AM Gen Air Conditioning

5715752
AM General Corporation
MILITARY
HMMWV
Air Conditioning
Principles of Refrigeration, System Components
and Troubleshooting
M1114 and M1116

Series Vehicles
Military Training Department
P.O. Box 728
408 South Byrkit Street
Mishawaka, IN 46546-0728 USA
Phone: (219) 258-6624
Fax: (219) 254-2260
Copyright© 1999, AM General Corporation
This publication, or parts thereof, may not be reproduced in any form, by any method, for any
purpose without written permission from AM General Corporation.
TABLE OF CONTENTS
Principles of Refrigeration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Air Conditioning and Comfort . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Relataive Humidity and Comfort . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Heat Vs. Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Heat Transfer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Heat Transfer within an Engine Cooling System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Mediums of Heat Transfer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
States of Matter: Solid, Liquid, Gas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Latent Heat and the Vaporization of Liquids . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Vaporization and Condensation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
The Pressure-Temperature Relationship of Heat and Gases . . . . . . . . . . . . . . . . . . . 12
Boiling Point of Fluids Under Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Effect of Pressure on Gases and Vapors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Refrigerants For Heat Transfer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Temperature-Pressure Relationships . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
R-134a – R-12 Temperature/Pressure Relationships . . . . . . . . . . . . . . . . . . . . . . . . . 17
Controlling Refrigerant Flow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Controlling Refrigerant in the A/C System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
High and Low-Pressure Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Factors Affecting Heat Transfer Efficiency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
Manifold Gauge Set . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
Connecting the Manifold Gauge Set . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
Basic Refrigeration Cycle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
Refrigerant System Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
A/C Compressors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
Harrison R-4 Compressor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
Page i
Condenser . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
Evaporator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
Receiver-Drier . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
Oil Flow Through a Compressor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
Oil Charge in the A/C System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
Thermostatic Expansion Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33, 34
Compressor Control Components, Trinary Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
Compresssor Control Components, Thermostatic Switch . . . . . . . . . . . . . . . . . . . . . . 36
Compressor Control Components, Low Pressure Switch . . . . . . . . . . . . . . . . . . . . . . . 37
Water Control Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
A/C Troubleshooting for the M1114 and M1116 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
System Performance Evaluation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
Compressor Does Not Operate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
Condenser Fans Do Not Operate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
Rear Evaporator/Blower Does Not Operate (Front Blower Operates) . . . . . . . . . . . . . . 50
Component Locations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
Engine Compartment Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
Front Passenger Compartment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
Condenser . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
Rear Evaporator/Blower. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
Refrigerant Flow Diagram. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
Schematic Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
Glossary of Terms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
Page ii
PRINCIPLES OF REFRIGERATION
INTRODUCTION
Automotive air conditioning (A/C) systems are designed based on the laws of physics,
chemistry, and electronics. A basic familiarity with these laws, together with an understanding
of A/C components and their operation, provides the skills necessary for quick, accurate A/C
system diagnosis. Physics is the science of matter and energy. Simply put, it teaches us how
things interact in our universe. Several laws of physics apply to automotive refrigerant
systems:
• Behavior of heat.
• Properties of liquids and gases
• Behavior of refrigerants (R-12 and R-134a)
• Effects of heat and pressure on liquids and gases
EFFECTS OF HEAT
AND PRESSURE ON
LIQUID AND GASES
PROPERTIES
OF GAS PROPERTIES
GASES OF
LIQUIDS
LIQUID
BEHAVIOR OF HEAT
Figure 1. Principles Behind Automotive Air Conditioning Systems
Page 1
AIR CONDITIONING AND COMFORT

In addition to cooling passenger compartment air, an automotive A/C system removes
moisture (humidity), dust, and pollen particles from the circulating air (see Figure 2). The
result is increased passenger comfort. Relative humidity is a measure of the moisture content
of air. It is an important factor of passenger comfort because:
• Relative humidity directly affects moisture's evaporation rate.
• The evaporation rate governs the amount of heat absorbed during a given time.
AIR CONDITIONING
MOISTURE
HEAT
CLEAN
POLLEN COOL
DRY AIR
DUST
Figure 2. Functions of the A/C System
Page 2
Principles of Refrigeration
RELATIVE HUMIDITY AND COMFORT

When air is dry, moisture evaporates very rapidly, absorbing heat from the surrounding area.
A drop of rubbing alcohol placed on the skin demonstrates this convincingly. The alcohol
quickly evaporates, absorbing heat as it changes from a liquid to a vapor. This process leaves
the skin feeling cooler.
When the air contains a lot of moisture, evaporation occurs much more slowly. For example,
on a humid day a drop of water placed on the skin evaporates so slowly that very little heat
is absorbed. When humidity is high, a water droplet does not cool the skin at all.
By reducing humidity, comfort is possible even at higher temperatures. Laboratory tests show
that people feel just as cool at 26°C (79°F) with 30% humidity as they do at 22°C (72°F) with
90% humidity (see Figure 3).
COMFORT LEVEL IS THE SAME
DENVER WEATHER
26˚C (79˚F), 30% HUMIDITY
NEW YORK WEATHER

22˚C (72˚F), 90% HUMIDITY
Figure 3. Comfort Is a Combination of Temperature and Humidity
Page 3
HEAT VS. TEMPERATURE

Everything contains some heat (see Figure 4 part A). In fact, there is really no such thing as
“cold.” The best definition of cold is the lack of heat. “Darkness” has a similar definition: the
lack of light.
A thermometer measures temperature, or heat energy intensity. Heat intensity is the level of
activity of molecules in a given substance. Temperature is measured in degrees Celsius (˚C)
or degrees Fahrenheit (˚F). A thermometer calibrated in degrees Celsius will read 100° when
placed in boiling water. A thermometer calibrated in degrees Fahrenheit will read 212°.
While thermometers can measure the intensity level of heat, they cannot measure the
quantity of heat present. The British Thermal Unit (BTU) is the measure of heat in an object.
One BTU is the amount of heat needed to raise one pound of water one degree Fahrenheit
at sea level (see Figure 4 part B).
UP ONE
DEGREE
1 LB WATER
= 1 BTU
PART A PART B
Figure 4. All Matter Contains Heat Measured in British Thermal Units (BTU’s)
Page 4
The terms “heat” and “temperature” are not interchangeable. For example, the hot coals in a
barbecue contain less total heat than the water in a child’s swimming pool (see Figure 5 part
A). This is true even though the temperature of the coals is much higher than that of the water.
Similarly, things at the same temperature can contain very different quantities of energy
(heat). In Figure 5 part B, the quantity of energy present in a single cup of coffee is compared
with the amount of energy present in a full coffee pot.
The BTU is used to measure the amount of heat energy a furnace is capable of transferring
to the air it circulates. Likewise, the BTU is used to measure the amount of heat energy an
air conditioning system can remove.
MORE PART A
HEAT
HIGHER
TEMPERATURE
PART B
100 BTUs
1000 BTUs
OF HEAT OF HEAT
COFFEE CUP AT 71˚C (160˚F˚) COFFEE POT AT 71˚C (160˚F˚)
Figure 5. Heat and Temperature and Temperature vs. Quality of Energy
Page 5
HEAT TRANSFER
The law of heat transfer states that:
• Heat always flows from an area of higher temperature to an area of lower
temperature.
Just as water flows downhill, heat always flows down the temperature scale (see Figure 6 part
A). When a cup of hot coffee set aside for awhile, it begins to cool. Heat moves out of the hot
coffee (46°C,) into the cooler room temperature air (21°), until both are the same temperature.
The law of heat transfer states that:
• The greater the difference in temperature, the faster heat flows.
• Heat continues to flow until both temperatures are equal (see Figure 6 part B).
HEAT FLOWS FROM HEAT FLOWS UNTIL

HIGH TO LOW TEMPERATURE TEMPERATURES ARE EQUAL
LOW
TEMPERATURE
HIGH
TEMPERATURE
PART A PART B
Figure 6. Heat Transfer Equalizes Temperatures
Page 6
HEAT TRANSFER WITHIN AN ENGINE COOLING SYSTEM

An automotive engine cooling system is an excellent example of the different types of heat
transfer: conduction, convection, and radiation. The heat transfer process occurs throughout
the system (see Figure 7).
Inside the engine cylinders, burning fuel generates tremendous amounts of heat. However,
because engine coolant keeps the cylinder walls cooler than the temperature of the burning
fuel, heat flows from the combustion gases to the cooler inner cylinder wall. This heat is then
transferred to the outer cylinder wall and to the liquid coolant. The outer cylinder wall is hotter
than the coolant, so heat flows to the lower-temperature coolant. This type of heat flow is
called “conduction”, the flow of heat through a solid.
The water pump circulates the heat-saturated coolant away from the cylinder walls to the
radiator. This movement of heat from one place to another using a liquid transfer path is
known as “convection.”
Conductive transfer again occurs at the radiator, where the heat energy moves to the cooler
radiator surfaces. Then, as air flows through the radiator core, the heat radiates to the cooler air.
The law of heat transfer, along with the design of the cooling system, prevents engine
overheating. Each time heat flows, the law of heat transfer is upheld: Heat flows from areas
of higher temperature to areas of lower temperature.
COOLANT
AMBIENT
ENGINE AIR
Figure 7. Heat Transfers in an Engine Cooling System
Page 7
MEDIUMS OF HEAT TRANSFER

In principle, an air conditioning system does the same job as an engine cooling system. An
engine cooling system carries heat away from the engine via coolant, while the A/C system
carries heat away from air in the passenger compartment via refrigerant. Both systems
release stored heat to the outside air (see Figure 8).
COOLANT
ENGINE
REFRIGERANT
EVAPORATOR
Figure 8. Mediums of Heat Transfer
Page 8
STATES OF MATTER: SOLID, LIQUID. GAS

Because the A/C and engine cooling systems use different mediums for heat transfer, there
are some important differences between the two systems.
Engine coolant is an ethyl glycol-based liquid. Ideally, it remains a liquid as it transfers heat.
Refrigerant, on the other hand, evaporates and condenses each time it absorbs and transfers
heat. As a result, it changes from a liquid to a vapor and back to a liquid as it flows through
the A/C system (see Figure 9 part A).
In physics, a change in state occurs when the molecular structure of a substance is
rearranged as it changes between any two of the three physical states: solid, liquid, or gas
(see Figure 9 part B). For example, an ice cube is a solid. Yet, when dropped onto a hot
griddle, the ice undergoes a change of state as it melts into a liquid. Then, as the water
evaporates into a vapor, another change of state occurs.
PART A PART B
ABSORBING HEAT
EVAPORATES
SOLID LIQUID GAS
VAPOR REFRIGERANT LIQUID
CONDENSES
HEAT HEAT
REMOVING HEAT
Refrigerant Changes States Changes in States of Matter
Figure 9. States of Matter / Solid, Liquid, Gas
Page 9
LATENT HEAT AND THE VAPORIZATION OF LIQUIDS

Another law of physics is the heat of vaporization law. It states:
• A specific amount of heat is needed to change a liquid into a vapor.
• The greatest quantity of heat movement occurs during a change of state.
The amount of heat needed to change one gram of liquid into a vapor is called its heat of
vaporization. The heat of vaporization is also known as latent heat. Latent heat refers to the
heat absorbed as the liquid changes state. It is called latent (hidden) heat because, even
though a lot of heat is absorbed as a change in state occurs, the liquid and vapor remain at
the same temperature (see Figure 10).
When water has absorbed enough heat to boil, it turns to vapor. Water at 100°C (212°F) turns
into vapor at the same temperature. Under normal circumstances, adding more heat to the
water does not increase the temperature of the water. Boiling water at atmospheric pressure
(101.4 kPa/14.7 psi) cannot be heated above 100°C. Any heat above the quantity necessary
to boil the water only produces greater quantities of vapor in less time.
100° C
SAME
TEMPERATURE
970 BTU’s
100° C
HEAT
Figure 10. Heat of Vaporization
Page 10
VAPORIZATION AND CONDENSATION

When vapor changes to liquid, it is said to “condense.” A common example of condensation
is found on the bathroom mirror during a steamy shower. Moisture from the steamy air
condenses as it comes in contact with the cool mirror. This moisture collects on the mirror and
drips down the surface in the form of a liquid.
When vapor condenses, it releases its latent heat (see Figure 11). The latent heat of
condensation is the amount of heat released as a vapor changes to a liquid.
LATENT LATENT
HEAT HEAT
ABSORBED RELEASED
Figure 11. Vaporization and Condensation
Page 11
THE PRESSURE-TEMPERATURE RELATIONSHIP OF HEAT AND GASES

The science of physics includes laws describing the relationship between pressure and the
boiling point of liquids:
• If the pressure acting on a liquid is increased, the boiling point of the liquid
increases (see Figure 12).
• Lowering the pressure acting on a liquid lowers its boiling point.
Thus, water in a vacuum boils at a very low temperature, while water in a pressurized engine
cooling system boils at well above 100°C (212°F).
LOW
PRESSURE
EQUALS
LOW
BOILING
POINT
HIGH
PRESSURE
EQUALS
HIGH
BOILING
POINT
1524 M (5000 FT)

ABOVE
SEA LEVEL
97˚C (206˚F)
SEA LEVEL
100˚C (212˚F)
LATENT HEAT EXCHANGE IS THE SAME AMOUNT AT BOTH ALTITUDES BUT

WATER TURNS TO STEAM AT DIFFERENT TEMPERATURES.4
Figure 12. Pressure-Temperature Relationship of Heat and Gases
Page 12
BOILING POINT OF FLUIDS UNDER PRESSURE

An engine cooling system readily demonstrates the effect of pressure on the boiling point of
water. As water in the cooling system warms up, pressure builds in the sealed system. This
pressure increases the boiling point of the water well above 100°C. As long as the system
remains sealed and pressure is maintained, the water can be heated above its normal boiling
point without boiling (see Figure13).
However, if the radiator cap is removed, the pressure in the cooling system is released. This
means the pressure acting on the water is now ambient air pressure. The water, heated
under pressure to more than 100°C, will boil as soon as the pressure is released.
This example is useful, as pressure affects all liquids the same way it affects water.
SEALED COOLING PRESSURE

SYSTEM UNDER PRESSURE RELEASED
WATER TEMPERATURE WATER BEGINS

ABOVE 100˚C (212˚F) TO BOIL
WATER DOESN’T BOIL

WATER TEMPERATURE
ABOVE 100˚C (212˚F)
Figure 13. Boiling Point of Fluid Under Pressure
Page 13
EFFECT OF PRESSURE ON GASES AND VAPORS

Pressure also affects the temperature of gases and vapors. Compressing a gas or vapor
increases its temperature, because the same amount of heat is concentrated into a smaller
area (see Figure14). Thus, the temperature of the gas or vapor can be increased without
adding extra heat. This is what happens inside an A/C compressor.
A compressor uses pressure to concentrate the heat of a vapor. A heat transfer occurs when
the vapor contacts a cooler surface. Transferring heat away from the hot, high-pressure vapor
condenses it into a liquid. Lowering the pressure of this liquid causes it to boil and absorb heat
as it changes states.
HEAT
HEAT
HEAT
HEAT
HEAT
Figure 14. Effect of Pressure on Gases and Vapors
Page 14
REFRIGERANTS FOR HEAT TRANSFER

Like the liquid in an engine cooling system, refrigerant in an air conditioning system absorbs,
carries, and releases heat. The refrigerant used for automotive A/C systems has been
Refrigerant 12, called R-12.
R-12 (dichlorodifluoromethane) has all the qualities necessary to be a good refrigerant. It is
harmless to refrigerant system materials, such as steel, copper, iron, aluminum, and
neoprene. In turn, it is unaffected by these materials. R-12 readily dissolves in 525-viscosity
oil, an important attribute, as R-12 circulates through the system with oil. R-12 is neither
explosive nor flammable, and is not corrosive except when in contact with water.
When R-12 was first introduced in 1930, its many positive qualities earned it a reputation as
a miracle chemical. Unfortunately, recent scientific findings show that R-12, a
chlorofluorocarbon (CFC), is contributing to the depletion of Earth’s ozone layer. As a result,
the production of CFC materials is being limited and will eventually be phased out of
automotive A/C systems.
An alternate refrigerant, R-134a (tetrafluoroethane) has replaced R-12. In many ways, it
works and acts the same as R-12. It is harmless to refrigerant system materials. It is
nonflammable and absorbs, carries, and releases heat efficiently. It does not, however, mix
well (is insoluble) with 525 -viscosity oil; therefore, a synthetic oil (polyalkylene glycol) has
been developed.
Major differences exist between the two refrigerants in the areas of pressure characteristics
and lubrication requirements.
Page 15
TEMPERATURE-PRESSURE RELATIONSHIPS
Pressure in an A/C system raises the boiling point of the refrigerant. Thus, automotive A/C
systems are designed to operate at pressures that keep the boiling point of refrigerant at just
the right temperature for taking heat out of the passenger compartment.
A definite temperature and pressure relationship exists between liquid refrigerants and their
vapors. Heating refrigerant causes it to expand. When confined in a closed space, an
increase in temperature is always accompanied by an increase in pressure, even though no
compressor is present.
For every temperature increase, a corresponding pressure will exist in a container of R-12 or
R-134a. Figure 15 shows this temperature-pressure relationship. Pressures are expressed
either as positive gauge pressure (above atmospheric, in kPa [psi]) or negative gauge
pressure (below atmospheric, inches of vacuum).
This temperature-pressure relationship can be easily demonstrated. A pressure gauge
attached to a container of R-12 at 21°C (70°F) reveals a pressure of about 484 kPa (70 psi).
At 38°C (100°F), the gauge will register about 808 kPa (117 psi).
The pressure characteristics of R-134a differ from those of R-12. The boiling point of R-134a
is 3°C (6°F) higher (-27°C [-16°F]) at sea level (101.4 kPa [14.7 psi]) than R-12, which boils
at -30°C (-22°F). This changes the temperature-pressure relationship curve. Because of this
pressure difference, gauge readings will differ slightly from previous R-12 systems.
Lubrication
The A/C system carries a charge of lubricating oil. This oil is designed to mix thoroughly with
the refrigerant. Since the refrigerant and oil mix completely, the refrigerant carries oil
throughout the system to lubricate moving parts such as the compressor and thermal
expansion valves. It is important to remember that R-12 and R-134a system oil types differ:
• R-12 uses a mineral-based oil with a 525 viscosity.
• R-134a uses a synthetic oil, polyalkylene glycol (PAG). Consult the appropriate
service manual for the correct PAG oil for compressors.
NOTE
Never mix system components or equipment between R-12 and R-134a, as
damage to the system will result.
Page 16
R-134A – R-12 TEMPERATURE/PRESSURE RELATIONSHIPS
R-134A AUTOMOTIVE R-12 AUTOMOTIVE

R-134A TEMPERATURE-PRESSURE CHART R-12 TEMPERATURE-PRESSURE CHART
TEMPERATURE PRESSURE TEMPERATURE PRESSURE TEMPERATURE PRESSURE TEMPERATURE PRESSURE
˚C (˚F) KPA (PSI) ˚C (˚F) KPA (PSI) ˚C (˚F) KPA (PSI) ˚C (˚F) KPA (PSI)
-9 (16) 106 (15) 38 (100) 857 (124) -9 (16) 127 (18) 38 (100) 808 (117)
-8 (18) 115 (17) 39 (102) 887 (129) -8 (18) 136 (20) 39 (102) 833 (121)
-7 (20) 124 (18) 40 (104) 917 (133) -7 (20) 145 (21) 40 (104 0 859 (125)
-6 (22) 134 (19) 41 (106) 948 (137) -6 (22) 155 (22) 41 (106) 893 (129)
-4 (24) 144 (21) 42 (108) 980 (142) -4 (24) 165 (24) 42 (108) 917 (133)
-3 (26) 155 (22) 43 (110) 1012 (147) -3 (26) 175 (25) 43 (110) 940 (136)
-02 (28) 166 (24) 44 (112) 1045 (152) -02 (28) 185 (27) 44 (112) 969 (140)
-1 (30) 177 (26) 46 (114) 1079 (157) -1 (30) 196 (28) 46 (114) 997 (145)
EVAPORATOR
EVAPORATOR
0 (32) 188 (27) 47 (116) 1114 (162) 0 (32) 207 (30) 47 (116) 1027 (149)
RANGE
RANGE
1 (34) 200 (29)‘ 48 (118) 1149 (167) 1(34) 127 (18) 48 (118) 1057 (153)
CONDENSER
CONDENSER
2 (36) 212 (31) 49 (120) 1185 (172) 2 (36) 230 (33) 49 (120) 1087 (158)
RANGE
RANGE
3 (38) 225 (33) 50 (122) 1222 (177) 3 (38) 249 (36) 50 (122) 118 (162)
4 (40) 238 (350) 51 (124) 1260 (183) 4 (40) 255 (37) 51 (124) 1150 (167)
7 (45) 272 (40) 52 (126) 129 (188) 7 (45) 287 (42) 52 (126) 1182 (171)
10 (50) 310 (45) 53 (128) 1337 (194) 10 (50) 322 (47) 53 (128) 1215 (176)
13 (55) 350 (51) 54 (130) 1377 (200) 13 (55) 359 (52) 54 (130) 1248 (181)
16 (60) 392 (57) 57 (135) 1481 (215) 16 (60) 398 (58) 57 (135 1334 (194)
18 (65) 438 (64) 60 (140) 1590 (231) 18 (65) 440 (64) 60 (140) 1425 (207)
21 (70) 487 (71) 63 (145) 1704 (247) 21 (70) 484 (70) 63 (145) 1519 (220)
24 (75) 540 (78) 66 (150) 1823 (264) 24 (75) 531 (77) 66 (150) 1618 (235)
27 (80) 609 (88) 68 (155)‘ 1948 (283) 27 (80) 580 (84) 68 (155)‘ 1721 (250)
30 (85) 655 (95) 71 (160) 2079 (301) 30 (85) 633 (92) 71 (160) 1828 (265)
32 (90) 718 (104) 74 (165) 2215 (321) 32 (90) 688 (100) 74 (165) 1940 (281)
35 (95) 786 (114) 77 (170) 2358 (342) 35 (95) 746 (108) 77 (170) 2057 (298)
EVAPORATOR pressures represent gas temperatures inside the coil and not
the coil surfaces. Add to temperature for coil and air-off temperatures
(4 to 0°C – 8 to 10°F).
CONDENSER temperatures are not ambient temperatures. Add to ambient

(19 to 22°C – 35 to 40°F) for proper heat transfer, then refer to chart.
Example:
32˚C
+22˚C
54˚C condenser temperature =1377 kPa (R-134) or 1248 kPa (R-12) based on 30 MPH airfoil
Conditions will vary for different system configuration

Refer to manufacturer’s specifications.
Figure 15. Temperature-Pressure Relationships (Approximate)
Page 17
CONTROLLING REFRIGERANT FLOW

Depending on design, automotive A/C systems use several methods to control the flow of
refrigerant. Central to each design, however, is the continuous interaction of the compressor
with a flow control device, such as an orifice tube. The volume of flow is adjusted based on
the pressure-temperature load, which is monitored at a key location in the system.
EVAPORATOR
HIGH -PRESSURE VAPOR

RECEIVER-
DRIER THERMAL
HIGH-PRESSURE LIQUID BULB
LOW-PRESSURE VAPOR
LOW-PRESSURE LIQUID
EXPANSION CAPILLARY
VALVE TUBE
EVAPORATOR
CONDENSER
RECEIVER-
DRIER
VARIABLE
DISPLACEMENT
COMPRESSOR THERMAL
BULB
LIQUID
LINE
PRESSURE
RELIEF
VALVE
EXPANSION
CLUTCH VALVE CAPILLARY
(NON-CYCLING) TUBE
Figure 16. High and Low pressure Areas of the Refrigerant System
Page 18
CONTROLLING REFRIGERANT IN THE A/C SYSTEM

Pressure and Flow
In addition to the compressor, condenser, and evaporator, A/C systems require some method
of controlling refrigerant pressure and flow. The compressor can pump refrigerant vapor
through the system. But unless it has something to push against, it cannot build up system
pressure and maintain the conditions necessary to achieve the refrigeration effect.
Refrigerant system pressure is necessary. Low-side system pressure keeps the boiling point
of the refrigerant at the proper level. High evaporator pressure would slow the boiling of
refrigerant and reduce the refrigeration effect. High-side system pressure allows the
refrigerant to condense at normal ambient temperatures.
A metering device is used to help the compressor build pressure and maintain the refrigerant
cycle. AM General uses two types of metering devices: orifice tubes and thermostatic
expansion valves (TXV). Orifice tubes have openings of fixed diameters for metering
refrigerant flow. TXVs vary refrigerant flow based on evaporator outlet temperatures.
Page 19
HIGH AND LOW-PRESSURE AREAS

The refrigerant system is divided into two portions: a high-pressure area (high side) and a
low-pressure area (low side) (see Figure18). These two areas are separated by a metering
device (orifice tube or TXV) and compressor.
Because the compressor can move more refrigerant than is able to pass through the metering
device in a given time, pressure builds between the compressor outlet and the metering
device. Therefore, the high side of the refrigerant system extends from the compressor outlet,
through the condenser, to the metering device inlet. During operation, the high-pressure side
is also the high-temperature side of the system.
The low side starts at the orifice tube outlet, includes the evaporator and receiver and
continues to the compressor inlet. During operation, the low-pressure side is also the low
temperature side of the refrigerant system.
The high and low-pressure sides can be distinguished in several ways:
• Tube diameter - High-side tubing is often smaller than low-side tubing.
• Feel - High-side tubing is hotter than low-side tubing.
• Sight - Low-side tubing is often cool enough to collect frost or water droplets on high-
humidity days.
• Pressure - A gauge set can be used to measure the pressures in an A/C system.
• Refrigerant temperature - Various methods can be used to determine refrigerant

temperature.
Inside an operating A/C system, the following process continuously occurs:

• Low-pressure refrigerant vapor is drawn into the compressor. During compression, this
vapor becomes a hot, high-pressure vapor.
• The hot, high-pressure vapor then passes into the condenser. Here, the vapor transfers
its heat to the condenser surfaces.
• As the refrigerant vapor gives up its heat, it condenses and cools into a high-pressure liquid.
• The high-pressure liquid passes through a restriction (orifice tube or TXV) into the
evaporator. The restriction controls the volume of refrigerant entering the low pressure
side of the system.
• Inside the evaporator, the low-pressure refrigerant begins to vaporize as it soaks up heat
from the evaporator surfaces. This refrigerant vapor collects in the receiver which acts
as a storage tank.
• As the refrigerant vaporizes, it expands and increases low-side pressure. This

refrigerant vapor is drawn into the compressor, and the cycle repeats.
Page 20
FACTORS AFFECTING HEAT TRANSFER EFFICIENCY

The heat transfer efficiency of automotive A/C systems is greatly affected by “heat load”, the
amount of heat that must be absorbed by the refrigerant. Factors affecting heat load are
airflow at the condenser and evaporator, humidity, ambient temperatures, and sun load.
• Condenser fan. Condenser fans are an important part of the air conditioning system.
A nonfunctional condenser fan hinders the heat transfer processes taking place at the
condenser. Insufficient heat transfer at the condenser causes the compressor to work
too hard at compressing the refrigerant vapor. This, in turn, causes compressor head
pressure, or high-side pressure, to rise to unacceptable levels.
• Blower motor. The blower motor affects evaporator heat transfer in the same way that
the coolant fan affects condenser heat transfer. However, the blower motor operates on
a smaller scale than the condenser fan.
Blower motor speed controls airflow speed, which determines the volume of air flowing over
the evaporator. This, in turn, determines the amount of heat that can be absorbed by the
refrigerant in a given time. Therefore, the blower speed directly affects the heat exchange rate
at the evaporator.
• Humidity. Humidity is a measure of the water vapor present in air. When this water
vapor condenses on the evaporator, the heat of vaporization of the water is absorbed by
the cooler evaporator surface. This heat is then absorbed by the refrigerant in the
evaporator. This reduces the amount of heat that can be removed from the air.
Therefore, on a humid day, the air is not cooled as efficiently as it is on a dry day.
• Sun load. Sun load is the intensity of the long-wave heat rays from the sun. Ambient
temperatures, together with the type and color of interior materials, affect heat load and,
thus, the efficiency of the A/C system.
Page 21
MANIFOLD GAUGE SET

The gauge set is used for refrigerant system discharging, evacuation, charging, and diagnosis.
The left-hand gauge is the compound low-pressure gauge. It is graduated clockwise from the
zero position in 1-lb increments from 0 to 120 psi, with a cushion to 250 psi. Counterclockwise
from the zero position, it is graduated in inches of vacuum from 0 to 30 inches. This gauge is
always used for checking pressures and temperatures in the low side of the refrigerant system.
The right-hand gauge is the high-pressure gauge. It is graduated in 10-lb increments from 0 to
500 psi. This gauge is used for checking pressures and temperatures in the high side of the
refrigerant system.
The center fitting of the manifold gauge set is common to both the high and low sides of the set.
This fitting is used for adding refrigerant or for evacuating the system. When this fitting is not
being used, it should be capped.
A test hose connects to the fitting directly below the low-side gauge. It is used for connecting
the low side of the test manifold to the low side of the air conditioning system. A similar hose
attaches to the fitting below the high side gauge and is used on the high side of the system.
The gauge manifold is designed to control refrigerant flow. When the manifold test set is
connected to the refrigerant system, pressure registers on both gauges at all times. Low-side
refrigerant system pressure registers on the low-side gauge. High pressure registers on the
high-side gauge.
The hand valves on the test gauges isolate high and low-side pressures from the central portion
of the manifold. During all tests, the high- and low-side hand valves are in the closed position
(turned inward fully until seated).
CAUTION
DO NOT OPEN THE HIGH-SIDE VALVE DURING A/C SYSTEM CHARGING.
Opening the high-side hand valve during system operation delivers HIGH
PRESSURE refrigerant to the refrigerant source and can cause the refrigerant
container to burst.
Page 22
CONNECTING THE MANIFOLD GAUGE SET

Tool J 23575-01 or J 23575-8 Manifold Gauge Set is for use only on vehicle A/C systems that
use refrigerant R-12.
For proper tool use, follow these guidelines:
1. Use hoses with shutoff devices to prevent the introduction of noncondensable gases
into the system and the release of refrigerant when disconnected.
2. With the engine off, remove the protector caps from the Schrader-type system service
valves.
3. Be absolutely certain that all valves on the manifold gauge set are closed.
4. With both valves closed, connect the test hoses to the respective service valves.
5. The high and low-side pressures can now be monitored.
Figure 17. Manifold Gauge Set
Page 23
BASIC REFRIGERATION CYCLE

Automotive A/C systems move heat from one place to another by compressing, condensing,
and evaporating refrigerant. The A/C system creates these special conditions by using
pressure and heat transfer to control the changing states of liquid and vapor.
An A/C refrigerant system consists of several components connected together with tubing
and hoses to form a closed loop for the refrigeration cycle. Refrigerant flows through the
closed loop, absorbing heat in the evaporator and releasing it in the condenser.
All automotive A/C systems contain these components (see Figure18):
• Compressor - uses pressure to concentrate refrigerant vapor's heat.
• Condenser - transfers heat away from vapor coming out of compressor,
condensing the refrigerant into liquid.
• Evaporator - transfers heat from passenger compartment air to the refrigerant,
boiling the refrigerant.
• Refrigerant - absorbs and releases heat as it changes states.
• Lubricant - extends compressor life
A COMPRESSOR
INSTALLED HERE
WOULD COMPLETE
A BASIC
REFRIGERATION
SYSTEM
EVAPORATOR
CONDENSOR
THESE THREE COMPONENTS

ARE USED IN EVERY
REFRIGERATION CIRCUIT
Figure 18. Basic Refrigeration Cycle
Page 24
REFRIGERANT SYSTEM COMPONENTS
OVERVIEW
In this section, we will introduce you to the different system components and highlight the
operating characteristics of each. The sections that follow will detail operating principles of
each component.
RECEIVER-DRIER
EVAPORATOR
REAR DRIERdrier
AIR CONDITIONING
REFRIGERANT
SYSTEM
COMPRESSOR
CONDENSER
TXV TRINARY SWITCH
Figure 19. Typical Refrigerant System Components
Page 25
A/C COMPRESSORS
The compressor performs one main function: to compress the low-pressure refrigerant vapor
from the evaporator into a high-pressure, high-temperature vapor. The HMMWV is currently
using compressors made by Harrison.
R-4 WITH V-GROOVE R-4 WITH SERPENTINE

PULLEY BELT PULLEY
LOW-PRESSURE
INLET
HIGH-PRESSURE
OUTLET
POPOFF
VALVE
Figure 20. Types of Compressors Currently Used by AM General
Page 26
Refrigerant System Components
HARRISON R-4 COMPRESSOR

The R-4 compressor is a four-cylinder fixed displacement compressor of radial design (see Figure 21).
The basic compressor mechanism is a modified scotch yoke with four cylinders located radially in the
same plane (see Figure 21). Opposed pistons are pressed into a yoke. This yoke rides in a slider block
located on the shaft eccentric. In this way, shaft rotation provides reciprocating piston motion with no
connecting rods.
The R-4 compressor mechanism is completely balanced with counterweights. Needle bearings are used
for the shaft journals and eccentric. The pistons, yokes, main cylinder housing, and front cover are made
of aluminum. Teflon piston rings provide both a gas compression seal and a piston-to-bore bearing
surface.
The outer shell of the compressor is a simple steel band that encloses a large, annular discharge space.
Two O-rings provide a seal between the compressor shell and compressor cylinder. A rubber ring seals
the front head to the cylinder assembly. The shaft seal assembly seals the front head to the shaft.
Refrigerant flows into the R-4 crankcase from the low side line at the refrigerant line connector block.
During the suction stroke, this refrigerant is drawn through the reed valves attached to the piston tops. On
the compression stroke, the refrigerant is discharged outward through the discharge valve plate. The
discharge valve plate is held in place at the top of the cylinder by a snap ring. Discharge gas flows out of
the compressor muffler cavity to the high side line at the refrigerant line connector block.
DISCHARGE VALVE
COUNTERWEIGHT SUCTION VAVLE
PISTON
SLIDER BLOCK
SHAFT
YOKE
Figure 21. R-4 Compressor, Internal View
Page 27
CONDENSER
The condenser is located above the left rear fender in the M1114 and M1116 military
HMMWV. To help increase air flow through he condenser, the system uses 2 electric fans. The
fans turn on when the compressor high side pressure exceeds approximately 224 psi. When
the pressure is below 185 psi, the condenser fans turn off.
Figure 22. HMMWV M1114/M1116 Condenser
Page 28
EVAPORATOR
The evaporator consists of fins (which rapidly transfer heat) and refrigerant-carrying coils
(see Figure 23). The evaporator cools and dehumidifies the airstream entering the passenger
compartment.
During A/C system operation, liquid refrigerant flows from the metering device (TXV) into the
low pressure area of the evaporator. This action creates a very cool evaporator surface. As
the passenger compartment airstream flows over the evaporator fins, the air loses its heat to
the cooler surfaces of the evaporator fins. Moisture (humidity) present in the airstream
condenses on the cool surfaces of the evaporator and drains off as water.
If the evaporator surfaces are too cold, the moisture collecting on the fins will not drain off as
water. Instead, it will freeze. This freezing occurs when low side pressure is so low that the
refrigerant boils at less than the freezing point of water.
FRONT EVAPORATOR/HEATER
REAR EVAPORATOR
Figure 23. Evaporator
Page 29
RECEIVER-DRIER
The receiver-drier (see Figure 24) is a storage tank for the liquid refrigerant from the
condenser. The liquid flows into the upper portion of the receiver tank, which contains a
desiccant (chemical drying agent). As the refrigerant flows through an opening in the lower
portion of the receiver, it is filtered through a mesh screen attached to a baffle at the bottom
of the receiver. The desiccant absorbs any moisture that might enter the system. These
features prevent obstruction to the valves or damage to the compressor.
A sight glass, if used, is located on the top of the receiver-drier or in the liquid line through
which the refrigerant flows. The sight glass reveals the amount of refrigerant in the system.
SIGHT GLASS
INLET
FITTING OUTLET
DESICCANT
BAG OUTLET
SHELL
INLET
FITTING
FILTER
DESICCANT
BAG
FILTER
FRONT REAR
Figure 24. Receiver-drier Assembly
Page 30
OIL FLOW THROUGH A COMPRESSOR

The A/C system refrigerant carries a charge of lubricating oil. Since the refrigerant and oil
mix, the refrigerant carries droplets of oil throughout the system to lubricate moving parts.
The most common compressors used today (HR-6, DA-6, R-4, and V-5) rely totally upon the
oil-saturated refrigerant to lubricate their internal moving parts. However, since the majority
of A/C compressors rely completely on oil-saturated refrigerant, it is imperative that the
proper oil level, viscosity, and purity be maintained for proper operation and longevity.
As the refrigerant enters the compressor, some of the oil droplets that separate from the
refrigerant fall into the crankcase and lubricate the moving parts. The oil is then picked up by
the exiting refrigerant and continues through the system.
It is not recommended that compressor oil level be checked as a matter of course. Generally,
compressor oil level should be checked only when there is evidence of a major loss of system
oil. This could be caused by:
• A broken refrigerant hose
• A hose fitting leak. A bad compressor seal leak
• Collision damage to the system components
RADIAL PISTON
ASSEMBLY
HIGH PRESSURE
OUTLET
LOW PRESSURE
INLET
Figure 25. Oil Flow Through a Compressor
Page 31
OIL CHARGE IN THE A/C SYSTEM

During A/C operation, there is a small amount of oil located in all system components. The
total oil charge for systems using a R-4, DA-6, or V-5 compressor is 8 ounces. (This may vary
from 6 to 9 ounces; check the service manual for specific applications). Rear A/C systems
also require additional oil. A breakdown of oil location throughout a typical system during
operation or shortly after shutdown is as follows. (Values are approximate).
Evaporators 2 oz. oil front 2 oz. oil rear
Condenser 1 oz. oil
Receiver-driers 2 oz. oil front .5 oz. oil rear
Compressor (0.25 to 0.5 oz.) .5 oz. oil
Lines (0.5 to 0.75 oz.) .5 oz. oil
Total 8 oz. oil in A/C system (except A-6, 12 oz.)
For specific information regarding oil replacement, refer to the Air Conditioning section of the
applicable service manual.
LOW SIDE PRESSURE
CYCLING SWITCH CLOSES
ABOVE 310 kPa (45 PSI) REAR
OPEN BELOW 173 kPa(24PSI) EVAPORATOR
2 OZ. OF OIL
HIGH -PRESSURE VAPOR
RECEIVER/DRIER
(.5 OZ OF OIL)
HIGH-PRESSURE LIQUID
LOW-PRESSURE VAPOR
LOW-PRESSURE LIQUID
CONDENSER
1 OZ. OF OIL
HIGH OIL BLEED
PRESSURE HOLE FRONT
VAPOR EVAPORATOR
2 OZ. OF OIL
COMPRESSOR HIGH PSI
.25 to .5 OZ. LIQUID
OF OIL
LIQUID
LINE
RECEIVER/DRIER
(2 OZ. OF OIL)
PRESSURE
RELIEF
VALVE OPEN LOW PSI VAPOR
AT 2965 kPa
(430 PSI)
Figure 26. Oil Charge in the A/C System
Page 32
THERMOSTACTIC EXPANSION VALVE

The thermostatic expansion valve (TXV) is installed at the evaporator inlet and outlet pipes.
The valve converts the high-pressure liquid refrigerant from the receiver-drier to a low-
pressure liquid refrigerant by forcing it through a small port before entering the evaporator.
When the heat load increases or decreases, the expansion valve supplies the correct quantity
of refrigerant to the evaporator for maximum heat transfer.
The expansion valve consists of a power element, body, actuating pins, seat, and orifice (see
Figure 27). The orifice is actuated by a diaphragm. The diaphragm closes in response to
evaporator pressure against the bottom of the diaphragm and superheat (return) spring
pressure against the orifice; it opens in response to remote bulb and capillary tube vapor
against the top of the diaphragm. A fine mesh screen located at the high pressure liquid inlet
prevents dirt, metal chips, or other foreign matter from entering the valve orifice.
The remote bulb is clamped to the low-pressure vapor line just beyond the evaporator outlet.
The remote bulb is filled with highly expansive gas. As evaporator outlet temperature
changes, the gas inside the remote bulb expands and contracts, regulating valve operation.
The TXV provides three interrelated functions: throttling, modulation, and metering.
Throttling. The flow of refrigerant is restricted, or throttled, across the valve. High-pressure
liquid enters the valve, while low-pressure liquid leaves it. This drop in pressure is
accomplished without changing the state of the refrigerant.
OUTLET
CAPILLARY
SUPERHEAT TUBE
SPRING
CAPILLARY REMOTE
TUBE SEAT BULB
ORIFICE
INTERNAL SCREEN
EQUALIZER
PASSAGE
INLET
DIAPHRAGM
Figure 27. Thermostatic Expansion Valve
Page 33
THERMOSTATIC EXPANSION VALVE CONT’D

Modulation. The TXV adjusts the amount of low pressure liquid that enters the evaporator
for proper cooling. The valve modulates from wide open to closed for proper volume control.
Metering. Load or temperature changes affect the volume entering the evaporator. More
load requires more refrigerant to maintain the optimum evaporator temperature.
All TXVs are adjusted to compensate for superheat conditions. “Superheat” is defined as the
difference between evaporator inlet and outlet temperatures and is created in the evaporator
as liquid refrigerant changes into vapor. Ideally, all liquid refrigerant boils before it reaches the
evaporator coil outlet. In fact, the refrigerant temperature is above the boiling point. For
example, refrigerant in an evaporator at 196 kPa (28.5 psi) has a temperature of -1°C (30°F).
As the refrigerant boils, the temperature of the vapor rises until, at the outlet, it reaches 1.6°C
(35°F). The inlet-to-outlet differential, or superheat, is 2.6°C (5°F). As evaporator size
increases, so does superheating.
To compensate for pressure/temperature differentials at the evaporator outlet, an internal
equalizer modulates between actual pressure and measured temperature. This allows the
valve to meter the refrigerant more accurately..
Thermostatic expansion valve failure is indicated by the same symptoms as orifice tube
failure. However, TXV failure is usually due to a malfunction of the power unit and the valve
closure that accompanies this failure. The inlet and outlet screens of the TXV can also
become plugged due to contamination, corrosion particles, or refrigerant drying chemicals
loose in the refrigerant system.
OUTLET
CAPILLARY
SUPERHEAT TUBE
SPRING
CAPILLARY REMOTE
TUBE SEAT BULB
ORIFICE
INTERNAL SCREEN
EQUALIZER
PASSAGE
INLET
DIAPHRAGM
Figure 28. Thermostatic Expansion Valve
Page 34
COMPRESSOR CONTROL COMPONENTS
Trinary Switch
The M1114 and M1116 use a trinary switch to protect the compressor from damage. It is
mounted on top of the receiver drier. The switch has three functions.
1. If pressure in the line is less than 28 psi, the switch opens preventing operation of the
compressor clutch.
2. If pressure in he line goes above 455 psi, the switch opens to prevent damage tot he
system from the high pressures. The switch closes when pressure is less than 370 psi.
3. The trinary switch operates the condenser fans. When pressure is approximately 227
psi, the switch closes causing the condenser fans to operate. When pressure falls below
185 psi, the switch opens stopping fan operation.
Figure 29. Compressor Control Components/Trinary Switch
Page 35
COMPRESSOR CONTROL COMPONENTS CON’T

Thermostatic Switch
In some systems, a thermostatic switch is placed in series with the compressor clutch circuit
(see Figure 30). It fulfills the same function as the pressure cycling switch, but in a different
way. The switch acts as a deicing control by disengaging the compressor if the evaporator is
at the freezing point.
The thermostatic switch has a metallic sensing bulb that contains a highly expansive gas,
usually carbon dioxide. This gas-filled tube is either inserted between the evaporator fins or
is located in the evaporator discharge airstream. The tube attaches to a bellows-operated
electrical switch. As temperature rises, the gas inside the tube expands. This increases
bellows pressure, expanding the bellows and closing the electrical switch attached to the
bellows.
When evaporator temperature approaches the freezing point (the low setting of the switch),
the switch opens the compressor clutch circuit and disengages the clutch. The compressor
remains inoperative until evaporator temperature rises to the preset temperature. When the
preset temperature is reached, the switch closes and compressor operation resumes. The
switch normally opens at –2°C (27°F) and closes at 2°C (36°F).
SENSING
BULB
Figure 30. Compressor Control Components/Thermostatic Switch
Page 36
COMPRESSOR CONTROL COMPONENTS CON’T

Low Pressure Switch
The low pressure switch is used to prohibit compressor operation when the system pressure
is low. This happens primarily when there has been a loss of refrigerant. A loss of refrigerant
can cause low system pressure. Under such conditions the compressor is shut off to avoid
damage due to the oil loss that occurs when the refrigerant is not circulating through the
system. Another condition is when the ambient air temperature is low. The refrigerant
pressure is low due to the pressure temperature relationship of refrigerant. The compressor
will not operate during cold weather.
This switch is located on the low pressure or suction line near the compressor and is normally
closed allowing compressor operation. On M1114 and M1116 vehicles, this switch will open
when pressure falls below 8 psi preventing compressor operation then close when pressure
increases to above 25 psi.
Figure 31. Compressor Control Components/Low Pressure Switch
Page 37
WATER CONTROL VALVE

Some vehicles are equipped with a water control valve located in the heater inlet hose (see
Figure 32). The valve consists of a tube, a piston assembly, and either a vacuum diaphragm
or an electrical or mechanical solenoid. On most applications, the water valve is closed when
air conditioning controls are set for maximum cooling.
Figure 32. Water Control Valve
Page 38
A/C TROUBLESHOOTING
FOR THE M1114 AND M1116
INTRODUCTION
This section is for diagnosing and correcting A/C problems on the M1114 and M1116 model
HMMWV’s. In most instances when a unit is brought in for an air conditioning problem, the
complaint will be insufficient cooling or “Lack of cooling.” It will then be the technicians first
task to determine why the A/C is not working efficiently. Start with a good visual inspection of
the system while the engine is not running and again after the engine is running. With engine
off, inspect all refrigerant lines to and from the compressor. Look for wet or oily spots. Make
sure there are no kinks or restrictions in any of the refrigerant lines. Visually inspect the com-
pressor and check that the drive belt is on and the clutch is dry. At times an oily or wet spot
will appear on the inside of the hood in the area of the A/C compressor. This is an indication
of a compressor seal leak. Start the engine and turn the A/C on. Give the system a few min-
utes to stabilize. Note the sight glass for indications of low refrigerant. Check the refrigerant
lines again. System operation can be checked by touching the refrigerant lines. The high side
of the system should be uniformly hot to the touch while the low side of the system should be
uniformly cool to the touch. At times a restriction can be found by touching the line. The line
will have a definite temperature change in area of restriction. It will feel warm before and then
cooler after a restriction. At times a line will show condensation or frost in area after a restric-
tion. Restrictions in condensers can be found in this same manner. Check area’s around con-
denser and evaporator fins to make sure that air flows through without restrictions from dirt
and debris. Air must flow freely through these for system to operate efficiently. Also confirm
that the fan motors are operating on both of the evaporators and the condenser. Then turn off
engine and prepare to connect pressure gauges.
WARNING
Follow all safety precautions when servicing air conditioning systems and
working with R-134a Freon.
Page 39
SYSTEM PERFORMANCE EVALUATION

Attach a manifold gauge set to the system, (TM 9-2320-387-24-2 para. 25-15). Open doors
and set idle to 1500 rpm. Turn A/C switch to ON and blower motor switch to the HIGH position.
Allow system to stabilize. Measure air temperature at center air duct. Normal air temperature
will be 4° to 100°C (40°–50°F) when the ambient temperature is 21°C (70° F) and humidity is
low. If the ambient temperature is higher and the relative humidity is higher, the duct outlet
temperature will also be higher. This is normal. Refer to table 14-2 for Temperature and
humidity effect on normal air duct temperature. Ambient temperature will also have an effect
on the normal high and low pressure readings. An insufficient charge will be indicated by both
high and low gauges reading below normal.
The front receiver drier has a sight glass on the top. The liquid refrigerant can be observed as
it enters the drier. This is used to indicate the condition of the refrigerant charge. If the sight
glass is clear it indicates system is completely charged or a complete lack of refrigerant. Foam
or a stream of bubbles indicates system is low on refrigerant. Oil streaks are also a sign of
lack of refrigerant. Systems with R-134a leave slight streaks from the oil. This is normal.
By attaching a manifold gauge set, operation of the HMMWV M1114 & M1116 system can be
monitored. The low side pressures should be between 28 and 36 psi. High pressures will fluc-
tuate. High side pressure will gradually increase to 228 psi turning the condenser fans on. As
the fans draw heat from the condenser coils, pressures gradually fall to approximately 185 psi.
which causes the fans to turn off. Then the cycle repeats. Ambient temperatures will change
the low side readings. Warmer temperatures will cause the pressures to be on the higher side
of the normal scale.
REFRIGERANT AND LUBRICATION

The proper refrigerant charge for M1114 & M1116 vehicles is 3 lbs. 4 oz. of R134a refrigerant.
Other systems will hold different amounts. Refer to the technical manual for the correct
amount.
During A/C operation there is a small amount of oil located in each system component. There
is no need to check the oil that is in the system but if a component is replaced, oil must be
added to replace that which was removed during replacement of the component. The system
holds approximately 6 oz. of PAG (Polyalkaline Glycol) oil. A breakdown of oil throughout the
system is as follows. (values are approximate).
Evaporator. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.0 oz. oil
Condenser. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.0 oz. oil
Receiver-drier . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.0 oz. oil
Compressor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.5 oz. oil
Lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.5 oz. oil
Page 40
A/C Troubleshooting for the M1114 and M1116
COMPRESSOR DOES NOT OPERATE

NOTE
The A/C switch and blower motor switch must be ON and ambient temperature
above 36° for A/C system to operate.
1. With engine OFF, install A/C Manifold

Gauge Set.
Start engine. Turn A/C switch to ON
and set blower switch to HIGH. Allow
system to stabilize.
Does low side pressure indicate 30–
45 psi and high side pressure indi-
cate 180–230 psi.?
YES NO
2. With engine running at normal oper- Refrigerant level is low. System must
ating temperature, check volt meter. be discharged, evacuated and checked
Is volt meter in the green? for leaks per TM 9-2320-387-24-2.
NO YES
3. With engine running set blower Continue with A/C servicing per TM 9-
switch on HIGH and A/C switch ON, 2320-387-24-2.
does the rear evaporator blower
operate?
YES NO
4. CAUTION: DISCONNECT GLOW Go to Step 8.
PLUG CONTROLLER TO PRE-
VENT DAMAGE TO GLOW PLUGS.
Turn rotary switch to RUN, engine
OFF. Turn A/C switch ON and set
blower motor switch to HIGH.
Check voltage at green wire from low
pressure switch to compressor
clutch.
Does voltage indicate 23–25.5 volts?
YES
NO
Compressor clutch coil is defective or
wire to clutch is open or shorted.
Continue to step #5.
Page 41
COMPRESSOR DOES NOT OPERATE CONT’D

CAUTION
When rotary start switch is set to RUN and engine is OFF, the glow plug
controller must be disconnected to prevent damage to the glow plugs.
5. Turn rotary switch to RUN, engine

OFF. Turn A/C switch ON and set
blower motor switch to HIGH.
Disconnect blue and green wire con-
nector at trinary switch. Check volt-
age at blue wire.
Does voltage indicate 23–25.5 volts?
NO YES
6. Turn rotary switch OFF. Disconnect Go to step 7.

wires at thermostat switch. Use a
DVOM to check for continuity
between switch terminals.
Does the DVOM indicate continuity?
NO YES
7. Turn rotary switch to ON, engine Reconnect thermostat switch wires and
OFF. Remove connector from low continue with step 7.
pressure switch. Check voltage at
green lead from trinary switch.
Does voltage indicate 23–25.5 volts.
YES NO
Low pressure switch is open. Replace Trinary switch is open. Replace trinary
low pressure switch. switch.
END OF TESTING! END OF TESTING!
Page 42

CAUTION
8. Turn rotary switch to the RUN posi-
tion with A/C switch ON and blower
motor switch set to HIGH.
Disconnect wire connector with blue
and white wires at rear blower
Does voltage indicate 23–25.5 volts
at blue and white wires at connector?
NO YES
9. Remove relay cover. Go to: Rear Evaporator Does Not

Turn rotary switch to the RUN posi- Operate
Disconnect red wire at circuit breaker
going to clutch relay.
Does voltage at stud of circuit
breaker indicate 23–25.5 volts?
Is voltage present at blue wire on circuit
YES breaker
NO
Proceed to Step 10. NO YES
Check for voltage at red ignition wire Replace circuit breaker.

on alternator.
YES NO
Repair blue wire at circuit breaker. Repair ignition circuit.
END OF TESTING!
END OF TESTING!
Page 43

CAUTION

Does voltage on yellow wire at
clutch relay indicate 23–25.5 volts?
NO YES
11. Remove A/C switch per TM. Do Go to Step 12.

not remove wire leads.
Turn rotary switch to ON.
Does voltage on red wire at rotary
switch indicate 23–25.5 volts?
NO YES
Turn rotary switch to ON. Repair red wire from clutch relay to
Does voltage on yellow wire at rotary switch.
switch indicate 23–25.5 volts?
END OF TESTING!
NO YES
Repair yellow wire from clutch relay to Replace rotary switch.

rotary switch.
Page 44

CAUTION

Does yellow/brown wire at clutch
relay indicate 23–25.5 volts.
YES NO
13. Turn rotary switch to the RUN posi- Replace Clutch relay.
END OF TESTING!
Does blue wire at controller indi-
cate 23–25.5 volts.
YES NO
14. Remove yellow/brown wire from Repair blue wire or open for short from
controller. blower switch.
Turn rotary switch to the RUN posi-
tion with A/C switch ON and blower END OF TESTING!
Use a jumper wire to jump yellow/
brown wire to ground.
Does compressor clutch engage
and rear blower operate?
YES NO
Controller is bad. Replace controller. Clutch relay is bad. Replace clutch

relay.
END OF TESTING!
END OF TESTING!
Page 45
CONDENSER FANS DO NOT OPERATE

NOTE
The A/C switch and blower motor switch must be ON and ambient temperature above
36° for A/C system to operate.
1. With engine OFF, install A/C Manifold

Gauge Set.
Start engine. Turn A/C switch to ON
and set blower motor to HIGH. Allow
system to stabilize.
2. Does low side pressure indicate 30–

45 psi and high side pressure indi-
cate 180–230 psi.?
YES NO
3. Confirm operation of condenser cool- Refrigerant level is low. System must

ing fans. be discharged, evacuated and checked
Do condenser cooling fans turn ON for leaks per TM 9-2320-387-24-2.
when high side pressure is approxi-
mately 228 psi., and turn OFF when
pressures fall below 185 psi.
NO YES
System is operating correctly.
Proceed to step 4. END OF TESTING!
Page 46

CAUTION
4. Engine OFF. Turn rotary switch to
RUN, A/C switch ON and blower
switch to HIGH.
Does voltage indicate more than 20
volts at black and white wire connec-
tor on trinary switch.
YES
Turn rotary switch to OFF. Check black

wire at trinary switch for continuity to
ground.
NO YES
Repair black wire. Go to step 5.
END OF TESTING
NO
5. Use a jumper wire to jump the black/

white wire from trinary switch to
black wire at the trinary switch con-
nector.
Do condenser fans operate?
NO YES
Trinary switch is bad. Replace trinary

switch
Proceed to step 6.
END OF TESTING!
Page 47

CAUTION
6. With jumper wire still installed per
step 5, check for voltage at con-
denser fans.
Do blue wires indicate 23–25.5 volts.
NO YES
Turn rotary switch to OFF. Check black

wires at condenser fans for continuity to
ground.
NO YES
Fan motors inoperative. Repair ground wire.

Replace fan motors.
END OF TESTING! EMD OF TESTING!
7. Remove relay cover.

Turn rotary switch to the RUN posi-
Is voltage present at blue/red wire
going to condenser fan relay.
NO YES
Condenser fan relay is bad. Replace

relay.
Proceed to step 8.
END OF TESTING!
Page 48

CAUTION
controller must be disconnected to prevent damage to the glow plugs

switch to HIGH.
Is voltage present at red wire on con-
denser fan relay.
YES NO
9. Use a jumper wire to jump red wire Repair red wire from circuit breaker to
and blue wire at condenser fan relay. condenser fan relay.
Do condenser fans operate? END OF TESTING!
YES NO
Condenser fan relay is bad. Replace Blue wire from condenser fan relay
condenser fan relay. motors is open or shorted. Repair blue
wire.
Page 49
REAR EVAPORATOR/BLOWER DOES NOT OPERATE

(FRONT BLOWER OPERATES)
1. Start engine. Turn A/C switch ON

and blower motor switch to HIGH.
Does compressor clutch engage?
YES NO
Blue wire from condenser fan relay

motors is open or shorted. Repair blue
Proceed to step 2. wire.
END OF TESTING!
CAUTION
controller must be disconnected to prevent damage to the glow plugs

RUN, A/C switch to ON and blower
motor switch to HIGH.
Does voltage on blue/white wire at
connector to rear blower indicate 23–
25.5 volts.
YES NO
Blue wire from condenser fan relay

motors is open or shorted. Repair blue
wire.
END OF TESTING!
Proceed to step 3.
Page 50
REAR EVAPORATOR/BLOWER DOES NOT OPERATE

(FRONT BLOWER OPERATES)
CAUTION
3. Remove relay cover.
Engine OFF. Turn rotary switch to
Is voltage present at blue/red wire
going to condenser fan relay.
YES NO
4. Remove relay cover. Repair blue/red wire from clutch relay to
Engine OFF. Turn rotary switch to rear blower relay.
motor switch set to HIGH. END OF TESTING!
Use a jumper wire to jump blue/white
wires at rear blower relay.
Does rear blower operate?
YES NO
Rear blower relay not operating. Check Repair open or short in blue/white wire
and repair ground connection or from wire splice through relay to rear
replace relay. blower motor.
Page 51
Page 52
COMPONENT LOCATIONS
A/C Switch: In center of front A/C duct.
Blower Motor/Front: Right side of front dash.
Blower Motor/rear: Above left rear passenger seat.
BlowerSwitch: Right side of instrument cluster.
Circuit Breaker: Under panel right front passenger compartment.
Compressor: Right front of engine. Driven by serpentine belt.
Compressor Clutch Relay: Under panel right front passenger compartment.
Condenser Fans: On condenser left rear above fender.
Condenser Fan relay: Under panel right front passenger compartment.
Controller: Under panel Right front passenger compartment.
Evaporator: Right side of front cowl.
Receiver Drier: Right front engine compartment near A/C compressor.
Rear Blower Relay: Under panel right front passenger compartment.
Low Pressure Switch: On low pressure or suction line near compressor.
Thermostat Switch: On Evaporator lower right.
Trinary Switch: On top of receiver drier.
Page 53
ENGINE COMPARTMENT COMPONENTS
LOW PRESSURE
SWITCH
HIGH PRESSURE
SWITCH
TRINARY
SWITCH
RECEIVER
DRIER
Page 54
FRONT PASSENGER COMPARTMENT RELAY PANEL REMOVED
CIRCUIT CONDENSER
BREAKER FAN RELAY
REAR EVAPORATOR
BLOWER RELAY
CONTROLLER
COMPRESSOR
CLUTCH RELAY
Page 55
CONDENSER
FAN
CONNECTORS
Page 56
REAR EVAPORATER BLOWER
FAN
CONNECTOR
Page 57
REFRIGERANT FLOW DIAGRAM
RECEIVER
DRIER
HIGH PRESSURE
VAPOR
HIGH PRESSURE
LIQUID
FRONT
EVAPORATOR
HEATER
WATER CONTROL
VALVE
WATER
HEATER LINES
COMPRESSOR
LOW PRESSURE
VAPOR
REAR
EVAPORATOR
HIGH PRESSURE
LIQUID
CONDENSER RECEIVER
DRIER
Page 58
BLOWER
SWITCH FRONT
HI BLOWER
+24V
14 BLU 14 BLK
OFF M
14
LO
BLU
REAR
BLOWER REAR CONDENSOR
RELAY BLOWER
14
FAN
BLU
BLU/WHT BLU/WHT BLU BLU BLU
M M
BLK BLK BLK BLK
SCHEMATIC DIAGRAHM
14
BLU
BLK
BLK
BLU BLU
M
14 BLU/RED
CONDENSOR
14
14 BLU/RED FAN
BLU
CONTROLLER
TRINARY SWITCH
14 14 ON DRIER
14 YEL/BRN YEL/BRN BLK 14 BLU RED/WHT BLU/RED BLK
14
BLK/WHT BLU/WHT
14 BLU 14 BLU/RED
A/C SWITCH THERMOSTAT LP SWITCH
CLUTCH
FRT EVAP CASE SUCTION LINE
14 GRN
RELAY
BLK/WHT
16 YEL 14 BLK
14 BLU 14 BLU 14 BLU 14 BLU 14 BLK
14 RED
CONDENSER
SPLICE FAN RELAY
16 RED
16 RED 16 RED A/C CLUTCH
14 GRN
14 RED
14 GRN BLK
AUTOMATIC
CIRCUIT BREAKER
+24VDC RED
IGN
Air Conditioning Wiring Diagram
Models Used HMMWV 1114, 1116
Page 59
Page 60
GLOSSARY OF TERMS
Air Conditioning. Control of the tempera- Change of State . Rearrangement of the

ture, humidity, cleanness, and movement of molecular structure of matter as it changes
air. between any two of the three physical states
(solid, liquid, or vapor).
Air Outlet Valve. A movable door in the ple-
num blower assembly that directs air flow Charging. The process of placing a “charge”
either into the heater core or into duct work of refrigerant or refrigerant oil into the sys-
that leads to the evaporator. tem.
Ambient. Air outside the car. Chemical Instability. An undesirable condi-
tion caused by the presence of contaminants
Ambient Compressor Switch. Energizes
in a refrigeration system. Refrigerant is a sta-
the compressor clutch when the outside air
ble chemical by itself but in contact with con-
temperatures are 0°C (32°F) or above; simi-
taminants may break down into harmful
larly, the switch turns off the compressor
chemicals.
when air temperatures drop below 0°C
(32°F). Clutch. A coupling which transfers torque
from a driving to a driven member when
Atmosphere. Air.
desired. The compressor clutch delivers
Atmospheric Pressure. Air pressure at a torque transmitted from the engine through a
given altitude (14.69 pounds per square inch drive belt, causing the compressor drive
at sea level). Atmospheric pressure shaft to rotate.
decreases as altitude increases.
Cold. The absence of heat. An object is con-
Automatic Control. A thermostat on the sidered cold to the touch if it is less than
instrument panel. The dial can be set at a 98.6°F (body temperature).
comfortable level and the device will serve
Compressor. Component of refrigeration
the passenger by controlling the air flow and
system that pumps refrigerant and that
temperature automatically.
increases the pressure and temperature of
BTU (British Thermal Unit). The amount of refrigerant vapor.
heat necessary to raise one pound of water
Condensate. Water taken from air. It forms
through one degree Fahrenheit.
on the exterior surface of the evaporator.
By-Pass Control Valve. Same as “Hot Gas
Condensation. Act of changing a vapor to a
By-Pass Valve”.
liquid.
Center Mount Components. Installation of
Condenser. Component of refrigeration
Heating and air conditioning which has the
system in which refrigerant vapor is changed
evaporator mounted in the center of the fire-
to a liquid by the removal of heat.
wall on the engine side. The heater is
installed directly to the rear, in the passenger Conditioned Air. Cool, dry, clean air.
compartment.
Page 61
Conduction. Transmission of heat through a Discharge Line. Connects the compressor

solid. outlet and the condenser inlet. High-pres-
sure refrigerant vapor flows through this line.
Contaminants. Anything other than refriger-
ant, and refrigerant oil that is in a refrigera- Discharge Pressure. Pressure of refriger-
tion system, such as; rust, dirt, moisture, and ant being discharged from the compressor.
air. Evaporation. Changing from a liquid to a
Convection. The transfer of heat by the cir- vapor.
culation of a vapor or liquid. Evaporator. Component of an air condition-
Cooling Coil . Same as evaporator. ing system which conditions the air. Refriger-
ant liquid is changed into a vapor in this com-
Customer System. Deluxe air conditioner
ponent.
that uses both outside and inside air. The air
distribution duct and outlets are built into the Expansion Valve. Same as “Thermostatic
instrument panel. Air temperature is con- Expansion Valve.”
trolled by a hot gas bypass valve, suction Flush. To remove solid particles such as
throttling valve or air mixture valve. metal chips and dirt refrigerant passages are
Cycle. See “Refrigeration Cycle.” purged (flushed) with a flushing agent (Nitro-
gen). Exterior surfaces of system compo-
Cycling Clutch System. A term referring to
nents are flushed with water or an accept-
air conditioners in which conditioned air tem-
able solvent.
perature is controlled by the engaging and
disengaging of the compressor. Freeze Protection. Controlling the evapora-
tor temperature so that moisture on its sur-
Desiccant. A drying agent used in the refrig-
face will not change to ice and block air flow.
eration system to remove moisture. It is
located in the receiver-dehydrator. Gauge Set. One or more instruments
attached to a manifold (a pipe fitting with sev-
Diagnosis. The procedure that is followed in
eral outlets for connecting pipes) and used
locating the cause of malfunction.
for measuring pressure.
Dichlorodifluoromethane. See “Refriger-
Head Pressure. Same as “Discharge Pres-
ant 12.”
sure.”
Discharge. To bleed some or all refrigerant
Heater Core. A water-air heat exchange
from a system by opening a valve or connec-
which provides heat for the passenger com-
tion and permitting the refrigerant to escape
partment.
slowly.
High Load Condition. Refers to those
Discharge Air. Conditioned air as it passes
times when an air conditioning system must
through outlets and enters the passenger
operate continuously at maximum capacity
compartment.
to provide the cool air required, such as at
high temperature and high humidity
Page 62
Glossary of Terms
High Pressure Lines. Lines from the com- flows through this line.
pressor outlet to the thermostatic expansion
Low-Pressure Line. Same as “Suction
valve inlet that carry high-pressure refriger-
Line.”
ant. The two longest high pressure lines are
the “discharge” and “liquid” lines.' Low-Pressure Vapor Line. Same as “Suc-
tion Line.”
Discharge Side. That portion of the refriger-
ation system under high pressure, extending Low Side. Same as “Suction Side.”
from the compressor outlet to the thermo- Moisture. Humidity, dampness, wetness, or
static expansion valve. very small drops of water in the air.
Drying Agent. Same as “Desiccant.” Muffler. Device to minimize pumping
Equalizer Line. Line or connection used sounds from the compressor.
specifically for obtaining required operation Oil Bleed Line. Insures positive oil return to
from certain control valves. Very little if any compressor at high compressor speed and
refrigerant flows through this line. under low charge conditions.
Evacuate. To create a vacuum within a sys- Oil Injection Cylinder. A cylinder contain-
tem. ing a measured quantity of refrigerant oil
High Pressure Vapor Line. Same as “Dis- added when servicing the air conditioning
charge Line.” system.
High Side. Same as “Discharge Side.” Operational Test. Same as “Performance

Test.”
High Side Pressure. Same as “Discharge
Pressure.” Performance Test. Taking temperature and
pressure readings under specified condi-
Humidity. See “Moisture Instability” See
tions to determine if an air conditioning sys-
“Chemical Instability.”
tem is operating satisfactorily.
Latent Heat. Amount of heat required for a
Plenum Blower Assembly. Air passes
change of tent heat of vaporization is the
through this assembly on its way to the evap-
amount of heat to change a liquid to a vapor.
orator. It is located on the engine side of the
Leak Detector. Equipment for locating an fire wall and contains air ducts, air valves,
opening where the refrigerant may escape. and a blower that permits selection of air
The three common types of detectors are the from the outside or inside of the car and
alcohol torch, gas torch, and electronic directs it either to the evaporator core or to
detector. the heater core.
Liquefier. Same as “Condenser.” Pressure. Force per unit of area. The pres-
Liquid Line. Connects the receiver-dehy- sure that refrigerant exerts within the system
drator outlet and the thermostatic expansion is indicated on gauges in pounds per square
valve inlet. High pressure liquid refrigerant inch.
Page 63
Pressure Line. See “Discharge Line.” All Radiation. One of the processes by which
refrigerant lines are under pressure. energy is transferred. Heat energy from the
sun's rays, for example, raise the tempera-
Pressure Sensing Line. Prevents the com-
ture of the passenger compartment.
pressor suction pressure from dropping
below a predetermined pressure, by opening Receiver Dehydrator. A container for stor-
the thermostatic expansion valve, allowing ing liquid refrigerant from the condenser. A
liquid refrigerant to flood through the evapo- sack of desiccant in this container removes
rator. small traces of moisture that may be left in
the system after purging and evacuating.
PSIG. Pounds per square inch of gauge
pressure.
Purge. To remove moisture and air from a
system or a compound by flushing with a dry
gas, such as nitrogen.
Page 64

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5715752

M1114 and M1116

Copyright© 1999, AM General Corporation

Figure 1. Principles Behind Automotive Air Conditioning Systems

AIR CONDITIONING AND COMFORT

Figure 2. Functions of the A/C System

RELATIVE HUMIDITY AND COMFORT

COMFORT LEVEL IS THE SAME

NEW YORK WEATHER

Figure 3. Comfort Is a Combination of Temperature and Humidity

HEAT VS. TEMPERATURE

COFFEE CUP AT 71˚C (160˚F˚) COFFEE POT AT 71˚C (160˚F˚)

Figure 5. Heat and Temperature and Temperature vs. Quality of Energy

HEAT FLOWS FROM HEAT FLOWS UNTIL

Figure 6. Heat Transfer Equalizes Temperatures

HEAT TRANSFER WITHIN AN ENGINE COOLING SYSTEM

Figure 7. Heat Transfers in an Engine Cooling System

MEDIUMS OF HEAT TRANSFER

Figure 8. Mediums of Heat Transfer

STATES OF MATTER: SOLID, LIQUID. GAS

VAPOR REFRIGERANT LIQUID

Refrigerant Changes States Changes in States of Matter

Figure 9. States of Matter / Solid, Liquid, Gas

LATENT HEAT AND THE VAPORIZATION OF LIQUIDS

Figure 10. Heat of Vaporization

VAPORIZATION AND CONDENSATION

Figure 11. Vaporization and Condensation

THE PRESSURE-TEMPERATURE RELATIONSHIP OF HEAT AND GASES

1524 M (5000 FT)

LATENT HEAT EXCHANGE IS THE SAME AMOUNT AT BOTH ALTITUDES BUT

Figure 12. Pressure-Temperature Relationship of Heat and Gases

BOILING POINT OF FLUIDS UNDER PRESSURE

SEALED COOLING PRESSURE

WATER TEMPERATURE WATER BEGINS

WATER DOESN’T BOIL

Figure 13. Boiling Point of Fluid Under Pressure

EFFECT OF PRESSURE ON GASES AND VAPORS

Figure 14. Effect of Pressure on Gases and Vapors

REFRIGERANTS FOR HEAT TRANSFER

R-134A – R-12 TEMPERATURE/PRESSURE RELATIONSHIPS

R-134A AUTOMOTIVE R-12 AUTOMOTIVE

CONDENSER temperatures are not ambient temperatures. Add to ambient

Conditions will vary for different system configuration

Figure 15. Temperature-Pressure Relationships (Approximate)

CONTROLLING REFRIGERANT FLOW

HIGH -PRESSURE VAPOR

CONTROLLING REFRIGERANT IN THE A/C SYSTEM

HIGH AND LOW-PRESSURE AREAS

• Feel - High-side tubing is hotter than low-side tubing.

• Refrigerant temperature - Various methods can be used to determine refrigerant

Inside an operating A/C system, the following process continuously occurs:

• As the refrigerant vaporizes, it expands and increases low-side pressure. This

FACTORS AFFECTING HEAT TRANSFER EFFICIENCY

MANIFOLD GAUGE SET

CONNECTING THE MANIFOLD GAUGE SET

5. The high and low-side pressures can now be monitored.

Figure 17. Manifold Gauge Set

BASIC REFRIGERATION CYCLE

THESE THREE COMPONENTS

Figure 18. Basic Refrigeration Cycle

TXV TRINARY SWITCH

Figure 19. Typical Refrigerant System Components

R-4 WITH V-GROOVE R-4 WITH SERPENTINE

Figure 20. Types of Compressors Currently Used by AM General