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840306

An Overview of Automotive Control Actuators

William G. Wolber
Cummins Engine Co., Inc.

Reprinted from SP-567-

Sensors and Actuators

International Congress
& Exposition
Detroit, Michigan
February 27-March 2,1984
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ISSN 0148-7191
Copyright 1984 Society of Automotive Engineers, Inc.

This paper is sUbject to revision. Statements and opinions ad·
vanced in papers or discussion are the author's and are his
responsibility. not SAE's; however, the paper has been edited
by SAE for uniform styling and format. Discussion will be
printed with the paper if it is published in SAE Transactions.
For permission to publish this paper in full or in part. contact
the SAE Publications Division.
Persons wishing to submit papers to be considered for pre·
sentation or publication through SAE should send the manu-
script or a 300 word abstract of a proposed manuscript to:
Secretary, Engineering Activity Board, SAE.
16 page booklet. Printed in U.S.A.
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840306

An Overview of Automotive Control Actuators

William G. Wolber
Cummins Engine Co., Inc.

ABSTRACT applications.
Stt'ictly speaking, as defined by the
Automotive microcomputer controls require hydt'omechanical engineer, an actuator is a
power-level actuators to pt"ovide the physical transducer which delivers energy in the form of
contt'ol inputs to the system> controlled, just mechanical wot'k; Le. fot'ce x displacement or
as they need sensors for measuring the control torque x angular rotation. However, as used in
parameters. The paper describes various the automotive electronics community today, the
actuators available for or in use in U.S. term actuator describes a transducer which
automobiles and trucks. Possible future t'eceives an electrical signal input and outputs
developments are suggested. a cort'esponding physical, chemical or thermal
analog, the latter usually being at a
significant power level. Except for this last
attribute, the sensor and the actuator are
THE UBIQUITOUS MICROCOMPUTER is now a necessary rather like mirror images when t.hey transduce
and familiar part of automotive control between the same parameter pair; but the
systemsj as many as ten microcomputers have necessity that the actuator deliver its signal
been reported on a 1983 passenger: car (1)*. at a power level sufficient to manipulate with
When the microcomputer is used for: control it fidelity t.he system it controls makes all the
must interface with the physical world through difference.
peripheral transducers sensors and
actuators. In fact I all control systems can GENERAL ATTRIBUTES OF ACTUATORS
be understood in terms of the four elements:
sensor, actuatot", contt'ol device or- Because of the requirement for power
intelligence, and the system being contr-olled delivery and because the actuator must
(2). Micr-ocomputer-ot'ganized controls at'e interface mechanically with the system
particulat'ly well suited to analysis by this controlled, actuators are quite commonly
model, because the sepat'ation of function purpose-built for a specific application, while
closely corresponds to physical (black-box) sensors are often more general purpose. This
separation as well. is particularly true for intermediate quantity
Microcomputer controls have been the topic products such as car and truck optional
of many sessions at each of these meetings for equipment, where specialized design is only
the past decade; sensors have also received justified when it cannot be avoided. Thus the
much attention, but because of the variety of pressure sensor used in a multi-point fuel
technologies involved, the developing injection system can be identical to that used
automotive sensor art has been conveniently in a central point injection system, whereas
chronicled for the engineet"ing community in a the solenoid valves used in each case will
series of overview papet"s (3-7). However, less differ from each other.
attention has been paid the actuating devices; Another difference between sensors and
hence, it seems timely to review actuators in actuators also flows from the requirement that
use and being developed for automotive contt"ol actuators deliver power; the fidelity and
stability of the transfer function is usually
better for the sensor than for its actuator
* Numbers in parentheses designate references analog. While this is not always so, it is so
at end of paper. common that closed-loop control systems are

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usually designed with the sensor providing Bimetal

precision and the actuator only rough Vapor Phase (Heat Engine)
correspondence (plus muscle). For example,
Figure 1 shows schematically a commonly-used SOLENOIDS - A solenoid is an electromagnet
design for a position servo. The output in Which the magnetic cir:"cuit is completed by a
position of the lead-screw follows the input moving armature. Hence it is a direct
command signal precisely because of the transducer of current-to-force or
reliable transfer function of the linear current-to-displacement, without any power
potentiometer. The transfer function of the boost. Thus a solenoid intended to deliver a
motor (drive power x time) is not relevant t.o significant amount of energy for control
the performance of the servo, at least to requires a power:" driver electronic input.
first order. This principle of giving the Solenoids designed for a long stroke can
burden of accuracy to the' sensor' and that of be made to have a fairly linear functional
power delivery to the actuator is a powerful relationship between current and force, so that
design tool for servos. An illuminating if the ar:"mature is spring-loaded, a nearly
example of its use in automotive controls is linear current - displacement r:"elationship can
the proportional EGR control shown in Figure be achieved. Often the ar:"mature is a soft iron
2, with a position pickoff sensor relaying the bar or cylinder which slides inside the coil,
present position of the critical flow valve to as shown in Figure 3. Such solenoids have
the microcomputer. rather low force delivery. A larger force can
A portion of the burden of EGR flow be obtained at the expense of linear:"ity and
accUr'acy is assumed by the sensor in this length of stroke in a solenoid in which the
example. Gas flow is itself hard to measure armature closes the gap between itself and the
accurately. An EGR valve can be designed to poles of the solenoid, as shown in Figure 4.
operate in critical flow under conditions when Fairly large fOr:"ces can be generated when the
EGR flow accuracy is required (part throttle). gap is nearly closed. but these falloff
so that flow rate is proportional only to the rapidly when the gap is larger:". This kind of
valve gap (position) and to upstr:"eam pressure solenoid has a r:"elatively weak pull-in force at
(atmospheric ambient). The valve can be counted first, but a str:"ong force when the solenoid is
on to transduce position to flow r:"ate pretty full "on". Such actuators are the most compact
faithfully, so that a flow actuator servo of the solenoid type, but ar:"e most useful for
problem is turned into the classical position on-off functions.
servo problem. .. HIGH SPEED SOLENOIDS - Solenoids have a
In this system. the part we call the r:"esponse time that is determined by a large
"actuator" is actually the vacuum modulating variety of factors: the dr:"ive cUr'rent
valve, which receives a pulse duty cycle available, the number of coil turns, the force
electronic input signal and outputs a required, the mass of the moving parts, and the
pr:"oportional value of vacuum to the voltage available. All other things being
piston/spring assembly. The latter transduces equal, the response time of the solenoid varies
the vacuum signal into position, and as inversely with the volume available for the
described above, the critical flow valve coil and magnetic circuit, and with the stat't
transduces this position int.o flow rate. voltage available. Since the fOr:"ce delivered
Neither the transfer function of the actuator. increases r:"apidly as the solenoid gap closes.
the vacuum valve, nor that of the piston the initial fOr:"ce is what detet'mines how fast
assembly are important because they are the armature acceler:"ates i and since this force
included within the position feedback loop. is proportional to curr:"ent, what determines the
acceleration is the rate of cUr:"r:"ent build-Up.
ACTUATOR TYPES - Motocs ace pcobably the E=Ldi/dt+i(tlR (1)
actuators in most general use in other At zero time. i(t) is zero, and the t'ate of
applications. but for automotive control they change of current depends on the value of the
are not so common. In this paper we will look voltage available. In automotive applications,
at those actuators specifically used for cars where pulse duration modulation is widely used,
and tr:"ucks: the precision with which the solenoid duty
SOLENOIDS: cycle can be repeated (its "jitter") is
Linear closely related to the response time of the
Rotar:"y device, and hence precision is limited by the
TOr:"que Motor twelve volt battery power supply in common use.
ROTARY SOLENOIDS - A solenoid can also be
STEPPER MOTORS used to provide rotational motion instead of
linear motion. Because the electromagnetic
SOLENOID VALVES field only builds up an attt'active force on an
ir:"on armature, if the actuator:" is to have a
HIGH SPEED ACTUATORS AND zero signal center position and drive in both
VALVES directions, it either r:"equires two coils -and
two magnetic circuits, or a permanent magnet
THERMAL ACTUATORS: strong enough to provide a bias field for a
Wax Motor moving coil (like those in a galvanometer

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movement). Solenoids designed to provide a used with a position sensor in proportional EGR
linear relationship between angle and currenl, valve actuator systems.
especially those with a zero current center The solenoid driving a valve in an on-off
point, are called torquemotors. A torquemotor or pt'oportional mode is widely used in
is shown schemalically in Figure 5; lhe dotled automotive applications. On passenger cars. it
portion shows that it is intended to drive the is seen in central point manifold fuel
flapper in a single stage spool valve of a injection systems, as a fuel shut-off valve,
hydraulic or pneumatic servo. and as a modulator valve for vacuum or
STEPP~R MOTORS The stepper motor hydraulic boost systems. On trucks, today it.
occupies a position somewhere between a rotary is used for fuel shut down and for modulating
solenoid and a true free running instrument pneumatic actuators powered by the air brake
motor. The stepper motor is a rotary device supply. Some hydraulically-powered controls
which is limited by stops to a small angular are also beginning to appear, usually powered
rotation (See Figure 6). When iL rotates, it by the lubricating oil pressure. In the future
captures and moves along a second rotating solenoid valves will be found controlling fuel
plate which is fitted with a rachet or detent metering and injecti.on timing in unit injector
arrangement such that it. has stable positions diesel engine controls. Figure 7 shows the
at equal angle increments _. say every degree. A design of a solenoid-·operated needle valve
current pulse into the stepper motor drives the which has been much used allover the world for
armature and rachet plate from the present in-manifold fuel injection on gasoline engines.
sLable position into the next stable position. The variety of mechanical configurations
Thus the stepper motor advances its output a used to control fluid flow is limited only by
fixed angle increment for each input pulse. human imagination; a selection of these is
The device can be made to step in both shown in Figur.e 8. The spool valve is the type
directions by providing a second coil; or by most often seen controlling automotive engine
using a permanent. magnet fi.eld, and reversing fuel in pulse~.width-modulation central point
the current. direction in the single coil. fuel injection systems. because this type of
Stepper motors are rated for continuous or valve has the fuel pressure balanced out. yet
for intermittent duty, and have a maximum meters accurately when full open. The flapper
stepping rate (slewing rate) at which they are valve, simple and with a light armature is used
reliable. The force available f('om the rachet for high ft'equency pulse dut.y cycle
mechanism to hold t.he last position is not very proportional service. Solenoid dt'iven disc
large; however, stepper motors often drive a valves ar.e often seen in on-off low power
leadscrew, to obtain a linear position with service.
lots of fine steps and a significant t'everse HIGH SPEED ACTUATORS FOR HIGH ,'ORCES - The
mechanical advantage in the dormant state. desire to operate electronic controls on heavy
These devices interface vet'Y nicely with duty truck diesel engines has given rise to a
microcomputet' controllers, which can readily number of special designs for this service.
keep track of the number of pulses of each Diesel unit injection is into the cylinder, and
sign, into the stepper motor, and thus know the direct approach to electronic control of
where the actuatot' is positioned. However; unit injection requires a fast valve having the
unless the microcomputet' is provided with a ability to deliver vet·y high forces. Jerk-·pump
non-volatile memory, this infor-mation is lost or distributor fuel systems mostly use a rotary
when the microcomputer power goes down. For position servo solution; unit injection may use
this reason, most stepper motor actuators are an indirectly controlled, cam-·driven means, or
designed to retur-n to a fixed start position it may use a brute force high pressure common
when power is interrupted. Stepper rail design. This last mechanization is the
motor/leadscrew combinations driving a needle most demanding of speed and force on the valve.
valve have been used for modulated carburetors. Larger solenoids can of course deliver
Early stepper motors gained a reputation larger forces; but if the speed of the valve is
for unreliability when used in fast continuous limited by the mass of the armature the force
operation. More modern designs are much better delivet'ed by an E-core st('ucture scales only as
in t.his respect, and some have lifetimes up to the square of its linear size, whereas the
a billion steps. Often these are split phase armature mass scales as the cube. Hence, the
designs with two windings, requiring two or larger the force needed the slower the
even tht'ee drivet's per stepper motor. The actuator,unless the voltage can be raised.
sLt:."'.ppcr motor is essentially an economical way HELENOID The Helenoid (8) design
to achieve an accurate open loop position overcomes this problem at the expense of
drive. The same effect can be achieved using a complexity, by "wrapping" the armature/pole
d.c. motor driving a leadscrew, with a linear piece gap around a cylindrical magnetic
or rotary displacement sensor feeding back circuit, as shown in Figure 9. The mass of the
position information. The microcomputer closes armature scales as 2mnR, and so does the
the position servo loop, as was shown in Figure force generated by the device. Helenoid
1. If only a little force is needed, it can be valve designs having sub-millisecond full-on
pt'ovided by a proportional or and full-off response times at high pressures
pulse-duty-cycle-modulated drive to a have been built for use in diesel engine unit
solenoid. Pulse modulated solenoids have been injector systems.

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COLENOID The Helenoid actuato~ is
limited to fai~ly sho~t strokes - a millimeter
or so. The Colenoid (9) actuator - similar to
the Helenoid but having a conical geometry
rather than a cylindrical geometry has
similar pr-oper-ties to its sibling but can
oper"ate oVer str"okes as long as ten
millimete~s. (Figur-e 10).
PIEZOELECTRIC VALVE - Anothec appcoach to
the high speed, high force actuator is to use a
stack of piezoelectric drivers to obtain the
electr-ical to mechanical motion transduction.
While this device can realize very high force
and fast. speed, it also requires a relatively
high voltage to drive the stack; because the
load is capacitive, the initial cur~ent drive
requirement is also very high. Both the
voltage of t.he ·order- of 500-1000 volts - and
the instantaneous dr"ive current pose a ver-y
difficult electr-ical inter-face problem for- the
dr-iver design.
The basic problem with electrical drive
interfaces shows its harshest face in this
case. Fast. response electr"ical-to mechanical
tr-ansduction methods are just not efficient .-
with t.he sole exception of the continuously
operating electric motor. When large forces
are required as well, the power involved is not
tr"ivial, and the inefficiency reflects back
into the driver electr"onics requir-ement -- which
in any case is limited in power handling
capability. For this reason, whereever
substantial amounts of power are needed, the
electrical actuator is used as a piloL (or; a
much higher power capability hydr-aulic,
pneumatic or- vacuum actuator.
THERMAL ACTUATORS Although
actuator-s are slow acting and ar-e best used
when a contr-ol motion in only one direc tion is
desired, these devices ar-e an economical means
of obtaining a substantial force ft'om a small
package. Thermal actuators are t"arely used in
a pr-oportional mode, because they are quite
sensitive to ambient temperature. Where a
ser-vo loop is available to stabilize the
actuator-, and bandwidth requirements ar-e
minimal. they have seen use in the servo
control mode.
WAX MOTOR - Figure 11 depicts a wax motor
actuator- schematically. The material filling
the cavity of the Wax motor is selected for a
melting point comfortably above the maximum
ambient temperature it will see, a low heat of
solidification and a SUbstantial volume
expansion when melting. As the material is
heated by current t.hrough the heater, it melts
and expands, forcing the bellows to extend.
The actuator remains extended until it becomes
cool enough for the fill material to solidify,
at which point the spring constant of the
bellows retu~ns it to its inactive position.
The wax motor can genet"'ate a very large
force for its size; however the displacement it
can achieve is quite small, and therefore the
energy delivery is modest. Lat"ger motions can
be obtained if a lever linkage is used,
actuated by the wax motor near- its fulcrum.
The r-esponse time of the device is usually much
slower in the cooling direction than in the
heating direction, so that it is ordinarily
used in a mode wher-e only the heatup actuation
time and "crce ar-e important - for example, to
unlatch a hood or- decklid.
BIME'tAL - The bimetall ic thermal motor,
unlike the wax motor-, moves over a displacement
r-ange as a function of the tempet"ature of the
bimetal. Mor-eover, its active displacement
r-ange can cort"'espond to a high temperatur-e I so
that it is less sensitive to ambient
temperatur-e; and its heating and cooling rates
can be made appr-oximately equal, per-mitting
roughly equal response times in both
directions. A simple ther-mal motor is depicted
schematically in Figure 12. Most commonly.
these devices have been used to drive a display
element for- example, a dash panel oil
pressur"e gauge or batter-y charge/discharge
indicator-. The bimetal becomes quite
non-linear for motions th~ough mor-e than a
small deflection angle.
Whi Ie the temperature sensitivity of t.he
bimetal is impr-oved over the wax motor t this
effect can still be tt"oublesome When an
accur-ate zero position 0[" set point is
desir-ed. Figut"e 13 depicts a bimetal actuatot"
which is compensated for ambient temperature.
The actuator is in a U shape, with only one leg
of t.he U being heated. When t.he ambient
temper-atut"e changes, both legs of the U are
affected; the net deflection of the active leg
is Zer-o to a first approximation.
The bimetal thermal actuatot" can have a
useful motion, but produces far less force than
thecmal the wax motor; thus energy pr-oduct is still
small. Because the metal par-ts can be quite
small and light, the time constant of the
device can be short. The·motion of the bimetal
is quite often used to open and close contacts,
making the device into a high power gain
relay. It is in this configuration that it is
used as the familia~ bistable timing element in
turn signal and emergency blinker systems,
shown in Figur-e 14.
Bimetals can be manufactur-ed in a bistable
flat spring pattern, similat" to a child's
"cricket", which has the property of nar-r-owing
the temperature range over Which the actual
displacement occurs and speeding up the
tr-ansfer between the two natural positions.
The bimetallic relay descr-ibed above is
sometimes made this way. If the bimetal comes
up a&ainst a stop befor-e it reaches the natural
stable position on that side, it is held
against the stop in this position, a pr-operty
which is used in the vacuum modulator shown in
Figur-e 15. The manifold vacuum fr-om the engine
drains gas thr-ough one orifice, whi Ie ambient
atmosphere can bleed in thr-ough the second.
The bimetal blocks either one or the other-
orifice. The chamber can thus be held at any
pressu~e between these two values, and
communicates to a spring-loaded bellows. the
external side of which is exposed to ambient
air. The whole assembly acts as a power -
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boosted position contr-ot for- the mlxlng valve equally vital to realiZing automotive
of a passenger- car- climate contr-ol system. The microcomputer- contr-ols. Radical breakthroughs
whole thermal system is sufficiently slow that in actuator- technology ar-e unlikely, but a
the bimetallic pilot valve has quite fast tr-end towards smart actuator-s is predicted.
enough t"esponse to control the air temperature ACKNOWLEDGMENT
to the desit"ed set point. In 1976 Mt". Charles J. Ahern, now at the
HEAT ENGINE - Figure 16 is the schematic Genet"al Dynamics Tank Arsenal but then a
of a vapor- phase eleclr-othermal actuator. This colleague of mine at the Bendix Research
device is t"eally a miniature single str-oke heat Laboratot"ies compiled a handbook of actuating
I

engine. The heatet" is immet"sed in a high and flow contt"o 1 elements, which unfor-lunately
boiling point liquid. When an ampere of remains unpublished. To him lowe the very
cur-rent excites the heater for about one clear and descriptive sketches of valve
second, enough heat is deposited in the liquid pt"inciples which appear in this paper along I

to raise its temperature above the boiling with many pleasant memor-ies of joint
point, so that it flashes. The pressure of the engineering endeavors.
superheated vapor- r-ises to 250 psi or mor-e, and
communicates a force thr-ough the elastomer
diaphragm to the spt"ing-loaded piston. This REFERENCES
simple device can exert a force of 2-4
kilogt"ams (5-10 pounds) over a displacement of 1. Givens, L" "Engineering Highlights of the
15 n~ (one-half inch). The delay between power 1983 Automobiles" Automotive Engineering
I

on and fUll displacement is typically one 90, No. 19, October 1982, p. 3Iff.
second; but like the wax motor, resetting has
to wait a relatively long time while the 2. Wolber, W.G., "Sensors in the 1980'S~',
actuator- cools. This actuator was designed to Hydt"aulics and Pneumat ics, May and June,
operate hood and decktid latches doot" latches I 1981.
and similar "once- in-a-·while" motions r-emotely.
FUTURE TRENDS IN ACTUATOR DESIGN 3. Fleming W. J . "Engine Sensors: State of
I I

Pt"obably tht"ee-quat"tet"s of the actuator-s the Art", SAE Paper No. 820904, presented
used in automotive applications at"e based upon at the Intet"national Congr-ess on
electt"omagnetic principles. The system Automotive Electronics , Dearborn,
designer has available very little vat"iety in Michigan, October 4, 1982.
choosing the principle of transduction,
compared to the wide vat"iety availaple fot" 4. Wolber, W.G. "Electronic Engine Contt"ol
sensing; but he does have a wide r-ange of for Heavy Diesel Tr-ucks: Sensor and
design embodiments at his disposal. Thus the Str-alegy Shortcomings", InTech, July, 1982.
introduction of an impor-tant new class of
actuators based upon a novel tt"ansduction 5. Wolber-, W.G. , "Automotive Engine Contt"ol
principle would seem to r-equire a substantial Sensors '80" SAE Paper- No.
I 800121,
bt"eaktht"ough. The new field of micromechanical pr-esented at the SAR 1980 Inter-national
devices based upon microelectr-onics fabrication Automotive Engineer-ing Congress, Dett"oit,
methods might be such a breaktht"ough area. Michigan, February 25-29 , 1980.
We can expect that the variety of
embodiments~ill continue to proliferate. Thus 6. Wolber, W.G., "A Worldwide Over-view of
just as the smar-t sensor (1°,11) is receiving a Automotive Engine Control Sensor
lot of attention I we can expect smart Technology", presented at t.he SAE 1978
actuator-s, containing an integral International Automotive Engineering
microcomputer-/driver , to appear. The smart Congress, Detr-oit, Michigan, February
actuator will solve one of the difficult 27-March 3, 1978.
problems in complex contr-ol systems that of I

pr-oviding high--power, point-to-point signal 1. Hood, R.B" "Sensoc-s, Displays, and Signal
lines and dealing with their attendant EMI. Conditioning" SAR Paper No.
I 740015,
The smart actuator will receive its commands pt"esented at the SAE 1974 International
fr-om a low power party line digital data bus
I Automotive Engineering Congr-ess, Detroit ,
and its pOWer input fr-om a high level common Michigan Febr-uary 25-March 1, 1974.
I

power bus line. Smart actuators will also have

improved response char-acteristics, built-in 8. Seilly, A. H. "HELENOID Actuators - A new
contr-olled "dither" to ovet"come stiction, concept in extremely fast acting
response mOdified to match lubricant state, solenoids" SAE Ipaper No. 790119 ,
much impr-oved lineat"ity and many other presented at the SAR 1979 Intet"national
desir-able attr-ibutes. Automotive Engineering Congress, Dett"oit,
SUMMARY Michigan~ February 26-Mar-ch 2, 1979.
The actuating devices used in automotive
electr-onic controls have been described and I 9. Seil1y, A.H. "Colenoid Actuators - Further
their relationship to sensors and microcomputer Developments in Extremely Fast Acting
controls examined. While not as r-ichly varied Solenoids", SAR Paper- No. 810462,
a field as sensor-s, automotive actuators are presented at the SAR 1981 International

119
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Automotive Engineering Congress, Detroit

Michigan, February 23-17, 1981.
Lead LInear
I I I I I I ) I I
Screw Potenllometer
,,
10. Wolber, W.G., "Smart Sensors", Invited
Plenary Session Paper,
9th International
presented at
Measurement
the
,,
/
/
Confederation World Congt"ess (IMRKO '82), /

West Berlin, F.R.G., May 25-28, 1982.

M A Control
Command
11. Wolber, W.G., "Smart Sensors", SAE Paper Signal
No. 830100, presented at the 1983 SAE Servo Motor Driver (Servo AmpUller
or Microcomputer)
International Automotive Engineering
Congress, Detroit, Michigan, February
28-March 4, 1983.
Figure 1. Schemalic of basic position

Critical
servo.
Flo.....
Valve
loluke
Manllold
Vacuum ~=========~ E~hau51
Manifold
{Amblei'll Preuutc}

Soft Iron Armature

[J~__ Micro

O---l.--rc_'.,mr"_'_"'r-'

ScnSOf5 Soft Iron

Case
Figure 2. Schematic of Proportional EGR
Control for Passenger Car Figure 3. Diagram of Long-Stroke I" Weak
Engine. Force Linear Solenoid.

Spacer
Pivot
laminated Soft ~polePiece
Iron Core Air Gap
1'77':'77J.

Laminated
...- Soft Iron Armature
Coils

1·.........- - Flapper

_ _ Spider Spring
I r-"'\._s- J
I r~,
r-l.._J-'
c;'1 I
I
I 11 ..... _.J I I
Coil Balanclng..--"'"F====:.f,;'~~~==="",,~ Pilot Stage
Nozzles ~_.r- '"\.._.J" -i.._ .]'"- ..._ J""'-- Spool

Figure 4. Diagram of E-Core Solenoid. Figure 5. Diagram of Torque Motor..

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TERMINALS
CORE PLASTIC
VALVE CONNECTOR
HOUSING SPACER
NEEDLE

JJ91-II~FiLTER
Clutch

@~~~~:.~~~=-~~~~:;. .J OUlpul Sho.ll ~ \,!.

~
PROTECTIVE
CAP D-RING O-RING ADJUSTING
INLET
CONNECTOR

(MEDIUM) (SMALL) TUSE

Rlllurn Spring, \ 0
CoIICIl,e ~ HOUSING

Figu['e 7. Typical Injector' for

Figut'e 6. Exploded View of stepper Motor. Multi-Point, In.-Mani.fold l<~uel

lnjccL i.on Syslem.

,,
r--.l..L-- 1
I I
I I
I I
: I
I

Rotary Plug Valve

Slide Valve

-;:;:;:;:;:~~v~alve Motion
; /:

Rotary Disc Rotary Ball Valve

:;( --- valve MoUon

~4I!IlI;ii' iii/.'.- .1
t
,(71f

Butterfly Valve
Slug Valve
Figure 8a. Rotary Balanced Force Valve
Schematics. FiguJ:e abo Balanced Force Valve Schematics.

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Valve Motion

X V.lv. Motion

%'%;:f,
*""===?%
Swing Valve . Needle Valve

Valve Motion

:/;&/ -L

til
%

Plug Valve
Disc Valve

Valve Motion

Cone Valve Simple Ball Valve

~i~lre Be. SChematics of Sim~le Generic l.o'igure ad. Schematics of Linear Motion
Valv'?::::;. Valves.

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~. ! Valve Motion

Pinch Valve
Shaped Plunger Valve

'/'./;';;:; Diaphragm
/-

;;»/,/::0;-
~- Valve Mollon

~Welr
"::~"'~.~"';7>;7,(7<0:;"';'/</::,::;~:?;:~;:~;-;;/;; Globe Valve
Weir-Diaphragm

Valve Motion

)~

~I
,---:--: ~.Ive Motion

:~;

Gale Valve
Spool Valve

Figure Be. Schematics of Contt"ol Valvf~s l!'igure 8f. Schematics of Sophisticated

Derived ft"om Manual Types. Valve Types.

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~::3:::!::.:::JJ - Control Flow

/
Supply Flow

1
Output Flow Movement - - - l .l.~1
Vortex

Iris Armature --01"'

3-Way Diverting
E'igure 9a. Princtpal of' Helenoid Design.

Figure Bg. Schematics of Special-Purpose

Valves.

Armature Movement

Armature- Movement
.

Figure 9b. Crossectional Drawing of Figure 10. Crossectional Drawing of

Helenoid Actuator. Calenoid Actuator

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«1-- Actuator-
Push Rod

Motion

0 ...... Shell .......-----

0
0 0
0 0 Spring Bimetal
0 0 Heater

Melting
Solid

Bellows
Heater

[o'igut'"e 12. SChf'lnaLi.c of BtmcL8.1 Thermal

Hotot".

Figure 11. Ct'"ossecLional Dt'"awing of Wax

Motor.

. ~ "U"~Shaped
Bimetal

Figure 13. Schematic of 'l'~~lllpet'at.ut'e

Compen~aLed Bimetal. Figure 14. Heavy Duty Flasher.

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Insulator

Healer Call

Bellows

Resloring Spring

Electrical
Con nectlons

Vacuum
In Controlled
Vacuum
Oul

FiguL"'C 16. Schematic of VapoL"' PL"'essuL"'c

Thermal Actuator.
Figur-c 15. Schematic of Bimetal-Driven,
Temperature Compensated Vacuum
Modulator.

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