5 THE UP-TO-DATE TECHNICAL INSIGHT IN AUTOMOTIVE INNOVATIONS

edition 5 / JULY 2015

CLIMATE CONTROL

4 10
EUROPEAN CLIMATE
REGULATIONS CONTROL
 IN THIS ISSUE

2 5
DEVELOPMENT OF
15
COMMON
INTRODUCTION AIR CONDITIONING FAILURES

6 18
TECHNICAL
3
ENVIRONMENTAL IMPACT MAIN
OF FLUORINATED GASES COMPONENTS NOTES

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The systems used in a car to raise or lower the temperature in the passenger cabin are based on heat trans-
mission by means of heat exchangers, which are crossed by fresh or recirculated air before passing to the
passenger cabin through its ducts.

The reaction time of a driver depends on his or her comfort level, one of the most influential factors in this
respect is body temperature.

When the exterior temperature is higher than that of

the body, the body cannot lose heat; conversely, if the
temperature is too cold it cannot generate sufficient en-
ergy to maintain its normal temperature.
As the human body is always producing energy, the ideal
ambient temperature is some 15 degrees below normal
body temperature, which is around 21 or 22 degrees
Celsius.
A material’s state can be changed by supplying it with
or removing energy from it. If you heat water in a re-
ceptacle, the liquid turns to water vapour i.e. it passes
to the gaseous state. If the water vapour is cooled, it
will revert to a liquid and if it is further cooled it will
become a solid.

As a general rule, the air conditioning system in a car

works on the compression principle applied to fluori-
nated gases as their properties are ideal for the opera-
tion of climate control systems.

The compressor, driven by the engine, compresses the

gaseous refrigerant from the evaporator, this increas-
es its temperature and pressure.

The hot and compressed gas is cooled in the condenser

by the flow of fresh air. As it loses heat it liquefies.
Once a liquid, the refrigerant from the condenser ac-
cumulates in the filter-drier tank where any moisture
or impurities are removed.

From the filter-drier, the refrigerant is conducted to

the expansion valve, where the cooled and liquefied re-
frigerant is allowed to pass to the evaporator. Here it
expands and evaporates. The change of state of the re-
frigerant from liquid to gas in the evaporator extracts
heat from the fresh air, cooling it as it passes over the
evaporator fins.

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 E
N
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O
To complete the cooling circuit, the refrigerant at low pressure and in a gaseous state is drawn in by the N
compressor and compressed again. M
E
N
Due to the changes of the refrigerant’s state by the different components in the cooling circuit, an ideal T
temperature is maintained in the passenger cabin as a result of the passage of air through the evaporator. A
L

I
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P
A
C
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Environmental impact of fluorinated gases
O
There are various factors involved in providing good conditions for life on Two of the elements that achieve this in the atmosphere are the green- F
Earth. One of the essential factors is the function of the atmosphere, as house effect and the ozone layer.
it provides the necessary oxygen for respiration as well as ensuring an F
ambient temperature suitable for life. L
U
O
The greenhouse effect R
I
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A
T
E
D

G
A
S
E
S

This is a natural process that occurs in the atmosphere, as a result the Percentage of the main gases that contribute to the
average temperature on the Earth’s surface is some 15° instead of the greenhouse effect
-18°C that it would otherwise be, it depends on the distance on the surface CO² 55%
of the earth with respect to the sun, this is essential for the natural balance. CFC, HFC, HCFC 24%
CH4 15%
Nitrous Oxide 6%

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The ozone layer
It forms naturally as a result of ultraviolet rays breaking down oxygen mol- an unnatural way. The uncontrolled emissions of CFCs to the atmosphere
ecules (O2) into two atoms which join to undissociated oxygen molecules have caused what are called the holes in the ozone layer.
to form ozone molecules (O3). This process is mostly carried out at 25
kilometres from Earth, to form what is called the ozone layer.

Some elements such as chlorine are capable of breaking down ozone in

Electrically driven hydraulic pump

European regulations relating to
fluorinated gases
In 2006, in order to fulfil the Kyoto Protocol commitments, the European Each country establishes its own legislation for certifying personnel who
Union published Regulation (EC) No 842/2006, of 17 May on certain fluo- carry out the following operations:
rinated greenhouse gases, which regulates the use of HFCs, PFCs and
SF6, all those with a global warning potential (GWP) between 120 and • Installation of air conditioning systems in vehicles where it is not fitted
22,200 times greater than carbon dioxide (CO2). as standard.
• Maintenance and servicing, including leak checks, charging and re-
Directive 2006/40/EC of 17 May, relating to emissions from air condition- covery of fluorinated gases.
ing in motor vehicles, similarly regulates part of the automotive sector with • Handling of gas containers.
respect to fluorinated gases.
This certification is not required of the company or workshop but the per-
Also published was Regulation (EC) 1005/2009 on substances that de- sonnel who carry out these operations MUST have it.
plete the ozone layer, which prohibits the use of CFCs and HCFCs for re-
charging, including the reuse of gas in the maintenance of climate control Only companies or workshops who have qualified personnel can pur-
systems that use refrigerants with CFCs or HCFCs. chase fluorinated gas based refrigerants.

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 E
U
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Applicable regulations O
Regulation (EC) 842/2006 The purpose of this regulation is to reduce HFC, PFC and SF6 emissions that contribute to global warm- P
ing. E
Regulation (EC) 307/2008 It is derived from the above and establishes the minimum requirements and conditions for the mutual A
recognition of certificates required by persons who handle fluorinated gases in vehicles. N
Regulation (EC) 1494/2007 It regulates the form and requirements for labelling products that contain fluorinated gases.
R
Regulation (EC) 1005/2009 It regulates the use of CFCs and HCFCs. E
Directive 2006/40/CE It relates to emissions from air conditioning systems in motor vehicles and amends Directive 70/156/ G
EEC. U
L
A
T
Development of air conditioning I
O
N
S
Although the operating principle of an air-conditioning system has not The first developments relate to compressors, the vane type are disap-
changed a great deal since its beginnings, there have been developments pearing, the spiral type mainly used in hybrid and electrical vehicles have -
in the type of refrigerant gas and the components used. improved technology and lastly the piston type now use several pistons.
D
E
V
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P
M
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Vane compressor Spiral compressor Piston compressor
O
F

Another significant development is designed to control the calibration step A

before the evaporator, by replacing the thermostats with two or four way I
expansion valves, which improves the efficiency of the system. R

C
O
N
D
I
T
The demand for non-polluting refrigerant gases is increasing. R12 has I
been replaced by R134a, and recently all vehicles manufactured since O
2011 are required by the regulations to use R1234yf, the latter being a less N
harmful greenhouse gas. I
N
G

The majority of electronic components in an air conditioning system are

designed to provide more comprehensive management of the system,
and particularly to the input of variable capacity compressors in order to
reduce engine loads with the consequent reduction in fuel consumption.

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 Main air conditioning components

Compressor
This component compresses the gas in order to increase the refrigerant
fluid pressure in the circuit. It is normally driven by the engine through an
auxiliary belt. The compressor is driven by an electric motor in hybrid and
electric vehicles.

Piston compressor
It is currently the most widely used, it is characterised by an internal series
of pistons and an oscillating inclined or wobble plate.

The operating principle of this compressor is as follows. The inclined disc

rotates concentrically with the shaft to generate an internal axial move-
ment of the pistons that carry out the suction and compression phases.
The valve plates are located in both compressor covers, these allow the
suction and discharge phases in each cylinder to follow automatically.

Spiral or scroll compressor

This compressor is essentially composed of two spirals, one fixed and the
other moving, which is driven by the compressor’s input shaft.

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 M
A
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Its operation is based on the transfer of a volume of gas from the outer N
area the spiral (where the intake is) to its centre, which produces a gradual
reduction in the size of the chamber. A
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C
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Exchangers D
I
Basically, the air conditioning circuit has two heat exchangers: the con- T
denser and the evaporator, these are responsible for the transmitting the I
heat of the internally circulating fluid. O
N
I
N
The condenser G

C
This is the heat exchanger located in the engine compartment and is usu- O
ally fixed in front of the cooling radiator, its purpose is to cool the liquid that M
circulates through it. P
O
N
E
N
T
S

From the manufacturing point of view, there are several ways in which
condensers can be made depending on the technology used. The most
common are condensers with copper pipes and aluminium fins, those with
a meshed flat tube coil construction and parallel flow condensers.

Coil condenser Parallel flow condenser

The evaporator

This is located in the climate control unit. This is the main component in
the low pressure circuit, the refrigerant fluid arrives at the evaporator in two
states, part liquid and part gas, as the drop in pressure lowers the boiling
point temperature.

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There are three different types of construction technologies applied to
evaporators:

Coil evaporators are made of a Tube evaporators are made up of Plate evaporators are made up of
flat tube with numerous internal a series of parallel tubes, which a series of parallel plates.
channels. are arranged in several sections
and joined at the ends with weld-
ed elbows.

Expansion valve
It is one of the components that separate the high from the low pressure
sides. It is located near the evaporator. Its purpose is to regulate the pas-
sage of the fluid in its liquid state in the high pressure circuit, so that it
vaporises on the low pressure side.

Instead of the expansion valve, there may be another device called the
throttle or orifice valve. This type of valve does not allow the flow to be
regulated, therefore it must be used in conjunction with a variable capac-
ity compressor so the fluid flow can be regulated. It has a calibrated ori-
fice which allows the passage of a certain percentage of refrigerant. This
causes a drop in pressure and the fluid expands.

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 M
A
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Filter-dryer N

A
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R

C
O
N
D
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T
I
O
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The filter-drier is located in the high pres- Some models have a sight glass that indi- In some air conditioning installations there is I
sure circuit and its main functions are to act cates, in case of bubbles, the existence of another type of filter-drier called the accumu- N
as a reservoir for the fluid in its liquid state, vapour in the high pressure circuit before the lator or collector tank. The difference between G
filter impurities from the circuit before they expansion valve, either due to it being low on this and the above system is that it is installed
reach the expansion valve and to remove, gas, moisture in the circuit or an expansion is in the low pressure circuit, as it works at a C
as far as is possible, moisture from the cir- occurring in the filter itself. much lower pressure. Therefore there is no O
cuit as this could be very harmful. sight glass as, due to its location, the fluid is M
in the gaseous state in the filter. P
O
N
E
Safety devices N
T
In addition to the functional air conditioning components, safety valves and S
pressure sensors are installed in the refrigerant fluid circuit to protect it.

Relief valve in the compressor

This is a safety valve that releases part of the fluid to the outside when the
pressure exceeds 30 bar in the high pressure circuit in order to protect the
various components. It is normally fitted on the compressor.

Pressure sensors

The purpose of the pressure sensors is to prevent breakdowns in the cir-

cuit components, and especially the compressor if there is an excess or
faulty pressure level. It can be located in the high or low pressure circuit.

The high pressure sensor is usually installed before or after the condenser,
depending on the equipment manufacturer. The low pressure sensor is
located in the low pressure tube between the evaporator and the com-
pressor.

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 Climate control

The purpose of climate control in a vehicle is to attain the level of thermal

comfort required by the occupants. This is achieved by distributing the
correct flow, temperature and humidity percentage through the ventilation
outlets at all times.

Over time, the climate control method has notably progressed. In the past,
a manual climate control system was used, the driver manually controlled
the activation of the compressor, regulated the temperature, air speed, etc.
To improve the comfort of the occupants, electronically controlled climate
control was introduced. This has a control unit that fully manages the air
flow and temperature. The driver simply sets the desired temperature.

Climate control has become more sophisticated to the point where it is

possible to regulate the temperature for each seat separately to obtain
a different level of thermal comfort in each section. These are dual zone,
three zone and up to four zone.

Electronic management
An automatic climate control system has a control unit that manages, ac- The following schematic shows the operating principle of an automatic
cording to the driver’s requirements, the various actuators based on in- climate control system.
formation from sensors installed at various points in the climate control
system as a whole.

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Climate control system sensors M
A
T
As the climate control system is responsible for a mix of temperatures E
and their distribution through the ventilation outlets, its main informants
are the temperature sensors which are arranged strategically to improve C
its efficiency. O
N
All these sensors are normally the NTC type, their resistance decreases T
as the temperature increases. The most important are the evaporator R
temperature sensor, the exterior temperature sensor, the passenger cabin O
temperature sensor, the air duct temperature sensor and the engine tem- L
perature sensor.

Evaporator temperature sensor

This is located in front of the evaporator fins in the coldest area. Its infor-
mation is essential for preventing the formation of ice in the evaporator.

Exterior temperature sensor

This is located in the front bumper or in one of wing mirrors. Their informa-
tion is essential for the safety of the compressor. Because if it detects an
ambient temperature lower than 5°C, it shuts down the compressor to
prevent its breakage.

Engine temperature sensor

The engine control unit provides the information from this sensor. If the
engine overheats, it shuts down the air conditioning compressor.

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Passenger cabin temperature sensor

This is usually located in the dashboard area, it has a small fan so it can This information ensures the unit achieves the temperature in the passen-
draw in air from the passenger cabin and circulate it through the sensor. ger cabin desired by the occupants.

Air duct temperature sensors

These are responsible for measuring the temperatures in the various ven-
tilation outlets. The number and location of the sensors depend on the type
of climate control system and its layout in the vehicle.

For more complete climate control, solar radiation, air quality and humidity
sensors are also included.

The solar radiation sensor

This is usually located on the top of the dashboard. It detects the solar gain
in the passenger cabin and informs the climate control unit so that it can
adjust the temperature in the affected area.

Its operation is based on the use of one or more photodiodes, which al-
low a greater flow of current with higher solar incidence. There are more
of these sensors in more complex climate control units, such as the dual
zone or four zone, to provide greater accuracy on each side.

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The air quality sensor M
A
T
This is located at the inlet to the climate box. Its purpose is to detect harm- E
ful substances or gases entering the passenger cabin that may have come
from combustion. If so, the recirculation servomotor is activated which C
closes the air inlet flap. O
N
T
R
O
L

The humidity sensor

This sensor measures the relative humidity of the air and temperature
directly on the inside of the windscreen and determines the dew point
temperature based on these values. Normally it is located behind the rear-
view mirror.

As a result of weather conditions, road visibility could get worse due to

misting of the windscreen. Using information from this sensor, the control
unit manages the supply of air to the windscreen to prevent misting.

Climate control system actuators

The climate control system has several electric motors that actuate the sible for the air input and flow and the other for distributing it to the different
flaps and the air blower turbine. All these elements are located within the areas.
climate control unit, which is usually divided into two parts, one is respon-

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Gear motors
These open and close the flaps inside the climate box, allowing fresh or
hot air to enter the passenger cabin. The main motor driven flaps are
those for recirculation, flow and air mixing.

To move these flaps, stepper motors may be used in some models. The
control unit regulates the position of these without the need for position
sensors.

The air flows through different ducts inside the climate box depending on
the heating needs of the occupants. When cold air is required, this air
directly crosses the evaporator. Otherwise, the air passes through an ad-
ditional heater by means of a mixing flap. Finally, the desired air flow is
distributed through the different ventilation outlets.

Air blower turbine

This is located inside the climate box. This blows fresh air into the pas-
senger cabin, after it first passes through the ventilation ducts. The fan
rotation speed can be controlled either by the driver or, when operating in
automatic mode, by the climate control system control unit.

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COMMON FAILURES M
O
N

While the air-conditioning is in operation, the elements and components are subject to various loads, the majority of these are related to the temperature
and pressure at which they work. Some of the components can leak, seize or break. F
A
I
One of the most common problems that occurs with air conditioning is the L
existence of bad odours coming from the ventilation outlet. This is caused U
by the presence of moisture around the evaporator as a result of air con- R
densing as it passes through the evaporator fins. The odour worsens as E
a result of the development of mould and bacteria. This problem can be S
resolved without dismantling the evaporator using a cleaning product that
is applied in the form of an aerosol.

Directions for use:

1. Dry the surface of the evaporator using the vehicle’s heating system.
In order to do so you will need to turn the heating or climate control
temperature to maximum with the air distributor in the low position.

2. Leave the system to run for approximately 10 minutes with the fan on
maximum in recirculation mode.

3. Once all moisture has been removed, turn the climate control system
to a low heat without allowing the air conditioning to kick in.

4. Next, apply the spray to the air intake inlet and the ventilation outlets.
Leave the cleaner to work for 10 minutes with the climate control
system in recirculation mode.

5. After cleaning, dry the evaporator and the inside of the climate control
casing in the same way outlined in the first step.

6. To finish, open the vehicle’s doors and allow to ventilate out in the
open for 10 minutes.

Very low air pressure in the diffuser outlets is another common problem.
This is usually due to the filter becoming saturated with pollen, either as
a result of poor maintenance or heavy use in dusty environments. This
problem can be resolved by replacing the filter.

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Piston compressor

• Seizure or internal breakage

• Refrigerant leaks
• Low compressor efficiency
• Fault in the electromagnetic clutch

• Seizure or internal breakage may be due to lack of lubrication or the presence of refriger-
ant fluid in the liquid state.
• Using a special ultraviolet light, visually inspect the areas where a refrigerant leak may
occur.
• With the charging station connected to the circuit, check the high and low pressures.
• Check if the voltage at the coil is correct, as well as its resistance and its insulation to
earth.

• In case of seizure or internal breakage, the compressor must be replaced.

• When the compressor has external leaks, the affected seals must be replaced if the man-
ufacturer supplies them.
• If the pressures are not correct due to wear of one of the compressor’s internal compo-
nents, repair is possible if the manufacturer supplies the spare parts, if not, the compres-
sor must be replaced.
• If the coil is severed or its insulation grounded, the electromagnetic clutch must be re-
placed.

Condenser
Holes due to possible corrosion on the surface of the condenser, fins clogged by
foreign bodies, or leaks in the input and output connectors.

Inspect the appearance and fastening of the condenser and that the air channels
are free of foreign bodies. Check whether the connector welds have not deterio-
rated and verify the tightening torque.

If there are holes, replace the condenser. If it is not properly fastened, correct its
position. When the condenser is clogged, remove the foreign bodies from the fins.
If the connectors are loose, replace the o-rings. When the connectors have weld
problems, replace the condenser.

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Filter - dryer M
O
N
Saturated filter and circuit clogged.

F
A
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L
U
When the filter is clogged, it does not allow the necessary quantity of liquid to flow R
and acts as an expansion valve. To confirm this fault, touch the inlet and outlet E
tubes to see if they are at different temperatures. S

In case of clogging, replace the filter.

Expansion valve

Internal clogging, valve stuck in open or closed position.

With the help of a charging station, check the pressures in the high and low pressure circuits
to see if the valve is operating correctly. Ensure the valve and fittings are leak tight.
Using an infrared digital thermometer, check the temperature of the input and output tubes
of the expansion valve.

When there is clogging or dirt present, the expansion valve must be replaced.
If the difference between the input and output temperature of the expansion valve is minimal,
it means that the valve is open or the gas charge is insufficient. In this case, recharge the gas
to see if the valve works correctly, if not, it must be replaced.

Evaporator
Holes due to corrosion on the surface of the evaporator, fins clogged with
dirt, leaks in the inlet and outlet connectors. Bad smells in the passenger
cabin due to bacteria on the surface of the evaporator.

Check if the evaporator is not leaking, check for dirt on the fins. Check
whether the welding of the connectors has not deteriorated and their
tightening torque.

If there are holes, replace the condenser. Any dirt should be cleaned off. If the connectors are
loose, replace the o-rings. When the connectors have weld problems, replace the evapora-
tor.

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 TECHNICAL NOTES
Below is the list of the most common faults that occur in the climate control system. Depending on the manufacturer and the different models, the number
of faults occurring over the years can be considerable.

These faults are selected from the online platform: www.einavts.com. This platform has a series of sections that indicate the make, model, range, af-
fected system and subsystem, these can be selected separately depending on the type of search you wish to carry out.

VAG GROUP
AUDI, SEAT, SKODA, VW
01273 - Inoperative / Short-circuit to positive. Intermittent mechanical failure. It is observed that the air conditioning does not
Symptoms
work. The cold air fan does not work.

Cause This is a fault in the fan motor brushes.

Solution The cold air fan must be replaced.

VAG GROUP
AUDI, SEAT, SKODA, VW
P1672/18080: Radiator fan 1 activation device, Inoperative/short-circuit to earth. P0480/16864: Radiator fan 1 activation
Symptoms device, electrical fault. Injection fault light on.

Cause Entry of dust into the radiator fan 2 (small fan).

Solution Check that both fans are activated and deactivated at the same time by activating with the diagnostic tool, by turning the air
conditioning on and off or by heating the engine to approximately 90°C. If only one fan is activated or they are not synchro-
nised, check the installation. Replace the affected fan if there is no fault in the wiring.

FIAT
STILO (192) 1.8 16V (192_XC1A) (192 A4.000)
Symptoms P1531 - Air conditioning relay in engine control unit. C1101 - CAN (NCM) network, invalid signal at the brake node. ESP warn-
ing light on at first start-up or while running. NOTE: This technical note only affects vehicles with chassis numbers from 367397
to 433908.
Cause Incompatibility between the ECU software and the air conditioning system which gives some of the signals received by the
ECU as invalid.
Solution Reprogram the ECU with updated software.

RENAULT
CLIO III (BR0/1, CR0/1), MEGANE II (BM0/1_, CM0/1_), SCENIC II (JM0/1_)
Symptoms DF1070: Cold loop. The climate control system does not cool the passenger cabin.
Cause Damaged compressor connector.
Solution Check if the compressor plate rotates freely by hand, if it does, replace the climate control compressor connector and delete
the memorised DF.

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H
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A
TOYOTA L

N
AURIS
O
Symptoms B1421 - Open circuit or short-circuit in the sunlight sensor on the passenger side. Air at ambient temperature comes out of T
the ventilator on the right-hand side and it cannot be adjusted. NOTE: Code B1421 (Sunlight sensor) is stored by default if the E
climate control system diagnostic is carried out in the workshop. To ensure that the sensor is not faulty, carry out the diagnostic S
outside the workshop using natural light.
Cause Bent mixing flap on the right-hand side.
Solution Replace the flap by part reference 04007-44142. For more information consult your usual technical adviser. For spare parts
consult your usual distributor. NOTE: For this model, there is no breakdown of the climate assembly, therefore you must use
the part reference provided.

OPEL
ASTRA H
Symptoms Between 1500 and 2000 RPM, the air conditioning compressor becomes noisy.
Cause The air conditioning compressor is of the variable capacity type regulated by means of a solenoid valve. The operation of the
compressor is not being correctly regulated from the climate control control unit (ECC), causing internal noise in the compres-
sor.
Solution Reprogram the climate control unit (ECC) with updated software. Recharge the refrigerant in the air conditioning circuit and
test the system.

LAND ROVER
RANGE ROVER II (LP) 4.6 (46 D)
Symptoms The climate control/heating system cools or heats too much.
Cause Fault in the fan microswitch for the passenger cabin temperature sensor.
Solution Replace the temperature sensor with an upgraded version. Consult your usual distributor.

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