulic motor circuit will not
keep the motor from creeping when stopped. No matter how leak-free the
counterbalance valve is, the internal bypass in the motor will let it slowly turn. Use an
external braking system to hold any overrunning load driven by a hydraulic motor.

Fig. 5-18: Internally/externally

piloted brake valve with hydraulic
motor stopping

When the directional valve shifts back to its center position, Figure 5-18, external
pilot pressure drops and the brake valve begins to close. The hydraulic motor now
acts like a pump, trying to force oil through the brake valve. As the brake valve starts
closing, internal pilot pressure builds to 900 psi, forcing fluid through the brake valve
at a 900-psi pressure drop. This 900-psi backpressure decelerates the actuator
smoothly and rapidly. Setting the valve pilot pressure higher makes the stop faster and
more abrupt. A lower pilot pressure setting makes the stopping time longer but
smoother. In any case, stopping action is smoother and quicker than it would be
without the brake valve.

The difference between this circuit and a setup using a cross-port relief valve is that
setting the brake valve at a pressure lower than system pressure does not affect normal
actuator operation. Also, it eliminates the danger of cavitating an externally drained
hydraulic motor. Note how the path around the brake valve with a bypass check valve
allows reverse free flow for opposite rotation. To stop the motor quickly in the
opposite direction of rotation, install another brake valve in the opposite motor line.