Abstract: A three-port flow control valve comprising a valve body having two opposite-facing valve seats disposed along a central bore terminating in an exhaust port. A supply port communicates with the first valve seat, and a common port communicates with the second valve seat. A pintle shaft connected to an actuating linear solenoid extends along the central bore. A first valve head actuated by the pintle shaft mates with the first valve seat. A second valve head disposed colinearly with the pintle shaft mates with the second valve seat. Opening of the first valve closes the second valve and vice versa. While the solenoid is de-energized the supply pressure keeps the first valve closed. A spring may be disposed between the second valve head and the exhaust port to urge the second valve head to close with the second valve seat.

Abstract: A three-port flow control valve comprising a valve body having two opposite-facing valve seats disposed along a central bore terminating in an exhaust port. A supply port communicates with the first valve seat, and a common port communicates with the second valve seat. A pintle shaft connected to an actuating linear solenoid extends along the central bore. A first valve head actuated by the pintle shaft mates with the first valve seat. A second valve head disposed colinearly with the pintle shaft mates with the second valve seat. Opening of the first valve closes the second valve and vice versa. While the solenoid is de-energized the supply pressure keeps the first valve closed. A spring may be disposed between the second valve head and the exhaust port to urge the second valve head to close with the second valve seat.

Abstract: A three-port flow control valve comprising a valve body having two opposite-facing valve seats disposed along a central bore terminating in an exhaust port. A supply port communicates with the first valve seat, and a common port communicates with the second valve seat. A pintle shaft connected to an actuating linear solenoid extends along the central bore. A first valve head actuated by the pintle shaft mates with the first valve seat. A second valve head disposed colinearly with the pintle shaft mates with the second valve seat. Opening of the first valve closes the second valve and vice versa. While the solenoid is de-energized the supply pressure keeps the first valve closed. A spring may be disposed between the second valve head and the exhaust port to urge the second valve head to close with the second valve seat.

Abstract: In a vehicle solenoid valve that can be energized to move a plunger against a ball and unseat the ball to open the valve, a cross bar retainer extends across the middle of the fluid passageway on the side of the ball opposite the seat, to limit motion of the ball away from the seat when it is pushed off the seat by the plunger.

Abstract: A solenoid valve has a rod that pushes a ball off a valve seat when the coil is energized. The rod is distanced from the ball when the coil is deenergized, such that upon energization of the coil, the rod can gain momentum before contacting the ball, thereby more quickly pushing the ball off the valve seat against the force of fluid pressure and, thus, enabling the valve to have a quick turn-on response time. The valve housing is made integrally with a winding bay and other features are provided to avoid unduly restrictive manufacturing tolerances.

Abstract: A solenoid valve has a rod that pushes a ball off a valve seat when the coil is energized. The rod is distanced from the ball when the coil is deenergized, such that upon energization of the coil, the rod can gain momentum before contacting the ball, thereby more quickly pushing the ball off the valve seat against the force of fluid pressure and, thus, enabling the valve to have a quick turn-on response time. The valve housing is made integrally with a winding bay and other features are provided to avoid unduly restrictive manufacturing tolerances.

Abstract: A sensing assembly identifies detonations in a plurality of cylinders of an internal combustion engine. The internal combustion engine includes an engine block. The sensing assembly includes a base that is fixedly secured to the engine block of the internal combustion engine. The sensing assembly also includes a sleeve that is fixedly secured to the base and extends outwardly therefrom. A sensor element extends around a portion of the sleeve. The sensor element receives vibrations generated by the detonations of the internal combustion engine and converts those vibrations into an electrical current. The sensing assembly includes a first terminal abutting the sensor element. The first terminal includes a first terminal pad directed in a first direction. The sensing assembly also includes a second terminal abutting the sensor element.

Abstract: A valve for a control system of a vehicle includes a plunger slidably supported in a valve housing. Within the housing is a valve seat member that defines a valve seat configured for engaging the plunger in a closed configuration. The edges of the valve seat member are slightly spaced from the housing, and a resilient support element such as an o-ring is disposed between the valve seat member and the housing to permit lateral motion of the valve seat member relative to a long axis of the plunger as the plunger moves to the closed configuration.

Abstract: An engine knock sensor, includes a sleeve having a base and a threaded end opposite the base. A transducer is disposed around the sleeve. Moreover, a load washer is disposed around the sleeve adjacent to the transducer. A nut is threaded onto the threaded end of the sleeve and provides a compressive force on the load washer. Further, a seal groove is formed in the sleeve. A ring-shaped seal is disposed in the seal groove and prevents liquid from entering the knock sensor.