Mechanical and Production Engineering Department Faculty of Engineering

UNIVERSITY OF MAURITIUS
FACULTY OF ENGINEERING

Mechanical and Production Engineering Department

Prepared by S. Venkannah
Let’s Talk Pneumatics – FTOSP 1261

Lecture 5

The causes and effects of malfunctions

In general, malfunctions of a system fall into the following categories:
• Wear and tear on components and lines which can be accelerated by:
Ambient medium (e.g. aggressive air, temperature)
Quality of compressed air (e.g excessive humidity or lubrication)
Relative motion of components
Incorrect loading of components
Incorrect maintenance
Incorrect mounting and connection

These influences can lead to the following malfunctions or failures of the system
Blocking of lines
Seizure of units
Breakages
Leakages
Pressure drop
Incorrect switching

Faults generally occur either:

Due to external failure of the machine components or due to stoppages
Internal failures within the control system

Normally occurrence of control system failure is rare compared with external sensor or machine
failure.

If a fault occurs this manifests itself through the malfunction or downtime of a machine. A fault
can be eliminated as follows:
Fault elimination by operating or maintenance personnel
Fault elimination through customer services

Preventive maintenance.
Premature failure of components can be the result of design or planning errors. If the following
points are taken into consideration during the planning phase, this minimizes the risk of
premature machine failure.

S. Venkannah Fluid Power and Drives MECH 2209 March 2002

1
Mechanical and Production Engineering Department Faculty of Engineering

Theory of Fault Tracing

In order to trace faults, it is necessary to fully understand the normal functioning of a particular
circuit or pneumatically operated machine and by a process of deduction and elimination, the
fault can be located and corrected. Although not absolutely essential, the theoretical circuit
diagram, showing circuit functions and pipe connections is invaluable and should always be
obtained.
Faults can arise due to a variety of causes, both mechanical and pneumatic and many circuits will
have individual peculiarities, but by following a logical and orderly procedure, even unusual
faults can be deduced.

Fully Interlocked Circuits.

These are usually arranged such that as each cylinder movement is completed, it causes a valve
to be tripped or signaled as the end of its stroke, and this then signals the next cylinder
movement.

Typical Circuit.
Fig 1 shows a typical circuit, employing four sequenced cylinder movements in a two group
“cascade” circuit system
Cylinder movements are usually designated A+B+C-D-, etc. and if a fault develops during
operation, then the machine will often stop at the end of one of the cylinder strokes. If a fault
develops in such a circuit and it stops at say, D-, then the remainder of the normal cycle viz. A-
C+B-D+, will probably not be obtainable until the fault has been cleared.
Firstly therefore, inspect the cylinder positions in the machine and from these, the cylinder which
has failed to be actuated can be ascertained. Next check the pressure fed to the circuit to ensure
that this is correct and sufficient to operate the circuit as designed. A greatly reduced pressure
could mean insufficient power and thus stalling of the cylinders or failure to actuate the valves in
the piloting circuit.
Next make sure the cylinder is free to move i.e. that the machine is not mechanically jammed. If
the cylinder is in the half way position, then the most likely fault is either mechanical jamming or
low air pressure.
These faults can be simply cleared. If the mechanical fault is cleared, thus allowing the cylinder
to complete its movement, the machine will often immediately recommence to cycle correctly.
If the pressure is low, check up on factory supply and obtain the minimum pressure required and
once again the machine will probably immediately recommence to cycle.

Air Supply Units.

It is possible, although unlikely, that a fault have developed in the lubro-control unit (filter,
pressure regulator, lubricator, drain valve etc.) or pressure regulator unit feeding the circuit or

S. Venkannah Fluid Power and Drives MECH 2209 March 2002

2
Mechanical and Production Engineering Department Faculty of Engineering

Fig 1

S. Venkannah Fluid Power and Drives MECH 2209 March 2002

3
Mechanical and Production Engineering Department Faculty of Engineering

particular cylinder movement. This can be quickly checked by screwing the regulator
adjustment knob to the maximum pressure position and if no increase in pressure is observed,
then the most likely fault is that the mains supply pressure is inadequate. Check by inserting a
pressure gauge upstream of the control unit or pressure regulator. If the mains supply is correct,
then shut off the mains air supply, examine and service the lubro or pressure regulator unit
accordingly.

Cylinder Movement Completion

If the pressure is satisfactory and the cylinder movement is complete at the failure point, failure
will be due to either the normal pilot signal at the end of this particular cylinder movement
having failed to be obtained or that it has failed to actuate the main valve controlling the next
cylinder movement.

Check the valve controlling the next cylinder movement (A-). Check control valve A at the pilot
ports 12 and 14. Under normal function there should be no air at the signal port 14 and air
should be present at signal port 12.

The pilot pipe connections to this valve can be slackened to check if pressure is present or
otherwise. Re-tighten these connections after test. If there is no pilot pressure present at port 12,
then the valve supplying the air to this port should be examined, in this case the group valve.
Check this valve by slackening the connections at ports 2 and 4. Air should be present at 4 and
not at 2 if pressure is present at 4 and not at 2 (normal condition) then either the pilot pressure is
too low (check by gauge) or pressure is being lost between this connection and port 12 of the
cylinder control valve. Possible causes of this pressure loss are broken pipes, bent pipes, loose
connections etc. Repair pipes if and as required and service the A cylinder control if necessary.

If pressure is not present at port 4 of the group valve but is present at port 2, the group valve has
failed to be operated. The operation of this valve should again be checked in a similar manner
to that of the A cylinder control valve. (loosen pilot connections and check whether valve is
being actuated). In this example pressure should be present at pilot port 14 and there should be
no air at pilot port 12. If these pressures are correct the group valve is jammed and it should be
serviced. Another possibility is that the pilot pressure is too low, in which case steps should be
taken to increase it.

If there is no pressure at pilot port 14, check the valve which normally supplies this signal (d –
trip valve). The outlet connection 2 on this trip valve should be pressurized. Disconnect and
check it. If pressurized, then check the pipe connection to the group valve as this may be
damaged, broken, or have loose connection.

If no pressure is being obtained at port 2 of this trip valve, checks should be made to see that the
valve is being mechanically tripped (operating cam mechanism may be broken or damaged) if
these are satisfactory and the pilot air is at the correct pressure at the inlet port 1 then this d- trip
valve will be at fault internally and should be removed, stripped, examined, and serviced as
necessary. It should be noted that if spare serviceable valves are at hand it is generally quicker to
replace faulty units with these spare serviceable ones and repair the faulty ones at some future
convenient time.

S. Venkannah Fluid Power and Drives MECH 2209 March 2002

4
Mechanical and Production Engineering Department Faculty of Engineering

Surplus Pilot Signals.

The path of the pilot pressure signal to give the A- cylinder movement has been fully traced. It
may be however, that there is a full pilot pressure signal at port 12 of the cylinder A control
valve and on checking the pilot connection 14, we find that a full pilot pressure signal is also
present at this port (a surplus pilot signal). In this case the A cylinder control valve, if it is of the
fully balanced type, will not be actuated and, therefore, the cylinder movement A- will not be
obtained.

If there is a pressure at both ends of this valve, non operation will be due to the fact that pilot air
has not been removed from port 14, and the trip valve which normally supplies the signal to port
14 should be checked (stop/start valve and group valve checked in a similar manner to that
already described)

It should be noted that all loosened connections should be retightened immediately and nay pipes
removed should be marked accordingly in order to facilitate reconnection to the correct ports.

Indirect Sequencing.
Mechanical cam, diaphragm, time delay and pressure sequence indirect signals will continue the
circuit sequence, even when their associated cylinder has jammed and has failed to move, or has
only moved part stroke. Specifically, these devices are only used to signal sequence operation
when out of sequence movement does not cause expensive mechanical damage.

Where these are employed therefore, the valve part of the circuit can be functioning perfectly
normally, in spite of cylinder movements clashing.

Cam Sequencing
If the mechanical arrangement of the machine is such that mechanical jamming occurs on failure
of a cylinder movement, then the machine will breakdown due to this cause. Shut off and
exhaust the main air supply and free machine. Examine sequence carefully and deduce which
cylinder movement failure initiated the jam-up and remove mechanical fault or service cylinder
as required.

Where the machine continues to cycle, then the cylinder not performing its normal operation,
together with the pneumatic valves directly controlling it, should be inspected to see firstly, that
the cylinder is free i.e. not mechanically jammed, and secondly, that its associated valving has
been actuated correctly, checking as for the direct sequence units previously described.

Where a machine is controlled by mechanical cam type sequence controller, bring the machine to
rest at the position in which the failed cylinder is normally actuated , by positioning the
controller accordingly. When this has been done, conduct tests on the main valve controlling the
cylinder and also on the valves associated with and piloting the main valve, as for direct
sequence systems

Mechanically actuated cam or electric motor cam sequence units are dealt with in this manner.

S. Venkannah Fluid Power and Drives MECH 2209 March 2002

5
Mechanical and Production Engineering Department Faculty of Engineering

Diaphragm Type Sequencing

In the case of “diaphragm” type valves, as Fig 2 , if the valve sticks down or receives a low
pressure supply, then the circuit will come to rest at the end of B- movement. The circuit should
be traced through if no signal pressure is being supplied, and the valve serviced if sticking or
jamming is occurring.

Time Delay Sequencing.

Time delay circuits can fail to be actuated if no signal supply pressure is being fed to the circuit,
or if the flow regulator is fully tightened, thus preventing the pilot supply from feeding the

S. Venkannah Fluid Power and Drives MECH 2209 March 2002

6
Mechanical and Production Engineering Department Faculty of Engineering

Fig 2
S. Venkannah Fluid Power and Drives MECH 2209 March 2002
7
Mechanical and Production Engineering Department Faculty of Engineering

reservoir and operating the pressure sequence valve, or possibly this valve is itself sticking or the
pilot pressure is low. Check therefore to see that pilot pressure is actually being fed to the timing
circuit, that pressure is correct, and that flow regulator is at least cracked open. Normally,
circuits are designed with a reservoir capacity, such that the flow regulator setting is a minimum
of one turn from the fully tightened position.

If these components of the timing circuit are correct, check pressures on the inlet and outlet sides
of the pressure sequence valve. If no output is obtained, then the valve will be sticking. Service
in the usual way.

Zero Time Delay .

If the circuit signal immediately i.e. there is no time delay period, then the possibilities are that
the flow regulator is ‘fully opened’, that the non return valve incorporated in this unit has
jammed open, or that the ;loading pressure on the pressure sequence valve is either absent or too
low. Check the valve connections with a pressure gauge accordingly. A further possible cause is
that the valve is jammed to the open or fired position. Service is necessary.

Pressure Sequence Valve.

For cylinder sequencing, a pressure sequence method is sometimes used in which the build up of
pressure on the driving end of one cylinder is used to actuate a further cylinder. This is shown in
Fig 3 below.

Sequence A+B+A-B-

Fig 3
If both cylinders move together i.e. not in sequence, then check first to see that adjustment of
pressure sensitive valve is correct. If adjustment is correct, then the integral non-return valve
may be jammed open or pressure is building up too rapidly in the driving end of the first

S. Venkannah Fluid Power and Drives MECH 2209 March 2002

8
Mechanical and Production Engineering Department Faculty of Engineering

cylinder. If the load on the first cylinder has been increased considerably i.e. friction has
increased, then this will cause premature pressure build up.

This type of sequencing is usually restricted to simple clamping and similar arrangements and
faults can fairly easily be detected.

Erratic Circuit Performance.

In some circuits, irregular and inconsistent operation of one or more cylinder units can
sometimes be caused by “ghost” type signals in which the fault is inconsistent, and there are
amongst the most difficult to trace. When the irregular operation caused is accurately known i.e.
perhaps as in Fig 1 A+ and B+ are sometimes operating together, then trace the normal pilot
connection in the circuit which causes the normal actuation of the rogue movement viz. B+. In
this case, the most probable cause will be the B+ signaling valve viz. a + trip is sometimes
sticking down and thus, when group valve is normally actuated at the end of D+ stroke by trip
valve d+, it will send a pilot signal to operate A+ in the normal way and also straight through a +
trip valve to give B+ at the same time.

Whenever a circuit consistently operates in and out of normal sequence, check for jammed or
partially tripped pilot valves.

CAUSE OF VALVE FAILURE.

Mechanical operated valve
Firstly examine the valve, to see if it is being tripped properly. To check actuation, operate
manually by depressing with a screwdriver and not by hand. In many cases, cylinder movement
initiation is caused by operation of these valves and hands, thumbs, fingers can be trapped by
cylinder movements.

If no pressure is passing through the valve, this will normally be due to the fact that no air supply
is being fed to the valve and it will be necessary to trace back through the circuit to check the
pilot supply feeding this valve. This supply may be fed from another valve in the circuit and t
his other valve will need to be checked in turn to see that it has been and is being correctly
actuated.

Valve return mechanism

Automatic return, spring and/or air return valve may stick down. Most probable cause is lack of
lubrication, or in the case of mechanically actuated valves, the valve operation mechanism could
be jammed.

Insufficient signal pressure

Where valves are cam operated, then the length of signaling time can be very small, and the pilot
signal pressure, can be considerably reduced when the cam operated valve is tripped for an
insufficiently long period, thus allowing the pressure in the pilot line only sufficient time to build
to some low value. The normal pressure build up, can be checked by operating the cam valve by
the normal tripping arrangement, or by manually tripping the valve for a similar time period and
reading the signal pressure obtained at the valve being piloted by means of a gauge.

S. Venkannah Fluid Power and Drives MECH 2209 March 2002

9
Mechanical and Production Engineering Department Faculty of Engineering

Recommended signal times.

Check the recommended minimum piloting pressure and recommended minimum actuation time
for that particular air operated valves. If pressures and time periods are below these
recommendations, then it is advisable to modify t he tripping arrangements to increase the signal
pressure time.

Pressure fluctuations
Due to possible fluctuations of the supply air, erratic operation can be caused, even where there
is normally sufficient pilot signal pressure available. Unless sufficient allowance (3:1
recommended) has been made for limited period type signals, they can become sensitive to
pressure starvation and fail to operate in the circuit as required.

Bleed operated valves.

Where valves are bleed pilot operated by separately connected valves, then faulty and out of
phase actuation of equipment will occur if even slight leakage occurs in the connections or
connected valves, such part parts of a control employing this arrangement should be stringently
checked and all leakage prevented.

Solenoid valves.
Firstly check, if the electrical supply is switched “on” or “off”. If excessive “humming” is
experienced with AC types, then check that voltage supply is correct and also that air pressure is
not above the rating of the unit. Also check that sufficient piloting pressure is being fed to the
inlet port of the solenoid valve.

Most solenoid valves are “continuously rated” and would get hot if operated for considerable
periods. They are designed to operate satisfactorily at the increased temperature.
Solenoid valves can be jammed or rusted up and if operating incorrectly must be serviced.

LACK OF CYLINDER POWER.

Low air pressure

Make sure that the air pressure is correct.

Badly worn or cut seals..

Lack of cylinder power can be caused by cut or badly worn piston or piston rod seals, causing
excess leakage. A badly leaking piston rod seal can easily be checked by examining the cylinder
in the (-) stroke position, when air will be pouring past the piston rod gland, and t his can usually
be heard, or, if not, it can be checked by painting the rod bearing at the piston rod entry point
with oil or a soapy water solution. Leakage will have to be excessive to cause great loss of
power.

Piston seals
Loose bearing housing bolts will also give rise to excessive leakage at the piston rod gland, and
these should be tested and joint checked for leakage. If the air fed to one side of a cylinder is
escaping past a damaged or badly worn piston seal, this can be readily, ascertained by the fact
that even after cylinder has ceased movement, air will continue to escape from at least one of the
exhaust ports of the main control valve.

S. Venkannah Fluid Power and Drives MECH 2209 March 2002

10
Mechanical and Production Engineering Department Faculty of Engineering

If both seals are damaged or a dual sealing type is used, then the leakage will occur at both + and
– stroke and at both (exhaust) ports 3 and 5 respectively.

Causes of seal breakdown.

Temperature Breakdown
Excessive temperature will cause embrittlement and disintegration of seals. If seals crumple on
dismantling, then the cause of breakdown will most likely be excessive temperature. Check
maximum continuous working temperature of seal.

Chemical Attack
If seals are badly swollen or dissolved, then the cause will be chemical attack and compatibility
of the lubricant used must be checked.

Loose tie rods

A possible cause of cylinder power failure is loosened tie rods. Check the end covers by painting
oil or soapy water around the periphery of the end cover whilst under pressure. Examine for tell-
tale bubbles.
If the tie rods are slack then tightening the nuts will cure definitely. If bubbles are still apparent,
switch off the air supply, remove and strip down the cylinder and examine the sealing gaskets
and tube ends, together with the cover location spigot.

Faulty piping
Excessive pressure loss can occur through split pipes or loosened pipe connections and the
associated cylinder or valve pipes should be examined for these faults.
If the air supply is on, the split pipes, or loose connection will readily be appreciated by the
sound of escaping air. Additional tests can be made by the application of oil or soapy water in
the usual way.

Where air is not on, then loose connections can be checked by testing with a suitable spanner,
whilst a visual examination is made for pipe breakages etc..

Constant pressure return

Where a cylinder has a constant pressure return then if the pressure regulator is not relieving
pressure during the working stroke, or if it is mal-adjusted, delivering full supply pressure; then
either the cylinder will have its working thrust considerably reduced, or it will not move.

By adjusting the regulator to give firstly, more pressure and then secondly , less pressure, air
should be heard to escape from the regulator. In all cases, the gauge will indicate the pressure
actually being delivered.

Main valve centralisation

This not particularly likely, but the valve piston of double pressure operated valves can be
actuated to the mid position.

In Fig 4 and open center exhaust valve is shown in the mid-position and in this position, both
ends of the cylinder are to exhaust and so no power is available from the cylinder. In Fig 5 a
fully sealed central position valve is shown in the mid-position and in this position, air is trapped
on both sides of the cylinder piston and normal movement is prevented. In Fig 6 is shown a

S. Venkannah Fluid Power and Drives MECH 2209 March 2002

11
Mechanical and Production Engineering Department Faculty of Engineering

valve which has no normally usable mid-position in its mid-position. Under these
circumstances, mains air is fed to both sides of the cylinder piston and it is also leaking through
both exhaust ports at the same time. No driving power will be available from a cylinder being
actuated in this fashion.

Fig 4 Fig 5 Fig 6

ERRATIC CYLINDER MOVEMENT

Excessive load changes
Erratic cylinder movement would be caused by excessive load changes i.e severe friction in load
actuated by the cylinder, or alternatively, if the cylinder is running dry i.e. no lubricant, or it may
not operate smoothly due to internal friction. A further possible cause, is an incorrectly fitted
flow regulator.

Hydro pneumatic cylinders

A hydro pneumatically actuated cylinder operate very steadily, even under extreme load
variation and jerky or erratic operation will be caused by either the presence of air or air foamed
oil in the cylinder, or lack of oil. The action can be corrected by bleeding the ends of the
cylinder to remove entrained air, until bubble free oil is seen, or replenishing oil supply as
required. After bleeding, check oil levels in the make up reservoir or air/oil reservoirs
accordingly.

Slow response in stopping action

Sluggish stopping action on the part of the cylinder will be due to a slow exhausting of the pilot
air signal from the “stop” valves and this should be investigated where such arrangements show
sluggish stopping action.

Lack of cushioning
Lack of cushioning in a cylinder can be dye to a damaged or broken cushion seal, a fault
developing in the built-in non-return valve, or the fact that the cushion adjusting screw has
vibrated out of adjustment, or due to leakage between the cylinder tube and end cover.

Cushion adjustment screw

Check first by tightening the cushion adjusting screw. If not satisfactory, switch off supply to the
cylinder under investigation, or alternatively actuate the cylinder control valve in position, such
that no air is at the end being inspected and withdraw cushion screw. Check the screw to see that
the needle point is not damaged. Inspect, as far as possible, the cushion screw hole seating, to
see that this is not damaged.

Check the tune and end cover joint by operating the cylinder to reverse direction (thus
pressurizing cylinder end under investigation) and paint joint with oil or soapy water to detect
leakage. If no faults are detected, it will be necessary to strip down the cylinder to examine the

S. Venkannah Fluid Power and Drives MECH 2209 March 2002

12
Mechanical and Production Engineering Department Faculty of Engineering

cushion sea and end cover recess for cuts and wear and to examine the non-return valve ball and
seating.

REFERENCE:
1. Educational Materials + CDROM from FESTO Ltd.
2. Fluid Power with Applications by A. Esposito 5th Ed. Published by Prentice Hall
3. A Course in Applied Pneumatics , Published by Martonair, 1982

S. Venkannah Fluid Power and Drives MECH 2209 March 2002

13