TD-I Tk 9029-1 (34 Copyright © 1985 — Thermo King Corp. — Minneapolis, MN, U.S.A. tithe in U.S.A.The maintenance information in this manual covers unit models: TD-1 25 230V (088.340) ‘TD-1 50 230 (088.342) TD-1 25 460V (088.346) TD-1 50 460V (088.347) TD-1 25 EEC (088.359) TD-1 50 EEC (088.361) TD-1 30 (088.341) TD-1 CYCLE-SENTRY (088.364) TD-1 30 EEC (088.360) For further information, refer to ... Overhaul Diagnosing the TK Refrigeration System TK 5884 X418, X426 & X430 Compressor Overhaul TK 6875 Refrigeration Systems TK S715 Too! Catalog TK 5955 CYCLE-SENTRY II Diagnosis TK 7897 The information in this manual is provided to assist owners, operators and service ‘people in the proper maintenance of Thermo King units. For detailed descriptions of Thermo King engines, compressors or refrigeration systems, see the appropriate Thermo King Overhaul Manual or Refrigeration Systems Maintenance Manual.Table of Contents Safety Precautions Specifications Maintenance Inspection Schedule Unit Description Operating Modes Protection Devices Sequence of Operation Serial Number Locations Unit Features Unit Options: Unit Photographs Operating Instructions Cycle Sentry Unit Controls Unit Instruments Unit Operation Unit Protection Devices Electrical Maintenance Alternator Battery Charging System Compressor Low Oil Pressure Switch Condenser/ Evaporator Fan Rotation CYCLE-SENTRY Check Defrost Air Switch Checkout & Adjustment Defrost Components Defrost Cycle Defrost System Defrost Timer Checkout Thermometer Calibration Electrical Contacts Engine Low Oil Pressure Switch Intake Heaters Reset Switch ‘Thermostat Calibration ‘Thermostat Repair ‘Thermostat Switch Sequence Unit Wiring Engine Maintenance Belts Clutch Crankcase Breather Electric Fuel Pump Engine Air Cleaner Engine Cooling System Engine Fuel System Engine Lubrication System Engine Lubrication System Fuel & Throttle Solenoid Adjustments GSSRLSSSSS S SXGBSSLKLSSESSEK SERS Injection Pump & Governor Adjustments Injection Pump Removal, Reinstallation & Timing Valve Adjustmert Refrigeration Maintenance Checking Compressor Oil ‘Compound Pressure Gauge Compressor Pumpdown High Pressure Cutout Refrigerant Charge Refrigerant Leaks Three-way Valve Bypass Check Valve Refrigeration Service Operations ‘Accumulator Bypass Check Valve Compressor Condenser/Radiator Coil Condenser Check Valve Dehydrator Discharge Vibrasorber Evaporator Coil Expansion Valve Assembly Heat Exchanger High Pressure Cutout Switch High Pressure Relief Valve Pilot Solenoid Receiver Tank Suction Vibrasorber Three-way Valve ‘Three-way Valve Bypass Check Valve Throttling Valve Structural Maintenance Condenser Coil Condenser Shutters Defrost Damper Evaporator Coil Fan Location Fan Shaft Assembly Jackshaft Assembly Unit and Engine Mounting Bolts Unit Inspection Mechanical Diagnosis CYCLE-SENTRY Il System Diagnosis Electric Standby Diagnosis Refrigeration Diagnosis. Wiring Diagrams & Schematics BSLSBKAISHHESKIIN BV SSSSVSSSSSSSLSRELRS F SSSRlI2s yeasSafety Precautions GENERAL PRACTICES 1. ALWAYS WEAR GOGGLES OR SAFETY GLASSES. Refrigerant liquid and battery acid can permanently damage the eyes (see First Aid), 2. Never operate the unit with the compressor discharge valve closed. 3. Keep your hands clear of the fans and belts when the unit is running. This should also be considered when opening and closing the compressor service valves. 4, Be sure gauge manifold hoses are in good condi- tion, Never let them come in contact with a belt, fan motor pulley, or any hot surface. Never apply heat to a sealed refrigeration system or container. 6. Fluorocarbon refrigerants, in the presence of an ‘open flame or electrical short, produce toxic gases that are severe respiratory irritants capable of caus- ing death. 7. Be sure all mounting bolts are tight and are of the correct length for their particular application. Use extreme caution when drilling holes inthe unit, ‘The holes may weaken structural components, and holes drilled into electrical wiring can cause fire or explosion. 9. Use caution when working around exposed coil fins. Painful laceration can be inflicted from the fins 10. Use caution when working with a refrigerant or refrigeration system in any enclosed or confined area witha limited air supply (for example, a trailer, container or in the hold of a ship). Refrigerant tends to displace air and can cause oxygen depletion which ‘may result in death by suffocation. REFRIGERANT Although fluorocarbon refrigerants are classified as safe refrigerants, certain precautions must be observed when handling them or servicing a unit in which they are used, ‘When released to the atmosphere from the liquid state, fluorocarbon refrigerants evaporate rapidly, freezing anything they contact. First Aid In the even: of frost bite, the objectives of First Aid are to protect the frozen area from further injury, to warm the affected area rapidly and to maintain respiration. 1. Cover the frozen part. Provide extra clothing and blankets. Give the victim a warm drink (not alcoho)) Warm the frozen part quickly by immersing it in water that is warm, NOT HOT. 5. If warm water is not available or practical to use, wrap the affected part gently in a sheet and warm blankets. If refrigerant contacts the eyes, flush them im- mediately with water 7. Obtain medical assistance as soon as possible. REFRIGERATION OIL Avoid refrigeration oil contact with the eyes. Avoid pro- longed or repeated contact of refrigeration oil with skin or clothing. Wash thoroughly after handling refrigera- tion oil to prevent irritation. First In case of eye contact, immediately flush with plenty of water for at least 15 minutes. CALL A PHYSICIAN. Wash skin with soap and water.CAUTION! VALVES HAVE NO BACK SEAT injury or death, CAUTION FAN ‘OMT MAY START AUTOMATICALLY ‘CAN CAUSE SEVERE MJURY fswrrcu unt To “OFF” BEFORE senvicne> CAUTION FAN Voltage CAUTION FANSpecifications ENGINE SPECIFICATIONS Engine Type of Fuel Oil Capacity: Crankcase & oil filter w/Bypass oll filter Oil Type ll Viscosity* Engine rpm: High Speed Low Speed Engine Oil Pressure Intake Valve Clearance Exhaust Valve Clearance Valve Setting Temperature Timing Injection Pump Injection Nozzle Popping Pressure Low Oil Pressure Cutout (normally closed) High Coolant Temperature Cutout Engine Thermostat Cooling System Capacity Radiator Cap Drive CYCLE-SENTRY II Block Temperature ‘Thermostat Switch Tk353 No. 2 Diesel fuel under normal conditions No. 1 Diesel fuel is acceptable cold weather fuel 10 quarts (9.4 litre) 11 quarts (10.4 kre) Fill to full mark on dipstick. ‘API Type CD Above 80 F (27 C): SAE 40 50 to 90 F (10 to 32 C): SAE 30 20 to 70 F (7 to 21 C) SAE 20-20W 15 to 40 F (-26 to 4 C) SAE 10W Below 0 F (-18 C) continuously SAE SW 2350 +50 rpm 1650 +60 rpm 36-60 psi (241-414 kPa) (008 in. (0.20 rm) 008 in. (.020 mm) Cold setting 17° BTDC. 2285 psi (18,755 kPa) + 10% 15 + 3 psi (103 +21 kPa) Opens: 190 F (87.8 C) mis Closes: 220 45 F (104.4 +2.8 C) 180 to 190 F (822 to 87.8 C) 7 quarts (6.63 litre) with overflow tank 7 psi (48 kPa) Belts to compressor, fans, 12V alternator water pump and electric motor 65 410 F (183 +5.6 C) 120 £10 F (48.9 +56 C) ‘“Multi-viscosity weight oil with the recommended AP! classification may be used based on the ambient temperature and straight weight viscosity recommendations above. The above recommendations are written for mineral oil based lubricants. R-12 REFRIGERATION SYSTEM Compressor Refrigerant Charge Compressor Oil Charge Compressor Oil Type Throttling Valve Setting Heat/Defrost Method: Engine operation Electric operation High Pressure: Cutout Cutin Defrost Timer Electronic Defrost Termination Timer Switch x40 11 Ib (4.99 kg) 4 ts 6 oz (4.08 ftre)** ‘Synthetic type 67-404 (recommended) Petroleum type 64-426 May be Mixed 10 psi (69 kPa) Hot Gas Hot Gas (model 25) Hot Gas & electrc heater strips (model 50) 300 “3 psi (2068 “3” kPa) Automatic reset @ 200 +20 psi (1379 + 138 kPa) Selectable 4, 6, & or 12 Hour Opens: 43 £3 F (6.1 +1.6 C) Closes: 37 F (2.7 C) minimumR-502 REFRIGERATION SYSTEM Compressor Refrigerant Charge Compressor Oil Charge Compressor Oil Type Throttling Valve Setting Heat/Defrost Method: Engine operation Etectric operation High Pressure: Cutin Cutout Electronic Defrost Termination Switch xa30 11 Ib (4.99 kg) 4 ts 6 oz (4.08 litre)** ‘Synthetic type 67-404 (recommended) Petroleum type 64-426 May be Mixed 10 psi (69 kPa) Hot Gas Hot Gas (model 25) Hot Gas & electric heater strips (model 50) 300 ~% psi (2068 “0” kPa) 450 4 10 psi (3103 +69 kPa) ‘Automatic reset @ 375 +38 psi (2585 + 262 kPa) Opens: 43 F 4316.1 +1.6 C) Closes: 37 F (2.7 C) minimum ‘“*When the compressor is removed from the unit, oil level sould 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. AIR SWITCH Air Switch Setting THERMOSTAT Type Dial Range Heat Lockout: Continuous Run Operation CYCLE-SENTRY II Operation (optional equipment) Electric Standby Operation (optional equipment) ELECTRICAL CONTROL SYSTEM Voltage Batteries Intake Heater Fusible Link Rating Control Circuit de Circuit Breaker Battery Charging Voltage Regulator Setting 9.05 in, (22.86 $1.27 mm) H20 Solid state THERMOGUARD IV thermostat; Modular THERMOGUARD thermostat ‘on older units 20 to +80 F (-28.9 to +267 C) High Speed Heat locked out below 15 +3 F (9.5 £1.70) All heat locked out below 15 +3 F (-9.5 +1.7 C) All heat locked out below 15 £3 F (-9.5 £1.7 C) 12.8V de ‘Two Group Il 6 volt batteries or One Group C31 12 volt battery 50-58 amps 30 amp auto reset 12V 23 or 37 amp alternator 13.8 @75 F (24 C)ELECTRICAL COMPONENTS Intake Manifold Heaters Fuel Solenoid Throttle Solenoid Two Position Solenoid Low Speed High Speed Pilot Solenoid Damper Solenoid Drain Hose Heater Starter Current draw at Resistance in ohms*** ‘“**NOTE: Disconnect components from unit circuit to check resistance BELT TENSION (using tool 204-427) Engine/ Compressor Compressor/ Electric Motor/Jackshaft Compressor/Fans/ Alternator Water Pump 12,5 Vde 15 amps each 0.8 ohms each 0.6 On 20 On 29H.S. 4.3 HS. 1.42, 88 06 18.6 07 19 87 2.2 2 amps 6 ohms 90-105 amp (cranking) = TD-I (R12) ‘TD-1 (R502) Field Reset Field Reset 60 70 60 65 60 60 30 30 ELECTRIC STANDBY (Models 25 & 50 units only) Electric Motor: Horsepower rpm Full Load Amps Locked Rotor Amps Electric Heater Strips: Number Watts (each) Current Draw: 230/60/3 460/60/3 Evaporator High Temperature Cutout: Open Close 7.5 hp, 230/450V, 60 H26.25 hp, 200/380V, 50 Hz 1765 rpm 1485 rpm 21.2/10.6 21.4/10.7 70.1 amps 65.5 amps 3 750 watts 8.7 amps (line current) 2.8 amps (line current) 180 £5 F (656 42.4 C) 120 £5 F (49 424C) ELECTRIC STANDBY (Model 50 EEC units only) Electric Motor: Horsepower rpm Full Load Amps: 220V 380V Electric Heater Strips: Number ‘Watts (each) Volts Current Draw: 230/50/3 380/50/3, Evaporator High Temperature Cutout Close 6.25 hp (4.7 kw) @B0 Hz 1450 rpm. 21.2 amps 10.7 amps 3 750 watts 230 5.7 amps (line current) 3.4 amps (line current) 190 5 F (54.4 42.4 C) manual reset 120 £5 F (49 42.4)Maintenance Inspection Schedule “Annual/ 5,000 Hours Inspect/Service these Items Engine Check fuel supply. Check engine oil level. Check engine coolant level and antifreeze protection (-30 F I-24 C)), (CAUTION: Do not remove radiator cap while coolant Is hot) Inspect belts for condition and proper tension (belt tension too! No. 204-427). Check engine oil pressure hot, on high speed. Record ps LUsten for unusual noises, vibrations, ete Change engine oil & fiters (hot)—fuel fiters may be changed every 2,000 hrs. Change oil in a cleaner cup, clean and service crankcase breather, and check air cleaner hose for damage. Drain water from fuel tank and check vent. Inspect/clean fuel sediment bow! and electric fuel pump fier Change engine coolant or add corrosion inhibitor every year. Replace coolant every ‘wo years. CCheck and adjust engine speeds (high and low speed) Check condition of power tay mounts. “tecrica Check ammeter for charge and discharge (glow plug) operation. Check defrost initiation and termination (test defrost timer every 1000 hrs.) Check thermostat cycle sequence. Inspect battery terminals and electrolyte level. Check operation of protection shutdown circuits. Check thermostat and thermometer calibration in 32 F (0 C) lea water bath Inspect wire harness for damaged wires or connections, Check air switch setting Inspect electric motor, replace bearings vearly or every 6,000 hours Inspect DC (battery charging) alternator and replace bearings and brushes. Ingpectichange brushes at 2,500 hr. intervals. Refrigeration Check refrigerant level CCheck for proper suction pressure, Check compressor oll level CCheck throtting valve regulating pressure on defrost. Check compressor efficiency and pump down refrigeration system, Replace dehydrator and check discharge and suction pressure, ‘Structural Visually inspect unit for fluid leaks. Visually inspect unit for damaged, loose or broken parts {includes air ducts and bulkhead, if 0 equipped. Inspect tapered roller bearing fanshaft and idler for leakage and bearing wear (noise). Clean entre unit including condenser and evaporator coils and defrost drains. Check all unit, fuel tank and electric motor mounting bolts, brackets, lines, hoses, ete. ‘Check damper door adjustment and operation. Inspect clutch.Unit Description ‘The TD-Iis a one-piece, diesel powered, temperature con- trol unit designed especially for short trailers and straight trucks. The unit mounts on the front of a trailer or truck with the evaporator portion protruding into the box. There are three basic models: © TD-I 25: Cooling and hot gas heating on engine operation and electric standby © TD-I 30: Cooling and hot gas heating on engine operation © TD-I 50: Cooling and hot gas heating on engine operation and electric standby, plus electric evap- orator heaters for extra heating capacity on electric standby Power is provided by the TK 353 3-cylinder, water- cooled, diesel engine rated at 13.25 continuous horse- power at 2350 rpm. A belt drive system transfers energy to the compressor, unit fans and alternator. Electric standby power (models 25 & 50) is provided by 7.5, 6.25 horsepower electric motor. A clutch mounted. on the diesel en, lates the engine during electric standby operation. The clutch engages fully at 800 to 900 rpm on engine operation, constantly turning the com- pressor and fans at both high and low speed. ‘Thermo King X430 Compressor ‘The TD-I unit features a Thermo King X430, four- cylinder compressor with 30 cu. in.3 (491.6 cm’) displacement. 1,000 Hour Maintenance Intervals ‘A 10-quart oil sump and full-flow and bypass oil filters provide the TK3S3 diesel engine with 1,000 hour ‘maintenance intervals. Change engine oil (hot) and oil filter every 1,000 operating hours. THERMOGUARD Solid State Thermostat Accurate temperature control of the cargo area is pro- vided by a solid state electronic thermostat with a return air sensor. When the thermostat is set below 15 £3 F (9.5 +1.7 ©), the thermostat locks out High Speed Heat. Special units may have high speed heat or no heat at set- tings below 15 F (-9.5 C). CYCLE-SENTRY Il Start/Stop Controls (Optional) ‘The TD-Lis available with an optional CYCLE-SENTRY II Start/Stop fuel saving system to provide optimum operating economy. 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. NOTE: A buzzer sounds when the unit is automatically preheating. ‘The CYCLE-SENTRY II system automatically starts the unit on thermostat demand and shuts down the unit when the box temperature reaches the thermostat set point. The CYCLE-SENTRY system automatically maintains engine temperature in cold ambients by restarting the unit if the engine block temperature drops to 65 F (18.3 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 120 F (48.9 C). Features of the CYCLE-SENTRY IV system are: © Auto Start/Stop or Continuous Run operation © Thermostat all season temperature control © Block Temperature Thermostat for low ambient operation ‘© Battery Sentry to keep batteries fully charged during unit operation (optional) © Preheat Indicator Buzzer SEQUENCE OF OPERATION Engine Operation, Standard 4-mode ur Continuous-Run Operation ‘The TD-I uses a THERMOGUARD solid state ther- ‘mostat for operetional control of the unit. On Con- tinuous Run operation, the unit runs continuously and cycles from Cool to Heat to maintain the proper temperature. The thermostat locks out High Speed Heat when the thermostat is set below 15 F (9.5 ©), When the unit is started with the trailer temperature higher than 3.4 F (1.9 C) above thermostat setpoint, the unit will run on High Speed Cool. When the temperature drops to 3.4 F (1.9 C) above set- point, the thermostat de-energizes the High Speed engine solenoid circuit, placing the unit on Low Speed Cool.‘When the box temperature reaches thermostat set point, the thermostat energizes the High Speed engine solenoid circuit, placing the unit on Low Speed Cool. When the box temperature reaches thermostat set point, the thermostat energizes the pilot solenoid. The 3-way valve shifts to the Heat position, placing the unit on Low Speed Heat. The unit wil cycle between Low Speed Cool and Low Speed Heat as long as the box temperature re- mains between 5.1 F (2.9 C) above and 3.4 F (1.9 C) below set point. If the temperature continues to fall, the thermostat will shift the unit to High Speed Heat at 3.4 F (1.9 C) below set point. The unit will remain on High Speed Heat until the box temperature rises to 1.7 F (0.9 C) below set pi NOTE: The thermostat locks out High Speed heat at set points below 15 +3 F (-9.5 +1.7 C). Special units ‘may have High Speed Heat or no heat at set points below IS F (9.5 0. If the temperature continues to rise o 1.7 F (0.9 C) above set point, the thermostat de-energizes the pilot solenoid. The 3-way valve shifts back to the Cool position, plac- ing the unit on Low Speed Cool. If the temperature continues to rise to 5.1 F (2.9 C) above set point, the thermostat will energize the engine solenoid high speed circuit, placing the unit on High Speed Cool. Optional CYCLE-SENTRY II Auto Start/Stop Operation 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. With the Auto Start/Stop-Continuous Run switch in the Auto Start/Stop position, the CYCLE-SENTRY II system starts the unit on thermostat demand and shuts down the unit when the box temperature reaches the ther- mostat set point. On CYCLE-SENTRY II 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 II system automatically maintains engine temperature by restarting the unit if the engine block temperature drops to 65 +10 F (18.3 +5.6 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 120 + 10 F (48.9 £5.60). ‘After the unit starts from thermostat demand, defrost in- itiation or engine block temperature thermostat, a Bat- tery Sentry switch monitors the voltage across the field of the alternator and will keep the unit running if the bat- tery is not sufficiently charged. The unit runs in whichever operating mode the thermostat is calling for to properly maintain the box temperature. When the battery is suf- ficiently recharged, the unit will shut down on thermostat demand. When the box temperature is higher than 5.1 F (2.9 C) above thermostat set point, the engine will start and operates on High Speed Cool. ‘When the box temperature drops to 3.4 F (1.9 C) above thermostat set point, the thermostat de-energizes the throttle solenoid, placing the unit on Low Speed Cool. ‘When the tox temperature reaches thermostat set point, the engine will stop. If the box temperature continues to fall, the engine will start and the unit will operate on High Speed Heat at 3.4 F (1.9 ©) below set point. The unit will remain on High ‘Speed Heat until the box temperature rises to 1.7 F (0.9 ©) below set point. NOTE: The thermostat locks out High Speed Heat at Set points below 15 +3 F (-9.5 1.7 C). Special units ‘may have High Speed Heat or no heat at set points below IS F (9.5 0). At 1.7 F (G.9 C) below set point, the engine will stop, until the temperature rises to 5.1 F (2.9 C) above set point or falls to 3.4 F (1.9 C) below set point. The engine will restart, Defrost ‘The defrost mode can be initiated any time the evaporator coil temperature is below 38 F (3.3 C). Defrost is initiated automatically by the defrost air switch and defrost timer (optional) or manually by pressing the manual defrost switch, When a defrost cycle is initiated, the defrost relay energizes the damper solenoid and pilot solenoid. NOTE: If the unitis in null mode on optional CYCLE- SENTRY I! Start/Stop operation, pressing the manual defrost switch will cause the unit to start and operate in the defrost mode. ‘The unit remains on defrost until the evaproator coil temperature rises to 56 F (3.3 C), causing the defrost ter- mination switch to open. When the defrost termination switch opens, the unit may shift back to the cooling or heating mode, or the null mode (optional Start/Stop operation).Electric Operation (Models 25 & 50) WARNING: With the Diesel-Electric switch in the Elec- tric position, the unit On/Off switch in the On position, and electric power to the unit On, the unit may start at any time without prior warning. ‘The THERMOGUARD solid state thermostat controls the unit on electric standby operation. 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 3.4 F (1.9 C) above set- point, the thermostat de-energizes the electric motor con- tactor, placing the unit on Null. If the box temperature continues to fall, the thermostat energizes both the electric motor contactor and the heat ‘contactor to place the unit on Heat at 3.4 F (1.9 C) below set point. The unit will remain on Heat until the box temperature rises to 1.7 F (0.9 C) below set point. The ‘thermostat will then de-energize the electric motor con- tactor and heat contactor, placing the unit on Null. If the temperature continues to rise to 5.1 F (2.9 C) above set point, the thermostat will energize the electrie motor contactor, placing the unit on Cool. Defrost During electric operation, the defrost mode can be in- itiated any time the evaporator coil temperature is below 37 F (2.7 ©) with the unit operating on Cool. Defrost is initiated automatically by the defrost air switch and defrost timer (optional) or manually by pressing the manual defrost switch. When a defrost cycle is initiated, the defrost relay energizes the damper solenoid, pilot solenoid and elec- tric heaters. The unit remains on defrost until the evaporator coil temperature rises t0 43 F (6.1 C), caus- ing the defrost termination switch to open. FUELSAVER Unloader (Optional) Equipped Units ‘The FUELSAVER control system includes a modular THERMOGUARD thermostat plus a solid state control ‘module, control relay and unloading compressor to pro- vide 6-stage temperature control. With FUELSAVER, the unit functions as follows: Continuous-Run Operation (On Continuous Run operation, the unit runs continuously and cycles from cooling to heating to maintain the pro- per temperature. The thermostat locks out High Speed Heat when the thermostat is set below 15 F (-9.5 C). With the box temperature higher than 3.4 F (1.9) above ‘thermostat set point, the unit will run on High Speed Cool (not unloaded) on initial unit start up. An eight-minute timer may also shift the unit to High Speed Cool from the Low Speed/High Speed Cool cycle. ‘The unit will run High Speed Cool until the temperature drops to approximately 3.4 F (1.9 C) above set point. The unit then switches to Low Speed Cool ‘The unit will run on the Low Speed Cool cycle until the box temperature drops all the way to the thermostat set point. The unit then shifts to Low Speed Fuelsaver Heat. The unit will cycle between Low Speed Fuelsaver Cool and Low Speed Fuelsaver Heat as long as the box temperature remains between 5.1 F (2.9 C) above and 3.4 F (1.9 ©) below set point. If the box temperature drops to 3.4 F (1.9 C) below the thermostat settiag, the unit shifts to Low Speed/High Speed Heat and activates an eight-minute timer. The ‘engine will run on low speed for the first 8 minutes. If the box temperature rises to 1.7 F (0.9 C) below the ther- ‘mostat setting before 8 minutes have elapsed, the unit shifts back to Low Speed Fuelsaver Heat. If the engine is still on low speed when the 8 minutes are up (box temperature stil! more than 1.7 F [0.9 C] below ther- ‘mostat setting), the unit automatically shifts to High Speed Heat. NOTE: With a thermostat setting of 15 F (9 C) or less, 4@ lockout switch automatically prevents the unit from operating on High Speed Heat. Due to the High Speed Heat lockout switch, a unit set at or below 15 F (-9 C) will operate only on High Speed Cool, Low Speed Cool, Low Speed Fuelsaver Cool, Low Speed Fuelsaver Heat and Low Speed Heat. The thermostat iocks out High Speed Heat at set points below 15 +3 F (9.5 1.7 C) on standard units, Special units may have High Speed Heat or no heat at set points below 15 F (-9.5 C). ‘The unit will run on High Speed Heat until the box temperature rises t0 1.7 F (0.9 C) below the thermostat setting. At 1.7 F (0.9 C) below set point, the unit will sift to Low Speed Unloaded Heat. Ifthe temperature continues to rise to 1.3 F (0.7 C) above set point, the thermostat de-energizes the pilot solenoid, The 3-way valve shifts back to the Cool position, plac- ing the unit on Low Speed Unloaded Cool.When the temperature rises higher than 5.1 F (2.9 ©) above set point, the unit will switch from Low Speed Unloaded Coo! to Low Speed/High Speed Cool and ac- tivate the eight-minute timer. The engine will run on low speed for the first 8 minutes. If the box temperature drops to approximately 3.4 F (1.9 C) above the thermostat set- ting before 8 minutes have elapsed, the unit shifts to the Low Speed Fuelsaver Cool cycle. If the engine is still on low speed after the 8 minutes, (box temperature still more than 3.4 F [1.9 C] above thermostat setting), the unit automatically energizes the throttle solenoid and shifts to High Speed Cool. CYCLE-SENTRY I Auto Start/Stop and FUELSAVER Unloader Operation 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. With the box temperature higher than 3.4 F (1.9 C) above thermostat set point, the unit will run on High Speed Cool (not unloaded) on initial unit startup. An eight-minute timer may also shift the unit to High Speed Cool from the Low Speed/High Speed Cool cycle. ‘The unit will run High Speed Cool until the temperature drops to approximately 3.4 F (1.9 C) above set point. The then switches to Low Speed Cool. NOTE: High Speed Cool operation may require a ‘minimum of eight minutes of unit running time if the unit, previously cycled to Null. NOTE: On CYCLE-SENTRY Il systems operating in Auto Start/Stop Fuelsaver mode, the Low Speed Fuelsaver Cool and Low Speed Fuelsaver Heat cycles are locked out by the CYCLE-SENTRY selector switch. Low Speed Fuelsaver Cool is replaced with the Low Speed Cool cycle on temperature drops and the Null Cyele on temperature rises. Low Speed Fuelsaver Heat is replaced completely by the Null cycle, ‘The unit will run on the Low Speed Cool cycle until the box temperature drops to the thermostat setting. The unit then shifts to Null and stops. The unit will remain on Null until the temperature rises to 5.1 F (2.9 C) above set point or falls to 3.4 F (1.9 C) below set point, If the box temperature drops to 3.4 F (1.9 C) below thermostat setting, the unit shifts from Null to Low Speed/High Speed Heat and activates an eight-minute timer. The unit will operate on Low Speed Heat for the first 8 minutes. If the box temperature rises to 1.7 F (0.9 C) below the thermostat setting before 8 minutes have lapsed, the unit shifts back to Null. If the engine is still ‘on low speed after 8 minutes (box temperature still more than 1.7 F {0.9 C] below thermostat setting), the unit automatically shifts to High Speed Heat, NOTE: The thermostat locks out High Speed Heat at set points beiow 15 +3 F (9.5 + 1.70) on standard units. Special units may have High Speed Heat or no heat at set points below 15 F (9.5 ©). ‘The unit will run High Speed Heat until the temperature rises to 2.1 F (1.2 C) below the thermostat setting. At 2.1 F (1.2 ©} below set point, the engine will stop, plac- ing the unit on Null. The unit will remain on Null until the temperature rises to 5.1 F (2.9 C) above set point or falls to 3.4 F (1.9 C) below set poi If the temperature rises higher than 5.1 F (2.9 C) above set point, the engine will start and the unit will operate ‘on Low Speed/High Speed Cool. With the eight-minute timer activated, the unit will operate on Low Speed Cool for the first 8 minutes. If the box temperature drops to approximately 3.6 F (2 ) above the thermostat setting before 8 minutes have elapsed, the unit shifts to the Low Speed Cool eycle. If the unit is still on Low Speed Cool after 8 minutes (box temperature still more than 3.6 F [2 C] above thermostat setting), the unit automatically shifts to High Speed Cool. Defrost When the unit is on FUELSAVER operation, the defrost made can be initiated by the manual defrost switch, air switch or automatic defrost timer any time the evaporator coil temperature is below 37 F (2.7 C). If the unit is in Null mode (Auto Start/Stop operation), initiating defrost ‘will cause the unit to start and operate in the defrost mode, When a defrost cycle is initiated, the defrost relay energizes the damper solenoid and pilot solenoid. On FUELSAVER CYCLE-SENTRY I units, the throttle solenoid WILL NOT be energized immediately by the defrost relay. The unit will operate in low speed for 8 minutes before energizing the throttle solenoid for high speed operation, ‘The unit remains on defrost until the evaporator coil temperature rises to 43 F (6.1 C) causing the defrost ter- mination switch to open. When the defrost termination switch opens, the unit may return to the Null mode (Auto Start/Stop operation) or operate in a cooling or heating mode, depending on thermostat demand. If the thermostat calls for the Null mode (Auto Start/Stop operation) waile the unit is defrosting, the unit will con- tinue to run until defrosting is complete, then the unit will stop.UNIT FEATURES ‘TK 353 Diesel Engine X430 Compressor THERMOGUARD Solid State Thermostat ‘Tapered Roller Bearing Fanshaft & Idler Silicone Coolant Hoses Heavy Duty Oil Bath Air Cleaner FUELSAVER Indicator Light Automatic Air Pressure Defrost Switch 3-way Valve Refrigeration System One Piece Main Wiring Harness Spin-On Fue! Filter Fuel Sediment Bowl Spin-On Full Flow Oil Filter Spin-On Bypass Oil Filter Electric Fuel Pump Side Mount Coolant Expansion Tank with coolant indicator 23 or 37 amp Alternator Defrost Timer (solid state) Digital Thermometer Ammeter Oil Pressure Gauge Pere ccccccccccce UNIT OPTIONS @ Electric standby motor (models 25 & 50) CYCLE-SENTRY II Start/Stop controls Compressor Low Oil Pressure Switch Fuel Heater Remote Indicator Lights Condenser Shutters ‘Simpson Lead Hourmeter, electric operation (models 25 & 50) S02 ‘Temperature Sentry Heavy Duty Dry Element Air Cleaner Remote Control Box Compound Gauge PROTECTION DEVICES © Engine High Coolant Temperature Cutout © Engine Low Oil Pressure Cutout © Evaporator High Temperature Cutout Switch (model 50 only) © Refrigerant High Pressure Cutout © Refrigerant High Pressure Relief Valve © 30 amp Circuit Breaker in Control Circuit © 12V Fuse Link (50 amp) (Current Limiter) © Overload relay protection for electrie standby motor (models 25 & $0) © Pre-heat Indicator Buzzer (CYCLE-SENTRY II units © Electronic Temperature Sensor Switch (Model $0 EEC units) SERIAL NUMBER LOCATIONS Unit: Nameplate on top of roadside of unit frame above the switch panel, Engine: Nameplate on rocker arm cover. ‘Compressor: Stamped on side below sight glass. Electric Motor: Nameplate attached to motor housing.Front Access Door Unit Gauge Panel Unit Control Panel Front View Coolant Level Indicator Radiator Cap te ‘Condenser/Radiator Coil Expansion Tank Engine Front Access Door Open Oi Fiter Water Pump Bett Front ViewHigh Speed Solenoid Fuel Filter Bypass Oil Filter, Esporte Col tps Oo Compressor Drive Belt Tension Adjustment +t @B wy ~ On-Otf/Low Speed Solenoid Curbside View Oil Pressure Gauge Dial Thermometer Coolant Temperature Gauge Expansion Valve Assembly Dial Thermometer Sensor ‘Thermostat Sensor Thermostat Dial i i Engine Hourmenter Electric Standby Indicator Lights Power Receptacle Electric Motor Overload Control Panel Relay Reset Switch Roadside View Diesel-lectric Switch WNCompressor/Evaporator Fans/ Alternator Balt Compressor/Jackshaft (Motor) Belt Unit Serial Number Location Engine Serial Number Receiver Tank Air Switch Compressor _Electtic Motor (or Jackshaft) Top View 2Defrost Damper Back ViewOperating Instructions UNIT CONTROLS 1 UNIT ON-OFF SWITCH. The Unit On-Off Switch energizes the electrical control system of the unit when in the ON position. In the OFF position, it de-energizes control system, including the fuel (low speed) solenoid that controls the supply of fuel to stop the engine. PRE-HEAT/START SWITCH. When pressed to PRE-HEAT, the Pre-Heat/Start Switch energizes the intake heaters (glow plugs) to aid in starting. When pressed to START, it energizes both the in- take heaters and the starting motor. Hold switch on START until the engine starts to fire and pick up speed. DO NOT release the switch from the START position prematurely when engine is ex- tremely cold, DIESEL-ELECTRIC SWITCH (models 25 & 50 only). The diesel-electric switch disconnects the engine controls and engine protection devices from the electrical system when placed in the ELECTRIC position. MANUAL DEFROST SWITCH. The unit can be placed on defrost by depressing the Manual Defrost ‘Switch located on the control panel. The evaporator coil temperature must be below 38 F (3.3 C) before the unit will defrost. ‘THERMOSTAT. A solid state THERMOGUARD thermostat controls unit operation to maintain the box temperature at set point. Set the thermostat at the required temperature. Set- ting the dial lower than required will not make the unit cool faster. NOTE: Thermoguard thermostats have low voltage and open circuit protection. If there is no power from the battery to the thermostat or if battery leads t0 the thermostat are reversed, the thermostat switches the unit to Low Speed Cool. Af the sensor circuit is open, the unit switches to Low ‘Speed Cool. 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 ice frost builds up on the coil to a point where the air flow across the coil is restricted 40 to $0% of normal. 4 DEFROST TIMER. A solid state defrost timer ‘automatically places the unit on Defrost every 4 hours on Standard units, every 12 hours on CYCLE-SENTRY II operation. DEFROST TERMINATION SWITCH. The elec tronic defrost termination switch uses solid state components to control the defrost circult. The switch has short circuit protection and solid state reliability. The switch is mounted in the evaporator and controls the defrost cycle in response to the evapcrator coil temperature. The switch is closed when the evaporator coil temperature is below 37 F 2.7 ©) completing the defrost circuit to ground and preparing the electrical system for the defrost cycle. And opens at 43 F (6.1 C) to terminate defrost. AUTO’ START/STOP-CONTINUOUS RUN SWITCH (Optional). This switch selects continuous run operation or automatic Start/Stop operation. a, CONTINUOUS RUN position. Unit must be started manually with the Unit On/Off switch and Pre-heat/Start switch. After startup, unit operates continuously until unit On/Off switch is tamed off or a unit reset switch protection cir- cuit shutdown occurs due to a malfunction in the fuel, engine oll, engine coolant or unit refrigera- tion system. b, AUTO START/STOP position. All unit starting ‘operations are performed automatically. Unit operation is controlled automatically by unit thermostat, engine block temperature ther- mostat, Battery Sentry and defrost controls. ‘The engine starts automatically whenever the thermostat calls for cooling or heating, the defrost timer initiates defrost, or the engine block temperature drops to 65 +10 F (18.3 +5.6 C). The engine is automatically stopped by the CYCLE-SENTRY II control module when the thermostat demand is satisfied, the battery is ful- ly charged and the block temperature reaches 120 +10 F (48.9 +5.6 C), CAUTION: With the selector switch in AUTO START/STOP position and unit ON/OFF switch in ON position, the unit may start at any time without prior warning.10. REMOTE CONTROL BOX (Optional), The remote control box provides easier accessibility to unit controls. a. PRE-HEAT/START SWITCH, b. ON-OFF SWITCH. ¢. MANUAL DEFROST. d. DIESEL-ELECTRIC SWITCH (Models 25 & 50 only). UNIT INSTRUMENTS AMMETER. The ammeter indicates battery charg- ing and discharge amperage during engine opera- tion. The charging amperage varies according to the needs of the battery. The ammeter also indicates the amount of current draw by the glow plugs dur- ing pre-heat. HOURMETER-ENGINE. The engine hourmeter records the total hours the engine is in operation so proper maintenance can be scheduled. HOURMETER-ELECTRIC STANDBY (option- al). The electric standby hourmeter records the total hours of unit operation on electric standby power. SIGNAL LIGHTS. Signal lights indicate the following: WHITE—Cooling; TAN—Defrost; AMBER—Heating; AMBER—FUELSAVER; GREEN—CYCLE-SENTRY II Operation (optional), NOTE The defrost light is connected 10 the defrost cireuit. Both the white and tan lights may be lit when the unit is on defrost. ‘The AMBER FUELSAVER light indicates the unit is on low speed operation or Null cycle on CYCLE- SENTRY operation. ty 10. A GREEN signal light indicates CYCLE-SENTRY, IL system optional) is functioning normally. If (CYCLE-SENTRY II light is out with selector switch in AUTO START/STOP position and ON/OFF switch in ON position, it indicates a malfunction has occurred and the reset switch will be tripped. DIAL OR DIGITAL THERMOMETER. A ther- ‘mometer indicates the temperature of the air retur~ ning to the evaporator from the box. (OIL PRESSURE GAUGE. The oil pressure gauge indicates engine oil pressure. Engine oil pressure should rise immediately on starting. A low pressure switch will trip the Reset Switch and stop the engine ifoil pressure drops below 15 +3 psi (103 +21 kPa) for 30-50 seconds. COOLANT TEMPERATURE GAUGE (Op- tional). The engine coolant temperature gauge in- dicates the cemperature of the engine coolant in the ‘engine block. COMPOUND PRESSURE GAUGE. The com: ound gauge indicates the pressure in the suction, line at the compressor (optional). X430 compressor and R-12 When the unit is on cooling with a 35 F (1.6 C) return air temperature, the suction pressure should bbe 8-16 psi (55-110 kPa) (at the service valve). With a return air temperature of 0 F (-18 C), the suction pressure should be 0-5 psi (0-34 kPa). When the return air temperature is below 0 F (-18 ©, the suction pressure should indicate a vacuum, X430 compressor and R-S02 When the unit is on cooling with a 35 F (1.6 C) return air temperature, the suction pressure should, bbe 20 psi (138 kPa), With a return air temperature of 0 F (-18 C), the suction prssure should be 13-16 psi (90-110 kPa). When the return air temperature is below 0 F (-17.8 ©), the suction pressure should be 5-13 psi (34-90 kPa), RECEIVER TANK SIGHT GLASS. The receiver tank sight glass indicates the level of refrigerant in the receiver tank for checking the refrigerant charge. COMPRESSOR OIL SIGHT GLASS. The com- pressor oil sight glass indicates the level of com- pressor oil in the compressor sump.UNIT PROTECTION DEVICES 1 RESET SWITCH. A thermal type manual reset 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, com- pressor oil system (optional) and the CYCLE- SENTRY II system (optional). When the compressor oil (optional) or 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 resistor in the reset switch starts to heat up. In 30-50 seconds, the heat melts a soldered shaft in- side a tube, allowing the switch to trip and shut down the unit. The switch must be manually reset after the resistor cools. CONTROL SYSTEM CIRCUIT BREAKER. A 30 amp circuit breaker, located behind the control panel face, trips if the 12V de control circuit is overloaded. CURRENT LIMITER. The current limiter is a fusi- ble link between the ammeter and the reset switch. At approximately 50-55 amp load, the fusible link will melt, cutting all power to the glow plugs and the rest of the unit HIGH PRESSURE CUTOUT. The high pressure cutout (HPCO) is a pressure sensitive switch located in the compressor discharge manifold. If the discharge pressure rises above 300 psi (2067 kPa) ‘on R12 (400 psi [2758 kPa] on RS02, the HPCO switch opens the circuit to the throttle solenoid stop- ping the engine. Within 30-50 seconds, the reset switch will trip because of low oil pressure in the engine, HIGH PRESSURE RELIEF VALVE. The high pressure relief valve is designed to relieve excess pressure within the refrigeration system. The valve is a spring-loaded piston that lifts off its seat when refrigerant pressure exceeds 500 +50 psi (3,447 +345 kPa). The valve will reset when the pressure drops to 400 psi (2758 kPa). The valve could possibly leak refrigerant after it has relieved excess pressure. Tapping the valve lightly may help the valve reseat and SEAL PROPERLY. The valve is non-repairable and requires no adjustment. If the valve fails to reseat properly, remove the refrigerant charge and replace the valve. The high pressure relief valve is located on a high pressure line near the condenser. Its location is such that when the pressure is expelled from the valve, it would be directed away from anyone servi the unit. We OVERLOAD RELAY — Manual Reset (Models 25, & 50). An overload relay protects the standby elec- tric 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. EVAPORATOR HIGH TEMPERATURE PRO- TECTION SWITCH (Model 50). A high tempera- ture protective switch is located above the evaporator coil to interrupt. the heat cycle if the temperature above the coil exceeds 150 F (66 C) dur- ing electric standby operation. ELECTRONIC TEMPERATURE SENSOR SWITCH (Model EEC units only). This switch, located in the linestarter, replaces the high ‘temperature cutout switch found on non-EEC units. (On electric standby power, the remote sensor con- nected to the evaporator heaters will monitor evaproator temperature. When the temperature is less than 130 F (54.4 C), the module output is on and the Red LED indicator is off. When the temperature at the sensor reaches 130 F (54.4 C), the output will turn off and the LED will go on, indicating excessive evaporator heater temperature, By switching off the power for one second or more, the electronic switch module will reset when the evaporator temperature drops below 130 F (54.4 C).. PREHEAT INDICATOR BUZZER (CYCLE- SENTRY Il Units). The preheat indicator buzzer is energized only when the CYCLE-SENTRY II system is causing the glow plugs to prehe: NOTE: On CYCLE-SENTRY I Auto Start/Stop operation, the glow plugs do not always pre-heat before the engine starts. UNIT OPERATION Pre-Trip Inspection The following Pre-trip Inspection should be completed before loading the truck. While the Pre-trip Inspection is not a substitute for regularly scheduled maintenance inspections, it is an important part of the preventive maintenance program designed to head off operating problems before they happen. 2 FUEL. The diesel fuel supply must be sufficient to guarantee engine operation to the next check point. ENGINE OIL. Engine oil level should be at the FULL mark. Never overfill.Coolant Level Gauge Dipstick Check Engine Oil & Coolant Level 3. COOLANT. Engine coolant must be above the ADD mark and have anti-freeze protection to -30 F (34 0). Check and add coolant in the expansion tank. CAUTION: Do not remove radiator cap while coolant is hot. 4, BATTERY. Terminals must be clean. Electrolyte should be at FULL mark. 5. BELTS, Belts must be in good condition and ad- justed to proper tension. 6. ELECTRICAL. Electrical connections should be securely fastened. Wires and terminals should be free of corrosion, cracks or moisture. 7. STRUCTURAL. Visually inspect the unit for leaks, loose or broken parts and other damage. Condenser ‘and evaporator coils should be clean and free of debris. Check defrost drain hoses and fittings to be sure they are open. The damper in the evaporator outlet must move freely with no sticking or binding. Be sure all doors are latched securely. Starting Unit on Diesel Operation 1. Snap Diesel-Electric Switch to “Diesel” position (model 25 & 50 units). 2. Snap unit On-Off switch to On. 3. Hold PRE-HEAT/START Switch in PRE-HEAT position for the required time. The ammeter should indicate glow plug discharge. Ambient Temperature Pre-Heat Time Above 60 F (16 C) 0 minutes 32 to 60 F (0 to 16 C) 1/2 minute 0 to 32 F (-18 to 0 C) 1 minute Below 0 F (-18 C) 2 minutes V 4, Press PRE-HEAT/START Switch to START posi- tion to crank engine. Release when engine starts. DO NOT release the switch prematurely when the ‘engine is extremely cold. In cold weather, itis best to repeat preheat if engine does not start within 15, seconds of cranking time Gauge Panel On-Off Switch Reset Switch Pre-heat/Start switch: (Manual Defrost switch ‘NOTE: The speed/run relay holds the engine in hhigh speed when engaging the start position of the PRE-HEAT—START switch. 5. Repeat steps 3 and 4 if engine fails to start. CAUTION: Never use starting fluid. 9 CYCLE-SENTRY Il Start/Stop Equipped Units on Diesel Oper Selection of Operating Modes on CYCLE-SENTRY Il Equipped Units ‘Thermo King CYCLE-SENTRY II Start/Stop system (optional) is designed to save refrigeration fuel costs. The savings vary with commodity, ambient temperatures and box insulation. However, not all temperature controlled products can be properly transported without continuous air circulation. Because highly sensitive products will normally require continuous air circulation, CYCLE-SENTRY II units come equipped with a selector switch for “Auto Start/Stop” or “Continuous Run” operation. Your selec- tion of operatioa mode for the proper protection of a particular commodity should use the following guidelines.Examples of Products Normally Acceptable for CYCLE-SENTRY Il Operation © Frozen foods (in adequately insulated trucks) @ Boxed or processed meats © Poultry Fish Dairy products © Candy © Chemicals Fim © All non-edible products Examples of Products Normally Requiring CONTINUOUS RUN Operation for Air Flow © Fresh fruits and vegetables, especially asparagus, bananas, broccoli, carrots, citrus, green peas, let- tuce, peaches, spinach, strawberries, sweet corn, etc. © Non-processed meat produets (unless pre-cooled to recommended temperature) © Fresh flowers and foliage The above listings are not all inclusive. Consult your grower, shipper or USDA if you have any questions about the operating mode selection on your type af load. Continuous-Run Operation With the selector switch in the “Continuous-Run’” posi- tion, the unit will operate in its regular cooling and heating modes. Refer to Starting Instructions for Stan- dard 4-Mode Units. 8 CAUTION: With the selector switch in “Auto ‘Start/Stop” position and unit “On/Off switch in the “On” position, the unit may start at any time without prior warning. NOTE: A buzzer sounds when the unit is automatical- ly pre-heating. NOTE: Initial start-up of cold soaked units in cold weather. Truck units equipped with CYCLE-SENTRY H should be manually started if the units have been non- operative (turned off), resulting in cold soaked engine temperatures below 60 F (18.3 C). Place the selector switch in the ‘Continuous Run” position and refer to ‘Starting Instructions for “Continuous Run Operation”* for manual starting instructions. After this initial cold Start, the selector switch can be switched to “Auto ‘Start/Stop” operation. CYCLE-SENTRY II 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 I! equipped units in cold weather. Starting Procedure 1. Set the thermostat at the desired temperature. DO NOT set thermostat lower than required (lowering the thermostat setting does not make the unit cool faster), 2. Place the Auto Start/Stop-Continuous Run selec- tor switch in the “Auto Start/Stop” position. 3. Place the unit On-Off switch in the “On” position. The green indicator light wll come on. (This green light must be on at all times while unit is on Auto Stop/Start operation). 4. If the thermostat calls for cooling or heating, the ool or heat light will be on and the engine will begin cranking. The glow are energized during the crank- ing period. If the engine rpm does not exceed 50 ‘pm during the first 4 seconds of cranking, or if the engine does not start after 25 seconds of cranking, the cranking cycle terminates. NOTE: If the engine fails to start, the unit reset switch will open, interrupting current to the con- rol system approximately 40 seconds after the cranking cycle terminates.‘Thermostat ——>| m Control Panel Cycle-Sentry Control Box 5. If the engine fails to start, place the unit switch in the “Of?” position, determine and correct the cause for not starting, then push in the reset button and. repeat the starting procedure. Starting Units on Electric Standby Power (Model 25 & 50 Units) 1. With the On/Off switch in the “Off” position and the high voltage power supply off, connect the ‘power cable to the power supply. Be sure the power supply is the proper voltage, amperage and phase. 2. Set the thermostat at the desired temperature. Do not set the thermostat lower than required (Iower- ing the thermostat setting does not make the unit cool faster), 3. Snap the Diesel/Electric switch to ELECTRIC position, CAUTION: Do not start the électrie motor until ‘the diesel engine has come to a complete stop, disengaging the clutch. 4. Turn high voltage power supply On and momen- tarily snap the On/Off switch to the “On” posi- tion. Check for correct fan rotation by placing a small piece of cloth or paper in front of the con- 9 denser grille. Proper rotation will hold the cloth or paper to the grille, incorrect rotation will blow it away from the unit. 5. If the fan rotation is correct, turn the unit On. If the fan rotation is incorrect, turn off the power to the cable and reverse the position of any two power leads on the power cable plug. DO NOT disturb the green ground wire. (Refer this procedure to a qualified electrical repairman.) NOTE: Ifthe unit fails to run, the thermostat set- ting may not demand operation. Check the unit thermometer and compare the box temperature with the thermostat seting. The thermostat setting must bbe more than 5.1 F (2.9 ©) above or 3.4 F (1.9 ©) below the box temperature to demand unit opera- tion, If the thermostat setting is well above or below the box temperature, check the overload relay reset button on the unit to be sure the overload relay has not tripped from overload. After Start Inspection 1. OIL PRESSURE. Check engine oil pressure at high speed — should register between 35-60 psi (241-414 KPa). 2. AMMETER. Needle should indicate CHARGE for a short period of time after startup. 3. COMPRESSOR OIL. Compressor oil level should be visible in the sight glass. 4. REFRIGERANT. Suction pressure should not drop to zero unless the box temperature is very low. Suc~ tion pressure will drop as the box temperature drops (see “Compound Pressure Gauge under Unit Instruments). 5. THERMOSTAT. Dial the thermostat setting above and below the box temperature to check cycle se- quence and switch differential (see “Operating Modes" under Unit Operation). NOTE: On units equipped with CYCLE- SENTRY If Start/Stop controls, if the engine has not run long enough to thoroughly warm up or if ‘the battery is not fully charged (optional), the unit ‘may not shut off in the Null mode. 6 PRE-COOLING. With the thermostat set at the desired temperature, allow the unit to run for one- half to one hour (longer if possible) before loading the truck. Pre-cooling removes residual body heat and moisture from the box interior and provides 8 good test of the refrigeration system.7. DEFROST. When the unit has finished pre-cooling the truck interior (box temperature dropped below 40 F [5 C)), initiate a defrost cycle with the manual defrost switch. Defrost cycle should terminate automatically. Loading Procedu 1. To minimize frost accumulation on the evaporator coil and heat gain in the truck, be sure the unit is OFF before opening the doors. (Unit may be running when loading the box from a warehouse with door seals.) 2. Spot check and record load temperature while loading. Especially note any off-temperature product. 3. Load product so that there is adequate space for air circulation completely around the load. DO NOT block the evaporator inlet or outlet. Post Load Procedure 1. Be sure all doors are closed and latched securely. 2. Adjust thermostat dial to the desired temperarure setpoint, 3. Start unit, 4, One-half hour after loading, defrost the unit by ‘momentarily pressing the Manual Defrost switch. If the box temperature has dropped below 40 F (5 ), the unit will defrost. Defrost cycle should ter- minate automatically. Post Trip Inspection 1. Wash unit. Check for leaks. Check for loose or missing hardware. hen Check for physical damage to unit. aElectrical Maintenance ALTERNATOR Charging System Diagnostic Procedures NOTE: Units manufactured with Cycle-Sentry and alternators with integral regulators MUST use replace- ‘ment alternators with integral regulators. CAUTION: “Full-fielding” alternators with the in- tegral regulator is accomplished by installing a jumper from terminal F2 0 ground. Attempting to full-field the ‘alternator by applying battery voltage to terminal F2 will ‘cause voltage regulator failure. Complete the following checkout procedure before replacing the voltage regulator or the alternator. 1. With the unit switch “off, attach a voltmeter to terminal “Sense (2)"" and the alternator chassis. ‘Voltmeter should indicate battery voltage. Terminal Location 1 2. With the unit switch “on”, attach a voltmeter to terminal “FI” and the alternator chassis. Voltmeter should indicate battery voltage. 3. To determine whether the alternator or regulator is faulty, attach a test lead between terminal F2 and chassis ground. Run the engine on high speed. CAUTION: ‘minal F2, Never apply battery voltage to ter- a. Full alternator output indicates the alternator is good but the voltage regulator needs replacement. b. If there is LOW or NO output, the alternator is probably faulty. However, the following items are potential causes for not charging. — Check the alternator brushes — Check the 2A circuit from the alternator to the battery a 1. 2 — Properly tension the alternator belt — Check battery cable connections and the alter- nator ground. They must be clean and tight. — The battery must be in good condition and ‘mus: accept a charge. — Check for excessive or unusual amperage draw by the unit control circuits. NOTE: A loss of battery voltage to-either terminal F1 or TERMINAL “Sense (2)” will cause the alternator to stop charging. Alternator Removal Disconnect battery power from the unit, Remove wires from alternator terminals. Remove the mounting bolts and remove the alternator, Alternator Installation Mount alternator to the bracket, but do not tighten the bolts. Install the alternator drive belt, tension properly and tighten mounting bolts. Install wires on alternator terminals and the nuts, Connect the battery power to the unit. Alternator Disassembly DETACH BACK COVER. Remove nuts from ter- minals. Remove two screws securing back cover to rear housing, MOUNTING SCREW REMOVING BACK COVER2. REMOVE BRUSH HOLDER. Remove two locknuts securing brush holder. Pull out brush holder. (2] aRUsHOLDER MOUNTING LOCKNUT REMOVING BRUSH HOLDER 3. INSPECT AND TEST BRUSH ASSEMBLY. The original brush set may be reused if the brushes are 3/16 in. or longer and if brushes are not oil soak- ed, cracked or show evidence of grooves on the sides of the brushes caused by vibration. TET ‘CONTINUITY FROM A TD 8 FROM C 0 0. NO CIRCUIT FROM A OR 8 TOC ORD TEST WITH 12 VOLT oc TEST LAMP OR OHMMETER BRUSHTEST 4, REMOVE INTEGRAL VOLTAGE REGU- LATOR. Remove two screws securing integral voltage regulator to rear housing. (MOUNTING SCREW Voltage Regulator REMOVING VOLTAGE REGULATOR REMOVE DIODE-TRIO AND RECTIFIER DIODE BRIDGE. The diode-trio and rectifier diode bridge are detached as an assembly. Remove ‘cone locknut from positive output (B+) terminal. Straighten B+ strap. Remove three terminal screws and four diode-trio mounting screws. Detach assembly from rear housing and separate diode-trio, assembly from rectifier bridge (9) TERMINAL SCREW + (@) MOUNTING ‘SCREW CONE LOCKNUT AND 8+ STRAP REMOVING DIODE-TRIO AND RECTIFIER DIODE BRIDGE6 SEPARATE STATOR/REAR HOUSING ASSEMBLY FROM FRONT HOUSING. a. Remove four thru-bolts. b. Carefully insert two screwdriver blades in ‘opposite openings between the stator and front housing. Pry units apart. CAUTION: DO NOT insert screwdriver blades deeper than 1/16 in. to avoid damaging stator winding. BLADE ‘SCREWORIVERS AT PULLEY REMOVAL, CHECK FoR WORN DRIVE SURFACES. SN im (CHECK FoR POLISHED SURFACE HERE. NOTE covo rion oF EY GROCVE, cntox sore ————} 1 tS FOR WEAR. ‘CAUTION: 00 NOT INSERT &, , FOR WEAR. El BLADE OF SCREWDRIVER ‘MORE THAN 116" SEPARATE ROTOR FROM FRONT HOUSING. Position front housing on support blocks placed on an arbor press. Push rotor assembly from housing. STATOR-REAR HOUSING SEPARATION 7. REMOVE PULLEY, FAN AND SPACER. The pulley is a slip-fit on the rotor shaft, positioned with a Woodruff key. Remove the nut and lockwasher from the shaft using an impact wrench or other suitable tool. ‘After nut and lockwasher are removed, the alter- nator can be separated from the pulley. The fan will slide over the key. The key may be removed with diagonal pliers or with a screwdriver. Inspect the fan for cracked or broken fins and note the condition of the mounting hole. If worn from running loose, replace the fan to ensure balance. ‘SEPARATING ROTOR FROM FRONT Inspect pulley for possible faults. HOUSING10. REMOVE FRONT BEARING FROM HOUSING. Remove three bearing retainer screws. Position housing on support blocks placed on an arbor press. a tool that contacts inner race of bearing, press out front bearing. () BEARING RETAINER ‘SCREW FRONT HOUSING REMOVING RETAINER SCREWS FRONT HOUSING HUB TOOL Wye ir BEARING Zr Wz INNER RACE PRESSING OUT BEARING REMOVE SLIP RINGS FROM ROTOR ASSEMBLY. Unsolder the rotor leads from the slip ring terminals. Carefully unwind the ends of the rotor coil leads from the slip ring terminals. Straighten rotor leads. Insert a No. 10x1” cap screw into opening at center of slip ring assembly. Posi- tion bearing puller and pull sip ring assembly off rotor shaft. CAUTION: When holding rear end of rotor shaft in vise, be sure not to grip bearing area of rotor shaft. staucaten aR Lends pl moar a> seen = REMOVING SLIP RING ASSY. 11, REMOVE REAR BEARING FROM ROTOR. Dress rotor leads away from the bearing puller con- tact area. Adjust puller to contact inner bearing race and carefully remove bearing from the shaft. This completes the disassembly of the alternator. Dress aaron teks NAY FROM PLER REMOVING REAR BEARING Alternator Test Diode Trio Assembly Test Using a commercial diode tester or 12V de test lamp; check for continuity from each terminal separately to the D+ stud; continuity should be observed in one direction (polarity) only, and all diodes should check alike. If any diode is defective, replace the entire diode trio assembly. uCOMMERCIAL DQDE TESTER aw “TNO. UGHT TERMINAL) TESTING DIODE-TRIO Diode Rectifier Bridge Assombly Test Using a commercial diode tester, check for continuity. Check between point A and each of three terminals C for negative diodes. Continuity should be observed in one direction (polarity) only, and all diodes should check alike. Then check between point B (B+ strap) and each of the three terminals C for positive diodes. Continuity should be observed in one direction only, and all diodes should check alike. If any diode is defective, replace the entire diode rectifier bridge assembly. COMMERCIA DIODE TESTER ‘TESTING RECTIFIER BRIDGE au Rear Housing Inspection Inspect the rear housing for a cracked or broken casting, stripped threads or evidence of severe wear in the bear- ing bore due to a worn rear bearing. If casting isto be reused, clean in solvent, dry with com- pressed air, and install a new rear bearing retainet tainer is damaged. Stator Test ‘The stator assembly consists of three individual windings terminated in the delta-type connections. Using an ohm- ‘meter or a test lamp, check for winding continuity bet- ‘ween terminals A, B and C. There should be no continuity from any terminal to point D (laminations). Also, stators showing any signs of winding discoloration should be discarded. ‘STATOR WINDING TESTS Front Housing Inspection Check housing for cracks. Check condition of threads in adjusting ear. Check bore in mounting foot. Discard housing if bore shows signs of elongation (oval or out- of-roundness), Rotor Inspection and Electrical Testing Check the rotor assembly for the following electrical properties.Current Draw or Resistance of the Winding CAUTION: Turn off DC power source before remov- ing test leads to avoid arc damage to slip ring surfaces. 1, Current draw @70 to 80 F (21.1 to 26.6 C) should be 3.7-4.2 amperes at 15V. 2. Resistance of winding @70 to 80 F (21.1 to 26.6C) should be 3.5 to 4.0 ohm. Po Fingers Rear BEARING rent BRE ey stot shart DRAW OF RESISTANCE THREADS BETWEEN RINGS NOTE PLACE TEST LEADS OH GES JF SLIP RINGS To AvoID CREATING [ARCS ON 3RUSM CONTACT SURFACES ROTOR INSPECTION & ELECTRICAL TESTING Grounded Slip Ring or Winding Use 12V de test lamp, ohmmeter or L10V ac test lamp. Pace one test lead to the rotor body and the other on either slip ring. Open circuit from either slip ring to the rotor body is a correct condition. Condition of Slip Rings 1. Clean brush contacting surfaces with fine crocus cloth, wipe dust and residue away. 2. If surfaces are worn beyond this restoration, replace the entire rotor assembly. Rotor Shaft and Pole Pieces 1, Stripped threads on shaft 2. Worn key slot 3. Worn bearing surface 4. Scuffed pole fingers 5. Worn or dry rear bearing Replace rotor assembly if any of the above faults are noted, with the exception of item 5. NOTE: New rotors include a new rear bearing and new slip rings as part of the assembly. 6 If rear bearing requires replacement, follow instructions for this operation. Alternator Reassembly ‘The general reassembly instructions are in reverse order to the procedures given for disassembly. Therefore, only information pertaining to special reassembly requirements will be covered in this section. Rear Bearing Installation Place rotor on a press. Choose a drive sleeve that exerts pressure on inner race only, and press bearing on rotor shaft until it contacts shoulder. New replacement bear- ings should be used whenever bearing is removed during repair procedures or when bearing is rough, dry of noisy. wip PRESS REAR ‘RIVER aa pas “CAUTION: BE SURE LEADS ARE INGROOVES OF SHAFT INSTALLING REAR BEARING Slip Ring Assembly Installation Guide rotorleads through one of the oval passages in the slip ring assembly. Be sure oval passage is in line with groove in rotor shaft. Place rotor on a press. Choose a driver sleeve with a diameter that clears leads. Press slip ring assembly on shaft. Solder rotor leads to leads on slip ring. Trim excess ring leads extending above solder connections.HI . ‘ORWER ‘SLEEVE SUP RING a 5 INSTALLING SLIP RING ASSEMBLY Front Bearing Installation Place front bearing and housing in an arbor press. Select 1a driver tool to contact the outer race only, and press bearing into housing bore. Bearing replacement is recommended whenever bearing i removed during alternator repair procedures or if bear- ing is rough, dry or noise. Install three bearing retainer screws. Torque to 25-35 in.-Ib (2.8-3.9 N-m). PRESS DDRWER TOOL CONTACTS: (OUTER BEARING INSTALLING FRONT BEARING Rotor and Front Housing Assembly Place the rotor on the bed of an arbor press using two steel blocks for support. Place front housing over shaft. a Using driver sleeve that contacts inner bearing race on- ly, press front housing down until inner bearing race con- tacts shoulder on the shaft. CAUTION Be sure rotor leads clear blocks. ROTOR ASSEMBLY ASSEMBLING FRONT HOUSING TO ROTOR ‘Spacer, Fan and Pulley Assembly Place pulley spacer over shaft. Install Woodruff key and install fan. Install pulley, lockwasher and nut. Mount pulley and tighten to 50 ft-Ib (67.8 N-m). Spin rotor by hand to test freedom of bearing. Front and Rear Housing Assembly Place stator into front housing with stator leads at top and notches in laminations aligned with bolt holes. Posi- tion rear housing over slip rings with housing bolts aligned and stator leads extending through openings at top of rear housing. Install hru-bolts, and tighten evenly to between 50-60 in.-Ib (5.6-6.8 N-m). Spin rotor by hand to test freedom of bearings. NOTE: New front housings contain thru-bolts that are not tapped. Therefore, a socket wrench rather than a nut driver will be required to supply sufficient torque to drive the “thread forming” thru-bolts. jiode Rectifier Bridge and Diode Trio Installation Insert B+ strap through slot in diode trio body. Bend strap over B+ terminal and secure with cone locknut. Apply thin film of heat sink compound to back of diode rectifier bridge and to mating area on rear housing. Install assembly to rear housing (4 screws). Place strap (AC tap) in position and connect stator leads (3 screws). Install capacitor (where applicable).Integral Regulator Installation Install 2 brush mounting screws through openings in regulator body. Secure regulator to rear housing (2 screws). Brush Assembly Installation Insert brush holder into grooves in hub of rear housing, Place D+ strap (or male terminal where applicable) on stud and secure brush holder with locknuts (2 places). Secure other end of D+ strap. Rear Cover Installation Be sure felt gasket is in place. Position rear cover on rear housing and secure with 2 screws. INSTALLING REAR COVERFront Pulley Spacer Fan Spacer Housing Bearing «Rotor Bearing —Stator Slip Ring Rectifier Diode Bridge Diode Field AC Tap Strap DC Tap Strap! Bearing Voltage Brush Retainer Rear Housing Capacitor Regulator Assembly Gasket CoverBATTERY Inspect and clean the battery terminals during scheduled maintenance inspections. A dead or low battery can be the cause of an LED or ammeter (optional) indicating discharge due to lack of initial excitation of the alternator. NOTE: If the battery was discharged enough that a boost was needed, the alternator may not recharge the battery because there is not enough current to excite the alternator field. UNIT WIRING Inspect unit wiring and wire harnesses during scheduled ‘maintenance inspections for loose, chafed or broken wires that could cause open or short circuits. CHARGING SYSTEM (12V de) Immediately after startup, the ammeter may show a discharge condition on systems with brush type alter- nators. This is due to a light film buildup on the alter- nator slip rings. The film buildup occurs primarily on units that have been siting unused for long periods of time. The film should disappear after a minute oF two, and the ammeter should show a high charge rate that will continue until the battery voltage is brought back up to normal. Under normal running conditions, the ammeter will show a slight charge condition. Ifthe ammeter shows a discharge after startup, check the alternator belt ten- sion and all charging circuit connections including the battery. NOTE: On installations where the TD-I unit is con- nected to the truck battery and both units are running — it is normal for the unit ammeter to indicate a discharge condition while the truck engine is running because of the truck’s higher voltage charge rate. CYCLE-SENTRY PANEL The circuit board cannot be repaired. It must be replac- ed if it is damaged. INTAKE HEATERS (GLOW PLUGS) ‘Two electric intake heaters warm the intake air for easier cold weather starting. The Preheat-Start switch in the Preheat or Start position energizes the heaters. The am- meter should indicate a 45 amp discharge during preheating. If the engine becomes difficult to start when cold, the preheat circuit should be checked before look- ing for more serious engine problems. 0 ‘The easiest way to check the intake heater is to feel the heater while holding the Preheat switch on. The heater itself becomes very hot in a short period of time, so use extreme caution when checking the heaters with bare fingers. Ifthe heater does not get warm, check the fusi- bie link atthe Reset switch. If the link does not look burn- cd, check the H wire at the Preheat-Start switch with a voltmeter or test light. If there is no voltage, replace or repair the Preheat-Start switch, If there is voltage atthe H wire, check for voltage atthe intake heaters. If there is voltage at the intake heater but the heater is not get- ting warm, replace the heater. A confirming test would be to check the resistance of the intake heaters with an obmmeter. RESET SWITCH The engine is protected by a manually reset thermo- breaker reset switch. The reset switch contains a resistor that is attached to sensor switches in the engine oil system, engine cooling system and optional compressor low oil pressure cutout and CYCLE-SENTRY II system. If one of the sensors is grounded due to an abnormal con- dition (low oil pressure, high coolant temperature or ex- tended cranking time), the resistor attached to the reset. switch heats up. The heat melts a soldered shaft inside a tube, allowing the reset switch to trip and stop the engine, It takes approximately 30-50 seconds for the resistor to heat up ané trip the reset switch. ‘The two most common causes of reset switch failure are loss of solder and burned out resistors. If some of the solder is lost, the switch may reset, but from then on a slight jar or small amount of heat from the resistor may ‘cause the button to pop out. ‘When a reset switch is suspected of being defective, check the resistor for an open circuit. Replacing the resistor is the only repair. The reset switch must be replaced if it is defective. ‘Summary of reasons for the reset switch (Red button) tripping: High coolant temperature. 2. Lack of engine oil pressure. 3. Lack of fuel to the engine (switch trips because of a lack of engine oil pressure). NOTE: If the unit switch is “On” with Auto ‘Stop/Start-Continuous Run selector switch in the “Continuous Run position and the engine is not running, the low oil pressure sensor will cause the reset switch to open.High pressure in the refrigeration system (high pressure cutout shuts down the engine, then reset switch trips because of engine low oil pressure). Compressor low oil pressure (optional). A sensor the compressor oil system closes if the compressor oil pressure falls below 15 psi (103 kPa), causing the reset switch to trip and stop the engine Unit exceeds cranking limit on CYCLE-SENTRY I operation. If the engine cranks continuously for approximately 30 seconds and fails to start, the ‘CYCLE-SENTRY II module stops further crank- ing attempts. After this occurs, the reset switch trips in 30 to 50 seconds or less because of engine low oil pressure. 7. Reset switch becoming defective. The switch may get to a point where it will open due to vibration. 8. A ground fault in the No. 20 or 20 wires to the switches is also a possible cause. NOTE: A ground or short circuit in the electrical system does not cause the reset switch to pop out. However, the reset switch pops out if #20 circuits ae shorted to ground, ENGINE LOW OIL PRESSURE SWITCH Engine oil presure should rise immediately on starting, ‘causing the oil pressure switch to open. If the oil pressure drops below 15 +3 psi (103 +21 kPa), the switch will close and trip the reset switch and stop the engine. A con- tinuity tester is needed to check the oil pressure switch. 1, Remove wires 20A and 96B from switch. 2. Continuity tester should indicate a complete circuit between each terminal and ground. 3. Start the engine. Tester should show an open cir- cuit between each terminal and ground. Repair consists of replacing the switch. DIGITAL THERMOMETER (with LCD display) The digital display shows the temperature and is con- tinuously backlighted. Digital range is approximately -40 to 158 F (-40 to 70 C). The accuracy is +1° at 32 F (.5 at oc). isplay interpretations: © BLANK Low power © 188 Open or shorted sensor lead. © 188 ‘Sensor above or below temperature range ‘The sensor is connected to the two left side terminals on the rear of the case (as you look at the back of the ther- mometer). These terminals are labeled SENSOR below them. The sensor leads may be attached to either terminals. Sensor lead Positive + Negative - Gray and Black Non flashing LCD display ‘Small recalibration screw Large hole The 12V de power is connected to the two right side ter- minals on the rear of the case. The positive terminal is ‘ext to the senscr terminals labeled (+) and the negative terminal is on the right end labeled (-). Checkout Procedur 1. Check the voltage and polarity applied to the ter- ‘minals located on the rear case. The voltage must be 10-15V de, and the positive must be on the + terminal and negative on the - terminal. 2. Ifthe problem is still uncorrected, then disconnect. the sensor from the case and check the resistance of the sensor and compare with the specifications listed. If the sensor is ok, replace the temperature display head. Ifthe sensor is bad, replace the sensor. ‘Temperature Resistance (ohms) -20 F (-28.9 C) 3012 “10 F (12 €) 3061 2FOO 3266 30 F (10.C) 3354 80 F 266 ©) 3498Slight recalibration: adjustments can be made by turning the smallest screw located on the face of the thermometer. The thermometer can be adjusted approximately +4 F (2.2 C), DIAL THERMOMETER CALIBRATION Older units use a dial thermometer, which requires cali- bration. The dial thermometer should be calibrated dur- ing scheduled maintenance intervals to verify accuracy. Dial Thermometer 1, Prepare an ice water bath, Fill an insulated con- tainer with ice. Add just enough water to cover the top of the ice. Stir the water for at least 3 minutes to bring the water temperature down to 32 F (0 C). ‘Check the temperature of the ice water bath with an accurate thermometer. 2. Remove the sensing bulb of the dial thermometer from the mounting clamps. 3. Place the sensor bulb in the ice water bath. Be sure the bulb is entirely submerged in the ice water solu- and is not in contact with the insulated container. Agitate the ice water one or two minutes until the reading of the dial thermometer stabilizes. The dial thermometer should indicate 32 +2 F (0 +1.1C). Double check the temperature of the ice water bath with an accurate thermometer before recalibrating. or replacing the dial thermometer, COMPRESSOR LOW OIL PRESSURE SWITCH (Optional) ‘Compressor oil pressure should rise immediately on start- ing causing the switch to open. If the compressor oil pressure drops below 15 +3 psi (103 +21 kPa), the switch will close and will trip the reset switch and stop the engine. A continuity tester is needed to check the oil pressure switch. 1. Remove wire 20 from switch. 2. Continuity tester should indicate a complete circuit between the terminal and ground. 3. Start the engine to operate compressor. Tester should show an open circuit between the terminal and ground. Repair consists of replacing the switch. ELECTRICAL CONTACTS Inspect all relay contacts for pitting or corrosion every 1,000 operating hours, and repair or replace as necessary. Maintenance consists of replacing the relay or the coil of a contactor if an open or short circuit occurs. Points are also replaceable as a set. 1, Disconnect power cord from unit. 2. Remove high voltage wires from contactor. Note Position of wires. 3. Remove the low voltage wires from the coil 4, Remove the contactor from the unit, 5. Remove the three screws holding the bride contacts and the six screws which mount the terminal contacts. 6. Install point kit. 7. Replace contactor in unit and install wires. 8. Operate unit and check contactor operation. Coil replacement 1. Follow point replacement steps 1 through 4, 2. Remove the four screws which mount the base to the contactor. 3. Slide out the coil and remove the brass tube from the coil 4, Insert the brass tube inside the newthe coil into the contactor assembly. Replace the mounting plate and four screws. Install in unit and replace wires. Operate unit and check contactor operation. Electric Contactor Points R THERMOGUARD THERMOSTAT (TG-IV) ‘The TG-IV Thermoguard is an electronic thermostat ‘module that uses external relays. The TG-IV module is replaceable as an assembly, and no internal repair is available. THERMOGUARD IV Front and Rear Views Thermostat Calibration The TG-IV normally does not need calibration, but if re- quired, it can be cecalibrated. The factory calibration is marked by a notch in the dial at 30 F (0 C) that lines up with a matching notch in the plastic back plate. Procedure 1. Prepare an ice water bath. Fill an insulated con- tainer with ice. Add just enough water to cover the top of the ice. Stir the water for at least 3 minutes to bring the water temperature down to 32 F (0 C): Check the temperature of the ice water bath with an accurate thermometer. 2. Remove the thermostat sensing bulb from the ‘mounting clamps in the evaporator.Set the thermostat dial 6 F (3.3 C) or more below 6. _ Slowly rotate the dial CCW until the dial setting is the sensor temperature. approximately 3.4 F (1.7 C) above the sensor temperature. The unit should operate in Mode 4. 43. Start the unit. The unit should operate in Mode 1 _If the thermostat settings provide the proper modes of (Gee the chart). operation, then the thermostat and associated circuitry is operating properly. Slowly rotate the dial CCW until the dial setting reaches approximately 3.4 F (1.9 C) below the sensor temperature. The unit should operate in Mode 2. If Mode 2 (Low Speed Cool) fails to operate, proceed to the Sensor test and the Thermostat Module Test. Check thermostat calibration and adjust if needed. 5. Slowly rotate dial CCW until the thermostat dial If Mode 2 (Low Speed Cool) operates and any other mode reaches the approximate sensor temperature. The fails to operate, proceed to the Thermostat Harness and unit should operate in Mode 3. Relay Assembly test. ‘Temperature Switch Sequence Chart Mode | Continuous Run | Auto Start/Stop Operation Operation # Standard 4-mode | + Cycle-Sentry units unit without Fuelsaver = Cyole-Sontry ‘units with Fuelsaver “© Model 50 units in diesel operation GF (3.3.C) or more | Mode | High Speed Cool | High Speed Cool below the sensor 1 temperature Betwoon 3.4 F Mode | Low Speed Cool | Low Speed Coo! (1.9 C) below and up) 2 to the sensor temperature Between the sensor | Mode | Low Spoed Heat NULL or temperature and 3 Low Speed Heat 3.4 F (1.9 C) above the sensor temperature 34 (19C)or | Mode | High Speed Heat | High Speed Heat more above the 4 ‘sensor temperature u‘Thermostat Harness and Relay Assembly Test {on unit) ‘This test should be performed after a thermostat swich sequence test. It determines if the thermostat harness and, relay assembly function properly. Perform the following tests with the unit running and the thermostat calling for Low Speed Cool. 1. Using a voltmeter, check for voltage between the No. 8 terminal and the CH terminal on the back of the thermostat housing. Approximately 12 volts should be present. If no voltage or low voltage is present, there is an open or excessive resistance in the No. 8 wire or the ground (CH) wire. erro Vad Checking Terminals 8 and CH 2. Connect a jumper wire between terminals No. 8 and No. 14 on the rear of the thermostat housing. The 1K heat relay (and 3K relay if equipped) should actuate, and the unit should shift to the Heat mode. Disconnect jumper. 3. Connect a jumper between terminals No. 8 and No. 10 on the rear of the thermostat housing. The 2K speed relay should actuate, and the unit should shift to High Speed. Jumping Terminals 8 and 10 If any relay fails to actuate, then the problem is in the ‘harness or relays, and the problem must be identified and corrected. ‘Thermostat Sensor Test NOTE: The sensor can be checked either on the unit ‘or bench tested. In either case, determine the temperature of the sensor probe using an accurate thermometer. 1, Remove the sensor leads from the two SN terminals ‘on the rear of the thermostat module. 2. Check the resistance of the sensor using a suitable ohmmeter capable of reading at least 4000 ohms. Jumping Terminals 8 and 14 8 Checking SensorThe sensor resistance should be between 3000 and 3500 ohms. More accurately: 3012 ohms at -20 F (-29.9 C) 3061 ohms at -10 F (-12 ©) 3266 ohms at 32 F (0 C) 3354 ohms at SO F (10 C) 3498 ohms at 8 F (26.6 C) If the sensor is defective, replace the sensor. If the sensor is good and the harness and relay assembly is good and the problem still exists, then the ther- mostat module is defective and must be replaced. ‘To confirm the thermostat module condition, per- form the Thermostat Module Bench Test. CAUTION: When reconnecting the sensor, be sure the thermostat sensor terminal ends cannot short to each other or t0 the thermostat housing. ‘Thermostat Module (bench test) 1 2. Turn unit On/Off switch to OFF. Disconnect wires No. 8, CH, 29 (if used), 10 and 14 from the thermostat module. Also remove the relay bracket from the rear of the module if necessary, and remove sensor wires from the SN terminals on the rear of the thermostat module. Remove the thermostat module from the unit, and ‘connect a known good sensor (yellow jacketed) to 12 volt battery Voltmeter the terminals labeled SN on the rear of the ther- mostat module. To obtain accurate voltage readings during ther- ‘mostat module checkout, circuits No. 10 and 14 ‘must be tested under normal load. This is provid- ‘ed by connecting two defrost relays (Part No. 44-3186) as follows: Connect pin ““B’” of both relays to the NEG () terminal of a 12V de power source. Connect pin of one relay to the No. 10 terminal to simulate the speed relay. Connect pin ‘‘A’ of the second relay to the No. 14 terminal to simulate the heat relay, Place the sensor bulb in a 32 F (0 C) ice water bath, ‘Connect the POS (+) 12V de power source to the No. 8 terminal. Connect the NEG (-) power source to the CH terminal, Check for voltage between terminals 8 and CH. Be sure approximately 12 volts is present. Set the thermostat module dial to 24 F (-4.4 C). The thermostat is now in Mode 1 — High Speed Cool, a. Check voltage between terminals 10 and CH. ‘Twelve (12) volts should be present. The Speed relay should be energized. . Check for voltage between terminals 14 and CH. Zero (0) volts should be present. The Heat relay should be de-energized. Speed relay Heat relay oe water at 32 F (0 C) ‘Thermostat moduleTe 2B. Slowly turn the thermostat dial upward to approx- imately 29 F (-1.7 C). The thermostat is now in Mode 2 — Low Speed Cool. a. Check for voltage between terminals 10 and CH. Zero (0) volts should be present. The Speed relay should be de-energized. b. Check for voltage between terminals 14 and CH. Zero (0) volts should be present. The Heat relay should be de-energized. ‘Slowly dial the thermostat upward to approximately 33 F (0.6 C). The thermostat is now in Mode 3 — Low Speed Heat, a. Check for voltage between terminals 10 and CH. Zero (0) volts should be present. The Speed relay should be de-energized b. Check voltage between terminals 14 and CH. Twelve (12) volts should be present. The Heat relay should be energized. Slowly dial the thermostat upward to approximately 36 F (2.2 C). The thermostat is now in Mode 4 — High Speed Heat. a. Check for voltage between terminals 10 and CH. ‘Twelve (12) volts should be present. The Speed relay should be energized. b. Check voltage between terminals 14 and CH. ‘Twelve (12) volts should be present. The Heat relay should be energized. Reset the thermostat dial to between 29 and 32 F 1.7 and 0 C), The thermostat should now be in Mode 2 — Low Speed Cool. a. Check for voltage between terminals 10 and CH. Zero (0) volts should be present. The Speed relay should be de-energized. . Check for voltage between terminals 14 and CH. Zero (0) volts should be present. The Heat relay should be de-energized. Connect a jumper wire between terminals 8 and 29. a. Check for voltage between terminals 10 and CH. Twelve (12) volts should be present. The Speed relay should be energized. b. Check voltage between terminals 14 and CH. ‘Twelve (12) volts should be present. The Heat relay should be energized. If the thermostat settings provide the proper modes of ‘operation and steps 11 and 12 are performed successful- ly, then the thermostat module is ok. Heat Lockout Switch ‘The Heat Lockout switch functions below 15 = £1,7 C) dial settings FOSS ‘The thermostat is normally a delivered set in the High Speed Heat lockout position, To change the lockout mode of operation, reposi- tion the wire jumper(s) 1 High Speed Heat Lockout: jumper wire between B and C. Alll Heat locked out: jumper between B and A, and a jumper tetween B and C. No Heat locked out: jumpers removed. ol Heat lockout jumper Heat Lockout Switch Location 4Piece THERMOGUARD Thermostat Repair ‘The modular 4-piece THERMOGUARD thermostat has @ housing and three plug-in modules that can be field replaced without any soldering. The sensor for the 4-piece ‘Thermoguard has a sensor bulb 2.5 in. (63. ‘mm) long and 3/8 in. (9.5 mm) in diameter. The sensor also has a yellow cable jacket or a yellow sleeve at the eye terminal end of the sensor lead. If the thermostat appears to be malfunctioning, the failure may be due to:Parallel Terminal and Connector Note Yellow Sleeve ay or Yellow Jacket on wire Four-Piece Modular Thermoguard . Poor contact between male and female connector 2A plugs 4 NOTE: Do not use silicone grease sine It can {form an insulating coating or penetrate the ther- ‘Thermostat Senso ‘mostat, affecting the relay contacts. * Defective thermostat wire harness. ‘Small Sensor Bulb Damaged thermostat sensor. Damaged thermostat relay module. Damaged thermostat amplifer module External electrical causes such as low line voltage, faulty defrost termination thermostat, faulty air itch or open or stuck relay contacts. Malfunction of refrigeration components. Damaged thermostat front plate module. Heat Lockout Switch in the UP Position Heat Lockout Jumper _ Amplifier Module on the Left Relay Module on the Right Connect Sensor Leads Here Reassembly of Module BoardsFront Plate Module Ampifier Relay Board Module Four-Plece Modular Thermoguard External Cause Check Before assuming the thermostat is malfunctioning, climinate any possibility that the problem is caused by failure of components other than the thermostat, If the unit will not come off High Speed or Heat, disconnect the wire harness plug from the ther- ‘mostat. The unit should automatically shift to Low Speed Cool, If the unit remains stuck on High Speed with the ‘wire harness unplugged, check the throttle solenoid or unit wiring for a malfunction. 3. If the unit remains stuck on Heat, check the 3-way valve, pilot solenoid or unit wiring for a malfunction. 4. If, with the wire harness unplugged, the unit re- mains stuck on High Speed and Heat at the same time, check the defrost relay or unit wiring for a malfunction. If the unit does not go into High Speed or Heat, disconnect the wire harness plug from the ther~ ‘mostat. With the unit running on diesel operation: NOTE: High Speed Heat is locked out at dial set points below 15 3 F (-9.5 1.7 C). 4. Place an ammeter jumper between terminals No. 14 and No. 6 on the wire harness plug. The unit should shift to High Speed. If the unit does not shift to High Speed, the throttle solenoid is not being energized. If the current draw is greater than six (6) amps, there is a short in the throttle solenoid or the No. 7, 7X, 7D or 7DD wires. . Place an ammeter jumper between terminals No, 14 and No. 5. The unit should switch to Heat and the heat indicator light should come on. If the unit does not switch to Heat, the pilot 9 solenoid is not being energized. If the current draw is greater than one (1) ampere, there is a short in the coil of the pilot solenoid valve or the No. 26 wire. NOTE: High current draws can burn the relay contacts in the thermostat. Thermostat Checkout Refer to Thermo King Service Bulletin No. 94 tor addi- tional information, ‘Sensor Check 1, Remove sensor from thermostat. 2. Check the -esistance with a suitable ohmmeter, capable of reading at least 4000 ohms. 3. The sensor resistance should be approximately 3000-3500 ohms. More accurately — at 32 F (0), 3266 ohms — and at 8 F (26.6 C), 3498 ohms. Sensor at 80 F (26.6 C)Sensor at 32 F (0 C) Front Plate Module Check 1, Visually check board for possible loose connection or burned circuit. 2. Remove front plate module from both the amplifier ‘module and the relay module. 3. Check the lockout switch by tracing the black and ‘wire wires from the switch through the circuit board to the corresponding plug connectors. Then, check for continuity with an ohmmeter at the correspon-

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