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HVAC SPECIFICATION DATE 7/06/07 REVISION None PAGE NO.

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1) GENERAL AIR CONDITIONING SYSTEM DESCRIPTION The coach shall be equipped with a Carrier RM Series rear mount air conditioning system with Carrier Model 05G Twin Port compressor and clutch assembly. The Carrier RM Series fan/coil unit shall contain evaporator, heater, and condenser coils; fan/blower assemblies; and all associated controls. The fan/coil unit shall mount in the rear of the coach above the engine. The compressor shall be mounted in the engine compartment and be directly driven by a belt from the engine crankshaft or transmission PTO shaft. The HVAC system shall incorporate HFC-134a, a nonflammable, non-toxic hydrofluorocarbon refrigerant that does not cause stratospheric ozone depletion. No other refrigerant shall be used. 2) CONTROLS The temperature controller shall be a Carrier Micromax microprocessor-based controller with the Micromate Control Panel (MCP) which includes a user-friendly tactile-feedback keypad and high-visibility display. The Micromax controller shall control evaporator fan speed, the compressor unloaders, and the reheat solenoid valve so as to maintain the desired interior temperature. The controller shall provide the function of self-diagnostics to continually verify a proper system operation. The temperature set point shall be adjusted by pushing the button on the MCP located on the control panel or drivers in-dash panel. The set point temperature range shall be from 60F to 80F. The keypad shall include the following functional button for the selection of proper system operation and troubleshooting: AUTO, COOL, VENT, HEAT, HIGH/LOW SPEED, INSIDE TEMP/OUTSIDE TEMP. The controller shall be covered by a housing to prevent contamination from dirt and other foreign matter. All components on the control panel shall be clearly labeled to aid troubleshooting. All relays and electrical connectors shall be polarized to prevent improper installation. Safety controls shall be incorporated to protect the system in the event of high and low refrigerant pressures. Thermal circuit breakers shall be incorporated to protect wiring in the event of overload. The sizing and placement of all safety devices shall be the sole responsibility of the air conditioning manufacturer. A three-stage head pressure control system shall be incorporated. This system shall control discharge pressure when the unit is being run in high loading conditions (i.e. high ambient). The first stage of control shall force the condenser fans to run on high speed to obtain maximum airflow and lower discharge pressure. The second stage shall unload one bank, (two cylinders) of the compressor to lower discharge pressure. A third stage shall disengage and lockout the compressor clutch until the system is manually reset by the driver or serviceman, and illuminate a fault light on the driver's dashboard.

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3) HOUSING CONSTRUCTION The fan/coil unit housing shall be constructed of 5052-H32 structural aluminum of .125 and .090 material thickness to provide maximum strength, corrosion protection and minimize weight. The frame shall be of welded construction and a watertight sealant/caulking applied to any joint that could provide a leakage path into the vehicle. The aluminum housing shall be pre-treated for paint adhesion and coated with an electrostatically applied polyester powder paint so as to provide superior corrosion resistance. All hardware shall be 300 series stainless steel with anti-rotation locking mechanisms to prevent loosening. An anti-galling compound shall be applied to threads of all stainless steel hardware during unit assembly. Sound deadening material shall be used wherever practical to minimize noise on the interior of the vehicle. 4) COIL CONSTRUCTION The evaporator, heater and condenser coils shall be of heavy-duty construction consisting of welded 0.090 inch thick aluminum tube sheets, copper tubes and aluminum fins for corrosion resistance and reduced weight. The copper tubes shall be constructed of internally enhanced tubing with a minimum wall thickness of .012 inch to insure optimum performance and adequate strength. The copper tubes shall be mechanically expanded into the aluminum fins. Fins shall have a minimum thickness of .006 inch and a fin spacing of not less than12 fins per inch on the condenser and heater. The evaporator coil shall have a fin spacing of no less than 14 fins per inch. The condenser coil shall be made of precoated finstocks and be coated with polyurethane black powder paint to facilitate easy cleaning and to prevent corrosion. The coil coating process shall be capable of meeting a 2000-hour salt spray test per ASTM B-117. The coil coating process shall be permanently applied to the coil so as not to be dislodged during coil cleaning. The coil coating will also not impair heat transfer characteristics significantly. The air conditioning manufacturer shall be capable of providing test documentation to verify conformance with ASTM testing. A sub-cooling circuit will be provided in the condenser coil to optimize performance. All coils shall be mounted to allow removal and reinstallation without major disassembly of unit frame or removal of the fan/coil unit from the bus. Separate drains shall be provided for the condenser and evaporator/heater sections of the unit to allow moisture and condensate to be removed. Drain seals or traps shall be provided on evaporator/heater drain tubes to prevent entrance of dirt or fumes into the bus. 5) MOTORS Condenser and evaporator fan motors shall be Carrier approved brushless type, or brush type permanent magnet, or wound field motors. Unit design shall consist of no fewer than two condenser fan/motor assemblies and two evaporator blower/motor assemblies. Each fan assembly shall have its own motor for continued unit operation in the event of single motor failure.

HVAC SPECIFICATION DATE 7/6/07 REVISION None PAGE NO. 3 OF 7

If evaporator/ blower failure occurs, the remaining functional motor shall be forced to run in high speed to provide the maximum cooling or heating possible. To eliminate the need for realignment, motors shall be removable from the unit without the need to remove blower wheels or condenser fans. The use of shaft couplers, extended shafts, outboard bearing and bearing supports is not acceptable. Motors shall be of fully rebuildable construction and be capable of a constant duty design life rating of no less than 10,000 hours( 40,000 hours if brushless motors are provided). In addition to circuit breaker protection, each motor shall have thermal overload protection to protect motor windings. Motor shafts shall be series 300 stainless steel for corrosion resistance. Motors shall be finished with an epoxy-ester paint and shall withstand a 460-hour salt spray test per ASTM B117. To avoid wasting power and generation of heat, external voltage dropping resistors shall not be used for the low speed of evaporator motor operation. 6) FANS/BLOWERS Condenser fan shall be of rugged design with a steel spider and aluminum blades. A steel hub with keyway and setscrew shall be provided to secure the fan to the motor shaft. Anti corrosive lubricant shall be applied to the motor shaft and fan hub during assembly to facilitate removal at a later date. Fans shall be painted with a cathodic paint system using an electrodeposition epoxy-enamel resin capable of meeting 500-hour salt spray per ASTM B-117. Blower wheels shall be a minimum of nineinch diameter and of heavy-duty design. Blades shall be attached to inner and outer rings by brazing. Tab lock or stacked construction methods are unacceptable. Blower hub to be constructed of steel with keyway and 90-degree opposed setscrews to attach to motor shaft. Blower wheels to be painted with anodic paint system using electrodeposition of acrylic-epoxy resin capable of meeting a 240-hour salt spray test per ASTM B-117 for corrosion protection. For ease of maintenance, the fan/coil unit design will allow the removal of the blower/motor assembly through the evaporator section without the need for disassembly. Use of external blower housing panels to access the blower wheel is not permitted to prevent leakage and dirt infiltration, and to minimize service time. 7) FILTER/DRIER The unit shall be equipped with a 41 cubic inch displacement filter drier with 100% molecular sieve desiccant for high moisture removal capacity. The desiccant shall be compatible with the refrigerant and oils used in the system. A 100-mesh screen shall be installed in the filter/drier to prevent solid contaminants from entering the TXV. Flat face connectors with "O" ring seal, such as Aeroquip ORS style, or equivalent, shall be provided so as to minimize leakage. Inlet and outlet connections shall be of different sizes to prevent the filter from being installed improperly. Flare fittings are not permitted.

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Service valves to isolate the filter from the refrigerant system shall be supplied on both sides of the drier for easier replacement with minimal loss of refrigerant charge. 8) RECEIVER TANK The unit shall be equipped with a receiver tank installed vertically on the unit housing to ensure a steady liquid flow to the expansion valve. The receiver tank shall be built in accordance with good design practices as established by ASME and UL pressure vessel code requirements. The receiver shall have two sight glasses with floating balls for checking refrigerant level. The bottom sight glass shall also have a moisture indicator to detect the presence of moisture in the refrigerant system. A pressure relief device shall be incorporated on the pressure vessel to prevent over pressurization caused by high temperature such as in case of fire. 9) EXPANSION VALVE The expansion valve shall be mounted in the unit in an accessible location. The valve shall be readily serviceable and have a replaceable power head and cage assembly. The superheat shall be factory pre-set. The valve shall be non-adjustable and be externally equalized. The expansion valve bulb shall be securely clamped to the suction line and insulated from the effects of surrounding air temperature. 10) LIQUID LINE SOLENOID VALVE A liquid line solenoid valve shall be installed ahead of thermal expansion valve to prevent refrigerant flow to the evaporator and compressor when the clutch is disengaged, which is to extend the compressor life. 11) PIPING AND HOSES Suction and discharge hoses shall be used only to connect the air conditioning unit to the compressor. To minimize effusion of refrigerant or permeation of moisture, both hoses shall be kept to a minimum length. No other refrigeration hoses except for connection to the compressor shall be permitted. Hoses shall be of butyl rubber construction with carbon steel reinforcement and moisture resistant synthetic rubber insulation layer. An abrasion resistant polyester braid cover will be used on all refrigerant hoses. Hoses shall conform to SAE J2064 Type B Class 1. The remainder of the refrigeration system shall be copper refrigeration tubing of series 122 type per ASTM B-280 specifications. All copper to copper joints will be brazed with 5% silver solder, "SIL-PHOS". All dissimilar braze joints will be brazed with a 40% silver solder. All exposed tubing shall be cleaned of flux or scale. To reduce leakage, the use of fittings shall be minimized. ORS fittings shall be used for added sealing protection. "O" rings shall be elastomeric material compatible with the refrigerant and oils being used in the system.

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A discharge line check valve shall be incorporated on the fan/coil package to prevent the migration of refrigerant to the compressor during shutdown periods. 12) COMPRESSOR The compressor shall be a Carrier Model 05G Twin Port six cylinder reciprocating type with a minimum of 30,000 hour design life. The compressor shall have electrical unloader(s) for cooling capacity controls to provide maximum passenger comfort. The unloader configuration shall lessen drive train shock and enhance fuel economy. Compressor displacement shall be a minimum of 41 cubic inches per revolution to insure rapid pull down at low operating speeds. The compressor crankcase shall be aluminum for minimizing weight. A heavy-duty, high strength, ductile iron crankshaft similar to those used in internal combustion engines shall be used. The layout of the crankshaft shall be of a balanced design so as to minimize torque pulsation and cause minimum wear to engine and drive components. Connecting rods and pistons shall be aluminum. Pistons shall have two automotive type sealing rings for maintaining compression, as well as to reduce oil circulation for better system efficiency. Cast iron cylinder liners shall be used for added strength and increased life. A high capacity, positive displacement gear type oil pump shall be used to provide dependable oil flow at lower speeds. The oil pump shall additionally be selfpriming and be capable of operating in either direction without the need for adjustment. Oil charge shall be at least seven pints and oil level sight glasses shall be provided on both sides of the compressor. Use of discharge temperature switch or sensor shall not be permitted. Oil temperature shall remain below the oil and compressor manufacturers' recommendations under all operating conditions. The compressor shall be designed to minimize damage incurred in the instance of liquid slugging. The compressor shall be capable of meeting maximum system capacity requirements at a continuous speed of no more than 2200 RPM for longer life and minimal frictional losses. The compressor shall have electric unloaders for reliable reduction of capacity to minimize engine drive horsepower and fuel consumption under conditions requiring less than full cooling capacity. Unloaders shall be used to limit cooling capacity and prevent evaporator coil icing under light loading conditions. Use of evaporator pressure regulator valves or modulation valves is not permitted as these valves severely increase suction pressure drop, increase compressor operating temperatures, and compromise system capacity. The unloader system shall provide two or three stages of compressor operation (100%, 66% and 33%). The compressor clutch shall be of electromagnetic design and be housing mounted to eliminate belt loading from the compressor crankshaft and compressor shaft seal. The clutch design shall allow cycling at any normal engine speed.

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Clutch bearings shall be capable of withstanding a 300-lb. side load in any direction. Because clutch bearing is of a permanently lubricated design, regreasable fittings are not required. The air gap between the armature plate and rotor shall be adjustable. The clutch assembly shall be finished with an enamel paint process capable of meeting a 500 hour salt spray test per ASTM D-1654. If a separate alternator is driven from the same output shaft as the compressor, the compressor and alternator shall be driven by separate double-banded belts. 13) ELECTRICAL WIRING AND CONNECTORS All electrical control wiring shall be per SAE J-1128, "Low Tension Primary Cable", and be constructed of multi-stranded copper wire with tinned alloy coating rated for 600 volts. Insulation shall be of cross-linked polyethylene, rated for 125C and shall be white or green in color. All wires shall be identified for ease of troubleshooting with permanent markings at a maximum of six inches spacing over the entire length of wire. Marking shall consist of a terminal address system that shall include both terminal locations. All terminals being attached to screws shall be of the ring type. All harness connectors shall be polarized so as to prevent improper connection. All terminal connections exposed to the ambient shall be coated with an anti-corrosive sealant. 14) SYSTEM PERFORMANCE Cooling The air conditioning system shall control the interior coach temperature to meet all "White Book" temperature control and performance requirements defined in Chapter 3.7, Interior Climate control, of the Dept of Transportation Urban Mass Transportation Administration, Baseline Advanced Design Transit Coach Specification. Heating The main heating system shall be thermostatically controlled utilizing a coolant control valve that is regulated electrically to provide modulated flow of coolant through the heater coil. Outlet air temperature shall be uniform to prevent overshoot of coach interior temperature. The coolant boost pump shall be controlled by the electronic control system and be powered whenever the coolant valve is energized. The control shall also energize the boost pump whenever an external signal to defrost the windshield is provided. The heating system shall have a capacity of 120,000 Btu/hr based on 180F coolant temperature, 60F air temperature and 10 gallons per minute of coolant flow. All heater and water lines shall be heavy-duty refrigeration tubing, series 122 copper per ASTM B-280. Hoses shall be EDPM construction and constant torque hose

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clamps shall be used on all coolant hose connections. A water drain cock shall be provided on the unit at the lowest practical point to drain engine coolant from the unit. In addition, an air vent screw shall be provided at the highest possible point of the heating system to bleed entrapped air from the system. All hose joints shall be slip fit with a hose bead to prevent leakage. All coolant lines shall be insulated to maintain coolant temperature to the fan/coil unit. Use of tanks and overflow bottles shall not be permitted on the unit. Specification subject to change without notice