Climate Control System -- Electric: Other Ford Focus III

Network Message Chart

MODULE NETWORK INPUT MESSAGES - ACCESSORY PROTOCOL INTERFACE MODULE (APIM)

MODULE NETWORK INPUT MESSAGES - POWERTRAIN CONTROL MODULE (PCM)

MODULE NETWORK INPUT MESSAGES - HEATING, VENTILATION, AND AIR CONDITIONING (HVAC) MODULE

MODULE NETWORK INPUT MESSAGES - AIR CONDITIONING CONTROL MODULE (ACCM)

Scheme 46

During stabilized conditions ( A/C system shutdown), the refrigerant pressures are equal throughout the system. When the electric A/C compressor is in operation, it increases pressure on the refrigerant vapor, raising its temperature. The high-pressure and high-temperature vapor is then released into the top of the Air Conditioning A/C condenser core.

The A/C condenser, being close to ambient temperature, causes the refrigerant vapor to condense into a liquid when heat is removed from the refrigerant by ambient air passing over the fins and tubing. The now liquid refrigerant, still at high pressure, exits from the bottom of the A/C condenser and enters the inlet side of the A/C receiver/drier. The receiver/drier is designed to remove moisture and contaminants from the refrigerant system.

The outlet of the receiver/drier is connected to the Thermostatic Expansion Valve (TXV). The Thermostatic Expansion Valve (TXV) provides the orifice, which is the restriction in the refrigerant system which separates the high and low pressure sides of the A/C system. As the liquid refrigerant passes across this restriction, its pressure and boiling point are reduced.

The liquid refrigerant is now at its lowest pressure and temperature. As it passes through the A/C evaporator, it absorbs heat from the airflow passing over the plate/fin sections of the A/C evaporator. This addition of heat causes the refrigerant to boil (convert to gas). The now cooler air can no longer support the same humidity level of the warmer air and this excess moisture condenses on the exterior of the evaporator coils and fins and drains outside the vehicle.

The refrigerant cycle is now repeated with the A/C compressor again increasing the pressure and temperature of the refrigerant.

A thermistor monitors the temperature of the air that has passed through the evaporator core and controls electric A/C compressor speed. If the temperature of the evaporator core discharge air is low enough to cause the condensed water vapor to freeze, the electric A/C compressor reduces it speed.

The high-side line pressure is also monitored so that electric A/C compressor operation will be interrupted if the system pressure becomes too high.

The low-side line pressure is also monitored so that electric A/C compressor operation will be interrupted if the system pressure is determined to be too low (low charge condition).

The electric A/C compressor thermal protection switch will interrupt compressor operation if the compressor housing exceeds temperature limits.

The A/C compressor relief valve opens and vents refrigerant to relieve unusually high system pressure.

Control System Logic

The controls for the climate control system are in one or more locations depending on vehicle option content

1. Dual Automatic Temperature Control (DATC) module
2. Front Display Interface Module (FDIM) (part of Accessory Protocol Interface Module (APIM))

When the Front Display Interface Module (FDIM) touchscreen or voice commands are used and A/C is selected, the Accessory Protocol Interface Module (APIM) sends a function request message over the Infotainment Controller Are Network (I-CAN) to the Instrument Panel Cluster (IPC). The Instrument Panel Cluster (IPC) relays the requests to the Gateway Module (GWM), Body Control Module (BCM) and the Heating, Ventilation, and Air Conditioning (HVAC) module over the Medium Speed Controller Area Network (MS-CAN). The Gateway Module (GWM) sends the requests to the Powertrain Control Module (PCM) over the High Speed Controller Area Network (HS-CAN). The Powertrain Control Module (PCM) sends the request over the High Speed Controller Area Network (HS-CAN) to the Air Conditioning Control Module (ACCM).

When the customer inputs are directly inputted in to the Dual Automatic Temperature Control (DATC) module and A/C is selected, the Heating, Ventilation, and Air Conditioning (HVAC) module sends the request to the Gateway Module (GWM) over the Medium Speed Controller Area Network (MS-CAN). The Gateway Module (GWM) sends the request to the Powertrain Control Module (PCM) over the High Speed Controller Area Network (HS-CAN). The Powertrain Control Module (PCM) sends the request over the High Speed Controller Area Network (HS-CAN) to the Air Conditioning Control Module (ACCM).

Controls and Compressor Cycling

Climate control commands are inputted through the Heating, Ventilation, and Air Conditioning (HVAC) module and on vehicles equipped with Sony® Sound inputs can also be commanded through voice commands or the touch screen.

When the A/C is requested, the Heating, Ventilation, and Air Conditioning (HVAC) module sends the message over the Medium Speed Controller Area Network (MS-CAN) to the Gateway Module (GWM). The Gateway Module (GWM) then forwards the message to the Powertrain Control Module (PCM) over the High Speed Controller Area Network (HS-CAN).

An A/C demand message is sent from the Powertrain Control Module (PCM) over the High Speed Controller Area Network (HS-CAN) to the Air Conditioning Control Module (ACCM) if all of the following conditions are met

1. The Powertrain Control Module (PCM) does not detect excessively high or low refrigerant pressure from the A/C pressure sensors.
2. The Powertrain Control Module (PCM) does not detect an ambient air temperature below approximately 4°C (39.2°F).
3. The Powertrain Control Module (PCM) does not receive a message from the Body Control Module (BCM) detecting an evaporator discharge air temperature below approximately 2°C (36°F).

When the Air Conditioning Control Module (ACCM) receives the A/C demand message, it will engage. Instead of cycling ON and OFF like a traditional A/C compressor, the Powertrain Control Module (PCM) monitors the evaporator discharge temperature from the Heating, Ventilation, and Air Conditioning (HVAC) module to raise or lower the electric A/C compressor speed as required.

The Heating, Ventilation, and Air Conditioning (HVAC) module adjusts the air inlet door depending on the humidity measured by the in-vehicle temperature and humidity sensor. If the vehicle cabin becomes too humid and recirculated air is selected, the Heating, Ventilation, and Air Conditioning (HVAC) module adjusts the air inlet door to allow more fresh air. When the humidity level drops, it may adjust back to partial recirculated air. The Heating, Ventilation, and Air Conditioning (HVAC) module also adjusts the system based on in-vehicle temperature.

The autolamp/sunload sensor supplies information to the Heating, Ventilation, and Air Conditioning (HVAC) module indicating the intensity of the sun on the vehicle and the Heating, Ventilation, and Air Conditioning (HVAC) module adjusts the system based on the intensity.

Air Handling

The defrost mode door, panel/floor mode door, temperature blend door and air inlet mode door actuators are stepper motors. There is no feedback circuit or potentiometer for these actuators. The pins labeled A, B, C and D are for the different phases (coils) of the motor. All the phases for a given motor are fed from a common power lead, the pin labeled Power and the Heating, Ventilation, and Air Conditioning (HVAC) module controls each phase by turning on/off a low side output for the different phases. The motor turns or "steps" through a series of motions to position the actuator. The Heating, Ventilation, and Air Conditioning (HVAC) module tracks the actuator positions by counting steps and periodically calibrates itself so it knows how many steps there are for the full range movement of the actuator. The Heating, Ventilation, and Air Conditioning (HVAC) module sets Diagnostic Trouble Codes (DTCs) by monitoring the current flow through a given phase. If it sees too much current it identifies it as a short circuit. If it does not see any current it identifies it as an open circuit.

When an airflow mode, desired driver or passenger temperature or fresh air or recirculation mode is selected the Heating, Ventilation, and Air Conditioning (HVAC) module drives the actuator motor in the direction necessary to make the actuator position agree with the expected Heating, Ventilation, and Air Conditioning (HVAC) module position to be obtained.

The Heating, Ventilation, and Air Conditioning (HVAC) module sends a Pulse Width Modulated (PWM) signal to the blower motor speed control to control the blower speed. The blower speed control provides variable ground feed for the blower motor. A delay function provides a gradual increase or decrease in blower motor speed under all conditions.

AUTO

When AUTO is selected

1. the Heating, Ventilation, and Air Conditioning (HVAC) system operates in a manner to achieve and maintain the temperature set by the operator.
2. the air inlet door is automatically controlled by the Heating, Ventilation, and Air Conditioning (HVAC) module based on the temperature setting.
3. the mode door is automatically controlled by the Heating, Ventilation, and Air Conditioning (HVAC) module based on the temperature setting.
4. the temperature blend doors are automatically controlled by the Heating, Ventilation, and Air Conditioning (HVAC) module, based on the temperature setting.
5. the A/C compressor is automatically controlled by the PCM , based on target evaporator temperature request sent from the Heating, Ventilation, and Air Conditioning (HVAC) module. The A/C compressor does not operate if the outside temperature is below approximately 4°C (39.2°F).
6. the blower motor speed is automatically controlled by the Heating, Ventilation, and Air Conditioning (HVAC) module based on the temperature setting, but can be manually overridden.

OFF

When OFF is selected

1. the air inlet door closes, preventing outside air and allowing only recirculated air.
2. the blower motor is off.

MAX AC

When MAX A/C is selected

1. the air inlet door closes, preventing outside air and admits only recirculated air.
2. the recirculated air indicator is illuminated (recirculated air forced on).
3. the mode doors direct airflow to the instrument panel registers.
4. the temperature blend doors move to the full cool position. Air temperature can be manually overridden.
5. the A/C button is illuminated.
6. the A/C compressor operates if the outside temperature is above approximately 4°C (39.2°F).
7. the blower motor is commanded to the highest speed. The blower motor speed is adjustable.

PANEL

When PANEL mode is selected

1. the recirculated air request button is enabled. If the recirculated air request button is selected (indicator on), the air inlet door closes, preventing outside air from entering the passenger compartment. If the recirculated air request button is not selected (indicator off), the air inlet door opens, allowing only outside air into the passenger compartment.
2. the mode doors direct airflow to the instrument panel registers.
3. blended air temperature is available. Only when A/C compressor operation has been selected by pressing the A/C button (indicator on) can the airflow temperature be cooled below the outside air temperature.
4. the blower motor is on and the speed is adjustable.

PANEL-FLOOR

When PANEL/FLOOR mode is selected

1. the recirculated air request button is enabled. If the recirculated air request button is selected (indicator on), the air inlet door closes, preventing outside air from entering the passenger compartment. If the recirculated air request button is not selected (indicator off), the air inlet door opens, allowing only outside air into the passenger compartment.
2. the mode doors direct airflow to the floor duct and the instrument panel registers. A small amount of airflow from the side window demisters and defrost duct is present.
3. blended air temperature is available. Only when A/C compressor operation has been selected by pressing the A/C button (indicator on) can the airflow temperature be cooled below the outside air temperature.
4. the blower motor is on and the speed is adjustable. the blower motor is on and the speed is adjustable.

FLOOR

When FLOOR mode is selected

1. the recirculated air request button is enabled. If the recirculated air request button is selected (indicator on), the air inlet door closes, preventing outside air from entering the passenger compartment. If the recirculated air request button is not selected (indicator off), the air inlet door opens, allowing only outside air into the passenger compartment.
2. the mode doors direct airflow to the floor duct. A small amount of airflow from the defroster duct and side window demisters is present.
3. blended air temperature is available. Only when A/C compressor operation has been selected by pressing the A/C button (indicator on) can the airflow temperature be cooled below the outside air temperature.
4. the blower motor is on and the speed is adjustable.

FLOOR-DEFROST

When FLOOR/DEFROST mode is selected

1. the recirculated air request button is enabled. If the recirculated air request button is selected (indicator on), the air inlet door closes, preventing outside air from entering the passenger compartment. If the recirculated air request button is not selected (indicator off), the air inlet door opens, allowing only outside air into the passenger compartment.
2. the mode doors direct airflow to the floor duct, the defroster duct and the side window demisters.
3. blended air temperature is available. Only when A/C compressor operation has been selected by pressing the A/C button (indicator on) can the airflow temperature be cooled below the outside air temperature.
4. the blower motor is on and the speed is adjustable.

DEFROST

When DEFROST mode is selected

1. the recirculated air request button is disabled. The air inlet door opens, allowing only outside air into the passenger compartment.
2. the mode doors direct airflow to the defroster duct and side window demisters. A small amount of airflow from the floor duct is present.
3. the A/C is turned on in defrost. The A/C compressor operates as long as the outside temperature is above approximately 4°C (39.2°F).
4. blended air temperature is available.
5. the blower motor is on and the speed is adjustable.

Heating Ventilation Air Conditioning (HVAC) Module - Dual Automatic Temperature Control (DATC)

For vehicles equipped with Sony® sound, the Dual Automatic Temperature Control (DATC) system uses voice commands or the touchscreen to control the system. For vehicles without Sony® sound, the Heating, Ventilation, and Air Conditioning (HVAC) module is the only control interface. For details on the Heating, Ventilation, and Air Conditioning (HVAC) module communication, refer to CONTROL SYSTEM LOGIC .

The Heating, Ventilation, and Air Conditioning (HVAC) module requires Programmable Module Installation (PMI) when it is replaced.

A/C Low Pressure Sensor

The Powertrain Control Module (PCM) monitors the suction pressure measured by the A/C low pressure sensor. As the refrigerant pressure changes, the resistance of the A/C low pressure sensor changes. It is not necessary to recover the refrigerant before removing the A/C low pressure sensor.

A/C High Pressure Sensor

The Powertrain Control Module (PCM) monitors the discharge pressure measured by the A/C high pressure sensor. As the refrigerant pressure changes, the resistance of the A/C high pressure sensor changes. It is not necessary to recover the refrigerant before removing the A/C high pressure sensor.

In-Vehicle Temperature and Humidity Sensor

The in-vehicle temperature and humidity sensor contains a thermistor and a sensing element which separately measure the in-vehicle air temperature and humidity and sends those readings to the Heating, Ventilation, and Air Conditioning (HVAC) module. The in-vehicle temperature and humidity sensor has an electric fan within the sensor that draws in-vehicle air across the two sensing elements.

The humidity sensor is used by the Heating, Ventilation, and Air Conditioning (HVAC) module to optimize the Air Conditioning Compressor Module (ACCM) operation for reduced electrical system load while maintaining passenger comfort.

Autolamp-Sunload Sensor

The autolamp/sunload sensor supplies information to the Heating, Ventilation, and Air Conditioning (HVAC) module indicating the intensity of the sun on the vehicle.

Evaporator Temperature Sensor

The evaporator discharge air temperature sensor contains a thermistor. The sensor varies its resistance with the temperature. As the temperature rises, the resistance falls. As the temperature falls, the resistance rises.

Blower Motor Speed Control

The blower motor speed control uses a Pulse Width Modulated (PWM) signal from the Heating, Ventilation, and Air Conditioning (HVAC) module to determine the desired blower speed and varies the ground feed for the blower motor to control the speed.

ACCM (Air Conditioning Control Module)

Note. Motorcraft® Electric Compressor Oil YN-32 only must be used as a refrigerant system lubricant for electric vehicles. Addition of any oil other than Motorcraft® Electric Compressor Oil YN-32 to the refrigerant system will damage the electric A/C compressor and contaminate the refrigerant system. Use the oil adding procedure specified for this vehicle when installing a new Air Conditioning Control Module (ACCM) Electric A/C compressor.

Refer to: REFRIGERANT OIL ADDING .

The Air Conditioning Control Module (ACCM) is an integral part of the electric A/C compressor and cannot be removed from or serviced separately from the A/C compressor. The variable-speed electric A/C compressor is powered by the high-voltage battery system.

A/C Condenser

The A/C condenser is an aluminum fin-and-tube design heat exchanger. It cools compressed refrigerant gas by allowing air to pass over fins and tubes to extract heat, and condenses gas to liquid refrigerant as it is cooled.

Cabin Coolant Heater

The cabin coolant heater has both low voltage and high voltage electrical connections. The low voltage circuits are used for controlling the unit, while the high voltage circuits are used for heating the coolant. The cabin coolant heater uses electricity, or more accurately, the heat for resistance in electrical circuits to quickly raise the temperature of the coolant to normal operating temperature.

Cabin A/C Isolator Solenoid Valve

The cabin A/C isolator solenoid valve is controlled by the Powertrain Control Module (PCM) during A/C compressor operation. If the A/C request is for cooling of the passenger compartment, the cabin A/C isolator solenoid valve allows refrigerant flow to the cabin Thermostatic Expansion Valve (TXV) and evaporator. If the A/C request is only for cooling of the high voltage battery system, the cabin A/C isolator solenoid valve stops refrigerant flow to the cabin Thermostatic Expansion Valve (TXV) and evaporator.

Cabin Thermostatic Expansion Valve (TXV)

The cabin Thermostatic Expansion Valve (TXV) provides a restriction to the flow of refrigerant and separates the low-pressure and high-pressure sides of the refrigerant system. Refrigerant entering and exiting the evaporator core passes through the cabin Thermostatic Expansion Valve (TXV) through 2 separate flow paths. An internal temperature sensing bulb senses the temperature of the refrigerant flowing out of the evaporator core and adjusts an internal pin-type valve to meter the refrigerant flow into the evaporator core. The internal pin-type valve decreases the amount of refrigerant entering the evaporator core at lower temperatures and increases the amount of refrigerant entering the evaporator core at higher temperatures.

Evaporator Core

The evaporator core is an aluminum plate/fin type and is located in the heater core and evaporator core housing. A mixture of liquid refrigerant and oil enters the bottom of the evaporator core through the evaporator core inlet tube and continues out of the evaporator core through the evaporator core outlet tube as a vapor. During A/C compressor operation, airflow from the blower motor is cooled and dehumidified as it flows through the evaporator core fins.

Receiver Drier

The receiver drier is integral to the A/C condenser. It stores high-pressure liquid refrigerant after it leaves the condenser core.

The receiver drier is incorporated onto the Left Hand (LH) side of the A/C condenser. The receiver drier desiccant bag is a separate component and can be separately removed and installed with the A/C condenser removed from the vehicle.

Scheme 47

The service gauge port fitting is an integral part of the refrigerant line or component.

1. Special couplings are required for both the high-side and low-side service gauge ports.
2. A very small amount of leakage is always detectable around the Schrader-type valve with the service gauge port valve cap removed, and is considered normal. A new Schrader-type valve core can be installed if the seal leaks excessively.
3. The A/C service gauge port valve caps are used as primary seals in the refrigerant system to prevent leakage through the Schrader-type valves from reaching the atmosphere. Always install and tighten the A/C service gauge port valve caps to the correct torque after they are removed.

Mode Door Actuator - Panel-Floor Door

The panel-floor mode door actuator is a stepper motor style actuator. The Heating, Ventilation, and Air Conditioning (HVAC) module monitors the position of the actuator mode door by counting the motor steps as it rotates. The Heating, Ventilation, and Air Conditioning (HVAC) module drives the actuator motor in the direction necessary to move the mode doors to the position set by the vehicle occupants.

Mode Door Actuator - Defrost Door

The defrost mode door actuator is a stepper motor style actuator. The Heating, Ventilation, and Air Conditioning (HVAC) module monitors the position of the actuator mode door by counting the motor steps as it rotates. The Heating, Ventilation, and Air Conditioning (HVAC) module drives the actuator motor in the direction necessary to move the mode door to the position set by the vehicle occupants.

Mode Door Actuator - Air Inlet Door

The air inlet mode door actuator is a stepper motor style actuator. The Heating, Ventilation, and Air Conditioning (HVAC) module monitors the position of the air inlet mode door by counting the motor steps as it rotates. The Heating, Ventilation, and Air Conditioning (HVAC) module drives the actuator motor in the direction necessary to move the air inlet mode door to the position set by the recirculation button and the in-vehicle and humidity sensor information.

Temperature Blend Door Actuator - LH

The LH temperature blend door actuator is a stepper motor style actuator. The Heating, Ventilation, and Air Conditioning (HVAC) module monitors the position of the LH temperature blend door by counting the motor steps as it rotates. The Heating, Ventilation, and Air Conditioning (HVAC) module drives the temperature blend door actuator motor in the direction necessary to move the temperature blend door based on the temperature set by the vehicle occupant.

Temperature Blend Door Actuator - RH

The RH temperature blend door actuator is a stepper motor style actuator. The Heating, Ventilation, and Air Conditioning (HVAC) module monitors the position of the RH temperature blend door by counting the motor steps as it rotates. The Heating, Ventilation, and Air Conditioning (HVAC) module drives the temperature blend door actuator motor in the direction necessary to move the temperature blend door based on the temperature set by the vehicle occupant.

Possible Sources

1. Fuse(s)
2. Wiring, terminals or connectors
3. Air Conditioning Control Module (ACCM)

1. Wiring, terminals or connectors

1. Wiring, terminals or connectors

The Air Inlet Blend Door Is Inoperative

Refer to SYSTEM WIRING DIAGRAMS for schematic and connector information.

1. Wiring, terminals or connectors
2. Air Inlet Blend Door Actuator
3. Heating, Ventilation, and Air Conditioning (HVAC) control module

Incorrect or Erratic Direction of Airflow From Outlets

Refer to SYSTEM WIRING DIAGRAMS for schematic and connector information.

1. Wiring, terminals or connectors
2. Defrost vent/register blend door actuator
3. Footwell vent/duct blend door actuator
4. Heating, Ventilation, and Air Conditioning (HVAC) control module

1. Wiring, terminals or connectors
2. temperature blend door actuator(s)
3. heater core

The Air Conditioning (A/C) Is Inoperative

Refer to SYSTEM WIRING DIAGRAMS for schematic and connector information.

1. Wiring, terminals or connectors
2. A/C pressure sensor(s)
3. Evaporator temperature sensor
4. Air Conditioning Control Module (ACCM)
5. PCM
6. Heating, Ventilation, and Air Conditioning (HVAC) control Module

The Air Conditioning (A/C) Is Always On - Air Conditioning (A/C) Mode Always Commanded On

Refer to SYSTEM WIRING DIAGRAMS for schematic and connector information.

1. Wiring, terminals or connectors
2. PCM
3. Heating, Ventilation, and Air Conditioning (HVAC) control module

The Air Conditioning (A/C) Is Always On - Electric A/C Compressor Does Not Cycle

Refer to SYSTEM WIRING DIAGRAMS for schematic and connector information.

1. Wiring, terminals or connectors
2. A/C pressure sensor(s)
3. Evaporator temperature sensor
4. Electric Air Conditioning (A/C) Compressor
5. Heating, Ventilation, and Air Conditioning (HVAC) control module

1. Wiring, terminals or connectors
2. LH temperature blend door actuator
3. Heating, Ventilation, and Air Conditioning (HVAC) control module

The Temperature Control Is Inoperative or Does Not Operate Correctly - RH

Refer to SYSTEM WIRING DIAGRAMS for schematic and connector information.

1. Wiring, terminals or connectors
2. RH temperature blend door actuator
3. Heating, Ventilation, and Air Conditioning (HVAC) control module

The Blower Motor Is Inoperative

Refer to SYSTEM WIRING DIAGRAMS for schematic and connector information.

1. Wiring, terminals or connectors
2. Fuse(s)
3. Blower motor relay
4. Blower motor
5. Blower motor speed control
6. Body Control Module (BCM)
7. Heating, Ventilation, and Air Conditioning (HVAC) control module

The Blower Motor Does Not Operate Correctly

Refer to SYSTEM WIRING DIAGRAMS for schematic and connector information.

1. Wiring, terminals or connectors
2. Blower motor relay
3. Blower motor speed control
4. Body Control Module (BCM)
5. Heating, Ventilation, and Air Conditioning (HVAC) control module

B10B3:00, B10B4:00, B10B5:00, B10B6:00

Refer to SYSTEM WIRING DIAGRAMS for schematic and connector information.

1. Wiring, terminals or connectors
2. Air discharge temperature sensor(s)
3. Heating, Ventilation, and Air Conditioning (HVAC) control module

B1A61:00, B105A:00

Refer to SYSTEM WIRING DIAGRAMS for schematic and connector information.

1. Wiring, terminals or connectors
2. In-vehicle temperature and humidity sensor
3. Heating, Ventilation, and Air Conditioning (HVAC) control module

Scheme 48

1. P1 CHECK THE HEATING, VENTILATION, AND AIR CONDITIONING (HVAC) CONTROL MODULE DIAGNOSTIC TROUBLE CODES (DTCS) Ignition ON. Using a scan tool, perform Heating, Ventilation, and Air Conditioning (HVAC) control module self-test. Is DTC B1A61:00 received? Yes : GO to P2 No : GO to P7
2. P2 CHECK THE HVAC MODULE OUTPUT VOLTAGE Disconnect In-vehicle Temperature Sensor. Ignition ON. Turn the Heating, Ventilation, and Air Conditioning (HVAC) system on. Measure: Positive Lead Measurement/Action Negative Lead C2247-4 C2247-6 Is the voltage between 4.7 and 5.1 volts? Yes : INSTALL a new in-vehicle temperature and humidity sensor. REFER to: «IN-VEHICLE TEMPERATURE SENSOR»(ref-566935-S04223886032013071700000) . TEST the system for normal operation. If the DTC returns, GO to P11 No : GO to P3
3. P3 CHECK THE IN-VEHICLE TEMPERATURE SENSOR FEEDBACK CIRCUIT FOR AN OPEN Ignition OFF. Disconnect Heating, Ventilation, and Air Conditioning (HVAC) control module C228B. Measure: Positive Lead Measurement/Action Negative Lead C228B-21 C2247-4 Is the resistance less than 3 ohms? Yes : GO to P4 No : REPAIR the circuit.
4. P4 CHECK THE IN-VEHICLE TEMPERATURE SENSOR FEEDBACK CIRCUIT FOR SHORT TO GROUND Measure: Positive Lead Measurement/Action Negative Lead C228B-21 Ground Is the resistance greater than 10, 000 ohms? Yes : GO to P7 No : REPAIR the circuit.
5. P5 CHECK THE IN-VEHICLE TEMPERATURE SENSOR FEEDBACK CIRCUIT FOR SHORT TO POWER Ignition ON. Measure: Positive Lead Measurement/Action Negative Lead C228B-21 Ground Is any voltage present? Yes : REPAIR the circuit. No : GO to P6
6. P6 CHECK THE SIGNAL RETURN CIRCUIT FOR AN OPEN Measure: Positive Lead Measurement/Action Negative Lead C228B-20 C2247-6 Is the resistance less than 3 ohms? Yes : GO to P11 No : REPAIR the circuit.
7. P7 CHECK THE ASPIRATOR FAN POWER CIRCUIT FOR VOLTAGE Disconnect Blower Motor Relay. Disconnect In-vehicle Temperature Sensor. Connect a fused jumper wire: Positive Lead Measurement/Action Negative Lead Blower Motor Relay Socket Pin 3 Blower Motor Relay Socket Pin 5 Ignition ON. Measure: Positive Lead Measurement/Action Negative Lead C2247-1 Ground Is the voltage greater than 11 volts? Yes : REMOVE fused jumper wire. GO to P8 No : VERIFY the BJB fuse 47 (5A) is OK. If OK, REPAIR the circuit. If not OK, REFER to the «SYSTEM WIRING DIAGRAMS»(ref-541405) to identify the possible causes of the circuit short.
8. P8 CHECK THE ASPIRATOR FAN GROUND CIRCUIT FOR AN OPEN Ignition OFF. Connect Blower Motor Relay. Disconnect Heating, Ventilation, and Air Conditioning (HVAC) control module C228B. Measure: Positive Lead Measurement/Action Negative Lead C228B-2 C2247-3 Is the resistance less than 3 ohms? Yes : GO to P9 No : REPAIR the circuit.
9. P9 CHECK THE ASPIRATOR FAN GROUND CIRCUIT FOR A SHORT TO GROUND Measure: Positive Lead Measurement/Action Negative Lead C228B-2 Ground Is the resistance greater than 10, 000 ohms? Yes : GO to P10 No : REPAIR the circuit.
10. P10 CHECK THE ASPIRATOR FAN GROUND CIRCUIT FOR A SHORT TO POWER Ignition ON. Measure: Positive Lead Measurement/Action Negative Lead C228B-2 Ground Is any voltage present? Yes : REPAIR the circuit. No : INSTALL a new in-vehicle temperature sensor. REFER to: «IN-VEHICLE TEMPERATURE SENSOR»(ref-566935-S04223886032013071700000) . TEST the system for normal operation. If the DTC returns, GO to P11
11. P11 CHECK FOR CORRECT HEATING, VENTILATION, AND AIR CONDITIONING (HVAC) CONTROL MODULE OPERATION Ignition OFF. Disconnect and inspect the Heating, Ventilation, and Air Conditioning (HVAC) control module connectors. Repair: corrosion (replace connector or terminals - clean module pins) damaged or bent pins - replace terminals/pins pushed-out pins - replace pins as necessary Reconnect the Heating, Ventilation, and Air Conditioning (HVAC) control module connectors. Make sure they seat and latch correctly. Operate the system and verify the concern is still present. Is the concern still present? Yes : CHECK On-Line Automotive Service Information System (OASIS) for any applicable Technical Service Bulletins (TSBs). If a Technical Service Bulletin (TSB) exists for this concern, discontinue this test and follow Technical Service Bulletin (TSB) instructions. If no Technical Service Bulletins (TSBs) address this concern, INSTALL a new Heating, Ventilation, and Air Conditioning (HVAC) control module. REFER to: «HEATING, VENTILATION AND AIR CONDITIONING (HVAC) CONTROL MODULE»(ref-566935-S32940405732013071700000) . No : The system is operating correctly at this time. The concern may have been caused by module connections. ADDRESS the root cause of any connector or pin issues.

B1A63:00, B1A64:00

Refer to SYSTEM WIRING DIAGRAMS for schematic and connector information.

1. Wiring, terminals or connectors
2. Sunload sensor
3. Heating, Ventilation, and Air Conditioning (HVAC) control module

1. Wiring, terminals or connectors
2. Direct Current/Direct Current (DC/DC) Converter control Module
3. Heating, Ventilation, and Air Conditioning (HVAC) control module

1. Wiring, terminals or connectors
2. IPC
3. Heating, Ventilation, and Air Conditioning (HVAC) control module

B1B71:21, B1B71:22, B1B71:2F

Refer to SYSTEM WIRING DIAGRAMS for schematic and connector information.

1. Wiring, terminals or connectors
2. Evaporator temperature sensor
3. Body Control Module (BCM)

1. Wiring, terminals or connectors
2. PCM
3. Air Conditioning Control Module (ACCM)

Heater Core - Plugged

1. Check to see the engine coolant is at the correct level.
2. Start the engine and turn on the heater.
3. When the engine coolant reaches operating temperature, check the heater core inlet and outlet hoses to see if they are hot.
4. If the outlet only is not hot: the heater core may have an air pocket. the heater core may be plugged.
5. If the inlet only is not hot, the thermostat may not be working correctly.

Activation

1. NOTE: An A/C refrigerant analyzer must be used before the recovery of any vehicle's A/C refrigerant. Failure to do so puts the shop's bulk refrigerant at risk of contamination. If the vehicle's A/C refrigerant is contaminated, refer the customer to the service facility that carried out the last A/C service. If the customer wishes to pay the additional cost, use the A/C recovery equipment that is designated for recovering contaminated A/C refrigerant. All contaminated A/C refrigerant must be disposed of as hazardous waste. For all equipment, follow the equipment manufacturer procedures and instructions. NOTE: Suction accumulator or receiver/drier, TXV and/or evaporator core orifice, and hoses with mufflers, should be removed when flushing the A/C system. Internal plumbing of these devices makes it impossible to correctly remove any residual-flushing agent. These components are typically discarded after A/C system contamination. Hoses without mufflers can normally be reused unless they are clogged with foreign material. NOTE: Only the listed A/C Flush and Purge Machine, A/C Flush and Purge Fitting Kit, A/C Flush Adapter Kit and Motorcraft® A/C System Flushing Solvent are approved for use on Ford vehicles. No other flushing device or solvent is approved for flushing heat exchangers (A/C condenser, A/C evaporator). Use of any other flusher or solvent may cause damage to the A/C system and the flushing unit. NOTE: Specialized equipment to flush debris and contaminates from the A/C refrigeration system is currently not available. After a compressor or receiver dryer (desiccant) failure, the condenser, evaporator, thermostatic expansion valve with tube, evaporator-to-compressor suction line and compressor to condenser discharge line must be replaced. Once the special flushing equipment is made available, this procedure will be revised. Please continue to reference the online service manual on each repair for any updates or revisions to this procedure.

Air Conditioning (A/C) System Recovery, Evacuation and Charging

Special Tool(s)/General Equipment

Air Conditioning Service Unit

Recovery

Evacuation

1. Connect the tool to the low- and high-pressure service gauge port valves following the operating instructions provided by the equipment manufacturer. General Equipment: Air Conditioning Service Unit
2. NOTE: Never attempt to recover from only the low side service gauge port valve (Solenoid valves in the system will not allow for full recovery). Evacuate the system until the low-pressure gauge reads at least 99.4 kPa (29.5 in-Hg) of vacuum and as close to 101.1 kPa (30 in-Hg) as possible. Continue to operate the Vacuum Pump for a minimum of 45 minutes.
3. Turn OFF the vacuum pump. Observe the low-pressure gauge for 5 minutes to make sure that the system vacuum is held.

Charging

1. Lubricate the refrigerant system with the correct amount of clean Polyelester (POE) YN-32 oil. Refer to: «REFRIGERANT OIL ADDING»(ref-566935-S42685462452013071700000) .
2. Connect the tool to the low-side and high-side service gauge port valves following the operating instructions provided by the equipment manufacturer. General Equipment: Air Conditioning Service Unit
3. Set the refrigerant charge amount, and charge the refrigerant system following the instructions provided by the equipment manufacturer.

Filling

Note. Motorcraft® Electric A/C Compressor POE YN-32 oil only must be used as a refrigerant system lubricant for HEV (Hybrid Electric Vehicles). Addition of any oil other than Motorcraft® Electric A/C Compressor POE YN-32 oil to the High Voltage Battery Electric vehicle refrigerant system will damage the electric A/C compressor and contaminate the refrigerant system.

Note. Do not use the R-134a Refrigerant Management Machine built-in oil injection system to inject Motorcraft Electric A/C Compressor POE YN-32 oil to the refrigerant system on HEV (Hybrid Electric Vehicles) equipped with an electric A/C ) compressor if it has been previously used to inject PAG oil. For HEV (Hybrid Electric Vehicles), use only clean manual injection tools. Injection of Motorcraft Electric A/C Compressor POE YN-32 oil into a HEV (Hybrid Electric Vehicles) with equipment previously used with PAG oil will contaminate and damage the High Voltage Battery Electric A/C system.

Note. During normal A/C operation, oil is circulated through the system with the refrigerant, and a small amount is retained in each component. If certain components of the system are removed, some of the refrigerant oil will go with the component. To maintain the original total oil charge, it is necessary to compensate for the oil lost by adding oil to the system with the new part.

Refrigerant Oil Adding

Oil Injection Using a Dye/Lubricant Injector

1. NOTE: 2. If fluorescent leak detection dye is also to be added during A/C charging, the dye may be added to the dye/lubricant injector, from the R-134a Loop/Add On Injector Kit-Set, along with the POE YN-32 oil. Evacuate the refrigerant system. Refer to: «AIR CONDITIONING (A/C) SYSTEM RECOVERY, EVACUATION AND CHARGING»(ref-566935-S40581443482013071700000) .
2. 3. Assemble the dye/lubricant injector and the correct adapters to match the amount of refrigerant compressor oil to be injected.
3. 4. Verify that all the valves on the dye/lubricant injector are closed.
4. 5. Fill the dye/lubricant injector with the correct amount of clean, new POE YN-32 oil.
5. 6. Install the dye/lubricant injector between the low-side service gauge port valve and the refrigerant service station or manifold gauge set.
6. 7. Open all valves and charge the refrigerant system. Refer to: «AIR CONDITIONING (A/C) SYSTEM RECOVERY, EVACUATION AND CHARGING»(ref-566935-S40581443482013071700000) .

Cleaning

Note. There are typically 4 types of objectionable odors found in a vehicle: Chemical odors, environmental odors, human and other interior-generated odors, microbiological odors Before determining that A/C odor treatment is required, the source and the circumstances under which the odor occurs must be determined.

Note. Chemical odors are usually constant regardless of the climate control system setting although they may be enhanced by A/C operation. Most chemical odors are caused by fluid leaks or incorrectly cured adhesives. Chemical odors can be eliminated by repairing the leaking component and removing any residue.

Note. Environmental odors usually occur for a short time and diminish after the vehicle passes through the affected area. These odors are typically only detected when the vehicle windows are open, or when the climate control system is operating in a mode that allows for fresh air. Environmental odors cannot be eliminated because they are external in source, but they may be minimized by switching to a climate control setting that uses recirculated air.

Note. Human and other interior-generated odors occur while the source is present and may linger for a short time after. These odors may be more noticeable during A/C operation. Human odors may be eliminated by removing the source and cleaning the affected area.

Note. Microbiological odors, if in the A/C system, usually last for about 30 seconds after the system is turned on. They will be detected while the A/C is turned on and using either outside or recirculated air. Microbiological odors that occur in areas other than the A/C system (for example, water in doors or wet carpeting) may last indefinitely and will be more intense when recirculated air is used. Microbiological odors will not be present at temperatures at or below 10 C (50 F).

1. Microbiological odors can be eliminated by removing the source and treating the affected area. Standing water must be allowed to drain and dry out. A/C systems may be treated by using A/C Cooling Coil Coating as described in the service procedure below. Microbiological odors result from microbial growth supported by warm temperatures and moisture. Microbiological odors are described as musty/mildew type smells and may occur on/in: foam seals, rubber seals, adhesives, standing water, water soaked carpet/trim.
2. NOTE: Identify the type of odor present in the vehicle. Do not proceed with A/C odor treatment if the odor source is found to be outside of the A/C system. Refer to the following list for examples. Transmission Fluid - Oil type or burning smell Washer Fluid - Alcohol type smell Gear Lube - Garlic/sulfur smell Refrigerant Oil - Ether type smell Carpet/Trim Adhesives - Fishy, urine or sweet smell Evaporator Core Coating - Wet cement type smell Industrial Pollutants - Various smells Dust - Musty, mildew or wet cement type smell Pollen - Sweet smell Tobacco - Burning, tar smell Body Secretions - Body odor Perfuming Agents - Sweet or fragrance smell Clothing - Musty, mildew or body odors Food/Beverage Microbiological Odors Occurring Inside of A/C System - Musty, mildew smell lasting about 30 seconds after A/C is turned on Microbiological Odors Occurring Outside of A/C System - Musty, mildew smell lasting indefinitely and possibly more pronounced when using recirculated air
3. NOTE: Identify the source of the odor. Check the evaporator core drain tube for restriction. Check the passenger and driver side carpet for moisture. If moisture is found, A/C odor treatment is not necessary. Diagnose for a water leak as needed. Check the blower motor and blower motor cover (if equipped) for moisture resulting from water bypassing the cowl baffling system. If moisture is found, A/C odor treatment is not necessary. Diagnose for a water leak as needed. Check the cowl top panel and air inlet screen for standing water or foreign material. If possible, remove any standing water and clean the air inlet screen using a wet/dry vacuum.
4. Open all vehicle windows and doors.
5. Make sure that the A/C is off.
6. Set the following
7. Select REGISTER mode (A/C off).
8. Adjust the temperature setting to full warm.
9. Adjust the blower motor speed to HI.
10. Run the electric motor for 25 minutes to dry out the A/C system.
11. Turn the ignition OFF.
12. Remove the blower motor.
13. NOTE: Blower motor speed controls that are mounted outside of the evaporator core housing and not exposed to the blower motor airflow do not need to be removed. Remove the blower motor speed control (if equipped and exposed to the inside of the evaporator core housing).
14. NOTE: To avoid damage to the vehicle interior, do not spill or spray this product on any interior surface. Add one full bottle of A/C Cooling Coil Coating to the Flexible Applicator Tool.
15. Insert the nozzle into the evaporator housing and direct the spray toward the evaporator core face. Spray the entire evaporator core face until empty.
16. Install the blower motor and blower motor speed control.
17. Repeat Steps 5 through 10 to cure the evaporator core coating.