There are DIVERTER Valves and then there is a thing called a GULP Valve.
The Diverter valve sent excess air into a sorta muffler on the side of the A.I.R control valve where it was dumped out to the atmosphere - ostensibly quietly as the muffler was full of fiberglass to keep the noise of the tri-bladed pump vanes from being heard.
A GULP Valve, just allowed uncontrolled atmospheric air INTO the exhaust flow during deceleration and that was a big problem.
---> This design was good until the carburetor developed interior fuel control problems and would let excess fuel still flow through the intake and out the exhaust, basically unburned and ready to explode - and DID explode - usually in the muffler.
Many mufflers exploded/died when that happened and GM did away with the Gulp Valves pretty fast!
To your statement -----
"To prevent the startling and potentially damaging effects of the explosive combustion of this raw fuel, a diverter valve is used. This valve senses the sharp increase in the intake manifold vacuum resulting from the sudden closure of the throttle, and diverts the air pump's outlet to atmosphere."
There never was any electrical connection from the A.I.R. pump system.
I've explained the 'why' of a Gulp Valve and how it was quickly replaced with a Diverter Valve ..... and I restate ---> there never was any electrical connection of the A.I.R. pump, diverter valve or any other sensors (of which I cannot remember any) and the distributor.
ALL changes in smog pump discharge were controlled by a vacuum signal from a modulated vacuum supply and a manifold vacuum supply to correct the position of the pump discharge into the air injection nozzles at the exhaust ports.
