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Actuator Parts
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Do you know what to do when your Check Engine light comes on?
When this happens, it usually means a sensor, actuator, electronic control module (ECM), or similar high-tech part within your vehicle's computer controlled system has failed. If you follow my instructions, it will not be very difficult.
The computer generates a trouble code that tells you which part to test for failure. During the process of retrieving trouble codes, you may be asked to disconnect the battery. When the battery is disconnected, the electronic control module goes through a "relearn'' process that temporarily affects the vehicle's performance. Normal performance returns after a short period of operation.
Each manufacturer has a different way of retrieving trouble codes. You will need a service manual for your make and model. Most sensors are simple to replace. Once you have obtained the trouble code from the computer, proceed with testing the faulty part indicated. To do this, consult the service manual for your make and model.
Before attempting to conduct the test, check the following components to eliminate them as the source of the problem:
Battery - low voltage - low water level - battery terminal corrosion.
Distributor cap - cracks - carbon tracking.
Fuel filter - clogged filter.
Ignition Rotor - burnt electrode.
Spark Plugs - oil fouled - broken insulator - improper gap.
Spark Plug Wires - broken ignition wire - split plug boot or damaged terminals.
Vacuum hose - cracks - disconnected hose.
Once you've established that the performance problem is not being caused by the parts above, you should proceed with checking for trouble codes within your vehicle's on-board computer.
These are the Items you will need to check trouble codes of early models of GM cars you need: Code key, ten mega-ohm digital volt ohm meter, jumper wire, a nine volt battery, a piece of paper and a pencil, and a service manual for your make and model vehicle. To access the on-board computer, locate the assembly line diagnostic link and remove the cover. On most of General Motors models it is located under the dash on the driver's side.
You can use a code key or a jumper wire and insert it into the A and B ports of the ALDL terminal. Turn the vehicle's ignition on but DO NOT START THE ENGINE. To do so could cause severe damage to the electronic control module. Watch for the Check Engine light to flash Code 12, showing that you have correctly accessed the computer. The codes will flash one flash for the digit 1 and two flashes for the digit 2. Code 12 shows three times. If there is no problem, Code 12 will continue to flash. If there is a problem, one or more trouble code will flash. Watch for the codes to flash in the same banner as code 12. For example, Code 33 is three flashes a pause, and three flashes.
After you've read the trouble codes once, wait for the cycle to begin again. This time, write down the codes as they flash. Once you have obtained the trouble codes, turn off the ignition switch. The ignition switch must be turned off before the code key or jumper wire is removed to prevent system damage. Then remove the code key or jumper wire. Now that you have all the codes from your on-board computer you can move on to test them. Testing each sensor will be different on each make and model car. Check your manual for your make and model vehicle for instructions.
This is how you retrieve trouble codes from most GM vehicles. Fords, Chryslers. Most foreign makes and models are retrieved in a similar way. You can now move on to testing some of the sensors that you found trouble codes on.
The computer-controlled part failure that each trouble code indicates is the number of similar diagnostic tests you can perform to confirm the part failure. I will explain step-by-step how to do each test in my next article.
© 2010 Jesse Vibbert
Jesse H. Vibbert has been a master mechanic for over thirty years and is extremely knowledgeable about automotive diagnosis and repair. He is now co-owner of JS/INFO, LLC. He and his wife Sandra Jull are Information Research Retrieval Consultants. Our slogan is We Satisfy Your Information Needs.
Email: wehaveinfojs@gmail.com
Website: http://www.jsinfo.info
Pneumatic Actuation Getting it Straight
Pneumatic actuation plays a major role in today's world of computerized automation. It's reliable, economical, and surprisingly easy to use. Understanding pneumatics is a matter of physics. When air inside a container builds up, pressure magnitude is the same at all points within the fluid. The air also pushes out on its vessel uniformly.
Pneumatic actuators leverage this fact of fluid dynamics to provide clean, quiet motion, with less waste heat and electromagnetic interference than their electric counterparts. They also excel in applications involving fast repetitive moves, heavy loads, and very smooth motion profiles.
Here's how it works: Compressed air enters an opening in a cylinder and pushes against the interior, including the one wall that can move: the piston. If the difference in force across the piston is larger than the total attached load plus frictional forces, the piston floor drops out. The resulting net force (proportional to the force to mass ratio) accelerates the load, converting pneumatic to linear mechanical power. With air power as the driving force, pneumatic actuators are safe for hazardous environments where electric sparks must be avoided.
Calculating force
Single-rod double-acting pneumatic actuators — those with air ports on both sides of the internal piston — are the most common in industry. We'll now explore the physics behind pneumatic motion, using this type as our example.
All pneumatic force depends on two things: air pressure and piston area. Let's say air pressure is set at 50 psi. If the diameter of the piston is 7 mm, then it has an effective surface area of 38 mm2. Force, then, is the product of pressure and area:
Force = Pressure × Area
Converting from psi to N/mm2, pushing force equals 13.1 N. However, notice that the piston rod reduces the effective area on its side, meaning that pull force is not as great as push force. Specifically, for pull force:
Effective area = Piston area - Rod area
If we assume the rod is 3 mm in diameter, then the rod area is 7.069 mm2. The effective area becomes 30.931 mm2 for a pull force of 10.66 N.
In contrast, double-rod double-acting actuators have equal push and pull forces and can be used for both actions. Rodless variations too have equal push and pull force, but higher than that of double-rod types for the same bore. Since its output linkage isn't contained, the internal piston drives an external slide as it moves. Similarly, cable air actuators have an external slide tied with a cable that's wrapped around a pulley at each piston end.
No matter what cylinder type is used, correct sizing is essential. Bigger cylinders — though they increase system natural frequency and allow faster accelerations — require larger, more expensive compressor pumps to power the system. As with any motion technology, oversizing is something to avoid.
Powering up
Compressors use mechanical power to generate pneumatic force, supplying the pressurized air that moves cylinder pistons. This kind of powering has distinct advantages. Most importantly, one economical air compressor and some readily available air can power several axes and devices. That's because the compressor only needs to supply the average amount of air required by the application per machine cycle. (Shortly, we'll talk more about what makes this true.) Compressors can also be installed where space is not critical. With the powering unit removed from the action, pneumatic actuators at points of motion can be small compared to the power they produce. They're also suitable for environments where contamination is unacceptable.
In heavier lifting applications, a sufficiently sized compressor can move any load put to its cylinders. Where positioning is the main objective — a sophisticated but increasingly common pneumatic application — the proper size ensures controlling pressure can move systems at adequate velocity and acceleration rates. However, another essential element in pneumatic power systems, pressure reservoirs, must also be present and sized correctly. (Note: Oversized compressors do not eliminate the need for reservoirs.)
Pressure reservoirs, also called accumulators, are precharged to store air under pressure when the system isn't moving. Their stored capacity takes care of loading when there is more than one actuator in the system — in effect, acting as pneumatic capacitors by storing air pressure for later use.
Accumulators are helpful for two reasons: They keep system pressure relatively constant, and store energy. The former is important for accurate motion control and smoothness when moving slowly; the latter allows for quick, dramatic power and eliminates the need to size compressors for peak loads. To function effectively, accumulators must be placed near the pneumatic system's inlets/outlets, which we discuss next.
About the Author
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Website to lookup a Lexus part number? Trying to find the Lexus part# for a door lock actuator.?
If you go to https://www.lexuspartsmall.com/inquiry.php they will send you the part number to the part you are looking for.
1999 Chevrolet Tahoe LT from North America - Comments
I also have a 1999 Tahoe. I bought this truck with 108,000 miles from a guy in Alabama. When I first bought it, she ran like a sewing machine... for about 3000 miles. After that, all hell broke loose.
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