Heating, ventilating and What is covered in this chapter fan and heater motors heating and ventilating electric sun roof air conditioning climate control engine-cooling fan peeuag 19.1 Motors used to operate the engine cooling fan and the heating ventilation system are normally of similar construction, in many cases the same model. The motor normally used is a 2-pole permanent magnet type having two brushes set at 180°, This type is also used for window operation, seat adjustment and many other general applications. Since this motor must operate in both directions the brushes are positioned at the mean magnetic axis Fan and heater motors Brush position Poor efficiency and excessive sparking between the brushes and commutator will arise if the angle between the brushes and magnet poles is incorrect. This sparking occurs at the point of commutation, contact changes from one commutator segment to the ni ie, when the brush ‘The simplified diageams (Figure 19.1(a)) shows how the brush position is affected by the armature current. In Figure 19.1(a) no armature current is owing and in the diagram the brushes are positioned at 90° to the magnetic axis; this position is called the eometri¢ neutval axis (g.n.a.). When current is supplied to the armature, a secondary field is set up around the conductors and this distorts the main field (Figure 19.1(b)). The distortion engine cooling magnetic tiets + fauna Siar cr main field bent ‘due to armature current Fig. 19.1. Brush position356 Applications moves the axis of the main field away from some of the armature conductors and this lowers the efficiency, of the motor. To overcome this problem the brushes, are moved through an angle (© a position called the magnetic neutral avis (m.na.). The position shown in Figure 19.1(@) depends on the magnitude of the current but because the current varies with the speed, the final position is a compromise. Although the brush position BB jis suitable for the direction as shown, a reversal of the armature current to give an opposite direction of rotation requires the brush axis to be moved through an angle in a clock- wise direction, Due to this problem, a reversible motor requires the brushes to be set at the mean of the two m.na. posi- tions. Consequently the efficiency of a reversible motor is lower than a unidirectional unit. 19.2 Heating and ventilating —~=— Heating and ventilation fan Most systems use a centrifugal-type fan to boost the air flow into the interior of the vehicle (Figure 19.2). Variable motor speeds are generally required and this is achieved by changing the voltage applied to the ‘centilugal fan (cover removed) Fig. 19.2 Heating and ventilation fan motor either by a variable resistor or by a resistor network. Figure 19.3 shows a circuit for a 3-speed operation Moving the switch through the three positions ~ low, high and boost ~ shorts out a resistor at each stage and steps up the applied voltage. Maintenance Each system is fused so this is the first check to make when the system fails to operate. If this is not the cause then a voltmeter check should be made to ensure the battery voltage is applied to the motor when the switch is set to give maximum fan speed. In the case of a fan motor a quick check of che thermal switch can be made by disconnecting the i at the switch and-earthing the lead from the motor 19.3 Electric sun roof Electrically-operated sun roof Operation of a switch, instead of winding a handle < open/close a sun roof, is safer and more convenient the driver, so electricity is utilized for this duty on many top-of-the-range cars. Movement of the roof panel is achieved by a rack that is driven by a pinion gear. This is rotated by a reversible permanent-magnet motor after passing the drive through a gearbox to amplify the torque. A three-position switch giving open-stop-close posi- tions acts as a ‘polarity changer’ to give the required rotation of the motor and a relay adjacent to the motor reduces the current carried by the switch. Often the gearbox incorporates an extra rack (© control the switching mechanism. This uses a switch t© limit the travel of the roof panel and another switch to insert a resistance in series with the motor to reduce the speed of movement as the roof panel approaches the limits of its travel from, battery i from ignition: t—{ ‘switch ‘ignition switch relay heater blower switch heater blower motor Fig. 19.3 Control circuit for three-speed operation of heating and ventilating fan <Heating, ventilating and engine cooling 357 19.4 Air condi ‘An air conditioning system provides cool and dehu- midified air, fresh or recirculated, to the interior of the vehicle. The cooling effect is obtained by blowing air through’a cold evaporator unit to control the temper~ ature of the interior. Since the construction and operation of an air condi- tioning system is described in Fundamentals of Motor Vehicle Technology, treatment in this chapter is confined to the electrical control system. joning Control of a basic system Figure 19.4 shows the main layout. In this system the temperature of the evaporator is controlled by the ow of refrigerant (R134a) around the system. This flow is initiated by a belt-driven compressor that is engaged to the engine by an electrically-operated clutch in response to a relay-controlled supply signalled from the driver via the engine ECU. | ‘neat sensing bulls Epievaporator flow of refrigerant =< Fig. 19.4 Schematic layout of air conditioning system 7 condenser cooling fans (Sa SSF Compressing the reffigerant generates heat; this is dissipated by a condenser placed next to the engine radi- ator. When the air flow through the condenser is insuf- ficient, electrically-driven cooling fans, connected in series for normal cooling, come into operation. Temperature of the evaporator is primarily controlled by a thermostatic expansion valve, but if the evaporator temperature fills low enough for ice to form on the fins, a thermostatic switch, mounted on the fins, will open, This causes the ECU to disengage the compressor clutch. A pressure switch is fitted to prevent damage to the compressor. This senses the pressure in the line between the condenser and drier and sends a signal to the engine ECU to activate a control circuit when the pressure is: © below 2.0 bar — a drop to this pressure indicates leakage so the electromagnetic clutch disengages the compressor; when pressure rises above 2.4 bar the clutch is re-engaged; capllary tube = thermostatic expansion valve \358 Applications @ above 1.9 bar — cooling is increased by energising relays which connect the two cooling fins in parallel; © hove 2.7 bar ~ if this high pressure is reached with maximum cooling (due to possible blockage) the clutch is disengaged until the pressure drops t 2.1 bar. ECU control In addition to the basic control of the air conditioning system, the ECU adjusts the idling, speed of the engine to compensate for the extra load when the compressor is in use. Also the compressor is disengaged when: @ the vehicle is accelerated with a near-fully-opened throttle: © the oil temperature in the compressor is very high; © engine speed exceeds 5000 rev/min. to protect the hoses of the air conditioning system. Driver controls The air conditioning system works in conjunction with the interior heater controls, the system is switched on, the fin, air entry mode distribution and temperature, are all operated in the same manner as that used for the heater. 0 when air SAFE PRACTICE Reffigerant .134a is a dangerous substance, so refer to the manufeturer’s manual before disconnecting any part of the refrigeration system, Control circuit ‘The system is normally controlled by the engine ECU because engi made to allow for the extra lo Figure 19.5 shows a simpli ¢ adjustments must be don the engine. ied layout of an air con oning circuit. Four relays are used in this circuit, on to control the compressor clutch and three to control fan operation, With relays B and C both set tion 1, the ewo fins are in series, but when the relays are set in position 2, both fa s operate at high speed 19.5 Climate control tioning fitted as original equi climate contol © automatically regu quality and distribution of the air. re the « condenser fan cooling fan Fig. 19.5 Air conditioning circuit (simplified) air conditioner switch alr temperature switch358 Applica © above 1.9 bar — cooling is increased by energising relays which connect the two cooling fans in parallel; © above 2.7 bar — if this high pressure is reached with maximum cooling (due to possible blockage) the clutch is disengaged until the pressure drops to 2.1 bar. ECU control In addition to the basic control of the air conditioning system, the ECU adjusts the idling speed of the engine to compensate for the extra load when the compressor is in use. Also the compressor is disengaged whe © the vehicle is accelerated with a near-fully-opened throttle; © the oil temperature in the compressor is very high; @ engine speed exceeds 5000 rev/min. to protect the hoses of the air conditioning system. Driver controls The air conditioning system works in conjunction with the interior heater controls, so when the system is switched on, the fan, air entry mode, air distribution and temperature, are all operated in the same manner as that used for the heater. SAFE PRACTICE Refrigerant R134a is a dangerous substance, so refer to the manufacturer’s manual before disconnecting any part of the reftigeration system. Control circuit ‘The system is normally controlled by the engine ECU because engine adjustments must be made to allow for the extra load on the engine Figure 19.5 shows a simplified layout of an air condi- tioning circuit. Four relays are used in this circuit, one to control the compressor clutch and three to control fan operation. With relays B and C both set in posi- tion 1, the two fans are in series, but when the relays are set in position 2, both fans operate at high speed 19.5 Climate control Today many luxury category vehicles having air tioning fitted as original equipment use a s)stein imate control to automatically regulate the quality and distribution of the air ‘compressor fan a I ‘cooling —J {i i DI g q i & air conditioner switch air temperature switch Fig. 19.5 Air conditioning circuit (simplified)Heating, ventilating and engine cooling 359 Set temperature - passenger sido ‘Switches compressor oniotf Air intake - fresh or recirculation 1 2 3 4. Detroster - tums on blower and compressor 5 Rear window and mirror demister 6 LOD display Fig. 19.6 Control panel for climate control Once the driver has set the required interior temper- ature, the climate control ECU regulates the mix of hot and cold air to maintain the target temperature irre- spective of the outside temperature. In addition to the cooling and heating aspects, a modem environmental control system also. prevents misting of the window, an annoying problem that occurs on damp, cold days. This is achieved by pasing the heated air through the air conditioning evaporator before pumping the air to the vehicle interior. Air quality is improved by passing the air though a renewable filter; this removes most of the foreign particles. Figure 19.6 shows a typical control panel. This centrally mounted fascia panel has 2 number of push button switches to enable the front-seat occupant to program the system to suit their requirements 7 Links/unlinks driver and passenger contro! 8 Sets outlet to face! bilevel, foot or Yoouder 8 Blower speed control 40 Automatic/manual control air conditioning system 114 Switches onloff all controls 12 Set temperature - driver side Control system Figure 19.7 shows the main parts of an automatic control system. Signals from the temper- ature monitoring sensors and control panel switches are passed to a processor in an ECU that is normally incor- porated in the control panel. After computing any differences between the panel setting and input sensor data, the ECU makes the necessary correction by energising the appropriate actuators. Since this input/ output loop monitoring is carried out continuously, it is possible to achieve precise temperature control with this system, ‘The heat from the sun can quickly alter the interior temperature. This factor is taken into account by fitting one or more photodiode-type sensors behind the wind- screen to measure solar radiation.360 Applications sensors and actuators ‘controle peer tesnerar ‘panel PT rockon ot ia wnetince >t tent to = = }— is) jou | | ea onrenee ~ escort oy = fone Lob enact coon an woe | at ramen Fig. 19.7 Climate control system Fault diagnosis Since the system is complex, the ECU has a self-diag- nosis ficility. The diagnostic checks are processed by pressing certain control buttons in a given sequence. Any faults, including any that are stored in the memory unit, are then displayed as a code on the LCD control panel. 19.6 Engine cooling fan A cooling fan driven by an electric motor instead of a belt gives the advantages: © energy saving ~ fan can be switched off when not needed; Fig. 19.8 Electric cooling fan © easy to accommodate, especially for transverse engines; © close control over engine operating temperature. Figure 19.8 shows a typical installation. A plastic fan impeller is fitted to the armature shaft of the motor and the assembly is situated to provide the appropriate air movement through the radiator. The control circuit (Figure 19.9) uses a bimeta! + thermal switch located at the radiator side of ‘mostat housing. This switch operates the fan coolant temperature reaches about 90°C and off when the temperature drops to about $5) layout shown, the current for the motor is s an ignition switch relay. This relay energizes v ignition is switched on SAFE PRACTICE Use care when working in the vicinity of engine cooling fans; they can operate without warning even afier the engine has been switched off from fuse battery t ———=—_{ M } e q — ‘rom an ignition thermal ‘Switch 1 metor woh ignition switen relay Fig. 19.9 Control circuit for engine cooling fanHeating, ventilating and engine cooling 361 REMEMBER Fan motors: @ are normally 2pole permanent-magnet type @ have brushes set in the magnetic neutral axis @ can be driven at different speeds by switching-in resistors Air conditioning: system has a compressor, condenser and evaporator condenser radiates heat from the reffigerant evaporator absorbs heat from the air reffigerant used on moder vehicles is RUS reffigerant must not com cooling fans are connected in series for slow spe operation system operation alleets eng idling speed Climate control: system that automatically regulates temperature, quality and distribution of the air has a separate ECU to regulate air temperature system has sensors for ambient temperature, inte- rior temperature and solar radiation can incorporate separate controls for driver and passenger to alter local temperature normally has a self-diagnosing facility Engine cooling fan: ° only operates when the engine reaches a given comperature : is controlled by a thermal switch or by 2° signal ‘om the engine ECU PROGRESS CHECK 19) 1. Why are brushes for a fan motor not positioned in the geometric neutral axis? 2. State ONE method used on heating fan motors to give 3- speed operation. Questions 3-8 relate to air conditioning 3. State the purpose of: (a) compressor; (b) condenser; (c) evaporator. 4, What method is used on a 2-fan condenser system to obtain two different fan speeds? 5. State the purpose of the triple pressure switch, 6. What electrical method is used to engage the compressor to the engine? 7. State the symptom of a defective compressor relay. Questions 9 and 10 relate to climate control 9. State the merits of the system. 10. State the type of sensor that is used to measure solar radiation,