Documente Academic
Documente Profesional
Documente Cultură
SGCO 2000-151
for Maersk Sealand
TK 51291-4-MM (Rev. 1, 7/01)
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Recover Refrigerant
At Thermo King we recognize the need to preserve the environment and limit
the potential harm to the ozone layer that can result from allowing refrigerant
to escape into the atmosphere.
We strictly adhere to a policy that promotes the recovery and limits the loss
of refrigerant into the atmosphere.
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ii 05A71*"B*!"4)14)8
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Introduction
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iv Genset Model Features F4)%"?@D)&"4*
MODEL
FEATURES
S = Standard
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Safety Precautions
Precautions
General Practices 1. Always wear eye protection when servicing a battery. If
1. ALWAYS WEAR GOGGLES OR SAFETY GLASSES. electrolyte is splashed on the skin or in the eyes, flush
Battery acid can permanently damage the eyes (see First immediately under running water. Obtain medical help as
Aid under Battery Hazards). soon as possible.
2. Keep your hands, clothing and tools clear of all fans, pul- 2. When charging a battery, do not remove the vent caps.
leys and belts when the unit is running. If it is necessary to 3. When disconnecting or connecting the generator set bat-
run the alternator with the end cover removed, be very tery, make sure the On-Off switch is in the OFF position
careful with tools or meters to avoid contacting the rotor. to prevent an electrical arc which could cause the battery
3. Be sure all mounting bolts are tight and are the correct to explode. Disconnect the ground cable first, preferably
length for their particular application. at a point AWAY FROM THE BATTERY. Connect the
4. Use extreme caution when drilling holes in the unit. The ground cable last, again away from the battery if possible.
holes may weaken structural components. Holes drilled into 4. Do not check a battery by shorting (sparking) across the
electrical wiring can cause fire, explosion or shock hazard. battery posts. Eye injury may result from the electrical arc
5. Use caution when working around exposed coil fins. The or from an explosion.
fins can cause painful lacerations.
6. Do not work on a generator set in a confined area. Under First Aid
certain conditions diesel exhaust can become very danger- • EYES: Immediately flush eyes with large amounts of
ous. water for at least 15 minutes while holding the eyelids
open. Get prompt medical attention.
• SKIN: Remove contaminated clothing. Wash thoroughly
with soap and water. Get medical attention if irritation
persists.
Battery Hazards
Few people realize just how dangerous a battery can be. The
electrolyte in a lead acid battery is dilute sulfuric acid
(H2SO4). During charge or discharge functions of a battery, a Electrical Hazards
chemical change takes place within the individual cells that
causes the gas bubbling we see through the filler hole. The High Voltage
bubbling gases are hydrogen and oxygen, and they are When servicing or repairing a generator set, the possibility of
EXPLOSIVE. If a means of ignition is present during this serious or even fatal injury from electrical shock exists.
gassing action, an explosion could occur. A defective battery Extreme care must be used when working with an operating
may suddenly explode even while standing idle. Added to this generator set. Lethal voltage potentials can exist at the unit
danger, consider a fall-out of highly corrosive sulfuric acid power cord, inside the exciter control box, inside any high
caused by the explosion. A rubber blanket or other cover can voltage junction box and within the wiring harnesses.
be used to reduce the risk of injury from a possible explosion.
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vi General Safety Precautions for Servicing Controllers <5B1)$*>%1D5@)&"48
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<5B1)$*>%1D5@)&"48 Safety Do’s and Don’ts vii
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viii Serial Number Locations <5B1)$*>%1D5@)&"48
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Service Guide
Every Every
2501 3,0002
Pre-Trip Hours Hours Inspect/Service These Items
Electrical
• Perform a controller Pretrip (PrE) check.
• • • Inspect battery terminals and electrolyte level.
• Inspect wire harness for damaged wires or connections.
Engine
• Check fuel supply and fill.
• • • Check engine oil level and fill as needed.
• • • Check engine coolant level. (CAUTION: Do not remove radiator cap while coolant is hot.)
• • • Inspect belt for condition and proper tension.
• • • Check engine oil pressure hot, on high speed. Minimum 276 kPa, 2.76 bar, 40 psi.
• • • Listen for unusual noises, vibrations, etc.
• • • Inspect/clean fuel transfer pump inlet strainer.
• • Remove and clean air cleaner (and pre-cleaner). Install new oil in oil bath air cleaner
assembly. Check air cleaner hose and breather hose for damage.
• • Remove and clean crankcase breather.
• • Drain water from fuel tank and check vent. Clean fuel strainer in transfer pump inlet.
• • Check and adjust engine speed at full load (60 Hz alternator output).
•3 Change engine oil (hot) and oil filter.
•3 Change fuel filter/water separator.
• Check condition of engine mounts.
— Change ELC (red) engine coolant every 5 years or 12,000 hours. Maintain anti-freeze pro-
tection at -34 C (-30 F).
Structural
• • • Visually inspect unit for fluid leaks (coolant and oil).
• • • Visually inspect unit for damaged, loose or broken parts.
• • Clean entire unit including radiator coil.
• Check all unit, fuel tank, engine and alternator mounting bolts, brackets, lines, hoses, etc.
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1 Specifications
Engine
Diesel Engine Model TK 486
Fuel Type No. 2 Diesel fuel under normal conditions
No. 1 Diesel fuel is acceptable cold weather fuel
Oil Capacity: Crankcase: 12.3 litre (13 qt)
Crankcase and Oil Filter: 13.3 litre (14 qt)
Fill to full mark on dipstick
Oil: Type: Multi-grade Petroleum Oil (Standard)
Synthetic Oil (Optional) after first 500 hours
Classification: API Type CG-4, CH-4 or better
ACEA Type E2, E3 or better
Oil Viscosity: -30 C to +0 C (-22 F to +32 F) SAE 5W-30
-25 C to +30 C (-13 F to +86 F) SAE 10W-30
-25 C to +40 C (-13 F to +104 F) SAE 10W-40
-15 C to +50 C (+5 F to +122 F) SAE 15W-40
Engine Oil Pressure 100 to 380 kPa, 1.0 to 3.8 bar, 15 to 55 psi
Engine RPM Full Load (60 Hz Alternator) 1800 +/- 10 RPM (High Speed)
No Load 1890 +/- 10 RPM (High Speed)
Valve Clearance: 0.15 to 0.25 mm (0.006 to 0.010 in.) on intake valve
0.15 to 0.25 mm (0.006 to 0.010 in.) on intake valve
Valve Setting Temperature 21 C (70 F) (Room temperature)
Timing Injection Pump 12o +/- 1o BTDC (timed on No. 1 cylinder)
Low Oil Pressure Switch (Normally Closed): 117 +/- 21 kPa, 1.17 +/- 0.21 bar, 17 +/- 3 psi
High Coolant Temperature Switch* Sensor*
Engine Thermostat 82 C (180 F)
Coolant System Capacity 9.5 liter (10 qt) with overflow tank
Engine Coolant Type Texaco ELC (Extended Life Coolant) or equivalent: ELC red
coolant, 50/50 antifreeze and water mixture, not to exceed 60/40
Radiator Cap Pressure 90 kPa, 0.90 bar, 13 psi
Fan/Water Pump Belt Tension: New or Field Reset 15 to 35 Tension number on belt tension gauge, TK P/N 204-427;
or 19 to 25 mm (0.75 to 1.0 in.) deflection with 3 to 4 Kg ( 6 to 9 lb)
of force
*µP-G controller uses a sensor to provide engine high coolant temperature protection.
Generator
Type 460/230 Vac, 3 Phase, 60 Hz
Output Power 15 KW
Kilovolt-Amperes 18.75 kVA
RPM 1800
Automatic Voltage Regulator: Power Input 170 -250 Vac, 50-60 Hz, 1 Phase, 2-wire
Maximum Power Output: Voltage 90 Vdc at 207 Vac input
Maximum Power Output: Current Continuous 4 Amp dc; transient 6 Amp dc for 10 seconds
Electrical Components
NOTE: Disconnect components from unit circuit
to check resistance.
Current Draw (Amperes) Resistance
at 12.5 V dc (Ohms)
Air Heater: One 89 0.14
Fuel Solenoid: Pull-in 35 to 45 0.2 to 0.3
Hold-in 0.5 to 1.0 24 to 29
Starter Motor 250 to 375 (cranking)
80 no load (bench test)
Physical Specifications
Weight (net): SGCO 2000-151 843 Kg (1860 lbs) including oil, coolant, battery and 473 liter (125
gal.) fuel tank (excluding fuel)
Unit Dimensions:
Bolt Size
Bolt Type M14 M16 M18 M22
and Class* N.m (Ft.-lb.) N.m (Ft.-lb.) N.m (Ft.-lb.) N.m (Ft.-lb.)
HH – CL 5.8 75-88 (55-65) 115-135 (85-100) 177-216 (130-160) 339-406 (250-300)
HH – CL 8.8 115-135 (85-100) 177-216 (130-160) 271-339 (200-250) 475-610 (350-450)
HH – CL 10.9 136-176 (100-130) 224-298 (180-220) 393-474 (290-350) 678- 813 (500-600)
HH – CL 12.9 177-216 (130-160) 285-352 (210-260) 448-542 (330-400) 881-1016 (650-750)
HH – SS (2) 115-135 (85-100) 177-216 (130-160) 271-339 (200-250) 475-610 (350-450)
CAUTION: DO NOT attempt to operate or maintain Stop the engine before connecting or disconnecting instru-
the generator until you have familiarized yourself ments or power cables. Stop the machine immediately if there
completely with the equipment by reading the is any doubt regarding an electrical operating condition or
instructions in this manual. maintenance procedure. Take no unnecessary chances. Lethal
potentials may suddenly develop on output terminals whenever
a unit is being serviced with the engine running.
1 11
10
8
4
5 7
14
1 13
12
4
5 11
6 10
7 9
1. LOW OIL PRESSURE SWITCH. Engine oil pressure WARNING: DO NOT remove the radiator cap
should rise immediately on starting. If oil pressure drops from the radiator fill neck when the engine
below 117 +/- 21 kPa, 1.17 +/- 0.21 bar, 17 ± 3 psig for coolant is hot.
more than 30 seconds, the controller will stop the engine.
The controller then turns ON the Alarm light and activates CAUTION: With both Extended Life Coolant (EMI
the Alarm icon in the display. 3000) and Conventional Coolant (non-EMI 3000)
2. OIL LEVEL SENSOR. An oil level switch closes if the equipped units operating in the field, there are
oil drops below a level that is approximately 8 qt (7.6 several important rules to remember:
liters) low. If the switch stays closed for more than 30 • Extended Life Coolant (ELC) is RED in color
seconds, the controller will stop the engine. The con- while conventional coolant is GREEN or BLUE-
troller then turns ON the Alarm light and activates the GREEN.
Alarm icon in the display. • Do NOT add “RED” coolant to cooling systems
3. WATER TEMPERATURE SENSOR. If the engine using “GREEN” or “BLUE-GREEN” coolant.
coolant temperature rises to 215 to 225 F (101.7 to 107.2 • Do NOT add “GREEN” or “BLUE-GREEN”
C) for more than 30 seconds, the controller will stop the coolant to cooling systems using “RED”
engine. The controller also turns ON the Alarm light and coolant.
activates the Alarm icon in the display. The unit will
restart when the coolant temperature drops to 88 C (190 F). 4. BATTERY. Terminals must be clean. Electrolyte should
4. CURRENT LIMITER. The current limiter is a fusible be at the full mark.
link acting as a connection between the battery and the 12 5. BELT. The water pump belt must be in good condition
Vdc unit controls. At approximately 50 to 55 amps, the and adjusted to proper tension.
fusible link will melt, cutting power to the fuel heater, air 6. ELECTRICAL. Electrical connections should be securely
heater and the rest of the unit. fastened. Check wires and terminals for corrosion, cracks
5. FUSE. A 25 ampere fuse protects the battery charger cir- or moisture. Repair or replace if necessary.
cuit. The fuse is located in the battery charger cable. 7. STRUCTURAL. Visually inspect the unit for leaks, loose
6. ALTERNATOR FIELD CURRENT MONITORED. The or broken parts and other damage. Radiator coil should be
alternator field input is continuously monitored to indicate clean and free of debris. Clean if necessary. Use an air or
an output power overload. The controller will shut down water spray jet directed against the coil from the air dis-
the generator set in response to excessive exciter field cur- charge side.
rent.
CAUTION: Air or water spray jet pressure should
not be high enough to damage (bend) coil fins.
Display
Normally shows the Output Voltage. All segments and
icons are shown in the illustration. It will be blank
when the unit On/Off switch is OFF.
Mode Description
The Alarm description indicates alarms.
Icon
An alarm icon appears next to the Alarm description if
an alarm condition occurs.
Keypad
Alarm Key: Displays fault code readout.
Enter Key: Enters/initiates new settings.
Down Arrow Key: Scrolls down through MENU dis-
play.
Up Arrow Key: Scrolls up through MENU display.
Select Key: Places you in (enters) the MENU list and
selects items for display or change.
Indicator LEDs
Unit On (Green) LED: LED FLASHES while the glow
plugs and starter motor are energized; remains ON to
indicate normal unit operation.
Alarm (Red) LED: LED turns ON when a shutdown
condition has occurred.
WARNING: When the unit is in a PAUSE mode, the Test Menu (from Main Menu)
AC alternator output or engine may start at any time
without notice. Menu screens in this group are used to set the unit to activate
manual function tests.
A Pause mode display appears when the controller interrupts
normal unit operation to perform a check or test. Guard Menu (from Main Menu)
Menu screens in this group are used to set hourmeters, auto-
Pause Condition Display/Description restart and engine features; and calibrate the controller volt-
AC Output Delay “dELAy / AC” screen indicates that 460V meter. An access code (0007) is required to enter this menu.
output is off. Controller activates exciter
circuit when engine temperature increases Program Menu (from Main Menu)
to 32 C (90F). The Delayed Cold Start fea-
Menu screens in this group are used to set values including
ture is set to yES or nO from the Guard
temperature display units (F or C) and oil pressure units (kPa,
menu.
bar or psi).
Alarm Shutdown “PAUSE / run” screen indicates the con-
troller has stopped unit operation due to a
shutdown alarm condition. The controller Menu Display Definitions
restarts the unit if the alarm condition is Acronym Definition
corrected. The Pause mode display contin- AC Alternating current or Volts A.C. (typically)
ues until the shutdown condition has been AL Alarm light
corrected. AL_01 Alarm 01
bArS Bars
Alarm List Menu bAt Battery volts D.C.
C Celsius
Menu screens in this group display a list of alarm code(s)
CHECh Check alarm after pretrip
recorded in the controller memory. Alarm codes are used to
CntrL Control test menu or submenu
simplify unit diagnosis procedures.
dEG Degree
dELAY Delay
dLYSt Delayed field relay energize option
Ent Engine temperature
EntEr Prompt for key stroke
EOH Engine off hours (while rHr is running)
Standard Display F Fahrenheit
FAIL Fail result during pretrip
Fr Field relay
FUS Flywheel sensor
GUArd Guard menu or submenu prompt
HM1 Programmable hourmeter #1 hours
Standard Display
Alarms List
• View and write down all alarm
codes.
• Press DOWN key to view the
next alarm code.
• Correct problem.
• To clear alarm code(s) from dis-
play, press ENTER key with last
alarm code (“AL 1”) in display.
NOTE: Information can ONLY be displayed using the NOTE: The controller will not perform an automatic
View menu. Items can NOT be changed. pre-trip test until all alarms have been corrected and
cleared.
The View menu displays general unit operating information
including electrical data, temperatures, etc. With the unit The Pretrip menu initiates a test of the unit’s electrical, engine
On/Off switch ON and the LCD display showing the standard and alternator system components. With the unit On/Off
display (voltage output): switch ON and the LCD display showing the standard display
1. Press SELECT key to enter the menu list. Display shows (voltage output):
“MEnU / ---”. 1. Press SELECT key to enter the menu list. Display shows
2. Press DOWN key to scroll to “VIEW” in display. “MEnU / ---”.
3. Press SELECT key to access the View menu. Display 2. Press DOWN key to scroll to “PtrlP” in display.
shows “VIEW / ---”. 3. Press SELECT key to access the Pretrip menu. Flashing
4. Press DOWN key to view items in the View menu list. display shows “EntEr / PrE”.
The display shows the value for the following functions: 4. Press ENTER key to start an automatic Pretrip test.
• Output Frequency (HZ) Display briefly shows “LOAd / PrE”. The controller then
• Engine Temperature (Ent) displays the following screens as the Pretrip test is per-
• Oil Pressure (OIL) formed:
• Engine Speed (rPM) Display Screen Pretrip Test
• Battery Volts (bAT) 88888 / 88 Display Test
• Run Hours (rHr) OLS / PrE Oil Level Switch Test
OPS / PrE Oil Pressure Sensor Test
NOTE: Press the ENTER key to lock a View LOP / PrE Oil Pressure Switch Test
screen in the LCD display. A decimal point flash- UtS / PrE Coolant Temperature Test
es in the bottom display to indicate the screen is FUS / PrE RPM Sensor Test
locked. The screen remains locked for 15 min- Phr / PrE Preheat Relay Test
utes. Press any key to unlock the display. rr / PrE Run Relay Test
Sr / PrE Start Relay Test
NOTE: The controller returns to the Standard Fr / PrE Field Relay Test
Display from a View Menu screen after about 10 OPS / PrE Oil Pressure Sensor Test
seconds, or when the SELECT key is pressed
and held for 3 seconds.
View Menu Screen Flow Diagram Pretrip Menu Screen Flow Diagram
LOP / PrE Oil Pressure Switch Test 4. Press DOWN key to scroll to “CntrL” in the display.
rPN / PrE RPM Sensor Test 5. Press SELECT key to access the Control Test submenu.
AC / PrE Output Volts Test Display shows “CntrL / ---”.
5. When pretrip test is complete, displays shows PASS or 6. Press DOWN key to scroll to desired test. The controller
FAIL. Press the ENTER key to clear the pretrip message displays the following test functions:
display and return to standard screen. View and correct Display Screen Test
any alarm codes recorded before placing unit in service. AL / 0 l Alarm Light Test
OL / 0 l On Light Test
PHr / 0 l Preheat Relay Test
rr / 0 l Run Relay Test
Test Menu Sr / 0 l Start Relay Test
Fr / 0 l Field Relay Test
The Test menu allows technicians to perform specific diagnos-
tic tests on the unit. With the unit On/Off switch ON and the NOTE: A flashing “l” in the display indicates the
LCD display showing the standard display (voltage output): test output is OFF. A flashing “0” in the display
indicates the test output is ON.
NOTE: The controller STOPS the unit when the Test
Menu is entered. A technician can then select the 7. When the desired test appears in the display, press the
control circuit or component to be tested/checked SELECT key to activate the test. The flashing “l” in the
from the Test submenu. lower display changes to a flashing “0” when the test out-
put is turned ON.
WARNING: If no key is pressed for 30 seconds and 8. When the check/diagnosis of the selected circuit is com-
all test outputs are OFF in the Test submenu, the plete, press the SELECT key to stop the test. The flashing
unit may restart at any time without prior warning. “0” in the lower display changes to a flashing “1” when
the test output is turned OFF.
1. Press SELECT key to enter the menu list. Display shows 9. When all desired tests are complete, wait 30 seconds for
“MEnU / ---”. the controller to exit the Test submenu and return to the
2. Press DOWN key to scroll to “tESt” in the display. standard display. The controller then automatically
3. Press SELECT key to access the Test menu. Display restarts the unit.
shows “tESt / ---”.
WARNING: With the Unit On/Off switch in the ON
position, the unit may start at any time without
prior warning if a controller key has not been
pressed for 30 seconds.
Standard Display
MAIN MENU
— VIEW
— PRETRIP
Test Menu
— TEST
• Display shows “tESt / ---”.
— GUARD • Press DOWN to show “CntrL /
— PROGRAM tSt” in display.
• Press SELECT. Display
shows “Cntrl / --”.
• Press DOWN until display
shows the desired Test func-
tion.
• Press SELECT to start Test
function.
• Press SELECT again to stop
Test function.
• Regulator Selection
Guard Menu • Voltmeter Calibration
NOTE: An access code is required to enter the Navigating Menu Guard Screens
Guard menu to prevent unauthorized personnel from With the unit On/Off switch ON and the controller showing
tampering with the programmable features. the Standard Display:
1. Press SELECT key to enter the menu list. Display shows
The Guard menu is used to view and set programmable fea- “MEnU / ---”.
tures including: 2. Press DOWN key to scroll to “GUArd” in the display.
• Run Hourmeter (View Only) 3. Press SELECT key to access the Guard menu. Display
• Hourmeter 1 shows “0000 / GUA” with left “0” flashing. A flashing
• Hourmeter 2 digit indicates the digit that can be changed.
• Engine Off Hourmeter (View Only) 4. Enter the current access code “0007”.
• Restarts after Powerup (View Only) a. Press and release the SELECT key three times to
• Unit Restarts scroll the flashing digit (“0”) to the right digit.
• Low Oil Pressure Restart b. Press and release the DOWN key three times to scroll
• Delayed Cold Start the flashing digit to “7” (display now shows “0007 /
• Engine Selection GUA”).
Standard Display
Guard Menu
— 0 0 0 0 / GUA
c. Press the ENTER key to load the code and access the 2. From “XXXXX / Ht1” in the controller display, press the
Guard menu. The display will show “GUArd / ---”. DOWN key until the display shows “XXXXX / Hn1”
(where “XXXXX” is the number of accumulated user
NOTE: If the correct code is not entered, the dis- hours and “Hn1” is Hourmeter 1).
play returns to “GUArd”.
NOTE: If a new controller is being installed in
5. Press the DOWN or UP key to scroll through the menu list. the unit and the number of accumulated run
hours can not be determined, leave this setting
NOTE: If a new controller or new software has “00000”.
been installed, proceed immediately to
“Calibrating the Voltmeter” below. a. Press the SELECT key to enter the load User
Hourmeter display. Bottom display flashes “Hn1”.
NOTE: If no key is pressed, the controller returns b. Press the UP or DOWN key to choose the desired
to the “GUArd / ---” display from a Guard Menu hour setting.
screen after 30 seconds. c. When the desired hours show in the top display, press
the ENTER key. The display flashes “LOAd” and
then shows “XXXXX / Hn1” (where “XXXXX” is
Setting the User Hourmeter Thresholds and the new accumulated user hours).
User Hours
Setting Unit Restarts
NOTE: The procedure for setting the threshold and
countdown hours for Hourmeter 1 and Hourmeter 2 The Unit Restart feature sets the number of times the con-
are the same. troller will attempt to restart the unit after unit operation stops
due to an an auto-shutdown condition.
The User Hourmeter feature sets the controller to alert the user
that unit has operated for a defined number of hours. The NOTE: Leave this setting “00000” to have the con-
number of operating hours are entered in the controller in the troller attempt to restart the unit until the unit has
Hourmeter Threshold display. The controller then generates been successfully restarted or until a code 61 is gen-
an Check alarm when the user hourmeter reaches the threshold erated due to a low battery.
setting.
1. From “GUArd / ---” in the Guard menu, press the DOWN
NOTE: If the user does not desire to use the User key until the display shows “XXXXX / rSt” (where
Hourmeter feature to measure maintenance inter- “XXXXX” is the number of restart attempts).
vals, etc., leave the settings at “0000” to avoid nui- 2. Press the SELECT key to enter the load Unit Restart dis-
sance alarms. On units equipped with version play. Bottom display flashes “rSt”.
“0200” software, the controller will reset the User 3. Press the UP or DOWN key to choose the desired restart
Hourmeters automatically when an hourmeter attempt setting.
threshold alarm is cleared. 4. When the desired restart attempt setting shows in the top
display, press the ENTER key. The display flashes
1. From “GUArd / ---” in the Guard menu, press the DOWN “LOAd” and then shows “XXXXX / rSt” (where
key until the display shows “XXXXX / Ht1” (where “XXXXX” is the new restart attempt setting).
“XXXXX” is the threshold setting and “Ht1” is
Hourmeter Threshold 1).
a. Press the SELECT key to enter the load User
Hourmeter Threshold display. Bottom display flashes
“Ht1”.
b. Press the UP or DOWN key to choose the desired
threshold setting.
c. When the desired threshold hours show in the top dis-
play, press the ENTER key. The display flashes
“LOAd” and then shows “XXXXX / Ht1” (where
“XXXXX” is the new threshold hours).
Setting Low Oil Pressure Restart 3. Press the UP or DOWN key to choose the desired engine
type setting:
The Low Oil Pressure Restart feature sets the controller to
• n0 = di 2.2 or se 2.2 engine.
restart the unit after unit operation stops due to a low oil pres-
• YES = TK 486 (Yanmar) engine.
sure condition. Factory default setting is “n0”.
4. When the desired engine setting shows in the bottom dis-
1. From “GUArd / ---” in the Guard menu, press the DOWN
play, press the ENTER key. The display flashes “LOAd”
key until the display shows “LOPrS / n0” (where “n0”
and then shows “YAnEN / XXX” (where “XXX” is the
means the feature is off).
new setting).
2. Press the SELECT key to enter the load Low Oil Pressure
Restart display. Bottom display flashes “n0”.
3. Press the UP or DOWN key to choose the desired restart Selecting Regulator Type
attempt setting: The Regulator Select feature sets the controller to the Newage
• n0 = inactive or off. AVR regulator. The Engine Select screen must be set to
• yES = active or on. “YES” on units equipped with an AVR regulator. Factory
4. When the desired restart attempt setting shows in the bot- default setting is “YES” units with AVR regulator. However,
tom display, press the ENTER key. The display flashes default setting on replacement software is “nO”.
“LOAd” and then shows “LOPrS / XXX” (where “XXX” 1. From “GUArd / ---” in the Guard menu, press the DOWN
is the new low oil pressure restart attempt setting). key until the display shows “nUrEG / YES” (where
“YES” means the feature is set for a AVR regulator).
Setting Delayed Cold Start 2. Press the SELECT key to enter the load Engine Select dis-
play. Bottom display flashes “YES”.
The Delayed Cold Start feature sets the controller to delay
3. Press the UP or DOWN key to choose the desired engine
alternator excitation until the engine water temperature
type setting:
increases to 32 C (90 F). Factory default setting is “yES”.
• n0 = Standard Thermo King exciter.
1. From “GUArd / ---” in the Guard menu, press the DOWN
• YES = Newage AVR regulator.
key until the display shows “dLYSt / n0” (where “n0”
4. When the desired engine setting shows in the bottom dis-
means the feature is off).
play, press the ENTER key. The display flashes “LOAd”
2. Press the SELECT key to enter the load Delayed Cold
and then shows “YAnEN / XXX” (where “XXX” is the
Start display. Bottom display flashes “n0”.
new setting).
3. Press the UP or DOWN key to choose the desired restart
attempt setting:
• n0 = inactive or off. Voltmeter Calibration
• yES = active or on. The Voltmeter Calibration feature calibrates the controller to
4. When the desired restart attempt setting shows in the bot- the alternator output. The controller voltmeter should be cali-
tom display, press the ENTER key. The display flashes brated whenever a new controller is installed in the unit or
“LOAd” and then shows “dLYSt / XXX” (where “XXX” when the controller is suspected of displaying inaccurate read-
is the new delayed cold start setting). ings.
1. Turn the unit On/Off switch OFF to stop the unit.
Selecting Engine Type 2. Disconnect the refrigeration unit from the generator.
3. Turn the unit On/Off switch ON to restart the unit.
The Engine Select feature sets the controller to the Yanmar
4. Check the output voltage at the genset plug. Check the
(TK 486) engine. The Engine Select screen must be set to
voltage between the three phases. All three phases should
“YES” on units equipped with a TK 486 engine. Default set-
be within 3% of each other. Determine the average volt-
ting is “YES” on version 0200 software and “nO” and version
age reading between the three phases.
0100 software.
5. From “GUArd / ---” in the Guard menu, press the DOWN
1. From “GUArd / ---” in the Guard menu, press the DOWN
key until the display shows “XXXXX / CAL” (where
key until the display shows “YAnEN / YES” (where
“XXXXX” is the current voltage reading).
“YES” means the feature is set for a TK 486 engine).
6. Press the SELECT key to enter the load Voltmeter
2. Press the SELECT key to enter the load Engine Select dis-
Calibration display. Bottom display flashes “CAL”.
play. Bottom display flashes “YES”.
7. Press the UP or DOWN key to adjust the top display read- 5. When the desired function appears in the display, press
ing to the average voltage reading determined in step 1. the SELECT key to activate the program function. The
8. When the correct voltage reading shows in the top display, upper display begins flashing (e.g. “F” flashes).
press the ENTER key. The display flashes “LOAd” and 6. Press DOWN key to scroll to the desired value.
then shows “XXX / CAL” (where “XXX” is the new volt- 7. With the new value in the display, press the ENTER key
age reading). to load the value in the controller memory. Display will
show “LOAd” and then return to display the new value
and function (e.g. “C / dEG”).
8. When all new values s are set, wait 30 seconds for the
Program Menu controller to exit the Program submenu and return to the
standard display.
The Program menu is used to set display values for tempera-
ture and oil pressure units. With the unit On/Off switch ON
and the LCD display showing the standard display (voltage
output):
1. Press SELECT key to enter the menu list. Display shows
“MEnU / ---”.
2. Press DOWN key to scroll to “PrGm” in display.
3. Press SELECT key to access the Program menu. Display
shows “PrGm / ---”.
4. Press DOWN key to scroll to the desired function:
Display Screen Program Function
X / dEG Set degrees F or C
XXXX / OIL Set oil pressure units in PSI, BARS or
kPA
Standard Display
MAIN MENU
— VIEW
— PRETRIP
— TEST
— GUARD
Test Menu
— PROGRAM
• Display shows “PrGm / ---”.
• Press DOWN until display
shows the desired Program
function.
• Press SELECT to activate the
Program function.
• Press DOWN to scroll to
desired value.
• Press ENTER to load the new
value in the controller memory.
Note: The phrase “restart after 20 minutes” refers to the auto-restart mode where the unit will make up to three
attempts every 20 minutes to restart the unit after a shutdown has occurred. This restart mode contin-
ues until the unit has been successfully restarted or until a code 61 is generated due to low battery.
Alarm
Code Type Cause or Explanation
*Pretrip:
• Check alarm is generated if the fault conditions above occur during a pretrip test.
*Pretrip:
• During Pretrip test, a Check alarm is generated if:
- RPM sensor showed RPMs when the engine was not running
- RPM sensor did NOT show RPMs when the engine should have been running
Alarm
Code Type Cause or Explanation
*Pretrip: Alarms are generated during the pretrip test if the fault conditions above
occur.
Alarm
Code Type Cause or Explanation
*Pretrip:
• Shutdown alarm is generated if:
- The field relay is energized during the pretrip test and the output voltage is below
200 VAC
*Pretrip:
• During Pretrip test, a Check alarm is generated if:
- Engine is OFF and oil pressure is above 69 kPa, 0.69 bar, 10 psig
- Engine is ON and oil pressure is below 35 kPa, 0.35 bar, 5 psig
- Engine is ON; the low oil pressure switch indicates no oil pressure (closed); and
the controller has not recorded a previous Oil Pressure Sensor Check alarm
• A Shutdown alarm is generated if:
- Engine is OFF; the low oil pressure switch indicates oil pressure (open); and the
controller has already generated a Oil Pressure Sensor Check alarm
- Engine is ON; the low oil pressure switch indicates no oil pressure (closed); and
the controller has already generated a Oil Pressure Sensor Check alarm
*Pretrip:
• A Shutdown alarm is generated if:
- Run relay digital feedback input is low after 3 seconds during the pretrip test
Alarm
Code Type Cause or Explanation
*Pretrip:
• Check alarm is generated if:
- During the Engine OFF portion of the pretrip test, the coolant level sensor indi-
cates low coolant for 3 seconds
Alarm
Code Type Cause or Explanation
*Pretrip:
• A Shutdown alarm is generated if:
- During the Engine OFF portion of the pretrip test, the oil level switch indicates
low oil level (closed) for 3 seconds
Alarm
Code Type Cause or Explanation
*Pretrip:
• A Check alarm is generated if the fault conditions above occur during a pretrip
test
Fuse
A 25 amp fuse protects the battery charger circuit. The fuse is
located in the battery charger cable.
Battery Charger
1. LED Display
Sensor Test
1. Turn the unit On/Off switch OFF.
2. Disconnect the OSP and OSN wires from the oil pressure
sensor.
Air Heater 3. Turn the unit On/Off switch ON.
4. Enter the controller View menu and scroll to the oil pres-
1. M6 Terminal sure screen. The display should show “---- / OiL”. If all
sensors show “----” in the top display, the controller may
be defective or the sensor polarity may be reversed. Test
the controller and check the sensor wiring for correct
polarity.
5. Using a digital voltmeter, check the voltage from the OSP Bench test the switch if there is continuity between the OLS
wire to OSN. The voltage must be +7 volts or more. and CH wires and there are no short circuits in the wires.
a. If the top display showed “----” and the voltage is +7
volts or more, the sensor is defective. Replace the Switch Removal and Installation
sensor. Be sure to reconnect the OSP wire after ser- 1. Disconnect the switch wires from the main wire harness
vice is complete. before removing the switch.
b. If the top display showed something other than “----” 2. Remove the push-in style switch by carefully prying it out
or the voltage is less than +7 volts, the wire harness of the oil pan with a pry bar. The neoprene seal may stay
or the controller is defective, not the sensor. in the oil pan.
Continuity test the wire harness OSP circuit. Test the 3. To install the push-in style switch, first remove the neo-
controller. prene seal from the switch. Lubricate the neoprene seal
and install it in the oil pan. Then press the switch into the
neoprene seal. No tools are required.
Oil Level Switch 4. Connect the switch wires to the main wire harness after
installing it.
The low oil level sensor (OLS) switch will close and cause the
controller to stop the engine if the engine oil level drops below
NOTE: The low oil level switch must have a drip
the actuation level. The oil level switch is located in the oil
loop formed in wire leads as shown in the illus-
pan on the front side of the engine near the oil filter.
tration. The drip loop prevents water from enter-
ing the switch through the end of the sleeving
Switch Test
that protects the switch wires.
1. Make sure that the unit is turned OFF.
2. Disconnect the switch wires from the main wire harness.
Bench Test
3. Connect a continuity tester to the two sockets in the low
1. Disconnect the switch wires from the main wire harness.
oil level switch wire connector.
Remove the switch from the oil pan.
4. Check the oil level with the dipstick and make sure that it
2. Use a small container partially filled with engine oil to
is between the low mark and the full mark. Add oil if nec-
check the float. Make sure that it floats in engine oil and
essary.
that it slides freely between the upper and lower stops.
5. The switch should be open and there should be no conti-
3. Slide the float up to the upper stop and check the continu-
nuity between the switch wires with the oil level between
ity through the switch (between OLS and CH wires). The
the low mark and the full mark on the dipstick.
switch should be open.
4. Slide the float down to the lower stop and check the conti-
nuity through the switch. The switch should be closed.
5. Replace the switch if the float sinks or does not slide
freely, or if the switch does not open and close properly.
Flywheel Sensor
The flywheel sensor is in the engine bell housing adjacent to,
but not touching, the flywheel (backed off 1/2 turn).
The flywheel sensor is a device containing an inductance
coil and magnet. When the magnetic field is distorted by the
passing ring gear teeth, the inductance coil generates an ac
electrical signal that has a voltage and frequency variation pro-
portional to the engine rpm.
By monitoring the frequency of this signal with the starter
disconnect module, the timing of the starter disengagement can
be precisely controlled.
If the flywheel sensor fails, the starter may not disengage
or engage properly.
Buzzer
The buzzer module on the circuit board is sounds off when the
air heater relay is energized for preheat and starting.
3. Operate the unit. Then recheck the oil level. Add oil as
necessary to reach the full mark.
The factory recommends the use of a 50/50 antifreeze/water Changing the Antifreeze
mixture in all units even if they are not exposed to freezing tem-
peratures. This antifreeze mixture will provide the required cor- WARNING: Avoid direct contact with hot coolant.
rosion protection and lubrication for the water pump.
1. Operate the engine until it is up to operating temperature.
Checking the Antifreeze Then stop the unit.
Check the solution concentration by using a temperature com- 2. Open the engine block drain and completely drain coolant.
pensated antifreeze hydrometer or a refractometer designed for Observe coolant color. If the coolant is dirty, proceed
testing antifreeze. A refractometer works with both ELC and with a, b, and c. Otherwise go to step 3.
conventional antifreeze. Maintain a minimum of 50 percent a. Pour clear water into radiator and allow it to drain out
permanent type antifreeze concentrate and 50 percent water of the block until it is clear.
solution to provide protection to -34 C (-30 F). Do not mix b. Close the block drain and install a commercially
antifreeze stronger than 68 percent permanent type coolant con- available radiator and block flushing agent. Operate
centrate and 32 percent water for use in extreme temperatures. the unit in accordance with instructions of the flush-
ing agent manufacturer.
c. Open the engine block drain to drain water and flush-
ing solution.
3. Pour clear water into the radiator. Allow it to drain out of Bleeding Air from the Cooling System
the block until it is clear.
4. Inspect all the hoses for deterioration and the hose clamps A jiggle pin thermostat prevents air from being trapped in the
for tightness. Replace if necessary. engine block. This should make it unnecessary to bleed the air
5. Loosen the water pump belt. Check the water pump bear- out of the engine. Normally approximately 8.5 liters (9 quarts)
ing for looseness and retighten the belt (see “Belt Tension of coolant will drain from the cooling system. If only 4 liters
Adjustment and Replacement” on page 6-13). (4 quarts) of coolant seem to fill the cooling system after it has
6. Inspect the radiator cap. Replace the cap if the gasket been drained, air has been trapped in the block. Bleed the air
shows any signs of deterioration. out of the block using the following procedure:
7. Prepare 8 liters (2 gallons) of 50/50% antifreeze/water
mixture. Do not add antifreeze and then water to the unit. CAUTION: IF YOU SUSPECT THAT AIR IS TRAPPED
This procedure may not give a true 50/50 mixture because IN THE BLOCK, DO NOT START THE ENGINE WITH-
the exact cooling system capacity may not be known. OUT BLEEDING THE AIR OUT OF THE BLOCK.
NOTE: Thermo King recommends the use of NOTE: If an engine operates with air trapped in the
50/50% pre-mixed ELC antifreeze to assure that block, the engine may be damaged. The high water
de-ionized water is used. 100% concentrate temperature switch may not protect an engine that
extended life coolant must be mixed with de-ion- has air trapped in the block.
ized or distilled water (NOT tap water) to ensure
cooling system integrity. 1. Before pouring coolant into the cooling system, loosen the
plug on the back of the water pump. Recently built units
8. Close all drains. On recently built units, also open vent fit- also include a special vent fitting on the top of the inlet
ting on top of the inlet header on the radiator. Refill the header on the radiator. Also open this fitting to bleed air
radiator with the 50/50 antifreeze mixture. Make sure all air from the radiator.
is bled from the cooling system. 2. Slowly pour coolant into the system until coolant comes
out of the bypass hose (or plug) fitting.
NOTE: Make certain all air is purged from the 3. Tighten the plug on the water pump.
cooling system. Recently built units include a 4. Pour coolant into the system until it appears to be full.
special vent fitting on the top of the inlet header 5. Make sure that the amount of coolant that goes back into
on the radiator. Open this fitting to bleed air the system is approximately equal to the amount of
from the cooling system when refilling the radia- coolant that was drained from the system.
tor with coolant. 6. Start and operate the unit for a minute. Then stop the unit.
7. Check the coolant level and add coolant if necessary.
8. Repeat steps 6 and 7 until the coolant level stabilizes.
9. Close the vent fitting on the top of the inlet header on the
radiator (recently built units only).
Engine Thermostat
For best engine operation, always use a 82.0 C (180 F) ther-
mostat.
Engine Thermostat
1. Jiggle Pin
2. Install This End Toward Engine
SGCO 2000-151, July 2001
Engine Maintenance Engine Fuel System 6-5
Fuel System
1. Fuel Return Line 7. Fuel strainer
2. Fuel Supply Line to Injection Pump 8. Hand Pump
3. Fuel Bleed Screw 9. Fuel Supply Line
4. Injection Pump 10. Electric Fuel Heater
5. Fuel Supply Line to Fuel Filter 11. Fuel Filter/Water Separator
6. Transfer Pump 12. Fuel Return Line
NOTE: The injection nozzles should be tested every 4. Loosen the injection lines at the injection nozzles.
10,000 hours when only clean fuel is used and the 5. Crank the engine until fuel appears at the nozzles.
fuel system is maintained according to the 6. Tighten the injection lines.
Maintenance Inspection Schedule. Refer to the TK 7. Start the engine and observe engine operation for a few
482 and TK 486 Engine Overhaul Manual for injection minutes. If the engine fails to start, or starts but stops in a
nozzle testing and repair. few minutes, repeat the procedure.
Whenever the fuel system is opened, take the following Water in the Fuel System
precautions to prevent dirt from entering the system:
Water in the fuel system can damage the injection pump and
• Cap all fuel lines.
nozzles. This damage will subsequently cause more expensive
• Work in a relatively clean area whenever possible.
damage to the engine. A large accumulation of water in the
• Complete the work in the shortest possible time.
bottom of the fuel tank will stop a diesel engine. Water should
Any major injection pump or nozzle repairs should be
be drained off during scheduled maintenance inspections. Let
done by a quality diesel injection service shop. The necessary
the tank set idle for an hour before removing the drain plug
service equipment and facilities are not found in most engine
from fuel tank. Let water and fuel drain into a container until
rebuild shops because of the large investment required.
only fuel is draining from tank. Replace drain plug. DO NOT
The following procedures can be done under field condi-
steam clean fuel tank caps.
tions:
• Bleeding air from the fuel system
NOTE: Some fuel tanks have a check valve in the
• Fuel tank and filter system maintenance
drain plug fitting. Push the check valve open with a
• Prime pump (hand) replacement or repair*
small screw driver to drain water and fuel.
• Transfer pump replacement or repair*
• Injection line replacement*
• Pump and governor adjustments*
• Pump timing
Single Element Fuel Filter/Water Separator
• Nozzle spray pattern testing and adjustment*
Replacement
• Minor rebuilding of nozzles* A single element fuel filter/water separator removes contami-
nates and water from the fuel. Two orifices in the filter head
*These procedures are covered in the TK 482 and TK 486 control the pressure in the fuel system by allowing a certain
Overhaul Manual, TK 50136. amount of fuel to return to the tank. One orifice is located in
the center of the filter head bleeds off water and returns it to
the fuel tank. The other orifice is located off-center on the fil-
Bleeding the Fuel System ter head and bleeds off air.
The fuel system must have the air bled out if the fuel tank 1. Unscrew the filter using a strap wrench. Drain filter and
becomes empty, if repairs are made to the fuel system, or if air properly dispose of fuel and filter.
gets into the system for any other reason. 2. Fill the new filter with clean fuel through one of the small
openings in the top of the filter body. Do not use the cen-
NOTE: Keep the fuel tank vent open. If the vent ter hole to add fuel to the filter or unfiltered fuel may
becomes clogged, a partial vacuum develops in the reach the injection pump. Filling the filter with fuel
tank. This increases the tendency for air to enter the purges air from the filter.
system. 3. Clean the filter head seal surface. Lubricate filter seal
with clean fuel.
1. Loosen the bleed screw at the injection pump about one 4. Install and tighten the filter until it is hand-tight. Then
turn. tighten 1/4 turn more using a strap wrench.
2. Unscrew the hand pump handle and manually prime the
fuel system until air bubbles are no longer visible in the
fuel coming out of the bleed screw.
3. Tighten the bleed screw and screw the hand pump handle
back in.
If you suspect that the engine does not operate because the fuel
solenoid is not operating correctly, use the following proce-
dure:
1. Disconnect wire 8S from the starter solenoid.
2. Disconnect the fuel solenoid wire connector from the c. De-energize the hold-in coil by removing the jumper
main wire harness. from the 8D circuit and terminal 2. The fuel solenoid
3. Place the Unit On/Off switch in the ON position. should make a definite click when the hold-in coil is
4. Check the voltage on 8D circuit in the main wire harness de-energized.
connector for the fuel solenoid. Refer to the illustration d. If the hold-in coil does not function properly, check
on page 6-7 or the unit wiring diagram to identify the pins the resistance of the hold-in coil by placing an ohm-
in the wire harness and fuel solenoid connectors. meter between the 8D circuit and the CH circuit in
a. If battery voltage is not present on the 8D circuit, the connector to the fuel solenoid. The resistance of
check the 8D circuit and related components for a the hold-in coil should be 24 to 29 ohms. If the resis-
fault. tance of the hold-in coil is not in this range, replace
b. If battery voltage is present on the 8D circuit, go to the fuel solenoid.
step 5. e. If the hold-in coil does function properly, go to step
5. Check CH circuit in the main wire harness at the fuel sole- 9.
noid connector for continuity to a good chassis ground. 9. Reconnect the main wire harness connector to the fuel
a. If there is no continuity between CH circuit and a solenoid connector.
good chassis ground, check the CH wire for an open 10. Remove the fuel solenoid relay from its socket and make
circuit. sure the unit On-Off switch is in the ON position.
b. If there is continuity between CH circuit and a good 11. Check the voltage on the 8D circuit at terminal 85 in the
chassis ground, go to step 6. fuel solenoid relay socket. Refer to the illustration below
6. Place a jumper wire between the CH circuit in the connec- to identify the terminals in the relay socket.
tor on the fuel solenoid and a good chassis ground. a. If battery voltage is not present on the 8D circuit,
7. Test the pull-in coil by momentarily placing a jumper check the 8D circuit and related components for a
between the 8DP circuit pin in the connector on the fuel fault.
solenoid and terminal 2 at the fuse link. The fuel solenoid b. If battery voltage is present on the 8D circuit, go to
should make a definite click when the pull-in coil is ener- step 12.
gized and should click again when the pull-in coil is de- 12. Check the voltage on the 2A or 2B circuit at terminal 30
energized. in the fuel solenoid relay socket.
a. If battery voltage is not present on the 2A or 2B cir-
NOTE: The pull-in coil may draw 35 to 45 cuit, check circuit 2A or 2B for an open or a short.
amperes so do not leave the jumper connected b. If battery voltage is present on circuit 2A or 2B, go to
to pin 8DP for more than a few seconds. step 13.
5. Place the O-ring in the groove in the end of the fuel injec-
tion pump. Make sure that the O-ring is positioned cor-
rectly during installation to avoid damage and leaks.
6. Install the new fuel solenoid.
7. Turn the unit OFF.
8. Connect wire 8S to the starter solenoid.
2. Remove the cover plate from the gear case. Remove the Injection Pump Installation
nut and lockwasher that secure the gear to the injection
pump shaft. Use a shop rag to prevent the lockwasher or 1. Rotate the injection pump shaft to align the key with the
nut from falling into the gear case. keyway in the gear. Then insert the injection pump shaft
3. Use the hardware from the cover plate to attach the tool into the gear.
plate (P/N 204-1011) to the gear case. Attach the plate 2. Fasten the injection pump to the gear case using the cor-
with the marked side pointing up and out away from the rect hardware.
case. 3. Remove the screws that hold the gear to the tool plate and
4. Align the threaded holes in the injection pump gear with remove the tool plate.
the two holes in the tool plate by rotating the engine 4. Fasten gear to injection pump shaft with a lockwasher and
crankshaft. Attach the gear to the tool plate with the nut. Use a shop rag to prevent the lockwasher or nut from
screws provided with the tool plate. falling into the gear case. Torque the nut to 60 to 68 N.m
5. Thread the long screw into the small end of the adapter (44 to 50 ft-lb).
(both parts are supplied with the tool plate). Insert the 5. Fasten the cover plate to the gear case. Install the fuel
adapter into the tool plate. Carefully align the screw over lines, harness and mounting hardware from the injection
the center of the injection pump shaft. Then rotate the pump. Also install the starter.
screw to force the injection pump shaft from the gear. 6. Check the injection pump timing.
6. Remove the screw and adapter, leaving the tool plate in
position. This holds the gear in the proper tooth align-
ment until the injection pump is re-installed.
Injection Pump Timing d. If the rocker arms are tight, the engine is at top dead
center of the exhaust stroke for the number one cylin-
This timing procedure requires fuel pressure at the injection der. Rotate the engine 360 degrees to place the engine
pump inlet. This can be accomplished by pumping the priming at top dead center of the compression stroke for the
pump by hand, or by using an electric fuel pump to supply fuel number one cylinder.
to the fuel pump inlet. 6. Energize the fuel solenoid:
1. Place the Unit On/Off switch in the OFF position.
2. Remove the round cover (plug) from the timing mark WARNING: Disconnect the 8S wire from the
access hole on the front of the bell housing. The index starter solenoid to prevent the engine from
marks on either side of this hole and the timing marks on cranking. Otherwise, the µP-G controller may
the flywheel are used to check the injection pump timing. start the unit at any time when the unit On/Off
switch is ON.
WARNING: Loosen all of the injection lines at
the injection nozzles to prevent the possibility of a. Disconnect the 8S wire from the starter solenoid to
the engine firing while it is being rotated. prevent the controller from cranking the engine.
Then place the On-Off switch in the ON position.
3. Remove the injection line for the number one cylinder b. If the engine is not in the unit, use jumper wires to
from the injection nozzle and from the delivery valve on energize the fuel solenoid at the three pin fuel sole-
the injection pump. noid connector. Place a jumper between the black
wire (CH wire, pin C) and the negative terminal of a
NOTE: The number one cylinder is the cylinder at 12 Vdc power source. Place a jumper between the
the flywheel end of the engine. red wire (8D wire, pin A) and the positive terminal of
a 12 Vdc power source. Then momentarily place a
4. Remove the rocker arm cover. jumper between the white wire (8DP wire, pin B) and
5. Place the engine at top dead center of the compression the positive terminal of a 12 Vdc power source.
stroke for the number one cylinder.
a. Rotate the engine in the normal direction of rotation CAUTION: Do not leave the jumper on the white
(clockwise viewed from the water pump end) until wire (8DP wire, pin B) more than a few seconds
the 1-4 timing mark on the flywheel lines up with the or the fuel solenoid will be damaged.
index mark in the timing mark access hole.
b. Check the rocker arms on the number one cylinder to
see if they are loose.
c. If the rocker arms are loose, the engine is at top dead
center of the compression stroke for the number one
cylinder.
7. Rotate the engine backwards (counterclockwise viewed WARNING: Loosen all of the injection lines at
from the water pump end) until the injection timing mark the injection nozzles to prevent the possibility of
is positioned in the bottom of the timing mark access hole. the engine firing while it is being rotated.
The injection timing mark is a horizontal line stamped on
the flywheel approximately 30 mm (1.2 in.) before the top 3. Place the engine at top dead center of the compression
dead center mark. stroke for the number one cylinder.
8. Pump the priming pump by hand a few times, or energize a. Rotate the engine in the normal direction of rotation
the electric fuel pump if an electric fuel is being used. (clockwise viewed from the water pump end). Rotate
9. Use a clean towel to remove the fuel from the top end of the engine until the 1-4 timing mark on the flywheel
the delivery valve holder. lines up with the index mark in access hole.
10. Slowly turn the engine in the normal direction of rotation b. Check the rocker arms on the number one cylinder.
until you see the fuel rise in the end of the delivery valve c. If the rocker arms are loose, the engine is at top dead
holder. Stop as soon as you see the fuel rise. center of the compression stroke for the number one
11. Check position of the timing marks. The injection timing cylinder.
mark on the flywheel should be aligned with the index d. If the rocker arms are tight, the engine is at top dead
mark on the side of the timing mark access hole. Repeat center of the exhaust stroke for the number one cylin-
steps 8 through 11 to recheck the timing. der. Rotate the engine 360 degrees to place the engine
12. If the timing is off by more than 1 degree (2.5 mm), at top dead center of the compression stroke for the
loosen the mounting nuts on the studs that fasten the injec- number one cylinder.
tion pump to the engine and rotate the injection pump to 4. Check the valve clearance of both valves for the number
change the timing. one cylinder with a feeler gauge. Also check the valve
a. Pull the top of the injection pump away from the clearance for the intake valve for the number two cylinder,
engine to advance the timing. and the exhaust valve for the number three cylinder. The
b. Push the top of the injection pump toward the engine clearance for both the intake and exhaust valves should be
to retard the timing. 0.15 to 0.25 mm (0.006 to 0.010 in.).
13. Tighten the injection pump mounting nuts and recheck the
timing. Repeat steps 8 through 12 until the timing is cor- NOTE: Check to make sure that the valve stem
rect. cap is in good condition and is positioned
14. Install the cover in the timing mark access hole, install the squarely on the top of the valve stem. Replace
injection line for the number one cylinder, install the rock- the valve stem cap if it shows significant wear.
er arm cover, tighten the other injection lines, and recon-
nect the 8S wire when finished with the procedure. 5. Loosen the lock nut and adjust the valves as required by
turning the adjustment screw.
Timing Marks
1. Timing Mark
2. Top Dead Center Mark for Cylinders 1 and 4
3. Top Dead Center Mark for Cylinders 2 and 3
Valve Adjustments
Water Pump Fan Belt
Valve Adjustments and Cylinder Configurations * NOTE: The entire pulley assembly requires a minimum
of 4 shims for correct radiator fan alignment.
Overload Shutdown
Alternator Function
Overload shutdown is provided by the Field Amps Conversion
Module. If an overload condition becomes more than tempo-
Starting Excitation rary, the increase in exciter field current due to the overload
The initial excitation for the alternator is supplied by a perma- causes the AVR to increase field current to the Field Amps
nent magnet in the exciter field and residual magnetism in the Conversion Module. This module converts the field current to
main field. Residual main stator voltage provides initial exci- an analog voltage that is sent to the microprocessor controller.
tation power to the automatic voltage regulator (AVR) from a When an overload occurs, the controller de-energizes the fuel
separate 2-lead stator winding. The generator set controller solenoid to stop the engine.
energizes Field Relay A 15 seconds after the engine starts. If the Generator set Controller shuts down unit operation,
Energizing the Field Relay A connects K1 and K2 on the AVR it indicates one of the following:
to start current flow from the AVR to wire F1. Wire F1 sends 1. There is a malfunction in the load causing the load to fail
the current through the exciter field to build voltage in the sta- to start or to draw single phase current.
tor windings. The exciter field current then returns through 2. The engine speed or power is low due to improper speed
wire F2 to the Field Amps Conversion Module where the cir- adjustment, fuel supply problems or other mechanical
cuit is completed to chassis ground. The Field Amps conditions while the generator is supplying motor starting
Conversion Module is on the µP-G relay board. current to the load.
3. Internal component failure in the AVR, resulting in exces-
sive field current. This includes possible malfunction of
Running Excitation and Control protective elements in the excitation control.
When the alternator output reaches the rated voltage, excita- 4. Failure in the alternator rotating elements (exciter arma-
tion is provided by the alternator excitation winding. The ture, rotating diode assemblies or main field) can cause
magnetic field that was formed in the exciter field winding by the regulator to supply excessive exciter field current.
the AVR induces voltage in the exciter rotating winding. This 5. Engine shutdown on low engine oil level, low oil pressure
voltage is changed from three-phase ac to dc by the rotating or high water temperature.
rectifier. The dc current is transferred to the rotating main
field winding. The rotating main field now becomes magne-
tized.
The magnetic field formed in the rotating main field wind-
ing induces a voltage in the alternator stator windings. This
voltage is sent out of the alternator stator leads to the power
plug and load. 460 Vac, 3-phase output can be measured at
the power plug.
In addition to being powered from the stator excitation
winding, the AVR monitors the stator output for voltage con-
trol purposes. The AVR controls the power fed to the exciter
field, and therefore, the main field, to maintain the alternator
output voltage within specified limits.
Overload
For temporary overloads (such as refrigeration unit start up),
the AVR controls the power fed to the exciter field to maintain
the alternator output voltage.
Over voltages caused by open circuit sensing terminals are
avoided by loss detection sensing circuitry that reduces the
alternator terminal voltage to a safe fixed level.
Test Instruments
Alternator Diagnosis
If the preceding checks did not uncover the cause of the mal-
function, more extensive diagnostic procedures will be
Preliminary Checks required. The following tests will require various electrical test
instruments. The technician performing the tests should have a
WARNING: Extreme care must be used when work- good working knowledge of their basic electrical principles.
ing with an operating generator set. Lethal voltage The tests are intended to determine whether the source of
potentials exist inside the control box, at terminals difficulty lies in the generator itself or in the excitation control
on the AVR and at the power receptacle. system. Following the procedures carefully will, in most
cases, avoid unnecessary dismantling and reassembly of the
Before attempting more specific diagnosis procedures, check generator when easily corrected problems may exist in the
the following items to ensure a superficial problem is not over- external circuitry.
looked. The test instruments required include:
• AC-DC voltmeter 2.5 V to 500 V ranges (+/- 2% max. error).
NOTE: Further diagnosis is a waste of time until • AC induction ammeter (amprobe).
these items are checked, since a problem in one of • DC ammeter (preferably induction type TK P/N 204-449).
these areas will influence test results. • Ohmmeter.
• Megohmmeter (Megger®). A megohmmeter is essentially a
1. If the generator fails to provide voltage output to the plug, high-range resistance meter (ohmmeter) with a built-in
perform a controller Pretrip Test. The controller must pass direct-current generator. This meter is constructed with both
the Pretrip test to verify the field relay circuit is operating current and voltage coils-enabling true ohms to be read
correctly. Field Relay A (K1 to K2) circuit must be ener- directly and independently of the actual voltage applied. The
gized before the automatic voltage regulator (AVR) can meter gives you a direct reading of insulation resistance in
supply current to the exciter field of the alternator. “ohms” or “megohms” (1 megohm = 1,000,000 ohms). For
2. If the generator malfunction is accompanied by excessive good insulation, the resistance should read in the megohm
black exhaust smoke and engine lugging, double check all range.
possible engine problems such as fuel supply, injection Normally, good insulation has high resistance; poor insu-
timing, engine speed, restricted air cleaner, etc. lation, relatively low resistance. The actual resistance values
3. Disconnect the refrigeration unit from the generator and can be higher or lower, depending upon such factors as the
check the output voltage at the plug. Voltage between the temperature or moisture content of the insulation (resistance
three phases should be 450 to 470 Vac, depending on decreases with increase in temperature or moisture).
engine speed. All three phases should be within 1% of A popular megohmmeter used in the field today is the
each other. “Megger®” manufactured by:
If the voltages appear normal, make sure the refriger- AVO Biddle Instruments
ation unit is not at fault. Reconnect refrigeration unit and Bluebell, Pennsylvania 19422
run in Cool mode. Check the amperage draw with an Phone: (215) 646-9200
induction ammeter (amprobe), and compare it with the • Milli-ohmmeter.
refrigeration unit nameplate.
4. Stop the generator set. Check all push-in plugs on control
circuit for loose pins or sockets. Make sure all wire termi-
nals are tight.
Generator Diagnosis Procedure 3. Start the engine. Alternator output voltage should
rise to 470 to 550 Vac while the jumper wire is con-
nected to the F1 lead. If the voltage does not reach
WARNING: When servicing or repairing a generator
the 470 to 550 Vac, check for an internal alternator
set, the possibility of serious or even fatal injury
problem. See Alternator Tests on pages 7-10 to 7-11.
from electrical shock exists. Extreme care must be
4. Stop the engine and disconnect the jumper wire.
used when working with an operating generator set.
Connect F1 lead to X terminal of the AVR.
Lethal voltage potentials can exist at the unit power
5. Restart the engine to verify normal 460 Vac output.
cord, inside the exciter control box, inside any high
• If the Alternator output voltage returns to 0 to 100
voltage junction box and within the wiring harness-
Vac, repeat steps 1 through 5 to flash the exciter field
es.
again. Normal output AC voltage after field flashing
due to residual magnetism is 120 +/- 20 Vac. If the
Normal alternator output voltage is 460 +/- 10 VAC with
AC voltage output is less than 120 +/- 20 Vac,
engine rpm 1890 +/- 10 rpm and no load applied. If the gener-
replace the exciter field.
ator produces no or low voltage output at the plug, perform the
tests listed below to identify the component that may be caus-
NOTE: A new exciter field is not magnetized.
ing a generator malfunction.
Install the new exciter field and then follow the
Flash Exciter Field procedure to magnetize it.
• Symptom: Low Output Voltage—0 to 100 Vac
A. Flash Exciter Field (see illustration below).
• If the output voltage is now greater than 120 Vac
1. With the unit off, open the control box and disconnect
but less than 420 Vac, and all three output voltages
the F1 lead from the AVR.
are equal, go to step B on page 7-5.
2. Connect a jumper wire from the positive (+) post of
• If the output voltage is now greater than 120 Vac
the 12 Vdc battery to the F1 lead.
but less than 420 Vac, and unequal line to line volt-
ages, go to “Symptom: Unequal Line to Line
Voltage” on page 7-9.
B. Check AVR Excitation and Sense Voltage Inputs (see C. Check Exciter Field Circuit Resistance (see illustrations
illustration below). on pages 7-6 and 7-7). If the excitation and sense voltage
Both the Excitation voltage and Sense voltage should be are one-half the output voltage, but alternator output does
one half the generator output voltage with 460 VAC alter- not reach 460 +/- 10 VAC, check the resistance of the
nator connections. exciter field circuit.
1. With the engine running, measure the voltage on the 1. With the engine stopped, disconnect the F1 wire from
excitation winding, Q1 to Q2 at AVR terminals P2 to AVR terminal X and the CH wire from AVR terminal
P3. XX.
2. Also measure the sense voltage on the T7 to T8 wires 2. Measure the field wire resistance across wires F1 to
at AVR terminals 2 to 3. CH. The resistance should be 13.9 +/- 10% Ohms at
3. With 120 to 420 Vac output voltage, the excitation 25 C (77 F) field temperature. If the alternator has
voltage and sense voltage should each be one-half of been operated recently, the resistance could be
the output voltage due to the permanent magnet in approximately one ohm higher.
exciter field and residual magnetism in the main field. • If the resistance is correct, go to step D on page 7-8.
4. If AVR excitation voltage or sense voltage is outside • If the resistance is incorrect, measure the resistance
the value in step 3 above, disconnect the wires from from F1 to F2 at controller relay board connector
the AVR and recheck the voltage across the wire plug CN1. The resistance should still be 13.9 +/-
leads. 10% Ohms at 25 C (77 F) field temperature.
• If the excitation voltage and sense voltage remain - If the resistance is still incorrect, replace the alter-
outside the above readings, check for an alternator nator exciter field.
problem. See Alternator Tests on pages 7-10 to 7-11. - If the resistance is now correct, check the F2 cir-
• If the measured voltage recovers to one-half of the cuit from the controller relay board to CH for a
output voltage, the AVR input may be shorted. Go problem. Resistance should be 0 ohms to indicate
to Step E on page 7-9. a good circuit.
D. Check Field Relay A Circuit (see illustration below). 6. Start the engine and repeat the exciter field output
AVR terminals K1 to K2 must be connected together thru current test in step 3 above.
the Field Relay A (FRA) contacts 30 and 87 before the • If there is now no current output from AVR terminal
AVR will start voltage output across exciter field wires F1 X to the F1 lead, check for a defective Field Relay
and CH. A (FRA) or K1 to K2 circuit.
1. Insulate the ammeter connections in the following • If there is measurable field current but the field cur-
procedure to prevent shock hazard. With the engine rent is low and the output voltage is low, or the field
stopped, connect a 10 amp DC ammeter in series with current is high and the output voltage is high; go to
AVR terminal X and the field lead F1 (normally con- “Setting the Volts and Stability Controls on the
nected to AVR terminal X). AVR” on page 7-12.
2. Disconnect the K1 and K2 wires from AVR terminals • If there is measurable field current but the field cur-
K1 and K2. Connect a jumper wire between termi- rent is high and the output voltage is low, check for
nals K1 and K2. low engine rpm. Adjust engine to 1890 +/- 10 rpm
3. Start the engine and check the exciter field output and then go to “Setting the Volts and Stability
current on the ammeter. Exciter circuit current draw Controls on the AVR” on page 7-12.
should be 0.5 to 0.60 amps at no load or 1.0 to 1.5 • If there is measurable field current but the field cur-
amps at full load with 460 Vac output and with rent is low and the output voltage is high, check for
engine rpm at 1890 +/- 10 rpm. high engine rpm. Adjust engine to 1890 +/- 10 rpm
4. Stop the engine. If there was no current output from and then go to “Setting the Volts and Stability
AVR terminal X to F1 lead, go to step E on page 7-9. Controls on the AVR” on page 7-12.
Otherwise go to the next step.
5. Remove the jumper from the K1 to K2 terminals. NOTE: Correct engine rpm provides 60 Hertz
Reconnect the K1 and K2 wires to AVR terminals K1 output with 15 KW electrical load connected
and K2. to the generator set.
7. If adjusting the voltage and stability controls on the • Symptom: Poor Motor Starting Performance
AVR (page 7-12) does not result in correct output of 1. Check for poor engine performance or low engine rpm.
460 Vac with the correct field excitation current, go 2. Check the motor starting exciter field current draw. The
to step E. ammeter connections for this check are the same as the
E. Replace the AVR. If the alternator output voltage contin- ammeter connections for the “Checking Field Relay A
ues to be incorrect with correct excitation voltage, correct Circuit K1 to K2” illustration below but do not remove
sense voltage, correct exciter field resistance, correct con- wires K1 and K2.
nection across AVR terminals K1 to K2, and 1890 +/- 10 a. With the unit off, open the control box and disconnect
rpm at no load; stop the engine and replace the AVR. the F1 lead from the AVR.
F. If step E does not correct the voltage output and excitation b. Insulate the ammeter connections in the following
current readings, reinstall the original AVR in the control procedure to prevent shock hazard. With the engine
box and check for an alternator problem. Go to Alternator stopped, connect a 10 amp DC ammeter in series with
Tests on pages 7-10 to 7-11. AVR terminal X and the field lead F1 (normally con-
nected to AVR terminal X).
• Symptom: Low Output Voltage—100 to 440 Vac; c. Start the engine and check the exciter field output
Equal Line to Line Voltage current from the AVR terminal X. Exciter circuit
Follow alternator check procedures in paragraphs B through F current draw should reach 6 amps. If the current
on page 7-5 to 7-9. draw is less than 5 amps, stop the engine. Follow
alternator check procedures in paragraphs B through
• Symptom: Unequal Line to Line Voltage F on pages 7-5 to 7-9.
Verify the unequal line to line voltage condition with no load 3. If the engine performance is correct and the motor starting
applied to the alternator. If the unequal voltage condition is performance is poor, check the exciter armature diodes for
present with no load applied, check the alternator lead connec- an open or short. See “Alternator Test C: Rotating
tions against the unit wiring diagram. If the connections are Rectifier” on page 7-10.
correct, check for an internal alternator fault with the stator
windings.
Alternator Test A: Main Alternator Stator Windings 2. Disconnect main alternator field leads which connect to
(See Illustration Below) exciter diode heat sinks.
Disconnect all 12 stator leads to test the stator windings. 3. Check the forward voltage drop of each diode. Forward
1. Disconnect the stator leads from the excitation control voltage drop should be 0.5 to 0.7 V. Forward voltage drop
package. Check for continuity between the following pairs: on all diodes should be equal.
T1-T4, T2-T5, T3-T6, T7-T10, T8-T11, T9-T12. Using a 4. Check reverse continuity of each diode. Meter display
milliohmmeter, the resistance between any of the above should show open circuit (OL) on reverse continuity
pairs should be 0.1236 to 0.1366 ohms at 77 F (25 C). check.
2. Using a megohmmeter, check for insulation breakdown
between each pair of leads. Insulation resistance should be
greater than a 1megohm.
3. Remove the stator end bell for the remaining alternator
tests.
Alternator Test D: Rotating Exciter (See Illustration Alternator Test F: Exciter Field (See Illustrations on
Below) Pages 7-6 and 7-7)
All rectifier leads must remain disconnected from previous Refer to the results from the Exciter Field Circuit Test or
tests. check the resistance of the exciter field again. Also check the
1. Check the resistance between the following combinations exciter field for a short to ground.
of leads: (CR6-CR4), (CR3-CR1), (CR3-CR2), (CR6- 1. Disconnect the field wires F1 and F2 from the control box
CR5), (CR5-CR4) and (CR2-CR1). The resistance should circuitry.
be 0.580 to 0.710 ohms at 77 F (25 C) for each lead com- 2. Measure the resistance of the field circuit (F1 to chassis
bination. ground). The resistance should be 13.9 (+/- 10%) ohms at
2. Using a megohmmeter, check for insulation breakdown 77 F (25 C).
between each pair of leads and the rotor case. 3. Using a megohmmeter, check for insulation breakdown
between the exciter field and the stator or ground.
Alternator Test E: Main Alternator Field (See
Illustration Below) NOTE: A new exciter field is not magnetized. If
1. Measure the resistance of the main alternator field. The you install a new exciter field, follow the proce-
resistance should be 2.475 to 3.025 ohms at 77 F (25 C). dure, “A. Flash Exciter Field” on page 7-4 to
2. Using a megohmmeter, check for insulation breakdown magnetize it.
between the main field and the rotor or ground.
Alternator Test D: Rotating Exciter Armature Alternator Test E: Main Alternator Field
Resistance of each lead combination should be 0.580 to Resistance of the main field should be 2.475 to 3.025
0.710 ohms at 25 C (77 F). ohms at 25 C (77 F).
AVR Board
1. Stability Selection: Jumper must be set between A
and C terminals.
2. Stability Control: Adjust to prevent voltage hunting.
3. Frequency Selection: Jumper must be set between C
and 60 terminals.
4. Do not adjust. UFRO under speed control is preset at
95% and sealed at the factory.
5. Voltage Control: Adjust to set alternator output volt-
age.
6. Droop Control: Not used.
7. Trim Control: Not used.
Generator Housing
Maintenance Procedures Feel the alternator housing cautiously for abnormally high
The following paragraphs cover detailed maintenance proce- temperatures as determined by previous experience with the
dures, including disassembly and assembly of equipment for unit. If the generator is overheated, check the winding temper-
necessary component removal and replacement. Many repair ature with thermometer, locate the cause such as lack of venti-
or replacement operations can be performed without extensive lation, overload, etc., and correct the condition or shut down
disassembly of the generator. See “Alternator Assembly” the generator. Inspect the generator housing for obstruction of
illustration on page 7-14. air passages.
Insulation
Inspect insulation on wires, coils and control components. See
that insulation is not frayed, broken or deteriorated. Replace
wire having damaged insulation.
Alternator Assembly
1. Rotor Assembly
2. Disc, Rotor Drive
3. Impeller Fan (Blower), Generator
4. Rotor (Includes items 1, 2, 3 and 5 through 12)
5. Key
6. Spacer, Bearing
7. Bearing/Seal, Rotor
8. Exciter Assembly, Rotor
9. Rectifier, Positive Assembly
10. Rectifier, Negative Assembly
11. Nut, Rectifier Assembly
12. Screw, Mounting Rectifier
13. Screw, Mounting Bearing
14. Stator and End Bell Assembly
15. Stator, Wound
16. Exciter, Field
17. Bell, End
18. Stud, Bell
19. Cover, End Bell
20. Screw, Mounting End Bell Cover
21. Gasket, End Bell Cover
22. O-ring
23. Screw, Retainer
24. Retainer, Exciter
25. Rotor
SGCO 2000-151, July 2001
8 Structural/Accessory
Maintenance
NOTE: See Service Guide in the Introduction of this CAUTION: Air pressure should not be high enough
manual for correct service interval for your unit. 250 to damage coil fins.
or 500 hour inspection/service intervals are required
in extreme operating conditions.
NOTE: This diagnosis guide applies to units equipped with TK 486 engines. For major repair of TK 486
engines, refer to Overhaul Manual, TK 50136.
Fuse link open (blown) Check for short circuit and replace
fuse link
Defective starter relay or open circuit Replace relay; check 8 and 52 circuits
H#<%#+,4>-#;(,).&,K-%*( Fuel solenoid not energized Check 8D, 8DP circuits and fuel relay.
&",(&->& Check the Engine Select screen in the
Guard submenu of the controller: YanEn
must be set to yES. See “Guard Menu” in
the Microprocessor Controller chapter of
this manual
Air cleaner clogged Clean and refill oil reservoir on oil bath air
cleaner
H#<%#+,(&"L(,-K&+>,(&->&%#< Alarm symbol in controller display Check alarm code and repair fault (see
“Alarm Codes Descriptions and Corrective
Actions” in Electrical Maintenance chapter)
Clogged fuel tank or fuel lines Clean fuel tank and fuel lines
Fuse link open (blown) Check for short circuit and replace
fuse link
H#<%#+,$"+(,#"&,$+N+*"L Air cleaner or intake Clean air intake system; clean and refill oil
K.**,L"3+> system clogged reservoir on oil bath air cleaner
Clogged fuel tank or fuel lines Clean fuel tank and fuel lines
Insufficient fuel volume leaving Check for dirty filter or air in system
filter(s)
Clogged air cleaner system Clean air intake system; clean and refill oil
reservoir on oil bath air cleaner
Air heater does not shut off Check preheat relay and preheat circuit
Oil being drawn in Check oil level in oil bath air filter
Text Input:
• To enter a number: Press the UP or DOWN key to
increase or decrease the value of a digit in the display.
Pause Mode Displays
To Enter a Controller Menu or Submenu:
— dELAY / AC1 • Press ALARM key to directly enter the Alarms menu.
— PAUSE / run2 • Press ENTER key to view the Software Version display.
• Press SELECT key to directly enter the Main Menu; or a
submenu from the Main Menu.
• Press and hold SELECT key down for 3 seconds to return
Software Display
directly to the Standard Display.
— Version “XX.XX / rEu”
To Enter a Command or a New Value in a Screen:
• Press ENTER key.
Electrical and µP-G Menu Flow Diagrams
Pretrip Menu
— PtrIP
• The display flashes “EntEr / PrE”.
Press or to select
new value.
Press to load new value.
Program Menu
— PrGrn
— PrGrn / l- - -l
— F (or C) / dEG(Temperature Units)
— PSI (or bArS or kPA) / OlL (Pressure Units) Footnotes:
Press to enter load
1When Delayed Cold Start is set to yES, controller shows “dELAy /
value display.
AC” screen and alternator output remains off until engine tempera-
ture increases to 32 C (90 F).
Top display flashes unit 2”PAUSE / run” screen indicates controller has stopped unit opera-
to be changed. tion due to a shutdown alarm. Controller restarts unit if alarm con-
dition is corrected.
µP-G Menu Flow Diagram
Press or to 3The Engine Select screen MUST be set to “yES” on units equipped
select new value. with a TK 486 (Yanmar) engine. Set this screen to “nO” on units
equipped with a di 2.2 or se 2.2 engine. Default setting is “nO” on
Press to load new
version 0100 software and “yES” on version 0200 software.
value. 4The Regualtor Select screen MUST be set to “yES” on units
equipped with a Newage regulator. Set this screen to “nO” on
units equipped with a Thermo King excitor. Default setting is “nO”.
10-5