engine ASTON MARTIN DB7 1997 Owner's Manual
[x] Cancel search | Manufacturer: ASTON MARTIN, Model Year: 1997, Model line: DB7, Model: ASTON MARTIN DB7 1997Pages: 421, PDF Size: 9.31 MB
Page 284 of 421
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Air Conditioning
System Description
System Description
The in-car temperature and humidity are regulated by the electronically controlled air conditioning system. The
system comprises four subsystems:
• heater matrix, supplied with water from the engine cooling system
• refrigeration
• vacuum
• electronic control
Apart from the ambient temperature sensor and the aspirated in-car temperature sensor, most of the components
are housed in the air conditioning unit (Fig. 1) situated behind the dash board, or in the engine compartment.
Figure 1.
Key to Fig. 1 - Left Hand Air Conditioning Unit
1.
Upper feedback potentiometer
2.
Water temperature switch
3. Lower feedback potentiometer
4.
Vacuum valve block
5. Vacuum restrictor
6. Condensate drain tube
Figure 2.
Key to Fig. 2 - Right Hand Air Conditioning Unit
1.
Upper servo motor
2.
Electronic control module
3. Lower servo motor
4.
Evaporator sensor
5. Condensate drain tube
Special Servicing Tools and Equipment
1 PDU system
1 Charging station
1 Leak detector
1 Temperature test box
1 Sanden compressor service tool kit
1 CM Type compressor service tool kit
1 Digital voltmeter
1 Multimeter
May 1996 8-7
Page 288 of 421
^7
Air Conditioning
Temperature Distribution System
Air Conditioning Function Switch
When AC, DEM or Re-circulation ^v is selected the system engages the Air conditioning compressor using the
electromagnetic clutch. The in-car temperature is automatically corrected to the pre selected level by the system
sensors.
When MAN (manual mode) is selected it provides the operator selection of fan speed and in-car temperature
selection facilities. The in-car temperature is not thermostatically corrected to a predetermined level by the system
sensors.
When ECO is selected the system is in economy mode which allows the fan speed and heating levels to be selected
but gives no cooling. The air conditioning compressor is not engaged putting a minimum load on the engine.
When manual re-circulation is selected the blower flaps are closed and only that air which is in the vehicle is re
circulated.
When the ignition is turned off the blower flaps revert to the fresh air position.
Refrigeration Cycle
The Compressor draws low pressure refrigerant from the evaporator and by compression, raises refrigerant
temperature and pressure. High pressure, hot vaporised refrigerant enters the Condenser where it is cooled by the
flow of ambient air. A change of state occurs as the refrigerant cools in the condenser and it becomes a reduced
temperature high pressure liquid.
Figure 5.
1.
2.
3.
Compressor
Condenser
Receiver-Drier
4.
Expansion Valve
5. Evaporator
6. Triple Pressure Switch (Trinary switch)
May 1996 8-11
Page 292 of 421
Air Conditioning
Functional Check
Functional Check
This functional check procedure is provided as a simple system validation and is structured to augment the Portable
Diagnostic Unit (PDU).
Stage 1 (Cold engine only, if not proceed to Stage 2)
Procedure Normal System Reaction
1.
Ignition ON
Select MIN temperature, MAN, speed 3, Mid face.
(Engine Stationary) Fans Start
2.
Select MAX temperature Fans continue to run
3. Ignition OFF
Select MAX temperature and defrost
Ignition ON Fans start at maximum speed
4.
Select fan speed
1
Fan speed adjusts accordingly - system OK
Stage 2
Procedure Normal System Reaction
1.
Start up engine and warm up
Select fan speed 1, MAN, MAX TEMPERATURE
and mid face
2.
Open all vents Fans start after 3 seconds
2.
Select fan speed 2 Fan speed increases then stabilises
3. Select fan speed 3 Fan speed increases then stabilises
4.
Select defrost Fan speed steady at high
All air at screen and dash end
5. Re-select fan speed 1
Select AUX ignition key position
6. Slowly select MIN temperature Solenoids switch 1. centre vent
2.
water valve
3. Re-circulation
7. Re-select MID temperature
8. Select DEM Solenoid clicks
Air at screen
9. Select manual re-circulation Solenoid click
10.
Check flap for position
11.
Run Engine to normal temperature
12.
Select: MAN, 3/4 MAX heat and fan speed 2 Air from door vents
cool,
air temp from foot outlet slightly warm
13.
Select MAX temperature and air differential to hot face All vent outlets max temp except screen vent
14.
Select temperature
approx. 1/4 MAX heat and mid face level Cool air from centre vents
15.
Select MIN temperature Blower flaps at re-circulation position
All outlets blowing cold air except screen vent
May 1996 8-15
Page 293 of 421
Air Conditioning //—^ ^ci^^ • ^ ^
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Procedure Normal System Reaction
16.
Select ECO Blower flaps revert to fresh air position
17.
Select AC Engine revs change then stabilise
18.
Select fan speed 3 Small increase in fan speed
19.
Select fan speed 2 Fan speed lower
Centre vent and dash end cold
footwell cool
20.
Select MAX temperature
allow in-car temperature to stabilise Hot air from footwell,
(Passenger side underscuttle panel must be in place) warm from dash end
21.
Select MIN temperature and mid face level System goes to full cooling automatically
Cold air from all vent except from screen vent
Centre vent open
Blower at re-circulation
22.
Select DEMIST and full heat Demist vents open, centre vent closes and
blower flaps revert to fresh air position
System check now complete System good.
Note: A small amount of air will bleed from the
ends
of the
demist-defrost vents
in all
cases,
but there should be no leak along
the length of the vents.
8-16 May 1996
Page 294 of 421
^=2?
Air Conditioning
System Trouble Shooting
System Trouble Shooting
There are five basic symptoms associated with air conditioning fault diagnosis. It is very important to identify the area of
concern before starting a rectification procedure. Spend time with your customer on problem identification, and use the
following trouble shooting guide.
The following conditions are not in order of priority.
No Cooling
1.
Is the electrical circuit to the compressor clutch functional?
2.
Is the electrical circuit to the blower motor(s) functional?
3. Slack or broken compressor drive belt.
4.
Compressor partially or completely seized.
5. Compressor shaft seal leak (see 9).
6. Compressor valve or piston damag^ (may be indicated by small variation between HIGH & LOW side pressures
relative to engine speed).
7. Broken refrigerant pipe (causing total loss of refrigerant).
8. Leak in system (causing total loss of refrigerant).
9. Blocked filter in the receiver drier.
10.
Evaporator sensor disconnected?
11.
Dual pressure switch faulty?
Note:
Should a
leak or low
refrigerant be established as
the
cause,
follow
the procedures
for
Recovery-Recycle
-Recharge,
and
observe all refrigerant and oil handling instructions.
insufficient Cooing
1.
Blower motor(s) sluggish.
2.
Restricted blower inlet or outlet passage
3. Blocked or partially restricted condenser matrix or fins.
4.
Blocked or partially restricted evaporator matrix.
5. Blocked or partially restricted filter in the receiver drier.
6. Blocked or partially restricted expansion valve.
7. Partially collapsed flexible pipe.
8. Expansion valve temperature sensor faulty (this sensor is integral with valve and is not serviceable).
9. Excessive moisture in the system.
10.
Air in the system.
11.
Low refrigerant charge.
May 1996 8-17
Page 299 of 421
Air Conditioning
In Car Controls '^^
Air Conditioning Function Switch
The air conditioning function switch (Fig. 4) has
five positions: Economy (ECO), Air conditioning
(AC),
Manual (MAN), Re-circulation and Demist
(DEM). These settings have thefol lowing functions:
ECO (Economy) Inthissettingtheairconditioning
compressor is switched off. No cooling is
available but incoming air may be heated to
the selected temperature. This mode puts a
minimum load on the engine. Pin 23 at the
ECM is earthed through the switch to select
economy mode.
AC This setting allows the heating and cooling
functions to be performed automatically,
the required in-cartemperature
is
maintained
and the air is dehumidified. Pin 26 at the
ECM is earthed through the switch to select
this mode.
MAN (Manual) In the Manual mode the fan speed
and temperature control can be set at any
level and heating or cooling will be
performed despite the internal temperature
of the car. Pins 26 and 19 at the ECM are
earthed through the switch to select this
mode
V (Re-circulation) With this setting selected
the external air inlets are closed and
conditions are maintained by circulating
the air within the car. Heating and cooling
functions are controlled automatically to
give the required in-cartemperature. Pins 9
and 26 at the ECM are earthed through the
switch to select the manual Re-circulation.
DEM (Demist) Air is directed directly onto the
screen in this mode. Air speed and
temperature depend on the selected fan
screen and in-cartemperature. Heating and
cooling functions are still controlled
automatically to give the required in-car
temperature. Pin 8 and 26 at the ECM are
earthed through the switch to give the
required in-car temperature.
B
liD^
-• 1
-• 2
-• 3
-• 4
-• 5
,'^
1 -• 6
-• 7
-• 8
Figure 4.
Key to Fig. 4
1.
AC signal Pin 26 ECM
2.
MAN signal Pin 19 ECM
3. REC signal Pin 9 ECM
4.
DEM signal Pin 8 ECM
5. Earth-ground Pin 1 ECM
6. Earth-ground Pin 1 ECM
7. AC signal Pin 26 ECM
8. ECO signal Pin 23 ECM
A ECO
B AC
C MAN
D Re-circulation
E DEM
8-22 May 1996
Page 305 of 421
Air Conditioning
Vacuum System •^^
Vacuum System The flaps in the cabin air distribution vents and the
water valve in the pipeline from the engine coolant
system to the heater matrix are all operated by
vacuum actuators. The vacuum forthese
is
supplied
by four solenoids mounted in pairs behind the front
footwell outlets. Each solenoid and its associated
pipe work is identified by a colour:
Defrost
Auto Re-circulation
Water valve
Centre vent
Green
Blue
Red
Black.
The vacuum supply pipes to the re-circulation and
centre vent actuators are fitted with restrictors in
order to slow down the operation of the flaps and
avoid hunting. The re-circulation flaps can take up
to 30 seconds to move to a new position.
Vacuum is piped to the solenoids from the engine
manifold through a reservoir. The solenoids are
energised by signals from the ECM in response to
demand ,sensing and feedback signals.
-T^^^T 2
3
figure 7.
Key
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
to Fig. 1
Vacuum reservoir
Defrost solenoid
Defrost-demist actuator
Restrictors
Centre vent solenoid
Centre vent actuator
Defrost vacuum pipe
Centre vent vacuum pipe
Recirc. solenoid
Recirc actuator
Recirc. vacuum pipe
Water valve solenoid
Water valve actuator
Water valve vacuum pipe
Figure 2.
5
7
10
Key to Fig. 2
1.
Defrost (Green) solenoid
2.
+12V Defrost Input from ECM pin 12
3. Defrost output to ECM Pin 11
4.
Recirc (Blue) solenoid
5. +12V Recirc. input from ECM Pin 3
6. Water valve (Red) solenoid
7. +12V Water valve input from ECM Pin
1
7
8. Centre vent (Black) solenoid.
9. +12V Centre vent input from ECM Pin 18
10.
ECM earth-ground
8-28 May 1996
Page 309 of 421
Air Conditioning
System Fault Diagnosis D^
Mode Switch: Low or Medium Temperature Demand Switch: Mid-Range - Function Switch: AC
10 to 12V
0 to SOOmV
2.875 to 2.895V
0 to 500mV
0 to 500mV
0.6 to 0.9V
1.15 to 1.45V
260 to 460mV
4.5 to 5.5V
0 to 500mV
10.3 to 13.3V
10 to 13V
10 to 13V
0 to 0.5V
0 to 0.5V
0 to 500mV
0 to SOOmV
Recirc. input
Recirc. output
Reference voltage
Defrost output
High speed relays
Lower feedback pot.
Upper feedback pot.
Water temp, switch engine cold
Water temp, switch engine hot
Defrost output
Clutch output- evaporator
above 2.745 V
Right hand Blower feedback
Left hand Blower feedback
Right hand Blower control
Left hand Blower control
Water valve solenoid
Centre vent solenoid
9
3
7
11
16
29
30
21
21
11
20
33
22
32
31
17
18
Mode Switch: (Auto) Low Temperature Demand Switch: Minimum
Face Level to mid-range 28 1.43 to 1.45V
Servo Motors Stopped
Servo motor lower flap 37 0 to 40mV
Servo motor lower flap 41 0 to 40mV
Servo motor upper flap 40 0 to 40mV
Servo motor upper flap 42 0 to 40mV
Lower feedback pot. 29 0 to 0.2V
Upper feedback pot. 30 0 to 0.2V
Mode Switch: Low Temperature Demand Switch: Mid-Position - Function Switch: AC
Temperature demand 35 1.43 to 1.45V
Servo Motors Stopped
Servo motor lower flap 37 0 to 40mV
Servo motor lower flap 41 0 to 40mV
Servo motor upper flap 40 0 to 40mV
Servo motor upper flap 42 0 to 40mV
Lower feedback pot. 29 0.57 to 0.87V
Upper feedback pot. 30 0.6 to 0.9V
Mode Switch: Low Temperature Demand Switch: Maximum - Function Switch: AC
Temp demand 35 2.665 to 3.105V
Lower flap feedback pot 29
Upper flap feedback pot. 30
0.979 to
1.279V
1.518 to 1.9V
Mode Switch: (Auto) Face Level: Cold Face
Differential temp. 28
Lower flap feedback pot. 29
Upper flap feedback pot. 30
2.665 to 3.105V
0.979 to
1.279V
1.340 to
1.640V
8-32 May 1996
Page 311 of 421
Air Conditioning
Refrigeration /s:s^°27
Refrigeration
Safety Precautions
The air conditioning system is designed to use only
Refrigerant E134A (dichlorodifluoromethane). Extreme
care must betaken NOT to use
a
methylchloride refrigerant.
The chemical reaction between methylchloride and the
aluminium parts ofthe compressor results in the formation
ofproductswhich burn spontaneously on exposure toair,
or decompose with violence in the presence of moisture.
The suitable refrigerant is supplied under the following
names.
El 34A KLEA or equivalent
Warning: Take care when handling refrigerant. Serious
damage will occur if it is allowed to come into
contact with the eyes. Always wear with goggles
and gloves when working with refrigerant
First Aid
If refrigerant should come into contact with the
eyes or
skin,
splash the eyes or affected area with
cold water for several minutes. DO NOT RUB. As
soon as possible thereafter, obtain treatment from a
Doctor or an eye specialist.
Good Practice
1.
Protective sealing plugs must be fitted to all
disconnected pipes and units.
2.
Theprotectivesealingpiugsmustremain inposition
on ail replacement components and pipes until
immediately before assembly.
3. Any part arriving for assembly without sealing
plugs in position must be returned to the supplier as
defective.
4.
It is essential that a second backing spanner is
always used when tightening or loosening all joints.
This minimises distortion or strain on components
or connecting hoses.
5. Components must not be lifted by connecting
pipes,
hoses or capillary tubes.
6. Care must be taken not to damage fins on the
condenser or evaporator matrices. Any damage
must be rectified by the use of fin combs.
7. Before assembly oftube and hosejoints, use
a
small
amount of clean new refrigerant oil on the sealing
seat.
8. Refrigerant oil for any purpose must be kept very
clean and capped at all times. This prevents the oil
absorbing moisture.
9. Before assembly the condition of joints and flares
must be examined. Dirt and even minor damage
will cause leaks at the high pressure points
encountered in the system.
10.
Dirty end fitting can only be cleaned using a cloth
wetted with alcohol.
11.
Afterremovingsealingplugsand immediatelybefore
assembly, visually check the bore of pipes and
components. Where any dirt or moisture is
discovered,
the part must be rejected.
12. Ail components must be allowed to reach room
temperature before sealing plugs are removed.
This prevents condensation should the component
be cold initially.
13.
Before finally tightening hose connections ensure
that the hose lies in the correct position, is not
kinked or twisted and will not be trapped by
subsequent operations, e.g., refitting or closing
bonnet.
14.
Check that hoses are correctly fitted in clips or
straps.
15.
The compressor must be stored horizontally with
the sump down. It must not be rotated before fitting
and charging. Do not remove the shipping plate
until immediately before assembly. Always use
new "O" ring seals in those joints that incorporate
them.
"O" ring seals should be coated with
compressor oil before fitting.
16.
Components or hoses removed must be sealed
immediately after removal.
1 7. Afterthe system has been opened the receiver-drier
must be renewed.
18.
Before
testing,
run the engine until normal running
temperature is reached. This ensures that sufficient
vacuum is available for test. For cooling tests the
engine must be running for the compressor clutch
to operate.
8-34 May 1996
Page 312 of 421
'^T?
Air Conditioning
Compressors
Compressors
Compressor Clutch Control
The compressor
pu I
ley
is
driven continuously when
the engine is running. An electromagnetic clutch
allows the compressortobeengagedordisengaged.
The clutch is energised by battery supply voltage
when the clutch relay RF3 is closed by a signal from
the ECM (pin 21) via the engine management
system.
6^
o>o 1
4
Figure 1
Figure 2
Key to Fig. 2
1.
2.
3.
4.
5.
Condenser
Clutch relay supply
Compressor clutch
HSLP switch
Protection diode
Earth-ground
Key to Fig. 1
1.
+ve battery supply
2.
Clutch relay
3. Compressor clutch
4.
Pin 20 ECM supply to clutch relay solenoid
5. Earth-Ground
6. Earth-Ground
Trinary Switch
High Side Low Pressure Switch
The high side low pressure switch (HSLP) is
connected in the earth-ground return lead of the
compressor clutch
coil.
The switch is a function of
the trinary switch and monitors the pressure on the
high side of the refrigeration system. If the pressure
drops below 25 psi (+ 5 psi) the contacts open to de-
energise the clutch coil and disengage the clutch.
Low pressure occurs when there is a fault in the
system,
and the HSLP switch contacts remain open
until the fault has been rectified.
The condenser (Fig, 3) consists of a refrigerant coil
mounted in a series of thin cooling fins to provide
maximum heat transfer in the minimum amount of
space.
It is mounted directly behind the car radiator
and receives the fu
11
flow of ram air induced by the
forward motion of the car and the suction of the
cool ing
fan.
Refrigerant enters the inlet at the top of
the condenser as a high pressure hot vapour. As the
vapour passes down through the condenser coils
cooled by ram air, a large quantity of heat is
transferred to the outside air and the refrigerant
changes to a high pressure warm liquid.
May 1996 8-35