Pneumatic Actuator

A pneumatic actuator converts energy (typically in the form of compressed air) into motion. The motion can be rotary or linear, depending on the type of actuator. Some types of pneumatic actuators include:

Tie rod cylinders Rotary actuators Grippers Rodless actuators with magnetic linkage or rotary cylinders Rodless actuators with mechanical linkage Pneumatic artificial muscles Speciality actuators that combine rotary and linear motionfrequently used for clamping operations Vacuum generators

A Pneumatic actuator mainly consists of a piston, a cylinder, and valves or ports. The piston is covered by a diaphragm, or seal, which keeps the air in the upper portion of the cylinder, allowing air pressure to force the diaphragm downward, moving the piston underneath, which in turn moves the valve stem, which is linked to the internal parts of the actuator. Pneumatic actuators may only have one spot for a signal input, top or bottom, depending on action required. Valves require little pressure to operate and usually double or triple the input force. The larger the size of the piston, the larger the output pressure can be. Having a larger piston can also be good if air supply is low, allowing the same forces with less input. These pressures are large enough to crush object in the pipe. On 100 kPa input, you could lift a small car (upwards 1,000 lbs) easily, and this is only a basic, small pneumatic valve. However, the resulting forces required of the stem would be too great and cause the valve stem to fail. This pressure is transferred to the valve stem, which is hooked up to either the valve plug (see plug valve), butterfly valve etc. Larger forces are required in high pressure or high flow pipelines to allow the valve to overcome these forces, and allow it to move the valves moving parts to control the material flowing inside. Valves input pressure is the "control signal." This can come from a variety of measuring devices, and each different pressure is a different set point for a valve. A typical standard signal is 20100 kPa. For example, a valve could be controlling the pressure in a vessel which has a constant outflow, and a varied in-flow (varied by the actuator and valve). A pressure transmitter will monitor the pressure in the vessel and transmit a signal from 20100 kPa. 20 kPa means there is no pressure, 100 kPa means there is full range pressure (can be varied by the transmiters calibration points). As the pressure rises in the vessel, the output of the transmitter rises, this increase in pressure is sent to the valve, which causes the valve to stroke downard, and start closing the valve, decreasing flow into the vessel, reducing the pressure in the vessel as excess pressure is evacuated through the out flow. This is called a direct acting process.

Pneumatic Cylinder
Pneumatic cylinders (sometimes known as air cylinders) are mechanical devices which utilize the power of compressed gas to produce a force in a reciprocating linear motion. Like hydraulic cylinders, pneumatic cylinders use the stored potential energy of a fluid, in this case compressed air, and convert it into kinetic energy as the air expands in an attempt to reach atmospheric pressure. This air expansion forces a piston to move in the desired direction. The piston is a disc or cylinder, and the piston rod transfers the force it develops to the object to be moved. Engineers prefer to use pneumatics sometime because they are quieter, cleaner, and do not require large amounts or space for fluid storage. Because the operating fluid is a gas, leakage from a pneumatic cylinder will not drip out and contaminate the surroundings, making pneumatics more desirable where cleanliness is a requirement. For example, in the mechanical puppets of the Disney Tiki Room, pneumatics are used to prevent fluid from dripping onto people below the puppets

ConstructionJump to,

Operation diagram of a single acting cylinder. The spring (red) can also be outside the cylinder, attached to the item being moved.

Operation diagram of a double acting cylinder

3D animated pneumatic cylinder (CAD)

Depending on the job specification, there are multiple forms of body constructions available:

Tie rod cylinders: The most common cylinder constructions that can be used in many types of loads. Has been proven to be the safest form. Flanged Type cylinders: Fixed flanges are added to the ends of cylinder, however, this form of construction is more common in hydraulic cylinder construction. One piece welded cylinders: Ends are welded or crimped to the tube, this form is inexpensive but makes the cylinder non-serviceable. Threaded end cylinders: Ends are screwed onto the tube body. The reduction of material can weaken the tube and may introduce thread concentricity problems to the system.

Material
Upon job specification, the material may be chosen. Material range from nickel-plated brass to aluminum, and even steel and stainless steel. Depending on the level of loads, humidity, temperature, and stroke lengths specified, the appropriate material may be selected

Mounts
Depending the the location of the application and machinability, there exist different kinds of mounts for attaching pneumatic cylinders : Type of Mount Ends Rod End Cylinder End Plain Plain Threaded Clevis Flanged Foot Bracket-single or double Flanged Clevis etc.

Torque or eye Trunnion

Sizes
Air cylinders are available in a variety of sizes and can typically range from a small 2.5 mm air cylinder, which might be used for picking up a small transistor or other electronic component, to 400 mm diameter air cylinders which would impart enough force to lift a car. Some pneumatic cylinders reach 1000 mm in diameter, and are used in place of hydraulic cylinders for special circumstances where leaking hydraulic oil could impose an extreme hazard.

Operation

General
Once actuated, compressed air enters into the tube at one end of the piston and, hence, imparts force on the piston. Consequently, the piston becomes displaced (moved) by the compressed air expanding in an attempt to reach atmospheric pressure.

Compressibility of gasses
One major issue engineers come across working with pneumatic cylinders has to do with the compressibility of a gas. Many studies have been completed on how the precision of a pneumatic cylinder can be affected as the load acting on the cylinder tries to further compress the gas used. Under a vertical load, a case where the cylinder takes on the full load, the precision of the cylinder is affected the most. A study at the National Cheng Kung University in Taiwan, concluded that the accuracy is about 30mm, which is still within a satisfactory range but shows that the compressibility of air has an effect on the system.

Fail safe mechanisms

Pneumatic systems are often found in settings where even rare and brief system failure is unacceptable. In such situations locks can sometimes serve as a safety mechanism in case of loss of air supply (or its pressure falling) and, thus, remedy or abate any damage arising in such a situation. Due to the leakage of air from input or output reduces the pressure and so the desired output.

Pneumatic Motor
A pneumatic motor or compressed air engine is a type of motor which does mechanical work by expanding compressed air. Pneumatic motors generally convert the compressed air to mechanical work through either linear or rotary motion. Linear motion can come from either a diaphragm or piston actuator, while rotary motion is supplied by either a vane type air motor or piston air motor. Pneumatic motors have existed in many forms over the past two centuries, ranging in size from hand held turbines to engines of up to several hundred horsepower. Some types rely on pistons and cylinders, others use turbines. Many compressed air engines improve their performance by heating the incoming air, or the engine itself. Pneumatic motors have found widespread success in the hand-held tool industry and continual attempts are being made to expand their use to the transportation industry. However, pneumatic motors must overcome inefficiencies before being seen as a viable option in the transportation industry. Jump to: navigation, search

The Victor Tatin airplane of 1879 used a compressed-air engine for propulsion. Original craft, at Muse de l'Air et de l'Espace. The first mechanically-powered submarine, the 1863 Plongeur, used a compressed-air engine. Muse de la Marine (Rochefort).

Classification

Linear
In order to achieve linear motion from compressed air, a system of pistons is most commonly used. The compressed air is fed into an air-tight chamber that houses the shaft of the piston. Also inside this chamber a spring is coiled around the shaft of the piston in order to hold the chamber completely open when air is not being pumped into the chamber. As air is fed into the chamber the force on the piston shaft begins to overcome the force being exerted on the spring. As more air is fed into the chamber, the pressure increases and the piston begins to move down the chamber. When it reaches its maximum length the air pressure is released from the chamber and the spring completes the cycle by closing off the chamber to return to its original position. Piston motors are the most commonly used in hydraulic systems. Essentially, piston motors are the same as hydraulic pumps except they are used to convert hydraulic energy into mechanical

energy. Piston motors are often used in series of two, three, four, five, or six cylinders that are enclosed in a housing. This allows for more power to be delivered by the pistons because several motors are in sync with each other at certain times of their cycle.

Rotary
Another type of pneumatic motor, known as a rotary vane motor, uses air to produce rotational motion to a shaft. The rotating element is a slotted rotor which is mounted on a drive shaft. Each slot of the rotor is fitted with a freely sliding rectangular vane. The vanes are extended to the housing walls using springs, cam action, or air pressure, depending on the motor design. Air is pumped through the motor input which pushes on the vanes creating the rotational motion of the central shaft. Rotation speeds can vary between 100 and 25,000 rpm depending on several factors which including the amount of air pressure at the motor inlet and the diameter of the housing. Rotary motion vane-type air motors are used to start large industrial diesel or natural gas engines. Stored energy in the form of compressed air, nitrogen or natural gas enters the sealed motor chamber and exerts pressure against the vanes of a rotor. Much like a windmill, this causes the rotor to turn at high speed. Because the engine flywheel requires a great deal of torque to start the engine, reduction gears are used. Reduction gears create high torque levels with the lower amounts of energy input. These reduction gears allow for sufficient torque to be generated by the engine flywheel while it is engaged by the pinion gear of the air motor or air starter.

Application
A widespread application of small pneumatic motors is in hand-held tools, power ratchet wrenches, drills, sanders, grinders, cutters, and so on. Though overall energy efficiency of pneumatics tools is low and they require access to a compressed-air source, there are several advantages over electric tools. They offer greater power density (a smaller pneumatic motor can provide the same amount of power as a larger electric motor), do not require an axillary speed controller (adding to its compactness), generate less heat, and can be used in more volatile atmospheres as they do not require electric power. Historically, many individuals have tried to apply pneumatic motors to the transportation industry. Guy Negre, CEO and founder of Zero Pollution Motors, has pioneered this field since the late 1980s. Recently Engineair has also developed a rotary motor for use in automobiles. Engineair places the motor immediately beside the wheel of the vehicle and uses no intermediate parts to transmit motion which means almost all of the motor's energy is used to rotate the wheel.

Tools
Impact wrenches, drills, firearms, die grinders, dental drills and other pneumatic tools use a variety of air engines or motors. These include vane type pumps, turbines and piston.

Air Brake
On railcars, an air brake is a conveyance braking system actuated by compressed air. Modern trains rely upon a fail-safe air brake system that is based upon a design patented by George Westinghouse on March 5, 1872. The Westinghouse Air Brake Company (WABCO) was subsequently organized to manufacture and sell Westinghouse's invention. In various forms, it has been nearly universally adopted. The Westinghouse system uses air pressure to charge air reservoirs (tanks) on each car. Full air pressure signals each car to release the brakes. A reduction or loss of air pressure signals each car to apply its brakes, using the compressed air in its reservoirs. In the air brake's simplest form, called the straight air system, compressed air pushes on a piston in a cylinder. The piston is connected through mechanical linkage to brake shoes that can rub on the train wheels, using the resulting friction to slow the train. The mechanical linkage can become quite elaborate, as it evenly distributes force from one pressurized air cylinder to 8 or 12 wheels. The pressurized air comes from an air compressor in the locomotive and is sent from car to car by a train line made up of pipes beneath each car and hoses between cars. The principal problem with the straight air braking system is that any separation between hoses and pipes causes loss of air pressure and hence the loss of the force applying the brakes. This deficiency could easily cause a runaway train. Straight air brakes are still used on locomotives, although as a dual circuit system, usually with each bogie (truck) having its own circuit. In order to design a system without the shortcomings of the straight air system, Westinghouse invented a system wherein each piece of railroad rolling stock was equipped with an air reservoir and a triple valve, also known as a control valve.

A comparatively simple brake linkage

Rotair Valve Westinghouse Air brake Company[1] The triple valve is described as being so named as it performs three functions: Charging air into a air tank ready to be used, applying the brakes, and releasing them. In so doing, it supports certain other actions (i.e. it 'holds' or maintains the application and it permits the exhaust of brake cylinder pressure and the recharging of the reservoir during the release). In his patent application, Westinghouse refers to his 'triple-valve device' because of the three component valvular parts comprising it: the diaphragm-operated poppet valve feeding reservoir air to the brake cylinder, the reservoir charging valve, and the brake cylinder release valve. When he soon improved the device by removing the poppet valve action, these three components became the piston valve, the slide valve, and the graduating valve.

If the pressure in the train line is lower than that of the reservoir, the brake cylinder exhaust portal is closed and air from the car's reservoir is fed into the brake cylinder to apply the brakes. This action continues until equilibrium between the brake pipe pressure and reservoir pressure is achieved. At that point, the airflow from the reservoir to the brake cylinder is lapped off and the cylinder is maintained at a constant pressure. If the pressure in the train line is higher than that of the reservoir, the triple valve connects the train line to the reservoir feed, causing the air pressure in the reservoir to increase. The triple valve also causes the brake cylinder to be exhausted to atmosphere, releasing the brakes.

As the pressure in the train line and that of the reservoir equalize, the triple valve closes, causing the air pressure in the reservoir and brake cylinder to be maintained at the current level.

Unlike the straight air system, the Westinghouse system uses a reduction in air pressure in the train line to apply the brakes. When the engineer (driver) applies the brake by operating the locomotive brake valve, the train line vents to atmosphere at a controlled rate, reducing the train line pressure and in turn triggering the triple valve on each car to feed air into its brake cylinder. When the engineer releases the brake, the locomotive brake valve portal to atmosphere is closed, allowing the train line to be recharged by the compressor of the locomotive. The subsequent increase of train line pressure causes the triple valves on each car to discharge the contents of the brake cylinder to atmosphere, releasing the brakes and recharging the reservoirs. Under the Westinghouse system, therefore, brakes are applied by reducing train line pressure and released by increasing train line pressure. The Westinghouse system is thus fail safeany failure in the train line, including a separation ("break-in-two") of the train, will cause a loss of train line pressure, causing the brakes to be applied and bringing the train to a stop, thus preventing a runaway train situation. Modern air brake systems are in effect two braking systems combined:

The service brake system, which applies and releases the brakes during normal operations, and The emergency brake system, which applies the brakes rapidly in the event of a brake pipe failure or an emergency application by the engineer.

When the train brakes are applied during normal operations, the engineer makes a "service application" or a "service rate reduction, which means that the train line pressure reduces at a controlled rate. It takes several seconds for the train line pressure to reduce and consequently takes several seconds for the brakes to apply throughout the train. In the event the train needs to make an emergency stop, the engineer can make an "emergency application," which immediately and rapidly vents all of the train line pressure to atmosphere, resulting in a rapid application of the train's brakes. An emergency application also results when the train line comes apart or otherwise fails, as all air will also be immediately vented to atmosphere. In addition, an emergency application brings in an additional component of each car's air brake system: the emergency portion. The triple valve is divided into two portions: the service portion, which contains the mechanism used during brake applications made during service reductions, and the emergency portion, which senses the immediate, rapid release of train line pressure. In addition, each car's air brake reservoir is divided into two portionsthe service portion and the emergency portionand is known as the "dual-compartment reservoir. Normal service applications transfer air pressure from the service portion to the brake cylinder, while emergency applications cause the triple valve to direct all air in both the service portion and the emergency portion of the dual-compartment reservoir to the brake cylinder, resulting in a 2030% stronger application.

The emergency portion of each triple valve is activated by the extremely rapid rate of reduction of train line pressure. Due to the length of trains and the small diameter of the train line, the rate of reduction is high near the front of the train (in the case of an engineer-initiated emergency application) or near the break in the train line (in the case of the train line coming apart). Farther away from the source of the emergency application, the rate of reduction can be reduced to the point where triple valves will not detect the application as an emergency reduction. To prevent this, each triple valve's emergency portion contains an auxiliary vent port, which, when activated by an emergency application, also locally vents the train line's pressure directly to atmosphere. This serves to propagate the emergency application rapidly along the entire length of the train. Use of distributed power (i.e., remotely controlled locomotive units midtrain and/or at the rear end) mitigates somewhat the time-lag problem with long trains, because a telemetered radio signal from the engineer in the front locomotive commands the distant units to initiate brake pressure reductions that propagate quickly through nearby cars.

Standardization
The modern air brake is not identical with the original airbrake as there have been slight changes in the design of the triple valve, which are not completely compatible between versions, and which must therefore be introduced in phases. That said, the basic air brakes used on railways worldwide are remarkably compatible.

Vacuum brakes
The main competitor to the air brake is the vacuum brake, which operates on negative pressure. The vacuum brake is a little simpler than the air brake, with an ejector with no moving parts on steam engines or a mechanical or electrical "exhauster" on a diesel or electric locomotive replacing the air compressor. Disconnection taps at the ends of cars are not required as the loose hoses are sucked onto a mounting block. However, the maximum pressure is limited to atmospheric pressure, so that all the equipment has to be much larger and heavier to compensate. This disadvantage is made worse at high altitude. The vacuum brake is also considerably slower acting in both applying and releasing the brake; this requires a greater level of skill and anticipation from the driver. Conversely, the vacuum brake had the advantage of gradual release long before the Westinghouse automatic air brake, which was originally only available in the direct-release form still common in freight service. A primary fault of vacuum brakes is the inability to easily find leaks. In a positive air system, a leak is quickly found due to the escaping pressurized air. This problem left the British railways in a terrible condition, where trains would have to be stopped at the top of grades to set the manual brakes on each car. Purchase and maintenance of a mechanical air pump on hundreds of engines is nothing compared to keeping the vacuum line in good order across a fleet of tens of thousands of freight cars. Electro-vacuum brakes have also been used with considerable success on South African electric multiple unit trains. Despite requiring larger and heavier equipment as stated above, the performance of the electro-vacuum brake approached that of contemporary electro-pneumatic brakes. However, their use has not been repeated.