The air temperature controls are divided into 4 primary areas:

HVAC Control Module

The HVAC control module is a class 2 device that interfaces between the operator and the HVAC system to maintain air temperature and distribution settings. The battery positive voltage circuits provide power that the control module uses for keep alive memory (KAM). If the battery positive voltage circuit loses power, all HVAC DTCs and settings will be erased from KAM. The control module supports the following features:

Air Temperature Actuator

The actuators are 2-wire, bi-directional electric motors that share the same common control circuit. When the operator adjusts the actuators, the control module can only operate one actuator at a time due to the shared common control circuit.

The control circuits use either a 0 or 12-volt value to coordinate the actuator movement. When the actuator is at rest, both control circuits have a value of 12 volts. In order to move the actuator, the HVAC control module grounds the appropriate control circuit for the commanded direction. The HVAC control module reverses the polarity of the circuits to move the actuator in the opposite direction. The HVAC control module determines the door position by counting motor pulses on one of the control circuits. These pulses are small voltage fluctuations that occur when the brush is shorted across 2 commutator contacts as the motor rotates. As the actuator shaft rotates, the HVAC control module monitors the voltage drop across an internal resistance to detect the pulses. The HVAC control module converts the pulses to counts with a range of 0-255 counts. The HVAC control module uses a range of 0-255 counts to index the actuator position.

A/C Refrigerant Pressure Sensor

The air conditioning (A/C) refrigerant pressure sensor is a 3-wire piezoelectric pressure transducer. A 5-volt reference, low reference, and signal circuits enable the sensor to operate. The A/C pressure signal can be between 0-5 volts. When the A/C refrigerant pressure is low, the signal value is near 0 volts. When the A/C refrigerant pressure is high, the signal value is near 5 volts.

The A/C refrigerant pressure sensor protects the A/C system from operating when an excessively high or low pressure condition exists. The powertrain control module (PCM) disables the compressor clutch under the following conditions:

Evaporator Low Ambient Protection

The refrigerant temperature at the evaporator air temperature sensor controls cycling of the compressor clutch to prevent freezing of the evaporator core. The compressor is disabled when the temperature goes below 3°C (37°F). The compressor is enabled when the temperature exceeds 4°C (39°F).

Heating and A/C Operation

The purpose of the heating and A/C system is to provide heated and cooled air to the interior of the vehicle. The A/C system will also remove humidity from the interior and reduce windshield fogging. The vehicle operator can determine the passenger compartment temperature by adjusting the air temperature switch. Regardless of the temperature setting, the following can effect the rate that the HVAC system can achieve the desired temperature:

The purpose of the heating and air conditioning (A/C) system is to provide heated and cooled air to the interior of the vehicle. The A/C system will also remove humidity from the interior and reduce windshield fogging. The vehicle operator can determine the passenger compartment temperature by adjusting the air temperature switch. Regardless of the temperature setting, the following can effect the rate that the HVAC system can achieve the desired temperature:

Obtaining proper HVAC maximum cooling operation:

1. Open the windows to allow the escape of hot interior air.
2. Press the A/C button the A/C LED will illuminate on the A/C button.
3. Set the mode switch to any of the mode settings other than A/C Max.
4. Set the fan control to the 5 or high setting.
5. Set the temperature knob to the full cold setting by turning it counterclockwise.
6. After 90 seconds, set the A/C Max mode setting to get Recirculation.
7. Close the windows.

This procedure acts as a purge of the hot passenger compartment air while allowing cool air conditioned air to fill the passenger compartment. One of the other mode settings should be selected once a desired comfort level has been achieved.

The control module makes the following actions when making a climate selection, and an air temperature setting is selected:

Pressing the A/C switch engages the A/C system and illuminates the A/C switch LED. The HVAC control module sends a class 2 request signal to the powertrain control module (PCM). The following conditions must be met in order for the PCM to turn ON the compressor clutch:

Once engaged, the compressor clutch will be disengaged for the following conditions:

When the compressor clutch disengages, the compressor clutch diode protects the electrical system from a voltage spike.

The A/C compressors cycling thresholds for high pressure are:

The A/C compressor cycling thresholds for low pressure are:

The dual zone controls allows for maximum temperature offset and comfort between the driver and rear passengers. It is possible to select maximum airflow over the evaporator core with one dual zone switch along with maximum airflow over the heater core with the other dual zone switch. Each air temperature actuator is independent from the other and the rear passenger location is not limited in it's range of temperature offset.

The purpose of the auxiliary heating and air conditioning (A/C) system is to supply heat or cool air and remove humidity from the rear interior of the vehicle through the front HVAC panel or rear DVD (U32), system if equipped. The rear auxiliary HVAC system will operate with the ignition in the ON position. The optional rear DVD (U32), system allows the back seat passengers to adjust the temperature of the rear flow of air through the overhead console, vehicle entertainment system (VES). The front auxiliary blower switch must be in the AUX position in order to control blower speed from the VES. The A/C function is only available to the auxiliary system when the vehicle is equipped with the optional DVD system (U32), or the auxiliary blower has been set to 1, 2, or 3 fan settings from the front HVAC panel. For maximum cooling operation of the HVAC system set the auxiliary fan control to 0 or OFF if no rear passengers are present. The rear passengers comfort is achieved by setting the auxiliary fan control to the number 3 setting. Setting the auxiliary blower speed to the number 3 setting will allow the rear passengers to receive the maximum air flow.

Engine coolant is the essential element of the heating system. The thermostat controls the normal operating temperature of the engine. The thermostat also creates a restriction for the cooling system that promotes a positive coolant flow and helps prevent cavitation. Coolant enters the heater core through the inlet heater hose, in a pressurized state. The heater core is located inside the HVAC module. The ambient air drawn through the HVAC module absorbs the heat of the coolant flowing through the heater core. The HVAC module distributes heated air to the passenger compartment for consistent passenger comfort. Opening or closing the HVAC module temperature door controls the amount of heat delivered to the passenger compartment. The coolant exits the heater core through the return heater hose and is recirculated back through the engine cooling system.

A/C Cycle with Auxiliary

The auxiliary air conditioning (A/C) system operates from the vehicles primary A/C system. The front A/C system must be ON to allow the auxiliary A/C system to function.

Refrigerant is the key element in an air conditioning system. R-134a is presently the only EPA approved refrigerant for automobile use. R-134a is a very low temperature gas that can transfer the undesirable heat and moisture from the passenger compartment to the outside air.

The A/C compressor is belt driven and operates when the magnetic clutch is engaged. The compressor builds pressure on the vapor refrigerant. Compressing the refrigerant also adds heat to the refrigerant. The refrigerant is discharged from the compressor, through the discharge hose, and forced to flow to the condenser and then through the balance of the A/C system.

Compressed refrigerant enters the condenser in a high temperature, high pressure vapor state. As the refrigerant flows through the condenser, the heat of the refrigerant is transferred to the ambient air passing through the condenser. Cooling the refrigerant causes the refrigerant to condense and change from a vapor to a liquid state.

The condenser is located in front of the radiator for maximum heat transfer. The condenser is made of aluminum tubing and cooling fins, which allows rapid heat transfer for the refrigerant. The semi-cooled liquid refrigerant exits the condenser and flows through the liquid line. The liquid line flow is split and the liquid refrigerant flows to both the front A/C system and to the liquid line for the auxiliary A/C system.

Ambient air is drawn through the auxiliary HVAC module and passes through the evaporator core. Warm, moist air will cause the liquid refrigerant to boil inside of the evaporator core. The boiling refrigerant absorbs the moisture and heat from the ambient air. The refrigerant exits the evaporator through the suction line and back to the front A/C systems suction line. Refrigerant in the front A/C system suction line flows back to the compressor, in a vapor state, and completes the A/C cycle of heat removal. At the compressor, the refrigerant is compressed again and the cycle of heat removal is repeated.

The conditioned air is distributed through the auxiliary HVAC module for passenger comfort. The heat and moisture removed from the rear passenger compartment will also change form, or condense, and is discharged from the auxiliary HVAC module as water.

Refrigerant is the key element in an air conditioning system. R-134a is presently the only EPA approved refrigerant for automotive use. R-134a is a very low temperature gas that can transfer the undesirable heat and moisture from the passenger compartment to the outside air.

A Mitsubishi scroll compressor is used on this model year vehicle. The A/C compressor is belt driven and operates when the magnetic clutch is engaged. The compressor builds pressure on the vapor refrigerant. Compressing the refrigerant also adds heat to the refrigerant. The refrigerant is discharged from the compressor, through the discharge hose, and forced to flow to the condenser and then through the balance of the A/C system. The A/C system is mechanically protected with the use of a high pressure relief valve. If the high pressure switch were to fail or if the refrigerant system becomes restricted and refrigerant pressure continued to rise, the high pressure relief will pop open and release refrigerant from the system.

Compressed refrigerant enters the condenser in a high temperature, high pressure vapor state. As the refrigerant flows through the condenser, the heat of the refrigerant is transferred to the ambient air passing through the condenser. Cooling the refrigerant causes the refrigerant to condense and change from a vapor to a liquid state.

The condenser is located in front of the radiator for maximum heat transfer. The condenser is made of aluminum tubing and aluminum cooling fins, which allows rapid heat transfer for the refrigerant. The semi-cooled liquid refrigerant exits the condenser and flows through the liquid line, to the TXV.

The TXV is located at the evaporator inlet. The TXV is the dividing point for the high and the low pressure sides of the A/C system. As the refrigerant passes through the TXV, the pressure on the refrigerant is lowered. Due to the pressure differential on the liquid refrigerant, the refrigerant will begin to boil at the TXV. The TXV also meters the amount of liquid refrigerant that can flow into the evaporator.

Refrigerant exiting the TXV flows into the evaporator core in a low pressure, liquid state. Ambient air is drawn through the HVAC module and passes through the evaporator core. Warm and moist air will cause the liquid refrigerant boil inside of the evaporator core. The boiling refrigerant absorbs the moisture and heat from the ambient air. The refrigerant exits the evaporator through the suction line and back to the compressor, in a vapor state, and completing the A/C cycle of heat removal. At the compressor, the refrigerant is compressed again and the cycle of heat removal is repeated.

The conditioned air is distributed through the HVAC module for passenger comfort. The heat and moisture removed from the passenger compartment will also change form, or condense, and is discharged from the HVAC module as water.