SB-III 30 TF TK 40450-MM (REV. 2-92) Copyright© 1992 Thermo King Corp. -Minneapolis, MN, U.S.A. Printed in US.A.The maintenance information in this manual covers unit model ‘SB-lll 30 TF (048.392) ‘SB-Il MOD MAX w/TG V (048.345) ‘SB-I MOD C/S MAX w/TG V (048.354) For further information refer to ... ‘SB4ll Parts Manual TK 40174 i 2.2 Engine Overhaul TK 8003 426 & X430 Compressor Overhaul TK 6875 Diagnosing TK Refrigeration System Tk 5984 Refrigeration Systems TK STIS, Tool Catalog TK 5955 CYCLE-SENTRY V Operation and Diagnosis TK 40286 ‘SB-IIl TF Operating Manual ‘THERMOGUARD V Operating Manual The information in this manual is provided to assist owners, operators and service people inthe pro- per upkeep and maintenance of Thermo King units. For detailed descriptions of Thermo King engines, ‘compressors or refrigeration systems, see the appropriate Thermo King Overhaul Manual or Refrigera- tion Systems Maintenance Manual. ‘This Manual is published for informational purposes only and the information so provided should not be considered as alLinclusive or covering all contingencies. It further information is required, Thermo King Corporation shouldbe 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 beer ture’s plants as, inthe manufacturer's judgment, to effect its stability ‘so repaired or altered outside the manutac- ‘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, recommends- tions, and descriptions contained herein. Manufacturer is not responsible and will not be held liable in contract or in tort (including negligence) for any special, indivect or consequential damages, including injury or damage auzedtovehicies, contents o persons, by reason ofthe instalation of any Thermo King product rts mechanicalTable of Contents Safety Precautions Specifications ‘Maintenance Inspection Schedules Unit Description Design Features Summary Chart Operating Modes Protection Devices Serial Number Locations Unit Photographs Operating Instructions Unit Controls Unit instruments Unit Operation Unit Protection Devices Electrical Maintenance Air Switch Testing and Adjustment Alternator Battery Circuit Breakers CYCLE-SENTRY Module Circuits Defrost Cycle Defrost Fuse Engine Low Oil Pressure Switch Evaporator High Temperature Switch Fusible Link Glow Plugs High Coolant Temperature Switch Hot Gas Bypass Valve Test Low Coolant Level Indicator Modulation Valve Test Reset Switch Sentinel Lit ‘Thermoguard V Thermostat Unit Wiring Engine Maintenance ‘Adjust Engine Valve Clearance Antifreeze Maintenance Procedure Belts Bleeding the Fuel System Crankcase Breather Air Cleaner Cooling System Engine Fuel System Engine Lubrication System Engine Oil Change Engine Thermostat Front Pulley Bolt Water Separator/Fuel Filter Replacement Injection Pump Adjustments Injection Pump Service Oil Fitter Change Water Separator and Fuel Filter BRSBBSSFBRBSS é 62 2B 6 31 2B 6 6 66 79 n 7 8 66 cy 65 6 8 7 B B 74 66 n Refrigeration Maintenance Checking Compressor Oil High Pressure Cutout ‘Modulation Valve Refrigerant Charge Refrigerant Leaks ‘Three-way Valve Condenser Pressure Bypass Check Valve Refrigeration Service Operations Accumulator Bypass Check Valve Compressor Condenser Check Valve Replacement Condenser Coil Discharge Vibrasorber Evaporator Coil Expansion Valve Assembly Filter Drier Heat Exchanger High Pressure Cutout Switch High Pressure Relief Valve Hot Gas Bypass Solenoid Valve In-line Condenser Check Valve Pilot Solenoid Receiver Tank ‘Suction Vibrasorber Throttling Valve Three-way Valve Repair ‘Three-way Valve Condenser Pressure Bypass Check Valve Repair ‘Structural Maintenance Condenser Coil Condenser and Evaporator Fan Location Condenser Shutters Defrost Damper Defrost Drains Evaporator Coil Fan Shaft Assembly Fresh Air Exchange System Idler Assembly Unit Inspection Unit Installation Unit and Engine Mounting Bolts ‘Mechanical Diagnosis Cycle-Sentry Diagnosis Refrigeration Diagnosis Refrigeration Diagrams Wiring Diagram and Schematics RRS BSLSLSLELBLIRSRSRSB RB BSESRBBSESEB é 110 m1 113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 in- to the atmosphere. We strictly adhere to a policy that promotes the recovery and limits the loss of refrigerant into the atmosphere.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 dis- charge valve closed. 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. 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. 5. 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 8, 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. 9. Use caution when working around exposed coil fins. ‘The fins can cause painful lacerations. 10. Use caution when working with a refrigerant or refrigeration system in any enclosed or confined area with a limited air supply (for example, a trailer, 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 event of frost bite, the objectives of First Aid are to protect the frozen area from further injury, to warm the affected area rapidly and to maintain respiration. 1. Cover the frozen part. Provide extra clothing and blankets. Give the victim a warm drink (not alcohol). ‘Warm the frozen part quickly by immersing it in water that is warm, NOT HOT. 5. If warm water is not available or practical to use, wrap the affected part gently in a sheet and warm blankets. 6. 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 Aid 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.Specifications ENGINE — di 2.2 Mode! Fuel Type Oil Capacity: Crankcase w/Primary Oil Fiiter Only w/Primary & Bypass Oil Fiter Oil Type*: Oil Viscosity**: Engine rpm: Low Speed operation High Speed operation Engine Oil Pressure Intake Valve Clearance Exhaust Valve Clearance Valve Setting Temperature Fuel Injection Timing Low Oil Pressure Switch (normally closed) Coolant High Temperature Switch: Closed Open Engine Coolant Thermostat Cooling System Capacity Radiator Cap Pressure Drive: ‘Thermo King di 2.2 No. 2 Diesel fuel under normal conditions No. 1 Diesel fuel is acceptable cold weather fue! 16 qt Crankcase (15.2 litre) 17 qt Total (16.1 litre) 18 qt Total (17 litre) Fill to full mark on dipstick API Petroleum Type CD API Synthetic Type CD after first 500 hours ‘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 5W 1425-1475 rpm 2175-2225 rpm ‘50-65 psi (345-448 kPa) Low Speed engine operation .016 in. (0.40 mm) .016 in. (0.40 mm) 70 F (21 C) 02 in, (0.5 mm) at 14° BTDC (timed on No. 1 cylinder) 16 to 20 psi (103 to 138 kPa) 216 to 225 F (102 to 107 C) 190 F (88 C) 180 F (82 C) 10 qts (9.5 litre) 7 psi (48 kPa) Direct to compressor; Belts to fans, 12V alternator and water pump “Thermo King synthetic oil is compatible with petroloum lubricants so there is no danger if accidental mixing occurs or if an emergency requires addition of petroleum oil. Mixing is not recommended, however, since it will dilute the superior performance properties of the synthetic oil. ‘“*Multi-viscosity weight oll with the recommended API 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. BELT TENSION 12V Alternator Belt Upper Fan Belt (Fan to Idler) Lower Fan Belt (Engine to Idler) Tension No. on ‘TK Gauge 204.427 40 6 6R-502 REFRIGERATION SYSTEM. Compressor Model Refrigerant Charge Compressor Oil Charge Compressor Oil Type Throttling Valve Setting Heat/Defrost Method Standard Defrost Timer Settings (can be changed in TG-V Guarded Access) Defrost Termination Switch: Opens Closes High Pressure Cutout Evaporator High Temperature Switch: Opens Closes Thermo King X430 16 lb (7.3 kg) — R-502 4 ats 6 o2 (3.96 ltre)* Synthetic type 67-404 (required) 24 psi (165 kPa) Hot Gas 6 hours — Above heat iockout 12 hours — Below heat lockout 49 F (9.4) 37 F280) 450 +10 psi (3103 +69 kPa) Automatic reset @375 +38 psi (2586 + 262 kPa) 125 £5 F (52 228 C) 175 £5F (79 £28) "When the compressor is removed from the unit, oil level should be noted or the oil removed from the compressor should be measurd so that the same amount of oil can be added before placing the replacement compressor in the unit. AIR SWITCH SETTING Single Switch THERMOSTAT Type Setpoint Range ELECTRICAL CONTROL SYSTEM Voltage Batteries Fusible Link Rating Control Circuit Breaker Throttle Solenoid Circuit Breaker Defrost Fuse Battery Charging Voltage Regulator Setting 1.00.05 in. (25.40 41.27 mm) H20 ‘Thermoguard TG-V -20 to 80 F (-28 to 28 C) 12.5V de One Group C31, 12 Volt battery 50-55 amps 30 amp auto reset 12 amp manual reset 15 amp 12 volt Alternator 37 amp Brush type 13.8-14.2V @75.2 F (25.0 C)ELECTRICAL COMPONENTS NOTE: Disconnect components from unit circuit to check resistance. Current Draw (Amps) Resistance — Cold at 12.8V de (Ohms) Fuel Solenoid 14 a8 Damper Solenoid 57 2.2 Throttle Solenoid 29 43 Glow Plugs (one) 7A 18 Pilot Solenoid 07 17.0 Starter Motor — gear reduction type 250-375" Modulation Valve we 78 Hot Gas Bypass Valve 1 m1 *On-the-engine cranking check. Bench test is approximately 100 amps on the direct drive starter and approximately 80 amps on the gear reduction starter. ‘Test at 12.5 V de.Maintenance Inspection Schedule Inspect/Service these Items Engine (Check fuel supply, Check engine cil level. Check engine coolant level fight. (CAUTION: Do not remove radiator cap while coolant is hot). Inspect belts for condition and proper tension (belt tension tool No. 204-427), Check engine oil pressure, hot at high speed. Minimum 40 psi Listen for unusual noises, vibrations, etc. Check air cleaner indicator.** Change engine oil* (hot), oil filters and fuel fiters. Clean crankcase breather. Drain water from fuel tank and check vent. Inspect/clean fuel transfer pump inlet strainer. Check and adjust engine speeds (high and low speed). Check condition of engine mounts. Change engine coolant every year. Replace fuel filter, (replace water separator every 3,000 hours). Check defrost initiation and termination. Check thermostat cycle sequence on all modes (e.g. Continuous Run and Auto Start-Stop modes). Inspect battery terminals and electrolyte level Check operation of protection shutdown circuits. Inspect wire hamess for damaged wires or connections. Check air switch setting. Inspect DC (battery charging) alternator. Refrigeration ‘Check refrigerant level. Check for proper suction pressure. Check compressor cil level Check throttling 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 bulkheads). Inspect tapered roller bearing fanshaft or fan transmission and idlers for leakage and bearing wear (noise). Clean entire unit including condenser and evaporator coils and defrost drains. Check all unit and fuel tank mounting bolts, brackets, lines, hoses, etc. Check evaporator damper door adjustment and operation. “NOTE: Petroleum oil rated “CD” must be used in the engine to allow 1,500 hour extended maintenance intervals. **Change air cleaner when indicator reaches 22 in.Unit Description ‘The Thermo King SB-III 30 TF (Thermo Fresh) isa one- piece, self-contained, diesel powered rfrigcration-heating ‘unit. The unit mounts on the front ofthe trailer with the ‘evaporator portion extending into the trailer. Two models are available, one with Cycle Sentry and one without. The unit uses hot gas to heat and defrost. ‘The unit uses spin-on full flow and bypass oil filters and. “CD” rated petroleum engine oil for extended 1,500 hour maintenance intervals. On engine operation, power is provided by a di 2.2 A-cylinder, water-cooled, direct injection diesel engine rated at 34.8 continuous horsepower at 2200 rpm. An in- line powerpack provides direct drive power transfer from the engine to the compressor. ‘Additional unit features are the Thermo King X430com- pressor, THERMOGUARD solid state thermostat, and. the refrigeration modulation system. ‘Thermo King X430 Compressor ‘The unit features the Thermo King X430, four-cylinder compressor with 30 cu. in. (492 em’) displacement. THERMOGUARD V Thermostat (TG-V) Accurate temperature control of the cargo area is pro- vided by a TG-V, which is a programmable micropro- cessor controller. Normally Heat Lockout is enabled on the TG-V. Heat Lockout does not allow the TG-V to demand High Speed Heat at setpoints below below 15.0 F (-9.5 C). Special units may not have Heat Lockout enabled. Refrigeration Modulation System ‘The refrigeration modulation system provides very precise control ofthe refrigeration system and the temperature ‘of the cargo area. AS the temperature of the return air begins to approach the thermostat setpoint the modula- tion system begins to close the modulation valve in the suction line between the evaporator and the heat ex- changer. The modulation valve closes more asthe return air temperature gets closer to the setpoint. When the temperature is at setpoint the valve is completely closed. ‘When the temperature begins to move away from setpoint the valve begins to open. This provides very smooth and steady temperature control and the temperature does not oscillate above and below setpoint as much as it does in ‘unit that does not have modulation. Cycle-Sentry Start-Stop Controls (Optional) A Cycle-Sentry Start-Stop fuel saving system is available to provide optimum operating economy. WARNING: With the selector switch in the CYCLE 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 system automatically starts the unit on thermostat demand and shuts down the unit when the trailer 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 30.0 F (-1.1 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 (32.0 C). Features of the Cycle-Sentry system are: © Offers either Auto Start-Stop (CYCLE) or Contin- uous Run (CONTINUOUS) operation ‘Thermostat controlled all season temperature control Maintains minimum engine temperature in low ambient conditions © Battery Sentry keeps batteries fully charged during unit operation © Variable glow plug preheat time Preheat indicator buzzer Defrost ‘The defrost mode can be initiated by the manual defrost switch, air switch, or defrost timer any time the evaporator coil temperature is below 37.0 F (2.8 C). If the unit is in Null mode (Auto Start-Stop operation), ‘manually initiating defrost will cause the unit to start and operate in the defrost mode. When a defrost cycle is, initiated, the defrost relay energizes the damper solenoid and pilot solenoid. ‘The unit remains on defrost until the evaporator coil temperature rises to 49.0 F (9.4 C) causing the defrost termination switch to open. When the defrost termina- tion switch opens, the unit will 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 while the unit is defrosting, the unit will continue to run until defrosting is complete, then the unit will stop. OPERATING MODES NOTE: Modulation is disabled if the TG-V thermostat is set below heat lockout (15 F [9.5 Cp), if the unit is in defrost, or if the Cycle-Sentry switch is in the CYCLE position. ‘When modulation is enabled the TG-V uses the return air temperature, the discharge air temperature, the dif- ference between these two temperatures (Delta Temperature), and the rate at which these temperatures are changing to determine the operating mode. The pro- gram that determines the operating mode is complex, therefore it is difficult to predict which operating mode the unit should be in by comparing the setpoint to the box temperature. For example; ifthe unit is started with the box temperature well above the setpoint, the TG-V will run the unit in high speed cool to bring the box temperature down near setpoint before it shifts the unit to a different operating mode. In general, if the TG-V is set below the box temperature and modulation is enabled, the TG-V will control the operating modes in the following sequence as the box temperature approaches the setpoint: The unit will first ‘operate in high or low speed cool. As the box temperature approaches the setpoint, the unit will shift to low speed. ‘modulated cool. Modulation causes the suction pressure to drop. When the box temperature gets very close to the setpoint, the hot gas bypass valve (HGB) will open. The ‘open HGB causes the suction pressure to rise. If the TG-V is set above the box temperature and modula- tion is enabled, the general sequence of operating modes begins with high or low speed heat. As the box tempera- ture approaches the setpoint, the unit will shift to low speed modulated heat. Modulation causes the suction pressure to drop. Continuous Run (CONTINUOUS) Operation At setpoints above 15.0 F (9.5 C) modulation is enabled and the TG-V thermostat controls the unit using the following operating modes: © High Speed Cool © Low Speed Coot © Low Speed Modulated Cool © Low Speed Modulated Heat © Low Speed Heat © High Speed Heat At setpoints below 15.0 F (9.5 C) modulation is disabled and the TG-V thermostat controls the unit using the following operating modes: © High Speed Cool © Low Speed Coot © Low Speed Heat ‘Auto Start-Stop (CYCLE) Operation At setpoints above 15.0 F (9.5 C) TG-V thermostat con- trols the unit using the following operating modes: © High Speed Coot © Low Speed Cool - Null if Battery Sentry and block temperature switch are satisfied. © Low Speed Heat - Null if Battery Sentry and block temperature switch are satisfied. © High Speed Heat At setpoints below 15.0 F (9.5 C) the TG-V thermostat controls the unit using the following operating modes: © High Speed Cool © Low Speed Cool - Null if Battery Sentry and block temperatures switch are satisfied. © Low Speed Heat - Null if Battery Sentry and block temperature switch are satisfied.Temperature Drop High Speed Cool +5.1F (+280) +3.4F (+1.9C) Low Speed Cool +1.7F (40.9) Setpoint Low Speed Heat eT ATF (090) 3.4 F (1.9) ; High Speed Heat Temperature Rise Control Algorithm with Modulation DisabledSERIAL NUMBER LOCATIONS Unit: Nameplates on curbside of unit inside the top serv- ice access grille and on roadside of unit frame below con- trol panel. Engine: Stamped on engine block above the oil filter. Compressor: Stamped on end above oil pump. Serial No. Location vay Ye \ ak Setial No ait \ Location Location Serial No, Location Serial Number LocationsDESIGN FEATURES di 2.2 Diesel Engine 430 Compressor w/Synthetic Compressor Oil Refrigeration Modulation System Constant Air Fan Transmission Top Mount Muffler Thermo King Radiator ‘Stainless Steel Grille ‘Stainless Steel Exterior Condenser Hardware ‘Stainless Steel Evaporator Hardware Tapered Roller Bearing Idlers ‘Silicone Coolant Hoses Premium Condenser Fan Drive Belts Heavy Duty Oil Bath Air Cleaner Inside Unit Frame Heavy Duty Dry Element Air Cleaner Inside Unit Frame ‘Thermoguard V Thermostat (TG-V) Fuel Filter with Water Separator ‘Spin-On Full Flow Oil Filter ‘Spin-On Bypass Oil Filter Dealer Installed Synthetic Engine Oil ‘Side Mount Coolant Expansion Tank w/indicator Light Defrost Timer_(buit into TG-Vi ‘Cycle-Sentry System 37 amp Alternator ‘5 amp Alternator Fuel Heater Frost Plug Heater REO2 Condenser Shutters ‘Simpson Lead Sentinel Light Temperature Sentry Remote Indicator Lights 10 UNIT MODEL ‘SB-IIl 30 TF (048.392)PROTECTION DEVICES. Engine High Coolant Temperature Switch Engine Low Oil Pressure Switch Evaporator High Temperature Switch rant High Pressure Cutout Switch 12V Fuse Link (Current Limiter) High Refrigerant Pressure Relief Valve Circuit Breaker in Throttle Solenoid Circuit Fuse in Defrost Circuit Circuit Breaker in Control Circuit n ‘UNIT MODEL ‘SB.Ill 30 TF (048.392)THERMO KING ‘SB.INI 30 TF 2‘Compound Pressure Gauge (Optional) Coolant Oil Pressure Gauge Temperature Gauge ‘Ng y) a Hour Meter Indicator Lights om ‘Switch Panel Reset Switch Ammeter Cycle-Sentry Light Cycle-Sentry Switch TG-V Thermostat, On-Off Switch PREHEAT/ DEFHOST Sitch START Switch Control Box 13Thermostat Relay Board ] Coolant Level I+ Detector Module | x Throttle Solenoid Circuit Breaker ao Bocb| aoe | ESEag D aon Internal Components of Control Box 4Operating Instructions UNIT CONTROLS L ON-OFF Switch. This switch energizes the electrical system of the unit. a. ON position. The unit will operate in response to the thermostat setting and the trailer air temperature. . OFF position. The 8 circuit that supplies power to the control circuit is de-energized. The unit will not operate. PREHEAT/START Switch. When held on PREHEAT, the Preheat/Start switch energizes only the glow plugs to aid in starting the diesel engine. ‘When held on START, the Preheat/Start switch energizes both the glow plugs 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 extremely cold. MANUAL DEFROST Switch. The unit can be placed on defrost by pressing the manual defrost ‘switch located on the control panel. The evaporator coil temperature must be below 37.0 F (2.8 C) before the unit will defrost. Otherwise the unit will continue normal operation. CYCLE-SENTRY SELECTOR Switch (Cycle- ‘Sentry option). This switch selects conventional Continuous Run operation or Auto Start-Stop operation. a. CONTINUOUS position. The unit must be started manually with the On-Off switch and Preheat/Start switch. After start-up, the unit operates continuously until the On-Off switch is turned off or a unit protection circuit shutdown ‘occurs due to a malfunction in the fuel, engine oil, engine coolant, or unit refrigeration system. b. CYCLE position. All unt starting operations are performed automatically on thermostat demand. Starting functions such as glow plug preheat, fuel ‘and throttle solenoid control, and cranking are performed automatically. Unit operation is controlled automatically by the unit thermostat, engine block temperature switch, Battery Sentry and defrost controls. The engine starts automatically whenever the ther- mostat calls for cooling or heating, the defrost timer initiates defrost, or the engine block temperature drops to 30.0 F (-1.1 C). The engine runs until the thermostat demand is satisfied, the battery is fully charged and the block temperature reaches 90.0 F (32.0 C). The engine is automatically stopped by the Cycle-Sentry control module. CAUTION: With the selector switch in CYCLE position and the unit ON-OFF switch in the On Position, the unit may start at any time without prior warning. THERMOSTAT. A solid state TG-V thermostat controls unit operation to maintain the trailer temperature at setpoint. Set the thermostat at the required temperature. Set- ting the setpoint lower than required will not make the unit cool faster. NOTE: Thermoguard thermostats have low voltage and open cireuit protection. If there is no power from the battery to the thermostat or if battery leads to the thermostat are reversed, the thermostat switches the unit to Low Speed Cool. If the sensor circuit is open, the unit switches to Low Speed Cool. DEFROST TERMINATION Switch. The elec- tronic defrost termination switch uses solid state components to control the defrost circuit. The switch has short circuit protection and solid state reliability. The switch is mounted in the evaporator and controls the defrost cycle in response to the evaporator coil temperature. The switch is closed ‘when the evaporator coil temperature is below 37.0 F Q.8 C) completing the defrost circuit to ground and preparing the electrical system for the defrost cycle. The witch opens and terminates the defrost cycle when the evaporator coil temperature rises to 49.0 F 0.4.0). AIR Switch. The air switch senses the air pressure difference between the evaporator coil inlet and outlet. The switch automatically places the unit on defrost when ice or frost builds up on the coil to ‘point where the air flow across the coil is restricted 40 to 50% of normal.UNIT INSTRUMENTS AMMETER. The ammeter indicates the battery charge and discharge amperage during unit 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 preheat. 2. HOURMETER-ENGINE. The engine hourmeter records the total hours that the engine is in opera- tion for proper maintenance intervals, OIL PRESSURE GAUGE. The oil pressure gauge indicates engine oil pressure. Engine oil pressure should rise immediately on starting. A low oil pressure switch will trip the Reset Switch and stop the engine if oil pressure drops below 15 +20 psi (103 +138 kPa) for approximately 40 seconds. 4. COOLANT TEMPERATURE GAUGE. The engine coolant temperature gauge indicates the temperature of the engine coolant in the engine block. INDICATOR LIGHTS. Indicator lights show the following: WHITE—Cool; TAN—Defrost; AMBER—Heat. NOTE: The defrost light is connected in the defrost circuit. Both the white and tan lights may be lit when the unit is on defrost. ‘The check coolant light indicates the engine coolant level is low. Add coolant to the expansion tank whenever the coolant level is ow. CAUTION: Do not remove expansion tank cap while coolant is hot. icates the Cycle-Sentry system is functioning normally. If the Cycle-Sentry light is out with the Cycle-Sentry switch in the ‘CYCLE position and the On-Off switch in On posi- tion, a malfunction has occurred. The reset switch may be tripped. 6. DIGITAL THERMOMETER. A digital ther- ‘mometer is built into the TG-V thermostat. The thermometer normally indicates the return air temperature, but can display the discharge air temperature. RECEIVER TANK SIGHT GLASS. The receiver tank sight glass indicates the level of refrigerant in the receiver tank for checking the refrigerant charge the unit. COMPRESSOR OIL SIGHT GLASS. The com- pressor oil sight glass indicates the relative level of compressor oil in the compressor sump. AIR RESTRICTION INDICATOR. An air restric: tion indicator is attached to the air intake elbow. Visually inspect the restriction indicator periodically to assure the air filter is not restricted. Service the air filter when the indicator reads 22 in. of vacuum. Press the button on the bottom of the indicator to reset it after servicing the air filter. UNIT PROTECTION DEVICES RESET SWITCH. A thermal type manual reset, switch protects the engine. The reset switch contains a resistor that is attached to a sensor switch in the ‘engine oil system, engine coolant system, evapora- tor, and compressor oil system (optional). ‘The resistor in the switch starts to heat up when the engine oil pressure or compressor oil pressure (op- tional) is too low, when the engine coolant temperature is too high or when the starter exceeds the cranking limit on Cycle-Sentry operation. 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 BREAKERS. cuit breakers located behind the control panel face trip if the 12V de control circuits or throttle solenoid circuit overloads. ‘A.30 amp auto reset circuit breaker protects the 12V. de unit control circuit A 12 amp manual reset circuit breaker protects the throttle solenoid circuit. This circuit breaker is located in the control box behind the control panel and should be checked whenever power is lost to the throttle solenoid. It can be manually reset by pushing in the tab on the end. FUSIBLE LINK (Current Limiter). The fusible link is located electrically between the 2 wire and the bat- tery. At a current draw of approximately 50 to $5 amps, the fusible link will melt, cutting all power to 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 becomes excessive, the HPCO switch opens the circuit tothe fuel solenoid stopping the engine. Within 30-50 seconds, the reset switch will also trip because of a lack of oil pressure in the engine.5. HIGH PRESSURE RELIEF VALVE. The high pressure relief valve is designed to relieve excess pressure within the refrigeration system. The valve isa spring-loaded piston that lifts off its seat when refrigerant pressure exceeds 500 +50 psi (3,447 345 kPa). The valve will reseat when the pressure drops to 400 psi (2,758 kPa). The valve could possibly leak refrigerant after it has relieved excess pressure. Tapping the valve lightly may help the valve reseat and SEAL PROPERLY. The valve is non-repairable and requires no adjustment. If the valve fails to reseat properly, remove the refrigerant charge and unscrew and replace the valve. ‘The high pressure relief valve is located on a high pressure line near the condenser. Its location is such that when the pressure is expelled from the valve, it would be directed away from anyone servicing the unit. UNIT OPERATION Pre-Trip Inspection ‘The following Pre-trip Inspection should be completed before loading the trailer. While the Pre-trip Inspection not a substitute for regularly scheduled maintenance inspections, it is an important part of the preventive maintenance program designed to head off operating pro- blems and breakdowns before they happen. 1. FUEL. The diesel fuel supply must be adequate to ‘guarantee engine operation to the next check point. 2, ENGINE OIL. The engine oil level should be at the FULL mark with the dipstick NOT turned (thread- ed) into oil pan. Never overfill. 3. COOLANT. The engine check coolant indicator light must be out when the On-Off switch is On, The engine coolant must have anti-freeze protec- tion to -30.0 F (-34.0 C). Check and add coolant in the expansion tank. CAUTION: Do not remove expansion tank cap while coolant is hot. 4. BATTERY. The terminals must be clean. 5. BELTS. The belts must be in good condition and adjusted to proper tension. Vv 6. ELECTRICAL. The electrical connections should be securely fastened. The 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. The ex- hhaust rain cap should move freely (if so equipped). ‘The condenser and evaporator coils should be clean and free of debris. Check the defrost drain hoses and fittings to be sure they are open. The damper in the evaporator outlet must move freely with no sticking or binding. Be sure all the doors are latched securely. ‘Starting Standard Units 1, Hold the PREHEAT-START switch in the PRE- HEAT position for the required time. The ammeter should show glow plug discharge. Ambient Temperature Preheat Time 00 32 F(-18 10.00) 30 seconds Below 0 F (18 C) 60 seconds 2. Turn the unit On-Off switch to On. 3. Hold the PREHEAT-START switch on the START. position to crank the engine. Release when the engine starts. DO NOT release prematurely when the engine is extremely cold. 4, Turn the On-Off switch Off, and repeat steps 1 through 3 if the engine fails to start. CAUTION: Never use starting fluid, ‘Starting Cycle-Sentry Equipped Units Selection of Operating Modes on Cycle-Sentry Equipped Units ‘The Thermo King Cycle-Sentry system is designed to save refrigeration fuel costs. The savings vary with the com- modity, ambient temperatures and trailer insulation. However, not all temperature controlled products can be properly transported without continuous air circulation. Since highly sensitive products will normally require con- inuous air circulation, Cycle-Sentry units come equip- ped with a selector switch for Auto Start-Stop or Con- tinuous 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 for Air Flow © Fresh fruits and vegetables, especially asparagus, bananas, broccoli, carrots, citrus, green peas, let- tuce, peaches, spinach, strawberries, sweet corn, ete. Non-processed meat products (unless pre-cooled to recommended temperature) @ Fresh flowers and foliage ‘The above listings are not all inclusive. Consult your grower, shipper or USDA if you have any questions about the operating mode selection on your type of load. Continuous Run Operation With the selector switch in the CONTINUOUS position, the Cycle-Sentry unit will operate in its regular cooling and heating modes. Refer to Starting Instructions for Standard Units. ‘Auto Start-Stop Operation With the selector switch placed in the CYCLE position, the Cycle-Sentry system shuts down the unit when the trailer 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 ru whichever operating mode the thermostat is calling for until the trailer temperature reaches setpoint. Incold ambients, the Cycle-Sentry system automatically ‘maintains engine temperature by restarting the unit if the ‘engine block temperature drops to 30.0 F (1.1 C). When the unit starts up because of low engine block tempera- ture, 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 90.0 F200. ‘After the unit starts from thermostat demand, defrost in- itiation 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 which- ever operating mode the thermostat is calling for to pro- perly maintain the trailer temperature. When the battery is sufficiently recharged, the unit will shut down on ther- ‘mostat demand, CAUTION: With the selector switch in CYCLE posi- tion 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 preheating. NOTE: Trailer units equipped with Cyele-Sentry should ‘be manually started if the units have been non-operative (turned off), resulting in cold soaked engine temperatures below 30.0 F (-1.1 C). Place the selector switch in the CONTINUOUS position and refer to Starting Standard Units for manual starting instructions. After this initial cold start, the selector switch can be switched to CYCLE 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. Set the thermostat at the desired temperature, DO NOT set thermostat lower than required (lowering the thermostat setpoint does not make the unit cool faster). 2. Place the Cycle-Sentry switch in the CYCLE position, 3. Place the unit On-Off switch in the On position. ‘The Cycle-Sentry indicator light will come on. (This light must be on at all times while unit is in Cycle- Sentry operation). If a malfunction occurs preven- ng a restart, the fact that this light is off is the only indication a malfunction has occurred. 4. If the thermostat calls for cool or heat, the cool or heat light will be on and the glow plugs will automatically heat for the required amount of time depending on the engine temperature (5 seconds at 150 F [65.0 C] to 120 seconds at -20.0 F [-29.0C})..5. 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 10 the con- trol system 30-50 seconds after the cranking cycle terminates. If the engine fails to start, place the On-Off switch in the Off position, determine and correct the cause for not starting, then push in the reset button and repeat the starting procedure. After Start Inspection 1. OIL PRESSURE. Check the engine oil pressure at high speed, it should register higher than 40 psi (276 kPa). 2. AMMETER. The ammeter should show a positive (+) current, indicating that the alternator is charg- ing the battery, for a short period of time after start- up. 3. COMPRESSOR OIL. The compressor oil level should be visible in the sight glass. 4. THERMOSTAT. Set the thermostat at, well above and well below the trailer temperature. Check to make sure that the unit’s mode of operation changes with the change in setpoint. 3. 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 trailer. Pre-cooling will remove residual body heat and moisture from the trailer interior and pro- vide a good test of the refrigeration system. 6. DEFROST. When the unit has finished pre-cooling the trailer interior (evaporator coil temperature below 37.0 F [2.8 C)), initiate a defrost cycle with the manual defrost switch. The defrost cycle should end automatically. Loading Procedure 1, Be sure unit is Off before opening the doors to ‘minimize frost accumulation on the evaporator coil and heat gain in the trailer. (Unit may be running when loading the trailer from a warehouse with door seals.) 2. Spot check and record load temperature while lly note any off-temperature 3. Load product so that there is adequate space for air circulation completely around the load. DO NOT block the evaporator inlet or outlet. 4, Products should be pre-cooled before loading. ‘Thermo King units are designed to maintain loads at the temperature at which they were loaded. Transport refrigeration units are not designed to pull hot loads down to temperature. Post Load Procedur 1. Be sure all the doors are closed and locked. 2. Adjust the thermostat dial to the desired temperature setpoint. 3. Start the unit. 4. One-half hour after loading, defrost the unit by momentarily pressing the Manual Defrost switch If the coil temperature has dropped below 37.0 F 2.8 ©), the unit will defrost. The defrost cycle should stop automatically Post Trip Checks 1. Wash the unit. Check for leaks. Check for loose or missing hardware. Check for physical damage to the unit.Electrical Maintenance ALTERNATOR Charging System Diagnostic Procedures NOTE: Units manufactured with Cyele-Sentry and alternators with integral regulators MUST use replace- ‘ment alternators with integral regulators. CAUTION: Full-fielding alternators with the integral ‘regulator is accomplished by installing a jumper from ter- ‘minal F2 to ground. Attempting to full field the alter- nator by applying battery voltage to terminal F2 will cause voltage regulator failure. Complete the following test procedures before replacing. the voltage regulator or the alternator. © 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 charg- ing 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: All voltage readings should be taken between the negative battery terminal, or a good chassis ground, and the terminals indicated, unless stated otherwise. NOTE: The alternator is positioned in the unit with the ‘terminal marks upside down as shown in the illustration. 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 alter- nator. Battery voltage must be present. If not, check the 2A ciret 4. Disconnect the alternator harness from the voltage regulator by carefully pushing on the spring clip to release the plug lock. Check B+ voltage here. Check 24" | amperage here. Check excitation circuit voltage here. _ ss; = 7K cH Place full fielding jumper here.5. Set the unit for continuous run operation and place the On-Off switch in the On position. 6. Check the voltage on the excitation circuit at the B pin in the two pin connector on alternator harness. The voltage should be 10 volts or higher. If not, check the excitation (7K or equivalent) cir- cuit, including the alternator harness. 7. If battery voltage is present on the excitation cir- cuit, connect the alternator harness to the voltage regulator and check the voltage on the B pin in the two pin connector on alternator harness. The voltage should be 1-3 volts. 4 A voltage reading above 3 volts indicates that the field circuit may be open or have high resistance. ‘The brushes or the rotor are probably defective . No voltage or a voltage reading below 1 volt i dicates that the rotor or the voltage regulator may be shorted. Perform the field current test to further isolate the problem. 8. Attach a clamp-on ammeter to the 2A wire con- nected to the B+ terminal on the alternator. 9. Connect a voltmeter between the B+ terminal and a chassis ground. 10. 11. Connect a jumper wire between the F2 terminal and ‘chassis ground. This will full field the alternator. Start the unit and run it in high speed 12. 13. 14, CAUTION: DO NOT full field the alternator for ‘more than 7 seconds while checking the meter readings, or the electrical system may be damaged. ‘Check the amperage in the 2A wire and record the reading. Check the voltage at the B+ terminal and continue to observe this voltage for a few seconds to see if it increases, decreases, or stays the same. Note the change in voltage and record the voltage reading. Amperage in the 2A wire —— amps. Voltage at the B+ terminals The voltage at the B+ terminal should be 13-18 volts and the amperage in the 2A wire should be at least as high as the rated output of the alternator. NOTE: An alternator can easily exceed its rated ‘output. An alternator MUST at least reach its rated ‘output when full fielded. An alternator that has a defective rectifier diode may reach 75% of its rated output with a full field, Stop the unit. volts. Use the readings obtained previously to determine the problem by referring to the Diagnois Chart. NOTE: This assumes that the alternator did not charge properly prior to the full field test. Diagnosis Chart Amperage in 2A Voltage at B+ At or above rated output At or above battery voltage and increasing Approximately 60% of rated output Approximately equal to battery voltage and does not change, or rises slightly Low or no output, Less than or equal to battery voltage and decreasing a Problem / Solution Voltage regulator defective / Replace voltage regulator and brush assembly. Receifer diode defective / Repair or replace alternator. Stator windings, field windings, brushes or diode defective / Perform Field Current Test to check brushes and field coil, or replace alternator.Field Current Test (Checks the field windings, brushes and slip rings). Perform this test with the ON-OFF switch in the OFF position. Attach a clamp-on ammeter to the 2A wire near the B+ terminal on the alternator. Connect a jumper wire between the F2 terminal on the alternator and a chassis ground, and not the am- meter reading ‘The ammeter reading indicates field current. The following chart shows the field current for each alternator with 12 volts applied to the field: ‘Check 2 amperage here. a. No field current or a low field current indicates aan open circuit or excessive resistance in the field circuit. Replace the voltage regulator and brush assembly, inspect the slip rings and repeat the test. If the brushes are not the problem, replace the rotor or the alternator. b. High field current indicates a short in the field circuit. Repair or replace the alternator. I, 7K, Place full, fielding jumper here. Full Field TestAlternator Removal Alternator Disassembly 1. Disconnect battery power from the unit. 1, Remove Pulley and Fan. 2. Remove the wires from the alternator terminals, Remove nut, lockwasher, pulley, fan and the spacer Note location of each wire so they will be installed from the rotor shaft. correctly. 2. Remove Capacitor. a. Unplug the wire from the capacitor to the + ter- minal. This is a spade connector. ‘Alternator Installation b. Loosen the capacitor mounting screw and remove the capacitor. 3. Remove mounting bolts and remove the alternator. 1. Mount the alternator on the bracket. Do not tighten 3._- Remove Brush-Regulator Assembly. the bok ‘a. Remove the field (green) wire from the terminal 2. Install the alternator drive belt, tension properly, on the alternater. and tighten the mount bolts. b. Remove the brush-regulator assembly by remov- 3. Install wires on alternator terminals securing them ee ae with the nuts. 4. Connect the battery power to the unit. Capacitor + Terminal B+ Positive Output Terminal Regulator/Brush Assembly Mounting Screws F2 Terminal’ ‘Voltage Regulator & Brush Assembly Voltage Regulator Setting Field (Green) Wire 13.8-14.2 Volts L Terminal S Terminal ‘Australian Bosch Alternator Identification 2B4 Remove Front Housing. a, Remove nut, lock washer, flat washer, and isola- tion washer from the B+ terminal on the alternator. . Remove the four screws on the front of the alter- nator that surround the rotor shaft. Through Bolts Surrounding Rotor Shaft Removing Screws and Bolts cc. Remove nut, lock washer, and flat washer from the longest of the four through bolts on the alternator, d. Mark the rear housing, front housing, stator, and the longest through bolt to aid in assembly. Tater. Longest Place Marks Through Bolt Here Rear Housing Stator Marking Housings And Stator Rear Housing €. Remove the four through bolts from the alternator. £. Remove the front housing. (Front housing should slide off the front rotor shaft bearing with minimal force.) Remove Rotor. Support the rear housing and stator. Slide the rotor shaft assembly toward the front of the alternator. This can be done by hand, but considerable force is needed. NOTE: The nut can be screwed on the rotor shaft 10 aid in pulling on the rotor shaft. Stator Rotor Nut Removing Rotor Remove the Diode Plate-stator Assembly a, Remove the three screws that secure the diode plate to the rear housing. Diode Plate ‘Securing Screws (3) Removing Diode Plate/Statorb. Applying finger pressure on the B+ terminal at the rear of the alternator, slide the stator-diode plate assembly toward the front of the alternator and remove. CAUTION: Note the position of the isolation washer and the isolation spacer on the B+ terminal, Stator Diode Plate. Isolation Washer Isolation Spacer BY Terminal Diode Plate Showing Position of Isolation Spacer and Washer 7. Separate Stator Windings from Diode Plate (only if necessary) Unsolder the three leads of the stator winding from the diode plate Diode Plate Stator Three Leads Stator Lead Location Inspection and Diagnosing Components Brushes a Inspect brush assembly. The original brush set may be reused if the brushes are 4.8 mm (3/16 in.) or longer and if the brushes are not oil soak- ed, cracked, or show evidence of grooves on the sides of the brushes caused by vibration. b. Check brushes with continuity tester. 5 Test B A Continuity From A to B G From C to D No Continuity From A or B D to Cor D Brush Test Rear Housing and Bearing O-ring a. Remove and replace the O-ring ir the bearing bore of the rear housing if needed b. Inspect the rear housing for a cracked or broken, casting, stripped threads, or evidence of severe wear in the bearing bore due to a worn rear bearing. o-ring Bearing Bore Rear Housing Inspection Front Housing 1, Inspect the front housing for cracks. Check the condition of the threads of the agjusting boss. . Check the bore in the mounting boss. Discard housing if bore shows signs of elongation (oval ‘or out of roundness). Rotor a. Place 15 Vde across the slip rings on the rotor. CAUTION: Turn off DC power source before installing or removing test leads on slip rings to prevent arcing and damage to the slip ring surface. b. Check current draw. Current draw should be near current draws specified.‘ALT || Current Draw 23 amp| | 2.5 amps @ 68.0 F (20.0 C) 37 amp| | 5.18 amps @ 77.0 F (25.0 C) 65 amp| | 5.77 amps @ 77.0 F (25.0 C) Bearings, AB, Slip Pole Fingers AtoB | Atoc CtoD Rings (Rotor Body) ealoranl lezen toe 23 amp | @ 68.0 F| @ 68.0F None (20.0 c) | (20.0¢) €. Remove the power source from the rotor. 32 one | a? oh 6. Chock resistanes: Resistance of winding should | 57 amp | @ 77.0 | @ 77.0 F on eaaaenamnas (25.0 C) | (25.0 C) ‘ALT |] Rotor Resistance <1 ohm | 11 ohm N esarellisn cine a seairtnocl Samo] @ 720F| @ 710F ne 37 amp| | 2.9 Ohms @ 77.0 F (25.0 C) 65 amp| | 2.6 Ohms @ 77.0 F (25.0 0) 23,37,65 Amp Alternator - Stator Resistance Values . Check for grounded slip ring or windings by placing an ohm meter across the rotor body and the slip rings. Should be no continuity. £. Check condition of slip rings. 1. Clean the brush contacting surfaces with a fine crocus cloth, wipe dust and residue away. 2. If surfaces are worn beyond this restoration, replace the entire rotor assembly. 8. Replace entire rotor assembly if any of the following conditions exist: 1. Stripped threads on shaft. 2. Worn bearing surfaces. 3. Scuffed pole fingers. Stator The stator assembly consists of three individual windings terminated in the delta-type connections. Using an ohm- ‘meter of test lamp, check for winding continuity between leads A, B, and C. There should be no continuity from any lead to point D (laminations). Also, stators showing. signs of winding discoloration should be discarded, 26 Diode Plate Assembly ‘The diode plate assembly consists of two plates, each con- taining three diodes. Both plates are mounted on a plastic insulator thus making a diode plate assembly. The plate with the B+ terminal contains the positive diodes and the other plate contains the negative diodes. When testing the diodes, the positive and negative diodes are tested separately. Using an ohmmeter or diode tester, check for continuity as follows: 1. Place the negative lead of meter on G. Place the positive lead of meter on A, B, and C. Should be continuity from G to A, B, and C. 2. Place the positive lead of meter on G. Place the negative lead of meter on A, B, and C. Should be no continuity from G to A, B, or C. 3. Place the positive lead of meter on H. Place the negative lead of meter on D, E, and F. Should be continuity from H to D, E, and F.4. Place the negative lead of meter on H. Place the positive lead of meter on D, E, and F. Should be no continuity from H to D, E, or F. Plate Containing B+ Terminal Diode Plate Assembly Alternator Assembly Connect Stator Windings to Diode Plate. Solder the three leads of the rotor coil to the diode plate if either is to be replaced. 2. Install Diode Plate-stator Assembly into Rear Housing. 2. Install the insulating washer on the B-+ terminal of the diode plate. b. Install the insulating spacer on the B+ terminal of the diode plate. ¢. Align the B+ terminal of the diode plate with the hole on the rear housing labeled B+, and slide the diode plate-rotor assembly into the rear housing. 4, Insert the three screws into the diode plate and secure it to the rear housing. 3. Install Rotor. Slide the small bearing end of the rotor into the rear housing. Apply hand pressure to the rotor so the rear bearing seats in the O-ring. a Install Front Housing. a. Align the marks of the rear housing and the front. housing. (Marks refer to the marks made dur- ing disassembly.) Slide the front housing over the rotor shaft and onto the bearing. b. Install the four through bolts and tighten. c. Install the flat washer, lock washer, and the nut on the longest of the through bolts and tighten. 4. Install the four screws that surround the rotor shaft on the front of the alternator and tighten. Install Brush-regulator Assembly. a. Install the brush-regulator assembly and secure using the two mounting screws. Brush Contacts (Spring Loaded) Brush Installation CAUTION: Care must be used during installa- tion of brushes to prevent damage to slip rings or brushes. b. Attach the field (green) wire to field terminal on alternator. Install Insulator on the B+ Terminal. Install the insulating washer, flat washer, lock washer, and nut on the B+ terminal. Install Capacitor. ‘a. Mount the capacitor with the mounting screw. . Plug the wire from the capacitor onto the + terminal, Install Fan and Pulley onto Rotor Shaft. 4. Slide the large spacer onto the rotor shaft. b. Slide the fan onto the rotor shaft. (Bent fins pointing towards the rear housing.) ¢. Slide the pulley onto the rotor shaft. 4. Install the lock washer and nut. Tighten,BATTERY Inspect/clean the battery terminals and check the elec- trolyte 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 proper water level. UNIT WIRING Inspect unit wiring and wire harnesses during scheduled maintenance inspections for loose, chaffed or broken wires to protect against unit malfunction due to opens or shorts. CHARGING SYSTEM (12V dc) Immediately after start-up, the ammeter may show a discharge condition on systems with brush type alter- nators. This is due to 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 ammeter should show a high charge rate that will con- ‘tinue until the battery voltage is brought back up to nor- mal. Under normal running conditions, the ammeter will show a slight charge condition. If the ammeter shows a discharge after start-up, check the alternator belt tension and all charging circuit connections including the battery. GLOW PLUGS Glow plugs heat the combustion chamber to aid in quick starting. The glow plugs are energized when the PRE- HEAT/START switch is held on the PREHEAT or START position or when the Cycle-Sentry control ‘module initiates unit startup Cycle-Sentry switch in the CYCLE position). ‘An open glow plug (burned out) can be detected with the unit ammeter. The unit ammeter should show 28 to 30 amps discharge while the PREHEAT/START switch is held in the PREHEAT position and the On-Off switch is in the OFF position. A discharge of 28 to 30 amps ‘means all four glow plugs are working. If the discharge rate drops below 28 amps on PREHEAT, at least one glow plug is bad. a To isolate an open 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 resistance of approximately 1.8 ohms or a current draw of about 7.1 amps. A shorted glow plug will be indicated by the ammeter showing full discharge when the preheat switch is press- ed or when the current limiter between the ammeter and. the reset switch is burned out. Check each glow plug, a shorted glow plug will have very low resistance. ® ® Ss 1.8 ohms Testing Glow Plugs RESET SWITCH The engine is protected by a manually reset thermo- breaker reset switch. The reset switch contains a resistor that is attached to three sensors. One sensor switch is in the engine oil system, another is in the engine cooling system, and another is in the evaporator (a fourth sen- sor is located on the compressor on units equipped with optional compressor low oil pressure switch). If any sensor is grounded due to an abnormal condition ow oil pressure, high water temperature, or high evaporator temperature), 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 30 to $0 seconds for the resistor to heat up and tip 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 possible. The reset switch must be replaced if it is defective. ‘Summary of reasons for the reset switch (Red button) tripping: 1, Engine coolant temperature above 220 F (104 C). Evaporator temperature above 175 F (79 C). Engine oil pressure below 15 psi (103 kPa). Lack of fuel to the engine (the switch trips because of a lack of engine oil pressure). NOTE: If the On-Off switch is ON with the Cycle- Sentry switch in the CONTINUOUS position and ‘the engine is not running, the engine low oil pressure sensor will cause the reset switch to open. 5. High pressure in the refrigeration system (high pressure cutout shuts down the engine, then the reset switch trips because of low engine oil pressure). 6. Compressor low oil pressure (optional). A sensor in the compressor oil system closes if the compressor oil pressure falls below 15 3 psi (103 +21 kPa), causing the reset switch to trip and stop the engine. 7. Reset switch becoming defective. The switch may get t0 a point where it will open due to vibration 8. A ground fault in the No. 20 oF 20A wires to the sensor is also a possible cause NOTE: A ground or short circuit in the electrical system does not cause the reset switch to pop out. ENGINE LOW OIL PRESSURE SWITCH Engine oil pressure should rise immediately on startin ‘The switch will trip the reset switch and stop the engine if the oil pressure drops below 15 to 20 psi (103 to 138 kPa). A continuity tester is needed to check the oil pressure switch. 1, Remove the 20A. wire from the switch. 2. The continuity tester should indicate a complete cir- ccuit between each terminal and ground. 3. Start the engine. The tester should show an open circuit between each terminal and ground. Repair consists of replacing the switch. a HIGH COOLANT TEMPERATURE SWITCH ‘The high coolant temperature switch will close and trip the reset switch if the coolant temperature is greater than 220 F (104 C). Use a continuity tester to check the switch, and observe the coolant temperature gauge to check the temperature. 1. Remove the 20A wire from the switch. 2. Run the unit until it reaches normal operating temperature, approximately 180 F (82 C). There should be no continuity from the switch to ground. 3. If the engine runs hot and the reset switch does not trip run the unit until it reaches 220 F (104 C). The switch should have continuity to ground. Replace the switch as necessary. EVAPORATOR HIGH TEMPERATURE SWITCH ‘The evaporator high temperature switch will close and trip the reset switch if the evaporator temperature is greater than 175 F (79 C). Use a continuity tester, a ther- ‘mometer and hot water to test the switch. 1. Remove the 20A wire from the switch and remove the switch from the unit. The switch is mounted near the defrost termination switch. ‘Check the continuity of the switch from the terminal to the switch body. At room temperature there should be no continuity. 3. Place the switch in water at 200 F (93 C). The switch should have continuity. NOTE: Allow adequate time for the temperature change to saturate the switch before performing the test. lace the switch in water at 100 F (38 C). The switch should have no continuity. 4 Replace the switch as necessary. CIRCUIT BREAKERS Control Circuit Break This 30 amp auto reset circuit breaker protects the unit control circuits. If this circuit breaker opens, check the unit for a grounded wire or a grounded condition in a relay or solenoid.‘Throttle Solenoid Circuit Breaker This 12 amp manual reset circuit breaker protects the elec- trical circuit to the throttle solenoid. It is located inside the control box. If this circuit breakers opens, check the 7D circuit and the throttle solenoid DEFROST FUSE The 15 amp defrost fuse protects the 8V circuit that pro- vides power to the defrost relay coil and the damper solenoid circuits. It is located on the switch panel circuit board. - If this fuse burns out check the damper solenoid, the 29 circuit, and the defrost relay. FUSIBLE LINK The fusible link protects the electrical system from a short in the 2 circuit to the alternator. It also protects the elec- trical system should a circuit breaker fail to open. If the fuse link burns out, check for a grounded 2 wire or for any of the conditions that would cause one of the circuit, breakers to open. Replace the defective circuit breaker and replace the fusible link Throttle Solenoid Circuit Breaker soBeds| paBoe| MAJOR ene Inside Control Box 30THERMOGUARD V THERMOSTAT (TG-V) ‘The TG-V is a programmable microprocessor controller ‘that uses external relays. The TG-V module is replaceable ‘as an assembly, no internal repair is available. Features of the TG-V 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 Cin 0.5 degree increments. Defrost Timer — It can be programmed to control defrost initiation intervals a 4,6, 8, 10, or 12 hours. It can also be programmed to terminate defrost at 30 or 45 minutes. Fuel Saver — It can be programmed to delay operation for optimum fuel economy. ch speed ‘Alarm — It can detect and display up to four alarm con- ditions including sensor, microprocessor, and defrost ter- mination failures. TG-V Thermostat a ‘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 condi- tions and control unit functions. ‘The TG-V can be programmed to accommodate a varie- ty of unit configurations and functions. It is programm- ed in the Guarded Access Mode. The Guarded Access Mode has four different screens on which the program- ‘ming choices are made. Refer to Guarded Access Mode for specific information. Screen 1 contains the following choices: 1. Accumulate Defrost Time (yes or no) Defrost Termination Time (30 or 45 minutes) ‘S-minute High Speed Delay (on or off) Heat Lockout? (yes or no) Is There A Discharge Sensor? (yes or no) Is There a Modulation Valve? (yes or no) Do You Want Fahrenheit or Celsius Readout? Screen 2 contains the following choices: 1, Defrost Time Above Lockout (2,4, 6, 8, 10, 12, 14, 16 hours) 2. Defrost Time Below Lockout (2, 4, 6, 8, 10, 12, 14, 16 hours) Screen 3 contains the following choices 1. Discharge Sensor Grade (0, 1, 2, 3, 4, 5) 2. Return Sensor Grade (0, 1, 2, 3, 4, 5) Screen 4 contains the following choices: 1, Return Air Temperature Display in Default 2. Setpoint Temperature Display in Default Discharge Air Temp Display in Default (Refer to Section Guarded Access Programming for more information.)brane ara —, val My 2 Display Symbols and Control Keys ‘The following is alist 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 the return air temperature is being displayed. Discharge Air Symbol (Asfow from unit pointing at thermometer). Indicates the discharge air temperature is being displayed (optional). Setpoint Symbol (Hand pointing to thermometer). Indicates the setpoint temperature is being displayed. Fahrenheit Symbol (Degree symbol and letter F). Indicates the temperature being displayed is in Degrees Fahrenheit. Minus Sign Indicates the temperature being displayed is below zero. Celsius Symbol (Degree symbol and letter C). Indicates 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 indicate temperature in tenths of a degree.Display Symbols and Control Keys (continued) AL IEF co ALT SS td 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. °! lab} 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. 33With the Thermo King unit s screen will be dark; nothing itched Off, the controller bbe on the display. "FHERWO KING THERMOGUARD When the Thermo King unit is switched On, all symbols and readouts will be displayed for about $ 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 programm- ed to show Discharge Air, Return Air or Setpoint as the standard display. ‘When the Thermo King unit is switched off it is normal for the display to remain on or about 30 seconds as it slowly fades. NOTE: With power off, all settings are saved in the con- troller memory and become active when the unit is switched on. Coon amon AR co] v= 435 Displaying Operating Data During normal opeation, 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 © 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.Setpoint Symbot Setpoint Entering The Setpoint remperature ‘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. New Setpoint Temperature Press the UP or DOWN key until the setpoint is at the desired temperature setting, (@ Pressing and releasing either key repeatedly will cause the temperature to change by .5 degrees each key press. @ Holding cither key down will cause the temperature to scroll automatically, one degree at a time. To enter the new setpoint into memory: Press and release the ENTER key within § seconds. © The display will blink once as the new setpoint is entered into memory ‘© The new setpoint will remain on the screen for pra about 5 seconds, then, ws (© 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. 36playing 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. 04 Discharge Air Sensor Failure (Optional) The Discharge Air Sensor has failed or is disconnected. 14 Defrost Terminate On Time Limit ‘The defrost cycle did not terminate properly and was terminated by a back-up time limit 88 Microprocessor Failure The TG-V has failed and must be replaced. To clear the alarms, press the ENTER key while the alarm screen is showing. The alarms will clear and the standard display will appear on the screen. Alarms may continue to appear as the unit operates if the alarm condition is not corrected. Additional Operating Information ‘Sensor Fai In addition to generating an alarm, the failure of a sen- sor 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. 37Guarded Access Mode ‘The TG-V controller is pre-programmed match the standard configuration and operating re- quirements of the unit. Screen #1 J E- Screen #2 co zt Screen #3 Note Now| Screen #4 HE i Screen #1 ___ Screen #2 Screen #3 Screen #4 Ifthe controller is being replaced, the programming setup ‘codes must be set to match the configuration fo the unit, acthe factor The factory programming setup 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 4 screens numbered I through 4. Screen numbers are indicated by 1/2 size digit. The controller is programmed by entering a two digit setup code into each screen. Setup code 3E is the standard setup code for Screen #1 on the SB-II 30 TF unit. Programming the controller requires the following: © Choosing the desired setup code for each screen. © Entering the Guarded Access Mode. © Changing the setup codes as required. Choosing Setup Codes ‘The standard setup codes for the SB-III 30 TF are shown at the left. NOTE: The setup code for Screen #3 can be determined by checking the Sensor Grade Nameplate, which is |____—— located on the back of the control box. The setup code for Screen #3 can also be determined by checking the sen- ors themselves, Each two digit setup code can represent several opera- tional settings of the Thermo King unit. The factory programming setup codes can be found on the schematic and wiring diagrams for the unit. If the setup codes are not available, they can be deter- mined using information shown later in this section. Before entering the guarded access mode or changing setup code ‘Choose the setup codes for each screen, 2. ‘Write the setup codes in the space provided or on a separate piece of paper. 3BEntering The Guarded Access Mode Setpoint Symbol To get to the Guarded Access Mode: 1, Press and release the SELECT key repeatedly until the setpoint symbol is on the screen. Press the UP or DOWN key until the setpoint is, at exactly 32.0 F or 0.0.C. Press the ENTER key (within 5 seconds) to load this. setpoint. With the setpoint temperature at 32.0 F or 0.0 C, press the UP key, the DOWN key and the SELECT key at the same time. poser Ae ‘Setup Code ‘Screen Number @ Screen #1 in the Guarded Access Mode will appear. NOTE: Pressing the three keys at the same time can be difficult. If it doesn't work the first time, return the setting to 32.0 F or 0.0 C and try again. It may take several attempts. 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 auto- ‘matically reappear on the screen in about 10 seconds. 39New Setup Code Changing Setup Codes To change the setup code: 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, To enter the new setup code into memory: Press and release the ENTER key within 5 seconds. © The display will blink once as the new code is, centered into memory. ‘© The new code will remain on the screen for about $ 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 setup code on other screens, repeat steps 4 and 5. CAUTION: If the ENTER key is not pressed within $ seconds: the original setup code will appear on the screen Jor 5 seconds, the standard sereen will automatically ap- ear, and the controller will operate with the original ‘setup code for that screen. 0Screen #1 ‘The setup code for screen #1 represents a combination of the following seven settings: Save Elapsed Time Elapsed time is the duration between the end of one defrost cycle and the beginning of the next. ‘The TG-V, has a built in defrost interval timer which can automatically initiate a defrost cycle after a preset period of time has elapsed. ‘When the Thermo King unit is switched OFF, the defrost interval timer can be set to do one of two things: © itcan 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 against 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 I hour. 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 against from the beginning. The timer could initiate defrost 2 hours from the time unit was turned back ON. ‘The controller should be set to save elapsed timé © Inddelivery applications where the unit will be turned, On and Off before a normal defrost time has elapsed. © In units without an air switch Elapsed time should not be saved in normal, over-the- road applications where the unit is run continuously and is not frequently turned off and on. Settings: Yes = Save elapsed time. No = Do not save elapsed time. Defrost Terminate Time Ifa defrost cycle is not terminated automatically, the TG- \V terminates the defrost after the programmed period of 4 Settings: 30 minutes or 45 minutes High Speed Delay To save fuel when the cargo compartment temperature is in range, the TG-V can delay high speed heat or cool mode for 8 minutes. NOTE: This replaces FS-II. Settings: Yes = Delay high speed operation for 8 minutes. No = Do not delay high speed operation for 8 minutes. High Speed Heat Lock-out To protect frozen foods, the TG-V can lock-out high speed heat when the setpoint is below 15 F (-9.4 C). Setting: Yes = Lock out high speed heat below 15 F (9.4 C). No = Do not lock out high speed heat below 15 F (9.4). Discharge Sensor ‘When an optional discharge air sensor can be connected to the TG-V, the discharge air temperature can be displayed. Settings: Yes = Discharge sensor connected, display discharge air temperature. ischarge Sensor Not connected, do not display ischarge air temperature. NOTE: If the unit does not have a discharge air sensor, but the discharge sensor setting is set to ‘‘Yes", the con- troller will display an alarm symbol and the alarm sereen will show alarm 04 (discharge air sensor faulty). Instead of showing a temperature, the discharge air screen will display dashes. No =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. Fahrenheit/Celsius ‘The TG-V can display temperatures in either Fahrenheit or Celsius. Settings: F = Fahrenheit C = Celsius Directions for choosing the setup codes for Screen #1 are on the next page. 42Setup Code — Screen #1 Save | Defrost | High Elapsed | Terminate | Speed Time Time Delay Code No 30 min No. 0 No 30 min Yes 1 No 45 min No. 2 No 45 min Yes 3 p—— Left Digit Yes 30 min No. 4 Yes 30 min Yes 5 Yes 45 min No. 6 Yes 45 min Yes 7 Directions: To determine the two digit setup code for Screen #1: 1. Select the code number that matches the desired combination of settings from the top table. This, becomes the left digit. 2. Select the code number that matches the desired combination of settings from the bottom table. This becomes the right digit. NOTE: Factory standard settings are in bold type. High Speed Heat Discharge | Modulation | Fahrenheit/ Lock-out Sensor Valve Colsius Code No No No FE o No No No c 1 No No Yes F 2 No No Yes c 3 No ‘Yes No F 4 Right Digit No ‘Yes No c 5 No Yes Yes FE 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 No c D Yes Yes F E Yes Yes Yes c i‘Screen #2 Defrost intervals are set with Screen #2. Defrost interval is the period of time between the end of one defrost cycle and the beginning of the next. During pulldown, the defrost interval is 4 hours. Once the unit is in-range the defrost interval becomes the inter- val set with this screen. Defrost Time Above Lock-out ‘Sets the defrost interval for setpoint temperatures above 15 F (9.4 ©). Settings: 2, 4, 6, 8, 10, 12, 14 of 16 hours Defrost Time Below Lock-out Sets the defrost interval for setpoint temperatures below ISF (9.40. Settings 2, 4, 6, 8, 10, 12, 14 oF 16 hours Directions for choosing the setup codes for Screen #2 are ‘on the next page.Setup Code — Screen #2 Defrost Time Above Lock-out Code 2 Hours 4 Hours 6 Hours. 8 Hours 10 Hours 12 Hours 14 Hours, 16 Hours Directions: To determine the two digit setup code for Screen #2: 1, Select the code number that matches the desired combination of settings from the top table. This, becomes the left digit. 2. Select the code number that matches the desired ‘combination of settings from the bottom table. This becomes the right digit. NOTE: Factory standard settings are in bold type. c42 pang or org Defrost Time Below Lock-out Code 2 Hours 4 Hours 6 Hours 8 Hours 10 Hours: 412 Hours 14 Hours, 16 Hours: + ight Digit ms]orfen]a os) )lo 45‘Screen #3 For accuracy, the controller must be adjusted to match the unit sensors. That adjustment is done with Screen #3. There are two types of sensors, graded and ungraded. Graded sensors are measured and presorted at the fac- tory 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 there fore can have 1a wider possible range of resistance. They do not have grading marks and are accurate to +.6 degrees ‘The TG-V can be calibrated to work with either type of sensor. For graded sensors, set the controller to match the grade Of the sensor. Example: for a grade 4 sensor, the con- troller setting would be 4. NOTE: The SB-III 30 TF is equipped with graded sen- sors. The sensor grades are recorded on the Sensor Grade ‘Nameplate, which is located on the back of the control box. The setup code for Screen #3 must match the Sen- sor Grade Nameplate. The setup code for Sereen #3 can also be determined by checking the sensors themselves, NOTE: If a graded sensor is replaced, the grade of the new sensor must be marked on the Sensor Grade Nameplate. For ungraded sensors set the controller to grade 0. Discharge Sensor Grade Matches controller operation to the grade of the discharge air sensor. Settings: Grades 0, 1, 2, 3, 4 or § Return Sensor Grade Matches controller operation to the grade of the return air sensor. Settings: Grades 0, 1, 2, 3, 4 or 5 Directions for choosing the setup codes for Screen #3 are on the next page. 46Setup 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 setup 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 in bold type. Return Sensor Grade Code O 0 1 1 2 2 3 3 Fight Digit 4 4 5 5 4Screen #4 ‘The ‘standard display” is set with Screen #4. Standard Display ‘The standard display is normally seen 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 or © Discharge Air Temperature (optional). This screen is available only when the Discharge Sensor setting (Screen #1) is set to yes. Directions for choosing the setup codes for Screen #4 are cn the next page. Setup Code — Screen #4 Default Display Code Return Air Temperature o | o ‘Setpoint Temperature ofa Discharge Air Temperature o | 2 Directions: To determine the two digit setup code for sereen Number 4: © Select the code number that matches the desired default screen. 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 in bold type.Testing the TG-V Thermostat Tools & Materials Required For Testing 1. Volt/ohm meter capable of accurately reading 1/100 volt increments. Sumper wires ‘Three Relays, Part No. 44-5847 12V de Power supply 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-servicable item and repairs should not be attempted. If thermostat is found to be defective, replace it. Ice Bath Preparation 1. _ Fill an insulated container full of ice. Add enough water to cover the top of the ice during test procedure. 2. Remove the sensor bulb from the unit or use a Known good sensor for testing the thermostat module, 3. Stir ice-water bath for one minute or until stabil- ized at 32 F (00). 4, Monitor ice bath temperature with mercury ther- ‘mometer during testing to ensure test accuracy. NOTE: Before testing a questionable thermostat module, it is a good idea to check the thermostat sensor first. Sensor Test 1. Visually check bulb end, lead, and terminal end of sensor. Make sure that it is not damaged. ‘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 following method to give sensor ‘a more accurate test: a. Cool the sensor down to 32 F (0 C) and check resistance—reading should be 3266 ohms. bb. Warm the sensor up to 70 F (21.1 C) and check resistance—reading should be 3450 ohms. 4. If sensor does not meet specifications, replace it. If sensor does meet specifications, procede to TG- \V thermostat bench test. Band Wraps’ ‘Sensor Leads “The Return Air Sensor has yellow band wraps. The Discharge Air Sensor has red band wraps. SensorSetup Code Screen Number 50 Preparing TG-V Modul For Bench Test 1, Place unit On-Off switch in the ON position. (If thermostat module is out of unit, this can be ob- tained by connecting a 12V de power source to the 8 and CH terminals, 8 is connected to positive (+) and CH is connected to negative (-). Press and release the SELECT key repeatedly until the setpoint symbols is on the screen. Press the UP or DOWN key until the setpoint is at exactly 32.0 F or 0.0 C. Press the ENTER key (within 5 seconds) to enter this setpoint. With the setpoint temperature at 32.0 F or 0.0 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 atthe same time can be difficult. If it doesn't work the first time, return 10 the setpoint screen with the setting at 32.0 F or 0.0 C and try again. It may take several attempts. 16. Press the UP or DOWN keys until the setup code on Screen #1 reads 38. Press the ENTER key. If no keys are pressed, the standard display will auto- ‘matically reappear on the screen in about 10 seconds.TG-V Module Bench Test 1, Turn unit on/off switch OFF. 2. Disconnect all wires from the thermostat module. Connect a good known sensor (yellow jacketed) to the terminals labelled SN on the rear of the ther- ‘mostat module. 4. To obtain accurate voltage readings during ther- ‘mostat module checkout, circuits 1OT 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 both relays to the negative (.) terminal of a 12 volt de power source. Connect pin 85 of one relay to the No. 10T terminal to simulate the speed relay. Connect pin 85 of the second relay to the No. 14T terminal to simulate the heat relay. Place the sensor bulb in a 32.0 F (0.0 C) ice bath. 6 Connect the positive (+) 12 volt de power source on the No. 8 terminal. Connect the negative (-) ower source to the CH terminal. 7. Check for voltage between 8 and CH. Be sure approximately 12 volts is present. NOTE: Due to the accuracy of the TG-V module, the digital read out may read a few tenths of a degree higher than 32.0 F (0.0 C). 8. Set the thermostat module setpoint to 24.0 F (4.4 ). The thermostat is now in high speed cool. a. Check voltage between terminals 10T and CH. 12 volts should be present. The speed relay should be energized. b. Check voltage between terminals 14T and CH. Zero volts should be present. The heat relay should be de-energized. 9. Set thermostat module setpoint to 29.0 F (-1.7 C), ‘The thermostat is now in low speed cool. a, Check for voltage between terminals 10T and CH. Zero volts should be present. The speed relay should be de-energized. . 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 33.0 F (0.6 C). ‘The thermostat is now in low speed heat. a. Check for voltage between terminals 10T and CH. Zero volts should be present. The speed relay should be de-energized. 51 Te 12, 13. 4 1s 16. 18. 19. a. . Check voltage between terminals 14T and CH. 12 volts should be present. The heat relay should, be energized, Set thermostat module setpoint to 36.0 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. Switch off power to thermostat module. Place a jumper wire from the 8 terminal on ther- ‘mostat module to the 7K terminal on the thermostat, module. Turn power on to the thermostat module. Set thermostat module setpoint to 33.0 F (0.6 C). ‘The thermostat module should now be in low speed heat. (12 volts present on 14T. Zero volts present on 10T.) Leaving the jumper from 8 terminal to 7K terminal in place, set thermostat module setpoint to 36.0 F (2.2 ©). 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. 0 volts should be present. The speed relay should be de- energized. (Thermostat module isin the 8 minute high speed lock out mode of operation.) At the end of eight minutes, the thermostat module should automatically switch to High Speed heat. ‘Check voltage at terminal 10T after the eight minute interval. 12 volts should be present. ‘Connect pin 86 of the third relay to the No. 11 ter- minal in order to simulate the defrost relay. Con- nect the 85 pin of this relay to the positive (+) ter- minal of the power source. Place a jumper between the No. 12 terminal and the negative (-) terminal of the power supply. Place another jumper between the No. 12 terminal and the No. 11 terminal. The relay should energize. Remove the jumper between the No. 12 terminal and the No. 11 terminal. The relay should remain energized. Remove the jumper between the No. 12 terminal and the negative (-) terminal of the power supply. ‘The relay should remain de-energized.TG-V Terminal Voltage Chart Voltages must be checked with yellow jacketed sensor hooked across SN terminals and bulb placed in 32 F (0 C) ice water bath. HSC isc SH HSH Setpoint | Setpoint | Setpoint | Setpoint 24° 29° we 36° 8 tavde | ivde | tvae | 12Vde CH Ov de OV de OV de OV de 29 OV de OV de OV de OV de 10T wae | ode OV de 12V de_| See note below at OV de ovde | iwvede | 12vde Return SN = = = = Air Sensor | "_SN = = = = FL OV de OV de OV de ov de HLO OV de OV de OV de OV de. 38 ovde | ide | iavde | ova 7 OV de OV de OV de OV de SP, 1.95v de | 2.00v de | 2.04v de | 2.07v de 12 tavde | de | ide | 1avdc ut wvede | wwe | 1avace | tavac HGO OV de OV de OV de OV de 7K OV de ov de OV de ov de mon eo ovder | ovder | ovacr | over () ovder | over | over | ov der 8B ov de OV de OV de OV de | ‘Sensor = = = = ‘Sensor = = = = HSC — High Speed Coo! LSC — Low Speed Cool LSH — Low Speed Heat HSH — High Speed Heat * These voltages should be checked with Red (+) meter lead on (+) and Black (—) meter lead on (~). Do not check these terminal voltages to CH as an incorrect reading will be given. NOTE: If a jumper wire has been placed cross terminals 8 and 7K, zero volts will bbe present for 8 minutes. After the 8 minute high speed lockout has terminated, 12 volts will then be present on terminal 107, The speed relay will then energize. 52(10T) Applies Voltage to Speed Relay Coll When Calling for High Speed (29) Force to High Speed (Input) During Defrost Calling for Heat (CH) Thermostat Module Ground Circuit (8) Supply Voltage From Unit to ‘Thermostat Module 8 CH 29 10T 14T SN SN ee PSSST i Basic Terminal Functions 53 (14T) Applies Voltage to Heat Relay Coil When (SN) Connects One Lead of the Return Air Sensor to Thermostat (SN) Connects Other Lead of the Return Air Sensor to ThermostatTG-V Terminal Identification (71) Force High Speed Cool (SP) Setpoint Output (38) In-range Output (12) Defrost Circuit (HLO) Heat Lockout Output (11) Defrost Circuit (HL) Force Heat Lockout Specialized Terminal FunctionsTG-V Terminal Identification (+) Output to Modulation Valve (8B) Cycle-Sentry is in Operation (Input) (4) Output to Modulation Valve Not Connected to CH Ground (DISC SENSOR) Connects One Lead of Discharge Air Sensor to Thermostat (7K) Accumulative Defrost Time (DISC SENSOR) Connects Other Lead of Discharge Air Sensor to Thermostat (HGV) Hot Gas Bypass Valve Specialized Terminal Functions 55CYCLE-SENTRY CHECK Refer to the Cycle-Sentry V Operation and Diagnosis, Manual for all operation and diagnosis procedures. DEFROST SYSTEM CAUTION: Cycle-Sentry Equipped Units — Place the Cycle-Sentry switch in the CONTINOUS position before performing any diagnosis and service operations on the unit. The unit may start at any time without prior warn- ing if the On-Off switch is in ON position and the Cycle- ‘Sentry switch is in CYCLE position. ‘The unit should be run through a defrost cycle during Unit Pre-load Operation and scheduled maintenance inspections to test defrost system components. To check the defrost cycle, run the unit on cool and set the ther- ‘mostat to drop the evaporator coil temperature below 37.0 F (2.8 C). Press the manual defrost switch. The unit should shift from the cooling cycle to the defrost cycle, If the unit continues on cooling, double check the evaporator coil temperature and refer to the defrost cycle checkout section, ‘The air switch setting should be checked annually. Refer to the Air Switch Checkout and Adjustment section, Defrost Cycle ‘The defrost cycle can be initiated by the manual defrost switch, the air switch, or the defrost timer in the TG-V when the defrost termination switch is closed. The initiation of the defrost cycle energizes the defrost relay, the pilot solenoid, damper solenoid, and tan defrost, indicator light. The pilot solenoid allows the three-way valve to shift and divert heated refrigerant vapor to the evaporator coil, melting frost. The damper solenoid closes the damper in the discharge opening of the evaporator housing to hold the heat within the evaporator and prevent warm air from passing over the load. NOTE: The unit will not defrost during normal unit operation unless the defrost cycle is initiated while the ‘evaporator temperature is below 37.0 F (2.8 C). ‘The defrost termination switch will open and de-energize the defrost relay when the frost has melted and the evaporator temperature rises above 49 F (9.4 C). The damper solenoid and pilot solenoid are also de-energized, 56 ‘opening the defrost damper and returning the three-way valve and to the control of the unit thermostat, Defrost Cycle Checkout Procedure CAUTION: Cycle-Sentry Equipped Units — Place the Cycle-Sentry switch in the CONTINUOUS position before performing any diagnosis and service operations. The unit may start at any time without prior warning if the On-Off switch is in ON position and the selector switch is in CYCLE position. To check the defrost cycle, run the unit on cool until the evaporator coil temperature is below 37.0 F (2.8 C). Push the manual defrost switch. If the unit shifts to defrost momentarily but shifts out of defrost when the switch is released, check the TG-V thermostat. If the unit will not shift to defrost, or if the defrost cycle will not terminate, see the following defrost checkout procedures. CAUTION: Do not forget to remove jumper wires from the unit after checking or testing unit components. Unit Does Not Defrost 1. Check the evaporator temperature: Be sure the evaporator temperature is actually below 37.0F (2.8 C) if the unit will not defrost. Use a test ‘thermometer to check the evaporator temperature, 2. Check the operation of the defrost termination switch: If the unit fails to defrost, place a jumper wire be- tween the 12 terminal and the CH terminal on the switch panel circuit board. Press the manual defrost switch. If the unit shifts to defrost, check the No. 12 wire to the defrost termination switch for an ‘open and check for a defective defrost termination switch. If the unit still fails to defrost, move to step 3. 3. Check the manual defrost switch: If the unit failed to defrost, place a jumper wire be- ‘ween the 11 terminal and the CH terminal on the switch panel circuit board. If the unit shifts to defrost immediately, replace the manual defrost switch. If the unit does not shift to defrost, move to step 4.4. Check the defrost jumper: If the unit still fails to defrost, check to make sure that the defrost jumper is in place and is position- ed correctly. The defrost jumper should connect the 1 slot (11 circuit) to the 2 slot (I1A circuit) on the defrost timer socket. The defrost timer socket is located on the switch panel circuit board. If the unit does not shift to defrost with the defrost jumper in place, move to step 5. NOTE: The TG-V has an integral defrost timer. The plug-in defrost timer cannot be used with the TG-V. The defrost jumper must be in place and Positioned correctly or the unit will not defrost Properly. Defrost Relay Defrost Fuse. Check the defrost fuse: If the unit still fails to defrost, check to make sure that the defrost fuse is in place and is not blown. The defrost fuse is located near the defrost relay on the switch panel circuit board. The SB-III 30 TF uses a 15 amp defrost fuse. The unit will not defrost if this fuse is blown, If the unit does not shift to defrost with the correct defrost fuse in place, move to step 6. Check the defrost relay: If thé unit fails to defrost, check the 8 terminal on the switch panel circuit board for 12V de. If the 8 terminal has 12 volts, the defrost relay is defective and should be replaced. A lack of voltage indicates ‘an open in the No. 8 circuit, Defrost Jumper Circuit Board: Terminal Strip Circuit Breaker Component Location — Switch Panel Without Cycle-Sentry 577. Ifthe defrost relay works, the defrost indicator light To check the three-way valve, run the unit in heat ‘comes on and the damper closes, but the unit con- by setting the thermostat well above the box tem- tinues to cool; check for a stuck three-way valve, perature. If the unit goes into heat, there will be faulty pilot solenoid or open in the No. 26 wire. a rise in suction pressure and a drop in the discharge pressure. If the unit does not go into heat, refer to the procedure described in TK5984, Diagnosing the ‘Thermo King Refrigeration System. To test the coil onthe plot solenoid valve, turn the unit On-Off switch ON. Place a jumper wire with an ammeter in the circuit between the 26 terminal and the 8 terminal on the switch panel circuit board. The pilot solenoid should energize and the heat in- it icator light should come on. If the unit does not Unit Will Not Terminate Defrost shift to heat, the pilot solenoid is not being energi2- NOTE: On units equipped with a TG-V, the integral ed. Check the No. 26 wire for opens or replace the defrost timer in the TG-V should automaticaly terminate solenoid coil. If the solenoid is energized and the the defrost cycle 45 minutes afte itis initiated. current draw is greater than 1 ampere, there is a short in the No. 26 wire or the coil of the valve, Defrost Rela Buzzer Batter Sentry Socket. Circuit Board Defrost Jumper: Terminal Strip Defrost imer Soci ries Socket Defrost Fuse Terminal Su Circuit Breaker Cycle-Sehtry Module Component Location — Switch Panel With Cycle-Sentry 58Unit Sticks on Defrost Indefinitely If the unit remains stuck on Defrost indefinitely, check the defrost relay, the 11 circuit and the TG-V thermostat. 1. Check the defrost relay: If the unit remains on defrost indefinitely, remove the defrost jumper from the defrost timer socket, The relay should open (de-energize) immediately. If the relay opens (de-energizes), move to step 2. If the relay fails to open, replace the defrost relay 2. Check the 11 circuit for a ground: If the defrost relay opened (de-energized) when the defrost jumper was removed, use an ohmmeter to check the 11 wires for a ground. Repair the ground- ‘ed wire. If no ground is found, move to step 3. 3. Check the TG-V thermostat: ‘The integral defrost timer in the TG-V thermostat should terminate the defrost cycle after 45 minutes regardless of the evaporator temperature or amount of frost or ice on the evaporator coil. If not, test the TG-V and replace it if necessary. Unit Continuously Fails to Terminate Defrost (in Less than 45 Minutes) If the unit continually fails to complete the defrost cycle in less than 45 minutes and cycles between cool and defrost, check the evaporator coil temperature, three-way valve condenser seal, refrigerant charge, damper solenoid circuit, defrost termination switch and the No. 11 and No. 12 wires. 1, Check the Evaporator Temperature: Be sure the evaporator temperature is actually above 49.0F (9.4 C) ifthe unit will not terminate defrost. Use a test thermometer to check the temperature. If the evaporator temperature does not rise enough to bring the unit out of defrost, the condenser seal in the three-way valve may be leaking, or the unit may be low on refrigerant. To check the condenser seal in the three-way valve or the condenser check valve, refer to the pro- cedures described in TKS984, Diagnosing the ‘Thermo King Refrigeration System. To check the refrigerant charge, refer to Refrigerant ‘Charge in the Refrigeration Maintenance Section, Failure of the damper solenoid may also delay or event the evaporator coil temperature from ris- ing. To test the damper solenoid, turn the unit switch on. Place a jumper wire with an ammeter in the circuit between the 29 and 8 terminals on the switch panel circuit board. The damper solenoid should be energized, and the defrost damper should close. If the defrost damper does not close, the damper solenoid is not being energized. Check the 29 wire for opens or replace the solenoid. Check the operation of the defrost termination switch. If the unit will not come out of defrost, disconnect the No. 12 wire from the defrost termination switch, If the unit shifts back to cool, the defrost termina- tion switch is not opening and should be replaced. If the unit remains in defrost, move to step 3. 3. Check the 11 and 12 circuits for a ground: If the unit remains in defrost, use an ohmmeter to ccheck the 11 and 12 wires for a ground. If an 11 or 12 wire is grounded, find the grounded portion and repair it. Manual Defrost Switch ‘The manual defrost switch is located on the unit switch panel. Pressing the manual defrost switch initiates the defrost cycle if the defrost termination switch is closed, Defrost Termination Switch ‘The electronic defrost termination switch uses solid state components to control the defrost circuit. The switch is ‘mounted in the evaporator and controls the defrost cycle in response to the evaporator coil temperature. The switch is closed when the evaporator coil temperature is below 37.0 F (2.8 C), completing the defrost circuit to ground and preparing the electrical system for the defrost cycle.‘When the unit does shift into a defrost cycle, the defrost damper blade closes, and heat from the hot refrigerant gas melts the frost from the evaporator coil. The switch opens and terminates the defrost cycle when the evaporator coil temperature rises to 49.0 F (9.4 C). Installation The proper polarity must be observed when installing the switch. The wire from the defrost thermostat is negative and must be attached to the chassis ground of the unit. This chassis ground wire must be grounded on a screw separate from the switch mounting screws or an improper ground may result. The 12 wire from the unit attaches to the terminal mounted solid on the switch. If the polari- ty is reversed on the device, it will conduct continuously and act similar to a switch stuck closed. Defrost Termination Switch Bench Test 1. Connect a test light between the screw terminal on the switch and the positive battery terminal. NOTE: Attempting to test the electronic defrost termination switch with an ohmmeter is generally not satisfactory because of the low voltage available at the meter leads. 2. Connect the negative lead of the switch to the negative battery terminal. 3. Raise the temperature of the defrost termination switch above 49.0 F (9.4 C). The light should be off indicating an open switch. 4. Cool the defrost termination switch below 37.0 F (2.8 ©). The light should come on indicating the switch has closed. NOTE: Allow adequate time for the temperature change to saturate the switch before performing the test. Defrost Relay ‘The defrost relay controls the operation of the unit on the defrost cycle. When the defrost air switch, the TG-V. defrost timer or the manual defrost switch complete the circuit through the defrost termination switch to ground, the defrost relay pulls in to energize the damper solenoid, pilot solenoid and the tan defrost light. A holding cir- cuit in the TG-V keeps the unit on defrost until the defrost termination switch opens. Pilot Solenoid ‘The pilot solenoid is an electrical valve that controls the operation of the three-way valve in the refrigeration system, When the pilot solenoid coil is energized, it lifts the pilot solenoid valve piston and allows refrigerant pressure to shift the three-way valve, placing the unit on heat or defrost. Air Switch The air switch automatically places the unit on defrost when ice accumulation on the evaporator coil builds up toa point where the air flow across the coil is restricted. Restricted air flow results in a pressure difference between the evaporator coil inlet and outlet. The air switch senses the pressure differential across the coil and initiates the defrost cycle. ‘The air switch is preset at the factory. Normally read- Justment is not necessary unless the switch has been tampered with or does not function properly due to fac- tors affecting air circulation, such as bulkhead construc- tion and duct work. Air Switch Testing and Adjustment Before testing or adjusting the air switch, check the clear plastic tubing and black plastic tubing to the evaporator coil. Be sure they are not obstructed or crushed. Check the probes in the evaporator housing to be sure they are in proper position and make sure they are not obstructed. 1. Remove plastic sensing tubing from both sides of the defrost air switch. 2. Disconnect one wire at the switch terminal. Con- nect a test light or continuity tester to the two ter~ minals used on the switch. 3. Connect the test equipment (TK204-442 and ‘TK204-494) to the hose fitting on the side of the air switch stamped BLACK. 4. Pressurize the hose until the continuity tester indi- cates a completed circuit. Now read the dial of the test gauge. Thisis the setpoint of the air switch (cor- rect reading is 1.0 #05 in, [25.4 1.3 mm] H20. Release the pressure. 5. If the switch is out of calibration, pressurize the hhose again until the tester indicates 1.0 in. (25.4 ‘mm) HO. Turn the adjustment screw clockwise oF ‘counterclockwise until the switch closes and the con- ‘inuity tester indicates a completed circuit with the gauge reading 1.0 in, (25.4 mm) HzO. Release the Pressure. 6. Repeat the test procedure several times to be sure the setting is correct.7. Remove the test equipment. Connect the wire and air sensing tubes to the 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. Continuity = Squeeze Bulb Tool No. 204-494 Testing Air Switch NOTE: Route hoses for continuous slope to avoid con- densate traps. If too much frost continues to accumulate before defrosting, decrease the pressure setting. Turn the adjust- ment screw counterclockwise. If defrost action occurs with too little frost accumula- tion, increase the pressure setting. Turn the adjustment screw clockwise. 61 “Adjustment Screw Air Switch Adjustment LOW COOLANT LEVEL INDICATOR CHECK COOLANT LIGHT ‘The CHECK COOLANT indicator light alerts the driver that the unit is low on engine coolant. The CHECK COOLANT indicator light is activated when the engine ‘coolant level in the expansion tank drops below the sen- sor level. The low coolant level indicator consists of a detector ‘module and a fluid probe. When engine coolant level in the expansion tank is above the sensor, the sensor com- pletes a circuit to ground, keeping the detector module ‘output signal to the indicator light off. When the engine coolant level drops below the sensor, the ground circuit is interrupted causing the output signal from the detector module to turn the indicator light on after a delay of approximately 3 seconds. ‘The CHECK COOLANT indicator light receives output from the detector module and remains on until the ‘coolant level in the expansion tank is raised above the sensor.‘When the unit is first turned on the indicator light comes, ‘on for two to six seconds and then goes out. This shows that the detector module is getting power and that the light is working. Testing The Detector Module On The Unit If the light does not come on when the unit is turned on: 1, Check the light bulb. 2. Turn the unit on and check for 12 Vde between the Red and Black wires of the detector module. If 12, ‘Vac is not present, check the 8 and the CH circuits If 12 Vdc is present go to step 3, 3. Turn the unit off, connect a jumper wire between the Orange wire of the detector module and CH. Turn the unit on. If the light does not come on, check the light bulb, socket, and light bulb wires for continuity. If the light comes on, bench test the detector module. If the light comes on but stays on: 1, Check the coolant level and add coolant if necessary. 2. Disconnect the coolant level sensor from the White wire of the detector module and test the sensor and wire for an open circuit. Ifthe sensor and wire have continuity to CH, check the White wire for con- tinuity. If the White wire is not open, bench test the detector module. Bench Testing the Detector Module Equipment Required: © 12 Volt Battery © Jumper Wires © Voltmeter or Test Light not over 250 mA © A small metal container of water or coolant The detector module can be tested as follows: 1. Remove the detector module from the uni 2. Connect the voltmeter or test light between the Red and Orange detector module wires. 3. Connect jumper wires from the Black detector ‘module wire to the negative power source terminal, and to the metal container. 4. Connect a known good sensor to the White detec- tor module wire and place the sensor in the con- tainer of coolant or water, 5. Connect a jumper wire from the Red detector ‘module wire to the positive power supply terminal, Negative Detector JA. white iv fo|| modute |[o) Bleck Orange = cH 7] Test Light 6. The test light should come on or the voltmeter should indicate 12V for 2-6 seconds and then go out. 7. Remove the sensor connected to the White wire from the metal container. The test light should come on or the voltmeter should indicate 12V until the sensor is placed back in the container. If the detector module fails any of these tests and the sensor and wires are all good the detector module should be replaced. Metal Container Of Water or Coolant Testing Detector Module MODULATION VALVE TEST Disconnect the MOD+ wire from the TG-V and connect the MOD + wire to an ammeter. 2. Install a manifold gauge set. 3. Turn the unit on and start the unit, 4, Let the unit run until the suction pressure stabilizes. ‘The compound gauge should show the normal suc- tion pressure for the trailer temperature. If the suction pressure is lower than normal the modulation valve may be stuck partially closed. Eliminate the possibility that another problem, such as low refrigerant or a defective expansion valve, is causing the low suction pressure before replac- ing the modulation valve. Place a jumper between the MOD- wire terminal and the CH terminal on the TG-V. 6. Place a jumper wire between the ammeter, which is connected to the MOD+ wire, and the 8 terminal on the TG-V. The ammeter should read approx- imately 1.7 A and the compound gauge should show 0 psi (0 kPa) or a slight vacuum.If the ammeter shows more than a2 A or less than 1.5 A, replace the modulation valve coil ‘The resistance of the coil should be 7.5-8.5 ohms, ». If the ammeter reads approximately 1.7 A but the suction pressure does not drop to 0 psi (0 kPa), replace the modulation valve. 7. Remove the jumpers and the ammeter. Connect the MOD-+ wire to the TG-V. HOT GAS BYPASS VALVE (HGB) TEST 1. Disconnect the HGB wire from the F terminal on the thermostat relay board, and connect the HGB wire to an ammeter. 2. Install a manifold gauge set. 3. Turn the unit on and start the unit 4. Let the unit run until the suction pressure stabilizes. ‘The compound gauge should show normal suction pressure for the trailer temperature. HGR Hot Gas Relay Terminal, Strip 26) 14T 29 If the suction pressure is higher than normal, the HGB may be stuck open. Eliminate the possiblity that another problem, such as a leaky 3-way valve or a defective expansion valve, is causing the high suction pressure before replacing the HGB. Place a jumper wire between the ammeter, which is connected to the HGB wire, and the C terminal on the thermostat relay board. The ammeter should read approximately 1.1 amps and the suction pressure should increase. 4. If the ammeter shows more than 1.3 amps or less than 0.8 amps, replace the HGB coil. The resistance of the coil should be 10.0-12.2 ohms. . Ifthe ammeter reads approximately 1.1 amps but the suction pressure does not increase, replace the HGB. Remove the jumpers and the ammeter, and connect the HGB wire to the F terminal on the thermostat relay board. Terminal Strip 2K Speed Relay 1K Heat Relay a 7 Component Location— Thermostat Relay Board 63SENTINEL LIGHT (Optional) ‘The Sentinel Light is a warning light that alerts the driver that a unit shutdown has occurred and is a standard part of the Temperature Sentry system. The Sentinel Light system includes a warning light and a flasher. The warn- ing light is a large amber light that can be mounted any where on the unit or trailer. The flasher interrupts the warning light circuit causing the warning light to flash. NOTE: The flasher which is mounted inside the control ‘panel on the back of the switch panel operates the warn- ing light. Sentinel light warning systems can ONLY be distinguished from Temperature Sentry monitor and shut- down systems by removing the switch panel and check- ing in the control panel for a selector switch. Temperature ‘Sentry systems include a 3-position Off, monitor, and ‘monitor and shutdown switch; Sentinel light warning systems DO NOT. ‘The warning light is activated ifthe unit reset switch opens and shuts down the unit. The warning light will continue flashing after the unit stops until the Reset switch is reset. ‘Turning the On-Off switch OFF will NOT stop the war- ning light from flashing, the Reset switch must be reset. NOTE: Refer to Flasher Test Procedure for flasher and warning light diagnosis and repair, Flasher Test Procedure A 12 V de flasher interrupts the circuit to the warning light causing the light to flash on for one second and then off for one second. Testing Flasher Equipment required: @ 12 Volt Battery © Jumper Wires © Voltmeter or Test Light not over 250 mA The flasher can be checked by using the following procedure: 1, Attach a voltmeter or test light (not over 250 mA) between No. 1A and No. 2 terminals. 2. Connect the positive 12 volt battery terminal to flasher terminal No. 1. 3. Connect the negative 12 volt battery terminal to flasher terminals 3 and 4. The voltmeter or test light should alternately indicate 12 V de for one second. and zero voltage for one second until the negative terminal is disconnected from the No. 3 terminal. + 12 vot ae LOAD eof — \ uA SN 5 ———O 2 v4 J 74 ° ‘e- LAMP p INTERNAL 7 SuMPER Testing Flasher Operation