MD-II MAX w/TK 3.74 - Grease Monkey Road Squad

MD-II MAX w/TK 3.74 - Grease Monkey Road Squad
MD-II MAX
w/TK 3.74
TK 41013-1-MM (Rev. 1,10/03)
Copyright© 2000 Thermo King Corp., Minneapolis, MN, USA.
Printed in USA.
The maintenance information in this manual covers unit models:
MD-II 30 MAX (914980)
MD-II 50 MAX 230/3/60 (914981)
MD-II 50 MAX 230/1/60 (914982)
MD-II 50 MAX 380/460 (914983)
MD-II 30 MAX 220/3/50 EEC (914984)
MD-II 50 MAX EEC 380/3/50 (914985)
For further information, refer to:
MD-II MAX Operation Manual
TK 41034
MD-II MAX Parts Manual
TK 41074
2.44, 2.49, 3.66, 3.74, 3.88, and 3.95 Engine Overhaul Manual
TK 8312
Diagnosing Thermo King Refrigeration Systems
TK 5984-7
Tool Catalog
TK 5955
X214 Compressor Overhaul
TK 4416
CYCLE-SENTRY IV Operation and Diagnosis
TK 40288
Microprocessor Controller TG-V Operating Manual
TK 40283
Set-up Manual
TK 40284
In-Cab Controller Operating Manual
TK 40940
The Collector Refrigeration Recovery Unit
TK40956
Principals of Evacuation for Field Application
TK 40612
Electrostatic Discharge Training Guide
TK 40282
The information in this manual is provided to assist owners, operators and service people in the proper
upkeep and maintenance of Thermo King units.
This manual is published for informational purposes only and the information so provided should
not be considered as all-inclusive or covering all contingencies. If further information is required,
Thermo 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 Thermo 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 repaired or altered outside the manufacturer’s plants as,
in the 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 contract
or 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.
In addition, service personnel must be aware of Federal regulations
concerning the use of refrigerants and the certification of technicians.
For additional information on regulations and technician certification
programs, contact your local Thermo King dealer.
R-404A
WARNING: Use only Polyol Ester-based refrigeration compressor oil in
R-404A. See Thermo King Parts Manual for part number.
Do not mix Polyol Ester and standard synthetic compressor oils. Keep Polyol
Ester compressor oil in tightly sealed containers. If Polyol Ester oil becomes
contaminated with moisture or standard oils, dispose of properly–DO NOT USE.
When servicing Thermo King R-404A unit, use only those service tools certified
for and dedicated to R-404A refrigerant and Polyol Ester compressor oils.
Residual non-HFC refrigerants or oils will contaminate R-404A systems.
Table of Contents
List of Figures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Safety Precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
General Practices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Auto Start/Stop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Refrigerant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
First Aid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Refrigeration Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
First Aid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Electrical Hazards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Microprocessor Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Welding of Units or Truck Bodies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
High Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Low Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Engine—TK 3.74 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
R-134a Refrigeration System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
R-404A Refrigeration System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Air Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Belt Tension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Electrical Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Electrical Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Thermostat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Electric Standby . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Electrical Standby Compressor Motors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Standby Power Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Maintenance Inspection Schedule . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
Unit Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
General Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
X214 Compressor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
Microprocessor Controller TG-V . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
Operating Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
Engine Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
Electric Operation (Model 50 Units) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
Defrost Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
Serial Number Locations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
Unit Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
Unit Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
Protection Devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
Unit Photographs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
Operating Instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
Unit Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
TG-V Unit Control Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
ThermoGUARD V Microprocessor Controller (TG-V) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
Remote Control Box Outside (Optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
Other Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
Unit Indicators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
Unit Protection Devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
Unit Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
Pretrip Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
Starting the Unit—Auto Start Diesel Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
Manually Starting Units on Diesel Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
Starting the Unit—CYCLE-SENTRY Units on Diesel Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
Starting the Unit—Electric Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
After Start Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
Loading Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
Post Load Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
Post Trip Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
5
Table of Contents
Electronic Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
TG-V Thermostat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
Single Temp In-Cab TG-V Controller (optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
Display Symbols and Control Keys . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
Display Symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
Control Keys . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
General Display Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
Displaying Operating Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
Entering the Setpoint . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
Displaying and Clearing Alarm Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
Additional Operating Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
Sensor Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
Temperatures Outside of Display Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
Guarded Access Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
Programming . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
Testing the TG-V Thermostat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
TG-V Calibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
Ice-Water Bath Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
Sensor Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
Preparing TG-V Module for Bench Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75
TG-V Module Bench Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77
TG-V Terminal Voltage Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79
TG-V Terminal Identification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80
TG-V Terminal Identification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81
TG-V Terminal Identification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82
Sensor Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83
Electrical Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85
Alternator (Prestolite) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85
Excessive Voltage Output . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86
Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87
Unit Wiring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87
Electrical Contacts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87
Charging System (12 Vdc) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87
Preheat Buzzer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87
RPM Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87
Glow Plugs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88
Engine Reset Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89
Low Oil Pressure Switch (LOP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89
Defrost Air Switch Checkout and Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89
High Capacity TherMaxTM Heating System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90
Cool Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91
Heat/Condenser Evacuation Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91
Defrost Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91
Start Up Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91
MD-II MAX Units Equipped with a Three-Phase Electric Motor and a Phase Converter
That Operates on Single-Phase Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91
Conversion System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91
Start System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92
Run System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94
Troubleshooting the Phase Conversion System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96
Troubleshooting Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98
In-Cab TG-V Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103
Field Test Procedure for Single Temperature In-Cab TG-V Controllers . . . . . . . . . . . . . . . . . . . . . . . . . . . 103
Connector Pins for Single Temperature In-Cab TG-V . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105
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Table of Contents
Engine Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107
Engine Lubrication System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107
Engine Oil Pressure Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107
Engine Oil Change . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107
Oil Filter Change . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107
Crankcase Vent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108
Engine Air Cleaner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108
Oil Bath Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108
Dry Type (Optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108
Engine Cooling System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110
General Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110
Antifreeze Maintenance Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111
Checking the Antifreeze . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111
Engine Thermostat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112
Engine Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112
Bleeding the Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114
Draining Water from Fuel Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114
Fuel Filter Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114
Electric Fuel Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115
Injection Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115
Adjust Engine Valve Clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 118
Fuel Limit Screw . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 118
Integral Fuel Solenoid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 119
Electrical Changes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120
Troubleshooting the Integral Fuel Solenoid System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 121
Fuel Stop Solenoid Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123
Belt Tensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 124
Engine/Compressor Belt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125
Compressor/Electric Motor/Jackshaft Belt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125
Water Pump Belt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125
Compressor/Evaporator/Alternator and Alternator/Evaporator Fan Belts . . . . . . . . . . . . . . . . . . . . . . . . . 126
Engine Speed Adjustments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127
Low Speed Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127
High Speed Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127
Refrigeration Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 129
Evacuation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 129
Set Up and Test of Evacuation Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 132
Unit Evacuation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 133
Refrigerant Leaks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 133
Unit Charging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 133
Refrigerant Charge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 136
Testing the Refrigerant Charge with an Empty Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 136
Testing the Refrigerant Charge with a Loaded Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 136
Checking Compressor Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 136
High Pressure Cutout (HPCO) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 137
Compressor Pump Down And Checkout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 138
Low Side Pump Down . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 138
Three-Way Valve Condenser Pressure Bypass Check Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 139
Refrigeration Service Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 141
Commissioning Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 141
Accumulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 141
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 141
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 141
Compressor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 141
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 141
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 141
Condenser/Radiator Coil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 142
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 142
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 142
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Table of Contents
Refrigeration Service Operations (continued)
Liquid Line Check Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 142
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 142
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 142
Dehydrator (Filter-Drier) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 142
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 142
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 142
Evaporator Coil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 143
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 143
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 143
Expansion Valve Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 143
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 143
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 143
Cleaning In-line Screen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 144
Heat Exchanger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 144
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 144
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 144
High Pressure Cutout Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145
High Pressure Relief Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145
Pilot Solenoid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145
Pressure Regulator Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145
Receiver Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 146
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 146
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 146
Three-Way Valve Condenser Pressure Bypass Check Valve Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 146
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 146
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 146
Three-Way Valve Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 147
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 147
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 148
Compressor Pulley Removal and Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 149
Oil Filter Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 150
Equipment Recommendations For Use With R-404A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 151
Hilliard Clutch Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 153
Large Truck Unit Centrifugal Clutch Change . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 153
Clutch Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 155
Tools Required . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 155
Grease . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 155
Disassembly Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 155
Assembly Procedure (Using New Bearings and Seal) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 156
Structural Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 159
Unit And Engine Mounting Bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 159
Lift Points . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 159
Unit Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 159
Evaporator Coil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 159
Condenser Coil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 159
Defrost Damper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 159
Jackshaft Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 160
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 160
Reassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 161
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Table of Contents
Structural Maintenance (continued)
Fanshaft Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 162
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 162
Reassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 163
Mechanical Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 165
CYCLE-SENTRY Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 169
Electric Standby (Optional) Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 171
Refrigeration Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 173
Refrigeration Diagrams . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 175
Cool Cycle—MD-II with TherMax™ Heating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 175
Condenser Evacuation Cycle—MD-II with TherMax™ Heating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 176
Heat and Defrost Cycle—MD-II with TherMax™ Heating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 177
Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 179
Wiring and Schematic Diagrams Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 183
9
Table of Contents
10
List of Figures
Figure 1: Roadside View . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
Figure 2: Top View . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
Figure 3: TG-V Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
Figure 4: TG-V In-Cab Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
Figure 5: X214 Compressor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
Figure 6: X214 Compressor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
Figure 7: Remote Light Indicator Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
Figure 8: TG-V Thermostat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
Figure 9: In-Range Temperature Differential Setting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73
Figure 10: Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83
Figure 11: Prestolite Terminal Locations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85
Figure 12: Flywheel (RPM) Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87
Figure 13: RPM+ and RPM- Wires . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88
Figure 14: Glow Plug Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88
Figure 15: Testing Air Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90
Figure 16: Air Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90
Figure 17: First and Second-Phase Connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92
Figure 18: Motor Start Contactor Control Coil Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93
Figure 19: Third Phase Connection During a Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94
Figure 20: Third Phase Connection While Running Normally . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95
Figure 21: Single Temperature In-Cab TG-V Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103
Figure 22: Connecting Tester to Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103
Figure 23: Connector on Back of Single Temperature In-Cab TG-V . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105
Figure 24: Engine Oil Pressure Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107
Figure 25: Oil Filter Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107
Figure 26: Oil Bath Air Cleaner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108
Figure 27: Dry Air Cleaner (Optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108
Figure 28: Air Restriction Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109
Figure 29: Engine Cooling Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110
Figure 30: Water Pump Assembly and Thermostat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112
Figure 31: Fuel and Oil System Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113
Figure 32: Electric Fuel Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115
Figure 33: Timing Marks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 116
Figure 34: Individual Cylinder Timing and Firing Order . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 118
Figure 35: Emission Control Label . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 118
Figure 36: Integral Fuel Solenoid Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 119
Figure 37: Fuel Solenoid Timer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120
Figure 38: Wiring Diagram of Fuel Solenoid Timer Starting 4th Quarter 97 . . . . . . . . . . . . . . . . . . . . . . . . . . 120
Figure 39: Fuel Solenoid Pin Identification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 121
Figure 40: Relay Socket Terminal Identification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122
Figure 41: Fuel Stop Solenoid Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123
Figure 42: Belt Arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 124
Figure 43: Belt Layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125
Figure 44: Alternator Mounting and Belt Tension Screws . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 126
Figure 45: Evacuation Station . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 130
Figure 46: Vacuum Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 131
Figure 47: Leak . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 132
Figure 48: Moisture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 132
Figure 49: Unit Charging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 135
Figure 50: X214 Compressor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 137
Figure 51: High Pressure Cutout Manifold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 137
Figure 52: Install Gauge Manifold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 138
Figure 53: Compound Gauge Indicating 20 in. Vacuum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 138
Figure 54: Three-way Valve Condenser Pressure Bypass Check Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 139
Figure 55: Location of Expansion Valve Bulb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 143
Figure 56: Completely Wrap Bulb with Tape . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 144
Figure 57: Expansion Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 144
Figure 58: Condenser Pressure Bypass Check Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 146
11
List of Figures
Figure 59: Three-way Valve Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 148
Figure 60: Anti-Seize Lubricant Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 149
Figure 61: Compressor Oil Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 150
Figure 62: Front View and Cross Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 153
Figure 63: Hilliard Centrifugal Clutch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 154
Figure 64: Housing Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 155
Figure 65: Bearing Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 155
Figure 66: Bushing Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 156
Figure 67: Bushing Insertion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 156
Figure 68: Clutch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 157
Figure 69: Check Bolts For Tightness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 159
Figure 70: Lift Points . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 159
Figure 71: Defrost Damper Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 160
Figure 72: Jackshaft Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 160
Figure 73: Installing Oil Sling Retainer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 161
Figure 74: Removing Bearing Retainer Bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 162
Figure 75: Removing Shaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 162
Figure 76: Removing Oil Seal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 162
Figure 77: Removing Roll Pin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 163
Figure 78: Installing Bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 163
Figure 79: Installing Splash Guard . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 163
Figure 80: Installing Oil Seal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 163
Figure 81: Shims and O-ring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 163
Figure 82: Torquing Retainer Plate Bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 164
Figure 83: Checking End Play . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 164
Figure 84: Fan Shaft Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 164
Figure 85: Cool Cycle Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 175
Figure 86: Condenser Evacuation Cycle Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 176
Figure 87: Heat and Defrost Cycle Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 177
12
Safety Precautions
General Practices
Auto Start/Stop
1. Always wear goggles or safety glasses.
Refrigerant liquid, refrigeration oil, and
battery acid can permanently damage the eyes.
CAUTION: The unit may start
automatically and at any time when the
unit On/Off switch is in the On position.
Units with the CYCLE-SENTRYTM option
start automatically in both
CYCLE-SENTRY mode and Continuous
mode. Be sure to turn the On/Off switch
Off before opening doors or inspecting or
working on any part of the unit.
2. Never close the compressor discharge service
valve with the unit operating.
3. Never operate the unit with the compressor
discharge valve closed.
4. Keep your hands, clothing and tools clear of
the fans and belts when the unit is running.
This should also be considered when opening
and closing the compressor service valves.
5. Make sure gauge manifold hoses are in good
condition. Never let them come in contact
with a belt, fan motor pulley, or any hot
surface.
6. Never apply heat to a sealed refrigeration
system or container.
7. Fluorocarbon refrigerants in the presence of
an open flame produce toxic gases that are
severe respiratory irritants capable of causing
death.
8. Make sure all mounting bolts are tight and are
of correct length for their particular
application.
9. Use extreme caution when drilling holes in the
unit. The holes may weaken structural
components, and holes drilled into electrical
wiring can cause fire or explosion. Holes
drilled into the refrigeration system will
release refrigerant.
Refrigerant
When removing refrigerant from a unit, a
recovery process that prevents or minimizes
refrigerant loss to the atmosphere is required by
law.
When a refrigerant is exposed to the atmosphere
in the liquid state, it evaporates rapidly, freezing
anything it contacts. If refrigerant contacts the
skin, severe frostbite can result.
First Aid
In the event of frostbite, the objectives of First
Aid are to protect the frozen area from further
injury, to warm the affected area rapidly and to
maintain respiration.
•
Eyes: For contact with liquid, immediately
flush eyes with large amounts of water and get
prompt medical attention.
•
Skin: Flush area with large amounts of
lukewarm water. Do not apply heat. Remove
contaminated clothing and shoes. Wrap burns
with dry, sterile, bulky dressing to protect
from infection/injury. Get medical attention.
Wash contaminated clothing before reuse.
•
Inhalation: Move victim to fresh air and use
cardiopulmonary resuscitation (CPR) or
mouth-to-mouth ventilation if necessary. Stay
with victim until arrival of emergency medical
personnel.
10. Use caution when working around exposed
coil fins. The fins can cause painful
lacerations.
11. Use caution when working with a refrigerant
or refrigeration system in any closed or
confined area with a limited air supply (for
example, a truck body or garage). Refrigerant
tends to displace air and can cause oxygen
depletion resulting in suffocation and possible
death.
12. When using ladder or scaffolding, use caution
and follow manufacturer recommendations.
13
Safety Precautions
Refrigeration Oil
Observe the following precautions when working
with or around synthetic or polyol ester refrigerant
oil:
The following procedures must be rigidly adhered
to when servicing units to avoid microprocessor
damage or destruction.
1. Disconnect all power to the unit.
•
Do not allow refrigerant oil to contact your
eyes.
2. Avoid wearing clothing that generates static
electricity (wool, nylon, polyester, etc.).
•
Do not allow prolonged or repeated contact
with skin or clothing.
•
To prevent irritation, you should wash
thoroughly immediately after handling
refrigerant oil. Rubber gloves are
recommended when handling polyol ester oil.
3. Do wear a static discharge wrist strap (see
Tool Catalog) with the lead end connected to
the microprocessor’s ground terminal. These
straps are available at most electronic
equipment distributors. Do not wear these
straps with power applied to the unit.
First Aid
•
Eyes: Immediately flush eyes with large
amounts of water for at least 15 minutes while
holding the eyelids open. Get prompt medical
attention.
4. Avoid contacting the electronic components
on the circuit boards of the unit being
serviced.
5. Leave the circuit boards in their static proof
packing materials until ready for installation.
•
Skin: Remove contaminated clothing. Wash
thoroughly with soap and water. Get medical
attention if irritation persists.
6. If a defective controller is to be returned for
repair, it should be returned in the same static
protective packing materials from which the
replacement component was removed.
•
Inhalation: Move victim to fresh air and
restore breathing if necessary. Stay with
victim until arrival of emergency personnel.
7. After servicing the controller or any other
circuits, the wiring should be checked for
possible errors before restoring power.
•
Ingestion: Do not induce vomiting. Contact a
local poison control center or physician
immediately.
8. Never use testers consisting of a battery and a
light bulb to test circuits on any
microprocessor based equipment.
Electrical Hazards
Microprocessor Service
Precautions must be taken to prevent electrostatic
discharge when servicing the microprocessor
controller and related components. Potential
differences considerably lower than those which
produce a small spark from a finger to a door
knob can severely damage or destroy solid-state
integrated circuit components.
14
9. Before connecting or disconnecting the
battery, the Microprocessor On/Off switch
must be turned to the Off position.
Safety Precautions
Welding of Units or Truck Bodies
Precautions
When electric welding is to be performed on any
portion of the temperature control unit, truck or
truck chassis when the temperature control unit is
attached, it is necessary to ensure that welding
currents are not allowed to flow through the
electronic circuits of the unit.
1. Be certain the Unit On/Off switch is turned
Off before connecting or disconnecting the
standby power plug. Never attempt to stop the
unit by disconnecting the power plug.
These procedures must be rigidly adhered to when
servicing units to avoid damage or destruction of
the controller.
1. Disconnect all power to the unit.
2. Disconnect all wire harnesses from the
controller.
3. Switch all of the electrical circuit breakers in
the control box to the Off position.
4. Weld unit or container per normal welding
procedures. Keep ground return electrode as
close to the area to be welded as practical.
This will reduce the likelihood of stray
welding currents passing through any
electrical or electronic circuits.
5. When the welding operation is completed, the
unit power cables, wiring and circuit breakers
must be restored to their normal condition.
High Voltage
When servicing or repairing a temperature control
unit, the possibility of serious or even fatal injury
from electrical shock exists. Extreme care must be
used when working with a refrigeration unit that
is connected to a source of operating power, even
if the unit is not operating. Lethal voltage
potentials can exist at the unit power cord, inside
the control box, at the motors and within the
wiring harnesses.
2. Be certain the unit power plug is clean and dry
before connecting it to a power source.
3. When working on high voltage circuits on the
temperature control unit, do not make any
rapid moves. If a tool drops, do not grab for it.
People do not contact high voltage wires on
purpose. It occurs from an unplanned
movement.
4. Use tools with insulated handles that are in
good condition. Never hold metal tools in
your hand if exposed, energized conductors
are within reach.
5. Treat all wires and connections as high
voltage until a meter and wiring diagram show
otherwise.
6. Never work alone on high voltage circuits on
the temperature control unit. Another person
should always be present to shut off the
temperature control unit and to provide aid in
the event of an accident.
7. 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
has 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., a
wooden handled axe or cable cutters with heavy
insulated handles) or by a rescuer 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.
15
Safety Precautions
If the victim must be removed from a live circuit,
pull the victim off with a non-conductive material.
Use the victim’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 victim. You can
receive a shock from current flowing through the
victim’s body. After separating the victim from
the power source, check immediately for the
presence of a pulse and respiration. If a pulse is
not present, start CPR (Cardiopulmonary
Resuscitation) and call for emergency medical
assistance. If a pulse is present, respiration may be
restored by using mouth-to-mouth resuscitation,
but call for emergency medical assistance.
Low Voltage
Control circuits used in the temperature control
unit are low voltage (24 Vac and 12 Vdc). This
voltage potential is not considered dangerous, but
the large amount of current available (over
30 amps) can cause severe burns if shorted or
ground.
Do not wear jewelry, watch or rings when
working on the unit. If these items contact an
electrical circuit, severe burns may result.
16
Specifications
Engine—TK 3.74
Engine
TK 3.74
Fuel Type
No. 2 Diesel fuel under normal conditions
No. 1 Diesel fuel is acceptable cold weather fuel
Oil Capacity:
Crankcase & Oil Filter
w/Bypass Oil Filter
Oil Type*
9 quarts (8.6 liters)
10 quarts (9.6 liters)
Fill to full mark on dipstick
API Type CF-4 or CG-4 or better multigrade oil
API Synthetic Type CF-4, CG-4 or better after first 500
hours (optional)
Oil Viscosity*
-15 to 40 C (5 to 104 F): SAE 15W-40
-20 to 40 C (-4 to 104 F): SAE 10W-40
-20 to 30 C (-4 to 86 F): SAE 10W-30
-30 to 30 C (-22 to 86 F): SAE 5W-30
Engine RPM:
Low Speed Operation
High Speed Operation
1625 ± 25 RPM
2425 ± 25 RPM
Engine Oil Pressure
35 to 60 psig (241 to 414 kPa)
Intake Valve Clearance
0.0079 in. (0.20 mm)
Exhaust Valve Clearance
0.0079 in. (0.20 mm)
Valve Setting Temperature
Room temperature
Timing Injection Pump
14 degrees BTDC
Injection Nozzle Pressure
1700 psig (11721 kPa)
Low Oil Pressure Switch (Normally Closed)
10 ± 2 psig (69 ± 14 kPa)
High Coolant Temperature Switch:
Closes
Opens
220 ± 5 F (104 ± 3 C)
190 F (88 C)
Engine Thermostat
180 to 190 F (82 to 88 C)
Coolant System Capacity
4 quarts (3.8 liters) with overflow tank
Radiator Cap Pressure
10 psig (69 kPa)
Drive
Belts to compressor, fans, 12 V alternator, water pump
and electric motor (jackshaft)
CYCLE-SENTRY Block Temperature:
Start
Off
30 ± 18 F (0 ± 10 C)
90 ± 8 F (32 ± 4.4 C)
* Multi-viscosity weight oil with the recommended API classification may be used based on the ambient temperature. The
above recommendations are written for mineral oil based lubricants.
17
Specifications
R-134a Refrigeration System
Compressor Model
Thermo King X214
Refrigerant Charge
8 lb. 5 oz. (3.77 kg) R-134a
Compressor Oil Charge
66 oz. (1.95 liters)*
Compressor Oil Type
Polyol Ester type (refer to Tool Catalog)
Suction Pressure Regulator Setting
18 psig (124 kPa)
Heat/Defrost Method:
Engine Operation
Electric Operation
High Pressure Cutout
Hot gas
Hot gas and electric heater strips (Model 50)
450 ± 10 psig (3103 ± 69 kPa)
Automatically reset @ 375 ± 38 psig (2585 ± 262 kPa)
Electronic Defrost Termination Timer:
Opens
Closes
Timer—Part of TG-V Microprocessor
52 F (11 C)
42 F (6 C)
Programmable 2 to 16 hours in 2 hour increments
through TGV controller
* When the compressor is removed from the unit, oil level should be noted or the oil 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.
R-404A Refrigeration System
Compressor Model
Thermo King X214
Refrigerant Charge
7.5 lb. (3.4 kg) R-404A
Compressor Oil Charge
66 oz. (1.95 liters)*
Compressor Oil Type
Polyol Ester type (refer to Tool Catalog)
Suction Pressure Regulator Setting
18 psig (124 kPa)
Heat/Defrost Method:
Engine Operation
Electric Operation
High Pressure Cutout
Hot gas
Hot gas and electric heater strips (Model 50)
450 ± 10 psig (3103 ± 69 kPa)
Automatically reset @ 375 ± 38 psig (2585 ± 262 kPa)
Electronic Defrost Termination Timer:
Opens
Closes
Timer—Part of TG-V Microprocessor
52 F (11 C)
42 F (6 C)
Programmable 2 to 16 hours in 2 hour increments
through TGV controller
* When the compressor is removed from the unit, oil level should be noted or the oil 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.
18
Specifications
Air Switch
Air Switch Setting:
0.7 ± 0.05 in. (17.78 ± 1.3 mm) H20
Belt Tension
Tension No. on TK Gauge 204-427
New Belt
Field Reset
Engine/Compressor
75 ± 3
70 ± 3
Compressor/Jackshaft (Electric Motor)
72 ± 3
67 ± 3
Compressor/Evaporator Fan/Alternator
1/2 in. (13 mm) deflection
Alternator/Evaporator Fan
1/2 in. (13 mm) deflection
Water Pump
1/2 in. (13 mm) deflection
NOTE: These are the original factory settings. Because it is difficult to use the
TK gauge 204-427 in the field, adjust each belt to allow 1/2 inch (13 mm)
deflection at the center of the longest span.
NOTE: Belts should be tensioned cold and again tensioned cold after 10 hours
of unit running.
Electrical Control System
Control System Voltage
12.5 Vdc
Alternator
12 V 65 amp brush type integral alternator
Voltage Regulator Setting
14 V @ 70 F (21.1 C)
Alternator/Regulator LED Capacitor
4.7 µfd 50 Vdc
Alternator/Output Capacitor
0.5 µfd 100 Vdc
NOTE: Disconnect components from unit circuit to check resistance.
Electrical Components
Current Draw (Amps)
at 12.5 Vdc
Resistance—
(Ohms)
7 to 8.3
1.5 ± 0.15
30 to 40
0.97
0.41 to 0.31
12.8
Pilot Solenoid
0.657
19
Starter Motor
90 to 105 (cranking)
Glow Plug
Fuel Solenoid:
Pull In
Hold In
Damper Solenoid
5.68
2.2
DC Circuit Breakers
50 amp
20 amp
10.4
High Speed Solenoid
5 amp (approx.)
2.5 (approx.)
19
Specifications
Thermostat
Type
Solid state THERMOGUARD V Thermostat
Range
-20 to 80 F (-29 to 27 C)
Heat Lockout:
Continuous Run Operation
CYCLE-SENTRY Operation (Optional Equipment)
Electric Standby Operation (Optional Equipment)
High Speed Heat locked out below 15 ± 3 F (-9.4 ± 1.7 C)
All Heat locked out below 15 ± 3 F (-9.4 ± 1.7 C)
All Heat locked out below 15 ± 3 F (-9.4 ± 1.7 C)
Electric Standby
Electric Motor
5 hp, 230 V, 60 Hz
RPM
1750
Full Load Amps
14.4 (230)
Locked Rotor Amps
58
Power Requirements
230/3/60
30 Amp, Power Cord Size 10 (AWG) for 50’, 8 for 75’
Electrical Standby Compressor Motors
(Model 50 Units Only)
Voltage/Phase/Frequency
Horsepower
Kilowatts
RPM
Full Load
(Amps)
Locked
Rotor
Amps
Unit Full
Load*
Amps
220/3/50
4.2
3.1
1450
12.7
55
12.7
230/1/60
5
3.7
1750
18
80
25
230/3/60
5
3.7
1750
14.4
58
21
460/3/60
5
3.7
1750
7.2
58
12
380/3/50
4.2
3.1
1450
7.3
55
12
* w/Heater Strips
Electric Heater Strips (Optional):
Number
Watts (each)
Evaporator High Temperature Cutout Switch: Opens:
Closes:
Standby Power Requirements
Supply Circuit Breaker
30 amp/230 V
20 amp/460 V
Extension Cord Size
Up to 50 ft—12 gauge
75 ft—10 gauge
20
3
750
150 ± 5.0 F (66 ± 3 C)
120 ± 5.0 F (49 ± 3 C)
Maintenance Inspection Schedule
A closely followed maintenance program will
help to keep your Thermo King unit in top
operating condition. The following general
schedule is provided to assist in monitoring that
maintenance.
Pre
trip
750
Annual/ Inspect/Service These Items
Hours 3,000
Hours NOTE: The 750 hour maintenance
interval may be extended to 1,000 hours
or 1 year when equipped with a bypass oil filter.
Microprocessor
•
Run pretrip test (see “Pretrip Test” in the Operating Manual).
Engine
•
Check fuel supply.
•
•
•
•
Check engine oil level.
•
Check engine coolant level.
CAUTION: Do not remove radiator cap while coolant is hot.
•
•
Inspect belts for condition and proper tension.
•
•
Check engine oil pressure hot, on high speed. Minimum 40 psig (276 kPa) (oil
pressure gauge option).
•
•
•
Listen for unusual noises, vibrations, etc.
•
Change engine oil and filters (hot).
•
Change oil bath air cleaner element, replace dry type element, clean and service
crankcase breather and check air cleaner hose for damage.
•
Change fuel filter.
•
•
Drain water from fuel tank and check vent.
Inspect/clean fuel sediment bowl and electric fuel pump filter.
•
Check and adjust engine speeds (high and low speed).
•
Check condition of engine mounts.
•
Maintain year round antifreeze protection at –30 F (–34 C).
—
Change engine coolant every 2 years.
Electrical
•
Check defrost initiation and termination.
•
Check thermostat cycle sequence.
•
Inspect battery terminals and electrolyte level.
•
Check operation of protection shutdown circuits.
•
Inspect electrical contacts for pitting or corrosion.
•
Inspect wire harness for damaged wires or connections.
•
Check calibration of return and discharge air sensor, and optional air sensors, in 32 F
(0 C) ice water.
•
Check air switch setting.
•
Inspect electric motor bearings.*
•
Inspect DC (battery charging) alternator bearings* and brushes.
21
Maintenance Inspection Schedule
Pre
trip
750
Annual/ Inspect/Service These Items
Hours 3,000
Hours NOTE: The 750 hour maintenance
interval may be extended to 1,000 hours
or 1 year when equipped with a bypass oil filter.
Refrigeration
•
•
Check refrigerant level.
•
•
Check compressor oil level.
•
•
Check suction pressure regulator/throttling valve operation on Defrost or Heat.
•
Check compressor efficiency and pump down refrigeration system.
•
Replace dehydrator and compressor oil filter.
•
Check discharge and suction pressures
Structural
•
•
Visually inspect unit for fluid leaks (coolant, oil, refrigerant).
•
•
Visually inspect unit for damaged, loose or broken parts (includes air ducts and
bulkheads, if so equipped).
•
•
Inspect clutch*.
•
Inspect idler bearings for leakage and bearing wear.*
•
Clean entire unit including condenser and evaporator coils and defrost drains.
•
Check all unit, fuel tank, engine and electric motor mounting bolts, brackets, lines,
hoses, etc.
* With belt removed, spin bearings by hand. Listen for noise (bearings roll freely).
22
Unit Description
General Description
The MD-II MAX is a one-piece, front-mount,
medium capacity diesel powered cooling and
heating system designed especially for straight
trucks. The unit mounts on the front of a truck
with the evaporator portion protruding into the
box. Designed for use with totally chlorine free
R-404A refrigerant. An optional R-134a unit is
also available. There are two basic models:
The clutch engages fully at 900 ± 100 RPM on
engine operation, constantly turning the
compressor and fans at both high and low speed.
X214 Compressor
The MD-II MAX features the X214, 2 cylinder
compressor with 13.92 cu. in (229 cc)
displacement.
MD-II MAX Model 30: Cooling and heating on
engine operation.
Microprocessor Controller
TG-V
MD-II MAX Model 50: Cooling and hot gas
heating on engine operation and electric standby
electric evaporator heaters are optional.
Thermo King has applied the newest
technological advances to develop a
programmable microprocessor controller that
controls unit functioning and displays operating
information quickly and accurately.
Power to the system is provided by a Thermo
King TK 3.74, water-cooled, 3 cylinder diesel
engine rated at 11.2 continuous horsepower
(8.35 kW) at 2400 RPM. A belt drive system
transfers power to the compressor, unit fans and
alternator.
Electric standby power (Model 50) is provided by
a 5 horsepower electric motor. A clutch on the
diesel engine isolates the engine during electric
standby operation.
Belt driven, dual evaporator fans provide superior
air throw. Exclusive space condenser provides
maximum cab clearance and reduced truck body
height on conventional chassis. Cube saver
evaporator optimizes space below the evaporator
for all types of cargo. Lightweight aluminum
frame allows increased payload.
The MD-II MAX operates under the control of a
TG-V microprocessor controller. The built-in
microprocessor controller simplifies system
monitoring and troubleshooting. TherMax™
defrost/heating system increases unit heating
capacity for faster defrost.
The built-in CYCLE-SENTRY, an exclusive
Thermo King feature, automatically starts and
stops the unit according to temperature demands.
In addition, a range of programmable modes, like
high speed pull-down, allow you to tailor your
unit’s performance to the load you are
distributing.
Features include:
Thermometer: Displays return air temperature
with 0.1 degree accuracy.
Thermostat: Provides
temperature control from
-20 to 80 F (-28 to 28 C), in 0.5 degree
increments.
Defrost Control: If the evaporator coil temperature
is below 42 F (6 C), Defrost is automatically
initiated every 4 hours during pulldown until the
return air temperature is in-range. At in-range
temperatures (between approximately 7 degrees
above and 7 degrees below setpoint), the
controller is programmable for 2 to 16 hours in 2
hour increments. The Defrost interval is set at the
factory, but can be reprogrammed by your
Thermo King dealer.
Fuel Saver: Can be programmed to delay high
speed operation for optimum fuel economy.
Alarm: Can detect and display alarm conditions
including sensor, microprocessor and defrost
termination failures.
The TG-V Controller is programmed to lock out
High Speed Heat if set below 15 F (-9.4 C).
Cab Control Box: The Cab Control Box allows the
driver to control and monitor some of the unit
functions from inside the cab. The auto start
system controls the preheat, run, and start relays
to automatically start the unit when all On/Off
switches are in the On position.
23
Unit Description
Refer to the Operating Instructions for detailed
description of the controller functions.
Operating Modes
The MD-II MAX uses a ThermoGUARD V
microprocessor controller for operational control
of the unit.
Engine Operation
Continuous Run Operation
When the unit is started with the box temperature
higher than 3.4 F (1.9 C) above the thermostat
setpoint, the unit will run on High Speed Cool.
When the temperature drops to 3.4 F (1.9 C)
above setpoint, the thermostat de-energizes the
High Speed engine solenoid circuit, placing the
unit on Low Speed Cool.
When the box temperature reaches the thermostat
setpoint, the pilot solenoid is energized. The
three-way valve shifts to the Heat position,
placing the unit on Low Speed Heat.
If the temperature continues to fall, the thermostat
will shift the unit to High Speed Heat at 3.4 F
(1.9 C) below setpoint. The unit will remain on
High Speed Heat until the box temperature rises
to 1.7 F (0.9 C) below setpoint.
If the temperature continues to rise to 1.7 F
(0.9 C) above setpoint, the thermostat
de-energizes the pilot solenoid. The three-way
valve shifts back to the Cool position, placing the
unit on Low Speed Cool.
If the temperature continues to rise to 5.1 F
(2.9 C) above setpoint, the thermostat will
energize the engine solenoid high speed circuit,
placing the unit on High Speed Cool.
CYCLE-SENTRY Operation (Optional)
WARNING: With the selector switch in
the Auto Start/Stop position and unit
On/Off switch in the On position, the unit
may start at any time without prior
warning.
24
With the Auto Start/Stop-Continuous Run switch
in the Auto Start/Stop position, the
CYCLE-SENTRY system starts the unit on
thermostat demand and shuts down the unit when
the box temperature reaches the thermostat
setpoint.
On CYCLE-SENTRY equipped units, unit
start-ups may also be initiated by Defrost cycle
initiation or engine block temperature thermostat
demand. In cold ambients, the CYCLE-SENTRY
system demand automatically maintains engine
temperature by restarting the unit if the engine
block temperature drops to 30.0 F (0 C). When the
unit starts because of low engine block
temperature, it will run in the operating mode
called for by the unit thermostat until the battery
is fully charged and the engine block temperature
reaches 90.0 F (32.2 C)
After the unit starts, a Battery Sentry module
monitors the voltage across the field of the
alternator and will keep the unit running if the
battery is not sufficiently recharging. The
ThermoGUARD thermostat controls unit
operating mode to maintain the box temperature
thermostat setpoint. The unit runs in whichever
operating mode the thermostat is calling for to
properly maintain the box temperature.
Electric Operation (Model 50 Units)
When the unit switch is turned On with the box
temperature higher than 3.4 F (1.9 C) above
thermostat setpoint, the unit will run on Cool.
When the temperature drops to setpoint, the
thermostat de-energizes the electric motor
contactor, placing the unit on Null.
If the box temperature continues to fall, the
thermostat energizes both the electric motor
contactor and the heat contactor (optional) to
place the unit on Heat at 3.4 F (1.9 C) below
setpoint. The unit will remain on Heat until the
box temperature rises to 1.7 F (0.9 C) below
setpoint. The thermostat will then de-energize the
electric motor contactor and optional heat
contactor, placing the unit on Null.
If the temperature continues to rise to 5.1 F
(2.9 C) above setpoint, the thermostat will
energize the electric motor contactor, placing the
unit on Cool.
Unit Description
Defrost Operation
•
23 Ampere Alternator
The Defrost mode can be initiated any time the
evaporator coil temperature is below 42.0 F
(5.6 C). Defrost is initiated automatically by the
defrost air switch and defrost timer or manually
by pressing the Manual Defrost switch.
•
Defrost Timer (Part of TG-V)
•
Air Defrost Switch
•
Electronic Engine Hourmeter
•
Alternator Discharge Light
•
Digital Thermometer (Part of TG-V)
•
TherMax™ Defrost/Heating System
•
R-404A.
When a Defrost cycle is initiated, the defrost relay
energizes the damper solenoid and pilot solenoid.
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 may
shift back to the Cool or Heat mode, or the Null
mode (optional Start/Stop operation).
If the thermostat calls for the Null mode (optional
Start/Stop operation) while the unit is defrosting,
the unit will continue to run until defrosting is
complete. Then the unit will stop.
Serial Number Locations
Unit Options
•
Electric Standby Motor (Model 50)
•
CYCLE-SENTRY Start/Stop Controls
•
Remote Control Box (outside, beneath unit)
•
In-Cab w/TG-V
•
Hourmeter, Electric Operation (Model 50)
•
Dry-type Air Cleaner
on top of roadside of the unit
frame above the switch panel.
•
Fuel Heater
Engine: Nameplate on top of the rocker arm cover.
•
Ammeter
Compressor: Stamped
•
Silicone Coolant Hoses
•
Oil Pressure Gauge
•
Remote Indicator Lights
•
Top Screen
Unit Features
•
Engine Coolant Temperature Gauge
•
TK 3.74 Diesel Engine
•
Suction Pressure Gauge
•
X214 Compressor
•
Electric Heaters
•
ThermoGUARD V Microprocessor Controller
•
Spin-on Bypass Oil Filter
•
Tapered Roller Bearing Fanshaft & Idler
•
R-134a.
•
Heavy Duty Oil Bath Air Cleaner
•
Three-way Valve Refrigeration System
•
One-piece Main Wiring Harness
•
Spin-on Fuel Filter
•
Spin-on Full Flow Oil Filter
•
Electric Fuel Pump
•
Coolant Expansion Tank with Coolant
Indicator
Unit: Nameplate
on the side below the sight
glass.
Electric Motor: Nameplate
attached to the motor
housing.
25
Unit Description
Protection Devices
•
Engine Coolant High Temperature Cutout
Switch
•
Engine Low Oil Pressure Cutout Switch
•
Evaporator High Temperature Cutout Switch
(Model 50 only) with Heater Option
•
Refrigerant High Pressure Cutout
•
Refrigerant High Pressure Relief Valve
•
20 Ampere Circuit Breaker in Control Circuit
•
12 V Fuse Link (50 Ampere) (Current
Limiter)
•
Overload Relay Protection for Electric
Standby Motor (Model 50)
•
50 Ampere Circuit Breaker in Starting Circuit.
26
Unit Description
Unit Photographs
Figure 1: Roadside View
27
Unit Description
5
6
7
8
4
9
10
11
3
12
2
1
15
14
13
1.
Fuel Filter
9.
High Pressure Relief Valve
2.
Oil Filter
10.
Receiver Tank
3.
Engine
11.
Air Defrost Switch
4.
Muffler
12.
Drier
5.
Suction Pressure Regulator
13.
Condenser Coil
6.
Compressor
14.
Three-Way Valve
7.
Alternator
15.
Expansion Tank
8.
Nameplate
Figure 2: Top View
28
Unit Description
2
1
3
4
12
5
6
7
13
11 10
9
14
8
1.
Motor Reset (Model 50)
8.
On/Off Switch
2.
Engine Reset
9.
Preheat/Start Switch
3.
Auto Start/Stop - Continuous Run
Switch (Optional)
10.
Manual Defrost Switch
4.
Start/Stop Light (Optional)
11.
Microprocessor Controller TG-V
5.
Defrost Light
12.
Run Hourmeter (Optional on Model 50)
6.
Engine Light
13.
Engine Hourmeter
7.
DC Alt Light
14.
Electric Operation Hourmeter (Optional
on Model 50)
Figure 3: TG-V Control Panel
29
Unit Description
1
2
3
4
5
6
7
8
10
1.
Temperature Display
6.
UP Key
2.
Power Cord Indicator Light
7.
DOWN Key
3.
ON Key
8.
DEFROST Key
4.
OFF Key
9.
ENTER Key
5.
SELECT Key
10.
LOW NOISE Key
Figure 4: TG-V In-Cab Controller
30
9
Unit Description
4
5
3
2
1
AEA04
1.
Oil Seal (Location Not Shown)
4.
Cylinder Head
2.
Crankshaft
5.
NOTE: Apply Thread Sealant When
Installing High Pressure Cutout.
3.
Discharge Port
Figure 5: X214 Compressor
31
Unit Description
7
6
8
9
5
4
10
3
11
2
AEA05
1
1.
Oil Drain Plug
7.
Cylinder Head
2.
Oil Pump Cover
8.
Crankshaft
3.
Pressure Regulator Assembly
9.
Oil Fill Plug
4.
Oil Pump Gauge Access
10.
Sight Glass
5.
Suction Port
11.
Serial Number
6.
Suction Valve Adapter
Figure 6: X214 Compressor
32
Operating Instructions
WARNING: Do not operate the unit until
you are completely familiar with the
location and function of each control,
gauge and indicator on the panels.
Unit Controls
TG-V Unit Control Box
Auto Start/Stop - Continuous Run Switch
(Optional): This switch selects Continuous Run
operation or CYCLE-SENTRY operation.
•
•
Cont. Run position: The unit will be started
manually with the On/Off switch and the
Preheat/Start switch. After start-up, the unit
operates continuously until the On/Off switch
is turned Off or a protection circuit shutdown
occurs due to a malfunction in the fuel, engine
oil, engine coolant or refrigeration system.
Auto Start/Stop position: All unit starting
operations are performed automatically on
demand. Starting functions such as glow plug
preheat, fuel and throttle solenoid control and
cranking are performed automatically when
operation is required. The engine will start
automatically for one or a combination of the
following conditions:
a. The Microprocessor Controller calls for
heating or cooling.
Start/Stop Light (Optional): When this green light
is On, the CYCLE-SENTRY system is
functioning normally. A malfunction is indicated
if the Auto Start/Stop-Continuous Run Switch is
set to Auto Start/Stop and the light is off. In this
situation, the unit will not run. The Engine Reset
may be tripped.
Engine Reset: The Engine
Reset is a pushbutton
switch behind a flexible weatherproof cap. When
this switch “opens”, the button pops out. It
remains open until it is manually pushed in to
reset the circuits.
When the Engine Reset is open (tripped), the
diesel engine cannot be started. If the reset trips
while the engine is running, the engine will
shutdown. Four conditions can cause the engine
reset to trip:
•
Engine oil pressure drops below 7 to 13 psi
(48 to 90 kPa) while the On/Off switch is
switched to On. This includes any situation
which causes the engine to stop or not start
within a short period of time.
•
Engine coolant temperature rises above 215 to
225 F (102 to 107 C).
•
Engine oil pressure drops too low.
•
The starter exceeds the cranking limit in
CYCLE-SENTRY operation (optional).
b. Manual Defrost initiated.
Some situations which may cause the Engine
Reset to open are:
c. Engine block temperature drops below
35 F (2 C).
a. Engine runs out of fuel.
Once started, the engine will run until:
b. On/Off switch is left On accidentally
without the engine being started.
a. Microprocessor Controller demands are
satisfied,
c. Engine does not start after cranking in
CYCLE-SENTRY mode.
b. The block temperature reaches 90 F
(32 C),
d. High refrigerant pressure causes the high
pressure cutout to stop the engine.
c. The Defrost cycle is complete.
The engine is then automatically stopped by
the CYCLE-SENTRY control system.
Defrost Light: When this orange light is On, the
unit is operating in the Defrost mode.
Engine Light: When
this red light is On, the
Engine Reset switch has been tripped.
33
Operating Instructions
DC Alt Light: When this yellow light is On, there
is no current output from the alternator.
On/Off Switch: This
switch supplies power to the
circuits of the unit.
•
•
On position: This switch energizes the
electrical system for the unit.
Off position: This switch de-energizes the
electrical system and the unit will not operate.
NOTE: If the unit is also equipped with an
In-Cab Control Box. All On/Off switches must
be in the On position before the unit will operate.
Ammeter (Optional): The
Ammeter indicates
whether the battery is being charged or
discharged. The amount of discharge shows
whether the glow plugs are functioning properly
during preheat.
ThermoGUARD V Microprocessor
Controller (TG-V)
WARNING: Do not operate the TG-V
until you are completely familiar with the
meaning of each display symbol, and the
function of each control key.
Preheat/Start Switch: When held on Preheat, this
switch energizes the glow plugs in the diesel
engine to aid in starting.
The programmable TG-V displays temperature
and alarm conditions. It also functions as a
thermostat and a defrost timer for the unit.
When held on Start, this switch energizes both the
glow plugs and the starter which cranks the
engine.
The TG-V In-Cab Remote Control Box provides
convenient on-the-road unit control from inside
the truck cab. It includes the following:
Manual Defrost Switch: When pushed, the Manual
Defrost switch starts the Defrost cycle. However,
the evaporator coil must be below 42 F (6 C) for
the unit to go into Defrost. A thermal switch on
the evaporator coil senses this temperature.
Temperature Display: This digital temperature
display indicates the temperature of the air
returning from the cargo box to the evaporator.
NOTE: The unit will remain in Defrost mode
until the coil temperature rises to 52 F (11 C).
Power Cord Indicator Light (Model 50): When
this
red light is On, the Electric/Diesel switch is in the
Electric Standby position and the truck ignition is
on.
Run
Hourmeter records the total number of hours that
the unit has been in operation.
OFF Key: Used to turn off the controller and stop
the engine or standby motor.
Engine Hourmeter: The Engine Hourmeter records
the total number of hours that the diesel engine
has been in operation. This meter can be used to
determine proper maintenance intervals.
the controller.
Run Hourmeter (Optional on Model 50): The
Electric Operation Hourmeter (Optional on Model
50): The Electric Operation Hourmeter records the
total number of hours that the electric motor has
been in operation. This meter can be used to
determine proper maintenance intervals.
Coolant Temperature Gauge (Optional): The
Coolant Temperature Gauge indicates the
temperature of the coolant in the engine block.
Oil Pressure Gauge (Optional): The
Oil Pressure
gauge shows the engine oil pressure. This
pressure should rise immediately after the engine
starts.
Suction Pressure Gauge (Optional): The
Suction
Pressure gauge indicates the pressure of the
refrigerant gas returning to the compressor.
34
ON Key: Used
to turn on the condensing unit and
NOTE: The main unit On/Off switch must be set
to On before the In-Cab Controller can be
turned On. The unit will automatically start.
Also, the In-Cab Controller must be On before
the main unit can be started.
SELECT Key: Used to select the various displays
which can appear on the screen.
UP Key: Used
to increase setpoint temperature
when the setpoint symbol is on the screen.
DOWN Key: Used to decrease setpoint temperature
when the setpoint symbol is on the screen.
DEFROST Key: Used to start the Defrost cycle of the
evaporator.
ENTER Key: Used to enter new information into the
controller.
Operating Instructions
NOTE: The ENTER key must be pressed within 6
seconds after releasing the UP or DOWN key to
complete the setpoint change.
LOW NOISE Key: Used
to lock out high speed
operation to maintain low speed (low noise)
operation.
With the unit switched off, the controller screens
will be dark; nothing will be on the display. When
the unit is switched On, all symbols and readouts
will be displayed for about 10 seconds. Make sure
that all display segments are operational.
Remote Control Box Outside
(Optional)
The switches in the remote control box energize
relays on the option board to control the operation
of the unit. The remote On/Off switch and the unit
On/Off switch must both be in the On position for
the unit to operate. Either switch will turn the unit
off.
The remote control box mounts on the truck body
beneath the unit to offer easier accessibility to unit
controls. This box offers the following functions:
Standard Display is set to Return Air Temperature
at the factory. Each controller can be programmed
to show return air or setpoint as the Standard
Display.
Preheat/Start Switch: When pressed to Preheat,
the switch energizes the glow plugs to aid in
starting. When pressed to Start, it energizes both
the glow plugs and the starter motor.
When unit is switched off, it is normal for display
to remain On for about 30 seconds.
On/Off Switch: The
With power off or battery disconnected, all
settings are saved in the controller memory and
become active when unit is switched On.
During the normal operation, the Standard
Display is on the screen.
Return Air Temperature is factory Standard
Display setting (can be changed). Other operating
data can be displayed.
To view other operating data, repeatedly press and
release the SELECT key.
On/Off switch energizes the
On relay, activating the unit electrical system. The
control panel On/Off switch and the remote
On/Off switch must both be On in order for the
unit to operate. Either switch can stop the unit.
Manual Defrost: Pressing
the Manual Defrost
switch will initiate a Defrost cycle if the
evaporator coil temperature is below
42.0 F(5.6 C).
Diesel/Electric Switch (Model 50 only): Switches
the unit to electric motor standby power when
placed in Electric position and power cord is
connected to the box.
The following data may be displayed:
Other Controls
•
Discharge Air Temperature
Defrost Termination Switch: A temperature
•
Setpoint Temperature
•
Press SELECT key for next display.
The remote control box is replaced with an
electric standby power receptacle on units that are
equipped with the cab control box.
sensitive switch is mounted on the evaporator
coil. It is used to control Defrost. The switch
closes when the evaporator temperature drops to
42 F (6 C). This enables Defrost.
Defrost Air Switch: The Defrost Air switch senses
the air pressure difference between the evaporator
coil inlet and outlet. The switch automatically
places the unit on Defrost when the evaporator
temperature is below 42.0 F (5.6 C) and frost
builds up on the coil to a point where the air flow
across the coil is restricted.
35
Operating Instructions
Unit Indicators
Remote Light Indicator Box (Optional): The
optional Remote Light Display mounts on the
truck for convenient indication of the unit’s
operating mode. The following conditions are
indicated by the respective light(s) being On:
Hourmeters: The hourmeter records the number of
hours the unit is in diesel operation for proper
maintenance intervals. An electric hourmeter
(hours in electric operation) and a total hourmeter
(total operating hours) are optional equipment.
a. Cool (White). The unit is cooling.
Digital Thermometer: A digital thermometer is
built into each thermostat. The thermometer
normally indicates the return air temperature.
b. Defrost (Tan). The unit is defrosting.
Receiver Tank Sight Glass: This sight glass is used
c. Heat (Amber). The unit is heating.
d. High Speed (Blue). When the blue light
and white light are On at the same time,
the unit is in high speed cool. When the
blue light and amber light are On at the
same time, the unit is in High Speed Heat.
e. CYCLE-SENTRY (Green). The unit is in
CYCLE-SENTRY mode.
f. Fuel Saver (Light Blue). Not used.
g. Check Light (Orange). Not used.
h. In Range (Blue/Green). Not used.
to check the amount of refrigerant in the system.
Compressor Oil Sight Glass: The compressor oil
sight glass indicates the relative level of
compressor oil in the compressor sump.
Engine Oil Dipstick: Use the engine oil dipstick to
check the engine oil level.
Coolant Tank: This
gauge indicates the engine
coolant level. If the pointer is in the FULL (white)
range, the coolant level is acceptable. If the point
is in the ADD (red) range, add coolant to the
expansion tank.
CAUTION: Do not remove expansion
tank cap while the coolant is hot.
Unit Protection Devices
Engine Reset Switch: A thermal type manual reset
1
2
3
4
5
6
7
8
1.
Cool Light
2.
Defrost Light
3.
Heat Light
4.
High Speed Light
5.
CYCLE-SENTRY Light
6.
Fuel Saver Light (Not Used)
7.
Check Light (Not Used)
8.
In Range Light (Not Used)
Figure 7: Remote Light Indicator Box
36
switch protects the engine. The reset switch
contains a heater coil that is attached to a sensor
switch in the engine oil system, engine coolant
system and the (optional) CYCLE-SENTRY
system.
When the engine oil pressure is too low, when the
starter exceeds the cranking limit on Auto
Start/Stop operation, or when the engine coolant
temperature is too high, the coil in the reset switch
begins to heat up. In 20 to 40 seconds, the switch
will open and shut down the unit. To reset the
engine reset, press the engine reset button.
Overload Relay/Electric Motor Reset Switch
(Model 50): The overload relay protects the
electric standby motor. The overload relay opens
the circuit from the linestarter to the electric motor
if the motor overloads for any reason, (e.g., low
line voltage or improper power supply) while the
unit is on Electric Standby operation. To reset the
electric motor, press the motor reset button which
is located on the high voltage box.
Operating Instructions
Control System Circuit Breaker: The control
system remote reset circuit breakers are located in
the control box. They are designed to protect the
12 volt DC control circuit from overloads. To
reset the circuit breakers, turn the unit On/Off
switch to the Off position for 30 seconds.
between the battery
and the unit control circuits (typically inside the
battery box). At about 60 amps, the fuse will melt
and cut battery power to the unit.
Preheat Buzzer (CYCLE-SENTRY Units): The
preheat buzzer sounds when the
CYCLE-SENTRY system causes the glow plugs
to preheat.
Unit Operation
Control Circuit Fuse: Located
Engine Coolant High Temperature Cutout: The
engine coolant high temperature cutout is a
temperature sensitive switch located in the engine
cooling system.
The engine coolant high temperature switch will
close and trip the engine reset if the engine
coolant temperature is greater than 215 to 225 F
(102 to 107 C).
Evaporator High Temperature Protection Switch
(Model 50): A high temperature protective switch
is located above the evaporator coil to interrupt
the Heat cycle if the temperature above the coil
exceeds 150 F (66.0 C) during electric standby
operation.
Engine Low Oil Pressure Cutout: The
engine low
oil pressure cutout is a pressure sensitive switch
located in the engine oiling system. This switch
will trip the Engine Reset and stop the engine if
the oil pressure drops below 8 to 12 psi
(55 to 83 kPa).
Refrigerant High Pressure Cutout: The high
pressure cutout is a pressure sensitive switch
located in the compressor head. If the refrigerant
discharge pressure exceeds the current setting,
this switch opens the circuit to the fuel solenoid,
stopping the engine. Within 30 to 50 seconds, the
engine reset will also trip because of low oil
pressure in the engine. For Model 50 units, this
switch also shuts down electric motor operation.
Refrigerant High Pressure Relief Valve: This valve
is designed to relieve excess pressure within the
refrigeration system. Located on a high pressure
line near the condenser, it is non-repairable and
requires no adjustment. When pressure is released
from the valve, it is directed away from anyone
servicing the unit.
Pretrip Inspection
Pretrip inspections are a very important part of
regularly scheduled preventive maintenance
programs designed to minimize operating
problems and breakdowns before they happen.
While pretrips are not intended to take the place
of regular maintenance inspections, the following
suggested pretrip inspection should be performed
before every trip involving refrigerated cargo.
Fuel: The diesel fuel supply must be adequate to
guarantee the operation of the engine to at least
the next check point.
Engine Oil: The
engine oil level should be at the
FULL mark on the dipstick. Never overfill.
Coolant: Check coolant level gauge for the correct
amount of coolant. The indicator should be in the
FULL (white) range. If the coolant level is in the
ADD (red) range, add coolant to the expansion
tank. The coolant should be a 50/50 mixture of
ethylene glycol and water and provide protection
to -30 F (-34 C).
CAUTION: Do not remove the expansion
tank cap while the coolant is hot.
Battery: The terminals must be tight and free of all
corrosion. Electrolyte should be at full mark.
Belts: The
belts must be in good condition and
adjusted to the proper tension. Allow 1/2 inch
(13 mm) deflection at the center of the span
between pulleys.
Electrical: Check all electrical connections to
make certain they are securely fastened. Wires
and terminals should be free of corrosion, cracks
or moisture.
Structural: Visually
inspect the unit for leaks,
loose or broken parts and other damage.
Gasket: The unit
mounting gasket should be
tightly compressed and in good condition.
Coils: The condenser and evaporator coils should
be clean and free of debris.
37
Operating Instructions
Cargo Box: Inspect the interior and exterior of the
box for damage. Any damage to the walls or
insulation must be repaired.
Defrost Drain: Check
the defrost drain hoses and
fittings to be sure they are open.
Doors: Be
sure doors and weather seals are in
good condition, door latches securely and weather
seals fit tightly.
Starting the Unit—Auto Start Diesel
Operation
Auto Start is included with the cab control box.
1. Place the Diesel/Electric switch in the Diesel
position and place the power receptacle
On/Off switch in the On position.
2. Place the control box On/Off switch in the On
position.
3. Press the ON key in the cab control box.
4. The unit should preheat and start
automatically. If the unit fails to start, press
the OFF key and place the On/Off switches in
the Off position. Determine and correct the
cause of the failure. Push in the reset button
and repeat the starting procedure.
NOTE: The Auto Start system, included with
the cab control box option, functions like the
CYCLE-SENTRY system except that once
started the unit does not shut down on
thermostat demand. The unit runs
continuously until it is turned Off manually.
The start sequence, once initiated, is the
same for both systems. Refer to the
CYCLE-SENTRY sections of this manual for
further information on the start sequence, as
it applies to the Auto Start system.
38
Manually Starting Units on Diesel
Operation
1. Place the Diesel/Electric switch in the Diesel
position and place the power receptacle
On/Off switch in the On position.
2. Hold the Preheat/Start switch in the Preheat
position for the required time.
Ambient Temperature
Preheat Time
32 to 60 F (0 to 16 C)
30 seconds
0 to 32 F (-18 to 0 C)
60 seconds
Below 0 F (-18 C)
90 seconds
3. Place the control box On/Off switch in the On
position.
4. Press the ON key in the cab control box.
5. Hold the Preheat/Start switch in the Start
position to crank the engine. Release when the
engine starts. Do not release the switch
prematurely when the engine is extremely
cold.
6. Turn the control box On/Off switch to Off,
and repeat steps 2 through 5 if the engine fails
to start.
CAUTION: Never use starting fluid.
Starting the Unit—CYCLE-SENTRY
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 truck insulation. However, not all temperature
controlled products can be properly transported
without continuous air circulation.
Operating Instructions
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
operation mode for the proper protection of a
particular 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, lettuce, peaches, spinach,
strawberries, sweet corn, etc.
•
Non-processed meat products (unless
pre-cooled to recommended temperature)
•
Fresh flowers and foliage.
The above listings are not all inclusive. Consult
your grower or shipper if you have any questions
above the operating mode selection on your type
of load.
Continuous Run Operation
With the selector switch in the Cont Run position,
the CYCLE-SENTRY unit will operate in its
regular cooling and heating modes. Refer to
“Manually Starting Units on Diesel Operation” on
page 38 or “Starting the Unit—CYCLE-SENTRY
Units on Diesel Operation” on page 38.
CYCLE-SENTRY Operation
With the selector switch placed in the
CYCLE-SENTRY position, the
CYCLE-SENTRY system shuts down the unit
when the compartment temperature reaches the
thermostat setpoint, and restarts the unit on
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 Defrost. When the Defrost cycle is
complete, the unit will run in whichever operating
mode the thermostat demands until the
compartment temperature reaches setpoint.
In cold ambients, the CYCLE-SENTRY system
automatically maintains engine temperature by
restarting the unit if the engine block temperature
drops to 30 F (-1 C). When the unit starts up
because of low engine block temperature, the unit
will run in whichever operating mode the unit
thermostat is calling for until the battery is fully
charged and the engine block temperature rises to
90 F (32 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 the alternator and
will keep the unit running until the battery is
recharged sufficiently. The unit runs in whichever
operating mode the thermostat demands to
properly maintain the compartment temperature.
When the battery is sufficiently recharged, the
unit will shut down on thermostat demand.
CAUTION: With the Auto Start/Stop Continuous Run switch in the
CYCLE-SENTRY position and the On/Off
switches in the On position, The unit may
start at any time without prior warning.
NOTE: A buzzer sounds when the unit is
automatically preheating.
39
Operating Instructions
NOTE: A unit that is equipped with
CYCLE-SENTRY should be manually started if
it has been turned Off long enough for the
engine to become cold soaked at temperatures
below 30 F (-1 C). Place the Auto Start/Stop Continuous Run switch in the Cont Run position
and refer to “Manually Starting Units on Diesel
Operation” on page 38. After this initial cold
start, the Auto Start/Stop - Continuous Run
switch can be switched to the CYCLE-SENTRY
position. CYCLE-SENTRY sensors will then
automatically maintain temperatures and
provide reliable unit restarts 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.
1. Place the Diesel/Electric switch in the Diesel
position and place the power receptacle
On/Off switch in the On position.
2. Place the CYCLE-SENTRY switch in the
CYCLE-SENTRY position.
3. Place the control box On/Off switch in the On
position.
4. Press the ON key in the cab control box. The
CYCLE-SENTRY indicator light will come
On. (This light must be On at all times while
the unit is in CYCLE-SENTRY operation.) If
a malfunction occurs preventing a restart, the
fact that this light is Off is the only indication
a malfunction has occurred.
5. Set each thermostat at the required
temperature. Do not set a thermostat lower
than required (lowering the thermostat
setpoint does not make the unit cool faster).
6. If a thermostat calls for Cool or Heat, the glow
plugs will automatically heat for the required
amount of time depending on the engine
temperature (5 seconds at 150 F [66 C] to
120 seconds at -20 F [-29 C]).
7. At the end of the preheat period, the engine
will begin cranking. The glow plugs remain
energized during the cranking period. If the
engine RPM 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 control system about 40 seconds after
cranking cycle terminates.
8. If the engine fails to start, place the control
box On/Off switch in the Off position.
Determine and correct the cause of the failure,
then push in the reset button and repeat the
starting procedure.
Starting the Unit—Electric
Operation
1. Place the Diesel/Electric switch in the Electric
position.
2. Make sure that an On/Off switch is in the Off
position and that the electric standby power
supply is turned off.
CAUTION: Always turn Off the electric
power supply when handling, connecting,
or disconnecting high voltage power
cords.
3. Connect the power receptacle to the power
supply. Make sure that the power supply is the
correct voltage, phase, and frequency.
4. Turn the high voltage power supply On.
CAUTION: Do not start the electric motor
unless the diesel engine is completely
stopped.
5. Place the On/Off switches in the On position
and press the ON key.
6. Set each thermostat setpoint at the required
temperature. Do not set a thermostat lower
than necessary. Setting the thermostat below
the required setpoint will not make the unit
cool faster.
40
Operating Instructions
7. If a thermostat is demanding Cool or Heat, the
electric motor will start and the unit will
operate. The unit will not operate if the box
temperature is near the thermostat setpoint.
8. Check the fan rotation by holding a small
piece of cloth or paper in front of the
condenser grille. Correct fan rotation will
draw the cloth or paper toward the grille,
incorrect rotation will blow the cloth or paper
away.
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 truck.
(Unit may be running when loading the truck
from a warehouse with door seals.)
2. Spot check and record the load temperature
while loading. Especially note any
off-temperature product.
9. If the fan rotation is correct, leave the unit
turned On.
3. Load product so that there is adequate space
for air circulation completely around the load.
Do not block the evaporator inlet or outlet.
10. If the rotation is incorrect, the phase of the
power supply is wrong and must be corrected.
Turn Off the power to the cable and reverse
the position of any two power leads from the
power cable plug. Do not disturb the green
ground wire. (Refer this procedure to a
qualified electrical repairman).
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.
After Start Inspection
Post Load Procedure
Compressor Oil: The
1. Make sure all the doors are closed and locked.
Refrigerant: Check
2. Set the thermostat at the required temperature
setpoint.
compressor oil level should
be visible in the sight glass.
the refrigerant charge, see
Refrigerant Charge in the Refrigeration
Maintenance chapter.
Thermostat: Set the
thermostat at, well above or
well below the compartment temperature. Check
to make sure that the mode of operation changes
with the change in setpoint.
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 truck. Pre-cooling will remove
residual body heat and moisture from the truck
interior and provide a good test of the
refrigeration system.
Defrost: When
the unit has finished pre-cooling
the truck interior (evaporator coil temperature
below 42 F [6 C]), initiate Defrost cycle with the
MANUAL DEFROST key. The Defrost cycle should end
automatically.
3. Start the unit.
4. One-half hour after loading, Defrost each
evaporator by momentarily pressing the
Manual Defrost keys. If the evaporator coil
temperature has dropped below 42 F (6 C), the
unit will Defrost. The Defrost cycle should
stop automatically.
Post Trip Checks
1. Wash the unit.
2. Check for leaks.
3. Check for loose or missing hardware.
4. Check for physical damage to the unit.
41
Operating Instructions
42
Electronic Controls
TG-V Thermostat
1
The TG-V is a programmable microprocessor
controller that uses external relays. The TG-V
module is replaced as an assembly, no internal
repair is available.
For complete details, see the Microprocessor
Controller TG-V Operating and Setup Manual TK
40284.
Features of the TG-V Thermostat include:
Thermometer: It displays the return air
temperature, and can be programmed to display
the optional discharge air temperature with 0.1
degree accuracy.
Thermostat: It
provides temperature control from
-20 to 80 F (-28 to 28 C), in 0.5 degree
increments.
the evaporator coil is cold
enough for frost to form, defrost is automatically
initiated every 4 hours during pull-down until the
return air temperature is in range. At in-range
temperatures (between approximately 7 degrees
above and 7 degrees between point), the controller
is programmable for 2 to 16 hours in 2 hour
increments. Defrost interval is set at the factory
but can be reprogrammed by your Thermo King
Dealer. It can also be programmed to terminate
defrost at 30 or 45 minutes.
9072a
Defrost Control: When
Fuel Saver: It can be programmed to delay high
speed operation for optimum fuel economy.
2
1.
LCD
2.
Keypad
Figure 8: 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
monitor unit conditions and control unit functions.
Alarm: It can detect and display up to four alarm
conditions including sensor, microprocessor, and
defrost termination failures.
43
Electronic Controls
Single Temp In-Cab TG-V
Controller (optional)
The In-Cab TG-V Controller is a microprocessor
based controller that is designed to be used in
Thermo King Units.
For complete details, see the In-Cab TG-V
Controller Operating and Setup Manual TK
40804-8-MS.
Single Temp In-Cab TG-V Controller
The early versions of the Single Temp In-Cab
TG-V have the following part numbers:
•
P/N 41-1544 - 12V No Modulation
•
P/N 41-1545 - 12V Modulation
•
P/N 41-1546 - 24V No Modulation
•
P/N 41-1547 - 24V Modulation.
The software and alarm codes were updated in the
first quarter of 2000. The updated versions of the
Single Temp In-Cab TG-V have the following
part numbers:
•
P/N 41-3305 - 12V No Modulation
•
P/N 41-3306 - 12V Modulation
•
P/N 41-3307 - 24V No Modulation
•
P/N 41-3308 - 24V Modulation
•
P/N 41-3309 - Isuzu.
The face plate is P/N 91-8117 for all versions,
except for Isuzu.
Interconnecting harness P/N 41-346 is used for all
versions.
44
Electronic Controls
Display Symbols and Control
Keys
The following is a list of the display symbols and
control 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.)
Indicates that the return air temperature is being
displayed.
Discharge Air Symbol
(Arrow from unit pointing at thermometer.)
Indicates 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
temperature being displayed is in Degrees
Fahrenheit.
Minus Sign
Indicates that the temperature being displayed is
below zero.
45
Electronic Controls
Celsius Symbol
(Degree symbol and letter C.) Indicates that the
temperature 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 indicates
temperature in tenths of a degree.
Alarm Symbol
(Exclamation point within a triangle.) When this
flashing symbol is displayed, an alarm (fault)
condition has been detected by the controller.
Alarm Code
When an alarm has been sensed and an alarm
screen has been selected by pressing the SELECT
key, this two-digit code indicates the type of
alarm.
46
Electronic Controls
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
symbol is on the screen, this key is used to
decrease the setpoint temperature.
47
Electronic Controls
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
symbols 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
operation. 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.
48
Electronic Controls
When the Thermo King unit is switched Off, it is
normal for the display to remain On for about 30
seconds as it slowly fades.
NOTE: With the power Off or battery
disconnected, all settings are saved in the
controller memory and become active when the
unit is switched On.
49
Electronic Controls
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.
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.
50
Electronic Controls
•
Alarms
(Can be displayed only when an alarm
condition has been sensed by the controller).
When viewing a display...If no keys are pressed,
the Standard Display will automatically reappear
on the screen in about 10 seconds.
51
Electronic Controls
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.
2. Press the UP or DOWN key until the setpoint is
at the correct temperature setting.
•
Pressing and releasing either key
repeatedly will cause the temperature to
change by .5 degree each key press.
•
Holding either key down will cause the
temperature to scroll automatically, one
degree at a time.
3. To enter the new setpoint into memory: Press
and release the ENTER key within 5 seconds.
•
The display will blink once as the new
setpoint is entered into memory.
•
The new setpoint will remain on the screen
for about 5 seconds, then,
•
The standard screen will automatically
appear.
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.
52
1.
Setpoint Symbol
2.
Setpoint Temperature
3.
New Setpoint Temperature
Electronic Controls
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.
1. 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
alternate on the screen.
•
The following alarm codes are used:
03 Return Air Sensor Failure
The Return Air Sensor has failed or is
disconnected.
03A Return Air Sensor Failure
The Return Air Sensor has failed or is
disconnected (Zone 2).
04 Discharge Air Sensor Failure
(Optional)
The Discharge Air Sensor has failed or is
disconnected.
14 Defrost Circuit Failure
The unit is still in defrost after the end of
the defrost time limit, indicating a defrost
circuit failure.
25 Battery Charging Alternator Failure
Current output from the unit alternator is
NOT being sensed.
29 Defrost Initiation Failure
This code indicates that the unit attempted
to enter defrost three times in rapid
succession indicating a shorted air switch,
shorted manual defrost switch or other
defrost circuit failure.
53
Electronic Controls
47Zone 2 Evaporator Defrost Circuit
Failure
Zone 2 evaporator is still in defrost after
end of the defrost time limit, indicating a
defrost circuit failure (No. Rh circuit).
74 Cold Start or Checksum Error
Test In-Cab TG-V with tester P/N 204-83.
75 Microprocessor RAM Faulty
Test In-Cab TG-V with tester P/N 204-83.
76 Microprocessor EEPROM Faulty
Test In-Cab TG-V with tester P/N 204-83.
77 EPROM Faulty
Test In-Cab TG-V with tester P/N 204-83.
87 Field Test Error
88 Microprocessor Failure
The TG-V has failed and must be
replaced.
2. 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.
•
54
Alarms may continue to appear as the unit
operates if the alarm condition is not
corrected.
Electronic Controls
Additional Operating
Information
Sensor Failure
In addition to generating 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
temperature. The alarm symbol, the minus sign
and the dashes will blink continuously.
Temperatures Outside of Display
Range
The Microprocessor Controller TG-V is capable
of displaying temperatures ranging from -40 to
99.9 F (-40 to 37.8 C). A blinking temperature
display of -40 or 99.9 F (-40 or 37.8 C) without an
alarm symbol, indicates the unit is functioning
normally but the temperature being sensed is
outside of the display range of the controller.
Example: If the temperature in the cargo
compartment were 110 F, the display would read
99.9 F (-37.8 C) and would blink continuously.
The display would stop blinking once the
temperature dropped below 99.9 F (-37.8 C).
55
Electronic Controls
Guarded Access Mode
The TG-V controller is pre programmed 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 schematic and wiring diagrams for
the unit. Special changes in the programming can
be made for specific special applications.
Programming
Programming is done through the Guarded Access
mode.
The Guarded Access mode consists of 5 screens
numbered 1 through 5. Screen numbers are
indicated by a 1/2 size digit.
The Microprocessor Controller is programmed by
entering a two digit set-up code into each screen.
Thermostat Set-Up Codes
Left Digit
Right Digit
Screen
USA
EEC
6
8
9
1
1
1
1
2
0
0
0
3
0
0
0
4
0
1
1
5
Set-up code 68 is the standard set-up code for
Screen 1 on CD-II MAX (NAD) units.
Programming the controller requires the
following:
•
Choosing the desired set-up code for each
screen.
•
Entering the Guarded Access mode.
•
Changing the set-up codes as required.
Choosing Set-up Codes
The standard set-up codes for the CD-II MAX are
shown at the left.
NOTE: The set-up code for Screen 3 can 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
chapter.
56
Electronic Controls
Before entering the Guarded Access mode or
changing set-up codes:
1. Choose the set-up codes for each screen.
2. Write the set-up codes in the space provided
or on a separate piece of paper.
57
Electronic Controls
Entering the Guarded Access Mode
To get to the Guarded Access mode:
1. Press and release the SELECT key repeatedly
until the setpoint symbol is on the screen.
NOTE: Record the setpoint so that the unit
may be returned to the original setting when
programing is finished.
1.
Setpoint Symbol
2. Press the UP or DOWN key until the setpoint is
at exactly 32.0 F or 0.0 C.
3. Press and release the ENTER key within 5
seconds to enter the setpoint into the
controller.
58
Electronic Controls
4. Press the SELECT key until the setpoint symbol
is again on the screen. However, this time,
when the setpoint symbol comes on the
screen, Do Not release the SELECT key, hold it
down.
5. 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
appear.
To select other Guarded Access screens, press
and release the SELECT key until the desired
screen is on the display.
If no keys are pressed, the Standard Display
will automatically reappear on the screen in
about 10 seconds.
1.
Current Setup Code
2.
Screen Number
59
Electronic Controls
Changing Set-Up Codes
To change the set-up code:
1. With a Guarded Access screen on the display,
press the UP key or the DOWN key repeatedly
until the desired code is on the screen.
NOTE: Display digits cannot be set
individually. The UP or DOWN key is used to
“scroll” the display until the correct two digit
code is on the screen.
2. To enter the new set-up code into memory:
Press and release the ENTER key within 5
seconds.
1.
•
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
appear.
•
You may go to another Guarded Access
screen by pressing and releasing the
SELECT key within 5 seconds of entering
the new code. To change the set-up code
on other screens, repeat steps 1 and 2.
New Set-up Code
or
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 automatically
appear, and the controller will operate
with the original set-up code for that
screen.
NOTE: Remember to return the controller to the
original setpoint when programming is finished.
60
Electronic Controls
Screen 1
The set-up code for Screen 1 represents a
combination of the following seven settings:
The Microprocessor Controller should be set
to save elapsed time:
•
In delivery applications where the unit will
be turned On and Off before a normal
defrost time has elapsed.
•
In units without an air switch.
1. Save Elapsed Time
Elapsed time is the duration between the end
of one Defrost cycle and the beginning of the
next.
The TG-V Microprocessor Controller 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 defrost 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 restarted.
Or, it can reset and start timing again from
the beginning.
Example: Defrost interval time is set to 2
hours. The unit is switched Off after 1 hour
(that is, a defrost 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 the
beginning. The timer could initiate defrost
2 hours from the time the unit was turned
back On.
Elapsed time should not be saved in normal,
over-the-road applications where the unit is
run continuously and is not frequently turned
Off and On.
Settings:
YES = Save elapsed time.
NO = Do not save elapsed time.
2. Defrost Terminate Time
If a Defrost cycle is not terminated
automatically, the TG-V Microprocessor
Controller terminates the Defrost cycle after
the programmed period of time.
Settings:
30 minutes or 45 minutes.
3. High Speed Delay
To save fuel when the cargo compartment
temperature is in range, the TG-V
Microprocessor Controller can delay high
speed heat or high speed cool for 8 minutes.
Settings:
YES = Delay high speed operation for 8
minutes.
NO = Do not delay high speed operation
for 8 minutes.
NOTE: In order for the High Speed Delay to
operate, the 7K terminal must be used.
NOTE: Low Speed heat is only available in
Continuous Run operation. In
CYCLE-SENTRY, the unit restarts and runs
in High Speed Heat.
61
Electronic Controls
4. High Speed Heat Lockout
To protect frozen foods, the TG-V can lockout
high speed heat when the setpoint is below
15 F (-9.4 C).
Settings:
YES = Lockout high speed heat below
15 F (-9.4 C).
NO = Do not lockout high speed heat
below 15 F (-9.4 C).
5. Fahrenheit/Celsius
The TG-V can display temperatures in either
Fahrenheit or Celsius.
Settings:
F = Fahrenheit
C = Celsius
Directions for choosing the set-up codes for
Screen 1 are on the next page.
6. Discharge Sensor
When an optional discharge air sensor is
connected to the TG-V, the discharge air
temperature can be displayed.
Settings:
YES = Discharge sensor connected,
display discharge air temperature.
NO = Discharge sensor not connected, do
not display discharge air temperature.
NOTE: If the unit does not have a discharge
air sensor, but the discharge sensor setting is
set to “YES”, the controller will display an
alarm symbol and the alarm screen will show
Alarm Code 04 (Discharge Air Sensor
Faulty). Instead of showing a temperature,
the discharge air screen will display dashes.
62
7. Modulation Valve
The TG-V can control 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 connected to the
controller.
If the sensor is not connected, the controller
will display an alarm symbol and the alarm
display will show Alarm Code 04 (Discharge
Air Sensor Faulty).
Electronic Controls
Set-up Code—Screen #1
Save
Elapsed
Time
No
No
No
No
Yes
Yes
Yes
Yes
Defrost
Terminate
Time
30 min
30 min
45 min
45 min
30 min
30 min
45 min
45 min
High
Speed
Delay
No
Yes
No
Yes
No
Yes
No
Yes
Code
0
1
2
3
4
5
6
7
Directions: To determine the two digit set-up
code for Screen #1:
1. Select the code number that matches the
correct combination of settings from the top
table. This becomes the left digit.
2. Select the code number that matches the
correct combination of settings from the
bottom table. This becomes the right digit.
NOTE: Factory standard settings are in bold
type.
Discharge Modulation Fahrenheit Code
High
Sensor
Valve
/Celsius
Speed
Heat
Lockout
No
No
No
F
0
No
No
No
C
1
No
No
Yes
F
2
No
No
Yes
C
3
No
Yes
No
F
4
No
Yes
No
C
5
No
Yes
Yes
F
6
No
Yes
Yes
C
7
Yes
No
No
F
8
Yes
No
No
C
9
Yes
No
Yes
F
A
Yes
No
Yes
C
B
Yes
Yes
No
F
C
Yes
Yes
No
C
D
Yes
Yes
Yes
F
E
Yes
Yes
Yes
C
F
63
Electronic Controls
Screen #2
Defrost intervals are set with Screen #2. A defrost
interval is the period of time between the end of
one Defrost cycle and the beginning of the next.
During pull-down the defrost interval is 4 hours.
Once the unit is in-range, the defrost interval
becomes the interval set with this screen.
Defrost Time Interval Above Lockout
Sets the defrost interval for setpoint temperatures
above 15 F (-9.4 C).
Settings:
2, 4, 6, 8, 10, 12, 14 or 16 hours.
Defrost Time Interval Below Lockout
Sets the defrost interval for setpoint temperatures
below 15 F (-9.4 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.
NOTE: The 1 hour defrost interval is provided
for checking the system and is not intended as a
practical defrost interval.
64
Electronic Controls
Set-Up Code—Screen #2
Defrost
Time Above
Lockout
Code
2 Hours
0
4 Hours
1
6 Hours
2
8 Hours
3
10 Hours
4
12 Hours
5
14 Hours
6
16 Hours
7
1 Hour
8
Left Digit
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 listed in
the wiring and schematic diagrams for each
unit.
Defrost
Time Below
Lockout
Code
2 Hours
0
4 Hours
1
6 Hours
2
8 Hours
3
10 Hours
4
12 Hours
5
14 Hours
6
16 Hours
7
1 Hour
8
65
Electronic Controls
Screen #3
Discharge Sensor Grade (Optional)
For accuracy, the Microprocessor Controller must
be adjusted to match the unit sensors. That
adjustment is done with Screen #3.
Matches controller operation to the grade of the
discharge air sensor.
There are two types of sensors, graded and
ungraded.
Graded sensors are measured and presorted at the
factory into categories (grades) based on their
electrical resistance. They are marked with grades
1 through 5. Graded sensors, regardless of grade
number, 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 Microprocessor Controller 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.
For ungraded sensors, set the controller to grade 0.
Directions for choosing the set-up codes for
Screen #3 are on the next page.
Settings:
Grades 0, 1, 2, 3, 4, or 5.
Return Sensor Grade
Matches controller operation to the grade of the
return air sensor.
Settings:
Grades 0, 1, 2, 3, 4, or 5.
NOTE: An ungraded sensor can be partially
graded by immersing the sensor in a good ice
bath and then selecting various sensor grades
until the return air (or discharge air)
temperature reads 32.0 F (or 0.0 C). The sensor
may then be accurate for freezing temperature
but may not be accurate towards either extreme
of the controller range.
NOTE: When return air and discharge air
sensors are used with a modulation control
valve, graded sensors must be used. Without
modulation, the use of graded sensors is
optional.
NOTE: The return air sensor is the primary
control sensor and must be connected at all
times.
66
Electronic Controls
Set-Up Code—Screen #3
Discharge
Sensor
Grade
Code
0
0
1
1
2
2
3
3
4
4
5
5
Left Digit
Directions: To determine the two digit set-up
code for Screen #3.
1. Select the code number that matches the
discharge 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 listed in
the wiring and schematic diagrams for each
unit.
Return
Sensor
Grade
Code
0
0
1
1
2
2
3
3
4
4
5
5
67
Electronic Controls
Screen #4
The “Standard Display” is set with Screen #4.
Standard Display
The Standard Display 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).
NOTE: 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
seconds, Setpoint 5 seconds).
•
Alternate between Discharge Air Temperature
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, and the
discharge sensor is installed.
NOTE: This screen is available only when the
Discharge Sensor setting (Screen #1) is set to
YES.
68
NOTE: The Left Digit is always zero.
Electronic Controls
Directions: To determine the two digit set-up
code for Screen #4.
•
Select the code number that matches the
correct Standard Display. The LEFT digit of
the code number becomes the LEFT digit on
the screen. The RIGHT digit of the code
number becomes the RIGHT digit on the
screen.
NOTE: Factory standard settings are listed in
the wiring and schematic diagrams for each
unit.
Defrost Model Display
The purpose of this modification is to allow the
default display to include a periodic indication
that the system is in the Defrost mode.
The new selections possible on Guarded Access
Screen 4 are as follows:
Screen 4 Selection
Default Display
Left Digit
Code
Right Digit
Code
Return Air Temperature
0
0
Setpoint Temperature
00
1
Discharge Air
Temperature
00
2
Alternate Return Air
Temperature and
Setpoint Temperature
00
3
Alternate Discharge Air
Temperature and
Setpoint Temperature
00
4
69
Electronic Controls
Screen #5
As operation continues:
The set-up code for Screen #5 represents a
combination of the following settings:
•
In Continuous Run or CYCLE-SENTRY, if
setpoint has not been reached in eight minutes
while running low speed cool, the unit will
switch to high speed cool, driving the return
air temperature back down to setpoint.
•
If the unit has been running in low speed cool
for less than eight minutes and the return air
temperature reaches setpoint:
High Speed (Cool) Pull-Down
This feature provides faster temperature
Pull-Down for critical cargos.
At start-up:
•
•
In Continuous Run or CYCLE-SENTRY, to
reduce the time needed to bring cargo box
temperature down to setpoint (Pull-Down),
the unit will operate in High Speed Cool until
the return air temperature reaches setpoint.
Once the return air temperature reaches
setpoint:
•
Units operating in Continuous Run will
switch to low speed cool for five seconds
then to low speed heat. The unit will then
cycle between Low Speed Heat and Low
Speed Cool as necessary.
•
Units operating in CYCLE-SENTRY will
switch to low speed cool for five seconds
to allow Battery Sentry to check the
charging current. If the battery is charged,
the unit is not in defrost and the engine
block is sufficiently warm, the unit will
shut-down, restarting as necessary. If not,
the unit will continue to run switching
from low speed heat to low speed cool as
necessary.
•
•
Units operating in Continuous Run will
switch to low speed heat changing to low
speed cool as necessary.
•
Units operating in CYCLE-SENTRY will
shut down, restarting as necessary.
In Continuous Run or CYCLE-SENTRY, if
the return air temperature reaches 5.1 F
(2.8 C) degrees above setpoint, the unit will
immediately switch to high speed cool, unless
the Fuel Saver 8 minute Delay to High Speed
is active.
NOTE: High Speed Pull-Down will be inactive
in units with modulation that are operating in
Continuous Run above 15 F (-9C).
High Speed Pull-Down Fresh
The controller can initiate a High Speed
Pull-Down to setpoint of fresh loads above 15 F
(-9.4 C).
Settings:
YES = Enable High Speed Pull-Down to
setpoint.
NO = Normal operation. Do not enable high
speed pull-down to setpoint.
70
Electronic Controls
High Speed Pull-Down Frozen
The controller can initiate a High Speed
Pull-Down to setpoint of frozen loads at or below
15 F (-9.4 C).
Settings:
YES = Enable High Speed Pull-Down to
setpoint.
NO = Normal operation. Do not enable High
Speed Pull-Down to setpoint.
2 Minute Low Speed Start (Continuous
Run only)
This setting allows the engine to warm-up by
running it in low speed for 2 minutes when the
unit is first started. After 2 minutes, the unit will
resume normal operation.
This setting functions only while the unit is
operating in Continuous Run.
Settings:
YES = Enable 2 minute low speed start.
NO = Normal operation. Do not enable 2
minute low speed start.
Reduced Setpoint Range
Smaller truck units are not designed to operate
with a setpoint range of -20 to 80 F (-28 to 28 C).
For these units the setpoint range must be reduced
to 0 to 80 F (-18 to 28 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.
Settings:
YES = Reduce setpoint range to 0 to 80 F (-18
to 28 C).
NO = Do not reduce setpoint range.
71
Electronic Controls
Set-Up Code—Screen #5*
Code
0
Left 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 code number that matches the
correct 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.
High
Speed
Pull
Down
Fresh
High
Speed
Pull
Down
Frozen
2 Minute
Low
Speed
Start*
Reduced
Setpoint
Range
Code
No
No
No
F
0
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
6
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
* Functions in Continuous Run only
72
Electronic Controls
In-Range Temperature Differential Setting
The In-Range Temperature Differential Setting is
set with Screen 5. This setting determines the
range used in monitering in-range and out of
range conditions.
The following settings are available for
Fahrenheit or Celcius readouts:
•
Fahrenheit: 0.0 F (OFF), 6, 10, 14, and 18
degrees
•
Celsius: 0.0 F (OFF), 3, 6, and 10 degrees
Figure 9: In-Range Temperature Differential Setting
Directions:
To determine the setting for Screen 5, choose the
temperature differential desired for the in-range
temperature interval.
Example:
To set an in-range temperature differential of 6
degrees above and below the setpoint, select the
number 6.
NOTE: The settings available automatically
correspond to the scale (F or C) chosen in
Display 1.
73
Electronic Controls
Testing the TG-V Thermostat
Sensor Test
Tools and Materials Required for Testing
1. Visually check the bulb end, lead, and
terminal end of the sensor. Make sure that it is
not damaged.
1. Volt/ohm meter capable of accurately reading
1/100 volt increments.
2. Jumper Wires
3. Three Relays, Part No. 44-5847
4. One 12 Vdc 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
thermostat 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 during
the test procedure.
2. Remove the sensor bulb from the unit or use a
known good sensor for testing the thermostat
module.
3. Stir the ice-water bath for one minute or until
stabilized at 32 F (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.
74
2. Using an ohmmeter capable of reading at least
4000 ohms, check resistance between the
sensor leads.
3. Sensor resistance should be approximately
3000 to 3500 ohms. Use the following method
to give the sensor a more accurate test:
a. Cool the sensor down to 32 F (0 C) and
check the resistance—reading should be
3266 ± 3.4 ohms.
b. Warm the sensor up to 70 F (21.1 C) and
check the resistance—reading should be
3450 ± 6.9 ohms.
4. If the sensor does not meet specifications,
replace it.
5. If the sensor does meet specifications, proceed
to TG-V thermostat bench test.
Electronic Controls
Preparing TG-V Module for Bench
Test
1. Place the unit On/Off switch in the On
position. (If the thermostat module is out of
the unit, this can be accomplished by
connecting a 12 Vdc power source to the 8
and CH terminals, 8 is connected to positive
(+) and CH is connected to negative (-).
2. Press and release the SELECT key repeatedly
until the setpoint symbol is on the screen.
3. Press the UP and DOWN key until the setpoint is
at exactly 32 F or 0 C.
4. Press the ENTER key (within 5 seconds) to enter
this setpoint.
5. With the setpoint temperature at 32 F or 0 C,
press the UP key, the DOWN key and the SELECT
key at the same time.
•
Screen #1 in the Guarded Access
Programming mode will appear.
NOTE: Pressing the three keys at the same
time can be difficult. If it does not work the
first time, return to the setpoint screen with
the setting at 32 F or 0 C and try again. It
may take several attempts.
75
Electronic Controls
6. Press the UP or DOWN key until the set-up code
on Screen #1 reads 68.
7. Press the ENTER key.
If no keys are pressed, the Standard Display will
automatically reappear on the screen in about 10
seconds.
76
Electronic Controls
TG-V Module Bench Test
1. Place the main On/Off switch in the Off
position.
2. Disconnect all of the wires from the
thermostat module.
3. Connect a known good sensor (yellow
jacketed) to the terminals labelled SN on the
rear of the thermostat module.
4. 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 Bosch relays
(Part No. 44-5847) as follows:
Connect pin 86 of two relays to the negative
(-) terminal of a 12 Vdc power source.
Connect pin 85 of one relay to the 10T
terminal to simulate the speed relay. Connect
pin 85 of the second relay to the 14T terminal
to simulate the heat relay.
5. Place the sensor bulb in a 32 F (0 C) ice bath.
6. Connect the positive (+) 12 Vdc power source
on the 8 terminal. Connect the negative (-)
power source to the CH terminal.
7. 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 degree higher than 32 F (0 C).
8. Set the thermostat module setpoint to 24 F
(4.4 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.
9. Set the thermostat module setpoint to 29 F
(-1.7 C). The thermostat is now in low speed
cool.
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.
10. Set thermostat module setpoint to 33 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.
b. Check for voltage between terminals 14T
and CH. 12 volts should be present. The
heat relay should be energized.
11. Set the thermostat module setpoint to 36 F
(2.2 C). The thermostat is now in high speed
heat.
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. 12 volts should be present. The
heat relay should be energized.
12. Turn Off the power to the thermostat module.
13. Place a jumper wire from the 8 terminal on
thermostat module to the 7K terminal on the
thermostat module.
14. Turn On the power to the thermostat module.
15. Set thermostat module setpoint to 33 F
(0.6 C). 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 F (2.2 C).
77
Electronic Controls
16. Check voltage on 14T and 10T terminals.
a. Check for voltage on terminal 14T. 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.
17. 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.
18. Connect pin 86 of the third relay to the 11
terminal in order to simulate the defrost relay.
Connect pin 85 of this relay to the positive (+)
terminal of the power source.
19. 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.
20. Remove the jumper between the 12 terminal
and the 11 terminal. The relay should remain
energized.
21. Remove the jumper between the 12 terminal
and the negative (-) terminal of the power
supply. The relay should de-energize.
78
Electronic Controls
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 F (0 C) ice-water bath.
Return Air
Sensor
MOD
Disc
HSC
Setpoint
24 F
LSC
Setpoint
29 F
LSH
Setpoint
33 F
HSH
Setpoint
36 F
8
12 Vdc
12 Vdc
12 Vdc
12 Vdc
CH
0 Vdc
0 Vdc
0 Vdc
0 Vdc
29
0 Vdc
0 Vdc
0 Vdc
0 Vdc
10T
12 Vdc
0 Vdc
0 Vdc
12 Vdc
14T
0 Vdc
0 Vdc
12 Vdc
12 Vdc
SN
—
—
—
—
SN
—
—
—
—
HFL
0 Vdc
0 Vdc
0 Vdc
0 Vdc
HLO
0 Vdc
0 Vdc
0 Vdc
0 Vdc
38
0 Vdc
12 Vdc
12 Vdc
0 Vdc
7T
0 Vdc
0 Vdc
0 Vdc
0 Vdc
SP
1.95 Vdc
2.00 Vdc
2.04 Vdc
2.07 Vdc
12
12 Vdc
12 Vdc
12 Vdc
12 Vdc
11
12 Vdc
12 Vdc
12 Vdc
12 Vdc
HGV
0 Vdc
0 Vdc
0 Vdc
0 Vdc
7K
0 Vdc
0 Vdc
0 Vdc
0 Vdc
(-)
0 Vdc*
0 Vdc*
0 Vdc*
0 Vdc*
(+)
0 Vdc*
0 Vdc*
0 Vdc*
0 Vdc*
8B
0 Vdc
0 Vdc
0 Vdc
0 Vdc
Sensor
—
—
—
—
Sensor
—
—
—
—
See note below.
HSC - High Speed Cool
LSC - Low Speed Cool
LSH - Low Speed Heat
HSH - High Speed Heat
79
Electronic Controls
TG-V Terminal Identification
2
3
4
5
6
7
8
1
aea957
80
1.
Basic Terminal Functions
2.
(8) Supply Voltage From Unit To Thermostat Module
3.
(Ch) Thermostat Module Ground Circuit
4.
(29) Force To High Speed (Input) During Defrost
5.
(10t) Applies Voltage To Speed Relay Coil When Calling For High Speed
6.
(14t) Applies Voltage To Heat Relay Coil When Calling For Heat
7.
(Sn) Connects One Lead Of The Return Air Sensor To Thermostat
8.
(Sn) Connects Other Lead Of The Return Air Sensor To Thermostat
Electronic Controls
TG-V Terminal Identification
2
3
4
5
6
7
8
1
aea958
1.
Specialized Terminal Functions
2.
(Hfl) Force Heat Lockout
3.
(Hlo) Heat Lockout Output
4.
(38) In-range Output
5.
(7t) Force High Speed Cool
6.
(Sp) Setpoint Output
7.
(12) Defrost Circuit
8.
(11) Defrost Circuit
81
Electronic Controls
TG-V Terminal Identification
2
3
4
5
6
7
8
1
aea959
82
1.
Specialized Terminal Functions
2.
(Hgv) Hot Gas Bypass Valve
3.
(7k) Accumulative Defrost Time And High Speed Delay Input
4.
(-) Output To Modulation Valve Not Connected To Ch Ground
5.
(+) Output To Modulation Valve
6.
(8b) CYCLE-SENTRY Is In Operation (Input)
7.
(Disc Sensor) Connects One Lead Of Discharge Air Sensor To Thermostat
8.
(Disc Sensor) Connects Other Lead Of Discharge Air Sensor To Thermostat
Electronic Controls
Sensor Test
1. Visually check the bulb end, lead, and
terminal end of the sensor. Make sure that it is
not damaged.
2. Using an ohmmeter capable of reading at least
4000 ohms, check the resistance between the
sensor lead terminals.
3. Sensor resistance should be approximately
3000 to 3500 ohms. Use the following method
to give the sensor a more accurate test:
a. Cool the sensor down to 32.0 F (0.0 C)
and check the resistance. The reading
should be 3266 ± 3.4 ohms.
b. Warm the sensor up to 70.0 F (21.1 C) and
check the resistance. The reading should
be 3450 ± 6.9 ohms.
4. If the sensor does not meet specifications,
replace it.
AEA617
1.
Band Wraps—if Used, The Return Air Sensor Has Yellow Band
Wraps And The Discharge Air Sensor Has Red Band Wraps.
2.
Sensor Lead Terminals
Figure 10: Sensor
83
Electronic Controls
84
Electrical Maintenance
Alternator (Prestolite)
•
When testing alternators use accurate
equipment such as a Thermo King P/N
204-615 (FLUKE 23) digital multimeter and a
Thermo King P/N 204-613 amp clamp or an
equivalent.
•
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
lower the output of the alternator.
•
The battery must be well charged, the battery
cable connections must be clean and tight, and
the 2A and excitation circuits must be
connected properly.
NOTE: Units manufactured with
CYCLE-SENTRY and alternators with integral
regulators MUST use replacement alternators
with integral regulators.
CAUTION: Full-fielding alternators
with the integral 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.
2
3
1
4
7
5
6
AJA1520
1.
EXC Terminal
5.
NEG—B- Terminal
2.
F2 Terminal
6.
POS—B+ Terminal
3.
VOLT SENSE Terminal
7.
REG—D+ Terminal
4.
AC TAP Terminal
Figure 11: Prestolite Terminal Locations
85
Electrical Maintenance
b. If there is low or no output, the alternator
is probably faulty. However, the following
items are potential causes for not charging:
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
voltage is less than 12 volts, 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. Check the voltage at the VOLT SENSE
terminal on the alternator. Battery voltage
must be present. If not, check the 2 circuit.
5. Set the unit for continuous run operation and
place the main On/Off switch in the On
position.
6. Wait 20 seconds for the unloading timer to
de-energize the unloading relay and check the
voltage at the EXC terminal on the alternator.
Battery voltage must be present. If not, check
the EXC circuit.
7. Attach a clamp-on ammeter to the 2A wire
connected to the B+ terminal on the alternator.
8. Connect a voltmeter between the B+ terminal
and a chassis ground.
9. Start the unit and run it in high speed.
10. Connect a jumper wire between the F2
terminal and a chassis ground. This will full
field the alternator.
CAUTION: Never apply battery voltage to
terminal F2 or voltage regulator failure
will occur.
a. Full alternator output (the alternators rated
output) indicates the alternator is good but
the voltage regulator needs replacement.
86
•
Check the alternator brushes
•
Check the 2A circuit from the
alternator to the battery
•
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.
Excessive Voltage Output
12 Volt Alternators With Internal Regulator
Setting: When a Thermo King unit is installed
on
a truck, it is often connected to a truck battery.
When both the Thermo King unit and the truck
engine are running on the truck battery, the
charging system with the higher voltage may
automatically turn Off the charging system with
the lower voltage output.
If it is determined that the Thermo King regulator
setting is higher than the truck charging system or
the batteries are consuming more water than
normal the following solution may help solve the
problem.
•
Remove the wire labeled SENSE and tape off.
•
Add a jumper wire from 2A to the SENSE
terminal on the back of the alternator.
This should reduce the voltage to the battery by
0.2 to 0.3 of a volt.
Electrical Maintenance
Battery
Preheat Buzzer
NOTE: The Microprocessor Power switch must
be placed in the Off position before connecting
or disconnecting the battery terminals. The
Microprocessor Power switch is located on the
control box side of the unit.
The preheat buzzer module on the circuit board is
designed to indicate preheat is in operation.
Inspect/clean the battery terminals and check the
electrolyte level during scheduled maintenance
inspections. 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 necessary to maintain the proper
water level.
Unit Wiring
Inspect the unit wiring and the wire harnesses
during scheduled maintenance inspections for
loose, chafed or broken wires to protect against
unit malfunctions due to open or short circuits.
RPM Sensor
The RPM sensor is in the engine bell housing
adjacent to, but not touching, the flywheel
(backed off 1/2 turn).
The RPM sensor is a device containing an
inductance coil and magnet. When the magnetic
field is distorted by the passing ring gear teeth, the
inductance coil generates an ac electrical signal
that has a voltage and frequency variation
proportional to the engine RPM.
By monitoring the frequency of this signal with
the microprocessor, the timing of the starter
disengagement can be precisely controlled.
If the RPM sensor fails, the starter may not
disengage or engage properly and a fault code will
be generated to the microprocessor.
Testing the RPM Sensor:
Electrical Contacts
Inspect all relay contacts for pitting or corrosion
every 1,000 operating hours, and repair or replace
as necessary.
Charging System (12 Vdc)
Immediately after start-up, the voltmeter may
show a low voltage condition on systems with
brush type alternators. This is due to a light film
build-up on the alternator slip rings. The film
build-up occurs primarily on units that have been
sitting unused for long periods of time. The film
should disappear after a minute or two, and the
voltmeter should show a high voltage that will
continue until the battery voltage is brought back
up to normal. If the voltmeter shows low voltage
after start-up, check the alternator belt tension and
all charging circuit connections including the
battery.
The following equipment is required:
•
AC voltmeter capable of reading up to 10
volts
•
Ohmmeter
The flywheel (RPM) sensor may be checked as
follows:
1. Install the flywheel (RPM) sensor into the
flywheel; bracket of the start-stop unit until it
contacts the ring gear. Back out the sensor 1/2
turn and tighten the locknut.
Figure 12: Flywheel (RPM) Sensor
NOTE: On installations where the unit is
connected to the truck battery and both units are
running—it is normal for the unit to indicate a
discharge condition while the truck engine is
running because of the truck’s higher voltage
charge rate.
2. Disconnect wires RPM+ and RPM- from the
sensor.
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Electrical Maintenance
Glow Plugs
Figure 13: RPM+ and RPM- Wires
3. Place the unit in Continuous Run. Run the unit
on low speed and high speed. Check the AC
voltage output across the sensor terminals.
Use a meter with a high ohms per volt internal
resistance. A Simpson 260, Fluke digital or
any good VOM will work. However, an
automotive type meter may not give an
accurate reading because the meter may load
the circuit heavily and cause the voltage level
to appear lower than it actually is.
Glow plugs heat the combustion chamber to aid in
quick starting. The glow plugs are energized when
the microprocessor initiates unit start-up. A
defective glow plug (burned out) can be detected
by placing an external ammeter in series with the
plugs. Normal current draw is approximately
21 to 25 amps when preheating. A current draw of
21 to 25 amps means all three glow plugs are
working. If the current draw is less than 21 amps
on Preheat, at least one glow plug is bad.
To isolate an open circuit glow plug, remove the
jumper bar and test each glow plug individually
with an ohmmeter or a jumper wire and ammeter.
Each glow plug should have a resistance of
approximately 1.5 ohms or a current draw of
about 8 amps.
a. The output voltage should be 1.0 to
2.0 Vac on low speed.
b. The output voltage should be 2.0 to
2.5 Vac on high speed.
NOTE: If the voltage is slightly off, the
voltage may be increased by turning the
sensor in more, and the voltage may be
lowered by turning the sensor out more.
4. Reconnect RPM+ and RPM- wires on RPM
sensor.
If the RPM sensor passes the above test, the
sensor may be considered good.
1.
Ohmmeter
If the unit is not available, an alternate less
reliable test may be performed as follows:
2.
1.5 Ohms
3.
Remove Bar
Disconnect the sensor from all wires, and measure
the resistance across the terminals and from each
terminal to the aluminum case. The resistance
should be 250 to 300 ohms across the terminals,
and there should be no continuity from each
terminal to the case.
Figure 14: Glow Plug Test
88
With an external ammeter connected in series, a
shorted glow plug will show excessive current
flow (more than 12 amps) when the Preheat is
initiated. When fuse F6 is blown, check each plug.
Electrical Maintenance
Engine Reset Switch
Low Oil Pressure Switch (LOP)
The engine is protected by a manual reset switch.
The reset switch is attached to a two sensors. One
sensor switch is in the engine oil system, the other
is in the engine cooling system.
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 10 ± 2 psig (69 ± 14 kPa). A
continuity tester is needed to check the LOP.
If either sensor switch is grounded due to an
abnormal condition (low oil pressure, or high
water temperature), the reset switch will trip and
stop the engine in about 40 seconds.
The reset switch must be replaced if it is
defective.
Conditions that cause the reset switch to trip:
1. Remove the 20A wire from the LOP.
2. The continuity tester should indicate a
complete circuit between the terminal and
ground.
3. Start the engine. The tester should show an
open circuit between the terminal and ground.
•
Engine coolant (water) temperature over
220 F (104 C).
Repair consists of replacing the LOP.
•
Engine oil pressure below 10 psig
(69 kPa).
Defrost Air Switch Checkout
and Adjustment
•
Lack of fuel to the engine. The low oil
pressure switch will cause the reset switch
to trip after the engine stops.
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.
NOTE: If the On/Off switch(es) are in the
On position, if the CYCLE-SENTRY switch
is in the Cont Run position, and if the engine
is not running; the low oil pressure switch
will cause the reset switch to trip.
•
•
•
High pressure in the refrigeration system.
The low oil pressure switch will cause the
reset switch to trip after the high pressure
cutout stops the engine.
Reset switch becomes defective. The
switch may get to a point where it will
open due to vibration.
A ground fault in the 20 or 20A wires to
the sensor switches is also a possible
cause.
NOTE: A ground or shorter circuit in the
electrical system does not cause the reset
switch to pop out.
1. Remove plastic sensing tubing from both sides
of the defrost air switch.
2. Disconnect one wire at switch terminal.
Connect test light or continuity tester to the
two terminals used on the switch.
3. Install test equipment (see Tool Catalog) onto
the hose fitting on the side of the air switch
stamped BLACK.
4. Pressurize the hose until the continuity tester
indicates a completed circuit. Now read the
dial of the test gauge. This is the setpoint of
the air switch (correct reading is
0.70 ± 0.05 in. [17.8 ± 1.3 mm] H2O).
Release the pressure.
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Electrical Maintenance
6. Repeat test procedure several times to be sure
the setting is correct.
7. Remove the test equipment. Install wire on
switch terminal and air sensing tubes on air
switch. The BLACK hose from the high
pressure or air inlet side of the evaporator coil
goes on the hose fitting on the side of the air
switch stamped BLACK. The CLEAR hose
from the low pressure or air outlet side of the
evaporator coil goes on the hose fitting on the
side of the air switch stamped CLEAR.
NOTE: Route hoses for continuous slope to
avoid condensate traps.
If too much frost continues to accumulate before
defrost, decrease the pressure setting. Turn the
adjustment screw counterclockwise.
1.
Magnetic Pressure Gauge
2.
Squeeze Bulb Tool
3.
Continuity Tester
Figure 15: Testing Air Switch
5. If the switch is out of calibration, pressurize
the hose again until the tester indicates
0.70 in. (17.8 mm) H2O. Adjust the screw
clockwise or counterclockwise until the
switch closes and the continuity tester
indicates a completed circuit with the gauge
reading 0.70 in. (17.8 mm) H2O. Release the
pressure.
If defrost action occurs with too little frost
accumulation, increase the pressure setting. Turn
the adjustment screw clockwise.
High Capacity TherMaxTM
Heating System
The high capacity heating system increases the
capacity of the Heat mode by making more
refrigerant available for use in the Heat mode.
This is accomplished by adding an additional
solenoid (TherMaxTM solenoid) to the
refrigeration system which opens during the
beginning of the Heat mode to move the liquid
refrigerant from the condenser to the accumulator
where it can be used in the Heat mode. The
sequence of operation for the improved heating
system is from the Cool mode to the Heat mode
with Refrigerant Transfer mode to the Heat mode.
The Heat mode to Cool mode operation is the
same as in the past. The bypass check valve, and
the condenser check valve have been eliminated
from the TherMaxTM heating system.
The components that have been added to the
system are:
1.
Adjustment Screw
Figure 16: Air Switch
90
•
the TherMaxTM solenoid
•
the TherMaxTM solenoid line
•
the receiver outlet check valve
The TherMaxTM solenoid controls the flow of
refrigerant through the TherMaxTM solenoid line.
The TherMaxTM solenoid line goes from the liquid
Electrical Maintenance
line just past the receiver outlet check valve to the
accumulator inlet. The receiver outlet check valve
is located in the liquid line near the drier/receiver
outlet. This check valve prevents refrigerant from
migrating back into the receiver tank and
condenser during the Heat mode.
Cool Mode
The Cool mode has not been changed in the
TherMaxTM heating system. The TherMaxTM
solenoid, which is normally closed, is
de-energized during the Cool mode. The
TherMaxTM solenoid separates the high side from
the low side. When the TherMaxTM solenoid is
closed, it does not allow liquid refrigerant to flow
from the liquid line, through the TherMaxTM
solenoid line, to the accumulator.
Heat/Condenser Evacuation Mode
The unit will run in the Condenser Evacuation
mode for two minutes before entering the Heat
mode. This is accomplished by opening
(energizing) the TherMaxTM solenoid while the
unit is running in cool. The pressure difference
between the high pressure in the condenser and
the low pressure in the accumulator drives much
of the refrigerant out of the condenser and
receiver into the accumulator. The refrigerant is
then available for improved heating capacity. The
unit is placed in the Heat mode by opening
(energizing) the hot gas solenoid and closing
(energizing) the condenser inlet solenoid. The
TherMaxTM solenoid remains open while the unit
is in the Heat mode. The receiver outlet check
valve prevents the migration of refrigerant back
into the receiver tank and condenser.
(7K) de-energized. This reduces the load. The
Start Up mode is used for both diesel and electric
operation.
MD-II MAX Units Equipped with
a Three-Phase Electric Motor
and a Phase Converter That
Operates on Single-Phase
Power
MD-II MAX units that are ordered with the
single-phase 220 volt electric standby option are
equipped with a three-phase electric motor and a
phase conversion system. This electric motor is
the same 5/4.2 hp (3.7/3.1 kW) motor used in
MD-II MAX units with a three-phase electric
standby option. The phase conversion system
enables the three-phase electric motor to operate
using power from a single-phase power source.
NOTE: The suction pressure regulator must be
set at a maximum of 19 psig (131 kPa) on these
single-phase units. A higher setting will overload
the electric motor. To check the suction pressure
regulator setting, run the unit on Defrost and
observe the suction pressure.
The overload relay is set at 18 amps. A higher
setting may not provide adequate protection.
Voltage taps (230 volt or 208 volt) for the
transformer are located on the test strip in the
control panel. To make sure the unit operates
properly, wire L1A should be connected to the
voltage tap that matches the voltage of the power
source. Wire L1A is normally connected to the
208 volt tap.
Conversion System
Defrost Mode
The Condenser Evacuation mode is not used
before the Defrost mode. The TherMaxTM
solenoid, the hot gas solenoid, and the condenser
inlet solenoid are all energized at the same time.
The TherMaxTM solenoid remains open while the
unit is in the Defrost mode.
Start Up Mode
For the first 20 seconds when the unit is started it
runs in the Cool mode with the TherMaxTM
solenoid open and the alternator excitation circuit
The phase conversion system itself consists of a
start system and a run system. The start system is
energized by the high current draw that is present
while the motor is starting under a load. Once the
motor is running at normal speed and the current
draw has dropped, the start system is de-energized
and the run system is solely responsible for the
phase shift. The run system is always connected to
the motor circuit, but it does not affect the circuit
while the start system is energized because the
start capacitors have much larger capacitance and
dominate the run capacitors.
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Electrical Maintenance
Figure 17: First and Second-Phase Connections
L1 and L2 supply power directly to the first and
second windings in both sets of windings in the motor.
Start System
The components of the start system are:
directly to the second winding in one set. Another
branch of T2 passes through the control coil of the
current relay and becomes T2A, which is
connected to the second winding in the other set.
•
a current relay
•
a motor start relay
•
a motor start contactor
•
a filter capacitor
•
two start capacitors (400 to 480 µF each)
•
two start bleed down resistors (180 k ohms
each)
A branch of T2 passes through the motor
contactor to become T3. A branch of T3 passes
through the motor start contactor and a start
capacitor to become T3E, which is connected to
the third winding in one set. Another branch of T3
passes through the motor start contactor and a
start capacitor to become T3F, which is connected
to the third winding in the other set.
Single-phase power is available at L1 and L2. L1
and L2 pass through the motor contactor and
become L1A and L2A. L1A passes through the
overload relay to become T1. L2A passes through
the overload relay to become L2B. L2B passes
through the overload relay to become T2.
When the motor is starting under a load, the
current in T1 and T2 climbs to a fairly high rate.
When the current in T2-T2A passes through the
control coil of the current relay exceeds 27 amps,
the current relay is energized and its contacts
close.
The three-phase motor has two separate sets of
windings with three windings in each set.
Branches of T1 are connected directly to the first
winding in each set. A branch of T2 is connected
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Electrical Maintenance
Figure 18: Motor Start Contactor Control Coil Circuit
7EA energizes the motor start contactor through the start
relay when the current in T2-T2A exceeds 27 amps.
Wire 7EA supplies control voltage from the unit
to the current relay at terminal 4. When the
current relay is energized, control voltage passes
through the contacts to terminal 2 and wire 7EB to
energize the motor start relay. The C3 capacitor,
which is connected in parallel with the control
coil of the motor start relay, works with the motor
start relay to act as a smoothing device to reduce
chatter in the motor start contactor.
A branch of wire 7EA also supplies control
voltage to one side of the motor start relay
contacts. When the motor start relay is energized,
control voltage passes through the closed contacts
and wire 7EB to energize the motor start
contactor.
The contacts in the motor start contactor close
when it is energized through the motor start relay.
T3E and T3F are energized and the start
capacitors provide the phase shift and boost in
power necessary to start the motor under a load.
93
Electrical Maintenance
Figure 19: Third Phase Connection During a Start
L2 supplies power to the third windings in
both sets of motor windings through the start
second windings in both sets of windings in the motor.
As the motor approaches normal running speed,
the current through T2-T2A drops. When this
current drops below 22 amps, the current relay is
de-energized. This de-energizes the motor start
relay, the motor start contactor and the start
capacitors. The start system is now disconnected
from the motor circuit and the run system
provides the phase shift necessary to operate the
motor at normal running speed.
Run System
The components of the run system are:
•
a run transformer
•
two run capacitors (60 µF each)
•
two run bleed down resistors (560 k ohms
each).
94
Electrical Maintenance
Figure 20: Third Phase Connection While Running Normally
L1 and L2 supplies power to the third windings in
both sets of motor windings through the run
transformer and the run capacitors.
The primary winding of the run transformer is
connected to L1A on one side and to L2A on the
other side. A branch of T3 passes through one of
the secondary windings on the run transformer
and one of the run capacitors to become T3E,
which is connected to the third winding in one set
of the motor windings. Another branch of T3
passes through the other secondary winding of the
run transformer and the run capacitor to become
T3F, which is connected to the third winding in
the other set of motor windings. The run
transformer and the run capacitors combine to
provide the phase shift and power needed to
operate the motor at its normal running speed.
The current relay, motor start relay, motor start
contactor, and a test point strip are located in the
unit’s main control box. The test point strip is
used to diagnose problems associated with the run
transformer, the run capacitors, and the start
capacitors.
The run transformer, run capacitors, and start
capacitors are located in a control box under the
motor pedestal. These components can be
accessed by removing the motor and pedestal
assembly from the unit’s condenser frame. The
wiring harness connected to the motor is long
enough to allow the motor and pedestal assembly
to be set beside the unit and test run if necessary.
95
Electrical Maintenance
Troubleshooting the Phase
Conversion System
If the electric motor does not run properly, first
check the line voltage, the motor contactor, and
the motor overload relay. if these are all
acceptable, test the electric motor to narrow down
the possible causes for the problem. See the
Troubleshooting Chart for the individual
component tests.
Electric Motor Tests
Test 1. Run the motor with three-phase power.
Disconnect the T1, T2, T2A, T3E, and T3F wires
from the motor and connect three-phase power
directly to the motor. Connect L1 to leads 1 and 7,
connect L2 to leads 2 and 8, and connect L3 to
leads 3 and 9. Start and run the unit. Check and
record the voltage and current readings in the
following chart.
Wires
L1-L2
Voltage
If the run current is higher than 14.5 amps in all
three wires, check the suction pressure regulator
setting before replacing the motor. Check the
setting of the suction pressure regulator by
observing the suction pressure while the unit is
running in defrost. If the suction pressure is higher
than 19 psig (131 kPa), the suction pressure
regulator must be adjusted or replaced.
Replace the motor if currents are out of these
ranges.
Test 2.Run the motor with single-phase power and
the phase conversion system connected to the
motor.
Remove the electrical connection box cover on
the motor, and check and record the current
readings in the following chart.
Wire
(Motor Lead)
T1
(1)
T1
(7)
T2
(3)
L2-L3
T2A
(9)
L3-L1
T3E
(2)
T3F
(8)
Wire
L1
Start Current
Run Current
Start
Current
Run
Current
The electric motor has two sets of windings. This
test separates the sets.
L2
L3
The ideal voltage is 208 to 235 volts ac and the
voltage should not vary more than 10% between
the sets of wires. If the voltages are out of these
ranges, check the power source.
The start current should be approximately 75
amps.
The run current should not exceed 14.5 amps.
The current should not vary more than 10%
between wires.
The start current should begin at 40 to 45 amps,
and then drop off to approximately 20 amps in 1
to 3 seconds (in wires T2 and T2A). After 3
seconds, the run current should stabilize at 4 to 8
amps (in each of the six wires).
Circuit T2A contains the current relay, which
controls the motor start contactor. If the start
current is in the proper range but the motor does
not shift to run after 3 seconds, go to Test 3. If the
start or run currents are very uneven, go to the
start or run capacitor checks in the
Troubleshooting Chart.
NOTE: Wire L1A should be connected to the
transformer voltage tap that matches the line
voltage of the power source. High voltage on the
208 volt tap will cause high run currents.
96
Electrical Maintenance
Test 3. The unit Starts but does not shift to the run
system.
If the motor starts correctly but the current
remains at approximately 20 amps after 3
seconds, the start system is not being
de-energized. Use the following procedure.
1. Locate the current relay in the main control
panel.
2. Disconnect the 7EA and 7EB wires.
3. Install a switch between the 7EA and 7EB
wires.
4. Close the switch between the 7EA and 7EB
wires and start the motor.
5. Wait 3 seconds and then open the switch
between the 7EA and 7EB wires.
c. If the motor does not shift to run, check for
a faulty motor start relay or a faulty motor
start contactor.
d. If the motor shifts to run, check for a
faulty current relay or an overload on the
motor.
e. If the motor shifts to run but then slows
down or stops, check for a faulty
transformer or faulty run capacitors.
See the Troubleshooting Chart for the individual
component tests.
97
Electrical Maintenance
Troubleshooting Chart
NOTE: All amperage and voltage measurements
should be taken with the unit turned On and the
motor running or attempting to start. Most of the
voltage measurements can be taken inside the
unit control box, from the components in the
high voltage tray and from the test point strip.
The voltage measurements associated with the
components under the motor pedestal should be
taken at the test point strip before checking the
components and connections under the pedestal.
The overload relay will trip if the motor does not
start shortly after the motor contactor is
energized.
Problem/Probable Cause
Test/Solution
Motor Does Not Start/Low Line Voltage
Check the power supply voltage at L1 and L2. The voltage
should be between 195 and 230 volts. If not, check the power
cord, the plug, and the main building power supply. / Repair as
necessary.
Motor Contactor
Check to see that the motor contactor closes when energized. If
not, check the control circuit and control coil. If the contactor
closes, check the voltage between L1A and L2A and between
L1A and T3. If either voltage is low, inspect the contactor for
burned or pitted points. / Replace the contactor or points as
necessary.
Motor Overload Relay
Check the overload relay to see if it is tripped. / Reset the relay.
(The correct setting for the overload relay is 18 amps.) Check
the current if the relay continues to trip. / Repair the cause of
the overload. Check the voltage between T1 and L2B and
between T1 and T2. If either voltage is low, check the overload
relay for burned or pitted points. / Replace the overload relay or
points as necessary.
Motor Faulty
Test the motor by disconnecting the T1, T2, T2A, T3E, and T3F
wires from the motor and connecting three-phase power directly
to the motor. Connect L1 to leads 1 and 7, connect L2 to leads
2 and 8, and connect L3 to leads 3 and 9. If the motor starts and
runs under a load, the current should not exceed 14.5 amps per
leg. / Replace the motor if it does not run or if the current is too
high.
NOTE: With the phase converter connected to the motor, the current
per leg will vary with the line voltage and, in general, will not be the
same in all legs.
98
Electrical Maintenance
Problem/Probable Cause
Current Relay
Test/Solution
Check the voltage between T1 and T2 at terminal 1 of the
current relay and between T1 and T2A at terminal 3 of the
current relay. If there is voltage between T1 and T2, but not T1
and T2A, the control coil is open. / Replace the current relay.
Check the voltage on 7EB at terminal 2 of the current relay with
unit control voltage (12 to 14 volts dc) present at 7EA on
terminal 4 of the current relay and the current relay energized
(current in T2A above 30 amps). If there is no control voltage or
low control voltage on 7EB when the current relay is energized,
the current relay is defective. / Replace the current relay.
Motor Start Relay
Check the voltage on 7EC at the motor start relay with unit
control voltage (12 to 14 volts dc) present on 7EA and 7EB at
the motor start relay. If there is no control voltage or low control
voltage on 7EC, the motor start relay is defective. / Replace the
motor start relay.
Motor Start Contactor
Line voltage must be present between T1 and T3 and T1 and
T31 at the motor start contactor. If not, check T3 from the motor
contactor to the start contactor. / Repair T3 as necessary.
Check the voltage between T1 and T3C and T1 and T3D with
control voltage present on 7EC at the motor start contactor.
Line voltage should be present. If no voltage is present, the
control coil of the start contactor is defective. If low voltage is
present, the points are defective. / Repair or replace the
contactor or points as necessary.
99
Electrical Maintenance
Problem/Probable Cause
Start Capacitors
Test/Solution
Voltage Test
With line voltage present between T1 and T3C and T1 and T3D
at the start capacitors, check the voltage between T1 and T3
and T1 and T3F. Both voltages should be within 10% of line
voltage. If one of the voltages is low, the start capacitor in that
circuit is defective. / Replace as necessary.
Current Test (NOTE: Only one of the two T3E and one of
the two T3F wires connected to the motor will carry a
current while starting.) Check the current through T3E and
T3F at the motor with an inductive ammeter during a start
attempt. The current in each wire should be 30 to 45 amps. If
one of the currents is low, the start capacitor in that circuit is
faulty. If both the currents are low, the motor start contactor did
not close. / Replace as necessary.
Motor Starts But Runs Poorly Or Slows Down
and Restarts
Run Transformer
With line voltage present between L1A and L2A at the primary
winding of the run transformer, check the voltage between T3
and T3A and between T3 and T3B at the secondary windings of
the run transformer. The voltages should be 122 (+ 13/-8) volts.
If either voltage is less than 110 volts, the line voltage is low or
the run transformer is defective. / Replace as necessary.
NOTE: The transformer has a 208 volt tap and a 230 volt tap. These
taps are accessible on the test strip as L1B (208 volts) and L1C (230
volts). Wire L1A should be connected to the tap that matches the line
voltage of the power source.
100
Electrical Maintenance
Problem/Probable Cause
Run Capacitors
Test/Solution
Voltage Test (This test is valid only if the motor is running at
normal speed and the motor start contactor is de-energized.)
Check the voltage between T3A and T3E and between T3B and
T3F at the test point strip. The voltages should be within 10% of
the sum of the line voltage and the secondary transformer
voltage. If the voltage is low, the run capacitor in that circuit is
defective. / Replace as necessary.
Current Test (This test is valid only if the motor is running at
normal speed and the motor start contactor is de-energized.)
NOTE: Only one of the two T3E and one of the two T3F wires
connected to the motor will carry a current while running.
NOTE: Check the current in T3E and T3F at the motor with
an inductive ammeter. Both currents should be 4 to 8 amps. If
a current is below 4 amps, the run capacitor in that circuit is
defective. / Replace as necessary.
Electric Motor Runs Hot or Loads the Diesel
Engine During Diesel Operation
Electric Motor Acting As An Induction
Alternator
Check the voltage at the overload relay, T1 to T2, T2 to T3, and
T3 to T1.
Check the voltage between T3E and T3F.
The voltage on any of the above pairs of wires should not
exceed 15 volts ac while the unit is running on diesel operation.
If the voltage on any of the above pairs of wires is between 500
and 700 volts ac, the electric motor is acting as an induction
alternator. To repair the unit, check the following:
1.Check the T2 and T3 circuits through the motor contactor to
make sure they are open during diesel operation. / Replace or
repair the motor contactor as necessary.
2.Check the connections between the electric motor leads and
the Thermo King wiring in the connection box on the electric
motor. Compare these connections to those indicated in the
wiring diagrams and schematics. / Repair the wiring
connections as necessary.
3.Disconnect the electric motor leads from the Thermo King
wiring at the connection box on the electric motor. Check the
wiring in the electric motor with an ohmmeter to make sure the
wires have continuity and are labeled correctly according to the
wiring diagrams and schematics. / Repair as necessary.
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Electrical Maintenance
CAUTION: If the electric motor is being
rewound, it must be rewound to the factory
specifications because this special
application requires the phases to be split.
•
Leads 1 and 7 together—8 to 18 amps
•
Leads 3 and 9 together—10 to 14 amps
•
Leads 2 and 8 together—9 to 14 amps
Full Load Current Test—Used to check the
overall performance of the phase conversion
system.
The three motor windings will exhibit a slight
imbalance of currents. A difference of as much as
6 amps is possible.
Use an inductive ammeter to check the current in
motor leads 1 and 7, 3 and 9, and 2 and 8. The
wires should have the following currents:
The currents through L1 and L2 can be as high as
85 amps while starting, and as high as 23 amps
when running at normal speed in high ambient
temperatures. High suction pressure settings can
cause high current values.
Parts List for the MD-II MAX Single-Phase Electric Motor System
Quantity
102
1
Description
Electric Motor
Part Number
104-466
1
Electric Motor Pulley
77-1980
1
Motor Contactor
44-2853
1
Overload Relay
44-6662
1
Current Relay
44-8755
1
Motor Start Relay
44-5837
1
Motor Start Contactor
44-2853
1
Transformer
44-8756
2
Start Capacitors
44-8758
2
Run Capacitors
44-8757
1
Filter Capacitor
44-8759
2
Run Capacitor Resistors
44-8760
2
Start Capacitor Resistors 44-8761
Electrical Maintenance
In-Cab TG-V Controller
The same interconnecting harness is used for the
Single Temperature In-Cab TG-V and the
Multi-Temp In-Cab TG-V.
A stand alone tester is available as P/N 204-831. It
will test all In-Cab TG-V Controllers.
Field Test Procedure for Single
Temperature In-Cab TG-V
Controllers
Use tester P/N 204-831.
1. Connect the end of the tester marked
“SINGLE” to the single temperature
controller.
Figure 21: Single Temperature In-Cab TG-V
Controller
(P/N 41-3305—12V No Modulation)
The In-Cab TG-V functions similarly to the
standard unit mounted TG-V. However, the
In-Cab TG-V Controller also has the following
additional features:
•
Alarm Codes for Single Temperature In-Cab
TG-V.
Alarm
Code
Fault Condition
03
Return Air Sensor Faulty
04
Discharge Air Sensor Faulty
14
Defrost Circuit Failure
19
Engine Low Oil Pressure/High Water
Temperature
25
Battery Charging Alternator Failure
87
Field Test Error
88
Microprocessor Faulty
•
Power Cord LED on Model 50 Units.
•
Whisper (Low Speed) Push Button.
The operating manuals and the setup and
operating manuals contain information about the
control functions and how to customize the
display screens. Manuals for the Single
Temperature In-Cab TG-V Controller: Operating
Manual (TK 40940) and Operating and Setup
Manual (TK 40804).
Figure 22: Connecting Tester to Controller
2. Power up the controller by connecting the
tester leads to a 12 volt DC power supply.
3. Press the controller’s ON key to display all
segments.
a. The Turtle icon must be displayed. If not,
press the TURTLE key. Alarm Code 19 will
be recorded if the Turtle icon is not
displayed.
b. If the Alarm icon is displayed, press the
SELECT key to display the alarm and press
the ENTER key to clear the alarm.
4. Press the SELECT key to display the setpoint(s)
and adjust the setpoint(s) to 80 F.
NOTE: The controller must be set to display
temperatures in the Fahrenheit scale. The
test WILL NOT work if the controller is
displaying temperatures in the Celsius scale.
Refer to the Controller Operating and Setup
Manual for information about changing the
displayed temperature scale.
103
Electrical Maintenance
5. With the setpoint of 80 F displayed on the
screen, press the following keys
simultaneously:
•
SELECT
•
UP
•
TURTLE
key
arrow key
key.
6. The display will read “FT”.
104
•
All other icons will be Off.
•
The red, Power Cord LED will begin to
flash On and off.
•
All icons will then turn On for a few
seconds.
•
Then the display will count from 1 to 15.
•
The display will then read “PS” for pass,
or “FC” for fail.
•
Press the OFF key to exit the test.
Electrical Maintenance
Connector Pins for Single Temperature In-Cab TG-V
Pin #
Circuit Code
1
Harness Wire Color Code
Circuit Description
WHT/BLK/RED
2
HGV
WHT/VOIL
Hot Gas Valve (Modulation Only)
3
BATT+
WHT/ORG
Battery Positive
4
MV-
BLUE
Modulation Valve Negative (Modulation Only)
5
BATT-
YELLOW
Battery Negative
6
BATT+
WHT/BLK/ORG
Battery Positive
7
WS
WHT/BLK/YEL
Whisper Relay
8
14T
WHT/RED
Heat Relay
9
WHT/BRN
10
ACC
11
PC
WHT/BLK/VOIL
Power Cord (Electric Standby)
12
8B
WHT/BLK/BLU
CYCLE-SENTRY Input
13
10T
VIOLET
High Speed Relay
14
38
WHT/BLK/BRN
In-Range Output
15
Accessory Wire to Truck Ignition
WHT/GRN
16
INDL
WHT/GREY
Alternator Charging
17
8
WHT/BRN/RED
Power from On/Off Switch
18
SN
WHITE
Return Air Sensor
19
SN
GREEN
Return Air Sensor
20
BATT-
WHT/BLK
Battery Negative
21
11
BRN
Defrost Relay Circuit
22
12
WHT/YEL
Defrost Termination Switch
23
7T
WHT/BLK/GRN
Not Used
24
DSN
BLK
Discharge Air Sensor
25
PS
WHT/BLU
On Relay Coil
26
7K
GREY
Latching Circuit after 8D
27
29
ORANGE
Defrost Damper Circuit
28
DSN
RED
Discharge Air Sensor
Figure 23: Connector on Back of Single Temperature In-Cab TG-V
105
Electrical Maintenance
106
Engine Maintenance
Engine Lubrication System
Engine Oil Change
The TK 3.74 diesel engine has a pressure
lubrication system. Oil is circulated by a trochoid
type oil pump driven by the crankshaft timing
gear and has several times the capacity required
by the engine. Oil is picked up through a suction
tube with a screened inlet. Oil to the rocker arm
shaft flows through a tube on the outside of the
engine and into the head through a restrictor
fitting.
The engine oil should be changed according to the
“Maintenance Inspection Schedule”. Drain the oil
only when the engine is hot to ensure that all the
oil drains out. When changing oil, try to make
sure that the trailer is not tipped away from the
direction that the oil is supposed to flow from the
oil pan. It is important to get as much of the
residual oil out as possible because most of the
dirt particles are in the last few quarts of oil to
drain out. Refill the pan with oil (see the
“Specifications” chapter) and check the dipstick
level. Run the unit, and then recheck the oil level.
Oil pressure is affected by oil temperature,
viscosity and engine speed. Subnormal oil
pressures usually may be traced to lack of oil,
faulty relief valve or worn bearings. The use of
improper viscosity oil will also produce low oil
pressure shutdowns.
NOTE: Fill the crankcase slowly so oil will not
run into the breather hose, thus filling up an
open cylinder. Leaving the dipstick out while
adding engine oil will vent the crankcase.
Add oil as necessary to reach the full mark. See
Specifications chapter of this manual for correct
type of oil.
Oil Filter Change
The oil filters should be changed along with the
engine oil.
Spin-on Filters:
1. Remove the filter.
AJA1521
Figure 24: Engine Oil Pressure Switch
2. Apply oil to rubber ring of new filter and
install filter.
3. Tighten the filter until the rubber ring makes
contact, then tighten 1/2 turn more.
Engine Oil Pressure Switch
Engine oil pressure switch should rise
immediately on starting. If engine oil pressure
drops below 10 ± 2 psig (69 ± 14 kPa), the switch
closes and signals the microprocessor to stop the
engine. See Microprocessor Controller Diagnosis
Manual.
1.
Spin-on Oil Filter
2.
Pressure Valve Nut
3.
Oil Pressure Valve
Figure 25: Oil Filter Parts
107
Engine Maintenance
Crankcase Vent
The crankcase vent system ducts crankcase gases
formed in the crankcase directly to the intake
elbow. Harmful vapors that would otherwise
collect in the crankcase and contaminate the oil or
escape to the outside, are now drawn back into the
engine and burned. The breather hose should be
inspected yearly to make sure it is not plugged.
Engine Air Cleaner
The air cleaner removes abrasive material from
the air entering the engine. The air cleaner must
be kept clean and open so that the air can pass
freely. If the oil has absorbed the maximum
amount of dirt, it allows the dirt to enter the
engine. Remove the oil cup, wash thoroughly and
dry every 750 operating hours (500 hours under
dusty conditions). Refill using the same weight oil
used in the engine crankcase. Inspect the cleaner
body and wash in solvent when it becomes dirty.
Dry Type (Optional)
Oil Bath Type
A heavy duty, oil bath 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.
1.
Air Intake Hose
1.
Air Filter Box
2.
Air Cleaner Filter
2.
Air Filter
3.
Clamp Assembly
3.
Air Filter Cover
4.
Mounting Clamps
5.
Cup
Figure 26: Oil Bath Air Cleaner
108
A dry element air cleaner filters all of the air
entering the engine. Excessive restriction of the
air intake system affects horsepower, fuel
consumption and engine life. Inspect the element
at regular unit service intervals.
Figure 27: Dry Air Cleaner (Optional)
Engine Maintenance
An air restriction indicator is installed in the air
intake elbow. Visually inspect the restriction
indicator periodically to assure the air filter is not
restricted. Service the air filter when the yellow
diaphragm indicates 22 in. (559 mm) of vacuum.
Press the reset button on the bottom of the
restriction indicator after servicing the air filter.
Figure 28: Air Restriction Indicator
109
Engine Maintenance
Engine Cooling System
General Description
The engine employs a closed, circulating type,
pressurized cooling system. Correct engine
temperatures 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 (large header),
circulates it through the cylinder block and head,
then back to the radiator. A thermostat mounted in
the water outlet from the cylinder head to the
radiator automatically maintains coolant
temperature within the specified temperature
range.
All water-cooled engines are shipped from the
factory with a mixture of 50% permanent type
antifreeze concentrate and 50% water in the
engine cooling system.
This provides the following:
1. Prevents freezing down to -30 F (-34 C).
2. Retards rust and mineral scale that can cause
engine overheating.
3. Retards corrosion (acid) that can attack
accumulator tanks, water tubes, radiators and
core plugs.
4. Provides lubrication for the water pump seal.
3
2
4
1
5
6
8
7
AJA590
1.
Engine
5.
Overflow Tank
2.
Water Temperature Sensor
6.
Drain Tubing
3.
Radiator
7.
Drain Cock Adaptor
4.
Water Level Sensor
8.
Drain Cock
Figure 29: Engine Cooling Components
110
Engine Maintenance
Antifreeze Maintenance Procedure
As with all equipment containing antifreeze,
periodic inspection on a regular basis is required
to verify the condition of the antifreeze. Inhibitors
become worn out and must be replaced by
changing the antifreeze. Change green or
blue-green engine coolant every two years.
Do not mix green or blue-green engine coolant
with ELC (red) engine coolant.
The factory recommends the use of a 50/50%
antifreeze mixture in all units even if they are not
exposed to freezing temperatures. 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
temperature compensated antifreeze hydrometer
or a refractometer designed for testing antifreeze.
Maintain a minimum of 50% permanent type
antifreeze concentrate and 50% water solution to
provide protection to -30 F (-34 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 operating
temperature. Stop the unit.
2. Open the engine block and completely drain
coolant. Observe coolant color. If the coolant
is dirty, proceed with a, b, and c. Otherwise go
to step 3.
CAUTION: Avoid direct contact with hot
coolant.
a. Run clear water into radiator and allow it
to drain out of the drain cock until it is
clear.
b. Close the block drain and install a
commercially available radiator and block
flushing agent, and operate the unit in
accordance with instructions of the
flushing agent manufacturer.
c. Open the engine block and accumulator to
drain water and flushing solution.
CAUTION: Avoid direct contact with hot
coolant.
3. Run clear water into the radiator, and allow it
to drain out of the drain cock until it is clear.
When water has finished draining, close drain
cock.
4. Inspect all the hoses for deterioration and the
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.
7. Mix one gallon of the appropriate permanent
type antifreeze concentrate and one gallon
clean water in a container to make a 50/50
mixture. (Do not add antifreeze and then add
water to the unit. 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 mixture.
Bleeding Cooling System
After filling the radiator, run the unit up to
operating temperature to check for overheating
and coolant level and allow the air to be purged
for a few minutes.
CAUTION: Do not remove the radiator
cap while the engine is hot.
111
Engine Maintenance
Engine Thermostat
Engine Fuel System
For the best engine operation, use a 180 F (82 C)
thermostat year round.
The fuel system used on the Thermo King diesel
engine is a high pressure system used in
conjunction with a prechamber.
The components of the fuel system are:
•
Fuel tank (may be the truck fuel tank)
•
Electric Fuel pump
•
Fuel filter
•
Injection pump
•
Injection nozzles.
A 10 psig (69 kPa) electric fuel pump pulls fuel
from the fuel tank through a fuel pump filter, then
pushes it to the fuel filter, and to the injection
pump. The prefilter is designed for diesel fuel and
is the only type that should be used.
1.
Thermostat Housing
2.
Gasket
3.
Thermostat
4.
Water Pump
Figure 30: Water Pump Assembly and Thermostat
The injection pump plungers are activated by its
own gear driven camshaft. The governor sleeve
and weight assembly is mounted on the end of the
camshaft with governor’s speed requirements
being relayed to the injection pump through a
linkage arrangement located in the front timing
cover. The injection pump raises the pressure of
the fuel and meters the correct amount of fuel to
the nozzle at the correct time. The increased fuel
pressure will lift the spring loaded nozzle to admit
fuel into the combustion chamber.
The fuel system is relatively trouble free, and if
properly maintained will usually not require major
service repairs between engine overhauls.
The most common cause of fuel system problems
is contamination. It cannot be stressed enough that
the fuel must be clean, fuel tanks must be free
from contaminants, and the fuel filter must be
changed regularly. Any time that the fuel system
is opened up, all possible precautions must be
taken to keep dirt from entering the system. This
means all fuel lines should be capped when open.
The work should be done in a relatively clean
area, if possible, and the work should be
completed in the shortest time possible.
112
Engine Maintenance
1.
Fuel Pump
5.
Bypass Oil Filter
2.
To Fuel Tank
6.
Oil Pressure Switch
3.
Oil Filter
7.
Oil Pressure Gauge (Optional)
4.
Fuel Filter
8.
Diesel Fuel Heater (Optional)
Figure 31: Fuel and Oil System Components
113
Engine Maintenance
Thermo King recommends that any major
injection pump or nozzle repairs be done by a
quality diesel injection service specialty shop. The
investment in equipment and facilities to service
these components is quite high. Therefore, this
equipment is not found in most repair shops.
The following procedures can be done under field
conditions:
•
Bleeding air from the fuel system.
•
Maintenance involving the fuel tank and filter
system.
•
Speed and governor adjustments.
•
Electric transfer pump replacement or repair
(10 psig [69 kPa] pump with diesel filter).
•
Injection line replacement.
•
Pump timing.
•
Nozzle spray pattern testing and adjustment.
•
Minor rebuilding of nozzles.
Bleeding the Fuel System
The fuel system will have to have the air bled out
if the engine runs out of fuel, if repairs are made
to the fuel system, or air gets into the system for
any other reason.
NOTE: MAKE SURE to keep the fuel tank vent
open. If the vent becomes clogged, a partial
vacuum develops in the tank, and this increases
the tendency for air to enter the system.
4. Crank the engine until fuel appears at the
nozzles. Tighten the injector lines, and start
the engine.
NOTE: Fuel will not appear at the nozzles by
merely running the electric pump. The
engine must be cranked.
Draining Water from Fuel Tank
Water run through the system may damage the
injection 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.
1. Place a container under the fuel tank to catch
the draining water and fuel.
2. Remove the drain plug from the bottom of the
fuel tank.
NOTE: Some fuel tanks have a check valve
in the drain plug fitting. Push the check
valve open with a small screw driver to drain
the tank.
3. Let the water and fuel drain into the container
until no water is visible in the fuel draining
from the tank. If the water and fuel do not
drain freely, the vent may be plugged. If so,
clean or replace the vent.
4. Install the drain plug.
Proceed as follows:
1. Loosen the bleeder screw on the inlet fuel
fitting of the injection pump.
2. Turn On the electric fuel pump. The electric
fuel pump is energized when the ON key is
pushed. Tighten the bleeder screw on the
injection pump when clear flow of fuel
appears.
NOTE: At initial start-up, open the bleeder
screw at the injection pump and bleed fuel
until a clear flow is noted.
3. Loosen the injector lines on the injection
nozzles.
114
Fuel Filter Replacement
Replace the fuel filter at intervals according to the
Maintenance Inspection Schedule.
1. Remove the filter and discard.
2. Lubricate rubber ring of new filter with fuel.
3. Install the filter and tighten until the filter is
slightly loose (rubber ring not making
contact).
4. Bleed the air from the filter by operating the
electric pump until fuel bubbles appear at the
top of filter.
Engine Maintenance
5. Tighten the filter until the rubber ring makes
contact, then tighten 1/2 turn more.
Disassembly
Reassembly
2. Remove the filter, cover and cover gasket.
Wash the filter in cleaning solvent and blow
out the dirt and cleaning solvent with
compressed air. Check the cover gasket and
replace if damaged. Clean the cover.
Place the cover gasket on the bottom cover and
install the filter and cover assembly. Replace the
three screws.
Electric Fuel Pump
1. Remove the three screws from the cover.
If pump does not operate, check for:
1. The ground to the frame of the unit.
Operation
The electric fuel pump must be mounted next to
the fuel tank. This pump is designed to push rather
than pull fuel.
Make sure the pump completes a good ground
with the battery. The pump will not operate at less
than 9 Vdc. The pump is self priming as long as it
is not higher than 30 in. (762 mm) from the fuel in
the fuel tank.
2. Clean and tighten electrical connections.
3. The pump voltage and polarity. It must be the
same as the unit system.
If pump operates but does not deliver fuel, check
for:
1. Air leaks in the fuel lines or connections.
2. Kinked fuel lines or other restrictions in the
line.
3. A leaking or distorted cover gasket.
4. A dirty filter.
5. A stuck seat in the outlet fitting.
Injection Pump
Injection Pump Adjustments
When the diesel engine fails to maintain the
correct engine speed, check the following before
adjusting the speed:
1.
Filter
2.
Gasket
3.
Cover
4.
Screw (3)
5.
Magnet
Figure 32: Electric Fuel Pump
Maintenance
Field service is limited to cleaning the bottom
cover and filter. The filter and cover gasket are
replaceable.
1. Check the prefilter screen. Recheck the speed.
2. Bleed air out of the fuel system. Recheck the
speed.
3. Bleed air out of the nozzles. Recheck the
speed.
4. Operation of electric transfer pump.
Make the engine speed adjustments with the
engine fully warmed up.
The unit has one solenoid to control the high
speed function. The speed of the engine should be
checked with the use of a stroboscope tachometer
(see Tool Catalog).
115
Engine Maintenance
Timing the Injection Pump to the Engine
There are two different types of timing procedures
used on the engine. One procedure involves
checking to make sure the cylinders are timed
correctly to each other, and the second procedure
times the injection pump correctly to the engine.
If the cylinders are not timed correctly to each
other, it is of no value to time the injection pump
to the engine because one or two of the three
cylinders would be out of time. The individual
plungers in the injection pump are timed to each
other by the use of spacers in the pump plunger
base. It is rare that an injection pump would
change individual cylinder timing unless it had
been through some type of repair process, but if
all other possible problems with a rough running
engine have been checked, and especially if the
engine’s injection pump has been replaced or
repaired recently, it may be beneficial to check
individual cylinder timing. Because the possibility
of incorrect individual cylinder timing is so
minimal, the procedure for timing the pump to the
engine will be covered first. The procedure for
individual cylinder timing is very similar to
timing the injection pump so it will be covered
last.
CAUTION: The cylinders on the engine
are numbered from the flywheel end to the
water pump end. The number 1 cylinder is
next to the flywheel. The number 2
cylinder is the center cylinder. The
number 3 cylinder is next to the water
pump. The timing marks on the flywheel
are matched to this system.
1.
TDC Mark
4.
File V-Notch Here
2.
Injection Timing Mark
5.
Timing Mark
3.
Round Notch
Figure 33: Timing Marks
1. Rotate the engine in the direction of rotation
(clockwise as viewed from the water pump
end) until the number 1 cylinder (closest to
flywheel) is at approximately top dead center
of the compression stroke. The valve cover
should be removed to identify the
compression stroke. Both rocker arms of the
number 1 cylinder will be loose. Check to see
116
that the number 1 cylinder top dead center
mark on the flywheel is aligned with the
timing mark on the starter mounting plate.
Engine Maintenance
NOTE: The timing marks for each of the
three cylinders are stamped 120 degrees
apart. Top dead center marks are identified
by the number of the cylinder stamped next
to them. Injection timing marks are
unmarked. The timing marks on the engine
can be difficult to align. This is because the
timing mark on the starter mounting plate is
near the air cleaner, on the side of the plates
that faces the flywheel. It cannot be seen
when looking through the engine side door
opening unless you use a mirror.
The timing mark on the starter mounting
plate is a line stamped on the side of the plate
facing the flywheel. To locate the timing
mark, feel the back side of the plate 0.4 in.
(10 mm) below the center of round notch in
the edge of the plate. To make it easier to
align the timing marks, file a V-notch in the
edge of the plate in line with the timing mark
on the plate.
2. Remove the injection line from the number 1
injector and the injection pump. Remove the
delivery valve holder, delivery valve and
spring. Care must be taken to prevent dirt
from entering the fuel injection system.
Replace the delivery valve holder and delivery
valve.
3. Install a drip valve on the nozzle holder.
4. Activate the run solenoid and the fuel pump
by pushing the ON key. Make sure the
Diesel/Electric switch is in the Diesel
position.
CAUTION: The 8S wire on the starter
motor should be disconnected.
CAUTION: Loosen the injection lines on
the injection nozzles of the number 2 and
3 cylinders to prevent any possibility of the
engine firing.
5. The engine should be close to the top dead
center position with the plunger port in the
pump closed. No fuel should flow from the
drip tube.
6. Turn the engine backwards past the injection
timing mark until fuel flows from the drip
tube.
7. Slowly rotate the engine in the direction of
rotation while watching the drip tube. When
the fuel flow slows to approximately one drip
every 10 to 15 seconds, check the timing
marks. They should be lined up.
8. If the timing marks did not line up, a shim or
shims will have to be added or subtracted
from the injection pump. Adding shims will
retard the injection timing, subtracting shims
will advance the timing. Increasing or
decreasing shim thickness by 0.004 in.
(0.1 mm) will change the timing by 1 degree.
9. After shims have been added or subtracted,
recheck the timing.
10. When the injection pump has been correctly
timed to the engine, remove the pump and put
a light coat of silicone gasket sealer on the
shim pack and the pump, or dip the new shims
in lacquer thinner to activate the sealer.
11. Reinstall the pump, and torque the nuts to
18 to 20 ft-lb (24 to 27 N•m).
12. Reinstall the delivery valve and spring.
Torque the delivery valve holder to 30 ft-lb
(41 N•m).
13. Reinstall the injector lines, bleed the air from
the nozzles, and test run the engine.
Timing Individual Cylinder Injection
This procedure should be used when a poor
running engine has had all possible problems
checked but continues to run badly. If the
injection pump has been repaired or replaced, the
chance of individual cylinder timing problems has
a greater possibility of occurring.
To check individual cylinder timing, follow the
pump timing procedure but instead of changing
shims to adjust pump timing, check the timing of
number 2 and number 3 injector to the engine
after checking number 1. The cylinders should
time on their respective flywheel timing marks.
117
Engine Maintenance
If the injection pump plungers are not correctly
timed to each other, the pump must be removed
and sent to a diesel injection equipment repair
shop for calibration.
NOTE: The order of the flywheel timing marks
is 1, 2, 3, but the firing order is 1, 3, 2. This is
because the engine fires every 240 degrees of
crankshaft rotation. Therefore, when checking
individual cylinder timing check number 1 first
then rotate the engine past number 2 to number
3 and check number 3. Then rotate the engine
past number 1 to number 2 and check number 2.
Turn the engine by using the belt on the
crankshaft pulley. Rotate the engine in the
direction of rotation (clockwise as viewed
next to the flywheel) from the water pump
end.
CAUTION: Make sure the fuel rack is off
to prevent the engine from starting.
a. Turn the engine so number 1 cylinder is on
compression with piston to TDC. Both
push rods should turn freely. Adjust both
valves on number 1 cylinder.
b. Revolve the crankshaft 240 degrees to
TDC mark on number 3 cylinder, and
adjust both valves.
c. Turn the crankshaft 240 degrees to align
TDC mark of number 2 cylinder, and
adjust both valves.
d. Be sure to tighten locking nut while
holding the ball head screw in position.
3. Install the valve cover making sure that the
gasket is in position.
Fuel Limit Screw
Figure 34: Individual Cylinder Timing and Firing
Order
Adjust Engine Valve Clearance
1. Remove the valve cover. Torque 18 mm
diameter head bolts prior to adjusting the
valves: 26.8 ft-lb (36.3 N•m). Valve clearance
should be checked after every 2000 operating
hours, maximum. It is very important that
valves be adjusted to the correct specifications
for satisfactory engine operation. Insufficient
valve clearance will result in compression loss
and misfiring of cylinders resulting in burned
valves and seats. Excessive valve clearance
will result in noisy valve operation and
abnormal wear of the valves and rocker arms.
The intake and exhaust valves are adjusted
with the valve in the closed position.
The fuel limit screw is not adjustable. It is
equipped with an anti-tamper cap to fulfill
requirements for CARB (California Air Resources
Board) emission regulations. Service technicians
must be CARB certified to perform service on
fuel limit screw for equipment operating in
California. All other equipment can be serviced
per recent service bulletins with special tools and
procedures. California service technicians should
see your local Thermo King dealer for recent
bulletins.
2. The intake valve and exhaust valve are
adjusted to 0.006 to 0.010 in. (0.152 to 0.254
mm) with the temperature at 70 F (21 C).
Figure 35: Emission Control Label
118
Engine Maintenance
Integral Fuel Solenoid
When the fuel solenoid is energized, current is
applied to the coil creating an electro-magnetic
field, which pulls the When in the “pulled-in”
position, the plunger releases tension on the
governor linkage. The governor linkage then
moves the fuel injector rack, thus controlling the
fuel flow and placing it in the “Fuel On” position.
The fuel stop solenoid is located on the end of the
fuel injection pump.
Operation of the TK 3.74 engine is controlled by
the operation of the fuel solenoid and the throttle
(high speed) solenoid. The fuel solenoid consists
of a spring loaded plunger and electro-magnetic
coil. When the engine is OFF, spring tension on
the plunger maintains the plunger’s “out”
position. When pushed out, this causes the
governor linkage to move the injection pump rack
to the “Fuel Off” position.
Adjustments made to the throttle (high) speed
solenoid change governor spring tension which in
turn adjust speed settings.
1.
Throttle Lever (P/N 11-6129)
6.
Eye Bolt (P/N 55-2762)
2.
Fuel Stop Solenoid (P/N 41-1386) 7.
Boot (P/N 91-3095)
3.
Low Speed Adjustment Screw
8.
Throttle Solenoid (P/N 44-9181)
4.
Rod (P/N 11-7817)
9.
Ball Joint (11-6820)
5.
Clevis Pin (11-4266)
Figure 36: Integral Fuel Solenoid Components
119
Engine Maintenance
1
The size of the capacitor has been changed to
increase the pull-in time from 1 second to 2
seconds. This minimizes the chance that the
pull-in coil would fail to open the fuel valve. The
integral fuel solenoid contains two coils: the
pull-in coil, and the hold-in coil. The pull-in coil
draws approximately 30 to 40 amps at 12 volts.
The hold-in coil draws approximately 1 amp at 12
volts.
2
AGA337
1.
Four Pin Connector
2
Fuel Solenoid Relay (FSR)
Figure 37: Fuel Solenoid Timer
Electrical Changes
The fuel solenoid timer and fuel solenoid relay are
located on a PC board. This improves reliability
and simplifies the wiring. The PC board is
mounted on the side of the control box to the left
to the multi-temp relay board
The pull-in coil must be energized to move the
injection pump governor linkage to the fuel on
position. Once the injection pump governor
linkage has been moved to the fuel on position,
the hold-in coil will keep it in fuel on position
until the 8D circuit is de-energized. The pull-in
coil must be de-energized after the 2 second
pull-time.
The timer now turns off instantly because the
capacitor discharges through the hold-in coil in
the fuel solenoid (8D circuit). This minimizes the
chance that the timer would fail to energize the
fuel solenoid relay after the unit had been turned
off momentarily. The earlier timer required the
unit to be turned off for at least 3 seconds to
discharge the capacitor.
Figure 38: Wiring Diagram of Fuel Solenoid Timer Starting 4th Quarter 97
120
Engine Maintenance
Troubleshooting the Integral Fuel
Solenoid System
NOTE: The fuel solenoid pull-in coil will
require 30 to 40 amps to turn on the fuel. The
unit’s battery must be in good condition. If the
battery has enough power to crank the engine
over, it has enough power to energize the fuel
solenoid pull-in coil.
If you suspect that the engine does not run
because the fuel solenoid is not operating
correctly, use the following procedure:
1. Disconnect the 20 wire from the reset switch
so the reset switch will not trip.
2. Disconnect the 8S wire from the starter
solenoid.
3. Disconnect the fuel solenoid wire connector
from the fuel solenoid.
4. Turn the unit ON and check the voltage on the
8D pin in the fuel solenoid wire connector
from the main wire harness. Refer to the
following illustration to identify the pins in
the wire connector and in the fuel solenoid.
5. Check the CH pin in the fuel solenoid wire
connector for continuity to a good chassis
ground.
a. If there is no continuity between the CH
pin in the fuel solenoid wire connector and
a good chassis ground, check the black
(CH) wire that goes from the fuel solenoid
connector to the CH terminal on the
throttle solenoid for an open circuit.
b. If this black (CH) wire is not open, check
the other CH wire connected to the CH
terminal on the throttle solenoid for an
open circuit.
c. If there is continuity between the CH pin
in the fuel solenoid connector and a good
chassis ground, go to step 6.
6. Place a jumper wire between the CH pin in the
fuel solenoid and a good chassis ground.
7. Test the pull-in coil by momentarily placing a
jumper between the 8DP pin in the fuel
solenoid and the 2 terminal at the control
circuit. The fuel solenoid should make a
definite click when the pull-in coil is
energized and should click again when the
pull-in coil is de-energized.
NOTE: The pull-in coil will draw 18 to 25
amps so do not leave the jumper connected to
the 8DP pin for more than a few seconds.
1. Pull Coil 8DP Color: White
2. 8D Hold Coil Color: Red
3. Common—Ground Color: Black CH
Figure 39: Fuel Solenoid Pin Identification
a. If battery voltage is not present on the 8D
circuit, check the 8D circuit for an open or
a short.
b. If battery voltage is present on the 8D
circuit, go to step 5.
a. If the pull-in coil does not energize, check
the resistance of the pull-in coil by placing
an ohmmeter between the 8DP pin and the
CH pin in the fuel solenoid. The resistance
of the pull-in coil should be -3 to -4 ohms.
If the resistance of the pull-in coil is not in
this range, replace the fuel solenoid.
NOTE: If the pull-in coil fails, make sure to
replace the fuel solenoid relay with a
Potter-Brumfield relay P/N 44-9111.
b. If the pull-in coil does energize, go to step
8.
8. Test the hold-in coil.
a. Energize the hold-in coil by placing a
jumper between the 8D pin in the fuel
solenoid and the 2 terminal at the control
circuit.
121
Engine Maintenance
b. Momentarily energize the pull-in coil by
placing a jumper between the 8DP pin in
the fuel solenoid and the 2 terminal at the
control circuit. The fuel solenoid should
make a definite click when the pull-in coil
is energized, but should not click when the
pull-in coil is de-energized.
c. De-energize the hold-in coil by removing
the jumper from the 8D terminal. The fuel
solenoid should make a definite click
when the hold-in coil is de-energized.
d. If the hold-in coil does not function
properly, check the resistance of the
hold-in coil by placing an ohmmeter
between the 8D pin and the CH pin in the
fuel solenoid. The resistance of the hold-in
coil should be approximately 24 ohms. If
the resistance of the hold-in coil is not in
this range, replace the fuel solenoid.
e. If the hold-in coil does function properly,
go to step 9.
9. Reconnect the fuel solenoid wire connector to
the fuel solenoid.
12. Check the voltage on the 2B circuit at the 30
terminal in the fuel solenoid relay socket.
a. If battery voltage is not present on the 2B
circuit, check the 2B circuit for an open or
a short.
b. If battery voltage is present on the 2B
circuit, go to step 13.
1.
86 Terminal—8DC Circuit
2.
30 Terminal—2B Circuit
3.
85 Terminal—8D Circuit
4.
87 Terminal—8DP Circuit
Figure 40: Relay Socket Terminal Identification
13. Test the relay.
10. Remove the fuel solenoid relay from its socket
and make sure the unit is turned On.
a. Use a jumper to connect the 85 terminal
on the relay to the 2 terminal at the control
circuit.
11. Check the voltage on the 8D circuit at the 85
terminal in the fuel solenoid relay socket.
Refer to the following illustration to identify
the terminals in the relay socket.
b. Use another jumper to connect the 85
terminal on the relay to the 2 terminal at
the control circuit.
a. If battery voltage is not present on the 8D
circuit, check the 8D circuit for an open or
a short (minimum voltage is 10 volts).
b. If battery voltage is present on the 8D
circuit, go to step 12.
c. If the relay does not energize, it is
defective. Replace the relay.
d. If the relay does energize, the timer is
defective. Replace the fuel solenoid timer
PC board.
14. Remember to reconnect the 20 wire to the
reset switch.
122
Engine Maintenance
Fuel Stop Solenoid Replacement
NOTE: The fuel stop solenoid must be
energized when it is being installed. If it is
not, the plunger and the linkage may not line
up correctly and the fuel solenoid will not
function properly.
1. Disconnect the 20 wire from the reset switch
to prevent the reset switch from tripping.
2. Disconnect the fuel stop solenoid wire
connector and remove the old fuel solenoid.
3. Connect the fuel stop solenoid wire connector
to the new fuel solenoid.
4. Turn the unit on to energize the fuel stop
solenoid.
5. Place the o-ring in the groove in the end of the
fuel injection pump. Make sure that the o-ring
is positioned correctly during installation to
avoid damage and leaks.
6. Install the new fuel stop solenoid.
7. Turn the unit Off and make sure to connect the
20 wire to the reset switch.
1.
O-ring
2.
Fuel Stop Solenoid
3.
Fuel Injection Pump Groove
Figure 41: Fuel Stop Solenoid Components
123
Engine Maintenance
Belt Tensions
Correct belt tension is critical for proper unit
operation. Belts that are too loose will slip, squeal
or whip causing excessive vibration levels and
poor unit performance. Belts that are too tight will
cause excess vibration along with premature belt
and bearing failures.
NOTE: DO NOT attempt to remove or install
belts without adjustments. Belts that are installed
by prying will fail prematurely due to internal
cord damage.
AMA414
1.
Engine
6.
Fan Pulley
2.
Engine Clutch
7.
Compressor Drive Motor (Model 50)
3.
Fan Pulley
8.
Compressor
4.
5.
Idler
Alternator
9.
Water Pump
Figure 42: Belt Arrangement
WARNING: DO NOT jump belts on by
cranking the engine; personal injury may
result.
WARNING: DO NOT attempt to adjust
belts with the unit running.
124
Engine Maintenance
NOTE: DO NOT overtighten the compressor
drive belt. Belt tension should allow belt to be
deflected 1/2 in. (13 mm) at center of span
without any engine movement. Over-tensioned
belts cause severe overload on the bearings. Use
only approved Thermo King Service Parts
replacement belts. They are specially designed
for the Thermo King units.
CAUTION: The unit may start
automatically and at any time when the
unit On/Off switch is in the On position.
Units with the CYCLE-SENTRY option
start automatically in both
CYCLE-SENTRY mode and Continuous
mode. Be sure to turn the On/Off switch
Off before opening doors or inspecting or
working on any part of the unit.
Compressor/Electric
Motor/Jackshaft Belt
NOTE: Tension specifications are measured
using gauge TK 204-427.
Slide the jackshaft or induction alternator away
from the compressor to tighten this belt.
Engine/Compressor Belt
Belts should be tensioned cold and retensioned
cold after 10 hours of unit running.
Install and adjust the new engine/compressor belt
and the new compressor/electric motor/jackshaft.
Gauge tension on new belts should be 72 ± 3 lbs
(33 ± 1.4 kg). Gauge tension on used belts should
be 67 ± 3 lbs (30 ± 1.4 kg).
Tighten the belt tension adjuster by hand until it is
all the way down and locked into the belt tension
stop.
Tighten pulley bolt.
This tension allows 1/2 in. (13 mm) deflection in
the center of the span.
Belts should be tensioned cold and retensioned
cold after 10 hours of unit running.
Water Pump Belt
Adjust tension by adding or removing shims
between pulley sheaves, until the belt allows 1/2
in. (13 mm) of deflection at the center of the span.
Gauge tension on new belts should be 75 ± 3 lbs
(34 ± 1.4 kg). Gauge tension on used belts should
be 70 ± 3 lbs (32 ± 1.4 kg).
This tension allows 1/2 in. (13 mm) deflection in
the center of the span.
1.
Engine
2.
Compressor
3.
Jackshaft or Electric Motor
Figure 43: Belt Layout
125
Engine Maintenance
Compressor/Evaporator/Alternator
and Alternator/Evaporator Fan Belts
Compressor/Evaporator Fan/Alternator belts, and
1/2 inch (13 mm) deflection at the center of the
span on the Alternator/Evaporator Fan belt.
Move the alternator upward to tighten the belts
enough to obtain 1/2 inch (13 mm) deflection at
the center of the longest span of the
Belts should be tensioned cold and retensioned
cold after 10 hours of running.
1.
Belt Adjustment Nut
4.
Pivot Bolt
2.
Bracket Mounting Bolt
5.
Alternator Mounting Bolt
3.
Belt Adjustment Screw
6.
Bracket
Figure 44: Alternator Mounting and Belt Tension Screws
126
Engine Maintenance
Engine Speed Adjustments
Low Speed Adjustment
1. Start the unit and let it run until the engine is
warmed up.
2. Set the thermostat to make the engine run in
low speed and check the engine speed. The
engine speed should be 1625 ± 25 RPM.
3. If the engine speed is not correct, loosen the
jam nut on the low speed adjustment screw.
4. Turn the low speed adjustment screw to
change the engine speed. Turn the screw in to
increase the engine speed. Turn the screw out
to decrease the engine speed.
5. Set the engine speed at 1625 ± 25 RPM and
tighten the jam nut.
High Speed Adjustment
1. Start the unit and let it run until the engine is
warmed up.
2. Set the thermostat to make the engine run in
high speed and check the engine speed. The
engine speed should be 2425 ± 25 RPM.
3. If the engine speed is not correct, loosen the
jam nut at the end of the adjuster.
4. Unbolt the adjuster from the throttle lever and
turn to adjust the engine speed. Reinstall on
the throttle lever.
5. Set the engine speed at 2425 ± 25 RPM and
tighten the jam nut.
127
Engine Maintenance
128
Refrigeration Maintenance
Evacuation
Evacuation is Important and is Critical to System
Performance!
It has been determined through testing and system
analysis that refrigeration systems which contain
non-condensables such as nitrogen and/or air can
be overcharged with refrigerant when charged
using the sight glass method. An overcharge of
refrigerant will cause compressor damage.
Therefore, Thermo King recommends that all
repairs to the refrigeration system include the
removal and reclamation (cleaning) of the
refrigerant, followed by a thorough evacuation
using the proper tools and procedures. (See
attached tool list and evacuation procedures.)
•
Never attempt evacuation without a micron or
vacuum gauge. The micron gauge will help
determine:
a. If the pump is capable of pulling a deep
vacuum.
b. When the vacuum pump oil is
contaminated.
c. If the vacuum hoses and valves are leak
free.
d. If the unit is leak free.
e. How long you should evacuate the unit.
f. That the unit is still in a deep vacuum
before any lines are disconnected or
refrigerant is added.
The primary objective of evacuation is to bring
the system’s pressure to a low micron level to
ensure the removal of moisture and
non-condensables. There are however, certain
other principles which must be observed. These
are:
NOTE: The attached evacuation procedures
have been written to be used with the Thermo
King Evacuation System (see Tool Catalog).
However, the principles of 3-point evacuation
and the use of a micron gauge during
evacuation should always be practiced.
•
See the diagram of the Thermo King Evacuation
Station and note the location of the valves.
•
Evacuate from 3-points to access both sides of
check valves and solenoids. Energize
solenoids during evacuation to prevent
trapping of refrigerant or non-condensables.
Always leave service valve caps on during
evacuation and do not exercise the valve stems
while the unit is in a deep vacuum. Packing
glands on older valves are prone to leak.
Valve #1 (V-1): Is in the open position when the
pump is running to evacuate the hoses and/or the
unit. When V-1 is closed, the pump has been
isolated from the hoses and/or the unit.
Valve #2 (V-2): Is in the open position during unit
evacuation. In the closed position, V-2 isolates the
micron gauge and thermistor assembly from the
hoses and/or the unit.
Valve #3 (V-3): Is in the open position during unit
evacuation. When closed, V-3 isolates the micron
gauge and the vacuum pump from the other
evacuation hoses.
Valve #4 (V-4): Is in the open position during unit
evacuation. When closed, V-4 isolates the
evacuation hoses and the unit from the evacuation
system.
129
Refrigeration Maintenance
2
1
3
4
9
5
8
AGA654
7
1.
V-4
6.
Two Stage Vacuum Pump
2.
Thermistor
7.
To 110 Vac Power
3.
V-3
8.
Calibration Standard
4.
V-2
9.
Vacuum or Micron Gauge
5.
V-1
Figure 45: Evacuation Station
130
6
Refrigeration Maintenance
1.
100 Microns
2.
500 Microns
3.
1000 Microns
4.
2500 Microns
5.
5000 Microns
6.
20,000 Microns
7.
Atmospheric Pressure
8.
Calibration Adjustment Screw
9.
Example: Meter needle shown at calibration position
when Calibration Standard specifies 0.15 mm Hg.
Figure 46: Vacuum Gauge
131
Refrigeration Maintenance
•
NOTE: See the previous two pages for the
following discussion.
1. Connect the evacuation system to a 110 Vac
power supply. Connect a gauge manifold and
refrigerant supply to the fitting above valve
V-4. Turn the micron gauge On.
Pressure Rise
2. Close valves V-1, V-3 and V-4. Valve V-2 is
open.
Isolate the pump from the system by closing
the proper valve. Watch the movement of the
vacuum gauge needle. If the needle continues
to rise, this is an indication that a leak exists in
the unit or the connecting line. The leak must
then be located and eliminated.
e
is
Moisture
Pr
es
su
4. Open valve V-1 at the pump. The micron
gauge needle will move to the left. (See
micron gauge scale diagram—previous page).
Levels Off
R
3. Turn the vacuum pump On.
re
Set Up and Test of Evacuation
Equipment
NOTE: If the vacuum pump is okay, and
there are no leaks between V-1 and V-3, the
micron gauge should show less than 500
microns. If not, locate and correct the
problem.
5. With the pump still operating, open valve V-3.
If the micron reading does not return to a level
of less than 500 microns, locate and correct
the problem before continuing.
6. With the vacuum pump still operating, open
valve V-4. The micron level will rise
momentarily. If the micron reading does not
return to a level of less than 500 microns,
locate and correct the problem before
continuing.
Time
Figure 48: Moisture
•
Should the needle show a pressure rise but
finally level off to practically a constant mark,
this is an indication that the system is vacuum
tight but is still too wet, requiring additional
dehydration and pumping time.
7. Evacuate hoses to 100 microns or lowest
achievable level below 500 microns.
8. Once 100 microns is reached, close valve V-1
at the pump. Turn the vacuum pump Off.
e
is
R
e
ur
ss
re
tP
an
on
st
Leak
C
Pressure Rise
9. Observe the micron gauge reading. The
vacuum rise should not exceed 1500 microns
in 5 minutes.
Time
Figure 47: Leak
132
10. If the rise is above 1500 microns in 5 minutes,
check all hoses and connections for leaks.
Hoses with moisture present will require
additional evacuation time to achieve
satisfactory results.
NOTE: Dirty vacuum pump oil or a defective
vacuum pump will prevent a low micron
reading. Hoses and fittings can be isolated
individually to identify leaks.
Refrigeration Maintenance
Unit Evacuation
NOTE: Do not attempt to evacuate the unit until
the evacuation equipment has been tested and its
performance has been verified.
1. Prepare the unit for evacuation. Recover
refrigerant to 0 psig (0 kPa).
NOTE: New Federal Regulations may
require your recovery machine to pull the
system’s pressures lower than 0 psig [0 kPa].
CAUTION: Do not attempt to evacuate a
unit until you are certain that the unit is
leak free. A unit with less than a full
refrigerant charge should be thoroughly
leak checked and all leaks must be
repaired.
2. Install hoses on the receiver tank, suction
service valve and discharge service port.
3. Connect a gauge manifold and refrigerant
supply to the spare access port on valve V-4.
Bottle valve closed.
vacuum level exceeds 2000 microns after
5 minutes, a leak is present or additional
evacuation time is required.
8. If the vacuum level is acceptable, start the
pump and open valve V-1 to evacuate the
pressure rise (5 minutes).
9. Close valve V-1 and stop the pump. Observe
the micron gauge to confirm that the system
remains in a deep vacuum. Close valve V-4.
The unit is ready to charge.
Refrigerant Leaks
NOTE: Refer to Diagnosing Thermo King
Refrigeration Systems (TK 5984-3-TM) for leak
detection procedures.
Use a reliable leak detector (e.g., electronic
detector) to leak test the refrigeration system.
Inspect for signs of oil leakage which is the first
sign of a leak in the refrigeration system.
NOTE: It is normal for comprssor shaft seals to
have a slightly oily film.
4. Start the vacuum pump and open valves V-1,
V-2, V-3, V-4.
Unit Charging
5. Evacuate the system to 500 microns or the
lowest achievable level between 500 and 1000
microns.
NOTE: Unit must be leak checked and fully
evacuated before charging. Before charging,
make sure that the refrigerant lines from the
gauge manifold to the refrigerant supply bottle
have been evacuated or purged.
NOTE: The presence of refrigerant in the
compressor oil may prevent a low micron
reading from being achieved. The oil can
continue to “outgas” for long periods of
time. If the micron level appears to stall after
1/2 hour or 45 minutes between 1000 and
1500 microns, back seat the suction service
valve and observe the micron gauge. A sharp
drop in the micron reading (300 to 500
microns) would indicate that refrigerant is
present in the oil or a leak exists in the
compressor area.
6. When the desired micron level has been
achieved (500 to 1000 microns), close valve
V-1 at the pump. Turn the pump to Off.
7. Observe the reading on the micron gauge after
5 minutes have elapsed. The vacuum rise
should not exceed 2000 microns. If the
NOTE: Refer to the diagram on the next page
for the following discussion.
1. Back seat the suction service valve. The
discharge and receiver outlet valves remain
open to port.
2. Set the refrigerant supply bottle for liquid.
Open the gauge manifold hand valve, and
charge liquid refrigerant until the system has
the proper charge or until the system will take
no more liquid. If more charge is required,
charge will be added as a liquid through the
suction service valve if more refrigerant is
required.
3. After the liquid refrigerant is added, close the
gauge manifold hand valve.
133
Refrigeration Maintenance
4. Back seat (close) the receiver outlet valve.
Back seat the discharge service valve. Open
the suction service valve.
5. Open the refrigerant supply valve for liquid.
Open the gauge manifold hand valve.
6. Start and operate the unit with the thermostat
set for cool. Add liquid through the suction
service valve until the correct charge is
attained. Make sure that the liquid level does
not rise above the sight glass. Refer to the unit
serial plate for the correct amount of charge.
134
Refrigeration Maintenance
1.
Calibration Standard
6.
V-3
2.
Vacuum or Micron Gauge
7.
V-1
3.
V-4
8.
Two Stage Vacuum Pump
4.
V-2
9.
To 110 Vac Power
5.
Thermistor
Figure 49: Unit Charging
135
Refrigeration Maintenance
Refrigerant Charge
Testing the Refrigerant Charge with
a Loaded Box
Testing the Refrigerant Charge with
an Empty Box
1. Install a gauge manifold (optional).
If the unit has an insufficient charge of refrigerant,
the evaporator will be “starved” and the box
temperature will rise even though the unit is
operating. The suction pressure will drop as the
refrigerant charge decreases. The charge may be
determined by inspection of the refrigeration
through the receiver tank sight glass with the
following conditions established:
1. Place compartment bulkheads to separate
zones.
2. Install the gauge manifold.
3. Run the unit on High Speed Cool until the air
in the box indicates 0 F (-18 C). By allowing
the box to leak a small amount, you will be
able to maintain 0 F (-18 C).
4. The discharge or head pressure gauge should
read 275 psig (1896 kPa).
If the pressure is below this, it can be raised by
covering a portion of the condenser coil with a
piece of cardboard.
5. The compound gauge should be indicating 13
to 18 psig (90 to 124 kPa) gauge pressure.
If there is any doubt about the unit gauge,
check the calibration.
6. Under these conditions, the ball in the receiver
tank sight glass should be floating. If there is
no indication of refrigerant in the receiver tank
sight glass, the unit is low on refrigerant.
2. Run the unit on the Cool cycle.
3. Cover at least three quarters of the condenser
to drive any excess refrigerant from the
condenser into the receiver tank.
4. As the head pressure is rising, check the
receiver tank sight glass. The ball should be
floating. If there is no indication of refrigerant
in the receiver tank sight glass, the unit is low
on refrigerant.
NOTE: If the ball floats, there is sufficient
refrigerant in the unit for that load at that
particular box temperature. This test does
not determine if the unit contains a full
charge of refrigerant.
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 service or replacement.
To check compressor oil level with an ambient
air temperature above 50 F (10 C):
Install a gauge manifold on the compressor.
R-134a Systems: Operate the unit on Cool with a
10 psig (69 kPa) minimum suction pressure and a
100 psig (689 kPa) minimum discharge pressure
for 15 minutes or more.
R-404A Systems: Operate the
unit on Cool with a
10 psig (69 kPa) minimum suction pressure and
185 psig (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.
136
Refrigeration Maintenance
High Pressure Cutout (HPCO)
The high pressure cutout is located on the
discharge line. If the discharge pressure rises
above 470 psig (3241 kPa), the switch opens the
8H circuit to stop the unit. To test the switch,
rework a gauge manifold per illustration.
1. Connect the gauge manifold to the discharge
service port with a heavy duty, black jacketed
thick wall #HCA 144 hose with a 900 psig
(6204 kPa) working pressure rating.
1
2
AEA05
1.
Add Compressor Oil Here
2.
Oil Level Sight Glass
Figure 50: X214 Compressor
To check compressor oil level with an ambient air
temperature below 50 F (10 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 sight glass.
If the evaporator temperature is below 32 F (0 C),
it will be necessary to force defrost. To force
defrost, use a jumper wire and jump the number
12 wire at the defrost relay to ground. Then push
the manual defrost switch. Allow evaporator
temperature to rise to approximately 45 F (7.2 C).
Remove the jumper wire from the defrost relay.
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.
R-134a and R-404A systems use a special Ester
oil TK No. 203-413.
To add oil to the compressor, pump down
compressor, see “Compressor Pump Down and
Checkout.”
1.
Relief Valve
2.
O-ring
3.
Adapter Tee Weather Head
Figure 51: High Pressure Cutout Manifold
2. Set the thermostat well below the box
temperature so that the unit will be in High
Speed Cool.
3. Raise the discharge pressure of the
compressor by blocking the condenser coil air
flow by covering the roadside condenser grille
with a piece of cardboard.
NOTE: The discharge pressure should never
be allowed to exceed a pressure of 470 psig
(3241 kPa) on R-404A systems.
137
Refrigeration Maintenance
4. Failure of the HPCO system to stop
compressor operation should be investigated
first by checking the control circuit operation
and secondly by HPCO switch replacement.
4. Front seat discharge service valve, and
equalize the compressor to slightly positive.
Disassemble and inspect the discharge valve
plates.
Compressor Pump Down And
Checkout
1. Install a gauge manifold set on the
compressor. Open the service valves (crack
the valves off of the back seated position) to
access system pressure.
NOTE: Purge air from the gauge set.
2. Set the thermostat well below box
temperature, and run the unit in Cool mode
until temperature is stabilized (at least 5
minutes).
Figure 53: Compound Gauge Indicating 20 in.
Vacuum
WARNING: Any time the discharge valve
is front seated, disconnect the unit battery
or power source to prevent accidental
compressor start-up.
Low Side Pump Down
CAUTION: Do not pull scroll compressor
into a deep vacuum to perform routine
maintenance procedures.
NOTE: Operate the unit in COOL for 2 to 5
minutes before performing the low side pump
down.
1. Unplug the hot gas bypass solenoid.
2. Install a gauge manifold to the suction service
valve and the discharge service port.
1.
Suction Service Valve
2.
Compound Gauge
3. Operate the unit in low speed cool.
3.
High Pressure Gauge (0 to 500 psig)
4.
Discharge Service Valve
4. Close the receiver tank outlet valve and allow
the low side to pump down to 0 to 5 in. Hg
vacuum (0 to -17 kPa).
Figure 52: Install Gauge Manifold
3. Close (front seat) the suction service valve.
Pump the compressor down into a deep
vacuum (25 in.). Stop the unit. If the suction
pressure does not rise above 10 psig (69 kPa)
in 2 minutes, perform check procedures on the
three-way valve and the bypass check valve. If
the pressure does not rise, go to step 4.
138
CAUTION: Do not run scroll compressor
in a vacuum for more than a few seconds.
5. Turn the unit Off.
6. Prepare to perform service on the low side by
equalizing the high side and low side
pressures through the gauge manifold.
Refrigeration Maintenance
7. Equalize low side pressure to 1 to 2 psig (7 to
14 kPa).
NOTE: Repeat the pump down procedure if
the pressures equalize above 20 psig
(138 kPa). If acceptable low pressures
cannot be achieved after the third pump
down, the refrigerant must be recovered to
perform service on the low side.
NOTE: Valve stem MUST be back seated
during normal unit operation.
5. Operate the unit on Cool, and pump down the
low side to 0 in. (0 kPa) of vacuum.
6. Stop the unit. The condenser and suction
pressures should remain stable, indicating no
leaks.
7. Shift the three-way valve to heat position
using relay board test. Low side gauge will
raise slightly. High side gauge will drop to
approximately 30 to 50 psig (207 to 345 kPa).
Gauges will equalize.
8. Plug in the hot gas bypass solenoid.
9. Open the receiver tank return outlet valve,
remove the gauges and return the unit to
normal operation.
Three-Way Valve Condenser
Pressure Bypass Check Valve
The condenser pressure bypass check valve is
built into the three-way valve. This check valve
controls the bypass flow of refrigerant gas
between the condenser inlet line and compressor
discharge line.
The check valve is closed when the unit is running
on 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 screwdriver, gently turn the check
valve stem in until the valve is front seated.
3. Install a service gauge manifold set on
compressor.
4. Close (front seat) the receiver tank outlet
valve.
1.
Check Valve
2.
Heating/Defrost Position
3.
Cooling Position
Figure 54: Three-way Valve Condenser Pressure
Bypass Check Valve
8. Gauges will remain in this position
(approximately 30 to 50 psig [207 to
345 kPa]) if the three-way valve seals
properly toward the condenser and the
condenser pressure bypass check valve seals
properly.
139
Refrigeration Maintenance
9. 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.
10. Replace the cap on the condenser pressure
bypass check valve.
NOTE: Valve stem MUST be back seated
during normal unit operation.
11. Open the receiver tank return outlet valve,
remove the gauges and return the unit to
normal operation.
140
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.
Compressor
Removal
Commissioning Unit
1. Pump down the compressor and equalize the
pressure to slightly positive (1 to 2 psig
[7 to 14 kPa]).
The following procedure should be followed after
any of these conditions:
2. Loosen and remove the belts from the
compressor pulley.
•
The compressor has been replaced
•
There has been a large oil loss in the system
•
There has been a complete clean up or flush of
the refrigeration system.
3. Front seat the discharge and suction service
valves. Recover the remaining refrigerant
from the compressor.
1. Set the thermostat to the highest setpoint.
If the ambient temperature is above set point
range, jump power from the 2 circuit to HGS
and RHGS to allow the valves to open.
2. Run the unit for ten minutes to allow for
wetting of the system.
3. Set the thermostat for Cool (remove jumpers if
installed in the previous step).
Accumulator
Removal
4. Unbolt the discharge valve and suction valves
from the compressor.
5. Disconnect the high pressure cutout switch
wires.
6. Remove the compressor mounting bolts.
7. Lift the compressor out of the unit. Keep the
compressor ports covered to prevent dust, dirt,
etc., 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 measured so that the same amount
of oil can be added before placing the
replacement compressor in the unit.
1. Remove refrigerant using approved methods.
2. Unsolder the inlet and outlet refrigerant
suction lines from the accumulator tank.
3. Unbolt and remove the accumulator from the
unit.
Installation
1. Lift the compressor into the unit and install
the mounting bolts.
Installation
2. Install the service valves using new gaskets
soaked in refrigeration oil. Connect the high
pressure cutout switch wires.
1. Place the accumulator in the unit and tighten
the mounting bolts.
3. Reconnect the pilot valve and compound
pressure gauge hoses.
2. Solder the inlet and outlet suction lines to the
accumulator tank.
4. Pressurize the compressor and test for
refrigerant leaks.
3. Pressurize the low side and test for refrigerant
leaks. If no leaks are found, evacuate unit.
5. If no leaks are found, evacuate the
compressor. Replace the compressor/electric
motor belt and adjust the tension.
4. Charge the system with refrigerant. Check
refrigerant charge and compressor oil and add
as required.
6. Back seat the suction and discharge service
valves.
141
Refrigeration Service Operations
7. Operate the unit at least 30 minutes and then
inspect the oil level in the compressor. Add or
remove oil if necessary.
Liquid Line Check Valve
8. Check the refrigerant charge and add
refrigerant if needed.
1. Remove the refrigerant charge.
Condenser/Radiator Coil
Removal
1. Remove the refrigerant charge by approved
methods.
2. Remove the grille assembly.
3. Drain engine coolant from the expansion tank
and disconnect the coolant hoses from the
condenser/radiator coil.
4. Unsolder the hot gas inlet tube and liquid
refrigerant line connections.
5. Unbolt and remove the condenser/radiator
cap.
Removal
2. Unsolder the lines and remove the check
valve.
NOTE: Disassemble valve before unsoldering.
Installation
1. Clean the tubes for soldering.
2. Place the disassembled check valve in
position. Arrow on the valve body indicates
the direction of refrigerant flow through the
valve.
3. Solder the inlet and outlet connections. After
the valve cools, reassemble the valve.
4. Pressurize the refrigeration system and test for
leaks.
5. If no leaks are found, evacuate the system.
Installation
1. Clean the tubes for soldering.
6. Recharge the unit with refrigerant and check
the compressor oil.
2. Place the coil in the unit and install the
mounting hardware.
Dehydrator (Filter-Drier)
3. Solder the inlet line and liquid line refrigerant
connections.
Removal
4. Pressurize the refrigeration system and test for
leaks. If no leaks are found, evacuate the
system.
5. Connect the coolant hoses to the radiator and
refill the expansion tank with 50/50 ethylene
glycol/water solution.
6. Recharge the unit with refrigerant and check
the compressor oil.
7. Reinstall the front grille.
1. Pump down the refrigeration system and
equalize the pressure to slightly positive.
2. Disconnect the nuts at the end of the drier.
3. Loosen the mounting hardware and remove
the drier.
Installation
1. Install the new drier and tighten the mounting
screws and nuts. Install new o-rings.
2. Install and tighten the inlet nut to the receiver
tank outlet valve line (inlet end of drier is
labeled “IN”). Hold the drier with a back-up
wrench on the hex behind the flare fitting.
3. Release a small amount of refrigerant to purge
the air through the drier. Then tighten outlet
nut on the dehydrator to the evaporator line.
142
Refrigeration Service Operations
4. Pressurize the system and inspect for leaks. If
no leaks are found, open the refrigeration
valves and place the unit in operation.
2. Remove the feeler bulb from the suction line
clamp. Note the position of the feeler bulb on
the suction line.
Evaporator Coil
3. Unsolder the equalizer line from the
expansion valve.
Removal
4. Unsolder the inlet liquid line and the
distributor from the expansion valve.
1. Remove the refrigerant charge.
2. Remove the evaporator top panel.
5. Remove the expansion valve mounting bolt
and remove the expansion valve from the unit.
3. Disconnect the expansion valve from the
distributor. Disconnect the air switch hoses.
Installation
4. Unsolder the suction line and drain pan hot
gas line from the evaporator coil.
1. Install and bolt the expansion valve assembly
in the unit.
5. Disconnect the electric heaters and high
temperature cutout switch on Model 50 units.
2. Solder (95-5 Solder) the inlet liquid line and
the distributor to the expansion valve.
6. Remove the mounting bolts and slide the coil
from the evaporator housing.
3. Solder (95-5 Solder) the equalizer line to the
expansion valve.
Installation
1. Place the evaporator coil in the housing.
2. Install the mounting bolts and tighten.
3. Clean the tubes for soldering.
4. Solder the suction line and drain pan hot gas
line connections to the evaporator coil.
4. Clean the suction line to a bright polished
condition. 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 the
operation will be faulty. Wrap with insulating
tape.
5. Pressurize the low side and test for leaks. If no
leaks are found, evacuate the low side.
5. Connect the distributor to the expansion valve
assembly.
6. Connect the air switch hoses and install the
high temperature cutout switch and electric
heaters (Model 50).
7. Pressurize the low side and test for leaks. If no
leaks are found, evacuate the unit.
8. Open the refrigeration valves and place the
unit in operation. Install the refrigerant charge
and compressor oil and add as required.
1.
Suction Line
2.
Capillary Bulb
3.
End View
Figure 55: Location of Expansion Valve Bulb
Expansion Valve Assembly
Removal
1. Pump down the low side and equalize pressure
to slightly positive.
143
Refrigeration Service Operations
3. Remove the mounting bolts that hold the heat
exchanger on the bulkhead.
4. Disconnect the equalizer line from the suction
line.
5. Disconnect liquid outlet line flare nut from the
expansion valve.
1.
Top View
Figure 56: Completely Wrap Bulb with Tape
6. Note the position of the feeler bulb on the side
of the suction line. Remove the expansion
valve feeler bulb from the suction tube.
6. Open the refrigeration valves and place the
unit in operation.
7. Unsolder the suction line at the evaporator coil
end.
7. Test the unit to see that the expansion valve is
properly installed.
8. Unsolder the remaining outlet suction line and
inlet liquid line connections from the
condenser side of the bulkhead. Remove putty
from around the lines before unsoldering the
connections.
Cleaning In-line Screen
1. Perform a low side pump down; bleed
pressure back to 1 psig (7 kPa).
2. Remove the liquid line fitting.
3. A small tool with a slight hook may be needed
to pull screen from the expansion valve.
4. Clean the screen and reinstall.
NOTE: Outlet screen points toward the
distributor.
9. Lift the heat exchanger assembly out of the
evaporator housing.
Installation
1. Clean the tubes for soldering.
2. Place the heat exchanger assembly in the
evaporator housing and install the mounting
hardware loosely.
3. Solder liquid inlet and suction outlet line
connections on the condenser side of the
bulkhead. Seal openings through bulkhead
with putty when refrigerant lines have cooled
off.
4. Tighten the heat exchanger mounting
hardware securely.
5. Solder suction line connection to the
evaporator coil.
1.
Solder-in Expansion Valve Screen
2.
Solder-in Type
Figure 57: Expansion Valve
Heat Exchanger
Removal
1. Remove the refrigerant charge.
2. Remove the evaporator top cover.
144
6. Connect the equalizer line flare fitting to the
suction line and liquid outlet line flare fitting
to the expansion valve.
7. Pressurize the low side and test for leaks. If no
leaks are found, evacuate the unit.
8. Clean the suction tube to a bright polished
condition. Install the feeler bulb clamps and
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.
Refrigeration Service Operations
9. Open the refrigeration valves and place the
unit in operation. Install refrigerant charge.
Pilot Solenoid
10. Test the unit to see that the expansion valve is
properly installed.
Removal
High Pressure Cutout Switch
Removal
1. Install gauge manifold set.
2. Start the unit and pump down the low side.
3. Stop the unit.
1. Pump down the low side and equalize pressure
to slightly positive.
2. Disconnect the lines to the solenoid and
immediately cap to prevent moisture and air
from entering the system.
NOTE: The lines from the three-way valve to the
pilot solenoid will leak refrigerant at a high
velocity and should be capped.
4. Bleed high side to low side using gauge set.
3. Disconnect the electrical wires and remove the
pilot solenoid.
5. Disconnect the wires and remove the high
pressure cutout switch from the discharge
tube.
Installation
1. Replace the pilot solenoid in the unit.
1. Apply a refrigerant LoctiteTM to the threads of
the high pressure cutout switch.
2. Remove the caps from the lines and connect
lines to the pilot solenoid. Connect line from
the three-way valve first. Connect wires to the
valve.
2. Install and tighten high pressure cutout switch
and reconnect the wires.
3. Open the refrigeration valves and place the
unit in operation.
3. Pressurize the refrigeration system and test for
leaks. If no leaks are found, evacuate the
system.
4. Check for leaks.
Installation
High Pressure Relief Valve
Removal
1. Remove the refrigerant charge.
Pressure Regulator Valve
Removal
1. Pump down the low side and equalize pressure
to slightly positive.
2. Unscrew and remove the high pressure relief
valve.
2. Release remaining pressure and unsolder
pressure regulator valve from the accumulator
tank and suction tube.
Installation
Installation
1. Apply a refrigerant LoctiteTM to the threads of
the high pressure relief valve.
1. Clean the tubes for soldering.
2. Install and tighten the high pressure relief
valve.
3. Pressurize the refrigeration system and test for
leaks. If no leaks are found, evacuate the
system.
4. Recharge the unit with refrigerant and check
the compressor oil.
2. Place the valve in position and solder
connections.
3. Pressurize the low side and check for leaks.
4. If no leaks are found, evacuate the low side.
5. Open the refrigeration valves, and place the
unit in operation. Check the refrigerant charge
and add refrigerant as required.
145
Refrigeration Service Operations
Receiver Tank
Removal
1. Remove the refrigerant charge.
2. Unsolder the inlet tube from the receiver tank.
3. Unsolder the filter drier line from the receiver
tank outlet tube.
4. Unbolt the mounting brackets and remove the
receiver tank from the unit.
Installation
1. Place the receiver tank in the unit and install
the mounting bolts and nuts loosely. Position
the receiver tank so the sight glass is clearly
visible and the outlet tube lines up.
2. Solder the condenser inlet tube.
3. Solder the filter drier line to the receiver tank
outlet valve.
4. Tighten the receiver tank mounting hardware
securely.
5. Pressurize the refrigeration system and check
for leaks. If no leaks are found, evacuate the
system.
1.
Teflon Check Valve
4.
Cap
2.
O-ring
5.
Stem
3.
Snap Ring
6.
Spring
Figure 58: Condenser Pressure Bypass Check
Valve
5. Remove the spring and Teflon valve.
6. Inspect the check valve seat in the three-way
valve.
7. If replacement parts are needed, a kit must be
used which includes the Teflon valve, spring,
o-ring, valve stem and snap ring.
Installation
6. Recharge the unit with refrigerant.
1. Coat the o-ring with compressor oil (use same
type of oil that is used in the system) and
install it on the check valve stem.
Three-Way Valve Condenser
Pressure Bypass Check Valve
Repair
2. Insert the spring into the hole in the check
valve stem and then install the Teflon check
valve on the other end of the spring with the
hole in the valve towards the spring.
Removal
1. Remove the refrigerant charge.
2. Unscrew the condenser pressure bypass check
valve cap from the check valve.
3. Remove the snap ring.
4. Unscrew the check valve stem by using a
screwdriver in the slot provided.
NOTE: Spring and valve are held in by the
stem. While removing the stem, use care so
the spring and valve are not lost.
3. Coat the entire assembly with compressor oil
and install the assembly into the check valve
seat in the three-way valve.
CAUTION: The Teflon valve must be
inserted with the flat side against the valve
seat to ensure proper sealing.
4. Screw the check valve stem into the three-way
valve until the snap ring can be installed.
5. Install the snap ring.
6. Unscrew (back seat) the check valve stem
against the snap ring.
NOTE: Valve stem must be back seated
during normal unit operation.
146
Refrigeration Service Operations
7. Coat sealing area in cap with compressor oil
(use same type of oil that is used in the
system), install and tighten the cap on the
three-way valve.
8. Pressurize the refrigeration system and test for
leaks. If no leaks are found, evacuate the
system.
9. Recharge the unit.
9. Remove the piston.
10. Remove the center section and stem assembly.
11. Inspect the following parts for wear and
damage:
a. Bottom cap sealing and support areas
b. Center section, sealing surface
c. Top cap, sealing and support surface
Three-Way Valve Repair
The following parts will be discarded:
NOTE: The three-way valve can be repaired in
the unit if leakage or damage to the Teflon seals
should occur.
a. Stem assembly
b. All gaskets
c. Teflon seal and o-ring
Removal
12. Remove the screen.
1. Remove the refrigerant charge.
NOTE: The valve body cannot be reconditioned.
Seat positions change and improper sealing will
result.
2. Clean the exterior surface of the valve.
3. Remove the 1/4 in. copper line from the
three-way valve to the pilot solenoid.
4. Loosen the four 1/4 in. Allen head screws
(do not remove); use tool (see Tool Catalog) to
break the gasket at each side of the center
section.
CAUTION: Do not force the tool into the
brass or against the bolts.
5. Unsolder the condenser line from the
condenser.
6. Remove the 4 bolts from the valve.
7. Remove the top cap and spring.
8. Remove the spring clip. Observe the slot in
the spool shaft and slide piston away from this
slot.
147
Refrigeration Service Operations
Installation
NOTE: Three-way valve kit is used to repair
three-way valves (see Tool Catalog).
After cleaning and inspecting all parts, reassemble
the valve. Clean solder off the condenser line and
condenser head with sandpaper and tubing brush.
1. Install the screen into the bottom cap.
2. Install new stem into the center section.
3. Install new gaskets on both sides of the valve
body. Dip gaskets in compressor oil (use same
type of oil that is used in the system) before
installing.
4. Install a new o-ring on the piston, then place
the Teflon seal over the o-ring.
5. Install the piston on the stem and attach with
spring clip.
NOTE: The Teflon seal will stretch when it is
installed. To prevent this from becoming
permanent (and possibly malfunction), the
top cap must be installed immediately.
6. Install the spring and top cap.
7. Line up the passageways in the cap and body.
Failure to line up the holes will result in
improper operation of the valve.
8. Install bolts and tighten in rotating sequence.
9. Solder condenser line to the condenser inlet.
10. Install pilot solenoid line and pressurize
system with refrigerant to check for leaks.
11. If there are no leaks, evacuate the system and
recharge with refrigerant.
12. Run the unit to check for proper three-way
valve operation.
1.
Screw
8.
O-ring
2.
Top Cap
9.
Gasket
3.
Cap
10. Clip
4.
Check Valve Assembly 11. Seat
5.
Spring
12. Stem Assembly
6.
Piston
13. Screen
7.
Teflon Seal
14. Bottom Cap
Figure 59: Three-way Valve Assembly
148
Refrigeration Service Operations
Compressor Pulley Removal
and Installation
Units with the X214 compressor will have an
anti-seize lubricant on the tapered surfaces of the
two-piece compressor pulley. The anti-seize
lubricant facilitates the installation and removal of
the two-piece pulley. To ensure correct pulley
alignment, all rust and/or paint should be removed
1.
from the tapered portion of both the pulley and
hub, and the mounting screws should be torqued
to 7 to 10 ft-lb (23 to 14 N•m). Whenever the
two-piece pulley is removed from any type of unit
service, anti-seize lubricant should be applied to
the outside of the tapered surface on the pulley
bushing. Use one of the following recommended
anti-seize lubricants: Fel-Pro C5-A, Loctite 767,
Never-Seez NS-12, or Never-Seez NS-160.
Apply Anti-Seize Lubricant to the Tapered Surface of the Bushing Only.
2.
Bushing
3.
Torque Evenly to 7 to 10 ft-lb (23 to 14 N•m)
4.
Clean All Rust and Paint Off These Tapered Surfaces Before Installing.
5.
Pulley
Figure 60: Anti-Seize Lubricant Application
149
Refrigeration Service Operations
Oil Filter Maintenance
X214 compressors using R-134a and R-404A are
equipped with a bypass oil filter. To ensure the
system stays clean, the oil filter and filter-drier
MUST be changed every 2 years or whenever a
major service procedure has been performed.
1.
Stabilizer Bracket
8.
Flatwasher
15.
2.
Bracket Screw
9.
Sealing Washer
16.
3/8 O-ring
3.
Flatwasher
10.
O-ring
17.
Clamp
4.
Lockwasher
11.
ORS Adapter
18.
Compressor Outlet Tube
5.
Nut
12.
3/8 O-ring
19.
ORS Adapter
6.
Cylinder Head Stud
13.
Compressor Inlet Tube
20.
9/16 O-ring
7.
Bracket Nut
14.
Filter Assembly
Figure 61: Compressor Oil Filter
150
1/4 O-ring
Refrigeration Service Operations
Compressors Shipped with R-134a
X214 Thermo King compressors are charged with
Polyol Ester oil (POE) (TK No. 203-413). All
gauge fittings are 1/4 inch fittings.
CAUTION: Polyol Ester (POE) is the only
oil for use with Thermo King units using
R-134a and R-404A. It should not be
added to standard Thermo King units, nor
should the standard or synthetic oil be
added to system containing R-134a and
R-404A. Combining the two oils could
result in damage to the system.
Because Polyol Ester has an affinity for moisture,
it must be kept in capped containers. In addition,
it should be added as the last step in system repair.
Rubber gloves are recommended when handling
Polyol Ester because it may cause skin irritation.
Equipment Recommendations
For Use With R-404A
Dedicated Equipment
CAUTION: Equipment that has been used
with other refrigerants MUST NOT be
used with R-404A refrigerants. Mixing
R-404A with other refrigerants will cause
contamination of the refrigerant. Using
contaminated refrigerant will cause
system failure.
Vacuum Pumps
When evacuating, a two stage three or five CFM
pump is recommended. It is also recommended
that dry nitrogen be used first. Ideally, a new
vacuum pump should be used and dedicated for
use with R-404A systems because residual
refrigerants may remain in used vacuum pumps.
Pumps used with other Thermo King refrigerants
may be used but extreme care should be taken to
prevent contamination of R-404A systems with
other refrigerants.
The Thermo King Evacuation Station is
recommended. This station is available from
service parts under part number 204-725. See
Truck and Trailer Service Bulletin T&T 061 for
additional details.
Use only recommended vacuum pump oils and
change oil after every major evacuation. Vacuum
pump oils are highly refined and the use of
contaminated oils will prevent the desired vacuum
from being obtained. Failure to follow these
recommendations may result in conditions that
will destroy the vacuum pump.
Gauge Manifold Sets
Gauge manifold sets that show the correct
pressure-temperature relationship should be used.
Gauge manifolds and manifold hoses used with
other Thermo King refrigerants maybe used but
extreme care should be taken to prevent
contamination of the R-404A systems with other
refrigerants. Purge manifold and hoses with dry
nitrogen before using. Never use equipment that
may be contaminated with automotive type
polyalkylene glycol (PAG) oils.
System Clean-up
Existing clean up devices such as suction line
filters and compressor oil filters may be used if
they are thoroughly cleaned and new filter
elements are installed. All standard compressor
oils must be removed from clean-up devices to
prevent contamination of R-404A systems.
Dangerous contamination will result if other
refrigerants or standard oils are introduced to
R-404A systems.
NOTE: For additional information on parts and
supplies, consult your local Thermo King dealer
and Thermo King Tool Catalog.
Refrigerant Recovery
Present systems can be adapted to the recovery of
R-404A but should be dedicated to the recovery of
these refrigerants. Consult the manufacturer of
your recovery equipment for details.
An oil filter TK P/N 66-7800 is added to the
vacuum pump.
151
Refrigeration Service Operations
152
Hilliard Clutch Maintenance
Large Truck Unit Centrifugal
Clutch Change
The centrifugal clutch has three belt grooves and
its engagement speed is 600 ± 100 RPM.
Figure 62: Front View and Cross Section
153
Hilliard Clutch Maintenance
1
13
2
14
3
7
8
4
15
16
6
15
8
5
7
14
7
8
9
17
8
7
10
aea558
11
(3 belt grooves)
12
1.
Screw
10.
Grease Seal
2.
Washer
11.
Roller Bearing Inner Race
3.
Snap-Ring
12.
Pulley Housing
4.
Ball Bearing
13.
Elastic Stop Nuts (6)
5.
Large & Small Spacers
14.
Connector Link (6)
6.
Rolling Bearing
15.
Spring (6)
7.
Lockwasher (12)
16.
Shoe Assembly (3)
8.
Bushing (6)
17.
Screws (6)
9.
Hub
Figure 63: Hilliard Centrifugal Clutch
154
Hilliard Clutch Maintenance
Clutch Maintenance
Using an inspection mirror, inspect the clutch
every 1000 hours of operation or yearly,
whichever occurs first. If shoe wear is uneven on
different shoes, remove the clutch, clean the shoes
and drum, regrease bearings or replace if they are
worn. Inspect anchor bushings, shoe lining and
springs for wear and replace if necessary.
3. Remove housing from hub by supporting hub
(in a minimum of three places) in spoke area,
and pressing on the housing shaft. The inner
race of the roller bearing will remain on the
housing shaft.
Tools Required
•
Internal Retaining Ring Pliers
•
7/16 in. Wrench
•
7/32 in. Allen Wrench or 7/32 x 1/2 in. Socket
Drive
•
1/2 in. Impact Tool
•
Rubber or Plastic Hammer
•
7/16 in. Socket or Nut Driver
•
Arbor Press with Various Sized Arbors
•
Bearing Puller
•
Ratchet (Optional)
•
Torque Wrench
Figure 64: Housing Removal
4. Remove the nuts from six 1/4-28 link screws
and remove screws, links, and lockwashers.
5. Remove the springs and shoes.
6. Pull oil seal and press bearings out of hub.
Grease
MobilTM (Synthetic) (see Tool Catalog).
Disassembly Procedure
1. Remove retaining ring.
2. Remove the 3/8-16 flat head cap screw and
washer.
NOTE: This screw was installed using
LoctiteTM (see Tool Catalog) and will require
the use of an impact tool for removal.
NOTE: A small amount of heat (propane or
acetylene torch with small heating tip)
applied to the cap screw head may be
required to help loosen the screw.
Figure 65: Bearing Removal
NOTE: Press tool should be slightly smaller
than hub bore.
NOTE: Make sure the center of the hub is
supported and not the outer rim of the hub,
when pressing bearing out.
155
Hilliard Clutch Maintenance
7. Press bushings out of hub.
Figure 66: Bushing Removal
8. Remove inner race of roller bearing from the
housing shaft.
NOTE: This race had LoctiteTM applied and
was pressed in place. A puller will be
required to remove it.
NOTE: Make sure the center of the housing
is supported and not the outer drum of the
housing.
Assembly Procedure (Using New
Bearings and Seal)
1. Press bushings into hub side opposite flange.
NOTE: It is important to press bushings in
straight.
The bushings should also be centered in the
hub socket leaving relatively equal amounts
of bushing sticking out of the hub on each
side.
A suggested simple tool for pressing in
bushing to hub is a 1/4 in. screw x 3 in. or 4 in.
long and 1/4 in. nut. Thread nut onto screw
approximately 3/4 to 1 in.
Insert threaded end of screw into bushing.
Lubricate bushing by dipping in clean water
only. Then press into place.
156
Figure 67: Bushing Insertion
*DO NOT USE SOAP OR OIL TO
LUBRICATE BUSHING PRIOR TO
ASSEMBLY.
2. Remove the inner race from the roller bearing,
apply a small amount of LoctiteTM (see Tool
Catalog) to race I.D. and press onto the
housing shaft, seating against the step.
CAUTION: During all bearing assembly,
care must be taken to prevent LoctiteTM
from entering bearing.
3. Apply LoctiteTM (see Tool Catalog) to O.D. of
oil seal, then press seal in end of hub opposite
the flange to a depth of approximately 1/16 in.
below the surface.
4. Apply a small amount of LoctiteTM (see Tool
Catalog) to O.D. of roller bearing and press
into hub bore from the flange end until seated
against the step in bore.
5. Slip large and small spacer into hub I.D.
seating against the roller bearing.
Hilliard Clutch Maintenance
6. Apply MobilTM (see Tool Catalog) grease to
roller bearing and fill cavity between large and
small spacers. A small amount of grease
should also be applied to the seal lip and space
between the seal and roller bearing.
7. Pack ball bearing with MobilTM (see Tool
Catalog) grease.
8. Apply a small amount of LoctiteTM (see Tool
Catalog) to O.D. of ball bearing and press into
hub until seated against spacer. Wipe excess
LoctiteTM from hub.
9. Install retaining ring.
10. Position shoes in a circle on flat surface and
install springs on shoes.
11. Position shoes on the hub.
12. Install 1/4-28 x 1-3/4 in. screws through links,
then external tooth 1/4 in. lockwasher. Then
slide through bushings in shoes and hub.
13. Install remaining lockwashers then links and
1/4-28 in. locknuts, torquing them to
110 ± 5 in.-lbs (12.5 ± 6 N•m).
NOTE: Shoes MUST be held tightly against
hub while nuts are tightened.
14. Place the hub and shoe assembly into the
housing and place flatwasher over the bearing.
15. Apply Loctite (see Tool Catalog) to 3/8-16 x
1 in. screw and install through washer into
housing shaft. The housing and hub will be
drawn together to the proper relative position
as the screw is tightened. Tighten the screw to
30 to 35 ft.-lbs (41 to 48 N•m).
1.
Roller Bearing, Pack with MobilTM (see Tool
Catalog) grease
2.
Pack These Areas with MobilTM (see Tool
Catalog) grease at Assembly
3.
HEX HD Cap Screw (6X), 1-4/28 UNF X 1.75
Long. Torque to 110 ± 5 in-lbs (12.5 ±.6 N•m)
TM
NOTE: Shoes must be disengaged while
tightening 6 bolts and MUST be held
tightly against hub while nuts are
tightened.
4.
Bearing, Fill with MobilTM (see Tool Catalog)
grease Approximately 0.32 oz (70 to 80% full)
5.
3/8-16 UNC x 1.00 Long, Flat Head Socket Cap
Screw with Nylox Insert / Apply LoctiteTM (see
Tool Catalog) and Torque to 30 to 35 ft.-lb
(41 to 48 N•m)
6.
Serial Nameplate
Figure 68: Clutch
157
Hilliard Clutch Maintenance
158
Structural Maintenance
Unit And Engine Mounting
Bolts
Condenser Coil
Periodically check and tighten all unit and engine
mounting bolts. Torque the unit mounting bolts to
60 ft-lb (81.3 N•m). Torque the engine mounting
bolts to 50 ft-lb (68 N•m).
Clean the condenser coil during scheduled
maintenance inspections by blowing compressed
air from the back side of the coil out toward the
front of the unit (direction opposite normal air
flow). Inspect the coil and fins for damage and
repair if necessary.
Defrost Damper
Check the damper during scheduled maintenance
inspections for shaft wear, end play and sealing
against air flow.
AMA451
1.
Check Mounting Bolts for Tightness
Figure 69: Check Bolts For Tightness
Lift Points
The unit lifting points are noted below. Note that
three lift points must be used.
Position the damper so that the air flow is stopped
top and bottom with the solenoid plunger
bottomed.
1. If the damper does not close completely:
a. Energize damper solenoid by placing a
jumper wire from 12 Vdc to No. 29 wire in
the evaporator harness.
b. If damper blade closes, proceed to step 2.
If not, proceed to step 1.c.
c. Remove the jumper wire, loosen the
evaporator outlet adjustment angle and
move so when energized, the damper will
close.
Figure 70: Lift Points
Unit Inspection
d. Retighten the adjustment angle and repeat
steps a. and b.
2. If the damper blade does not seal evenly along
full width of blade:
Inspect the unit during unit pretrip inspection and
scheduled maintenance inspections for loose or
broken wires or hardware, compressor oil leaks,
or other physical damage which might affect unit
performance and require repair or replacement of
parts.
a. Loosen the damper bearing blocks.
Evaporator Coil
d. Lube bearing block and shaft with low
temperature grease (see Tool Catalog).
b. Manually close the damper so the blade
makes contact at the top and bottom of the
funnel, the full width of the blade.
c. Retighten damper bearing blocks.
Clean the evaporator coil during scheduled
maintenance inspections by blowing compressed
air opposite normal air flow. Inspect the coil and
fins for damage and repair if necessary.
CAUTION: Air pressure should not be
high enough to damage coil fins.
159
Structural Maintenance
1
2
Incorrect
AEA924
Incorrect
1.
Move Angle Down
2.
Move Angle Up
Correct
Figure 71: Defrost Damper Adjustment
Jackshaft Assembly
The MD-II MAX 30 does not have electric
standby capability, therefore, the electric motor is
replaced by a jackshaft. The jackshaft assembly
oil level plug should be removed, and the oil level
checked every 1000 operating hours. Check the
jackshaft during the pre-trip inspection for oil
leakage. If there is any sign of leakage, remove
the jackshaft assembly.
Model 30 truck units are equipped with jackshafts
that have improved venting. This improvement
was made by using a new air vent (P/N 55-6417),
adding an oil sling retainer (P/N 77-2434), and
using fanshaft oil (P/N 203-278). The new air
vent, oil sling retainer, and fanshaft oil reduce the
build-up of pressure inside the jackshaft.
NOTE: There are shims between the bearing
retainer cap and the housing. These should be
saved for possible reuse during reassembly.
4. Remove the shaft and bearings.
NOTE: The oil sling retainer is pulled out by the
bearing assembly on shaft.
5. Remove the retainer cap from level plug end
of assembly.
6. Use a punch and hammer to remove the seals
and bearing cups from bearing retainer caps.
7. Use a bearing splitter or similar tool to remove
the bearing cones from the shaft.
8. Clean all parts in clean solvent and then
examine the bearing cups and cones for
damage.
Disassembly
1. Remove jackshaft assembly from the unit and
remove the pulleys.
2. Remove the level and fill plugs and drain oil
reservoir.
3. Remove bearing retainer cap from fill plug
end of the jackshaft assembly.
1.
Fill Plug and Vent
2.
Oil Level Plug
Figure 72: Jackshaft Assembly
160
Structural Maintenance
1.
End Cap
2.
Oil Sling Retainer
3.
Tie Band
4.
Air Vent (P/N 55-6417)
5.
Shaft
Figure 73: Installing Oil Sling Retainer
Reassembly
1. Coat the edges of the oil seals with a gasket
sealant.
2. Using a suitable tool, install the seals in the
end caps. Fill the space between the seal lips
with grease. Install the assembled end cap
(seal and bearing race installed) on the oil
level plug end of jackshaft housing.
3. Place the oil sling retainer on the shaft. If the
bearings were removed from the shaft, place
the oil sling retainer on the shaft while
installing the bearings. If the bearings were
not removed from the shaft, press the oil sling
retainer onto the shaft through the opening in
the top of the oil sling retainer.
4. Use a tie band or a hose clamp as tool to
compress the oil sling retainer enough to fit
inside the jackshaft housing.
5. Install the shaft into the jackshaft housing
with oil sling retainer on the shaft with
bearing. Align the opening in the oil sling
retainer with the air vent opening in the top of
the jackshaft housing.
6. Use a punch and hammer to tap the oil sling
retainer into the jackshaft housing until it is
centered beneath the air vent opening and past
the housing lip that holds the outer race.
7. Remove the tie band or hose clamp.
8. Install the remaining end cap.
9. Torque the bolts to 10 ft-lb (13.6 N•m).
10. Check end play of the shaft with a dial
indicator. End play should be between 0.001
to 0.005 in. 0(.025 to 0.127 mm). Change
shims if necessary.
11. Pour 3.5 oz (104 ml) of fanshaft oil P/N
203-278 into the jackshaft housing.
161
Structural Maintenance
Fanshaft Assembly
The unit is equipped with a one-piece fanshaft
assembly that contains tapered roller bearings in a
sealed oil reservoir. This assembly does not
require any maintenance. There is a level plug and
a fill plug, but they are not normally utilized
except after removal and repair of the fanshaft
assembly. The condenser end oil seal and the
evaporator end oil seal should be checked during
the pre-trip inspection for oil leakage. If there is
any sign of leakage, the fanshaft assembly should
be removed and repaired.
NOTE: The fanshaft assembly requires a special
lubricant, TK P/N 203-278.
Disassembly
1. Remove the fanshaft assembly from the unit.
Remove both oil plugs and drain the oil from
the housing.
Figure 75: Removing Shaft
4. Using a punch, remove the oil seal from the
evaporator end of the assembly. With the seal
removed, clean the housing in solvent.
Figure 76: Removing Oil Seal
5. Check the condition of the vent. If it is loose
or damaged, it must be repaired or replaced.
Figure 74: Removing Bearing Retainer Bolts
2. After draining the oil from the housing,
remove the four retaining bolts from the
bearing retainer cap.
3. To remove the shaft from the assembly, tap the
opposite end of the shaft with a soft hammer.
After the shaft has been removed, clean all
parts in clean solvent.
162
6. After all the parts are cleaned, inspect the
bearings and bearing races for wear or
damage.
7. To replace the bearings, first remove the roll
pin that is in the center of the shaft.
Structural Maintenance
2. When replacing the bearing race on the
evaporator end of the assembly, the splash
guard will come out with the race. Reinstall
the splash guard after replacing the bearing
race.
Figure 77: Removing Roll Pin
8. With the roll pin removed, place a pipe over
the shaft and drive one bearing down until the
opposite bearing and bearing spacer release
from the shaft.
9. After removing one bearing and the bearing
spacer, turn the shaft upside down and drive
the other bearing off, using the pipe.
Figure 79: Installing Splash Guard
3.
Install a new oil seal after replacing the
bearing race and splash guard.
10. The bearing races can now be driven out with
a punch and replaced in the same manner.
Reassembly
1. Install the new bearings on the shaft with a
pipe in the same way they were removed.
Figure 80: Installing Oil Seal
4. Place the shaft in the housing. Install a new
seal in the retainer cap. Use the original shims
and replace the o-ring if necessary.
Figure 78: Installing Bearings
Figure 81: Shims and O-ring
163
Structural Maintenance
5. Install the retainer cap assembly over the
shaft, and then install the bolts.
6. Torque the bolts in a criss-cross pattern in
equal steps to 80 in-lbs (9.04 N•m).
NOTE: Use ONLY Thermo King special
fanshaft grease (P/N 203-278) in this assembly.
Lock the assembly in a vise with the vent
facing up. Pour grease through the top plug
until it runs out of the side hole. The assembly
holds 2.2 oz (65 ml). Check the condition of
the o-ring used on the plugs and replace if
necessary. Install top and side plugs. Clean up
any spillage.
9. Place the assembly on the workbench with the
vent up. Rotate the shaft by hand. The shaft
should be free enough to rotate without having
to hold the housing.
CAUTION: When installing the fanshaft
assembly, make sure that the vent is
mounted facing up.
Figure 82: Torquing Retainer Plate Bolts
7. Lock the assembly in a vise and set up a dial
indicator to read the end play. To measure the
end play, rotate the shaft while pushing in one
direction, and set the dial indicator to 0. Now
rotate the shaft and pull in the opposite
direction while reading the dial indicator. The
end play should be 0.001 to 0.005 in. (0.025 to
0.127 mm). If the end play is incorrect, use
different shims to obtain the correct end play.
Shims available from the Service Parts
Department:
0.020 in. (0.500 mm)
P/N 99-4231
0.007 in. (0.177 mm)
P/N 99-2902
0.005 in. (0.127 mm)
P/N 99-2901
Figure 83: Checking End Play
8. After the correct end play is obtained, add
grease for the bearings.
164
1.
Oil Plug Screw with O-ring
2.
Housing
3.
Breather Vent
4.
Oil Seal
5.
Shaft
6.
Sleeve
7.
Pin
8.
Screw with Flatwasher and Lockwasher
9.
Cap and Shims
10.
O-ring
11.
Roller Bearing
12.
Splash Guard Tube
Figure 84: Fan Shaft Assembly
Mechanical Diagnosis
Condition
Possible Cause
Unit switch On—nothing happens Dead battery
Unit switch On—indicator lights
come On but engine does not
crank
Engine cranks but fails to start
Remedy
Recharge or replace battery
Remote switch Off (optional)
Turn On
Fuse open
Replace
Corroded battery connections
Clean and tighten
Main harness fuse blown
Check for shorted main harness and
replace fuse
Battery low
Replace or recharge battery
Fuse blown
Replace
Starter solenoid defective
Repair or replace
Starter relay defective
Replace relay
Corroded battery connections
Clean and tighten
Starter clutch defective
Replace
Starter defective
Repair or replace
Misadjusted fuel solenoid linkage
Adjust
Fuel solenoid defective
Replace solenoid
No fuel or wrong fuel in tank
Fill fuel tank. After filling a
completely empty tank, first bleed
fuel system.
Engine too cold
Use winter preheat procedure
Glow plugs defective
Replace glow plugs
Air in fuel system
Bleed fuel system. During this
operation, it can also be determined
if the fuel lines are tight and filters
clean.
Speed/run relay malfunction
Check relay or unit thermostat
Insufficient compression
Measure compression pressure. If
necessary, grind valves or replace
piston
Electric fuel pump not operating
Check pump for running and 8 to
10 psig (55 to 69 kPa). Repair or
replace fuel pump
Injection pump incorrectly timed
Adjust timing
Faulty injection nozzle(s)
Repair injection nozzle or replace it
Faulty injection pump
Have pump repaired
165
Mechanical Diagnosis
Condition
Possible Cause
Remedy
Engine stops after starting
Air in injection pump
Bleed fuel system
Fuel filter obstructed
Replace filter element
High water temperature coolant
Add coolant. Check for leaks
Low oil pressure
Add oil. Check for leaks
Vent of fuel tank obstructed
Remove obstruction
Electric fuel pump not operating
Check pump for running and 8 to
10 psig (55 to 69 kPa). Repair or
replace fuel pump
Dry air cleaner plugged
Change filter element
Fuel solenoid not energized
Check run circuit
High refrigerant pressure
Locate and correct cause
Air or dirt in fuel system
Adjust
Fuel line leaks
Tighten connections of fuel lines. If
necessary, replace damaged lines
Speed adjustment wrong
Adjust speed
Electric fuel pump does not run
Check voltage. Repair or replace
pump
Fuel filter blocked
Install new filter
Electric fuel pump filter dirty
Clean and replace diesel filter
Delivery of fuel pump insufficient
Repair or replace pump
Cylinder head gasket leaking
Replace gasket
Piston rings worn, stuck or broken
Replace rings
Cylinder worn
Replace or bore
Leaking injection nozzle or irregular
injection caused by fouling
Clean and repair nozzle
Insufficient compression pressure
due to faulty piston or valves
Check cylinder with compression
tester. If necessary, grind valves or
replace piston
Air filter clogged
Clean air filter
Fuel tank vent clogged
Unclog vent
Injection rate too low
Adjust pump discharge rate
Insufficient injection pressure
Readjust or replace nozzle
Pump injects too early or too late
Adjust injection pump timing
Air in fuel system
Bleed fuel system
Air is drawn into fuel pump
Check all fuel lines and fittings
Loose governor assembly
Check and repair governor
assembly
Restricted exhaust system
Clean or replace restricted parts
Engine does not reach full power
166
Mechanical Diagnosis
Condition
Possible Cause
Remedy
Engine is sooting heavily, emits
thick black clouds of smoke
(excessive fuel to air ratio)
Wrong fuel
Drain and refill with correct fuel
Clogged air intake system
Clean air cleaner
Restricted exhaust system
Clean or replace
Opening pressure of nozzle is too
low or needle sticks
Repair nozzle. Replace if necessary
Injection amount too great
Have pump repaired
Oil being drawn in
Check oil level in oil bath air filter
Injection pump timing
Check timing of injection pump
Excessive load
Check drive system and engine oil
pressure
Insufficient air
Clean air filter
Air in fuel system
Bleed fuel system
Engine is cold
Warm up
Fuel return line plugged
Remove restriction
Injection pump not timed
Retime injection pump
Injection nozzle fouled or opening
pressure too low
Clean, repair or replace injection
nozzle
Dirty radiator
Clean radiator
Worn engine parts
Overhaul engine
Engine coolant is low
Add coolant slowly while engine is in
operation
Dirty or plugged radiator
Clean radiator
Cooling system heavily scaled
Clean cooling system
Water pump leaks
Repair or replace water pump
Worn or loose belt
Replace belt or adjust
Cylinder head gasket leaks (bubbles
appear in radiator if cylinder gasket
is leaking)
Replace cylinder head gasket.
Correct gasket
Faulty thermostat
Check or replace the thermostat
Faulty temperature gauge
Replace gauge
Insufficient oil in pan
Refill oil base after correcting cause
of loss
Leak in oil line
Tighten oil line fittings
Oil relief valve sticking
Disassemble and clean oil pressure
regulator valve
Faulty oil pressure switch
Replace if necessary
Worn oil pump, camshaft, main or
connecting rod bearings, loose oil
gallery plug, oil in water through
crack
Repair engine
Oil leakage
Check and eliminate possible
causes
Engine knocks
Engine runs hot
Oil pressure too low or drops
suddenly
High oil consumption
167
Mechanical Diagnosis
Condition
Blue Smoke (oil consumption)
Possible Cause
Remedy
Clogged air cleaner
Clean air cleaner
Damaged valve seals
Replace seals on valve stem
Worn valve stem or valve guides
Replace valves and valve guides
Broken piston rings or cylinder bore
worn or scored
Have engine repaired. Replace
broken piston rings
Crankcase breather clogged
Clean crankcase breather
Excessive oil consumption
See “High oil consumption”. Repair
as necessary
White Smoke (fuel is not burning) Cold engine
Battery is not recharging
168
Allow engine to warm up
Low compression
Check and eliminate possible
causes. Repair as necessary
Timing
Readjust timing
Air or water in fuel
Bleed system. Replace filters, clean
fuel system, drain and clean tank
and check supply tank for water.
Use known good fuel
Insufficient preheat
Check glow plugs
Loose alternator belt
Tighten belt
Loose connections in electrical
system
Check all electrical connections and
charging system
Worn brushes in alternator
Repair
Voltage regulator faulty
Replace
Battery defective
Replace
Alternator defective
Repair or replace
CYCLE-SENTRY Diagnosis
Condition
Possible Cause
Test Procedure
Unit will not energize the run
relay when required
Defective run relay
Test run relay
Open 7A circuit from selector switch
to run relay
Test 7A circuit
Defective selector switch
Test circuit from 7M to 7A on switch
in the start-stop function
Defective load temperature
thermostat
Check load temperature thermostat
in Continuous Run mode
Open D7 or D8 diodes
Test D7 and D8 diodes
Defective CYCLE-SENTRY IV
module
Test CYCLE-SENTRY module
Open 53 circuit from run relay to
CYCLE-SENTRY module
Test 53 circuit
Defective preheat relay
Test preheat relay
Open 52A circuit from preheat relay
to CYCLE-SENTRY module
Test 52A circuit
Open D7 or D8 diodes
Test D7 or D8 diodes
Defective CYCLE-SENTRY module
Test CYCLE-SENTRY module
Open CH circuit to
CYCLE-SENTRY module
Test CH circuit
Open 7A circuit from selector switch
to the preheat relay
Test 7A circuit
Open 2A circuit to preheat relay
(after 9-89)
Test 2A circuit
Defective CYCLE-SENTRY module
Test CYCLE-SENTRY module
Open 52 circuit from start relay to
starter
Test 52 circuit
Open 8S circuit from start relay to
starter
Test 8S circuit
Defective start relay
Test start relay
Defective starter
Test starter
Unit will not automatically crank,
but will preheat automatically
(continued)
Open 8 circuit to starter relay (after
9-89)
Test 8 circuit
Open 7A circuit to starter relay
Test 7A circuit
Unit disengaged starter before
engine is running
Defective CYCLE-SENTRY module
Test CYCLE-SENTRY module
Low battery condition
Test battery under load
Defective starter
Test starter in Continuous Run
mode
Preheat relay will not energize
when required
Unit will not automatically crank,
but will preheat automatically
169
CYCLE-SENTRY Diagnosis
Condition
Possible Cause
Test Procedure
Unit does not disengage starter
when engine is started
Defective starter
Test starter in Continuous Run
mode
Defective RPM sensor
Test 52A circuit
Open or grounded FS-1 or FS-2
circuit from RPM sensor to
CYCLE-SENTRY module
Test FS-1 or FS-2 circuit
Defective CYCLE-SENTRY module
Test CYCLE-SENTRY module
Unit fails to start (normal indication)
Test for normal starting in
Continuous mode
Open 52 circuit from start relay to
CYCLE-SENTRY module
Test 52 circuit
Open 8S circuit from start relay to
starter
Test 8S circuit
Defective CYCLE-SENTRY module
Test CYCLE-SENTRY module
Standard 4-mode unit has no low
speed cool in automatic
start-stop mode (unit shuts Off
after High Speed Cool
Defective thermostat
Test thermostat
Open diode D6
Test D6 diode
Standard 4-mode unit will not
initiate start from defrost
Open 29 circuit
Test 29 circuit to PC board
Open D11 diode or R9 resistor, or
29T circuit on PC board
Test D11 diode or R9 resistor and
29T circuit on PC board to
thermostat
Defective thermostat
Test unit thermostat
Defective block temperature
thermostat
Test block temperature thermostat
Open 8B circuit to block
temperature thermostat
Test 8B circuit
Open 7A circuit from block
temperature thermostat to run relay
Test 7A circuit
Defective block temperature
thermostat switch
Test block temperature thermostat
switch
Defective load temperature
thermostat
Test load temperature thermostat in
Continuous Run mode
Engine temperature below 120 F
(49.0 C)
Check engine temperature after
warm up
Battery not charged
Charge battery
Defective battery sentry
Replace battery sentry
Charging system faulty
Correct charging system
Unit turns On and reset switch
trips
Unit will not initiate start if engine
temperatures drop below 60.0 F
(15.5 C)
Unit will not stop when load
temperature thermostat is
satisfied
170
Electric Standby (Optional) Diagnosis
Condition
Possible Cause
Remedy
Unit switch On—indicator lights
do not come On
Battery discharged
Charge or replace battery
Remote switch off
Turn On switch (optional)
Circuit breaker or safety switch
open
Push in button. Replace switch if
defective
Electric motor reset switch tripping
Check for short circuit in unit wiring
(high voltage)
Fuse link blown
Replace fuse link
Dirty battery terminals
Clean and retighten terminals
Diesel/Electric switch on Diesel
Move switch to Electric position
No standby power
Provide power to unit; check power
at:
Unit switch On—indicator lights
come On but electric motor does
not run
1. Power source
2. Power plug
3. Motor contactor hot side
4. Motor contactor load side
(contactor closed)
5. Overload relay
6. Motor terminals
Electric motor hums but does not
run
Contact chatter
Defective motor contactor
Repair or replace motor contactor
Defective low oil pressure switch
Replace low oil pressure switch
Overload relay tripping
Check for shorted motor windings or
wires
Defective motor
Replace motor
Batteries discharged
Charge ore replace batteries
Locked rotor (overload relay will
open after a period of time)
Remove interference
Locked compressor
Repair compressor
Defective clutch on engine (locked
up)
Repair or replace clutch
Low line voltage or no voltage on
one leg
Bring voltage up to within 10% of
motor rating
Low battery voltage
Check voltage condition. Check
momentary voltage dip during
starting—low voltage prevents
magnet sealing
Defective or incorrect coil
Replace coil
Poor contact in control circuit
Check auxiliary switch contacts and
overload relay contacts. Check for
loose connections in control circuits
Poor ground on PC board
Test ground circuit on PC board
Defective thermostat relay
Check operation of thermostat relay
171
Electric Standby (Optional) Diagnosis
Condition
Possible Cause
Remedy
Contact welding or freezing
Abnormal in-rush of current
Check or grounds, shorts or
excessive motor load current
Low voltage
Correct voltage condition. Check
momentary voltage dip during
starting
Foreign matter prevents contacts
from closing
Clean contacts
Rapid cycling
Check for cause of short cycling
(such as thermostat)
Short circuit
Correct fault
Defective heater contactor
Replace contactor
26 wire open
Locate open and repair
Defective high temperature switch
or sensor
Replace switch or sensor
Loose connections in electrical
system
Check all electrical connections and
charging system
Worn brushes in alternator
Replace brushes
Voltage regulator faulty
Repair or repalce regulator
Battery defective
Replace battery
Alternator defective
Repair or replace alternator
Loose belt
Tighten belt
Dirty battery terminals
Clean and retighten
Electric heaters do not heat—
(optional) indicator lights come
On
Battery is not recharging
172
Rapid cycling between Cool and Heat
Unit cools in Heat and Defrost cycle
Unit heats in Refrigeration cycle
High head pressure
Low head pressure
No head pressure
High suction pressure
Low suction pressure
No suction pressure
Unit operating in a vacuum
Receiver sight glass empty
Suction line frosting back
Unable to pump down system
Unable to pull vacuum in low side
Unable to hold vacuum in low side
Noisy compressor
Unit not refrigerating
Unit not heating or defrosting
Symptom
Refrigeration Diagnosis
•
•
•
•
•
•
•
•
•
•
•
Possible Causes
Overcharge of refrigerant
•
• Shortage of refrigerant
•
• No refrigerant
•
Air through condenser too hot (ambient)
•
Air flow through condenser restricted
•
•
•
Air through condenser too cold (ambient)
•
•
•
•
Air in refrigerant system
Condenser fan blades bent or broken
•
Air short cycling around evaporator coil
•
•
Air through evaporator restricted
•
•
•
Evaporator needs defrosting
•
•
Compressor discharge valves leaking
•
Compressor seals leaking
•
•
•
•
•
•
Too much compressor oil in system
•
Faulty oil pump in compressor
•
Loose compressor pulley
•
Compressor bearing loose or burned out
•
Broken discharge check valve in compressor
•
Expansion valve power element lost its charge
173
Rapid cycling between Cool and Heat
Unit cools in Heat and Defrost cycle
Unit heats in Refrigeration cycle
High head pressure
Low head pressure
No head pressure
High suction pressure
Low suction pressure
No suction pressure
Unit operating in a vacuum
Receiver sight glass empty
Suction line frosting back
Unable to pump down system
Unable to pull vacuum in low side
Unable to hold vacuum in low side
Noisy compressor
Unit not refrigerating
Unit not heating or defrosting
Symptom
Refrigeration Diagnosis
•
•
•
•
•
•
•
•
Expansion valve closed too much
Expansion valve needle eroded or leaking
•
•
Expansion valve feeler bulb making poor contact
Expansion valve open too much
•
•
Possible Causes
•
•
•
Expansion valve partially closed by ice, dirt or wax
Liquid refrigerant entering compressor
•
•
Restricted line on the low side
•
•
•
•
Restricted line on the high side
•
•
•
•
Restricted drier
• Evaporator shutter open
•
•
•
•
•
•
•
•
•
Suction service valve back seated
•
•
•
•
• Faulty CIS
•
•
• Faulty Hot Gas Solenoid
• Loose or broken electrical connections
•
•
•
•
•
•
•
•
•
•
Thermostat or thermometer out of calibration
Suction pressure gauge out of calibration
•
174
Evaporator shutter stuck closed
Leaky receiver tank outlet valve
• DPR Valve Faulty
Refrigeration Diagrams
Cool Cycle—MD-II with TherMax™ Heating
1.
Compressor
10.
Dehydrator
2.
Three-Way Valve
11.
Receiver Outlet Check Valve
3.
Condenser Coil
12.
Accumulator Tank
4.
Pilot Solenoid
13.
Suction Pressure Regulator
5.
Heat Solenoid
14.
Heat Exchanger
6.
High Pressure Relief Valve
15.
Expansion Valve
7.
Receiver Tank
16.
Pan Heater
8.
Sight Glass
17.
Evaporator Coil
9.
Receiver Outlet Valve
Figure 85: Cool Cycle Diagram
175
Refrigeration Diagrams
Condenser Evacuation Cycle—MD-II with TherMax™ Heating
1.
Compressor
10.
Dehydrator
2.
Three-Way Valve
11.
Receiver Outlet Check Valve
3.
Condenser Coil
12.
Accumulator Tank
4.
Pilot Solenoid
13.
Suction Pressure Regulator
5.
Heat Solenoid
14.
Heat Exchanger
6.
High Pressure Relief Valve
15.
Expansion Valve
7.
Receiver Tank
16.
Pan Heater
8.
Sight Glass
17.
Evaporator Coil
9.
Receiver Outlet Valve
Figure 86: Condenser Evacuation Cycle Diagram
176
Refrigeration Diagrams
Heat and Defrost Cycle—MD-II with TherMax™ Heating
1.
Compressor
10.
Dehydrator
2.
Three-Way Valve
11.
Receiver Outlet Check Valve
3.
Condenser Coil
12.
Accumulator Tank
4.
Pilot Solenoid
13.
Suction Pressure Regulator
5.
Heat Solenoid
14.
Heat Exchanger
6.
High Pressure Relief Valve
15.
Expansion Valve
7.
Receiver Tank
16.
Pan Heater
8.
Sight Glass
17.
Evaporator Coil
9.
Receiver Outlet Valve
Figure 87: Heat and Defrost Cycle Diagram
177
Refrigeration Diagrams
178
Index
A
accumulator 141
after start inspection 41
air switch, specifications 19
alternator 85
antifreeze
maintenance procedures 111
auto start diesel operation 38
B
battery 87
belt
alternator/evaporator fan 126
compressor/electric motor/jackshaft 125
compressor/evaporator/alternator 126
engine/compressor 125
water pump 125
belt tension, specifications 19
belt tensions 124
C
charging system 87
clutch maintenance 153
commissioning unit 141
compressor 23, 141
compressor oil 136
compressor oil sight glass 36
compressor pulley 149
compressor pump down 138
condenser coil 142, 159
condenser pressure bypass check valve 139, 146
continuous run operation 39
control circuit fuse 37
control system circuit breaker 37
coolant tank 36
crankcase breather 108
CYCLE-SENTRY diagnosis 169
CYCLE-SENTRY diesel operation 38
CYCLE-SENTRY operation 24, 39
electrical components, specifications 19
electrical contacts 87
electrical control system, specifications 19
electrical maintenance 85
engine air cleaner 108
dry type 108
oil bath type 108
engine coolant high temperature cutout 37
engine cooling system 110
engine fuel system 112
engine low oil pressure cutout 37
engine lubrication system 107
engine maintenance 107
engine oil change 107
engine oil dipstick 36
engine oil pressure switch 107
engine operation 24
engine reset switch 36, 89
engine speed adjustments 127
engine thermostat 112
engine valve clearance 118
engine, specifications 17
evacuation 129
evaporator coil 143, 159
evaporator high temperature protection switch 37
expansion valve 143
F
fanshaft 162
filter-drier 142
fuel filter replacement 114
fuel limit screw 118
fuel solenoid 119
fuel stop solenoid, replacement 123
fuel system bleeding 114
fuel tank, draining water 114
G
general description 23
glow plugs 88
D
defrost air switch 35, 89
defrost damper 159
defrost operation 25
defrost termination switch 35
dehydrator 142
diagnosis, CYCLE-SENTRY 169
diagnosis, electric standby 171
diagnosis, mechanical 165
diagnosis, refrigeration 173
digital thermometer 36
E
electric fuel pump 115
electric motor reset switch 36
electric operation 24, 40
electric standby diagnosis 171
electric standby, specifications 20
H
heat exchanger 144
high pressure cutout (HPCO) 137
high pressure cutout switch 145
high pressure relief valve 145
hourmeters 36
I
injection pump 115
integral fuel solenoid
electrical changes 120
troubleshooting 121
J
jackshaft 160
179
Index
L
lift points 159
liquid line check valve 142
loading procedure 41
low oil pressure switch (LOP) 89
low side pump down 138
M
maintenance inspection schedule 21
MD-II MAX Model 30 23
MD-II MAX Model 50 23
mechanical diagnosis 165
modes 24
mounting bolts 159
O
oil change, engine 107
oil filter 150
oil filter change 107
oil, compressor 136
operating modes 24
overload relay 36
P
phase converter 91
pilot solenoid 145
post load procedure 41
post trip checks 41
preheat buzzer 37, 87
pressure regulator valve 145
pretrip inspection 37
R
R-134a 151
R-134a refrigeration system, specifications 18
R-404A 3, 151
R-404A refrigeration system, specifications 18
radiator coil 142
receiver tank 146
receiver tank sight glass 36
recover refrigerant 3
refrigerant charge 136
refrigerant high pressure cutout 37
refrigerant high pressure relief valve 37
refrigerant leaks 133
refrigeration diagnosis 173
refrigeration maintenance 129
refrigeration service operations 141
remote control box
overview 35
remote light indicator box 36
RPM sensor 87
S
safety precautions 13
auto start/stop 13
electrical hazards 14
general practices 13
high voltage 15
180
low voltage 16
microprocessor service 14
refrigerant 13
refrigeration oil 14
welding 15
schematic diagrams 183
serial number locations 25
specifications 17
air switch 19
belt tension 19
electric standby 20
electrical components 19
electrical control system 19
engine 17
R-134a refrigeration system 18
R-404A refrigeration system 18
standby power requirements 20
thermostat 20
standby power requirements, specifications 20
structural maintenance 159
T
TG-V 43
alarm codes 53
connector pins 105
control keys 47
display information 48
display symbols 45
displaying operating data 50
electrical 103
entering setpoint 52
Features 23
field test 103
guarded access mode 56
overview 34
sensor test 83
single temp in-cab controller 44
standard display 48
terminal identification 80
terminal voltage chart 79
testing 74
TherMax 90
thermostat, specifications 20
three-phase electric motor 91
three-way valve 139, 146, 147
U
unit
description 23
features 25
options 25
photographs 27
protection devices 26
unit charging 133
unit control box
overview 33
unit evacuation 133
unit indicators 36
unit inspection 159
Index
unit operation 37
unit protection devices 36
V
voltage, excessive 86
W
wiring 87
wiring diagrams 183
181
Index
182
Wiring and Schematic Diagrams Index
Dwg No.
Drawing Title
Page
3D98734
Cab Control MD Wiring Diagram
185
5D41583
MD w/o Thermostat Cab Control Schematic
186
5D39622
MD Cab Box Wiring Diagram
187
5D40793
MD Cab Control w/Thermostat Schematic Diagram
188
5D44893
MD-II 50 STD 1-Phase Wiring Diagram
189-190
5D44894
MD-II 50 C/S 1-Phase Wiring Diagram
191-192
5D44874
MD 50 STD 3-Phase Wiring Diagram
193-194
5D44875
MD 50 STD 3-Phase Schematic Diagram
195-196
5D44892
MD 30 STD Wiring Diagram
197-198
5D44895
MD 30 STD Schematic Diagram
199-200
5D44891
MD 30 C/S Wiring Diagram
201-202
5D44888
MD w/CYCLE-SENTRY Schematic Diagram
203-204
5D44890
MD 50 C/S 3-Phase Wiring Diagram
205-206
5D44889
MD w/CYCLE-SENTRY Schematic Diagram
207-208
183
Wiring and Schematic Diagrams Index
184
Cab Control MD Wiring Diagram
185
MD w/o Thermostat Cab Control Schematic
186
MD Cab Box Wiring Diagram
187
MD Cab Control w/Thermostat Schematic Diagram
188
MD-II 50 STD 1-Phase Wiring Diagram—Page 1 of 2
189
MD-II 50 STD 1-Phase Wiring Diagram—Page 2 of 2
190
MD-II 50 C/S 1-Phase Wiring Diagram—Page 1 of 2
191
MD-II 50 C/S 1-Phase Wiring Diagram—Page 2 of 2
192
MD 50 STD 3-Phase Wiring Diagram—Page 1 of 2
193
MD 50 STD 3-Phase Wiring Diagram—Page 2 of 2
194
MD 50 STD 3-Phase Schematic Diagram—Page 1 of 2
195
MD 50 STD 3-Phase Schematic Diagram—Page 2 of 2
196
MD 30 STD Wiring Diagram—Page 1 of 2
197
MD 30 STD Wiring Diagram—Page 2 of 2
198
MD 30 STD Schematic Diagram—Page 1 of 2
199
MD 30 STD Schematic Diagram—Page 2 of 2
200
MD 30 C/S Wiring Diagram—Page 1 of 2
201
MD 30 C/S Wiring Diagram—Page 2 of 2
202
MD w/CYCLE-SENTRY Schematic Diagram—Page 1 of 2
203
MD w/CYCLE-SENTRY Schematic Diagram—Page 2 of 2
204
MD 50 C/S 3-Phase Wiring Diagram—Page 1 of 2
205
MD 50 C/S 3-Phase Wiring Diagram—Page 2 of 2
206
MD w/CYCLE-SENTRY Schematic Diagram—Page 1 of 2
207
MD w/CYCLE-SENTRY Schematic Diagram—Page 2 of 2
208
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