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Air conditioning

system

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Air conditioning

Index
Subject

Page

History of air con systems

Heat sources

Temperatures inside a vehicle

Solution cooling

Heat definition

Heat transfer

10

States of aggregation

11

Latent heat of evaporation

12

Temperature and pressure

13

AC operating principle

15

Refrigerant R12

17

Ozone hole

18

Role of ozone

19

Green house effect

20

Refrigerant HFC- 134 a

21

Refrigerant properties

22

Pressure and boiling point

23

Required changes for R 12 replacement

24

System modifications

25

AC system overview

26

Refrigerant properties

27

Swash plate compressor

30

Variable swash plate compressor

31

AC low load condition

32

AC high load condition

33

Operation diagram

34

Scroll type compressor

35

Compressor clutch

38

Hose structure

38

Condenser

40

Dryer

41

Expansion valve

42

CCOT refrigerant cycle and components

43

Expansion valve inner equalizing

45

Expansion valve external equalizing

46

Evaporator

47

Refrigerant flow control

48

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Index
Subject

Page

AC operation cycle

49

Heater unit

50

Electric circuit

51

Dual pressure switch

52

Triple pressure switch

53

APT sensor

54

Multi speed fan PWM control

55

Cooling fan control

56

Thermostatic switch

57

Fin sensor / thermistor

58

Blower motor speed control

59

Maintenance and trouble shooting

60

Pollen filter

61

Safety precautions

62

Preliminary checks

63

Bad smell

65

Leak detector and leak test

66

Basic gauge set

69

Performance check

71

Discharging and adding of refrigerant

72

System evaluation by pressure gauges

73

Special tools

82

Disassembly of clutch and pulley

83

Air gap measurement

84

Pressure relief valve

85

Oil specifications and level adjustment

86

Hose and pipe connections

88

FATC system / AC control

89

AC control signals

90

Component location

91

HVAC unit

92

Controller types according to system / Temp unit change

93

Switch functions

97

Control logic / CELO function

98

In-car temperature sensor

99

Photo sensor

100

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Index
Subject

Page

Air quality sensor

101

Water temperature sensor

102

Humidity sensor

103

Ambient temperature sensor

105

Blower motor speed control

106

Power transistor inspection

107

MOSFET

108

Intake door actuator

109

Mode door actuator

110

Temperature door actuators

111

PTC heater

112

PTC heater control

113

FATC diagnosis

115

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History

Between 1940 and 1942, Packard equipped 1,500 automobiles with air conditioning. By 1954, about
36,000 cars had factory-installed air conditioning systems. In 1966, the Motor Service Manual states that
3,560,000 A/C units had been serviced in the U.S. Sales of A/C equipped cars soon took off. The 1987
figure for A/C units was 19,571,000. It's estimated that now over 80% of the cars and light trucks in
operation have air conditioning.

Early automobiles were not exactly comfortable. In winter, passengers huddled under blankets and
in the summer, air conditioning was a breeze that resulted from a top speed of 15 mph. In 1908
when car manufacturers began closing up the cabs on cars, heat soon became an issue. Vents
were put in the floors of cars, but this brought in more dirt and dust than it did cool. A bucket of
water near a floor vent was the first air-conditioning system. The temperature-reducing effect of air
passing over water was called an All-Weather Eye. Such systems are actually still available for
vans and RVs. This system was invented by Nash in 1938 and provided summer cooling and
winter heating with a single knob. The first car with an actual cooling system was the 1940 model
year Packard. The "cooling coil", a large evaporator, was located behind the seat, and the only
control was a blower switch. This option allowed Packard to advertise, "Forget the heat this
summer in the only air conditioned car in the world." The system was advertised as a "Weather
Conditioner" and also filtered pollen and dust from the air. The Weather Conditioner could also
transform into a heating system by adjusting damper controls located in the trunk. Between 1940
and 1942, Packard equipped 1,500 automobiles with air conditioning. By 1954, about 36,000 cars
had factory-installed air conditioning systems. In 1966, the Motor Service Manual states that
3,560,000 A/C units had been serviced in the U.S. Sales of A/C equipped cars soon took off. The
1987 figure for A/C units was 19,571,000. It's estimated that now over 80% of the cars and light
trucks in operation have air conditioning. Changes are constantly being made to accommodate
new car designs, environmental issues, passenger comfort and safety. Today, few people will
consider a new car that does not have air conditioning. Today, heating and air conditioning systems
are very efficient. Modern Automatic Temperature Control set-ups are more dependable than the
older vacuum and thermostatic creations. Computers also insure that both the passenger and
driver stay comfortable.

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Heat sources

When a car is driven on the highway or even when only parked in the sun, heat enters the car from
many sources. Direct sunlight radiates heat on the roof and body panels and through the glass
area. Heat is radiated from the hot pavement and from the passengers. Engine heat is conducted
from the firewall. Exhaust system heat is generated by the exhaust pipe, tail pipe, muffler and
catalytic converter and this heat enters through the floor. All of these and other miscellaneous heat
sources increase the air temperature within the car. It has been noted that on a warm day
(approximately 30C), the interior temperature of a car left standing in the sun with windows closed
can reach more than 60C!

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Temperatures inside a vehicle

An cooled down car interior does not only offer appropriate comfort, but is also basis for active
driving safety .A super elevated interior temperature (in the summer frequently between 40 C and
up to 60 C) worsens efficiency and perseverance, attention and response time of the driver. The
result of this reaction delay is longer stopping distances and more accidents. Active safety is the
most important benefit!

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Solution: cooling

Apart from air-conditioning (cooling) the interior, straight in the summer, an air conditioning system
helps to provide clear view

in the winter or on wet-cold days as it removes moisture from the air

and thereby prevents fogging. Also it cleans interior air of pollutants. The strong pollution of air - in
particular in heavy city traffic - arises also, by the usual ventilation system, in the interior of the
vehicle. This impairment of the passengers is prevented by an air conditioning system through
filters (they are also available w/o air-conditioning) and the cleaning from dust due to moisture
removal.

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Heat definition

In order to understand the working principle of an air conditioning system it is important to


understand the physical principles which make this system work. Heat in the correct amount will
provide life and comfort. Heat in either extreme too much or too little, brings about uncomfortable
situations. The control of heat means the control of comfort. Air conditioning is a way of controlling
heat. To understand how an air conditioning system works, we must first understand the nature of
heat. That seems a bit difficult to understand at first, but the principles of rising temperatures,
evaporation, expansion and radiation will all become clear as we continue through this chapter. All
substances contain heat. Sometimes they feel hot when they are substantially warmer than our
own body temperature. Temperature is sensible heat.

When something contains much less heat

than your body, we say it feels cold. Cold is merely the removal of some heat. Heat will always
travel from the warmer side to the colder. This process cannot be stopped. It can only be slowed
down by insulation. Therefore:

the air con system is not producing cold, but removing heat. In

accordance with Natural Law, heat will always move from the hotter object to the colder one.
Whenever there is a temperature difference between two objects, the heat energy will be
transferred from the warmer object to the cooler one until both objects have stabilized at the same
temperature. Examples: when you step outside on a cold day, you feel the cold. Not because the
cold enters your body, but because heat is moving away from your body to the cold air, causing
you to feel cold. The reverse is true when you are in a place which is warmer than your body
temperature- you feel warmer because heat from the warmer air is moving into your body.

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Heat transfer

Conduction: heat travels through a substance, from a point of heat to a cooler area by conduction.
We have all experienced this by lifting a hot pan from the stove. The handle is hot even though it is
not in direct contact with the burner. The heat is conducted through the metal of the pan to the
cooler handle. (Remember, heat moves from a warmer object to a cooler one). Similarly, a metal
bar heated at one end will become hot at the other by conduction.
Radiation: heat is radiated from any hot substance in the form of heat waves. These waves are a
form of energy, and they will increase the temperature of any object with which they come in
contact. The sun is the major source of heat for the earth. Its heat waves are transmitted through
space and they heat up the earth as they come in contact with it. Direct sunlight is a good example
of heat by radiation. Color has an important part to play in heat radiation. A dark colored vehicle will
get hotter than a light colored vehicle. This is because lighter coolers reflect more heat (light)
waves, while darker colors absorb more heat (light) waves. To put radiation heat in the perspective
of an air conditioning system, note that the condenser, which bears the high temperature
refrigerant, will conduct and radiate heat to the cooler outside air.
Convection: heat is also conveyed (carried) from one point to another by the movement of a
heated substance. This heat movement is called convection. When we turn on a hot water faucet,
we get hot water, although the water heater is some distance away. This is because the moving
water carries the heat from the water heater to the faucet.

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States of aggregation

Change of State: Evaporation and Condensation. A further effect by heat exchange is that the
molecules may change their state instead of their temperature. At a certain point (boiling point,
solidification point), e.g. water is transformed into steam or into ice. There are three processes
which describe a change of state: Evaporation, Condensation, and Freezing
Evaporation is the term used when enough heat is added to change a liquid substance to a vapor
(gas). You are familiar with boiling water and the vapor (steam) that is given off. At the boiling point
of water (100C), enough heat is absorbed by the water to change its state. The liquid becomes a
vapor.
Condensation is the term used to describe the reverse of the evaporation process. If you take a
vapor and remove enough heat from it, a change of state will occur which causes the vapor to
become liquid.
Freezing results when heat is continually removed from a liquid substance until it becomes solid.
Remember that everything above 273C contains some amount of heat. In an air conditioning
system, freezing is a hazard to be avoided.
NOTE: Plasma (ionized gas which has high electrical conductivity) is often considered as a fourth
state of aggregation.

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Latent heat of evaporation

Specific heat capacity


Specific heat capacity is the quantity of heat in J (Joule) required raising the temperature of a
substance. Specific heat capacity is a function of temperature. In the case of gases, it is necessary
to differentiate between specific heat capacity at constant pressure and at constant volume.
Specific heat of Fusion
The specific heat of fusion of a solid is the quantity of heat in J required to transform1kg of a
substance at fusion temperature from the solid to the liquid state.
Latent Heat of Evaporation
The latent heat of evaporation of a liquid is the heat quantity of heat in J required to evaporate 1kg
of a liquid at boiling temperature. The latent heat of evaporation is highly dependent upon pressure.
Example: When heat is added to a container holding 1 kg of water at 100C (at sea level), the
water will absorb 1023kJ of latent heat without any change in the thermometer reading. However, a
change of state from liquid to vapor will occur. This heat that is absorbed is called The latent heat
of Evaporation. The vapor will retain the 1023kJ because they were required to cause the change
of state.
Latent Heat of Condensation
When the above process is reversed and heat is removed from one kg of water vapor at 100C (at
sea level), the vapor will give off is 1023 kJ of heat without causing a drop in the thermometer
reading. However a change of state from vapor to liquid will occur. This heat that is given off is
called the Latent Heat of Condensation.

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Temperature and pressure

Heat Measurement
The temperature or INTENSITY of heat is measured with a thermometer. While both Celsius (C)
and Fahrenheit (F) are sometimes used, the majority of references in this manual will be to
Celsius. A temperature reading tells us only the heat intensity or SENSIBLE HEAT of a substance
and not the actual quantity of heat. The average person has a comfort zone of about 21-27C. In
this temperature range we feel the most comfortable.. As the temperature of anything is above or
below this range, we think of it as hot or cold. Scientists tell us that a measurement called
Absolute Zero is the point at which all heat is removed from an object. This point is determined to
be 273C.Any substance which is above this absolute temperature contains some heat.
Understanding air conditioning necessitates also understanding pressure and the relation to
temperature and constitution. The world we live in is surrounded by air or gas. Gas exerts pressure
in all directions with equal force. The gas surrounding us is made up of 21% oxygen and 78%
nitrogen. The remaining 1% is made up of other rare gases. This combination of gases is called
atmosphere and extends some hundred kilometers above the earth and is held there by gravity. At
sea level, the atmospheric pressure is 1.0bar and the boiling point of water is 100C. If we were at
a point higher than sea level, the atmospheric pressure would be lower and so would be the boiling
point of water. If the pressure decreases to 0.38 bars, the boiling point of water will be 75C. If the
pressure decreases to 0.12 bars, the boiling point of water will be 50C. If the boiling point of water
is affected by a pressure drop, then it is likely that a pressure increase will also affect the boiling
point of water. E.G. Steam cooker!
Additional information: How to calculate Fahrenheit to Celsius and vice versa: C = 5/9 x (F-32)
F = (9/5xC)+32 Kelvin = C +273

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Temperature and pressure

Pressure Heat Relation: it is important to know the pressure temperature relationship of the
refrigerant in the air- conditioning system. If the pressure of the refrigerant is low, its temperature
will also be low. Inversely, if the pressure is high, its temperature will also be high. This means for
example temperature increasing is pressure increasing and pressure increasing is temperature
increasing.
E.g. Air pump for bicycle, remembering this is important, because pressure change as well as
temperature change is very important in the function of the A/C system.

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AC operating principle

In understanding the air conditioning system operation, we must introduce the components of the
system and how they relate to one another. When we talk about the air conditioning system's basic
components, we must also understand the terms High Side and Low Side of the system. The basic
components of every air conditioning system will also be related to the High and Low side of the
system.
High Side: High side simply refers to that side of the system in which high pressure exists. It is the
compressors job to create higher pressure (and higher temperature) so that the R134a will be able
to condense and release heat at the condenser. A pressure differential is created at the expansion
valve beside the compressor it is the second dividing point between the high pressure and the
low pressure side.
Low side: Low side is the term used for that portion of the air conditioning system where low
pressure and temperature exists. From the expansion valve, through the Evaporator and to the
inlet side of the compressor, the R134a is in a low pressure state. This allows for heat to be
transferred from inside the car to the colder R134a, and thus be carried away from the interior of
the cabin.

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General
An air conditioning system is removing heat from the outside air when it passes the evaporator, so
that cool air is entering the compartment. The warm air inside transfers some heat to the colder air
which just entered. By this the complete compartment is cooled. The pattern of the refrigerant cycle
shows the operational principle of an air conditioning system: The refrigerant circulated in the
closed cycle and constantly changes between liquid and gaseous condition. Thereby warmth is
extracted from the interior and delivered outward.

The refrigerant cycle essentially consists of five

main components: Compressor, Condenser, Dryer / Collecting tank, Expansion valve, Evaporator.
The components are connected to a closed refrigerant cycle, in which the refrigerant circulates.
The refrigerant which enters the compressor is gaseous, and then it is compressed, by heat
emission condensed, so that it becomes liquid. When reaching the expansion valve pressure
reduction takes places, so that it is evaporated (within the evaporator) thereby taking up heat. As a
gas it reaches the compressor again and the circle restarts. The refrigerant cycle is divided into a
high pressure circuit and into a low pressure circuit (suction side). The points of separation are the
compressor, the valve plate and the expansion valve.

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Refrigerant R12

As many of you know in the past the refrigerant which was used in cars was the so called R12. The
reason to use it was the physical and chemical properties, such as the boiling point of 28.9
degree Celsius. But it turned out that there were environmental problems such as ozone layer
destruction. Therefore it was replaced with a new refrigerant: R134a

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Ozone hole

Theory of ozone layer depletion: Freon is an extremely stable substance, so it passes from the
earth through the Troposphere and reaches the Stratosphere without breaking up. There, the
diffused Freon is flooded with strong ultraviolet rays and broken up, releasing chlorine. With this
chlorine as a catalyst, a reaction occurs, and the ozone is depleted. Once chlorine gets into the
stratosphere, it remains there for a long time, and the ozone depletion continues. Control of CFCs:
In May of 1989, the Vienna Treaty, Montreal Protocol First Treaty Powers Meetingwas held, and
the proposal to strengthen regulations mandating the total abolition of specified Freon by the year
2000 was examined in detail. By this plan, the production of the target Freon would be reduced to
25% or less from January 1994, based on the actual results of Freon consumption in 1986. By the
year 1996 they would be totally abolished. Ozone holephenomenon: Ultraviolet rays of a certain
wavelength are harmful to living organism, are a cause of skin cancer, and exert an influence on
genes. The ozone layer absorbs these ultraviolet rays, thereby performing an extremely important
role in preserving life on earth. However, in 1985, Dr. Farman of Great Britain announced that a
phenomenon can be seen over the South Pole, whereby the ozone layer is reduced in the spring
and restored to the normal level in the summer. An artificial satellite sensor also captured this
phenomenon, and the portrait which it sent revealed that the ozone in the sky over the continent of
Antarctica was being depleted. Since this appears to be a hole in the ozone layer it was called the
ozone hole. This ozone hole attracted the concern of scientists. The fact that the ozone layer
was being depleted by Freon and there was a danger of harmful ultraviolet rays pouring onto the
earth's surface had been pointed out more than 10 year's before. A decision was made to mount a
large scale observation in order to investigate the mechanism of this ozone hole and to clarify its
relationship with Freon.

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Role of ozone

Role of the Ozone layer: the atmosphere which envelops the surface of the earth is divided into a
number of layers and the one closest to the earth is called the troposphere. In the troposphere,
temperatures are highest near the surface to earth, and as the altitude increases, the temperature
decreases. For this reason, convection occurs in the atmosphere and is manifested as
atmospheric phenomena. In the 20 to 30 km altitude range of the stratosphere, the degree of
concentration of ozone is high. This is called the Ozone layer. A certain wavelength of ultraviolet is
damaging to living beings, is a source of skin cancer, and has an effect on the genetic structure.
The ozone layer, by absorbing these ultraviolet rays, plays a critical part in preserving life on earth.
Ozone formation: Oxygen atoms absorb ultraviolet rays and are broken up into oxygen atoms.
These Oxygen atoms combine with oxygen molecules to form ozone. Ozone is formed near the
equator where the amount of solar radiation is higher, and spreads in the direction of the poles
through slow atmospheric movement.

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Green house effect

Greenhouse effect: as a result of the use of large quantities of fossil fuel (such as oil, coal and
spontaneous gas), and the depletion of forests, the concentration of carbonic acid, freon, methane,
etc. in the atmosphere is increasing, and the heat from the surface of the earth is being absorbed
into the atmosphere. Under these conditions, it is said that this causes global warming.

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Refrigerant HFC-134 a

Specified refrigerants, chemically stable substances which are superior for heat resistance and non
combustibility, have the characteristics of being colorless and odorless without being inflammable,
corrosive or toxic. For these reasons, they came to be used for a wide range of purposes such as
refrigerants for air conditioners and refrigeration units, aerosol spray agents, cleaning agents for
electronic systems, fire extinguisher materials, foam agents, and raw material for synthetic resins.
On the contrary, the most important characteristic of an alternative Freon is that the Ozone
depletion potential is small, and it is indispensable minimum condition is that it can be used safely
in each area. Freon is a substance in which parts or all of the hydrogen atoms, such as methane
and ethane, are rearranged into the halogen elements of fluorine (F) and chlorine (C l).By this
combination; various kinds of Freon are being made.

For an alternative substance which doesn't

include chlorine, a source of ozone depletion, HFC134a is considered to be the most suitable
substance, and testing of its safety with PAFT-1 [Program for Alternative Fluorocarbon
Environmental Toxicity Testing] is progressing.

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Refrigerant properties

The molecular size of R134a is much smaller than that of R12. As a result we have a higher loss of
refrigerant. An amount of 10% up to 15% per year can be normal! Beside that the different boiling
point requires changes in the system layout such as adjustment of expansion valve etc. And also it
is necessary to use different oil. Retrofit therefore requires changing some items, such as the drier
and furthermore the system should be flushed 2-3 times to get the mineral oil out as much as
possible (after removing it from the compressor etc.) Substitutes which can be used instead of
134a are another possibility, but may be difficult to get and also cause problems in servicing:
therefore we do not recommend substitutes for 134a.

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Pressure and boiling point

The boiling point of a liquid is indicated in tables and always refers to the atmospheric pressure 1
bar. If the pressure over a liquid is changed, then also its boiling point changes.

All homogeneous

liquids hereby behave in agreement. In the vapor pressure diagram you can recognize that for
example with continuous pressure and a reduction in temperature, the vapor becomes liquid (in the
condenser) .By reducing the pressure, the refrigerant of the liquid changes into the vaporous
condition (in the evaporator). The evaporation process is used by air conditioning systems in
vehicles. It works with an easily simmering material, which we call refrigerants. The applied
refrigerants are R-12, which simmers at -29.8C and R-134a) which simmers at -26.5 C. The
indicated boiling points correspond to the boiling temperature at normal atmospheric pressure (760
Torr = 1013.25 millibar).

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Required changes for R 12 substitutes

R134a, which was developed as an alternative substance to R12, has the following characteristics
compared with R12: The compatibility with the conventional lubricating oils (compressor oil) is bad.
Its degree of water solubility is high and the swelling and permeability of the seal materials and
hose materials is high. Since the new refrigerant R134a has properties and characteristics which
are different from those of R12, changes had to be made accordingly. If R134a is filled into an R12
air conditioning system, problems such as compressor lock or refrigerant leakage will occur. For
this reason countermeasures are being taken so that erroneous gas charging can not occur, this
was made along with changes due to differences in properties and characteristics. The differences
in characteristics are: The pressure and load becomes higher when the ambient temperature is
high (causes poor cooling). The system was matched to this by increased efficiency, changed
magnetic clutch and condenser, changed specifications such as set values for pressure switches,
expansion valves etc. For after sales service: there is no interchangeability of refrigerant, oil and Orings.

For prevention of wrong pipe connection and wrong refrigerant charging the shape of pipes,

joints, charging valves and service tools identification were changed. For the prevention of
refrigerant being released into the atmosphere the melt bolts were abolished and pressure relief
valves installed instead.

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System modifications

CONDENSER:
Reduce condensing temperatures to maintain performance because R-134a system generally has
larger condensing capacities than those designed for use with R-12.
COMPRESSOR:
H-NBR provides better compatibility with R-134a PAG.

Compressors for use with R134a

generally have been made durable to accommodate the higher pressures and different lubricants
associated with the refrigerant.
COMPRESSOR OIL:
Mineral oil is not soluble with R-134a4.
HOSE MATERIAL:
Improved containment and soluble with R-134a
DESICCANT:
Materials changed diameter of pores changed for better absorption of moisture, quantity changed
from 30 to 45g.
HIGH PRESSURE CUT-OUT SWITCH:
R-134a has higher discharge pressures than R-12 at same condensing temperature.
CHARGING PORTS:
Unique charging port of R-134a is provided to avoid confusion of R-12s. Reduce leakage of
system and prevent charging with the wrong refrigerant.

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AC system overview

In an air conditioner, the heat which was conducted into the refrigerant in the evaporator is
conveyed through the system by the moving R134a (it is being moved by the pumping action of the
compressor).

This flow of refrigerant carries the heat from the evaporator to the condenser where

it is given off to the atmosphere. Similarly, once the heat which was conveyed to the condenser is
conducted through the condenser fins, it radiates to the atmosphere. Ram air flow (air passing
through the condenser caused by the forward movement of the vehicle) carries away the heat from
the area of the condenser. This is another form of convection. In the air conditioning system, heat
from inside the car, is conducted through the metal fins of the evaporator and into the cooler
refrigerant (R134a). Similarly, heat is conducted out of the warmer refrigerant at the other end of
the A/C system, and through the metal fins of the condenser, where radiation and convection carry
it away. As the heat is absorbed, the refrigerant vaporizes and carries the heat to the condenser. At
this point the refrigerant is at high temperature and high pressure. The temperature of the
refrigerant is higher than the outside air at the condenser.
The heat again flows from the warmer to the colder object, and thus the heat is released outside
the vehicle. By giving off heat the refrigerant condenses back to liquid and the cycle starts over
again. One of the major advantages of using refrigerant is that it is able to cycle through its
changes of state within a wide range of temperatures and pressures that exists within the A/C
system. Reminder: Refrigerants go through a phase change twice in the cycle. From gas to liquid
in the condenser and from liquid back to gas in the evaporator.

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Refrigerant properties

Enthalpy is the amount of energy that the refrigerant contains, and is measured in Kilo joule per
kilogram of refrigerant.

On this chart, constant pressure lines are horizontal, so if you move right

or left the pressure stay the same while other properties change. Constant enthalpy lines are
vertical, so if you move only up or down on the chart, the enthalpy remains constant, but other
properties change. The lines of constant temperature in this diagram aren't straight, they follow a
specific path. Note how the lines behave inside the so called

wet dome, they are perfectly

horizontal, which means that if the pressure and the temperature remains constant the mixture can
be 0%gas, 100%gas or anything in between. The share depends on the enthalpy or in common
words: how much energy is stored per kilogram refrigerant. Note that for a given pressure there is
only one temperature where the refrigerant is saturated, which means that all refrigerant is just
changed to gas. If the temperature is increased further it is called superheated. As the change of
state equals to a change in enthalpy (amount of energy) it is the key for the air-conditioning
function.

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1. Refrigerant enters the Compressor. In our example the cool gas has a temperature of 10C at
about (2.2bar).
2. The compressor has done its job. Note that the pressure went from 2.2bar to about 13.5bar. Also
the temperature of the gas shot up to about 70C. Along with the temperature and pressure
increase, we have an increase in enthalpy (since we have moved to the right on the chart). The
refrigerant now contains more energy and enters the condenser.
3. Once inside the condenser, the refrigerant gives up some of its heat the temperature went down
but the pressure remained constant. The refrigerant here is saturated gas and now begins to
condense as more energy is removed.
4. The mixture has a quality of 0%, it is a saturated liquid. The temperature of the refrigerant is the
same as it was under point 3 but it now has far less enthalpy. This energy was dissipated
through the condenser.
5. This point is the end of the condenser. Between points 4 and 5 the condenser is just cooling off
the liquid. Note that the pressure remains the same, but both temperature and enthalpy are
dropping. This process is called sub cooling.

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6. Between points 5 and 7 there is the expansion valve. As the refrigerant crosses through the
expansion device, the pressure and temperature drops dramatically (note the vertical line on the
diagram).At point 6 the refrigerant enters the wet dome area again.
7. We enter the evaporator. Note that some of the refrigerant is already a gas. According to the
diagram we're at a quality of about 0.27, so the liquid /gas mixture is 27%gas. In this example,
the refrigerant is about 0 C. This is the refrigerant begins absorbing heat, which is what we want
it to do.

Note the relatively low enthalpy. At this point the refrigerant is most of the way through

the evaporator.

It has absorbed a lot of heat note the enthalpy increase. Also the temperature

of the refrigerant is the same as when it went into the evaporator. At point 8 the refrigerant is a
saturated gas. When the refrigerant leaves the evaporator and enters the compressor at point 1,
the temperature of the refrigerant increased somewhat. This is called superheat. Sub cooling
and superheat: since the heat absorbing process takes places between points 7 and 1, this is
called the refrigeration effect. If we could get more sub-cooling, we could move farther left on the
chart, and then drop in to the wet dome at a point that would stretch the refrigeration effect. Also,
superheat has a very valid purpose. Increasing the temperature of the refrigerant beyond the
saturation point gives a safety factor against having some liquid refrigerant get sucked back in to
the compressor. This could potentially happen if the refrigerant had not absorbed enough energy
to turn completely to a gas. With the nature of automotive A/C systems, some form of capacity
control is needed to ensure that the correct amount of cooling is provided for the load that's on
the system (this will be explained in the next chapter). You won't need nearly as much cooling in
April as you will in July. That being the case, the system must have some way of regulating itself.

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Swash plate compressor

Function (General)
The compressor is driven by the engine. It increases the pressure of the evaporated refrigerant
(gas), so that it is at high pressure (high temperature) and supplies it to the condenser. As the
temperature decreases in the condenser the refrigerant becomes liquid. For the adjustment to
different engine speeds, ambient temperatures or driver selected interior temperatures the delivery
rate of the compressor is variable. Most compressors are varied in achievement by switching it on
and off. In the swash plate compressor the pistons are moved by the so called swash plate, which
is an plate connected to the shaft with an inclination. Therefore if the shaft turns the pistons are
moved forward and backward (intake and compression stroke). Swash plate compressors have
several independent pistons e.g. 5 pistons, which serve 10 cylinders. On the intake stroke the
R134a, from the low pressure side of the system (from the evaporator) is drawn into the
compressor. The intake of R134a occurs through a reed valve. This one way valve controls the
flow of vaporous refrigerant into the cylinder. During the compression stroke, the vaporous R134a
is compressed. This increases both the pressure and the temperature of the refrigerant. The outlet
side (discharge) reed valves then open to allow the refrigerant to move to the condenser. From the
outlet valve onwards the high pressure side of the system starts.
NOTE: Compressors are designed to operate on refrigerant vapor only; liquid refrigerant in the
compressor would cause damage to the compressor reed valves. Some compressors have
a so called thermo fuse installed into the solenoid coil to prevent belt damage in case
compressor locks.

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Variable swash plate compressor

Function
The compressor is driven by the engine. It increases the pressure of the evaporated refrigerant
(gas), so that it is at high pressure (high temperature) and supplies it to the condenser. As the
temperature decreases in the condenser the refrigerant becomes liquid. For the adjustment to
different engine speeds, ambient temperatures or driver selected interior temperatures the delivery
rate of the compressor is variable. Most compressors are varied in achievement by switching it on
and off. In the swash plate compressor the pistons are moved by the so called swash plate, which
is an plate connected to the shaft with an inclination. Therefore if the shaft turns the pistons are
moved forward and backward (intake and compression stroke). Swash plate compressors have
several independent pistons e.g. 5 pistons, which serve 10 cylinders. On the intake stroke the
R134a, from the low pressure side of the system (from the evaporator) is drawn into the
compressor. The intake of R134a occurs through an reed valve. This one way valve controls the
flow of vaporous refrigerant into the cylinder. During the compression stroke, the vaporous R134a
is compressed. This increases both the pressure and the temperature of the refrigerant. The outlet
side (discharge) reed valves then open to allow the refrigerant to move to the condenser. From the
outlet valve onwards the high pressure side of the system starts.
NOTE: Compressors are designed to operate on refrigerant vapor only; liquid refrigerant in the
compressor would cause damage to the compressor reed valves. Some compressors have
a so called thermo fuse installed into the solenoid coil to prevent belt damage in case
compressor locks.

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AC low load condition

If the cooling load is low the expansion valve is nearly closed. Thus the pressure in the inlet
chamber is decreasing. If the pressure becomes lower than the standard value (2.0kgf/cm2) the
diaphragm (which has a connection to the inlet chamber) is expanding and thereby opening the
connection between the outlet chamber and the control chamber. Thus the pressure in the control
chamber rises and the angle of the swash plate is reduced. This will reduce the delivery quantity to
the required amount of refrigerant.

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AC high load condition

If the cooling load is high the expansion valve is nearly opened. Thus the pressure in the inlet
chamber is increasing. If the pressure becomes higher than the standard value the diaphragm
which has a connection to the inlet chamber is shrinking and thereby closing the connection
between the outlet chamber and the control chamber. Thus the pressure in the control chamber
decreases and the angle of the swash plate is increased. This will increase the delivery quantity to
the required amount of refrigerant.

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Operation diagram

Here you can see the control strategy for the compressor. The control valve is connected to the
inlet chamber of the compressor, to the outlet chamber and to the control chamber. The opening
and closing pressure of the control valve is set mechanically by the balance of the inlet pressure,
the outlet pressure and the springs inside of the valve. If the cooling load is low, the inclination
angle (delivery quantity) is reduced. If the cooling load is high the angle and thereby the delivery
quantity is increased.

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Scroll type compressor

The picture shows the scroll type compressor. On top of the compressor two sensors can be seen:
one is a temperature sensor to detect the temperature of the refrigerant inside of the compressor,
the other one is a speed detecting sensor, which recognizes the speed of the compressor. The
compressor speed and the engine speed are compared by the belt lock controller. In the case the
difference between them is to big (80 percent slip), the magnetic clutch will be deactivated. The
belt lock controller is attached to the blower unit, just beside the intake actuator. This function is
applied in order to avoid damage of the drive belt in the case that the compressor has an internal
fault. The reason to do so is that only one drive belt is used for all the accessories such as water
pump, power steering and alternator and air-conditioning compressor. This would result in the fact
that if the compressor is locked and the belt gets damaged also the other devices are not
operational anymore. Looking at the lower picture it can be recognized, that the shaft inside the
compressor is slightly eccentric to the input shaft. Because of this the slider which transferring the
movement of the pulley to the moving scrolls makes an eccentric motion. By this motion the scroll
is moved from left to right and up and down. Due to these motion different sections between the
two scrolls expand or shrink so that refrigerant is sucked in, compressed and discharged with
higher pressure.

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As indicated one part is fixed in the compressor housing and remains stationery, while the other
part is driven by the pulley (via the slider) and moves as described previously. The working cycle it
is described on the next page.

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Operation cycle

Lets have a look at the operation cycle of the scroll compressor. As this process is taking place
continuously, so that several stages of refrigerant compression are reached at the same time we
will follow the process for one process step by step. The process we will look at is marked in red,
while other stages happening at the same time are colored different. Each color indicates the
compression for one specific amount of refrigerant from intake to compression and discharge. The
cycle starts when the ends of both scrolls open the intake, so that refrigerant can enter the gap. Let
us define this position as 0 (rotation angle of the drive pulley). After 180 the moving scroll has
changed the position in a way that the scrolls touch each other thereby closing the intake and
building a chamber, so that no refrigerant can enter anymore, but also no refrigerant can escape.
At the position of 360 the scroll reaches a position where the discharge port is closed and the
size of the different chambers is reduced, so that the refrigerant is compressed. At the same time
scroll is pushing the refrigerant into the direction of the discharge port. At 540 the refrigerant is
compressed to the required level and leaves through the discharge port which is now open. At 720
degrees the scroll reaches the same condition, that it had at 0, the circle restarts.

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Compressor clutch

The clutch consists of the solenoid coil, the pulley and the hub with clamp and feather/spring plate.
The solenoid coil is fixed directly to the compressor housing and is located behind the pulley. The
pulley is fixed to the compressor via a bearing and therefore can turn freely; the pulley is driven via
a belt as soon as the engine turns. The hub is connected to the driveshaft of the compressor and
includes a feather / spring plate. When cooling is needed the solenoid coil is energized, building up
a magnetic field attracting the spring plate, which thereby is connected with the pulley. In this
condition the compressor shaft is driven. The refrigerant therefore is circulated and cooling is
achieved. To switch off the compressor the solenoid is de energized, the magnetic field disappears
and the feather/spring plate is separated by return springs from the pulley, which then again runs
freely without taking along of the drive shaft. For safety reasons a thermal fuse is located in the
compressor clutch coil circuit. If belt slip occurs for example due to a blocked compressor heat is
generated. If the heat reaches a certain value (around 180 C) the thermal fuse is blown. This
interrupts the power supply to the solenoid and the pulley can turn freely so that the clutch bearing
and the pulley and belt will not be damaged. Once the fuse is blown the solenoid has to be
replaced. Any clutch slipping should be traced to either incorrect clearance or low voltage to the
clutch. Too small clearance can cause a scrapping of the plates; to big clearance will cause a
weakened magnetic field. If these are checked and found correct and the clutch is still inoperative,
it should be replaced. The approximate current consumption of the magnetic clutch is around 3
amps at 12 volts. Check the clutch coil resistance (3.0 3.2 Ohm) to determine the thermal fuse
condition, and replace the clutch coil if required.

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Hose structure

As mentioned earlier the hoses for R134 a have to be different due to the smaller size of molecules.
But still the hoses are the part where even under normal conditions refrigerant disappears and
moisture enters the system.

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Condenser

The condenser consists of pipes and lamellas, which are firmly connected with the pipes to create
a large heat exchange surface to reach a good heat transfer. The condenser is installed in front of
the radiator. It cools high pressure and high temperature refrigerant to its condensation point and
returns it to its liquid state. The hot gas enters the condenser with a temperature of 60C to 100C,
but even if it is cooled down only by 2C 3 C, it changes from gas to liquid because of the
properties of the refrigerant. The heat exchange in the condenser takes place via air cooling. It is
essential that the condensers are cooled efficiently by the passage of air through its fins. Any
obstruction such as dirt, leaves, mud or any foreign matter, will reduce the lowering of refrigerant
temperature, resulting in increased heat and pressure. In normal condition the condenser is at
lower temperature than the car radiator but if the condenser efficiency is reduced its temperature
increases. It may even become higher than that of the car radiator causing the engine to overheat.
No routine maintenance is necessary for the condenser, apart from the removal of obstructions,
and repairs can only be carried out if the condenser is removed from the car.

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Dryer

The purpose of the dryer is to temporarily store the liquefied refrigerant. It also has to remove dirt
and moisture from the refrigerant. By different operating conditions, like thermal load at
evaporators and condensers, number of revolutions of the compressor, a different amount of
refrigerant is pumped through the system.

For the reconciliation of these fluctuations a dryer is

inserted. The liquid coming from the condenser is collected and stored in it, so that only the
required quantity flows to the evaporator for the cooling of air.

Additionally the dryer is able to

bind a small quantity of water from the cycle, usually it can take 6 to 12 g water, and the quantity
depends on the temperature. The quantity rises with lower temperature. Desiccant: for R 12
systems silica gel has been used as a desiccant to eliminate moisture, but in R134a systems in
zeolite is used as a desiccant.

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Expansion valve

Basically we distinguish two types of refrigerant systems.


TXV Type: Thermal Expansion Valve Type
CCOT Type: Clutch Cycling Orifice Type.
Due to the fact, that there are some differences in components and working principle, the chart
contains the differences among them.

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CCOT refrigerant cycle and components

* 1 kPa = 0.145 psi

Different to the expansion valve regulation the injection of liquid refrigerant takes place into the
evaporator via a fixed throttle. This fixed orifice is located in the liquid line near the evaporator and
has filter screens located on the inlet and outlet tube of the body. At the fixed orifice tube the liquid
refrigerant begins to vaporize, because it only allows a proper amount of refrigerant to enter the
evaporator, to get a good cooling effect. The state of the refrigerant immediately after the fixed
orifice tube is 100% liquid. As soon as the liquid pressure drops, it starts to boil and by doing this it
absorbs heat. This heat is removed from the air passing over the cooling fins of the evaporator
which thereby is cooled. A pressure switch is used to control the amount of refrigerant entering the
evaporator. When the S/W contacts are open and the clutch coil is not energized, the A/C clutch is
disengaged and the compressor does not work. When the S/W contacts are closed the
compressor magnet clutch coil is energized and the A/C clutch is engaged to drive the compressor.
No adjustment or services can be made to the fixed orifice tube assembly which can't be removed
from the line. The fixed orifice tube should be replaced whenever a compressor is replaced.
* CCOT: Clutch Cycling Orifice Type

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Accumulator (CCOT):

the Accumulator is located in the low pressure side of the refrigerant circuit.

The inlet of the accumulator is connected to the evaporator core outlet tube by means of suction
line. The refrigerant enters the accumulator canister through the inlet tube. The oil is separated at
the bottom of the canister. The refrigerant passes the desiccant, where water and moisture are
separated and is stored below the plastic cap. From there it is sucked through a U-pipe by means
of the compressor. A small diameter oil return hole is located near the bottom of the canister. This
allows Oil to enter the suction line at a controlled rate. To prevent dirt and moisture from entering
the oil return hole, a strainer is fitted.
* CCOT: Clutch Cycling Orifice Type

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Expansion valve inner equalizing type

The car interior will not be cooled sufficiently if the expansion valve outlet is too small. If it is too
wide, frost will be produced on the evaporator, decreasing cooling efficiency. Thus the size of this
small spray hole has to be controlled according to various conditions. The expansion valve also
serves as a regulator of this spray hole. Depending on the overheating of the refrigerant gas at the
evaporator exit, the TXV adjusts the amount of refrigerant entering the evaporator (depending
upon the respective operation conditions), so that the heat exchanger surface of the evaporator is
optimally used. The TXV is installed between high and low pressure circuit in the refrigerant cycle
and before the evaporator. If the temperature of the refrigerant (which leaves the evaporator) rises,
the refrigerant in the thermostat of the expansion valve expands and increases the flow of the
refrigerant to the evaporator. If the temperature of the refrigerant decreases, its volume in the
thermostat decreases and the flow to the evaporator is reduced.
As seen earlier expansion valves can be classified into two types: External Equalizing Type, Inner
Equalizing Type.
The thermal expansion valve is regulated by the interaction of three forces:
1. The pressure in the sensor line, which depends on the temperature of the overheated refrigerant,
affects the opening strength of the diaphragm (PF).
2. The evaporator pressure affects the diaphragm (PE) in opposite direction.
3. The pressure of the adjustment spring (PS); it acts in same direction as the evaporation
pressure.

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Expansion valve external equalizing type

The external equalizing type consists of a thermal capillary tube charged with vapor refrigerant, a
diaphragm power element, balancing spring, external equalizing pressure tube, valve seat
actuating pin, metering valve, inlet port and screen and outlet port. The difference between the
inner equalizing is that the external equalizing type has not only the heat sensing bulb, but also an
additional pipe which is connected to the evaporator outlet. By this pipe the pressure can be
detected at the outlet, very close to the place where the outlet temperature is detected. This allows
a more accurate control, especially in the case that the evaporator has a high internal resistance.
The upper diaphragm chamber reflects the evaporator outlet temperature and provides the
differential action by opposing outlet temperature against outlet pressure. The outlet temperature
acts on the heat sensing tube, which changes the pressure on top of diaphragm accordingly. This
pressure tries to open the refrigerant inlet more to increase the amount of refrigerant passing the
valve .Together with the spring force the outlet pressure acts underneath the diaphragm trying to
close the inlet. The balance of these forces causes the inlet to be opened the correct amount, so
that the required amount of refrigerant can enter the evaporator.

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Evaporator

A metered supply of low pressure, cold refrigerant is drawn through the evaporator by the suction
side of the compressor. Heat laden air from the car exterior is pulled over the coils by a fan, and
temperature difference between hot air and cold refrigerant causes heat transfer from warm air to
cold liquid. As the liquid is absorbing heat from the air, the refrigerant is caused to vaporize. When
the refrigerant is just vaporized completely the so called saturated condition is reached, but the
vapor has more coils to pass through before its exit, so that it absorbs more heat. This condition is
called superheat. Condensation of the moisture in the air occurs simultaneously with the reduction
of air temperature. This water condensate is drained out of the evaporator assembly and
discharged through drain pipes. Frequently condensate will drain from the evaporator case very
soon after the car comes to rest and the blower is switched off creating a puddle underneath the
car. This is a natural condition and no investigation as to the cause is necessary. No routine
maintenance is required to the evaporator, but may be some cleaning is required from time to time
due to bad smell.

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Refrigerant flow control

When the vapor pressure of the operating system is stable, Pf =Ps condition will prevail. The
needle valve opening at this time will be stationary (at a preset condition) and a constant
refrigerant flow will be maintained. PF / PE = PS / PE Constant refrigerant flow: If the amount of
refrigerant in the evaporator becomes less, the refrigerant will vaporize faster. Thus, the
temperature in the equalizer circuit rises, causing the gas in the upper diaphragm chamber to
expand and the valve will be opened. This results in a larger flow of refrigerant into the evaporator.
PF / PE < Ps

Flow of refrigerant will increase. Conversely, if the amount of refrigerant in the

evaporator becomes greater, the refrigerant will vaporize slower. The temperature in the equalizer
circuit drops, causing the valve to close. This results in a lower flow of refrigerant through the circuit.
PS > PF / PE

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Ac operation cycle

If the refrigerant cycle is actuated, i.e. the air conditioning system is switched on; the compressor
draws out cold, gaseous refrigerant from the evaporator, compresses it and delivers it to the
condenser. The compression will heat up the gas. The compressed, hot gas is cooled down in the
condenser by outside air or an auxiliary blower. When reaching the dew point (depends on the
pressure, see boiling point table) the refrigerant condenses and becomes liquid. The completely
liquefied refrigerant coming from the condenser is collected in the tank incorporated in the dryer.
The function of this arrangement is to ensure that only clean moisture free liquid is transferred to
the evaporator. Next the refrigerant flows to the expansion valve. The high pressurized liquid
refrigerant is injected into the evaporator whereby the pressure is lowered so that the refrigerant
evaporates. The heat necessary for vaporization is extracted from the outside air passing the
evaporator lamellas, so that the air is cooled down .The completely gaseous refrigerant leaving the
evaporator is drawn in by the compressor and is compressed again. The refrigerant cycle is closed.

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Heater unit

When engine coolant flows through the heater core, heat from the coolant is transferred to the
cooler air flowing through the fins of the heater core.

By the combination of cooling and heating

system the temperature can be adjusted to the desired, comfortable level.

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Electric circuit

* This schematic diagram is only available in MG Optima/ Magentis model.

Lets have a look at the wiring diagram to determine which electrical parts are involved in the air
conditioning: for example the ambient temperature sensor, the AQS sensor, the AC relay etc. Now
lets look at them individually.

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Dual pressure switch

The dual pressure switch is safety devices which will switch OFF the compressor by turning OFF
the Electro Magnetic Clutch (EMC) when abnormal conditions (pressure too low or to high) are
detected. The following types of pressure switches are used in KIA vehicles: Dual Pressure Switch,
Triple pressure switch, APT sensor. The pressure switch can be installed either in the refrigerant
line between condenser and dryer or in the dryer itself. Lets start with the simplest one: the dual
pressure switch. The dual pressure switch is used to switch on and off the compressor. Under
normal conditions power is supplied to the EMC via the pressure switch. To protect the compressor
from getting seized under low pressure conditions the switch will open and the power supply to the
EMC is cut. To prevent pressure being raised to high and thereby protecting the parts from bursting
the switch will also be opened and the power supply to the EMC is cut.

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Triple pressure switch

The triple pressure switch is a combination of the low pressure switch (for checking the quantity of
refrigerant) and the high pressure switch (for prevention of air conditioning line burst) and a
medium pressure switch (for cooling fan operation). When the pressure drops to approximately 2.3
bar or lower the compressor is stopped, thus preventing the compressor from being damaged by
sticking. When the pressure rises to 32 bars or higher the compressor is also stopped to prevent
air conditioning lines from bursting. When the pressure reaches 15.5 bars or more, the condenser
fan runs at high speed to cool down the refrigerant to stabilize its pressure.

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APT sensor

The APT (Automotive Pressure Transducer) is a capacitive based sensor. It senses the pressure of
the refrigerant by a linear voltage output directly proportional to applied pressure. The pressure will
deform a diaphragm which is one part of the capacitor. The other part is the ceramic substrate.
As the electric field strength of a capacitor depends also on the size of the dielectric, the field
strength varies according to deformation of the diaphragm. The ASIC converts this change into a
output voltage accordingly, which is then send to the FATC controller. There is 0.2V (not 0V), if the
refrigerant line pressure has gone to 0, for communication to engine ECM (0V means poor contact
or open circuit). There is 4.8V; even if the line pressure is over the standard value (high pressure)
(5V means short circuit). The APT is usually combined with a multi speed fan for step less control
of cooling fan speed.

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Multi speed fan with PWM control

Besides using the APT signal for the circuit protection and fan control, there are some other
changes to the system, which can be seen in the system diagram. A so called multi speed fan is
used, which allows a step less control of the fan speed. The speed of the fan is controlled by a
PWM (pulse width modulation) module.

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Cooling fan control

The cooling fan speed is controlled by the PWM control module according to the signals from the
ECM or PCM. 10 percent duty means fan is off, 90 percent means full speed operation. The control
is step less from zero to full speed. The control is made according several parameters. These are:
engine coolant temperature, A/C switch, APT sensor, Vehicle speed. The actual fan speed is
depending on the operating conditions and the correct function can be determined by the usage of
the chart.

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Thermostatic switch

On both systems (TXV and CCOT) you find a Thermostatic Switch. The function of the
thermostatic switch is to prevent the evaporator from icing. If the temperature at the evaporator fins
is less than 0.5C, the compressor is switched off.

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Fin sensor / thermistor

Either thermistor or fin sensor are installed to prevent the evaporator from freezing. Electrically the
thermistor is installed in the line to the compressor clutch. It opens and closes according to the
evaporator temperature, thereby switching off and on the compressor. Compressor off is made at
approximately 0,5 degree and back on at approximately 3 degree. For exact values, please refer to
the individual workshop manual. The Fin sensor is not switching on and off, but changing its
resistance according to the evaporator temperature. This change of resistance is used by the
control unit to decide the compressor is switched on and off. For information of the resistance
according to the temperature, please refer to the manual.

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Blower motor speed control

According to the position of the blower switch different terminals are supplied with power. As their
effective resistance differs, also the output voltage and thus the blower speed vary.
Note: Blower speed control for FATC is covered in FATC section.

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Maintenance and trouble shooting

Please note that the air-conditioning system can loose up to 15 percent refrigerant per year and
that the average border of operation is around 60 percent filling grade. Maintenance of the airconditioning can also decrease fuel consumption! As it influences for example the operation time of
the compressor. Note that a broken compressor may require a change of receiver / drier due to
contamination with metal parts etc and that a broken condenser etc may require the change of the
receiver /drier due to much moisture!!!

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Pollen filter

The purpose of the air-filter element is to remove dust and odor. Filter replacement period is 5.000
12.000 km, depending on the environmental conditions. Please note that a clogged filter will
influence cooling and heating efficiency and can be a cause for allergy. For filter replacement:
Remove the glove box. Remove the locking part of the air filter cover.

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Safety precautions

Refrigerant can make a person very sick when inhaled, even if inhaled only a little at a time over a
period of time it may be cumulated resulting in a toxic condition. Should liquid refrigerant strike you
anywhere else on the body, follow the procedures as outlined. Splash on cool water to raise the
temperature and apply clean petroleum jelly. If liquid refrigerant strikes the eye, the eyeball may be
frozen which can cause blindness. If liquid refrigerant should strike the eye, do not rub it. Follow
these instructions: Splash large quantities of cool water into the eye to raise the temperature. Apply
clean petroleum jelly to the eye to avoid infection. Cover it with an eye patch to avoid the possibility
of dirt entering the eye. Visit a doctor or hospital for immediate professional aid. Do not attempt to
treat it yourself.

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Never heat a refrigerant cylinder above 52C as it may burst. Use an approved valve wrench for
opening and closing valves to avoid damage. Secure all cylinders in an upright position for storage
and withdrawal of refrigerant. For full information about safety advices refer to the workshop
manual.

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Preliminary checks
* Refer to W/shop manual for more details.

Preliminary check including visual inspection of the system. Check condenser fins for blockage or
damage. Make sure that the drive belt is installed correctly and check its tension. If the proper
tension is not maintained, belt slippage will greatly reduce air conditioning performance and drive
belt life. Check / adjust the air conditioning drive belt at the time of new-car preparation. Check
drive belt tension at regular service intervals and adjust as needed. Next start the engine, turn ON
the A/C Switch, and check that the A/C operates at each position of the blower switch except 0
positions. Check the magnetic clutch operation. Check whether the idle RPM increases when the
magnetic clutch is engaged. Check for the correct condenser fan operation.
NOTE: Conditions can vary depending on the model. Please refer to the Workshop Manual.

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Bad smell

* All the device and tools in this slide is not for officially suggested one by KMC but for the training purpose.

Sometimes customers complain about a bad smell when they switch on the Air condition. The
reasons are bacteria, which build up on the evaporator coils. If the Air condition is not used
regularly, these bacteria build up much quicker. The presence of theses bacteria in the air can
cause allergic reactions. If a customer complains about a bad smell of an Air condition, it is
recommended to clean the Evaporator by using an Air conditioning system cleaner.

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Leak detector and leak test

* All the device and tools in this slide is not for officially suggested one by KMC but for the training purpose.

The leak detector is used to detect leaks in air conditioning systems. It features a sensitivity
selection switch which allows it to be used for CFC and HFC air conditioning systems. It can detect
leaks as small as approx. 14.15 grams per year. ON/OFF and BALANCE: The same control turns
on the unit and enables you to control the sensitivity for eliminating background contamination to
find leaks easily.
VISUAL LEAK INDICATOR: the 10 LED light up to show increasing levels of concentration, one
LED indicates a minimal amount of refrigerant is reaching the sensor while all 10 indicate big leak
or concentration.
LOW BATTERY INDICATOR:

if only the top LED is lit, the batteries should be replaced.

AUDIABLE LEAK INDICATOR: The normal operating sound is a steady ticking as you move the
probe closer to the leak, the tone will change to a faster ticking sound and then to an alarm sound.
VOLUME: allows you to adjust the audible leak signal.
SENSITIVE LEVEL: can be used for a wide range of refrigerant, the correct sensitivity level should
be selected. Use these examples as a guideline:
Level 1

CFC + HCFC

Level 2

HFC as

such as

R-134a

R-12

R-22

HP 62

R-500

AC9000

R-502
AZ 20

AZ 50

NOTE: A gas leak tester purely designed for R-12 systems can not be used for detecting leaks of
the R-134a gas because of insufficient sensitivity.
The newly introduced leak tester has a higher sensitivity and can be used for both the R-12 and R134a refrigerant.

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1. Turn the ON/OFF switch to ON


2. Select the sensitivity level by sliding the switch to the 1 setting or 2 setting.
3. Adjust the Balance: turn the BALANCE control until a loud alarm sound can be heard, then turn
it down until you hear a slow, steady ticking
4. Begin searching for the leak. The recommended scan rate is 2 to 5 cm per second with the
sensing tip as close as possible to the area being searched but not touching it.
5. To pinpoint a leak, you may need to adjust the balance. When you are near of a concentration of
refrigerant, the alarm tone will sound. Keep the probe in the same position and turn the balance
control down until you hear the ticking sound again. Then continue searching for the leak. You
may have to re-balance the unit several times if there is a large leak and refrigerant has
accumulated.
6. If you find more than one leak, or if you suspect more than one, repair the larger leak first so that
pinpointing the smaller leak is easier. Follow the described steps to perform a leak test on a
completely empty system: Attach an air conditioning service station and charge the system to
about 100kPa. (Please note that this is not allowed in all countries, refer to the local regulations!)
Check the system for leaks using a leak detector. If you find leaks that require the system to be
opened (to repair or replace hoses, fittings, etc.) remove any charge in the system according to
the discharge procedure. If a gas leak is detected, proceed as follows: Check the torque on the
connection fitting and if necessary, tighten to the proper torque and check again. If leakage
continues even after the fitting has been retighten, discharge the refrigerant from the system,
disconnect the fitting, and check the seat for damage. Replace fitting, even if the damage is
slight. After checking and repairing leaks, the system must be evacuated to remove moisture.

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Leak test with fluorescent

* All the device and tools in this slide is not for officially suggested one by KMC but for the training purpose.

Another method of leak detection is to add a special additive to the refrigerant, which can be
detected by using a special lamp. For maximum visibility, test for fluorescence in a darkened area.
Fluorescing may bright or dim, depending on the amount of fluorescing agent present. Be careful
to distinguish fluorescence from blue light reflection on polished metal surface. Please note that
after leak detection and repair area should be cleaned to avoid that next time the old liquid may
mistaken for a leak. Fluid injector: its purpose is to inject Oil / Leak Fluid to the system.

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Basic gauge set

Once you have attached the gauge set to the system, you are in a position to accurately diagnose
an internal system problem, without relying on guess work. Your gauges are the most important
diagnostic tool and knowing what they are telling you is the key to accurate and fast system
troubleshooting. The test gauge indicators shown on the following pages are to be used as typical
examples of common problems which you may need to diagnose. Varying equipment and
conditions may cause your actual gauge readings to be different from those shown in this section.
The gauge manifold set is the most important tool used to service air conditioning systems. The
manifold test set is used to determine the systems high and low side gauge pressures, the correct
refrigerant charge and operating efficiency. It is designed to read both the high and low sides at the
same time, because this pressure must be compared with each other to determine the correct
system operation. Due to various makes and models of equipment available it would be impractical
to describe the operation of each, so we will concentrate on the basic gauge set and readings
which are universal. Before attempting to use any gas charging or test equipment you should be
thoroughly familiar with the manufacturer's operating instructions. Refer to the workshop manual
and the owners manual of the gauges.

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Low Side Gauge:

this gauge has a dial reading from 0 to 24 bars in clockwise direction and from

0 to 1 bar (vacuum scale) in counterclockwise direction. Also you can see a temperature scale,
reading from 30 to +35C. This low side gauge is called a Compound Gauge and has the
purpose to indicate both, pressure and vacuum. This gauge is used to measure the evaporator
outlet pressure.
High Side Gauge: this gauge has a dial reading from 0 to 34 bars in a clockwise direction. Also you
can see a temperature scale, reading from 0 to +88C. The high side gauge is a pressure gauge
only. We refer to all pressures above atmospheric pressure as gauge pressures, and all pressures
below atmospheric pressure as a vacuum. Zero gauge pressure will remain zero regardless of
what the altitude is.

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Performance check

Performance Test
Connect the gauges, open all doors, set the cooling to max cool and the blower to highest speed
and run the vehicle with 2000 rpm. The gauge readings are the prime indicator about the system
operating conditions, but as the system efficiency is influenced by the ambient temperature and the
relative humidity these values have to be measured also. Place a thermometer in the cool air outlet
and measure the temperature of the cooled air. Use a psychrometer (dry and wet) to determine the
relative humidity (or use a device which indicates humidity directly). Measure the ambient
temperature close to the condenser and calculate the difference between the inlet and outlet
temperatures. Check that the intersection of the relative humidity and temperature difference is
within the darkened area. If this is the case the cooling performance is sufficient. To stabilize the
system: operate the system under these conditions for 5-10 minutes and the system will be
stabilized and ready for test readings.

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Discharging and adding of refrigerant

If a very low refrigerant charge is indicated by the preliminary test data, a partial refrigerant charge
will have to be added to bring the system charge up to a point where accurate, meaningful tests
can be conducted. This adding of a partial refrigerant charge can be performed during the time the
system is being stabilized. The procedure for adding a partial charge is explained later in the text.
Note that some refrigerant loss will possibly occur over a year and that this is recognized as normal.
Vibration, hose porosity, and the general construction of the system make a leak proof system
nearly impossible. Replacing this partial charge of refrigerant will constitute much of the quick
service type of air conditioning work with which you will come in contact.
Adding Refrigerant: if the container with refrigerant is not already connected to the manifold gauge
set centre hose connect it now. Loosen centre hose connection at gauge manifold, open can valve
for several seconds to purge air from the centre hose, then tighten hose connection and close can
valve. Start the engine and operate air conditioner. With system operating, slowly open the low side
manifold hand valve to allow refrigerant to enter system. The low side of the system is the suction
side and the compressor will pull refrigerant from the can into the system. With refrigerant
container in upright vapor position, add refrigerant until gauge readings are normal.

But never

turn a can to a position where liquid refrigerant will flow into the low side of the system. Close low
side manifold hand valve and refrigerant can valve. Continue to operate the system and check for
normal refrigerant charge. Do not overfill. Please note that nowadays the charging is made with a
special recycling device, which allows emptying the system completely and recovering the
refrigerant it is possible to fill the system accurately with the specified amount.

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System evaluation by pressure gauges: Normal condition

If the system is in good condition, the low pressure side is between 1.5 2.5 bars and the high
pressure side is 8-22.5 bars. Nowadays the gauge set is normally built into the service station, but
the use of them remains the same as with separated ones.

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Low refrigerant charge

Symptom: Insufficient cooling


Diagnosis: Insufficient refrigerant amount / leakage.
Keep in mint: a certain amount per year may leave through hoses etc. Leak check required!
Possible cause: Gas leakage of AC system.
Correction: If compressor operation stopped due to low pressure refill refrigerant, then make
thorough leak test. Discharge refrigerant from the system if necessary to replace units or lines. Do
not forget to check the compressor oil level. System may have lost oil due to leakage of refrigerant.

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Moisture in the system

Symptom: Sometimes cooling is o.k. sometimes insufficient (alternating)


Diagnosis: Moisture in the system
Possible cause: Drier in oversaturated state
Correction: Replace drier and remove moisture in system through evacuating.

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Air in the system

Symptom: Insufficient cooling


Diagnosis: Pressure to high on both high and low side, Low side piping warm to hot .Pressure on
high side is more than 1 bar higher than it should be compared to saturation pressure which
corresponds to outlet temperature of the condenser.
Possible cause: Air in the system
Correction: Empty the system, evacuate the system, check for leaks and refill.

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Clogging of the drier

Symptom: Insufficient cooling


Diagnosis: Both pressures are low and the difference between drier inlet / outlet temperature is
higher than 5 C. Maybe pipe after drier is frosted.
Possible cause: Drier clogged
Correction: Replace drier.

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Expansion valve stuck close

Symptom: Discharge Air Slightly cool, Expansion valve Sweating or frost build up
Diagnosis: Expansion valve stuck closed, Screen plugged, Sensing Bulb Malfunction
Correction and testing: If expansion valve inlet is cool to touch, proceed as follows: Set air
conditioner for maximum cooling and operate the system. Spray liquid refrigerant on head of valve
or capillary tube. Note low side gauge reading. Low side gauge should drop into vacuum.
NOTE: This test may not be possible on some vehicles if expansion valve or capillary tube is not
accessible! If low side vacuum reading was obtained, warm expansion valve diaphragm chamber
with hand, then repeat test step (b)
Outer equalizing type: If expansion valve test indicates valve operation is satisfactory, clean
contact surface of evaporator outlet pipe and temperature sensing bulb. If expansion valve inlet
shows sweating or frost, proceed as follows: Discharge system, disconnect inlet line at expansion
valve and remove and inspect screen, clean and replace screen and reconnect inlet line. Proceed
with correction procedure. If expansion valve test indicates the valve is defective, proceed as
follows: Discharge system, replace expansion valve, and then proceed with correction procedure

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Expansion valve stuck open

Symptoms: Insufficient cooling, Evaporator Sweating or frost


Diagnosis: Expansion valve stuck open, check for expansion valve stuck open or incorrect
mounting of temperature sensing bulb as follows:

set air conditioner for maximum cooling and

operate the system. Spray liquid refrigerant on head of valve or capillary tube. Note low side gauge
reading. Low side gauge should drop into vacuum. If low side vacuum reading was obtained, warm
expansion valve diaphragm chamber with hand, then repeat test step.
Outer equalizing type: if expansion valve test indicates valve operation is satisfactory, clean contact
surface of evaporator outlet pipe and temperature sensing bulb.
Correction: if expansion valve test indicates valve is defective, proceed as follows: Discharge
system, replace expansion valve, making sure all contacts are clean and secure. Then evacuate
system and recharge system it, then check performance.

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Condenser malfunction or overcharge

Symptom: insufficient cooling, High Side Lines Very hot


Diagnosis Condenser air passages clogged or fan problem
If the compressor suction pipe is frosted the system may be overcharged
Correction: check for loose or worn fan belt which could be adversely affecting condenser air flow.
Check cooling fan (Viscous and electric type)
Inspect condenser for clogged air passages or other obstructions preventing air flow through the
condenser. Inspect condenser mounting for proper radiator clearance. Inspect cooling fan for
proper operation. Inspect radiator pressure cap for correct type and proper operation. After making
above corrections operate system and check performance.
IF CONDITION IS NOT CORRECTED: With recover system : just recover the refrigerant to see the
amount, otherwise inspect system for overcharge of refrigerant and correct as follows: discharge
refrigerant until both, high and low side gauge readings drop below

normal. Add refrigerant until

pressures are normal, than add 50g 100g refrigerant additional. Operate the system and check
performance.
IF GAUGE READINGS STILL TOO HIGH
Discharge system, remove and inspect condenser to ensure free passage of refrigerant or replace
condenser. Replace receiver drier, evacuate the system Charge system and check performance.

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Compressor malfunction

Symptom: Insufficient cooling


Diagnosis: Pressure to high on low side and to low at high side. Frost on low pressure piping
possible, Compressor may be noisy, maybe internal valve broken
Correction: Repair /Replace compressor.
NOTE: If compressor is not noisy with these conditions, problem may be loose or worn compressor
drive belt.

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Special service tools

Here are some of the required special tools as a sample that professional service needs special
tools.

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Disassembly of clutch and pulley

The disassembly of the clutch and pulley is a sample of a procedure with the use of special tools.
Always refer to the shop manual for the correct procedures and tools.

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Air gap measurement

Depending on the compressor and clutch type, you may use a feeler gauge to determine the clutch
air gap or a dial gauge (if you can't insert a feeler gauge).If it is not possible to insert a feeler gauge,
(for example on compressor HS-11) perform the following steps: Take a dial gauge and place it on
the outer ring of the compressor clutch. Set dial gauge to zero. Apply voltage to the coil and
check the reading of the dial gauge. The reading should be within the specifications (refer to
Workshop Manual).
NOTE: When reassembling the compressor assembly, clean the pulley bearing surface and coil
press diameter of the front head to remove any dirt or corrosion. Reassembly: after
reassembling the compressor assembly by the reverse of the disassembly procedure given,
check the clutch air gap between the clutch hub and the pulley mating (refer to Workshop
Manual).

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Pressure relief valve

The Pressure Relief Valve of R12 is a melt bolt type and part of the drier. In case of overpressure
all refrigerant is released into the atmosphere. The pressure relief valve R134a is a pressure
control spring type; it releases only the amount of refrigerant into the air which is too much.
NOTE: If you do not eliminate the cause when the pressure relief valve is triggered, it may be
triggered again. If the pressure relief valve has been triggered by abnormally high pressure,
do not use it again! In normal operation, the high pressure switch is triggered first and the
compressor stop, so the pressure relief valve is not triggered so easily.

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Oil specifications

Compressor Oil: the oil used with R12 Air Conditions is for lubricating the mobile parts. Its a
high-distilled mineral oil which is free from impurities such as sulfur, wax and humidity. Wrong oil
can result in copper plating and formation of arrears. Premature wear and destruction of the mobile
parts of the system would be the result. R134a Air conditioning systems use special synthetic
refrigerator oils, e.g. Polyalkylenglykol (PAG). These oils can not be used in R 12 air conditions,
since they don't have a mixing proportion with this refrigerant. Circulated refrigerator oil constantly
mixes (approx. 20 to 40 % depending upon the type of compressor and refrigerant quantity) with
the refrigerant in the cycle, and lubricates the mobile parts.
Types of oil for R 12:

Mineral oil

Types of oil for R 134a:

PAG, Ester.

In order to prevent wrong compressor oil charging, the types of suitable refrigerant and compressor
oil are clearly specified in the part of the compressor for R134a. PAG-46 will be replaced by PAG100 with a higher viscosity.
NOTE: Do not store refrigerator oil open (hygroscopic) always keep oil reservoirs closed. Do not
use old (used) refrigerator oil.

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OIL level adjustment

There is no way to check the oil level while the compressor is installed, but the level should not
change throughout normal service. Too less oil results in a insufficient lubrication of the compressor
which can result in seizing of the compressor. Too much oil leads to an unsatisfactory cooling
performance of the air conditioning system (insufficient heat transfer).

The pressure of the

compressor excessively rises, which can lead to damage. The required amount of compressor oil
for lubrication is charged into the air condition cycle where it dissolves in the refrigerant to circulate
throughout the cycle. As a result the oil will remain in each component of the cycle when the airconditioning is turned off. During replacement of major parts, if an amount of oil equal to the
amount remaining in that part is not supplied to the cycle, the amount of oil will be insufficient,
leading to inadequate lubrication. Therefore, add new compressor oil in the amounts indicated in
the workshop manual.

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Hose and pipe connection

Handling Tubing and Fittings


The internal parts of the refrigerant system will remain in a state of chemical stability as long as
pure moisture free refrigerant and refrigerant oil is circulating. Abnormal amounts of dirt, moisture
or air can upset the chemical stability and cause troubles or even serious damage. The following
precaution must be observed:

When it is necessary to open the refrigerant system, have

everything you will need to service the system ready on hand.

Do not leave the system open

longer than necessary, as moisture will enter the system. Cap or plug all lines and fittings as soon
as they are opened to prevent the entrance of dirt and moisture. All lines and components in stock
should be capped or sealed. Never attempt to rebind formed lines to fit. Use the correct line for the
installation you are servicing.

Keep all tools clean and dry. Replace o-rings and fittings with new

ones. Observe the specified tighten torque at each fitting. Release spring lock connectors: they are
spring-loaded in the closed position. They were used in early models; they are not used anymore
due to some leakage problems. Refrigerant oil will damage the paint! Do not spill it onto the vehicle,
if this happened accidentally, wipe it off immediately.

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FATC system: AC control

When the ignition is in ON position, battery voltage is applied to the coil on the control side of the
A/C relay. With the A/C switch ON, voltage from the FATC Control Module passes through the
normally closed contacts of the triple switch, thus entering the ECM. When the ECM receives the
A/C ON signal, it will apply a ground to the control side of the A/C relay, allowing the relay contacts
to close. Now battery voltage passes through the relays contacts to energize the EMC and the
compressor is operated.

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AC control signals

The electronic control detects the temperature level selected by the vehicle occupants and the
operating conditions of the system (via the sensors). Using this information the control unit not only
controls the compressor operation, but also activates the different actuators for air distribution
depending upon the program which the vehicle occupants have selected. Besides using automatic
mode all of these control circuits can be manually influenced.

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Component location

On this sample scheme you can see the approximate location of the air condition components. For
specific vehicles, refer to the related shop manual.

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HVAC unit

It can be recognized that in modern vehicles the different components of the heating and the airconditioning system are combined to a functional unit the so called HVAC unit, which nowadays
contains the heater core, the evaporator and the blower fan as well as actuators and sensors. The
picture also indicates the location of sensors and actuators installed to the HVAC unit (sample).

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Controller FATC without AQS

Scheme of the Control panel without Air quality system.

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Temperature unit change

Here is a sample how the temperature indication can be switched between C and F. For
individual cars please see WM

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Controller FATC with AQS

Scheme of the Control panel with Air quality system.

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Controller FATC with dual mode

Dual mode button: Pushing the dual mode button (green LED ON), allows the driver and occupant
to set the temperature individually.

The actuators are located on the left (driver actuator) and right

(passenger actuator) side of the heater unit.


Note: Air discharge mode can't be controlled individually!
Temperature Setting C to F: The user can change the temperature indication between C and F
by pushing the dual button for 3seconds, while pressing the mode button.
Note: Temperature will be indicated in C if battery was disconnected!

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Switch functions

The use of the individual switches is shown above.

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Control logic and CELO function

In-car temperature correction: when the in-car sensor detects a sudden steep temperature
change, controller corrects the temperature differences slowly. (1C up / 4sec delay / 1C down /
4sec delay)
Ambient temperature correction: when the ambient sensor detects a sudden steep temperature
change, controller corrects the temperature differences slowly. (1C up / 3 min delay (ex.
Underground, tunnel) / 1C down / 4sec delay)
Heat radiation correction: when the photo sensor detects a sudden steep solar radiation change,
controller compensates it slowly. (350 1000 (W/m2) / 1 min delay 350 1000 (W/m2) / 5 min
delay)
Temp. Door control: temperature door angle is automatically controlled according to the selected
temperature and other sensor signals.
Blower speed control: AUTO mode (linear control) / MANUAL mode (7 step control)
Mode control: AUTO: Mode changes automatically according to the selected temperature and
other sensor signals, manual: Mode changes when the mode switch is selected
Intake door mode: the FRE/REC door state can be changed at AUTO mode according to the input
data combination.
Compressor on/off control (AUTO mode)
Fin sensor: lower 0.5C Compressor OFF over 3C Compressor ON
Max. Hot function (When 32C is selected at AUTO mode)
Temp door: MAX HOT side, Mode door: Floor mode, Intake door: FRE mod, Compressor: OFF,
Blower speed: MAX high
CELO (Cold Engine Lock Out) function
Ambient temperature10 , Water temperature: below 73 , Air direction mode: Auto or Floor,

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Blower speed: Auto

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In-car Temperature sensor

In-car Sensor
The in-car sensor is located on the lower crash pad as shown in the picture. It contains a thermistor,
which measures the temperature of the air inside the passenger compartment. It senses the
passenger compartment temperature, changes the resistance value, and enters the corresponding
voltage into the automatic temperature control module (FATC).

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Photo sensor

The photo sensor is located close to the driver side defrost air duct. In response to photo intensity
level in the vehicle, the sensor will send corresponding signal to the control module to control the
blower level and discharge temperature. It contains a photovoltaic (sensitive to sunlight) diode.
Inspection: Emit intensive light toward driver side and passenger side using a lamp, and check the
voltage change between terminals 1 & 2.

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Air quality sensor (AQS)

Many drivers select the recirculation or fresh air mode manually to intercept the inflow of harmful
exhaust gas, in spite of inconvenience and danger, while driving.

AQS detects exhaust gas of

neighboring vehicles and intercepts automatically. Although they detect the exhaust gas and
manually close the inlet of the vehicles trapping the fumes inside, it is far too late to protect their
health because they already inhaled the exhaust gas. Inversely, if driving with the inlet of the car
closed completely, the shortage of air and the accumulation of carbon dioxide (CO2) will occur. This
causes fatigue, headache, enervation, and drowsiness. AQS gives a perfect solution to these
problems.
The Air Quality System detects exhaust gas of neighboring vehicles and intercepts automatically.
Manual operation is also available When the Air Quality System detects hazardous gas in the
atmosphere less than the set value, High signal, i.e., 5V is generated. FATC Module controls
Intake Actuator in the Fresh Mode based on this signal. If the Air Quality System detects hazardous
gas in the atmosphere higher than set value, Low signal, i.e., 0V is generated. FATC Module
controls Intake Actuator in Re-circulation Mode based on this signal.

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Water temperature sensor

The water temperature sensor is attached to the heater core inlet tube and detects the coolant
temperature in the heater core. This signal is used for a precise control of the temperature and
enable the controller to carry out Cold Engine Lock Out (CELO) function by comparing the
differences among the water temperature, set temperature, inside temperature and outdoor
temperature etc.

Water temperature sensor check: Immerse the water temperature sensor in

water and measure the resistance heating the water by comparing it to the specific values given by
the workshop manual.

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Humidity sensor

The humidity sensor detects the relative humidity within the cabin. This sensor converts the
humidity value into a voltage signal send to the FATC controller. If the in-car humidity and ambient
temperature are exceeding a certain range, the FATC Control module turns on the compressor to
prevent fogging.

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Humidity sensor specification

1). Sensor type: High polymer impedance variation sensor


2). Rated voltage: DC 5V.
3). Current consumption: below 10mA
4). Temperature range: 0 - 60C
5). Humidity range: below 99% relative Humidity
6). Terminals: 3 terminals (DC 5V, Ground, Sensor output)

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Ambient temperature sensor

The ambient temperature sensor is located at the front of the condenser fan shroud. It detects the
outside air temperature and converts it to a voltage signal which is send to the control unit.

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Blower motor speed control

The Blower speed on the FATC is controlled by the fan control switch and power transistor.

When the blower switch is at position 6, the high speed blower relay will be grounded by the
controller. Therefore the fan is supplied with battery voltage and operates at highest speed.

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Power transistor inspection

In ranges other than 6 the speed is controlled by the controller via the power transistor. In order to
measure the battery voltage after the blower motor the fan must be off. In range 1-5 the variable
voltage should be detected for the base voltage (and of course also for the voltage after blower
motor).

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MOSFET transistor

Recently the blower speed is controlled via an MOSFET transistor, which allows eliminating the
high speed relay due to its properties. MOSFET (Metal Oxide Semiconductor Field Effect
Transistors) have been used in power electronics applications since thee early 80's due to their
appreciable current carrying and off-state voltage blocking capability with low on-state voltage drop.
The MOSFET Transistor has three gates. D: Drain, G: Gate, S: Source
Operating Principle of N-Channel Enhancement MOSFET
The drain and source are negative doted areas, which are separated via a positive doted substrate
(P). This substrate acts as a barrier for the electron flow; therefore no electrons can flow from the
source to the drain in off condition (Blower off). When voltage is supplied to the gate a negative
charged area (N) is created between the source and the drain, so that the electrons can flow
(blower on). The strength of the current flow depends on the supplied voltage to the gate, as this
weakens or enhances the field strength: in accordance the speed of the blower is increased or
reduced.

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Intake door actuator

The intake door actuator (fresh/recirculation actuator) is located beside the blower motor assembly.
The intake door actuator allows choosing between fresh (outside) air or re-circulated inside air by
moving the intake (fresh/recirculation) door to the desired position. When the door has reached its
desired position, the actuator stops. The position of the intake door can be selected manually by
pressing the re-circulation switch or automatically by the air quality system (if equipped). Please
note that in the case of automatic mode the intake door may re open after a certain time even the
air is still contaminated (for example driving through a long tunnel). This is due to the fact that the
sensor has adapted itself to the new environment conditions and uses this as a base for the
judgment and also to avoid the lack of fresh air. If required the intake door can be closed by the
manual operation in this case.

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Mode door actuator

The mode door actuator is located beside the heater unit. Inspection: Apply 12V to mode actuator
terminal 7 and ground terminal 6. Verify that the mode actuator operates as below when grounding
terminals 5, 4, 3, 2 and 1 in sequence.

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Temperature door actuators

The temperature door actuator is located on the bottom of the heater unit. The actuator controls
the position of the temperature blend door based on the voltage signal from the FATC module. A
potentiometer inside the actuator sends a feedback signal to the controller. When the required door
position is reached, the controller cuts the voltage signal to stop the temperature door actuator.

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PTC heater

Some models equipped with diesel engine are equipped with an additional heater due to the fact
that the heating of the cabin may be is insufficient due to the fact of the high efficiency of the
engine. Due to this the waste heat is not sufficient to heat the cabin properly. To cope with this,
additional heater systems are installed. There are some variants of additional heater systems:
devices which are burning fuel in an additional device, special plugs in the water circuit or the PTC
heater shown in the picture.
PTC heater data: Current Min. 9.8A Max. 30A, Power 1000W, Resistance 0.4 Ohm

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PTC heater control

The three heater relays are located in a separate fuse box inside the engine compartment. If the
input signal received by the ECM is within a specified threshold, the Heater Relay 1 is
grounded by the ECM, thus closing the relay and supplying current to the heater circuit 1. The
ground signal from the ECM is also supplied to the FATC or manual controller, thus informing
the FATC/Manual controller to turn on the heater relays 2 and 3 after a specified period of time.
The PTC heater operation condition is as follows (sample):

Engine rpm over 700, ambient

temperature below 15C, battery voltage between 8.5V 12.5V, engine coolant temperature below
70C, and blower ON .The maximum operating time of the heater element is 60 min. The outside
temperature signal for controlling the PTC heater is measured by the intake air temperature sensor
inside of the mass air flow sensor.
The PTC heater element is connected to the PTC heater relays by a 5-pin connector with the
following arrangement:
1. 12V Heater relay 2,
2. Ground,
3. 12V Heater relay 1,
4. Ground,
5. 12V Heater relay 3

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If the PTC heater has to be switched on it follows the sequence shown in the picture to avoid a
steep increase of power consumption. Furthermore the ECM and FATC / manual controller
monitors the battery voltage every 15 seconds. If the battery voltage drops below 8.5V, the
FATC/Manual Controller switches off Relay 3. If the battery voltage is still abnormal, the
FATC/Manual Controller switches off the heater relay 2.

n the cases that the battery voltage is to

low the control logic changes as follows: PTC 1 + 2 + 3 (15 seconds) PTC 1 + 2 (15 seconds)
PTC 1

If the PTC relay 1 fails the complete heater circuit is inoperative and a DTC will be stored in the
ECM (P1634 heater relay open / short

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FATC diagnosis

The FATC module self diagnosis test detects electrical malfunction and provides error codes for
system components in this case. The method of activation can differ from car to car therefore
consult the WM. In later models it is possible to read out the trouble code by the Hi-scan pro. The
system can be also diagnosed with Hi-scan pro. The FATC module communicates with high-scan
and diagnosis test feature will detect electrical malfunction and provide error codes for system
components with suspected failures. It is not only possible to read out the trouble codes, but also
to see the current data and to do actuator tests as in many other systems. If you do not have the
Hi-scan pro available it is also possible to read out the trouble code by the internal fault detection.

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