DYNAPAC

WORKSHOP MANUAL
AIR CONDITIONER

W3004EN1

Box 504, SE-371 23 Karlskrona, Sweden

Phone: +46 455 306000, Fax: +46 455 306030
www.dynapac.com
ILF015WO1 19
Workshop manual

Air conditioner

W3004EN1

Reservation for alterations.

Printed in Sweden
 Table of Contents
I. Introduction
II Air Conditioning Basics
. A. Principals of Refrigeration
. B. General A/C Plumbing Schematic
C. Installation Schematic
III. System Components
A. Heater / Evaporator
1. Blower
2. Heater Coil
3. Evaporator
4. Expansion Valve
5. Thermostat

B. Heater Valve
C. Condenser
D. Compressor
1. Pressure Relief Valve

E. Control Panel
F. Receiver Drier
G. Hose Assemblies
1. Pressure Switch
IV Drawings
V. System Electrical Schematic
VI. System Service and Maintenance
A. Service Guide
B. Troubleshooting
1. By Machine Operator
2. By Technician

VII Tools for Service

A. Basic field diagnostics kit.
B. Charging Procedure
C. Tools required by a full service dealer
VIII. Safety when Servicing an A/C System
A. Proper clothing
B. Handling refrigerant canisters
IX. Recommended Service Parts
X Option as ECC
.
I. Introduction
Our purpose is to give you knowledge, and confidence in your ability to
work on off road heating and air conditioning systems. Your working
speed and trouble shooting skills will improve with experience.

The purpose of a Heater/Air Conditioner is to provide comfort. Most

people feel comfortable between 21 to 23 degrees. The A/C system is
designed to turn itself on and off by the action of the thermostatic and
controls the cabin temperature with adding on or off heat water in the
heater coil. This on and off action is what maintains a comfortable
temperature range for the driver.

The compacter system we are covering here is relatively easy to

understand. It is a closed (sealed) system and has to function under
pressure to work properly. You will become familiar with a few of the
natures laws that most of us take for granted. These concern how heat
really works and the effects of pressure under different conditions.

In this manual we will cover the A/C and Heating system for the Dynapac
machines. We will talk about air conditioning in general to give you
basic knowledge on how an A/C system works. We will break down the
components used for the system, talking in detail what each component
does and how it works in the A/C system. We will cover electrical
requirement and trouble shooting as well as the tools that will be required
to work on an A/C system.

Safety is very important to all of us. We will talk about safety in detail in
this manual. You will be handling engine coolant and air conditioning
refrigerant in you work. Both chemicals are safe to work with when used
correctly.
II. Air Conditioning Basics
A. Principles of Refrigeration

A brief overview of the principals of refrigeration is necessary to relate

the function of the components, the technique of troubleshooting, and the
corrective action necessary to put the air conditioning unit into top
operating performance.

Too frequently the machine owner and HVAC technician overlook the
primary fact that no air conditioning system will function properly unless
it is operated within a completely controlled cab environment. Running
the machine with doors or windows open will usually result in a system
that has performance problems.

The circulation of air must be a directed flow. The cab interior must be
maintained for cleanliness. Dust, dirt, leaves and other debris can find its
way into the system and clog the intake side of the evaporator and destroy
the performance of the system.

Refrigeration – the act of cooling

1. There is no process known for producing cold; there is only heat
removal.
2. Heat is always attracted to cold objects. This principal is the basis for
the operation of an air conditioning unit. As long as the cold object
has a temperature lower then the heat source, this heat transfer will
occur.
3. Heat is a form of energy whose effect is produced by the acceleration
of molecules. When heat is added to a substance or brought into an
environment, the temperature increases. The heat of a machine’s
engine, the rays of the sun, the machine’s operator and a number of
other factors all quickly raise the temperature within the machine’s
cab.
II. Air Conditioning Basics
A. Principles of Refrigeration (Continued)

4. All objects have a point at which they will turn into a vapor. Water
boiling is the most common example of the heating until vapor is
formed. Boiling is the rapid form of evaporation. Steam is a great
deal hotter then boiling water. The water will not increase in
temperature once brought to a boil. Heat energy is used in the
evaporation process.
5. Reversing the process, (removing heat from the water vapor) will
return it to the liquid state. Heat from air is attracted to a cooler object.
Usually the moisture from the air condense on the cooler object.
6. The boiling point of a liquid is directly affected by pressure. Water
boiling at high altitudes where the pressure is low has a hard time to be
heated enough to cook food, because it boils or vaporizes at a lower
temperature. Utilizing this pressure relationship scientifically is a
means by which the boiling point and temperature at which a vapor
will condense can be controlled. When a liquid is heated and
vaporized the gas will absorb heat without changing pressure.
7. Refrigerants such as R134a lend themselves to air conditioning
systems because of their low boiling point (-26.8 degrees C.) at normal
atmospheric pressures. If released into a room the refrigerant would
absorb heat from the air and immediately vaporize. This same basic
principal is at work in the air conditioning system. Liquid R134a is
released into the evaporator where warmer air is passed through. The
refrigerant evaporates and absorbs heat from the air, which in affect
give you the cold air.
II. Air Conditioning Basics

B. General A/C Plumbing Schematic

The air conditioning system refrigerant flow

In an air conditioning system the refrigerant is circulated under pressure

through five major components in a closed circuit. At these five points
in the system the refrigerant goes through pressure and temperature
changes.
II. Air Conditioning Basics
B. General A/C Plumbing Schematic (Continued)
The air conditioning system refrigerant flow (Continued)
Refer to Plumbing Schematic
1. The compressor takes in low pressure refrigerant gas through the
suction valve (low pressure side) and as the name indicates,
pressurizes the heat laden refrigerant and forces it through the
discharge valve (high pressure side) on to the condenser.
2. Ambient air passing through the condenser removes the heat from
refrigerant, resulting in physical state change in the refrigerant from a
gas to a liquid.
3. The liquid refrigerant moves on to the receiver/drier where impurities
such as moisture and dirt are filtered out. The receiver/drier also
serves as the storage tank for the liquid refrigerant. The liquid
refrigerant (still under high-pressure) then flows to the
expansion valve.
4. The expansion valve meters the amount of refrigerant into the
evaporator coil. As the refrigerant passes through the expansion
valve, it again changes its physical state. It becomes a low
temperature, low- pressure liquid and saturated vapor. The low-
pressure liquid immediately starts to boil and vaporize as it enters the
evaporator. The hot humid air of the machine’s cab is drawn or
blown into through the evaporator by the evaporator fan. Since the
refrigerant is colder than the air, it absorbs the heat from the air and
produces cooled air, which is pushed into the cab by the fan. The
moisture in the air condenses on the evaporator coil and drips into the
drain pan, which directs the water out of the cab.
5. The refrigerant cycle is completed when the heated low-pressure gas
is again drawn into the compressor.
II. Air Conditioning Basics
Installation schematic

This schematic shows all components in the vahicles Air conditioning system
and how they are serial connected to create a system. You can use this
schematic as a guide to install a system or as a component overwiev at
service and replacing of compontents.

Please use this schematic as a reference when we go through all components

further in this manual.
III. System Components
A. Heater/Evaporator

The Evaporator / Heater Unit

Delivers the cold air for A/C and warm air for heat into the cab.
Contains the blower, heat & A/C coils, thermostat, heater valve
and expansion valve.
The unit is mounted under the side wall of the cab. We will break down
each component of the unit in further discussions.
To service the unit, remove 6 screws that holds the top cover. Once
they are removed, the cover comes off and everything within the box is
exposed for serviceability.
III. System Components
A. Heater/Evaporator
1.Blower

The blower is used to suck air through the evaporator and blow thought
the heater coils and into the cab.

The operator controls the blower speeds with the blower switch that is located
on the control panel in the cab. The blower pulls the air through the outside
filter, or the re-circ air filter located on the cover of the unit.
The blower has a resistor with a 3 speed control, and is removable from the
top of the A/C and Heat unit.
III. System Components
A. Heater/Evaporator
2.Heater coil

Supplies warm air into the cab by passing air through the coil.

The heater coil works similar to the evaporator coil in the fact that they
both are used to remove heat. The heater system is also a sealed system
that operates under pressure but the pressure is much lower than in the air
conditioner.
A heater system uses engine coolant to carry excess heat energy to the cab
air. The water pump forces hot coolant through a hose from the engine
block to the heater coil and through the coil. Air blowing through the coil
absorbes the heat from the coolant and blows it into the cab.
The heat valve is used to control the amount of coolant that enters the coil
and is adjusted by the machine operator to there desired comfort level.
 III. System Components
A. Heater/Evaporator
3.Evaporator coil

Removes the heat from the cab air and delivers cooled air to the cab

The Evaporator cools and dehumidifies the air before it enter the cab. The
referigerant goes throuht a change of physical state in the evaporator. The
liquid refrigerant is dumped into the evaporator through the expansion valve.
The instant the low-pressure liquid is released into the evaporator is begins to
boil or evaporate into a vapor. The latent heat of evaporation is the heat
absorbed by the expanding refrigerant in the evaporation process.
Some liquid refrigerant must be supplied throughout the entire evaporator for
capacity of the evaporator.
III. System Components
A. Heater/Evaporator
4.Expansion valve

The Expansion Valve controls the amount of the refrigerant

entering the evaporator coil.

When refrigerant coming from the evaporator warms up, gas in the
diaphragm expands and unseats the metering valve to allow more
refrigerant to flow into the evaporator
The expansion valve is located at the inlet of evaporator and provides the
function of controlling the liquid refrigerant to the evaporator coil. The
refrigerant flow is restricted creating a pressure drop across the valve.
The expansion valve separates the high-pressure side of the system from
the low-pressure side of the system. The state of the refrigerant entering
the expansion valve is a high-pressure liquid The refrigerant exits the
expansion valve as a low-pressure liquid. The valve controls the amount
of refrigerant into the coil by sensing the heat load on the coil. It senses
the super heat exiting the evaporator coil in the refrigerant gas and adjusts
the refrigerant flow accordingly.
III. System Components
A. Heater/Evaporator
5. Theromstat

Controls the temperature on the air out from the coil.

Acts to prevent icing in the cooling coil

The Thermostat is used to control the operation of the valve for the hydraulic
motor on the compressor. The thermostat serves a temperature control and
prevents the evaporator from freezing. The thermostat has a sensing devise
that is attached on the tube from the cooling coil from the evaporator. When
the evaporator coil is warm, the switch is on and there is power to valve.
When the coil is cold and senses temperatures that could cause the drain
water to freeze, the switch is off and the valve and the hydraulic motor on the
compressor stops .
The thermostat generally is designed to kick out around 1° C, and kick in
around 5° C.
III. System Components
B. Heater valve

Water in

Water out

The Heater Valve is used to control the amount of engine coolant that
flows to the heater coil. Water direction has to be correct to ovoid water
from leaking through the valve. See arrow on valve

The machine operator controls the valve with a rotary control on the control
panel connected with a bowden cable to the valve
The valve can be opened while the A/C is running to achieve defrost of the
windows in the cab. So check that the rotary control is turned fully counter
clock wise or the blue side of the overlay when you need optimum
performance from the Air Conditioner. A leaking valve will destroy the
cooling performance.
III. System Components
B. Electrical water valve

Water out Water in

The Heater Valve is used to control the amount of engine coolant that
flows to the heater coil. Water direction has to be correct to ovoid water
from leaking through the valve. See arrow on valve

The electrical water valve is controlled by a thermostat module that that

controls the cabin temperature.
The operator set the cabin temperature by adjusting the potentiometer on the
control panel.
Turn the temperature control potentiometer to max counter clock wise the
valve will fully close.Turn the temperature control max clock vies the valve
will always be opened.
The valve can be fully opened while the A/C is running to achieve defrost of
the windows in the cab. A leaking valve will destroy the cooling
performance.
III. System Components
C. Condenser.

Removes the heat picked up at the evaporator.

The Condenser receives the high pressure, high temperature refrigerant vapor
from the compressor and condenses it into a high temperature liquid.
Condensing of the refrigerant is the change of state of the refrigerant from a
vapor to a liquid. The action is affected by the pressure of the refrigerant in
the condenser coil and the air flow through the condenser. Condensing
pressure in the system is the controlled pressure of the refrigerant, which
affects the temperature at which it condenses to a liquid, giving off a large
amount heat in the process. The condensing point is high to create a wide
temperature differential between the hot refrigerant vapor and the air passing
over the condenser’s fins and tubes. This temperature difference allows rapid
heat transfer from the refrigerant to the air. Condenser fans are controlled by
a pressure switch and runs on a low speed up to approx temperature of 30
degree Celsius ambient temperature.
III. System Components
D. Compressor

The Compressor is the pump that circulates refrigerant throughout the

system.

It raises the pressure of the refrigerant for heat transfer through the
condenser and evaporator.
To create high pressure, the compressor’s pistons draw in refrigerant through
the suction valve and force it out through the discharge valve. With the
piston on the down side, the suction valve is opened to allow low-pressure
gas to enter. With the piston in the upstroke, the refrigerant is forced
through the discharge valve, which divides the high-pressure side of the
system from the low-pressure side of the system.
The compressor is attached to a hydraulic motor that are controlled from a
external valve that get a signal to start from the A/C switch.
III. System Components
F. Receiver Drier
1. Pressure Relief Valve

The pressure relief valve is located on the compressor assembly.

This small brass valve is a safety feature normally built into the
compressor to protect it from extremely high pressure.
It is designed to open and release the A/C charge if the
pressure reaches 37 bar.

This will cause the A/C system to shut down to save the cost of
replacing the compressor.
The Pressure Relief Valve is a secondary protection device in the
A/C system. The Pressure Switch will shut down the system at
28 bar.
III. System Components
E. Control Panel heater

1 2

The Control Panel has 2 separate components.

1. Rotary control heat.- Controls the heat valve rotates has

270° from off to fully on.
2. Blower switch- 3 speed blower control.
 III. System Components
E. Control Panel A/C unit
5 4

2 3
The Control Panel has 5 separate components.

1. Blower switch- 3 speed blower control. When the blower switch is in the
off position the A/C will not engage, but the heat valve will operate, it is
controlled by the ignition power.

2. Rotary control: Flapper door for fresh or re-circulation air.

3. Potentiometer for heat control. By setting the control knob straight up the
cabin temperature will be 22C. It controls the cabin temperature from 16 to
28 degrees Celsius. By turning it to maximum cold it will close the water
valve, and by turning it to max heat it will open the water valve to maximum
heat. To control the cabin temperate during warm seasons the A/C switch has
to be on. This can also be used in conjunction with the A/C for defrost of the
windows and temperature control.

4.The A/C Switch - Is a lighted rocker switch that illuminates when the A/C
is engaged. It sends a signal to the compressor clutch through the thermostat
and pressure switch. A/C has to be manually engage. No auto.

5. Sensor for measuring the cabin temperature.

III. System Components
F. Receiver/Drier

The Receiver/Drier serves a couple of functions in the air conditioning

system.
It receives the liquid refrigerant from the condenser and removes
moisture and contaminant from the system.
The receiver/drier also stores extra refrigerant until needed by the
evaporator.
The sight glass can be used to determine if the system is low on refrigerant. If
bubbles are present in the sight glass, it is likely that the system is low on
refrigerant.
It is recommended that the drier is replaced if a system is opened for service.
*Please note the flow direction through the drier. It is very important that
the driers mounted correct. Both fittings on the drier are the same size so the
hoses could be mounted incorrectly, causing the oil in the system to
accumulate in the drier and, this will cause compressor failure due to the
bearings are drying up.
III. System Components
A. Pressure Switch

Will disengage the compressor clutch at high pressure reading of 28

bar.

Will not allow the compressor clutch to engage at low pressure reading
of 1.8 bar on the high side.

Will start the condenser fans on maximum speed at 16 bar and, cut
them out at 12 bar

The pressure switch is located on the condenser coil. It is threaded onto a

shreader valve, so if it would ever need to be replaced, it is sealed with a
valve to prevent the loss of refrigerant charge.

The pressure switch is a safety device used to protect the A/C compressor, if
the system should run too high or lose refrigerant. It is connected in line to
the power going to the clutch and is designed to cut the power if the pressure
runs over 28 bar on the high side or if it senses very low pressure (1.8 bar)
on the high side, which generally indicates loss of refrigerant.
III. System Components
G. Hose Assemblies

MCC uses a Nylon Barrier hose. The hoses are rated for over 137 bar burst,
we use bead lock style couplings crimped with triple bubble dies.

MCC uses all steel fittings for better durability. All hoses are supplied with
the O-ring seals and dust caps for protecting the system from contaminates.
When installing, be sure to check for the O-ring to insure a proper seal.
IV. System Electrical
Schematic
 V. System Service and Maintenance
A. Service Guidelines

General Air Conditioning Service Guidelines

Routine maintenance such as cleaning filters and checking the amount of refrigerant by
looking in the sight glass on the receiver drier are routine procedures that the machine
operator should be able to handle. However, only trained HVAC technicians should
perform air conditioning service for mobile equipment. Proper HVAC tools and
equipment is an absolute necessity to ensure the service is done correctly.

Along with using a trained HVAC technician, there are several simple service rules that should be
followed during an initial installation or during service work.

Compressor Oil Charge – This is often a topic of many opinions. Generally there is enough
oil charge in the compressor to handle a system with a refrigerant charge of around 1.6
kg. The compressor is filled with PAG oil (Poly Alkelene Glycol).

To retain a valid warranty on the compressor, Seltec ZXL 100 PAG oil should only be
used. Add the oil at the suction port on the compressor prior to vacuuming the system, or use
the automatic oil injector found on most refrigerant charging stations.

Component Replacement and Refrigeration Leaks – The other instance when oil may
need to be added to the system is when there is a refrigerant leak or when the
evaporator, condenser or receiver drier needs to be replaced. When one of these
components is replaced, 1 ounce of oil should be added for each component replaced.

If there is a refrigerant leak, the system should have the remaining refrigerant evacuated. The
best way to determine where the leak is located is to charge the system with dry nitrogen. Use
a spray bottle filled with soap and water to spray on all of the connections to find where the leak
is occurring. Most charging stations also have the ability to inject leak detection fluid and then
use a light to sniffer to determine where the leak is.
V. System Service and Maintenance
A. Service Guidelines
General Air Conditioning Service Guidelines

Once the leak is found replace,the bad connection. Also, whenever the system is opened
to the atmosphere or there has been a leak in the system, the receiver/drier must be
changed.

Factory Oil Compressor Charge

TM15 150-170cc

Generally the air conditioning system is very sensitive to any contaminants or non-
compressibles, such as dirt and moisture. Extra care is required when installing or servicing
the air conditioning system to eliminate the possibility of contaminants entering the system.

Never leave hose fittings, compressor fittings or the components uncapped. Dirt and
moisture will harm the systems performance very quickly and is the number one cause of
compressor failure. Most compressor failures never receive warranty due to contamination in
the system.

When installing or servicing air conditioning components only new or properly cleaned
components should be used. Before charging the system with refrigerant, the system
should be pulled into a vacuum for a minimum of 45 minutes. This will allow for any
moisture in the system to be removed.
V. System Service and Maintenance
B. Troubleshooting - By Machine Operator
SYSTEM TROUBLESHOOTING FOR MACHINE OPERATOR
Regular Maintenance by Machine Operator

The fresh air filter must be cleaned sometimes as often as twice a day, depending on the operating
environment. The filter can be cleaned by removing and shaking it. A small amount of air pressure can be
used to clean the filter. However the fresh air filter should changed at least 2-4 times per year in normal off
road conditions. In extremely dusty conditions the fresh air filter may need to be changed weekly.

Re-circulation filter can be clean with water and soap. Filter has to be cleaned weekly.

The A/C system is recommended to be turned on for at least 5 minutes weekly throughout the year to lubricate
the internal components.

Inspect the sight glass on the Receiver Drier (RD) weekly, or if the A/C system does not perform to its fullest
capacity. Bubbles indicate that the system is due for recharging. This occurs approximately every second year.
If the RD is equipped with a moist indicator, make sure the color is blue (OK). If beige, the system needs to be
recharged and refrigeration oil replaced in the system.

It is a good rule to regularly inspect (weekly) the condenser coil and fans and it should be kept clean.

Basic Troubleshooting Procedure by Machine Operator

How cold is the louver temperature at different ambient temperatures. Run the machine for 15 minutes
at working r.p.m, keep the same r.p.m during the test. Max blower speed, heat turned of, and
A/C switch on. The louver temperature should be between see list below. Temperature out from louver
will variate depending on the amount of humidity in the air.
Ouside temp. Louver temp
25 C 0-8 C
30 C 4-10 C
35 C 7-12 C

Is there any noise from the blower motor?

If the blower motor is noisy or does not operate correctly, replace the motor or the blower.

Has mud or dirt adhered to the condenser?

Remove any mud and dirt since this drastically reduces heat radiation.
Check airflow direction through the condenser.
Do not scratch or bend the condenser fins.
Check condeser fans. If the fan motor is noisy or does not operate correctly, replace the fan.
V. System Service and Maintenance
B. Troubleshooting - By Machine Operator

SYSTEM TROUBLESHOOTING FOR MACHINE OPERATOR

Basic Troubleshooting by Machine Operator

Is the compressor engaging when A/C switch is on?

Note: Suction pipe should be cool if the compressor is running.
If not: Check fuse on the machine for A/C system.
Check for power to the hydraulic valve for the hydraulic motor– If no power:
Check for power into pressure switch There should be no resistance across the switch
If power is found - Call for service, the system is probably out of refrigerant.
If no power:
Check the Thermostat
If power in but no power out, replace thermostat.
If no power in:
Check A/C switch to see if power in and out to thermostat.
If power in but no power out, replace switch. There should be no resistance across the switch
If no power in:
Check blower switch to see if power in and out.
If power in but not out, replace blower switch. There should be no resistance across the switch
If no power in:
Check fuse again.

Note!
For Heater check
See to that the water valve close at of position on the knob. Check water tube in and out from the heater coil they should
not be warm. If they are warm check that the level on the water valve is at off position. If the valve still leaks, change
water valve and check water flow direction trough the valve.

Is there any noise from the compressor area?

Check the compressor and bracket for loose bolts and tighten them if necessary.

Is there any noise from the compressor?

Suction/Discharge valve damage and internal wear are possible sources of noise from within the compressor.
V. System Service and Maintenance
B. Troubleshooting - By Machine Operator

SYSTEM TROUBLESHOOTING FOR MACHINE OPERATOR

Basic Troubleshooting by Machine Operator

Is there any compressor oil contamination on hose fittings or around the compressor?
Oil contamination at such places indicates that refrigerant from the system is leaking together with
compressor oil. If oil contamination is discovered, check for leaks using a leak detector and replace parts
as necessary. Carefully check the compressor gaskets, O-rings and shaft seals.

Is engine coolant bypassing the heater valve?

Check to see if the heater line into the heater coil is warm or hot. If it is this suggests that the heater
valve is leaking.
 V. System Service and Maintenance
B. Troubleshooting - By Technician
SYSTEM TROUBLESHOOTING CHART

Blower motor does not operate

Possible Cause Inspection Solution
1. Blown Fuse. Inspect the fuse/wiring. Replace fuse/repair wiring.
2. Broken wiring or Check the fan motor ground and connectors. Repair the wiring or
bad connection. connector.
3. Fan motor Check the lead wires from the motor with a Replace Motor.
malfunction. Circuit tester.

4. Fan motor switch Check power into and out of the fan speed Replace speed control or
malfunction. control. Check the potentiometer potentiometer.

Blower motor operates normally, but air flow is insufficient

Possible Cause Inspection Solution
1. Evaporator inlet Check evaporator for plugging. Remove obstruction and
obstruction. Check filter Clean evaporator fins with air
Filter clog or water
Change or clean filter
2. Defective thermo. switch Check thermostat using a circuit tester. Replace thermostat.
(frozen evaporator).
Insufficient cooling although air flow and compressor operation are normal
Possible Cause Inspection Solution
1. System low on The high side pressure will be low and Repair any leaks and
refrigerant. bubbles may be present in sight glass on recharge the refrigerant to
receiver drier. the correct level.
2. Excessive The high pressure side pressure will be high. Use refrigerant recovery
refrigerant. equipment to capture excess
refrigerant. Charge to the
correct refrigerant level.
3. Water valve leak Check tubes in and our from heater coil, at closed they shall be cold.
The compressor does not operate at all, or operates improperly
Possible Cause Inspection Solution
1. Broken hydraulic valve Inspect the hydraulic valve Change the valve.
 V. System Service and Maintenance
B. Troubleshooting - By Technician
SYSTEM TROUBLESHOOTING CHART

Hydraulic valve related

3. Low battery Valve not engage Recharge the battery.
voltage.
4. Faulty coil. Valve not engage Replace the valve

6. Open oil. Valve does not engage and there is no Replace the valve
reading when a circuit tester is connected
between the coil and terminals.
7. Broken wiring or Valve will not engage. Inspect the ground Repair.
poor ground. and connections.
8. Wiring harness Test the conductance of the pressure switch, Check operation.
components. thermostat, Relay, etc,

GAUGE PRESSURE RELATED TROUBLESHOOTING

Normal compressor suction (low side) and discharge (high side) pressures at ambient temperatures of 86-96
degrees F (30-38 degrees C) and compressor speed of approximately 2000 rpm are:
High pressure side pressure: 210-265 psi
Low pressure side pressure: 15-33 psi
As a rule of thumb the high side pressure will be around 8 times greater then the low side pressure.

Possible Cause Inspection Solution

Low pressure side The low pressure side pressure normally
Too high. becomes too high when the high pressure
side pressure is too high. As this is
explained below, the following inspection is
only used when the low pressure side is too
high.
1. Expansion valve Frost is present on the suction hose. Replace expansion valve.
opens too far.
2. Defective The high and low pressure side gauge Replace compressor.
compressor. pressures equalize when the hydraulic
valve is disengaged.
Low pressure side
Too low.
1. Low refrigerant The high side pressure will be low and Repair any leaks and
charge. bubbles may be present in sight glass on recharge the refrigerant to
receiver drier. the correct level.
V. System Service and Maintenance
B. Troubleshooting - By Technician

SYSTEM TROUBLESHOOTING CHART

3. Restriction Frost on the line between drier and Flush system or replace
between drier and expansion valve. A negative low pressure hose.
expansion valve. reading may be shown.
4. Thermostat The evaporator is frozen. Adjust thermostat’s
malfunction temperature setting or probe
placement or replace
thermostat.
High pressure side
Too high.
1. Poor condenser Dirty or clogged condenser fins. Clean fins
performance Fan broken Cange fan
2. Excessive The high pressure side pressure will be high. Use refrigerant recovery
refrigerant. equipment to capture excess
refrigerant. Charge to the
correct refrigerant level.
3. Excessive oil The high pressure side will be high. Evacuate system. Remove
charge. oil from condenser and
compressor. Measure oil
from compressor and add
correct oil charge back into
compressor. Flush system
with nitrogen. Replace drier.
4. Air in system. Pressure is high on both high and low sides. Evacuate and recharge with
Refrigerant
5. Restriction in drier, High pressure side will be high, and low Evacuate and flush system
condenser or high pressure side will be low. replacing defective parts.
pressure line.

High pressure side

Too low
1. Low refrigerant The high side pressure will be low and Repair any leaks and
charge. bubbles may be present in sight glass on recharge the refrigerant to
receiver drier. the correct level.
System pressures
Equal
1. Hydraulic valve not See the hydraulic vale related topics above. Replace valve, Check wirings
operating.
2. Compressor not Equal high and low pressures. Replace compressor
pumping.
Operation to Return Oil to Compressor
1. Open All doors and windows
2. Turn A/C fan on high
3. Run machine at Idle for 20 minutes
V. System Service and Maintenance
B. Troubleshooting - By Technician
Normal Evaporator Range Normal Condensing Range
Off Coil Air Temp Bar Outside Air Temp Bar
-3.3 1.1 11.7 7.6
-2.2 1.2 12.2 7.7
-1 1.3 12.8 7.9
0 1.4 15.6 8.6
1.1 1.5 16.7 8.9
2.2 1.6 17.8 9.2
3.9 1.7 18.9 9.5
4.4 1.8 20.0 10.
5.6 1.9 21.1 10.5
6.7 2.0 22.2 11
7.8 2.2 23.3 11.5
8.9 2.3 24.4 12
10 2.4 25.6 13
11.1 2.6 26.7 13.5
12.2 2.7 27.8 14
12.8 2.9 28.8 15
15.6 3.1 30.0 15.5
18.3 3.5 31.1 16
21.1 4.0 32.2 17
23.9 4.4 35.0 18
26.7 4.9 37.8 19
29.4 5.4 40.0 21
32.2 6.0
35 6.6
37.8 7.2
38.3 7.3
38.9 7.5

Range shown in BOLD

VI. Tools For Service
A. Basic Field Diagnostic Kit

The basic air conditioner and heater service tools include some special
tools and test equipment as well as your normal tool chest items. We will
describe and explain the use of basic tools, test and other equipment and
safety. Some of the special equipment described is expensive but often
justified in a busy shop.
TOOLS FOR BASIC SERVICE
R134a Dispensing Valves ( larger R134a containers contain valves )
Manifold Gage Set ( including hoses )
Charge Scale ( for bulk containers )
Wrenches for adjusting Compressor
Vacuum Pump
Leak Detector
Thermometer
Safety Glasses
Pulley Alignment Bar
Belt Tension Gauge
Fin Comb
VI. Tools For Service
A. Basic Field Diagnostic Kit
R134a Dispensing Valves
A dispensing valve is used to release R134a from its container. The large
bulk refrigerant containers have there own dispensing valve. Bulk
containers should always be used with a scale or charging station capable
of measuring the amount of refrigerant you put into a system.
CAUTION : All containers are under pressure. Any heat will increase the
pressure. The containers are not designed to with stand excessive heat even
when empty, and they should never be exposed to high heat or flame
because they can explode. A small can dispensing valve assembly has the
means to pierce a hole in the can and allow the refrigerant to flow through
the valve. It is very important to fasten the valve securely to the container
before piercing.
We will describe the use of the charging scale or charging station later in
this section.
Manifold Gage Set
The manifold gage set is a tool used for internal system diagnosis and
service. A typical manifold has two screw type hand valves to control
access to the system, two gages and three hoses. The gages are used to
read system pressure and vacuum. The manifold and hoses are for access
to the inside of the system, to remove air and moisture and to put in or
remove refrigerant.
Two hoses connect to the low and high sides of the system. The center
hose is used to remove air and moisture when connected to the vacuum
pump, or add refrigerant when connected to the dispensing valve. Gages
are calibrated for either high or low pressure and vacuum. The term
compound gage set is often used because the low pressure gage responds to
pressure and vacuum.
Most manifold gage sets are color coded. The red is for high and blue for
low pressure. Yellow is used for the center hose connects to the vacuum
pump or refrigerant source.
The gage set is a calibrated tool and should be handled with care to ensure
proper readings.
VI. Tools For Service
A. Basic Field Diagnostic Kit
CAUTION : Never attempt to hook up the gage set with the engine
running. Never attempt to hook up the gage set until you have checked to
be sure the hand valves on the gage set are closed.
Vacuum Pumps
Air and moisture inside an air conditioner contaminate the system. They
combine with R134a and refrigerant oil to form acid and sludge. Moisture
inside a system can freeze the expansion valve orifice, blocking the flow of
refrigerant temporarily. The result is erratic system function. A vacuum
pump is used to remove air and moisture form inside the hoses and
components of the air conditioner.
When the vacuum pump is hooked up to the system through the manifold
gage set ( and the service valves are open ), the pump sucks air out. The
result is a negative pressure or vacuum. The air is removed quickly, in just
a few minutes. However, the humidity in the air may condense inside the
system and this moisture must be removed.
Moisture will vaporize in a vacuum when a sufficient vacuum level is
reached. Vacuum level is measured in inches of mercury. The vacuum
pump must operate long enough to cause any condensed moisture inside to
vaporize so the pump can suck it out of the system. It is recommended that
a vacuum pump operate for a minimum of 45 minutes to ensure that all
moisture has been removed.
Leak Detectors
Electronic leak detectors have a probe that is moved around the A/C
system. Where R134a is present, a change in current flow inside the probe
is sensed by an electrical circuit. This activates a buzzer to signal the user
about the presence of an R134a leak. These detectors will detect a leak as
small as 1/2 ounce per year.
Charging Scales
Earlier we mentioned scales or charging meters and charging stations.
They are all designed to provide an accurate measure of the R134a you use
charging the A/C system. The more expensive charging stations can
combine several tools into one machine. When using a charging station be
sure to read the manual for the station. There are several different charging
stations that all works slightly different.
VI. Tools For Service
B. Charging Procedure

Charging Procedure
1. Check to see that the hand valves are closed on the manifold gage set.
2. Connect the gage set to the charge ports on the system. Red hose on
high side, blue to low side.
3. Connect the yellow hose to the vacuum pump.
4. Start the vacuum and open both hand valves on the gage set
5. Run the vacuum for 45min to ensure the moisture is boiled out of
the system.
6. Close hand valves and turn off the vacuum pump. Take note of the
vacuum pressure indicated on the low pressure gage. Let stand for 5-
10 min. and recheck the pressure to see if it has changed.
7. If pressure has changed there is a leak. Check all fittings for missing
o-rings and return to step 4.
VI. Tools For Service
B. Charging Procedure

8. If the pressure stays the same remove the vacuum pump and attach the
refrigerant container to the yellow hose.
9. Place the refrigerant container on a charging scale for predetermined
charge amount and zero the scale.
10. Open the valve on the refrigerant container and open the low pressure
hand valve on the manifold gage set. Allow the vacuum to pull in the
refrigerant until the pressure stabilizes.
11. Start the engine and turn on the A/C with the blower on high speed.
Watch the scale until predetermined amount is reached.
12. Turn off the valve on the container and turn off the hand valve on the
gage set.
13. Turn off the engine and remove charging equipment.
VI. Tools For Service
C. Tools for Full Service Dealer

TOOLS FOR FULL SERVICE

R134a Recovery & Recharge Station
Complete Set of Wrenches
Leak Detector
Thermometer
Safety Glasses
Pulley Alignment Bar
Belt Tension Gauge
Fin Comb
VII. Safety When Servicing
A/C Systems
A. Proper Clothing

In servicing A/C and heater systems you will be exposed to high

pressures, temperatures and several chemical hazards. Moving belts
and pulleys are normal shop hazards

In addition to exercising caution in your work, DO WEAR SAFETY

GLASSES OR A FACE SHIELD! When you are using R-134a or a
leak detector, adjusting service valves or the manifold gage set
connectors. Safety glasses or a transparent face shield are practical
safety items and one or the other is absolutely required.

R-134a inside a canister or in an A/C system is a liquid under pressure.

When it escapes or releases into the air, ITS TEMPERATURE
DROPS TO 28 DEGREES Celsius “INSTANTLY”. If it spills on
your skin or in your eyes you should flood the area with cool water and
SEEK MEDICAL ATTENTION FAST! It is a good idea to were
gloves to prevent frost bite if you should get refrigerant on your hands.
 VII. Safety When Servicing
A/C Systems
B. Handling Refrigerant
Best Practices for safe handling of Refrigerant
R-134a refrigerant is a safe product when used and handled correctly.
Here are some safety tips to follow.
A. Store refrigerants in a clean,
dry area out of direct sunlight.
Never heat cylinders or small
cans of refrigerant above 125°F
(52°C). When exposed to these
high temperatures, the pressure
can increase dramatically and
cause the container to rupture.
B. Do Not store refrigerant
containers in your vehicle.
On hot, sunny days the
temperature in a parked vehicle
(passenger compartment and the trunk) can reach 150°F (65°C)
C. Never tamper with cylinder valves or pressure relief devices.
D. Never refill disposable cylinders with anything. Do not use
disposable refrigerant cylinders as compressed air tanks.
E. Wear protective clothing such as gloves and eye protection
when handling any refrigerant.
F. Avoid contact with liquid refrigerant because frostbite may
occur.
G. Avoid exposure to vapors through spills or leaks.
H. Evacuate the area if a large spill occurs. Return only after the
area has been properly ventilated.
I. Verify the cylinder is hooked properly to the changing
equipment before opening the valves.
J. Open cylinder valves slowly.
K. Avoid rough handling of refrigerant cylinders.
L. Always ventilate the work area before using open flames.
Automatic Thermostat Module
Troubleshooting Guide

Normal Operation

a) Temperature Set Point Potentiometer – When the temperature set point potentiometer is
turned all the way counter clock wise then the valve will close completely, regardless of the inside
temperature. When the temperature set point potentiometer is turned all the way clockwise then the
valve will open completely regardless of inside temperature.
b) Diesel Heat Input – When a voltage is applied to the diesel heat input then the valve will
open completely regardless of the Temperature Set Point and inside temperature.
c) Inside Temperature Sensor – This sensor measures the temperature of the air inside the cab.
This is the temperature that the Automatic Thermostat Module tries to maintain at the setting on the
Temperature Set Point potentiometer.
d) After Coil Temperature Sensor – This sensor, as the name implies, measures the
temperature of the air flowing past the heater coil. By measuring this temperature the Thermostat
Module can know the amount of heat being added to the air flowing through the unit.
e) Automatic Thermostat Module – When not receiving a signal on the diesel heat input and
the set point is not at the maximum or minimum positions then the module will be using a
temperature control routine to calculate an appropriate position for the valve to maintain the set
point. From the inside sensors temperature reading the module calculates the difference between
the inside temperature and the desired inside temperature (set point). From this it calculates an
appropriate value to either open the valve (too cold) or close the valve (too hot). From the inside
temperature sensor, the module also calculates the rate of change of inside temperature. From this
value it calculates how much to move the valve to dampen the change of inside temperature. From
the After Coil Sensor the module calculates the rate of change of temperature of the air that is
flowing through the unit. From this value it calculates an appropriate amount to move the valve to
dampen out fluctuations in airflow temperature. All of these values are combined and the resultant
value is used to move the valve an appropriate amount so that the set point is reached and
maintained.

Normal Connections

1. GROUND IP6 – This wire should be connected to ground.

2. BATPOS IP1 – This wire should be connected to the positive supply bus. If connected to
the ignition bus then no function, including diesel heat, will be realized unless the ignition is turned
on.
3. DIESEL HT I13 – When the module is powered up and there is a positive voltage on this
wire the module will be forced to move the valve to the fully open position. This wire is typically
connected to an output from a diesel heater and/or an output from a defrost switch so that the valve
will be placed in the fully open position when the diesel heater or defroster is on. This assures
maximum heat is available to initially warm up the cabin or defrost the windows.
4. T1 POS IP3 / T1 NEG IP5 – These wires are connected to the After Coil Sensor. The NEG
IP5 wire should be at ground potential. The potential at the POS IP3 wire should change with
temperature. At room temperature the voltage should be around 2.5V. The warmer the temperature
the lower the voltage on this wire will be and visa versa.
 5. T2 POS IP2 / T2 NEG IP4 – These wires are connected to the Inside Temperature
Sensor. The NEG IP4 wire should be at ground potential. The potential at the POS IP2
wire should change with temperature. At room temperature the voltage should be around
2.5V. The warmer the temperature the lower the voltage on this wire will be and visa versa.
6. MTR 1 OP14 – This output should be connected to Pin 5 of the motorized valve.
When the valve is opening the voltage on this wire should be 9V. When the valve is
stopped the voltage should be around 0.5V (one diode drop). When the valve is closing the
voltage should be around 0.9V (two diode drops). 2.
7. MTR 2 OP15 – This output should be connected to Pin 6 of the motorized valve.
When the valve is closing the voltage on this wire should be 9V. When the valve is stopped
the voltage should be around 0.5V (one diode drop). When the valve is opening the voltage
should be around 0.9V (two diode drops).
8. POT1 NEG IP12 – This wire is connected to pin 8 of the motorized valve. This
wire should be at ground potential.
9. POT1 SIG IP10 – This wire is connected to pin 9 of the motorized valve. When the
motorized valve is connected to the Automatic Thermostat Module then this wire returns a
voltage that is dependant on the position of the valve. When the valve is fully closed then
the voltage on this wire should be around 0.9V. When the valve is fully open the voltage on
this wire should be around 2.7V.
10. POT1 POS IP7 – This wire is connected to pin 10 of the motorized valve. There
should be a voltage of around 5V on this wire at all times.
11. POT2 NEG IP11 – This wire is connected to the Temperature Set Point
Potentiometer. This wire should be at ground potential.
12. POT2 SIG IP9 – This wire is connected to the centre pin of the Temperature Set
Point Potentiometer. When the potentiometer is connected to the Automatic Thermostat
Module then this wire returns a voltage dependant on the position of the potentiometer.
When in the minimum heat position the voltage on this wire will be 0V. When in the
maximum heat position the voltage on this wire will be 5V. In between the maximum and
the minimum the voltage will vary proportional to the position of the potentiometer.
13. POT2 POS IP8 – This wire is connected to the Temperature Set Point
Potentiometer. This wire will always show a potential of 5V.
Troubleshooting Guide

General – If the Automatic Thermostat Module does not seem to be functioning as desired
then proceed to check the following conditions.
a) Connectors - Ensure that all connectors are properly inserted.
b) Power and Diesel Heat - Verify that power is applied to the BATPOS IP1 wire and
that the GROUND IP6 wire is connected to ground and that there is no voltage on the
DIESEL HT – IP13 wire. If there is a voltage on the diesel heat wire then ensure that the
diesel heater is off and that the defrost switch is not turned on. If the voltage is still
present then determine its origin.
c) Temperature Setpoint Potentiometer and Valve - Turn the Temperature Setpoint
Potentiometer to minimum and then maximum while observing the valve position. If the
valve moves between the open and closed position when the Setpoint is in the
corresponding maximum or minimum position then both the valve and the Temperature
Setpoint Potentiometer are working properly. If this is not the case then check the voltages
on the Potentiometer compared to the values listed in the previous section. If the voltages
on the potentiometer are correct then check the voltages on the valve. POT1 NEG IP12
and POT1 POS IP7 should always read roughly 0V and 5V respectively. POT 1 SIG IP10
should read within the range of 0.9V to 2.7V. If it is significantly outside that range then
there is probably a problem with the valve or module. If these voltage are within the range
but the valve still does not move then check the voltages on MTR1 – OP14 and MTR2 –
OP15 when the potentiometer is moved to the minimum and maximum position. If these
voltages are correct as shown on the preceding schematic but the valve does not move then
there is most likely a problem with the valve.
d) Diesel Heat Input - If the previous step was completed with no errors then the next
step is to try the diesel heat input. First turn the Temperature Setpoint Potentiometer to the
minimum position. (Which should close the valve all the way if step c was completed
successfully.) Next apply a positive voltage to the DIESEL HT – IP13 pin by either
turning on the diesel heater and ensuring that 24V reaches the DIESEL HT – IP13 wire or
by using a jumper from the positive supply. The valve should now open fully which can be
checked visually or by measuring POT1 SIG – IP10 for roughly a 2.7V signal. If the valve
does not move then either the Diesel Heat input wire has been shorted (which would cause
a large current flow from the jumper or diesel heater) or has been severed. Also there is a
possibility that the Automatic Thermostat Module has been damaged but this is unlikely if
all other functions operate properly. If the diesel heater has been used to apply a voltage to
this wire then ensure it is supplying the proper voltage.
.
 e) Sensors - If the valve, potentiometer and diesel heat input work properly then the
fault must be in one of the two temperature sensors. Either the Inside or After Coil sensors.
First check the location of these sensors. The inside sensors should be in a location to
measure the air being returned into the unit. The tip of the sensor should not be in contact
with any surface and should be located as to have airflow across the tip. The after coil
sensor should be placed, as the name implies, after the heating and cooling (if present) coils.
It also should not be in contact with any surface and should be located as to have the airflow
exiting the unit blow across it. Next measure the voltages on these two sensors. The
. positive wires (T1 POS – IP3 and T2 POS – IP2) should always have a voltage on them. If
it read 0V then there is a problem with the sensor. If it reads above 4.5V (assuming the
sensor is not at –40 degrees C) then there is also probably a problem with the sensor.
Finally, you can check each sensor by measuring the voltage while placing the sensor
between your finger and thumb. The voltage should decrease as the sensor warms. Also the
sensor could be sprayed with cold spray and the voltage should increase
No Heat – If no heat is blown from the unit then there are three possible causes.
a) The coolant temperature has not reached sufficient temperature to warm the exit air
appreciably. Let machine warm up.
b) The valve is not opening to let coolant into the coil or the Temperature Setpoint
Potentiometer is not sending a signal that corresponds to a temperature high enough for the
module to open the valve (i.e. Setpoint is lower then inside temperature). Turn the
Temperature Setpoint Potentiometer to maximum and observe if heat is restored. Follow
Step C above to try and determine fault.
c) Blockage of the heater coil. Observe if there is flow through the valve when the
valve is in open position. Remove blockage if present.

Always Full Heat – If regardless of where controls are set there is always heat.
a) Valve is physically jammed open. Turn Setpoint potentiometer to minimum position
and ensure that the diesel heat input is off. Check MTR1 – OP14 and MTR2 – OP15 on the
heater valve. They should read roughly 9V and 0.9V respectively if the valve is trying to
close. If these voltages are present, yet the valve remains open then the valve is defective
or jammed. Remove and inspect valve.
b) Valve or Temperature Setpoint Potentiometer defective. Follow Step C above to
determine which part is defective.
c) Diesel Heat Input has erroneous voltage applied. If the diesel heat input has a voltage
on it when the diesel heater and the defrost switch are both deactivated then the valve will
remain open. Locate source of erroneous voltage as in Step D.

Poor Temperature Control Realized – If the temperature that the Automatic Thermostat
Module controls seems erratic or the setpoint does not seem to be the temperature that is
maintained then there are several possible causes. Most likely there is a problem with one
or both of the sensors. Step E from the first section should be used to track down the
problem.
a) Ensure that the Inside Sensor has not been reversed in location with the After Coil
Sensor. If this is the case then the module will try and maintain exit airflow at the setpoint
temperature and will ignore actual inside temperature. Outlet temperature will vary around
the setpoint dramatically and inside temperature will be below the setpoint by a degree
depending on the outside temperature.
b) If the After Coil Sensor is defective then the setpoint will be maintained but the
temperature control will be marginal. Swings of one or two degrees either side of setpoint
will be seen.
c) If the Inside Sensor is defective then there will be no temperature for the Automatic
Thermostat Module to maintain. It will behave erratically. Possibly opening or closing the
valve fully.
d) If there is an unwanted small voltage on the diesel heat wire then the module could
be alternating between diesel heat and no diesel heat modes. Therefore opening and closing
the valve. Check the voltage on the diesel heat wire
e) A poor or intermittent connection with the any of the connections would cause the
module to behave erratically. Check and repair any poor connections. Ensure all voltages
are within the ranges specified in the preceding schematic.
 Wire List

No. Wire Function Connector

Label

IP1 BAT POS Positive Voltage Main 3-Way – A

IP2 T2 POS Inside Sensor Positive -

IP3 T1 POS After coil Sensor Positive -

IP4 T2 NEG Inside Sensor Negative -

IP5 T1 NEG After Coil Sensor Negative -

IP6 GROUND Ground Main 3-Way– B

IP7 POT1 POS Motorised Valve Position Sensor Positive 6-Way – 10

IP8 POT2 POS Temp. Selection Potentiometer Positive 3-Way – A

IP9 POT2 SIG Temp. Selection Potentiometer Signal 3-Way – B

IP10 POT1 SIG Motorised Valve Position Sensor Signal 6-Way – 9

IP11 POT2 NEG Temp. Selection Potentiometer Negative 3-Way – C

IP12 POT1 NEG Motorised Valve Position Sensor Negative 6-Way – 8

IP13 DIESEL HT Diesel Heat Input Main 3-Way – C

OP MTR 1 Motorised Valve Output 1 6-Way – 5

14

OP MTR 2 Motorised Valve Output 2 6-Way – 6

15