Manual serviço compressor York 210, Manuais, Projetos, Pesquisas de Mecânica técnica

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SERVICE MANUAL

®

Climate Control Inc.

n All cast iron wear surfaces (including permanent

cast iron cylinder liners, cast iron piston rings, cast

iron crankshaft and cast iron shaft seal plate).

n High load ball bearings (no needle bearings or

sleeve bushings are utilized).

n High strength aluminum alloy pistons and

connecting rods permanently secured by steel

wrist and dowel pins.

n Swedish steel reed valve assemblies, highly

finished for maximum performance as well as

maximized orifice porting to reduce the effects of

liquid slugging.

n Value added features like a generously lubri-

cated shaft seal area, high quality steel head

gaskets and the widest selection of compressor

service valves available.

n Large oil sump produces a unique splash

lubrication system that allows the compressor to be

self-lubricating regardless of the amount of oil

mixed with refrigerant.

08/98 SUPERSEDES FORMS: 180.72-NM • 180.72-NM2 • 180.72-RP • YA77-

Compressor Identification.....................................................................................................................

Heavy Duty Models

SPECIFICATIONS 206 209 210

No. Cylinders 2 2 2 Bore, in. (mm) 1.875 (47.63) 1.875 (47.63) 1.875 (47.63) Stroke, in. (mm) 1.105 (28.07) 1.573 (39.95) 1.866 (47.40) Disp., cu. in./rev. (cc/rev) 6.10 (100) 8.69 (142) 10.3 (169) R.P.M. - Max. 6000 6000 6000 Refrigerant R-12, 22, 502, 134a R-12, 22, 502, 134a R-12, 22, 502, 134a & new blends & new blends & new blends Initial Oil Charge, fl. oz. (ml)* 14 (413) 14 (413) 14 (413) Weight, lbs. (kg) 14.6 (6.6) 14.6 (6.6) 14.6 (6.6) Lubrication Splash and Positive Pressure and Oil Return Through Suction Side R-12 Heavy Duty models contain 12 fl. oz. (355 ml).R-134a Heavy Duty models contain 14 fl. oz. (413 ml). Some OEM specifications are as high as 17 fl. oz. (503 ml).

DIMENSIONS: IN. (mm)

SPECIFICATIONS SC 206 SC 209

No. Cylinders 2 2 Bore, in. (mm) 1.875 (47.63) 1.875 (47.63) Stroke, in. (mm) 1.105 (28.07) 1.573 (39.95) Disp., cu. in./rev. (cc/rev) 6.10 (100) 8.69 (142) R.P.M. - Max. 6000 6000 Refrigerant R-12, 22, 502, 134a R-12, 22, 502, 134a & new blends & new blends Initial Oil Charge, fl. oz. (ml)* 12 (355) 12 (355) Weight, lbs. (kg) 13.0 (5.9) 13.3 (6.0) Lubrication Splash and Positive Pressure and Oil Return Through Suction Side

Compressor Specifications...................................................................................................................

Super-Compact ("Mini") Models

*Some OEM specifications are as high as 15 fl. oz. (444 ml).

DIMENSIONS: IN. (mm) NOTE: Super-Compact models are designed to have the fittings on the top or from the rear (low profile).

Features

TRUE UNIVERSAL MOUNT — Can be installed and operated in any position from horizontal left to horizontal right as received. No field adjustments are necessary. If the compressor is mounted horizontally, the suction side should be on top.

UNIVERSAL ROTATION — Compressor rotation can be clockwise or counter-clockwise. No field adjustments are necessary.

LUBRICATION SYSTEM — A splash lubrication system provides more than adequate lubrication to the front and rear crankshaft bearings, connecting rods and cylinder walls. Positive pressure differential between the crank- case and the suction intake is utilized to provide lubrica- tion to the front shaft seal.

TWO OIL PLUGS — One on each side of the crankcase, permits easy checking of crankcase oil level regardless of mounting position.

EXTERNAL CLUTCH MOUNT — Four bosses on the seal end of the crankcase provide accommodation for mounting the clutch. Simplifies field replacement of compressor shaft seals.

SERVICEABILITY — All components readily accessible and removable with standard tools.

• Crankcase — Light weight die cast noncorrosive aluminum.
• Cylinder Liners — Cast iron, permanently cast into crankcase body. Precision honed finish.
• Head — Die cast aluminum.
• Base — Die cast aluminum.
• Piston — Die cast aluminum fitted with cast iron piston rings for optimum wear.
• Connecting Rods — Die cast aluminum, heavy cross section, super-finished surfaces, assembly doweled for positive alignment.
• Crankshaft — Cast ductile iron. Large connecting rod and main bearing areas.
• Bearings — High load capacity ball type bearings for longer life at heavy loads and high speed.
• Valves — Swedish steel suction and discharge valves mounted on ground valve plate.
• Shaft Seal — Carbon face seal specially designed for high speed operation.
• Gaskets — Neoprene composite fiber gaskets used to seal base plate and valve plate. Rubber coated metal gaskets used to seal cylinder head.

Installation

180 degree, left to right orientation Clockwise or counterclockwise rotation

NOTE: CCI recommends that when positioning compressor at full 90° horizontal, suction side should be on "top".

The compressor mounting bracket must be rigidly secured to the vehicle engine. It is recommended to use at least six 3/8" - 16 UNC bolts of proper length to secure the compressor to the mounting brackets. Mounting with the side mounting holes is preferred over the bottom mounting holes. Lock washers must be used with all mounting bolts.

Refer to pages 2 and 3 for compressor dimensions and physical data.

Very important factors in compressor installation are correct pulley alignment and proper belt tension. The compressor flywheel, or clutch, must be in perfect alignment with the drive pulley on the engine and any auxiliary idler or belt adjustment pulley arrangements. It is important to be sure that the shaft key is in place on the shaft and the flywheel bolt is drawn tight, when installing a flywheel or clutch. The pulley alignment may be checked by holding a 1/2" dia. (12-13 mm) rod - 2 to 3 feet (0.6 to 0.9 m) long - firmly in the V groove of the flywheel or clutch making sure the rod falls squarely in the driver pulley grooves. A further check may be made by seeing that the belt, as it goes from pulley to pulley, comes off the pulley grooves perfectly straight and that there are no side-way bends in the belt, as it approaches or leaves the pulleys. Only high quality reinforced belts

should be used. The belt tension adjustment should be made so the belt is taut, but not too taut to create excessive bearing loads. Due to the pulsating load created by the compressor, the belt tension must be greater than for a normal steady load. Belt tension can be accurately determined with the use of a belt tension gauge which gives a direct reading of belt load as determined by the deflection. A belt tension of 100-120 lbs. (45-54 kg) is considered normal.

After approximately 30 minutes of operation time, the belt should stretch to a normal operation point and a further check for proper tension should be made. Good align- ment and belt tension are important to insure long belt life, quiet operation, and to maintain top system perfor- mance.

The discharge and suction line connections must be made to the proper compressor service valves or fittings. The word DISCH. on the cylinder head designates the discharge service valve port. The word SUCTION on the cylinder head designates the suction service valve port. Because the compressor will move, or float, with the engine upon acceleration, rigid connections to the compressor should be avoided, and suitable flexible refrigerant lines, which will permit compressor movement without causing excessive tubing strain, should be used.

The compressor oil level should never be permitted to go below the minimum oil level of 6 fluid ounces (177 ml). If oil must be added, the oil should be added until the level is 12 fluid ounces (355 ml). An excessive amount of oil is detrimental to the proper functioning of the entire system.

If a compressor replacement is made on a system which has been in operation, the oil charge of the new com- pressor should not exceed 12 fluid ounces (355 ml), unless specified by the OEM manufacturer. When inserting the oil fill plug, the sealing “O” ring is slipped over the oil fill plug threads in such a manner that the “O” ring is not twisted. Insert the oil plug in the oil fill opening and tighten the plug snug. If the plug leaks, do not attempt to stop the leak by over tightening the oil check plug. A leak may be caused by dirt under the “O” ring or on the seat, a fractured “O” ring, or a damaged seat on the oil fill plug or oil fill opening. To stop leaks at the oil fill plug, correct the mechanical damages and insert a new “O” ring.

It must be remembered that the 206, 209 and 210 models are high speed compressors and satisfactory operation depends on proper lubrication.

LEAK CHECK EQUIPMENT

Most of the electronic leak checkers now on the market are capable of locating very small refrigerant leaks. Since open type bolted and flanged compressors have a permissible leak rate of one ounce per year, it then becomes quite important that the leak check equipment used be calibrated to pick up only those leaks which are in excess of the permissible one ounce per year limit. Since shaft seals depend upon oil for lubrication and sealing, it is quite natural to find oil in the shaft cavity.

This oil is heavily laden with refrigerant and electronic equipment would pick up this refrigerant and indicate it as a leak. When checking the shaft seal for leakage, the refrigerant-laden oil must first be flushed from the seal cavity with a solvent which does not affect the operation of the electronic leak equipment. Caution: some of the more common solvents contain chemical compositions which affect the operation of the leak detector equipment.

The major point to consider in any electronic type leak detection equipment is to be able to positively calibrate the equipment to the permissible leak rate and then to use the equipment as explained by its manufacturer. The speed at which the probe is moved is very important in locating the larger than permissible leaks.

EVACUATION, LEAK TESTING, ADJUSTMENT

The instructions contained in the installation and service manual of the air conditioning system manufacturer should be followed in evacuating and charging the system and for adjustment of all controls.

After charging, the entire system should be checked for leaks with a leak detector.

ROTATION-SPEED

The compressor may be operated in either a clockwise or counter-clockwise direction of rotation. No field adjustments are necessary. The compressor is designed for operation between 500 and 6,000 rpm maximum. (4000 rpm continuous rating).

Service

The majority of compressor parts are made up of aluminum alloys and care must be taken in handling not to mar, nick or scratch. All machined surfaces must be free of nicks and burrs to insure proper fit and gasket seating. When replacing parts and securing with bolts or cap screws, the specified torque requirements on page 15 should never be exceeded. Bolts should all be run in until the bolt heads make contact, then tightened with a torque wrench in a sequence resulting in tightening of diagonally opposite bolts until all are drawn up to specified torques. (Refer to torque sequence page 15.)

An important factor in compressor servicing is cleanliness and care should be exercised to prevent dirt or foreign material from entering the compressor when it is opened. All old gaskets should be removed and replaced. All gasket surfaces should be clean and all parts to be reused should be washed in a suitable petroleum base solvent.

CLUTCH SERVICING

REMOVAL

1. Remove the clutch center bolt and washer using the adjustable spanner wrench to hold the clutch pulley.
   2. Install clutch removal bolt into the clutch. Using the adjustable spanner wrench to hold the clutch pulley in place, tighten the clutch bolt until the clutch pulley is forced free.
   3. Remove the clutch mounting bolts.

INSTALLATION

1. Check that a key is properly inserted in the shaft of the compressor.
2. Mount and center the coil bracket. Tighten the four clutch mounting bolts using a torque wrench to 13-19 ft. lbs. (17.6-25.8 N-m). NOTE: Only use bolts that have a loctite patch on the threads.
   3. Place clutch pulley over shaft making sure to align the key way over the shaft key.
   4. Install and tighten the clutch center bolt and washer using a torque wrench to 20-25 ft. lbs. (27.1-33.9 N- m).
   5. Spin the clutch pulley to verify there is no interference. Verify the clutch engages when the proper voltage is applied.

8. With the tool used to remove the seal retainer assembly, carefully pry up and remove the friction ring (boot). Again, use care not to scratch or mar the crankshaft or machined face of the compressor.

INSTALLATION

1. Use a clean, lint free shop cloth to wipe the crankshaft clean. Note: At this time the front main bearing is exposed, therefore care must be taken to prevent dirt or any type of contamination from falling into it.
   2. Apply clean refrigerant oil to the seal plate “O” ring and place the ring into the seal plate “O” ring groove. Invert the plate and observe that the “O” ring remains in place.
   3. Place a few drops of clean refriger- ant oil on the face of the seal plate between the "O" ring and the inside diameter and with a clean finger spread the oil into a thin film. It is important that the surface not be over oiled and that there is no oil between the "O" ring groove and the outside diameter of the seal plate.
   4. Apply clean refrigerant oil around the entire exposed end of the crank- shaft. With a clean finger, uniformly spread the oil completely over the surface. Again, take care that no dirt or contamination falls onto he main bearing.
      5. Prior to installation, check the seal assembly to make sure that the carbon seal ring is right side up (narrow polished band up), and confirm that the carbon rings notches are aligned with the drive tabs in the metal seal retainer. Lightly place the seal assembly (carbon ring side up) onto the oiled crankshaft.
      6. Insert the alignment tool into the seal plate and lightly place the plate’s polished face into contact with the seal assembly. With a uniform downward motion, use the alignment tool to push the seal plate into contact with

the crankcase face. Continue to hold pressure between the seal plate and the crankcase face while aligning and installing the six (6) hold down screws. Use a nut driver or similar tool for initial tightening. Failure to hold the seal plate against the crankcase face until all screws are firm against the seal plate may result in a chipped or broken carbon ring. Remove the centering tool and use a star pattern sequence to tighten the six (6) screws to a finish torque of 5-8 ft. lb. (7-11 N-m).

7. Install the metal dust cover, tapping it firmly into place.
8. Install felt ring dust shield, placing it around the seal plate and tight against the compressor housing.
   9. Reinstall the clutch, using the four new screws supplied with the seal kit to attach the field coil assembly, tighten these screws to 13-19 ft.lb. (18-26 N-m). Install the clutch arma- ture/pulley assembly and tighten the center bolt to 20-25 ft.lb. (27-34 N-m) Insure that the pulley spins freely. Remove the caps from the suction and discharge ports, and using the tool that tightened the center bolt, rotate the compressor six (6) to ten (10) revolutions to seat the carbon ring uniformly against the seal plate. Replace the suction and discharge port caps.

HEAD AND VALVE PLATE SERVICING

Prior to servicing the head and valve plate, both service valves should be opened to free any gas pressure which may be in the compressor. The cylinder head is made of aluminum and care should be taken when removing it not to damage the sealing surfaces.

REMOVAL

1. Remove the screws from flanged type service valves. Note that these four screws are longer than the remaining head screws. If the valves are of the Rotalock type or Tube 'O' type, remove by loosening the hex nuts which are a part of the valve assembly.
2. Remove the remaining screws in the head and remove the valve plate and head from the cylinder by prying or tapping under the ears which extend from the valve plate. If the head and valve plate adhere, hold the head and tap the valve plate ears away from the head with a soft hammer. Do not hit or tap the head to separate the head and valve plate because damage to the head may result.

CLASSIC # 22-

CCI (YORK) ESSENTIAL SEAL TOOL KIT

BASIC COMPRESSOR TOOLS AVAILABLE THROUGH:

CLASSIC TOOL DESIGN, INC. 31 WALNUT STREET • NEW WINDSOR, NY 12553

PH. 914-562-8700 • FAX 914-562-

1 99-431 - CCI and Tecumseh Oil Level Checker 2 99-474 - Seal Installer and Plate Alignment Tool 3 99-499 - Universal Clutch Holder Wrench 4 99-440 - Clutch Remover 5/8 x 11 Thread (CCI and Tecumseh) 5 99-441 - Clutch Remover 5/8 x 18 Thread (CCI and Tecumseh) 6 99-473 - Universal Seal Remover

NOTES ON NOISE COMPLAINTS

Many of the noise complaints can be traced to mount and drive and other related component problems. Normally if the unit is noisy at one speed and this noise clears up at another, it is not usually due to the compressor. Each vehicle has its critical frequencies where all vibrations get into the correct harmony to generate sound or noise. The speed at which these critical points are found will vary with each vehicle and each mount and drive arrangement. By changing the mount and drive components the noise level may be reduced.

Many times the noise generated can be eliminated or greatly reduced by chang- ing the belt adjustment to a different tension. A tension of 100 -120 lbs. (45- kg) is considered normal.

Noises emanating from the clutch are difficult to recognize because of the close connecting feature with the compressor. A loose bolt holding the clutch to the shaft will result in extremely noisy operation. Extreme care must be exercised to prevent the removal of the wrong component.

Since a compressor has many moving parts, it is normal for it to generate some noise just as a motor generates some noise as it is operated. The refrigerant gases, as they are moved by the compressor pistons, also produce noises and vibrations as a normal situation.

GASKET TREATMENT

Before assembly to the compressor, all gaskets should be dipped in clean refrigeration oil of the type used in the crankcase.

Gaskets are made of a neoprene composition fiber and wicking action will result as oil follows the fiber. Do not mistake this wicking action for leaking. Wicking is a normal condition and is to be expected.

3. Install the baseplate and bolts. Tighten baseplate bolts to 10-16 ft. lbs. (13.6-21.7 N-m) in sequence given on page 15 using a torque wrench.

Torque Sequence and Specifications

Heavy Duty and Standard Models

Super Compact ("Mini") Models

LOCATION THREAD HEAD FIELD TORQUE SPECS

Baseplate 1/4" - 20 UNC Hex 10-16 ft.-lb. (13.6-21.7 N-m) Rear Bearing Cover Plate 1/4" - 20 UNC Flat 10-16 ft.-lb. (13.6-21.7 N-m) Cylinder Head 5/16" - 18 UNC Hex 17-25 ft.-lb. (23.0-33.9 N-m) Seal Plate 10-24 UNC Hex 5-8 ft.-lb. (6.8-10.8 N-m) Oil Fill Plug 3/8" - 24 UNF Hex 5-10 ft.-lb. (6.8-13.6 N-m) Clutch Mounting Screw 1/4" - 20 UNC Hex 13-19 ft. lb. (17.6-25.8 N-m) Clutch Center Bolt 5/16" - 24 UNF Hex 20-25 ft. lb. (27.1-33.9 N-m) Rotalock Valve 1" - 14 UNS Hex 35-40 ft. lb. (47.5-54.2 N-m) Tube 'O' Valve 1" 14 UNS Hex 35-40 ft.-lb. (47.5-54.2 N-m) Flange Valve 5/16" - 18 UNC Torx 17-25 ft.-lb. (23.0-33.9 N-m) Pressure Relief Valve 3/8" - 24 UNF Hex 5-10 ft.-lb. (6.8-13.6 N-m)

Retro-Fix II Retrofit Procedure

Shaft Detail Indicating Compressor Displacement

MODEL 206

.030 X 45° CHAMFER

MODEL 209

.015 DEEP GROVE

MODEL 210

SHARP CORNER

This P.O.E. (Ester) lubricant is approved for use in R-134a Climate Control 2-cylinder compressor (York) systems. It may

not be suitable in other compressors. Use for oil additions in R-134a systems or for retrofitting of R-12 systems. RETRO-

FIT PER VEHICLE MANUFACTURER RECOMMENDATIONS and in accordance with SAE J1661, J1660, J1639, J1629,

J2197 and J1989. Barrier hoses are required for R-134a systems. Heavy-duty vehicles equipped with these hoses can

normally be retrofit by following these guidelines:

1. Diagnose and repair all A/C system malfunctions, (Flush system only if contamination exists).
2. Recover the R-12 refrigerant.
3. Remove compressor and drain oil from sump.
4. Replace receiver/dryer with one containing XH-7 or XH-9 desiccant.
5. Change high and low side service ports to R-134a type by using adapters, new service valves, etc., per SAE J1660.
6. Add 14 fl. ounces of RETRO-FIX II P.O.E. (Ester) oil to compressor and install on vehicle.
7. Evacuate system (45 minutes, minimum).
8. Charge system with R-134a. (Usually 15-20% less R-134a by weight will fully charge an R-12 system.)
9. Leak test system.
10. Run system to confirm normal operation.
11. Install label to identify that the system has been retrofit per SAE J1660.

Compressor Service Valves and Fittings

GAUGE PORT

HOSE CONNECTION

BACK SEATING VALVE STEM Turn valve stem all the way forward (clockwise) to shut off connect- ing line. This is "front seating". Turn valve stem all the way backward (counter-clockwise) to shut off gauge port and allow connection of service line (hose) to gauge port. This is "back seating". In normal operation valve stem is "back seated" to allow full flow through the valve.

HEAVY DUTY & STANDARD COMPRESSOR VALVES & FITTINGS ROTOLOCK — FLARE HOSE CONNECTION 1/2 FLARE (SIZE #8) 5/8 FLARE (SIZE #10)

ROTOLOCK — O RING HOSE CONNECTION 1/2 O RING (SIZE #8) 5/8 O RING (SIZE #10)

TUBE 'O' — FLARE HOSE CONNECTION 1/2 O RING (SIZE #8) 5/8 O RING (SIZE #10)

FLANGE — FLARE HOSE CONNECTION 1/2 FLARE (SIZE #8) 5/8 FLARE (SIZE #10)

FLANGE — O RING HOSE CONNECTION 1/2 O RING (SIZE #8) 5/8 O RING (SIZE #10)

TUBE 'O' — O RING HOSE CONNECTION 1/2 O RING (SIZE #8) 5/8 O RING (SIZE #10)