M C & I Auto Control Measurement Module 10

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Technology People
MC&I
AUTO CONTROL
MEASUREMENT
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Module 11
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FINAL CONTROL ELEMENTS MODULE 10 CV-MOD-f
INDEX
1. OBJECTIVES 3
2. CONTROL VALVES 4 - 16
3. AUXILARY AIR RELAYS 16 - 23
4. ACTUATORS 24 - 26
5. INVERTIBLE BODY-BOLTED BONNET VALVES 27 - 31
6. SINGLE SEATED NON-INVERTIBLE - BOLTED
BONNET VALVES 32
7. SINGLE SEATED NON-INVERTIBLE - THREADED
BONNET VALVES 32
8. INTEGRAL BONNET VALVES 32
9. BOLTED BONNET ANGLE VALVES 33
10. CONVENTIONAL CONTROL VALVES 33-35
11. VALVE POSITIONERS 35 -38
12. MASONEILAN SERIES 4600 PNEUMATIC VALVE
POSITIONER 39-40
13. CAMFLEX CONTROL VALVE 40 -44
14. FISHER CONTROL VALVE 45-48
Author
Training
Approver
Operational
Rev.
5
Revision Date
April 2016
Doc. No
CV-MOD-10
Effective Date
14 April 2014
1
Consultant Manager
Gijirna
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FINAL CONTROL ELEMENTS MODULE 10

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CV-MOD-10
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1. OBJECTIVES
Without references be able to sketch, describe, define and calibrate the following:
1, Control valves.
2. Air regulators.
3. Pneumatic relays.
4. Lock-up devices.
5. Volume boosters.
6. Electro pneumatic transducers.
7. Solenoid valves.
Identify and overhaul actuators
Identify and overhaul valve bodies
Valve calibrations
PASS CRITERIA: 80%

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FINAL CONTROL ELEMENTS MODULE 10 CV-MOD-1'
2, CONTROL VALVES
Since the purpose of this section is to summarize the physical characteristics and action of control
valves, it is important to define the subject.
Definition of a Control Valve:

A control valve is a mechanical device that fits in a pipeline creating an adjustable
variable restriction.
A control valve is an instrument with a pneumatic, hydraulic, and electric (excluding

solenoids) or other externally powered actuator that automatically, fully or partially
opens or closes the valve to a position dictated by signals transmitted from controlling
instruments.
Control valves are mainly used to form a variable restriction in a process line.
The control valve basically consists of the following four major parts:
a. The actuator or motor

b. Plug and stem
c. Body and seat
d. The bonnet
Fig 1 shows the construction of a basic control valve.
",r---- Upper diaphragm case

1;:=:;::E~:;==i~,- Diaphragm
-:"':=~F-==:T-----Adjusting screw
1----- Indicator disk
FIG 1 Control valve

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"~""-j' ~" FINAL CONTROL ELEMENTS MODULE 10 CV-MOD-10

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2.1 The Actuator or Motor
The actuator can be an electric motor, hydraulic piston or pump or a diaphragm type
pneumatic operated motor.
The pneumatic operated diaphragm motor consists of a chamber divided into two parts by a flexible
diaphragm, The two parts of the chamber are the upper and lower diaphragm case,
One part of the chamber receives the pressure impulse from the controller and the
other part accommodates the opposing main spring, The amount the diaphragm will
deflect is dependent on the rating of the strength of this spring, as the spring and the
impulse pressure from two opposing forces on either side of the diaphragm,
Figure 2 (a) and (b) illustrates the most common types of motors used,
,...------ Actuator air connection
,--- Upper diaphragm case
~:::;::.Jt--Lower diaphragm
case
Actuator stem ----t-f-O~
,1----- Main spring
Springsea~---~~~
FIG 2a FIG2b
2.2 The Plug and Stem
The stem is attached to the diaphragm by means of a solid circular disc, Any
movement of the diaphragm is transferred to the plug which is connected to the
bottom of the stem, The plug that moves in and out of the valve seat, forms the
variable restriction in the process line.
2.3 Body and Seats
The body is that part of the valve that is flanged into the process line through which the
actual flow is. The seats are fitted into special holes inside the body.
2.4 The Bonnet
The bonnet guides the valve stem and also contains a packing box or seal.
2.5 Various Types of Plugs
Control valve plugs are designed in various shapes and contours in order to meet certain flow
characteristics, The flow characteristic of a valve defines the flow behavior as the valve operates
through a rated stroke.

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FINAL CONTROL ELEMENTS MODULE 10 I

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Plugs can be divided into two groups, namely, single seated and double seated plugs.
Single seated plugs are usually used where a good shut-off of the valve is required and in this case
the line pressure (process pressure) also tends to close the valve.
Double seated plugs have the ability to allow the passage of greater volumes through the body.
The pressure acting on the plugs (due to line pressure) is cancelled as shown in fig 3(b).
FIG 3(a) Single seated plug
FIG 3(b) Double seated plug
Note: High pressure drop across control valves potentially cause problems with cavitations or
flashing with liquids, and noise with gases and vapors
To understand why this is so we must focus in on what is happening inside the valve and apply some basic
fluid mechanics principles.
1. Energy - Cannot be created or destroyed - only converted form one form to another.
2. Pressure is potential energy - Where there is a high pressure drop across a control valve
there is large loss of potential energy - we must account for this.
3. Kinetic energy is that form associated with velocity - the faster the fluid is moving the more
kinetic energy it has.

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,9;; 'i FINAL CONTROL ELEMENTS MODULE 10 . CV-MOD-10
4. Noise is sound energy that is created by an object vibrating. This usually

accompanies high velocity in a valve.
5. Heat is an energy sump to which all other forms of energy are eventually converted.
Generally once energy has been degraded to heat it will not be possible to convert it back to
another form.
6. The law of mass conservation states that whatever goes into the valve must come out, and,
also, in a single seated valve the mass flow will be the same at all points in the valve.
7. A liquid will vaporize whenever the internal pressure of the liquid falls below the vapor
pressure at the flowing conditions.
8. Gases and vapors are compressible which means that the specific volume increases with a
reduction of pressure - liquids are on the other hand incompressible which means that for all
practical purposes the volume remains? Constant irrespective of the pressure.
9. The velocity profile for a fluid passing through a pipe is such that the fluid in contact with the
walls of the pipe is stationary and as the distance from the wall is increased the velocity
increases. This gives rise to internal shear in the fluid.
2.6 Valve Inlet
The pressure falls gradually throughout the inlet passageways of the valve body due to two
reasons. The first is wall skin friction. The internal shear that takes place causes a rise in
temperature and heat energy - this rise in energy must come from some internal source as no
external energy is being added. The only available source is that stored in the fluid in the form of
pressure. The second is due to changes in direction. In order for a fluid to change direction it must
impact on the wall of the body and this impact is another cause of a small temperature rise with the
same result of pressure energy being converted into heat. This explains why there is a higher
pressure drop across an elbow than there is across a straight piece of pipe. These arguments
apply equally to liquids and to gases but from this point liquids will be considered separately from
gases.
One of the fundamental features of a control valve is that it forms a restriction in the line. What
differentiates it from, say, an orifice plate, is that this restriction is externally adjustable. A restriction
is, by definition, a reduction of cross sectional area.
Vena contracta
Fig 4
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2.6.1 Valve restriction - Liquids
As the liquid reaches the restriction the velocity must increase in order for the mass flow to remain
constant. This increase in velocity means an increase in kinetic energy which has to come from the
potential energy stored in the liquid in the form of pressure. This explains why the pressure falls
rapidly in this region. As the liquid emerges out of the restriction, after the vena contracta because of
the increasing cross sectional area, some of the kinetic energy is converted back into potential energy
and the pressure rises. This is similar to a car coasting down a hill and then up on the other side. The
momentum created on the downhill section is sufficient to allow it to gain potential energy as it climbs up
on the other side of the dip. In the same way as it is impossible for the car to rise to the same level from
which it started neither does the pressure recover to the same value downstream as it was upstream. In
both cases the reason is friction which has caused a permanent conversion of potential energy into heat.
2.7 Valve Outlet
In the outlet passageways of the valve the pressure falls by a small amount for the same reasons as it did
in the inlet passageways.
2.7.1 Valve restriction - Gasses and vapors
A similar argument applies to gases as the fluid reaches the restriction but here the velocity increases at a
much faster rate due to the fact that there are now two factors compounding together. The gas speeds up
to pass through the restriction with the consequent pressure drop - but now because the gas is
compressible this reduction in pressure is accompanied by an increase in volume. To pass the same mass
flow the velocity must therefore increase further. This also results in a conversion of potential energy into
kinetic energy. As the cross sectional area reduces, the same process continues and very high velocities
are created. This is the principal reason for high levels of noise generation on high pressure drop
applications with gases and vapors.
2.8 Velocity Limitation
The maximum velocity possible in a fluid with turbulent flow is the speed of sound. Once this velocity
has been reached no more flow through the valve is possible even if the pressure drop across the valve
is increased further. This condition is called CHOKED FLOW - or critical flow. See Fig 5
Flow
Q(Max)
Fig 5
2.8.1 Choked flow - Liquid
Fig 6 shows the superimposition of a line representing the vapor pressure of the liquid onto the
pressure profile. As the pressure fall below this value bubbles of vapor form. As the pressure falls
further more and more bubbles form, and because the bubbles contain a vapor which is
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~16 ~ ~" FINAL CONTROL ELEMENTS MODULE 10 CV-MOD-10
compressible the bubbles expand as the pressure falls. The velocity must increase rapidly due to
the increasing number of bubbles that are expanding in volume and when the velocity reaches that
of sound the flow is choked in the same way as it was with a gas.
Choked flow is not a problem in itself but the condition must be taken into account when doing
sizing calculations otherwise the valve will be undersized.
2.8.2 Collapse of bubbles
As the pressure recovers downstream of the vena contracta the point is reached when the internal
pressure rises to the vapor pressure and the bubbles can no longer exist and they collapse. This
two stage process of bubbles of vapor forming in regions of low pressure and then collapsing as the
pressure rises again is called CAVITATION. Not only do control valves suffer from cavitations but
so also do pumps and ship propellers. Note that cavitations can only occur within a liquid.
Cavitation is the most common cause of control valve failure throughout the world. It is important to
be able to predict when it will occur, recognize it when it is occurring and to know what steps can be
taken to avoid it.
P2
Bubbles collapse
Fig 6
2.8.3 Bubbles continue downstream
Should the pressure downstream of the valve be lower than the vapor pressure then
the bubbles will not collapse and will continue in the downstream flow. This is known

as FLASHING.
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Bubbles form
Vena contracta
Fig 7
2.8.4 Solutions to cavitations
There are three steps that can be taken inside the valve to combat the effects of
Cavitations:-
Hard face the trim - By hardening those components that are vulnerable to damage it is possible to
improve the life of a valve to acceptable levels in cases of moderate
cavitation.
Cavitations Control - Since the damage takes place where the bubble collapse it is
possible to reduce the damage to the valve by ensuring that this occurs away from the
valve components as far as possible.
Elimination of cavitations - If the internal pressure is controlled such that it never falls
below the vapor pressure then the bubbles of vapor do not form and if they do not form then they
cannot collapse. This can be done by utilizing mechanisms that convert
pressure into heat directly without passing through intermediate phases of high velocity
and low pressure.
2.9 Control Valve Characteristics
Basically, every valve has a "characteristic curve" relating flow parameters to valve position. Flow
parameters are usually given in terms of valve coefficients or CV values. These values relate flow
rate and pressure drop for given valve positions. By plotting all CV values, we generate the valve
characteristic curve.
By looking at a complete curve, we can gain insight into control problems associated with that valve
(see Figure 8). Valve coefficients are somewhat analogous to orifice size. The larger an opening,
the more the flow through it. A valve's ability to smoothly control flow is a function of its
characteristic curve slope.
We don't want "fast opening" curves because small signal changes will cause large fluctuations in
flow. We also don't want "slow opening" curves because moderate signal changes will not provide
enough flow change. These problems manifest themselves when controllers try to balance their
output with a flow feedback signal.

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"~ Ii" ' FINAL CONTROL ELEMENTS MODULE 10 CV-MOD-10
;/
100
90 ~ ~ Linear
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> 80 ./ /
U
s:::
70
;/
;/
/
60 ./
~ 50
40 ;/
", ,
-:
~- Slow opening
----
30 ;/
20 ~
10 ... "
f---
o
l/
o
,.
10 20
-
30 40 50 60 70 80 90 100
Percent rotation
Fig 8
Assume a valve has a "fast opening" characteristic. Our controller decides to increase the flow by
three percent. It sends a three percent signal change to the positioner, which opens the valve by
three percent. Our process flow changes by six percent. The controller sees that the flow is three
percent too high, so it reduces the positioner signal by three percent which closes the valve by three
percent. We're back to where we started, aren't we?
This example is, of course, an exaggeration. But the principle does apply in real life. Imagine if we
maintain steady valve position. Now assume our valve leans towards the "slow opening" side. This
time, when the controller sends a three percent signal change, the valve acts to increase flow by 2Y2
percent. During this time, other factors act to decrease the flow by Y2 percent. Our controller still
faces a one percent error between what it wants and what it gets. No matter what it does, the
controller will always be behind.
2.9.1 Characterization
Solutions to these problems involve changing the characteristic curve. Several techniques are
available. This section addresses valve and controller solutions.
First, we can cheat when sizing the valve. We simply choose a valve size such that it "operates" on
a fairly even and linear part of its curve. In the case of Figure 9.1, we would pick a valve size such
that the required Cv falls between 10 and 50 percent of full open Cv (or 30 to 70 percent input).
Unfortunately, there are gaps in characteristic curves from one size to the next. In addition, some
users may need to operate on a wider portion of the curve. Finally, if we limit valve input in this way,
our full scale accuracy will decline. We can't always eliminate control problems through valve
sizing.
Some valve types can be supplied with special shapes, commonly called characterized trim. Large
globe valve manufacturers offer a wide variety of characterizations to meet many needs. Plug and
ball valve manufacturers do offer characterized trim, but usually at a premium.
Another solution lies in "software". More sophisticated controllers are available today that allow us
to characterize output (to the positioner). Some controllers can be programmed to change output at
different rates throughout their range. This can be used to offset valve characteristics. Although
practical with some controllers, this does not represent a universal solution.
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FINAL CONTROL ELEMENTS MODULE 10 CV-MOD-10
2.9.2 Positioner characterization
The last alternative for our control problem solution is quite simple functionally, but a little difficult to
understand. Rather than modify valve trim or program controllers, we can "program" positioners to
modify the valve characteristic. We accomplish this by fooling them. Positioners are discussed in
module Fe 4.
Positioners are quite reliable, but not very smart. Recall that most designs attempt to balance an
input pressure (or signal) with a spring force (or feedback). As a valve moves, the positioner cam
rotates, changing feedback spring compression. Normally, a 50 percent signal will be balanced by
the spring force at precisely 50 percent open. If we changed the cam shape, a 50 percent signal
could be balanced by the spring force at 60 percent open. For a given valve characteristic, we
could design a cam to produce virtually any flow characteristic. Most commonly, we want to
linearize a slow opening valve, such as the one shown in Figure 9.1 We have two options.
First, we could use a "standard" characterized cam. Many positioner manufacturers offer "square
root" cams. Figure 9 shows the characteristics Of.these designs .
100
.......--- ---= ./
Square
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80 ~ ./ /
.......
0
~
70 V ./
./
/
...
0
~
60 / , /
!l.) 50 / ./
/< Square root
> 40
.... -:
~
;;-
.... 30
/ ./
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20 I
I ./
" V
-----
8 ,~ -""
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10
,/
0
o 10 20 30 40 50 60 70 80 90 100
Percent input
Fig 9
Square cams force control valve packages to open faster near the closed position. Near open,
square cams force packages to open slower. Square Root cams do the opposite: they force valves
to open slower than normal near closed and faster near open. The actual characterization values
are given in Table 9.1.
Let's apply a square cam to the plug valve package shown in table 9.1 and see what happens.
Actual characteristics of a "typical" plug valve are shown in Table 9.2

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Table 9.1 - Characteristics of Square and Square Root Cams

Percent Input 0 10 20 30 40 50 60 70 80 90 100
Rotation: Square (%) 0 31.6 44.7 54.8 63.2 70.7 77.5 83.6 89.4 94.9 100
Rotation: Square
0 4.1 8.2 12.3 17.5 25.3 36.1 49 64 81 100
Root (%)
In order to calculate the new characteristic curve, we must interpolate percent full open Cv from
Table 9.2 using the rotation figures from Table 9.1. For example, with a 10 percent input signal, a
square cam will open the valve 31.6 percent. Interpolating between 30 and 40 percent in Table 9.2
using 31.6 percent, we calculate an 11.4 percent full open Cv. Table 9.3 shows the new
characteristics.
Table 9.2 - Typical Plug Valve Characteristics

Percent Rotation 0 10 20 30 40 50 60 70 80 90 100
Full Open CV (%) 0 1.3 4.7 10.2 17.6 26.9 38 50.9 65.5 81.9 100
-
I Ie d PIug V a Ive Ch arac t ens
Ta bl e 9 3 Mo difl . fICS - Ssquare C am
Percent Rotation 0 10 20 30 40 50 60 70 80 90 100
Full Open CV (%) 0 '11.4 22 32.2 42.1 51.9 61.9 71.4 80.9 90.8 100
---,/
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80 -> V'" /
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.... 70 / ,/
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ctS
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60 -: ,/
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40
30
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0 10
0
l.?'
o 10 20
- 30
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40 50 60 70 80 90 100
Percent input
Fig 10
As shown in Figure 10, the characteristic curve is now nearly linear. This means better control
throughout the plug valve's stroke from a controller's standpoint. In other words, when the controller
outputs a 50 percent signal, the valve will open to a position corresponding with approximately 50
percent rated capacity.

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CV-MOD-1~ .
Dead band - Many in our industry use the terms dead band and sensitivity synonymously. Although
they are similar in nature, there is a distinct difference. We measure sensitivity by changing input in
the same direction as that used to get to the starting position. We measure dead band by changing
input in the opposite direction. Dead band measures part fits and clearances. When input direction
changes, clearances between rotating parts cause them to shift slightly before actual rotation
occurs. This shifting appears as higher input signal changes.
For example, assume we start with a closed valve and open it by 50 percent. We then increase the
signal slowly until we observe valve movement. Let's say it takes a 0.4 percent change. Now, we
decrease input until the valve moves. This time it takes a 0.9 percent change. We say sensitivity is
0.4 percent and dead band is 0.5 percent (0.9 minus 0.4).
Overshoot - This occurs when we apply a signal change and the valve moves past the desired set
point, and then slowly creeps back. Overshoot is caused by high gain (relative to the package
requirements) or by actuator/valve force imbalances. These imbalances may result from several
factors. Valve hydrodynamic loads cause "inertia" effects that drive packages in a certain direction.
Spring return actuators may also have inherent imbalances.
Oscillation - Steady, rapid back-and-forth movement around a set point: cycle times of a few
seconds only. Oscillation may result from several factors including: extremely high gain (relative to
package requirements) and excessive leakage from the actuator or its tubing.
Hunting - Slow oscillation: Cycle times of many seconds or even minutes. This is almost always
caused by a slow leak in the actuator or its tubing. A thorough check with soapy water will identify
leak sources. One other hunting cause is unsteady positioner signal. This may result from a high
volume current-to-pressure transducer used with short tubing.
Hysteresis - Many people confuse hysteresis with dead band. In fact, the two are very much
related. According to the ISA, hysteresis can be measured by subtracting dead band "from the
maximum measured separation between upscale going and downscale going indications of the
measured variable". In other words, take the difference between actual valve positions at a given
input signal going up and going down, subtract dead band, and you have hysteresis. Figure 11
illustrates hysteresis and dead band.
Deadband
~I ~
100 V :
90 /' i/
80
70
60 ./
L
p/
/' //
/,........ '"
t Hysteresis +
50 ,........ ~ , ./ deadband
40
30
20 /""
V/
/.
./ ~
V
V
t
10 ~ /'
00 10 20 30 40 50 60 70 80 90 100
Fig 11
Hysteresis is generally caused by friction. Friction causes parts that flex, such as positioner
feedback springs and hinge springs, to have different load characteristics in opposite direction.
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G " FINAL CONTROL ELEMENTS MODULE 10 CVMOD10
Linearity - Linearity error is the deviation of valve position from a straight line. The ISA considers
linearity as the maximum deviation of the upscale and downscale average. This removes the effect
of hysteresis.
2.10 Flanged Ball Valves, Double Seal
5000 Series
Assure unobstructed pipeline flow with positive shut-off, high performance and superb
quality. Valves in all materials except aluminium bronze and aluminium are fire-tested.
It can be specially prepared for chlorine, oxygen and high vacuum services.
Fig 12
6000 Series
Designed for maximum flow capacity, these valves are used where lines are pigged
or scraped, or for rapid emptying of a reactor or tank. Suitable for both standard and fire-tested.
Can be specially prepared for chlorine, oxygen, high vacuum service.
Fig 13
2.11 High Performance Butterfly Valves, Soft-Seated, WaferSphere
Wafer-Sphere soft-seated, double eccentric butterfly valves have a single-piece,

flexible polymeric seat that is pressure energized to assure positive shut-off in both
directions. All Wafer-Sphere valves are available in standard or fire-tested design for
manual or automated service.

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Fig 14
The single-flanged lugged design of the Wafer-Sphere butterfly valve is best suited for
applications where bolts should not be exposed and for larger pipe sizes. The lugged design can
also be used for dead-end services. Wafer-Sphere valves are particularly popular in chemical
industry applications where extreme tightness is required.
Fig 15
3. AUXILARY AIR RELAYS
3.1 Air Regulator
Regulators are designed for pressure reducing and controlling services on air or gas.
Figure 16 illustrates the schematic operation of a regulator. Supply pressure is admitted to the
supply port and is dead ended at the supply valve. When the adjusting knob is turned clockwise,
the main spring deflects the diaphragm assembly downward, seating exhaust valve and pushing the
valve stem to open supply valve. Supply pressure bleeds through to the output port and also bleeds
into the diaphragm cavity via the aspirator tube until the force at the bottom of the diaphragm is
balanced with the force on the top of the diaphragm. This state is also known as force balance. At
this stage the diaphragm assembly moved up again causing the supply valve to move into the seat
by means of spring.

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~w. II ~ : FINAL CONTROL"ELEMENTS MODULE 10 CV-MOO-10
. ~I------ Adjusting knob
Vent
Diaphragm cavity --+-t--~

Valve stem --+-+====~ ...--+--1-- Aspirator tube
Cavity--~~
F======:;;:;;;j
Supply ~--==- __ -, ~ Output
Spring -=========t~~tJ
Supply valve
Fig 16 Air regulator
A decrease in output pressure causes the main spring to overcome the force on the bottom of the
diaphragm, and the supply valve is opened to increase the output pressure.
An increase in output pressure causes the diaphragm assembly to overcome the force of the main
spring and the supply valve is seated and the exhaust valve is unseated, causing excess air to
escape to atmosphere via the vent.
Cavities are divided by a partition.
3.2 Lock-Up-Device
The lock-up device (also called the lock-out device) is mostly used as a safety device to seal the air
system feeding a pneumatic operated control valve in the event of an air failure. The control valve
will be held in its operating position at the time of the air failure until the air supply pressure is
restored.
This device is usually installed between the valve actuator and positioner as can be seen in
figure 17.

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Hand wheel
Main spring
Cavity
Partition
~- - ~-'
,
, .. __.r----'---,
:-- .....
- - - - - - - - - - - -L.-,---.J
,
__________ 1
Fig 17
OPERATION
The lock-up device is illustrated in figure 17. Supply pressure (140 kPa) is fed into cavity and, if it
overcomes the force of the main spring, it will lift the diaphragm assembly upwards. This in turn will
move the valve stem, which is attached to the diaphragm, upwards, lifting the lock-up plug off the
seat.
Regulated air, from the output of the positioner, enters the input and flow through the plug to the
output port which is connected to the actuator of the control valve.
In the event of an air supply failure, the force on the bottom of the diaphragm assembly will fall away
and the main spring force will push the stem downwards, closing the lock-up valve. The air in the
cavity is now locked to the control valve actuator and this control valve will be held in its operating
position at the time of the air failure. Cavities are divided by a partition.
It is very important that there must be no leaks in the system, especially on the outlet of the lock-up
device to the control valve actuator.

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;,,~ ~ ""l FINAL CONTROL ELEMENTS MODULE 10 CV-MOO-10
3.3 Volume Booster
The volume booster is an auxiliary force balance pneumatic unit which speeds up the response of a
diaphragm motor when actuated by a pneumatic signal. A greater volume of air is delivered to the
motor or operator at the same pressure as the signal pressure due to a 1:1 ratio of diaphragm areas
in the volume booster. A rapid exhaust rate is provided by a large relief valve and relief ports.
~--+-- Cavity
Diaphragm assembly -+-1----1
~~=::::=:=~i==~~==1H-- Vent valve

Cavity _--+-+-r .
Valve stem --+-+-----..

Aspirator tube
Cavity --+-~
Inlet ----,::=::~__ ___, Output

Spring -========r-~~
Supply valve
Fig 18
OPERATION
Figure 18 illustrates the schematic diagram of the volume booster. Air supply (140 kpa) is fed to the
inlet port and is dead ended at the supply valve which is seated at this stage. Signal pressure (from
the controller output) is fed to the signal port and this air fills the cavity on the top of the diaphragm
assembly. This force pushes the whole diaphragm assembly downwards, seating the vent valve
and pushing the valve stem down simultaneously. The supply valve which is connected to the stem
is now unseated and supply air bleeds through to the cavity and to the outlet port. Air also bleeds
into the cavity through the aspirator tube to the bottom of the diaphragm assembly. If these two
forces (top and bottom of diaphragm assembly) are equal, the unit will be in force balance and the
diaphragm will move up somewhat, causing the supply valve to seat because of spring. At this
stage the output pressure will be the same as the signal pressure. (1:1 ratio of diaphragms).
If the output decreases, the force on top of the diaphragm assembly will overcome the force at the
bottom, pushing the assembly and the stem down simultaneously, unseating the supply valve to
increase output pressure.
If the signal pressure decrease, the force on the bottom of the diaphragm assembly will overcome
the force on the top, and this will cause an upward movement of the assembly. The valve stem will
move upwards until the supply valve is seated and then stop moving. More upward movement of
the diaphragm assembly will cause the vent valve to unseat and access air will bleed through
escape ports to the vent port and out to atmosphere.

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3.4 Electro pneumatic Transducers
Electro pneumatic transducers, also known as current to pneumatic transducers, which convert
analog electric controller signals into proportional air signals, are widely utilized. These devices can
be mounted remotely, where they are less subjected to vibration, or on the pneumatic motor.
Another factor to keep in mind is temperature. Avoid locations which are subjected to wide ambient
temperature variations.
A transducer that is commonly used is the Masoneilan Model 8000 series. Figure 19 show the
schematic diagram of this device.
Beam ---,
Fulcrum
Input
Supply
Relay ..of-
Output
Fig 19
Schematic diagram of a Masoneilan model 8000 series electro pneumatic transducer
OPERATION
The Masoneilan transducer is a force balance electro pneumatic device which converts a low power
D.C. electrical signal into a proportional pneumatic output signal.
Direct Action
With direct action an increase in the input signal of the transducer produces a force on the beam,
causing it to move closer to the nozzle. Nozzle back pressure is increased to the relay until the
force exerted by it on the beam equals that exerted by the coil. The beam is thus rebalanced at an
increased nozzle back pressure (Le. output pressure) proportional to the increased electrical signal.
Reverse Action
The input signal wires are reversed and the transducer is calibrated so that an increase in input
signal produces a decrease in output pressure.

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Q ';; FINAL CONTROL ELEMENTS MODULE 10 CV-MOD-10
GAL/BRA TlON
1. When calibrating the transducer, make sure that it is mounted the same way as
on the plant. (i.e. vertical or horizontal).
2. Connect a mercury manometer or accurate pressure gauge to the output of the

transducer.
3. Connect input signal leads for desired action to the input jacks from an accurate regulated
milli-amp source.
4. With 140 kPa air pressure connected to the supply port, the output should be 20 kPa if the
input is at 4mA. (4-20 mA input - 20-100 kPa output).
5. If the output is not 20 kPa, adjust the baising screw to bring output to 20 kPa.
(Refer to figure 20).
6. Apply a full range of 20 mA to the input. The output should now be 100 kPa.
7. If not, adjust the span adjustment screw to obtain 100 kPa output.
Caution: Do not unscrew span adjustment screw more than necessary for calibration.
Magnet strength starts to diminish after one full turn.
8. Repeat steps 4 to 7 until correct.
3.4.1 Beam balance adjustment
The beam of the transducer has been balanced at the factory by adjusting the position of the
weight. (Located on the beam opposite the terminal board). The position of the weight is marked
with a small dab of paint. Rebalancing of the beam is necessary only if the coil or beam is replaced
or if the weight has been accidentally moved.
1. The first step is to use flexible plastic air tubing for supply and output air lines.
Set the transducer on a bench with the beam up and horizontal.
2. Apply mid-point of the signal input to the transducer and note the output
pressure. The output pressure should be at the midpoint of the output span.
3. Pick up the transducer, turn it upside down and again note the output pressure.
If output pressure has changed less than 1% of the output span, the beam is
balanced and no weight adjustment is required.
4. Repeat step 3 after weight has been moved to recheck beam balance .

CV-MOD-1<l '
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FINAL CONTROL ELEMENTS MODULE 10 .
. :
Biasing
'-+-'I-+-f-- Lock screw

'-.L....-'-- --:.-=:.--:,++-Span adjustment
,-------ni~=""-t-- Case plug
Fig 20 Electro pneumatic transducer
3.5 Solenoid Valves
A solenoid valve utilizes an electromagnetic coil to actuate an armature or valve stem in a magnetic
field to control fluid flow. Solenoid valves are either fully opened or fully closed and are actuated by
electric signals from remote locations.
When electrical power is supplied to the electromagnet, a magnetic field is built up in the valve coil
which causes the solenoid plunger to be positioned in the coil. The plunger is connected to a valve
plug which opens or closes the orifice dependent on the valve actuation - whether the valve is
energized to open or energized to close.
3.5.1 Types of solenoid valves
Two types of solenoid valves are discussed:
1. Two way
2. Three way
Two way valves
Two way valves normally used for shutoff purposes, have one inlet and one outlet
connection. The two way valves are designed and manufactured for either normally
open or normally closed operation.
OPERATION
In this valve, the plunger controls the entire flow through the valve. When the
solenoid coil is de-energized, the plunger is held against the valve seat by the plunger spring.
When the electrical solenoid coil is energized, the plunger is lifted allowing air to flow through the
valve.

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:i. " -" FINAL CONTROL ELEMENTS MODULE ~O CV-MOO-10
Fig 21 De-energized two way solenoid Fig 22 Energized two way solenoid
Three way valves
Figures 23 and 24 shows a three way solenoid valve that has three connections and
two orifices. One orifice is closed when the other is open. These valves are used for
operation of diaphragm valves, cylinder operators or other fluid loading applications requiring
alternate loading (pressuring) and unloading (exhausting) of pressure chambers.
essure
Fig 23 De-energized three way solenoid Fig 24 Energized three way solenoid

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FINAL CONTROL ELEMENTS MODULE 10 CV-MOD-1~
4. ACTUATORS
The diaphragm actuator is a simple mechanical device, completely independent of the valve body.
There are two general types, designated as "Air-to-Push-Oown" and "Air-to-Push-Up".
4.1 Air- To-Push-Down Actuator
Figure 25 illustrates this type. When air pressure is applied to the top of the diaphragm, the
actuator stem is pushed down. This motion or force is opposed by the compression of the spring.
The spring is selected so that the actuator stem will start to stroke when the air pressure reaches a
predetermined initial value and will complete its rated stroke with a specified total air pressure on
the diaphragm.
FIG 25
The nominal range of a spring-diaphragm actuator is the air pressure range in kilopascals (kPa) for
rated stroke under no load. One ISA standard is 20-100 kPa (3-15 psi.) Another range now widely
accepted is 40-200 kPa (6-30 psi). Other ranges are occasionally used. The spring range is
usually marked on the serial plate. For a 20-100 kPa (3-15) psi nominal range the rate of the spring
is selected so that the stem will start to stroke when the air pressure reaches 20 kPa (3 psi) and
complete its rated stroke when the pressure reaches 100 kPa (15 psi) (plus or minus 5%). From the
standpoint of satisfactory operation and maintenance the exact operating air pressure range is not
important as long as the rated valve stroke can be obtained without exceeding the maximum
available loading pressure.
The criterion of good actuator performance is response to very small changes in air pressure. It is
therefore necessary to guide the actuator stem to assure proper alignment of the moving parts. In
the actuator illustrated in Fig. 25, the conformation of the molded diaphragm to the diaphragm plate
serves as a flexible upper guide for the stem; the lower guide is a self-lubricated bronze bearing
located in the adjusting screw.
This type of actuator is used in general for all air-to-close valves and also for air-to-open valves
where body and plug are invertible; also for air-to-open valves where body and plug are invertible;
also for certain 3-way valves, butterfly types, etc.

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: ." .,~ 'FINAL CONTROL ELEMENTS MODULE 10 CV-MOD-10
,
The serial plate attached to the yoke contains such valuable information as: (1) nominal air
pressure range; (2) valve action, e.g., air-to-close; (3) supply pressure for actuator; (4) catalog
number; (5) body and trim size; (6) body and trim material; (7) body pressure and temperature
rating; (8) serial number; (9) parts list page number (if special valve, this space marked "Special");
(1) type and orientation of valve plug.
MAINTENANCE
Maintenance of the actuator is simple and usually requires only attention to the diaphragm and
spring initial adjustment consequent to possible diaphragm replacement.
4.1.1 Diaphragm replacement
Before disassembling the diaphragm case, all spring compression should be relieved, by turning the
adjusting screw, to prevent the upper case popping up when the cap screws are removed. This is
especially important on actuators with a high initial spring setting. It is necessary to remove the
stem nut and washer to release the diaphragm. If possible, the replacement diaphragm should be
the molded type supplied by the valve manufacturer, but in an emergency a diaphragm may be cut
from flat sheet stock for actuators up to approximately 45 cm outside case diameter. To allow
sufficient stroke without restriction, due to the flatness of the diaphragm, the diaphragm bolt circle
diameter should be about 10% greater than that of the diaphragm case.
4.1.2 Spring adjustment
An air supply, with a gauge and regulator, should be piped to the diaphraqrn case for this
adjustment. The adjusting screw should be turned to compress the spring. The spring compression
should then be adjusted so that the stem just begins to move when air pressure applied to the
diaphragm reaches the minimum pressure of the range stamped on the serial plate. This movement
is most easily detected by feeling the stem as air pressure is applied.
4.1.3 Serial plate
When a valve is changed in the field to reverse action, install new size trim, etc., it is recommended
that a new serial plate be attached to show the correct data for the valve as changed. If a new plate
is considered impracticable the data which has been voided should be crossed off or deleted to
avoid misleading the service man. If the valve is repainted, the serial plate should be coated with
grease prior to painting. Because of the important basic data it contains, a check should be made
to be sure the plate is firmly attached when installing and when servicing the valve.
4.2 Air-To-Push-Up Actuator
This type actuator (Figure 26) differs from the air-to-push-down unit (Figure 25) in that the spring,
spring case and adjusting screw are located above the diaphragm plate and diaphragm, which are
inverted. Air pressure applied to the diaphragm moves the stem upward. A gasket at the joint of
lower diaphragm case and yoke and a packing box around the actuator stem prevent air leakage.
The diaphragm acts as a flexible upper guide, and the packing box assembly as the lower guide, for
the actuator stem.

.~

. FINAL CONTROL ELEMENTS MODULE 10 CV-MOD-16
. ., '
FIG 26
This actuator is used with non-invertible valve body assemblies such as angle valves and other top
guided designs.
MAINTENANCE
Maintenance for this type of actuator is similar to that for the air-to-push-down type, with the
additional item of a packing box.
4.2.1 Diaphragm replacement
Procedure is the same as for air-to-push-down unit except that the entire upper case
assembly (including spring barrel, spring and spring button), actuator stem nut and
diaphragm plate must be removed to release the diaphragm.
4.2.2 Spring adjustment
Procedure is identical with that for air-to-push-down unit.
4.2.3 Packing box
Since the packing box is subject to low air pressure only, the maintenance problem is minor. The
packing box nut should be set up lightly. if repacking is required, the actuator must be removed
from the body subassembly in order to insert the preformed ring packing. The replacement packing
ring should be covered with a thin coat of light cup grease before inserting to provide a seal with
minimum bearing pressure.

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;~; Ii-) ~<O . FINAL CONTROL ELEMENTS MODULE 10 CV-MOD-10

,
5. INVERTIBLE BODY-BOLTED BONNET VALVES
Figure 27 shows a typical double seated body with top and bottom guided V-port plug. The cast
globe body is widely used for general applications, and is available in sizes through 40 cm. It may
also be furnished with other plug types such as quick opening or solid turned parabolic and linear.
Most sizes and plug types may be obtained in single seated design, also.
Seat rings are normally threaded and piloted in the bridge wall, with the upper ring inserted from the
top and the lower ring from the bottom. One of the rings is of larger 1.0. than the other to permit the
smaller portion of the double seated plug to pass through during assembly. This may be either the
upper or lower ring depending on valve action.
Most control valves of this design are furnished with removable seat rings. The rings are precision
machined and piloted at maximum diameter into a recess in the valve bridge wall to insure true
alignment and accurate centering. A relatively heavy ring shoulder is provided to minimize
distortion when the seat ring is set up tight. The contact surfaces of ring and bridge wall are narrow
and given a special smooth finish to insure a tight joint.
FIG 27
Regular bonnets are suitable for applications having fluid temperatures between 0 and 200C.
When temperatures exceed 200C, an air-fin bonnet is provided to reduce packing box temperature,
permitting the use of standard packing materials with service temperatures up to 400C. Plain
extension bonnets are used for low temperature service; moving the packing box upward from the
valve body into a higher ambient temperature permits the use of standard packing materials. The
extension bonnet also allows the use of additional insulation.
Bonnet and blind head are piloted in the body, provided with retained gaskets and bolted. Guide
bushings are pressed into carefully machined recesses provided for the purpose.
Valve plugs are provided with long heavy guide sections, into the upper of which the plug stem is
threaded and pinned.
The packing box has a bolted flange and is provided with a lubricator (plus isolating valve on steel
bodies) where packing requires a lubricant for sealing purposes (see Fig. 28).

FINAL CONTROL ELEMENTS MODULE 10 CV-MOD-1~
FIG 28
MAINTENANCE
5.1 Disassembly
Before removing the actuator form the bonnet it is necessary to detach the valve stem from the
actuator stem. The stem locknuts are loosened, run down the stem, locked together and used for
wrench flats in turning the valve stem from the actuator stem. The actuator can then be removed by
detaching the drive nut clamp which holds the actuator rigidly to the bonnet.
When removing the bonnet and blind head, precautions should be taken to prevent damage to the
pilot section and plug guide sections. If no new gaskets are available care should also be used to
preserve the old gaskets for reuse.
In removing the plug, careful handling is required to avoid damaging seating surfaces and guide
sections.
Threaded seat rings are set up very tightly when initially installed and are sometimes in service for
years before replacement, so that it is often difficult to remove them. One of the common problems
is that the wrench will jump the lugs when force is applied. To facilitate removal in such cases, a
special seat ring wrench can readily be made. The wrench is prevented from rising by the tie rod
running through the body. If rings are exceptionally stubborn. the application of heat may assist in
removal.
5.2 Seat ring Replacement
Before new rings are installed, the seating surfaces and threads in the body bridge should be
cleaned thoroughly. A thread lubricant, such as John Crane Insoluble Plastic Lead No.2, should be
applied sparingly to the ring threads. The ring should be brought up tight, using a suitable seat ring
wrench.
5.3 Grinding Seats
Dead-tight shut-off is seldom required in control valves using metal-to-metal seats. In double
seated valves dead-tight shut-off is virtually impossible under all operating conditions. One reason
is that the seating surfaces of the plug and ring as machined are seldom smooth enough to make a
tight seal.
Also in double seated valves the distance between seats on the plug and between the seat rings
may vary slightly. To correct these conditions as far as possible a hand operation called "lapping" is
necessary.
..:l!' :
)9,,,,,,,, "c FINAL CONTROL ELEMENTS MODULE 10 CV-MOO-10

r-
In order to facilitate this operation the contact surfaces of the seats are kept as narrow as good
machining practice permits.
For the lapping operation a good grade of fine grinding compound, such as Clover Compound No
2A, is required. The compound is applied at several spots equally spaced around the periphery of
the ring. When grinding a double seated plug, compound should be used on both seats at the same
time. Care should be used to avoid getting the compound on the skirt or contoured sides of the
plug, which might wear the lateral surfaces during grinding.
The plug should be inserted carefully until it is seated. The bonnet, fastened temporarily to the body
by two bolts, serves as a guide during the lapping operation. To facilitate grinding a short rod drilled
and tapped to thread onto the top of the valve stem forms a convenient tool; or a T-handle may be
screwed into the bottom of the plug - depending on valve action. The T-handle can be made by
welding a cross piece to a threaded rod. Lapping is accomplished by rotating the plug in short
oscillating strokes. After 8 or 10 strokes, the plug should be lifted slightly from the seat, before
repeating the operation. This intermittent lifting is important in keeping the compound evenly
distributed.
In larger valves, where the weight of the plug is substantial, it is advisable to mix a small quantity of
lubricant, such as graphite, with the grinding compound. This will slow the cutting rate and avoid
tearing the seating surface.
It may, in the case of very large valves, be necessary to support the plug on a hoist to prevent the
entire weight from resting on the seat.
The amount of lapping required depends on the material of construction, condition of the seating
surfaces and accuracy of machining. if a short period of lapping does not visibly improve seating,
there is usually no advantage in continuing as too much lapping may result in rough seats or small
ridges on the plug or rings. Additional lapping only makes these effects more pronounced and the
only remedy is replacement of one or both parts.
5.4 Packing Box
Packing box maintenance is one of the principal chores of routine servicing. The box must be
tightened occasionally and kept well lubricated in order to provide an effective seal without
objectionable friction.
Packing material and lubricant should be selected for suitability under the operating conditions.
Some commonly used packing materials are Teflon-asbestos, graphite-asbestos and pure Teflon.
These, as well as other materials are made in solid and split ring preformed types. Lubricants are
generally divided into two classes: (1) those suitable for petroleum and allied chemicals; (2) those
suitable for water solutions. Several standard lubricants are available, covering a wide range of
operating conditions.
In a majority of cases packing boxes are designed for use with a lubricator (See Figure 2). The
lubricator is provided with a ball check valve to prevent back flow of the process fluid while lubricator
is being filled. On steel valves an isolating valve is added for positive protection against back flow.
The lubricator should be kept filled with the specified lubricant and turned in firmly but not tightly.
The lubricant is intended as an aid to the packing - not as a packing itself. One or two turns of the
lubricator once every two weeks should suffice to provide the desired seal.
Tightness of the packing box is maintained by the combination of lubricant and packing
compression. Little by little it is necessary to take up on the packing gland until all available
compression is used up. it then becomes necessary to repack the box.
If the valve was supplied without lubrication, as may be the case in some applications involving
moderate pressures and temperatures, it will be necessary only to back off on the packing glao
FINAL CONTROL ELEMENTS MODULE 10 CV-MOD-1<O
and insert one or two rings of split ring packing at the top of the box. If the valve was furnished with
a lubricator (or if the packing is solid ring) it will be necessary to disassemble the valve (as
described previously) and remove the old packing. After valve disassembly; the stem lock nuts and
indicator disk are removed from the plug stem which is then turned out through the packing box.
The packing box flange and gland can then be removed and the old packing and lubricant ring
pushed out by working from the underside of the bonnet. The new packing should be inserted, first
a single W' ring, then the lubricant ring followed by enough packing rings to fill the box.
5.5 Installing New Plug
It is customary to furnish valve plug and stem assembly complete for field replacement in which
case the installation involves no problems. It is necessary only to lap the seats; turn the stem
through the packing box; attach locknuts and indicator disk; connect valve plug stem to actuator
stem and readjust (see "Re-assembly").
If necessary to assemble plug and plug stem it is better to use a new stem as the original pin hole in
an old stem prevents satisfactory results and might seriously impair the strength of the assembly. If
an old stem must be used the plug end of the stem should be cut off just above the old pin hole and
the stem rethreaded the original amount. This will shorten the stem but there is usually enough
adjustment in the actuator stem to compensate. If, however, the thread engagement in the actuator
stem is less than the diameter of the plug stem, the plug stem should be discarded.
The old pin may usually be removed by driving it out with a punch. If necessary to drill it out, a drill
somewhat smaller than the pin should be used and then the remainder of the pin driven out. Care
should be used not to mark / damage the guide section of the plug by gripping in the jaws of a vise
or by driving the pin out across the vise jaws. On larger size plugs with relief section in the guide,
the punch used should not be larger than the pin itself.
For drilling, the plug should be placed with the guide sections in two identical V-blocks on the drill
press table. The stem must be screwed into the plug solidly before starting to drill. This can be
checked by measuring the depth of the pilot recess in the plug and making a witness mark on the
stem the same distance from the thread. When properly assembled the witness mark should be
flush with the end of the guide section.
The stem can then be re-drilled through the old hole in the guide section, first using a pilot drill of
suitable size and then a reamer drill to bring the hole to required size for the pin. After all burrs and
sharp corners are removed from the edge of the hole, a small amount of grease should be applied
before starting to insert the pin.
The hole should be of such diameter that the pilot end of the pin can be pushed in by hand about
1/8" to 3/16". The pin should be driven in about 1/16" beyond surface of the guide starting on the
side from which the hole was drilled. The pin should be as tight as possible without causing it to
bend or head over in driving. The easiest method of driving is to press it in the jaws of a vise.
5.6 Inverting Valve Body and Plug
This procedure is used when converting an air-to-close valve to an air-to-open valve (or vice versa),
using an air-to-push-down actuator. The body is disassembled and plug and stem removed. The
old stem is discarded and a new stem installed in the opposite end of the plug, with stem and guide
section being drilled simultaneously for insertion of the pin. The body is ten reassembled in an
inverted position (see preceding section; also "Reassembly"). Note: Travel indicator plate on
actuator should be removed and reattached in reverse and inverted position to show correct scale .

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~ '$ FiNAL ~ONTROl ELEMENTS MODULE 10 CV-MOD-10
5.7 Re-assembly
Since the bonnet and blind head are piloted into the body with very close clearance, care should be
taken to prevent damage to the pilot sections. Plug guides should also be protected so that the plug
will move freely when the body is assembled. If new gaskets are used they should be lightly coated
with a sealing compound when bonnet and blind head are reassembled; if the old gaskets have
been preserved they may be reused. If factory supplied gaskets are not available, gaskets may be
cut from sheet stock such as Crane No. 888 or Garlock No. 7022.
As bonnet and blind head flanges are made up, the nuts should be tightened in diametrically
opposite pairs. While tightening the nuts, the valve plug assembly should be moved through its
entire stroke, from time to time, to make sure that it moves freely. Trouble-free operation of the
valve depends upon accurate alignment throughout the entire assembly.
When the body, complete with plug and plug stem, is assembled the actuator is attached by placing
the yoke in position on the bonnet spud and driving the clamping nut up tight. The plug stem and
actuator stem are reconnected by, first, replacing locknuts on the plug stem (with indicator disk
between them) and locking together. The plug stem is then turned into the actuator stem, using the
locknuts for wrench flats. The stem itself should never be grasped by any tool as the finish would
be destroyed, endangering free movement of the stem.
5.8 .. Stem Adjustment
On air-to-close valves using an air-to-push-down actuator, the stem is readjusted as follows:

First: The plug stem is turned into the actuator stem as far as it will go and locknuts run up to
actuators stem and locked.
Second: Air pressure is applied to the diaphragm to move the stem until the indicator disc is at "S"
on the indicator plate; then, the plug stem is turned out of the actuator stem until the plug is seated;
diaphragm pressure is relieved, locknuts loosened and plug stem turned out of the actuator stem
1/4 turn; finally locknuts are locked against the end of actuator stem. The indicator disk should be
at "0" on indicator plate. In the event of the travel indicator plate setting been changed from factory
adjustment it should be resetted.
On air-to-open valves using an air-to-push-down actuator, a similar procedure is followed except
that:
a) The plug stem is turned into the actuator stem until the plug is seated;
b) Pressure is applied to the diaphragm to move the plug off the seats, and the
plug stem turned 1/4 turn more into the actuator stem;
c) Diaphragm pressure is relieved and locknuts locked at end of actuator stem. The indicator
disk should be at "S" on the travel indicator plate. If it is not, the plate may be resetted as
described previously.

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FINAL CONTROL ELEMENTS MODULE 10 CV-MOD-1d
6. SINGLE SEATED-NON-INVERTIBLE-BOL TED BONNET VALVES
The body is typical of a variety of single seated globe valves for general service, in sizes up to
25mm. The plug is top and skirt guided. The plugs and seat rings are made in a family of
interchangeable sets with orifice sizes ranging from 3mm to 20mm. This design is a natural
extension of the equal percentage plug into sizes where top and bottom guiding becomes
impracticable. These valves are also made with angle bodies.
MAINTENANCE
Most procedures for maintenance are identical with those previously described. An exception
occurs in stem adjustment when used with an air-to-push-up actuator. In this case, after plug stem
has been connected to the actuator stem, it is turned out again until the plug is seated. Air is then
applied to the diaphragm to lift the plug off the seat and plug stem is turned 1/4 turn more out of the
actuator stem. When diaphragm pressure is relieved the indicator disk should be at "S" on the
travel indicator plate.
7. SINGLE SEATED-NON-INVERTIBLE-THREADED BONNET VALVES
A heavy duty, threaded bonnet valve with a heavy top guided, contoured solid plug. The plugs and
seat rings are made in a series of orifice sizes, in inter-changeable sets. Orifice sizes range from
6mm to 25mm, with the size used always being no larger than the nominal valve size. The seat ring
is a threaded venturi type with a heavy hex head designed to take a standard socket wrench, for
setting it down tight against a metallic gasket in the body. This shape also facilitates removal during
maintenance operations. The bodies are designed for high pressure service and are made also in
angle types.
MAINTENANCE
Maintenance procedures are identical with those used for the non-invertible type described in the
previous section. Seat ring removal and installation, however, is accomplished with a socket
wrench. It is important that the old metallic gaskets be retained and reinserted, or new gaskets
installed when assembling the seat ring.
8. INTEGRAL BONNET VALVES
The body is split and the seat ring clamped between the two body sections, with ground, metal-to-
metal joints in place of gaskets. The ring is reversible, so that if the original seating surface
becomes damaged the ring can be inverted to provide a new seating surface. The valve plug is of a
solid contoured design, guided at the top only. This type plug and ring are also supplied in a
straight through split body design.
MAINTENANCE
General maintenance procedures are similar to those for other non-invertible types, except for seat
ring removal and installation. It should be noted that, should it be desirable to invert the seat ring, it
must be lapped to both body sections in order to avoid leakage and erosion.

~. . . . .
...'.,). . -.
." q, ~ FINAL CONTROL ELEMEN;rS MODULE 10 . CV-MOD-10
. .
. I
9. BOLTED BONNET-ANGLE VALVES
The angle body is designed for heavy duty service principally for applications involving high
temperatures and pressure and/or erosive conditions. Where service conditions necessitate either
continuous or intermittent flushing of the body, a connection is provided directly under the bonnet
flange. The flushing fluid passes through ports around the guide bushing to help prevent the
formation of coke or the accumulation of abrasive particles between the guide and the plug. The
seat ring is a Venturi type held tightly in place against a shoulder in the body by a flared, threaded
retainer ring.
MAINTENANCE
The only variation from maintenance procedures previously described for non-invertible bodies is in
removal and installation of the seat ring. The retainer ring is slotted to permit the use of a drive rod
to facilitate its removal or in screwing it up tightly.
10. CONVENTIONAL CONTROL VALVE
The Fisher and the Masoneilan control valves are commonly used in Industry.
r---- Upperdiaphragmcase
:.!:~~E~7-----Adjusting screw
1------ Indicatordisk
Valvestem------II
Packing-----=::=t::;~:t=;:::r:
Lubricator rinl!--------I
-------- Body
Fig 29 Masoneilan conventional control valve

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FINAL CONTROL ELEMENTS MODULE 10 CV-MOD-1t1
10.1 Stroking of the Control Valve
Air to Open
1. Apply a pressure that is higher than upper bench set pressure (100 kPa) to the diaphragm
chamber. Slowly decrease the pressure and check for movement. The actuator stem
should show movement at the upper bench set pressure (100 kPa) Adjust the spring
adjustment nut until the correct setting is obtained.
2. Apply the lower bench setting pressure (20 kPa) to the diaphragm chamber. This should
extend the actuator stem down towards the valve. At the end of the travel adjust the
indicator to read this position or mark this position.
3. Repeat the above step until the bench stroke is correct and everything is functioning
properly.
4. You may now proceed with installing the Stem Connector Assembly
5. The valve must be fully closed at 20 kPa
6. If the stem travel does not correspond with the 50 or 100% markings, it can be caused by
either or all of the following:
(i) Leaking diaphragm or diaphragm chamber;

(ii) Excessive friction on actuator stem or valve stem;
(iii) Sticky or worn plug;
(iv) Broken or damaged spring.
To correct travel replace parts or correct the above faults.
Air to Close
1. With 20 kPa applied to the diaphragm chamber the valve must be fully open. The starting
point must be at 20 kPa and this can be checked by means of removing the air input to the
diaphragm rapidly. If the valve stem is still moving, the diaphragm spring tension can be
adjusted to rectify the tension.
2. If the stem started to move at 20 kPa, the seating position can now be checked. With 98
kPa on the diaphragm the valve must be fully seated. This can be checked by increasing I
the input rapidly. If the stem still moved it meant that the stroke was too short. It could be ~
-P rectified by tllrning the valve stem clockwise i.e. ~o lengthen the stem. This adjustment must
be made until the seating pOint is correct.
3. By looking at the cutaway diagram of the control valve it will be seen that these adjustments
have an effect on one another, so steps 1 and 2 must be repeated until starting and seating
points are correct.
4. If these two points are correct, the stem can now be locked on the actuator stem.
5. The indicating plate can now be adjusted to let the indicating disc line up with the fully open
mark, with 20 kPa applied.
6. With 98 kPa applied the indicating disc should correspond with the fully closed mark .

t': #
;':iF"!! . ,- .
;" ~ "., FINAL CONTROL ELEMENTS MODULE 10 CV-MOD-10
..
- -
~. ' .
7. If the stem travel does not correspond with the 50% or fully closed mark it can be caused by
either or all of the following:
(i) Leaking diaphragm or diaphragm chamber;

(ii) Excessive friction on actuator stem or valve stem;
(iii) Sticky or worn plug;
(iv) Broken or damaged spring;
To correct travel, replace parts or correct the above faults.
11. VALVE POSITIONERS
What is a positioner?
A positioner is the instrument which is attached to the control valve, receives the signal from the
"controller" and which then diverts the actuator air supply so as to move the actuator into the
desired position, irrespective of process pressure (line pressure).
It is essential that the correcting unit in a control system should respond immediately and in an
accurate manner to small changes in the controller output pressure. Because of tight packing and
high pressure drops across the valve, large forces are required to move the valve stem. In order to
overcome friction and to increase accuracy and speed to achieve the final position, we make use of
valve positioners.
This positioner is usually installed between the controller and the correcting unit (final control
element). A great advantage is that the volume of pressure applied to the motor diaphragm may be
much larger than the output of the controller.
Pneumatic valve positioners can always be classified as "force balance" or "motion balance"
devices.
11.1- Masoneilan 7000 Series Valve Positioner
Figure 30 illustrates the schematic operation of the 7000 series positioner.
~--- Force balance

spring
Bellows --_~'"
Input--_~
l,-,---r-r' .
----- Positioner
lever
Fig 30 Masoneilan 7000 series positioner

Let us first look at the working principles of the pilot.
.. . .
FINAL CO'NTROL ELEMENTS MODULE 10 CV-MOD-1~

'. .
Exhaust Exhaust
Fig 31 Direct pilot Fig 32 Reverse pilot
Figure 31 shows the direct pilot. When the positioner is in an operating stage, the pilot is always in a
throttling position. This means that there is always an amount of air escaping to the output and
exhaust port simultaneously.
Supply air (140kPa) enters the supply port and if the bellcrank is moved from the pilot valve arm, the
exhaust port will be sealed off and full supply will bleed through to the output port.
Fig 32 shows the reverse pilot. In operation, the pilot throttles.

Supply air (140 kPa) enters the supply part and if the bellcrank is moved away from the pilot valve
arm, the supply part will be sealed off and no output will be generated through the output part. If the
bellcrank is now pushed in fully on the pilot valve arm, the exhaust part will be shut off and full
output will go through the output part.
11.2 Operation of the Valve Positioner - (Direct)

(Refer to figure 30)
The operation of this positioner is based on the "force balance" principle. With the bypass cock set
for "positioner" the input pressure is dead ended at the bellows. When the input pressure is
increased, the bellows tends to expand and pushing against the bellcrank lever in an anticlockwise
motion, permitting the pilot to increase the output pressure to the diaphragm.
The resulting plug/stem motion is transmitted through the take-off linkage and positioner lever to the
force balance spring loading it until the spring tension on the bellcrank lever balances the opposing
force of the bellows. When these two forces are in balance, the system is in equilibrium with the
pilot in a throttling position.
11.3 Split Range or Duplexing Action
Sometimes it is desirable to operate two or more control valves from a single controller. Another
advantage of a positioner is to calibrate this positioner for one-half or one-third of the full signal and
still have full range of the actuator.
To explain split range or duplexing action, refer to figure 33.

# 1, ; ,
. "'$i , I . .
l '.~ ~ FINAL CONTROL ELEMENTS MODULE 10 CV-MOD-10
100-20 kPa
r - -- ----------------------
___________
-9
t
I
Air to open
I
I- - - fl
Ste am A.
.
t
L __ ___________ ~ Air to close
A
Cooling w ater A.
Fig 33
To start a reaction in vessel A, heat must be applied. The pressure in the vessel will increase as the
reaction gets under way. When the reaction is well established, it may be necessary to apply
cooling water to reduce the pressure.
This could be arranged by having a controller in reverse action i.e. increase in pressure results
decrease in output. (Output range 100-20 kPa). While the controller output is between 100 and 60
kPa, the valve passing the steam would be open. It would be fully open at 100 kPa and fully closed
at 60 kPa. (Le. air-to-open).
At 60 kPa the valve allowing cooling water would be fully closed and at 20 kPa this valve would be
fully open (i.e. air-to-close).
This loop is safeguarded in a sense that if the air pressure was cut off, the steam valve would be
fully closed and the cooling water valve would be fully open.
11.4 Calibration of the Masoneilan 7000 Series Control Valve Positioner
At this stage the control valve's stroking should be completed.
1. With the positioner's bypass cock set to "bypass" set the stroke index opposite the marking
on the stroke scale corresponding to the rated stroke of the valve.
2. Apply 60 kPa to the input of the positioner and set the bypass cock to "positioner". Pull the
stem clamp down to get the pilot in a throttling position and lock the clamp on the stem.
3. Adjust the locknuts of the adjusting screw until the upper edge of the spring lever is parallel
to the slot in the stroke lever. During this adjustment the pilot should be maintained in a
throttling position by rotating the turnbuckle and the indicator disc on the stem should
correspond to 50% on the indicator plate.
4. Set the input of the value at which the valve plug should be seated. Rotate the turnbuckle
until the valve is just seated with the pilot still throttling. Lock the turnbuckle and check the
seated position by increasing or decreasing the input pressure about the desired value.
5. In the event that the stem travel does not match the input, it will be necessary to readjust the
position of the stroke index.
. .
6. Repeat steps 4 and 5.
7. If the unit has been correctly adjusted, the back lever will be horizontal when the input
pressure is at mid range and the valve stem is at the mid-stroke position.
11.5 Split Range Positioner
This positioner can also be calibrated to one-half or one-third of the full input signal without
changing the bench range of the actuator. (i.e. split range).
When calibrating the valve and positioner for such an application, the stroking of the valve is done in
the same way as described earlier. Only the positioner is now calibrated for one-half or one-third of
the full input range.
11.6 Calibration of the Positioner for Split Range (One-half of full input range = 20-60 kPa). Air-to-
close.
1. At this stage the control valve should be stroked.
2. With the positioner's bypass cock set to "bypass", set the stroke index opposite the marking
on the stroke scale corresponding to twice the rated stroke of the valve. (When calibrating
the valve for one-half of full input range).
3. Apply 40 kPa to the input of the positioner and set the bypass cock to "positioner". Pull the
stem clamp down to get the pilot in a throttling position and lock the clamp on the stem.
4. Adjust the locknuts of the adjusting screw until the upper edge of the spring lever is parallel
to the slot in the stroke lever. During this adjustment the pilot should be kept in a throttling
position by rotating the turnbuckle with the 50% mark on the indicator plate.
5. Set the input to 20 kPa. The indicator disc should now be on the 0% mark on the indicator
plate. If not, adjust the turnbuckle to bring it to that value.
6. Set the input to 60 kPa. The indicator disc should now be on the 100% or seated position. If
the stem travel does not match this mark, it will be necessary to readjust the position of the
stroke index.
7. Repeat steps 5 and 6 until correct.
8. If the input has been correctly adjusted, the back lever will be horizontal when the input
pressure is at 40 kPa and the valve stem is at mid stroke position.

.
"'"
~ '1.~ FINAL CONTROL ELEMENTS MODULE 10 CV-MOD-10
12. MASONEILAN SERIES 4600 PNEUMATIC VALVE POSITIONER
This positioner is usually used with the Sigma F and Camflex control valves. Figure 34
illustrates this positioner.
earn
Spring end
Output
Signal -$~;h
Bypass --l----'
PJ:E::::f- Supply
L----~~~L~=='- Pilotsubassembly
Fig 34 Masoneilan Series 4600 Pneumatic valve positioner
OPERA TlON (Direct Action)
Figure 35 illustrates the schematic diagram of the positioner.
Feedback spring
Vent
earn Diaphragm
Input Bypass Pilot plug
assembly
Fig 35

This positioner operates on the force balance system.
- .;

, ,
Supply (140 kPa) enters the positioner as shown in figure 35. With the bypass valve set to
"positioner", the input pressure is dead ended underneath the diaphragm. With an increase in input
pressure, the diaphragm will tend to move to the left, pulling the pilot plug, which is connected to the
diaphragm assembly, to the left. this causes the output port to open and the vent to close. Supply
air bleeds through the output port to the actuator or diaphragm motor of the control valve, pushing
the piston in an outward position. This movement is detected by the cam through the cam arm and
the cam rotates anti clockwise.
Because of the shape of the cam, it now push on the cam follower and this causes the feedback
spring to be depressed. This force is brought to the top of the diaphragm and when these two
forces, spring force on top and input pressure on bottom, are equal, the device is in force balance.
When input pressure is reduced, the force on the other side of the diaphragm (feedback force)
overcome the input pressure and the pilot is pushed to the right, opening the vent and closing the
supply port. Excess air form the output bleeds through the vent to atmosphere.
REVERSE ACTION
The action of the positioner may be reversed by interchanging the supply and vent connections and
by changing cam lobe and lever arm orientation.
CAM
The cam is the intermediate element in the feedback mechanism between the actuator and the
feedback spring. Its profile determines the relationship between the valve plug position and the
control signal.
By changing the cam lobe, the actual flow characteristic through the body could be altered. The
cam supplied for the Sigma F actuator provides "Linear", "Universal". Split Universal" or
"Percentage Control" characteristics.
PILOT
The pilot is essentially a three way sliding valve. The plug regulates supply air flow to and from the
actuator to the exhaust port. The position of this plug, governed by the diaphragm, determines the
output pressure of the positioner.
12.1 Advantages of the Series 4600 Positioner
1. Action of the control valve can be reversed by interchanging the supply and exhaust
connections and by changing cam lobe and lever arm orientations.
2. The flow characteristics through the valve body could easily be altered by changing the cam
lobe.
13. CAMFLEX CONTROL VALVE (Masoneilan)
PRINCIPLE OF OPERA TlON
The concept of the Camflex valve is based on an eccentrically rotating spherical plug contained in a
free flow design body. Figure 36 illustrates the principle of operation of this valve .

.. . .
~\ ..
~ ~ '(. FINAL CONTROL ELEMENTS MODULE 10 CV-MOD-10
Flow directi
irection ~ seat ring
Guide-bushing
Lever
Fig 36
The plug and shaft are rotated through an angle of 50 by a lever linked to a powerful spring -
opposed rolling diaphragm actuator.
13.1 Advantages of this Valve
1. The Camflex valve has a modified linear flow characteristic which is the same in either flow
directions.
2. This characteristic is easily altered to equal percentage or others through use of the Model
4600 cam tape positioner.
3. Only one standard plug is used for valve sizes from 25mm to 150mm.
4. This valve got the ability to handle a wide range of process fluid temperatures due to the
long integrally cast bonnet.
5. The valve actuator can be installed in four different positions around the line to suit
requirements.
Figure 37 show all the information on the positioner's lid.

,,'
Valve Positioner Span and Cam

action action characteristics lobe
3-15 LIN 5
Direct arm right 3-15 % 2
Air 3-9 UN 10
to 9-15 LIN 9
3-15 LIN 11
open Reverse ann left 3-15 % 1
3-9 LIN 4
9-15 UN 3
3-15 UN 11
Air Direct arm left 3-15 % 1
3-9 LIN 4
to 9-15 LIN 3
3-15 LIN 5
close Reverse arm right 3-15 % 2
3-9 LIN 10
9-15 LIN 9
o
o 0 o
o
0
Signal
4f--
0
...-'0 0...- Supply
To actuator '--_---'
Vent Signal
~,O
D
...-'0
To actuator ~-
0
v
"'-Supply
La.. Vent
--,.-
Ann left Ann right Direct Reverse
Fig 37
GAL/BRA TlON
STROKING OF THE GAMFLEX VALVE

(Air to Glose)
1. Connect 140 kPa to the supply port, regulated input of 20 - 100 kPa to the input port and
output to diaphragm actuator.
2. Remove the pin connecting the clevis and the lever.
3. With the bypass cock set to "bypass", increase the input pressure gradually. Note that the
diaphragm stem only starts moving at about 50 kPa. This valve has no adjustment for the
initial starting position.
4. Pull the lever upwards until the valve is fully seated.
5. Apply an input pressure of 100 kPa. The hole in the clevis should line up with the line on the
lever. If not, lengthen or shorten the stroke by turning the clevis in or out of the stem. Lock
the clevis when adjustment was made.
6. Lower the lever and replace the pin. The valve is now stroked.

~ .
lI,~ . .
.. ~ '.' FINAL CONTROL ELEMENTS MODULE 10 CV-MOD-10
Fig 38
CALIBRATION OF THE SERIES 4600 PNEUMATIC POSITIONER

AIR TO CLOSE - DIRECT POSITIONER
1. Shut off supply air and signal and place bypass valve on "Bypass".
2. Place lever arm to correct side (See inside of positioner lid).
3. Apply proper supply pressure and adjust signal to position valve at "Open" on valve indicator
scale.
4. With the valve at "open" position, place cam on cam holder so that the proper lobe is against
cam follower.
(See inside of positioner lid for selection of cam lobe). Replace washer and screw. Align
low signal line of proper lobe to vertical line on positioner case. Tighten cam holder with set
screws.
5. With signal at 20 kpa and bypass valve set to "Positioner", the valve must be fully open. If
that is not the case, adjust the zero nut to get the plug to proper position. After zero
adjustment was made, lock the zero nut by means of locknut.
6. Adjust signal to 100 kPa. At this stage the valve should be closed. If the valve was not fully
closed i.e. not fully stroke for a full signal span, the feedback spring rate is too high. Loosen
spring lock screw and turn spring on the spring end to increase the number of active coils
and decrease the spring rate. Conversely, if full stroke is reached prior to full signal span,
turn the spring to decrease the number of active and increasing the spring rate. When span
adjustment has been completed, retighten the spring locking screw.
7. Repeat steps 5 and 6.

.. ,
..
FINAL CONTROL ELEMENTS MODULE 10 CV-MOD-1.o
Fig39 The earn of a Cemtlex Control valve and a Sigma Control valve

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'0 . FINAL CONTROL
i
ELEMENTS MODULE 10 CV-MOO-10
14. FISHER CONTROL VALVE
PRINCIPLE OF OPERA TlON
Figure 39 shows a schematic of a direct acting Valve positioner. Air pressure is supplied to the
relay supply valve and fixed restriction. The diameter of the fixed restriction is less than the
diameter of the nozzle so that air can bleed out faster than it is being supplied when the flapper is
not restricting the nozzle.
When the instrument pressure increases, the bellows expands to move the beam, causing the
flapper to restrict the nozzle. The nozzle pressure increases and moves the relay diaphragm
assembly to open the supply valve. The output pressure to the diaphragm case of the control valve
increases, moving the actuator stem downward. Stem movement is fed back to the beam by means
of the cam which causes the flapper to move away from the nozzle. Nozzle pressure decreases
and the relay supply valve closes to prevent any further increase in output pressure. The positioner
is once again in equilibrium but at a higher instrument pressure and a new valve plug position.
When the instrument pressure decreases, the bellows contracts (aided by an internal range spring)
to move the beam and uncover the nozzle. Through relay operation, the exhaust valve in the relay
opens to release diaphragm pressure to atmosphere, permitting the actuator stem to move upward.
Stem movement is fed back to the beam by the cam to reposition the beam and flapper. When
equilibrium conditions are obtained, the exhaust valve closes to prevent any further decrease in
diaphragm case pressure.
Bellows
Beam and flapper assembly
Relay
Fig 39 Cut through view of a Fisher Positioner

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. "'.........r; '
,
~. ' --~
, ~.
Restriction
Nozzle
'f---- Flapper
Assembly
FIG 40
STROKING
1. Remove the travel pin from the cam arm by loosening the travel pin locknut
2. Remove the connector arm from the plug stem.
3. Put the by-pass valve to by-pass position.
4. Remove the stem connector.
5. Turn the top locknut on the plug stem until it is against the actuator stem.
6. Apply pressure to the diaphragm of valve until the plug is definitely seated.
7. Decrease the diaphragm pressure to . 80 kPa (60 cm Hg) (11,5 Psi).
8. Turn the top locknut on the plug stem downwards out of the way.
9. Adjust the diaphragm pressure to . 90 kPa (65 cm Hg).
10. Lock the actuator stem and plug stem with one another by means of the stem connector.
11. Decrease the diaphragm pressure to zero.
12. Increase diaphragm pressure to 20 kPa and adjust diaphragm spring tension nut until the
valve starts its travel at 20 kPa (16,3 cm Hg).
13. Increase diaphragm pressure to 99 kPa and check (feel) if plug seats at 99 kPa.
'/\r-"
.":
~~~r.'~ ---..;/
~ "--
i ""~NA~;CONTROL ELEMENTS MODULE 10
CV-MOO-10
g \ ~ -
14. If plug doesn't seat at 99 kPa repeat step 4 to 13, but use your discretion at step 9.
16. When stroking is correct and complete, release diaphragm pressure to zero.
16. Clamp connector arm on item to the bottom side of the stem connector with the top locknut
on the plug stem, then bottom locknut on plug stem against top one.
17. Adjust the indicator (travel) scale plate according to the connector arm.
FOR AIR TO OPEN VALVE
Travel starts at 21 kPa

Seats at 100 kPa
1. Normally a cam "A" is used because it is linear.
2. If actuator is air to lower, arrow on cam must point downwards.
3. If actuator is air to rise, arrow on cam must point upwards.
4. Cam Band C have special characteristics for solving instability problems.
POSITIONER CALIBRATION
1. Put bypass on positioner (Instrument air on 9 PSI).
2. (a) Left hand gauge-air supply pressure.
(b) Centre gauge-diaphragm pressure.
(c) Right hand gauge - instrument signal,
3. Put a 19 mm spacer under the cam which should cause cam arm to be horizontal (travel pin
locknut).
4. With flapper arm on the direct action half (right handside) of the leveling beam, adjust flapper
arm vertically without touching bottom centre of leveling beam.
6. Turn nozzle clockwise until completely in.
6. Turn nozzle anti clockwise outwards two full turns (make a mark on nozzle).
7. Lock the flapper arm 3 screws in such a way that the flapper arm can just be moved.
8. Adjust flapper arm pirate pin until centre gauge reads 60 kPa.
9. Turn flapper arm horizontal on the direct action side of the leveling beam without touching
the bellows pirate pin.
10. Adjust bellows pirate pin, until centre g~uge reads 60 kPa.
11. Remove 19 mm spacer from under the cam, turn the flapper arm horizontal on the reverse
action side of the leveling beam and replace the 19 mm spacer under the earn.
12. Adjust the relay pirate pin until centre gauge reads 60 kPa.
13. Repeat steps 4 to 12 until centre gauge readings are satisfactory. Then leveling beam
should be level.
14. Put bypass valve on bypass - adjust diaphragm pressure to 60 kPa.
15. Holding cam arm in a horizontal position, lock cam arm to connector arm with travel pin and
locknut.
16. Put bypass valve on positioner.
17. Adjust flapper arm on the direct action side of leveling beam.
18. Adjust instrument signal to 100 kPa.
19. Move flapper arm bit for bit until valve is fully open according to the indicator plate.
20. Adjust instrument signal to 20 kPa.
21. Turn nozzle until the valve just starts its travel.
22. Repeat steps 18 to 21 until correct without adjustment.
23. Use instrument signal to check:

(a) Travel starts at 20 kPa
(b) Seats at 99 kPa
24. Put instrument signal on 60 kPa.
25. Switch bypass lever to bypass and back to positioner positions.
26. Valve stem should not move, and then calibration is correct.
27. Lock flapper arm screws.

Spanner used: 5116" and 7132".

M C & I Auto Control Measurement Module 10

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FINAL CONTROL ELEMENTS MODULE 10 CV-MOD-f

3. AUXILARY AIR RELAYS 16 - 23

5. INVERTIBLE BODY-BOLTED BONNET VALVES 27 - 31

6. SINGLE SEATED NON-INVERTIBLE - BOLTED

7. SINGLE SEATED NON-INVERTIBLE - THREADED

8. INTEGRAL BONNET VALVES 32

9. BOLTED BONNET ANGLE VALVES 33

10. CONVENTIONAL CONTROL VALVES 33-35

11. VALVE POSITIONERS 35 -38

12. MASONEILAN SERIES 4600 PNEUMATIC VALVE

13. CAMFLEX CONTROL VALVE 40 -44

14. FISHER CONTROL VALVE 45-48

FINAL CONTROL ELEMENTS MODULE 10

Identify and overhaul actuators

Identify and overhaul valve bodies

PASS CRITERIA: 80%

FINAL CONTROL ELEMENTS MODULE 10 CV-MOD-1'

Definition of a Control Valve:

A control valve is an instrument with a pneumatic, hydraulic, and electric (excluding

a. The actuator or motor

Fig 1 shows the construction of a basic control valve.

",r---- Upper diaphragm case

FIG 1 Control valve

"~""-j' ~" FINAL CONTROL ELEMENTS MODULE 10 CV-MOD-10

2.1 The Actuator or Motor

,...------ Actuator air connection

,--- Upper diaphragm case

2.2 The Plug and Stem

2.3 Body and Seats

2.4 The Bonnet

2.5 Various Types of Plugs

FINAL CONTROL ELEMENTS MODULE 10 I

FIG 3(a) Single seated plug

FIG 3(b) Double seated plug

4. Noise is sound energy that is created by an object vibrating. This usually

2.6 Valve Inlet

2.6.1 Valve restriction - Liquids

2.7 Valve Outlet

2.7.1 Valve restriction - Gasses and vapors

2.8 Velocity Limitation

2.8.1 Choked flow - Liquid

~16 ~ ~" FINAL CONTROL ELEMENTS MODULE 10 CV-MOD-10

2.8.2 Collapse of bubbles

2.8.3 Bubbles continue downstream

2.9 Control Valve Characteristics

"~ Ii" ' FINAL CONTROL ELEMENTS MODULE 10 CV-MOD-10

FINAL CONTROL ELEMENTS MODULE 10 CV-MOD-10

2.9.2 Positioner characterization

Table 9.1 - Characteristics of Square and Square Root Cams

Table 9.2 - Typical Plug Valve Characteristics

G " FINAL CONTROL ELEMENTS MODULE 10 CVMOD10

2.10 Flanged Ball Valves, Double Seal

2.11 High Performance Butterfly Valves, Soft-Seated, WaferSphere

Wafer-Sphere soft-seated, double eccentric butterfly valves have a single-piece,

FINAL CONTROL ELEMENTS MODULE 10 CV-MOD-10

3. AUXILARY AIR RELAYS

3.1 Air Regulator

~w. II ~ : FINAL CONTROL"ELEMENTS MODULE 10 CV-MOO-10

. ~I------ Adjusting knob

Diaphragm cavity --+-t--~

Fig 16 Air regulator

Cavities are divided by a partition.

Inlet ----,::=::~ _, Output