Hc-Ac2-T Advanced Auto Air Cond Demonstration Unit Exp Man Langgeng Indo 9916 PDF

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ADVANCED AUTOMOTIVE AIR CONDITIONING

DEMONSTRATION UNIT TRAINER
EXPERIMENT MANUAL
MODEL: HC-AC2-T
Advanced Automotive Air Conditioning Demonstration Unit Trainer Experiment Manual HC-AC2-T
CONTENTS
CONTENTS i
1. OVERVIEW 1
2. ABOUT THE TRAINER 3

2.1. List of Items that Come with the Trainer 3
2.1.1. Automotive Air Conditioning Unit 3
2.1.2. Experiment Manual 4
2.2 Setting Up the Trainer 4
2.3 Using the Trainer 4
2.3.1. Refrigeration Circuit 4
2.3.2. Temperature Sensor and Control 6
2.3.3. Instrument and Control Panel 7
2.3.4. Electrical Drive Motor and DC Power Supply 8
2.3.5. Faults Simulator and Test Points 8
2.4. Safety Precaution 14
3. BASIC THEORY 15
3.1. Introduction of Automotive Air Conditioning 15
3.2. Automotive Air Conditioning Operation 17
3.3. Refrigerants 23
3.4. Air Conditioning Components 28
4. PRE-OPERATION 39
5. EXPERIMENT 41
5.1. Representation of the Refrigeration Cycle into P-h Diagram 42
5.2. System Performance Analysis 49
5.3. Compressor Speed Variation 55
5.4. Condenser Fan Speed Variation 58
5.5. Evaporator Blower Speed Variation 61
5.6. Dual Pressure Switch Faulty (F1) 64
5.7. Condenser Fan Motor Faulty (F2) 68
5.8. Compressor Clutch Fuse Blown (F3) 71
5.9. Compressor Magnetic Clutch (F4) 75
5.10. Thermostat Faulty (F5) 78
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5.11 Evaporator Blower Faulty (F6) 81

5.12 Manifold Gauge Set Installation 84
5.13 Leak Detection 88
5.14 Refrigerant Recovery 92
5.15 Evacuating System 94
5.16 Charging System 97
5.17 Investigation and Replacement of AC Compressor 100
5.18 Belting Investigation and Replacement of AC Compressor 105
6. APPENDIX 109
6.1. Piping Diagram 110
6.2. Wiring Diagram 111
6.3. Pressure – Enthalpy Diagram of R-134a 112
6.4. Thermodynamic Properties of R-134a 113
6.6. Answers of the Questions 116
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1
OVERVIEW
Labtech's Advanced Automotive Air Conditioning Demonstration Unit is designed for

demonstration of the operation and performance of automotive air conditioning systems. The
performance characteristics of air-conditionig can be simulated and observed under the
various operating conditions, including troubleshooting.
The unit features an after market type automotive air conditioning system that is fully
operational. All connections are made by flexible rubber hoses of the type that used in
vehicles for such applications. The trainer is completed with six electrical fault simulations
for the exercises. The trainer is also completed by several instruments that will help you on
several measurement. So, it will become valuable addition to analyze and explore the system.
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2
ABOUT THE TRAINER
2.1 LIST OF ITEM THAT COME WITH THE TRAINER

2.1.1 Automotive Air Conditioning Unit
Fig. 2-1. Advanced Automotive Air Conditioning Trainer
Labtech Advanced Automotive Air Conditioning Demonstration Unit Trainer has some main
components as follows:
• Compressor with Magnetic Clutch
• Forced Air Condenser
• Receiver Drier (with Sight Glass)
• Evaporator with Blower
• Expansion Valves (TXV)
• Dual Pressure Switch
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• Pressure Gauges (Connected to the compressor by service hose connections)

• Instrument and Control Panel
• Fault Simulator Board complete with test points (HC-AC2-B)
• Variable Speed Electric Motor (Inverter) (HC-AC2-D)
• DC Power Supply
• Electric Drive Motor for Compressor
• Piping Diagram
2.1.2 Experiment Manual

The experiment manual provides information about the general comprehension of trainer. By
guiding you to learn easily, the manual consists of the basic theory, pre-operation procedure,
experiments and the other references as described in appendix. After completing the
experiments, you will understand about troubleshooting, diagnosis, and repairing into real
practice and be able to operate the trainer as well.
2.2 SETTING UP THE TRAINER

Follow the procedure below for setting up the Advanced Automotive Air Conditioning
Demonstration Unit:
1. Unpack the trainer from its package.
2. Please do an inventory of all trainer parts according to the list in point 2.1 above.
3. Check the trainer to ensure there is no damage during the delivery.
4. Place the trainer in a sufficient area and ventilation.
5. Check the hoses connections of each part to the other part from the leakage.
6. Ensure all switches mounted on the Instrument and Control Panel are “Off”.
7. Follow the operation procedure and experiment guidance while operating the trainer.
2.3 USING THE TRAINER

Before operating the trainer, make sure that you have understood about the function of
components. This sub-chapter will explain the general information of components as
classified in sub-chapter 2.1 above.
2.3.1 Refrigeration Circuit

Practically, the automotive air conditioning system is used for cooling and dehumidifying the
passenger compartment during warm ambient conditions, and the system is installed inside
the vehicle. Air conditioning system of the trainer is installed on the board and frame, it is an
integration of refrigeration circuit as described below:
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Fig. 2-2. Refrigeration System Component Arrangement
1. Compressor is a high-pressure pump driven by the engine. The pumping action produces a
vacuum that pulls low-pressure refrigerant vapor out of the evaporator. The compressor
puts this vapor under high pressure and sends it to the condenser. In this process, the high-
pressure, high-temperature vapor loses its heat and condenses into liquid refrigerant. The
compressor is completed with the clutch driven by the electric motor.
2. Condenser is the part of air conditioning system which receives hot, high-pressure
refrigerant gas from compressor and cools gaseous refrigerant until it returns to its liquid
state. For cooling gaseous refrigerant, the condenser is supported by fan that allows the air
flowing to the environment.
3. Evaporator is part of air conditioning system in which the refrigerant vaporizes and
absorbs the heat, it is located in the plenum chamber. The blower supports to vaporize and
absorb the heat.
4. Expansion Device (TXV) is the control valve operated by temperature and pressure within
evaporator. It controls flow of refrigerant. Control bulb is attached to outlet of evaporator.
5. Receiver drier receives the liquid refrigerant from the condenser and removes any
moisture and foreign matter present that may have entered the system also for storing liquid
refrigerant and desiccant.
6. Dual Pressure Switch is the electrical control switch that operated by high and low side
pressure that automatically opens electrical circuit if pressure is too high or low.
7. Pressure Gauges are provided in the system, they are High Pressure Gauge (HPG) and
Low Pressure Gauge (LPG). The high pressure gauge indicates pressure of high side or
discharge line of refrigeration line. The low pressure gauge indicates pressure of low side
or suction line of refrigeration line.
8. Sight Glass, there is a sight glass mounted on receiver drier. In refrigeration system, it is
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used for monitoring the refrigerant state in the refrigerant line.

9. Overload Protection Device is used to protect the motor and inverter from overload
condition.
2.3.2 Temperature Sensor and Control
By using temperature selector, temperature at several locations along refrigeration circuit are
easy to be displayed.
Temperature picks up point at:
T1: Suction Temperature
T2: Discharge Temperature
T3: Condenser Inlet Temperature
T4: Condenser Outlet Temperature
T5: Expansion Inlet Temperature
T6: Evaporator Outlet Temperature
T7: Ambient Temperature*
Note: T7 can also be used to measure the temperature in several locations such as air inlet
/outlet in the Condenser / Evaporator and the other locations in a refrigeration line.
Temperature Control
Air cooled temperature is controlled by using thermostat placed in the evaporator unit.
Fig. 2-3. Evaporator with Temperature Control
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2.3.3 Instrument and Control Panel
Fig. 2-3. Instrument and Control Panel
The Instrument and Control Panel is provided as electrical system control and measurement
device. There are some components installed on this panel:
1. ELCB is used as the electrical circuit safety from the leakage current.
2. MCB is used to save the circuit from over current.
3. Main Power Switch is used as switch to allow the electric power to the inverter and DC
Power Supply.
4. Drive Motor Speed Control, Run/Stop switch is used to activate drive motor, and the
Variable switch is used to control the motor speed.
5. Condenser Speed Control is used to control the condenser fan speed.
6. Temperature Selector and Display is used to select temperature point and show it on the
display.
7. Voltmeter is used to measure the power source of DC voltage.
8. Ammeter is used to measure the current consumption.
9. Drive Motor Speed is used to monitor the speed of drive motor for simulating engine
speed.
10. Refrigerant Flowmeter Display and Switch are used for reading the refrigerant flow in
the system.
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2.3.4 Electrical Drive Motor and DC Power Supply

Electrical drive motor is powered by 380-420VAC with 2.2 kW (3HP). The drive motor is
used as engine simulator. This motor is large enough to operate the systems under normal
operating conditions for long period.
The electrical drive motor is connected to inverter as we can see in wiring diagram. The
function of inverter is to variate the speed of the drive motor that controlled by using Drive
Motor Speed Control rotary switch (in Control Panel).
The trainer is fitted with one phase alternating current power input. This power input cord
provides power for both the drive motor and the 12VDC power supply units. The built in
12VDC Power Supply supplies the requirements for the blower, the compressor clutch, and
the condenser fan.
Fig. 2-4. DC Power Supply
2.3.5 Fault Simulator and Test Points

1.) How to Use Fault Simulators
Labtech features its unique interactive electronic troubleshooting fault insertion system on
many of its Air Conditioning trainers. This system was developed for the real hands in which
the area of troubleshooting electrical circuits and systems for Air Conditioning and
Refrigeration is difficult to be taught. It will strengthen the understanding of logical trouble
shooting procedures, enable you to observe and test the system under a variety of faults. The
faults are easily activated and the system can instantly be reset back to normal operating
conditions. In addition, the faults can be hidden for testing purposes. The system is fun to
use as you will enjoy seeing what happens to the system when the various combinations of
faults are introduced.
System Description:
The system consists of control panel onto which a schematic of electrical circuit is silk-
screened. Test points are provided at strategic locations in their appropriate places on the
circuit diagram. The fault system is located next to the circuit diagram and each fault has
LED indicator (to show when the fault is being activated). Beside of the LED there are faults
activation pin provided which control the faults. The faults are electronically activated by
Micro Switches. When any fault is activated the LED light will automatically turn on. Any
number of faults can be activated at the same time. After the faults are activated, you can then
use the test points which is located on the circuit diagram with appropriate
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electrical/electronic test instruments to diagnose the problem.

The system can be set back to normal operation easily and quickly by using the Micro switch.
The LED display can also be switched off even though the faults are still active. In this mode
the system can be used for blind testing in order to assess the troubleshooting skills.
2.) Major Features of the Interactive Troubleshooting System:

1. Electrical Circuit block Diagram Display:
The Electrical Circuit Block Diagram is silk screened onto a display panel which is
centrally located on the front of the trainer. The highly visible electrical circuit diagram
strengthens your understanding about the systems circuitry and is essential to develop the
troubleshooting skills.
Fig. 2-5. Electrical Circuit Diagram complete with test points.
2. Integrated Test Points:

Test points are integrated into the circuit block diagram at strategic locations and include
all important measurement points that are required by the exercises. You will be able to
carry out testing of the circuit in an easy manner and in a way that reinforces his
understanding of the circuit’s operational characteristics. This feature also has added the
benefit of protecting the trainer from possible damage which would otherwise result from
yourself when you have to open up various components to take measurements. See figure
2-5.
3. LED Fault Display:

Each fault has an LED display light to show when the fault is activated. This helps you to
visualize the relationships between the faults and their corresponding symptoms.
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Fig. 2-6. LED fault indicator glow when fault activated
4. Easy Fault Activation:

A micro switch is used to activate each fault. Faults maybe introduced one a time or in
groups of various combinations. There is no limit to the number of faults that can be
activated at any one time; you can even activate them all as desired.
Fig. 2-7. Activate Fault Simulation
5. Interactive Fault Learning:

You will receive immediate feedback upon activation of the fault. The corresponding
symptoms are readily apparent. This is able to observe and learn the corresponding
symptoms to each type of fault. This greatly speeds up the process of gaining valuable
troubleshooting experience in seeing systems fail due to a wide range of problems.
6. Troubleshooting Instruction:
Many of Labtech trainers include troubleshooting diagrams as part of the courseware.
These diagrams will assist you about how to approach fault diagnosis in a logical, quick
and efficient manner. You will also gain experience with trouble shooting ladder logic and
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how to logically approach a problem from a systematic and symptomatic point of view.
So, it helps you to develop professional troubleshooting skills quickly.
Fig. 2-8. Fault tracing

It is not a problem if you want to check the electrical by using Voltage, Continuity
or Resistance. Just turn the Component Measurement mode to “Voltage” or
“Continuity/Resistance”.
Fig. 2-9. Voltage, Continuity/Resistance Measurement Mode
7. Testing Mode:
The LED fault indication display can be deactivated, so that faults can be active but the
display is switched off. In this mode you (as instructor) can introduce a series of faults
and someone else will not know which faults are in use. You will then be able to ask
him/her to use the test points to identify where the faults are.
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Fig. 2-10. Hiding active fault to test the student capability
8. Fault Reminder:
It is helpful for the instructor incase he/she forgot which one fault was activated. Just
press the LED control Button while system under hidden fault, it shows the last fault
activated. When the button release, the fault mode will back to the hidden.
Fig. 2-11. Fault reminder
9. Return Back to normal mode:

By pressing the Reset Button, the system will automatically back to normal.
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Fig. 2-12. Turn back system to normal mode
2.4. SAFETY PRECAUTION

For safety reason:
1. Do not touch the compressor discharge line with your bare hands.
2. Be careful do not get your hands or clothing caught in moving parts such as pulley, belts
or fan blades.
3. Wear a goggle and gloves when you are attaching or removing the gauges to transfer the
refrigerant or to check the pressures.
4. Observe all of the electrical safety precautions. Be careful at all times and common sense.
For long life and better trainer performance:
1. Make sure that there is no leakage found in the air conditioner system; including the hoses
and ports connections.
2. Do not make short circuit in the system.
3. Always check refrigerant pressure. System should run with sufficient refrigerant.
Note: Running the Compressor with low refrigerant charge could reduce the Compressor
life and or damage the Compressor totally.
4. Immediately repair in case of the refrigeration system leaks.
5. In case of the unit needs to be recharged. Ensure the refrigerant is R-134a and DO
NOT overcharge the system.
The system charge is R-134a / ±0.75kg
6. Periodically clean up the Condenser and Evaporator fins. Dirty fins could cause low
cooling performance.
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3
BASIC THEORY
3.1. INTRODUCTION OF AUTOMOTIVE AIR CONDITIONING
Air conditioning is the controlled environment of an enclosed space, such as inside an auto.
Air conditioning involves dehumidifying, cleaning and cooling the air inside the car. This
provides comfort to the driver and passengers alike. The main purpose of air conditioning
systems is to transfer the heat from inside the passenger’s compartment to the surrounding
outside air.
Comfort affects driver responsiveness and reaction time to a given situation. Air conditioning
provides greater safety by reducing the driver fatigue. In addition, interior noise level is
reduced when all windows are closed and the air conditioner is on. Air conditioning also
eliminates the windshield fogging. This allows the driver to maintain good visibility of the
road and other cars.
Conditions Affecting Body Comfort
The three main factors that affect to body comfort are temperature, relative humidity, and air
movement.
Temperature: Cool air increases the rate of convection; warm air slows it down. Cool air
lowers the temperature of the surrounding surfaces. Therefore, the rate of radiation increases.
Since warm air raises the surrounding surface temperature, the radiation rate decreases. In
general, cool air increases the rate of evaporation and warm air slows it down. The
evaporation rate also depends on the amount of moisture already in the air and the mount of
air movement.
Humidity: Moisture in the air is measured in terms of humidity. For example, 50% relative
humidity means that the air contains half the amount of moisture that it is capable of holding
at a given temperature. A low relative humidity allows the heat to be taken away from body
by the evaporation. It because low humidity means the air is relatively dry, it can readily
absorb the moisture. A high relative humidity has the opposite effect. The evaporation process
slows down in humid conditions; thus, the speed at which heat can be removed by the
evaporation decreases. An acceptable comfort range for the human body is from 22°C to
26.6°C at from 45% to 50% relative humidity.
Air Movement: another factor that affects the ability of the body to give off the heat is the
movement of air around the body. As air movement increases, the following processes will
occur:
➢ The evaporation process of removing body-heat speeds up because of the moisture in the
air near the body is carried away at a faster rate.
➢ The convection process increases because the layer of warm air surrounding the body is
carried away more rapidly.
➢ The radiation process increases because the heat on the surrounding surface is removed at
a faster rate. As a result, the heat radiates from the body at a faster rate.
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As air movement decreases, the processes of evaporation, convection, and radiation will
decrease.
History of Automotive Air Conditioning
Automotive air conditioning that used a refrigerant, was first introduced on the 1940 Packard.
Since then, it has become one of the most popular accessories found on cars today. Early
attempts at automotive air conditioning consisted of evaporative coolers that were hung from
the passenger side window.
Water was fed by gravity or capillary action over a filter/screen. Incoming air flowed through
the screen into the passenger compartment. The evaporating water absorbed the heat from
incoming air. However, the humidity levels inside the car. This made the coolers only
practical in the dry, desert climates of the southwestern region of the United States.
The first air conditioners to use a refrigerant were hang-on units. The assembly was mounted
under the instrument panel. This unit was independent of the heating, defrosting and
ventilation system. The heater core was in a separate housing from the evaporator.
Operation involves recirculation the air from inside the car instead of fresh air from the
outside.
The next advancement in air conditioning came when the evaporator core was combined in
the same housing as the heater core. This referred to as an integrated heating and cooling
system. This system allowed the outside air to enter or be recirculated inside the car.
The latest advancement incorporates an Automatic Temperature Control (ATC). Sensors
provide information to a computer, which controls the system automatically to maintain the
desired temperature setting.
The Present and the Future

Currently, about 90 percent of all cars made today come equipped from the factory with air
conditioning. The market is almost at the saturation point (100 percent) with automotive air
conditioners. The effects of automotive air conditioning pose many concerns.
Cars with air conditioning are not as fuel-efficient with the system in operation. With
continuing concern about fuel economy, manufacturers make component as light as possible
to reduce the weight. With the elimination and integration of various air conditioning parts,
less space is needed. The refrigerant used in automotive air conditioning is also of concern.
Until recently, the refrigerant used in cars is R-12 and it has become an environmental
concern. Although the air conditioning systems are designed to contain CFC-12 eventually
this refrigerant is released into atmosphere through seal and fitting leakage, hose permeation,
accidents, and service or vehicle disposal. Scientists believe that chlorine in the refrigerant
causes ozone (at the ozone layer) to disintegrate.
The ozone layer protects the earth from ultraviolet rays. Some scientists afraid of the result
could lead to an average ambient temperature increase of the planet. Substitute refrigerants
that are ozone-friendly have been developed and now most new vehicles are equipped with
systems for HFC-134a.
Since the refrigerant leakage of CFC 12 is known to deplete the earth's protective ozone layer
there is now a to phase out CFC-12, according to an international agreement know as the
"Montreal Protocol". This has resulted in an alternative refrigerant being required for the long
term use in automobile air conditioning systems, the new refrigerant chosen to replace CFC-
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12 is HFC-134a, it is an environmentally friendly refrigerant and is used in air conditioning

systems for new cars around the world now.
Automotive Air Conditioning Physical Laws

The automotive air conditioning works because of the application of six physical laws, or
principles of physics. These are:
1. Heat always flows from hot to cold.
2. Cold objects have less heat than hot objects at the same mass.
3. Everything in the universe is a matter. All maters exist in one of three states: solid, liquid,
or vapor.
4. When vapor is cooled below its dew point, it becomes a liquid. This is called as
condensation.
5. In order to increase the boiling point of a liquid, increase the pressure above the liquid
surface, while for decreasing the boiling point, so the pressure should be decrease.
6. When a vapor is compressed, its temperature and pressure will increase even though the
heat has not been added. This is the result of compressing the vapor.
3.2. AUTOMOTIVE AIR CONDITIONING OPERATION
Operating Conditions
The basic components of automotive air conditioning are the same as the other air
conditioners. These include a compressor, condenser, refrigerant control and evaporator. The
difference is in the operation and servicing the system. The basic operation of the automotive
air conditioner can be seen as shown in Figure 3.2-1.
Figure 3.2-1. Absorbing and Releasing the Heat in an Automotive Air Conditioning Operation. In summer, the
heat enters the passenger compartment from the sun, from the outside air, from the road and from the engine.
The passengers themselves produce the heat. The evaporator absorbs this heat and carries it to the condenser.
The condenser releases the heat to outside air.
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The automobile air conditioner must provide comfort in vehicle in all weather. This control
must be adequate during cold, mild, damp and hot weather. It must provide heating, defogging
and de-icing and it must also remove the dust, smoke and odor.
In typical automotive air conditioning system, the belt-driven compressor is mounted on the
engine, ahead of the vehicle radiator. This allows cool air to flow over the condenser. The
evaporator is mounted inside the plenum chamber in the passenger compartment. All of these
devices are connected together by lines and hoses.
Liquid refrigerant flows from the condenser to the liquid receiver. The refrigerant is dried and
filtered. Then it flows through a control device into the evaporator. In the evaporator, the
refrigerant is vaporized and absorbs the heat. The vaporized refrigerant finally flows back
through the suction line to the compressor.
Low-pressure refrigerant vapor enters the compressor through the low side. The vapor is
drawn into the cylinder and is compressed by the piston. It is then discharged through the high
side back to the condenser. The heat of compression and the latent heat of vaporization
absorbed by the refrigerant are given up to the air flowing over the condenser fins. At this
point, the entire process repeats itself. Meanwhile, a blower (fan) forces air through the
evaporator. The resulting cool air is circulated to the vehicle’s interior through air distribution
ducts and grilles.
The compressor speed will vary with engine speed. The system must have enough capacity to
provide the sufficient cooling. It must function at idling speed, in the sun, and in the wind.
There must be considerable excess capacity for normal driving speeds.
Varying weather conditions can cause problems with the control of the temperature.
Refrigerant flow problems may occur (both liquid and vapor) within the system. With the
compressor operating and little may drop too low.
Decreasing the low-side pressure lowers the evaporator temperature. The evaporator surface
temperature should not be allowed to drop below 33°F (0.5°C). The evaporator surface may
become covered with ice if it operates at 32°F (0°C) or lower for any length of time. This will
stop air circulation through the evaporator. Cool air cannot enter the passenger compartment.
Also, operating the system with low-side pressure too low may cause the oil pumping. This
condition may damage the compressor valve and, if it is continued, it may burn out the
compressor.
A typical automotive air conditioning system will cool an automobile from 110°F (43°C) to
85°F (29°C) in about 10 minutes. The vehicle’s interior may reach 150°F (66°C) when it is
parked in the sun with the windows closed. The greatest heat load or heat gain is the sun load
and heat conducted through car windows.
Automotive air conditioning systems use anywhere, from no fresh air (all recirculated) to
100% fresh air. When outside, or “fresh air” ducts are closed off, the vehicle’s inside air is
circulated back through the evaporator plenum. This is known as using recirculated air. The
recirculated air has previously been cooled by the evaporator.
Therefore, it is possible to obtain colder interior temperatures than when using outside air.
Remember, fresh air ducts must be closed for maximum cooling. The fan blower uses
approximately 200 watts or 15 amps of power. It delivers from 250 cfm to 325 cfm of air.
Operation of an air conditioning system may reduce fuel economy by as 10 %. This is
primarily due to the power needed to turn the compressor shaft. A typical automotive air
conditioning system can be seen shown in Figure 3.2-2.
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Fig. 3.2-2 Typical Automotive Air Conditioning System that use a TXV and Receiver Drier
Cooling Capacity
Automobile air conditioning systems has variable range of cooling capacity. Their output
range is similar from one until four-ton residential or commercial units. A cooling capacity of
12,000 Btu/hr. (12660 kJ/hr) (one ton) is minimum. Capacities up to 48,000 Btu/hr
(50.64 kJ/hr) are available for special applications – station wagons or vans, as the example.
The capacity of the air conditioning system should be match with the vehicle size. Under
capacity will result in inadequate cooling in hot weather. Over capacity is uneconomical and
causes the frequent cycling of the system. Systems are usually designed to keep inside
temperature 8°C to 11°C below outside (ambient) temperature with the vehicle traveling
about 30 mph (48 km/hr).
Fig. 3.2-3 Curves Show the Relationship between Car Speed, Heat Load and Horsepower Required to Drive the
Air Conditioning System
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Refer to Figure 3.2-3, it shows how horsepower required for air conditioning system
operation varies as vehicle speed changes. As the vehicle speeds up, the capacity of the
compressor will increase. As it slows down, the capacity will decrease. This variation in
output is somewhat parallel to the changing heat load, except when the vehicle is parked or in
slow moving traffic.
One solution is a variable displacement compressor. At these critical times, compressor
capacity may be below normal. A partial solution may be to idle the engine at a higher speed
or use a lower transmission gear to obtain higher engine speeds.
Larger air conditioning systems can consume as much as 8 hp (6kW) from the engine at high
speeds. Capacity at this speed will be approximately 48,000 Btu/hr. This means that 2 hp
(1.5 kW) for each ton of refrigeration in a motor-driven, constant-speed compressor
comparably built, with the evaporator and condenser more ideally located.
Refrigeration Cycle in Automotive Air Conditioning System

A schematic vapor compression system is shown in Figure 3-4A. It consists of a compressor,
a condenser, an expansion device for throttling and an evaporator. The compressor-delivery
head, discharge line, condenser and liquid line form the high-pressure side of the system. The
expansion line, evaporator, suction line and compressor-suction head form the low-pressure
side of the system.
3 2
CONDENSER
liquid line discharge line 3 CONDENSER 2
pr essur e
EXPANSION
COMPRESSOR
VALVE
4 EVAPORATOR 1
expansion line suction line
EVAPORATOR
4 1
enthalpy
A B
Fig. 3.2-4 Vapor Compression System Schematic and Refrigeration Cycle Pressure-Enthalpy Diagram
Most refrigerants undergo a series of evaporation, compression, condensation, throttling, and

expansion process, absorbing heat from a lower-temperature reservoir and releasing it to a
higher-temperature reservoir in such a way that the final state is equal in all respects to the
initial state. It is said to have undergone a closed refrigeration cycle.
When air or gas undergoes a series of compression, heat release, throttling, expansion, and
heat absorption processes, and its final state is not equal to its initial state, it is said to have
undergone an open refrigeration cycle. Figure 3.2-4B shows the refrigeration cycle on a
pressure-enthalpy (p-h) diagram.
The pressure-enthalpy diagram is the most common graphical tool for analysis and calculation
of the heat and work transfer and performance of a refrigeration cycle. A single-stage
refrigeration cycle consists of two regions: the high-pressure region (high side) and the low-
LABTECH 20
pressure (low side). The change in pressure can be clearly illustrated on the p-h diagram.
Also, both heat and work transfer of various processes can be calculated as the change of
enthalpy and state easily shown on the p-h diagram.
50.00
40.00
30.00
Sub cooled liquid Superheated vapor
20.00
n
region
ctio
Pressure p (Bar)
region
e
f ra
ature lin
e
ess
10.00 lin
iu d
r line
dry
liq
Constant temper
t
ed
tan
vapo
5.00
rat
s
tu
Con
rated
Sa
3.00
Satu
2.00 Two-phase region
1.00 e
t volume lin
Constan
0.50
0 20 40 60 80 100 140 180 220 260 300 340
Enthalpy (kJ/kg)
Fig. 3.2-5 Skeleton of Pressure-Enthalpy Diagram
Figure 3.2-5 is a skeleton p-h diagram for refrigerant R134a. Enthalpy h (in kJ/kg) is the
abscissa, and absolute pressure (bar), both expressed in logarithmic scale, is the ordinate. The
saturated liquid line separates the sub-cooled liquid from the two-phase region in which vapor
and liquid refrigerants coexist. The saturated vapor line separates this two-phase region from
the superheated vapor. In the two-phase region, the constant-dryness-fraction quality line
subdivides the mixture of vapor and liquid.
The constant-temperature lines are nearly vertical in the sub-cooled liquid region. At higher
temperatures, they are curves near the saturated liquid line. In two-phase region, the constant
temperature lines are horizontal. In the superheated region, the constant-temperature lines
curves down sharply. Because the constant-temperature lines and constant-pressure lines in
the two-phase region are horizontal, they are closely related. The specific pressure of a
refrigerant in the two-phase region determines its temperature. Also in the superheated region,
the constant-entropy lines incline sharply upward, and constant volume lines are flatter. Both
are slightly curved.
Representation of Pressure-Enthalpy Diagram

Therefore, found convenient to represent the refrigeration cycle on pressure-enthalpy (p-h)
diagram as shown in Figure 3.2-6. Therefore, even tough the fourth process is an isentropic
one, the p-h diagram is still found convenient as the work done is given by the increase in
enthalpy.
The cycle described and shown in Figure 3.2-6 is a simple saturation cycle implying that both
the states of liquid after condensation and vapor after evaporation, are saturated and lie on the
saturated liquid and saturated vapor curves respectively. The condensation temperature (t
cond.) and evaporator temperature (t evap.), corresponding to the respective saturation
LABTECH 21
pressures of high side and pressure of low side, are also called saturated discharge
temperature and saturated suction temperature respectively. However, the actual discharge
temperature from the compressor is (t comp.).
t evap. t cond.
pressure
Critical Point
CONDENSER
high side 3 2
pressure
t comp.= const.
t cond.= const.
EVAPORATOR
t evap.= const.
low side
pressure 4 1
enthalpy
(h1 h4) (h2 h1)
Fig. 3.2-6 Refrigerant Cycle on Pressure–Enthalpy (P–H) Diagram
Figure 3.2-6 also shows the constant temperature lines in the subcooled and superheated
regions along with constant volume lines. It may be noted that constant temperature lines in
the subcooled liquid and low pressure vapor regions are vertical as the enthalpy of the liquid
and the ideal gas are functions of temperature only and do not depend on pressure.
Pumping Ratio
The pumping ratio is the ratio of the suction pressure to the condensing or head pressure
expressed in absolute pressures. If the pressures are expressed in pounds per square inch, a
reading of 0 psi on the gauge is equal to the atmospheric pressure, which is about 14.7 psia
Absolute pressure equals gauge pressure plus atmospheric pressure.
Further calculation of the pumping ratio in the cycle can be done as follows:
discharge pressureatmosphere pressure
Pumping Ratio=
suction pressureatmosphere pressure
The pumping ratio should not exceed a certain value for each particular refrigerant. If the
pumping ratio is too high, the temperature of the high pressure vapor going through the
exhaust valve would overheat the mechanism. This would cause some of the oil in the exhaust
pocket to become carbonized.
Coefficient of Performance
Coefficient of performance is the ratio of output divided by input. In the refrigeration work,
the output is the amount of heat absorbed by the system; it is also called as refrigerant effect.
The input is the amount of energy required to produce this output.
LABTECH 22
The heat input by the compressor is less than the electrical energy put into the motor. The
motor is not 100% efficient, and there are also compressor friction loses. Usually, the overall
coefficient or performance will be approximately 60% of the theoretical COP. The actual
coefficient, then, is approximately 3:1, rather than 5:1.
To calculate Coefficient of Performance or Energy for Cooling (Ec) in the cycle, refrigerant
effect is divided by energy required to produce refrigerant effect as below:
h1 − h 4
COP for cooling, Ec =
h 2 − h1
3.3. REFRIGERANTS
Refrigerant and the Ozone Layer
The word “ozone” has become a part of our everyday terminology. A very thin layer of the
earth’s upper atmosphere contains ozone. The ozone layer acts as a filter for the sun’s
ultraviolet rays. This protects human, plant, and sea life from the damaging effects of these
rays.
Scientists have found that releasing chlorofluorocarbons (CFCs) from some refrigerants can
harm the ozone layer. The CFCs destroy this protective layer of the earth’s atmosphere. This
concern has developed into what we refer to as the EPA (Environmental Protection Agency)
regulations. These regulations identify the types of refrigerants that can be produced. They
also regulate how the refrigerants will be used. Most refrigerants commonly used today are
classified into four areas:
• Chlorofluorocarbons (CFCs)
• Hydro chlorofluorocarbons (HCFCs)
• Hydro fluorocarbons (HFCs)
• Refrigerant blends (azeotropic and zeotropic)
R-12 Dichlorodifluoromethane (CCL2, F2)

R-12 was used in most domestic refrigeration and automotive air conditioner applications
before 1997. Due to its suspected impact on the earth’s ozone, the production of R-12 in the
United States was stopped in 1997. There still exists a limited supply of R-12 for service
usage. Most automotive air conditioning systems stopped using R-12 in 1995 and today use
R-134a. R-12 is a colorless, almost odorless liquid. It has a boiling point of -21.7°F (-29°C) at
atmospheric pressure. It is nontoxic, noncorrosive, nonirritating and nonflammable.
Chemically, it is inert at ordinary temperatures and thermally stable to above 800°F (427°C).
This temperature is well above the safe operating temperatures of most refrigerating
mechanism materials and lubricants.
R-12 has a relatively low latent heat value. In the smaller refrigerating machines, this is an
advantage. The large amount of refrigerant circulated permits using less sensitive and more
positive operating and regulating mechanisms. It has been widely used in reciprocating,
rotary, and large centrifugal compressors. It operates at a low but positive head and
backpressure, with a good volumetric efficiency. R-12 has a pressure 26.5 psia (183kPa) or
11.8 psig (81kPa) at 5°F (-15°C). It has a pressure of 108 psia (745 kPa) of 93.3 psig (644
LABTECH 23
kPa) at 86°F (30°C). The latent heat of R-12 at 5°F (-15°C) is 68.2 Btu/lb (159 kJ/kg).
An R-12 leak may be detected by means of a soap solution, a halide lamp, colored oil added
to the system, or an electronic leak detector. Water is only slightly soluble in R-12. At 0°F (-
18°C), R-12 will hold only six parts per million of water by weight. The solution formed is
only very slightly corrosive to metals commonly used in refrigerator construction. The
addition of mineral oil to the refrigerant has no effect on the corrosive action. It does lessen
the amount of discoloration caused by the free water.
R-12 is soluble in oil down to -90°F (-68°C). This helps the oil flow in very cold evaporators.
The oil will begin to separate at this temperature. Because it is lighter than the refrigerant, it
will collect on the surface of the liquid refrigerant. The pressure-enthalpy diagram for this
refrigerant is shown in Figure 3.3-1.
Fig.3.3-1 Pressure – Enthalpy Diagram for R-12.
R-134a Tetrafluoroethane (CF3CH2F)

R-134a is an HFC refrigerant. It is used as a replacement for R-12 (a CFC refrigerant) though
operates at slightly higher pressures. It is used in centrifugal, reciprocating, rotary, screw, and
scroll compressors. R-134a is nontoxic, noncorrosive, and nonflammable. However, exposure
to concentrations over 75,000 ppm may cause cardiac irregularities.
R-134a has a boiling point of –14.9°F (-26.1°C). It is auto-ignition temperature is 1418°F
(770°C). It is ozone depletion level is 0. The coefficient of performance for R-134a is slightly
lower than that of R-12. The solubility of R-134a in water is 0.11% by weight at 77°F (25°C).
The critical temperature of R-134a is 252°F (122°C). The cylinder color code is light blue.
Refrigerant 134a is not compatible with the mineral based refrigerant oils and lubricants
presently used for R-12. It is compatible with polyolester (POE) oil for most domestic
LABTECH 24
refrigeration applications and polyalkyleneglycol (PAG) oil for automotive usage. Check with
manufacturer for exact specifications.
Numerous design changes have been developed and are being implemented for use with R-
134a. These include a 30% increase in condenser and evaporator sizing, a change in desiccant
type (from silicone gel to molecular sieve), the use of smaller hoses, and 30% increase in
control pressure regulations.
Leaks of R-134a can be detected by use of: soap solution or fluorescent dyes, ultrasonic leak
detectors, halogen-selective detectors and electronic leak detectors.
R-134a is presently being used as a standard refrigerant in vehicular air conditioning. It has
been named as a substitute for a wide range of applications. These include air conditioning
and refrigeration systems in residential, commercial, and industrial applications. A pressure-
enthalpy diagram for R-134a is shown in Figure 3.3-2.
Fig. 3.3-2 Pressure – Enthalpy Diagram for R-134a
Differences between R-12 and R-134a and the Implication

As the preview explanation, R-134a is worldwide choice as the replacement refrigerant for R-
12. R-134a is not chemically compatible with several of the materials commonly used in R-12
systems. R-134a and R-12 are not chemically compatible. There are some problems, however;
changing systems to operate on R-134a, as it operates at slightly higher pressures than R-12,
see Figure 3.3-3
LABTECH 25
Fig. 3.3-3 Pressure-Temperature Curves for R-12 and R-134a
Fig. 3.3-4 Possible Changes Needed when Converting to R-134a use
In some situations, certain components such as compressor, condenser, thermostatic

expansion valve, the receiver/drier, hoses and the system lubricant may need to be replaced,
as shown in Figure 3.3-4. However, some retrofits (system changeovers) have been performed
changing only the receiver/drier and the lubricant.
List below explains the implication of refrigerant’s change in the automotive air conditioning
system:
LABTECH 26
Lubricants
1. Current mineral oil lubricants used in R-12 are not compatible with R-134a.
2. Most likely the new lubricant or lubricants will be polyalkylene glycol "PAG" and Ester.
There may be more than one.
3. Different compressors and systems may require different lubricants.
4. New lubricants are not compatible.
Compressor
1. Cannot tolerate the smallest mix of R-12 and R-134a.
2. Compressors have to be more efficient.
3. To prevent leakage, compressors have to be upgraded with new gaskets, “O” rings &
seals.
Receiver Drier
1. The current desiccant in receiver driers is not chemically compatible with R134a.
2. New desiccant is available, XH7, XH9 is compatible with R-12 and R-134a.
3. R-134a and "PAG" are more water absorbing than R-12.
Hoses
• The permeation of R-134a through rubber hose is about double that of R-12.
• R-134a may not be compatible with rubber hose.
• New design and materials hoses have been developed that are compatible with R-12 and
R- 134a. These are nylon lined.
Condenser
1. Higher working pressures of the R-134a systems will require more efficient or larger
condenser.
2. Higher pressures may require new pressure switches and greater use of electric cooling
fans.
Tools
1. A separate set of tools will be required to service R-1 2 and R-134a systems.
2. R-134a systems using different lubricants may require dedicated tools.
3. Current leak detection devices, including electronic leak detectors will not detect R-134a
4. Dyes and chemical tracers are not recommended for use with R-134a.
LABTECH 27
3.4. AIR CONDITIONING COMPONENTS

COMPRESSOR
General
There is various makes and types of compressors used in automotive air conditioning systems.
The internal design could be Piston, Scroll, Wobble plate, Variable stroke or Vane. Regardless,
all operate as the pump in the A/C system to keep the refrigerant and the lubricating oil circu-
lating, and thus to increase the refrigerant pressure and thus temperature.
Swash Plate
A swash plate of diagonal design is mounted on the compressor shaft. It drives three double-
ended pistons. In the cylinder shown in the right of the illustration, the suction valve is opened
when the piston moves to the left. The pressure difference between the suction shaft within
the housing and inside the cylinder causes refrigerant to enter the cylinder through the suction
valve. Conversely, when the piston moves to the right, the suction valve is closed and the
refrigerant is pressurized. Continued pressurization increases the pressure of the refrigerant in
the cylinder, causing the discharge valve to open. The refrigerant then flows to a high-
pressure pipe.
Fig. 3.4-1 Sectioned Swash Plate Compressor
Wobble Plate
A reciprocating piston, fixed displacement compressor. The pistons are operated by a wobble
plate which moves them backwards and forwards in the cylinders. As the front shaft turns the
wobble plate angle changes, causing the pistons to move in and out, pulling refrigerant vapor
in through the suction side, compressing it and discharging this high pressure vapor into the
condenser.
LABTECH 28
Fig. 3.4-2. Sectioned Wobble Plate Compressor

Scroll Type
This compressor uses a unique design with two scrolls, one is fixed and the other is movable,
both are inter-leaved. The movable spiral is able to Orbit or oscillate without actually fully ro-
tating. The movable scroll is connected to the input shaft via a concentric bearing. As the
movable spiral oscillates within the fixed spiral, a number of pockets are formed between the
spirals. As these pockets decrease in size the refrigerant is squeezed, the pressure increases
and is discharged through a reed valve at the discharge port in the rear section of the com-
pressor.
Fig. 3.4-3. Sectioned Scroll Compressor

Rotary Vane
Rotary vane compressors consist of a rotor with three or four vanes and carefully shaped rotor
housing. As the compressor shaft rotates, the vanes and housings form chambers.
The refrigerant is drawn through the suction port into these chambers, which become smaller
as the rotor turns. The discharge port is located at the point where the gas is fully compressed.
The vanes are sealed against the rotor housing by centrifugal force and lubricating oil. The oil
sump and oil pump are located on the discharge side, so that the high pressure forces oil
through the oil pump and then onto the base of the vanes keeping them sealed against the ro-
tor housing.
LABTECH 29
Fig. 3.4-4. Sectioned Rotary Vane Compressor
Magnetic Clutch
An Electro-magnetic clutch is used in conjunction with the thermostat to disengage the
compressor when it is not needed, such as when a defrost cycle is indicated in the evaporator,
or at other times when the Air conditioner is not being used.
The stationary field clutch is the most desirable type since it has fewer parts to wear out. The
field is mounted to the compressor by mechanical means depending on the type of field and
compressor.
The rotor is held on the armature by means of bearing and snap rings. The armature is
mounted to the compressor crankshaft.
Fig. 3.4-5 Internal View of the Compressor Magnetic Clutch
When no current is fed to the field there is no magnetic force applied to the clutch and the
rotor is free to turn on the armature, which remains stationary on the crankshaft.
LABTECH 30
When the thermostat is on and closed, current is fed to the field. This set up a magnetic force
between the field and armature, pulling it into the rotor. When the armature becomes engaged
with the rotor, it becomes as one piece and the complete unit turns while the field remains
stationary. This causes the compressors crankshaft to turn, starting the refrigeration cycle.
When the thermostat is on but cuts off or opens, current is cut off. The armature snaps out and
stops while rotor continues to turn. Pumping action of the compressor is stopped until current
is again applied to the field.
CONDENSER
The condenser receives the high pressure, high temperature refrigerant vapor from the
compressor and condenses it to a high temperature liquid. It is designed to allow heat
movement from the hot refrigerant vapor to the cooler outside air. The cooling of the
refrigerant changes the vapor to the liquid.
Heat exchange is accomplished using cooler air flowing through the condenser. Ram Air
Condensers depend on the vehicle movement to force a large volume of air pass the fins and
tubes of the condenser. The condenser is usually located in front of the car's radiator.
Refrigerant temperature in the condenser varies from 120ºF (49ºC) to 170ºF (76.7ºC), with
pressure ranging from 150 (10.5) to 300 PSI. (21 kg/cm2).
Fig. 3.4-6 Condenser
Condensing of the refrigerant is the change of the refrigerant from vapor to liquid. The action
is affected by the pressure of the refrigerant in the coil and airflow through the condenser.
Condensing pressure in an Air-conditioner system is the controlled pressure of the refrigerant
that affects the temperature at which condenses to liquid, giving off large quantities of heat in
the process. The condensing point is sufficiently high to create a wide temperature differential
between the hot refrigerant vapor and the air passing over the condenser fins and tubes. This
difference permits rapid heat transfer from refrigerant to air.
Design Types
Serpentine
This type of condenser consists of one long tube which is coiled over and back on itself with
cooling fins added in between the tubes.
LABTECH 31
Fig. 3.4-7 Serpentine Condenser

Parallel Flow
This design is very similar to a cross flow radiator. Instead of the refrigerant traveling through
one passage (like the serpentine type) it can now travel across numerous passages. This will
give larger surface area for the cooler ambient air to contact.
Fig. 3.4-8 Parallel Condenser
CONDENSER ELECTRIC FAN

Most vehicles with air conditioning require an electrical fan to assist air flow, either pushing
or pulling the air through the condenser, depending on which side of the condenser the fan is
placed.
Most modern vehicles now have smaller front grilles or bumper bar openings. This causes
poor air flow conditions especially at idle when A/C performance is limited by the amount of
air flow over the condenser.
LABTECH 32
Fig. 3.4-9 Condenser Fan Blade types
RECEIVER DRIER-FILTER
The receiver drier is an important part of the air-conditioning system. The drier receives the
liquid refrigerant from the condenser and removes any moisture and foreign matter present
that may have entered the system also for storing liquid refrigerant and desiccant.. The
receiver section of the tank is designed to store extra refrigerant until the evaporator needs it.
Fig. 3.4-10 Receiver Drier.
The Desiccant
A desiccant is a solid substance capable of removing moisture from gas, liquid or solid. It is
held in place within the receiver between two screen, which also act as strainers. Sometimes it
is simply placed in a metal mesh or wool felt bag.
LABTECH 33
THERMOSTATIC EXPANSION VALVE

The thermostatic expansion valve controls the amount of refrigerant entering the evaporator
coil. Both internally and externally expansion valves are used. The expansion valve is located
near the inlet of the evaporator and provides the function of throttling, modulating, and
controlling the liquid refrigerant to the evaporator coil. The refrigerant flow is restricted
creating a pressure drop across the valve.
Fig. 3.4-11 Thermostatic Expansion Valves.
Since the expansion valve also separates the high side of the system from the low side, the
state of the refrigerant entering the valve is high pressure liquid; exiting it as low-pressure
liquid.
The amount of refrigerant entering the evaporator varies with different heat loads. The valve
modulates from wide open to fully closed position, seeking a point between for proper
metering of refrigerant.
Both the temperatures of the power element bulb (or pigtail) and the pressure of the liquid
control the expansion valve in the evaporator. As the load increases, the valve responds by
opening wider to allow more refrigerants into the evaporator. It is this controlling action that
provides the proper pressure and temperature control in the evaporator.
Some valves have a third connection called an “external equalizer”. The connection is
normally a ¼ in solder and is on the side of the valve close to the diaphragm, Figure 1.8.
Fig. 3.4-12 The third connection on this expansion valve is called the external equalizer
LABTECH 34
As will be discussed later, the evaporator pressure has to be represented under the diaphragm
of the expansion valve. When an evaporator has a very long circuit, a pressure drop in the
evaporator may occur, and an external equalizer is used. A pressure connection is made at the
end of the evaporator, which supplies the evaporator pressure under the diaphragm. Some
evaporators have several circuits and a method of distributing the refrigerant that will cause
pressure drop between the expansion valve outlet and the evaporator inlet. This installation
must have an external equalizer for the expansion valve to have correct control of the
refrigerant, Figure 1.9.
Fig. 3.4-13 An evaporator with multiple circuits and an external equalizer line to account for pressure drop.
When an evaporator becomes so large that the length would create pressure drop, the evaporator is divided into
circuits, and each circuit must have the correct amount of refrigerant.
An equalizer is small tube-usually ¼" OD. It joins the suction line at the outlet of the
evaporator. The other end opens beneath the expansion valve diaphragm. The equalizer
compensates for any pressure drop through the evaporator while the compressor is running.
An equalizer tube is shown in Figure 1.10.
Fig. 3.4-14 A thermostatic expansion valve fitted with an equalizer tube. Equalizer connects suction line
pressure at sensing bulb to underside of valve bellows or diaphragm (Low-Pressure side). This enable low-side
pressure operating valve to be same as pressure at sensing bulb. The compensates for any pressure drop through
evaporator while compressor is running.
There is always some pressure drop through the evaporator. An equalizer should be used if the
pressure drop between the inlet of the evaporator and the outlet is more than 4 psi (28 kPa).
LABTECH 35
The equalizing tube provides the same pressure as is in the suction line at the sensing bulb
location. This equalizing of pressure will permit accurate superheating adjustments. Pressure
drop in the evaporator tends to increase the superheat effect and to starve the evaporator.
EVAPORATOR
The evaporator cools and dehumidifies the air before it enters the car's interior. Cooling a
large area requires that large volumes of air be passed through the evaporator coil for heat
exchange. Therefore a blower becomes a vital part of the evaporator assembly. It not only
draws heat-laden air into the evaporator, but also forces this air over the evaporator fins and
coils where the heat is surrounded to the refrigerant.
The blower forces the cooled air out of the evaporator into car's interior. Heat exchange, as
explained under condenser operation, depends upon a temperature differential; the greater will
be the amount of heat exchange between the air and the refrigerant.
A high heat load condition, as is generally encountered when the Air-conditioning system is
turned on, will allow rapid heat transfer between the air and the coolant refrigerant. The
change of state of the refrigerant in the evaporator coil is as important as that of the airflow
over the coil.
When low-pressure liquid refrigerant enters the evaporator, it boils (expand) and vaporizes
immediately. The latent heat of evaporation is the heat absorbed by expanding refrigerant in
the evaporation process.
Some liquid refrigerant must be supplied throughout the total length of the evaporator. As the
process of heat loss from the air to the evaporator coil surface is taking place, any moisture
(humidity) in the air condenses on the outside surface of the evaporator coil and is drained off
as water.
Fig. 3.4-15 Evaporator
At atmospheric pressure, refrigerant boils at -21.6ºF (-30ºC) and water freezes at 32ºF (0ºC).
Therefore, the temperature in the evaporator must be controlled so that the water collecting on
the coil surface does not freeze on and between the fins and restrict the airflow. The
evaporator temperature is controlled through pressure inside the evaporator, and temperature
and pressure at the outlet of the evaporator.
THERMOSTAT
An Electro magnetic clutch is used on the compressor to provide constant temperature control
of the car's interior. The clutch is controlled by a thermostat in the evaporator, which is set
initially by the driver to a predetermined point. Coil temperature is then maintained by
LABTECH 36
cycling action of the clutch.
Fig. 3.4-16 Thermostat
The thermostat is simply a thermal device, which controls an electrical switch. When warm
the switch is closed; when cold, it is open. Most thermostats have a positive off position to
turn the clutch off regardless of temperature.
The bellows type thermostat has a capillary tube connected to it which is filed with refrigerant
and extends into the evaporate core to sense temperature. The capillary tube is attached to the
bellows inside of the thermostat. Expansion of the gases inside the capillary tube exerts
pressure on the bellows, which in turn close the points at a predetermined temperature.
LABTECH 37
LABTECH 38
4
PRE-OPERATION
PRE-OPERATION PROCEDURE
Follow the procedure below before operating the trainer:
1. Ensure sub chapter 2.2 “Setting up the Trainer” has been done correctly.
2. Read carefully sub chapter 2.3 “Using the Trainer” for familiarizing of trainer.
3. Ensure that ELCB, MCB and all Switches are “OFF”.
4. Ensure there is no leakage found in the system.
Note: The normal system pressure when the trainer is not operating should be around 6.0
bar at ambient temperature 27°C.
5. Check the incoming power supply and make sure the voltage is within a range (Three
Phase 380/400 VAC, 50Hz).
6. Connect the power plug on the Trainer to the suitable power supply.
7. Connect the power plug of DC Power Supply to 220VAC Power Output.
8. Make the connection of DC Power Supply as figure below:
Fig. 4.1-1 DC Power Supply Connection
9. Turn on ELCB, MCB, AC Power Output Socket Switch and DC Power Supply Switch.
10. Check the output voltage from DC Power Supply and make sure the voltage is within a
range (12/13.8VDC, 50Hz).
11. Turn on the Drive motor switch and run the inverter (Set the inverter frequency to 50 Hz).
12. Set the evaporator and condenser fan speed to High position.
13. Set the thermostat to Low position.
14. Ensure all components run normally.
LABTECH 39
15. Turn off the thermostat, evaporator fan speed, drive motor switch and DC power supply
switch.
16. Turn off AC Power Output Socket, Main Power Switch, MCB and ELCB.
17. Now the trainer is ready to be used for the experiments.
LABTECH 40
5
EXPERIMENT
LABTECH 41
5.1. REPRESENTATION OF THE REFRIGERATION CYCLE INTO P-H

DIAGRAM
OBJECTIVE
After completing the experiment you will be able to plot the enthalpy values of refrigeration
cycle into pressure-enthalpy diagram.
DISCUSSION
Pressure Gauges
There are two types of pressure reading; the gauge pressure and absolute pressure.
The absolute pressure = gauge pressure + atmospheric pressure.
Absolute pressure used is in P-h Diagram.
If you use data PG1 / LPG (suction pressure) and PG2 / HPG (discharge pressure) displayed
on the trainer, you should convert it to the absolute value before plotting it into P-H Diagram.
The gauge shown in the trainer is in relative value (technical gauge pressure).
Fig. 5.1-1 HPG and LPG
Plotting of Refrigeration Cycle into Pressure-Enthalpy Diagram

I. Pressure Line Plotting
Convert the gauge reading into absolute pressure and then draw a horizontal line into P-H
Diagram as per sample below (pressure on P-H Diagram is stated in absolute value).
Note: bar (absolute) = bar + atmospheric pressure
LABTECH 42
Fig. 5.1-2 Pressure Line
II. Compression Process Plotting

Mark the intersection between Suction Pressure (PG1) and Suction Temperature (T1).
Mark the intersection between Discharge Pressure (PG2) and Discharge Temperature (T2).
Draw a line connecting two points.
Fig. 5.1-3 Compression Process
III.Condensation Process Plotting

Mark the intersection between Discharge Pressure (PG2) and Discharge Temperature (T2).
Mark the intersection between Discharge Pressure (PG2) and Condensing Temperature
(Tc) in the saturated liquid phase. Draw a line connecting two points.
LABTECH 43
Fig. 5.1-4 Condensation Process
IV. Subcooled Line Plotting

Mark the intersection between Discharge Pressure (PG2) and Condensing Temperature
(Tc) in the saturated liquid phase. Mark the intersection between Discharge Pressure
(PG2) and Expansion Inlet Temperature (T5).
Fig. 5.1-5 Subcooled Process
V. Expansion Process Plotting

Mark the intersection between Discharge Pressure (PG2) and Expansion Inlet Temperature
(T5). Draw a vertical line until it intersects with Suction Pressure (PG1).
LABTECH 44
Fig. 5.1-6 Expansion Process
VI. Evaporation Process Plotting

Mark the intersection between end of expansion line and Suction Pressure (PG1).
Mark the intersection between Suction Pressure (PG1) and Evaporating Temperature (Te)
in the saturated vapor phase. Draw a line connecting two points.
Fig. 5.1-7 Evaporation Process
VII. Evaporator Superheat Line Plotting

Mark the intersection between Suction Pressure (PG1) and Evaporating Temperature
(Te) in the saturated vapor phase. Mark the intersection between Suction Pressure (PG1)
and Evaporator Outlet Temperature (T6). Draw a line connecting two points.
Fig. 5.1-8 Evaporator Superheat
LABTECH 45
VIII. Suction Line Superheat Plotting

Mark the intersection between Suction Pressure (PG1) and Evaporator Outlet
Temperature (T6). Mark the intersection between Suction Pressure (PG1) and Suction
Temperature (T1).
Fig. 5.1-9 Suction Line Superheat
EQUIPMENT
1. LABTECH Advanced Automotive Air Conditioning Demonstration Unit (HC-AC2-T).
2. Experiment Manual HC-AC2-T.
PROCEDURES
Safety Checklist
➢ Be careful, do not get your hands or clothing caught in moving parts such as fan blades
and belt.
➢ Observe all of electrical safety precautions and be careful at all times and common
sense.
Running the System
1. Prepare the equipment required for this experiment.
2. Ensure Pre-Operation (chapter 4) has been done correctly.
3. Turn on the ELCB, MCB and Main Power Switch.
LABTECH 46
4. Turn on the drive motor speed control switch (switch on to “run” position) to activate
the inverter and turn clockwise the drive motor speed control frequency adjuster until it
reaches the maximum level (the inverter frequency must be 50 Hz) to run the electrical
drive motor. .
5. Turn on the AC Power Output Socket Switch.
6. Turn on the DC Power Supply Switch (the DC volt meter must be 12 VDC).
7. Ensure the condenser fan speed control is set to “high” position and temperature
control to “cool” position.
8. Turn on the blower switch by turning it to the 3rd (high) position. It will activate the
compressor and will operate the refrigeration system.
9. Allow the air conditioning system run for about 15 minutes. While the system is being
operated, observe and record the pressures and airflow temperatures. Complete the
measurement data into Table 5.1-1.
10. Refer to the pressures measurement (discharge pressure and suction pressure) to
determine the absolute pressure.
Note:
Absolute pressure = gauge pressure + atmospheric pressure.
Atmospheric pressure is 1.01325 Bar.
11. Use the pressure-enthalpy diagram for drawing the refrigeration cycle.
Note:
The pressure-enthalpy diagram of R-134a is provided in appendix.
The pressure unit in pressure-enthalpy diagram is Bar.
12. After you have understood how to plot the enthalpy values of refrigeration cycle in the
air conditioning system, switch off the blower switch, DC power supply switch and
DC Power Supply input power socket switch.
13. Turn counter clockwise the drive motor speed control frequency adjuster until it
reaches the minimum level (the electrical drive motor will be off) and turn off the drive
motor speed control switch (switch off to “stop” position).
14. Turn off the Main Power Switch, MCB and ELCB respectively.
15. Return the equipment to its respective place and clean up your working area.
16. By using data in Table 5.1-1, draw the refrigeration cycle for both conditions into
Pressure-Enthalpy Diagram.
See the Appendix for Pressure-Enthalpy Diagram.
Write down your analysis!
Table 5.1-1. Measurement of, Pressures, and Temperatures
Description Value Unit

Suction Pressure (PG1) bar
Discharge Pressure (PG2) bar
LABTECH 47
Suction Temperature / T1 ºC
Discharge Temperature / T2 ºC
Condenser Inlet Temperature / T3 ºC
Condenser Outlet Temperature / T4 ºC
Expansion Inlet Temperature / T5 ºC
Evaporator Outlet Temperature / T6 ºC
Table 5.1-2. Gauge Pressures and Absolute Pressures
Gauge Pressure Absolute Pressure

Pressures
(Bar) (Bar abs)
Discharge pressure
Suction pressure
Table 5.1-3 Enthalpy Points in Refrigeration Cycle

Measurement Point Value Unit
Start compression enthalpy point (h1) kJ/kg
Start condensation enthalpy point (h2) kJ/kg
End condensation enthalpy point (h3) kJ/kg
Start evaporation enthalpy point (h4) kJ/kg
5.2 SYSTEM PERFORMANCE ANALYSIS
OBJECTIVES
After completing the experiment you will be able to:
• Calculate the degree de-superheating in the discharge line.
• Calculate the degree sub-cooled.
• Calculate the degree superheat in the evaporator
• Calculate the degree superheat in the suction line
• Calculate the heat transfer rate
• Calculate the enthalpy value on each process.
LABTECH 48
DISCUSSION
I. Degree of Subcooled in the Condenser Calculation
Subcooled (K) = Condensing Temperature – Condenser Outlet Temperature
= tc – t4
Fig. 5.2-1 Degree of Subcooled in the Condenser
LABTECH 49
II. Degree of Subcooled in the Liquid Line Calculation

Subcooled (K)= Condenser Outlet Temperature – Expansion Inlet Temperature
= t4 – t5
Fig. 5.2-2 Degree of Subcooled in the Liquid Line
III. Degree of De-superheating in the Discharge Line Calculation

De-superheating (K) = Discharge Temperature – Condenser Inlet Temperature
= t2 – t3
Fig. 5.2-3 Degree of De-superheating in the Discharge Line
LABTECH 50
IV. Degree of Superheat in the Evaporator Calculation

Superheat (K) = Evaporator Outlet Temperature – Evaporating Temperature
= T6 –Te
Fig. 5.2-4 Degree of Superheat in the Evaporator
V. Degree of Superheat in the Suction Line Calculation

Superheat (K) = Suction Temperature – Evaporator Outlet Temperature
= T1 –T6
Fig. 5.2-5 Degree of Superheat in the Suction Line
LABTECH 51
VI. Heat Transfer Calculation
Fig. 5.2-6 Enthalpy Value
Heat absorbed in the Evaporator Qe= ṁh1−h4

Work input / Compressor power W = ṁh2−h1
Heat rejected in the Condenser Qc= ṁh2−h3
Heat rejected in the Condenser Qc=QeW
Coefficient of Performance Qe
COP=
W
Energy Efficiency Ratio Qe W = Power Input Compressor (kW)

EER=
W
Where:
ṁ = refrigerant mass flowrate (kg/s)
determine the refrigerant flow from lpm unit to kg/s by using the formula below:
Refrigerant circulation rate RFM (lpm ) 1
m& (kg / s ) = x (kg / dm3)
60 densityT 4
RFM (lpm ) 1
m& (kg / s ) = x (kg / dm3)
60 densityT 4
h = enthalpy value
LABTECH 52
EQUIPMENT
1. LABTECH Advance Automotive Air Conditioning Demonstration Unit (HC-AC2-T).
3. Digital Clamp Meter
PROCEDURES
Safety Checklist
➢ Be careful, do not get your hands or clothing caught in moving parts such as fan
blades and belt.
➢ Observe all of the electrical safety precautions and be careful at all times and common
sense.
Running the System
drive motor.
7. Ensure the condenser fan speed control is set to “high” position and temperature control
to “cool” position.
9. Allow the air conditioning system run for about 15 minutes. While the system is being
operated, observe and record the pressures and temperatures. Complete the
measurement data into Table 5.2-1.
10. Refer to the pressures measurement (discharge pressure and suction pressure) to
determine the absolute pressures.
Note:
Absolute pressure = gauge pressure + atmospheric pressure.
Atmospheric pressure is 1.01325 Bar.
11. Draw the refrigeration cycle on the pressure-enthalpy diagram of R-134a and plot the
enthalpy values.
Note: The pressure unit in pressure-enthalpy diagram is Bar.
12. After you have understood how to analyze of the air-conditioning system performance,
switch off the blower switch, DC power supply switch and DC Power Supply input
power socket switch.
LABTECH 53
reaches the minimum level (the electrical drive motor will be off) and turn off the
drive motor speed control switch (switch off to “stop” position).
TASKS
1) By using data in Table 5.2-1, calculate:
a) Degree of subcooled in the Condenser
b) Degree of subcooled in the Liquid Line
c) Degree of superheat in the Evaporator
d) Degree of superheat in the Liquid Line
2) Calculate the degree of de-superheating in the Discharge Line
3) Calculate the heat absorbed in the Evaporator
4) Calculate the work input / Compressor power
5) Calculate the heat rejected in the Condenser
6) Calculate the coefficient of Performance
7) Calculate the energy Efficiency Ratio
See the Appendix chapter for Thermodynamics Properties of R-134a. Write down your
analysis!
Table 5.2-1 Measurement of Pressures and Temperatures
Suction Pressure (PG1) bar
Discharge Pressure (PG2) bar
Suction Temperature / T1 ºC
Discharge Temperature / T2 ºC
Condenser Inlet Temperature / T3 ºC
Condenser Outlet Temperature / T4 ºC
Expansion Inlet Temperature / T5 ºC
Evaporator Outlet Temperature / T6 ºC
Table 5.2-2. Performance of Air Conditioning System

HPG (Bar Absolute) kJ/kg
LPG (Bar Absolute) kJ/kg
h1 (kJ/kg) kJ/kg
h2 (kJ/kg) kJ/kg
h3 (kJ/kg) kJ/kg
h4 (kJ/kg) kJ/kg
LABTECH 54
5.3 COMPRESSOR SPEED VARIATION

OBJECTIVES
After completing the experiment, you should be able to:
1. Describe the effect of varying compressor speed to cooling and heat rejection capacity
2. Describe the effect of varying compressor speed to the system performance.
EQUIPMENT
DISCUSSION
Air conditioning compressor is driven by engine in actual condition. If the car moves fast, the
compressor speed rotation will be fast too so as to the performance of air conditioning system
will vary depend on the compressor speed rotation. In this trainer the engine is substituted by
the electrical drive motor with inverter as the electrical drive motor speed control.
PROCEDURES
Safety Checklist
➢ Do not touch the compressor discharge line with your bare hands.
➢ Be careful, do not get your hands or clothing caught in moving parts such as fan blades.
sense.
Running the System
drive motor. .
9. Allow the system run for about 15 minutes.
10.Observe the voltage, current consumption, pressure, temperatures and refrigerant flow,
then record the observation results into Table 5.3-1.
11.Measure the evaporator air inlet and outlet temperature, and also the condenser air inlet
LABTECH 55
and outlet temperature by using movable temperature sensor (T7).

12.Adjust the Drive Motor Speed to 1200 rpm by turning the adjuster drive motor speed
control frequency adjuster.
13.Repeat the step-9 for Drive Motor Speed at 1000 rpm and 800 rpm.
14.After completing the observation, switch off the blower switch, DC power supply
switch and DC Power Supply input power socket switch.
15.Turn counter clockwise the drive motor speed control frequency adjuster until it
16.Turn off the Main Power Switch, MCB and ELCB respectively.
17.Return the equipment to its respective place and clean up your working area.
QUESTIONS and TASKS

1. Compare the temperature difference (Air inlet-air outlet) through evaporator! What is
the effect resulted by varying compressor speed to air outlet temperature through the
evaporator?
2. Compare the temperature difference (Air inlet-air outlet) through condenser! What is
the effect resulted by varying compressor speed to air outlet temperature through the
condenser?
3. Put the data from Table 5.3-1 into P-H diagram for each compressor speed (it refers to
experiment 5.1). Calculate and fill the result into Table 5.3-2!
4. Make a conclusion of this experiment by using your data and analysis!
LABTECH 56
Table 5.3-1 Measurement of Air Conditioning System

Evaporator Blower Speed High
Condenser Fan Speed High
Drive Motor Speed (rpm) 1300 1000 800
DC Voltage (V)
DC Current (A)
Discharge Pressure (PSIG)
Suction Pressure (PSIG)
Suction Compressor /T1 (°C)
Discharge Compressor /T2 (°C)
Condenser Inlet / T3 (°C)
Condenser Outlet / T4 (°C)
Expansion Inlet / T5 (°C)
Evaporator Outlet / T6 (°C)
Ambient Temperature (°C)
Evaporator Air Inlet Temp. (°C)
Evaporator Air Outlet Temp. (°C)
Condenser Air Inlet Temp. (°C)
Condenser Air Outlet Temp. (°C)
Refrigerant Flowrate (lpm)
Table 5.3-2 Calculation of System Performance

Drive Motor Speed (rpm)
Value Unit
1300 1000 800
Qw (h2-h1)] kj/s
Qe [m(h1-h3)] kj/s
Qc [m(h2-h3)] kj/s
COP
LABTECH 57
5.4. CONDENSER FAN SPEED VARIATION

OBJECTIVES
After studying this exercise, you should be able to:
1. Describe the effect of varying condenser fan speed to the cooling capacity and heat
rejection capacity
2. Describe the effect of varying condenser fan speed to the system performance
EQUIPMENT
2. Experiment Manual HC-AC2-T
DISCUSSION
The condenser is a heat exchange device similar to the evaporator. It rejects the heat from the
system to the surrounding area. Condenser fan is needed to maximize the heat rejection
process by condenser. Condenser fan forced the amount of air passing through the condenser
coil. Some problem will appear to the system if the air flow is restricted. In this trainer the
condenser fan speed control is used to simulate the air flow passing through the condenser is
less then desired value (low, medium).
PROCEDURES
Safety Checklist
blades.
sense.
Running the System
reaches the maximum level (set the inverter frequency must be 50 Hz) to run the
electrical drive motor. .
9. Observe the voltage, current consumption, pressure, temperatures and refrigerant flow,
LABTECH 58
then record the observation results into Table 5.4-1.

10. Measure the evaporator air inlet and outlet temperature, and also the condenser air
inlet and outlet temperature by using movable temperature sensor (T7).
11. Record the time value needed by the system to reach cut-out and time range to cut-in
again.
12. Adjust the condenser fan speed to “med.” position by turning the adjuster. Allow the
system run for about 10 minutes. Record the data of voltage, current consumption,
pressures (high pressure especially) and temperatures. Record the observation results
into Table 5.4-1.
13. Repeat the step-12 for condenser fan speed set to “low” position.
Note: If the system cut-out (off) by excessive pressure, please push the green button
(reset button) at high pressure protector when high pressure gauge pointed at below of
15 bar gauge.
14. After completing the observation, switch off the blower switch, DC power supply
switch and DC Power Supply input power socket switch
QUESTIONS and TASKS

1. Compare the temperature difference (Air inlet-air outlet) through evaporator. What is
the effect resulted by varying condenser fan speed to air outlet temperature through the
evaporator?
2. Compare the temperature difference (Air inlet-air outlet) through condenser. What is
the effect resulted by varying condenser fan speed to air outlet temperature through the
condenser?
3. Put the data from Table 5.4-1 into P-H diagram for each condenser fan speed (it refers
to experiment 5.1). Calculate and fill the result into Table 5.4-2!
4. Make a conclusion of this observation by using your data and analysis!
LABTECH 59

Evaporator Blower Speed High
Drive Motor Speed 1300 rpm
Condenser Fan Speed High Medium Low
DC Voltage (V)
DC Current (A)

Condenser Fan Speed
Value Unit
High Medium Low
Qw [m(h2-h1)] kj/s
Qe [m(h1-h3)] kj/s
Qc [m(h2-h3)] kj/s
COP
LABTECH 60
5.5. EVAPORATOR BLOWER SPEED VARIATION

OBJECTIVES
After completing the experiment, you will be able to:

1. Describe the effect of varying evaporator blower speed to cooling and heat absorption
capacity
2. Describe the effect of varying evaporator blower speed to the system performance
EQUIPMENT
DISCUSSION
In air conditioning The evaporator is used to absorb the heat from the heat source such as
heat from passenger, sun radiation, engine and etc . When heat load inside the car increase
rapidly, the temperature will be increase immediately, so we need to set the evaporator blower
to “maximum” position in order to make the room to be cool faster. Varying the evaporator
blower speed is mean varying the quantity of air passing through the evaporator in order to
maximize the heat transfer rate between the air and the refrigerant inside the evaporator so as
to it will make the different in the system performance.
PROCEDURES
Safety Checklist
➢ Be careful, do not get your hands or clothing caught in moving parts such as fan blades.
sense.
Running the System
drive motor. .
LABTECH 61
9. Runs for five times cut-out (system off) or approximately 10 minutes.

10.Record the time differences between cut-out and cut-in.
11. Repeat step 9 and 10 for “medium” and “minimum” position.
12. After completing the observation, turn off the system and let the system for cooling
down.
13. Prepare all equipment for the next experiment.
14. Turn on the system, follow step 3 and 4.
15. Observe the voltage, current consumption, pressure, temperatures, and refrigerant flow
for each evaporator blower speed, then record the observation results into Table 5.5-1.
16. Measure the evaporator air inlet and outlet temperature, condenser air inlet and outlet
temperature by using movable temperature sensor (T7) and record the observation
results into Table 5.5-1.
Note: Take data from the system when system is in stable condition or before the
system is cutting-off!
17. After completing the observation, switch off the blower switch, DC power supply
switch and DC Power Supply input power socket switch.
QUESTIONS and TASKS

1. Compare the temperature difference (Air inlet-air outlet) through evaporator. What is
the effect resulted by varying evaporator blower speed to air outlet temperature
through the evaporator?
2. How does the time needed by system reach the temperature setting and differential of
cut out – cut in at each evaporator blower speed?
3. Put the data from Table 5.5-1 into P-h diagram for each evaporator blower speed (it
refers to experiment 5.1). Calculate and fill the result into Table 5.5-2!
4. Make a conclusion of this observation by using your data and analysis!
LABTECH 62

Condenser Fan Speed High
Drive Motor Speed 1380 rpm
Evaporator Blower Speed Max. Med. Min.
DC Voltage (V)
DC Current (A)

Evaporator Blower Speed
Value Unit
Max. Med. Min.
Qw [m(h2-h1)] kj/s
Qe [m(h1-h3)] kj/s
Qc [m(h2-h3)] kj/s
COP
LABTECH 63
5.6. DUAL PRESSURE SWITCH FAULTY (F1)

OBJECTIVE
After completing the experiment you will understand about fault symptom of the Dual
Pressure Switch (DPS).
DISCUSSION
Dual Pressure Switch (DPS) is a mechanical-electrical protecting device which will break the
electrical circuit to turn the compressor off in protecting the compressor from an excessive or
deficient pressure work. There are two pressure controls installed in the system. It is used as
high and low pressure controls.
Fig. 5.6-1 Dual Pressure Switch
a. The following condition makes an excessive of pressure (system high pressure):

- System over charging
When the system over charge the pressure will be higher then the normal working
pressure. The pressure in the condenser will be high and it is over heated. The evaporator
temperature will not meet the design condition. The power consumption is become higher
too then normal charging condition.
- Condenser fan motor stuck/burn-out
If the condenser fan motor burn out, the heat transfer between the refrigerant in the
condenser and surrounding air will become ineffective. It is cause the temperature of the
refrigerant in the condenser rise up and finally the pressure in high pressure line increase.
- Condenser dirty
Dust is the main factor causes the condenser dirty. It will restrict the heat transfer between
the refrigerant in the condenser and surrounding air. Finally, It is cause the temperature
and the pressure of the refrigerant in the condenser increase.
b. The following condition makes a deficient of pressure:

- System leaking/undercharge
The system leakage will make all or a little refrigerant escape the system. If we run the
LABTECH 64
system, that will damage the compressor.

- Evaporator dirty
If Evaporator is dirty, the heat transfer between condition space (cabin) and the
refrigerant in the evaporator will be restricted. The temperature and pressure both of
evaporator and condenser will be decrease.
-Evaporator Fan Motor stuck/burn-out
Evaporator fan burn out will make no air flow passing through the evaporator coil. There
is no air circulation inside the car so as to the car cabin temperature will not reach desired
level although the air conditioning system is activated already. The temperature and
pressure both of evaporator and condenser will be decrease.
EQUIPMENT
3. Digital Multimeter (excluding in this trainer)
PROCEDURES
Safety Checklist
➢ Do not touch the compressor discharge line with your bare hands. High temperature
could burn out your skin.
➢ Be careful, do not to get your hands or clothing caught in moving parts such as fan
blades.
sense.
➢ Do not make short circuit in the fault simulator wiring circuit.
Running the System
6. Press the Continuity/Resistance Button (make sure the Continuity/Resistance LED is
lit)
7. Measure the continuity at the points as shown in Table 5.6-1 (Fill the measurement
result in the normal column).
LABTECH 65
Fig. 5.6-2 Dual Pressure Switch Measurement Points.
8. Press the Voltage Button (make sure the Voltage LED is lit).
drive motor.
10.Ensure the condenser fan speed control is set to “high” position and temperature
12. Measure the voltage at the points as shown in Table 5.6.1 (Fill the measurement result
into “normal” column)
Table 5.6-1 Continuity and Voltage measurement
Condition
No. Measurement Points Unit
Normal Fault
1. TP20 to TP21 (DPS) ohm
2. TP1 to TP20 (DPS input voltage) VDC
3. TP1 to TP21 (DPS output voltage) VDC
14. Let the system run for about 10 minutes and then observe the system condition and fill
the data into Table 5.6-2 in “Normal” Column.
Table 5.6-2 Refrigeration System Condition
Refrigeration System
Normal Fault
1. Suction Pressure / PG1 / LPG bar
2. Discharge Pressure / PG2 / HPG bar
LABTECH 66
3. Evaporator Air Inlet Temperature* °C

4. Evaporator Air Outlet Temperature* °C
5. Condenser Air Inlet Temperature* °C
6. Condenser Air Outlet Temperature* °C
*use movable temperature sensor (T7) for the measurement

Fault Activation
15. Press the Fault Button No.1
16. Observe and record the electrical and system condition. Fill the data into Table 5.6-1.
and Table 5.6-2. (Fill the measurement and observation results into “fault” column)
Fault Reset and Stopping the System

17. Press the Reset Button.
18. After completing the observation, turn off the blower switch!
19. Turn counter clockwise the drive motor speed control frequency adjuster until it reaches
the minimum level (the electrical drive motor will be off) and turn off the drive motor
speed control switch (switch off to “stop” position).
20. Turn off the DC power supply switch and DC Power Supply input power socket switch
QUESTIONS
1. What is the function of Dual Pressure Switch?
2. What does affect to the system if Dual Pressure Switch is faulty?
LABTECH 67
5.7. CONDENSER FAN MOTOR FAULTY (F2)

OBJECTIVE
After completing the experiment you will understand about fault symptom of condenser fan.
DISCUSSION
Condenser Fan is used to force the air through Condenser so there is a heat-exchange between
air and refrigerant inside the system. The heat will flow from refrigerant to the air passing
through. When the Condenser Fan Motor is faulty, the heat rejection in the Condenser will be
less than normal condition. It make rising pressure in the discharge line. If it is not protected,
it will damage the Compressor. It is the reason HPC gives sufficient protection to handle this
condition.
Fig. 5.7-1 Condenser Fan Motor
EQUIPMENT
PROCEDURES
Safety Checklist
blades.
sense.
➢ Do not make short circuit in the fault simulator wiring circuit .
Running the System
LABTECH 68

lit).
result into “normal” column).
Fig. 5.7-2 Condenser Fan Motor measurement points.
drive motor.
12. Measure the voltage at the points as shown in Table 5.7-1 (Fill the measurement result
in the normal column).
Table 5.7-1. Continuity and Voltage measurement
Condition
Normal Fault
1 TP9 to TP11 (Condenser fan 1) ohm
LABTECH 69
2 TP10 to TP11 (Condenser fan 2) ohm

3 TP9 to TP11 (Condenser fan 1) VDC
4 TP10 to TP11 (Condenser fan 2) VDC
13. Let the system run for about 10 minutes, then observe the system condition and fill the
data into Table 5.7-2 in “Normal” Column.
Table 5.7-2. Refrigeration System condition
Normal Fault
1. Suction Pressure / PG1 bar
2. Discharge Pressure / PG2 bar
Fault Activation
Note: If the system cut-out (off) by the excessive pressure, please push the green button
(reset button) of high pressure protector when high pressure gauge is pointed at below of
15 bar gauge.
16. Press the Reset Button
17. After completing the observation, turn off the blower switch
drive motor speed control switch (switch off to “stop” position)
19. Turn off the DC power supply switch and DC Power Supply input power socket
switch.
QUESTIONS
1. What does affect to the system if condenser fan is faulty?

2. Why does the compressor stop when the condenser fan motor is faulty?
LABTECH 70
5.8. COMPRESSOR CLUTCH FUSE BLOWN (F3)

OBJECTIVE
After completing the experiment you will understand about fault symptom of Compressor
Clutch Fuse blown.
DISCUSSION
Automotive fuses are used to protect the wiring and electrical equipment for vehicles. There
are several different types of automotive fuses and their usage is dependent upon the specific
application, voltage, and current demands of the electrical circuit. Automotive fuses can be
mounted in fuse blocks, inline fuse holders, or fuse clips. These types of fuses come in four
different physical dimensions: low-profile mini (APS), mini (APM / ATM), regular (APR /
ATC / ATO), and maxi (APX) heavy-duty. Unofficially, the APS fuse is sometimes called
"micro" since the term means smaller than mini. Regular blade type fuses, also known as
standard fuse.
Fig. 5.8-1 Types of Fuses
Fuses are rated in amps, and can be identified by their rating through their color and the white
number clearly displayed on the top edge. The fuses body is a plastic housings with two metal
blade-style connectors on one end. A window on the front of the fuse makes it fairly simple to
tell if a fuse is blown by checking to see if the metal "S" or zig-zag within is intact. Fuses can
also be tested via the two exposed metal contacts flaking the numerical amperage rating on
the top of the fuse.
Blade fuses use a common coloring scheme for the low-profile mini / mini / regular size
fuses, and a partial color similarity with the maxi size fuses. The following table shows the
commonly available fuses for each size group.
Color Ampere Low Mini Regular Maxi
Dark Blue 0.5
Black 1 X
Gray 2 X X X
Violet 3 X X
Pink 4 X X
Tan 5 X X X
Brown 7.5 X X X
Red 10 X X X
Blue 15 X X X
Yellow 20 X X X X
LABTECH 71
Clear 25 X X X Gray
Green 30 X X X X
Blue Green 35 X Brown
Orange 40 X X
Red 50 X
Blue 60 X
Amber/Tan 70 X
Clear 80 X
Violet 100 X
Purple 120 X
Here Compressor Clutch fuse are used to protect the wiring of compressor clutch and clutch
compressor it self.
EQUIPMENT
PROCEDURES
Safety Checklist
blades.
sense.
Running the System
lit)
LABTECH 72
Fig. 5.8-2 Compressor Clutch Fuse Measurement Points.
drive motor.
Table 5.8-1. Continuity and Voltage Measurement
Condition
Normal Fault
1 TP3 to TP 5 (Compressor Clutch Fuse) ohm
2 TP3 to TP 1 (Compressor Clutch Fuse Input) VDC
3 TP5 to TP 1 (Compressor Clutch Fuse Output) VDC
Normal Fault
LABTECH 73

Fault Activation

17. After completing the observation, turn off the blower switch.
19. Turn off the DC power supply switch and DC Power Supply input power socket switch.
QUESTIONS
1. What does affect to the system if Compressor Clutch Fuse is blown?

2. Which components is active and which one is not active (in the DC lines)?
LABTECH 74
5.9. COMPRESSOR MAGNETIC CLUTCH FAULTY (F4)

OBJECTIVE
After completing the experiment you will understand about fault symptom of Compressor
Magnetic Clutch.
DISCUSSION
The magnetic clutch is a driving mediator between compressor and the driver (engine). It will
allow engagement of the compressor when the air conditioning system is being activated, and
it will allow the engine to run without driving the compressor (disengagement) when the air
conditioning system is not being activated and the thermostat or pressure switch moves
contact. Disengaging the magnetic field will cause the belt pulley to "free-wheel" on its
bearings and the compressor will stop.
The clutch is operated by forcing a clutch disk, mounted to the compressor shaft, against the
belt pulley by using electromagnetism.
Fig. 5.9-1 Compressor Clutch
EQUIPMENT
PROCEDURES
Safety Checklist
LABTECH 75
➢ Be careful, do not to get your hands or clothing caught in moving parts such as fan
blades.
sense.
Running the System
lit)
Fig. 5.9-2 Compressor Clutch Measurement Points
drive motor.
into “normal” column).
LABTECH 76
Table 5.9-1. Continuity and Voltage measurement
Condition
Normal Fault
1. TP6 to TP7 (Compressor magnetic clutch) ohm
2. TP6 to TP7 (Compressor magnetic clutch) VDC
13.Let the system run for about 10 minutes and then observe the system condition and fill
the data into Table 5.9-2 in “Normal” Column.
Normal Fault

Fault Activation
14.Press the Fault Button No.4
15.Observe and record the electrical and system condition. Fill the data into Table 5.9-1.
16. Press the Reset Button
17.After completing the observation, turn off the blower switch
18.Turn counter clockwise the drive motor speed control frequency adjuster until it
motor speed control switch (switch off to “stop” position)
19.Turn off the DC power supply switch and DC Power Supply input power socket switch
20.Turn off the Main Power Switch, MCB and ELCB respectively
21.Return the equipment to its respective place and clean up your working area
QUESTIONS
1. What does affect to the system if the magnetic clutch is faulty (blown)?
2. Which components is active and which one is not active (in the DC lines)?
LABTECH 77
5.10. THERMOSTAT FAULTY (F5)

OBJECTIVE
After completing the experiment you will understand about fault symptom of thermostat.
DISCUSSION
Thermostat is an electrical-mechanic device installed in the air conditioner unit to maintain
the constant temperature in the automotive air conditioner. It is controlling the clutch to
disengaging the compressor when the temperature is attained. The thermostat is set initially
by the driver to determine the desired temperature condition then it holds the constant
temperature itself.
Based on the general application, temperature setting at the thermostat commonly is divided
as steps in series or sliding contact. It is different with common thermostat which completed
with temperature point and differential setting.
Fig. 5.10-1 Thermostat
Fig. 5.10-2 Thermostat Sensor (Located at inside of the evaporator casing)
EQUIPMENT
PROCEDURES
Safety Checklist
LABTECH 78
blades.
sense.
Running the System
lit)
Fig. 5.10-3 Thermostat Measurement Points.
drive motor.
into “normal” column).
Table 5.10-1. Continuity and Voltage Measurement
No. Measurement Points Condition Unit
LABTECH 79
Normal Fault
1. TP19 to TP20 (thermostat) ohm
2. TP19 to TP1 (thermostat input voltage) volt
3. TP20 to TP1 (thermostat output voltage) volt
Normal Fault

Fault Activation
19. Turn off the DC power supply switch and DC Power Supply input power socket
switch.
QUESTIONS
1. What does affect to the system if thermostat is faulty (blown)?

2. Which components is active and which components is not active (in the DC lines)?
LABTECH 80
5.11. EVAPORATOR BLOWER MOTOR FAULTY (F6)
OBJECTIVE
After completing the experiment you will understand about fault symptom of Evaporator
Blower Motor
DISCUSSION
Evaporator blower is used to force the air through evaporator so there is a heat-exchange
between air inside the car and refrigerant inside the refrigeration system. Then the conditioned
space is getting colder. If the fan motor is broken (burn-out or stuck), there will be no air
circulation through evaporator. Suction pressure is getting lower in comparison to normal
condition. If the suction pressure is down below zero degrees Celsius, then the frost will
appear on the Evaporator surface.
Fig. 5.7-1 Evaporator Blower Motor
EQUIPMENT
PROCEDURES
Safety Checklist
blades.
sense.
LABTECH 81
Running the System

5. Turn on the DC Power Supply witch (the DC volt meter must be 12 VDC).
lit)
Fig. 5.7-2 Evaporator Blower Motor measurement points.
drive motor.
10.Ensure the condenser fan speed control is set to “high” position and temperature
Table 5.7-1 Continuity and Voltage measurement
Condition
Normal Fault
1. TP 8 to TP 9 (Evaporator blower motor) ohm
2. TP8 to TP 9 (Evaporator blower motor) volt
13.Let the system run for about 10 minutes and then observe the system condition and fill
the data into Table 5.7-2.
LABTECH 82
Table 5.7-2 Refrigeration System condition
Normal Fault
*use movable temperature sensor (T7)for the measurement
Fault Activation
14. Press the Fault Button No.6.

18. Turn counter clockwise the drive motor speed control frequency adjuster until it reaches
the minimum level (the electrical drive motor will be off) and turn off the drive motor
speed control switch (switch off to “stop” position).
19. Turn off the DC power supply switch and DC Power Supply input power socket switch.
QUESTIONS
1. What does affect to the system if the evaporator blower motor is faulty (burn out)?
2. Does the Compressor stop when the evaporator blower is faulty?
LABTECH 83
5.12. MANIFOLD GAUGE SET INSTALLATION

OBJECTIVE
After completing the experiment you will be able to install the manifold gauge set to the air
conditioning system.
DISCUSSION
In the analysis process or maintenance of air conditioning system, it is obvious that we have
to refer to the pressure gauge reading beside of observing the symptom physically. Any
deviation from normal gauge reading indicates a malfunction in the system due to the faulty
control device, restriction, refrigerant leakage or defective part. In industrial or commercial
application, the pressure gauges are usually installed in the system, but we cannot find this
matter in automotive air conditioning application. The technician commonly uses the
manifold gauge as the pressure measurement device. It is important to connect the manifold
gauge to the system correctly in order to help the technician executes the maintenance
securely and measure the pressures correctly.
EQUIPMENT
3. High side and low side quick couplers
4. Protective covers and eye goggle (excluding in this trainer)
5. Manifold gauge set (excluding in this trainer)
6. Vacuum pump (excluding in this trainer)
PROCEDURES
Safety Checklist
and belt.
➢ Wear a goggle and gloves when you are attaching or removing the gauges to transfer the
sense.
Installing the Service Hoses and Quick Coupler
2. Ensure the system is not active.
3. Connect the service hoses to the manifold gauges. Make sure both valves of manifold
gauges (V1 and V2) position are close.
Note: High side hose (red color) is connected to the high-pressure gauge of manifold.
Low side hose (blue color) is connected to the low-pressure gauge of manifold. The
center hose (yellow or black color) is connected to the center connection of manifold.
4. Connect high side quick coupler (red color) and its adapter to the high side manifold
gauge. Connect low side quick coupler (blue color) and the adapter to the low side
LABTECH 84
manifold gauge. Ensure that quick couplers position are close.

5. Connect high side quick coupler to the high side of system and ensure it is connected
correctly, then connect low side quick coupler to the low side of system and ensure
also it is connected correctly.
Fig. 5.12-1. Connection parts for installing the manifold gauge into the system and purging the air in the
service hoses.
Purging Air from the Service Hoses

6. Connect the center hose to the vacuum pump, then connect the vacuum pump power
cable into AC power source.
7. Open the vacuum pump valve (isovalve) and switch ON the vacuum pump.
8. While observing the high pressure gauge, purge the air from high side hose by opening
high side valve (V2) for few seconds or until the pressure gauge shows the vacuum
pressure, and then close the valve (V2). Ensure high side quick coupler position is open.
9. While observing the low pressure gauge, purge the air from low side hose by opening
low side valve (V1) for few seconds or until the pressure gauge shows the vacuum
pressure, and then close the valve (V1). Ensure low side quick coupler position is open.
10. After completing the purging process, close the vacuum pump valve (isovalve) and
switch OFF the vacuum pump. Disconnect the center hose from the vacuum pump.
LABTECH 85
Fig.5.12-2. Installing Manifold Gauge into the System.
Observing the Refrigerant Pressure of the System

11. Manifold gauge is ready to be used. Observe the refrigerant pressures of the system.
Please complete the data in exercise sheet 1. Note: In balance condition when the
system is not active, the normal pressures of the system at 27°C should be:
• Discharge pressure = ± 6.0 Bar (88psig)
• Suction pressure = ± 6.0 Bar (88psig)
If the pressure is less than 6.0Bar (88 psig), please add the refrigerant into the system.
If the pressure is too far below than 6.0Bar (88 psig), the system must be checked
from the leakage and it needs to be recharged.
LABTECH 86
Exercise sheet 12 Installing Manifold Gauge

Name : Class / No. : Score :
Instructor : Date :
Fig. 5.12-3. Manifold Gauges
Table 5.1-1. Measurement of system pressures

Description Pressure (Bar)
Discharge pressure
Suction pressure
LABTECH 87
5.13. LEAK DETECTION

OBJECTIVE
After completing the experiment, you will be able to accomplish the leak detection of air
conditioning system.
DISCUSSION
Refrigeration system is the pressurized system which has to be kept during the operation in
order to optimize the result. Reduction of pressure inside the system will impact to the
insufficient cooling effect whereas the power consumption will rise up. This condition was
resulted by the leak system, it usually occurs at the flare nut joints or soldered joints.
Testing for a leak is very important before system is evacuated. It because the moisture could
enter to the system during the evacuation process if the leak is not repaired. If a leak test is
committed when the system has been assembled, we pressurize the system with inert gas such
as nitrogen. This process requires a long time to find a reduction pressure that can be seen at
the pressure gauge. An overnight pressure test with no pressure drop will assure that there is
no leak in the system and the evacuating process can be done.
*Do not use oxygen or acetylene for checking the leakage. Oxygen will cause an
explosion in contacts with oil, while acetylene will decompose and explode if it is
pressurized over 15 psig to 30 psig.
A sensitive detecting device is required to find a location of leakage. There are four types of
leakage detection method, they are: bubble solutions, fluorescent dyes, halide torch, and
electronic detector. Each method has its advantage and disadvantage, it depends on the
effectiveness of application. Repair the leakage immediately, the leaks test process can be
repeated to ensure there is no more leak in the system.
LEAK DETECTION WITH NITROGEN

This procedure is needed if the system will be tested for leakage at the first time or the system
will be tested for leakage after it is serviced.
EQUIPMENT
3. Manifold gauge set (excluding in this trainer).
4. Nitrogen cylinder and regulator (excluding in this trainer).
5. Electronic Leak Detector (excluding in this trainer).
6. Protective covers and eye goggle (excluding in this trainer).
PROCEDURES
Safety Checklist
Wear a goggle and gloves when you are attaching or removing the gauges to transfer the
nitrogen or to check the pressures.
LABTECH 88
Pre-Experiment
2. Ensure the nitrogen cylinder and regulator have been installed correctly (please see the
nitrogen cylinder and regulator instruction manual).
4. Ensure all fittings have been tightened
5. Place the nitrogen cylinder to the location safely.
Installing the Service Hoses and Quick Coupler
6. Connect the service hoses to the manifold gauges. Make sure both valves of manifold
gauges (V1 and V2) position are close.
Note: High side hose (red color) is connected to high-pressure gauge of manifold. Low
side hose (blue color) is connected to low-pressure gauge of manifold. The center hose
(yellow or black color) is connected to center connection of manifold.
7. Connect high side quick coupler (red color) and its adapter to the high side manifold
gauge. Connect low side quick coupler (blue color) and the adapter to the low side
manifold gauge. Ensure that quick couplers position are close.
8. Connect high side quick coupler to high side of system and ensure it is connected
correctly, then connect low side quick coupler to the low side of system and ensure
also it is connected correctly.
9. Connect the nitrogen regulator outlet port and the middle port of manifold gauge with
yellow service hoses correctly.
Fig. 5.13-1. Leak detection with nitrogen.
LABTECH 89
10. Open the nitrogen cylinder valve (ensure the cylinder is pressurized by observing the
cylinder gauge).
11. Open the regulator valve. Ensure the regulator gauge pointer is moving. It is an
indication that the nitrogen flow out of the cylinder.
12. Open low side valve manifold gauge (V1). Positive pressure (greater than atmospheric
pressure) of approximately 30 psig is adequate throughout the system. A sizzling
sound will be heard at the leakage point of pressurized system (low side).
13. Open high side valve manifold gauge (V2). Positive pressure (greater than
atmospheric pressure) of approximately 30 psig is adequate throughout the system.
A sizzling sound will be heard at the leakage point of pressurized system (high side).
14. If a leak appears at a flared connection, the connection must be tightened.
15. If the connection still leaks, the flare is defecting and it should be replaced.
16. The leak detection then can be repeated.
17. If there is no leakage found in this pressure, then continue to charge more pressure to
the system. The nitrogen that is charged to the system should be approximately at the
normal condensing pressure (Approximately 200 psig). This process requires a long
time to find a reduction pressure that can be seen at the pressure gauge. An overnight
pressure test with no pressure drop will assure that there is no leakage in the system
and the evacuating process can be done.
18. If the leak test has been finished, please then close all valves.
LEAK DETECTION BY USING ELECTRONIC LEAK DETECTOR

This procedure is needed to investigate the leak when the system has been charged by the spe-
cific refrigerant.
EQUIPMENT
3. Manifold gauge set ( excluding in this trainer ).
5. Electronic Leak Detector (excluding in this trainer ).
6. Protective covers and eye goggle (excluding in this trainer ).
PROCEDURES
Safety Checklist
➢ Wear a goggle and gloves when you are attaching or removing the gauges to transfer
the refrigerant or to check the pressures.
sense.
LABTECH 90
Pre-Experiment
3. Ensure the system contains a sufficient refrigerant.
Preparing the Electronic Leak Detector

4. Next step is preparing the electronic leak detector.
5. Please follow the instruction guide from the detector manufacturer's. The following
procedure, however it may be useful to be used as guidance.
6. Turn on the detector and warm it up for a moment (based on the recommended
manufacturer's instruction guidance).
Leak Detection
7. Position the sensor below all joints and connections, and move them slowly. Since the
refrigerant heavier than air, it will drift downward when discharging from the circuit.
Fig. 5.13-2. Leak detection by using Electronic Leak Detector
8. If there is a leak detected, the detector sound will increase or a light will flash. So, you
are suggested to record or make a mark of the leakage area.
9. If the leakage is found at the flare joint, please tighten the joint, but if the leakage is
found at the soldered joint, so it needs to be purged and repaired from the damage.
Note: An electronic leak detector should be used in well-ventilated area. It should not be
used in area where it contains an explosive gases. Avoid the trainer from air movement
in order to get the leakage location correctly.
LABTECH 91
5.14. REFRIGERANT RECOVERY

OBJECTIVE
After completing the experiment you will understand about the discharging process for
removing the entire refrigerant from the system into a refrigerant recovery system.
DISCUSSION
At the present, a R-134a air conditioning applications are commonly used worldwide. One of
them is used as an automotive air conditioning. This system is the replacement of former air
conditioning system which used R-12. As we know that R-12 is harmful refrigerant which
gives a large contribute to the ozone layer depletion and global warming. The objectives of
refrigerant replacement are to reduce its effect toward ozone layer depletion and global
warming. In this case, R-134 has “0” point to the Ozone Depletion Potential (ODP), safer than
R-12 which has “1” ODP point. Although R-134a has contributed to reduce the ozone
depletion, but this refrigerant actually still has Global Warming Potential point at 1300.
Compare to R-12 which has 2400 point, R-134a much safer, but in this point R-134a is still
categorized harmful for our nature.
Generally, air contamination by R-134a are consisted in maintenance and reparation process,
despite of leakage system. The refrigerant discharged from the system in order to replace the
component parts that have failed during normal operation. A technician blown out the
refrigerant from system by careless is an example of activity that must be avoided. Then it
needs to be handled carefully and specially in order to prevent the refrigerant pollutes the air
especially in repairing process.
*Global Warming Potential (GWP) is a measurement of how much a given mass of a gas
contributes to the global warming.
EQUIPMENT
4. Recovery unit (excluding in this trainer).
PROCEDURES
Safety Checklist
sense.
Pre-Experiment
LABTECH 92
Installing the Manifold Gauge Set

3. Connect the manifold gauge as described in experiment 1. Make sure both valves of the
manifold gauge (V1 and V2) position are close.
4. Connect the center hose of manifold gauge to filter the drier rather than to the recovery
unit.
5. Make sure that low side valves of manifold gauge (V1) position are fully open.
Fig. 5.14-1. Connecting recovery unit to manifold gauge.
Recovery Process
6. Open the output valve on the recovery tank (V4).
7. Switch ON the recovery unit.
Note: Follow the specific instructions on the recovery unit available in your workshop.
8. Open the input valve on the recovery unit (V3) slowly (the liquid refrigerant will first
be recycling).
9. After recovering the liquid refrigerant has been recovered, open the input valve on the
recovery unit and high side valve of manifold gauge (V2) completely.
10. Allow all refrigerants drain from the system (the manifold low pressure gauge moves to
a vacuum of approximately –25 kPa or 10 in.Hg).
11. Switch OFF the recovery unit.
12. After completing the process, close all manifolds and recovery tank valves.
LABTECH 93
5.15. EVACUATING SYSTEM

OBJECTIVE
After completing the experiment you will be able to evacuate the automotive air conditioning
system.
DISCUSSION
It is an important matter to evacuate the air conditioning system after it is repaired.
Evacuation is necessary in order to rid the system of all air and moisture that may have been
allowed to enter the unit. It is important to evacuate the system correctly, whether it is because
of bad effect that would be resulted by the moisture or uncondensable gas inside the circuit,
such as: compressor motor blown out (hermetic type), over high pressure, blockage in the
expansion device, until decreasing of cooling capacity.
A vacuum pump should be used to remove the moisture from system. The removal of
moisture is accomplished by reducing the pressure inside the system. As we make the
pressure lower , it means we make either the boiling temperature of water (moisture) lower.
Then we are able to release this water in the form of vapor, out of the system. The
manufacturer's recommended the vacuum is about 250 microns to 50 microns, it depends on
the type of system. A vacuum evacuation is similar even though it is in the small or large
system. The difference is the time that it is taken to evacuate the system.
EQUIPMENT
4. Vacuum pump (excluding in this trainer).
PROCEDURES
Safety Checklist
sense.
Pre-Experiment
2. Make sure the system has been discharged as described in experiment 3 of Refrigerant
Recovery.
LABTECH 94

4. Connect the manifold gauge as described in experiment1.
5. Make sure both valves of the manifold gauge (V1 and V2) position are close.
Evacuating the System
6. Connect the center manifold hose to the inlet of the vacuum pump and then open the
isovalve.
7. Run the vacuum pump. Open the low-side manifold valve (V1) and observe the low
pressure gauge (LPG). The needle of pressure gauge should be pulled down to indicate
a slight vacuum.
8. After about 5 minutes, the pressure gauge should indicate of below –70kPa (20in.Hg)
and the high pressure gauge should be slightly below the zero index of the gauge.
9. If the high pressure gauge needle does not drop below zero (unless it is restricted by a
stop), then the blockage will be indicated (High side manifold valve can be opened after
the system is checked for the blockage).
Fig. 5. 15-1. Evacuating the system.
10. If there is a system blockage in the system, please discontinue the evacuation and
repair or remove the obstruction. But, please continue the evacuation if the system is
clear.
11. Operate the pump for 15 minutes and observe the gauges. The system should be at
vacuum of from –91 to –99.5 kPa (27 to 29.5 in Hg).
12. Close the vacuum access valve and both manifold gauge valves.
13. Allow the unit stand for 15 minutes to check the leaks.
LABTECH 95
14. If the manifold gauge needle rises, it will indicate a loss of vacuum because of the
leak is found. The leak must be repaired before the evacuation is continued. If there is
a leak in the system, please make the report (leak description and problem solving) in
exercise sheet 3 and follow the procedure below:
• Record the manifold gauge reading; it should be about –98 kPa (29 inHg). The
Pressure gauge needle should not raise more than 3.4 kPa (1 in.Hg) within 10
minutes.
• If the system fails to meet this requirement, although it is not indicated previously, a
partial charge must be installed and the system must be leak-checked.
• After the leak is detected and repaired, then continue to evacuating system at least 30
minutes or more.
15. After the evacuation, close the high and low side manifold valves and the vacuum
pump isovalve.
16. Shut off the vacuum pump, disconnect the manifold hose and prepare to recharge the
system.
LABTECH 96
5.16. CHARGING SYSTEM

OBJECTIVE
After completing the experiment you will be able to charge the automotive air conditioning
system.
DISCUSSION
Refrigeration system needs refrigerant for its operation as heat transfer agent. Charging
refrigerant is done when the system has been evacuated. It is important to perform charging
system correctly in order to make the system in good performance.
An installed strainer/drier in the system or charging line may be necessary in order to prevent
the impurity enter to the refrigerant.
EQUIPMENT
3. Manifold gauge (excluding in this trainer).
4. Refrigerant tank R-134a (excluding in this trainer).
PROCEDURES
Safety Checklist
and belt.
sense.
Pre-Experiment
3. Make sure that the system has been discharged and evacuated as described in
experiment 3 and 4.

4. Connect the manifold gauge as described in experiment 1. Make sure both valves of the
manifold gauge (V1 and V2) position are close.
5. Connect the center hose of manifold gauge to the refrigerant tank adapter and ensure the
refrigerant tank is full, then open the refrigerant tank valve.
6. Connect the center hose to the manifold gauge and allow the gasses escape for few
seconds to purge the hose of air.
LABTECH 97
Charging the Refrigerant

7. Place the refrigerant tank on the weight scales upright position. Record the weight of
refrigerant tank on the scales.
Note: The purpose of upright position the refrigerant tank is for allowing the refrigerant
to charge the system in vapor.
Fig. 5.16-1. Charging the system (vapor refrigerant flow into the system) when system is off.
8. While observing low pressure gauge, open low side valve (V1) of manifold gauge.
Remember to take the total refrigerant charge into account while calculating the amount
that is put into the system.
Note: This Automotive Air Conditioning System needs about 0.4 kg of refrigerant. The
amount of refrigerant can be drawn into the system without starting the engine and will
depend on the ambient temperature of the day.
9. Observe low pressure gauge, if the needle is not moving from the vacuum range into the
pressure range, then system blockage will be indicated.
10. If the system is blocked, please get the blockage fix, re-evacuate the system, and
continue it by using the procedure.
11. If the refrigerant cannot be charged to the system while the measured weight still
below 0.4 kg, then continue charging the system in running system.
Running the System
12. Ensure the system has been charged by refrigerant.
13. Ensure both of manifold gauge valves (V1 and V2) position are close.
14. See pre-operation (chapter 5) and ensure it has been done correctly. Switch ON the
drive motor switch, main power switch and DC power supply switch.
LABTECH 98
15. Switch ON the fan switch ON evaporator by turning it to 3rd (high) position. It will
activate the compressor and will operate the refrigeration system. Set the temperature
control to the maximum level, and the Drive Motor Speed to 1380 rpm
16. Open V1 slowly and observe the pressure gauges of the manifold gauge.
Note: While the system is running at normal-operating condition (ambient
temperature 30oC, the normal pressures of the system approximately at:
• Discharge pressure = ± 13 Bar (200 psig)
• Suction pressure = ± 1.7 Bar (25 psig)
17. Stop charging (close V1) while the pressure are appropriate and the system make a
cooling effect.
18. Close Refrigerant tank valve, then disconnect the center hose from the
refrigerant tank.
18. Allow the system run for few minutes.
19. Turn off the system when the charging process are done correctly.
LABTECH 99
5.17. INVESTIGATION AND REPLACEMENT OF AC COMPRESSOR

OBJECTIVE
After completing the experiment you will be able to investigate and replace the AC
compressor.
DISCUSSION
AC Compressor Problems
Compressor malfunctions appear as abnormal noises, leakage, or high inlet or low discharge
pressures. Some pumping noise is normal. However, if a loud rattling or knocking noise
comes from the compressor, the faulty part then maybe indicated.
The compressor shaft seal is a common refrigerant leakage point. Always check the
compressor seal closely during leak test. The seal can sometimes be replaced without
compressor removal.
If the compressor is not noisy when the system is turning on, you must check the compressor
clutch.
AC COMPRESSOR INVESTIGATION
EQUIPMENT
PROCEDURES
Safety Checklist
and belt.
sense before doing this step, ensure both condenser and evaporator coil have been
cleaned.
Preparing the Experiment

3. Connect the manifold gauge as described in experiment 1.
4. Run the system for about 5 minutes.
LABTECH 100
Investigating an AC Compressor
5. Read the discharge and suction pressure of compressor.
Discharge pressure :...................Bar
Suction pressure :...................Bar
6. Compare the result to the normal standard operation of working pressure (see pre-
operation chapter). Are the pressures normal?
7. If both pressures in normal condition, the Air conditioning will work properly, but if the
discharge and suction pressures are under the manufacture standard, you should check
for leakage (please do the leak detection experiment).
8. If there is no leak found in the system, add the refrigerant to the system (please do the
Charging System of System Running Experiment) and always check the motor current
(the motor current will rise up when you add the refrigerant).
Caution:
Stop charging the refrigerant when the motor current reaches not more than 8A.
9. Does the system pressure meet the standard condition?
10. If the system pressure matches to the standard condition, the system will work properly,
but if the system pressure does not match, that is the indication of compression failure.
11. You must replace the compressor if the failure compression occurs.
AC COMPRESSOR REPLACEMENT
EQUIPMENT
4. Refrigerant tank (excluding in this trainer).
6. Combination wrench set (excluding in this trainer).
PROCEDURES
Safety Checklist
and belt.
➢ Wear a goggle and gloves when you are attaching or removing the gauges to transfer the
sense before doing this step, ensure both condenser and evaporator coil have been cleaned.
LABTECH 101

1. Before doing these steps, ensure you have understood about Recovering System
Procedure, Evacuating System Procedure, Leak Detection Procedure, and Charging
System Procedure.
2. Please do the experiment of refrigerant recovery.

3. Open the discharge and suction fitting!(use wrench No :22 and 24) .
4. Open the bolt of compressor safety cover (use wrench No :10)
Fig. 5.17-1. Opening the bolt of compressor safety cover.
5. Isolate the compressor safety cover.
Fig. 5.17-2. Isolate the compressor safety cover.
LABTECH 102
6. Open the top nut of compressor position adjuster (use wrench No :19).
Fig. 5.17-3. Opening the compressor position adjuster top nut.
7. Push the compressor in order to release the belt.
Fig. 5.17-4. Releasing the belt.
8. Open the compressor bolt and isolate the compressor (use wrench No :17).
9. Replace the compressor with a new one (compressor specification data must be
similar).
10. Put the compressor on the bracket and tighten it by using the proper wrench.
11. Re-assemble the compressor belt.
LABTECH 103
12. Install the top nut compressor position adjuster and tighten it while observing the belt
tightness. See the illustration picture below:
Fig. 5.18-5. Belt tightness checking.

13. Re-assemble the compressor safety cover.
14. Please do the leak test (with nitrogen)
15. Evacuate the system and then charge it with the specific refrigerant charge (R 134a).
16. Operate the system and check the performance.
17. After checking the performance, turn off the system
LABTECH 104
5.18. BELTING INVESTIGATION AND REPLACEMENT OF AC

COMPRESSOR
OBJECTIVE
After completing the experiment you will be able to investigate and replace the belt of AC
compressor.
DISCUSION
A belt is a loop of flexible material that used to link two or more rotating shafts mechanically.
Belts may be used as a source of motion, to transmit power efficiently, or to track the relative
movement. Belts are looped over pulleys.
One kind of belts used is usually V-belts. V-belts (also known as V-belt or wedge rope) solve
the slippage and alignment problem. It is the basic belt for the power transmission. They
provide the best combination of traction, speed of movement, load of the bearings, and long
service life.
For high-power requirements, two or more V-belts can be joined side-by-side in an
arrangement that called a multi-V, running on matching multi-groove sheaves. This
Automotive Air Conditioning Trainer uses two V-belt with two-pulley system configuration as
power transmission from the electric motor to the air conditioning compressor, the belt can
drive either the pulleys at the same direction as a source of motion.
BELTING INVESTIGATION OF AC COMPRESSOR
EQUIPMENT
3. Combination Wrench set (excluding in this trainer)
PROCEDURES
Safety Checklist
Be careful, do not get your hands or clothing caught in moving parts such as fan blades
and belt.
LABTECH 105
Investigating the Belt

1. Open the bolt of compressor safety cover (use wrench No :10)
Fig. 5.18-1 Opening the bolt of compressor safety cover.

2. Isolate the compressor safety cover.
Fig. 5.18-2 Isolate the compressor safety cover.

3. Please check the belting visually.
4. Is there any crack?
5. The belt must be replaced if it has several cracks.
LABTECH 106
BELTING REPLACEMENT OF AC COMPRESSOR
EQUIPMENT
3. Combination Wrench set (excluding in this trainer).
PROCEDURES
Safety Checklist
Be careful, do not get your hands or clothing caught in moving parts such as fan blades
and belt.

2. Ensure the compressor safety cover has been isolated.
Replacing the belt
1. Open the top nut of compressor position adjuster (use wrench No :19).
Fig. 5.18-3. Opening the compressor position adjuster.
LABTECH 107
2. Push the compressor in order to release the belt.
Fig. 5.18-4. Releasing the belt.
3. Release the belt with the a new one. This trainer uses 2 pcs belt. The suitable belt size
for this Automotive Air Conditioning Trainer is A-38
4. Install the top nut compressor position adjuster and tighten it while observing the belt
tightness. See the illustration below:
Fig. 5.18-5. Belt tightness checking.

7. Re-assemble the compressor safety cover.
8. Operate the system and check the performance.
Stopping the System
9. After checking the performance, turn off the thermostat, evaporator fan speed, Inverter,
drive motor switch and DC power supply switch.
10. Turn off MCB and ELCB.
LABTECH 108
6
APPENDIX
LABTECH 109
6.1. PIPING DIAGRAM
LABTECH 110
6.2. WIRING DIAGRAM
LABTECH 111
6.3. PRESSURE – ENTHALPY DIAGRAM OF R-134a
LABTECH 112
6.4. THERMODYNAMIC PROPERTIES OF R-134a
LABTECH 113
LABTECH 114
LABTECH 115
6.6. ANSWER OF QUESTIONS
1. Experiment 1 & 2
As per experiment result
2. Experiment 3
1. The evaporator air outlet temperature will decrease when the compressor speed is
getting high, it means the cooling capacity will increase as high as compressor speed.
2. The higher compressor speed will cause higher condenser air outlet temperature, it
shows that working pressure (discharge pressure) will rise-up in balance on the
compressor speed
3. As per experiment result
3. Experiment 4
1. The evaporator air outlet temperature will increase, because pressure/temperature
of refrigerant is not low enough to absorb the heat as a result by the minimum heat
rejection in condenser.
2. Less air flowrate will cause higher working pressure (discharge pressure), therefore it
will increase the condenser air outlet temperature.
3. As per experiment result.
4. Experiment 5
1. Less air flowrate will cause lower evaporator air outlet temperature.
2. The system needs less time to reach temperature setting at lower blower speed, but it
will need more time difference from cut-out to cut-in.
3. As per experiment result.
5. Experiment 6 (F1)
1. It is used to cut-out power to the magnetic clutch when the pressure in the system is
below the standard, it is either above the standard.
2. Compressor and condenser fan will not work, because the power line to these
components have lost contact.
1. The Air will not circulate through condenser, discharge pressure will increase,
evaporator air outlet temperature will increase, then cooling capacity will decrease.
2. Compressor will stop working when the high pressure setting (Dual Pressure Switch)
has been reached.
LABTECH 116
1. There is no cooling effect from the system, because the compressor stop working, and
the refrigerant does not circulate through the system.
2. Only Magnetic Clutch which is not active.
1. There is no cooling effect from the system, because the compressor stop working, and
the refrigerant does not circulate through the system.
2. Only Magnetic Clutch which is not active.
1. System will stop operating (it is different condition in which thermostat contact cut-
out when the temperature setting has been reached, then it will cut-in when
temperature differences have been reached back).
2. The component active still is the evaporator blower.

1. Air is not circulated through the evaporator, suction pressure will decrease, it will
reduce the cooling capacity.
2. Compressor will stop working when low pressure cut-out (Dual Pressure Switch) has
been reached .
LABTECH 117

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Knowledge Engineering Selangor, Malaysia

ADVANCED AUTOMOTIVE AIR CONDITIONING

2. ABOUT THE TRAINER 3

5.11 Evaporator Blower Faulty (F6) 81

Labtech's Advanced Automotive Air Conditioning Demonstration Unit is designed for

2.1 LIST OF ITEM THAT COME WITH THE TRAINER

Fig. 2-1. Advanced Automotive Air Conditioning Trainer

• Pressure Gauges (Connected to the compressor by service hose connections)

2.1.2 Experiment Manual

2.2 SETTING UP THE TRAINER

2.3 USING THE TRAINER

2.3.1 Refrigeration Circuit

Fig. 2-2. Refrigeration System Component Arrangement

used for monitoring the refrigerant state in the refrigerant line.

Fig. 2-3. Evaporator with Temperature Control

2.3.3 Instrument and Control Panel

Fig. 2-3. Instrument and Control Panel

2.3.4 Electrical Drive Motor and DC Power Supply

Fig. 2-4. DC Power Supply

2.3.5 Fault Simulator and Test Points

electrical/electronic test instruments to diagnose the problem.

2.) Major Features of the Interactive Troubleshooting System:

Fig. 2-5. Electrical Circuit Diagram complete with test points.

2. Integrated Test Points:

3. LED Fault Display:

Fig. 2-6. LED fault indicator glow when fault activated

4. Easy Fault Activation:

Fig. 2-7. Activate Fault Simulation

5. Interactive Fault Learning:

Fig. 2-8. Fault tracing

Fig. 2-9. Voltage, Continuity/Resistance Measurement Mode

Fig. 2-10. Hiding active fault to test the student capability

Fig. 2-11. Fault reminder

9. Return Back to normal mode:

Fig. 2-12. Turn back system to normal mode

2.4. SAFETY PRECAUTION

3.1. INTRODUCTION OF AUTOMOTIVE AIR CONDITIONING

The Present and the Future

12 is HFC-134a, it is an environmentally friendly refrigerant and is used in air conditioning

Automotive Air Conditioning Physical Laws

3.2. AUTOMOTIVE AIR CONDITIONING OPERATION

Refrigeration Cycle in Automotive Air Conditioning System

Most refrigerants undergo a series of evaporation, compression, condensation, throttling, and

Representation of Pressure-Enthalpy Diagram

Fig. 3.2-6 Refrigerant Cycle on Pressure–Enthalpy (P–H) Diagram

R-12 Dichlorodifluoromethane (CCL2, F2)

Fig.3.3-1 Pressure – Enthalpy Diagram for R-12.

R-134a Tetrafluoroethane (CF3CH2F)

Fig. 3.3-2 Pressure – Enthalpy Diagram for R-134a

Differences between R-12 and R-134a and the Implication

Fig. 3.3-3 Pressure-Temperature Curves for R-12 and R-134a

Fig. 3.3-4 Possible Changes Needed when Converting to R-134a use

In some situations, certain components such as compressor, condenser, thermostatic

3.4. AIR CONDITIONING COMPONENTS

Fig. 3.4-1 Sectioned Swash Plate Compressor

Fig. 3.4-2. Sectioned Wobble Plate Compressor

Fig. 3.4-3. Sectioned Scroll Compressor

Fig. 3.4-4. Sectioned Rotary Vane Compressor

Fig. 3.4-5 Internal View of the Compressor Magnetic Clutch

Fig. 3.4-6 Condenser

Fig. 3.4-7 Serpentine Condenser

Fig. 3.4-8 Parallel Condenser