Académique Documents
Professionnel Documents
Culture Documents
Course 752
Table of Contents
Glossary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
Course After completing this course, you should be able to meet the following
Objectives objectives:
Effectively diagnose and repair Toyota air-conditioning systems using
approved resources, tools and procedures
Preparation
Preparation
Safety Throughout this course and during normal A/C service procedures, there
Practices is a possibility for dangerous contact with moving parts, pressurized
gases, high current electrical circuits and accidental deployment of the
supplemental restraint system (airbags). Consider the potential hazards
involved and use the following safe working practices.
Risk of Frostbite
Warning: Refrigerant is a
compressed gas and can
burn skin or eyes.
Fig. 1-1
752f101
Electrical The low voltages used in vehicles generally pose little risk of electrical
Circuits shock. However, many repairs require using equipment powered by
120 volts with high current. Accidental short circuits can damage
components or test equipment. Touching a wire that is shorted to ground
can burn you. Observe the following to reduce the risk of personal injury:
1. Verify all 120-volt equipment line cords are in good condition and
properly grounded.
SRS/Airbag The Supplemental Restraint Systems (SRS) are designed to deploy only
Systems in response to a significant frontal or side impact. To prevent accidental
deployment, disconnect the ground (negative) cable from the battery and
wait for up to 60 seconds before performing any repairs which involve
disconnecting any SRS wiring. SRS-related circuits are identified by bright
yellow wire harnesses and connectors.
Before disconnecting the battery cable, make a note of the radio presets,
Auto A/C panel settings and the display of any system fault codes.
Precautions
for Airbags
Read all precautions
in the Repair Manual
prior to work.
Fig. 1-2
752f102
Tools and Accurate diagnosis and efficient repair depend on using the correct tools
Equipment and information. In addition to Vehicle Repair Manuals, Electrical Wiring
Diagrams, Technical Service Bulletins and a standard technicians tool set,
the following Special Service Tools and other equipment may be needed:
Refrigerant Identifier
DVOM Meter
Rubbers gloves
Notes
Lesson 1. Identify and demonstrate the function of the basic refrigerant circuit.
Objectives 2. Identify the low- and high-pressure sides of the refrigeration circuit.
The The basic A/C system contains components to push refrigerant through
Refrigerant a closed system in order to extract heat out of the vehicle interior and
Circuit transfer that heat to the outside air. This cycle continues constantly until
the vehicles interior reaches a set temperature. Inside the A/C system,
the refrigerant changes from a liquid to a gas and then back to a liquid.
As we shall see, this phase change is what helps remove heat from the
air circulating inside the vehicle.
Expansion and If a pressurized liquid is released into an area of lower pressure, it will
Evaporation evaporate into a gas and absorb heat from that area. This is the principle
that causes the spray from an aerosol can to feel cold to your skin.
Likewise, a liquid that changes from liquid to vapor at a low temperature
(e.g. alcohol) will feel cool on the skin as it evaporates (phase change).
This is the situation you feel when you get out of a swimming pool or
shower. The evaporating water on your skin absorbs heat from your body
even though the air temperature is quite high.
Absorb Heat
Vaporization
Vaporization
(Evaporation)
Vapor Liquid
Condensation
Fig. 2-1
Reject Heat
752f201
Compression After the gaseous refrigerant absorbs heat, the system pressurizes it to
and change it back into a liquid. As this happens, the gas gives off much of
Condensation the heat that was absorbed. This is what the compressor and condenser
do in the A/C system. In order for the gas to actually give up heat while
in the condenser (heat exchanger), it must be hotter than the air around
it. The compressor makes this possible by increasing the line pressure,
and therefore, the temperature of the refrigerant gas.
Refrigerant Automotive air conditioning has been widely available since the 1940s.
Properties The refrigerant CFC-12 or R-12 (also known as Freon) was used for many
years due to its relative safety in contact with humans and its low boiling
point of 21 F. In other words, the CFC-12 refrigerant (HFC-134a 17),
and most liquids used as refrigerants, change from a liquid to a gas at a
very low temperature.
For the last decade, another refrigerant, HFC-134a (R-134a), has been
developed for use in automobiles due to its less negative impact on the
environment. Most new vehicles manufactured today use HFC-134a.
Federal laws regulate the use, recycling and recharging of CFC-12 and
HFC-134a refrigerant.
Heat and Matter Using water as an example, we can commonly find water in any of
three states: Ice, water and steam. Its temperature is what determines
the state of water (H20).
Three States
of Matter
212
31
60
Fig. 2-2
752f202
The concept of heat is directly related to the nature of all materials. Some
materials are solid, some are liquid, and some are gaseous. In fact, all
matter can exist in each of these three states depending on its temperature.
1. A solid has a defined shape and cannot flow to fill empty spaces in
a container.
3. A gas (or vapor) also flows easily, and it can be compressed; that is,
its density can be made greater or smaller by applying pressure to a
closed vessel containing the gas.
As heat energy is applied to a solid, the solid absorbs the heat (we could
say it gets hotter) up to a point. If the solid is heated past its freezing
point, it will gradually become a liquid. The heat required for this to
happen is called sensible heat. As heat energy is added to a solid, its
observed temperature will increase. In fact, this relationship is consistent
for each material. However, the process of changing its state requires the
addition of an extra amount of heat.
Gas
Sensible and
Latent Heat
Liquid
100 C (212 F)
Solid
0 C (32 F)
Pressure and A physical relationship that affects heat transfer is the effect of pressure
Temperature on the boiling point. When water freezes at 32 F (0 C) and boils at 212 F
(100 C), these values only apply with an open container at sea level
where the air pressure is 14.7 psi.
If, for example, the altitude is 5000 above sea level. The atmospheric
pressure is only 512.5 psi and water in an open pot will boil at only
195 F (91 C). In addition, at this altitude, water will freeze at 35 F (2 C).
In an extreme low pressure environment (sometimes called a vacuum),
the boiling point can be further reduced and the freezing point increased
until they meet. At this point, freeze-drying occurs and solid water (ice)
changes state directly into gaseous water (steam).
Pressure, psi
Effect of Pressure 30
on Boiling Point
15
30
(Vacuum, In. Hg)
(7)
(15)
(22)
(30)
Humidity Relative humidity has a great influence on the apparent cooling effectiveness
and A/C of an A/C system. The higher the humidity in the air, the less energy is
Performance available for cooling. A side benefit is that removing humidity from the
interior air is in itself an improvement in comfort since humidity prevents
the body from dissipating heat in its normal manner.
Humidty vs. 72
Performance
68
Between Inlet and Outlet
Temperature Difference
64
61
F
57
54
50
50 60 70
Different
Temperature C
Scales 30 25 20 17.8 15 10 5 0 5 10 15 20 25 30 35 40 50 60 70 80 90 100
Basic A/C A basic A/C system has a high-pressure side and a low-pressure side.
System The high-pressure side (shown in red below) includes the compressor,
condenser and the receiver/drier. The low-pressure side of the system
(shown in blue below) includes the expansion valve and the evaporator.
Refrigeration Cycle
Vehicle
A/C System
Evaporator Cold Air
Expansion
Heat-
Valve
Sensing
Low-Pressure, Tube
Low-Temperature
Gas
Compressor Receiver
Condenser (Liquefies)
High-Pressure,
High-Temperature Fig. 2-7
Liquid 752f207
Here is the basic flow through the system. Beginning with the low side,
the expansion valve controls the flow and pressure of liquid refrigerant
into the evaporator (heat exchanger). As the lower pressure liquid
refrigerant turns into a gas inside the evaporator, a tremendous amount
of heat is absorbed from the warm passenger compartment air circulating
over and around the evaporator. The A/C blower motor helps circulate air
throughout the vehicles interior. The still gaseous, but very hot refrigerant
then flows into the compressor.
System Pressure All automotive A/C systems are now based on HFC-134a refrigerant.
Because of this, all systems have similar characteristics.
For these reasons, the system pressures (high and low) will provide
useful diagnostic information.
The A/C system uses the properties of refrigerant to remove heat from the
passenger interior.
The A/C system contains two pressure zones: low and high pressure.
The low pressure portion of the system contains the expansion valve and
the evaporator.
There are two heat exchangers in the system: A condenser (gets rid of
heat) and an evaporator (absorbs heat).
Electric fans assist heat transfer: An A/C blower fan for the evaporator
and a fan for the condenser.
The entire system is connected by high and low pressure hoses (hard and
flexible lines).
2. Identify and verify the changes in pressures within the A/C refrigeration
circuit during operation.
3. Identify circuit protection devices and their role in the A/C system.
Expansion
Valve
Receiver-Drier*
Expansion The expansion valve receives liquid refrigerant from the high-pressure
Valve components (compressor and receiver/drier). In order for the system to
develop pressure, the flow of refrigerant must be met with a restriction.
The expansion valve provides the needed restriction in the system. It
creates the difference between the high-pressure side of the system and
the low-pressure side.
Capillary Tube
Traditional
Expansion Valve Diaphragm
Chamber
Controls amount of
refrigerant into Equalizer Circuit
evaporator core. Diaphragm (for Internal
Equalizer Type)
Heat-
Valve Sensing
Outlet Tube
Inlet
Pressure
Spring
Fig. 3-2
752f302
Most Toyota models now use a block-type expansion valve where both the
evaporator inlet and outlet pass through the valve assembly. The capillary
tube is located inside the stream of refrigerant leaving the evaporator.
Due to the low temperature at this point, the valve is subject to blockage
by microscopic debris or internal ice if any water is present in the
refrigerant. Because of this, every system has some method to filter
out these elements.
Block-Type
Expansion Valve
Releases high
pressure refrigerant into
evaporator.
Valve
Fig. 3-3
752f303
Not all vehicles use an expansion valve like the one described above. Some
have a pressure-regulator at the outlet end of the evaporator. Other
manufacturers use a fixed-opening orifice tube to create the pressure
drop at the entry to the evaporator. This type of expansion valve relies on
the cycling of the compressor clutch to vary the flow and prevent icing.
As the cold spray contacts the relatively warm tubing of the evaporator,
the refrigerant vaporizes (becomes a gas) and absorbs heat from
the evaporator and the air surrounding the evaporator
Evaporator The action between the expansion valve and the evaporator is the key to
heat transfer in the system. The evaporator is the heat exchanger for the
low-pressure side of the system. It is the key heat exchanger in the A/C
system. All incoming or recirculated air passes through the evaporator. In
doing so, the evaporator absorbs heat from the cabin air (car interior) or
incoming fresh air so this heat can be carried to the condenser.
Evaporator
Removes heat from
interior as refrigerant is
released into the core.
Dehumidifies air by
condensing moisture on
the fins.
Fig. 3-4
752f304
In order to prevent icing, the expansion valve can change the size of
the spray orifice (opening). The size of the orifice is controlled by a
spring-loaded diaphragm that moves according to a heat-sensing tube
(bulb). This bulb, called the capillary tube is located at the outlet of the
evaporator. A thin, hollow tube connects the sensing tube to the
diaphragm chamber. The sensing tube contains refrigerant and senses the
evaporator temperature which changes the pressure inside the tube. The
capillary tube transfers this pressure to the diaphragm to push against
the spring and open the expansion valve to control refrigerant flow to the
evaporator. Less flow = less heat transfer; more flow = more heat transfer.
For example, if there is a high heat load in the vehicle, the evaporator
temperature will be relatively high (more heat transfer). The refrigerant
in the sensing tube will therefore expand and the increased pressure will
tend to open the expansion valve more. This increases refrigerant flow
and heat transfer in the evaporator. When the system stabilizes, the
evaporator surface temperature should remain constant at about
32 F (0 C) in order to provide the greatest heat-removing capacity.
Compressor The compressor is driven by a drive belt and is a type of pump which
moves a compressible gas, as opposed to a pump that moves a liquid
(e.g. water pump). The air compressor in your repair shop and the intake
and compression strokes in a 4-stroke cycle engine are two other examples
of compressors.
Fig. 3-5
Suction Reed Valve 752f305
Various Toyota vehicles use or have used one of the following types of A/C
compressors:
Piston
Through-Vane
Swash-plate
Variable Capacity
Scroll-type
Suction Discharge
Piston-type A/C
Compressor
Reed Valve Construction.
Down-Stroke Up-Stroke
Fig. 3-6
752f306
Exhaust Port
Rotor
Sludging Valve
Vane
Through-Vane
Rotor Housing Fig. 3-7
Intake Port 752f307
This valve prevents damaging the through-vanes or the reed valve (which
should see only refrigerant gas) by allowing liquid oil to escape from the
compression area into an oil chamber.
Some Toyota vehicles use a swash-plate (also called wobble plate) type
compressor. Some models use multiple, opposed pistons arranged around
a single swash-plate with two compression chambers for each cylinder.
The cylinders connect to reed valves and common inlet and outlet passages
at each end. The swash-plate converts the rotary motion of the shaft into
smooth back and forth motions of the pistons. This design provides
reduced vibration and allows more pulses per revolution than a two-piston
reciprocating compressor.
Shaft
Solenoid
Control Valve
Piston
Lug Plate Fig. 3-8
Cylinder
Swash-Plate 752f308
Fig. 3-9
752f309
Note: Some hybrid models use an electrical motor drive scroll-type compressor
to continue operation even when engine stops (refer to page 3-10).
Shaft Intake
Scroll Compressor Port Oil Separator
Magnetic
Clutch
Scroll-type A/C
Compressor
Discharge
Port
Pins
Variable Fixed Fixed Scroll
Scroll Scroll Discharge
Port Fig. 3-10 Fig. 3-11
752f310 752f311
Operation Suction:
As the capacity of the compression chamber which is created between the
variable scroll and the fixed scroll increases with the revolution of the
variable scroll, refrigerant gas is drawn in from the intake port.
Compression:
As the variable scroll revolves, the capacity of the compression chamber
gradually decreases. As a result, the refrigerant gases drawn in become
compressed and are sent to the center of the fixed scroll. The refrigerant is
completely compressed when the variable scroll completes approximately
2 revolutions.
Discharge:
After the refrigerant is compressed (refrigerant gas pressure high), the
refrigerant gas exits through the discharge port in the center of the fixed
scroll via the discharge valve.
Scroll Compressor
Cycle
Suction
Discharge Intake
Port Port
Fixed
Scroll
Variable
Scroll
Compression
Discharge
Fig. 3-12
752f312
Compressor A drive belt from the crankshaft pulley drives the compressor. Some
Clutch systems use V-belts and some use a flat, multirib belt to help reduce
frictional loss and noise. On some models, a single serpentine V-belt
drives all the engine accessories including the A/C compressor. In this
kind of system, an automatic tensioner maintains the correct serpentine
belt tension.
Idler Pulley
Serpentine Belt
System
Some models have A/C
a single belt that drives Compressor
multiple components. Pulley
Fig. 3-13
Crankshaft Pulley 752f313
Compressor Clutch
Stator Coil
Engages compressor by
electromagnetic action. Rotor
Shim
Bearing
Pressure Plate
Fig. 3-14
752f314
Damper
Limiter Pulley Pulley Portion
Rotate Direction (Plastic)
Spoke
Absorbs torque Portions
fluctuations.
Protects drive belt if
compressor locks.
Damper
Damper
Limiter Mechanism
Fig. 3-15
752f315
Condenser In order to condense hot refrigerant gas (vapor) from the compressor
discharge port into a liquid, heat must transfer out of the refrigerant into
the outside air. To do this, the condenser is located in front of the radiator
in the air stream so the maximum temperature differential exists to
transfer the heat. Condensers are typically made of aluminum and have a
single flow or serpentine path (as shown) which increase the time available
for heat transfer. Some systems now use multiple-path condensers with
two or three shorter serpentine sections connected in parallel. This
maximizes the time the refrigerant stays in the condenser for increased
heat transfer.
Condenser
Condenses hot,
high pressure gases
into a liquid.
Heat dissipates to
outside air.
Tube
Gaseous
Refrigerant Liquid
Refrigerant
Fin
Fig. 3-16
752f316
Many Toyota vehicles now use a sub-cool condenser that helps separate
the liquid from the gaseous refrigerant. In this design, the condenser
redirects gaseous refrigerant to the top for further cooling (gas-to-liquid)
while the liquid refrigerant exits from the bottom. This ensures all
refrigerant sent to the evaporator is in a liquid state.
Fig. 3-17
Super-Cooling Portion 752f317
Receiver- The amount of refrigerant flowing through the system varies depending on
Drier heat load and ambient (outside) temperature. Because of this,
extra refrigerant must be available for these different conditions. The
receiver-drier acts as a storage tank for extra refrigerant. It also contains
a filter and a desiccant material in an internal sack to help remove
moisture in the system.
Removes moisture IN
from refrigerant.
Stores liquid refrigerant.
Filters refrigerant. OUT
Receiver Drier
Tube
Desiccant
Receiver Filter
Body
Fig. 3-18
752f318
The outlet of the receiver-drier connects to a siphon tube that goes to the
bottom of the container. This acts as a liquid/vapor separator and ensures
only liquid refrigerant is supplied to the expansion valve. In addition,
the end of the siphon tube has a very fine mesh screen to filter debris from
the refrigerant and oil. This protects the expansion valve and the
compressor from mechanical damage.
To protect the expansion valve from being blocked by ice, any moisture
in the refrigerant is removed as it passes through a desiccant in the
receiver-drier. A desiccant is a chemical that bonds water (H2O) with other
molecules to form a different molecule. There is a limit to the amount of
moisture the desiccant can hold. After the desiccant becomes saturated,
any additional moisture will pass through the system. A receiver-drier left
open (fittings removed) on the shelf or in the vehicle for about 10 minutes
(80% humidity) will become fully saturated and unusable.
Note: The receiver-drier is a service part and should be replaced any time
the system has leaked, or been left open (even for a short time), or when a
component such as a compressor or reed valve has failed.
In some systems, the receiver-drier contains a sight glass that allows you
to visually confirm that only liquid refrigerant is passing on to the
expansion valve. This may be useful during preliminary diagnosis, but it
is not accurate in determining if the system has the proper amount of
refrigerant. Some models use a modulator-drier that is part of the
condenser. On some Toyota models, the functions of a receiver-drier are
built into the sub-cool condenser; desiccant is stored in the modulator
portion of the sub-cool. On other models, the receiver-drier is separate
from the sub-cool condenser.
Pressure For safety, every pressurized system must have some sort of pressure-relief
Relief system to reduce excess system pressure before it can become a hazard.
Devices In an A/C system, a fusible plug was one type of safety device. A fusible
plug is a hollow bolt filled with a soft, low-temperature solder. The plug
then threads into the top of the receiver-drier. If the pressure in the high
side of the system exceeds a predetermined limit (400 psig or 30 bar) or if
the temperature exceeds 220 F (110 C), the solder melts out of the bolt
and the pressurized gas escapes. On current models, a pressure switch
de-energizes the compressor when system pressure becomes excessive.
Note: The pressure relief valve was not designed to reseal after it opened. If you
suspect the valve has opened, replace it after recovering the remaining
refrigerant in the system and repairing the cause of the malfunction.
Multipressure There may be one or more pressure switches in the refrigerant lines.
Switch Current models use a Multipressure Switch that contains two or even
three pressure-sensing circuits. It is located in the high-pressure line of
the system (between the compressor and expansion valve).
Note: The term psig indicates gauge pressure that takes into consideration
atmospheric pressure of 14.5 pounds per square inch and displays it as 0
on a pressure gauge.
Low
Pressure
(NC)
Medium
Pressure
(NC) High
Pressure
(NC)
Lines and Refrigerant flows through the system in rigid metal lines and flexible
Hoses rubber hoses. Connections at each component and between lines provide
convenient installation in the vehicle as well as to service and repair
system components. The volume of refrigerant is always the same at
any point in the system (since it is a closed system). However, since the
high-pressure side has a high-density liquid, it uses much smaller
diameter lines than the low side. As a rule:
Hose Fittings On
Receiver-Drier
Block-type fittings
help position and
secure piping.
Fig. 3-21
752f321
Thread-Type
Fittings
HFC-134a O ring
slip-type fit.
CFC-12 O ring was
crush-type fit.
CFC-12 fittings have
notch in nut position.
Fig. 3-22
HFC-134a CFC-12
752f322
Quick-Disconnect Clamp
Fitting
Clamp holds tubes A/C Tube
in place.
See removal SST
page 4-11.
A/C Tube
Cooling The effectiveness of the A/C system depends on removing heat as the hot
Fans refrigerant flows through the condenser. Because of this, cooling fans
become more critical when the A/C system is ON. There are two fans that
contribute toward heat transfer in the engine compartment:
A/C Condenser Fans are driven either manually from the engine or
electrically. Some Toyota vehicles use a belt-driven fan. Most current
vehicles use electric fans. A fan circuit contains the following components:
Coolant Temperature Switch (thermo-switch) located in the water jacket
of the cylinder head. The coolant temperature switch is normally closed
(NC). When the coolant temperature is cold/cool, the circuit path
through the switch is complete (ON). The switch opens (OFF) when
the coolant temperature exceeds a specified value, typically around
190 F (90 C).
Cooling Fans
Two types:
Mechanically or
Electrically driven.
Pulley
Fluid Fan Bracket
Coupling
Cooling Fan
Electric Cooling
Fan Circuit
1 2F
Fan relays activate
cooling fans at low or 1 5
10 2A
1
2D
W
1 3
Radiator 2
Fan Relay A1
M A/C Condenser
Fan Motor
L
2 4 1
R
3 2E 3 2A 8 2A 2 2D 4 2A 6 2D
5 5
4 5
Radiator 3
B-R
L-B
B
L
Fan Relay 5
No. 2
2 1
2 5 5
From Magnetic
<26-4><27-5>
B-R
Clutch Relay
A2
A/C High
Pressure SW
W-R
W-B
1
B-R
2
R1
1 EA1
B-w
Radiator M
Fan Motor
1 5
B-R
5
W-B
1 3
2
Radiator
W3 Fan Relay
Water Temp. No. 3
SW
1 2
1
5 5
W-B
W-B
B W-B
2 EA1
W-B
W-B
Fig. 3-25
752f325
A fail-safe circuit in the cooling fan ECU protects the system in case of a
component failure.
A/C A multispeed fan motor in the air conditioning ductwork circulates cabin
Blower (interior) air or fresh exterior air through the evaporator. In early Toyota
Motor vehicles, a multi-position switch and resistor assembly in the circuit
changes the source voltage to the fan motor. The resistor block contains
multiple outlet terminals to introduce different resistance values into the
circuit to create the multiple speeds. At its highest speed, a full 12 volts
is supplied to the blower motor. To reduce blower speed, the switch
introduces a different resistance to create each of the lower blower speeds.
In current Toyota vehicles, the blower speed is controlled electronically
by the A/C controller.
Resistor-Type 12V
Blower Switch
Current passes through
some or all portions Lo
of resistor depending on M
blower switch speed Fan Motor
position.
Blower Switch
Hi
Resistor Block
Fig. 3-26
752f326
Review of Based on the physics of heat transfer, an automotive A/C system works
Refrigeration on these principles:
Circuit Heat is absorbed from the passenger compartment by the evaporator.
This happens because the expansion valve restricts the flow of liquid
refrigerant and increases pressure. However, when the expansion valve
opens, there is a drop in pressure which causes the refrigerant to
evaporate and absorb heat. Dehumidification occurs as the interior air
is drawn across the cool surface of the evaporator.
The gas coming out of the evaporator has its pressure and temperature
raised by the compressor.
The hot gas releases heat to the outside air at the condenser and
changes (condenses) back into a liquid before being filtered and stored
at the receiver-drier.
A/C Refrigerant
Cycle
Fig. 3-27
752f327
Notes
Worksheet Objectives:
Describe and identify basic terms, properties and information about vehicle refrigerants.
Background:
Servicing mobile refrigerant systems require a knowledge of service procedures as well as the properties of
different refrigerants.
2. The release of refrigerant into the atmosphere can damage the ____________________ layer that protects the
earth from excessive __________________________________________ and skin cancer.
6. What test should be done before recovering refrigerant from a vehicle? _______________________________
7. Recovered refrigerant can be reused if it is _________________________ and service equipment that recycle
the refrigerant during recovery are known as _________________________ machines.
8. Placing a vacuum on the A/C system with a vacuum pump for __________________________ to remove
__________________________ is known as _____________________________.
9. What does it mean if, following recovery and evacuation, the pressure gauge raises when the vacuum is
removed?
___________________ or _______________________________________________________________________,
_______________________________________________________________________________
11. A/C service fittings for HFC-134a have _______________________________________ for low and high sides
and also have _________________________________ within ___________________________________.
12. There is a difference between CFC-12 and HFC-134a service fittings. The CFC-12 service fittings are
_____________________________________ type.
13. A/C service hoses are color-coded. Low-pressure side hoses are _____________________ in color, while
high-pressure hoses are _____________________ in color.
14. CFC-12 containers are _____________________ in color, while HFC-134a containers are
_____________________ in color.
16. HFC-134a refrigerant is ________________________ than air, which means the leak-detector sensing probe
should be held ________________________ suspected leak points.
17. Detecting leaks on the low side is often more effective with the A/C turned __________________. High-side
leaks are more easily detectable with the system __________________to increase pressures.
18. The location to check for evaporator leaks is at the evaporator case ______________________________.
19. Suspected leak areas such as the compressor seal will often have ______________________________.
21. Refrigerant dyes can ___________________________________________ or if added with PAG oil can cause
______________________________ when looking for leaks.
22. Debris in the A/C system following a compressor failure is _____________________________________ from
components and lines.
27. What is the application for Denso oils numbered ND-6 _________________________,
28. The A/C works very well to __________________________ windows in rainy weather.
29. When using the A/C in cold weather, remember the ________________________________ may be
__________________________.
30. Unusual A/C clutch noises during engagement could be related to _________________.
32. When installing a REMAN compressor, it is important to check for _______________________ in the system.
33. Whenever the A/C system has been opened to the atmosphere, or a component is replaced, you should also
replace the __________________________________, then ___________________________ the system.
Notes
A/C Principles
Name: ___________________________________________________________ Date: _________________________
Check each category after participating in the classroom discussion and complete this sheet as you are
completing Worksheet 3-1 using the A/C Principles worksheet in the classroom. Ask the instructor if you have
any questions regarding the topics provided below:
Topic Comment
Notes
Worksheet Objectives:
Locate and identify system components in both front and rear A/C units.
Background:
Successful diagnosis and troubleshooting requires identifying and knowing where the various A/C components
are located.
Section 1
Identify Basic A/C Components
1. Using the Vehicle Repair Manual and NCF Manual, locate and identify the following basic A/C components:
Section 2
Identify Auto A/C Components
2. Using the Vehicle Repair Manual and NCF Manual, locate and identify the following auto A/C components:
Check each category after participating in the classroom discussion and complete this sheet as you are
completing Worksheet 3-2 using the A/C Component Identification worksheet in the shop. Ask the instructor if
you have any questions regarding the topics provided below:
Topic Comment
Notes
7. Locate the leak detector TSB using the TIS, then perform a refrigerant
leak test.
8. Evaluate proper A/C operation using the Touch and Feel procedure.
System Checks A complete check of the mechanics and performance of the A/C system
will quickly reveal areas in need of attention. You can perform simple
and easy-to-do sight, sound and touch checks of the A/C system.
These include:
4. Listen for the loud click that indicates the compressor clutch has
engaged (energized). Observe any unusual compressor noises. Confirm
that the electric fans immediately run at low speed.
Sight Glass
Note: Sight glass not Sight Glass
accurate method to
properly charge system.
Properly Insufficiently
Charged Charged
Receiver-Drier
Fig. 4-1
752f401
A cloudy flow indicates the desiccant has escaped from its bag
container or there is moisture in the system.
Need for Periodic maintenance is required on all A/C systems. Ideally, a leak-free
Periodic system should keep running for many miles, but a variety of conditions
Maintenance can cause the system to malfunction or to not operate at peak efficiency:
Water can enter the system and form weak solutions of hydrochloric
and hydrofluoric acids. These acids will wear out internal components
and may lead to pinhole leaks in the system.
Normal wear and tear of moving parts inside the compressor and
expansion valve will reduce system efficiency and may clog small
passages in the system.
A/C-Specific These situations may cause the system to not cool, and not show any
Maintenance and mechanical failure. Because of this, the A/C system requires periodic
Inspection maintenance to restore it to an efficient operating condition. Periodic
maintenance includes the following:
Visually inspect the system for airflow restrictions, drive belt tension
and obvious component failure.
Recharge the system and check its performance, including the fan
system.
Diagnostic Automatic A/C systems use an electronic control unit to control the
Trouble Codes refrigeration and the air distribution systems. To diagnose the system,
(DTCs) the A/C ECU provides several Diagnostic Trouble Codes (DTCs) to help
identify the malfunction. Periodic maintenance includes checking for
DTCs. An OBD II scan tool connected to the vehicles Data Link
Connector can also read DTCs in the system. In addition, the scan tool
may be able to check the operation of various A/C system actuators.
Water temperature sensor circuit Harness or connector between ECM and A/C amplifier
14 (Heater Control Housing)
(05478) ECM
A/C amplifier (Heater Control Housing)
On some vehicles, the scan tool may not be able to retrieve DTCs in the
system. If this is the case, DTCs can be read by observing a blinking
pattern on the Malfunction Indicator Lamp (MIL) or by a display on
the A/C control panel. The procedure to access DTCs in this manner
is described in the Vehicle Repair Manual and in Section 7 of this
Student Handbook.
Fig. 4-3
752f403
Special Tools Here are some special tools needed to service and test the A/C system:
Thermometer Thermometer Essential to compare vent outlet temperature with
ambient (outside) temperatures during performance checks and for
checking system pressures.
A/C Pressure A/C Pressure Gauge Determines how much refrigerant is in the
Gauge system. It also provides a convenient location to attach other service
equipment to the system. The A/C pressure gauges can be part of a
Manifold Gauge Set or built into a Charging-Recovery Station. Two
gauges are connected to the system; one for the low-pressure side and
the other for the high-pressure side. The gauges and hoses follow a
standard color code. The low side is blue and the high side is red.
Each gauge shows the pressure in that part of the system.
When part of a Manifold Gauge Set, the valves (marked Low and High),
allow one or both inlets to connect to a central passage (thus the term
manifold). A third hose fitting is reserved for charging or evacuating the
system.
The center hose of a manifold gauge set connects to a refrigerant tank for
charging or to a vacuum pump for evacuating the system. Charging the
system must only be performed on the low-pressure (suction) side. This
prevents dangerous pressure from developing in the refrigerant supply tank.
A/C Pressure
Gauge Connection 100 300
0
Note: Pressure gauges 0 100 400
PSI PSI
are built into the latest
recovery machines.
LO HI
Fig. 4-4
752f404
The static charge (system pressure with system OFF) is also of value when
troubleshooting. The rule of thumb is a 1:1 ratio on the gauge reading;
approximately 1 psig for every 1 F of ambient temperature. Thus, on an
80 F day, the system should have approximately 80 psig static pressure.
Caution: For your safety, ensure each hose is connected to the correct service port
in the system. On older CFC-12 systems, the two fittings may be the same
size: the high-side fitting is always a smaller diameter line, and the low-side
fitting is in a larger diameter line. If in doubt, consult the Vehicle Repair
Manual and carefully follow the refrigerant path to confirm each fitting.
Normal Ambient High Side Low Side High Side Low Side
Refrigerant System Temp F PSIG, HFC-134a PSIG, HFC-134a PSIG, CFC-12 PSIG, CFC-12
Pressures
60 120-170 7-15 120-150 5-15
70 150-250 8-16 140-180 8-16
80 190-280 10-20 160-250 10-18
90 220-330 15-25 200-280 12-25
100 250-350 20-30 220-300 15-30
110 280-400 25-40 250-320 20-35
(These pressures are also listed in the Vehicle Repair Manual in metric
units of C and kg/cm2.)
If both gauges show equal pressures in the 60-80 psig range, this
indicates a fully charged system with an inoperative compressor.
Additional conditions and specific component failures can be diagnosed
based on gauge readings as shown in the Vehicle Repair Manual.
Recovery-Recycling-
Recharging Station
Refrigerant type specific
for CFC-12 or HFC-134a
systems.
Used for recovery,
recycling, evacuation and
recharging.
Fig. 4-5
752f405
Leak Detection Leak Detector Low gauge readings usually indicate the system has a
leak. A small quantity of refrigerant in the system generally indicates a
small leak. However, the gauge cant tell you where to locate the leak. A
simple visual inspection may reveal large leaks, especially those that result
from body damage. Oil stains are usually found around any refrigerant
leak. System fittings are the most likely sources of leaks.
When the leak is not obvious, a leak detector can be used to pinpoint the
source. Finding a leak this way requires some refrigerant in the system.
You can find a leak if the vehicle has high-side pressures greater than
60 psig. If system pressure is lower than this, add no more than one
pound of refrigerant to the system, then test. After leak testing, use the
recovery station to remove the refrigerant before opening the system for
repairs.
The most accurate way to find leaks is with an electronic leak detector.
Modern units can detect leaks as small as one ounce per year. The detector
contains an audible or visual signal to indicate a leak. Finding leaks with
a leak detector is a skill that requires patience and knowledge of the
principles of refrigerants.
Electronic
Leak Detector
Fig. 4-6
752f406
Refrigerants are three to four times heavier than air. Thus, the leak
will be easiest to find below the leak source.
Leaks on the high-pressure side may be easier to find when the system
is operating.
Leaks on the low-pressure side may be easier to find when the system
is not running.
Small leaks will be easier to detect when the system is OFF and no
fans are blowing air.
Many leak detectors do not sense at the tip, but rather inside the unit.
Allow time for the sampled air to be drawn into the unit by moving the
tip no faster than one inch per second.
To detect leaks inside the plenum (air distribution housing), switch the
fan OFF for a minute then click it ON momentarily to force any leaking
refrigerant gas to the outlet vents where the leak can be detected.
Older leak detection techniques rely on a torch flame that changes color
in the presence of CFC-12. Due to the danger of potential phosgene gas
poisoning, do not use this type of detector. Colored and ultraviolet dyes
have also been used, but theres a danger of staining interior fabrics
using these dyes.
Leak-Testing Toyota does not recommend using leak-testing dyes as their long-term
Dyes residual effects have not been fully tested. Some dyes lose their effectiveness
over time and leaks are not accurately detected once the product has dried
away from the leakage area. Leaks located within an evaporator case or in a
hard-to-see location may also go undetected and repeated applications of
dyes during repeated checks can raise the level of contamination of the
system lubricant with unknown adverse effects. Dyes are often injected
with a new charge of PAG oil. Repeated dye applications will result in over
oiling the system requiring thorough cleaning and flushing of the system.
System Sealant Toyota does not recommend the use of A/C system sealants for minor
(Stop Leak) repair of leaks or as a preventative additive during system service.
Products Sealants may cause gumming of system passages and may even result in
magnetic clutch engagement problems if the leak is at the compressor
front seal. Warranty reimbursement could be denied if a subsequent
component failure is linked to the use of sealants in a Toyota system
(Denso), the air conditioning supplier company, does not recommend
sealant products in the system. If not performed properly, flushing out
residual sealant gum may result in serious consequences.
Prevents
cross-contamination.
Detects air in system. Control Panel
Reads in %.
Power Cord
Sample Inlet
Port
Air Intake Port
System Pressure
Gauge
Sample Filter
Purge Vent Port Printer Port Fig. 4-7
752f407
Drive Belt Drive Belt Tension Gauge Accurately measures the tension of
Tension Gauge multiribbed belts. Multiribbed belts do not tolerate stretch as much as
V-belts.
Insufficient tension will result in belt slippage.
There are different tension specs for new versus used belts.
Belt Tension
and Wear
Push Pull
Quick
Disconnect Tool
For quick
disconnect fittings.
Two sizes.
Fig. 4-9
SST
Release Lever 752f409
Shaft Seal
Protector Tool
Used to protect
shaft seal when installing
front housing.
Fig. 4-10
752f410
Front Seal
Driver-Installer
SST
Fig. 4-11
752f411
Resource The Toyota Repair Manual for each vehicle is always the starting point for
Materials diagnostic and service information.
Repair Manual
Air conditioning and
heating section.
Diagnostic section.
Fig. 4-12
752f412
Toyota Electrical Wiring Diagrams (EWDs) also are needed to diagnose and
repair. They contain location diagrams and testing specifications for
electrical components.
EWD Manual
System schematics
and power circuits.
Connector locations.
Ground locations.
Fig. 4-13
752f413
Troubleshooting, A variety of maintenance conditions can affect the A/C system that may
Service and not be revealed by standard diagnostic procedures.
Repair Tips
If a system does not blow sufficient air, check for obstructions of the
fresh air intake or body exhauster vents outside the vehicle.
Restricted (clogged) fresh air filter behind glove box needs replacement.
The expansion valve may fail in the open mode as a result of debris in
the system (perhaps from a past malfunction). The expansion valve can
also seize in the closed position due to a loss of lubricant. Apparent
expansion valve failure may simply be a case of the capillary tube
(sensing bulb) not being in contact with the evaporator outlet line.
Paper, leaves and mud can clog the condenser fins. This reduces
system performance and can cause overheating and a blown fusible
plug or relief valve. The debris can often be blown out with compressed
air or a water hose. If necessary, special combs are available to
straighten bent condenser fins.
Clearing
Condenser
Obstructions
Bugs or dirt will increase
system pressures and
reduce cooling efficiency.
Fig. 4-14
752f414
A system which does not produce cool air or blows a visible mist
(even though the fan works) may have one of two malfunctions:*
Note: Some models may require using a jumper wire to test operation, see W/D.
Every system will slowly lose refrigerant through the front compressor
seal, especially if the system is unused for long periods and the lip seal
dries out. It is not unusual to lose half a pound each year. At this rate,
the system will lose its effectiveness in two to three years. This slow
leak will not be apparent during normal maintenance and is too small
to be detected with a leak checker.
A system that loses more than half a pound per year has a real leak.
Leaking front seals may be easy to diagnose due to the oil stains on
the clutch and in front of the compressor. The seal is easily replaced
and on some models it can be done without removing the compressor.
When handling the front seal, always coat your fingers in oil to prevent
body oils and acids from etching the delicate sealing surface.
Recover any refrigerant remaining in the system before removing the seal.
Always install the receiver-drier last. Keep it sealed until the last
moment to prevent the desiccant from absorbing moisture. It will
become totally saturated with 10 minutes of exposure to humid air.
Refrigerant Old system refrigerant must be recovered before any repair requires
Recovery opening the A/C system.
Carefully measure the oil removed from the vehicle with the recovery
machine.
Evacuation Process
Minimum
Evacuation Time Evacuation Airtight Top-Up Charging Refrigerant Charging
Check of Refrigerant Leak Check Refrigerant
Flushing Flushing products and procedures are not recommended by Toyota, and
Precautions parts should be replaced if debris contamination is suspected. Flushing
does not always remove all debris trapped in the system. Remaining
debris can dislodge later and damage the compressor or block the
expansion valve. Flushing a system using CFC-12 or HFC-134a
refrigerant requires recovery of refrigerant used without allowing it to
escape into the atmosphere.
Evacuation After completing repairs, evacuate the system to remove moisture. This is
important for system durability as moisture will form metal-destroying
acids and create ice blockage at the expansion valve. Evacuation means
applying a strong vacuum to the system. This has the effect of lowering
the boiling temperature of water which will boil out of the system
(vaporize) at room temperature. With a system vacuum of 29.5 inches
Hg at sea level, water will boil at 59 F (15 C).
A vacuum pump will create 29.5 inches of vacuum. The correction for
higher altitudes is to subtract one inch per 1,000 feet above sea level.
Connect the A/C service hoses to both service ports and evacuate for at
least 30 minutes before charging the system after repairs (newly installed
systems = 10 minutes). This process will remove any moisture in the system.
However, this will not remove moisture from a saturated receiver-drier
which should be replaced.
After evacuation, close both valves on the manifold gauges set. Allow the
system to remain under vacuum for a few minutes as a final leak check
before charging.
The oil coats the inside of each component, lubricates the bearings, rings
and seals of the compressor and the moving parts of the expansion valve.
The oil carries debris to the filter inside the receiver-drier. Different oils
are formulated for the A/C system depending upon the type of compressor
design and refrigerant used. Use only the recommended lubricant as
specified in the Vehicle Repair Manual.
Note: Do not mix different types of compressor oils together. Not all types are
compatible. Drain oil from the recovery/recycling machine after each
vehicle serviced.
Adding Oil When opening the A/C system for repairs, replace the correct quantity of
After Repairs lubricating oil into the system. After replacing a large component, the
Vehicle Repair Manual specifies the exact amount of oil to recharge in
addition to the amount removed during the recovery process. When
replacing a compressor, remember that a new or remanufactured
compressor usually has enough oil to fill the entire system. Therefore, you
must compensate (add/remove) lubricant for the proper system amount.
Note: Excess oil reduces the thermal efficiency of the system. The process of
leak checking with dyes adds even more oil into the system.
Refrigerant/Oil
Proportion
in System
When replacing parts in
the system, some oil is
lost and must be added.
Replacement
compressors have a full
system amount of oil.
Fig. 4-17
752f417
Add lubricating oil to the system after evacuation and before charging.
Some charging stations include oil-charge capability, or a special bottle
can used to meter the oil removed by the evacuation process.
Inline Filters Aftermarket inline filters are commonly available in the market, however,
they are not recommended by Toyota and certain precautions must be
kept in mind.
Improperly installed or poor quality inline filters can fail over time
and block the inlet port to the compressor or cause internal physical
damage.
Performance The final step in a repair is to perform a final check of your work. This
Checking final performance check should include:
Note: Some recycling machines cannot identify the many different types of
refrigerant gases that are on the market. It is important to never mix
refrigerants in a single machine.
Equipment All recovery/recycling equipment works about the same way in order to
Operation meet SAE standards. Control locations may vary and some functions
which are automated on some machines may be manually operated on
others. Connection to the vehicle A/C system is always through a pressure
gauge set. The gauge set may be part of the recovery/recycling station.
A/C System
Identification CFC-12 Service Fittings HFC-134a Service Fittings
Noncondensables With a one-pass machine, recycling is only necessary if the tank has been
contaminated with excessive noncondensables or if the desiccant/filter
is saturated.
3. Find the point where your pressure and temperature intersect on the
chart:
If the point is below the black line, the refrigerant is safe to use.
If the point is above the black line, open the VENT or PURGE valve
until the pressure falls to below the limit shown in the chart.
150
Air is a noncondensable.
140
Refer to text on this
page to use chart.
Pressure, psig
130
120
110
100
90
80
70
65 70 75 80 85 90 95 100 105 110 115
Temperature, Degrees F Fig. 4-18
752f418
If the pressure cannot be brought within the limit shown, recycle the
entire contents of the cylinder. Only cylinders of completely recycled
refrigerant may be stored. Noncondensables may present a danger of
tank corrosion or bursting under extreme conditions.
Storage Refrigerant cylinders (tanks) are designed to only hold a specific gas
Cylinders and have unique fittings for each gas to prevent contamination.
CFC-12 cylinders are white or off-white
1. Liquid fitting with a blue shut-off valve connects to a siphon tube that
draws refrigerant from the bottom of the cylinder.
2. Gas fitting has a red valve and is connected to the top of the tank to
add or remove gas from the cylinder.
Cap all fittings to prevent leakage when the cylinder is not used. New
service cylinders are shipped with a charge of pure nitrogen. This must
be vented to the atmosphere before using. Empty or new cylinders must
be evacuated for at least five minutes before using to maintain refrigerant
purity.
Worksheet Objectives:
After completing this worksheet you will be able to accurately operate the Neutronics Refrigerant Tester which
will allow you to identify contaminants in refrigerants.
Background:
Identifying the refrigerant type prevents storage contamination and potential damage to the A/C
system and to recharging and recycling equipment.
Section 1
1. Open the Neutronics Case and inspect the sample filter for discoloration or red spots anywhere on the
outside diameter of the filter element. If any problems are found with this filter it must be replaced.
2. Select the HFC-134a sample hose from the storage panel in the case cover. Install the sample hose onto the
inlet port of the test instrument (Finger tighten only).
3. Inspect the air intake port, the sample exhaust port, and the case vent ports for any obstructions.
4. Verify that the purge vent cap is securely installed onto the port.
6. Connect the power cord to 110 VAC and wait. The system display should read, Cold.
7. During the warm-up period, the system allows the operator to change the local elevation calibration.
8. To change the elevation setting on the tester, Press the A and B buttons simultaneously. The display
should read ELE, then a number. This is the factory setting. Press the A and B buttons separately to
increase or decrease the elevation setting.
9. Once the correct elevation is set, allow the instrument to sit for 20 seconds and the elevation value will be
accepted. The tester will return to the warm-up cycle.
10. After the warm-up cycle the tester will self calibrate at which time the display will read:
READY:CON.HOSE, PRESS A TO START the green LED will be flashing.
11. Connect the service end of the test hose to the low-pressure service fitting, then open the valve.
12. Check the pressure on the tester gauge. It should read approximately 10 psig.
15. Once the sampling is complete, the unit will display the results.
b. Press the B button to exit if no air is present or to purge any air present in the system.
Note: This printout can be obtained if you have access to a printer with a parallel port. It is useful
when contaminated refrigerant is found in a customer vehicle and proof is required.
Section 2
Air Purging Operation
16. If the test unit determines that there is air in the system the unit will prompt the operator. At this point,
press A to begin system purging and B to cancel purging.
17. Adjust the purge limit by pressing B when prompted by the equipment display. Pressing A or B adjusts
the purge limit up or down, respectively.
18. After reaching the desired purge limit, allow the system to adjust for 15 seconds without pressing any
buttons.
19. The test equipment will automatically store the purge setting.
Purge Cycle
20. When the tester is ready to purge you will see the message, REMOVE PURGE CAP, CON. HOSE, PRS.A.
21. Remove the purge cap from the purge vent port.
22. Install the purge vent hose onto the vent and point the free end of the hose away from the tester.
23. After connecting the hose, press the A button to begin the process.
24. The display will read, NOW AIR IS XX.X%, PURGING TO XX.X%. Purge times will vary depending on
applications. For example, a 50-pound storage cylinder that is 50 percent liquid will require approximately
one hour to purge. The purge process can be stopped at any time by pressing buttons A and B
simultaneously.
25. When the process is complete the display will read, DONE, AIR IS X.X%. PRESS B TO EXIT.
The green LED will flash.
Error Codes
26. Refer to the manufacturers operating manual to describe the meaning of the following error codes:
ERR.1 ________________________________________________________________________________.
ERR.2 ________________________________________________________________________________.
ERR.3 ________________________________________________________________________________.
Refrigerant Identification
Name: ___________________________________________________________ Date: _________________________
Check each category after participating in the classroom discussion and complete this sheet as you are
completing Worksheet 4-1 using the Refrigerant Identification worksheet in the classroom. Ask the instructor if
you have any questions regarding the topics provided below:
Topic Comment
Reading % HFC-134a
Reading % air
Air purging
Notes
Worksheet Objectives:
Given this worksheet and a Toyota vehicle, you will evaluate a HVAC system by touching various components
and checking component temperatures.
Background:
The high- and low-pressure sides of the HVAC system provide distinct temperature differences. You can get a
pretty good idea of the performance of an A/C system by observing the temperatures of the various lines and
components. Knowing these differences can help you verify system operation and diagnose malfunctions in the
A/C system.
1. In the following illustration, the areas in blue are typically much cooler than those in red. What is the basic
reason for this difference?
________________________________________________________________________________________________
________________________________________________________________________________________________.
2. A sight glass in the A/C system, while not as accurate as pressure gauge readings, can indicate if the
system is fully ___________________________.
Note: The sight glass is not used as much because it is no longer an accurate indicator of the correct
amount of refrigerant in the system.
3. Start engine and bring to operating temperature, then switch the A/C system ON.
4. Wait a few minutes, then touch all the refrigerant lines on the low side of the system.
They should feel ___________________________.
CAUTION: Observe personal safety. Be careful of rotating engine parts.
5. Describe the temperature of the refrigerant line leading from the compressor to the condenser.
_____________________________________.
Note: If the low- and high-side temperatures are okay, then the compressor is operating normally.
6. Using the A/C switch on the control panel, cycle the compressor ON and OFF and verify the compressor
clutch is engaging and disengaging.
A/C switch ON and compressor clutch engaged: Yes / No
A/C switch OFF and compressor clutch disengaged: Yes / No
8. What is your diagnosis if a receiver-drier is cool to the touch on the expansion valve side of the component?
________________________________________________________________________________________________.
________________________________________________________________________________________________.
Vehicle Interior
Performance Test
10. Adjust the temperature setting on the control panel to maximum cooling and full recirculation. Set the blower
speed to High and close all the doors and windows.
11. Insert a thermometer into the center vent and measure the air temperature.
12. Switch the blower speed to Low and record any changes in temperature.
________________________________________________________________________________________________.
13. Increase the engine speed to 1,500 rpm and record any change in the temperature.
________________________________________________________________________________________________.
Notes
Review this sheet as you are completing Worksheet 4-2 for Touch and Feel Diagnosis. Check each category
after participating in the classroom discussion and completing the worksheet in the shop. Ask the instructor if
you have any questions regarding the topics provided below.
Topic Comment
Component identification
Clutch cycling
Notes
Worksheet Objectives:
Given a Vehicle Repair Manual, this worksheet and other technical publications, you will correctly remove and
replace the A/C compressor clutch on a Toyota vehicle.
Background:
The compressor clutch is an electromagnetic device to connect the drive pulley to the compressor shaft. When
the shaft rotates, refrigerant circulates through the system.
Section 1
1. What page in the Vehicle Repair Manual describes the R&R procedure? ______________________
2. Approximately how much torque will it take to remove the shaft bolt? ______________________
4. What kind of hammer is suggested to remove the pressure plate from the shaft?
___________________________________________________________________________
_____________________________________
7. How many Snap Rings are there to be removed in the complete process? _________________
Reassemble Clutch
8. What direction (up or down) should the beveled side of the snap ring face? _________________
11. What is the Standard Clearance between the clutch and pressure plate?
__________________________________________________________________________________
__________________________________________________________________________________
__________________________________________________________________________________
__________________________________________________________________________________
13. What page in the Vehicle Repair Manual did you find this information? ______________________________
Answer the following diagnostic questions based on the information in your Vehicle Repair Manual and
the Reference section in your Technician Handbook.
14. There is an attempt to energize the A/C compressor. After switching the A/C ON, the clutch does not
engage. In addition, the compressor clutch does not produce a clicking sound. What two items would you
check first?
______________________ _______________________
15. You have confirmed source voltage to the compressor connector and decide to check the resistance of the
stator. What is the resistance specification for the stator?
_____________________________________________________________________________
16. If there is no source voltage at the stator connector and the stator resistance is okay, jump the connector to
the coil to bypass the _________________________________________.
17. After jumpering (bypass the A/C switch), the compressor clutch engages and the compressor runs quietly.
What is a reasonable conclusion based on these findings?
____________________________________________________________________________
18. What is a reasonable timeframe to run this compressor (circuit bypassed) for testing purposes?
________________________________________________________________________________________________
_________________________________________________________________________________________________
_________________________________________________________________________________________________
_________________________________________________________________________________________________
Notes
Check each category after participating in the classroom discussion and complete this sheet as you are
completing Worksheet 4-3 using the Compressor Clutch Replacement worksheet in the shop. Ask the instructor
if you have any questions regarding the topics provided below:
Topic Comment
Identification of compressor
clutch parts
Notes
Worksheet Objectives:
Given this worksheet, a Toyota vehicle, a Vehicle Repair Manual and a Refrigerant Recovery Machine, you will
operate the A/C recovery/recharging machines available at this station.
Background:
The setup and use of recovery and recycling machines will vary from dealership to dealership. This worksheet
emphasizes the importance of proper preparation and equipment safety issues. It is important to understand the
operation differences for each machine. Proper care and maintenance of any machine will prevent comebacks
and increase customer satisfaction. One person at your dealership should be responsible for maintaining the
recycling and recovery equipment.
Section 1
1. Identify the make and model of the HFC-134a recycling/recovery machine at this station.
________Okay
3. When a new tank is placed into service, a small amount of refrigerant must be added to the new tank.
Approximately how much refrigerant should be added before using the new tank?
________________________________________________________________________________________________
Note: All of the above setup procedures have been performed for you.
4. Drain the oil catch bottle before recovery. Where is the oil catch bottle?
_________________________________________________________________________
__________ Done
Note: Verify that the oil catch bottle is empty. Place it back into its holder before starting.
5. Locate and identify the low-side and high-side A/C system fittings in the vehicle. Connect the appropriate
HFC-134a hose fittings to these ports.
__________ Done
Section 2
Recovery Procedures:
Note: Always check the A/C system with a refrigerant identifier test before recovery.
Verify there is sufficient refrigerant in the supply tank.
6. Check the sight glass or moisture indicator color on the recovery machine to determine if there is excessive
moisture in the system. If the machine has a moisture indicator:
8. Engine OFF
9. Locate and record the following information from the A/C label in the engine compartment:
11. Connect the high- and low-pressure hoses from the recovery machine onto the vehicle.
Note: Verify the fitting valves are closed before connecting to the vehicle A/C system valves.
12. Before starting the recovery process, determine system performance as follows:
a. Start engine and warm up to operating temperature. Set the system to maximum cold, then check the
temperature at the center vent.
Note: See TIS for Engine Speed and vehicle door opening position.
c. Observe and record the refrigerant pressures on both gauges. The following illustration shows normal
gauge readings.
________________________________________________________________________.
13. Follow the directions in the Equipment Operating Manual and recover the refrigerant from this vehicle.
Note: Verify the refrigerant valves on the recovery machine are closed.
Do not disturb the recovery machine or the refrigerant supply tank during the
recovery/recycling/recharging operation as this could upset the charge amount.
_______ Done
15. How does this compare with the amount on the label? _______________________________________________.
16. How much oil was removed during refrigerant recovery? ____________________________________________.
What type and how much oil do you need to put back in the system? _________________________________.
Under what conditions do you add oil to the system during this procedure?_____________________________.
17. Remove moisture from the system with a vacuum pump. Evacuate at 29.5 in. Hg for approximately
5 minutes (See note).
________ Done
Note: If the system does not hold a vacuum there is a leak in the system.
This evacuation process is important. It normally takes 30-60 minutes to complete.
18. Does the system hold a vacuum after 5 minutes? Yes / No (Circle one)
19. Follow the instructions for recharging and begin that process. Install the specified amount of refrigerant into
the system as you removed. Refer to the vehicle label or the Vehicle Repair Manual for the proper amount.
20. Do the A/C Pressure Gauges display approximately the same amount when you started?
________ Done
HFC-134a Recovery
Name: ___________________________________________________________ Date: _________________________
Check each category after participating in the classroom discussion and complete this sheet as you are
completing Worksheet 4-4 using the HFC-134a Recovery worksheet in the shop. Ask the instructor if you have
any questions regarding the topics provided below:
Topic Comment
Identification of parts of
recovery station
Evacuation process
Notes
Worksheet Objectives:
Use this worksheet as a guide to search for information on the TIS and use that information to check for
refrigerant leaks in a Toyota vehicle.
Background:
Refrigerant loss decreases the efficiency of the A/C system. A leak test will help determine the
location of the leak.
Section 1:
AC95-001 AC001-04
Section 2 (On-Car)
6. Use TSB AC95-001 to perform a refrigerant leak check on a vehicle. Before beginning, take the leak detector
to the Recovery/Recycling Machine and check it for leaks.
Leak check performed per TSB AC95-001: ________
7. List problems you discover as you complete the TSB concerning this type of leak detection.
_________________________________________________________________________________________________
_________________________________________________________________________________________________
_________________________________________________________________________________________________
_________________________________________________________________________________________________
8. Leak detection methods have been controversial since the appearance of various recycling machines. List
the problems regarding other types of leak detection.
Dye in refrigerant
Flame tester
Section 3 (In-Class)
_____________________________________________________________________________________________
b. What parts should you inspect for trapped metal particles or debris?
_____________________________________________________________________________________________
_____________________________________________________________________________________________
c. How much compressor oil must be added or removed from the system when performing this
countermeasure procedure on a vehicle with dual A/C? _________________________________________
e. If the compressor is replaced again in the future after this TSB procedure, how much compressor oil will
be required? ________________________________________________________________
Check each category after participating in the classroom discussion and complete this sheet as you are
completing Worksheet 4-5 using the TIS Information/Leak Check worksheet in the shop. Ask the instructor if
you have any questions regarding the topics provided below:
Topic Comment
Notes
Worksheet Objectives:
Given the Technician Handbook and TIS you will evaluate and diagnose a simulated manifold gauge condition.
Background:
The A/C pressure gauges provide a snapshot of the operating condition of the A/C system. These readings can
help diagnose malfunctions in the system.
Low__________________psi High__________________psi
NOTE: As you review the following gauge readings, keep in mind the operating conditions of the system and
why these conditions cause these gauge readings.
What is the condition of the system? (See Normal System Refrigerant Pressure chart in
3. The customer complains of poor cooling or no cooling at all and both pressure gauges are low.
Low-side
pressure is too high
High-side
pressure is too low
_________________________________________________________________________________________________
6. In this example, both pressures are high. What are two likely causes?
Low-side
pressure is too high
High-side
pressure is too high
7. Describe how the above gauge readings might be related to a previous ineffective repair.
8. The following gauge readings are most common. The refrigerant level is to specification. The complaint is
poor or no cooling.
Condition: _________________________________________________________________
Summary:
As shown in these examples, there are logical reasons for certain gauge readings. However, there are some
readings caused by more than one component or situation. Through the process of elimination, the components
can be tested to determine the cause of the malfunction.
Review Questions:
1. The low-pressure side sometimes draws a vacuum. List some reasons to explain this:
___________________________________________________________________________
___________________________________________________________________________
a. ________________________________________________________________________
b. ________________________________________________________________________
c. ________________________________________________________________________
a. ________________________________________________________________________
b. ________________________________________________________________________
c. ________________________________________________________________________
Notes
Check each category after participating in the classroom discussion and complete this sheet as you are
completing Worksheet 4-6 using the A/C Pressure Gauge Diagnosis worksheet in the shop. Ask the instructor if
you have any questions regarding the topics provided below:
Topic Comment
Notes
Lesson 1. Locate and verify the operation of the air inlet control system.
Objectives 2. Locate and verify the operation of the temperature control system.
3. Locate and verify the operation of the air distribution control system.
Heater In simple systems, the heater control valve may be the only adjustable
Control Valve temperature control. It controls the flow of hot coolant through the heater
core (heat exchanger) to increase the air temperature going to the interior.
Fig. 5-2
Out In 752f502
Cable-Operated
Heater Control Rotary Valve
Valve
Operated by
temperature control OUT
knob or lever.
Cable adjustment
is important.
Fig. 5-3
IN
752f503
The heater control valve controls the flow of hot coolant into the heater core
and opens in steps when the set temperature knob or slider moves from the
MAX COLD setting to a warmer setting. A misadjusted heater control valve
can result in reduced heating if it doesnt open fully or will cool poorly if its
not fully closed.
Air Mix Air is more responsive to temperature changes than a liquid. To take
Temperature advantage of this, some current air-distribution systems continuously
Control circulate hot coolant through the heater core. In this type of system, when
heat is needed, a controlled amount of air is allowed to pass through the
heater core. The heated air mixes with unheated air that bypasses the
heater core to achieve a comfortable mix. Since air has much less thermal
inertia than liquid, this system provides a very responsive, yet stable
adjustment of the air temperature.
Temperature
Control
Damper is moved by
cable or electric
servo-motor.
Fig. 5-4
Heater Core 752f504
A movable door or damper called the blend door inside the blower
housing controls the air through and around the heater core and/or
A/C evaporator. The amount of air mix is controlled by either a cable or
a variable vacuum signal from a control panel.
Toyota vehicles use an electric motor to control the blend door. The air mix
servo-motor thus regulates the temperature depending on a variable
signal from an electric control (variable resistor) or by a signal generated
by another device. Additional information on servo-motors is in Section 6.
Air mix temperature control systems still use a heater control valve, but it
is usually open under all conditions except maximum cooling. In other
words, the heater is at maximum hot unless the temperature control is
set to the coldest range.
Heater Core
Blend Door
Shown in heat position. Evaporator
Dotted line is
cool position.
Can be in between
or blended.
Blend Door
Fig. 5-6
752f506
Blower Speed The fan that circulates interior air is controlled by the driver to regulate
Control temperature and airflow. Fan speed is usually variable in steps by
controlling the source voltage to the fan motor through a series resistor.
Note: When several resistors are connected in series, each resistor will drop
some portion of the total source voltage, and the total of all voltage drops
equals the source voltage.
At low fan speeds, the blower switch does not provide a ground path. All
of the series resistors are used to reduce the source voltage to the motor.
At the HI speed position, the blower switch bypasses all of the resistors
to provide full source voltage to the motor.
Some vehicles have push buttons for fan speed selection instead of a
conventional rotary switch. The large size of a rotary switch means it can
handle the relatively high current of the blower fan circuit directly. With
smaller push buttons, a relay isolates the switches from the high current
fan circuit.
Blower
Motor
Blower
Control
Junction Relay
Connection
Blower
Resistor
Typically, three or four speeds are available for blower fan operation
(depending on the number of elements in the series resistor). A specific
blower speed is provided for each switch position while the highest speed
bypasses the resistor.
Motor
Motor
Control Circuit Assembly
Fig. 5-8
New Previous 752f508
Air Manual A/C systems use servo-motors or cables to control the air
Distribution distribution and air flow. Many Toyota models have push-button, air
Control distribution selector switches. When pressed, the various switches send
signals to an amplifier (ECU) that controls the movement of the damper
doors with a servo-motor. Some Toyota vehicles may have touch-sensitive
air distribution controls on a screen display.
Fig. 5-9
752f509
The air distribution system delivers air from the HVAC system to the
various parts of the interior. Fresh air first enters the vehicle at an air
inlet, usually at the base of the front windshield.
Control of Air
Evaporator
Distribution Heater Inlet
Schematic
Blend or mix doors
controlled by
servo-motors.
Blower Motor
FACE Vents
Fig. 5-10
752f510
Air Inlet Control The air inlet control is a damper that is driver-controlled to allow fresh
air to enter (open) or to recirculate air in the interior (closed). The driver
has a choice of air inlet modes: FRESH or RECIRC (recirculated air). One
or two dampers positioned before the blower motor controls this mode.
FRESH The fresh air intake mode allows maximum airflow through the vents
since the blower fan is assisted by vehicle speed. This mode is useful for
defogging windows in cold weather when outside humidity is lower than
that produced by vehicle occupants.
RECIRC This mode allows the blower motor fan to recirculate the air from inside
the vehicle and provides maximum A/C performance since the air is
already conditioned (low temperature and humidity). This mode also
prevents foul outside odors from entering the vehicle. However, total airflow
is limited because the body air inlets are closed.
Newer vehicles may provide a blend of both modes for greater comfort
and windshield defrosting under most conditions. These vehicles may
typically switch to full recirculation when the system is set to the lowest
temperature (MAX COOL).
Many vehicles have a clean air filter located after the air inlet control
to deodorize and remove dust from the outside air. This filter must be
changed at specified intervals according to operating conditions.
Fig. 5-11
752f511
At higher road speeds, airflow through the air inlet increases due to
aerodynamic forces. At lower vehicle speeds, the blower fan assists normal
airflow. From the blower fan, air passes through the evaporator, then
through or around the heater core before going to the plenum, the central
chamber inside the blower housing, then to the various ducts and air
outlets.
Air Distribution
Control and Air
Outlet Mode Chart
Note: Amount of airflow
from outlets in various
modes shown in
chart below and in
Vehicle Repair Manual.
Fig. 5-12
752f512
A B C D E
Air Outlet Mode Center Side Rear
Foot Defroster
Face Face Face
FACE
BI-LEVEL
FOOT
FOOT/DEF
DEF
If the A/C is ON, the evaporator cools the air inside the plenum. The air
is then brought to the desired temperature by the position of the blend
door, the hot heater core and the air mix servo-motor. There are additional
damper doors (mode control dampers) that determine the distribution of
the treated air from the plenum into the passenger compartment. There
are usually three or more air outlets to the vehicles interior:
Typical mode settings. See Vehicle Repair Manual for specific settings.
Typical Mode
Position Charts
Mode Position
Fig. 5-13
752f513
Air Mix Damper MAX COLD MAX HOT E~D~C Varies the mixture ratio between fresh
L/R Independent TEMP SETTING
E ~ D ~ C and recirculated air to regulate temperature
Control 65 F (18 C) 85 F (32 C)
Dual-Plane
HVAC Housing Air Inlet
Expansion
Valve Servo-motor
Twin-bladed blower
motor provides different
air volume. Evaporator
Temp. Sensor
Air Outlet
Servo-motor
Clean Air
Filter
Dual-Plane
Blower Fan
Blower Pulse
Air Mix Controller
Servo-motor
Evaporator
PTC Heater
Heater Core
(in Air Duct) Fig. 5-14
752f514
This system also provides 2-way airflow in the vehicle. Under 2-way flow
operation, the system can introduce outside air and circulate internal air
at the same time. This allows warm RECIRC air to flow to the foot area
while dry, FRESH air flows to the upper area. The 2-way flow system
provides good heating and de-misting performance.
External Air
A partition plate inside the A/C blower unit divides the airflow path
(external and internal passages). Thus, by controlling the external and
internal air doors separately, the vehicle has the following FRESH and
RECIRC airflow modes:
FRESH air
RECIRC air
Air Conditioning
Control Panel
Engine Coolant
Room Temp.
Temp. Sensor
Sensor
Evaporative
Temp. Sensor
Lock Sensor
Solar Sensor
A/C Magnetic
Air Mix
Clutch
Servo-motor
Air
Air Mix Damper Conditioning
Position Sensor ECU
Air Outlet
Servo-motor
Air Outlet
Damper Combination Speed
Meter Signal
Air Inlet
Servo-motor
Blower
Controller
Air Inlet
Damper
Position Sensor
Introduction The heating, ventilation and air conditioning (HVAC) system in a house
to Automatic contains a wall-mounted thermostat to control outlet temperatures,
A/C distribution and fan speed. Changes are rarely made to the system other
than to reprogram the ON and OFF times and to switch the system ON
and OFF. In a vehicle, not all drivers wish to individually adjust all the
functions while driving. For this reason, Automatic A/C systems were
developed.
Automatic A/C Automatic A/C is also referred to as climate control. Automatic A/C
Temperature systems function like conventional manual HVAC systems, but also offer
Control these functions:
Here are some functions of the Automatic A/C controls on a late model
Toyota:
This function controls the operation of the blower motor according to the
signals from the engine coolant temperature sensor, evaporator temperature
Blower Control
sensor and the solar sensor. In addition, it protects the blower motor
controller from the current surges when the blower motor is first activated.
When the AUTO switch is ON, automatic control causes the air mix control
servo-motor to rotate to a desired position for the correct outlet air temperature.
During operation, the potentiometer in the servo-motor detects the actual
damper opening so the system can match the actual opening to the desired
Air Outlet damper opening.
Control To prevent the front windshield from fogging up when the outside air
temperature is low, the system automatically switches the blower outlet to the
FOOT/DEF mode. Sensor inputs from engine coolant temperature, outside air
temperature, amount of sunlight, required blower outlet temperature and
vehicle speed.
Drives the servo-motor (for air inlet) according to the operation of the air inlet
control switch and fixes the dampers in the FRESH and RECIRC position.
When selecting RECIRC mode under manual operation, if the outside air temp.
is low and refrigerant pressure has a malfunction, the A/C ECU automatically
switches the air inlet mode to the FRESH mode.
Air Inlet Control However, if the outside air temperature is much lower than the specified
temperature, in spite of the malfunction of the refrigerant pressure, the A/C
ECU automatically switches the air inlet mode to the FRESH mode.
The control switches the magnetic clutch OFF when the blower motor is
switched OFF, when the engine coolant temperature is below a predetermined
value, an abnormal refrigerant pressure has been input or the discharge
Compressor temperature of the evaporator is below a predetermined value.
Control When the DEF mode switch is ON, the magnetic clutch relay activates
automatically to engage the compressor. In addition, when the blower is
switched OFF and the front defroster switch is switched ON, the blower will
activate in the automatic control condition.
The HI, LO and OFF settings of the seat heater can be switched by pressing
the seat heater switch (driver and front passenger). Based on signals from the
Seat Heater
seat heater temperature sensor, the A/C ECU switches the seat heater relay
Control ON/OFF to regulate the set temperature. Switching the ignition to OFF
switches the seat heater OFF.
Rear Window When the rear window defogger is ON, the rear window defogger and outside
Defogger Control rearview mirror heater operates. After 15 minutes, the system switches OFF.
Based on signals from the ambient temperature sensor, this control calculates
Outer Temperature
the outside temperature which is then corrected in the A/C ECU and
Indication Control displayed in the A/C control panel.
Checks the sensor according to the operation of the A/C switches. The heater
control panel then displays a portion of the Diagnostic Trouble Code (DTC)
Self-Diagnosis indicating a malfunction or a sensor check function.
Air Conditioner
AUTO BLOW UP
Function to switch the blower level
(Foot/DEF automatic ON OFF/ON
automatically when the defroster is ON.
blow up function)
A/C Amplifier The ECU of a Toyota Automatic A/C system not only controls compressor
clutch and engine idle-up operation, it also controls outlet temperature,
airflow distribution and fan speed based on a determination of interior,
ambient temperature and humidity with a compensation for solar load.
Microcomputer-
Controlled
Auto A/C System
Auto A/C system
sensors and components.
Fig. 6-1
752f601
The primary control unit for the compressor clutch circuit is the A/C
ECU. The ECU is a device that has an output current greater than the
input signals. The amplifier section of the ECU processes low current
signals from a number of sources to control a relay. The relay supplies
power to energize the compressor clutch. The relay also adds a further
level of amplification to the circuit since the power side of a relay can pass
more current than is needed to activate the control side.
The amplifier cycles the compressor clutch ON and OFF in order to provide
the most efficient transfer of heat at the evaporator while preventing the
evaporator from icing. The amplifiers output signal also activates the
condenser fans at low speed and raises the engine idle speed (via the
engine and transmission ECU) to avoid stalling the engine whenever the
compressor switches ON.
Compressor Magnetic
Clutch Relay
Clutch Circuit Engine
and
Main components: Transmission
ECU
Prevents overcooling or
Lock Sensor A/C ECU
lock up.
Compressor
Prevents excessive
pressure.
Pressure
Switch
Fig. 6-2
752f602
When automatic A/C is desired, the driver selects the temperature in one
of three ways:
Control Panels
1
Variable Resistor
Changes
Resistance in ECU
Variable Resistor
2 3
Changes
Resistance in ECU
Fig. 6-3
752f603
The primary input signal to the amplifier is a variable voltage from the
temperature selector that represents the desired interior temperature.
This potentiometer provides a variable resistance as it moves from cold to
hot (except at the extremes). In the chart on the following page, notice the
MAX COOL position (lower than 70 F) the resistance rises to infinity ().
In the MAX HEAT position (over 85 F), the resistance goes to 0 ohms.
Temperature
Selector 3K
Resistance Chart
Resistance, Ohms
Variable resistor.
2K
Higher temperature
setting has lower
resistance ().
1K
0
MAX 70 77 85 MAX
COOL Set Temperature HEAT Fig. 6-4
752f604
The Automatic A/C system uses the air mix (blend door) system for
rapid and accurate temperature adjustment; the blend (air mix) door is
moved by the ECU-controlled servo-motor instead of a cable from the
temperature selector. Current water control valves are also operated by a
cable (via a servo-motor).
(Servo-Motor
Controls)
Electrically controlled. FOOT Position
BI-LEVEL Position
Servo-Motor
Internal Circuit
Moving contacts provide
feedback on actual door
movement.
Fig. 6-6
Servo-Motor 752f606
When heat or solar load conditions create an imbalance, the ECU amplifies
the difference to operate one of two switching amplifiers according to
whether the interior must be warmer or cooler. The switching amplifiers
contain pairs of transistors and can conduct in either polarity to produce
a signal which controls the air mix servo.
Control of Blend Since the servo-motor is an electric DC motor, changing the polarity
Air Damper (+ and ) of the supply and ground causes the motor to rotate in different
directions, just like a power window motor. When there is a temperature
difference, one switching amplifier produces a positive voltage; the other
amplifier supplies a ground to move the air mix servo-motor in the
direction of cooler or warmer air delivery.
Servo-Motor
Control Circuit
Switching amplifiers +B
control polarity to A/C ECU
air mix servo-motor.
Switching
Amplifier 1 Set Temperature
Air Mix
M Control
Servo- Servo-Motor
Motor Feedback
Switching In-Car Temperature
Amplifier 2
Ambient Temperature
Evaporator
Temperature
Solar Sensor
Fig. 6-7
752f607
The A/C ECU will continue to output a control current to the servo until the
system is in balance as follows:
Later, the temperature in the vehicle will change to match the desired
temperature. Thus, the ECU will stop current flow to the servo-motor.
Servo-Motor Circuit
Damper Door Linkage
(Moving Contacts)
Moving contacts
provide feedback on door
movement.
Limiter M
ECU
Potentiometer
(Feedback)
COOL WARM
Fig. 6-8
752f608
Pressure Pressure switches can sense high or low pressures or both. These can be
Switches separate switches or a single switch that senses multiple pressures (dual
or triple pressure switch). Pressure switches are normally closed and are
located in the high-pressure side of the system. When the switch opens
due to excessively high or low system pressure, the amplifier will disable
the compressor clutch to prevent component damage. For additional
information, refer to Multipressure Switch in Section 3.
Belt Protection To reduce the overall length of the engine, accessories may be driven by
Sensor just one or two belts. The A/C compressor and power steering pump are
usually driven by the same belt. However, if the compressor were to seize,
the belt could break which would cause a loss of power steering assist.
A belt protection system is used on all Toyota models to reduce the
potential safety hazard of a loss of power steering.
Magnet
The belt protection circuit of the A/C amplifier or ECU monitors the
following signals:
The amplifier will also cause the indicator lamp in the A/C button or
display to flash (to alert the driver of the malfunction).
The system will reset when the ignition is switched OFF then ON again.
A slipping A/C drive belt due to loose tension and/or oil or water on
the belt.
A loss of signal to the amplifier from either the ignitor or the rpm
sensor.
Resistance vs.
8,000
Temperature of
Thermistor 7,000
2,000
1,000
0
0 5 10 15 20 25 30 35 40 C
(32) (41) (50) (59) (68) (77) (86) (95) (104) (F)
Fig. 6-10
Temperature
752f610
The A/C ECU supplies a fixed voltage to the sensor, then measures the
voltage drop across the thermistor. As the resistance changes, so does
the voltage drop. In this way, the amount of voltage drop created by the
thermistor is used by the amplifier as an input signal.
In-Car Sensor The in-car sensor measures the air temperature inside the vehicle. In-car
(Thermistor) sensors are usually located in the dash or center console. The actual
sensing element is very small, about 1/8 (2 mm) diameter so it can
respond quickly to temperature changes.
In-Car or Interior
Aspirator
Temperature Thermistor
Sensor
Thermistor
measures interior Interior Air
air temperature.
Heater Unit
Aspirator creates air
movement over sensor.
Fig. 6-11
752f611
Ambient
Temperature
Sensor Ambient Temperature
Sensor
Located at front grille.
Senses outside
air temperature.
Also controls
temperature gauge.
Fig. 6-12
752f612
Solar Sensor Sixty percent of the heat entering a vehicle comes from solar radiation.
Since the air in the car does not heat up immediately in bright sun, the
desired interior temperature can be maintained by anticipating the effect
of solar heat load. The solar sensor is usually located on top of the
instrument panel.
Solar Sensor
Solar Sensor Filter
Portion
Sensor
Portion
Fig. 6-13
752f613
Like a temperature sensor, the solar sensor is supplied with a fixed voltage
so the A/C ECU can read the voltage drop to and sense the solar heat
entering the vehicle. The amplifier (or A/C ECU) can adjust the outlet air
temperature based on changes in sunlight before the interior temperature
changes. Some Toyota vehicles use a solar sensor that measures sunlight
falling from two angles to provide additional control over both driver and
passenger seating areas.
On current models, the A/C control unit controls blower speeds through
several steps according to various sensor inputs the following chart
tracks blower air volume according to the amount of sunlight.
Stepless Fan HI
Speeds
Sunlight on solar sensor
changes fan speed. Blower
Air
Volume
LO
Small Large
Fig. 6-14
Amount of Sunlight 752f614
Sensor On some Toyota vehicles, air temperature in the air distribution ducts is
(Thermistor) monitored by duct sensors. The A/C ECU changes the air distribution
dampers to adjust the airflow and air temperature accordingly.
Sensor Location
Thermistor sends
air temperature
signal to the
A/C control unit. HV ECU
Solar Sensor
A/C ECU
Room Temp. and
Humidity Sensor Fig. 6-15
752f615
The damper is located after the evaporator. When energized, the damper
moves to allow cool air to bypass the heater core to deliver the lowest
possible air temperature to the outlet air vents.
Inlet
Maximum Heater Evaporator
Cool Damper
Adds flow on
MAX COOL.
Blower Motor
MAX COOL
Damper
Multimode When the max cool damper is open, air resistance through the system
decreases. This allows more air to enter the vehicle through the system
without increasing fan speed or noise.
This feature blows air from all the vents during warm-up immediately
after the engine starts in cold weather. This prevents the windows from
fogging and helps to warm up the upper body.
Fig. 6-17
752f617
The A/C compressor provides refrigerant for both the front and rear
systems. Some vehicles may or may not have a magnetic solenoid valve to
control refrigerant flow to the rear unit. If equipped, the magnetic valve is
part of the rear expansion valve.
Display Diagnosis
00 All sensors are normal
11 Open or short circuit in room temperature sensor circuit
12 Open or short in ambient temperature sensor circuit
13 Open or short circuit in evaporator temperature sensor circuit
14 Open or short circuit in water temperature sensor circuit
21* Open or short in solar sensor circuit
22* Compressor lock detected
23* Refrigerant pressure is either too high or too low
31 Abnormal air mix servo-motor potentiometer output voltage
32 Abnormal air servo-motor potentiometer output voltage
33 Abnormal air outlet servo-motor potentiometer output voltage
41 Abnormal air mix servo-motor operation
42 Abnormal air inlet servo-motor operation
43 Abnormal air outlet servo-motor operation
Diagnosis of The most common automatic A/C system malfunctions tend to be the
Automatic result of basic air conditioning problems. These problems include:
A/C Systems Refrigerant circuit, including leaks and inoperative components.
Evaporator thermistor
The wiring to and inside the clutch, and the coil ground
Diagnosis Toyota automatic A/C systems include circuits in the ECU to detect,
Process record and display codes for faults for various sensors, actuators and
circuits of the system. Operating some switches on the air-conditioning
control panel reveals any stored malfunction code. The self-diagnostic
codes remain stored, even when the ignition is switched OFF.
Self-Diagnosis
Functions Turn Ignition Switch ON
With AUTO And
Switches Held Down
See Vehicle Repair If Both AUTO And Switch Are Not
Manual by model for Pressed At The Same Time
Indicator Check
specific procedures and
DTC numbers.
Diagnostic Actuator Check
OFF Code Check
OFF
(Sensor Check) AUTO (Continuous
(Continuous Operation) Operation)
Diagnostic
OFF Code Check Actuator Check OFF
(Sensor Check) AUTO OFF (Stopped
(Stopped Operation) Operation)
1. For current faults, the buzzer sounds when the code is displayed.
2. Past faults that have been stored in memory, but are not currently
present will display the code number without the buzzer.
3. Faults in the solar sensor or compressor lock sensor circuit are not
kept in memory after the ignition is switched OFF.
Actuator Check Test Recirc Control. Press the REC switch to begin
the test sequence for actuators. This process causes the system to
engage eight or 10 different combinations of fan speed, distribution,
temperature and intake modes in a preset sequence. The steps can be
advanced manually by repeatedly pressing the UP () switch. The
Vehicle Repair Manual includes a chart showing the conditions for each
of the steps.
3 2 Recirc. ON
4 3 Cool/Hot
3 Bi-level Fresh ON
(50% open)
5 4 Foot II
6 5 Hot side
4 Foot I (100% open)
7 6 Foot/Def.
8 7 5 Def
Testing Sensor To review, the in-car ambient, coolant and evaporator temperature sensors
Inputs are all Negative Temperature Coefficient (NTC) thermistors, so their
resistance rises as the temperature decreases.
Test procedures and specifications for each circuit are in the Vehicle
Repair Manual. Many automatic A/C sensors are tested while unplugged
using an ohmmeter. Some circuits can be tested at the connector nearest
the sensor. In other cases, you can remove the A/C control panel to access
the multipin connectors on the back of the panel.
The test values for thermistors are described in a chart or a graph that
shows the resistance values at different temperatures. As a rule of
thumb, almost all NTC thermistors have a room temperature value of
1,500 2,000 ohms (1.5K 2K1). Compare the conditions and the ohmmeter
display with the table or graph.
Thermistor Test
With Ohmmeter
Resistance increases
as temperature
decreases.
Fig. 7-4
752f704
To avoid this, the A/C ECU may substitute a fixed value for an
out-of-range sensor circuit. This would allow the system to continue
operation with reduced responsiveness.
Open in
Auto A/C Sensor
Circuit
In-Car
Sensor
Open
Circuit
Fig. 7-5
Solar Sensor
752f705
Testing the Alternately cover, then illuminate the sensor while the system is in the
Solar Sensor AUTO mode. When illuminated (not covered), the fan speed should
increase noticeably and the outlet temperature should decrease slightly.
With a multimeter, test the solar sensor with a bright light. This decreases
its resistance and increases the voltage when checked at the harness
connector.
Fig. 7-6
752f706
Servo-Motor Test
Cool
20
Position changes with
power applied and
change of polarity.
2 2
6 6
70
Hot
Fig. 7-7
752f707
Servo-Motor Test
Feedback signal
to ECU that door
has moved.
Pin locations vary
by model.
Fig. 7-8
752f708
Automatic Due to similarities between the refrigerant and control systems among
A/C System different automatic A/C systems, most complaints can be diagnosed
Repair using standard A/C system tools and techniques. Take all appropriate
Techniques measures in regard to personal safety around pressurized gases and
electrical devices. Observe standard procedures for refrigerant recovery,
recycling, evacuation and charging.
A/C System A/C system odors are a common complaint among users, especially after
Odors start-up. Odors are primarily caused by one of two things:
To avoid evaporator odor, operate the system in the FRESH mode rather
than in RECIRC. This allows a flow of clean, fresh air over the evaporator.
The compressor should be switched OFF with the A/C switch while the
fan runs for several minutes before shutting off the engine. In addition,
park the vehicle with the windows slightly open with the system in the
FRESH mode to allow the evaporator to dry out.
Clean Air
Fig. 7-9
Clean Air Filter Deodorizing Layer
752f709
Late model Toyota vehicles have a replaceable fabric air filter that prevents
microbes and dust from entering the system and settling on the evaporator.
Positioned upstream (in front) of the evaporator, the filter fibers have a
static charge to attract small particles to the filter surface.
If air volume is low, the air filter could be clogged. Replace the filter.
Do not attempt to clean it.
Diagnosing the The A/C ECU has a self-diagnosis feature that stores operation failures
Automatic A/C in memory. DTCs can be displayed by operating switches on the A/C
System control panel. DTCs remain in memory even when the ignition is OFF.
Function Description
Notes
Worksheet Objectives:
Given this worksheet, a Vehicle Repair Manual, and a vehicle you will identify the various A/C sensors used in
Toyota vehicles and successfully diagnose a sensor malfunction.
Background:
Vehicles with ATC use several sensors to sample the air temperature or airflow in and out of the vehicle.
Knowing where these sensors are located and how they look will help you work more efficiently in diagnosing
and repairing the system. There are three possible malfunctions that occur with sensor-driven control systems.
Sensor malfunction
Control unit malfunction
Problem in sensor circuit (harness, connector, etc.)
Section 1
A photo diode component that sends voltage signals to the A/C ECU
Solar Sensor
based on sun load.
A reed switch that sends voltage pulses to the A/C ECU indicating
Compressor Lock Sensor rotation of the compressor, pulses are measured against engine speed
to determine if the compressor is rotating.
A sensor used to sense the ambient air outside the vehicle using a
Ambient Temperature Sensor
thermistor.
This signal comes from the ECU and indicates engine temperature
Engine Temperature Sensor
during warm-up control.
Use the Vehicle Repair Manual to evaluate the condition of various sensors. Always refer to the appropriate
Vehicle Repair Manual as sensor values change from year to year.
Note: If a sensor is not available on your test vehicle, mark the answer area with NA, then proceed to the next
question.
1. Locate the section in the Vehicle Repair Manual that describes the diagnostics for the A/C system for the
test vehicle. What page describes various DTCs for the A/C system?
____________________________________________________________________________
2. Locate and record the trouble code for the Compressor Lock Sensor. _____________________
3. What happens when the ECU records a compressor lock sensor DTC (22)?
_______________________________________________________________
4. Locate and identify the Compressor Lock Sensor on your vehicle, then use a Digital Multi-Meter (DMM) to
determine if the sensor is good.
5. What does the Vehicle Repair Manual suggest if the sensor tests okay but a DTC appears for this problem?
_______________________________________________________________
6. Locate the section in the Vehicle Repair Manual to inspect the Room Temperature Sensor Circuit.
___________________________________________
8. What type of equipment is suggested in the Vehicle Repair Manual to heat the Room Temperature Sensor in
order to inspect the sensor?
________________________________________________
9. List the resistance specifications (low and high) for the Room Temperature Sensor.
10. What happens to circuit resistance when the sensor is exposed to more heat?
_________________________________________________________________________________________
11. What is the DTC number for the Evaporator Temperature Sensor Circuit? _______________________
12. Place the evaporator temperature sensor in 60F water. What is the resistance reading?
__________________________________________________________________________________________
13. What type of signal is sent to the control unit when the evaporator temperature sensor is operating?
______________________________________
14. List the two A/C control assembly terminals to check the Evaporator Temperature Sensor.
__________________________________________________________________________________________
Summary:
Check DTCs first when you suspect a sensor is not providing the correct input to the system.
Note: It is also important to verify that there is actually a malfunction in the system. Customers will often expect
something from an Automatic A/C system which it cannot deliver. These complaints are often about
airflow, time to cool down or heat, window fogging, or the difference between what they think the system
should do versus what it is designed to do.
The bottom line is that you must obtain as much information from the customer as possible. Knowing the
exact customer complaint can save you time and money in the long run.
Notes
Check each category after participating in the classroom discussion and complete this sheet as you are
completing Worksheet 7-1 using the ATC Sensors and Controls worksheet in the shop. Ask the instructor if you
have any questions regarding the topics provided below:
Topic Comment
Testing sensors
Notes
Worksheet Objectives:
Given this worksheet and a Vehicle Repair Manual, you will correctly perform a self-diagnosis to retrieve
A/C-related Diagnostic Trouble Codes (DTCs) and check the operation of all servo-motors, actuators and
sensors of a Toyota Automatic Air Conditioning System.
Background:
Besides receiving inputs from system sensors and controlling actuators, the A/C ECU also displays and stores
DTCs in its memory in order to easily diagnose malfunctions in the system. This exercise will give you practice in
displaying and retrieving DTCs.
1. Use the appropriate Vehicle Repair Manual as a guide in performing A/C self-diagnosis.
2. In the Vehicle Repair Manual, what are three checks available on this system under the category, LIST OF
OPERATION METHODS?
____________________________________
____________________________________
____________________________________
3. Where are DTCs displayed during the manual DTC Check mode?
____________________________________________________________________________
4. What two switches are depressed at the same time to access the Indicator Check mode?
5. Identify the events that happen in order when entering the Indicator Check mode?
a. ______________________________________________________
b. ______________________________________________________
_________________________________________________________
_________________________________________________________
7. Disconnect the A/C pressure switch connector. What DTC appears? ______________________________
_________________________________________________________________________________________________
Note: Some DTC sensor codes self-clear when the malfunction is corrected.
Actuator Test
a. __________________________________________________________
b. __________________________________________________________
12. What page in the Vehicle Repair Manual identifies the air volume and air register when selecting various air
distribution modes? ___________________________________________
13. What do the different size circles indicate in an air distribution chart?
_____________________________________________________________
14. What switch do you press to check each register outlet for fan speed and airflow volume?
______________________________________________________________.
Notes
Check each category after participating in the classroom discussion and complete this sheet as you are
completing Worksheet 7-2 using the Automatic A/C Self Diagnosis Testing worksheet in the shop. Ask the
instructor if you have any questions regarding the topics provided below:
Topic Comment
Notes
Worksheet Objectives:
Given this worksheet, a Toyota vehicle and the Toyota Hand-Held Tester, you will access the Auto A/C menus
and record component details.
Background:
The C-Best Hand-Held Tester provides access into the electronic circuitry of many vehicle systems. Your skill in
using this device will help you identify and diagnose A/C-related malfunctions.
1. Ignition OFF.
3. Ignition ON.
12. Press the Recirc _ Auto _ Fresh buttons on the A/C control panel in turn, then record the damper door
opening percentages from the DATA LIST in each of these modes:
a. Recirc ______________________
b. Auto ______________________
c. Fresh ______________________
Note: In AUTO mode, the Auto A/C system selects RECIRC or FRESH depending on the set temperature
and cooling requirements.
_________________________________________________________________________
16. Place the A/C system in AUTO, set the interior temperature to 70 F, wait 60 seconds, then record the
temperature of the following items from the DATA LIST:
c. If the vehicle is in artificial light, shine an incandescent light source (flashlight) at the sensor, then record
the results:
_____________________
d. If the vehicle is in direct sunlight, place a shield over the sensor, then record the results:
_____________________
19. List three A/C functions that can be customized with the Hand-held Tester
_________________________________________
_________________________________________
_________________________________________
22. Switch the Hand-Held Tester OFF, then remove from the vehicle.
23. Return the work station to the same condition as you found it.
Notes
Check each category after participating in the classroom discussion and complete this sheet as you are
completing Worksheet 7-3 using the C-Best Settings Using the Hand-Held Tester worksheet in the shop.
Ask the instructor if you have any questions regarding the topics provided below:
Topic Comment
Notes
A/C The basic principles of air conditioning apply to both existing gasoline-
Components powered vehicles and hybrid electric-gasoline-powered vehicles. The basic
air conditioning components discussed in the previous chapters also apply
to hybrid vehicles. However, in a hybrid A/C system, all components are
optimized for peak efficiency with low power consumption. In some cases,
certain components are designed to operate in both mixed-power modes:
Hybrid A/C
Components
Typical component
Inverter
locations. Condenser
A/C Inverter
Gateway ECU
Ambient Temp. Sensor
Steering Pad Switch ECM
Electric Inverter
Compressor
Solar Sensor
A/C ECU
Fig. 8-1
752f801
Warning: Hybrid electrical vehicles use high voltage systems (orange color wiring)
which can result in serious injury or death if insulated gloves are not
worn and safety procedures are not used. It is extremely important to
refer to the appropriate sections of the Repair Manual prior to working
on any high voltage systems including the air conditioning compressor.
Technicians should attend the Hybrid training classes (071, 072) prior to
working on hybrid model high voltage systems or components.
Safety Procedures Repairs performed incorrectly on the Hybrid Control System could
cause electrical shock, battery leakage or explosion. Be sure to follow the
procedures below:
Shut off the vehicle. If vehicle has smart key system, disable it and
make sure the key fob is 15 feet away from vehicle.
Disconnect the negative () terminal cable from the 12V auxiliary battery.
Remove the Service Plug and do not make any repairs for FIVE minutes.
Before touching a high voltage cable (orange) or any cable you cannot
identify, use a voltage tester to confirm that the voltage through the
cable is 12V or less.
After removing a high voltage cable, be sure to cover the terminal end
with rubber or vinyl tape.
Do not leave tools or parts (nuts, bolts, etc.) inside the cabin.
Electric Scroll-type
A/C Compressor
Suction Hose
Electric motor drives
scroll portion.
Fig. 8-2
Discharge Hose 752f802
Motor Shaft
Fig. 8-3
Discharge Port Brushless Motor
752f803
Refrigerant Oil Current hybrid systems use a refrigerant oil with the designation ND11.
This oil ensures the proper electrical insulation qualities needed due to the
high voltage used to drive the electric motor (approx. 200 VAC). Currently,
Toyota specifies using only ND11 refrigerant oil in hybrid A/C compressors.
Other
Hybrid HVAC
Components
Heater Core Typically, water-cooled engines cannot produce heated interior air until
the coolant warms up and transfers heat through the heater core. In a
hybrid vehicle, this is more problematic due to the gasoline engine
cycling ON and OFF resulting in longer warm-up periods. The engine
coolant heater core itself is a compact, lightweight and highly efficient
straight-flow unit to ensure maximum heat transfer.
To help create warm air in the vehicle interior during these periods, Toyota
hybrid vehicles incorporate a Positive Temperature Coefficient (PTC)
heating element in the heater core. A PTC element produces heat when
electric current passes through it. The vehicle A/C ECU controls when
current is applied to the PTC element. The air circulating through the
heater core fins is thus quickly brought up to temperature to warm the
vehicle interior.
PTC Heating
Element Fin
Electrodes
Warm Water
Core Tube
PTC Heater in
Blower Housing
Adds additional
heating capacity.
Fig. 8-5
PTC Heater 752f805
Water Pump The hybrid electric water pump provides continuous coolant flow through
the heater core even if the engine shuts OFF during normal vehicle
operation. This takes advantage of any heated coolant in the system and
increases heater core performance.
Electric to Heater
Water Pump
Supplies engine coolant
to heater as necessary.
from Engine
Fig. 8-6
752f806
AVC-LAN
OUTSIDE
TEMP 66 Air-Conditioner TEMP
75
CLIMATE
A/C DISPLA
LO HI
AUDIO INFO
OFF
TEMP
FRONT REAR AUTO
A /C Multi-Display
AUTO
TEMP
Fig. 8-7
Steering Pad Switch 752f807
The A/C ECU calculates the target evaporator temperature that is based
on the vehicle interior humidity level and the windshield glass inner
surface humidity (calculated from data sent by the humidity sensor, solar
sensor, room temperature sensor, mode damper position and the status
of the windshield wiper). The ECU then automatically determines the
ideal combination of outlet air temperature, air volume, airflow direction
and compressor speed for optimal passenger comfort.
Blower Pulse
Air Outlet Controller Blower Motor
Servo-Motor
Air Outlet
Damper Rear Defogger
Relay Rear Defogger
Position Sensor
Mirror Heaters
Relay Mirror Heaters
Air Inlet
Servo-Motor
Evaporator
Temp. Sensor ECM
Engine Coolant Temperature
Ambient Temperature
Solar Sensor Engine Speed
Battery ECU
Room Temp. and Ambient Temp.
Wiper Switch Sensor signal Reception
Blower Motor Mode Reception
HV Batter Cooling Signal Reception
Converter HV ECU
Compressor Control Signal Reception
Blower Motor Mode Reception
CAN Water Pump Control Signal Reception
Steering Pad
Switch
Electric Inverter To arrive at the best comfort levels and to produce the best fuel economy,
A/C Compressor the A/C ECU calculates the target A/C compressor motor speed based on
Control the target evaporator temperature and the actual evaporator temperature
(detected by the evaporator temperature sensor). The A/C ECU then
transmits the target speed to the hybrid vehicles High Voltage (HV) ECU.
The HV ECU controls the A/C inverter based on the target speed data to
rotate the compressor at the ideal speed.
Inverter
Control
Target
A/C ECU Compressor
Room Temp. Speed
Sensor Calculates the HV ECU
target
compressor
speed in
Humidity accordance with
Sensor various input
conditons
Solar Sensor
Air Outlet
Damper
Position Sentor
Room The latest hybrid HVAC systems use a humidity sensor function combined
Temperature and with the room temperature sensor. Detecting humidity in the vehicle
Humidity Sensor interior optimizes the amount of dehumidification during A/C operation.
This results in the A/C compressor consuming less power and creates an
ideal humidity level inside the vehicle.
A resistance film inside the sensor absorbs and releases air in the interior.
During the absorption and release process, the humidity-sensing film
expands (during humidity absorption) and contracts (during drying). As the
resistance film expands and contracts, the clearance between the carbon
particles in the resistance film changes which increases or decreases its
electrical resistance. The A/C ECU then determines the amount of
humidity by measuring the resistance between the electrodes.
A/C
ECU
Low
Low High
Relative Humidity Room Temp. Fig. 8-10
Sensor Sensor 752f810
Blower Pulse The blower pulse controller controls the voltage that is supplied to the
Controller blower motor according to the duty cycle signals input by the A/C ECU.
This arrangement generates a smaller amount of heat in the blower
controller compared with earlier versions. Thus, there is less power loss
and increased fuel economy.
Hybrid Hybrid vehicles use a high voltage (HV) battery module to power the
System Safety electric motor portion of the power train. Voltage as high as 270 Volts DC
are in the system, do not service a hybrid vehicle unless you are familiar
with the overall operation of the vehicle and the specific operation of the
vehicle system.
Troubleshooting/ Similar to conventional HVAC systems on late model Toyotas, the hybrid
Self-Diagnosis A/C ECUs have a self-diagnosis function. The A/C ECU stores operation
failures in memory as a diagnostic trouble code (DTC). DTCs can be
displayed on the multi-display. Since DTCs are stored directly by electric
power from the vehicle battery, they remain in memory even when the
ignition is OFF.
Self-Diagnosis
Function Outline
Functions
Indicator Check Checks mode and temperature setting display
DTC Retrieval
DTCs appear on
multi-display.
R/F
TEMP Sensor Check TEMP
Actuator Check
(Continuous Operation)
(Continuous Operation)
Fr DEF Fr DEF
R/F R/F
TEMP Sensor Check Actuator Check TEMP
(Stepped Operation)
AUTO AUTO (Stepped Operation)
Fr DEF Fr DEF
Fig. 8-12
752f812
Worksheet Objectives:
This worksheet will familiarize you with the operation of the high voltage Electric Inverter A/C compressor and
using the Diagnostic Tester to monitor high and low pressures on the 2004 Prius.
Caution:
This vehicle contains High Voltage components and circuits. Do not touch any High Voltage ORANGE colored
wires or parts. When the READY light is illuminated on the combination meter, the internal combustion engine
can start at any time.
Section 1
Electric Inverter A/C Compressor
__________________________________________________________________________.
4. List the safety precautions to follow when servicing this A/C system:
__________________________________________________________________________
__________________________________________________________________________
__________________________________________________________________________
__________________________________________________________________________
__________________________________________________________________________
__________________________________________________________________________
__________________________________________________________________________
__________________________________________________________________________
Section 2
Humidity Sensor
_____________________________________________________________________________
________________________________________________________________________________________
Section 3
Monitor Refrigerant Pressure
1. Switch the A/C system OFF and switch the Power Button OFF.
2. Connect the HFC-134a Air Conditioning Refrigerant Recovery and Recharging Station to the high and
low-pressure service ports.
3. Press the power switch and verify the vehicle is in the READY mode.
5. Select Active Test and COMPRS TARG SPD. Record the following pressures in the chart below:
Section 4
A/C Data List
1. Select A/C Data List on the Diagnostic Tester. In the User Data menu, select the following items from the
list:
Evaporator Temp
Room Temp
Humidity Sensor
Compressor Speed
Compressor Target Speed
a. What is the relationship between room temperature and the evaporator temperature when the A/C is
OFF and when the A/C is ON?
_____________________________________________________________________________________________
_____________________________________________________________________________________________
b. What happens to the humidity sensor reading when the A/C is switched ON?
_____________________________________________________________________________________________
c. What happens to the compressor target speed when the humidity sensor and evaporator temperature
sensor values drop?
_____________________________________________________________________________________________
Section 5
Customize Mode
1. The Customize Mode allows modification of certain air conditioning functions to suit the users preference.
Modes are changed using the Diagnostic Tester.
2. Using the Diagnostic Tester, enter the Customize Mode (second screen after switching the tester ON).
3. Select Individual Change. List at least four A/C climate control modes that can be customized:
_________________________________________________________________________________________________
_________________________________________________________________________________________________
_________________________________________________________________________________________________
_________________________________________________________________________________________________
_________________________________________________________________________________________________
_________________________________________________________________________________________________
_________________________________________________________________________________________________
_________________________________________________________________________________________________
Notes
Check each category after participating in the classroom discussion and complete this sheet as you are
completing Worksheet 8-1 using the Hybrid Air Conditioning System Familiarization worksheet in the shop.
Ask the instructor if you have any questions regarding the topics provided below:
Topic Comment
Notes
F Fahrenheit The name of the scientist who devised the British temperature
scale in which water freezes at 32 F (0 C) and boils at 212 F (100 C) at
sea level pressure.
Fusible Plug A special bolt with a hollow center filled with a soft, low
temperature solder. It is designed to melt under high pressure or high
temperature to relieve pressure and protect the system from an explosion.
This item is no longer used. A pressure switch now controls system
pressure by de-energizing the compressor.
Fuzzy Logic An attempt to duplicate the logic functions of a human
being to automatically control the various functions of the HVAC system.
G Gaseous The hottest state of matter in which the material is the least
dense and is able to flow and expand or contract to fill an area. Heat is
absorbed as a liquid changes to a gas.
Gateway ECU A link between systems on a LAN. It connects the
A/C ECU and the rear A/C controls over the AVC-LAN and the rear A/C
amplifier over the BEAN (steering column bus).
H Heat Energy The force that changes the measurable heat of an object;
units for heat energy are the BTU and calorie.
Heat Exchanger A device that allows heat to be transferred between
two liquids or gases without the materials coming into direct contact with
each other.
Heat Load The total of all sources of energy acting to change the
temperature of an object. Examples are sunlight, ambient temperature
and passenger body temperature.
Heater Core The heat exchanger that uses engine coolant to heat the
air in the passenger compartment.
High Pressure Side The section of the refrigerant system between
the compressor and the expansion valve (including condenser and
receiver-drier) where the refrigerant is under high pressure.
Humidity Sensor Built into some interior air temperature sensors.
The sensor monitors humidity using a resistance film that expands and
contracts according to moisture in the air.
HVAC (Heating, Ventilation and Air Conditioning) system.
Hydrochloric Acid A mild acid that can erode metal components. It
forms inside an A/C system when hydrogen from water combines with
chlorine from the CFC refrigerant.
Hygroscopic A property of some liquids to absorb moisture from the air.
I IDL (Idle) An input to the ECU when the throttle is at the idle position.
IG (Ignition) An output signal from the ECU to the ignitor or coil in the
ignition system
Impermeable A barrier that cannot be penetrated. This refers to
moisture-proof liners in flexible refrigerant hoses.
Inches of Mercury (in. Hg) A measure of the strength of a vacuum.
This refers to the ability of a vacuum to lift a column of mercury from a
reservoir up a narrow tube.
L LAN (Local Area Network) A multiplex path for serial data or a wiring
path that carries more than one signal to a number of different components
in an electrical circuit.
Latent Heat The additional energy necessary to cause a material to
change state. This is fundamental to efficient heat exchange processes.
Liquid The middle state between a material being a solid or a gas. A
liquid can flow to fill a space but cannot expand or be compressed.
Lock sensor Sends compressor rotation signals to the A/C ECU which
then compares compressor speed to engine speed to determine if
compressor has locked. ECU then disengages the A/C clutch to prevent
drive belt failure.
Low Pressure Side The portion of the refrigerant circuit between the
evaporator and the compressor where refrigerant is at a low pressure.
Solid The coldest of the three states of matter, a solid does not flow
to fill a space and cannot be compressed or expanded.
Solid state/transistorized Electronic components using transistors
to control current flow to components such as the blower motor or
servo-motors to control their operation.
Speed Sensor An input sensor to the A/C ECU or amplifier to prevent
ambient temperature sensor from giving false indications when not
moving such as stopped at signal.
SPD (Speed) A variable input signal to the ECU representing vehicle
road speed. See Speed Sensor.
STA (Start) An input signal to the ECU when the starter solenoid is
energized.
Stabilize The steady operating condition of an A/C system during heat
exchange and pressures and temperatures are within normal operating
range.
Static Pressure The steady pressure within an A/C system that is not
operating, units are in PSIG or kg/cm.2
Step-less Variable blower fan speed control as opposed to 3 or 4 set
fan speeds.
Stratosphere A layer of the Earths atmosphere 12-20 miles above the
Earth.
Stratospheric Ozone A layer of ozone gas (O3) surrounding the Earth in
the stratosphere. Because ozone is blue in color, this layer reflects much of
the ultraviolet light from the sun to protect the surface from the radiation.
Systematic An approach to problem-solving based on a logical process.