12 Steps to Troubleshooting Pneumatic Systems Troubleshooting a pneumatic system has been considered an art, a science, or just hit-or-miss luck.

In the minds of maintenance personnel, production managers, and plant managers, the word troubleshooting conjures up images of hours of downtime and lost production.

However, when reduced to its basic elements, troubleshooting a pneumatic system is a step-by-step procedure. Using this process can speed up the ability to determine what the problem is, the probable cause of the malfunction or failure, and a solution.

Every pneumatic circuit has a logical sequence of operation that can involve timing logic, pressure sensing, position sensing, and speed regulation. Troubleshooting is initiated when the circuit does not operate properly.

Certain general diagnostic and testing steps can be applied to any troubleshooting problem, whether the problem occurred at startup of a new system or at a breakdown of an existing system.

Think safety first Safety should always be a prime concern of maintenance personal. Compressed air is a volatile element in a pneumatic circuit. Air receiver tanks have exploded, causing severe injury to personnel and damage to property. It is imperative to relieve pressure in a receiver tank prior to making any repairs.

Air is also highly compressible, which is another reason to be cautious in the approach to troubleshooting a pneumatic system. When working with overhead loads that are supported by cylinders, but not mechanically locked into position, block the load before servicing the system to prevent falling or drifting.

Many pneumatic systems are controlled by electrical or electronic devices. Before attempting service or repair on these components, be sure the electrical power supply has been turned off.

Pneumatic directional control valves that use electrical solenoids to operate the valve spool are often equipped with manual overrides (Fig. 1) that can be used during troubleshooting to operate the system.

Pneumatic lockout valves (Fig. 2) are excellent safety devices that, when used properly on pneumatic systems, can prevent accidental operation. Ensuring a safe condition should always be the first step in troubleshooting pneumatic systems.

Ask the three Ws When a breakdown in the system occurs, the pressures of downtime loom large in the minds of all concerned. Before beginning repair of a system, stop and ask these three questions:

What is or is not occurring in the system's operation?

When did the problem begin? Was it a sudden failure or a gradual failure?

Where in the machine cycle does the problem occur? Was it at startup or after the system has been operating for a while?

What is or is not occurring in the system can often be answered by the system operator. Answers to questions such as slow actuator speed or inability of the actuator to move could lead to looking for a low flow rate or low pressure.

Asking, "When did the problem begin?' can often lead to troubleshooting steps looking for worn components or leaks. Sudden malfunctions can point to breaks and possible mechanical problems, ruptures in lines, or other catastrophic

failures. By determining the when, the problem search can be narrowed in its scope.

Asking, "Where in the machine cycle does the problem occur?" can reveal a reoccurring condition.

If good maintenance records have been kept, reoccurring problems should have been recorded. This information makes the troubleshooting process much easier.

A maintenance person who stops and asks the three Ws can reduce downtime by not having to guess at what is wrong. However, if these questions do not yield a satisfactory diagnosis the maintenance person must begin the mechanics of troubleshooting by visually inspecting the machine.

Make a visual inspection Walking around the machine will often uncover problems such as worn or burst hoses, loose components, and broken components. This is the time to become familiar with the components contained in the pneumatic system.

If unfamiliar with the components, or if unfamiliar with the machine operation, ask as many pertinent questions about the system as possible. Before trying to operate the system or attempt repairs, understand the interrelations of all the components and the sub-systems found on the machine.

Read the schematics Every pneumatic system should have two forms of documentation that will assist in troubleshooting. One document is a schematic drawing of the pneumatic circuit (Fig. 3). The schematic is a road map. It not only explains the operating function of the components but also is a valuable diagnostic tool.

The schematic contains useful information about pressure test point locations; pressure settings of regulators and other pressure valves; flow rates within the system; cylinder stroke lengths, and air motor speeds as well as a bill of materials for the system. This type of information can aid in determining if the system is operating within its design parameters.

Along with schematics supplied by the manufacturer, another set of documents, the service/maintenance manual and its service bulletin updates, may be available to assist in the diagnosis and repair of the machine. These may contain information about the problem that has occurred.

Operate the machine After becoming familiar with the components and operation of the pneumatic system, start the machine and operate it to get a first-hand view of the malfunction. See if the malfunction that has been reported occurs again. While operating the machine, perform a visual inspection.

Some questions to ask during the inspection:

Is there any excessive air leakage?

Are system pressures at the levels specified on the schematic or in the maintenance manual?

If there are manual controls for the machine, do they feel stiff or loose in their operation?

Are components that move, moving smoothly or erratically?

By operating the machine, any abnormalities may become obvious, shortening troubleshooting time.

Recheck all services Before attempting repair on the machine after it has been operated, once again check to see if power supplied to the

machine has been turned off. Check to see if any stored pressure remains in the system, because this stored pressure can cause premature actuation of the system's actuators and cause injury to personnel and damage to the machine.

Isolate subsystems A malfunction in one part of the machine can be caused by a malfunction in a different subsystem on the machine. Isolating the subsystems, can help focus on one system at a time. Narrowing the diagnostic area by isolation of subsystems requires extra precaution while operating the machine.

Any lines that have been disconnected and any ports that have been opened should be plugged properly to prevent unnecessary air leakage and the entrance of contaminants.

While operating the machine, a close watch should be kept on the pressures within the system, so maximum allowable pressures are not exceeded. Caution and safety are the two keys to this diagnostic step.

Make a list During the previous step, the immediate problem may be quite obvious. However, in troubleshooting, the obvious may not be the root cause.

As an example, the obvious problem may be slow actuator speed but the root cause of the problem could be insufficient lubrication, no lubrication due to a faulty lubricator (Fig. 4), or bad seals within the directional control valve that controls the actuator.

After making a list of possible causes, check those items on the list and eliminate them without going back over ground previously covered. This list will also reduce the time required for troubleshooting and can eliminate the parts exchanging syndrome that often accompanies troubleshooting.

The example of slow actuator speed shows why a thorough understanding of component and system operating principles is required to accurately match the problem to the cause.

After making a list and narrowing the possible causes, it is now time to make a decision on which one of the remaining causes is most likely to be the reason for the malfunction. Reaching this conclusion may, at first, appear difficult but this step is essentially the starting point for the repair portion of troubleshooting. Up to now the system has been evaluated, now it is time to test the conclusion.

In the example, testing the conclusion may be merely the need to add lubricant to the lubricator or make an adjustment to the drip rate of the lubricator.

Conducting various tests such as pressure checks with an accurate gauge, checking actuator alignment, checking flow rate in the system with a flow meter, or temperature checking of the air system, can further reduce the number of causes remaining on the list and accurately pinpoint the cause.

Repair or replace Testing the conclusion automatically leads to deciding whether to repair or replace a component. Many factors can influence this step. Repairing parts immediately for reinstallation on the machine increases downtime, and the cost factor of this downtime is a significant consideration.

To simply replace the part with a new or rebuilt component would reduce the amount of downtime; however, the question of inventory cost now becomes a factor.

Another point that may influence the repair-or-replace question is component availability. Obviously if the component is not readily available, then repairing may be the only alternative. Still another aspect may be the inhouse capability to

make repairs.

After the malfunction has been corrected, one final step remains, the need to report the findings.

Report what you did Paperwork is often neglected, but in the case of pneumatic troubleshooting it is a vital part of the procedure. This paperwork helps to maintain a record of changes, problems, and solutions that have occurred to individual machines. Schematic updates are necessary to keep this diagnostic tool current and accurate. Report making also serves as a good reference should any problems reoccur in the future.

12 Steps to troubleshooting pneumatic systems

Troubleshooting a pneumatic system is neither art, nor science, nor should it be viewed as hit-or-miss; it is a procedural effort requiring 12 steps to accomplish. 1. Think safety first. 2. Ask the three Ws--What, When, and Where. 3. Visually inspect the machine. 4. Have a thorough understanding of the system. Use a schematic. 5. Operate the machine. 6. Recheck all services to the machine. Think safety. 7. Isolate subsystems on the machine. 8. Make a list of probable causes. 9. Reach a conclusion about the problem. 10. Test the conclusion. 11. Repair or replace as necessary. 12. Report the finding

5.1.1 - Air Compressor

The air compressor pumps air into the air storage tanks (reservoirs). The air compressor is connected to the engine through gears or a v-belt. The compressor may be air cooled or may be cooled by the engine cooling system. It may have its own oil supply or be lubricated by engine oil. If the compressor has its own oil supply, check the oil level before driving.

5.1.2 - Air Compressor Governor

The governor controls when the air compressor will pump air into the air storage tanks. When air tank pressure rises to the "cut-out" level (around 125 pounds per-square-inch or "psi"), the governor stops the compressor from pumping air. When the tank pressure falls to the "cut-in" pressure (around 100 psi), the governor allows the compressor to start pumping again.

5.1.3 - Air Storage Tanks

Air storage tanks are used to hold compressed air. The number and size of air tanks varies among vehicles. The tanks will hold enough air to allow the brakes to be used several times, even if the compressor stops working.

5.1.4 - Air Tank Drains

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Figure 5-1 Compressed air usually has some water and some compressor oil in it, which is bad for the air brake system. For example, the water can freeze in cold weather and cause brake failure. The water and oil tend to collect in the bottom of the air tank. Be sure that you drain the air tanks completely. Each air tank is equipped with a drain valve in the bottom. There are two types: Manually operated by turning a quarter turn or by pulling a cable. You must drain the tanks yourself at the end of each day of driving. See Figure 5.1. Automatic--the water and oil are automatically expelled. These tanks may be equipped for manual draining as well. Automatic air tanks are available with electric heating devices. These help prevent freezing of the automatic drain in cold weather.

5.1.5 - Alcohol Evaporator

Some air brake systems have an alcohol evaporator to put alcohol into the air system. This helps to reduce the risk of ice in air brake valves and other parts during cold weather. Ice inside the system can make the brakes stop working. Check the alcohol container and fill up as necessary, every day during cold weather. Daily air tank drainage is still needed to get rid of water and oil. (Unless the system has automatic drain valves.)

5.1.6 - Safety Valve

A safety relief valve is installed in the first tank the air compressor pumps air to. The safety valve protects the tank and the rest of the system from too much pressure. The valve is usually set to open at 150 psi. If the safety valve releases air, something is wrong. Have the fault fixed by a mechanic.

5.1.7 - The Brake Pedal

You put on the brakes by pushing down the brake pedal. (It is also called the foot valve or treadle valve.) Pushing the pedal down harder applies more air pressure. Letting up on the brake pedal reduces the air pressure and releases the brakes. Releasing the brakes lets some compressed air go out of the system, so the air pressure in the tanks is reduced. It must be made up by the air compressor. Pressing and releasing the pedal unnecessarily can let air out faster than the compressor can replace it. If the pressure gets too low, the brakes won't work.

5.1.8 - Foundation Brakes

Figure 5-2 Foundation brakes are used at each wheel. The most common type is the s-cam drum brake. The parts of the brake are discussed below. Brake Drums, Shoes, and Linings. Brake drums are located on each end of the vehicle's axles. The wheels are bolted to the drums. The braking mechanism is inside the drum. To stop, the brake shoes and linings are pushed against the inside of the drum. This causes friction, which slows the vehicle (and creates heat). The heat a drum can take without damage depends on how hard and how long the brakes are used. Too much heat can make the brakes stop working. S-cam Brakes. When you push the brake pedal, air is let into each brake chamber. Air pressure pushes the rod out, moving the slack adjuster, thus twisting the brake camshaft. This turns the s-cam (so called because it is shaped like the letter "S"). The s-cam forces the brake shoes away from one another and presses them against the inside of the brake drum. When you release the brake pedal, the s-cam rotates back and a spring pulls the brake shoes away from the drum, letting the wheels roll freely again. See Figure 5.2. Wedge Brakes. In this type of brake, the brake chamber push rod pushes a wedge directly between the ends of two brake shoes. This shoves them apart and against the inside of the brake drum. Wedge brakes may have a single brake chamber, or two brake chambers, pushing wedges in at both ends of the brake shoes. Wedge type brakes may be self-adjusting or may require manual adjustment. Disc Brakes. In air-operated disc brakes, air pressure acts on a brake chamber and slack adjuster, like scam brakes. But instead of the s-cam, a "power screw" is used. The pressure of the brake chamber on the slack adjuster turns the power screw. The power screw clamps the disc or rotor between the brake lining pads of a caliper, similar to a large c-clamp. Wedge brakes and disc brakes are less common than s-cam brakes.

5.1.9 - Supply Pressure Gauges

All vehicles with air brakes have a pressure gauge connected to the air tank. If the vehicle has a dual air brake system, there will be a gauge for each half of the system. (Or a single gauge with two needles.) Dual systems will be discussed later. These gauges tell you how much pressure is in the air tanks.

5.1.10 - Application Pressure Gauge

This gauge shows how much air pressure you are applying to the brakes. (This gauge is not on all vehicles.) Increasing application pressure to hold the same speed means the brakes are fading. You should slow down and use a lower gear. The need for increased pressure can also be caused by brakes out of adjustment, air leaks, or mechanical problems.

5.1.11 - Low Air Pressure Warning

A low air pressure warning signal is required on vehicles with air brakes. A warning signal you can see must come on before the air pressure in the tanks falls below 60 psi. (Or one half the compressor governor cutout pressure on older vehicles.) The warning is usually a red light. A buzzer may also come on. Another type of warning is the "wig wag." This device drops a mechanical arm into your view when the pressure in the system drops below 60 psi. An automatic wig wag will rise out of your view when the pressure in the system goes above 60 psi. The manual reset type must be placed in the "out of view" position manually. It will not stay in place until the pressure in the system is above 60 psi. On large buses it is common for the low pressure warning devices to signal at 80-85 psi.

5.1.12 - Stop Light Switch

Drivers behind you must be warned when you put your brakes on. The air brake system does this with an electric switch that works by air pressure. The switch turns on the brake lights when you put on the air brakes.

5.1.13 - Front Brake Limiting Valve

Some older vehicles (made before 1975) have a front brake limiting valve and a control in the cab. The control is usually marked "normal" and "slippery." When you put the control in the "slippery" position, the limiting valve cuts the "normal" air pressure to the front brakes by half. Limiting valves were used to reduce the chance of the front wheels skidding on slippery surfaces. However, they actually reduce the stopping power of the vehicle. Front wheel braking is good under all conditions. Tests have shown front wheel skids from braking are not likely even on ice. Make sure the control is in the "normal" position to have normal stopping power. Many vehicles have automatic front wheel limiting valves. They reduce the air to the front brakes except when the brakes are put on very hard (60 psi or more application pressure). These valves cannot be controlled by the driver.

5.1.14 - Spring Brakes

All trucks, truck tractors, and buses must be equipped with emergency brakes and parking brakes. They must be held on by mechanical force (because air pressure can eventually leak away). Spring brakes are usually used to meet these needs. When driving, powerful springs are held back by air pressure. If the air pressure is removed, the springs put on the brakes. A parking brake control in the cab allows the driver to let the air out of the spring brakes. This lets the springs put the brakes on. A leak in the air brake system, which causes all the air to be lost, will also cause the springs to put on the brakes. Tractor and straight truck spring brakes will come fully on when air pressure drops to a range of 20 to 45 psi (typically 20 to 30 psi). Do not wait for the brakes to come on automatically. When the low air pressure warning light and buzzer first come on, bring the vehicle to a safe stop right away, while you can still control the brakes. The braking power of spring brakes depends on the brakes being in adjustment. If the brakes are not adjusted properly, neither the regular brakes nor the emergency/parking brakes will work right.

5.1.15 - Parking Brake Controls

Figure 5-3 In newer vehicles with air brakes, you put on the parking brakes using a diamond-shaped, yellow, push-pull control knob. You pull the knob out to put the parking brakes (spring brakes) on, and push it in to release them. On older vehicles, the parking brakes may be controlled by a lever. Use the parking brakes whenever you park. Caution. Never push the brake pedal down when the spring brakes are on. If you do, the brakes could be damaged by the combined forces of the springs and the air pressure. Many brake systems are designed so this will not happen. But not all systems are set up that way, and those that are may not always work. It is much better to develop the habit of not pushing the brake pedal down when the spring brakes are on. Modulating Control Valves. In some vehicles a control handle on the dash board may be used to apply the spring brakes gradually. This is called a modulating valve. It is spring-loaded so you have a feel for the braking action. The more you move the control lever, the harder the spring brakes come on. They work this way so you can control the spring brakes if the service brakes fail. When parking a vehicle with a modulating control valve, move the lever as far as it will go and hold it in place with the locking device. Dual Parking Control Valves. When main air pressure is lost, the spring brakes come on. Some vehicles, such as buses, have a separate air tank which can be used to release the spring brakes. This is so you can move the vehicle in an emergency. One of the valves is a push-pull type and is used to put on the spring brakes for parking. The other valve is spring loaded in the "out" position. When you push the control in, air from the separate air tank releases the spring brakes so you can move. When you release the button, the spring brakes come on again. There is only enough air in the separate tank to do this a few times. Therefore, plan carefully when moving. Otherwise, you may be stopped in a dangerous location when the separate air supply runs out. See Figure 5.3.

5.1.16 - Antilock Braking Systems (ABS)

Truck tractors with air brakes built on or after March 1, 1997, and other air brakes vehicles, (trucks, buses, trailers, and converter dollies) built on or after March 1, 1998, are required to be equipped with antilock brakes. Many commercial vehicles built before these dates have been voluntarily equipped with ABS. Check the certification label for the date of manufacture to determine if your vehicle is equipped with ABS. ABS is a computerized system that keeps your wheels from locking up during hard brake applications. Vehicles with ABS have yellow malfunction lamps to tell you if something isn't working. Tractors, trucks, and buses will have yellow ABS malfunction lamps on the instrument panel. Trailers will have yellow ABS malfunction lamps on the left side, either on the front or rear corner. Dollies manufactured on or after March 1, 1998 are required to have a lamp on the left side. On newer vehicles, the malfunction lamp comes on at start-up for a bulb check, and then goes out quickly. On older systems, the lamp could stay on until you are driving over five mph. If the lamp stays on after the bulb check, or goes on once you are under way, you may have lost ABS control at one or more wheels. In the case of towed units manufactured before it was required by the Department of Transportation, it may be difficult to tell if the unit is equipped with ABS. Look under the vehicle for the electronic control unit (ECU) and wheel speed sensor wires coming from the back of the brakes.

Figure 5-4 ABS is an addition to your normal brakes. It does not decrease or increase your normal braking capability. ABS only activates when wheels are about to lock up. ABS does not necessarily shorten your stopping distance, but it does help you keep the vehicle under control during hard braking.

Tractor Air Brake System Explained This topic will explain the function of each brake system component used on this standard tractor air brake system. The trailer air brake system is explained in the trailer air brake system topic. For detailed information about foundation brakes and air brake mechanical linkage, refer to our mechanical linkagetopic. For more detailed information about air brake pressure controls, refer to our brake pressure components topic. The following list of topics are contained in this description. A typical tractor brake diagram is listed below, so lets get started. y y y y y y Compressor and Reservoirs Double-Check Valves Brake Pedal Valve Trailer Control Valve Quick Release, Relay, Anti-Comp Valves Bobtail Proportioning Valves Cab Dash Control Valves Spring Brake Valve Cab Valve Operations OEM Considerations

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Compressor and Reservoirs In the drawing above, the compressor (bottom left) builds up air pressure as it passes through the airdryer on to the supply reservoir. The D-2 governor on the compressor keeps the tractor air supply pressure between 100 and 120 PSI. The safety valve on the supply reservoir prevents the air pressure from exceeding 150 PSI. The supply reservoir feeds the other two tanks via a check valve. The check valve prevents the front axle service reservoir and the rear axle service reservoir from

bleeding off pressure back to the other tank or into the supply reservoir if one of these tanks should suddenly loose air pressure. Double-check Valves Notice the double check valve (dc-4) and the double check and brake light switch valve (ds-2). Both of these valve take supply air pressure from two different sources and share their use. If one of the supplies drops pressure, then that supply is isolated from the other supply, and only the other supply provides air pressure to the shared port. The brake light switch activates with pressure from either source. Brake Pedal Valve The brake pedal value is two independent service brake valves in one. The top half provides service brake air pressure to the front axle. The lower half provides service brake air pressure to the rear axles. Both halves regulate the air pressure (PSI) to be relative to pedal movement. More pedal movement results in more air pressure to the associated axle(s). Trailer Control Valve The trailer control valve allows independent service brake application to the trailer only. This valve also provides air pressure relative to the handle movement. More handle movement, more air pressure. Never ever use this valve as a parking brake since loss of service brake air pressure would allow the rig to roll. Always use the spring brake valves for parking. Quick Release, Relay and Anti-Compounding Valves Notice the quick release valve (qr-1) between the two front brake chambers. This valve is mounted close to the brake chambers and allows rapid exhaust of the brake chambers when the front brake chamber pressure is released. When you let up on the brake pedal, this valve will vent the front brake air chambers to rapidly follow the brake pedal pressure. For partial release of the brake pedal, the quick release valve will rapidly exhaust the pressure down to, but not below, the current brake pedal pressure. In other words, the front brake chambers will rapidly follow your brake pedal pressures. A relay valve (r-14) at the rear axles provides three functions. It acts like a quick release valve when you apply the parking brakes (exhausts the spring brake chambers). It acts like a relay valve which quickly pressurizes the spring brake chambers to release the spring brakes when the parking brakes are removed. Relay valve (r-14) also provides an anti-compounding function. Anti-compounding is a method to prevent simultaneous application of the service brake and the parking brake (spring brake) at the same time. For example, a truck is stopped on a hill, and while the driver holds the foot brake, the driver also sets the parking brakes. Setting the parking brakes releases the air from the spring brake chambers (see air brake chambers) which allows the powerful spring inside the spring brake chamber to push the slack adjuster which sets the spring brakes. This all happens while the service brake chamber is already pushing on the slack adjuster to set the service brake. This combined force of spring brake and service brake force is additive and puts excessive force on the slack adjuster (the sum of both forces), which can lead to premature failure of the slack adjuster or over tightening of automatic slack adjusters. Relay valve (r-14) has a double check valve built into it, which serves as the anti-compounding function. One port of the double check valve is connected to the parking brake valve, and the other port of the double check valve is connected to the rear axle service brake lines. Pressure from either source will release the service brake chambers. Therefore, in the above situation, the driver holding

the service brakes on, places pressure into the spring brakes which releases the spring brakes while the service brake pedal is pressed. When the driver sets the parking brakes, relay valve (r-14) still holds pressure in the spring brake chambers and that supply is from the foot brake pedal. When the driver lets up on the foot brake pedal, relay valve (r-14) quick releases the spring brake chambers, and the spring inside the spring brake chambers continues to hold the parking brake on. If the driver were to step on the foot pedal after the parking brakes were on, the service brake pressure would go to the service brake chambers and also go to the spring brake chambers. As the force and pressure increases in the service brake chamber to push on the push rod, the same pressure releases the spring brake chamber spring, which reduces the force placed on the push rod by the spring. This is anti-compounding, when the force from the spring brake chamber is reduced to compensate for the force applied by the service brake chamber. Bobtail Proportioning Valves While we are at the front brake system, let's take a look at the bobtail ratio valve (lq-5). This valve automatically reduces the front axle brake chamber pressures below the brake pedal pressures while a trailer supply exists. This helps in preventing jackknifes from slippery road conditions. With no trailer supply pressure, the front axle brake chambers receive 100% of the brake pedal pressure for increased braking while bob-tailing. At the rear wheels we need to take a look at the bobtail proportioning relay valve (bp r-1). This valve serves two purposes. First it is a relay valve, which means that the rear axle brake pressure signal causes this valve to quickly apply and release the rear axle service brakes in response to the brake pedal pressures. It's second purpose is to reduce the rear axle brake chamber pressures while the tractor is bobtailing since bobtailing reduces the weight on the rear axle tires and results in easier skidding of these tires. The combined use of this valve and the bobtail ratio valve described above, applies more braking power to the front axle and less braking power to the rear axle while bobtailing. While not bobtailing, these valves apply more braking power to the rear axles and less braking power to the front axle to reduce jackknife tendencies. Both valves sense the trailer supply line pressure.

Cab Dash Control Valves The tractor control valve (tp-3) is normally used to shut off the air supply to the trailer during trailer disconnect. The valve body is mounted at the rear of the tractor cab, and is controlled by a dash mounted valve (dash mounted valve is not shown in this drawing). This valve can also be used to manually isolate the trailer air lines during an emergency trailer breakaway or during a severe trailer service line air leak. This valve also monitors the trailer supply line, and if it senses trailer supply line pressure less than approximately 40 PSI, it activates the valve to shut off both the trailer service air line and the trailer supply air line. This has two effects. It protects the tractor air supply from further loss, and it allows the trailer air leak to set the trailer spring brakes. At the top left corner of the diagram, you will find an MV-3 Control Module. This module can be used in lieu of the system park and trailer park valves shown in the diagram. The 4-sided dash valve button labeled system park (pp-1) is used for parking brakes. In the out position, it exhausts the spring brake pressure signal to the tractor spring brake relay valve (r-14) which in turn exhausts the tractor spring brake air chambers. This forces the spring brakes to set on the tractor. This valve is pressure sensitive (and can be manually overridden) and will pop out when it sees a low supply pressure in the air reservoirs. Normally this valve would be pushed in when the truck air reservoirs have exceeded 90 PSI, and you are ready to start driving the truck. The 6-sided valve button labeled trailer park (pp-7) is usually identified as the trailer air supply valve. It has an air operated interlock in the lower body which will apply the trailer spring brakes (exhaust the air pressure) whenever the tractor spring brakes are applied (loss of tractor spring brake signal pressure). This interlock ensures that the trailer spring brakes will always be applied along with the tractor spring brakes. If system supply pressure falls below 40 PSI, then this valve will automatically pop out and exhaust the trailer supply line which will set the trailer spring brakes. Normally this button is pushed in to release the trailer spring brakes.

Now things get a little more complicated. Notice the dash mounted (round button) labeled trailer release valve (PP-1). This valve is also pressure sensitive and will stay in manual positions as long as the minimum supply pressure is present. This valve is normally left in the out position. It will be forced in the out position the last time the supply air pressure dropped below its sensitive limit (the last time the tractor was shut down for an extended period of time). While in the out position, it ports the system park spring brake signal (tractor spring brake signal) over to the trailer park valve's (PP-7) air operated interlock. Any time that the trailer release valve (PP-1) is out, then application of the system park valve will exhaust the spring brake pressure signal, and through the trailer park (PP-7) valve air interlock section, force the trailer park valve to exhaust the trailer supply line pressure. This will force the trailer spring brake valve (not shown) to exhaust the trailer spring brake chambers, thereby setting the trailer spring brakes just because the tractor spring brakes were set. If you fully understand this paragraph, then you are a good man Charlie Brown! You may have to reread this paragraph a few times.

The above paragraph is what the trailer release valve (PP-1) does while it is not in use. Its primary purpose when it is pushed in, is to isolate the trailer spring brakes application from the tractor spring brakes application. With this valve in, the trailer spring brakes will not be set when the tractor spring brakes are set. Now the trailer park valve doesn't know when the tractor spring brake signal pressure is missing, and it does not force automatic application of the trailer spring brakes. This valve is used to release the trailer spring brakes while the tractor spring brake valve (sr-1) is modulating the tractor spring brakes signal pressure, using the front tractor brake pressure signal. This situation arises when the rear axle reservoir has lost air pressure. Another tough paragraph Charlie Brown! The next paragraph will explain the action of the tractor spring brake valve (SR-1) in more detail. Spring Brake Valve

The spring brake valve (SR-1) serves two functions. During normal operation it limits hold-off pressure (spring brake air pressure signal) to the tractor spring brakes relay valve (R-14) to 90 or 95 PSI. The other function is to use the spring brakes for stopping power when the rear axle brake air supply fails, while the front axle brakes still work. This is a pretty revolutionary concept. If the rear axle service brake pressure fails, just make the rear axle spring brakes apply stopping power which follows the front axle brake application. If a loss of pressure occurs in the rear axle service brake supply, (SR-1) will then provide a modulated spring brake application pressure to the spring brake relay valve (r-14) which is inversely proportional to the front axle service brake pressure. As the front axle brake pressure increases, the spring brake air pressure decreases. This allows application of the spring brakes to provide rear axle braking (using the spring brake spring force) which follows the front axle braking force. As the pressure in the front axle brake circuit goes up, the spring brake chamber pressure is bled down, which gives rear axle braking force from the spring chambers. When the front axle brakes are released, then the pressure to the spring brake chamber is increased, which releases the spring brake action at the rear axles. Cab Valve Operations Now that we have explained all the brake components on the diagram, lets take a moment and see how the driver would use the cab air brake controls. The trailer park valve (commonly referred to as the trailer air supply valve) is not normally used for parking because it only applies the trailer spring brakes. Instead the system park valve (commonly referred to as the parking brake) would be used because its operation results in both tractor and trailer spring brakes being applied. Never use the trailer control valve as a parking break! If air pressure to this valve would fail, then the rig could roll if the spring brakes air pressure was still normal. OEM Considerations This diagram provided by Bendix demonstrates a typical tractor air brake system without anti-lock brakes and without traction control features. Many of the newer brake valves provide multiple functions within the same valve body. Now that you have a typical air brake system understanding, you should consult the air brake diagrams for the particular tractor manufacturer. That diagram should now make a lot more sense. If you see new types of valves which were not described on this diagram, refer to our detailed valve description for information about other air brake valve components that Bendix manufacturers. Return to top of