Part 2 of 2
HEATER AND AIR CONDITIONER CONTROLBoth the heater-only and heater-A/C systems use a combination of mechanical, electrical, and vacuum controls. These controls provide the vehicle operator with a number of setting options to help control the climate and comfort within the vehicle. Refer to the owner's manual in the vehicle glove box for more information on the suggested operation and use of these controls.
The heater-only or heater-A/C control panel is located in the instrument panel center bezel below the radio and above the accessory switch bezel and ash receiver. The control panel contains a rotary-type temperature control, a rotary-type mode control switch, and a rotary-type blower motor speed switch.
The heater-only or heater-A/C control panel cannot be repaired. If faulty or damaged, the entire unit must be replaced. The illumination lamps, the blower motor switch, and the control knobs are available for service replacement.
HIGH PRESSURE CUT-OFF SWITCH
The high pressure cut-off switch is located on the discharge line near the compressor. The switch is screwed onto a discharge line fitting that contains a Schrader-type valve, which allows the switch to be serviced without discharging the refrigerant system. The discharge line fitting is equipped with an O-ring to seal the switch connection.
The high pressure cut-off switch is connected in series electrically with the low pressure cycling clutch switch between ground and the Powertrain Control Module (PCM). The switch contacts open and close causing the PCM to turn the compressor clutch on and off. This prevents compressor operation when the discharge line pressure approaches high levels.
The high pressure cut-off switch contacts are open when the discharge line pressure rises above 3100 to 3375 kPa (450 to 490 psi). The switch contacts will close when the discharge line pressure drops to 1860 to 2275 kPa (270 to 330 psi).
The high pressure cut-off switch is a factory-calibrated unit. The switch cannot be adjusted or repaired and, if faulty or damaged, it must be replaced.
HIGH PRESSURE RELIEF VALVE
A high pressure relief valve is located on the compressor manifold, which is on the side of the compressor. This mechanical valve is designed to vent refrigerant from the system to protect against damage to the compressor and other system components, caused by condenser air flow restriction or an overcharge of refrigerant.
The high pressure relief valve vents the system when a discharge pressure of 3445 to 4135 kPa (500 to 600 psi) or above is reached. The valve closes when a minimum discharge pressure of 2756 kPa (400 psi) is reached.
The high pressure relief valve vents only enough refrigerant to reduce the system pressure, and then re-seats itself. The majority of the refrigerant is conserved in the system. If the valve vents refrigerant, it does not mean that the valve is faulty.
The high pressure relief valve is a factory-calibrated unit. The valve cannot be adjusted or repaired, and must not be removed or otherwise disturbed. The valve is only serviced as a part of the compressor assembly.
LOW PRESSURE CYCLING CLUTCH SWITCH
The low pressure cycling clutch switch is located on the top of the accumulator. The switch is screwed onto an accumulator fitting that contains a Schrader type valve, which allows the switch to be serviced without discharging the refrigerant system. The accumulator fitting is equipped with an O-ring to seal the switch connection.
The low pressure cycling clutch switch is connected in series electrically with the high pressure cut-off switch, between ground and the Powertrain Control Module (PCM). The switch contacts open and close causing the PCM to turn the compressor clutch on and off. This regulates the refrigerant system pressure and controls evaporator temperature. Controlling the evaporator temperature prevents condensate water on the evaporator fins from freezing and obstructing air conditioning system air flow.
The low pressure cycling clutch switch contacts are open when the suction pressure is approximately 141 kPa (20.5 psi) or lower. The switch contacts will close when the suction pressure rises to approximately 234 to 262 kPa (34 to 38 psi) or above. Lower ambient temperatures, below approximately -1°C (300°F), will also cause the switch contacts to open. This is due to the pressure/temperature relationship of the refrigerant in the system.
The low pressure cycling clutch switch is a factory-calibrated unit. It cannot be adjusted or repaired and, if faulty or damaged, it must be replaced.
REFRIGERANT
The refrigerant used in this air conditioning system is a Hydro-Fluoro-Carbon (HFC), type R-134a. Unlike R-12, which is a Chloro-Fluoro-Carbon (CFC), R-134a refrigerant does not contain ozone-depleting chlorine. R-134a refrigerant is a non-toxic, non-flammable, clear, and colorless liquefied gas.
Even though R-134a does not contain chlorine, it must be reclaimed and recycled just like CFC-type refrigerants. This is because R-134a is a greenhouse gas and can contribute to global warming.
R-134a refrigerant is not compatible with R-12 refrigerant in an air conditioning system. Even a small amount of R-12 added to an R-134a refrigerant system will cause compressor failure, refrigerant oil sludge or poor air conditioning system performance. In addition, the Poly Alkaline Glycol (PAG) synthetic refrigerant oils used in an R-134a refrigerant system are not compatible with the mineral-based refrigerant oils used in an R-12 refrigerant system.
R-134a refrigerant system service ports, service tool couplers and refrigerant dispensing bottles have all been designed with unique fittings to ensure that an R-134a system is not accidentally contaminated with the wrong refrigerant (R-12). There are also labels posted in the engine compartment of the vehicle and on the compressor identifying to service technicians that the air conditioning system is equipped with R-134a.
REFRIGERANT LINES
The refrigerant lines and hoses are used to carry the refrigerant between the various air conditioning system components. A barrier hose design with a nylon tube inner hose liner is used for the R-134a air conditioning system on this vehicle. This nylon liner helps to further contain the R-134a refrigerant, which has a smaller molecular structure than R-12 refrigerant. The ends of the refrigerant hoses are made from lightweight aluminum or steel, and use braze-less fittings.
Any kinks or sharp bends in the refrigerant plumbing will reduce the capacity of the entire air conditioning system. Kinks and sharp bends reduce the flow of refrigerant in the system. A good rule for the flexible hose refrigerant lines is to keep the radius of all bends at least ten times the diameter of the hose. In addition, the flexible hose refrigerant lines should be routed so they are at least 80 millimeters (3 inches) from the exhaust manifold.
High pressures are produced in the refrigerant system when the air conditioning compressor is operating. Extreme care must be exercised to make sure that each of the refrigerant system connections is pressure-tight and leak free. It is a good practice to inspect all flexible hose refrigerant lines at least once a year to make sure they are in good condition and properly routed.
The refrigerant lines and hoses are coupled with other components of the HVAC system with peanut block style fittings. A stat-O seal type flat steel gasket with a captured compressible O-ring, is used to mate plumbing lines with A/C components to ensure the integrity of the refrigerant system.
The refrigerant lines and hoses cannot be repaired and, if faulty or damaged, they must be replaced.
REFRIGERANT LINE COUPLERS
Spring-lock type refrigerant line couplers are used to connect many of the refrigerant lines and other components to the refrigerant system. These couplers require a special tool for disengaging the two coupler halves.
Spring-Lock Coupler - Typical:
The spring-lock coupler is held together by a garter spring inside a circular cage on the male half of the fitting. When the two coupler halves are connected, the flared end of the female fitting slips behind the garter spring inside the cage on the male fitting. The garter spring and cage prevent the flared end of the female fitting from pulling out of the cage.
Two O-rings on the male half of the fitting are used to seal the connection. These O-rings are compatible with R-134a refrigerant and must be replaced with O-rings made of the same material.
Secondary clips are installed over the two connected coupler halves at the factory for added blow off protection. In addition, some models have a plastic ring that is used at the factory as a visual indicator to confirm that these couplers are connected. After the coupler is connected, the plastic indicator ring is no longer needed; however, it will remain on the refrigerant line near the coupler cage.
REFRIGERANT OIL
The refrigerant oil used in R-134a refrigerant systems is a synthetic-based, Poly Alkaline Glycol (PAG), wax-free lubricant. Mineral-based R-12 refrigerant oils are not compatible with PAG oils, and should never be introduced to an R-134a refrigerant system.
There are different PAG oils available, and each contains a different additive package. The 10PA17 compressor used in this vehicle is designed to use an ND-8 PAG refrigerant oil. Use only refrigerant oil of this same type to service the refrigerant system.
After performing any refrigerant recovery or recycling operation, always replenish the refrigerant system with the same amount of the recommended refrigerant oil as was removed. Too little refrigerant oil can cause compressor damage, and too much can reduce air conditioning system performance.
PAG refrigerant oil is much more hygroscopic than mineral oil, and will absorb any moisture it comes into contact with, even moisture in the air. The PAG oil container should always be kept tightly capped until it is ready to be used. After use, recap the oil container immediately to prevent moisture contamination.
REFRIGERANT SYSTEM SERVICE PORT
The two refrigerant system service ports are used to charge, recover/recycle, evacuate, and test the air conditioning refrigerant system. Unique service port coupler sizes are used on the R-134a system, to ensure that the refrigerant system is not accidentally contaminated by the use of the wrong refrigerant (R-12), or refrigerant system service equipment.
The high pressure service port is located on the refrigerant line, near the discharge port of the compressor. The low pressure service port is located on the liquid line at the rear of the engine compartment, near the evaporator inlet tube.
Each of the service ports has a threaded plastic protective cap installed over it from the factory. After servicing the refrigerant system, always reinstall both of the service port caps.
VACUUM CHECK VALVE
A vacuum check valve is installed in the accessory vacuum supply line in the engine compartment, near the vacuum tap on the engine intake manifold, and at the HVAC unit takeout. The vacuum check valve is designed to allow vacuum to flow in only one direction through the accessory vacuum supply circuits.
The use of a vacuum check valve helps to maintain the system vacuum needed to retain the selected heater-A/C mode settings. The check valve will prevent the engine from bleeding down system vacuum through the intake manifold during extended heavy engine load (low engine vacuum) operation.
The vacuum check valve cannot be repaired and, if faulty or damaged, it must be replaced.
VACUUM RESERVOIR
The vacuum reservoir is mounted to the rear of the right front inner fender wheelhouse in the engine compartment, under the battery tray. The battery and battery tray must be removed from the vehicle to access the vacuum reservoir for service.
Engine vacuum is stored in the vacuum reservoir. The stored vacuum is used to operate the vacuum controlled vehicle accessories during periods of low engine vacuum such as when the vehicle is climbing a steep grade, or under other high engine load operating conditions.
The vacuum reservoir cannot be repaired and, if faulty or damaged, it must be replaced.