Super-Il 30 & 50 MAX wise 2.2 Engine TK 40691-1 (2-95) ‘Copyright® 1992 - Thermo King Corp. Minneapolis, MN, U.S.A Printed in US.A.The maintenance information in this manual covers unit models: Super-ll 30 MAX (092134) Super-Il 50 MAX (092140) For further information refer to... ‘Super-II MAX Operating Manual Tk 40551 ‘Super-II MAX w/se 2.2 Engine Parts Manual TK 40511 di 22 and se 2.2 Engine Overhaul Manual TK 8009 430 Compressor Overhaul Manual TK 6875 Diagnosing TK Refrigeration System TK 5984 Refrigeration Systems TK 5715 Tool Catalog TK 5955 Principles of Evacuation for Field Applicat TK 40612 CYCLE-SENTRY V Operation and Diagnosis ‘TK 40286 THERMOGUARD V Operating Manual TK 40283 The information in this manual is provided to assist owners, operators and service people in the proper upkeep and maintenance of Thermo King units. For detailed descriptions of Thermo King engines, compressors or refrigeration systems, see the appropriate Thermo King Overhaul Manual or Refrigeration Systems Maintenance Manual. ‘This manual is published for informational purposes only and the information so provided should not be considered as al. Inclusive or covering all contingencies. i further information is required, Therme King Corporation should be consulted, Sale of product shown in this Manual is subject to Thermo King’s terms and conditions including, but not limited to, the THERIVO KING LIMITED EXPRESS WARRANTY. Such terms and conditions are available upon request Thermo King’s warranty will not apply to any equipment which has been “so repaiced or altered outside the manufacturers plantsas, inthe manufacturer's judgment, to effect its stability. ‘No warranties, express or implied, including warranties of fitness for a particular purpose or merchantability, or warranties arising from course of dealing or usage of trade, are made regarding the information, recommendations, and descriptions contained herein. Manufacturer is not responsible and will not be held liable in contractor in tort (including negligence) for any special, indirect or consequential damages, including injury or damage caused to vehicles, contents or persons, by reason of the installation of any Thermo King product or its mechanical failure.Recover Refrigerant At Thermo King we recognize the need to preserve the environment and limit the potential harm to the ozone layer that can result from allowing refrigerant to escape into the atmosphere. We strictly adhere to a policy that promotes the recovery and limits the loss of refrigerant into the atmosphere.Table of Contents Safety Precautions Specifications Maintenance Inspection Schedule Unit Description Design Features Operating Modes Protection Devices Serial Number Locations Unit Photos Operating Instructions Unit Controls Unit instruments Unit Operation Unit Protection Devices Electrical Maintenance ‘AC Components Air Switch Testing and Adjustment Alternator (Australian Bosch) Alternator (Prestolite) Battery Charging System ‘Check Coolant Light & Low Coolant Level Indicator Circuit Breakers Cycle-Sentry Check Defrost Fuse Defrost System Electrical Contactors: Evaporator Heaters Evaporator High Temperature Switch Fuse Link Glow Plugs High Temperature Cutout Switch High Water Temperature Switch Low Oil Level Switch Low Oil Pressure Switch Reset Switch Thermoguard V Thermostat (TG-V) Unit Wiring Engine Maintenance Adjusting Engine Valve Clearance Antifreeze Maintenance Procedure wooaa + 10 18 18 19 19 24 81 78 24 32 41 at 80 72 72 at at 4a 81 43 42 42 41 45 a 82 92 83, Betts Bleeding Air from the Cooling System Bleeding the Fuel System Clutch Crankcase Breather Engine Air Cleaner Engine Cooling System Engine Fuel System Engine Lubrication System Engine Oil Change Engine Thermostat Front Pulley Bolt Injection Pump Adjustments Oil Fiter Change Water Separator/Fuel Fiter Water Separator/Fuel Fiter Replacement Refrigeration Maintenance Checking Compressor Oil High Pressure Cutout Switch Refrigerant Charge Refrigerant Leaks Three-way Valve Condenser Pressure Bypass Check Valve Refrigeration Service Operations ‘Accumulator Bypass Check Valve Compressor ‘Condenser Check Valve Replacement Condenser Coil Discharge Vibrasorber Evaporator Coil Expansion Valve Asserrbly Filter Drier Heat Exchanger High Pressure Cutout Switch High Pressure Relief Velve In-line Condenser Check Valve Pilot Solenoid Receiver Tank Suction Vibrasorber Three-way Valve Condenser Pressure Bypass Check Valve Repair ‘Three-way Valve Repair Throttling Valve 87 99 94 83 85 82 82 85 89 87 89 100 101 101 100 101 102 107 105 104 105, 104 104 107 108 108 108 110 110 108 109 105 107 109 108 110Table of Contents—(continued) Structural Maintenance Condenser Coil Condenser Shutters Defrost Damper Defrost Drains Evaporator Blower Alignment Evaporator Coil Fan Module Fan Shaft Assembly Unit and Engine Mounting Bolts Unit Inspection 118 113 122 114 113, 121 114 116 118 113 113 Mechanical Diagnosis Cycle-Sentry Diagnosis Electric Standby Diagnosis Refrigeration Diagnosis Refrigeration Diagrams Wiring Schematic 126 130 133 135 137 139Safety Precautions GENERAL PRACTICES ALWAYS WEAR GOGGLES OR SAFETY GLASSES. Refrigerant liquid and battery acid can permanently damage the eyes (see First Aid under Refrigerant). 2. Never operate the unit with the compressor dis- charge valve closed. 3. Keep your hands clear of the fans and belts when the unit is running. This should also be considered when opening and closing the com- pressor service valves. 4, Make sure the gauge manifold hoses are in good condition, Never let them come in contact with a belt, fan motor pulley, or any hot surface. 5. Never apply heat to a sealed refrigeration sys- tem or container. 6. Fluorocarbon refrigerants, in the presence of an open flame or electrical short, produce toxic gases that are severe respiratory irritants capable of causing death, 7. Make sure all mounting bolts are tight and are of the correct length for their particular applica- tion, 8 Use extreme caution when drilling holes in the unit. The holes may weaken structural compo- nents, and holes drilled into electrical wiring can cause fire or explosion. 9. Use caution when working around exposed coil fins. The fins can cause painful lacerations, 10. Use caution when working with a refrigerant or refrigeration system in any enclosed or confined area with a limited air supply (for example, a trailer or garage). Refrigerant tends to displace air and can cause oxygen depletion resulting in death by suffocation, REFRIGERANT Although fluorocarbon refrigerants are classified as safe refrigerants, certain precautions must be ob- served when handling them or servicing a unit in which they are used. When exposed to the atmo- sphere in the liquid state, fluorocarbon refrigerants evaporate rapidly, freezing anything they contact. First Aid If refrigerant contacts the eyes, flush them immedi- ately with water. In the event of frost bite, the objectives of First Aid are to protect the frozen area from further injury, to warm the affected area rapidly and to maintain’ res. piration, 1. Cover the frozen part. 2. Provide extra clothing and blankets 3. Give the victim a warm drink (not alcohol), 4 Warm the frozen part quickly by immersing it in water that is warm, NOT HOT, 5. If warm water is not available or practical to use, wrap the affected part gently in a sheet and warm blankets 6. Obtain medical assistance as soon as possible. REFRIGERATION OIL, Avoid refrigeration cil contact with the eyes. Avoid prolonged or repeated contact of refrigeration oil with skin or clothing. Wash thoroughly after han- dling. refrigeration oil to prevent irritation. First Aid In case of eye contact, immediately flush with plenty of water for at least 15 minutes. CALL A PHYSI- CIAN. Wash skin with soap and water.Safety Precautions (Rev 1/95) ELECTRICAL HAZARDS High Voltage When servicing or repairing a refrigeration unit, the possibility of serious or even fatal injury from elec- trical shock exists, Extreme care must be used when working with an operating refrigeration unit. Lethal voltage potentials can exist on connections in the high voltage tray of the control box. Precautions 1. When working on high voltage circuits on the refrigeration unit, do not make any rapid moves. If a tool drops, do not grab for it. Peo- ple do not contact high voltage wires on pur- pose. It occurs from an unplanned movement. 2. Use tools with insulated handles that are in good condition. Never hold metal tools in your hand if exposed. energized conductors are with- in reach. 3. Treat all wires and connections as high voltage until a meter and wiring diagram show other- wise, 4, Never work alone on high voltage circuits on the refrigeration unit, another person should always be standing by in the event of an acci- dent to shut off the refrigeration unit and to aid a victim. 5. Have electrically insulated gloves, cable cutters and safety glasses available in the immediate vicinity in the event of an accident First Aid IMMEDIATE action must be initiated after a person hhas received an electrical shock. Obtain immediate medical assistance if available. ‘The source of shock must be immediately removed by either shutting down the power or removing the victim from the source. If it is not possible to shut off the power, the wire should be cut with either an insulated instrument (e.g., 2 wooden handled axe or cable cutters with heavy insulated handles) or a res- cuer wearing electrically insulated gloves and safety glasses. Whichever method is used, do not look at the wire while it is being cut. The ensuing flash can cause burns and blindness, If the vietim has to be removed from a live circuit, pull the victim off with a non-conductive material Use the vietim’s coat, a rope, wood or loop your belt around the victim’s leg or arm and pull the victim off. DO NOT TOUCH the vietim. You can receive a shock from current flowing through their body After separating the victim and power source, check immediately for presence of pulse and respiration. If pulse is not present, start CPR (Cardio Pulmonary Resuscitation) and call for emergency medical assis- tance. If a pulse is present, respiration may be restored by mouth-to-mouth resuscitation, but call for emergency medical assistance. Low Voltage Control circuits used in the refrigeration unit are low voltage (24 volts ac and 12 volts de). This voltage potential is not considered dangerous, but the large amount of current available (over 30 amperes) can cause severe burns if shorted or ground, Do not wear jewelry, watch or rings. These items can short out electrical circuits and cause severe burns to the wearer.Specifications ENGINE—se 2.2 Model Fuel Type Oil Capacity: Crankcase Oil Type*: Oil Viscosity** Engine rpm: Low Speed Operation High Speed Operation Engine Oil Pressure Intake Valve Clearance Exhaust Valve Clearance Valve Setting Temperature Fuel Injection Timing Low Oil Pressure Switch (normally closed) Coolant High Temperature Switch: Closes Opens Engine Coolant Thermostat Coolant System Capacity Radiator Cap Pressure Drive Thermo King se 2.2 No. 2 Diesel fuel under normal conditions No. 1 Diesel fuel is acceptable cold weather fuel 16 qt (15.1 liters) crankcase Fill to full mark on dipstick API Petroleum Type CO API Synthetic Type CDafter first S00 hours Above 80.0 F (27.0 C): SAE 40 50.0 to 90.0 F (10.0 to 32.0.C): SAE 30 20.0 to 70.0 F (-7.0 to 21.0.C): SAE 20-20W -15.0 to 40.0 F (-26.0 to 4.0): SAE 10W Below 0.0 F (-18.0 C) continuously: SAE SW 1425 to 1475 rpm 21750 2225 rpm 50 to 65 psi (345 to 448 kPa) Low Speed engine operation 016 in. (0.40 mm) 016 in. (0.40 mm) 70.0 (21.00) 02 in, (0.5 mm) at 14° BTDC (timed on No. 1 cylinder) 17 £ 3 psi(117 + 21 kPa) 215 to 225 F (102 to 1070) 190 F (88.0) 180 F (82.00) 10.5 ats (9.9|iters) 7 psi (48 kPa) Direct to compressor; Belts to fans, alternator and water pump "Thermo King synthetic oil is compatible with petroleum lubricants so there is no danger if acci- dental mixing occurs or if an emergency requires addition of petroleum oil. Mixing is not recom- ‘mended, however, since it will dilute the superior performance properties of the synthetic oil. **Multi-viscosity weight oil with the recommended API classification may be used based on the am- bient temperature and straight weight viscosity recommendations above. The above recommen- dations are written for mineral oil based lubricants. BELT TENSION Tension No. on TK Gauge P/N 204-427 Model 30: Alternator Belt 7 Fan Belt 40Specifications (Rev 1/95) BELT TENSION Tension No. on TK Gauge P/N 204-427 Model 50: Alternator Belt 32 ‘Compressor Drive Belts 76 Fan Belt 64 Water Pump Belt 35 REFRIGERATION SYSTEM Compressor Model, Thermo King X430 Refrigerant Charge—Type Compressor Oil Charge Compressor Oil Filter Oil Charge Compressor Oil Type Throttling Valve Setting HeatiDefrost Method Standard Defrost Timer Settings (in-range can be changed in T6-V Guarded Access) Defrost Termination Switch: Opens Closes High Pressure Cutout Evaporator High Temperature Switch: Opens Closes 14 Ib (6.4 kg)—R-502 is standard 13 Ib (5.9 kg)—R-402A is optional 13 1b (5.9 kg)—R-403B is optional 13 1b (5.9 kg)—R-404A is optional 13.3 lb (6.0 kg)—R-134a is optional 17 1b (7.7 kg)—R-12 is optional 4.1 qt (3.9 liters)* 0.75 ats (0.71 liters) A compressor oil filter is included in the R-404A and R-134a options ‘Synthetic type PIN 67-404 is required for R-502, R-402A, R-403B, and R-12 Polyol Ester type PIN 203-413is required for R-AO4A, and R-134a 23 t0 25 psi (159 to 172 kPa) Hot Gas 4hours—Out-of-range (during pulldown) 6hours—in-range, above heat lockout 12 hours—Iin-range, below heat lockout 52.0F (11.10) 42.0F (5.60) 450 £ 10 psi (3103 + 69kPa)"* Automatic reset @ 375 + 38 psi (2586 + 262 kPa) 125 + 5.0F (52.0 + 280) 175 + 5.0F (79.0 + 280) "When the compressor is removed from the unit, oil level should be noted or the oll removed from the compressor should be measured so that the same amount of oil can be added before placing the replacement compressor in the unit. **The High Pressure cutout for R-134a and R-12 opens at 300 +25/-0 psi (2068 +172/-0 kPa) and closes at 200 + 20 psi(1379 + 138 kPa). AIR SWITCH SETTING Single Switch 1.40 £ .0Bin. (25.4 + 1.3mm) H20 THERMOSTAT Type Thermoguard TG-V Setpoint Range -20.0 to 80.0 F (-28.0 to 28.0}Specifications (Rev 1/95) ELECTRICAL CONTROL SYSTEM Voltage Battery Fuse Link Rating Control Circuit Circuit Breaker Throttle Solenoid Circuit Breaker Defrost Fuse: Model 30 Model 50 Battery Charging Voltage Regulator Setting ELECTRICAL COMPONENTS 125Vde One, Group C31, 12 volt battery 50 to 55. amps 30 amp auto reset 12amp auto reset 1Samp 10amp 12 volt 37 amp brush type alternator 13.810 14.2 volts @ 77.0 (25.00) NOTE: Disconnect components from unit circuit to check resistance. Fuel Solenoid Damper Solenoid: (Large) (Small) Throttle Solenoid Glow Plug Pilot Solenoid Starter Motor—gear reduction type Current Draw (Amps) Resistance—Cold at12.5Vde (Ohms) 14 88 57 22 29 43 29 43 69 18 o7 17.0 250-375* *On-the-engine cranking check. Bench test is approximately 100 amps on the direct drive starter and approximately 80 amps on the gear reduction starter. ELECTRIC STANDBY (Model 50 units only) Electric Motor and Overload Relay Overload Relay Fullload | Setting Voltage/Phase/Frequency | Horsepower | Kilowatts | _ rpm Amps_| (amps) 30/3/60 15.0 14.2 3510 334 40 460/3/60 15.0 2 3510 178 20 Electric Heater Strips Number 3 Watts 1000 watts (each) Resistance 53. ohms (each) High Temperature Cutout Switch: Opens 150 + 5.0F (65.6 + 2.4C) Closes 120 + 5.0F (48.9 + 2.40)Specifications (Rev 1/95, STANDBY POWER CORD REQUIREMENT 230/190V Supply Circuit Breaker Extension Cord Size 460/380V Supply Circuit Breaker Extension Cord Size 70amp 25 ft. (7.6 m) and 50 ft. (15.2 m) AWG 8, 75 ft. (22.9 m) AWG 6 40.amp 25 ft. (7.6 m) and 50 ft. (15.2 m) AWG 10, 75 ft. (2.9m) AWGBMaintenance Inspection Schedule Annual 4,500 Hours _| Inspect/Service These Items Check fuel supply Check engine oil level. Check engine coolant level light. (CAUTION: Do not remove radiator cap while coolant is hot.) Inspect belts for condition and proper tension (belt tension tool PIN 204-427). Check engine oil pressure hot, on high speed. Minimum 40 psi (276 KPa) Listen for unusual noises, vibrations, ete. Check air cleaner indicator.* Change engine oil** (hot) and oil filter. Drain water from fuel tank and check vent. Inspecticlean fuel transfer pump inlet strainer. Check and adjust engine speeds (high andlow speed) Check condition of engine mounts. Change engine coolant. Replace fuel filter (replace water separator every 3,000 hours) Test fuel injection nozzles at least every 10,000 hours Electrical Check ammeter for charge and discharge (glow plug) operation. Check defrost initiation and termination. Check operation of damper door (closes on defrost initiation and ‘opens on defrost termination) Check thermostat cycle sequence on all modes (e.g. Continuous Run and Cycle-Sentry [Start-Stop] modes) Inspect battery terminals and electrolyte level Check operation of protection shutdown circuits. Inspect wire harness for damaged wires or connections, Check air switch setting Inspect electric motor, replace bearings yearly or every 6,000 hours. Inspect alternator. ‘Check refrigerantlevel Check compressor oil level, and condition. Check throttling valve regulating pressure Check compressor efficiency and pump down refrigeration system. Replace dehydrator and check discharge and suction pressure. ‘Structural Visually inspect unit for Mula leaks. Visually inspect unit for damaged, loose or broken parts (includes air ducts and bulkheads). Inspect tapered roller bearing fanshaft and idlers for leakage and bearing wear (noise). Clean entire unit including condenser and evaporator coils and defrost drains. Check all unit and fuel tank mounting bolts, brackets, lines, hoses, etc. Check evaporator damper door adjustment and operation, Inspect clutch, * Change air cleaner when indicator reaches 22 in. **NOTE: Petroleum oil rated “CD” must be used in the engine to allow 1,500 hour extended maintenance intervals.Unit Description The Super-II MAX is a one-piece, diesel powered, temperature control unit. The unit mounts on the front of a semi-trailer and the evaporator section ex- tends into the trailer. There are two basic models: Model 30: Cool, hot gas heat, and defrost on engine operation. Model 50: Cool, hot gas heat, and defrost on engine ‘operation and on electric standby operation. Electric evaporator heaters are also used to increase the heat and defrost capacities on electric operation During engine operation power is provided by the se 22; a four-cylinder, water-cooled, direct injection diesel engine with a continuous power rating of 278 hp (20.7 kW) @ 2200 rpm. The engine uses a spin-on, duel element, full flow/bypass oil filter and “CD” rated petroleum engine oil for extended 1,500 hours maintenance intervals. ‘The compressor is connected directly to the engine on the Model 30. A centrifugal clutch transfers power from the engine to the compressor on the Model 50. The centrifugal clutch engages when the engine reaches 400 + 100 rpm. Belts are used to transfer power to the fans and the alternator. During electric standby operation (Model $0 only) the 15.0 hp (11.2 kW), 60 Hz electric motor drives the compressor, the fans, and the alternator through belts. The centrifugal clutch on the engine isolates the engine from the compressor during electric operation, ‘Thermo King X430 Compressor The unit features the Thermo King X430, four- cylinder compressor with 30 cu. in. (492 em’) dis- placement. ‘THERMOGUARD V Thermostat (TG-V) Accurate temperature control of the cargo area is provided by a TG-V, which is a programmable micro- processor controller. Normally Heat Lockout is enabled on the TG-V. Heat Lockout does not allow the TG-V to demand High Speed Heat at setpoints below 15.0 F (-9.5 C). Special units may not have Heat Lockout enabled Cycle-Sentry Start-Stop Controls (Optional) A Cycle-Sentry Start-Stop fuel saving system is avail- able to provide optimum operating economy. WARNING: With the selector switch in the CYCLE position and the On-Off switch in the ON position, the unit may start at any time without prior warning. NOTE: A buzzer sounds when the unit is automatically preheating. The Cycle-Sentry system automatically starts the unit fon thermostat demand and shuts down the unit when the trailer temperature reaches the thermostat setpoint. The Cycle-Sentry system automatically maintains engine temperature in cold ambients by restarting the unit if the engine block temperature drops to 30.0 F (-1.1 ©). When the unit starts because of low engine blow temperature, it will run in the operating mode called for by the unit thermo- stat until the battery is fully charged and the engine block temperature reaches 90.0 F (32.0 C). Features of the Cycle-Sentry system are: * Offers either Cycle-Sentry (CYCLE) or Con- tinuous Run (CONTINUOUS) operation. * Thermostat controlled all season temperature control * Maintains minimum engine temperature in low ambient conditions. ‘+ Battery Sentry keeps batteries fully charged dur- ing unit operation. + Variable glow plug preheat time. + Preheat indicator buzzer. OPERATING MODES The following standard settings for the TG-V thermo- stat affects some of the operating modes: High Speed Delay—Yes—High speed is delayed for 8 minutes after the box temperature reaches a low speed to high speed switch pcint. © The unit will not run in high speed cool after it is first started unless the box temperature is out- of-range (more than 68 F (3.8 C] above the setpoint). When the unit is started with the box temperature more than 3.4 F (1.9 C) above the setpoint but less than 68 F (3.8 C) above the setpoint, the unit will run in low speed cool for approximately 8 minutes before it shifts to high speed cool (if the box temperature is still more than 3.4 F (1.9 C] above the setpoint). © The unit may run in high speed heat after it is first started. High Speed Heat Lockout—Yes~High speed heat is Iocked-out at setpoints below 15.0 F (-9.5 C),Unit Description (Rev 1/95) Defrost—Engine Operation The defrost mode can be initiated with the manual defrost switch, by the air switch, or by the defrost timer any time the evaporator coil temperature is below 42.0 F (5.6 C). If the unit is in the Null mode (Cycle-Sentry operation), manually initiating defrost will cause the unit to start and operate in the defrost mode. When a defrost cycle is initiated, the defrost relay energizes the damper solenoid and pilot sole- noid The unit remains on defrost until the evaporator coil temperature rises to 52.0 F (11.1 C) causing the defrost termination switch to open. When the defrost termination switch opens, the unit will return to the Null mode (Cycle-Sentry operation) or operate in cool or heat, depending on thermostat demand, Defrost—Electric Operation The defrost mode can be initiated with the manual defrost switch, by the air switch, or by the defrost timer any time the evaporator coil temperature is below 42.0 F (5.6 C). If the unit is in Null, manually initiating defrost will cause the unit to start and op- crate in the Defrost mode, When a defrost cycle is initiated, the defrost relay energizes the damper sole~ noid, pilot solenoid, and electric heaters. ‘The unit remains on defrost until the evaporator coil temperature rises to 52.0 F (11.1 C) causing the defrost termination switch to open. When the defrost termination switch opens, the unit will return to the Null mode or operate in cool or heat, depending on thermostat demand Engine Operation Continuous Run Operation At setpoints above 15.0 F (-9.5 C), the unit operates in the following modes: ‘+ High Speed Cool + Low Speed Cool + Low Speed Heat + High Speed Heat + Defrost At setpoints below 15.0 F (-9.5 C), the unit operates in the following modes: ‘+ High Speed Cool ‘+ Low Speed Cool + Low Speed Heat + Defrost Temperature Drop High Speed Cool (1) +5.1F (+28 0) +3.4F (41.9 CY Low Speed Cool | a5 (+090) Setpoint Low Speed Heat | 7p 9C) B4F (41.9Cr] High Speed Heat (1)(2) Temperature Rise (1) If the High Speed Delay is enabled, high speed will be delayed for 8 minutes after the tem- perature reaches @ low speed to high speed switch point. (2) If High Speed Heat Lockout is enabled, High Speed Heat is replaced by Low Speed Heat at setpoints below 15.0 F (-9.5.). TG-V Control Algorithm Continuous RunUnit Description (Rev 1/95) Cycle-Sentry Operation (Optional) At setpoints above 15.0 F (-9.5 C), the unit operates in the following modes: + High Speed Cool * Low Speed Cool—Null if Battery Sentry and block temperature switch are satisfied. * Low Speed Heat—Null if Battery Sentry and block temperature switch are satisfied. ‘+ High Speed Heat + Defrost At setpoints below 15.0 F (-9.5 C), the unit operates in the following modes: + High Speed Coot + Low Speed Cool—Null if Battery Sentry and block temperature switch are satisfied. ‘+ Low Speed Heat—Null if Battery Sentry and block temperature switch are satisfied. © Defrost Temperature Drop High Speed Cool (1) +51 (+28 ¢) +34 F (419 ¢7 Null (2) +17F (+09 c) Setpoint Null (3) aoe (0.9. c) 34F (1.9.0), High Speed Heat (4) Temperature Rise (1) If the High Speed Delay is enabled, high speed will be delayed for 8 minutes after the tem- perature reaches a low speed to high speed switch point. (2) Low Speed Cool if Cycle-Sentry system deter- mines unit should be running (3) Low Speed Heat if Cycle-Sentry system deter- mines unit should be running, (4) If High Speed Heat Lockout is enabled, High Speed Heat is replaced by Null at setpoints below 15.0 F (9.50). TG-V Control Algorithm cycle-Sentry Electric Operation (Model 50) At setpoints above 15.0 F (9.5 C), the unit operates in the following modes: + Cool * Null © Heat + Defrost At setpoints below 15.0 F (-9.5 C), the unit operates in the following modes: + Cool © Nall © Defrost Temperature Drop +8.1F (+280) Setpoint ATE (0.9 0) 34F (-1.9C) Heat (1)(2) Temperature Rise (1) Ifthe High Speed Delay is enabled, Heat will be delayed for 8 minutes after the temperature reaches the Null to Heat switch point. (2) If High Speed Heat Lockout is enabled, Heat is replaced by Null at setpoints below’ 15.0 F (950. T6-V Control Algorithm Electric OperationUnit Description (Rev 1/95) UNIT UNIT MODEL MODEL ‘Super-ll 30 MAX | Super-Il 50 MAX DESIGN FEATURES (092134) (092140) [se 2.2 Diesel Engine ° . X40 Compressor w/Synthetic Compressor Oil . . [230V, 60 Hz, 3 Phase Electric Standby Motor = . [460V, 60 Hz, 5 Phase Electric Standby Motor = Opt [Thermo King Radiator . ° Stainless Steel Grille ° . ‘Stainless Steel Evaporator Hardware . . ‘Tapered Roller Bearing Fanshaft and ldlers ° . Premium Drive Belts : . [Heavy Duty Dry Element Air Cleaner Inside Unit Frame . . [Spin-On Full Flow Bypass (Ouel Element) Oil Filter = = [Dealer Installed Synthetic Engine Oil Oot Opt Thermoguard V Thermostat (TG-V) ° ° Defrost Timer (Built into TG-V) : ° 37 amp Alternator . . Refrigerant R-502 ° ° Refrigerant R-402A Opt Opt Refrigerant R-4038 Opt Opt Refrigerant R-404A, Opt Opt Refrigerant R-134a Opt Opt Refrigerant R12 Opt Opt ‘Siicone Coolant Hoses Opt Opt (Cycle-Sentry System Opt Opt ‘Sentinal Light Opt Opt Temperature Sentry Opt Opt (Compound Gauge Opt Opt Phase Correction = Ost PROTECTION DEVICES Engine High Coolant Temperature Switch Engine Low Oil Pressure Switch [Engine Low Oil Level Switch [Evaporator High Temperature Switch Refrigerant High Pressure Cutout Switch High Refrigerant Pressure Relief Valve 12V Fuse Link (Circuit Breaker in Control Circuit (Circuit Breaker in Throttle Solenoid Circuit Fuse in Defrost Circuit (Overload Relay Protection for Electric Motor [High Temperature Cutout SwitchUnit Description (Rev 1/95) SERIAL NUMBER LOCATIONS Unit: Nameplate on the bottom of the frame inside the front doors. Nameplate inside of roadside door. Engine: Stamped on the engine block above the oil filter. ‘Compressor: Stamped on the end above the oil pump. THERMO KING =— Inside Door a Serial Number Locations Inside Door' Description (Rev 1/95) THERMO KING Mo KING t Front ViewUnit Description (Rev 1/95) (ee pt ee Curbside Door OpenUnit Description (Rev 1/95) Rear ViewUnit Description (Rev 1/95) Throttling Valve Throttle Solenoid Fuel Sclenoid Injection Pump Hand Primer Pump Compressor Dipstick Engine Oil Starter ipsticl il Filter engine Ol Sight Glass OW Fiter pressure Switch Engine CompartmentUnit Description (Rev 1/95) abe rT Cycle-Sentry Light Reset ‘Switch Indicator Lights Ammeter ON-OFF ‘Thermostat ‘Switch PREHEAT! Cycle-Sentry START Switch ‘Switch CHECK MANUAL COOLANT Light DEFROST Switch Hourmeter Oil Pressure ‘Coolant Gauge Temperature Gauge Control Box CoverUnit Description (Rev 1/95) Throttle Solenoid L Circuit Breaker 7 1G-V Setup dl Code Nameplate Defrost L ‘Switen Fuse t Panel a is Relay Board ey it "leet Ib - Ole f Tov 3 fo Thermostat oligialrs Q Go 5 Q a" © @ 5 Components inside Control Box 17Operating Instructions UNIT CONTROLS 1 ON-OFF Switch, This switch energizes the electrical system of the unit a. ON position. The unit will operate in re- sponse to the thermostat settings and the trailer air temperatures. b, OFF position. The 8 circuit that supplies power to the control circuit is de-energized. ‘The unit will not operate. PREHEAT-START Switch. When held on PREHEAT, this switch energizes only the glow plugs to aid in starting the diesel engine. When held on START, this switch energizes both the slow plugs and the starting motor. Hold the switch on START until the engine starts to fire and pick up speed. DO NOT release the switch from the START position prematurely when the engine is extremely cold MANUAL DEFROST Switch. The unit can be placed on defrost by pressing the manual defrost switeh located’on the control panel. The evap- orator coil temperature must be below 42.0 F (56 C) before the unit will defrost. Otherwise the unit will continue normal operation. DIESEL-ELECTRIC Switch (Model 50). This switch selects diesel or electric standby opera- tion. The unit must be connected to an electric power source that has the correct voltage and phase for the unit to operate with the switch in the ELECTRIC position. CYCLE-SENTRY Switch (Cycle-Sentry option) This switch selects conventional Continuous Run operation or automatic Start-Stop opera- tion a, CONTINUOUS position, The unit must be started manually with the unit On-Off switch and Preheat-Start switch. After start-up, the unit operates continuously until the unit On- Off switch is turned off or a unit protection Circuit shutdown occurs due to a malfunction in the fuel, engine oil, engine coolant or unit refrigeration system. b. CYCLE position. All unit starting operations are performed automatically on thermostat demand. Starting functions such as glow plug preheat, fuel and throttle solenoid control, and cranking are performed automatically Unit operation is controlled automatically by the unit thermostat, engine block temperature switch, Battery Sentry and defrost controls. The engine starts automatically whenever the thermostat calls for cooling or heating, or the engine block temperature drops to 30.0 F (11 ©). The engine runs until the thermo- stat demands are satisfied, the battery is fully charged and the block temperature reaches 90.0 F (32.0 C). The engine is automatically stopped by the Cycle-Sentry control module. CAUTION: With the selector switch in CYCLE position and the unit On-Off switch in the ON position, the unit may start at any time without prior warning. THERMOSTAT. A solid-state TG-V thermo- stat controls the unit operation to maintain the tailer temperature at setpoint. Set the thermostat at the required temperature. Setting the setpoint lower than required will not ‘make the unit cool faster. NOTE: Thermoguard thermostats have low volt- age and open circuit protection. If there is no power from the battery to the thermostat or if the battery leads to the thermostat are reversed, the thermostat switches the unit to Low Speed Cool. If the sensor circuit is open, the unit switches to Low Speed Cool. DEFROST TERMINATION Switch, The elec- tronic defrost termination switch uses solid state ‘components to control the defrost circuit. The switch has short circuit protection and solid state reliability. The switch is mounted in the evaporator and controls the defrost eycle in re- sponse to the evaporator coil temperature. The switch is closed when the evaporator coil tem- perature is below 42.0 F (5.6 C) completing the defrost circuit to ground and preparing the elec~ trical system for the defrost cycle. The switch ‘opens and terminates the defrost cycle when the evaporator coil temperature rises to 52.0 F (110). AIR Switch. The air switch senses the air pres- sure differences between the evaporator coil inlets and outlets. The switch automatically places the unit on defrost when ice or frost builds up on a coil to a point where the air flow across the coil is restricted 40 to 50% of normal 18Operating Instructions (Rev 1/95) UNIT INSTRUMENTS 1 AMMETER. The ammeter indicates the battery charge and discharge amperage during unit, operation. The charging amperage varies according to the needs of the battery. The ammeter also indicates the amount of current drawn by the glow plugs during preheat. HOURMETER—ENGINE. The engine hour- meter records the total number of hours that the engine is in operation for proper mainten- ance intervals. HOURMETER-ELECTRIC STANDBY. The electric standby hourmeter records the total hours of unit operation on electric standby power. INDICATOR LIGHTS. Indicator lights show the following: WHITE—Cool; TAN—Defrost; AMBER — Heat. NOTE: The defrost light is connected in the defrost circuit. Both the white and tan lights may be lit when the unit is in defrost. ‘A Green signal light indicates the Cycle-Sentry system is functioning normally. If the Green Cycle-Sentry light is out with the selector in the CYCLE position and the On-Off switch in ON position, a malfunction has occurred or the light bulb is’ defective. The reset switch will be tripped if a malfunction has occurred. A Check Coolant light indicates the engine cool- ant level is low. Add coolant to the expansion tank whenever the coolant level is low. CAUTION: Do not remove the expansion tank cap while coolant is hot. DIGITAL THERMOMETER. A digital ther- mometer is built into the TG-V thermostat. The thermometer normally indicates the return air temperature. OIL PRESSURE GAUGE. The oil pressure gauge indicates the engine oil pressure. Engine oil pressure should rise immediately on starting, ‘A low oil pressure switch will trip the reset switch and stop the engine if oil pressure drops below 17 + 3 psi (117 = 21 kPa) for approxi- mately 40 seconds, COOLANT TEMPERATURE GAUGE. The engine coolant temperature gauge indicates the temperature of the engine coolant in the engine block, RECEIVER TANK SIGHT GLASS. The re- ceiver tank sight glass is used to check the amount of refrigerant in the system, and the ‘moisture content of the refrigerant, 10. COMPRESSOR OIL SIGHT GLASS. The compressor oil sight glass indicates the relative level of compressor oil in the compressor sump. AIR FILTER RESTRICTION INDICATOR. An air restriction indicator is attached to the air intake manifold, Visually inspect the restric- tion indicator periodically to assure the air filter is not restricted Service of the air filter when the yellow diaphragm indicates 25 in. of vacu- lum,” Press the autton on the bottom of the restriction indicstor after servicing the air filter. UNIT PROTECTION DEVICES RESET SWITCH. A thermal type, manual reset switch protects the engine. The reset switch is attached 10 four different sensor switches: the low oil pressure switch, the low oil level switch, the high water temperature Switch, and the evaporator high lemperalure switch Each sensor switch closes to ground for one of the following abnormal conditions: low oil pres- sure, low oil level, high coolant temperature, or high evaporator temperature. This causes. the reset switch to trip and shut down the unit. The reset switch must be manually reset after it cools. CONTROL SYSTEM CIRCUIT BREAKERS. Circuit breakers located inside the control box trip if the 12 V de control circuits or the throt- tle solenoid circuit overload. ‘A 30 amp auto reset circuit breaker located on the switch panel protects the 12 V de unit con- trol circuit The throttle solenoid is protected by a 12 amp manual reset circuit breaker. This circuit breaker is located inside the control box. Check itif the throttle solenoid is not getting power. FUSE LINK (Current Limiter). The fuse link is located between the 2 wire and the battery. At a current draw of approximately 50 to 55 amps, the fuse link will melt, cutting all power to the unit. DEFROST FUSE. The defrost fuse protects the 8F circuit that provides power to the defrost relay coil and the damper solenoid circuits. The defrost fuse is located on the switch panel circuit board. Model 30 units use a 1S amp defrost fuse. Model 50 units use a 10 amp defrost fuse. 19Operating Instructions (Rev 1/95) 5. HIGH PRESSURE CUTOUTS. One or wo high pressure cutouts (HPCO) are located in the compressor discharge manifold. The HPCOs are pressure sensitive switches that open if the discharge pressure rises above 450 psi (3103 kPa) (300 psi [2068 kPa] on R-I34a and R-12 units. One HPCO switch opens the circuit t0 the fuel solenoid which stops the engine during engine operation. The reset switch will trip approximately 40 seconds later because of low oil pressure. “The other HPCO opens the circuit to the electric motor contactor, which stops the electric motor during electric operation. 6. HIGH PRESSURE RELIEF VALVE. The high pressure relief valve is designed to relieve excess pressure within the refrigeration system. The valve is a spring-loaded piston that lifts off its seat when refrigerant pressure exceeds 500 + 50 psi (3,447 + 345 KPa). The valve will reseat ‘when the pressure drops to 400 psi (2,758 kPa). the valve could possibly leak refrigerant after it has relieved excess pressure. Tapping the valve lightly may help the valve reseat and SEAL PROPERLY. The valve is non-repairable and requires no adjustment. If the valve fails to re~ seat properly, recover the refrigerant charge and unscrew and replace the valve. The high pressure relief valve is located on a high pressure line near the condenser. Its loca- tion is such that when the pressure is expelled from the valve, it would be directed away from anyone servicing the unit 7. OVERLOAD RELAY—Manual Reset (Model 50). An overload relay. protects the standby electric motor. The overload relay opens the Circuit from the motor contactor to the electric motor if the motor overloads for any reason (eg, low line voltage or improper power supply) while the unit is on electric standby operation, 8. HIGH TEMPERATURE CUTOUT SWITCH (Model 50). ‘The high temperature cutout switch is located in the evaporator. It opens to de-energize the evaporator heaters if the evap- orator temperature rises above 150 F (65.6 C) during electric operation UNIT OPERATION Pre-Trip Inspection The following Pre-Trip Inspection should be com- pleted before loading the trailer. While the Pre-Trip Inspection is not a substitute for regularly scheduled maintenance inspections, it is an important part of the preventive maintenance program designed to head off operating problems and breakdowns before they happen. FUEL. The diesel fuel supply must be adequate to guarantee engine operation to the next check point, ENGINE OIL. The ergine oil level should be at the FULL mark with the dipstick NOT turned (threaded) into the oil pan. Never over- fil COOLANT. The Check Coolant indicator light must be out when the On-Off switch is in the ON position. The engine coolant must have antifreeze protection to -30.0 F (-340 C) Check and add coolant in the expansion tank. CAUTION: DO NOT remove the expansion tank cap while coolant is hot. BATTERY. The terminals must be clean. BELTS. The belts must be in good condition and adjusted to proper tension. ELECTRICAL. The electrical connections should be securely fastened. ‘The wires and ter- minals should be free of corrosion, cracks or moisture. STRUCTURAL. Visually inspect the unit for leaks, loose or broken parts and other damage. The exhaust rain cap should move freely (if so equipped). The condenser and evaporator coils should be clean and free of debris. Check the defrost drain hoses and fittings to be sure they are open. The damper in the evaporator outlet must move freely with no sticking or binding. Make sure all the doors are latched securely. Starting Standard Units on Diesel Operation 1 On Model 50 units place the Diesel-Electrie switch in the DIESEL position. Hold the Preheat-Start switch in the PREHEAT position for the required time, The ammeter should show glow plug cischarge. Ambient Temperature Preheat Time 0.0 to 32.0 F (-18.0 to 90.0 C) 30 seconds Below 0.0 F (-18.0 C) 60 seconds Turn the main On-Off switch to ON. Hold the Preheat-Start switch in the START po- sition to crank the engine, Release when the engine starts. DO NOT release prematurely when the engine is extremely cold, Turn the main On-Off switch to OFF, and repeat steps I through 3 if the engine fails to start CAUTION: Never use starting fluid. 20Operating instructions (Rev :/ Starting Cycle-Sentry Equipped Units on Diesel Operation’ Selection of Operating Modes on Cycle-Sentry Equipped Units The Thermo King Cycle-Sentry system is designed to save refrigeration costs. The savings vary with the commodity, ambient temperatures and trailer insula- tion. However, not all temperature controlled pro- ducts can be properly transported without continuous air circulation, Since highly sensitive products will normally require continuous air circulation, Cycle-Sentry units come equipped with a selector switch for Cycle-Sentry or Continuous Run operation. Your selection of the op- eration mode for the proper protection of a particu- lar commodity should use the following guidelines, Examples of Products Normally Acceptable for Cycle-Sentry Operation * Frozen foods (in adequately insulated trailers) + Boxed or processed meats © Poultry * Fish © Dairy products * Candy © Chemicals * Film * All non-edible products Examples of Products Normally Requiring Continuous Run Operation of Air Flow © Fresh fruits and vegetables, especially asparagus, bananas, broccoli, carrots, citrus, green peas, let- tuce, peaches, spinach, strawberries, sweet corn, ete, * Non-processed meat products (unless pre-cooled to recommended temperature) ‘+ Fresh flowers and foliage The above listings are not all inclusive. Consult your grower, shipper or USDA if you have any questions about the operating mode selection on your type of load, Continuous Run Operation With the selector switch in the CONTINUOUS posi- tion, the Cycle-Sentry unit will operate in its regular cooling and heating modes. Refer to Starting Stan- dard Units on Diesel Operation. Cycle-Sentry Operation With the selector switch in the CYCLE position, the Cycle-Sentry system shuts down the unit when the trailer temperature reaches the thermostat setpoint, and restarts the unit cn thermostat demand. On Cycle-Sentry equipped units, the unit start-ups may also be initiated by defrost cycle initiation or engine block temperature switch demand. If defrost is initiated either manually or automatically by the defrost timer, the unit will start and run in low speed. When the defrost cycle is complete, the unit will run in whichever operating mode the thermostat is calling for until the trailer temperature reaches setpoint. In cold ambients, the Cycte-Sentry system automati- cally maintains engine temperature by restarting the unit if the engine block temperature drops to 30.0 F (1.1 ©). When the unit starts up because of low engine block tempera:ure, the unit will run in which- ever operating mode the unit thermostat is calling for until the battery is fully charged and the engine block temperature rises to 90.0 F (32.0 C). ‘After the unit starts from thermostat demand, defrost initiation or engine block temperature "switch demand, a Battery Sentry switch monitors the voltage across the field of tke alternator and will keep the unit running until the battery is recharged suffi- ciently, The unit ruts in whichever operating mode the thermostat is calling for to properly maintain the trailer temperature. When the battery is sufficiently recharged, the unit will shut down on thermostat de~ mand. CAUTION: With the selector switch in the CYCLE po- sition and the unit On-Off switch in the ON position, the unit may start at any time without prior warning. NOTE: A buzzer sounds when the unit is automatically preheating. NOTE: Trailer units equipped with Cycle-Sentry should be manually started if the units have been non- operative (turned off), resulting in cold soaked engine temperatures below 300 F (-I.] C). Place the selector switch in the CONTINUOUS position and refer to Starting Standard Units on Diesel Operation for man- ual starting instructions. After this initial cold start, the selector switch can be switched to the CYCLE posi- tion. Cycle-Sentry sensors will then automatically maintain temperatures and provide reliable unit re- starts on demand. Fully charged batteries in good condition are essential for reliable unit operation. This is especially true on Cycle-Sentry equipped units in cold weather. 2Operating Instructions (Rev 1/95) 1. On Model 50 units place the Diesel-Electric switeh in the DIESEL position. 2, Place the Cycle-Sentry switch in the CYCLE po- sition 3. Place the unit On-Off switch in the ON posi tion. The green indicator light will come on. (This green light must be on at all times while the unit is in Cycle-Sentry operation.) If a mal- function occurs preventing a restart, the fact that this green light is off is the only indication a malfunction has occurred. 4. Set the thermostat at the required temperature. DO NOT set the thermostat lower than required (lowering the thermostat setpoint does not make the unit coo! faster). If a thermostat calls for cool or heat, the cool or heat light will be on and the glow plugs will automatically heat for the required amount of time depending on the engine temperature (3 seconds at 150 [65.0 C] to 120 seconds at -20.0 F (29.0 C)) 6. At the end of the preheat period, the engine will begin cranking. The glow plugs remain ener- gized during the cranking period. If the engine pm does not exceed 50 rpm during the first 4 seconds of cranking, or if the engine does not start after 30 seconds of cranking, the cranking cycle terminates, NOTE: If the engine fails to start, the unit reset switch will open, interrupting current to the con- trol system 30 t0 50 seconds after cranking cycle terminates. 7. If the engine fails to start, place the main On- Off switch in the OFF position. Determine and correct the cause for not starting, then push in the reset button and repeat the starting proce- dure. Starting Units on Electric Standby Power 1. With the On-Off switch in the OFF position and the high voltage power supply off, connect the power cable to the power supply. Make sure the power supply is the proper voltage, amperage, and phase sequence. NOTE: Units equipped with Auto Phase will automatically adjust to the phase of the power supply. 2. Place the Diesel-Electric switch in the ELEC: TRIC position. CAUTION: Do not start the electric motor until the diesel engine has come to a complete stop, disengaging the clutch. Turn the high voltage power supply On Place the On-Off switeh in the ON position Set the thermostat at the required temperature Do not set the thermostat lower than required (lowering the thermostat setting does not make the unit cool faster, Check the electric motor rotation by placing a small cloth or piece of paper in front of the front grille (condenser inlet). Correct rotation will draw the cloth or paper to the grille. In- correct rotation will blow it away from the grille. If the rotation is incorrect, the phase of the power supply is wrong and must be cor- rected. Turn off the power to the cable and reverse the position of any two power leads on the power cable plug. DO NOT distur’ the green ground wire. (Refer this procedure 10 a qualified electrical repairman.) NOTE: If the unit fails to run, the thermostat setting ‘may not demand operation. Check the unit thermom- eter and compare the box temperature with the thermo- stat setting. The thermostat setting must be more than 5.1 F (2.9 C) above or 3.4 F (1.9 C) below the box tem- erature to demand unit operation. If the thermostat setting is well above or Below the box temperature, ‘check the overload relay reset button to make sure the overload relay has not tripped from overload. After Start Inspection 1 OIL PRESSURE. Check the engine oil pressure at high speed. It should register higher than 40 psi (276 kPa) AMMETER. The needle should indicate CHARGE for a short period of time after start up. COMPRESSOR OIL. The compressor oil level should be visible in the sight glass. THERMOSTAT. Set the thermostat at, well above and well below the trailer temperature. Check to make sure that the unit’s mode of ‘operation changes with the change in setpoint. NOTE: On units equipped with Cycle-Sentry, if the engine has not run long enough to thoroughly warm up or if the battery is not fully charged, the unit may not shut off in the null mode. PRE-COOLING. With the thermostat set at the required temperature, allow the unit to run for one-half to one hour (longer if possible) before loading the trailer. Pre-cooling will remove residual body heat and moisture from the trailer interior and provide a good test of the refrigeration system, 22Operating Instructions (Rev 1/95) 6. DEFROST. When the unit has finished pre- cooling the trailer interior (evaporator coil tem- perature below 42.0 F [5.6 C)), initiate a defrost cycle with the manual defrost switch. The defrost cycle should end automatically. Check the damper door to make sure that it closes when defrost is initiated and that it opens when defrost is terminated Loading Procedure 1. Make sure the unit is OFF before opening the doors to minimize frost accumulation on the evaporator coil and heat gain in the trailer. (The unit may be running when loading the trailer from a warehouse with door seals.) 2. Spot check and record load temperature while loading. Especially note any off-temperature product, 3. Load product so that there is adequate space for air circulation completely around the load. DO NOT block the evaporator inlet or outlet. 4, Products should be pre-cooled before loading. Thermo King units are designed to maintain loads at the temperature at which they were loaded. Transport refrigeration units are not designed to pull hot loads down to temperature. Post Load Procedure 1. Make sure all the doors are closed and locked, Adjust the thermostat to the required setpoint Start the unit, defrost cycle should stop automatically. Post Trip Checks Wash the unit ‘Check for leaks. Check for loose or missing hardware. Check for physical damage to the unit ‘One-half hour after loading, defrost the unit by momentarily pressing the Manual Defrost switch. If the coil temperature has dropped below 42.0 F (5.6 C), the unit will defrost. The 23Electrical Maintenance ALTERNATOR (Australian Bosch— Model 30 Units) Charging System Diagnostic Procedures NOTE: Units manufactured with CycleSentry and alternators with integral regulators MUST use re- placement alternators with integral regulators. CAUTION: Full-fielding alternators with the inte- gral regulator is accomplished by installing a jump- er from terminal F2 to ground. Attempting to fulle field the alternator by applying battery voltage to terminal F2 will cause voltage regulator failure. Complete the following checkout procedure before replacing the voltage regulator or the alternator. © When testing alternators use accurate equip- ment such as a Thermo King PIN 204-615 (FLUKE 23) digital multimeter and a Thermo King P/N 204-613 amp clamp or an equiv- alent. + Make sure the drive belts and pulleys of the charging system are in good condition and are adjusted properly before testing the alternator. Worn belts and pulleys or loose belts will low- er the output of the alternator. Place full fielding jumper here. © The battery must be well charged, the battery cable connections must be clean and tight, and the 2A and excitation circuits must be ‘con- nected properly. NOTE: All voltage readings should be taken between the negative battery terminal, or a good chassis ground, and the terminals indicated, unless stated otherwise. 1. Set the unit for continuous run operation and place the On-Off switch in the OFF position. 2. Check the battery voltage. If the battery volt- age is less than 12 volis, the battery must be charged or tested to determine if it should be replaced, 3. Check the voltage at the B+ terminal on the alternator. Battery voltage must be present If not, check the 2A circuit, 4. Disconnect the alternator harness from the voltage regulator by carefully pushing on the spring clip to release the plug lock. Check 24, amperage here. Check 8+ voltage here, Check sense and excitation circuit voltages here. 300 ohm Resistor cH Check Points for Alternator TestElectrical intenance (Rev 1/95) Set the unit for continuous run oper: 9. Connect a voltmeter between the B+ terminal place the On-Off switch in the ON position. and a chassis ground. Check the voltage at the A pin and at the B10. Start the unit and run it in high speed pin in the two pin connector'on the alternator 11. Connect a jumper wire between the F2 termi- harness. nal and a chassis ground. This will full field a. The A pin is the battery sense circuit and the alternator ul ry voltage. If not, check the’ sense creat (2 or equvalet) in the CAUTION: DO NOT full fetd the alternator alternator harness and inthe main wire {for more than seven seconds while checking the harness. ‘meter readings, or the electrical system may be b. The B pin is the excitation circuit and damaged. should be at 10 volts or higher. If not, 12, Check the amperage in the 2A wire and check the excitation circuit (7K or equiv- record the reading. Check the voltage at the alent) in the alternator harness and in the B+ terminal and continue to observe this main wire harness. voltage for a few seconds to see if it increases, If battery voltage is present on the sense and decreases, or stays the same, Note the change excitation circuits, connect the alternator har- in voltage and record the voltage reading. ness to the voltage regulator and check the Amperage in the 2A wire amps Voltage on the B pin in the two pin connector Voltage at the B+ terminals volts, on alternator harness. The voltage should be ‘The cottage at the Be terminal should be 13 Tto 3 volts to 18 volts and the amperage in the 2A wire a. No voltage or a voltage reading below 1 Sceaialbatat iseTasieignt es inated oneal volt indicates that the 300 ohm resistor in of the alternator. the alternator harness may be open, or that the rotor or the voltage regulator may be NOTE: An altemator can easily exceed its rat- shorted. Install a new alternator harness ed output. An glternator MUST at least reach and check the voltage on the B pin. If the its rated output when full fielded. An alterna ree ee is on 1 Soe ead new tor that has a defective rectifier diode may alternator harness, perform the field cur- reach 75% of its rated output with a ful field. rent test to further isolate the problem. _ of mt full fi b. A voltage reading above 3 volts indicates 13. Stop the unit. that the field circuit may be open or have 14. Use the readings obtained previously to de- high resistance. The brushes or the rotor are probably defective. Attach a clamp-on ammeter to the 24 wire connected to the B+ terminal on the alterna- tor. termine the problem by referring to the agnosis Chart NOTE: This assumes that the alternator did not charge properly prior to the full field test. Diagnosis Chart Amperagein2A _—Voltageat B+ Problem / Solution Atorabove rated output, Ator above battery voltage and increasing Voltage regulator defective/ Replace voltage regulator and brush assembly Approximately 60% of rated output Approximately equal to battery voltage and does not change, or rises slightly Rectifier diode defective / Repair or replace alternator Stator windings, field wind ngs, brush or diode defective/ Perform Field Current Test to check brushes and field coil, or replace alternator Loworno output , Less than or equal to battery voltage and decreasing 25Electrical Maintenance (Rev 1/95) Field Current Test (Checks the field windings, brushes and slip rings) Perform this test with the On-Off switch in the OFF position, 1 Attach a clamp-on ammeter to the 2A wire near the B+ terminal on the alternator. Connect a jumper wire between the F2 termi- nal on the alternator and a chassis ground, and note the ammeter reading. The ammeter reading indicates field current. The following chart shows the field current for each alternator with 12 volts applied to the field: Check 2A Alternator Field Current @ Rating 12 Volts 23 Amp 10 to 3.0 Amps 37 Amp 3.0 to 5.0 Amps 65 Amp 35 to 6.0 Amps No field current or a low field current indicates an open circuit or excessive resis- tance in the field circuit. Replace the volt- age regulator and brush assembly, inspect the slip rings and repeat the test. If the brushes are not the problem, replace the rotor or the alternater. High field current indicates a short in the field circuit. Repair or replace the alterna- tor, amperage here. Place full fielding jumper here” Full Field Test 300 ohm Resistor 7K 2 26Electrical Maintenance (Rev 1/95) Alternator Removal 1. Disconnect the battery power from the unit, 2. Remove the wires from. the alternator. termi- nals. Note the location of each wire so they will be installed correctly 3. Remove the mounting bolts and remove the alternator. Alternator Installation 1. Mount the alternator on the bracket tighten the bolts. 2. Install the alternator drive belt, tension it properly, and tighten the mounting bolts. Install the wires on the alternator terminals and secure them with the nuts, 4. Connect the battery power to the unit. Do not B (+) Positive Output Terminal + Terminal Capacitor Alternator Disassembly 1 Remove the pulley and the fan. Remove the nut, lock washer, pulley, fan and the spacer from the rotor shaft. Remove the capacitor. a. Unplug the wire from the capacitor to the + terminal. This is a spade connector. b. Loosen the capacitor mounting screw and remove the capacitor. Remove the brush-regulator assembly. a, Remove the field (green) wire from the ter- minal on the alternator. b. Remove the brush-regulator assembly by removing the two mounting screws. Regulator/Brush Assembly Mounting Screws Yoltage Regulator & Brush Assembly Voltage Regulator Setting 13.8 to 14.2 Volts S Terminal L Terminal Field (Green) Wire F2 Terminal Capacitor Mounting Screw Australian Bosch Alternator IdentificationElectrical Maintenance 4, Remove front housing. a, Remove the nut, lock washer, flat washer, and isolation washer from the B+ terminal on the alternator. b. Remove the four screws on the front of the alternator that surround the rotor shaft. Through Bolts Screws Surrounding Rotor Shaft Removing Screws and Bolts c. Remove the nut, lock washer, and flat washer from the longest of the four through bolts on the alternator. d. Mark the rear housing, front housing, stator, and the longest through bolt to aid in assem- bly later Longest Place Marks Through Bolt Here Rear Front Housing Stator Housing Marking Housings and Stator e. Remove the four through bolts from the alternator f, Remove the front housing. (Front housing should slide off the front rotor shaft bearing with minimal force.) Remove the rotor. Support the rear housing and stator. Slide the rotor shaft assembly toward the front of the al- ternator. This can be done by hand, but consid- erable force is needed. NOTE: The nut can be screwed on the rotor shaft to aid in pulling on the rotor shaft. Rear Housing Stator Rotor Nut Removing Rotor Remove the diode plate-stator assembly a, Remove the three screws that secure the diode plate to the rear housing Diode Plate Securing Screws (3) Removing Diode Plate/StatorElectrical Maintenance (Rev 1/95) b. Applying finger pressure on the B+ terminal = [777] B at the rear of the alternator, slide the stator cet diode plate assembly toward the front of the Continuity alternator and remove. From A toB 7 ; FromctoD | © CAUTION: Note the position of the isolation washer and the isolation spacer on the B+ No Continuity terminal. Stator FromAors. | © toCorD Diode Plate —____ Brush Test Isolation Washer Rear Housing and Bearing O-ring en 1, Remove and replace the O-ring in the bearing bore of the rear housing if needed. Spacer 2, Inspect the rear housing for a cracked or broken casting, stripped threads, or evidence of severe B+ wear in the bearing bore due to a worn rear Terminal ea bearing. O-ring Diode Plate Showing Position of Isolation Spacer and Washer 7. Separate stator windings from the diode plate (only if necessary). Unsolder the three leads of the stator winding from the diode plate. Bearing Bore Diode Plate Stator Rear Housing Inspection Front Housing 1. Inspect the front housing for cracks. Check the condition of the shreads of the adjusting boss. 2. Check the bore in the mounting boss. Discard housing if bore shows signs of elongation (oval Three Leads Stator Lead Location eater) Inspecting and Di ce \ Rotor Inspecting and Diagnosing Components 1. Place 15 V de zcross the slip rings on the Brushes rotor. 1. Inspect the brush assembly. The original brush CAUTION: Turn off the de power source before set may be reused if the brushes are 3116 in. (48 installing or removing test leads on slip rings to mmm) of longer and if the brushes are not oil prevent arcing and damage to the slip ring sur- soaked, cracked, or show evidence of grooves on face I cede ae eer gee ar 2. Check the current draw. It should be near the 2. Check the brushes witha continuity tester eA eerste tenecip eae 29Maintenance (Rev 1/95) no continuity from any lead to point D (laminations). Also, stators showing signs of winding discoloration Alternator Current Draw shoud be discarded, 23 amp 2.5 amps @ 68.0 F (20.0 C) 37 amp 5.18 amps @ 77.0 F (25.0 C) 65.amp _| 6.77 amps @ 77.0 F (25.0 0) Bearings Testing Stator AB, Attemator | AtoB | Atoc | Btoc | Cto D 23amp | 2t ohm | 210nm | 21 ohm | None Slip Pole Fingers @csor | @caor| @eaor Rings Rotor (Rotor Body) (20.0 C) | (20.0C) | (20.00) 3. Remove the power source from the rotor a7amp | 220mm | 220mm | a2 0mm | None 4. Check resistance. The resistance of the winding @770F | @70F| @770F should be near the specified resistance (2500) | 2500) | 2500) @5amp | at ohm | atonm | a1 ohm | None Altermator Rotor Resistance ann. | aterm. | aon 23 amp 6.0 Ohms @ 68.0 F (20.0 C) (25.0 ¢) | @50C) | 25.00) 37 amp | 2.9 Ohms @ 77.0 F (25.0 C) Stator Resistance Values @5.amp | 2.6 Ohms @ 77.0 F (25.0 0) Diode Plate Assembly feck for a grounded slip ring or windin; The diode plate assembly consists of two plates, each Soe re a erenee acres ie Rotor tone any coMtaining three diodes. Boch plates are mounted on ng an z Elrotael bot a plastic insulator. The plate with the B+ terminal pe slip ines gt nere should be/ne, continuity, ‘contains the positive diodes and the other plate con- 6 Check the condition ofthe sip rings. tains the negative diodes, When testing the diodes, 4. Clean the brush contacting surfaces with a the positive and negative diodes are tested separately fine crocus cloth, wipe dust and residue away. ‘Using an ohmmeter or diode tester, check for con- b. If surfaces are worn beyond this restoration, _tinuity as follows: replace the entire rotor assembly. 1, Place the negative lead of the meter on G. 7. Replace the entice rotor assembly if any of the Place the positive lead of the meter on A, B. following conditions exist and C. There should be continuity from G to 4. Stripped threads on shaft A,B, and C. b. Worn bearing surfaces. 2, Place the positive lead of the meter on G._ Place Sadan the negative lead of the meter on A, B, and C «. Scutfed pole fingers. There should be no continuity from 'G to A, B orc stator 5 The stator assembly consists of three individual wind: ings terminated in the delta-type connections, Using an ohmmeter or test lamp, check for winding con- tinuity between leads A,B, and C. There should be 3, Place the positive lead of the meter on H. Place the negative lead of the meter on D, E, and F There should be continuity from H to D, E, and F 30Electrical Maintenance (Rev 1/95) Place the negative lead of the meter on H. Place the positive lead of the meter on D, E, and F. There should be no continuity from H to D,E, or F, Plate Diode Plate Assembly Alternator Assembly 1 Connect the stator windings to diode plate. Solder the three leads of the stator windings to the diode plate if either is to be replaced. Install the diode plate-stator assembly in the rear housing. a. Install the insulating washer on the B+ ter~ minal of the diode plate. b. Install the insulating spacer on the B+ termi- nal of the diode plate. ©. Align the B+ terminal of the diode plate with the hole on the rear housing labeled B+, and slide the diode plate-rotor assembly into the rear housing. d. Insert the three screws into the diode plate and secure it to the rear housing. Install the rotor Slide the small bearing end of the rotor into the rear housing. Apply hand pressure to the rotor so the rear bearing seats in the O-ring Containing B+ Terminal Install the front housing, a. Align the marks of the rear housing and the front housing (Marks refer to the marks made during disassembly.) Slide the front housing over the rotor shaft and onto the bearing. b. Install the four through bolts and tighten cc Install the flat washer, lock washer, and the nut on the longest of the through bolts and tighten, 4. Install the four screws that surround the rotor shaft on the front of the alternator and tighten. Install the brush-regulator assembly. a. Install the brush-regulator assembly and, secure using the two mounting screws, Brush Contacts (Spring Loaded) Brush Installation CAUTION: Care must be used during installa- tion of the brushes to prevent damage to the slip rings or brushes. b. Attach the field (green) wire to field terminal on alternator. Install the insulator on the B+ terminal. Install the insulating washer, flat washer, lock washer, and nut on the B+ terminal Install the capacitor. a, Mount the capacitor with the mounting b. Plug the wire from the capacitor onto the + terminal Install the fan and pulley onto the rotor shaft. 4, Slide the large spacer onto the rotor shaft. b, Slide the fan onto the rotor shaft. (Bent fins pointing toward the rear housing.) «. Slide the pulley onto the rotor shaft d, Install and tigaten the lock washer and nut. 31Electrical Maintenance (Rev 1/95) ALTERNATOR (PRESTOLITE—Model 50 Units) Charging System Diagnostic Procedures CAUTION: “Full-fielding” alternators with the inte- gral regulator is accomplished by installing a jumper ‘from terminal F2 to ground. Attempting to full-field the alternator by applying battery voltage to terminal F2 will cause voltage regulator failure. Complete the following checkout procedure before replacing the voltage regulator or the alternator. 1. With the unit switch OFF, attach a voltmeter to terminal “Sense” and the alternator chassis. Voltmeter should indicate battery voltage. Terminal Location 2. With the unit switch ON, attach a voltmeter to terminal “EXC” and the alternator chassis. The voltmeter should indicate battery voltage To determine whether the alternator or regula~ tor is faulty, attach a test lead between terminal F2 and chassis ground. Run the engine on high speed. cauTio. nal F2. a. Full alternator output indicates the alternator is good but the voltage regulator needs re- placement. If there is LOW or NO output, the alternator is probably faulty. However, the following items are potential causes for not charging. = Check the alternator brushes Check the 2A circuit from the alternator to the battery Never apply battery voltage to termi- — Properly tension the alternator belt —Check battery cable connections and the alternator ground. They must be clean and tight. — The battery must be in good condition and must accept a charge — Check for excessive or unusual amperage draw by the unit control circuits. NOTE: A loss of battery voltage to either terminal EXC or TERMINAL “Sense” will cause the alternator to stop charging. Alternator Removal Disconnect the battery power from the unit. Remove the wires from the alternator terminals. Remove the mounting bolts and remove the alternator. Alternator Installation 1. Mount the alternator to the bracket, but do not tighten the bolts. 2. Install the alternator drive belt, tension properly and tighten the mounting bolts. 3. Install the wires on the alternator terminals and the nuts. 4. Connect the battery power to the unit, Alternator Disassembly 1. Detach back cover. terminals. Remove Remove the nuts from the the two screws securing the back cover to the rear housing. (2) Back Cover Mounting Screw Removing Beck Cover 32Electrical Maintenance (Rev 1/95) 2. Remove brush holder. Remove the two lock fnuts securing the brush holder. Pull out the brush holder. (2) Brushholder ‘Mounting Locknut Removing Brush Holder 3. Inspect and test brush assembly. The original brush set may be reused if the brushes are 3/16 in. (4.8 mm) or longer and if the brushes are not oil soaked, cracked or show evidence of grooves on the sides of the brush caused by vibration, TEST Continuity From AtoB FromCtoD No Circuit From A or B Test with 12 Volt DC toCorD. Test Lamp or Ohmmeter Brush Test Remove integral voltage regulator. Remove the two screws securing the integral voltage regu- lator to the rear housing ¥ (2) Regulator “Se / Mounting Screw Voltage Regulator Removing Voltage Regulator Remove diode-trio and rectifier diode bridge. The diode-trio end rectifier diode bridge are detached as an assembly. Remove the cone lock nut from the positive output (B+) termi- nal, Straighten the B+ strap, Remove the three terminal screws and the four diode-trio mounting screws Detach the assembly from the rear housing and separate the diode-trio assem- bly from the rectifier bridge. (3) Terminal Screw (4) Mounting Screw Cone Locknut And B+Strap Removing Diode-Trio and Rectifier Diode BridgeElectrical Maintenance (Rev 1/95) Separate stator/rear housing assembly from front housing. a. Remove the four thru-bolts. b. Carefully insert two screwdriver blades in the ‘opposite openings between the stator andthe front housing. Pry the units apart CAUTION: DO NOT insert the screwdriver Blades deeper than 1i16 in, (1.6 mm) to avoid damaging stator winding. Blade Screwdrivers at CAUTION: Do Not insert Blade of Screwdriver More than 1/16 in. (1.6 mm) Stator-Rear Housing Separation Remove pulley, fan and spacer. The pulley is a slip-fit on the rotor shaft, positioned with a ‘Woodruff key. Remove the unit and lock wash- er from the shaft using an impact wrench or other suitable tool. ‘After the nut and lock washer are removed, the alternator can be separated from the pulley ‘The fan will slide over the key. The key may be removed with a diagonal pliers or with a screw- driver. Inspect the fan for cracked or broken fins and note the condition of the mounting hole. If worn from running loose, replace the fan to ensure balance. Inspect the pulley for possible faults, ‘Surface Here. Key Groove. Separate rotor from front housing. Position the front housing on the support blocks placed on an arbor press. Push the rotor assembly from. the housing. Rotor Shaft Separate Rotor from HousingElectrical Maintenance (Rev 1/95) Remove front bearing from housing, Remove the three bearing retainer screws. Position the housing on the support blocks place on an arbor press. Using a tool that contacts inner race of bearing, press out the front bearing. (3) Bearing Retainer ‘Screw Front J Housing Removing Retainer Screws Front Housing Tool Hub V7) is Inner Race Bearing Pressing Out Bearing Remove slip rings from rotor assembly. Unsol- der the rotor leads from the slip ring terminals. Carefully unwind the ends of the rotor coil leads from the slip ring terminals. Straighten rotor leads. Insert a No. 10x! in. cap screw into the opening at the center of the slip ring assembly. Position the bearing puller and pull the slip ring assembly off the rotor shaft. CAUTION: When holding the rear end of the ro- tor shaft in a vise, make sure not to grip the bearing area of the rotor shaft. Straighten Removing Slip Ring Assembly 11, Remove rear beating from rotor, Dress rotor leads away from the bearing puller contact area. Adjust the puller to contact the inner bearing race and carefully remove the bearing from the shaft This completes the disassembly of the alternator. ess RoR Laos ‘AY FRO PLE Removing Rear Bearing Alternator Test Diode-Trio Assembly Test Using a commercial diode tester or 12 V de test lamp. check for continuity from each terminal separately to the D+ stud. Contiuity should be observed in one direction (polarity) only, and all diodes should check alike. If any diode is defective, replace the entire diode-trio assembly.Electrical Maintenance (Rev 1/95) ‘Commercial Diode Tester| JRA Terminal "7 / ~ — D+Stud (ind. Light Terminal) Testing Diode-Trio Diode Rectifier Bridge Assembly Test Using a commercial diode tester, check for continu- ity. Check between point A and each of three termi- nals C for negative diodes. Continuity should be ‘observed in one direction (polarity) only, and all diodes should check alike. Then check between point B (B+ strap) and each of the three terminals C for positive diodes. Continuity should be observed in ‘one direction only, and all diodes should check alike. If any diode is defective, replace the entire diode rec- tifier bridge assembly I Testing Rectifier Bridge Rear Housing Inspection Inspect the rear housing for e cracked or broken cast ig, stripped threads or evidence of severe wear in the bearing bore due to a worn rear bearing. If casting is to be reused, clean in solvent, dry with ‘compressed air, and install a new rear bearing re- tainer if retainer is damaged. Stator Test The stator assembly consists of three individual wind- ings terminated in the Delta-type connections. Using an ohmmeter or a test lamp, check for winding con- tinuity between terminals A,'B and C. There should bbe no continuity from any terminal to point D (lami- nations). Also, stators showing any signs of winding discoloration should be discarded. Stator Winding Tests Front Housing Inspection Check housing for cracks. Check condition of threads in adjusting ear, Check bore in mounting foot. Discard housing if bore shows signs of elonga- tion (oval or out-of-roundness). Rotor Inspection and Electrical Testing Check the rotor assembly for the following electrical properties. 36lectrical Maintenance (Rev 1/95) Current Draw or Resistance of the Winding CAUTION: Turn off DC power source before removing test leads to avoid arc damage to slip ring surfaces. 1, Current draw @ 70.0 to 80.0 F (21.1 to 26.6 C) should be 3.7 10 4.2 amps at 15 volts. 2. Resistance of winding @ 70.0 to 80.0 F (21.1 to 26.6 C) should be 3.5 to 4.0 ohms. Powe Fingers ReaR SEARING on AR ey stor were suart THREADS Test cunaen DRAW OR RESISTANCE BETWEEN RINGS NOTE PLACE TEST LEADS ON TOGES JF SUP RINGS To AVOIO CREATING [ARCS ON BRUSH CONTACT SURFACES. Rotor Inspection & Electrical Testing Grounded Slip Ring or Winding Use a 12 volt DC test lamp, ohmmeter, or 110 volt AC test lamp. Place one test lead to the rotor body and the other on either slip ring. Open circuit from either slip ring to the rotor body is a correct condi- tion, Condition of Slip Rings 1. Clean the brush contacting surfaces with fine crocus cloth, wipe dust and residue away If surfaces are worn beyond this restoration, replace the entire rotor assembly. 2. Rotor Shaft and Pole Pieces Stripped threads on shaft Worn key slot Worn bearing surface Scuffed pole fingers Worn or dry rear bearing Replace rotor assembly if any of the above faults are noted, with the exception of item 5. NOTE: New rotors include a new rear bearing and new slip rings as part of the assembly. If the rear bearing requires replacement, follow instructions for this operation. Alternator Reassembly ‘The general reassembly instructions are in reverse or- der to the procedures given for disasembly. There- fore, only ‘information pertaining to special reas- sembly requirements will be covered in this section Rear Bearing Installation Place the rotor on a press. Choose a drive sleeve that exerts pressure on the inner race only, and press bearing on rotor shaft until it contacts the shoulder. New replacement bearings should be used whenever bearing is removed during repair procedures or when the bearing is rough, dry or noisy IN GROOVES OF SHAFT Installing Rear Bearing Slip Ring Assembly Installation Guide the rotor leads through one of the oval passages in the slip ring assembly. Make sure oval passage is in line with groove in the rotor shaft, Place the rotor on a press. Choose a drive sleeve with a diameter that clears leads. Press slip ring assembly on shaft, Solder the rotor leads to leads on the slip ring, Trim excess ring leads extending above the sclder connections. 37Electrical Maintenance (Rev 1/95) P= ORWER SLEEVE SUP RING =e j Installing Slip Ring Assembly Front Bearing Installation Place front bearing and housing in an arbor press Select a driver tool to contact the outer race only,and press bearing into the housing bore. Bearing replacement is recommended whenever bear- ing is removed during alternator repair procedures or if bearing is rough, dry or noise. Install three bearing retainer screws. Torque to 25 to 35in-Ib (2.8 to 3.9 Nem), ‘ORWER TOOL CONTACTS: ‘OUTER BEARING RACE ONLY FRONT ‘BEARING Installing Front Bearing Rotor and Front Housing Assembly Place the rotor on the bed of an arbor press using two steel blocks for support, Place front housing over shaft Using driver sleeve that cortacts inner bearing race only, press front housing down until inner bearing race contacts shoulder on the shaft. CAUTION: Make sure rotor leads clear blocks. ROTOR ASSEMBLY ‘Assemble Rotor and Front Housing Spacer, Fan and Pulley Assembly Place pulley spacer over the shaft. Install Woodruff key and install the fan. Install the pulley, lock wash er and nut. Mount the pulley and tighten to 50 ft-in (678 Nm). Spin the rotor by hand to test the freedom of the bearing. Front and Rear Housing Assembly Place the stator into front housing with stator leads at the top and notches in laminations aligned with bolt holes. Position rear housing over slip rings with housing bolts aligned and stator leads extending through openings at top of rear housing. Install thru- bolts and tighten evenly to between 50 to 60 in-Ib (5.6 to 68 Nam). Spin the rotor by hand to test the freedom of the bearings. NOTE: New front housings contain thru-bolts that are not tapped. Therefore, a socket wrench rather than a nut driver will be required to supply sufficient torque to drive the “thread forming” thru-bolts. Diode Rectifier Bridge and Diode Trio Installation Insert B+ strap through slot in diode trio body Bend strap over B+ terminal and secure with cone lock nut. Apply thin film of heat sink compound to. back of diode rectifier bridge and to mating area on rear housing 38Electrical Maintenance (Rev 1/95) Install assembly to the rear housing (4 screws). Place strap (ac tap) in position and connect stator leads (3 screws). Install the capacitor (where applicable). Integral Regulator Installation Install 2 brush mounting screws through openings in regulator body. Secure regulator to rear housing (2 screws). Brush Assembly Installation Insert brush holder into grooves in hub of rear hous ing. Place D+ strap (or male terminal where appli cable) on stud and secure brush holder with lock nuts (2 places). Secure other end of D+ strap. Rear Cover Installation Make sure felt gasket is in place. Position the rear cover on the rear housing and secure with 2 screws. Installing Rear Cover 39Electrical Maintenance (Rev 1/95) Front Pulley Spacer Fan Spacer Housing «Bearing = Rotor ‘Bearing Stator Slip Ring Rectifier Diode Bridge Diode Field AC Tap Strap DC Tap Strap! Bearing Voltage Brush Retainer Rear Housing Capacitor ‘Regulator Assembly Gasket Cover 40Electrical Maintenance (Rev 1/95) BATTERY Inspecticlean the battery terminals and check the electrolyte level during scheduled maintenance in- spections. A dead or low battery can be the cause of an ammeter indicating discharge due to lack of initial excitation of the alternator even after the unit has been boosted for starting, The minimum specific gravity should be 1.235. Add distilled water as neces- sary to maintain the proper water level. UNIT WIRING Inspect the unit wiring and the wire harnesses during scheduled maintenance inspections for loose, chaffed or broken wires to protect against unit malfunctions due to open or short circuits. CHARGING SYSTEM (12 V de) Immediately after start-up, the ammeter may show a discharge condition on systems with brush type al- ternators. This is due to light film build-up on the alternator slip rings. The film build-up occurs pri- marily on units that have been sitting unused for long periods of time. The film should disappear after a minute or two, and the ammeter should show a high charge rate that will continue until the battery voltage js brought back up to normal. Under normal run- ning conditions, the ammeter will show a slight charge condition. If the ammeter shows a discharge after start-up, check the alternator belt tension and all charging circuit connections including the battery. GLOW PLUGS Glow plugs heat the combustion chamber to aid in quick starting. The glow plugs are energized when the Preheat-Start switch is held on the PREHEAT or START position (or when the Cycle-Sentry control ‘module initiates a unit start-up with the Cycle-Sentry switch in the CYCLE position) ‘An open glow plug (burned out) can be detected with the unit ammeter. The unit ammeter should show 28 to 30 amps discharge while the Preheat-Start switeh is held in the PREHEAT position and the On- Off switch is in the OFF position. A discharge of 28 to 30 amps means all four glow plugs are working. If the discharge rate drops below 28 amps on PRE- HEAT, at least one glow plug is bad. To isolate an open glow plug, remove the jumper bar and test each glow plug individually with an ohmme- ter or a jumper wire and ammeter. Each glow plug should have a resistance of approximately 1.8 ohms or a current draw of about 6.9 amps. A shorted glow plug will be indicated by the ammeter showing full discharge when the Preheat-Start switch is pressed. or when the current limiter between the ammeter and the reset switch is burned out. Check each glow plug, a shorted glow plug will have very low resistance, Testing Glow Plugs RESET SWITCH The engine is protected by a thermal type, manual reset switch. The reset switch contains a resistor that ig attached to a number of sensor switches: the low oil pressure switch, the low oil level switch, the high water temperature switch, and the evaporator high temperature switch, Each sensor switch closes to ground for one of the following abnormal conditions: low oil pressure, low oil level, high coolant temperature, or high evapora- tor temperature. This causes the resistor in the reset switch to heat up. The heat melts a solder sphere inside a tube, which causes the switch to trip and shut down the unit. It takes 30 to 50 seconds for the re~ sistor to heat up and trip the reset switch. The power must be turned off for a minimum of 2 minutes before attempting to reset the switch. The two most common causes of reset switeh failure are loss of solder and burned out resistors. If some Of the solder is lost, the switch may reset, but from then on a slight jar or small amount of heat from the resistor may cause tke button to pop out. If the switch is reset before the solder has cooled suffi- ciently, the solder sphere may be deformed so that the switch will not reset. When a reset switch 's suspected of being defective, check the resistor for an open circuit and attempt to reset the switch. If it will not reset, the solder sphere may be deformed. Try to overheat the resistor a second time, wait 2 minutes, and try to reset the switch. If the switeh will not reset, replace the switch assembly, Replacing the resistor is the only repair possible, The reset switch must be replaced if it is defective. aiElectricai Maintenance ‘Rev 1/98) Conditions that cause the reset switch to trip: 1, Engine oil pressure below 17 psi (117 kPa). 2. Engine oil level below low oil level switch actu- ation level (approximately 8 quarts [7.6 liters) low). 3. Engine coolant temperature above 220 F (104 ©), 4, Evaporator temperature above 175 F (79.0 C), 5. Lack of fuel to the engine (the switch trips be- cause of a lack of engine oil pressure). NOTE: If the On-Off switch is in the ON posi- tion, if the Cycle-Sentry switch is in the CON- TINUOUS position, and if the engine is not run- ning; the engine low oil pressure switch will cause the reset switch to open. 6. High pressure in the refrigeration system (high pressure cutout shuts down the engine, then the reset switeh trips because of low engine oil pres- sure). 7. Reset switeh becoming defective. The reset switch may get t0 a point where it will open due to vibration 8. A ground fault in the No. 20 or 20A wires to the sensor is also a possible cause, NOTE: A ground or short circuit in the electrical system does not cause the reset switch to pop out. LOW OIL PRESSURE SWITCH (LOP) The engine oil pressure should rise immediately after the engine is started. The LOP will trip the reset switch and stop the engine if the oil pressure drops below 17 + 3 psi (117 + 21 kPa). A continuity test- er is needed to check the LOP. 1. Remove the 20A wire from the LOP. 2. The continuity tester should indicate a complete Circuit between each terminal and ground. 3, Start the engine. The tester should show an ‘open circuit between each terminal and ground, Repair consists of replacing the LOP. LOW OIL LEVEL SWITCH (LOL) The LOL will close and trip the reset switch if the oil level falls below the actuation level, which is ap- proximately 8 qt. (7.6 liters) low. The LOL is located in the oil pan on the front side of the engine near the oil filter. To test the LOL on the unit: 1. Make sure that the unit is turned off 2. Disconnect the LOL wires from the main wire harness. 3. Connect a continuity tester to the LOL switch wires at the LOL wire connector. Check the oil level with the dipstick and make sure that it is between the low mark and the full, mark. Add oil if necessary. The LOL should be open and there should be no continuity between the LOL switch wires with the oil level between the low mark and the full mark on the dipstick, Bench test the LOL if there is continuity be- tween the LOL switch wires and there are no short circuits in the wires. al ! i = i) q oe aes Lr Past | Low Oil Level Switch Low Oil Level Switch Locat Connector ~~ |+—— Upper Stop Float >| Lower Stoy Jj P Push-tn Style Low Oil Level SwitchElectrical Maintenance (Rev 1/95) Removal and Installation 1. Disconnect the LOL wires from the main wire harness before removing the switch. 2. Remove the push-in style LOL by carefully pry- ing it out of the oil pan with a pry bar. The neoprene seal may stay in the oil pan 3. To install the push-in style LOL, first lubricate the neoprene seal and install it in the oil pan, Then press the LOL into the neoprene seal. No tools are required. 4. Connect the LOL wires to the main wire har- ness after installing it Bench Test 1. Disconnect the LOL wires from the main wire harness and remove the LOL from the oil pan. Use a small container partially filled with engine oil to check the float. Make sure that it floats in engine oil and that it slides freely between the upper and lower stops. Slide the float up to the upper stop and check the continuity through the LOL (between the LOL switch wires). The LOL should be open. Slide the float down to the lower stop and check the continuity through the LOL (between the LOL switch wires). The LOL should be closed. Replace the LOL if the float sinks or does not slide freely, or if the LOL does not open and close properly. 2. HIGH WATER TEMPERATURE SWITCH (HWT) The HWT will close and trip the reset switch if the coolant temperature is greater than 220 F (104 C), Use a continuity tester to check the HWT, and observe the coolant temperature gauge to check the temperature 1, Remove the 20A wire from the HWT. 2, Run the unit until it reaches normal operating temperature, approximately 180 F (820 C), There should be no continuity from the HWT to ground, 3, If the engine runs hot and the reset switch does not trip, run the unit until it reaches 220 F (104 C). The HWT should have continuity to ground. Replace the HWT as necessary. EVAPORATOR HIGH TEMPERATURE SWITCH (HET) The HET will close and trip the reset switch if the evaporator temperature is greater than 175 F (79.0 ©). Use a continuity tester, a thermometer and hot water to test the HET. 1, Remove the 20A wire from the HET and re- move the HET from the unit, The HET is ‘mounted near the defrost termination switch. 2. Check the continuity of the switch from the ter- minal to the switch body. At room temperature there should be no continuity. 3. Place the HET in water at 200 F (93.0C). The HET should have continuity. NOTE: Allow adequate time for the temperature change to saturate the HET before performing the test. 4. Place the HET in water at 100 F (38.0 C). The HET should have no continuity Replace the HET as necessary. CIRCUIT BREAKERS Control Circuit Breaker This 30 amp auto reset circuit breaker protects the unit control circuits. It is located in the switch panel. If this circuit breaker opens, check the unit for a grounded wire or a grounded condition in a relay or 2 solenoid. ‘Throttle Solenoid Circuit Breaker This 12 amp manual reset circuit breaker is located inside the control box. If this circuit breaker opens, check the 7D circuit and. the throttle solenoid. FUSE LINK The fuse link is located in the engine compartment near the throttle solenoid. The fuse link protects the electrical system from a short in the 2 circuit to the alternator. It also protects the electrical system should a circuit breaker fail to open. If the fuse link burns out, check for a grounded 2 wire or for any of the conditions that would cause one of the circuit breakers to open, Replace the defective circuit breaker and replace the fuse link, a3,‘-ectrica’ Maintenance (Rev 1/95) Throttle Solenoid DEFROST FUSE Circuit Breaker ron ene The defrost fuse protects the 8V circuit that provides power to the defrost relay coil and the damper sole- noid circuits. It is located or the switch panel circuit board. Model 30 units use a 1S amp defrost fuse. Model 50 units use a 10 amp defrost fuse If this fuse burns out, check the damper solenoids, the 29 circuit, and the defrost relay Defrost Fuse | Control Inermostat | Circuit Breaker Relay Board ‘Switch Panel Engine Compartment aaElectrical Maintenance (Rev 1/95) THERMOGUARD V THERMOSTAT (TG-V) The TG-V is a programmable microprocessor con- troller that uses external relays. The TG-V module is replaced as an assembly, no internal repair is avail- able. There are three different TG-V thermostats: Stan- dard (P/N 45-1450), Enhanced (P/N 45-1486), and Revision 4 Software (P/N 45-1579). The service part number is listed on the nameplate on the side of the thermostat. The words THERMO KING THERMOGUARD appear below the LCD on the Standard TG-V. The words THERMO KING THERMOGUARD V appear below the LCD on the Enhanced TG-V and on the TG-V with Revision 4 Software. The TG-V with Revision 4 Software dis- plays the Software Revision Display (the number 4) for two seconds after the All Segments Display when the unit is first turned on. Features of the TG-V include: ‘Thermometer—It displays the return air temperature, and can be programmed to display the optional dis- charge air temperature, with 0.1 degree accuracy. Thermostat — It provides temperature control from 20.0 to 80.0 F (-28.0 to 28.0 C), in 0.5 degree incre- ments Defrost Timer—It can be programmed to control de- frost initiation intervals at 2, 4, 6, 8 10, 12, 14, or 16 hours. It can also. be programmed’ to terminate defrost at 30 or 45 minutes. Fuel Saver—It can be programmed to delay high speed operation for optimum fuel economy Alarm—It can detect and display up to five alarm conditions including sensor, microprocessor, and defrost circuit failures. Lcd Keypad TG-V Thermostat The keypad and the Liquid Crystal Display (LCD) allow the operator to operate the TG-V. The input ‘and output terminals on the back of the TG-V moni- tor unit conditions and control unit functions. The TG-V can be programmed to accommodate a variety of unit configurations and functions. It is programmed in the Guarded Access Mode. The Guarded Access Mode has four or five* different screens on which the programming choices are made. Refer to Guarded Access Mode for specific informa- tion, Screen 1 contains the following choices: Accumulate Defrost Time (yes or no) 1 2. Defrost Termination Time (30 to 45 minutes) 3. S-minute High Speed Delay (on or off) 4. Heat Lockout (yes or no) 5. Discharge Sensor (yes or no) 6. Modulation Valve (yes or no) Fahrenheit or Celsius Temperature Display Screen 2 contains the following choices: 1. Defrost Time Above Lockout (2, 4, 6, 8, 10, 12, 14, 16 hours) 2. Defrost Time Below Lockout (2, 4, 6, 8, 10, 12, 14, 16 hours) Screen 3 contains the following choices: L.__Diseharge Sensor Grade (0, 1, 2, 3. 4, 3) 2. Return Sensor Grade (0, 1, 2,3, 4, 5) Screen 4 contains the following choices: 1. Return Air Temperature as Standard Display Setpoint Temperature as Standard Display Discharge Air Temperature as Standard Display "Alternate Between Return Air Temperature and Setpoint Temperature Alternate Between Discharge Air Temperature and Setpoint Temperature 6. **Display dF During Defrost (yes or no) Screen 5° contains the following choices: 1. High Speed Pulléown Fresh (yes or no) 2. High Speed Pulldown Frozen (yes or no) 3. Two Minute Higa Speed Delay at Start-Up (yes or no) 4. Reduced Setpoint Range (yes or no) Refer to the Guarded Access Mode section for more information. 2 3 4. Not included in Standard TG-V. “°TG-V with Revision 4 Software only 45Electrical Maintenance (Rev 1/95) = ™ or. SIME be LIS Display Symbols and Control Keys The following is a list of the display symbols and con- trol keys on the TG-V. It is recommended that you become completely familiar with the meaning of each symbol and the function of each control key before operating the unit Display Symbols Return Air Symbol (Arrow returning from thermometer to unit.) Indi- cates that the return air temperature is being dis- played Discharge Air Symbol (Arrow from unit pointing at thermometer.) Indi cates that the discharge air temperature is being displayed (optional), Setpoint Symbol (Hand pointing to thermometer.) Indicates that the setpoint temperature is being displayed, Fahrenheit Symbol (Degree symbol and letter F.) Indicates that the tem- perature being displayed is in Degrees Fahrenheit. Minus Sign Indicates that the temperature being displayed is be- low zero. Celsius Symbol (Degree symbol and letter C) Indicates that the tem- perature being displayed is in degrees Celsius. Temperature When a temperature symbol is displayed: * Large numbers indicate the temperature in whole degrees. * A decimal point and 1/2 size number indicate temperature in tenths of a degree 46Electrical Maintenance (Rev 1/95) Display Symbols and Control Keys (continued) ‘Alarm Symbol (Exclamation point within triangle.) When this flashing symbol is displayed, an alarm (fault) condi tion has been detectee by the controller, Alarm Code When an alarm has been sensed and an alarm screen hhas been selected by pressing the SELECT key, this, two-digit code indicates the type of alarm, Control Keys Select Key (Cycling arrows) is used to select the various displays Which can appear on the screen. Enter Key (Equals sign) is used to enter new information into the controller. up Key (Arrow pointing upward) When the setpoint symbol is on the screen, this key is used to increase the setpoint temperature Down Key (Arrow pointing downward) When the setpoint sym bol is on the screen, this key is used to decrease the setpoint temperature.Electrical Maintenance (Rev 1/95) General Display Information When the Thermo King unit is switched OFF, the controller screen will be dark; nothing will be on the display When the Thermo King unit is switched ON, all sym= bols and readouts will be displayed for about 5 seconds. Make sure that all display segments are operational After 5 seconds the standard display will appear. This display remains on the screen during normal op- eration. The standard display is set to Return Air Temperature at the factory. however, the controller can be programmed to show Discharge Air, Return Air, or Setpoint as the standard display When the Thermo King unit is switched OFF, it is normal for the display to remain on for about 30 sec- onds as it slowly fades. NOTE: With the power off, all settings are saved in the controller memory and become active when the unit is switched ON. pe AMT a 48Electrical Maintenance (Rev 1/95) Displaying Operating Data During normal operation, the standard display is on the screen, Return Air Temperature is the factory standard display setting (this may be changed). Other operating data can also be displayed. To view other operating data, repeatedly press and release the SELECT key Panny In addition to Return Air Temperature, the following data may be displayed © Discharge Air Temperature (optional) Press for next display © Setpoint Temperature Press for next display © Alarms (Can be displayed only when an alarm condition hhas been sensed by the controller.) When viewing a display... no keys are pressed, the standard display will automatically reappear on the sereen in about 10 seconds, 49Electrical Maintenance (Rev 1/95) Setpoint Setpoint ee Temperature New Setpoint Temperature ban og Entering the Setpoint The setpoint temperature of the Thermo King unit can be easily and quickly changed. To change the setpoint: 1. Press and release the SELECT key repeatedly until the setpoint symbol is on the screen. Press the UP or DOWN key until the setpoint is at the required temperature setting. * Pressing and releasing either key repeatedly will cause the temperature to change by .5 degrees each key press ‘+ Holding either key down will cause the tem- perature to scroll automatically, one degree at a time, 3. To enter the new setpoint into memory: Press and release the ENTER key within § seconds. © The display will blink once as the new setpoint is entered inio memory. © The new setpoint will remain on the screen for about 5 seconds, then, © The standard screen will automatically ap- pear. CAUTION: If the ENTER key is not pressed within 5 seconds: the original setpoint will appear on the screen {for 5 seconds, the standard screen will automatically ‘appear, and the Thermo King unit will be controlled at the original setpoint. 50Electrical Maintenance (Rev 1/95) Displaying and Clearing Alarm Codes When the TG-V controller senses an alarm condition, ‘a flashing alarm symbol appears on the display. A. two digit alarm code is used to identify the type of alarm. L. To display the alarm code, repeatedly press and release the SELECT key until the alarm screen is displayed ‘+ If more than one alarm has been sensed, all alarm codes present will automatically alter~ nate on the screen. The following alarm codes are used: 03 Return Air Sensor Failure The Return Air Sensor has failed or is disconnected, 04 Discharge Air Sensor Failure (Optional) The Discharge Air Sensor has failed or is disconnected. 14 Defrost Terminate On Time Limit The defrost cycle did not terminate prop- erly and was terminated by a back-up time limit. NOTE: Alarm code 14 will not occur on the TG-V with Revision 4 Software unless the 11 circuit stays grounded and the de- Jrost termination on time limit is unsuc- cessful 29. Defrost Initiation Failure TG-V with Revision 4 Software Only— The last three times the 12 circuit closed to ground (normally when defrost ter- ‘mination switch closes) the 11 circuit was checked and found to be grounded also. 88 Microprocessor Failure The TG-V has failed and must be re- placed, To clear the alarms, press the ENTER key while the alarm screen is showing. The alarms will clear and the standard display will appear on the screen © Alarms may continue to appear as the unit operates if the alarm condition is not cor- rected. Additional Operating Information Sensor Failure In addition to 9 an alarm, the failure of a sensor will cause the display screen for that sensor to show a minus sign and dashes in place of tempera- ture. The alarm symbol, the minus sign and the dashes will blink continuously 31Electrical Maintenance (Rev 1/95) Sensor Temperature Out-of-Range The temperature display range is -40.0 to 99.9 F (-40.0 to 37.8 C). If the sensor temperature is out of this range, the temperature display will flash the ap- propriate temperature extreme. Thermostat Set-up Codes Left Digit Right Digit Screen 3 8 1 2 5 2 0 0 3 0 0 4 0 0 s Guarded Access Mode The TG-V controller is preprogrammed at the factory to match the standard configuration and operating requirements of the unit. If the controller is being replaced, the programming set-up codes must be set to match the configuration of the unit. ‘The factory programming set-up codes can be found on the TG-V set-up code nameplates (located inside the control box) and on the schematic and wiring dia- grams for the unit. Special changes in the program: ming can be made for specific special applications. Programming Programming is done through the Guarded Access Mode The Guarded Access Mode consists of 4 (or 5°) screens numbered 1 through 4 (or 5*). Screen num- bers are indicated by a 1/2 size digit The controller is programmed by entering a two di set-up code into each screen ‘Set-up code 38 is the standard set-up code for Screen 1 Programming the controller requires the following: * Choosing the correct set-up code for each sereen. * Entering the Guarded Access Mode. * Changing the set-up codes as required. it Choosing Set-up Codes The standard set-up codes for the SB-II are shown at the left NOTE: The set-up code for Screen 3 can be deter ‘mined by checking the Sensor Grade Nameplate, which is located on the back of the control box. The set-up code for Screen 3 can also be determined by checking the sensors themselves. Each two digit set-up code can represent several operational settings of the Thermo King unit. The factory programming set-up codes can be found on the schematic and wiring diagrams for the unit. If the set-up codes are not available, they can be determined using information shown later in this sec: tion. Before entering the guarded access mode or changing setup codes: 1. Choose the setup codes for each screen. 2. Write the setup codes in the space provided or on a separate piece of paper. Not included in Standard TG-V 52Electrical Maintenance (Rev 1/95) Entering the Guarded Access Mode Setpoint Symbol To get to the Guarded Access Mode: Press and release the SELECT key repeatedly until the setpoint symbol is on the screen, NOTE: Record the setpoint so that the unit may bbe returned 10 the original setpoint when pro- gramming is finished. Press the UP or DOWN key until the setpoint is at exactly 32.0 F or 00.0 C Press and release the ENTER key within 15 sec~ fonds to enter the setpoint into the controller. Press and release the SELECT key until the setpoint symbol is again on the screen however, this time, when the setpoint symbol comes on the screen, do aot release the SELECT key, hold it down, While holding down the SELECT key, press the UP key and the DOWN key at the same time * Screen 1 in the Guarded Access Mode will Set-up Code Screen Number appear NOTE: Use the SELECT key to scroll through all of the Guarded Access Screens once before read- ing the set-up code on Screen 1. Sometimes the set-up code is accidentally changed if the UP key or the DOWN key is held down too long after Sereen I appears. To select other Guarded Access Screens, press and re- lease the SELECT key until the correct screen is on the display If no keys are pressed, the standard display will auto matically reappear on the screen in about 10 seconds. 33Electrical Maintenance (Rev 1/95) Changing Set-Up Codes New Set-up Code To change the set-up code: With a Guarded Access screen on the display, press the UP key or the DOWN key, repeatedly luntil the correct code is on the screen. NOTE: Display digits cannot be set individually. The UP or DOWN key is used to “scroll” the dis- play until the correct two digit code is on the To enter the new set-up code into memory: Press and release the ENTER key within § sec- onds. '* The display will blink once as the new code is entered into memory. ‘© The new code will remain on the screen for about 5 seconds, and then, The standard screen will automatically ap- pear. You may go to another Guarded Access sereen by pressing and releasing the SELECT key within 5 seconds of entering the new code. To change the set-up code on other sereens, repeat steps 4 and 5. CAUTION: If the ENTER key is not pressed within 5 seconds: the original set-up code will appear on the screen for 5 seconds, the standard screen will auto- matically appear, and the controller will operate with the original set-up code for that screen. 54Electrical Maintenance (Rev 1/95) Screen 1 The set-up code for Screen 1 represents a combina- tion of the following seven settings: ‘Save Elapsed Time Elapsed time is the duration between the end of one defrost cycle and the beginning of the next. The TG-V has a built in defrost interval timer which can automatically initiate a defrost cycle after a preset period of time has elapsed. ‘When the Thermo King unit is switched OFF, the de~ frost interval timer can be set to do one of two things: ‘© It can save the time which has elapsed since the last defrost and continue on when the unit is re~ started. © Or, it can reset and start timing again from zero. Example: Defrost interval time is set to 2 hours, The unit is switched OFF after 1 hour (that is, a de- frost interval of 1 hour has elapsed): ‘© If the elapsed time has been saved; when the unit is turned back ON, the timer could initiate defrost 1 hour later, The total interval is 1 hour of elapsed time plus 1 hour of time since the unit was turned ON. ‘© If the elapsed time has not been saved; when the unit is turned back ON, the timer will reset and start timing again from zero. The timer could initiate defrost 2 hours from the time the unit ‘was turned back ON. The controller should be set to save elapsed time: ‘© In delivery applications where the unit will be turned ON and OFF before 2 normal defrost time has elapsed. © In units without an air switch. Elapsed time should not be saved in normal, over- the-road applications where the unit is run continu- ously and is not frequently turned OFF and ON, Settin; Yes = Save elapsed time, No = Do not save elapsed time. Defrost Terminate Time If a defrost cycle is not terminated automatically, the TG-V terminates the defrost cycle after the pro- grammed period of tine. Settings: 30 minutes or 45 minutes. High Speed Delay To save fuel when the cargo compartment tempera- ture is in range, the TG-V can delay high speed heat or high speed cool for 8 minutes NOTE: This replaces FS-II. Settings: Yes = Delay high speed operation for 8 minutes, No = Do not delay high speed operation for 8 min- High Speed Heat Lockout To protect frozen foods, the TG-V can lockout high speed heat when the setpoint is below 15.0 F (-9.5 C). Settings: Yes = Lockout high speed heat below 15.0 F (-9.5 C). No = Do not lockout high speed heat below 15.0 F (9.5 ©). Discharge Sensor When an optional discharge air sensor can be con- nected to the TG-V, the discharge air temperature can be displayed. Settings: Yes = Discharge sensor connected, display discharge air temperature. Discharge sensor not connected, do not display discharge air temperature No NOTE: If the unit does not have a discharge air sen- sor, but the discharge sensor setting is set to “Yes,” the controller will display an alarm symbol and the alarm screen will show alarm 04 (discharge air sensor Faulty). Instead of showing a temperature, the dis ‘charge air screen will display dashes. 35Modulation Valve The TG-V can contro! Thermo King units which are equipped with a modulation valve. Settings: Yes = Unit has a modulation valve. No = Unit does not have a modulation valve. NOTE: Units with a modulation valve must have a discharge air sensor. The TG-V can display temperatures in either Fahr- enheit or Celsius. Settings: F = Fahrenheit C = Celsius Dircetions for choosing the set up codes for Sereen 1 are on the next page. 36Electrical Maintenance (Rev 1/95) Set-Up Code — Screen 1 save | Defrost | High Elapsed | Terminate | Speed Time Time Delay Code No 30 min No 0 No 30 min Yes 1 No 45 min No 2 No 45 min Yes 3 [Left Digit Yes 30 min No 4 Yes 30 min Yes 5 Yes 45 min No 6 Yes 45 min Yes 7 Directions: To determine the two digit set-up code for Screen 1 1, Select the code number that matches the cor- rect combination of settings from the top table. This becomes the left digit. 2, Select the code number that matches the cor- rect combination of settings from the bottom table. This becomes the right digit. NOTE: Factory standard settings are in bold type. High Speed Heat Discharge | Modulation | Fahrenheit Lockout Sensor Valve Celsius No No. No F 0 Right Digit No No. No c 1 No No. Yes F 2 No No. Yes G 3 No Yes No. F 4 No Yes No. Cc 5 No. Yes Yes F 6 No. Yes Yes Cc Z Yes No No F 8 Yes No No. Cc 9 Yes No Yes F A Yes No Yes Cc 8 Yes Yes No| F Cc Yes Yes No. Cc o Yes Yes Yes F E Yes Yes, Yes c F 37Electrical Maintenance (Rev 1/95) Screen2 Defrost intervals are set with Screen 2. A defrost in- terval is the period of time between the end of one defrost cycle and the beginning of the next. During pulldown the defrost interval is 4 hours. ‘Once the unit is in-range, the defrost interval be- comes the interval set with this screen. Defrost Time Above Lockout Sets the defrost interval for setpoint temperatures above 15.0 F (-9.5 C) Settings: 2, 4,6, 8, 10, 12, 14 oF 16 hours Defrost Time Below Lockout Sets the defrost interval for setpoint temperatures below 15.0 F (-9.5 C). Settings: 2, 4, 6, 8, 10, 12, 14 or 16 hours Directions for choosing the set-up codes for Screen 2 are on the next page. 58Electrical Maintenance ( Set-Up Code—Screen 2 Defrost Time Above Lockout Code 2 Hours 0 4 Hours 1 6 Hours |+—— Left Digit 8 Hours 10 Hours 12 Hours 14 Hours: 16 Hours. Directions: To determine the two digit set-up code for Screen 2 1. Select the code number that matches the correct setting from the top table. This becomes the left digit, 2, Select the code number that matches the correct setting from the bottom table. This becomes. the right digit, NOTE: Factory standard settings are in bold type. Defrost Time Below Lockout Code 2 Hours 0 4 Hours 1 6 Hours 8 Hours 12 Hours Fight Digit 2 3 10 Hours 4 5 6 14 Hours 16 Hours 59Electricat Maintenance (Rev 1/95) Screen 3 For accuracy, the controller must be adjusted to ‘match the unit sensors. That adjustment is done with Screen 3. ‘There are two types of sensors, graded and ungraded. Graded sensors are measured and presorted at the factory into categories (grades) based on their elec trical resistance. They are marked with grades 1 through 5. Graded sensors, regardless of grade num- ber, are accurate to within + .125 degrees. Ungraded sensors are not sorted and therefore have a wider possible range of resistance. They do not have grading marks and are accurate to + 6 degrees. The TG-V can be calibrated to work with either type of sensor, For graded sensors, set the controller to match the grade of the sensor. Example: for a grade 4 sensor, ‘the controller setting would be 4. NOTE: Some units are equipped with graded sensors. The sensor grades are recorded on the Sensor Grade Nameplate, which is located on the back of the control box. The set-up code for Screen 3 must match the Sen- sor Grade Nameplate. The set-up code for Screen 3 can also be determined by checking the sensors them- selves. NOTE: If a graded sensor is replaced, the grade of the new sensor must be marked on the Sensor Grade Nameplate. For ungraded sensors set the controller to grade 0. Discharge Sensor Grade Matches controller operation to the grade of the charge air sensor. Settings: Grades 0, 1, 2, Return Sensor Grade Matches controller operation to the grade of the re- turn air sensor, Settings: Grades 0, 1, 2,3, 4 or $ Directions for choosing the set-up codes for Screen 3 are on the next page. 60Electrical Mai (Rev 1/95) Set-Up Code—Screen 3 |<——— Lett Digit Discharge Sensor Grade code 0 0 1 1 2 2 3 3 4 4 5 5 Directions: To determine the two digit set-up code for Screen 3 1, Select the code number that matches the dis- charge air sensor grade from the top table. This becomes the left digit, 2. Select the code number that matches the return air sensor grade from the bottom table, This becomes the right digit. NOTE: Factory standard settings are in bold type. |-<——— Right Digit Return Sensor Grade Code 0 0 1 1 2 2 3 3 4 4 5 5 61Electrical Maintenance (Rev 1/95) Screen 4 The “standard display” is set with Sereen 4. Standard Display The standard display is the display that normally appears on the screen. The screen automatically returns to the standard display when viewing of other screens is complete and no keys are pressed for about 10 seconds. Settings: © Return Air Temperature ‘+ Setpoint Temperature * Discharge Air Temperature (optional). This screen is available only when the Discharge Sensor setting (Screen 1) is set to yes + Alternate between Return Air Temperature and Setpoint Temperature (Return Air 30 sec- ‘onds, Setpoint 5 seconds). © *Alternate between Discharge Air Tempera ture and Setpoint Temperature (Discharge Air 30 seconds, Setpoint 5 seconds). This screen is available only when the Discharge Sensor setting (Screen 1) is set to yes. © **Display dF During Defrost (yes or no). If this feature is selected, the TG-V will display AF for 5 seconds about every 30 seconds when the unit is operating in the defrost mode. Not included in Standard TG-V. *°TG-V with Revision 4 Software only Set-Up Code—Screen 4 Directions: To determine tke two digit set-up code for Screen 4. 1, Select the code number that matches the cor- rect Defrost Display from the top table. This becomes the left digit. 2. Select the code number that matches the cor- rect Standard Display from the bottom table. This becomes the right digit. NOTE: Factory standard setings are in bold type. Defrost Display Code No Defrost Indicator 0 [Lett Dig —~ p ’ 6 ’ y Display AF During Defrost 1 Standard Display Code Return Air Temperature 0 [+ rit igi Setpoint Temperature 1 Discharge Air Temperature 2 “Alternate Return & Setpoint Temperatures 3 “Alternate Discharge & Setpoint Temperatures | 4 2Slecirical Maintenance (Rev 1/95) Screen 5 (Enhanced TG-V Only) Screen 5 will appear on the Enhanced TG-V only, The setup code for Screen 5 represents a combination of the following settings: High Speed Pulldown Normally, at start-up, the unit runs in high speed cool until it reaches a temperature of 5.1 degrees above setpoint. It then switches to low speed cool From then on if the unit is within 5.1 degrees above setpoint, it is run in low speed cool and may require longer time to reach setpoint. High Speed Pulldown can be used to decrease pulldown time. At start-up, the unit operates in high speed cool until the return air temperature is at setpoint. After that, whenever the unit runs in low speed cool for more than 8 minutes, the controller switches the unit to high speed cool driving the tem- perature back down to setpoint. NOTE: High Speed Pulldown will be inactive in units with modulation, in continuous run operation above 15.0 F (-9.0 ©). High Speed Pulldown Fresh ‘The controller can initiate a High Speed Pulldown to setpoint of fresh loads above 15.0 F (-90 C). Settings: ‘Yes = Enable High Speed Pulldown to setpoint. No = Normal operation, Do not enable high speed pulldown to setpoint. High Speed Pulldown Frozen The controller can initiate a High Speed Pulldown to setpoint of frozen loads at or below 15.0 F (-9.0 C). Settings: ‘Yes = Enable High Speed Pulldown to setpoint. No = Normal operation. Do not enable High Speed Pulldown to setpoint 2Minute High Speed Delay at Start-up This setting allows the engine to warm-up by delaying high speed (heat or cool) operation. At start-up the engine is run at low speed for 2 minutes then resumes normal operation. Settings: Yes = Delay high speed operation for 2 minutes. No = Normal operation. Do not delay high speed operation for 2 minutes. Reduced Setpoint Range ‘Smaller truck units are not designed to operate with a setpoint range of -200 to 80.0 F (-28.0 to 28.0 C). For these units the setpoint range must be reduced to 0.0 to 80.0 F (-18.0 t0 28.0 C). This setting is programmed at the factory. Change it only when replacing the controller, and then only to the original factory setting for your unit. Setting Yes = Reduce setpoint range to 0.0 to 80.0 F (-18.0 to 28.0 0), No = Do not reduce setpoint range. 63Electrical Maintenance (Rev 1/95) Set-Up Code—Screen 5 (Enhanced TG-V Only) Code 0 | Lett Digit: Directions: To determine the two digit set-up code for Screen 5: 1. Left digit code number is always 0 for this screen, 2. Select the vode number that matches the cor- rect combination of settings from the bottom table. This becomes the right digit. NOTE: Factory standard settings are listed in the appropriate wiring and schematic diagrams for each unit wigh speed | vighsoeed | ,2Mimte, | reduced Pulldown, Pulldown Delay At Setpoint Fresh Frozen Startup Range Code No No No No ° No No No Yes 1 No No Yes, No 2 No No Yes) Yes 3 No Yes No No 4 No Yes No Yes 5 No Yes Yes No 5 No Yes Yes Yes 7 Yes, No No No 8 Yes) No No Yes 9 Yes No Yes No. A Yes: No Yes Yes B Yes Yes No No. c Yes Yes No Yes D Yes Yes Yes No E Yes Yes Yes Yes F Right Digit 64Electrical Maintenance (Rev 1/95) Testing the TG-V Thermostat Tools and Materials Required for Testing 1 Voltvohmmeter capable of accurately reading 1/100 volt increments 2. Jumper Wires 3. Three Relays, P/N 44-9111 4. One 12 Volt de Power Supply 5. Mercury Thermometer TG-V Calibration The TG-V thermostat is permanently calibrated, and no attempt should be made to recalibrate it The thermostat module is a non-serviceable item and repairs should not be attempted. If the ther- mostat is found to be defective, replace it. Ice-Water Bath Preparation 1. Fill an insulated container full of ice, Add enough water to cover the top of the ice dur- ing the test procedure 2. Remove the sensor bulb from the unit or use a known good sensor for testing the thermo- stat module. 3. Stir the ice-water bath for one minute or until stabilized at 32.0 F (0.0 C). 4. Monitor the ice-water bath temperature with a mercury thermometer during testing to ensure test accuracy. NOTE: Before testing a questionable thermostat module, it is a good idea to check the thermostat sensor first. Sensor Test Visually check tae bulb end, lead, and termi- nal end of the sensor. Make’sure that itis not damaged. Using an ohmmeter capable of reading at least 4000 ohms, check the resistance between the sensor leads. The sensor resistance should be approximately 3000 to 3500 ohms. Use the following meth~ od to give the sensor a more accurate test: a. Cool the sensor down t0 32.0 F (0.0 C) and check the resistance—reading should be 3266 + 3.4 ohms. . Warm the sensor up to 70.0 F (21.1 C) and check the resistance—reading should be 3450 + 6.9 ohms 4. If the sensor does not meet specifications, re- place it 5. If the sensor does meet specifications, proceed to TG-V thermostat bench test Band Wraps" ZL, Lo ‘Sensor Leads *The Return Air Sensor has yellow band wraps. The Discharge Air Sensor has red band wraps. SensorElectrical Mawntenance (129 1 rA5 ia os) ad Preparing TG-V Module for Bench Test To successfully perform the TG-V Module Bench Test, the set-up code for Screen 1 must be set at 38. Place the unit On-Off switch in the ON posi tion. (If the thermostat module is out of the unit, this can be accomplished by connecting a 12 volt de power source to the 8 and CH termi: nals, 8 is connected to positive (+) and CH is connected to negative (-. Press and release the SELECT key repeatedly until the setpoint symbol is on the screen, Press the UP and DOWN key until the setpoint is at exactly 32.0 F or 00 €. Press and release the ENTER key within 15 sec- ‘onds to enter the setpoint into the controller. Press and release the SELECT key until the setpoint symbol is again on the screen however, this time, when the seipoint symbol comes on the screen, do not release the SELECT key, hold it down, While holding down the SELECT key, press the UP key and the DOWN key at the same time. * Screen 1 in the Guarded Access Program- ming Mode will appear. Press the UP or DOWN key until the set-up code on Screen 1 reads 38. Press the ENTER key. If no keys are pressed, the standard display will auto: matically reappear on the screen in about 10 seconds, 66Electrical Maintenance (Rev 1/95) TG-V Module Bench Test 2, 10, Place the main On-Off switch in the OFF posi- tion, Disconnect all of the wires from the controller module Connect a known good sensor (yellow jacketed) to the terminals labelled SN on the rear of the TG-V module. To obtain accurate voltage readings during the thermostat module checkout, circuits 10T and 14T must be tested under normal load. This is provided by connecting two Potter & Brumfield relays (Part No. 44-9111) as follows: Connect pin 86 of two relays to the negative (-) terminal of a 12 volt de power source. “Connect pin 85 of one relay to the 10T terminal to simu- late the speed relay. Connect pin 85 of the sec- ond relay to the TIT terminal to simulate the heat relay. Place the sensor bulb in a 320 F (0.0 C) ice bath Connect the positive (+) 12 volt de power source on the 8 terminal. Connect the negative (©) power source to the CH terminal. Check for voltage between 8 and CH. Make sure approximately 12 volts is present. NOTE: Due to the accuracy of the TG-V module, the digital readout may read a few tenths of a de- gree higher than 32.0 F (0.0 C). Set the thermostat module setpoint to 24.0 F (44 C). The thermostat is now in high speed cool. a. Check for voltage between terminals 10T and, CH. 12 volts should be present. The speed relay should be energized. b. Check for voltage between terminals 14T and CH, Zero volts should be present. The heat relay should be de-energized. Set the thermostat module setpoint to 29.0 F C17 ©). coal. The thermostat is now in low speed ‘a. Check for voltage between terminal 10T and CH. Zero volts should be present. The speed relay should be de-energized, b. Check for voltage between terminals 14T and CH. Zero volts should be present. The heat relay should be de-energized Set thermostat module setpoint to 33.0 F (0.6 C). The thermostat is now in low speed heat, a, Check for voltage between terminals 10T and CH. Zero volts should be present, The speed relay should be de-energized. 1 12, 13, 14. 1s. 16. WW. 18, 20. 21 b. Check for voliage between terminals 147 and CH. 12 volts should be present. The heat re- lay should be energized, Set the thermostat module setpoint to 36.0 F (22 ©), The thermostat is now in high speed heat. a. Check for voliage between terminals 10T and CH, 12 volts should be present. The speed relay should be energized. b. Check for voltage between terminals 14T and CH. 12 volts should be present. The heat re- lay should be energized Turn off the power to the thermostat module. Place a jumper wire from the 8 terminal on thermostat module to the 7K terminal on the thermostat module. Turn on the power to the thermostat module. Set thermostat module setpoint to 33.0 F (0.6 ©). The thermostat module should now be in low speed heat, (12 volts present on terminal 14T, Zero volts present on terminal 10T.) Leaving the jumper from the 8 terminal to the 7K terminal in place, set the thermostat module setpoint to 36.0 F (22 C), a. Check for voltage on terminal 147, 12 volts should be present. The heat relay should be energized. b. Check for voltage on terminal 10T. Zero volts should be present. The speed relay should be de-energized. The thermostat module is in the eight minute high speed lockout mode of operation. At the end of eight minutes, the thermostat module should automatically switch to high speed heat. Check the voltage at terminal 10T after the eight minute interval. 12 volts should be present. Connect pin 86 of the third relay to the 11 ter~ minal in order to simulate the defrost relay. Connect pin 85 of this relay to the positive (+) terminal of the power source. Place a jumper between the 12 terminal and the negative (-) terminal of the power supply. Place another jumper between the 12 terminal and the 11 terminal. The relay should energize Remove the jumper between the 12. terminal and the 11 terminal. The relay should remain energized. Remove the jumper bevween the 12 terminal and the negative (-) terminal of the power sup- ply. The relay should de-energize. 7enance (Rev 1/95) TG-V Terminal Voltage Chart Voltages must be checked with the yellow jacketed sensor hooked across the SN terminals and the bulb placed in a 32.0 F (0.0 C) ice-water bath. |+— See note below HSC isc LsH HSH Setpoint | setpoint | setpoint | setpoint 24°F 29°F 33°F 36°F (ase | C150) | (050) | 20° é wavac | 12Vdc | i2Vac | 12VdC CH Ovac | Ova | OVae | OVdc EJ Ovae | OVae | OVae | OVdc wor | vac | ovec | ove | 12Vde 747 Ovae | OVde | 12VGc | 12Vac Return SN - - - - Air Sensor [SN : : FL Ovae | OVdc | OVac | OVdc HLO Ovae | OVde | OVae | OVdc 38 avec | vac | Vdc | Ova 7 Ovae | OVde | OVac | OVde sp | 1.95Vae | 200Vde | 204Vae | 207 Vide 12 tavede | 12Vde | 12Vdc | 12Vdc 1 TaVdo | 12Vde | 12Vdce | 12Vdc HGV [ Ovde [| ovde | ovde | oVde 7K Ovae | OVde | OVac | OVde «© Ovaer | over | ovacr | OVdc MoD. : 5 = = 4) avec [ ovec [ ovac [ ovac 88 ova | ove | ovde | ove oa Sensor : ‘Sensor - - - - HSC - High Speed Cool LSC - Low Speed Coo! LSH - Low Speed Heat HSH - High Speed Heat * These voltages should be checked with Red (+) meter lead on (+) and the Black (-) meter lead on (>). CH as an incorrect reading will be given. NOTE: if a jumper wire has been placed between terminals 8 and 7K, 0 volts will be present for 8 minutes. After the 8 minutes high speed lock- out has terminated, 12 volts will be present on terminal 107. The speed relay will then energize. Do not check these terminal voltages to 68Electrical Maintenance (Rev 1/95) TG-V Terminal Identification (10T) Applies Voltage to Speed Relay Coil When Calling for High Speed (29) Force to High Speed (Input) During Defrost (147) Applies Voltage to Heat Relay Coil When Calling for Heat (CH) Thermostat Module Ground Circuit {SN} Connects One Lead of the Return Air (8) Supply Voltage From Unit to Sensor to Thermostat ‘Thermostat Module (SN) Connects Other Lead of the Return Air Sensor to Thermostat, Coes) (e) ° Ci A La LD DISC ee) Basic Terminal Functions CyElectrical Maintenance (Rev 1/95) TG-V Terminal Identification (77) Force High Speed Coo! (SP) Setpoint Output (38) In-range Output (12) Defrost Circuit (HLO) Heat Lockout Output (11) Defrost Circuit (HEL) Force Heat Lockout Mop ad Cand iF - ra aE) SSSR Specialized Terminal Functions 70Electrical Maintenance (ev 1/95} TG-V Terminal Identification (4) Output to Modulation Valve (8B) Cycle-Sentry ‘s in Operation (Input) (4 Output to Modulation Valve Not Connected to CH Ground (7K) Accumulative Defrost Time and High Speed Delay Input (DISC SENSOR) Connects One Lead of Discharge Air Sensor to Thermostat (DISC SENSOR) Connects Other Lead of Discrarge Air Sensor to Thermostat (HGV) Hot Gas Bypass Valve bohaad F (TT) esd Cd eee SSSI Sey | ed Specialized Terminal Functions 7Electrical Maintenance (Rev 1/95) CYCLE-SENTRY CHECK Refer to the Cycle-Sentry V Operation and Diagnosis Manual for all operation and diagnosis procedures, DEFROST SYSTEM CAUTION: Cycle-Sentry Equipped Units—Place the Cyele-Sentry switch in the CONTINUOUS position before performing any diagnosis and service operations on the unit. The unit may start at any time without prior warning if the On-Off switch is in the ON posi- tion and the Cycle-Sentry switch is in the CYCLE posi- tion. The unit should be run through a defrost cycle during Unit Pre-Load Operation and scheduled main- tenance inspections to test defrost system compo- nents. To check the defrost cycle, run the unit on cool and set the thermostat to drop the evaporator coil temperature below 42.0 F (5.6 C). Press the manual defrost switch. The unit should shift from the cool cycle to the defrost cycle. If the unit continues to cool, double check the evap- orator coil temperature and refer to the defrost cycle checkout section, ‘The air switch setting should be checked annually, Refer to the Air Switch Testing and Adjustment in the Electrical Maintenance section. Defrost Cycle Engine Operation The defrost cycle can be initiated by pressing the Manual Defrost switch, by the air switch, or by the defrost timer in the TG-V when the defrost termina- tion switch is closed, ‘The initiation of the defrost cycle energizes the de- frost relay, the pilot solenoid, damper solenoids, and tan defrost indicator light. The pilot solenoid causes the three-way valve to shift and divert heated refrigerant vapor to the evaporator coil, melting frost. The damper solenoids close the damper in the discharge opening of the evaporator housing to hold the heat within the evaporator and prevent warm air from passing over the load, NOTE: The unit will not defrost during normal unit operation unless the defrost cycle is initiated while the evaporator temperature is below 42.0 F (5.6 C) The defrost termination switch will open and de- energize the defrost relay when the frost has melted and the evaporator temperature rises above 52.0 F (LLC). This de-energizes the pilot solenoid and the damper solenoids, and returns control of the three- way valve to the TG-V. Electric Operation The defrost cycle on electric standby operation is similar to defrost on diesel operation. A heater contactor, high temperature cutout switch and elec- tric heater strips are added for increased defrosting capability. The electric heaters are energized along with the defrost relay, pilot solenoid, damper sole- noids, and defrost light. "The high temperature cutout switch must be closed to energize the heater contactor. Defrost Cycle CheckoutProcedure CAUTION: Cycle-Sentry Equipped Units—Place the Gycle-Sentry switch in the CONTINUOUS position be- fore performing any diagnosis and service operations ‘on the unit. The unit may start at any time without prior warning if the On-Off switch is in the ON posi- tion and the CycleSentry switch is in the CYCLE posi- tion. To check the defrost cycle, run the unit on cool until the evaporator coil temperature is below 42.0 F (5.6 ©). Push the Manual Defrost switch If the unit shifts to defrost momentarily but shifts out of defrost when the switch is released, check the TG-V thermostat, and the 11 and 12 wires to the TGV. If the unit will not shift to defrost, or if the defrost cycle will not terminate, see the following defrost checkout procedures. CAUTION: Do not forget to remove the jumper wires from the unit after checking or testing unit compo- nents. Unit Does Not Defrost 1. Check the evaporator temperature: Make sure the evaporator temperature is actu- ally below 42.0 F (5.6 C) if the unit will not de- frost. Use a test thermometer to check the evaporator temperature, Check the operation of the defrost termination switeh: If the unit fails to defrost, place a jumper wire between the 12 terminal and the CH terminal fon the switch panel circuit board. Press the Manual Defrost switch. If the unit shifts to de- frost, check the 12 wire to the defrost termina tion Switch for an open circuit and check for a defective defrost termination switch If the unit still fails t0 defrost, move to step 3 Check the Manual Defrost switch If the unit failed to defrost, place a jumper wire between the I1 terminal and the CH terminal on the switch panel circuit board, If the unit, shifts to defrost immediately, replace the Man- ual Defrost switch. If the unit does not shift to Defrost, move to step 4. 72ical Maintenance (Rev 1/95) Check the defrost jumper: If the unit still fails to defrost, check to make sure that the defrost jumper is in place and is positioned correctly. The defrost jumper should connect the I slot (11 circuit) to the 2 slot (11A circuit) on the defrost timer socket. The defrost timer socket is located on the switch panel circuit board, If the unit does not shift to defrost with the defrost jumper in place, move to step 5. NOTE: The TG-V has an integral defrost tim- er. The plug-in defrost timer cannot be used with the TG-V. The defrost jumper must be in place and positioned correctly or the unit will not defrost properly. Defrost Relay Check the defrost fuse: If the unit still fails to defrost, check to make sure that the defrost fuse is in place and is not blown. The deirost fuse is located near the defrost relay on the switch panel circuit board ‘Phe unit uses a 1S amp defrost fuse. The unit will not defrost if this fuse is blown, If the unit does not shift to defrost with the correct defrost fuse in place, move to step 6. Check the defrost relay: If the unit fails to defrost, check the 8 termi- nal (8V terminal on the Cycle-Sentry switch panel) on the switch panel circuit board for 12 volts de. If the 8 or 8V terminal has 12 volts, the defrost relay is defective and should be re~ placed. A lack of voltage indicates an open Circuit in the 8 or 8V circuit Defrost Jumper (PIN 44-9077) Defrost Fuse Circuit Board | Defrost Timer Socket Terminal Strip Circuit Breaker Component Location-Switch Panel Without Cycle-Sentry BElectrical Maintenance (Rev 1/95) If the defrost relay energizes, the defrost in- dicator light comes on and the damper closes, but the unit continues to cool; check for a stuck three-way valve, faulty pilot solenoid or open circuit in the 26 wire, To test the coil on the pilot solenoid valve, turn the unit On-Off switch ON. Place a jumper wire with an ammeter in the circuit between the 26 terminal and the 8 terminal on the switch panel circuit board. The pilot sole- noid should energize and the heat indicator light should come on. If the unit does not shift to heat, the pilot solenoid is not being energized. Check the 26 wire for an open cir- cuit or replace the solenoid coil. If the sole- noid is energized and the current draw is greater than I ampere, there is a short in the 26 wire or the coil of the valve To check the three-way valve, run the unit in heat by setting the thermostat well above the box temperature. If the unit goes into heat, Defrost Relay there will be a rise in suction pressure and a drop in the discharge pressure. If the unit does not go into heat, refer to the procedure described in TK 5984, Diagnosing the Thermo King Refrigeration System. Unit Will Not Terminate Defrost If the defrost termination switch does not terminate defrost less than 45 minutes after it was initiated, the TG-V should terminate cefrost, automatically. The Standard TG-V (P/N 45-1450) and the Enhanced TG-V (PIN 45-1486) will record alarm code 14 to indicate that the defrost. termination switch did not open, or that the 12 circuit is grounded. The TG-V with Revision 4 Software (PIN 45-1579) will not record alarm code 14 unless the 11 circuit stays grounded and the defrost termination on time limit is unsuccessful Buzzer Circuit Board Battery Sentry Socket Terminal Strip T— Defrost Fuse Defrost Jumper T]— Circuit Breaker (PIN 44-9017) Cycle-Sentry Detrost Modul Trner Socket o_O da--s-- b cove Terminal Strip bo Component Location—Switch Panel With Cycle-Sentry 74Electrical Maintenance (Rev 1/95) Unit Sticks On Defrost indefinitely If the unit remains stuck in defrost indefinitely, check the defrost relay, the 11 circuit and the TG-V ther- mostat. NOTE: If the TG-V with Revision 4 Software (PIN 45- 1579) has recorded alarm code 14, check the 11 circuit for a ground first. 1. Check the defrost relay: If the unit remains in defrost indefinitely, re- move the defrost jumper from the defrost timer socket. The relay should open (de-energize) im- mediately. If the relay opens (de-energizes), move to step 2. If the relay fails to open, re- place the defrost relay 2. Check the 11 circuit for a ground: If the defrost relay opened (de-energized) when the defrost jumper was removed, use an ohm- meter to check the 11 wires for a ground. Re- pair the grounded wire. If no ground is found, move to step 3 Check the TG-V thermostat; The integral defrost timer in the TG-V thermo- stat should terminate the defrost cycle after 45 minutes regardless of the evaporator tempera~ ture or amount of frost or ice on the evaporator coil. If not, test the TG-V and replace it if nec- essary. Unit Continually Fails to Terminate Defrost In Less than 45 Minutes NOTE: The Standard TG-V (PIN 45-1450) and the Enhanced TG-V (PIN 45-1486) will record alarm code 14 if defrost is terminated on the time limit. Alarm code 14 will not occur on the TG-V with Revision 4 Software (PIN 45-1579) unless the II circuit stays grounded and the defrost termination on time limit is unsuccessful. If the unit continually fails to complete the defrost cycle in less than 45 minutes and cycles between cool and defrost, check the evaporator coil temperature, three-way valve condenser seal, refrigerant charge, damper solenoids, defrost termination switch and the 12 circuit, 1. Check the Evaporator Temperature: Make sure the evaporator temperature is actu- ally above 52.0 F (11.1 C) if the unit will not terminate defrost. Use a test thermometer to check the temperature. If the evaporator tem- perature does not rise enough to bring the unit Out of defrost, the condenser seal in the three- way valve may be leaking, or the unit may be low on refrigerant. To check the condenser seal in the three-way valve or the condenser check valve, refer to the procedures described in TK 5984, Diagnosing the Thermo King Refrigeration System. To check the reftigerant charge, refer to Refrig- erant Charge in the Refrigeration Maintenance section. Failure of a damper solenoid may also delay or prevent the evagorator coil temperature from rising. To test the damper operation, turn the unit switch on. Make sure the unit is not in defrost, and momentarily place a jumper between the 8 and 29 terminals on the switch panel circuit board. The damper solenoids should both energize, and the damper should close 2. Check the operation of the defrost termination switeh, If the unit will not come out of defrost, discon- nect the 12 wire from the defrost termination switch. IF the unit shifts back to cool, the defrost termination switch is not opening and should be replaced. If the unit remains in de- frost, move to step 3 3. Check the 12 cireuit for a ground: If the unit remains in defrost, use an ohmmeter to check the 12 circuit for a ground. If the 12 circuit is grounded, find the grounded portion and repair it. TG-V Defrost Timer Bypass If the integral defrost timer in the TG-V thermostat fails, it can be bypassed temporarily using the follow- ing procedure. However, the defective TG-V ther- mostat must be replaced as soon as possible. 1. Open the control box cover to access the com- ponents inside the control box. 2. Disconnect the 11 wire from the L1 terminal on the back of the thermostat and tape off the 11 wire. 3. Disconnect the 12 wire from the 12 terminal on the back of the thermostat and tape off the 12 wire. 4. Place a jumper between the defrost jumper (P/N 44-9017) and the 3 slot in the defrost timer socket, NOTE: Ifa three pin TG-IV defrost jumper (PIN 44.7522) is available: 4a, Remove the v0 pin TG-V defrost jumper (PIN 44-9017) from the I and 2 slots in the defrost timer socket ', Insert the three pin TG-IV defrost jumper (PIN 44-7522) into the 1, 2, and 3 slots in the de» {frost timer socket. 5. Close the control box cover. After the defective TG-V thermostat is replaced, make sure’ 1, That the two pin defrost jumper (PIN 44-9017) is the only jumper in the defrost timer socket. 75Electrical Maintenance (Rev 1/95) 2. That the two pin defrost jumper (P/N 44-9017) is inserted into the I and 2 slots in the defrost timer socket. Manual Defrost Switch The manual defrost switch is located on the unit switch panel. Pressing a manual defrost switch initi- ates the defrost cycle if the defrost termination switch is closed Defrost Termination Switch The electronic defrost termination switch uses solid state components to control the defrost circuit. The switch is mounted in the evaporator and controls the defrost cycle in response to the evaporator coil tem- perature. The switch is closed when the evaporator Coil temperature is below 42.0 F (5.6 C), completing the defrost circuit to ground and preparing the elec- trical system to the defrost cycle. When the unit does shift into a defrost cycle, the defrost damper blade closes, and heat from the hot refrigerant gas melts the frost from the evaporator coil. The switch opens and terminates the defrost cycle when the evaporator coil temperature rises to 52.0 F (11.16), Defrost Termination Switch Installation ‘The proper polarity must be observed when installing the defrost termination switch, The wire from the defrost thermostat is negative and must be attached to the chassis ground of the unit. This chassis ground. wire must be grounded on a screw separate from the switch mounting screws or an improper ground may result. The 12 wire from the unit attaches to the ter~ minal mounted solidly on the switch. If the polarity is reversed on the device, it will conduct continuously and act like a switeh that is stuck closed. Defrost Termination Switch Bench Test 1. Connect a test light between the screw terminal on the switch and the positive battery terminal, NOTE: Attempting to test the electronic defrost termination switch with an ohmmeter is generally not satisfactory because of the low voltage avail- able at the meter leads. Connect the negative lead of the switch to the negative battery terminal. 3. Raise the temperature of the defrost termination switch above 52.0 F (11.1 C). The light should be off indicating an open switch. 4. Cool the defrost termination switch below 42.0 F (5.6 C). The light should come on indicating the switch has closed. NOTE: Allow adequate time for the temperature change to saturate the switch before performing the test. Defrost Relay A defrost relay controls the operation of the unit on the defrost cycle. When the zir switch, the TG-V de- frost timer, or the manual defrost switch complete the circuit through the defrost termination switch to ground, the defrost relay pulls in to initiate defrost and energize the defrost light. A holding circuit in the TG-V keeps the unit on defrost until the defrost termination switch opens, Pilot Solenoid ‘The pilot solenoid is an electrical valve that controls the operation of the three-way valve in the refrigera tion system. When the pilot solenoid is energized, it opens and allows refrigerant pressure to shift the three-way valve, placing the unit on heat or defrost Air Switch The air switch automatically places the unit on de- frost when ice accumulation on the evaporator coil builds up to a point where the air flow across the coil is restricted, Restricted air flow results in a pressure difference be- ween the evaporator coil inlet and outlet. The air switch senses the pressure di'ferential across the coil and initiates the defrost cycle. ‘The air switch is preset at the factory. Normally re adjustment is not necessary unless the switch has been tampered with or does not function properly due to factors affecting air circulation, such as bulkhead con- struction and duet work. 76Electrical Maintenance (Rev 1/95) Evaporator Adjustment 1 11 Wire # wir | 1 Fan 1 Movable ' Diaphragm Air switeh 2 ~ 11.Wire 12Wire Low Pressure ets ir Probe { Air Flow Adjustment Low Pressure ‘Clear Hose High pressure lack Hose Air Switch Operation 77Electrical Maintenance (Rev 1/95) Air Switch Testing and Adjustment Before testing or adjusting the air switch, check the clear plastic tubing and black plastic tubing to the evaporator coil. Make sure they are not obstructed or crushed. Check the probes in the evaporator housing to be sure they are in proper position and make sure they are not obstructed. 1. Remove plastic sensing tubing from both sides of the air switch. 2. Disconnect one wire at the switch terminal Connect a test light or continuity tester to the two terminals used on the switch, 3. Connect the test equipment (P/N 204-442 and IN 204-494) to the hose fitting on the side of the air switch stamped BLACK. 4. Preisurize the hose until the continuity tester idicates a completed circuit Now read the dial of the test gauge. This is the setpoint of the air switch (correct reading is 140 + 0.8 in, [35.6 £ 2.0 mm] H;0). Release the pressure, Continuit Adjustment Scrow If the switch is out of calibration, pressurize the hose again until the tester indicates 1.40 in. (35.6 mm) H;0. Turn the adjustment screw until the switch closes and the continu- ity tester indicates a completed circuit with the gauge reading of 1.40 in, (35.6 mm) HO. Release the pressure. Repeat the test procedure several times to be sure the setting is correct. Remove the test equipment. Connect the wire and air sensing tubes to the switch. The BLACK hose from the high pressure or air i let side of the evaporator coil goes on the hose fitting on the side of the air switch stamped BLACK. The CLEAR hose from the Tow pressure or air outlet side of the evapora~ tor coil goes on the hose fitting on the side of the air switch stamped CLEAR. Tester: PIN 204-442 Air Switch Testing and Adjustment 78Electrical Maintenance (Rev 1/95) 5. Remove the test equipment. Connect the air sensing tubes to the switch. The BLACK hose from the high pressure or air inlet side of the NOTE: Route hoses for continuous slope to avoid condensate traps. If 100 much frost continues to accumulate before evaporator coil goes on the hose fitting on the defrost is initiated, decrease the pressure setting Side of the air switch stamped BLACK. The ‘Turn the adjustment screw counterclockwise CLEAR hose from the low pressure or air If defrost occurs with too little frost accumulation, ‘outlet side of the evaporator coil goes on the increase the pressure setting. Turn the adjustment hose fitting on the side of the air switch serew clockwise. stamped CLEAR. Measuring Evaporator Coil Pressure Differential If the air switch is initiating defrost too often even though the air switch is adjusted properly, the tub- ing is routed correctly, and the probes are posi- tioned correctly, the air flow through the evapora- tor may be restricted, 1. Run the unit through a defrost eycle to clear CO sececk= Evaporator Coil the evaporator coil Of frost. 2. Remove the plastic sensing tubes from the air switch. 3. Connect a Magnehelic pressure gauge (P/N 204-442) to the plastic sensing tubes. 4. Run the unit in high speed cool and measure the evaporator coil pressure differential. IF the pressure differential of the clear coil is more than one half of the air switch setpoint, the evaporator coil is restricted and must be cleaned. Higher Pressure Black Hose Low Pressure Air Probe Air High Pressure | Flow Air Probe Low Pressure Clear Hose Gauge Pressure in Inches of Water Tool No. 204-442 Measuring Evaporator Coil Pressure Differential 73Electrica! Maintenance (Rev 1/95) CHECK COOLANT LIGHT AND LOW COOLANT LEVEL INDICATOR The Check Coolant light alerts the driver that the unit is low on engine coolant. The Check Coolant light is activated when the engine coolant level in the expansion tank drops below the sensor level The low coolant level indicator consists of a detector module and a fluid probe. When engine coolant level in the expansion tank is above the sensor, the sensor completes a circuit to ground, keeping the detector module output signal to the indicator light off. When the engine coolant level drops below the sen- sor, the ground circuit is interrupted causing the out- put signal from the detector module to turn the Check Coolant light on after a delay of approximately 3 seconds ‘The Check Coolant light is energized by the detector module and remains on until the coolant level in the expansion tank is raised above the sensor. When the unit is first turned on the Check Coolant light comes on for two to six seconds and then goes out. This shows that the detector module is getting ower and that the light is working, Testing the Detector Module On the Unit If the light does not come on when the unit is turned on: Check the light bulb. 2. Turn the unit ON and check for 12 volts be- tween the Red and Black wires of the detector module. If 12 volts is not present, check the 8 and the CH circuits. If 12 volts is present, go to step 3. 3. Turn the unit OFF, connect a jumper wire be- tween the Orange wire of the detector module and CH. Turn the unit ON. If the light does not come on, check the light bulb, socket, and light bulb wires for continuity. If the light comes on, bench test the detector module. If the light comes on but stays on: 1. Check the cootant level and add coolant if nec- essary 2. Disconnect the coolant level sensor from the White wire of the detector module and test the sensor and wire for an open circuit. If the sen- sor and wire have continuity to CH, check the White wire for continuity. If the White wire is not open, bench test the detector module. Bench Testing the Detector Module Equipment Required: 12 Volt Battery Jumper Wires Voltmeter or Test Light not over 250 mA. A small metal container of water or coolant The detector module can be tested as follows: 1 2 Remove the detector medule from the unit. Connect the voltmeter or test light between the Red and Orange detector module wires. Connect jumper wires from the Black detector module wire to the negative power source ter- minal and to the metal container. Connect a known good sensor to the White de- tector module wire and place the sensor in the container of coolant or water. Connect a jumper wire from the Red detector module wire to the positive power supply termi- nal, The test light should come on or the voltmeter should indicate 12 volts for 2 to 6 seconds, and then go out. Remove the sensor conrected to the White wire from the metal container. The test light should come on or the voltmeter should indicate 12 volts until the sensor is placed back in the container. If the detector module fails any of these tests and the sensor and wires are all good, the detec tor module should be realaced. \Tpetector JC. Negative Detector ye 12 fo]| Module fo ‘et Orange -—— ch Rea Test Light | Positive 12 Metal Conrainer Of Water or Coolant Testing Detector ModuleElectrical Maintenance (Rev 1/95) AC COMPONENTS (Model 50 Units) CAUTION: Model 50 units use high voltage ac for electric standby operation. Lethal voltage potentials can exist on connections in the linestarter. panel. Take appropriate precautions and use extreme care when testing the unit. ELECTRICAL CONTACTORS Periodically inspect all contactor points for pitting or corrosion and repair or replace as necessary. Test the contact points of the contactor by checking the voltage drop across each set of points when the contactor is energized and the system is operating. If the voltage drop across a set of points is more than 15 V ac, replace the contact points as a set. Test the contactor coil by checking the voltage across the coil. The contactor coil should be ener- gized by a minimum of 10 V de. Heater Contactor Electric Standby Power Receptacle Motor Contactor EVAPORATOR HEATERS Test the resistance of each evaporator heater by disconnecting it from the circuit and checking it with an ohmmeter. The resistance of each heater should be approximately 53 ohms. HIGH TEMPERATURE CUTOUT SWITCH (HTSW) The HTSW will oper and de-energize the heater contactor if the evaporator temperature rises above 150 + 5.0 F (65.6 + 24 C). Test the switch by checking the continuity across the switch. The switch should have continuity at temperatures be- low 115 F (46.1 C). The switch should have no continuity at temperatures above 155 F (68.3 C) Overload Relay Overload Relay Reset Linestarter Panel aiEngine Maintenance ENGINE LUBRICATION SYSTEM. The se 2.2 diesel engine has a pressure lubrication system. Oil is circulated by a gear-type oil pump driven off a gear on the camshaft. The pump has several times the capacity required by the engine; excess oil is returned to the crankcase, The oil pump extends down into the oil pan, but is posi- tioned far enough away from the bottom of the oil pan that any residue that settles to the bottom is rot picked up by the screened inlet. From the oil pump, the oil passes through the oil supply pipe to the oil filter assembly. The oil filter ascembly contains the oil pressure relief valve, the bypass valve and the oil filter. The oil is forced through the oil filter into the main oil gallery. The main oil gallery supplies oil to the main bearings, camshaft, and camshaft idler gear support. Oil passes from the main bearings, through drilled passages in the crankshaft, to the connecting rod bearings. The tappets and cylinder walls are lubri- cated by oil thrown from connecting rod bearings as the crankshaft rotates. From the rear camshaft tearing passageway, oil passes through an oil gallery inside the engine to the rocker arm shaft where the surplus drains back into the crankcase Oil at the camshaft idler gear support lubricates the idler bushing and passes through the transfer pump cam oil feed line to lubricate the transfer pump cam and the injection pump idler gear. Engine Oil Change The engine oil should be changed according to the Maintenance Inspection Schedule. Drain the oil only when the engine is ho: to ensure that all the oil drains out. When changing oil, keep unit and trailer level so all the oil car. flow from the oil pan, It is important to get as much of the oil out as pos- sible because most of the dirt particles are in the last few quarts of oil to drain out. Refill the pan ‘with 16 quarts (15.1 liters) and check the dipstick level. Run the unit, and then recheck the oil level Add oil as necessary to reach the full mark. See Specifications section for correct type of oil Crankshaft Lubrication System 82Engine Maintenance (Rev 1/25) Oil Filter Change The oil filter should be changed along with the en- gine oil 1. Remove the filter 2. Apply oil to the rubber ring of the new filter and install the filter. fiten the filter until the rubber ring makes contact, then tighten 1/2 turn more. 4. Start the unit and check for leaks. ENGINE COOLING SYSTEM The engine employs a closed, circulating type, pres- surized cooling system. Correct engine tempera- tures are controlled and maintained by a radiator, fan and thermostat. The coolant is circulated through the system by a belt driven centrifugal pump. The pump draws the coolant from the side Of the radiator, circulates it through the cylinder block and head, then back to the radiator. A ther- mostat mounted in the coolant outlet line from the cylinder head to the radiator automatically main- tains coolant temperature within the specified tem- perature range. All water cooled engines are shipped from the factory with a 50% permanent type antifreeze con- centrate and 50% water mixture in the engine cool- ing system, Radiator ‘Accumulator Tank | This provides the following: 1. Prevents freezing down to -30.0 F (-34.0 C), 2. Retards rust and mineral scale that can cause engine overheating, 3. Retards corrosion (acid) that can attack accu- mulator tanks, water tubes, radiators and core plugs. 4. Provides lubrication for the water pump seal. Antifreeze Maintenance Procedure As with all equipment containing antifreeze, peri- odie inspection on a regular basis is required to ver~ ify the condition of tke antifreeze. After one year of service, inhibitors become worn out and must be replaced by changirg the antifreeze. Every year, drain, flush and replace the total anti- freeze mixture to maintain total cooling system protection. When the antifreeze is replaced, use ethylene glycol type engine coolant concentrate Radiator Cap Coolant Level Sensor Expansion Tanc ‘Thermostat Housing Engine Cooling SystemEngine Maintenance (Rev 1/95) meeting the GM 6038-M specification. The factory recommends the use of a 50/50 antifreeze mixture in all units even if they are not exposed to freezing tem- peratures, Even in summer, the accumulator tank can get cold enough to freeze the water in the heat transfer coil. This antifreeze mixture will provide the required corrosion protection and lubrication for the ‘water pump. ‘Checking the Antifreeze ‘Check the solution concentration by using a tempera- ture compensated antifreeze hydrometer or a refrac- tometer designed for testing antifreeze. Maintain a minimum of 50% permanent type antifreeze concen trate and 50% water solution to provide protection to 30.0 F (-34.0 C). Do not mix antifreeze stronger than 68% permanent type coolant concentrate and 32% water for use in extreme temperatures. Changing the Antifreeze 1, Run the engine until it is up to its normal op- erating temperature. Stop the unit. 2. Open the engine block drain and completely drain the coolant, Observe the coolant color. If the coolant is dirty, proceed with a, b and c. Otherwise go to 3. CAUTION: Avoid direct contact with hot coolant. a. Run clear water into radiator and allow it to drain out of the block until it is clear. , Close the block drain and install a commer- cially available radiator and block flushing agent, and operate the unit in accordance with instructions of the flushing agent manu- facturer, c. Open the engine block drain to drain the water and flushing solution, CAUTION: Avoid direct contact with hot cool ant, 3. Run clear water into the radiator, and allow it to drain out of the block until itis clear. 4, Inspect all hoses for deterioration and hose clamp tightness. Replace if necessary. 5. Loosen the water pump belt. Check the water pump bearing for looseness, 6. Inspect the radiator cap. Replace the cap if the ‘gasket shows any signs of deterioration. Mix one gallon of permanent type antifreeze concentrate meeting GM 6038-M specification and one gallon clean water in a container to make a 50/50 mixture. (Do not add antifreeze and then water to the uait. This procedure may not give a true 50/50 mixture because the exact, cooling system capacity may not always be known.) 8. Refill the radiator with the 50/50 antifreeze mix- ture and make sure to bleed the air from the cooling system, Bleeding Air from the Cooling System Jiggle pin thermostats are original equipment on units that have se 2.2 engines. Jiggle pin thermostats make unnecessary to bleed the air out of the engine block because they keep air from being trapped in the en- gine block. Normally, when the cooling system is drained, approximately’ 8 gt (7.6 1) of coolant drain Out. If approximately 4 gt (338 1) of coolant seem to fill the cooling system after it has been drained, air has been trapped in the block. Bleed the air out of the block using the following procedure: CAUTION: IF YOU SUSPECT THAT AIRS TRAPPED IN THE BLOCK, DO NOT START THE ENGINE WITHOUT BLEEDING THE AIR OUT OF THE BLOCK. NOTE: If an engine runs with air trapped in the block, the engine may be damaged. The high water temperature switch may not protect an engine that has air trapped in the block, because the high water tem- perature switch is designed to protect an engine from overheating due to failures in the cooling system and the loss of coolant. 1, Disconnect the bypass kose from the thermostat housing before pouring the coolant into the cooling system. 2. Slowly pour the coolant into the system until you see coolant at the bypass hose fitting on the thermostat housing, 3. Connect the bypass hose to the thermostat hous- ing. 4. Pour coolant into the system until it appears to be full 5. Make sure that the amount of coolant that goes back into the system is approximately equal to the amount of coolant that came out of the sys- tem, 6 Start the unit, let it run for a minute, and then shut it off. 7. Check the coolant level and add coolant if nec~ essary. 8 Repeat steps 6 and 7 until the coolant level stabilizes.Engine Maintenance (Rev 1/95) Engine Thermostat For the best engine operation, use a 180 F (82.0 C) thermostat year-around. siggle Pin — This End Toward Engine Thermostat ENGINE FUEL SYSTEM The fuel system used on the Thermo King se 2.2 diesel engine is a high pressure distributor (VE type) injection pump. The governor, timing device, fuel supply and other components are located within the pump itself. The components of the fuel system are: 1. Fuel Tank Fuel Strainer Fuel Fitter Water Separator Hand Fuel Pump Transfer Pump. Injection Pump 8, Injection Nozzles The hand fuel pump is used to manually draw fuel from the tank up to the transfer pump if the unit should run out of fuel Operation Fuel is drawn from the fuel tank by the transfer pump. The transfer pump delivers fuel to the water separator and then to the fuel filter. The fittings at the top and bottom of the filter base each contain an orifice. The orifices control the pressure in the fuel system by allowing a certain amount of fuel to return to the tank. Filtered fuel passes through a line from the outlet fitting on the filter base to the injection pump. Fuel enters the injection pump and then a fuel supply pump. Pressure in the injection pump is set by a re- lief valve located in the output of the fuel supply pump and a small drilled orifice in the outlet banjo bolt on the top of the pump. Excess fuel is recycled back through the fuel supply pump. As the engine speed increases, so does the internal injection pump. fuel pressure. ‘The increased pressure moves a piston which in turn advances the timing of the engine. The banjo fitting also acts as a transfer point for overflow fuel coming from the nozzles and a point to bleed air from the system. Injection pump leakage, injection nozzle overflow and excess fuel from the fuel filter orifice are then all sent back to the fuel tank in the return line. CAUTION: Do not switch banjo bolts from one injec- tion pump to another. When calibrating an injection pump, use the banjo bolt that belongs to that pump, Using a different banjo bolt after calibration can affect engine timing. Maintenance The fuel system is relatively trouble-free and if prop- erly maintained will usually not require major service repairs between engine overhauls. Contamination is the most common cause of fuel sys- tem problems. Therefore, to ensure best operating results, the fuel must be clean and fuel tanks must be free from contaminants, Change the fuel filters regu- larly and clean the fuel strainer on the inlet side of the transfer pump. NOTE: The injection nozzles should be tested (and repaired if necessary) at 10,000 hour intervals when used in normal conditions. Normal conditions are considered to be the use of clean high quality fuel, no used oil blending, and regular maintenance of the fuel system according to the Maintenance Inspection Sched ule, Refer to the di 22 and se 2.2 Overhaul Manual TK 8009, or to Service Bulletin T&T 052, for injection rnozele testing and repair procedures. Whenever the fuel system is opened, take the follow- ing precautions to prevent dirt from entering the sys- tem: 1. Cap all fuel lines. 2. Work in a relatively clean area whenever possi- ble. 3. Complete the work in the shortest possible time. 85Engine Maintenance (Rev 1/95) Water Separator Fuel Filter Injection Line ——>| Bleed Screw Transfer Pump Engine Fuel System 6Engine Maintenance (Rev 1/95) Any major injection pump or nozzle repairs should be done by a quality diesel injection service shop. The necessary service equipment and facilities are not found in most engine rebuild shops because of the large investment required. The following procedures can be done under field conditions: Bleeding air from the fuel system, Fuel tank and filter system maintenance. Prime pump (hand) replacement or repair.” ‘Transfer pump replacement or repair.” Injection line replacement. Pump and governor adjustments. Pump timing. Nozzle spray pattern testing and adjustment.* Minor rebuilding of nozzles." “These procedures are covered in the di 2.2 and se 2.2 Overhaul Manual TK 8009. Bleeding the Fuel System If the engine runs out of fuel, repairs are made to the fuel system, or. if air gets into the system for any other reason, the air must be bled out of the fuel system. NOTE: MAKE SURE to keep the fuel tank vent open. Ifthe vent becomes clogged, a partial vacuum develops in the tank, and this increases the tendency for air to center the system. To bleed air from the fuel system: 1, Loosen the bleed screw on top of the injection ump about one turn 2. Unscrew the hand pump handle and manually prime the fuel system until air bubbles are no longer visible in the fuel coming out of the bleed screw. 3. Tighten the bleed screw and screw the hand pump handle back in. 4. Start the engine and observe the engine run for a few minutes. If the engine fails to start, or starts but stops in a few minutes, repeat the pro- cedure, NOTE: If the engine stops due to lack of fuel, the oit pressure will fall to zero and the reset switch will trip. It must be reset before cranking or restarting the en- gine. Water in the System Water run through the system may damage the injec- tion pump or nozzles. Damage to the fuel system will subsequently cause more expensive damage to the engine. A large accumulation of water in the bottom of the fuel tank will stop a diesel engine. Water should be drained off during scheduled maintenance inspections to prevent breakdowns. Drain the water off after the fuel tank and unit have remained idle for an hour. Water Separator/Fuel Filter ‘The water separator removes water from the fuel and stores it, When the scored water reaches the level of the bleed port, it retums to the fuel tank through the fuel return hose Replace the water separator every 3,000 hours. Replace the fuel filter every 1,500 hours. If the engine does not come up to full speed or loses speed under full load conditions, it may be caused by fuel starvation. The fuel line that goes from the out Jet fitting on the filter base to the injection pump may be inserted too far into the filter base, or the line may be crimped from over tightening of the compression nut, resulting in reduced fuel flow. To prevent reduced fuel flow to the engine: 1, Trim the 1/4 in, fuel line at a 45° angle. 2. Do not insert the line more than 3/4 29 mm) into the filter housing, 3. Do not use an internal metal sleeve as it may drift forward, contact the filter housing wall and block fuel flow. 4. Do not overtighten the compression nut—one or two turns after contacting the rubber sleeve is sufficient. Do not tighten the compression nut until it bottoms, or severe crimping of the line will result. a7Engine Maintenance (Rev 1/95) Crimping Caused by Overtightening Do Not Use Metal Sleeve WRONG Y Compression Nut J Yh \ west To Injection (7 Pump (| (_| ly —) ncn SI CD /fubber Sleeve Insert 3/4 in, Cut at 45° Angle Fuel Line Installation ~~ (19 mm) into Housing Retaining Clips Fuel Water Filter —¥j a — Separator Filter Base 7 J Retaining Clips Water Separator/Fuel Filter InstallationEngine Maintenance (Rev 1/95) Water Separator/Fuel Filter Replacement 1, Spread the retaining clips. Pull the separator or filter away from the base. Place the new separator or filter on the base, and secure with the retaining clips. Injection Pump Adjustments When the diesel engine fails to maintain the correct engine speed, check the following before adjusting the speed: 1, Check the strainer inlet and sediment bow! screens. Check the speed. 2. Bleed the air out of the fuel system. Check the speed, 3. Bleed the air out of the nozzles. Check the speed. Make the engine speed adjustments with the engine fully warmed up. High Speed 1. Start the unit and check the high speed rpm. 2. Shut the unit off. 3. Remove the control rod from the high speed solenoid. Remove the boot from the high speed solenoid, 5. Pull the plunger out of the solenoid enough to loosen the jam nut. An Allen wrench placed in the hex opening in the face of the plunger will keep the plunger from turning. Turn the plung- fer eye bolt clockwise to increase the speed and counterclockwise to decrease the speed 6. Replace the control rod, start the unit and check the speed. When the speed is correct, tighten the jam nut and replace the solenoid boot. NOTE: If the correct speed cannot be set close enough with half turns of the eye bolt, use the Alllen wrench to turn the plunger in small incre- ments, Low Speed 1. Loosen the jam nut on the low speed adjustment, serew. 2. Run the unit with the throttle solenoid de: energized. Adjust the screw to obtain the cor rect speed, 3. Tighten the jam aut and recheck the speed Injection Pump Throttle H Control Rod Solenoid High Speed Adjustment Low Speed Adjustment Screw Pump Control Lever Full Load Adjusting Screw (Factory Set) M2ximum Speed Limit Screw (Factory Set) Injection Pump Adjustments 39Engine Maintenance (Rev 1/95) ‘Maximum Speed The maximum speed limit screw is adjusted and sealed at the factory. It should not need adjust- ment. If it has been tampered with, it should, be adjusted to give .02 in, (0.5 mm) clearance to the Pump control lever when the unit is in high speed. Full Load Adjusting Screw The full load screw is set and sealed at the factory and should not need adjustment, If the adjustment has been tampered with, the injection pump should be recalibrated by a diesel injection service. In an emergency, a rough setting for the screw is approximately .61 in. (15.5 mm) from the tip of the screw to the face of the nut. CAUTION: The adjustment of the full load serew can damage the engine and may void the warranty. Injection Pump Service NOTE: The procedure outlined will assume the Pump is being removed and replaced on the engine. If the pump has not been removed, only the last por- tion of the procedure is used for timing. Injection Pump ‘Access Hole ZF all AQ Injection Pump Removal Remove the fuel injection lines. Cover all in- jection lines and fuel lines with plastic covers or tape. The smallest amount of dirt can damage the fuel system. 2. Remove inlet and outlet fuel lines from the transfer pump. Cap all lines. 3. Remove the high speed linkage. Remove the six mounting bolts that fasten the timing cover to the pump mount flange. NOTE: Do not remove the two bolts that fasten the pump to the pump mount flange. 5. Remove the two block-to-bracket bolts on the lower injection pump mounting bracket. 6. Remove the injection pump. Injection Pump Installation & Timing 1. Remove the rocker arm cover and rotate the engine in the directior. of rotation, clockwise from the front, until both push rods on the No. 1 cylinder are loose and the injection tim- ing mark on the flywheel lines up with the pointer in the bellhousing Cam Gear Access Hole ing Marks 90Engine Maintenance (Rev 1/95) An alternative method is to remove both access covers from the timing gear cover and rotate the engine in the direction of rotation until the “O” ‘on the cam gear lines up with the pointer in the cam gear access hole, and the injection timing mark lines up with the pointer in the bellhousing. Injection Timing Mark NOTE: The injection timing mark is a line scribed in. the flywheel approximately 1-318 in (BS mm) from the TC mark. The injection timing ‘mark has no identification markings. TC Mark on Flywheel The engine now has the No. 1 cylinder at the fuel injection mark of its compression stroke. Before installing the pump, rotate the gear until the “O” marked on the gear is approximately in the 10 o'clock position as you face the gear end of the pump, Remove the access cover from the timing gear cover. Install the pump in the engine, lining up the ‘O” with the timing marker cast into the access hole. Install and torque the injection pump mounting bolts aw, ©) al XA Injection Pump Timing Mark Timing Mark Remove the 8 mm bolt located at the back of the injection pump in the middle of the injec: tion lines, Install the special dial indicator, TK PIN 204-589 in its place. Make sure the adapter bottoms out tightly on the pump housing. Insert the dial indicator into the adapter until the dial indicator contacts the pump plunger. Preload the dial indicator at least .08 in. (20 mm) and lock the dial indicator in place by tightening the locking collar. Dial Indicator installation 31Engine Maintenance (Rev 1/95) Rotate the engine backwards, counterclock- ADJUSTING ENGINE VALVE ‘wise from the front, to approximately 3.5 in. CLEARANCE (89 mm) from the TC mark on flywheel i Remove the rocker arm cover. Torque the 8. Adjust the dial indicator to zero. The pump cylinder head bolts to 63 ft-lb (85 N:m) be- plunger should be at the bottom of its stroke. fore adjusting valves. The valve clearance To check this, rotate the engine back and shoilld be checked after the first 500 hours of forth no more than .5 in. (13 mm). The dial engine operation. indicator should stay at zero, It is very important that the valves be adjusted 9. Rotate the engine forward, clockwise from to the correct specifications for satisfactory front, to the injection timing mark. engine operation. Insufficient valve clearance ‘i sali will result in compression loss and misfiring Rye eee ole resulting in burned valves and seats. Exces- scribed in the flywheel approximately 1-3/8 in. sive valve clearance will result in noisy valve (35 mm) from the TC mark. The injection tim- operation and abnormal wear of the valves ing mark has no identification markings. and rocker arms. The intake and exhaust 10. The dial indicator should now show the pump valves are adjusted with the valves closed. plunger is at .020 in, (0.5 mm) from the bot- The valves are adjusted to .016 in, (0.4 mm), tom of its stoke and ready to inject fuel. ‘When the right gap is obtained, MAKE SURE 11. If the timing position is not correct, loosen to tighten the lock nut while holding the ad- the two bolts on the front flange of the pump. justing screw in position. 12, If the dial indicator shows a figure larger than Turn the engine using a wrench on the front 020 in. (0.5 mm), rotate the top of the pump crankshaft bolt. away from the engine until the dial indicator reads the correct. value. A smaller figure requires the pump be turned in towards the engine until the correct. value is reached. Tighten the two bolts and lock the pump in position 13, Perform a final check by turning the engine backwards, counterclockwise from the front, beyond the injection timing mark and then clockwise back to the injection timing mark The dial indicator should now read .020 in. (0.5 mm). Slight adjustments may be neces- sary 14, Remove the dial indicator and replace the timing bolt. Valve Adjustments Front Rear Cylinder No. 1 2 [ 3 | 4 Valve arrangement e]! Te, [elt PistoninNo. teylinderisat | g | g ° TOC on compression stroke Piston in No. 4 cylinder is at TDC on compression stroke Valve Adjustments and Cylinder Configurations 92Engine Maintenance (Rev 1/95) CAUTION: Remove the wire from the fuel sole- noid to prevent the engine from starting. a. Turn the crankshaft clockwise from the front, until the TC mark on the flywheel aligns with the pointer on the flywheel housing, Top Dead Center Marks Wiggle the push rods on the No. 1 intake and exhaust valves. If both push rods are loose enough to turn freely, the No, 1 piston is at TDC on the compression stroke, This is the first adjusting position. If instead, the No. 1 push rods are tight and the No. 4’ push rods are loose, the No. 4 pis- ton is at TDC in the compression stroke. Turn the crankshaft clockwise from the front, until the TC mark on the flywheel is aligned. Now both No, 1 push rods should be loose, and the No. I piston is at TDC of the com pression stroke. An alternate method is to remove the cam- shaft gear access cover and rotate the engine until the “O” on the cam gear lines up with the pointer and the TC mark on the flywheel lines up with the pointer on the bellhousing, Adjust both valves on the No. 1 cylinder, the intake valve on the No. 2 cylinder, and the exhaust valve on the No. 3 cylinder. . Turn the crankshaft one full turn, clockwise from the front, and align the TC mark. This is TDC of the No. 4 cylinder compression stroke. Adjust the No. 2 exhaust valve, the No. 3 intake valve, and the No. 4 intake and exhaust valves. 4. Tighten each lock nut while holding the ad- justing screw in position. . Install the rocker arm cover making sure that the gasket is in position, FRONT PULLEY BOLT The front crankshaft pulley bolt should be torqued during scheduled maintenance inspections. The bolt should be torqued to 161 ft-lb (218 N-m). NOTE: The cranksheft bolt requires a special hard steel washer. Substituting or eliminating this washer could lead to premature crankshaft bolt failure due 10 the bolt bottoming or inadequate bolt head load dis tribution. CRANKCASE BREATHER The crankcase breather system ducts gases formed in the crankcase directly to the intake elbow. Harmful vapors that would otherwise collect in the crankcase and contaminate the cil, or escape to the outside, are now drawn back into the engine and burned. Yo prevent the crankcase trom drawing into a deep vacuum, fresh air is drawn into the engine through an air inlet mounted on the engine block. Air Inlet Crankcase Breather System 933ngine Maintenance (Rev 1/95) ENGINE AIR CLEANER (Filter) — Dry Type A heavy duty, dry air cleaner filters all of the air entering the engine. Excessive restriction of the air intake system reduces the flow of air to the engine affecting horsepower output, fuel consumption and engine life. An ait restriction indicator is installed in the air in- take manifold. Visually inspect the restriction in- dicator periodically to assure the air filter is not re- HO VACUUM stricted. Service the air filter when the yellow dia- PART NO. 11-7757 phragm indicates 22 in. of vacuum. Press the reset, LJ” Dutton on the top of the restriction indicator after servicing the air filter. Air Restriction Indicator Air Cleaner CON Intake a Manifold Air Restriction Indicator Dry Air Cleaner System 94Engine Maintenance (Rev 1/95) BELTS Belts should be regularly inspected during unit pre- trip for wear, scuffing or cracking. Belt tension should also be checked during scheduled mainten- ance inspections. Belts that are too loose will whip and belts that are too tight put too much strain on the belt fibers and bearings. Using belt tension gauge, P/N 204-427, is the best method of checking belts for tightness. Install the belt gauge in the center of the longest belt span. Press the plunger so the hook will engage the belt. Make sure the hook is on the face of the belt, not in a notch. Release the plunger with a quick’mo- tion and without pulling on the belt. Then read the dial, Use an average of three readings. NOTE: Do not attempt to remove or install belts without loosening adjustments. Belts that are in- stalled by prying over pulleys will fail prematurely due to internal cord damage. CAUTION: Do not attempt to adjust belts with the unit running. Model 30 Belt Adjustments CAUTION: With the Cycle-Sentry switch in the CYCLE position and the unit On-Off switch in the ON position, the unit may start operation at any time without prior warning. Switch the unit On-Off switch to the OFF position before performing main- tenance or repair procedures. Alternator Belt Adjustment The alternator belt tension should read 35 on the belt tension gauge. 1, Loosen the alternator pivot bolt and the ad- justing arm bolt. 2. Move the alternator on the adjusting arm slot to adjust the belt to 35 on the belt tension gauge. Tighten the adjusting arm bolt and alternator pivot bolt. Belt Guide ff \—— bel Guard l\— Lower Blt Guara N Model 30 Belt Arrangement Fan Belt 95Engine Maintenance (Rev 1/95) Fan Belt Adjustment The fan belt tension should read 40 on the belt ten- sion gauge. 1, Remove the lower belt guard, Loosen the lower idler assembly To increase the belt tension, pry upward on the idler pulley. Hold the tension on the pulley and torque the bolt to 40 ft-lb (54 N-m). NOTE: Make sure to position the belt guide properly when tightening the lower idler Install the lower belt guard. Lower Idler Fan Belt Adjustment 1/16 in (1.6 mm) 1116 in, (1.6 mm) Proper Belt Guide Position Fan Belt Replacement 1. For better access to the fan belt, remove the grille and orifice assembly Remove the lower belt guard. Loosen (or remove) the lower idler pulley ‘Swing the control box assembly out to access the engine pulley Remove the fan belt (through the notch in the fan spinning). Install and adjust the new fan belt. Fasten the control box back in place Install the belt guard. Install the grille and ori‘ice assembly. Grille and Orifice Assembly Belt Guide Lower Idler Lower Belt Guard Engine Pulley Control Box Fan Belt Replacement 96Engine Maintenance (Rev 1/95) Model 50 Belt Adjustments CAUTION: If the unit On-Off switch is in the ON position, and the Cycle-Sentry switch is in the CYCLE position or the Diesel/Electric switch is in the ELEC- TRIC position, the unit may start at any time without prior warning. Make sure that the unit On-Off switch is in the OFF position before servicing the unit, Alternator Belt Adjustment NOTE: The alternator belt tension should be checked and adjusted after the compressor belts have been adjusted. The alternator belt tension should read 32 on the belt tension gauge. 1. Loosen the alternator pivot bolt and the alternator adjusting bracket bolt NOTE: The bolt that fastens the alternator support angle to the alternator support bracket must also be loosened on units that are so equipped. Compressor Alternator Belt Alternator Adjusting Bracket Alternator Pivot Bolt Alternator Adjusting Bracket Bolt 2. Move the alternator in the alternator adjusting bracket slot to obtain the proper belt tension. 3. Tighten the alternator adjusting bracket bolt and the alternator pivot bolt (and the alterna- tor support angle bolt if so equipped). Compressor Belt Adjustment Adjust the compressor belts to read 76 on the belt tension gauge. 1. Loosen the adjustment bolts and the pivot bolts on both ends of the electric motor. There are two adjustment bolts and one pivot bolt on each end. 2. Use a pry bar to move the electric motor up or down to obtain the proper belt tension. 3. Tighten the adjustment bolts and the pivot bolts when the belts are are the proper ten- sion. Adjustment Bolt Holes Model 50 Alternator and Compressor Belt ArrangementEngine Maintenance (Rev 1/95) Compressor Belt Replacement 1 Loosen the adjustment bolts and the pivot bolts on both ends of the electric motor. There are two adjustment bolts and one pivot bolt on each end, Use a pry bar to raise the electric motor and loosen the belts as much as possible. Remove the compressor belts from the electric motor pulley. Support the compressor and unbolt the com- pressor from the flywheel housing (leave the refrigeration lines connected) Slide the compressor assembly away from the fiywheel housing 6. Remove the belts through the gap between the clutch and the flywheel. 7. Install the belts on the clutch pulley through the gap between the clutch and the flywheel 8. Place the compressor in position on the fly- wheel housing and install the mounting bolts. Compressor Alternator Belt 9, Pry the electric motor upward. 10. Place the compressor drive belts on the elec trie motor pulley. 11. Adjust the compressor belts to the proper ten- sion. Fan Belt Adjustment NOTE: The fan belt tension should be checked and adjusted after the compressor belts have been ad- justed. The fan belt tension should read 64 on the belt ten- sion gauge. 1. Remove the lower belt guard. 2. Loosen the lower idler assembly. 3. To increase the belt tension, pry upward on the idler pulley. Hold the tension on the pulley and torque the bolt to 40 ft-lb (4 Nm). NOTE: Make sure to position the belt guide properly when tightening the lower idler. 4, Install the lower belt guard, Bolt Guide + Upper Belt Guard 7 Lower Belt Guard /~—— Fan Belt Model 50 Belt Arrangement 98Engine Maintenance (Rev 1/95) Fan Belt Replacement 1 For better access to the fan belt, remove the grille and orifice assembly. 2. Remove the lower belt guard. 3. Loosen (or remove) the lower idler pulley. 4. Remove the fan belt (through the notch in the fan spinning). 5. Install and adjust the new fan belt. 6. Install the belt guard. 7. Install the grille and orifice assembly. Water Pump Belt Adjustment The water pump belt tension should read 35 on the belt tension gauge. 1 2 3 Remove the bolts from the water pump pulley. Remove the pulley sliding section and add or re- move shims to adjust the helt tension. Reinstall the belt on the pulley and replace the sliding pulley section on the pulley. Tighten the mounting bolts on the water pump, pulley, ‘The belt tension should read 35 on the belt ten- sion gauge. (CLUTCH (Model 50) Periodically inspect the clutch for worn bearings, worn friction shoes and for broken springs. To in- spect the compressor clutch: 1 2 Loosen the compressor belts. Remove the compressor drive belts from the pulley on the electric motor shaft, Support the compressor and unbolt the com- pressor from the bellhousing. Remove the compressor from the bellhousing and turn the compressor to provide better access to the clutch. NOTE: The refrigeration lines may be removed from the compressor to allow more movement of the compressor for better access to the clutch, 10. u 12, Remove the clutch mounting bolt, Remove the clutch with a clutch puller. Remove the keyway. Inspect the keyway and shaft for wear, burrs or damage. Replace the friction shoes when the linings are worn past 1/16 to 3/32 in. (1.6 to 2.4 mm). (Re- place any worn or broken springs in the clutch assembly.) Install the bearings with seal side out and the shield side in. Fil the cavity between the bear- ings 1/3 full with Mobil #28 or equivalent grease Torque the clutch mounting bolt to 40 to 50 feb (54 to 68 Nm), CAUTION: Do not allow the shaft key to ride up behind the clutch during clutch installation. Install and tighten the flat washers, lock washers and nuts on the studs. Reinstall the compressor drive belts on the elec~ trie motor pulley. Readjust the compressor drive belts. Friction Shoe clutch 99Refrigeration Maintenance REFRIGERANT CHARGE Testing the Refrigerant Charge with an Empty Trailer If the unit has an insufficient charge of refrigerant, the evaporator will be “starved” and the box tem- peratures will rise even though the unit is operating, ‘The suction pressure will drop as the refrigerant charge decreases. If the unit has an overcharge of re~ frigerant, the unit may not cool properly and the suc tion and discharge pressure may be high. The charge may be determined by inspection of the refrigerant through the receiver tank sight glasses with the fol- Towing conditions established: 1. Place a test box over the evaporator. 2. Place a thermometer lead (P/N 204-135) in the box near the evaporator return air opening, 3. Install a gauge manifold. 4, Run the unit on high speed coo! until the air in the box indicates 0.0 F (-17.8 C). By allowing the box to leak a small amount, you will be able to maintain 00 F (-178 C) The suction pressure should be 13 to 18 psi (90 to 124 kPa) (0 to 8 psi (0 to 55 kPa] for R-12 and R-134a). ‘The discharge pressure should be at least 275 psi (1896 kPa) (150 psi [1034 kPa] for R-12 and R-134a). If the pressure is below this, it can be raised by covering a portion of the condenser grille with a piece of cardboard to block condenser airflow. Under these conditions, the ball should be float- ing in the receiver tank sight glass. If there is no sign of refrigerant in the sight glass, the unit is low on refrigerant Testing the Refrigerant Charge with a Loaded Trailer NOTE: This test determines if there is enough refriger- ‘ant for the current temperature, not if there is a full charge of refrigerant. Install a gauge manifold Run the unit on high speed cool. Build up and maintain 275 psi (1896 kPa) of head pressure (150 psi [1034 kPa] for R-12 and R-I34a). If the pressure is below this, it can be raised by covering the roadside condenser grille with a piece of cardboard to block condenser air flow Cool the compartment to the lowest tempera: ture required. 5. Check suction pressure. It should be 13 to 24 psi (90 to 165 kPa) (0 to 18 psi [0 to 124 kPa] for R-12 and R-134a).. 6 Under these conditions, the ball should be float- ing in the receiver tank sight glass. If there is no sign of refrigerant in the sight glass, the unit is low on refrigerant. Testing for an Overcharge of Refrigerant Use the following procedure to identify a unit with an excessive refrigerant charge 1. Install a calibrated gauge manifold on the com- pressor. Operate the unit in hign speed cool to stabilize system pressures and reduce the box tempera ture to approximately 60 F (16 C) or colder. Observe discharge pressure and cover the con- denser to increase the discharge pressure ap- proximately 50 psi (345 kPa) above the observed pressure. Do not allow the discharge pressure to go above 350 psi (2413 kPa), 2 NOTE: If the ball and liquid level in the receiver sight glass drops during step #3, the unit is not overcharged and it is not necessary to complete the procedure. Remove the condenser cover to rapidly reduce discharge pressure, Observe the receiver tank sight glass and the units discharge pressure. By the time the discharge pressure drops ap- proximately 50 psi (345 kPa), the ball in the re- ceiver tank sight glass should begin to move and the liquid level should drop. a, When discharge pressure stabilizes, the ball and liquid level will rse. If the ball will not begin to move or the lig- uid level will not drop, the unit most likely hhas an overcharge of refrigerant. The refrig- rant level should be adjusted b, Adjusting Refrigerant Level 1, With the unit operating in high speed cool, use a gauge manifold set tc pump refrigerant from the RECEIVER TANK into an approved con- tainer. When the liquid level beings to drop in the re- ceiver tank sight glass, close the hand valve on the gauge manifold imirediately. Allow the new level to stabilize (1 to 2 minutes). 100Refrigeration Maintenance (Rev 1/95) If the liquid level is less than a full sight glass, adjust by adding vapor through the suction ser vice valve. With the unit running in high speed cool, add vapor until the ball is near the top of, the Sight glass. Allow to stabilize (1 to 2 min- utes) NOTE: When adding refrigerant, maintain a dis- charge pressure of at least 275 psi (1896 kPa) (150 psi [1034 kPa] for R-I2 and R-134a) 4. Repeat the overcharge test Moisture Indicating Sight Glass The receiver tank is equipped with a moisture indi- cating sight glass. The outer edge of the sight glass hhas a colored ring approximately 0.1 in. (2.5 mm) thick. ‘The color of the ring indicates the moisture content of the refrigerant, but it may not be com- pletely reliable. Green = Dry Chartreuse = Caution Yellow = Wet Floating Ball Moisture Indicating Sight Glass ‘A system has to run for at least 15 minutes to change the color of an indicator ring after the moisture con- tent of the system has been changed. For example, evacuating a system to remove the moisture will not change the color of the indicator ring until the system has been recharged and then operated for at least 15 minutes, REFRIGERANT LEAKS Use a reliable leak detector (e.g., electronic detector or Halide torch) to leak test the refrigeration system, Inspect for signs of oil leakage which is the first sign of a leak in the refrigeration system. CHECKING COMPRESSOR OIL The compressor oil should be checked when there is evidence of oil loss (oil leaks) or when components in the refrigeration system have been removed for ser: vice or replacement, To check compressor oil level with an ambient air ‘temperature above 50.0 F (10.0 C): Install a gauge manifold on the compressor Operate the unit on Cool with a 20 psi (138 kPa) minimum suction pressure and a 185 psi (1275 kPa) minimum discharge pressure for 15 minutes or more. After the unit has maintained the above conditions for 15 minutes, observe the oil level. The oil should be 1/4 to 1/2 up in the sight glass. To check compressor cil level with an ambient air temperature below 50.0 F (10.0 C) Run the unit through a complete defrost cycle. After completing the defrost cycle, run the unit on Cool for ten minutes. Observe the oil level. The oil should be 1/4 to 1/2 up in the signt glass. If the box is empty, you can run the unit on the heat cycle instead of the defrost cycle. NOTE: Use refrigeration compressor oil ONLY, syn« thetic type, PIN 67-404 is required on R-502, 69L, and RzI2 systems. Polyol Ester type PIN 203-413 is ree quired for HP80, HP62, and R-134a. Sight Glass ‘Checking Compressor Oil HIGH PRESSURE CUTOUT SWITCH (HPCO) The HPCO (Model 50 units have two) is located on the compressor discharge manifold. If the discharge pressure rises above 450 psi (3103 kPa) (300 psi [2068 kPa] for R-12 and R-134a systems), the HPCO opens the 8D circuit (or the 7EH circuit), to shut- down the unit. To test the HPCO, rework a gauge manifold following the High Pressure Cutout Mani fold illustration, 1. Connect the gauge manifold to the compressor discharge service valve with a heavy duty, black jacketed thick wall #HCA 144 hose with a 900 psi (6204 kPa) working pressure rating Set the thermostat well below the box tempera ture so that the unit will be in High Speed Cool. 101Refrigeration Maintenance (Rev 1/95) Raise the discharge pressure of the compres- sor first by blocking the condenser coil air flow by covering the condenser grille with a piece of cardboard. If this does not raise the discharge pressure to the cutout level of the HPCO, increase the engine speed by overrid- ing the throttle solenoid. This should increase the discharge pressure enough to cause the HPCO to cut out. NOTE: The discharge pressure should never be allowed to exceed a pressure of 450 psi (3103 kPa). Failure of the HPCO system to stop compres- sor operation should be investigated first by checking the control circuit operation and se ondly by HPCO switch replacement. O-ring 33-1015 | Reliet Valve 66-2202 THREE-WAY VALVE CONDENSER PRESSURE BYPASS CHECK VALVE A three-way valve condenser pressure bypass check valve is used in this unit. This check valve controls the bypass flow of refrigerant gas between the con- denser inlet line and the compressor discharge line. The check valve is closed wren the unit is running fon cool, or whenever the discharge pressure is, higher than the condenser pressure. When the unit is running on defrost or heat, if the condenser pressure is higher than the discharge pressure, the check valve opens and the condenser pressure is bled off until it drops to the level of the discharge pressure. The purpose of the valve is to improve heating/defrosting ability and three-way valve response. To check the operation of the valve: 1, Remove the condenser pressure bypass check valve cap from the three-way valve 2 Using a serendrver, gently turn the check 3. Install a gauge manifold Seton the compres 4. Close (ront eat) the rezeiver tank outlet 5. Operate the unit on cxoling and pump down raster Tee theow sige to 20 n- (48 kPa) of waco eee ees 6. Stop the unit. The condenser and sueton eos prelates should femal sable indenting 90 res High Pressure Cutout Manifold amy WW) Y, o Cooling Peston Check Vale Heating!Datost Poston Check Valve Three-way Valve Condenser Pressure Bypass Check Valve 102Refrigeration Maintenance (Rev 1/95) Shift the three-way valve to the heat position. Low side gauge will raise slightly. High side gauge will drop to approximately zero. Gauges ‘will equalize. Gauges will remain in this position approxi- mately zero if the three-way valve seals properly toward the condenser and the condenser pres- sure bypass check valve seals properly. Back seat condenser pressure bypass check valve stem against snap ring. Both gauges should rise indicating the condenser pressure bypass check valve is properly releasing condenser pressure into the discharge tube and evaporator. Replace the cap on the condenser pressure by- pass check valve. NOTE: Valve stem MUST be back seated during normal unit operation. Open the receiver tank return outlet valve, re- move the gauges and return the unit to normal operation. 103Refrigeration Service Operations NOTE: It is generally good practice to replace the filter drier whenever the high side is opened or when the low side is opened for an extended period of time. Refer to the Refrigeration Manual (Thermo King Manual number TK 5715) for system cleanup after a compressor failure or repair or replacement of basic components COMPRESSOR Removal 1. Pump down the low side and equalize the pressure to slightly positive. 2 Loosen and remove the compressorielectrie motor belt from the clutch pulley (Model 50 units) 3. Front seat the discharge and suction service valves, Release the remaining refrigerant pressure from the compressor. Unbolt the discharge and suction service valves from the compressor. 5. Disconnect the high pressure cutout switches and the pilot solenoid line. Support the compressor and remove the com- pressor mounting bolts from the flywheel housing. Lift the service valves out of the way. 8. Slide the compressor to the left until the cou- pling pins are clear 9. Remove the compressor from the front of the unit. Keep the compressor ports covered to prevent dust, dirt, ete., from falling into the compressor. NOTE: When the compressor is removed from the unit, the oil level should be noted, or the oil removed from the compressor should be mea- sured so that the same amount of oil can be added before placing the replacement compres- sor in the unit 10. Remove the clutch from the compressor crankshaft (Model 50 units only). Installation 1. Replace the clutch on the compressor (Model 50 units only). Slide the compressor into the unit Place the compressor in position and install the mounting bolts, Install the service valves using new gaskets soaked in compressor oil. Connect the high pressure cutout switches and the pilot solenoid. valve line. Pressurize the compressor and test for refrig- erant leaks, 5. If no leaks are found, evacuate the compres- sor. 6 Backseat the suction and discharge service valves. Operate the unit at least 30 minutes and then inspect the oil level in the compressor. Add or remove oil if necessary. 8. Check the refrigerant charge and add refriger- ant if needed. CONDENSER COIL Removal 1. Remove the refrigerant charge. 2. Remove the top screen, 3. Remove the mounting bolts. 4. Unsolder the inlet line and liquid line connec tions. Lift the coil from the unit. Installation 1. Clean the fittings for soldering. 2, Place the coil in the unit and install the ‘mounting bolts. 3. Solder the inlet line and liquid line connee- tions. Pressurize the refrigeration system and test for leaks. If no leaks are found, evacuate the system. Recharge the unit with proper refrigerant and check compressor oil Install the top screen, 6. DISCHARGE VIBRASORBER Removal L. Remove the refrigerant charge 2. Heat the connections on the vibrasorber until the vibrasorber can be removed. CAUTION: Use a heat sink, PIN 204-584 or wrap the vibrasorber with wet rags to prevent damaging the vibrasorber. Installation 1. Prepare the vibrasorber and tubing fittings by cleaning thoroughly. 104Refrigeration Service Operations (Rev 1/95) 2. Solder the vibrasorber connections. CAUTION: Use @ heat sink, PIN 204-584 or wrap the vibrasorber with wet rags to prevent damaging the vibrasorber. 3. Pressurize the system and test for leaks. If no leaks are found, evacuate the system. 4. Charge the unit with the proper refrigerant and check the compressor oil level. IN-LINE CONDENSER CHECK VALVE ‘This unit uses an in-line condenser check valve. The in-line check valve is not repairable and must be re~ placed if it fails. A heat sink must be used on the in- line check valve when it is being soldered in place to prevent damage to the neoprene seal. Neoprene Seal ‘Spring Cross Section of In-line Condenser Check Valve CONDENSER CHECK VALVE REPLACEMENT Removal 1, Remove the refrigerant charge. 2. Place a heat sink on the check valve. 3. Unsolder the lines and remove the check valve. Installation NOTE: A heat sink must be used om the in-line check valve when it is being soldered in place to prevent damage to the neoprene seal. 1. Clean the tubes for soldering, 2. Place the check valve in position. The arrow on the valve body indicates the direction of refrig- erant flow through the valve, Place a heat sink on the check valve. Solder the inlet and outlet connections, Pressurize the refrigeration system and test for leaks. If no leaks are found, evacuate the system. Recharge the unit with proper refrigerant and check the compressor oil BYPASS CHECK VALVE Removal 1, Pump down the low side and equalize the pres- sure to slightly positive. 2. Close the bypass service valve. 3. Unscrew the flare nut from the check valve. 4. Unscrew the check valve from the bypass valve. CAUTION: The receiver tank outlet tube may be bent if a back-up wrench is not used on the fitting. Installation 1. Coat the fittings on the bypass check valve with compressor oil and install on the service valve fitting, Tighten it securely, and use a back-up wrench, Install and tighten the bypass flare nut on the ccheck valve outlet, Hold the check valve with a back-up wrench on the hex. Pressurize the low side and test for leaks. leaks are found, evacuate the system, Open the bypass service valve and place the unit in operation, If no. RECEIVER TANK Removal 1. Remove the refrigerant charge. 2. Unsolder the condenser check valve line from the receiver tank. Disconnect the filter drier inlet and the bypass check valve lines. Remove the check valve fom the receiver tank. Unbolt the mounting brackets and remove the receiver tank from the unit, Installation 1, Coat the bypass check valve fittings with com- pressor oil. Install the check valve on the receiver tank outlet tube. Tighten securely, holding the hex on the receiver tank outlet tube with a back-up wrench. Place the receiver tank in the unit and install the mounting belts and nuts loosely. Position, the receiver tank so that the sight glass is clearly visible, Solder the condenser check valve line to the re- ceiver tank, Connect the bypass check valve and filter drier inlet Fines, Tighten the receiver tank mounting hardware securely. Pressurize the refrigeration system and check for leaks. If no leaks are found, evacuate the system, Recharge the unit with proper refrigerant. 105Refrigeration Service Operations (Rev 1/95) FILTER DRIER Removal 1 Pump down the refrigeration system and equal- ize the pressure to slightly positive. 2. Disconnect the nuts at the ends of the drier. 3. Loosen the mounting hardware and remove the drier. Installation 1. Place the new O-rings in the ORS fittings on the ends of the drier. 2. Install the new drier and tighten the mounting screws and nuts. 3. Install and tighten the inlet nut. Hold the drier with a back-up wrench on the hex behind the inlet fitting 4. Release a sinall amount of refrigerant wo purge the air through the drier. Then tighten the out- let nut. 5. Pressurize the system and inspect for leaks. If no leaks are found, open the refrigeration valves and place the unit in operation. EXPANSION VALVE ASSEMBLY Removal 1 Pump down the low side and equalize the pres- sure to slightly positive. Open the roadside door and remove both evap- ‘orator access doors, Remove the feeler bulb from the clamp. Note the position of the feeler bulb on the suction line. Disconnect the equalizer line from the suction line. Disconnect the inlet liquid line and unsolder the distributor from the expansion valve. Remove the expansion valve mounting bolt and. remove the expansion valve from the unit. Installation 1 Install and bolt the expansion valve assembly in the unit Connect the inlet liquid tine and solder the dis- tributor to the expansion valve Connect the equalizer line to the suction line. Clean the suction line to a bright polished con- dition. Install the feeler bulb clamps and the feeler bulb on the side of the suction line in its former position. The feeler bulb must make good contact with the suction line or operation will be faulty. Wrap with insulating tape. Pressurize the low side and test for leaks. Teaks are found, evacuate the low side. If no Replace the evaporator access doors. Open the refrigeration valves and place the unit in operation, Test the unit to see that the expansion valve is properly installed, End View 2 side View LI PE Location of Expansion Valve Bulb HEAT EXCHANGER Removal 1 Pump down the low side and equalize the pres- sure to slightly positive Remove the grille and both idler pulleys. Remove the fan belt. Remove the fan module mounting hardware and, remove the fan module from the front of the unit 5. Remove the heat exchanger mounting bolts. 6 Unsolder the suction and liquid line connec- tions. 7. Remove the heat exchanger from the unit Installation 1. Place the heat exchanger in the unit, and install the mounting bolts. Solder the liquid and suction line connections. Pressurize the low side and check for leaks. If no leaks are found, evacuate the low side 4. Place the fan module in the unit and install mounting hardware 5. Install the idler pulleys. 6. Install the fan belt and tighten it to the proper tension Install the grille. Open the refrigeration valves and place the unit in operation, 106