Unit III: Components

1. Compressors

General

There are various makes and types of compressors used in automotive air
conditioning systems operating on R134a. The internal design could be Piston, Scroll,
Wobble plate, Variable stroke or Vane. Regardless, all operate as the pump in the A/C
system to keep the
R134a and lubricating oil circulating, and to increase the refrigerant pressure and thus
temperature.

Sanden - Wobble plate

A reciprocating piston, fixed displacement compressor. The pistons are operated by

a wobble plate, which moves them backwards and forwards in the cylinders. As the front
shaft turns the wobble plate angle changes, causing the pistons to move in and out, pulling
refrigerant vapor in through the suction side, compressing it and discharging this high
pressure vapor into the condense
Scroll type - Sanden
This compressor uses a unique design with two scrolls, one fixed and one is
movable, both are inter-leaved. The movable spiral is able to ORBIT or oscillate without
actually fully rotating. The movable scroll is connected to the input shaft via a concentric
bearing. As the movable spiral oscillates within the fixed spiral, a number of pockets are
formed between the spiral. As these pockets decrease in size the refrigerant is squeezed,
the pressure increases and is discharged through a reed valve at the discharge port in the
rear section of the compressor.

Variable stroke - Harrison V5

The Delphi (Harrison) V5 compressor is a non-cycling variable displacement
compressor. The compressor varies displacement to control capacity to meet A/C system
demand at all operating conditions. The compressor features a variable angle wobble plate
in five (V5) cylinder axial piston design. Displacement is controlled by a bellows actuated
control valve located in the rear cylinder head. This control valve senses and responds to
the system suction pressure or A/C system demand. Through regulation of compressor
crankcase pressure, the wobble plate angle, and therefore compressor displacement is
variable. In general, the compressor discharge pressure is much greater than the
compressor crankcase. Which is greater than or equal to the compressor suction pressure.
At maximum displacement, compressor crankcase pressure is equal to the compressor
suction pressure. At reduced or minimum displacement, the compressor crankcase
pressure is greater than the suction pressure.

Rotary Vane - Panasonic

Rotary vane compressors consist of a rotor with three or four vanes and a carefully
shaped rotor housing. As the compressor shaft rotates, the vanes and housing form
chambers. The R134a is drawn through the suction port into these chambers, which
become smaller as the rotor turns. The discharge port is located at the point where the gas
is fully compressed. The vanes are sealed against the rotor housing by centrifugal force and
lubricating oil. The oil sump and oil pump are located on the discharge side, so that the high
pressure forces oil through the oil pump and then onto the base of the vanes keeping them
sealed against the rotor housing. During idle an occasional vane noise from the compressor
may be heard. This is due to the time taken for lubricating oil to circulate through the A/C
system
Compressors and Mount & Drive
Mount & Drive
Consists of a bracket to mount the compressor to the engine, a belt idler pulley,
compressor drive belt and possibly and extra drive pulley for the crankshaft. Compressor
Mount Manufactured of either plate, cast iron, steel or aluminum, this bracket should
exhibit excellent noise absorption qualities especially if using a piston type compressor.
Idler Pulley A small pulley normally used in conjunction with a belt adjusting mechanism,
also used when a belt has a long distance between pulleys to absorb belt vibrations. Drive
Pulley Some vehicles do not have an extra pulley to accommodate an A/C drive belt, in
these cases an extra pulley is bolted onto the existing crankshaft pulley.
Clutches
Compressor Clutch
The clutch is designed to connect the rotor pulley to the compressor input shaft
when the field coil is energized. The clutch is used to transmit the power from the engine
crankshaft to the compressor by means of a drive belt. When the clutch is not engaged the
compressor shaft does not rotate and refrigerant does not circulate the rotor pulley free
wheels. The field coil is actually an electromagnet, once energized it draws the pressure
plate towards it, locking the rotor pulley and the pressure plate together causing the
compressor internals to turn, creating pressure and circulating refrigerant.
Lubrication
R134a is part of the air conditioners lubrication system. NEVER operate an A/C
system without refrigerant as there will be no lubrication for the compressor and internal
damage will occur. Refrigerant oil is circulated around the A/C system saturated in the
refrigerant.
Aria-zone recommends PA-Oil as best automotive compressor lubricant.
PA-Oil is a Poly-alpha Olefin, Not a PAG or an Ester. This is a fully synthetic oil,
carefully blended to be a superior oil. It is so good that it can be used in all automotive
compressors, whatever the brand. It's a non-aggressive, safe oil that won't affect seals or
hoses and is compatible with other lubricants. And it's non-hygroscopic.

Precautions when using PAG oil:

Do not allow PAG oil to contact bare skin or vehicle paintwork.
Flush skin immediately when using PAG oil
Avoid breathing PAG oil/R135a mixture.
PAG oil is highly hygroscopic. Open containers only when ready to use. Cap
container immediately after use.
Condensers
The Condenser function is to act as a heat exchanger and allow heat to flow from the
hot refrigerant to the cooler outside air. R134a entering the condenser will be a high-
pressure high temperature vapor. As the R134a vapor travels through the tubes of the
condenser heat is given off to the cooler ambient air; the refrigerant vapor condenses and
changes to a liquid state. At this point a large amount of heat is given off by the R134a. The
refrigerant will now be a hot, high pressure liquid.
Design types Serpentine
This type of condenser consists of one long tube which is coiled over and back on
itself with cooling fins in between the tubes. Parallel flow design (Recommended for
R134a) This design is very similar to a cross flow radiator. Instead of refrigerant travelling
through one passage (like serpentine type), it can now travel across numerous passages.
This will give larger surface area for the cooler ambient air to contact.

R134a - R12 Comparison

As R134a operates on higher pressures, less internal flow, restrictive and improved
heat rejection condensers are required.
Most manufacturers select the parallel flow design for this version. They are
approximately 25% more efficient than the serpentine condensers.
Foam Seals
These seals are fitted in between the condenser and radiator to prevent the heated
ambient air exiting above, below or to the sides of the space in between (normally 25mm)
the radiator and condenser. As ambient air is drawn through condenser by the condenser
or radiator fan, its temperature increases. If gaps are present between the condenser and
radiator this heated air can be circulated back through the condenser. This results in the
increased condenser temperature and causes reduction in the performances of the A/C
system.

Condenser electric fan

Most vehicles with air conditioning require an electric fan to assist air flow, either
pushing or pulling the air through the condenser, depending on which side of the
condenser the fan is placed. The majority of vehicles using R134a require this additional
condenser cooling due to the higher operating pressures of R134a. Also most modern
vehicles now have smaller grilles or bumper bar openings. This causes poor air flow
conditions especially by the amount of air flow over the condenser. The condenser fan is
operated with A/C engaged in various ways: - Medium pressure switch; - Indirect
connection to the compressor clutch - Via the Electronic Control Module (ECM); - Signal
from the A/C switch activation
R134a - R12 Comparison
Increased use (operation time) with R134a systems due to higher refrigerant temperature
Foam Seals
R134a enters the evaporator coil as a cold low-pressure liquid. As this liquid passes
through the evaporator coil, heat moves from the warm air blowing across the evaporator
fins into cooler refrigerant. This air that has now been cooled is then ducted into the cabin
via the blower motor. When there is enough heat to cause a change of state, a large amount
of the heat moves from the air to the refrigerant. This causes the refrigerant to change from
a low pressure cold liquid into a cold vapor. (Latent heat of evaporation). As the warmer air
blows across the evaporator fins, moisture contained in that air (humidity) will condense
on the cooler evaporator fins. Condensed moisture then runs off through the drain tubes
located at the underside of the evaporator case.
Serpentine evaporator
Same design as the serpentine condenser but approximately five times deeper.

Plate & Fin Laminated Evaporators

Similar operation to the parallel flow condenser were the refrigerant has a multi flow pass
creating a large surface area.
 R134a - R12 Comparison
Most manufacturers prefer to use the plate and fin design for R134a because of 20%
performance increase over the serpentine design.
Thermal Expansion Valves
Refrigerant flow to the evaporator must be controlled to obtain maximum cooling,
while ensuring that complete evaporation of the liquid refrigerant takes place. This is
accomplished by the thermal expansion valve (TXV). Pressures in control As shown in the
illustration, the TXV controls the refrigerant flow by using a system of opposing pressures
which will call:
F1 - Temperature sensing capillary tube Sealed tube filled with refrigerant. This
refrigerant is also filled above the diaphragm (7). The capillary tube sensing bulb (3) is
attached to the evaporator outlet tube surface.
F2 - Pressure compensation tube This is a hollow tube connected to the evaporator
outlet tube and senses the pressure of the R134a refrigerant leaving the evaporator coil.
(Other TX valves may not use this tube as pressure is provided internally within the valve).
F3 - Pressure Spring: This spring (6) is located under the ball valve (5).
Operation
Open
When the evaporator outlet tube temperature increases, the refrigerant (3) in the
capillary tube expands, forcing the diaphragm (7) downwards and thus pushing pin (A)
also downwards causing the ball valve (5) to move away from the metering orifice (4),
allowing more R134a to enter the evaporator inlet side.
 Closed
As the evaporator outlet tube becomes cooler, the refrigerant in the capillary tube
(3) contracts. Forces F2 and F3 cause the diaphragm (7) and pin (A) to move upward
allowing the ball valve to move towards the metering orifice (4), restricting the R134a flow.
The outlet tube gets warmer and the process starts over
Thermal Expansion Block Valve
The block valve differs from the previously mentioned expansion valve in that it has
four passages, although the basic operation is exactly the same. Operation of the block
valve is still via refrigerant expansion/contraction within a diaphragm (11), but not sensed
through separate tube (capillary tube). It is sensed by changes in the refrigerant
temperature and pressure passing from the evaporator outlet through the block valve. As
the refrigerant from the outlet side of the evaporator passes over the sensing element (12),
expansion or contraction of the refrigerant takes place causing the activating pin (8) to
move the ball valve (6) away or closer to the metering orifice. This allows more or less
refrigerant to enter the evaporator coil inlet. Pressures in control
As shown in the illustration, the block valve controls refrigerant flow by using a
system of opposing pressures which we will call:
 F1 - Temperature Sensing This is a sealed diaphragm and sensor containing
refrigerant. As refrigerant leaving the evaporator coil outlet passes over sensing element
(12) the refrigerant (9) above the diaphragm (11) expands moving pin (8) downwards
pushing ball valve (6) away from the metering orifice (5).
F2 - Pressure Compensation This is a passage (10) in the block valve outlet side
where refrigerant can build up under the diaphragm (11) to act as an opposing pressure to
help regulate the amount of refrigerant into the evaporator coil inlet side.
F3 - Pressure Spring This spring (7) is located under the ball valve (6) and acts as an
opposing force trying to move the ball valve towards the metering orifice (12) and to
reduce refrigerant flow to the evaporator coil inlet
Super Heat
At a certain point in the evaporator the R134a refrigerant is completely vaporized,
after that point any additional heat absorbed by the R134a vapor is described as SUPER
HEAT.
The value of this SUPER HEAT is the temperature difference above the point at
which R134a liquid changes to a vapor.
The thermal expansion valve (TXV) values are preset at factory to compensate for
the super heat. Ensure when a TX valve is replaced it is of the type suited to the A/C system.
Saturation temperature = The temperature at which refrigerant in liquid form
changes to a vapor at a given pressure.
Actual temperature = The temperature of refrigerant at the evaporator outlet.
Example - Calculation for super heat Actual temperature - 10 C minus Saturated
temperature - 5 C Super heat = 5 C
Orifice Tube
Components At the orifice tube the R134a is forced to flow through a fine restriction
(orifice). This causes a pressure drop and temperature drop in the R134a entering the
evaporator.
The rate of flow depends on the pressure difference across the restriction.
A fine gauze filter is located at the inlet and outlet sides of the orifice tube to filter
any contaminates from passing onto the evaporator.
Orifice tubes have different size restrictions depending on the A/C system; these
different sizes can be identified by the outer plastic tube color.
 Filter Drier Receiver
The filter drier acts as a particle filter, refrigerant storage container and most
importantly moisture absorber.
Moisture, temperature and R134a causes hydrofluoric and hydrochloric acid. The
silica gel beads (desiccant) located in the FDR absorb small quantities of moisture thus
preventing acid establishment. Most R134a filter dryers have NO sight glass. This is
because at approximately 700C refrigerant temperature the PAG oil will foam giving a false
impression of low gas charge. If the FDR does utilize a sight glass, ensure correct diagnosis
when viewing.
Note: Ensure the connection indicated with the word "IN" is connected to the condenser
outlet.
Important:
Never use an R12 FDR on a R134a system.

Accumulator (Orifice Tube System)

The function of the accumulator is to store refrigerant, filter particles, absorb
moisture and separate vaporous R134a from liquid R134a. The normal process of the
Orifice Tube system works when R134a leaves the evaporator coil as a mixture of vapor
and liquid. This liquid enters the accumulator and falls to the bottom. The vapor rises to the
top and continues onto compressor. The liquid R134a in the bottom of the accumulator
gradually vaporizes off. This vapor rises, then pulls into the compressor.

O” Rings
The "O" ring rubber compound used for R134a A/C system joints, fittings and
components is a hydrogenated nitrile butadiene rubber (HNBR) and identified by the color
green.
"O" ring lubrication can be carried out using mineral oil. All hoses tubes and
components included in an A/C kit are pre-lubricated, as are the "O" rings supplied as a
spare part. Other manufacturers could use "O" rings of a different color and size. Ensure
that only the approved "O" ring is used for the type of system being serviced or repaired.
R134a - R12 Comparison
R12 “O” rings colored black
NEVER use R12 “O” rings with R134a as the “O” ring will be damaged owing to the lack of
chlorine in R134a
You can use R134a “O” rings in an R12 system
Hoses
OWING TO THE SMALLER MOLECULAR SIZE AND HIGHER OPERATING PRESSURES
OF R134a, the refrigerant hose now incorporates a nylon inner lining. This is to reduce the
normal refrigerant leakage that would naturally occur through the porosity of rubber
hoses.
Most R134a hoses have a smaller outside diameter and thinner hose walls to
improve flexibility and reduce noise levels within the A/C system.
R134a - R12 Comparison
NEVER use new R12 hose (unless of a barrier type) in an R134a A/C system. The PAG oil
and hydrogen contained in the R134a causes the normal R12 nitrile hoses to rapidly
deteriorate.
R12 hoses have normally large outside diameters. This could create higher noise levels,
Charging Ports
Charging ports are fitted onto components such as hoses, tubes and filter dryer’s
receivers. These charge ports enable the A/C system to be serviced and tested whilst under
pressure. Different size ports identify the high and low sides of the A/C system. A plastic
cap with rubber seal is used to close the charge port opening and avoid leaking.
A dedicated design of charging valve has also been developed to suit the R134a
charging ports. Most Schrader valves will leak slightly. Ensure that the plastic protection
cap is fitted. Schrader valves designed for R134a must only be used in R134a systems. This
is because of the seal material used.
Wiring A/C System
Control/Wiring layout (Series Connection)
Pressure switches are connected in series with the compressor clutch.
With electronic fuel injected vehicles the ELECTRONIC CONTROL MODULE (ECM) is
usually interconnected into the A/C wiring circuit. When the A/C switch is engaged a
request signal is sent to the ECM, if the A/C circuit is intact, i.e. the pressure switches are a
closed circuit, the ECM activates a relay by creating an earth and power is supplied to the
compressor clutch. Also an RPM increase generally takes place to avoid engine stall whilst
at idle
Blower Speed Controls
Coil type
This blower speed regulator simply consists of coiled wires connected in series.
These coiled wires are of varied thickness. The current flows through either one or a
combination of all the coils. The resistance of the coil(s) alter the blower speeds.
The highest blower speed when selected is normally from direct battery voltage via
a relay.
Electronic
The function of the electronic controller is to convert low current signals from the
ECM to a higher current, varying the voltage to the blower motor. Blower speeds may be
infinity variable and usually can use up to 13 speeds. This type of speed controller is
normally used with the electronic climate control (ECC) system. The highest blower speed
when selected is normally from direct battery voltage via a relay.

SCHEMATIC DIAGRAM OF THE BLOWER SPEED CONTROL

Compressor Cycling Controls

Ground Ignition Switch Clutch Coil Resistor Blower Motor Thermostat Combination
A/C and Blower Switch
Thermostatic switch (Anti ice-up device)
The thermostat is connected in series to the compressor clutch. When the
temperature of the evaporator coil approaches freezing (00C), this temperature is sensed
by the thermostat capillary tube which is in contact with the evaporator fins. The capillary
tube contains refrigerant which expands or contracts depending on the temperature on
this tube. The points inside the thermostatic switch open up when the refrigerant in the
capillary tube contracts (sensing a cold evaporator coil) and interrupt the A/C electrical
circuit turning the compressor off. When the evaporator temperature rises again to a
preset point (4 - 5 0C) the thermostat points then close. The refrigerant in the capillary
tube has expanded (sensing a warmer evaporator coil and the electrical circuit is
reestablished to the compressor clutch.

Thermistor & Amplifier

This has the same function as the thermostatic switch except rather than mechanical action
with contact points and capillary tube, the thermistor and amplifier is electronically
activated. The thermistor is a sensing probe but unlike the thermostat capillary tube it
senses the air temperature coming off the evaporator coil.

Thermistor
Electrical wiring containing a sensor which is a NTC resistor. (Negative
Temperature Co-efficient).
Amplifier
A small electronic device containing a circuit board and electrical components.
Thermistor resistance is amplified and used to control or switch the A/C clutch on or off.
Economy mode
This function is normally associated with the use of a thermistor amplifier. In
economy (ECON) mode the compressor cut out temperature is set higher than a normal
A/C mode. This means the compressor stays on for a lesser time, decreasing engine load
and improving fuel economy and engine performance. Center vent temperatures will also
be slightly higher due to the compressor cycling off at a higher evaporator temperature.
Pressure cycling switch
Electrical
Some vehicles using the Cycling Clutch Orifice Tube (CCOT) system utilize a
pressure switch located in the low side of the A/C system between the evaporator and
compressor for compressor control. This pressure switch is electrically connected in series
with the compressor clutch. Once the low side pressure reaches approximately 200 kPa,
the compressor clutch is deactivated by the pressure switch opening. A low side pressure
of approximately 200 kPa corresponds to an evaporator coil temperature of approximately
+ 0.40C (above freezing point). Once the compressor is deactivated the low pressure rises
followed by the evaporator coil temperature rising. At a pre-determined low pressure
point, the pressure switch reactivates the compressor clutch. The evaporator temperature
lowers again and the compressor re-engages. Note: Normally a low pressure cut off switch
is not used with a pressure cycling switch as the pressure cycling switch is located on the
low side. It serves as a low pressure cut off also.

Pressure Control Valve

Mechanical
A/C Demand High
 During periods of moderate to high A/C demand, system suction pressure will be
greater than the control valve set point. During these periods, the control valve maintains a
bleed from crankcase to suction. Crankcase pressure is therefore equal to suction pressure.
The wobble plate angle, and therefore compressor displacement is at its maximum.
A/C demand low
During periods of low to moderate A/C demand, system suction pressure will
decrease to the control valve set point. The control valve maintains a bleed from discharge
to crankcase and prevents a bleed from crankcase to suction. The wobble plate angle, and
therefore compressor displacement is reduced or minimized. During these periods,
displacement is infinitely variable between approximately 5 and 100% of its maximum
displacement.

Protection Devices
Clutch Diode
The clutch coil is an electromagnet with a strong magnetic field when current is
applied. This magnet field is constant as long as the clutch is applied. When the power is
removed the magnetic field collapses and creates high voltage spikes. These spikes are
harmful to the ECM and must be prevented. A diode placed across the clutch coil provides a
path to ground. This diode is usually taped inside the clutch coil connector.
Thermal protection switch
The thermal protection switch is normally located on the compressor housing. This
protection switch is used to prevent compressor damage through internal friction.
This switch senses the compressor case temperature and once this case
temperature reaches a predetermined figure the electrical circuit to the compressor clutch
is interrupted.
As the thermal protection switch is connected in series with the compressor clutch
once the compressor case temperature lowers to a predetermined figure the compressor
clutch is then re-energized.
 Refrigerant Pressure Switches
Low pressure
Used to interrupt the electrical circuit to the compressor clutch. If the refrigerant
pressure is too low or a problem exists in the A/C refrigerant system. (refer diagram).

High pressure
The power supply is interrupted when the refrigerant pressure is too high or a
problem exists in the A/C refrigerant system.
 Terminology
Binary switch
High/Low switch
Trinary switch
High/Medium/Low switch.

Condenser fan control

Medium pressure
Used to engage the condenser fan at a predetermined refrigerant pressure.
Example:
Condenser fan high speed activation at 1770kPa refrigerant pressure.
These switches can be individual or a combination of the two or even three pressure
ranges.
Pressure

Transducer
The pressure transducer is a sealed gauge reference, capacitive pressure sensor
with on board signal conditioning. It provides a 0.5-volt output and requires a 5 volt
regulated power supply.
In operation the transducer sensor applies pressure via the deflection of a two-
piece ceramic diaphragm with one half being a parallel plate capacitor. Changes in
capacitance influenced by the refrigerant pressure under the ceramic diaphragm are
converted to an analog output by the transducer integral signal electronics.
The pressure transducer's electronics are on a flexible circuit board contained in the
upper section of the transducer and provide linear calibration of the capacitance signal
from the ceramic sensing diaphragm.
Benefits of using the pressure transducer over a normal type pressure switch is that
the transducer is constantly monitoring the pressures and sending signals to the electronic
control module (ECM), unlike the normal type pressure switch that has an upper and lower
cut out points. The ECM will disengage the A/C compressor at low or high refrigerant
pressures and electronic diagnostic equipment can be used to extract system pressure
information making it easier when diagnosing problems.
 Engine Control Module (ECM)
Body Control Module (BCM)
Train Module (PCM

Microprocessors (ECM, BCM & PCM) are used to engage and disengage the A/C
electrical circuits controlling the compressor and condenser fan.
Numeric signals from various sensors relating to engine speed, road speed, coolant
temperature, A/C switch activation, pressure switches, A/C thermostatic switch, throttle
position and kickdown are constantly monitored by the ECM, BCM or PCM.
These numeric signals are converted in the microprocessors to calculations required
to:
1. Deactivate the A/C compressor at high/low system pressures;
2. Deactivate the A/C compressor at kickdown;
3. Active and deactivate the condenser fan;
4. Increase engine idle speed when A/C system is activated;
5. Deactivate the A/C compressor at high engine RPM;
6. Delay A/C compressor engagement at engine cranking;
7. Activate electrical engine fan at predetermined coolant temperature;
8. Deactivate the A/C compressor when coolant temperature excessive;
9. Deactivate the A/C compressor at wide open throttle (WOT)
Relays
Relays are normally used in the A/C electrical circuit to protect switches that have a low
current carrying capacity (i.e. a small contact area/weak pressure contact point) or for
current draw differences between components.
Shown below is an example of the difference in a circuit with and without a relay.

Sensors
 Sun load
The sun load sensor is a photochemical diode (PCD) located on top of the dashboard.
This sensor sends a signal to the electrical climate control module (ECCM) indicating the
strength of the sunlight (sun load) which influences the vehicle interior temperature.
If the sun load is high as signaled by the sun load sensor the ECCM will activate the
highest blower fan speed and maximum cooling to compensate for this additional radiated
heat load. Likewise, if the sun load is low (cloud cover) as sensed by the sun load sensor,
the ECCM will reduce the blower fan speed and the system will not operate at maximum
cooling.

Ambient temperature sensor

The ambient temperature sensor is a negative coefficient resistor (NTC) with low
voltage input. The sensor alters resistance depending on the ambient air temperature
surrounding it.
The sensor is located in the ambient air stream normally behind the bumper bar or
front grille area. This sensor is used to monitor the outside temperature and is
interconnected to a visual display in the instrument panel.
Temperature Control
Air Mix Door
Temperature control is carried out by operating the temperature mode control,
normally cable operated and connected to a door housed in the heater case. This door is
located above the heater core and in the full cold position, completely covers the heater
core. As more heat is required the door is operated and moves away from the heater core
and allows radiant heat to rise and mix with the fresh or A/C air to increase the vent
temperatures to the desired comfort level required.
Heater Control
The heater tap is normally vacuum operated and has engine vacuum applied to it in
the full cold position. This stops the flow of coolant to the heater core by keeping the heater
tap closed. Once heating has been selected, the vacuum is exhausted from the vacuum
circuit via a vacuum switch, to the heater tap and the hot coolant then flows through to the
heater core.

Mode Control
Vacuum Actuators
Single & Dual stage
The various air distribution duct doors located in the heater-A/C case are open and
closed using a vacuum actuator. The vacuum actuator consists of a plastic or metal
container housing, a spring, rubber diaphragm and a connecting rod. Once vacuum is
applied, the rubber diaphragm is pulled back bringing with it the connecting rod which is
connected via a lever to an air distribution door and compressing the spring. When the
vacuum is removed, the spring pushes the diaphragm and connecting rod back to original
position.
Vacuum circuit
Vacuum is directed to the desired distribution duct vacuum actuator, from engine
intake manifold vacuum. A vacuum switch attached to the mode control knob redirects
vacuum to the desired vacuum actuator.
Mode Control
Air mix motors
The air mix motor is actually a potentiometer balance resistor (PBR). It comprises of
small electrical motor, gears of varying sizes, a drive shaft and a printed circuit board. It is
attached by means of a drive shaft to the air mix or temperature mode door main shaft.
This motor regulates the temperature by moving the door closer to (cooler) or further from
(hooter) the heater core.
Variable low voltage signals are sent from the electronic climate control module
(ECC) to move the air mix motor - which in turn moves the temperature mode door, to a
predetermined position to regulate the vehicle interior temperature. The air mix motor
position signals are also sent back to the ECC for reference as to where the air mix/mode
door is positioned.
 Vacuum solenoid pack
This method for operating the vacuum actuators is normally used in conjunction
with the electronic climate control system (ECC). This type of climatic control is fully
electronic. The vacuum actuators used for various air distribution modes are indirectly
engaged and disengaged electronically via the vacuum solenoid pack.
The solenoid pack consists of a group of electrically activated vacuum solenoid
valves using a common printed circuit board while enclosed in a single housing.
Each solenoid is allotted to a vacuum actuator or vacuum valve (heater valve). Once
the vacuum solenoid is energized by the ECC, an engine supplied vacuum can then flow
through the solenoid valve to the relevant vacuum actuator to operate a mode. Likewise,
once the vacuum solenoid is de-energized it then vents the vacuum from the line and
actuator into the atmosphere.
Electronic Temperature Control (ECC)
ECC systems operate with the same basic component as in the manually controlled
systems, such as the condenser, compressor, evaporator and heater. The major difference
being that the ECC system can maintain a preset level of cooling or heating selected by the
vehicle operator once the automatic mode is selected.
Electronic sensoring devices allow the ECC to respond to various changes in sun
load, interior cabin temperature and ambient temperature. The ECC system will adjust
automatically to any temperature and climatic changes to keep the vehicle cabin interior
within the pre-selected temperature range.
This is accomplished by adjusting:
1. Blower fan speed
2. Air mode positions
3. A/C activation
4. Heater tap activation
5. Air mix door movement
6. Fresh/Recirc door position
Electronic Temperature Control (ECC)
Whilst the systems main benefits are attained on the AUTOMATIC mode, the option
for manual override exists. But once manual mode has been selected by pushing the fan
speed, A/C or mode switch, it takes away a function normally controlled by the processor
in the ECC module making the processor adjust an alternative component to attain the pre-
selected temperature.
An additional benefit of the ECC system is a self-diagnostic function which when
used will greatly reduce the time spent locating system faults.