Professional Documents
Culture Documents
Renault APV Training On AC Cold Loop
Renault APV Training On AC Cold Loop
Conditions of Use of Training and Technical Information: In consideration of Renault UK limited disclosing to you the information as defined below you agree to comply with the following - in respect of any and all technical and training documentation (including but not limited to drawings, wiring diagrams, repair manuals, discs, documents, files, videos, emails or other correspondence) the information-: 1-The information is only to be used by specialists in the field of motor vehicle repair and maintenance. The information may not be sufficient on its own to effect repairs and maintenance of RENAULT vehicles. Therefore you must ensure that you have all the necessary training, knowlegde, documents, skills and equipment to make safe and proper repairs and maintenance of RENAULT vehicles and products. 2-The information is subject to change without prior notice. You must therefore ensure you have the most up to date information available. 3-You acknowledge and agree that you are responsible for all repairs and maintenance services and that you agree to indemnify RENAULT UK limited against all claims, costs, fees interest and expenses bought against RENAULT as a direct or indirect result of your acts or omissions in relying upon the information. Nothing shall exclude RENAULTs liability for death or personal injury caused by RENAULTs negligence. 4-Whilst we make every reasonable effort to ensure that the information is up to date and accurate, RENAULT hereby excludes to the greatest extent permisible by law liability to the user of the information. 5-You are not permitted in anyway to copy, sell, hire, lend, lease or otherwhise dispose of the information in any way. You are not permitted to pass the information to any third party without the prior written permission of RENAULT UK limited. 6-The information is the property of RENAULT UK limited. You acknowledge that failure to comply with the above is a serious breach of confidentiality for which damages would not be a sufficient remedy to RENAULT UK limited. 7-You must destroy the information in a confidential manner when you have finished with it or when the agreement for use terminates whichever is the earlier.
CONTENTS
Introduction Environment and Safety 4 6 Creating a cold loop 10 RENAULT cold loops 18 Maintenance of the cold loop 38 Questionnaire 67
INTRODUCTION
Air conditioning - Cold loop 5
Introduction
NOTE
The information and specifications detailed in this document are a general reference to a specific configuration. As this rule does not apply to all vehicles, it is essential to refer to the documentation corresponding to the vehicle before carrying out any maintenance operations.
Environmental impact
Environmental impact of R134a hydrofluorocarbon (HFC) emissions
A vehicle emits an average of 30 tons of CO2 during its life. When 700 grams of HFCs (R134a) are released into the atmosphere, this is the equivalent of 1 ton of CO2, in other words an environmental impact 1300 times greater than that of the CO2. Although it is a greenhouse gas, CO2 is much less potent than HFCs. The prospect of a growth in the number of vehicles (according to current assumptions) has another direct consequence: a significant increase in the number of air-conditioned vehicles.
HFCs have a high potential for atmospheric warming and the significant growth in the number of air-conditioned vehicles indicate that there is a major risk of increasing the greenhouse effect. These excess emissions of pollutants resulting from vehicle air-conditioning are making a serious contribution to global warming. This alarming fact means that we must be aware of the environmental consequences of any kind of HFC emissions.
In order to limit the possibility of releasing refrigerant gases into the atmosphere as far as possible, it is essential to strictly adhere to the procedures contained in the technical documentation.
You must be trained in operations on the cold loop. You must be trained in using and maintaining the charging station. You must be informed regarding refrigerant handling and storage conditions. You must never release refrigerant into the atmosphere. You must never open a circuit whose pressure is not equal to or less than 0 bar. You must observe the refrigerant recovery and recycling procedures. You must always carry out a search for leaks after any cold loop maintenance operation.
Safety instructions
It is essential to follow the safety instructions (figure 2) when working on an airconditioning circuit.
Wear gloves. Wear protective glasses. Work in a well ventilated area. Do not weld or heat to more than 100 degrees Celsius. Do not smoke. Do not leave the circuit open to the air or you will have to replace the dehydrating canister.
IMPORTANT
Before any operation, refer to the technical documentation and follow the safety instructions contained in it.
10
noise level, absence of odours, temperature, the level of humidity, the speed of air circulation in the passenger compartment.
In cold weather, the air conditioning lowers the level of humidity in the passenger compartment and helps to demist the windows. In warm weather, the air conditioning cools the passenger compartment.
11
Physical attributes
Matter appears in three states: solid, liquid and gas. Cold production exploits the two physical attributes accompanying a change in state of matter.
The change from the liquid state to the gaseous state is evaporation. The return from the gaseous state to the liquid state is condensation.
Figure 4. Expansion.
12
13
A liquid-gas mixture coming from the expansion valve passes through an evaporator (figure 7) to absorb the heat from the surrounding environment.
A gas is produced at the evaporator outlet. This gas must be recovered and recirculated to complete the cold loop.
14
The gas enters the compressor then liquefies in the condenser before returning to the reservoir (figure 8).
15
a compressor (1), a condenser (2), a reservoir (3), an expansion valve or a fixed orifice tube (4), an evaporator (5).
16
A check of the pipework temperature is used to perform an initial diagnosis of circuit operation (refer to maintenance of the cold loop, Diagnosis by touch section).
IMPORTANT
Certain parts of the pipework can become very hot. Risk of burns!
17
18
IMPORTANT
You must never mix R12 and R134a (figure 11).
It is only possible to convert a vehicle from R12 to R134a if the refrigerant circuit is converted.
19
The components and their function are similiar in both types of loop:
Compression is provided by the compressor (1), Condensation is produced in the condenser (2), Expansion is provided by a thermostatic expansion valve (4a) or a fixed orifice tube (4b), Evaporation is produced inside the evaporator (5), Filtration and a fluid reserve are provided by the dehydration canister (3a) or the accumulator (3b).
20
The accumulator (2) is fitted to the low-pressure circuit between the evaporator outlet and the compressor inlet.
Figure 13. Cold loop using fixed orifice tube.
1. The expansion valve (1) is of the thermostatic type and controls the expansion in relation to the evaporation. 2. The dehydration canister (2) is fitted in series in the high pressure circuit between the condenser and the thermostatic expansion valve.
Figure 14. Cold loop using thermostatic expansion valve.
21
Compressor
The compressor (figure 15) is the driving component in the circuit. It is driven by an accessories belt.
IMPORTANT
Certain parts of the pipework can become very hot. Risk of burns!
22
The electromagnetic clutch (figure 16) consists mainly of the following components:
a free turning pulley (1), a shaft (2), a moveable plate (3), an electromagnet (4).
The electrically operated electromagnet pulls the clutch plate against the free turning pulley. The free pulley engages with the compressor shaft. All the internal components of the compressor are now driven.
23
The level of refrigeration is regulated by alternately releasing or engaging the electromagnetic clutch. The fixed capacity compressor consists of the following main components: a shaft (1), a cam (2), an oscillating plate (3) and pistons (4).
24
The variable capacity compressor consists of the following main components: a shaft (1), an oscillating plate (3) operated by a lever (2) and pistons (4).
REMINDER
When leaving the compressor, the fluid is gaseous, very hot and under high pressure.
25
lubricating the moving parts, helping to cool the compressor, helping filtration, increasing sealing.
The specifications of the oils used for each type of compressor can be found in the technical documentation.
IMPORTANT
The oil differs according to the refrigerant used and the type of compressor.
26
REMINDER
When leaving the condenser, the fluid is hot and under high pressure.
27
28
The evaporator causes evaporation of the refrigerant released by the expansion valve.
REMINDER
On leaving the evaporator, the fluid is cold and under low pressure.
29
Pressure sensor
The refrigerant fluid pressure sensor (figure 23) is located in the high-pressure circuit. The role of the pressure sensor is to continuously send information to the computer.
Evaporator sensor
The evaporator sensor (figure 24) is located on the fins at the coldest point of the evaporator.
30
The sensors role is to measure the temperature of the air pumped through the evaporator to prevent icing. The evaporator sensor is present on all vehicles equipped with a fixed capacity compressor and on some vehicles equipped with variable capacity compressors.
Pipes
The piping (figure 25) connects the different components and allows transfer of the fluid.
The cold loop includes rigid aluminium or steel pipes and flexible rubber hoses. The gas circuit pipes have a large diameter and the liquid circuit pipes have a small diameter.
31
Unions
The unions (figures 26 and 27) guarantee sealing and allow the circuit to withstand high pressures.
Clamp-secured unions.
32
IMPORTANT
The O-rings must always be replaced with new ones when they are removed and be coated with compressor oil when being refitted.
Valves
The cold loop includes one or two charging valves (figure 29) with different diameters.
The charging valves allow the charging station to be connected and venting of the circuit.
33
REMINDER
On leaving the fixed orifice tube, the fluid is very cold and under low pressure.
34
Accumulator
The accumulator (figure 31) is located upstream of the compressor on the lowpressure circuit.
On entering the accumulator (1), the fluid is made up of oil and a refrigerant liquid/gas mixture.
Accumulator operation
1. The liquids (2) separate from the gas (3) under the effect of gravity. 2. The oil and the refrigerant are introduced into the circuit (4) via a specific tube. 3. The accumulator also filters the impurities, dehydrates the fluid and serves as a buffer reservoir.
REMINDER
On leaving the accumulator, the fluid is gaseous, cold and under low pressure.
35
Cold loop using a thermostatic expansion valve and dehydration canister Thermostatic expansion valve
The thermostatic expansion valve (figure 32) is crossed by both the inlet circuit (1) and the output circuit of the evaporator (2).
The thermostatic expansion valve continuously adjusts the quantity of fluid held depending on its temperature at the evaporator outlet.
36
REMINDER
At the thermostatic expansion valve outlet, the fluid is gaseous, cold and under low pressure.
Dehydration canister
The dehydration canister (figure 33) is located between the condenser and the thermostatic expansion valve.
The canister filters, dehydrates and serves as a buffer reservoir for the refrigerant.
REMINDER
At the dehydrating canister outlet, the fluid is liquid, hot and under high pressure.
37
38
Verification of the efficiency of the air-conditioning system involves five checking stages: 1. Operation of the control panel 2. Cleanliness of the passenger compartment filter. 3. Battery voltage. 4. The efficiency check. 5. System identification
39
Each panel control (figure 35) must produce the desired effect.
1. Passenger compartment ventilation speed: all the speeds must be operational. 2. Air recycling: the control operates the flap and air is no longer taken in from outside the passenger compartment. 3. Distribution of air in the passenger compartment: The distribution of the airflows must vary according to the selected positions. 4. Air temperature distribution: with the engine warm, the control must vary the temperature of the blown air. Note. With the distribution control in the "cold" position, it should not be possible to feel warm air. 5. The A/C control and indicator light: operating the control must light the A/C on indicator light. Note. On most vehicles, one of the ventilation speeds must be selected for the A/C control to switch on the A/C on indicator light.
NOTE
Malfunction of any of the panel controls may affect the performance of the air-conditioning circuit.
40
The particle filter consists of a fibrous medium producing an electrostatic effect which acts as a magnet for dust and pollen.
Figure 36. The particle filter.
This particle and odour filter contains active carbon which absorbs the exhaust gas odours and combustion residue.
NOTE
Refer to the technical documentation and the vehicle servicing booklet to find out the type of passenger compartment filter and its replacement interval.
41
Battery voltage
Checking the voltage consists of carrying out a full check of the battery in accordance with the procedure described in the technical documentation for the vehicle. The stages of a complete battery check are as follows: 1. visual inspection, 2. charge check, 3. battery test using the tester.
Performance test
The efficiency check consists of measuring the temperature of the air coming out of an air vent in accordance with the procedure described in the technical documentation for the vehicle.
This measurement is made using a thermometer with a digital display (figure 38).
On most systems, the temperature measured at the air vent should be less than 10C for about one minute, for an outside temperature of 20C.
42
NOTE
At a steady outside temperature, the higher the moisture content, the higher the temperature measured at the air vent.
System identification
System identification confirms the performance check by a conformity check. Identification of the air-conditioning system and the "Statuses and Parameters" test are performed using the diagnostic tool.
43
Diagnosis by touch
Diagnosis by touch is a quick way of confirming a malfunction in the cold loop and continuing the diagnostic check in the right direction. The diagnostic procedure usually leads to a performance test of an air conditioning system whose efficiency has not been established. The procedure is applicable every time a diagnosis is carried out on the cold loop. The method consists of comparing, by touch, a temperature status (taken at different points of the circuit) with a normal operating temperature status.
The temperature status is verified upstream and downstream of each component in the cold loop (figure 39).
Pointing the diagnosis in the right direction using the touch method
The three stages for determining the incorrect temperature statuses and directing the diagnostic procedure in the right direction are as follows:
44
Stage 1. The test Referring to the normal temperature statuses, check (subjectively) whether there is a difference of temperature by proceeding as follows: 1. By touch, verify the temperature status at the expansion valve inlet and outlet. 2. Verify the temperature status of the other components in the low-pressure system.
NOTE
If the temperature statuses in the low-pressure zone are correct, it is unnecessary to carry out tests in the high-pressure zone (very hot statuses).
Stage 2. Pointing the diagnostic procedure in the right direction Depending on the fault detected at the expansion valve, the diagnosis may be directed in the following way:
The temperature status is abnormal at the expansion valve "inlet" and "outlet: Check the temperature statuses upstream of the expansion valve up to those components whose temperature status is correct. Note. If the temperature statuses are consistent, the malfunction is located in the high-pressure zone.
The temperature status is abnormal at the expansion valve "inlet" and "outlet": Check the temperature statuses downstream of the expansion valve up to those components whose temperature status is correct. Note. If the temperature statuses are consistent, replace the expansion valve.
The temperature statuses are normal at the expansion valve "inlet" and "outlet". Note. If the temperature statuses are consistent, check the refrigerant fluid charge.
NOTE
An abnormal temperature status can affect the temperature status of the other components in the circuit.
Stage 3. Working out the diagnostic procedure By logical reasoning, based on the operating principle of each component in the system, it is possible to correctly direct the diagnostic method using the touch method.
45
The electronic detector emits an audible signal when refrigerant is present. The electronic detector should be used first. The fluorescent reactive tracer is used if the electronic detection fails.
An electronic detector is a measuring instrument which should be handled with care and regularly serviced.
NOTE
The electronic detector only detects relatively large leaks.
46
Ensure the measurement probe is compatible with the type of refrigerant gas to be detected. The measurement probe is a very sensitive component and must be protected from dust and moisture and must not be brought into contact with oily or greasy components.
The measurement probe must not be used without its protective endpiece. If the sensitive component of the probe is dirty, it must be cleaned or replaced depending on the model. The measurement probe has a limited life. The condition of the battery power supply is normally indicated by an LED.
NOTE
The initialisation method allows a reduction in reading errors due to the presence of pollutants in the engine compartment.
47
Stage 2. Tracing leaks Before starting the search, refer to the leak tracing table in the technical documentation. Leak tracing consists of following (as closely as possible) the route of the circuit using the probe (figure 41). The detector reacts to variations in the refrigerant concentration (the higher the gas concentration, the higher the frequency of the detector signal). To refine the search, recalibrate the detector in the contaminated air. Following the circuit route, try to detect a stronger concentration by referring to the signal and its frequency.
This method allows accurate location of the source of refrigerant gas leaks.
NOTE
If there are multiple sources, the search for minor leaks will be assisted by repairing the biggest leaks first.
48
The presence of dye in the refrigerant is verified using an ultraviolet lamp (figure 42) and strictly following the procedure described.
Dye must not be injected into the cold loop if fluorescent traces appear.
49
The dye must only be injected using the specified equipment (figure 43).
After injecting the dye, place a clearly visible label next to the charging valves, indicating the presence of dye in the circuit and the date of the injection operation.
IMPORTANT
Before any operation, refer to the technical documentation and follow the safety instructions contained in it.
50
Stage 2. Scan the circuit with an ultraviolet lamp Leaks are detected by scanning the circuit using the ultraviolet lamp (figure 44).
To scan parts of the circuit which are difficult to access, reflect the ultraviolet light using a mirror.
When searching for leaks using a tracer, the results will only appear after several minutes or even several hours of circuit operation.
NOTE
A leak from the evaporator may be detected by the presence of fluorescent traces in the condensation.
51
REMINDER
Maintenance operations on a cold loop require compliance with the rules for environmental protection.
Servicing operations
It is recommended that certain servicing operations are carried out on the air-conditioning system. It is necessary to refer to the technical documentation for the vehicle to find out the servicing frequency. As a general rule, the frequency of servicing operations is as follows: Every year:
Ensure that the condenser and radiator are clean. Ensure that air can circulate freely between the fins. Ensure that the cold air blower unit is not obstructed. Ensure that the condensation drains away correctly.
52
Periodically
To prevent possible odours, it may be necessary to treat the air-conditioning system after each winter or prolonged period of non-operation, .
NOTE
Checking the refrigerant charge is associated with recovery of the refrigerant.
It is only by this operation that the quantity of refrigerant in the circuit can be checked.
Charging station
The charging station is used either for preventive maintenance or before opening the circuit. The charging station (figure 46) allows the following operations to be carried out:
1. Recover the oil and the refrigerant as discharging gas into the atmosphere is strictly prohibited. 2. Create a vacuum in the cold loop to eliminate maximum humidity and impurities, check the sealing and prepare the charge. 3. Charge the circuit with oil and refrigerant.
Figure 46. Charging station.
REMINDER
Before using the charging station, refer to its user manual.
53
Before connecting a charging station to the air-conditioning system, the following operations must be carried out:
Check the quantity of refrigerant in the reservoir (must not exceed 80% of the reservoir capacity). Place a quantity of new oil sufficient for the operation in the topping up bottle (with internal tube). Drain or mark the quantity of used oil present in the oil drain bottle (without internal tube). Verify that the two bottles are correctly connected to the charging station. Check that there is no error or maintenance message on the control panel screen. Check the sealing of the external connections (tightness of pipes to the station and to the quick release couplings). Ensure that the station is stable during the operating phases (flat surface and absence of vibration). Ensure that the working area is correctly ventilated.
REMINDER
Dye must not be injected into the cold loop circuit using the charging station. Only use the specified equipment.
54
On this cold loop fitted with a single valve (figure 47), only the high pressure pipe of the station need be connected.
IMPORTANT
Whatever the charging station model, in the single-valve configuration (figure 47), all the operations (recovery, vacuum extraction, charging, etc.) are carried out using the high-pressure pipe of the charging station.
55
Connection instructions
The instructions applicable to pipe connection are as follows:
Verify the absence of pressure in the connection pipes. Pipes under pressure indicate that a quantity of refrigerant is present in the station circuits. As this quantity is likely to distort the amount of refrigerant recovered, it is essential to drain the pipes (valves closed) before making the connection.
Verify that the quick release connections are closed. The quick release connection (figure 48) must be in the closed position to be connected to the charging valve. In the open position, it cannot be connected and encourages the entry of airborne moisture into the pipe. Between each use, always keep the connection in the closed position.
Connecting the quick release connections. Unlike the connections fitted to the R12 charging station, connection of the R134a quick release connections does not sytematically open the circuit. Connection and opening of the circuit are two separate operations.
Opening the valves. Between the quick release connection and the charging station, each circuit (HP and LP) is closed by two valves: one fitted to the quick release connection, the other located on the station control panel. The essential function of the control panel valve is to isolate the station circuit to allow a reading of the cold loop pressure.
56
IMPORTANT
Before any operation, refer to the technical documentation and follow the safety instructions contained in it.
57
However, the time required for recovery is longer than in scenario A. Scenario C. Neither the engine nor the air-conditioning system are operational. In this scenario, the low pressure in the system makes recovery of the refrigerant very slow. In all the scenarios, it is necessary to perform several draining operations separated by pauses (waiting time) in order to obtain a stabilised relative pressure equal to or less than 0 bar in the circuit. The pauses vary according to the recovery procedure. Between each recovery phase, they are 10 minutes (scenario A), 15 minutes (scenario B) and 2 hours (scenario C).
NOTE
This alternation of recoveries and pauses is essential to allow all the fluid to expand and gradually reach the output valve(s).
58
NOTE
Before carrying out a (partial) charge of refrigerant to locate a possible leak, it is first necessary to carry out a sealing test of the circuit (under vacuum).
It is therefore essential to know the quantity of oil recovered to be able to inject an equal volume of new oil.
IMPORTANT
The oil extracted from the circuit cannot be reused and must be disposed of (or stored) using the procedure applicable to used oils. Refrigerant oil, however, must not be mixed with other used oils.
Refrigerant oil is hygroscopic and can easily be contaminated by the presence of moisture in the air. The contaminated oil then becomes acidic and attacks the components of the air-conditioning circuit. The oil can must always be closed after use to prevent contamination by moisture and oil in a can which has been open for a long time (viscous appearance) must never be used.
59
Vacuum extraction
NOTE
Subjecting the circuit to a vacuum lowers the boiling point of water, which changes from a liquid to a gas. This change of state helps to extract the moisture present in the circuit.
60
Sealing test
The sealing test (under vacuum) verifies the performance of the circuit under vacuum when it is only subject to ambient atmospheric pressure. The sealing test under vacuum and the vacuum extraction are two associated operations. With most charging stations, the two operations are automated. On these models, any sealing fault (poor vacuum performance over time) is indicated by an error message.
IMPORTANT
This test demonstrates the sealing of the circuit under vacuum, but does not guarantee sealing under pressure under normal operating conditions.
61
IMPORTANT
It is essential to fill with the specified quantity. Failure to do this can affect performance, even if a larger quantity than that specified is injected into the system.
Topping up oil The volume of new oil to be injected must be equal to the volume measured during recovery (figure 53). When the refrigerant circuit is drained, it is never completely emptied: some oil remains in the various components of the system. If a component is replaced, the quantity of oil recovered during the associated draining operation must be replaced by topping up to the correct level.
62
NOTE
It may be necessary to drain the compressor oil in the event of a rapid leak (broken component) or if the circuit is open for a long period.
There are different oils for the R134a refrigerant. Each oil is specific to the type of compressor and the use of another type of oil may cause serious damage to the cold loop. In order to limit the risk of mixing oils, it is recommended that different top-up bottles are provided on the charging station. Confirming the charge To confirm the charge or any other operation requiring a conformity check, two operations must be carried out: 1. Check that the system is operating correctly. The operational test consists of carrying out a performance test (See Verification of the efficiency of an air-conditioning system section). 2. Carry out a search for leaks. The search for leaks consists of performing a leak test with an electronic detector (See Leak test section).
63
the operation is irreversible, the cost of conversion (R12 to R134a), unforeseen technical constraints resulting in additional cost.
REMINDER
Maintenance operations on a cold loop require compliance with the rules for environmental protection.
64
65
Type of oil
During the conversion, only use the recommended type of oil. Oil can be topped up using a charging station. If this is not possible, remove the compressor in order to add oil to it. After the R12/R134a conversion, if the compressor has to be replaced, it will be necessary to extract the oil contained in it and replace it with the oil recommended for the R134a refrigerant.
Identification label
Conversion of an R12 air-conditioning circuit into an R134a circuit is irreversible. The vehicle can no longer accept R12 refrigerant. To avoid any risk of charging using R12 refrigerant, it is essential to place an information and identification label as near as possible to the charging valves.
NOTE
The identification label is available as a spare part.
66
Questionnaire
QUESTIONNAIRE
1. What is the function of air-conditioning in a vehicle?
A B C D To condense mist on the windows. To reduce the level of humidity in the passenger compartment. To Purify the air in the passenger compartment. To Recycle the air in the passenger compartment.
2. What is the condition of the refrigerant fluid when it leaves the compressor?
A B C D Liquid and very hot. Gaseous and cold. Liquid and cold. Gaseous and very hot.
67
Questionnaire
6. Which control on the air-conditioning panel has no effect on the efficiency test?
A B C D The rear screen demisting control. The fan speed control. The air distribution control. The recirculation control.
7. How can a clogged filter adversely affect the efficiency of the air-conditioning system?
A B C D By causing excess pressure in the condenser. By reducing the volume and speed of the blown air. By increasing the temperature of the air drawn in. By preventing cycling of the compressor.
8. During a diagnostic procedure using the touch method, which component is hot at the inlet and cold at the outlet?
A B C D The compressor. The evaporator. The expansion valve. The condenser.
9. What safety instructions must be followed when carrying out work on the circuit?
A B C D Work on a cold engine and in a well-ventilated area. Wear gloves and safety glasses. Disconnect the battery and lower the pressure in the circuit. Wear a mask, gloves and safety glasses.
68
Questionnaire
10. According to the documentation, which method allows untraceable leaks to be detected?
A B C D Electronic detection. Vacuum performance at the end of vacuum extraction. Pressure performance when charging refrigerant. Detection by tracer.
12. What is the first step when carrying out a service using a charging station?
A B C D Recovery of the refrigerant and oil. Vacuum extraction. Measuring the recovered oil. The addition of 200 grams of refrigerant.
14. Why is it necessary to perform several drainage operations when recovering refrigerant?
A B C D To avoid the emission of gas when opening the refrigerant circuit. To recover as much moisture as possible. To recover as many impurities as possible. To validate the sealing of the system.
69
Questionnaire
15. During a servicing operation, what quantity of oil must be injected if no component needs replacing?
A B C D It is not necessary to inject oil. The quantity of new oil to be injected must be identical to the quantity recovered. The quantity contained in the compressor. All the recovered oil must be reinjected.
17. What is the special feature of the oil in the refrigerant circuit?
A B C D The oil dissolves moisture. The oil solidifies at high temperature. The oil can be mixed with the other oils. The oil quickly absorbs moisture.
19. What operation must be carried out between the recovery and charging of the fluid?
A B C D No operation is necessary. Pressurise the circuit. Check the dehydration reservoir filter. Perform vacuum extraction.
70
Questionnaire
20. When converting the system from R12 to R134a, which components must be replaced?
A B C D The fluid, the oil, the compressor, the condenser. Only the fluid and the oil. The fluid, the oil, the dehydration canister, the seals, the valves. The whole circuit.
71
72
Renault Reproduction ou traduction mme partielle interdite sans lautorisation de Renault 12/2002
42 60 400 199