EVAPORATOR

The evaporator looks like a small radiator located in a housing on

the passenger side of the bulkhead (firewall).
The evaporator transfers heat from the air to refrigerant flowing
through it. Heat from the air causes low-pressure liquid inside the
evaporator to evaporate into low-pressure gas. As the refrigerant
changes state, it absorbs heat. A blower motor with a squirrel cage
fan circulates air through the evaporator and forces the cooler air
into the passenger compartment. See Figure 48-22.

NOTE:
NOTE: If the carpet or floor of the vehicle is wet on the passenger side, the
cause is often a clogged evaporator drain hose. The opening, called the
condensate line, is frequently clogged with mud, debris, or leaves. To
check the drain opening, hoist the vehicle and insert a wire or screwdriver
into the end of the hose opening at the bottom of the evaporator housing.
FIGURE 48–22 THE EVAPORATOR SERVES THE SAME FUNCTION FOR BOTH THE ORIFICE-TUBE AND THE EXPANSION VALVE–TYPE AIR-CONDITIONING
SYSTEM, AND THAT IS TO ALLOW THE LIQUID REFRIGERANT TO EVAPORATE AND ABSORB HEAT FROM THE PASSENGER COMPARTMENT.
RECEIVER-DRIER

A receiver-drier, used on air-conditioning systems with an

expansion valve, is located between condenser and evaporator.

This section of the air-conditioning system contains high-pressure

liquid refrigerant. The receiver provides temporary storage for
liquid refrigerant and includes a debris filter and a desiccant to
remove moisture. Many receiver-driers contain a sight glass that
provides a view of the liquid refrigerant in the system.

A drier is needed to remove moisture from the system. The drier

contains a desiccant (silica alumina or silica gel), a drying agent
that absorbs any moisture (water) in the air-conditioning
refrigerant system. Moisture can combine with refrigerant to form
an acid. Water can also freeze and form ice in the system.
Continued
The desiccant is classified as XH-5 for CFC-12 systems and XH-7 or
XH-9 for HFC-134a systems. The desiccant used on a CFC-12
system is not compatible with HFC-134a systems.

The desiccant (accumulator or receiver-drier) should also be replaced

on any air-conditioning system that has been left open to the
atmosphere for any length of time (over 24 hours) or whenever the
system has been left in a discharged condition.

See Figure 48–23.

Continued
FIGURE 48–23 EXPANSION-VALVE SYSTEMS STORE EXCESS REFRIGERANT IN A RECEIVER-DRIER, WHICH IS LOCATED IN
THE HIGH-SIDE LIQUID SECTION OF THE SYSTEM, WHEREAS ORIFICE-TUBE SYSTEMS STORE EXCESS REFRIGERANT IN AN
ACCUMULATOR LOCATED IN THE LOW-SIDE VAPOR SECTION OF THE SYSTEM.
 ACCUMULATOR

An accumulator, used on systems with an orifice tube, is located

between evaporator and compressor. Refrigerant in this section of
the cycle is a low-pressure gas. The purposes of the accumulator:
Preventing liquid refrigerant from reaching the compressor
Holding a reserve of refrigerant
Holding the desiccant (helping remove moisture)

NOTE:
NOTE: A liquid cannot be compressed. If liquid refrigerant were to enter
the compressor, the compressor would lock up and be damaged.

Continued
FIGURE 48–24 A TYPICAL ACCUMULATOR USED ON A CYCLING CLUTCH ORIFICE-TUBE (CCOT) SYSTEM.
REFRIGERANT LINES AND HOSES
Aluminum tubing is used to connect many stationary items like condenser to receiver-drier and receiver-
drier to evaporator.

Rubber lines are used to and from the compressor, because it is attached to the engine, which is mounted
on flexible rubber mounts. There is movement between the compressor and the other air-conditioning
components attached to the body of the vehicle.

Flexible refrigerant hoses are constructed from many layers of rubber and fabric. Hoses used on vehicles
since the early 90s use a nonpermeable inside layer that prevents the loss of refrigerant. Called barrier
hoses, they are required for use with HFC-134a refrigerant. See Figure 48–25.

Continued
FIGURE 48–25 RIGID LINES AND
FLEXIBLE HOSES ARE USED
THROUGHOUT THE AIR-CONDITIONING
SYSTEM. THE LINE TO AND FROM THE
COMPRESSOR MUST BE FLEXIBLE
BECAUSE IT IS ATTACHED TO THE
ENGINE, WHICH MOVES ON ITS MOUNTS
DURING NORMAL VEHICLE OPERATION.
THERMOSTATIC EXPANSION VALVES

Thermostatic expansion valve (TXV) systems use a temperature-

sensitive bulb located on the evaporator outlet tube. The sensing
bulb is insulated with a special tape, reacting only to temperature
changes from the outlet tube.
Figure 48–26 A typical expansion valve
which uses an inlet and outlet
attachment for the evaporator, and a
temperature-sensing bulb that is
attached to the evaporator outlet tube

The sensing bulb works

with a pressure-sensitive
diaphragm inside the
TXV body to regulates
the rate of refrigerant
flow into the evaporator. Continued
The key to operation of the expansion valve is the variable orifice.
The outlet from high- to low-pressure side is a variable-diameter
hole. A pintle valve is a ball-and-seat valve used to increase or
decrease the size of the opening. See Figure 48–27.

The expansion valve uses the pintle valve to control how rapidly
refrigerant enters the evaporator. The expansion valve controls the
refrigerant flow in response to the temperature of the evaporator
outlet, measured by the remotely mounted sensing bulb and
capillary tube. See Figure 48–28.

The sensing bulb may be clamped to the outlet pipe or mounted

inside a passage near the outlet of the evaporator. The bulb and tube
contain refrigerant. The rise or fall of the evaporator outlet
temperature causes the refrigerant in the bulb to expand or contract,
resulting in a rise or fall of pressure inside the capillary.
Continued
FIGURE 48–27 A SLOT CUT IN THE BALL SEAT INSIDE THE EXPANSION VALVE PERMITS A SMALL AMOUNT OF
REFRIGERANT AND OIL TO PASS THROUGH AT ALL TIMES, EVEN WHEN THE VALVE IS CLOSED. THIS FLOW THROUGH
THE SYSTEM IS NECESSARY TO ENSURE THE COMPRESSOR RECEIVES THE OIL IT NEEDS FOR LUBRICATION.

Continued
FIGURE 48–28 THE SENSING BULB IS ATTACHED TO THE EVAPORATOR OUTLET TUBE. REFRIGERANT INSIDE THE
BULB EXPANDS OR CONTRACTS IN RESPONSE TO THE EVAPORATOR TEMPERATURE.
This outlet-temperature-sensitive pressure is applied to one side of
the spring-loaded diaphragm in the expansion valve.

As the capillary tube warms, the refrigerant inside expands, forcing

the diaphragm downward. The diaphragm magnifies this pressure
and uses it to open the valve by pushing the pintle and ball away
from its seat. This increases the size of the orifice and allows more
refrigerant into the evaporator, increasing the cooling capacity.

When the evaporator cools in response to the boiling of the added

refrigerant, the refrigerant in the capillary tube contracts. This
relieves the pressure on the expansion valve diaphragm, which
closes the pintle and ball, and reduces refrigerant flow.

See Figure 48–29.

Continued
FIGURE 48–29 PRESSURE FROM THE CAPILLARY TUBE PUSHES ON THE SPRING-LOADED DIAPHRAGM TO
OPEN THE EXPANSION VALVE. AS THE PRESSURE IN THE CAPILLARY TUBE CONTRACTS, THE REDUCED
PRESSURE ON THE DIAPHRAGM ALLOWS THE VALVE TO CLOSE.

Continued
Pressure on top of the diaphragm is applied through the capillary
tube. Equalizing pressure on the underside of the diaphragm can be
internal (from the evaporator inlet) or external (evaporator outlet):
An internally equalized expansion valve has a passage
that permits evaporator inlet pressure to reach the
underside of the diaphragm.
An externally equalized expansion valve has an extra line
mounted to the underside of the diaphragm housing. This
line monitors the outlet pressure of the evaporator. The
connection can be either at the outlet of the evaporator or
at the outlet of the evaporator pressure control device.

In an expansion-valve system, refrigerant vapor that leaves the

evaporator is warmer than the liquid refrigerant that entered it. The
heat that warms the refrigerant is referred to as superheat.
Continued
Superheat ensures all (or almost all) refrigerant vaporizes before
leaving the evaporator. DaimlerChrysler uses a valve called an H-
valve, which has two refrigerant passages that form the legs of the
“H” as shown here, and in Figure 48-31.

FIGURE 48–30
AN H-VALVE (H-BLOCK) COMBINES
THE TEMPERATURE-SENSING AND
PRESSURE-REGULATING
FUNCTIONS INTO A SINGLE
ASSEMBLY.

Continued
The lower passage is the refrigerant line from the condenser to the
evaporator, and contains the ball and spring valve. The upper
passage is the refrigerant line from the evaporator to the
compressor, and contains the temperature-sensing element.
A pushrod connects the diaphragm of the sensor located at the top
of the block to the valve ball at the bottom.
The cycling-clutch switch,
which senses the suction
line, detects the evaporator
outlet temperature and cycles
the compressor clutch to
control system cooling.
Figure 48–31
An H-valve as used on a Chrysler minivan.

Continued
This capillary device does not directly control the metering orifice.

FIGURE 48–32 IN THIS CHRYSLER

SYSTEM, A LOW-PRESSURE
CUTOFF SWITCH AND A CYCLING-
CLUTCH SWITCH ARE MOUNTED
ON THE H-VALVE.
FIXED ORIFICE TUBES

Liquid refrigerant flows from the condenser to the orifice tube.

Fixed-orifice tubes provide a restriction that separates the high-
pressure from the low-pressure side of the system.
FIGURE 48–33 THE ORIFICE TUBE IS USUALLY LOCATED
AT THE INLET TUBE TO THE EVAPORATOR.

When it reaches the fixed-orifice

tube, refrigerant undergoes rapid
expansion & changes from a warm,
high-pressure liquid to a cold, low-
pressure liquid/vapor mix.

Continued
As it passes through the restriction to the low side, the refrigerant
changes state from a liquid to a vapor because the pressure in the
evaporator is so much lower than in the refrigerant line upstream
from the orifice tube. The refrigerant begins to vaporize quickly as
it absorbs the heat from the evaporator.

The orifice tube, located between the condenser and the evaporator
inlet, may be inserted in the refrigerant line or may be part of the
inlet refrigerant line assembly.
COMPRESSORS

The air-conditioning compressor is driven by the engine with an

accessory drive belt. A magnetic clutch is usually used to connect
and disconnect the drive pulley to the compressor as needed for
cooling or defrosting. The compressor:
Raises temperature of the gas so there is a temperature
difference between outside (ambient) air and refrigerant in the
condenser
Acts as the pump used to circulate refrigerant through the system
Often switches on and off (cycles) to control evaporator
temperatures
Is the major reason why there is refrigerant oil in the system. Oil
in the refrigerant lubricates the moving parts of the compressor.
Continued
Positive-Displacement Piston Compressors Most automotive air-
conditioner compressors are positive-displacement compressor
designs. They displace a uniform volume of refrigerant for each
revolution
FIGURE 48–34
or operating cycle, and have from one to 10 cylinders.
IN A POSITIVE-DISPLACEMENT
COMPRESSOR, THE DESCENDING
PISTON CREATES A DROP IN PRESSURE
INSIDE THE CYLINDER. THE
RESULTING PRESSURE DIFFERENTIAL
ALLOWS LOW-SIDE PRESSURE TO
FORCE THE SUCTION VALVE OPEN.

REFRIGERANT THEN FLOWS INTO THE

CYLINDER. ON THE PISTON’S
DISCHARGE STROKE, THE PRESSURE
CAUSED BY THE ASCENDING PISTON
CLOSES THE INTAKE VALVE AND
FORCES THE REFRIGERANT OUT THE
DISCHARGE VALVE.

Continued
The compressor intake stroke is also known as the suction stroke.

As the compressor operates, the maximum possible charge of

refrigerant vapor has been drawn in at bottom dead center of the
compressor piston’s suction stroke.

When the piston begins its discharge stroke, the pressure increases,
shutting the suction valve and opening the discharge valve at the
same time.

The charge of refrigerant vapor is pushed out of the compressor into

the high-side refrigerant line and travels toward the condenser.

The refrigerant vapor is compressed simultaneously throughout the

entire high side of the air-conditioning system.
Continued
All piston compressors use one suction valve and one discharge
valve for each piston. The typical valve used in compressors is the
reed valve: a one-way, flap-type check valve that is built into the
valve plate which seals one or more cylinders.
FIGURE 48–35 A REED VALVE IS A ONE-WAY CHECK VALVE THAT FLAPS AWAY FROM THE VALVE
PLATE TO OPEN, AND TOWARD THE VALVE PLATE TO CLOSE.
Pressure pushes the valve in
one direction or the other.
The suction reed valve is
located on the underside of
the valve plate.
The refrigerant vapor fills the
partial vacuum created by the
moving piston.

Continued
The discharge reed valve is on the top side of the valve plate. The
partial vacuum in the cylinder also pulls the discharge valve tightly
against its seat, sealing off the system’s high side from the cylinder
during the suction stroke.

The reeds behave the opposite way during the piston’s discharge
stroke. The increasing cylinder pressure pushes the suction valve
tightly against its seat, sealing off the system’s low side.

The discharge valve on the opposite side of the valve plate is

unseated as the pressure in the cylinder increases as a result of the
upward moving piston.

The piston pushes the refrigerant through the discharge valve, out of
the compressor, and into the air-conditioning system high side.
Continued
Pistons and Rings The two-stroke cycle depends upon the pistons
and sealing rings to provide an adequate seal against high-side
refrigerant pressure.
Some compressors use a swash plate, or axial plate, rigidly mounted
to the belt-driven shaft at an angle. As the pulley turns, the shaft and
angled swash plate assembly rotate. This forces the pistons back and
forth in their bores. Compressors that use a swash plate are often
called axial compressors.
FIGURE 48–36 THE SWASH PLATE, ATTACHED TO THE CRANKSHAFT AT AN ANGLE, CONVERTS THE PULLEY’S
ROTARY MOTION TO AXIAL MOTION, WHICH DRIVES THE PISTONS IN A RECIPROCATING MOTION.

Continued
Variable Displacement Compressor Some systems use variable
displacement to control amount of refrigerant flow through the
evaporator. The pressure difference between high side and low side
causes the swash plate to move inside the compressor. As the swash
plate changes its angle, the stroke of the piston is increased for more
cooling or decreased to reduce the amount of cooling.

FIGURE 48–37
A V-5 VARIABLE DISPLACEMENT
COMPRESSOR. INTERNAL PRESSURES
ACT ON THE SWASH PLATE, WHICH
CHANGES THE STROKE OF THE PISTON
AND THEN DISPLACEMENT BASED ON
THE PRESSURES IN THE SYSTEM.
 The Radio “POP” Trick

Most air-conditioning compressor clutch circuits contain a diode used to

suppress high-voltage spikes generated whenever the compressor clutch coil is
disengaged (turned off). If this diode were to fail, a high voltage (up to 400
volts!) could damage sensitive electronic components in the vehicle including
the electronic air-conditioning compressor clutch control unit (if so equipped).
The radio will often turn off, then back on, whenever the electronics inside
the radio detect a high-voltage spike. This can create a “pop” in the radio
that is very intermittent because it only occurs when the air-conditioning
compressor clutch cycles off.
To check this diode, simply tune the radio to a weak AM station near 1400
Hz and cycle the air-conditioning compressor on and off. If a “pop”
is heard from the radio, the diode is defective and needs replaced.

NOTE:
NOTE: While some compressor diodes can be replaced separately, some
air-conditioning clutch diodes are part of a wiring harness assembly.
COMPRESSOR CONTROLS

Most air-conditioning compressors use an electromagnetic clutch.

A coil of wire inside the clutch creates a magnetic field that
connects the input shaft of the compressor to the drive pulley.

About 3 to 4 amperes of current are required to energize the air-

conditioning compressor clutch.

Most vehicle manufacturers connect several components in series

with the compressor clutch so that all have to be functioning
before the compressor clutch can be engaged.

Continued
The most commonly used switches include:
Low-pressure switch This switch is electrically closed only if
there is at least 25 PSI of refrigerant pressure. This amount of
pressure means the system is sufficiently charged to provide
lubrication for the compressor. This switch also prevents the
compressor from being engaged when the temperature is low
(low temperature means low refrigerant pressures).

FIGURE 48–38
TYPICAL AIR-CONDITIONING
PRESSURE SWITCHES. A SERVICE
MANUAL WOULD BE NEEDED TO
DETERMINE THE FUNCTION OF
EACH SWITCH. ONE SWITCH
COULD BE THE LOW-PRESSURE
SWITCH AND THE OTHER A HIGH-
PRESSURE SWITCH.

Continued
 High-pressure switch This pressure switch is located in the
high-pressure side of the air-conditioning system. If the pressure
exceeds a certain level (typically 375 PSI [2,600 kPa]), the
pressure switch opens, thereby preventing possible damage to the
air-conditioning system due to excessively high pressure.

Power steering pressure switch This switch is used on many

vehicles, especially those with four-cylinder engines. It opens the
circuit to the air-conditioning compressor clutch when the driver
turns the steering wheel. This reduces the load on the engine at
the same time power is needed by the power steering pump.
Because the wheel is seldom held in a turning maneuver for a long
period of time, this stoppage of the air-conditioning compressor has
little, if any, effect on passenger cooling.
 What Throttle Switch?
A
A service
service technician
technician waswas tracing
tracing the
the cause
cause ofof an
an inoperative air
air
compressor
compressor on on aa Saab.
Saab. The
The service
service manual
manual showed
showed a schematic
schematic ofof the
the
air-conditioning
air-conditioning compressor
compressor that
that indicated
indicated aa number ofof switches
switches that
that had
had
to
to be
be closed
closed forfor the
the compressor
compressor clutch
clutch to
to be
be supplied
supplied with
with battery
battery voltage.
voltage.
Besides
Besides thethe low
low pressure
pressure switch
switch (to
(to assure
assure that
that the
the system
system isis charged
charged so
so
as
as not
not to
to damage
damage the the compressor), a throttle switch was shown on the
schematic.
schematic.

Obviously,
Obviously, someone else else had
had worked
worked onon the
the vehicle
vehicle because
because the
the throttle
throttle
switch
switch was
was missing
missing entirely—just
entirely—just two
two wires
wires remained
remained toto indicate
indicate that
that
anything
anything had
had been
been installed.
installed. Connecting
Connecting the
the two
two wires
wires together
together provided
provided
voltage
voltage to
to the
the air-conditioning
air-conditioning compressor
compressor clutch.
clutch. The
The customer
customer decided
decided
not
not to
to replace
replace the throttle switch after learning that its purpose was to
disconnect
disconnect (open
(open circuit)
circuit) the
the air-conditioning
air-conditioning compressor when the throttle
was
was at
at wide
wide open
open positive
positive to
to allow
allow the
the maximum
maximum powerpower for
for passing.
passing.
SUMMARY

1. Engine coolant flows through heater hoses and through a heater

core to provide heat to the inside of the vehicle.

2. The refrigeration cycle uses a compressor to circulate a refrigerant

through a closed system.

3. Refrigerant expands in the evaporator. When the refrigerant

expands, both its pressure and its temperature drop. Air from inside
the vehicle is cooled as it passes through the evaporator.

4. The compressor forces the refrigerant through the closed system

and raises the temperature of the refrigerant so that the refrigerant
will condense back into a liquid in the condenser.
Continued
SUMMARY (cont.)
5. Airflow through the condenser removes heat from the hot
refrigerant, which condenses back into a liquid.

6. The expansion valve (or orifice tube) causes the refrigerant to

expand. When the refrigerant expands, its pressure and temperature
both drop, thereby cooling the evaporator.

7. Temperature (thermostatic) or pressure controls (EPR, POA, or

VIR) prevent the freezing of the evaporator by keeping the
temperature of the evaporator above freezing (32°F or 0°C).

8. CFC-12 is commonly called Freon and is a chlorofluorocarbon

(CFC).
Continued
SUMMARY (cont.)

9. HFC-134a is less harmful to the environment because it does

not contain any CFCs.

10. A desiccant is used either in the receiver-drier or accumulator to

remove any moisture that may get into the system. Moisture and
refrigerant combine to form harmful acid.

11. The airflow through the evaporator and heater core help
condition the air by removing humidity and directing the
airflow where needed.
end