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Student Workbook
LV35
Cooling
Systems (3)
LV35/SWB
Student Workbook for Technical Certificates in
Light Vehicle Maintenance and Repair
MODULE LV35
COOLING SYSTEMS (3)
Contents
(Cont.)
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Copyright © Automotive Skills Limited 2003 LV35: Cooling Systems (3) Issue 1
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Page ………... Page
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Copyright © Automotive Skills Limited 2003 LV35: Cooling Systems (3) Issue 1
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Climate Control Systems
Drivers demand a heating system that maintains a comfortable temperature
and a steady stream of fresh air. Due to the development of motorways and
the resulting traffic congestion caused by a more mobile society, drivers are
spending more time in their vehicles. It is therefore essential in the interests
of health and safety that the occupants of vehicles are provided with a
continuous supply of fresh temperature controlled air. This has lead to very
sophisticated heating and ventilation systems being fitted in motor vehicles.
Air Conditioning
• temperature control
• air circulation
• humidity control
• air purification.
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Copyright © Automotive Skills Limited 2003 LV35: Cooling Systems (3) Issue 1
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Functional requirements
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Temperature Control – Heating
In vehicle heater systems the coolant is pumped through a hot radiator matrix,
a blower is used to blow cool air through the matrix causing the air to heat up.
The engine must be hot for this to happen.
Two methods are used, one method is air mix and the other is water flow
control.
In this type of heater the proportion of cool air is passed over the heater matrix
and a proportion bypasses it.
In this type of system, the flow of water through the heater matrix is controlled
by a valve, which causes the temperature of the matrix to be varied.
Some manufacturers combine the two methods using two heater matrix each
with their own coolant control valves, one to supply controlled heat to the
driver’s side (right hand valve) and one to supply controlled heat to the
passenger side of the vehicle (left hand valve).
An electric circulation pump may be integral with the ‘pump valve unit’ as it is
known.
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Copyright © Automotive Skills Limited 2003 LV35: Cooling Systems (3) Issue 1
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Air Circulation Control
Damper operation (flaps)
Control panel
There are two types of operating methods a manual or lever and a push
button type.
In the lever type, no electric motors are used. The driver operates the
controls manually, the cables move the flaps as the levers are moved.
Pressing the buttons on the control panel causes the servomotors to operate
the dampers. Servomotors are discussed in detail later in this workbook.
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Copyright © Automotive Skills Limited 2003 LV35: Cooling Systems (3) Issue 1
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Humidity control
Humidity is the term used to describe the degree of dryness or wetness in the
atmosphere, dry air contains no moisture. If ice is added to a glass of water,
drops of water appear on the outside of the glass as the water is condensed
from the surrounding air. This demonstrates that humidity is the amount of
water vapour contained in the air.
The cooling process brought about by air conditioning reduces the humidity of
the air through this condensing effect.
Relative humidity
Humidity levels are quantified using the term ‘relative humidity’. The relative
humidity level of air is a reflection of the amount of moisture that it actually
contains compared to how much moisture it is physically capable of
containing. If we describe the humidity level as being 50%, this means that
the air is at half moisture capacity. Think of it as being half full!
As air is cooled, it becomes denser and therefore less capable of holding
moisture.
A human being feels at their most comfortable when the atmosphere has a
temperature of around 22°C and a relative humidity of about 25%.
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Copyright © Automotive Skills Limited 2003 LV35: Cooling Systems (3) Issue 1
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Air purification
The air inside the car goes through a process of filtration to ensure that any
particulates such as smoke and pollen are removed. A reduction in pollen
would be seen by hay fever suffers as a major benefit (from a comfort and a
safety point of view). These pollen filters must be replaced periodically as
recommended by the vehicle manufacturer.
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Copyright © Automotive Skills Limited 2003 LV35: Cooling Systems (3) Issue 1
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Temperature Control – Cooling
After swimming water vaporises from the body causing it to feel cool.
Alcohol or any liquid that will readily vaporise such as petrol, if spilled on the
hand, will cause the hand to feel cool. This is because heat is extracted
during the vaporising process.
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Copyright © Automotive Skills Limited 2003 LV35: Cooling Systems (3) Issue 1
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Latent heat of evaporation
This linear relationship is maintained until the liquid starts to boil (evaporate)
and then something rather strange happens. Heat energy is absorbed without
any subsequent increase in temperature. The heat energy is ‘hiding’. Latent
means hidden. So where is the heat energy going? It is being used to bring
about a change of state in the substance – liquid to gas. Substances will not
change state (solid to liquid, liquid to gas) unless they have a supply of energy
in order to do so.
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Copyright © Automotive Skills Limited 2003 LV35: Cooling Systems (3) Issue 1
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Cooling
• the liquid refrigerant is released through a small hole into the evaporator
via an expansion valve, the temperature of the refrigerant is lowered and
some of it changes to vapour
• the lower temperature refrigerant flows into the evaporator, the liquid
refrigerant evaporates and removes heat from the surrounding air in the
process.
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Condensing
1 and 2 converted
into a liquid by
raising the
pressure without
changing the
temperature
3 and 4
converted into a
gas by lowering
the pressure
without changing
the temperature
or by raising the
temperature
without changing
the pressure
The graph above shows the characteristic curves of R134a, which expresses
the relationship between the temperature and pressure. The upper portion of
the graph shows R134a in a gaseous state and the lower portion below the
curve in a liquid state. If the pressure is raised and the temperature remains
constant the gas will change into a liquid.
The refrigerant can be changed into a gas by decreasing the pressure without
changing the temperature or by raising the temperature without changing the
pressure.
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The refrigerant in the form of a gas leaves the evaporator and is compressed
by the compressor. The compressed gas releases heat to the surrounding air
and it condenses back into a liquid. The refrigerant in liquid form returns to
the receiver.
It is critical that only gas enters the compressor otherwise hydraulic locking
will occur, therefore stalling the compressor. The gas drawn in is compressed
to over 14.1 kg/cm² (201 p.s.i. 1,383 kPa), which causes it to get very hot.
The heat that is now in the refrigerant will work to prevent it from achieving a
liquid state. The refrigerant is now sent to the condenser where it is cooled.
The condenser is in effect a radiator. Its ability to cool the refrigerant is aided
through the use of a condenser fan drawing air across the condenser fins.
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Copyright © Automotive Skills Limited 2003 LV35: Cooling Systems (3) Issue 1
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Liquefying
The now liquefied refrigerant is passed through the bulkhead of the car to the
expansion valve and evaporator (behind the dashboard). It is able to expand
and absorb heat from the air flowing across the evaporator (flowing through
the use of the interior blower motor). It changes state into a gas (absorbing
heat from the interior of the car in the process).
Expansion
valve
Compressor
H
H
E
E
A
A
T
T
Condenser Evaporator
Receiver/Dryer
In the circuit above, the cycle runs anticlockwise. The compressor draws in
the gas through the suction port, squeezes it tightly and discharges it as a hot
high pressure gas. The gas cools slightly and becomes liquid under pressure
as it flows through the condenser and is then stored in the receiver/dryer until
needed. The expansion valve allows very small amounts of the hot refrigerant
to spray through its tiny opening into the evaporator.
When the refrigerant evaporates it absorbs heat from the air blowing across
the evaporator fins by the heater blower, therefore providing cool air for the
vehicle’s occupants. The cycle continues.
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Copyright © Automotive Skills Limited 2003 LV35: Cooling Systems (3) Issue 1
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Progress check 1
Answer the following questions:
2. Explain the differences between the water flow control type heaters and
the air mix type:
3. When the tap is opened in the device shown below, does the thermometer
in the box show a lower temperature than the thermometer in ambient air?
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Copyright © Automotive Skills Limited 2003 LV35: Cooling Systems (3) Issue 1
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6. Name the parts from 1 to 5:
5
a
d
1
b c
2
4
1.
2.
3.
4.
5.
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Copyright © Automotive Skills Limited 2003 LV35: Cooling Systems (3) Issue 1
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7. Describe the condition of each component (a) to (d) when the cooler is
turned on:
(a)
(b)
(c)
(d)
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Copyright © Automotive Skills Limited 2003 LV35: Cooling Systems (3) Issue 1
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Main Components
Compressor
The air conditioning system is split into two areas, high pressure and low
pressure and these can be broadly defined as discharge and suction. The
intake or suction side of the compressor draws in refrigerant gas from the
outlet of the evaporator. In some cases this is done via an accumulator.
Piston type
Two valves are fitted on the valve plate. The suction valve is installed on the
lower surface of the valve plate and the discharge valve is fitted to the top
surface of the valve plate.
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Copyright © Automotive Skills Limited 2003 LV35: Cooling Systems (3) Issue 1
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Operation
Suction
When the piston is on the down stroke the discharge reed valve is held in the
closed position because the pressure in the discharge hose is greater than
that in the cylinder. At the same time, the suction reed valve is opened by the
action of the piston moving down the cylinder, thus allowing refrigerant to
enter the compressor.
Discharge
When the piston is on the up stroke, the refrigerant is forced out of the
cylinder through the discharge reed valve and is sent to the condenser as a
high temperature and pressure vapour. At the same time, the suction reed
valve is kept closed by the high pressure.
It is lubricated using a sump in which the connecting rod splashes oil around
the inside of the compressor. Some compressors use an oil pump to circulate
the oil, in a similar way to an engine lubrication system.
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Copyright © Automotive Skills Limited 2003 LV35: Cooling Systems (3) Issue 1
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Lubrication is by oil splash. The swash plate splashes the oil around the
internal parts of the compressor. Some oil is mixed with the refrigerant.
The diagram above shows the swash plate and piston with suction valves and
discharge valves at each end of the cylinder.
Vanes
The through vane type has a higher pumping volume and is lighter and more
compact than the piston or swash plate type. There is also less frictional loss
and lower noise levels.
It is important that the vane type compressor is not dismantled due to the very
close clearances and high precision of the front bearings, rotor housing, rotor,
rear housing, and the vanes.
The tolerances are very small and the components will not fit together if
assembled in the workshop. Attempts to overhaul this type of compressor will
lead to the rotor and vanes seizing.
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Copyright © Automotive Skills Limited 2003 LV35: Cooling Systems (3) Issue 1
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Operation
Each vane forms an integral component with its opposite number. There are
usually two pairs of vanes, which are mounted at right angles to each other in
slots in the rotor. As the rotor rotates the ends of the vanes slide across the
inside of the cylinder, the vanes shift in a radial direction as they slide.
Beginning of
suction
Note: For ease of explanation and understanding the word suction is used
throughout. The definition of this word is that a depression is formed and that
a higher pressure, forces its way into the lower pressure volume.
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Copyright © Automotive Skills Limited 2003 LV35: Cooling Systems (3) Issue 1
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Suction (intake)
Suction
complete
As the rotor turns it increases the volume in the suction port, which draws
refrigerant into the low pressure chamber of the compressor.
Compression
Beginning of
compression
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Compression
complete
Exhaust
Beginning of
discharge
The vane passes over the exhaust port, and the pressure generated by the
compressed refrigerant opens the discharge valve port.
Discharge
complete
The refrigerant flows into the high pressure chamber (oil separator case). If
the pressure is higher than the exhaust pressure the exhaust port will not
open. This will serve to prevent the refrigerant reverse flowing.
To improve cooling, the oil separator case separates the oil required for
lubrication from the mixture of oil and refrigerant gas. The interior oil
separator is always at a high pressure whenever the compressor is in
operation.
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Scroll type
In a scroll type compressor, two offset spiral discs compress the refrigerant.
The upper disc is stationary while the lower disc is allowed to move in an
orbital fashion. The orbiting lower disc inside the stationary disc creates
sealed spaces of a continuous varying volume.
Operation
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Copyright © Automotive Skills Limited 2003 LV35: Cooling Systems (3) Issue 1
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The compressed refrigerant is discharged through a discharge (exhaust) port
in the centre of the upper disk. Scroll compressors have become more
common in recent years as they are quiet, smooth-operating units with the
highest efficiency of all compressor types (very low friction).
Once the refrigerant is drawn into the suction side of the compressor it is
compressed and sent to the condenser where it then transfers the heat that is
absorbed from the inside of the vehicle.
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Copyright © Automotive Skills Limited 2003 LV35: Cooling Systems (3) Issue 1
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Condenser
Heat is dissipated by radiation from the condenser very much like in the case
of a cooling radiator. It is located in front of the vehicle radiator, although in
some cases due to vehicle aerodynamics its location may be different.
Evaporator
The evaporator’s main function is to absorb heat from the inside of the vehicle
but it has several other functions. As warmer air passes over the aluminium
fins of the cooler evaporator coil, the moisture contained in the air condenses
on its surface. Dust and pollen passing through stick to its wet surface and it
then drains off to the outside of the vehicle. The water can often be seen to
drip from the bottom of the vehicle on humid days.
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Copyright © Automotive Skills Limited 2003 LV35: Cooling Systems (3) Issue 1
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The ideal temperature of the evaporator is about 0°C. As the refrigerant
enters the evaporator under low pressure the warm air passing over the fins
causes the refrigerant to boil and it absorbs a very large amount of heat. This
heat is carried off with the refrigerant to the outside of the vehicle.
The evaporator works with other components to regulate the temperature and
pressure. Whilst there are many variations of devices used their main
functions are the same, they keep the pressure in the evaporator low and
keep the evaporator from freezing. A temperature sensor is used to prevent
the compressor from working in the event of the evaporator freezing. An
alternative method of protecting the evaporator from freezing is to regulate the
amount of refrigerant flowing to the compressor from the evaporator.
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Thermal expansion valve
Capillary
tube
Diaphragm
chamber
Diaphragm
Equalizing circuit
Valve
Heat
Outlet
sensing
vapour
tube
Equalizing
Inlet liquid Pressure
port
spring
Adjusting
screw
The thermal expansion valve (TXV), is used to sense both temperature and
pressure, it is very efficient at regulating the flow of refrigerant to the
evaporator. The valve is a simple spring loaded ball which has a diaphragm
attached to a spring. Carbon dioxide, which is temperature sensitive, acts on
the diaphragm and is enclosed in the capillary tube and heat sensing tube.
Capillary tube
Diaphragm
Equalizer
line
Valve
Pressure
spring
Heat
sensing
Evaporator tube
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Box type expansion valve
From evaporator
To evaporator
Diaphragm
Valve
Enclosed
gas
Pressure
spring
To receiver From receiver
Some vehicles use a box type expansion valve which uses a heat-sensing
rod, similar to the heat sensing tube of the thermal expansion valve. The
capillary tube and the equalizer pipe are no longer required. In operation the
heat-sensing rod senses the temperature of the evaporator outlet, which is
transmitted to the diaphragm, causing the pressure of the gas contained in the
diaphragm chamber to vary. This results in movement of the diaphragm and
valve opening and closing are regulated as required to control the liquid
refrigerant passing through the orifice. The thermostatic expansion valve has
three main functions, a metering action, modulating and a controlling action.
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Restrictor (orifice tube)
Dirt
strainer
Strainer for
Calibrated atomising refrigerant
bore
The restrictor, sometimes known as the ‘orifice tube’ serves the same basic
function as the thermal expansion valve. It is a straight tube of sintered metal
or plastic. Some of these tubes have a filter strainer to remove contaminates
and a calibrated meter tube to meter the refrigerant flow. The orifice opening
is fixed and it does not affect compressor operation, as does the thermal
expansion valve that cycles the compressor clutch.
There is a constant flow of refrigerant through the fixed orifice, which provides
a constant pressure drop. The refrigerant pressure drops rapidly when it goes
through the restrictor orifice. The refrigerant is cold at low pressure. The
restrictor is an interface between the high pressure and low-pressure side of
the refrigerant circuit. A seal ensures the refrigerant only passes the restrictor
at the narrowing of the orifice.
The pressure in the refrigerant circuit limits the amount of refrigerant flow
through the calibrated orifice. The restrictor keeps pressure on the high
pressure side of the refrigerant, maintaining it in a liquid state when the
compressor is running.
When the pressure in the restrictor drops, the refrigerant cools down before it
enters the evaporator through partial evaporation. The refrigerant is atomised
and there is a dirt strainer in front of the narrowing orifice and a strainer for
atomising the refrigerant before it reaches the evaporator, which is located
downstream of the narrowing orifice.
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Collecting tank
To
From compressor
evaporator
Drier
U-tube
Filter
strainer Hole for
refrigerant
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Receiver/dryer
The receiver/dryer has a filter and desiccant sealed in a container, called the
receiver dryer. Its purpose is to store temporarily, refrigerant that has been
liquefied by the condenser and to remove dirt and moisture that could cause
damage to the refrigeration system. A sight glass is fitted in the top, (normally
only for systems with R12 refrigerant) which allows vision of the refrigerant
flowing out of it and to the expansion valve.
Since the characteristics of R134a are like that of water it can be absorbed by
the desiccant silica gel, together with the moisture. If there is a large
decrease in moisture absorption capacity, it can cause poor cooling due to
condensation of moisture in narrow areas of the system which could freeze in
the expansion valve orifices. Moisture also causes corrosion within the air
conditioning system. To achieve adequate removal of the moisture in R134a
systems a greater amount of desiccant was needed. However, Zeolite, which
does not absorb R134a, is now used in air conditioning systems.
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Fusible plug
Note: The fusible plug and the sight glass are not normally used for R134a
refrigerant systems (see pressure release valve).
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Copyright © Automotive Skills Limited 2003 LV35: Cooling Systems (3) Issue 1
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Evaporator pressure regulator (EPR)
The EPR is installed between the evaporator and the compressor. When the
cooling load becomes small the evaporation pressure will decrease and the
temperature of the fins falls.
If the temperature of the evaporator fins should fall below 0°C the water
vapour passing through the fins will turn to frost and adhere to the fins. To
prevent frosting a thermostat may be used to turn the magnetic clutch of the
compressor on and off. On some vehicles an EPR is used instead of a
thermostat.
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Copyright © Automotive Skills Limited 2003 LV35: Cooling Systems (3) Issue 1
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Low cooling load
When the cooling load is low, the pressure of the refrigerant vapour is low.
The valve begins to close to prevent vapour pressure from falling below
2kg/cm².
When the cooling load is high the pressure of the refrigerant in the evaporator
is high and is vaporized.
The valve opens up fully and the refrigerant that evaporated in the evaporator
is drawn directly into the compressor without being regulated.
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Copyright © Automotive Skills Limited 2003 LV35: Cooling Systems (3) Issue 1
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Air Conditioning Control
Magnetic clutch
Principle of operation
Attractive force
Switch
Iron Iron
bar core
Battery
Attractive force
Current is fed to the coil and the magnetic force generated in the iron core
acts as a very powerful magnet, which attracts the iron bar.
The magnetic clutch itself consists of a rotor, stator pulley, and pressure plate
as shown in the above diagram.
The pressure plate is attracted by the magnetic field, which locks the
compressor pulley.
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The stator is fixed to the compressor housing and the pressure plate is
attached to the compressor shaft.
When the engine is running the pulley rotates driven by the crankshaft via a
belt. The compressor does not operate until the clutch is engaged, this only
happens when the air conditioning system is switched on. When current is
applied to the magnetic coil it attracts the pressure plate, pulling it against the
friction surfaces on the pulley, this causes the clutch assembly to rotate as a
unit, therefore driving the compressor.
EVAPORATOR SENSOR
This is used to switch the magnetic clutch of the compressor on and off to
prevent frosting on the evaporator fins. The sensor is an NTC type thermistor
and will therefore experience an increase in electrical resistance as its
temperature reduces (and vice versa).
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Dual pressure switch
The switch is fitted between the expansion valve and the receiver. It detects
pressure on the high side of the system and switches off the magnetic clutch
when the pressure is abnormal, thus preventing damage to the system.
If the refrigerant quantity should fall short of capacity or leaks out completely,
a lack of lubrication of the compressor would result and it could seize.
Therefore a lack of refrigerant will cause a pressure drop and the switch will
then switch off the compressor preventing damage.
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Gas ejection method
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Compressor belt protection system
The air conditioning amplifier compares the ratio of speed between the engine
and compressor therefore detecting what is known as the slip ratio. When the
slip ratio is 0.6 or less for about 6 seconds, the compressor is judged to be
locking, the system therefore turns the magnetic clutch and idle-up valve off,
and at the same time, causes the air conditioning lamp to light.
Blower motor
Resistor pack
Blower
Switch on
instrument
panel
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Electrical System Overview
The electrical circuit diagram above shows how a basic air conditioning
system is configured electrically. It can be seen that even at this basic level
an ECU is used (referred to as an amplifier by some manufacturers).
In order for the ECU to engage the magnetic clutch through the use of the
magnetic clutch relay, the following conditions must be met:
• dual pressure switch indicating that the pressure is neither too high nor
too low.
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Progress check 2
Answer the following questions:
2. The stator of the magnetic clutch is fitted to the compressor shaft and the
pressure plate is fixed to the compressor housing. Is this true?
5. What problem will cause the fusible plug fitted to the receiver/dryer to
melt?
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Health and Safety Legislation
Refrigerant
• Non - flammable
• Non - corrosive
• Non - poisonous
• Non - explosive
Chlorine released from type R12
(CFC 12) into the atmosphere
• Odourless
damages the ozone layer
The ozone layer acts as a filter preventing ultra violet rays from the sun
causing damage to living things such as humans and plants.
To overcome this problem CFC R12 has now been replaced by refrigerant
HFC 134a, which has similar characteristics. They closely resemble those of
R12. HFC does not cause depletion of the ozone layer but does have the
slight potential to cause global warming (CFC = chlorofluorocarbon and HFC
= hydro fluorocarbon).
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Recovery and recycling equipment
R134a = hydro fluorocarbon
R12 = chlorofluorocarbon
Note: Refrigerant types are often expressed by substituting the letter ‘R’, the
first letter of the word ‘refrigerant’ for the letters CFC or HFC e.g. CFC 12 =
R12, and HFC 134a = R134a.
To comply with tighter restrictions a retro-fit kit may be required if the system
is using CFC R12 such as air conditioning used on older vehicles. It is
permitted to use R12 until the end of its service life or unless maintenance or
repairs to the system are carried out.
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Health and safety information
The following is to inform how workers can be harmed and the precautions
that should be taken when handling refrigerants.
Further information can be provided by the Health and Safety Executive HSE
priced and free publications are available from HSE Books, PO Box 1999,
Sudbury, Suffolk, CO10 2WA, Tel: 01787 881 1165, Fax: 01787 313995.
Website: www.hsebooks.co.uk.
The main risks to health and safety while handling R12 or R134a when
released into the atmosphere are:
• asphyxiation due to the gas of the refrigerant being heavier than air if it
leaks into a inspection pit or similar confined space the air, may be
replaced by the gas.
• harmful gases are caused if the gas is heated as it will decompose at high
temperatures into highly toxic phosgene gas from R12.
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Legal requirements
D Os
Do’s Don’ts
Don’ts
Train staff in emergency actions in case Allow smoking, welding, burning or other
of accident with spilled refrigerant or gas hot work near the refrigerant, heat will
leak produce harmful gases
Check vehicle manufacturer Weld, burn or carry out other hot w ork
recommendations before the vehicle is near air conditioning, it may cause a
placed in a spray bake oven for painting pressure rise leading to an explosion
Make arrangements for safe recovery Overfill refrigerant containers
and disposal of old or waste refrigerant
Check that all the refrigerant is removed Carry out roadside work on vehicles after
from the air conditioning system before and accident until the air conditioning
scrappingDOs
scraping the vehicle system has been Don’ts
checked for damage/leaks
Identify what type of refrigerant is being Assume that the system is free from
used on the system before carrying out refrigerant gases until proven
any work
Use approved equipment for Overfill refrigerant containers
maintenance
Ensure adequate supervision and training Mix R12 and R134a when recharging the
before working on the system system
Store refrigerant containers in a safe Allow the discharge of refrigerants into the
place away form direct heat atmosphere
Wear appropriate eye protection, gloves Carry out repairs over or close to an
and PPE when working on the system inspection pit or work in a confined space
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Servicing and Repair
It is not possible to interchange hoses for R12 and R134a air conditioning
systems.
Discharge and suction hoses for R134a systems use different materials,
which provide lower refrigerant permeability and water permeability compared
to those for use with R12.
High pressure side connectors are larger in diameter than low pressure side
connectors.
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O ring
O ring
NBR (Nitrile Butadiene Rubber)
Can dissolve if used with
R134a refrigerant
Always replace ‘O’ rings when the line or components are removed.
Always use ‘O’ rings designed for refrigerant 134a air conditioning systems. If
the incorrect ‘O’ rings are used they will foam and swell resulting in leakage.
Air conditioning systems are very similar with respect to installation in the
vehicle. Component parts are normally located in the positions shown in the
above diagram for conventional vehicle layouts.
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Fault chart
Battery, wiring
No operation and heater relay
Leakage
not rotate
from vacuum pipes will
Blower motor does Loose orcause
fan
locked
Blower outlet
8 temperature Vacuum leaks
changes
Slow response to
10 change in temperature Obstructed sensor
setting
Ambient temperature A/C
Magnetic clutch does switch blower and blower
11 not engage switch
The chart shows a number of main faults that can occur in air conditioning and
heating systems.
The identified problems shown in the chart can be expanded upon by using a
manufacturer’s workshop manual to assist with diagnosis.
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Blocked condenser fins
If the condenser fins are covered in dirt and leaves, the cooling efficiency will
be reduced. Therefore the overall cooling effectiveness will be reduced.
During regular servicing, checks should be carried out and any signs of fin
blockage should be removed.
Drive belt
A loose or incorrectly fitted drive belt will slip, causing premature wear.
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Special service tool
A special service tool is used to ensure correct tensioning of the drive belt as
in the above diagram.
• turn on the A/C switch and check that the A/C operates at each position of
the blower switch, if the blower does not operate check the circuit
• check magnetic clutch operation, if it does not operate, check the fuse
compressor belt protection system, duel pressure switch and refrigerant
temperature switch off
• check that the engine idle speed increases when the magnetic clutch
engages (idle-up speed about 900 to 1000 revolutions per minute)
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Sight glass
If a large number of bubbles can be seen in the sight glass the refrigerant
should be replenished to the correct level.
If bubbles cannot be seen in the sight glass, even when the condenser is
cooled by pouring water on it, there is excessive refrigerant in the system.
The excess refrigerant must be removed to correct the problem.
Run the engine at 1500 rpm and operate the air conditioner at maximum cooling
for a few minutes. Look through the sight glass and judge the amount with the
table below:
UseUse ofsight
of the the sight
glass glass to refrigerant
to locate locate refrigerant
problems
problems
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Refrigerant leaks
Checking for
oil leaks
Over
tightening
Oil leaks produce stains and indicate that the refrigerant is leaking.
Compressor oil mixed with the refrigerant escapes and the refrigerant
evaporates leaving the oil, which indicates the position of the leak.
Joints must never be over tightened and new ‘O’ rings/gaskets must be fitted if
the leak persists after tightening.
If abnormal noise is present when the blower is running the motor should be
replaced, but first check for any foreign object loose in the motor or incorrect
installation that could cause improper rotation.
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Service Recycling Station
R 134a refrigerant
only
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Equipment developed for air conditioners conform to the above requirements.
The stations shown on the previous page can maintain, test and commission
vehicle air conditioner systems. The station consists of a filling cylinder,
pressure gauges, and vacuum pump, shut off valve and filling hoses. The
hoses are fitted with quick connect adapters for servicing the high and low-
pressure areas of the refrigerant system.
The stations are used to empty, evacuate and fill the air conditioner. The
extracted refrigerant is recycled in the station, dried and cleaned. Work on the
refrigerant side of air conditioning systems must not be carried out without a
recycling station. It is prohibited to release CFCs and halogens into the
atmosphere.
For safety the recycle bottles must only be filled to 75 percent of capacity to
ensure that if they are exposed to heat expansion is allowed for. Weighing is
carried out to ensure that the bottle is not over filled.
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Pressure Testing
High pressure
connection
Terminals are provided for high and low pressure connections and are used
for filling, emptying, evacuating and pressure testing. For pressure testing the
gauges of the station are connected and the air conditioning system is
switched on.
Note: The ambient temperature affects the pressure in the air conditioning
system.
Low pressure
connection
By using data from the high and low pressure side of the air conditioning
system it can be determined whether the system is performing correctly, or
not, the test is carried out with the engine running. The measured values are
compared with test data provided by the vehicle manufacturer.
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Manifold gauge set
To manifold
gauge
To
compressor
There are two types of service tool available - one for R134a and one for the
R12 air conditioning systems.
The size and shape of the connectors are different to prevent the use of
incorrect refrigerant and quick connectors are used to prevent leakage when
attaching or removing the gauges.
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Description of gauge
The manifold
gauge is used
for evacuating,
charging and
fault diagnosis
The blue knob is connected to the low pressure side of the air conditioning
system and the red or orange is connected the high-pressure side to prevent
incorrect connections e.g. mixing up the high and low pressure sides of the
system.
The valves open and close with only one turn of the valve.
If the hoses were connected incorrectly and the low pressure valve for
charging was opened, it would cause the pressure gas to flow in the reverse
direction causing the charging container to burst.
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In order to prevent mistakes of this nature the thread diameters of the hose
connections are of different sizes.
Blank connections are provided for storing the hoses to prevent dust and
moisture entering the charging hoses when not in use.
This valve is used for re-charging. Turning the handle anti-clockwise raises
the needle upwards, allowing the refrigerant to flow through the valve into the
air conditioning system, turning the handle clockwise stops the gas therefore
charging will cease.
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Installing the manifold gauge
Both valves
closed
Both high and low pressure valves are closed and the hose is connected to
the low and high pressure service valve.
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Air must be evacuated if the
system has been opened to the
atmosphere for repairs or if it has
lost charge due to a leak
If the reading is less than the required specification, both valves must be
closed and the vacuum pump turned off. The system must be checked for
leaks and a repair carried out before continuing with evacuating the air form
the system. Continue to evacuate the system until the readings on the low
pressure gauge indicates a vacuum of 100 kPa (750 mm Hg).
Both high pressure and low pressure valves are then closed and the vacuum
pump turned off. The system is left in this condition for about five minutes or
more, a check is then made of the gauge reading, there should be no change.
The high pressure hand valve is opened to charge the system with refrigerant
vapour. As long as the refrigerant container is kept upright only vapour will
enter the system. When the low pressure gauge reads 98 kPa (1 kg/cm²) a
gas leakage detector is used.
Leak detection
Using a leak detector, check the system for leakage, if a leak is found it must
be rectified immediately. A buzzer and lamp will operate if a leak is detected
in half-second intervals. The leak detector shown above is suitable for both
R12 and R134a refrigerants. The probe is used to locate the leak point.
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Halide leak detector
Note: The halide leak detector is not used today and was only suitable for
R12 type refrigerant systems.
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Adding more refrigerant
The container is attached as described earlier and the low pressure valve is
opened and the valve is adjusted so that the low pressure gauge does not
exceed 412 kPa (4.2 kg/cm²). The engine is run and operated in the air
conditioning mode.
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Note: all valve
are closed
Continue charging until the system is fully charged, then close the low
pressure hand valve. Over charging with refrigerant may cause system failure
mainly to drive belt and bearings.
To remove the container tap valve the handle must be removed slowly while
ensuring that the container is empty.
Close both valves and remove the container tap valve from the container.
Attach the container tap valve to a new container as described earlier.
Note: Safety devices are fitted to the system to prevent serious damage but it
is not good practice to rely on these systems when carrying out repairs.
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It is essential to keep the container in
the upright position to prevent liquid
refrigerant entering the system
causing damage to the compressor
To remove the manifold gauge, close both valves and the valve on the
refrigerant container, turn off the engine and disconnect the three hoses from
the service valves of the system and container tap valve.
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Progress check 3
Answer the following questions:
1. Explain the resulting problems if excessive oil is put into the compressor:
2. The EPR is fitted between the compressor and the condenser. Is this
true?
3. When connections are stained with oil, only compressor oil is leaking out.
Is this true?
4. ‘O’ rings should be kept free of compressor oil as the oil can make them
swell. Is this true?
5. Explain the purpose of the sight glass on top of the receiver dryer:
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6. What colour refrigerant charging hose is normally fitted on the high
pressure side and what colour is normally fitted on the low pressure side?
8. When fitting the manifold gauges should both the high and low pressure
valves be closed?
10. List suitable websites that would be useful with regard to health and safety
when handling refrigerants:
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Fault Diagnosis using a Manifold Gauge
Method
After the engine has been warmed up read the manifold gauge pressure
under the following conditions:
Normal condition
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Low charge/leak
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Over-charged
Charge to the
correct amount of
refrigerant.
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Ice in system
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Blockage in system
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Compressor fault
Compressor oil
Note: Compressor oil used for R12 cannot be used for R134a. Using the
wrong type of oil will cause the compressor to seize.
If R12 oil was used in a R134a system the oil would not circulate and would
not return to the compressor. The correct oil is a polyalkylene glycol which
dissolves easily in R134a refrigerant.
Too little oil will cause under lubrication, which could lead to wear and
damage the compressor. An excessive amount of oil will tend to reduce the
efficiency of the evaporator by coating the inner walls with oil.
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When the refrigerant is discharged from the system, the oil will remain. For
this reason when replacing a component such as the receiver/dryer,
evaporator or condenser an amount of oil equivalent to that contained in the
old component must be added to the new component.
• receiver/dryer 10 to 20 cm²
• condenser 40 to 50 cm²
• evaporator 40 to 50 cm²
New compressors may contain the full amount of oil required for the system.
Therefore, when replacing the compressor, a measured amount of oil
contained in the old compressor must be matched to the new one to prevent
under or over lubricating.
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Progress check 4
Answer the following questions:
1. When charging an empty refrigerant system should the low pressure valve
of the manifold gauge ever be opened?
5. What is the likely cause of ice in the air conditioning system and what are
the symptoms?
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Climate Control
Components
• actuators, which convert the electrical output signals from the processor
unit
Description
The main purpose of the climate control system is to maintain and control
in-car air comfort in accordance with the wishes of the occupants.
The driver selects the temperature that is required and the computer (control
unit) maintains the set temperature. Various flaps (dampers) in the heater unit
are opened and closed according to the path required by the airflow to heat
the interior of the car and maintain an all round temperature, preventing local
areas of hot or cold.
Sensors are fitted at various points in the interior of the vehicle to relay
temperature information to the control unit. The control unit operates
servomotors, which then operate the heater flaps (dampers). The speed of
the heater fan is also varied by the control unit.
Under hot or humid ambient conditions, the air can be dehumidified or cooled
by ducting it through an evaporator but when the ambient temperature is low
the air is heated.
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Controls and features
Temperature
Set to automatic sensor
or manual
blower control In car
temperature
setting
Air distribution
control
Cool down
button Increase temperature
control button
Air re-circulation
Air conditioning
switch
Setting the blower control to auto with the desired temperature selected,
maintains the temperature.
The blower speed slows as the temperature is reached, thus creating an even
temperature throughout the vehicle.
Temperature
Temperature is adjusted by means of pressing the blue switch to cool and the
red switch to raise the temperature some systems adjust in 0.5 degree steps
and others in 1 degree steps. The recommended comfort temperature setting
for all systems is 22°C.
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Re-circulated air
Pressing the button for re-circulating the air inside the vehicle, toggles
between outside air and re-circulated air, this position also shuts out
unpleasant odours. Air conditioning will automatically switch on to reduce the
potential for misting of the windows. However the air conditioner can be
switched off manually if desired.
When the air conditioner is on and the interior and exterior temperatures are
quite warm, the climate control system automatically selects the re-circulated
air position to maximise cooling of the interior. Once the selected temperature
is reached, the system will automatically change to the outside air position.
Reducing air humidity (air directed to screen and floor or screen only)
Switching on the air conditioning will reduce humidity and accelerate the
demisting of windows. If air is directed onto the windscreen the air
conditioning cannot be switched off, this is to ensure maximum performance
of the defrost/demist function.
With the blower control in position AUTO and the air distribution control in the
screen position the blower will operate at a low speed until the engine is
heated up sufficiently to provide warm discharge of air. In all other positions
the blower will not operate until the engine temperature guarantees that there
is sufficient discharge temperature available.
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Control system
Fresh or re-
Driver control
circulated air
Hot/cold flap
In-car temp
sensor
Air outlets
Ambient air
temp sensor ECU
AC control
Solar temp
sensor Heater
control
Temperature regulation
Blower
Air intake
NTC Thermistor
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Types of Sensors
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Operation
As the heater blower blows through the aspirator it causes a depression in the
narrowing part of the tube, which pulls air from the vehicle interior through the
temperature sensor. Both systems allow for an accurate reading due to the
air continuously being sampled and directed over the sensor.
Solar sensor
If the sun entering the vehicle is stronger on the right hand side then the
climate control system can respond by directing more cooling toward the right
side than the left. A fail-safe is programmed into the control unit, which
ensures a default value is substituted in the event of a sensor failure.
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Ambient air temperature sensor
Thermistor
Resin case
Condenser
The ambient air temperature sensor may be found within the front
bumper area two sensors may be fitted
If two sensors are used, the lowest temperature signal of the two is used for
control function. If a sensor should fail then the signal from the remaining one
is used. If both sensors fail, then a fail-safe mode is adopted (the default
temperature is usually in the region of 10°C). The compressor used in air-
cooling is deactivated and the outside temperature display on the instrument
panel will not function.
Evaporator sensor
EVAPORATOR SENSOR
A thermistor is attached to the evaporator fins, when the fin temperature drops
the magnetic clutch will be turned off thus stopping the compressor.
(Performs the same task as the anti-frosting device in basic air conditioning).
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Coolant (heater core) temperature sensor
This sensor is installed in the coolant feed to the heat exchanger (radiator) for
the heater. Not all vehicles have this sensor fitted, it depends upon the
specification. The sensor must not be confused with the coolant temperature
sensors used for engine management or the temperature gauge.
Vehicles not having a temperature sensor fitted in the heater core usually
have a time function as a replacement, this means that the engine is assumed
to be warm after a certain length of time, the outside temperature is taken as a
base setting after a prolonged down time.
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Alternative sensor positions
Sensors may be found in the roof (near the interior light unit, or may be
installed within it), doors, kick panels, rear compartment fresh air intake duct
and vent exits etc. The sensors operate as described and are useful in that
more control over temperature distribution throughout the vehicle can be
achieved.
The ECU (electronic control unit) collects information from all the sensors
described above and will use it to set the system to the most appropriate
setting as determined by the drivers requirements. Control of the dampers
(flaps) can be either by vacuum actuators or stepper motors.
Airflow control
Coils
Components
An example of
a stepper motor
(servo motor)
Stators
Rotor
Connected to
flaps
The stepper motor shown is a fixed speed DC motor which runs in forward or
reverse to move the flap between fresh air and re-circulation positions.
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The stepper motor consists of stators, slip rings, coils and a rotor, which
contains permanent magnets. The rotor moves one pole for every step e.g.
each time the coils are energised.
Coils energised
ECU
Rotor
Rotor stops
at energised
coils
Coils off
Servo or stepper motor can be stopped in an exact position the computer energises
specific coils to attract the armature and stop it in the desired position.
In this example four coils have been used to maintain clarity
When a new stepper motor is fitted it is essential that the end position and
step angle are adjusted. Calibration should be carried out with the engine
running to obtain the correct running voltage.
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Damper operation (flaps)
Control panel
There are two types of operating methods, a manual or lever and a digital
(push button) type.
In the lever type, no electric motors are used. The driver operates the
controls manually and the cables move the flaps as the levers are moved.
Pressing the buttons on the control panel causes the servomotors to operate
the damper.
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Air inlet control servo
motor (stepper)
Servomotors are activated by the control unit (ECU) according to the selected
temperature and airflow into the vehicle. The motor changes the mixing of the
warm air via the temperature damper in such a manner that the in-car
temperature remains almost constant under all driving conditions.
Heater unit
A feedback signal from the motor armature allows the ECU to monitor the
speed of the motor and therefore the amount of ventilation being provided.
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Progress check 5
Answer the following questions:
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6. Name two methods of controlling damper movement:
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A Defroster C
Foot
Rear
B D
a) The air flow mode control lever was set the defrost position but the front
windscreen is still misty while warm air is being directed to the floor. Name
the malfunctioning damper(s):
b) With the air flow control set to face, no air is coming from the centre vent.
Name the components that are not functioning:
c) The air flow control lever is set to the foot position but warm air is not being
directed to the floor (the temperature control lever and linked dampers are
functioning normally). Name the malfunctioning damper(s):
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Progress check 6
Answer the following questions:
4. State the purpose of the filter fitted in the intake air flow passage of climate
control systems:
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