Manual Equipos Tecofrost

TecoFROST ™

TECOGEN

Operation & Maintenance Manual

February 2001

Single/High Stage Models: 16S & 16L

Booster Stage Models: 23MB & 23LB

This manual contains Operation and Maintenance instructions for the TecoFROST 16S, 16L, 23MB & 23LB Refrigeration packages. It is written for the experienced refrigeration technician to perform all minor and major field service tasks. Read, study, and keep this manual handy and refer to the Table of Contents for quickly finding the subsection pertinent to the service task at hand. Those not trained in refrigeration repair should not attempt these service procedures. Throughout this manual certain statements are highlighted under the headings of NOTE, IMPORTANT, and WARNING. A NOTE designates a helpful reminder (or procedural detail), and IMPORTANT signifies a message that is relevant to equipment damage. WARNING pertains to actions, that if not heeded, could result in personal injury or even death. Always read and understand these messages. Every effort has been made to provide a complete manual for this product. However, if assistance is required (or for spare part ordering), please contact the Tecogen Service Department at the number and address listed below.

Tecogen Service Department 45 First Avenue P. O. Box 9046

Waltham, MA 02454-9046

(781) 466-6450 (800) 678-0550

8:00 a.m. to 5:00 p.m. E.S.T. Weekdays

DISCLAIMER Neither Tecogen, a division of Thermo Power Corporation, nor any person acting on its behalf: (a) makes any warranty or representation, express or implied, with respect to the accuracy, completeness, or usefulness of the information contained in this manual or that the use of any information, apparatus, method , or process disclosed in this manual may not infringe privately owned rights; or (b) assumes any liabilities with respect to the use of, or for damage resulting from the use of, any information, apparatus, method, or process disclosed in this manual.

S Safety

1 System Description

2 System Operation

3 Routine Service

4 Troubleshooting

A Appendices A-P

I Index

Forward Safety System Description General Description ................................................1-1 Refrigeration System ............................................1-12 Engine Drive & Heat Recovery System ................1-24 Control System .....................................................1-46 System Operation Operator Interface ..................................................2-1 System Operation .................................................2-13 Routine Service Category A Service ................................................3-1 Category B Service ................................................3-4 Category C Service ................................................3-6 Category D Service ................................................3-6 Category E Service ................................................3-6 Category F Service ...............................................3-10 Category G Service ..............................................3-11 Refrigerant Evacuation Service Procedure ..........3-13 Wiring Harness Electrical Connector Repair ........3-13 Troubleshooting Guide Prealarms ...............................................................4-2 Alarms ....................................................................4-8 Non-Alarm Conditions ..........................................4-28

2

4

3

1

TecoFROST

Appendices

Service Parts List

Fuel System & Carburetor

Cranking Battery Service

Cranking System Service

Ignition System Service Procedures

Misc. Engine Service Procedures

Engine Wear Analysis

Test & Service Equipment

Microprocessor Digital I/O System

Calibrate Mode Procedure

Power Supply & Analog Adjustment

Schedule Entry Mode

Alarm Setpoint Entry Mode

Modbus Interface

Compressor Service Procedures

TecoFROST Log Form

A

B

C

D

E

F

G

H

I

J

K

L

M

N

O

P

Industrial Refrigeration Package

Safety

S

TECOFROST 16S/L & 23MB/LB Operating & Maintenance Manual Safety-1

GENERAL ♦ Before performing maintenance, always disable the unit from automatic starting by pressing the STOP button on

the keypad. If work is to be performed near rotating components, further disable the unit by disconnecting the negative cable of the battery. If work is to be performed in the control cabinet, always disable all electrical power to the cabinet at remote disconnects.

♦ Do not contact any part of the exhaust system on a hot engine. Exhaust temperatures are very high and the parts take a long time to cool.

♦ Only qualified refrigeration technicians with TECOFROST Service School training should perform a TECOFROST start-up.

♦ All parts of refrigerant and refrigerant oil systems are under high pressure after and during charging. Take precautions to avoid opening any parts of this system to the environment.

♦ Ensure that the engine exhuast venting systems are correctly installed and operating.

♦ Do not allow unauthorized personnel on or near the engine while it is being serviced.

♦ Do not wear loose clothing and jewelry whenever working around engines or machines.

♦ Stop the engine before making adjustments or repairs to the engine or driven equipment unless specified otherwise.

♦ Attach a "DO NOT OPERATE" or similar warning tag on the start switch or start button before servicing the engine.

♦ Relieve all pressure in refrigerant, oil, fuel, or water systems before any lines, fittings, or related items are disconnected or removed.

♦ Be alert for possible pressure when disconnecting any device from a system that utilizes pressure. Do not check for pressure leaks with your hand.

♦ Use caution when removing cover plates. Gradually loosen (do not remove) the last two bolts or nuts located at the opposite ends of the cover or device. Pry the cover loose to relieve any spring or other pressure before removing the last bolts or nuts.

♦ Support equipment and attachments properly when working beneath them.

♦ Do not climb on, or jump off, the engine or stand on components which cannot support your weight. Use an adequate ladder.

♦ Always use tools that are in good condition and be sure you understand how to use them before performing any service work. Remove all tools, electrical cords, and any other loose items from the engine before starting.

♦ Wear a hard hat, face shield, clothing, shoes, respirator, or other protective items when necessary.

♦ When using pressurized air, wear protective glasses and protective clothing.

♦ Wear ear protective devices to prevent hearing damage if you are working inside an enclosed engine room with the engine running.

♦ To prevent injury, install guards over all exposed drive shafts or pulleys.

WARNING

Do not operate this equipment unless you are thoroughly familiar with this and any other pertinent

service manuals. Read and understand all safety warnings regarding this equipment, including this supplement pertaining

to the engine, before performing any service.

(rev03-01)

Safety

S


FIRE OR EXPLOSION PREVENTION ♦ Fire may result if lubricating oil or gas is sprayed on hot surfaces, and may cause personal injury and property

damage. Inspect all lines and tubes for wear or deterioration. They must be routed, supported, or clamped securely. Tighten all connections to the recommended torque.

♦ Stop any gas or oil leak as soon as it is discovered.

♦ Collect drained liquids and wipe all oil or coolant spills.

♦ Store oily rags in proper containers. Do not leave rags on the engine.

♦ Accumulated grease and oil on the engine is a fire hazard. Remove the grease, oil, and debris at least every 1000 hours and each time any significant quantity of oil is spilled on the engine. Never store flammable liquids near the engine.

♦ Keep all lubricant stored in properly marked containers.

♦ Provide adequate and safe waste oil disposal.

♦ Oil filters must be properly installed and tightened.

♦ All lubricants are flammable. Do not weld on pipes or tubes that contain oil. Clean them thoroughly with nonflammable solvent before welding.

♦ Observe "No Smoking" signs.

♦ Loose or damaged lines or tubes that allow oil or coolant to leak can cause overheating and/or fire.

♦ Do not bend or strike high-pressure lines. Do not install bent or damaged lines and tubes. Do not replace steel tubes with copper tubes.

♦ Do not allow debris, dirt, and foreign material to accumulate around or on the engine. Overheating or fire could result.

♦ Wiring must be kept in good condition, properly routed, and firmly attached. Routinely inspect wiring for wear or deterioration. Loose, unattached, or unnecessary wiring must be eliminated. All wires and cables must be of the recommended gauge and fused if necessary. Do not use smaller gauge wire or bypass fuses.

♦ Tight connections, recommended wiring, and cables properly cared for will help prevent arcing or sparking which could cause a fire.

♦ Batteries must be kept clean, recommended cables and connections must be used, and the battery box must be in place when the engine is operating.

♦ Do not smoke when observing the battery electrolyte level. Batteries give off flammable fumes.

♦ Never disconnect any charging unit circuit or battery circuit cable from the battery when the charging unit is operating. A spark can cause the flammable vapor mixture of hydrogen and oxygen to explode.

♦ When starting from an external power source, attach the ground cable last and remove it first; this prevents sparks from occurring near the battery. Attach the ground cable from the booster source to the starter ground terminal.

♦ Never use an external power source with a voltage that is different from that of the engine electrical system to start the engine. Damage to the batteries and electrical circuit will result.

♦ Always have a fire extinguisher on hand and know how to use it. Inspect it and have it serviced as recommended on its instruction plate or label.

(rev03-01)

Safety

S


BURN PREVENTION ♦ To prevent personal injury, do not step up on engine to remove the cooling system filler cap. Use an adequate

ladder.

♦ Always inspect the cooling system with the engine stopped and cool.

♦ Use extreme caution whenever draining a lubricant. The lubricant may be hot and could cause personal injury.

♦ When inspecting the valve rotators, wear protective glasses or a face shield and protective clothing to prevent being burned by hot oil sprayed by the valves.

♦ Do not touch any part of an operating engine. Allow the engine to cool before performing any repairs.

♦ Use caution when removing filler caps, grease fittings, pressure taps, breathers, or drain plugs. Hold a rag over the cap or plug to avoid being sprayed or splashed by liquids under pressure.

♦ Battery electrolyte contains acid. Avoid contact with skin or eyes.

♦ Cooling system conditioner contains alkali; do not drink, or let conditioner contact skin or get in eyes.

♦ Ignition systems can cause electrical shocks. Avoid contacting ignition units and wiring.

♦ A spark plug will fire if the storage capacitor in a breakerless magneto has been charged by hand-turning the magneto. This happens even though the ignition system harness is disconnected at the magneto. When the harness is reconnected, and the ignition switch is in the "on" position, the capacitor will discharge and fire a spark plug. The plug will ignite any gas that has accumulated in that cylinder. The crankshaft and driven equipment may rotate, possibly causing personal injury or damage to equipment. Gas that has accumulated in the exhaust system may also be ignited.

♦ Before reconnecting the ignition harness to a breakerless magneto, discharge the storage capacitor to ground. Do this by clipping one end of a wire lead to the magneto housing. Then touch the other end to the harness connector pins on the magneto. You will hear a snap when a capacitor discharges.

♦ If the ignition switch is in the "shutdown" position, the capacitor is immediately discharged to ground when the ignition harness is reconnected to the magneto.

♦ As a safety measure, ground all the pins. Some breakerless ignition systems have more than one storage capacitor.

PREPARING TO START

♦ Be sure all protective guards and covers are installed if an engine must be started to make adjustments or checks. To help prevent an accident caused by parts in rotation, work carefully around them.

♦ Never start an engine with the governor linkage disconnected.

♦ Make provisions for easy access to the "Emergency Stop" button in the event there is an overspeed when you start the engine after servicing it.

♦ Inspect the engine for potential hazards.

(rev03-01)

(rev03-01)

System Description

TecoFROST 16S/L & 23MB/LB Operation & Maintenance Manual 1-1

1

1. General Description The TecoFROST 16S/16L and 23MB/23LB shown in Figures 1.1 and 1.2 are respectively high stage and booster industrial refrigeration compressor packages. All are nominal 150 HP and are designed for indoor installation. Each of these four models utilize an open-drive dual screw compressor powered by a TecoDrive 7400 natural gas V-8 engine. The refrigeration system is typically site erected with remote condensers and evaporators. The refrigerant is either ammonia (R-717) or R-22. Specifications are provided in Table 1.1 for all models. See also Figures 1.3 and 1.4.

Note Consult factory for the suitability of these TecoFROST packages with alternative refrigerants.

The system is equipped with a microprocessor based control system that monitors pressures, temperatures, and electrical parameters, enunciates faults, and automatically starts and stops the unit through preprogrammed sequences. An alarm condition by the microprocessor will result in the shutdown of the unit by either an immediate shutdown of all systems, or by a gradual shutdown to cool down the engine.

The system control scheme objective is to maintain a customer specific suction pressure (or temperature). The engine speed modulates for precise control when the load is between 50% and 100%. Compressors are equipped with either a slide piston (Models 16S and 16L) or a slide valve (Booster Models 23MB and 23LB) to provide additional capacity adjustment. The compressor unloading mechanism works in conjunction with the variable speed control to maintain the desired suction condition at part load operation below 50% load.

With regard to installation, a customer with a gas engine needs to be attentive to the following items which are not normally part of a refrigeration system: natural gas fuel supply piping, proper fuel supply pressure, engine cooling water piping (including optional heat recovery), and engine exhaust piping.

From a service standpoint, the engine itself, as well as its cooling system, lubrication system, and air/fuel intake system are to be checked regularly by service personnel, along with typical refrigeration system service. See Chapter 3 for routine service procedure and service schedules.

The TecoFROST is available with various compressor oil cooling options. These are as follows:

1. Liquid Injection Oil Cooling (SOC) - This base model method of oil cooling uses a temperature-actuated proportional expansion valve to modulate the flow of high pressure refrigerant to the compressor, to maintain a constant discharge temperature. A solenoid valve, sight glass, stop valve and strainer are mounted in the liquid refrigerant line. The solenoid valve is wired to allow passage of refrigeration only when the compressor is operating.

2. Water Cooled Oil Cooler (WCOC) - An optional water-cooled oil cooler can be provided. The cooler is a cleanable shell-and-tube oil cooler with oil on the shell side and water or brine on the tube side, constructed, stamped and certified per Section VIII of the ASME code. It is designed for 400 psig working pressure on the shell side and 150 psig on the tube side. A temperature actuated proportional valve is furnished to regulate the flow of oil through the cooler to maintain constant oil temperature. This method maintains constant water flow through the tube side of the cooler, thus reducing scale formation on the tubes. Steel or copper tubes are available.

3. Thermosiphon Oil Cooling (TSOC) - This optional method of oil cooling provides a very simple and reliable means of removing heat from the compressor oil. A constant supply of high pressure liquid refrigerant at condensing pressure and temperature is fed to the tube side of the thermosiphon oil cooler. Oil is fed to the shell side, giving up heat to the liquid refrigerant, which flashes and is recondensed along with the compressor discharge gas. The thermosiphon principle causes the refrigerant to flow due to the difference in density between the entering refrigerant liquid and the exiting refrigerant vapor. A liquid overfeed rate of approximately 3:1 is employed to ensure proper oil cooling. Thermosiphon oil coolers do not suffer from scale build-up and, therefore, do not usually require cleaning.

Various other TecoFROST options are available. These are as follows:

(rev03-01)

System Description

1-2 TecoFROST 16S/L & 23MB/LB Operation & Maintenance Manual

1

4. Engine Heat Recovery - With this option, the system is equipped with auxiliary plumbing to allow a customer to recover up to 430,000 Btu/hr of engine waste heat. The customer receives approximately 30 GPM of 209oF water at maximum load. The temperature of the water, as well as the recoverable heat, varies with load.

5. Exhaust Heat Recovery - This option includes an exhaust heat exchanger (shipped loose) that allows the customer to recover up to an additional 292,000 Btu/hr at maximum load. Water temperature increases up to 228oF. The temperature of the water, as well as the recoverable heat, varies with load.

6. Emission Control System - With this option the TecoFROST package is equipped with a low emission TecoDrive 7400 LE, an emission control engine harness, a cabinet mounted engine control module (PCM), Level I or Level II exhaust catalyst (shipped loose), and two exhaust thermocouples (also shipped loose). This option enables the TecoFROST package to meet all current applicable air quality standards for engine exhaust emissions. The Level II system meets the strictest air quality standards.

7. Microprocessor Control Options - Various controller options are available and are discussed in Section 1.4.

(rev03-01)

System Description


1

Table 1.1 General Specifications - TF 16S, 16L, 23MB, 23LB

Performance Notes: 1 HP ratings at standard atmospheric conditions, higher ambient temperatures and/or high altitude sites

require derating. 2 Taken at rated horsepower. 3 Provisions should be taken to provide adequate ventilation into the room to maintain the maximum

ambient temperature.

High Stage

Model 16S 16L 23MB 23LB

Full Load Rating (HP) 158 158 158 158

• Packaged screw compressor, engine & oil separator

! ! ! !

• Variable speed drive controller ! ! ! !

• Engine heat recovery ! ! ! !

Natural Gas Fuel Supply:

• Fuel Pressure (in wc)2 [27.7 in wc = 1 psig] 13-28 13-28 13-28 13-28

Maximum Heat Recovery & Rejection: 2

• Max. heat recovery rate (engine only)2 (MBH) 431 431 431 431

• Max. heat recovery rate (eng + exhaust)2 (MBH)

723 723 723 723

• Max. temperature (engine only)2 (oF) 209 209 209 209

• Max. temperature (eng + exhaust option)2 (oF) 228 228 228 228

• Recommended radiator pump flow rate (gpm) 80 80 80 80

Electrical Requirements:

• Control panel voltage 110/115 110/115 110/115 110/115

• Pump voltage 208-230/460 208-230/460

208-230/460

208-230/460

• Frequency (Hz) 60 60 60 60

• Power requirement (KW) 6 6 6 6

• Service 3 Ph. 3 Wire 3 Ph. 3 Wire 3 Ph. 3 Wire 3 Ph. 3 Wire

• Starters for

• 3HP compressor oil pump ! ! ! !

• 1.5 HP engine coolant pump ! ! ! !

• customer supplied coolant boost pump ! ! ! !

Ambient Condition Requirements:

• Maximum temperature (oF) 115 115 115 115

• Combustion air required3 (SCFM) 275 275 275 275

• Ventilation air required3 (SCFM) 3875 3875 3875 3875

Booster

(rev03-01)

System Description


1

Figu

re 1

.1 T

ecoF

RO

ST 1

6S a

nd 1

6L G

ener

al A

rran

gem

ent

DUA

L OI

LFI

LTER

(OPT

ION

AL)

1 1/

2

2 1/

2R

-22

R-7

1716

L

16L

40#

MO

DEL

REF

RIG

"M"

ADD

FO

R E

CON

OM

IZER

VALV

E ST

ATIO

N

16S

R-2

2

R-7

17

16S

45#

1 1/

4

255

#

65# OIL FILTER

1 5/

8" O

DS

WAT

ER IN

LET

FRO

M E

XHAU

ST H

EAT

REC

OVER

YH

EAT

EXCH

ANG

ER (O

PTIO

NAL

)

GAS

INLE

T1

1/4"

FPT

DUA

L R

ELIE

F VA

LVE

SET

@ 3

00 P

SIG

1" F

PT O

UTLE

TS (R

-717

)1

1/4"

FPT

OUT

LETS

(R-2

2)

1 5/

8" O

DS

WAT

ER IN

LET

FRO

M E

XHAU

ST H

EAT

REC

OVER

YH

EAT

EXCH

ANG

ER (O

PTIO

NAL

)

OIL

PAN

DR

AIN

1 5/

8" O

DS

WAT

ER O

UTLE

TTO

EXH

AUST

HEA

T R

ECOV

ERY

HEA

T EX

CHAN

GER

(OPT

ION

AL)

GAS

INLE

T1

1/4"

FPT

18 R

EQ'D

CLE

ARAN

CETO

SER

VICE

PAC

KAG

E

EXH

AUST

WYE

CO

NNE

CTIO

NM

ATES

TO

4" 1

50#

ANSI

FLG

.

"M" B

W E

CON

OMIZ

ERSU

CTIO

N ELEC

TRIC

ALO

UTLE

T FO

RBU

LK O

IL P

UMP

ANCH

OR

BOLT

HO

LELC

AIR

PUR

GER

(1/8

" FP

T AI

RVE

NT

CONN

ECTI

ON)

MAK

E-UP

WAT

ERCO

NN

ECTI

ON

1/2"

FPT

SEE

NO

TE 8

COO

LIN

G W

ATER

DRA

IN

3/4"

FPT

"SO

C"CO

NN

ECTI

ON

1 1/

4"G

ASIN

LET

BATT

ERY

"SOC

"

WATER INLET

GAS

EN

GIN

ECO

MPR

ESSO

R

VIEW

"A"-"

A"

"A"

WAT

ER IN

LET

ENG

INE

OIL

COO

LER

DUM

P H

EAT

EXCH

ANG

ER

DUA

L R

ELIE

F VA

LVE

DIS

CHAR

GEST

OP/

CHEC

K VA

LVE

3" B

UTT

WEL

DSE

E N

OTE

6

WATER OUTLET

SUCTION

DIS

CHAR

GE

SUCT

ION

ANCHOR BOLT HOLE &"SOC" CONNECTION

LC

ANCH

OR

BOLT

HO

LE

1 5/

8" O

DS

WAT

ER O

UTLE

T

1 5/

8" O

DS

WAT

ER IN

LET

DUMP HEAT EXCHANGER

1 5/

8" O

DS

HEA

T R

ECO

VER

YIN

LET/

OUT

LET

(OPT

ION

AL)

HEA

T R

ECO

VER

YIN

LET/

OUT

LET

(OPT

ION

AL)

1 5/

8" O

DS

HEAT

REC

OVE

RY

INLE

T(O

PTIO

NAL

)

ANCH

OR

BOLT

HO

LE

36 R

EQ'D

CLE

ARAN

CETO

SER

VICE

PAC

KAG

E

SUCT

ION

STO

P VA

LVE

5" B

UTT

WEL

DSE

E N

OTE

6

18 R

EQ'D

CLE

ARAN

CETO

SER

VICE

PAC

KAG

E

(4) 1

" DI

A.BO

LT H

OLE

SEE

NO

TE 7

SEE

NO

TE 3

ANCH

OR

BOLT

HO

LEAN

CHO

R BO

LT H

OLE

6. R

EMO

VE V

ALVE

BO

NN

ET/S

EAT

ASSE

MBL

Y BE

FOR

E

WEL

DIN

G V

ALVE

TO

SYS

TEM

PIP

EWO

RK,

TO

AVO

ID

DAM

AGE

TO V

ALVE

SEA

T.

7. R

ECO

MM

END

ED U

NIT

AN

CHO

RIN

G

===

====

====

====

====

====

===

(4

) 3/4

"-10

NC

HEX

HD

. BO

LTS

2 1/

2" L

G.,

FLAT

W

ASH

ER &

TAP

PED

CO

NCR

ETE

INSE

RT,

NO

T FU

RN

ISH

ED

BY

FES.

CAR

RY

FOUN

DAT

ION

DO

WN

TO

FIR

M B

EAR

ING

,

TO

P SU

RFA

CE M

UST

BE S

MO

OTH

AN

D L

EVEL

. FO

UND

A-

TIO

N P

ADS

MAY

BE

CAST

ON

EXI

STIN

G F

LOO

R IN

GO

OD

C

ON

DIT

ION

AN

D S

HO

ULD

BE

PIN

NED

. REF

ER T

O

INST

RUC

TIO

N M

ANUA

L FO

R A

DD

ITIO

NAL

DET

AILS

.

8. E

XPAN

SIO

N T

ANK

AND

PR

ESSU

RE

RED

UCIN

G V

ALVE

AR

E

REQ

UIR

ED T

O M

AIN

TAIN

EN

GIN

E CO

OLA

NT

MAK

E-UP

W

ATER

PR

ESSU

RE

OF

12 P

SIG

CO

LD A

ND

15

PSIG

HO

T.

9. E

XHAU

ST P

IPIN

G M

UST

BE

PITC

HED

AW

AY F

RO

M E

NG

INE

(1

" PE

R 4

0' M

INIM

UM) A

ND

AN

ACT

IVE

DR

AIN

(DR

IP

LEG

) MUS

T BE

PR

OVI

DED

AT

THE

LOW

PO

INT.

10. A

LLO

W F

OR

A 2

.5' X

2.5

' SPA

CE F

OR

EN

GIN

E EX

TEN

DED

O

IL S

YSTE

M 5

5 G

ALLO

N D

RUM

.

11.

STA

ND

ARD

12.

OPT

ION

AL

NO

TES:

====

==1.

SUC

TIO

N V

ALVE

, DIS

CHAR

GE

VALV

E, R

ELIE

F PI

PIN

G,

N

ATUR

AL G

AS P

IPIN

G, A

ND

LIQ

UID

PIP

ING

MUS

T BE

CO

MPL

ETEL

Y SU

PPO

RTE

D IN

DEP

END

ENTL

Y O

F PA

CKAG

E.

2. P

RO

PER

CLE

ARAN

CE M

UST

BE

PRO

VID

ED T

O S

ERVI

CE

PACK

AGE

COM

PON

ENTS

WIT

HO

UT IN

TER

FER

ENCE

FR

OM

PI

PIN

G, E

LECT

RIC

AL C

ON

DUI

T, E

TC.

3. A

LEV

EL F

LOO

R M

OUN

TIN

G P

AD M

UST

BE P

RO

VID

ED B

Y

OTH

ERS,

CAP

ABL

E O

F SU

PPO

RTI

NG

TH

E O

PER

ATIN

G

WEI

GH

T O

F TH

E SC

REW

CO

MPR

ESSO

R P

ACKA

GE.

4. R

ELIE

F LI

NE

TO B

E PI

PED

TO

OUT

SID

E AT

MO

SPH

ERE

PE

R A

NSI

/ASH

RAE

15-

LATE

ST R

EVIS

ION

.

5. A

LL D

IMEN

SIO

NS

INCL

UDIN

G T

HO

SE O

N F

IELD

CO

N-

N

ECTE

D N

OZZ

LES

ARE

WIT

HIN

±3/

4" T

OLE

RAN

CE.

IT

IS R

ECO

MM

END

ED T

HAT

FIE

LD P

IPIN

G A

LLO

W

FOR

SO

ME

PLAY

IN F

ITTI

NG

PAC

KAG

E N

OZZ

LES,

ES

PECI

ALLY

IF F

IELD

PIP

ING

IS S

TAR

TED

BEF

OR

E

UNIT

IS IN

PLA

CE.

A

C B

A

CON

TRO

L PA

NEL

BC

36 R

EQ'D

CLE

ARAN

CETO

SER

VICE

PAC

KAG

E18

REQ

'D C

LEAR

ANCE

TO S

ERVI

CE P

ACKA

GE

1 5/

8" O

DS

HEAT

REC

OVE

RY

OUT

LET

(OPT

ION

AL)

DIS

CHAR

GE

WAT

ER O

UTLE

T

"A"

18 R

EQ'D

CLE

ARAN

CETO

SER

VICE

PAC

KAG

E

Teco

FROS

T

0HOU

RS

STA

RT

0H

OURS

FES

/TEC

OGEN

by

00

00

00

00

00

STO

P

RES

ET

STAR

TUP

REA

DY

RUN

SHUT

DOW

N

ALAR

M

3 5/

8 (R

-717

)5

13/1

6 (R

-22)

24 7

/16

(R-7

17)

23 1

/16

(R-2

2)

39 7

/821

1/2

12 7

/819

5/8

9 1/

2

3

1 1/2

6

6 11/16

8 7/8(R-717)

8 1/16(R-22)

22 1/4

2 R

EF.

8

28 1

/829

1/2

3 9/16

6 3/16

32

23

9

80

6

4

8

37 1

/4

102

APPR

OX. O

VERA

LL L

ENG

TH

108

1/4

OVER

ALL

LEN

GTH

W/

ECO

NOM

IZER

VAL

VE S

TATI

ON

45

2 TY

P.

40

87 APPROX. OVERALL PACKAGE HEIGHT

5 1/

4

67 9/16

42 1/8 (R-717)44 1/4 (R-22)

41

27 3/8

23 11/16

22 7/16REF

52 1

/4 A

PPR

OX. O

VERA

LL W

IDTH

55 5

/8 O

VERA

LL W

IDTH

W/

ECO

NO

MIZ

ER V

ALVE

STA

TION

3027

13 1

/26 8

1/4

13 1

/2

1 1/

2

35 1/2

LC

LC

LCLC

LC

LCLC

LC

LC

LC

LC

13 15/16

LC

LC

LC

4,70

00 lb

s.

REF

RIG

REF

RIG

NO

T IN

CLUD

ING

OPT

ION

SO

PER

ATIN

G W

EIG

HTS

APPR

OX.

SH

IPPI

NG

AN

D

4,70

00 lb

s.

4,70

00 lb

s.

4,70

00 lb

s.

(rev03-01)

System Description


1

Figu

re 1

.2 T

ecoF

RO

ST 2

3MB

and

23L

B G

ener

al A

rran

gem

ent

1 5/

8" O

DS

WAT

ER O

UTLE

TTO

EXH

AUST

HEA

T R

ECO

VER

YH

EAT

EXCH

ANG

ER (O

PTIO

NAL

)

ELEC

TRIC

AL O

UTLE

TFO

R B

ULK

OIL

PUM

P

1 5/

8" O

DS

WAT

ER IN

LET

FRO

M E

XHAU

ST H

EAT

REC

OVE

RY

HEA

T EX

CHAN

GER

(OPT

ION

AL)

1 5/

8" O

DS

WAT

ER IN

LET

FRO

M E

XHAU

ST H

EAT

REC

OVE

RY

HEA

T EX

CHAN

GER

(OPT

ION

AL)

1 5/

8" O

DS

WAT

ER O

UTLE

TTO

EXH

AUST

HEA

T R

ECO

VER

YH

EAT

EXCH

ANG

ER (O

PTIO

NAL

)

EXH

AUST

WYE

CO

NN

ECTI

ON

MAT

ES T

O 4

" 15

0# A

NSI

FLG

.

87 3

/475

7/8

6 7/

82

1/2

10,7

00 lb

s.

"H"

"G"

"F"

"E"

"D"

"C"

"B"

"A"

REF

RIG

R-7

17R

-22

APP

RO

X. S

HIP

PIN

G &

OPE

RAT

ING

WEI

GH

TLE

SS O

PTIO

NS

108

1/4

9/16

10 1

/810

9 3/

410

1 1/

463

106

87 3

/475

7/8

AD

D F

OR

STO

P V

ALV

ES 451#

192#

2 15

/16

"J"

10,9

15 lb

s.59

1/2

84

3 3/

4

MO

DEL

23L

23L

23M

23M

R-2

2R

-717

108

1/4

109

3/4

10,6

15 lb

s.8

410

,400

lbs.

9/16

106

2 1/

263

59 1

/210

1/8

6 7/

82

15/1

63

3/4

451#

192#

23M

/R-2

223

M/R

-717

23L/

R-2

223

L/R

-717

SEPARATOR

COO

LIN

G W

ATER

DR

AIN

WA

TER

OUT

LET

WAT

ER IN

LET

MAK

E-UP

WAT

ERCO

NN

ECTI

ON

1/2"

FPT

SEE

NO

TE 7

GA

S IN

LET

1 1/

4" F

PT(P

RO

PAN

E O

PTIO

N)

GA

S IN

LET

AIR

PUR

GER

(1/8

" FP

T AI

RVE

NT

CON

NEC

TIO

N)

BATT

ERY

1 5/

8" O

DS

HEA

TR

ECO

VER

Y O

UTLE

T(O

PTIO

NAL

)

1 5/

8" O

DS

HEA

TR

ECO

VER

Y IN

LET

(OPT

ION

AL)

1 5/

8" O

DS

HEA

T R

ECO

VER

YIN

LET/

OUT

LET

(OPT

ION

AL)

1 5/

8" O

DS

WA

TER

OUT

LET

SUCT

ION "SOC"

NO

TES:

====

==

1. S

UCTI

ON

VAL

VE &

STR

AIN

ER, D

ISCH

ARG

E VA

LVE,

NA

TUR

AL G

AS P

IPIN

G, R

ELIE

F PI

PIN

G &

LIQ

UID

PIPI

NG

MUS

T BE

CO

MPL

ETEL

Y SU

PPO

RTE

DIN

DEP

END

ENTL

Y O

F PA

CKAG

E. C

OM

PRES

SOR

MAT

ING

FLAN

GES

MUS

T B

E IN

EXA

CT A

LIG

NM

ENT

WIT

HFA

CES

CON

CEN

TRIC

& P

ARAL

LEL

WH

EN A

LL C

APSC

REW

S AR

E R

EMO

VED

. IF

NO

T, S

ERIO

USM

ECH

ANIC

AL D

ISTO

RTI

ON

MAY

OCC

UR T

O T

HE

COM

PRES

SOR

CAS

ING

WIT

H R

ESUL

TIN

G D

AMAG

ETO

TH

E BE

ARIN

GS,

SEA

LS, E

TC.

2. P

RO

PER

CLE

ARAN

CE M

UST

BE P

RO

VID

ED, A

S SH

OW

N,

TO S

ERVI

CE P

ACKA

GE

COM

PON

ENTS

WIT

HO

UT IN

TER

FER

ENCE

FRO

M P

IPIN

G, E

LECT

RIC

AL C

ON

DUI

T, E

TC.

3. A

LEV

EL F

LOO

R M

OUN

TIN

G P

AD M

UST

BE P

RO

VID

EDBY

OTH

ERS,

CA

PABL

E O

F SU

PPO

RTI

NG

TH

E O

PER

ATIN

GW

EIG

HT

OF

THE

SCR

EW C

OM

PRES

SOR

PAC

KAG

E.CA

RR

Y FO

UND

ATIO

N D

OW

N T

O F

IRM

BEA

RIN

G, T

OP

SUR

FACE

MUS

T B

E SM

OO

TH A

ND

LEV

EL. F

OUN

DAT

ION

PAD

S M

AY B

E CA

ST, A

ND

PIN

NED

, ON

EXI

STIN

G F

LOO

RIN

GO

OD

CO

ND

ITIO

N. U

SE (4

) 3/4

"-10

NC

HEX

HD

. BO

LTS

2 1/

2" L

G. W

ITH

FLA

T W

ASH

ERS

AND

TAP

PED

CO

NCR

ETE

INSE

RTS

, NO

T FU

RN

ISH

ED B

Y FE

S. R

EFER

TO

INST

RUC

TIO

NM

AN

UAL

FOR

AD

DIT

ION

AL D

ETAI

LS.

4. R

ELIE

F LI

NE

TO B

E PI

PED

TO

OUT

SID

E AT

MO

SPH

ERE

PER

AN

SI/A

SHR

AE 1

5-LA

TEST

REV

ISIO

N.

5. A

LL D

IMEN

SIO

NS

INCL

UDIN

G T

HO

SE O

N F

IELD

CON

NEC

TED

NO

ZZLE

S AR

E W

ITHI

N ±

3/4"

TO

LER

ANCE

. IT

IS R

ECO

MM

END

ED T

HAT

FIE

LDPI

PIN

G A

LLO

W F

OR

SO

ME

PLAY

IN F

ITTI

NG

PACK

AGE

NO

ZZLE

S, E

SPEC

IALL

Y IF

FIE

LD P

IPIN

GIS

STA

RTE

D B

EFO

RE

UNIT

IS IN

PLA

CE.

6. R

EMO

VE V

ALVE

BO

NN

ET/S

EAT

ASSE

MBL

Y BE

FOR

EW

ELD

ING

VAL

VE T

O S

YSTE

M P

IPEW

OR

K, T

O A

VOID

DAM

AGE

TO V

ALVE

SEA

T.

7. E

XPAN

SIO

N T

ANK

AND

PR

ESSU

RE

RED

UCIN

G V

ALVE

ARE

REQ

UIR

ED T

O M

AIN

TAIN

EN

GIN

E CO

OLA

NT

MAK

E-UP

WAT

ER P

RES

SUR

E O

F 12

PSI

G C

OLD

AN

D 1

5 PS

IG H

OT.

8. E

XHAU

ST P

IPIN

G M

UST

BE P

ITCH

ED A

WAY

FR

OM

ENG

INE

(1"

PER

40'

MIN

IMUM

) AN

D A

N A

CTIV

E D

RAI

N(D

RIP

LEG

) MUS

T B

E PR

OVI

DED

AT

THE

LOW

PO

INT.

9. A

LLO

W F

OR

A 2

.5' X

2.5

' SPA

CE F

OR

EN

GIN

EEX

TEN

DED

OIL

SYS

TEM

55

GAL

LON

DR

UM.

10.

STA

ND

ARD

.

11.

OPT

ION

AL.

SUCTION

SUCT

ION

STR

AIN

ER

OIL

FIL

TER

SEE

NO

TE 3

(4) 1

" D

IA.

BOLT

HO

LEAN

CHO

R B

OLT

HO

LEAN

CHO

R B

OLT

HO

LE

"SO

C" V

ALVE

S3/

4" F

PT

DUA

L R

ELIE

F VA

LVES

DIS

CHAR

GE

DUA

L R

ELIE

F VA

LVE

SET

@ 2

50 P

SIG

for R

-717

SET

@ 3

00 P

SIG

for R

-22

23M

R-7

17 1

" FP

T O

UTLE

TS23

L R

-717

1 1

/2"

FPT

OUT

LETS

23M

/L R

-22

1 1/

4" F

PT O

UTLE

TS

ANCHOR BOLT HOLE36

REQ

UIR

ED C

LEAR

ANCE

TO S

ERVI

CE P

ACKA

GE

18 R

EQUI

RED

CLE

ARAN

CETO

SER

VICE

PAC

KAG

E

18 R

EQUI

RED

CLE

ARAN

CE

TO S

ERVI

CE P

ACKA

GE

36 R

EQUI

RED

CLE

ARAN

CE

TO S

ERVI

CE P

ACKA

GE

ANCH

OR

BO

LT H

OLE

DIS

CHAR

GE

CHEC

KVA

LVE

DIS

CHAR

GE

STO

P VA

LVE

"F"

BUTT

WEL

DSE

E N

OTE

6

SUCT

ION

STO

P VA

LVE

"E"

BUTT

WEL

DSE

E N

OTE

6

SUCT

ION

CH

ECK

VAL

VE

DISCHARGE

SUCTION

1 5/

8" O

DS

WAT

ER IN

LET

SUCT

ION

ANCH

OR

BO

LT H

OLE

GA

S IN

LET

1 1/

4" F

PT

HO

URS

00

000

0H

OU

RS0

000

00

ALAR

M

RE

SET

SHU

TDOW

N

STO

P

STA

RT

FES

RUN

READ

YST

ARTU

P

"A"

57 3/4" (R-22)55 7/8" (R-717)

"D"

3 13

/16

26 3/4

30

36

45 1/2

68 1

/4 O

VER

ALL

WID

TH4441

20 1

/21

1/2

54 3

/8 (R

-22)

53 5

/8 (R

-717

)98

46 1

/283

3/4

81 5

/8

1344

1 (2

3L)

39

2 1/

8 (2

3M)

3

"J""H"

"G"

20 (R

-22)

20 1

/8 (R

-717

)

5 (R

-22)

3 5/

8 (R

-717

)

23 1/422

25 5/8

35 1

/283

3/4

96 3

/8

2 TY

P.

43 1/2

46 1/4

84 1/4

108

6

612

7568

3/4

173

OVE

RAL

L LE

NG

TH

9 7/

8

"B"100

"C"

LC

LC

LC

LC

LC

LC

LCLC

LC

LCLC

LC

LC

LC

(rev03-01)

System Description


1

Compressor Oil Pump

Dump Heat Exchanger

SOC Vapor Inlet

Compressor Discharge

Suction

Fuel Pressure Regulator Fuel Solenoid Valves (2)

Discharge Stop/Check Valve

Oil Separator Dual Relief Valves

Engine Oil CoolerCooler

Inlet from & Outlet to Radiator or Cooling Tower

SOC Liquid Inlet

Figure 1.3b TecoFROST 16S/L Rear View (SOC Oil Cooling Shown)

TSN0

TSN1

Figure 1.3a TecoFROST 16S/L Front View

Secondary Side Sight Glass

Compressor Oil Filter

Pressure Transducers

Control Cabinet

Engine Suction Strainer

Coupling Guard

Compressor

Oil Separator

Primary Side Sight Glass Coolant

Pump 1FS Check Valve

Oil Heater

TSN3

TSN2

(rev03-01)

System Description


1

Figure 1.4 TecoFROST 23 MB/LB Booster Front View

Full Time Compressor Oil Pump

Oil Separator

Compressor Oil Strainer

Oil Filter

Engine Coolant Pump

Fuel Solenoid Valves Strainer Inlet

Compressor

Discharge

Pressure Transducers

Engine Oil Cooler

(rev03-01)

System Description


1

Figure 1.5a Single Stage Compression System

Condenser

Evaporator

Single StageCompressor Package

Figure 1.5b Example of a Two-stage Compression System (with two temperature levels of refrigeration)

Condenser

High-temperatureevaporator

Flash tankand

intercooler

High-stagecompressor

package

Low-temperatureevaporator

Boostercompressor

package

(rev03-01)

System Description


1

TSN1

STRAINER

C1

NC

C15 C6C8

C4

OPTIONALECONOMIZER

SUCTION

LOAD UNLOAD

C5

D1

TSN0C3

C16

COMPRESSOR

LIQUID INJECTIONCOMPRESSORCOOLING INLET

W

Heater

NC

1FS TSN3

OIL SEPARATOR

INLE

T

W

W

DISCHARGE

(RED)See Note 2

C2 Control Panel

TecoFROST

PSN0 PSN1 PSN3PSN2

OIL PUMP

OIL FILTER

OPTIONAL 2nd

OIL FILTER

C7

See note 3

V27

V26

V30

V25

V10

V9

V2 V1

V34

V24

V22

V33V32

V31

V37V38

V36V39

V3

V44

V35V12

V17

V14

V20 V18

V42

NOTES:1. FES/TECOGEN recommends a 1/4" valve be installed upsteam of the suction stop valve to assist pump down of the oil separator.2. (RED) service valve must be fully opened when the compressor is operating.3. See drawing 13111073C for liquid injection ("SOC") connection piping.4. If dual oil filters are supplied the standby oil filter supply service valves will be closed, and the outlet valve must be open.5. See engine P&ID for transducers PSN4, PSN5, PSN6, TSN4, TSN5.

V23V28

V29

V6 V8

V13

V19

V11 V4V16

V21

V41

V40

V5

V7

TSN2

V43

Angle Valve

W Relief Valve

Check Valve

Needle Valve

Metering Valve

PressureRegulatingValve

Ball Valve

Solenoid Valve

ThermalExpansion Valve

TemperatureProbe

Float Switch

Strainer

Sight Glass

PressureRegulator withSolenoid Valve

LEGEND

Oil LinesRefrigerant Lines

OptionalEquipmentCombinationValves

(RED)See Note 2

SYMBOL DESCRIPTION

Preset at65 psid

V15

OilFill

Figure 1.6a P&ID TecoFROST 16S/16L with Liquid Injection Oil Cooling (SOC)

(rev03-01)

System Description


1

Figure 1.6b P&ID TecoFROST 16S/16L with Water Cooled Oil Cooling (WCOC)

TSN1

STRAINER

C1

NC

C15 C6C8

C4

OPTIONALECONOMIZER

SUCTION

LOAD UNLOAD

C5

D1

TSN0C3

C16

COMPRESSOR

W

Heater

NC

1FS TSN3

OIL SEPARATOR

INLE

T

W

WDISCHARGE

C2 Control Panel

TecoFROST

PSN0 PSN1 PSN3PSN2

OIL PUMP

OIL FILTER

OPTIONAL 2nd

OIL FILTER

C7

Preset at65 psid

V10

V9

V2 V1

V34

V33V32

V31

V37V38

V36V39

V3

V44

V35V12

V17

V14

V20 V18 V15

V42V6 V8

V13

V19

V11 V4V16

V21

V41

V40

V7

TSN2

V43

(RED)See Note 2

V47V46

A

B C

OilFill

V48

V45

W

Water Cooled Oil Cooler

T1T1

WaterOut

WaterIn

See note 5.

NOTES:1. FES/TECOGEN recommends a 1/4" valve be installed upsteam of the suction stop valve to assist pump down of the oil separator.2. (RED) service valve must be fully opened when compressor is operating.3. If dual oil filters are supplied the standby oil filter supply service valves will be closed, and the outlet valve must be open.4. See engine P&ID for transducers PSN4, PSN5, PSN6, TSN4, TSN55. Recommended oil cooler water piping. Valves and fittings supplied by others.

Angle Valve

W Relief Valve

Check Valve

Needle Valve

Metering Valve

Pressure RegulatingValve

Ball Valve

Solenoid Valve

Thermal ExpansionValve

Temperature Probe

Float Switch

Strainer

Sight Glass

Pressure Regulatorwith Solenoid Valve

LEGEND

Oil Lines

Refrigerant Lines

Optional Equipment

Combination Valves

SYMBOL DESCRIPTION

(rev03-01)

System Description


1

Figure 1.6c P&ID TecoFROST 16S/16L with Thermosiphon Oil Cooling (TSOC)

TSN1

STRAINER

C1

NC

C15 C6C8

C4

OPTIONALECONOMIZER

SUCTION

LOAD UNLOAD

C5

D1

TSN0C3

C16

COMPRESSOR

W

Heater

NC

1FS TSN3

OIL SEPARATOR

INLE

T

W

WDISCHARGE

C2 Control Panel

TecoFROST

PSN0 PSN1 PSN3PSN2

OIL PUMP

OIL FILTER

OPTIONAL 2nd

OIL FILTER

C7

Preset at65 psid

V10

V9

V2 V1

V34

V33V32

V31

V37V38

V36V39

V3 V44

V35V12

V17

V14

V20 V18 V15

V42

V6 V8

V13

V19

V11 V4V16

V21

V41

V40

V7

TSN2

V43

(RED)See Note 2

OilFill

A

B C

N

Thermosiphon OilCooler

Liquid/VaporOutlet

LiquidInlet

In LineStrainer

(BetweenFlanges)

THERMOSIPHON ARRANGEMENT

V49V50

V52V53

V51

NOTES:1. FES/TECOGEN recommends a 1/4" valve be installed upsteam of the suction stop valve to assist pump down of the oil separator.2. (RED) service valve must be fully opened when compressor is operating.3. If dual oil filters are supplied the standby oil filter supply service valves will be closed, and the outlet valve must be open.4. See engine P&ID for transducers PSN4, PSN5, PSN6, TSN4, TSN5

Angle Valve

W Relief Valve

Check Valve

Needle Valve

Metering Valve

Pressure RegulatingValve

Ball Valve

Solenoid Valve

Thermal ExpansionValve

Temperature Probe

Float Switch

Strainer

Sight Glass

Pressure Regulatorwith Solenoid Valve

LEGEND

Oil Lines

Refrigerant Lines

Optional Equipment

Combination Valves

SYMBOL DESCRIPTION

(rev03-01)

System Description


1

1.2 Refrigeration System The TecoFROST operates on a typical compression refrigeration cycle with ammonia (R-717) or optionally R-22 as the working fluid. TecoFROST compressor packages are available for single stage or dual stage compression configurations (See Figures 1.5a and 1.5b). Two stage compression is accomplished with two separate compressors known as the high stage and the booster compressor with the booster unit operating at the lower pressures (and temperatures). As Figure 1.5 shows, much of the refrigeration process is “off-package”, that is to say the evaporators, condensers, other pressure vessels, expansion valves and associated piping are remotely located and supplied by others.

A detailed description of the refrigeration system “on board” the TecoFROST packages follows. Single Stage (or high stage) compressor packages are covered in Sections 1.2.1 through 1.2.3. booster stage TecoFROST compressor packages are covered in Sections 1.2.4 through 1.2.6.

1.2.1 Refrigeration Process Description - Single or High Stage

Both of the single or high stage machines (TecoFROST 16S & 16L - GED) are available with 3 different types of oil cooling. The base model is equipped with liquid injection oil cooling (also known as “SOC”) in which liquid refrigerant is returned from the remote condensers to the compressor package, flashed and then injected into the screw compressor to cool the oil directly. Alternately the oil can be cooled externally with a Water Cooled Oil Cooler (WCOC) or with a refrigerant Thermosiphon Oil Cooler (TSOC). With WCOC the compressor oil is cooled with water supplied from a cooling tower. With TSOC liquid refrigerant is returned from the remote condenser and flashed within the heat exchanger and then returned to the condenser inlet. The TSOC refrigerant circulates without pumps by gravity difference (thermosiphon effect). The differences between these options are covered below.

Refer to Figures 1.6a through 1.6c (for SOC, WCOC, and TSOC respectively).

Slightly superheated refrigerant vapor enters the oil flooded screw compressor at C1 (suction port) via a suction stop valve (V1), the suction check valve (V2), and the suction strainer. The compressor is driven without intermediate gearing at engine shaft speed.

Suction temperature is sensed by TSN0 mounted at C3 (suction temperature port) on the compressor. Suction pressure is sensed by the pressure transducer PSN0 mounted (as are all the pressure transducers) directly below the TecoFROST control cabinet. The line to the transducer carries a shut-off valve (V9) to allow the transducer to be removed from service without releasing refrigerant.

Important Valve 9 (V9) must be fully opened when the compressor is operating.

The normally closed angle valve (V10) is connected at the compressor to C2 (suction pressure port) and is used during maintenance to bleed the compressor down.

Important Valve 10 (V10) must be fully closed when the compressor is operating.

After undergoing compression the oil laden refrigerant mixture is discharged from the compressor at C16 (discharge port) into the two-stage oil separator. The refrigerant vapor leaves the package via the combination Discharge Stop and Check Valve (V3). Discharge temperature is sensed by TSN1 mounted on the compressor to oil separator discharge line. Discharge pressure, measured at the oil separator outlet, is sensed by transducer PSN1 which can be gauge tested by the angle valve (V4).

Optional Economizer

To improve full load efficiencies it is often advantageous to incorporate an economizer into the refrigeration circuit. The TecoFROST 16S/L is available with an optional Economizer Valve Station as part of the factory built package. The economizer suction is brought in through a combination check and stop valve (V37). The refrigerant pressure in the economizer is regulated by a combination pressure regulating and solenoid valve (V38). The angle valve (V40) allows the economizer pressure to be monitored. The economizer refrigerant flow enters the compressor at C15 (side load port) via an angle valve (V39). The angle valve (V41) allows the compressor side port pressure to be monitored.

(rev03-01)

System Description


1

Figure 1.7 TecoFROST 16S & 16L Oil Separation Schematic

1.2.2 Compressor Oil System - Single or High Stage

A. Oil Separator

Because TecoFROST packages use compressor oil to cool, seal, and lubricate, oil becomes mixed with the refrigerant gas and must be separated from the refrigerant stream before entering the rest of the refrigeration system. The 20 inch diameter Oil Separator on the TecoFROST 16S and 16L compressor packages is a highly efficient two-stage design that removes almost all of the oil from the refrigerant. The first stage removes well over 99% of the entrained oil and acts as a reservoir for oil pump or pressure differential feed. The refrigerant gas entrained oil mist is separated in the second stage. This second stage utilizes coalescing elements to agglomerate the oil mist into droplets which can be accumulated. A manway is provided on the secondary stage to allow service on the separator.

B. Oil Charge

The 25 gallon (US) oil charge (exact amount varies with oil cooling method) shipped with the package was selected to meet the application requirements as supplied at the time of the order. Questions concerning suitability can be answered by referring to FES engineering specifications FES-5 “FES

Refrigeration Oils - Properties and Applications” and FES-6 “FES Recommended Oil Specification”. There is a single sight glass on the primary side of the oil separator. The normal fill level is to the top of this sight glass.

There are two methods of adding oil to the TecoFROST package. If the compressor package has had the refrigerant charge removed, the oil fill can be opened to atmosphere and oil poured or pumped into the oil separator at Valve 6 (V6). If the compressor package is charged with refrigerant a pressure type pump must be used to add oil. This can be accomplished by attaching a refrigerant duty hose to the oil charging location (V6) and using the pressure type pump to pump oil into the separator. Devices used to trap and return oil must be filled with oil prior to TecoFROST package operation. The primary side of the Oil Separator can be drained using the normally closed ball valve (V13).

The TecoFROST also has a single sight glass on the secondary side of the oil separator. This sight glass should remain empty during normal operation. If an oil level is observed it is an indication of liquid refrigerant carryover or a malfunction in the line returning oil from the secondary side to the compressor. The secondary side of the Oil Separator can be drained using the normally closed combination stop/drain valve (V35).

To Oil Pump

Primary Stage Separation

Oil Level

Oil Fill

Discharge Gas

Secondary Stage

Manway

Coalescer Elements

Oil Heater

Engine

(rev03-01)

System Description


1

C. Oil Heater

The TecoFROST 16S/L standard compressor package is equipped with one 1200 watt oil heater mounted on the oil sump. Separator oil temperature is sensed by TSN3. The heater is sized to maintain a safe minimum oil temperature during a shut down cycle in normal indoor ambient conditions. If the package is installed in an environment other than heated indoors, the heater will not provide sufficient heat to allow the oil to reach a safe compressor start temperature. These low ambient conditions require special consideration and the Tecogen factory should be consulted before installation.

The heater operates only when the compressor is in the off cycle. The heater is thermostatically controlled and is energized any time 120 volt control voltage is applied to the package and the compressor is not operating. To prevent the heater from being energized, the 15 amp fuse F3 must be pulled out of the circuit.

IMPORTANT Do not apply control power without oil in the separator unless fuse F3 has been pulled from the circuit. Failure to observe this precaution will result in the destruction of the heater element.

D. Primary Side Oil Flow

The TecoFROST 16S/L package is equipped with a part time oil pump. The Compressor Oil Pump is direct coupled to a 3 phase, 1750 RPM, 3 HP motor. The pump is fitted with a built-in relief valve set at 100 psi. Direction of rotation is clockwise when looking at the rear of the motor (or at the pump shaft). The pump is required at start-up or whenever discharge pressure is insufficient to provide adequate oil flow. Oil travels from the Oil Separator via a shut-off ball valve (V12) to the Oil Pump and then to the Compressor Oil Filter(s) (an additional filter is available). The relief pressure regulating valve (V15) is factory preset at 65 psi to bypass excess pumped oil back to the Oil Separator via a ball valve (V17) . This pressure regulator (V15) should not be adjusted. A 100 mesh oil strainer is provided in the oil line piping prior to the oil pump. Oil filter inlet pressure is sensed by PSN3 which can be gauge tested at the angle valve (V16).

Once the discharge pressure is sufficient to provide adequate oil flow the controller shuts off the Oil Pump and the oil bypasses the pump via a check valve (V14). Compressor oil flows through the Compressor

Oil Filter and optional second Compressor Oil Filter. The filter(s) are 15 micron replaceable cartridge type. All of the oil supplied to the compressor, shaft seal and capacity control is filtered. A small cartridge is supplied for start-up of the compressor and a larger cartridge is shipped (loose) for operation following start-up. The start-up cartridge is to be replaced after 100 hours of operation. The larger cartridge should be replaced when the pressure drop across the filter exceeds 15 psid or yearly whichever occurs first. The filters can be isolated for service at the inlet by ball valves (V18 and optional V42) and at the outlet, angle valves (V20 and optional V44). Prior to removing the filter(s) from service vent them to atmosphere using the angle valve(s) (V19 and optional V43).

Compressor oil temperature is measured at the filter outlet by TSN2. Compressor oil pressure is measured by the PSN2 transducer which can be gauge tested at the angle valve (V21). Oil is routed to the compressor at connections C6 (main oil injection inlet port) and C8 (mechanical seal port).

E. Slide Valve

TecoFROST 16S/L compressors are provided with a single capacity control piston (slide valve) which is spring loaded toward the unload position. Loading the compressor is accomplished by opening the Load Solenoid Valve (V32) which allows compressor oil to overcome the spring force. The rate at which the hydraulic cylinder moves, is governed by the adjustable metering valve (V31). Unloading the compressor is accomplished by opening the Unload Solenoid Valve (V33) which drains the oil from behind the hydraulic cylinder to the compressor inlet at C5 (oil from hydraulic cylinder unload port) allowing the spring to move the hydraulic cylinder. The rate at which the hydraulic cylinder unloads is governed by another adjustable metering valve (V34). Set the Load and Unload Metering Valves such that it takes approximately 60 seconds to load the compressor from 0 to 100% and 60 seconds to unload from 100% to 0%.

F. Secondary Side Oil Flow

The secondary side of the Oil Separator is drained back to the compressor inlet at port C4 (oil return port). Secondary oil flows through a combination stop and drain valve assembly (V35) and then through a combination strainer, check valve, needle valve and sight glass assembly (V36) before entering the compressor. The needle valve sets the rate of flow for oil from the secondary side of the Oil Separator to the compressor.

(rev03-01)

System Description


1

1.2.3 Oil Cooling - Single or High Stage

When a gas is compressed, large amounts of heat are generated. One of the major advantages of screw compressors is that the compressor lubricating oil also acts as a useful heat transfer medium. However, the heat of compression must ultimately be rejected from the package. TecoFROST offers three different methods of rejecting this compressor heat to the surroundings. The first method is known as liquid injection oil cooling (or “SOC”).

A. Liquid Injection Oil Cooling (“SOC”)

The liquid injection (SOC) system provides direct contact of cold refrigerant with compressor oil to maintain a constant oil supply temperature to the compressor. This method maintains compressor discharge temperature throughout the full range of compressor loadings and condensing pressures. All heat is rejected directly to the condenser without the use of external oil coolers, eliminating the need for cooler maintenance and cleaning.

Liquid refrigerant from a receiving tank at the condenser outlet is returned to the TecoFROST compressor package at a package mounted stop valve (V26). This liquid injection oil cooling flow passes through a 100 mesh strainer, and a solenoid valve (V27) which is wired such that liquid refrigerant can only pass when the unit is operating. A thermostatic expansion valve (V28) regulates the flow rate. The

cold refrigerant vapor enters the compressor via a ball valve (V30) (Liquid injection pressure can be monitored at angle valve V29). The location of the liquid injection port on the compressor optimizes the compressor performance based on design operating conditions. Internal to the compressor, refrigerant is fed to the compression zone at a location after the suction port is closed and the gas is partially compressed. Pressure at this point is sufficiently low to allow the high pressure SOC refrigerant to flow into the compressor without the need for a refrigerant pump.

Refrigerant oil and gas are thoroughly mixed in the compressor by the action of the rotors and turbulence of the fluid. The mixture of oil and gas in the compressor discharge is at a uniform temperature controlled by the quantity of refrigerant injected into the compressor. The connection of a high pressure liquid supply is the only field work required to complete installation.

The rate of the liquid injection oil cooling flow is set to achieve a constant discharge temperature (130ºF for ammonia and 140ºF for R-22). This is accomplished by using a standard thermal expansion (TX) valve with the balance line plumbed to a constant pressure source (see Figure 1.8). The constant pressure and the spring forces exactly balance the remote bulb pressure forces at exactly one and only one discharge temperature. The “constant” pressure source is supplied by an outlet pressure regulating valve (V22) fed from the Oil Separator’s discharge line via an

P1

P2PSpring P2 = constant

BULB

Figure 1.8 Thermal Expansion Valve with External Equalizer

(rev03-01)

System Description


1

Figure 1.9a P&ID TecoFROST 23MB/LB with Liquid Injection Oil Cooling (SOC)

TSN1

BOOSTER

COMPRESSOR

C15 C16 C10 C11 C12 C22 C8 C9C3

C4

SUCTIONSTRAINER

TSN0NC

C19

C7C6

NC

NC

S

"SOC" LIQUIDINJECTIONINLET

OUTLET PRESSURE REGULATORHOT GASSOLENOID

TOCONDENSER

HIGH STAGEDISCHARGE

SEE NOTE 1

NC

(RED)

Control Panel

TecoFROST

PSN0 PSN1 PSN3PSN2

IOODS

DIFFERENTIALPRESSUREREGULATOR

TSN2

OILHEADER

OIL SEPARATORSee Note

NC

NC

OILFILL

D

DISCHARGE

DUAL RELIEFVALVES

TSN3

W

W

W

OILPUMP

OIL

STR

AIN

ER

OIL FILTER

NC

IO

V41

V40

V42V43

V44

V12

V11

V1

V45

V2

V9

V34

V35V36V37

V39

V38

V10

V6

V4

V3

V8V7

V17

Heater Heater

V14

V33

V16

V25

V24

V26

V23

V15

V22

V19

V20

V18

V28

V29V21V27V5V13

UNLOAD/LOADSOLENOID

V32V30V31

SUC

TIO

N

NOTES:1. For booster applications, a high pressure (high stage discharge) source is required. Field pipe from source to shutoff valve on TecoFROST booster package as shown. Shutoff valve and hot gas solenoid valve are located below control panel.2. Oil separator shown in reversed orientation for schematic clarity.

Angle Valve

W Relief Valve

Check Valve

Needle Valve

Metering Valve


Ball Valve

Solenoid Valve


Strainer

Sight Glass

LEGEND



SYMBOL DESCRIPTION

TemperatureProbe

(rev03-01)

System Description


1

Figure 1.9b P&ID TecoFROST 23MB/LB with External Oil Cooling (WCOC or TSOC)

TSN1

COMPRESSOR

C15 C16 C10 C11 C12 C22 C8 C9C3

C4

SUCTIONSTRAINER

TSN0NC

C19

C7C6

NC

NC

S (RED)

DIFFERENTIALPRESSUREREGULATOR

OILHEADER

OIL SEPARATORSee Note

NC

NC

OILFILL

D

DISCHARGE

DUAL RELIEFVALVES

TSN3

W

W

OIL

STR

AIN

ER

OIL FILTER

NC

IO

V12

V11

V1

V2

V9

V34

V10

V6

V4

V3

V8V7

V17

Heater HeaterV14

V33

V16

V25

V26

V15 V22V19

V20V18

V28

V29

UNLOAD/LOADSOLENOID

V32V30V31

SUC

TIO

N

W

OILPUMP

V52V51

V50AB C

Control Panel

TecoFROST

PSN0 PSN1 PSN3PSN2

IOODSV21V27V5V13

TSN2

V23

V24

WaterOut

WaterIn

T1 T1

Water Cooled OilCooler

V53

A

B C

N

Thermosiphon OilCooler

Liquid/VaporOutlet

HydrostaticRelief Valve

LiquidInlet

In LineStrainer

(BetweenFlanges)

THERMOSIPHON ARRANGEMENT

Angle Valve

W Relief Valve

Check Valve

Needle Valve

Metering Valve


Ball Valve

Solenoid Valve


Strainer

Sight Glass

LEGEND



SYMBOL DESCRIPTION

TemperatureProbe

NOTES:1. Oil separator shown in reversed orientation for schematic clarity.2. Recommended oil cooler water piping. Valves and fittings supplied by others.

(SEE NOTE 2)

(rev03-01)

System Description


1

angle valve (V5). The pressure regulator’s outlet pressure can be monitored from the angle valve V23. Increasing balance line pressure moves the TX valve toward the closed position, thereby feeding less refrigerant to the compressor which in turn increases the compressor discharge temperature. The balance line pressure should be in the range of 60 to 70 psig for ammonia and 85 to 90 psig for R-22 (to increase oil temperature, turn the adjustment clockwise; to decrease oil temperature, turn the adjustment counterclockwise).

In order to maintain good pressure regulation a small flow through the pressure regulator must be maintained. That flow is assured by connecting the pressure regulator outlet to the compressor inlet via angle valve V25. The flow is metered by the needle valve (V24) which should be set at ¼ turn open. Should the discharge pressure fall below the pressure regulator’s set point the expansion valve (V28) will reduce the SOC flow rate to maintain a minimum superheat as defined by the spring force within the thermostatic expansion valve.

B. Water Cooled Oil Cooling (WCOC)

An optional water cooled oil cooler can be provided (see Figure 1.6b). Compressor oil from the primary side of the separator enters the shell side of the cooler. A temperature actuated proportional valve (V45) regulates the flow of oil through the cooler and the bypass to maintain a constant oil outlet temperature. The WCOC is designed for 400 psig working pressure on the shell side and is relieved (V46) back to the discharge line. The water is on the tube side of the WCOC which is rated for 150 psig working pressure. Pressures can be checked on the oil and water sides of the WCOC at valves 47 and 48 (V47 & V48) respectively. Suggested water side piping, supplied by others, is shown on the P&ID (Figure 1.6b) complete with acid cleaning valves, shut-off valves and temperature gauges.

C. Thermosiphon Oil Cooling (TSOC)

An optional refrigerant cooled oil cooler can be provided (see Figure 1.6c). A constant supply of liquid refrigerant at condensing pressure enters the tube side of the thermosiphon oil cooler. Compressor oil from the primary side of the separator enters the shell side of the TSOC and gives up heat to the refrigerant. The refrigerant flashes to vapor within the TSOC. The thermosiphon principle causes the refrigerant to flow due to the density difference between the entering and leaving refrigerant vapor. A

temperature actuated proportional valve (V50) regulates the oil flow through the cooler and the bypass to maintain a constant oil outlet temperature. Oil side over-pressures are relieved to the discharge line of the package by relief valve V51. Oil and refrigerant pressures can be checked at angle valves (V49, V52, & V53). A correctly installed TSOC system should not require cleaning. See FES Engineering Document LC-30 for complete details.

1.2.4 Refrigeration Process Description - Booster Stage

Booster packages compress the refrigerant from very low pressures (typical saturation temperatures are below -30ºF/-34ºC) to intermediate pressures. The high stage package (described above) then completes the compression up to condenser pressure. Both the booster machines TecoFROST 23MB & 23LB are available with 3 different types of oil cooling. The base model is equipped with liquid injection oil cooling (also known as “SOC”) in which liquid refrigerant is returned from the remote condensers to the compressor package, flashed and then injected into the screw compressor to cool the oil directly. Alternately the oil can be cooled externally with a Water Cooled Oil Cooler (WCOC) or with a refrigerant Thermosiphon Oil Cooler (TSOC). With WCOC the compressor oil is cooled with water supplied from a cooling tower. With TSOC liquid refrigerant is returned from the remote condenser and flashed within the heat exchanger and then returned to the condenser inlet. The TSOC refrigerant circulates without pumps by gravity difference (thermosiphon effect). The differences between these options are covered below.

Refer to Figures 1.9a and 1.9b (for liquid injection oil cooling and external oil cooling (TSOC or WCOC) respectively).

Slightly superheated refrigerant vapor enters the Suction Strainer via a suction stop valve (V1, supplied by others) and the suction check valve (V2). The oil flooded dual screw compressor is driven without intermediate gearing at engine shaft speed. Suction temperature is sensed by TSN0 mounted on the Suction Strainer. Suction pressure is sensed by the pressure transducer PSN0 mounted (as are all the pressure transducers) directly below the TecoFROST control cabinet. The line to the transducer carries a shut-off valve (V12) to allow the transducer to be removed from service without releasing refrigerant.

(rev03-01)

System Description


1

Important Angle valve V12 must be fully opened when the compressor is operating.

The pressure transducer PSNO can be gauge tested at angle valve V13. The normally closed angle valve (V9) is connected at the Suction Strainer and is used during maintenance to bleed the compressor down.

Important Valve V9 must be fully closed when the compressor is operating.

After undergoing compression the oil laden refrigerant mixture is discharged from the compressor into the two stage oil separator. The refrigerant vapor leaves the package via the check valve (V3) and stop valve (V4, supplied by others). Discharge temperature is sensed by TSN1 mounted on the compressor to Oil Separator discharge line. Discharge pressure, measured at the Oil Separator outlet, is sensed by transducer PSN1 which can be gauge tested at the angle valve (V5).

1.2.5 Compressor Oil System - Booster Stage

A. Oil Separator – Booster Stage

Because TecoFROST H-E Series packages use compressor oil to cool, seal, and lubricate, oil becomes mixed with the refrigerant gas and must be separated from the refrigerant stream before entering the rest of the refrigeration system. The 30 inch diameter Oil Separator on the TecoFROST 23MB and 23LB booster compressor packages is a highly efficient two-stage design that removes almost all of the oil from the refrigerant. The first stage removes well over 99% of the entrained oil and acts as a reservoir for oil pump or pressure differential feed. The refrigerant gas entrained oil mist is separated in the second stage. This second stage utilizes coalescing elements to agglomerate the oil mist into droplets which can be accumulated. A manway is provided on the secondary stage to allow service on the separator.

Figure 1.10 TecoFROST 23MB & 23LB Booster Series Oil Separator Schematic

Suction Strainer

Discharge Secondary Stage Separation

Manway Coalescer Elements

To Oil Pump

Oil Heaters Oil

Level

Primary Stage Separation

Oil Charge

Engine

(rev03-01)

System Description


1

B. Oil Charge – Booster Stage

The 130 gallon (US) oil charge (exact amount varies with oil cooling method) shipped with the package was selected to meet the application requirements as supplied at the time of the order. Questions concerning suitability can be answered by referring to FES engineering specifications FES-5 “FES Refrigeration Oils - Properties and Applications” and FES-6 “FES Recommended Oil Specification”. There are two sight glasses on the primary side of the oil separator. The normal fill level is to the top of the upper sight glass. The middle of the lower sight glass represents the normal operating level.

There are two methods of adding oil to the TecoFROST package. If the compressor package has had the refrigerant charge removed, the oil fill can be opened to atmosphere and oil poured or pumped into the oil separator at Valve 6 (V6). If the compressor package is charged with refrigerant a pressure type pump must be used to add oil. This can be accomplished by attaching a refrigerant duty hose to the oil charging location (V6) and using the pressure type pump to pump oil into the separator. Devices used to trap and return oil must be filled with oil prior to TecoFROST package operation. The primary side of the Oil Separator can be by opening the drain vlave on the oil strainer (not shown).

The TecoFROST also has a single sight glass on the secondary side of the oil separator. This sight glass should remain empty during normal operation. If an oil level is observed it is an indication of liquid refrigerant carryover or a malfunction in the line returning oil from the secondary side to the compressor. The secondary side of the Oil Separator can be drained using the normally closed drain on the combination valve (V33).

C. Oil Heater – Booster Stage

The TecoFROST 23LB/23MB standard compressor package is equipped with two 1200 watt oil heaters mounted on the oil sump. Separator oil temperature is sensed by TSN3. These heaters are sized to maintain a safe minimum oil temperature during a shut down cycle in normal indoor ambient conditions. If the package is installed in an environment other than heated indoors, the heaters will not provide sufficient heat to allow the oil to reach a safe compressor start temperature. These low ambient conditions require special consideration and the Tecogen factory should be consulted before installation.

The heaters operate only when the compressor is in the off cycle. The heaters are thermostatically controlled and are energized any time 120 volt control voltage is applied to the package and the compressor is not operating. To prevent the heaters from being energized, the 15 amp fuses F3 and F4 must be pulled out of the circuit.

Important Do not apply control power without oil in the separator unless fuses F3 & F4 have been pulled from the circuit. Failure to observe this precaution will result in the destruction of the heater elements.

D. Primary Side Oil Flow – Booster Stage

The TecoFROST 23MB and 23LB booster packages are equipped with a full time compressor oil pump. Oil travels from the Oil Separator’s primary side via an angle valve (V14), a strainer and another angle valve (V15). The differential pressure regulator (V16) is preset to ensure that the Oil Filter(s) inlet pressure is a preset level above discharge pressure when the pump is operating. The pressure regulator outlet returns oil to the Oil Separator via a ball valve (V17). Oil filter inlet pressure is sensed by PSN3 which can be isolated for service by angle valves (V20). The pressure transducer can be gauge tested at angle valve V21. Compressor oil flows through the Compressor Oil Filter. Which can be isolated for service at the inlet by ball valve (V18) and at the outlet, by valve (V22). Prior to removing the filter from service vent it to atmosphere using the normally closed angle valve (V19).

Compressor oil temperature is measured at the filter outlet by TSN2. Compressor oil pressure is measured by the PSN2 transducer which can be gauge tested at the angle valve (V27). Oil is routed to the compressor at connections C4 (main oil injection inlet port) and C3 (bearing lube oil port).

E. Slide Valve – Booster Stage

Compressor oil is also used to move the slide valve (see Figure 1.11). Movement of the slide valve is accomplished by pressurizing one side of the hydraulic piston and draining the other side. Loading the compressor is accomplished by energizing the Load Solenoid, oil flows in the direction to close the slide valve and when the Unload Solenoid is energized, the

(rev03-01)

System Description


1

Figure 1.11 TecoFROST H-E Booster Series Slide Valve

SLIDE VALVEPOSITION

COMPRESSOR

UNLOAD METERINGVALVE VALVE

LOAD METERING

~HIGHPRESSURE

T

P

B

A

C15

C16

C22

UNLOAD METERING

PRESSUREHIGH~ AP

BT

VALVE

COMPRESSORC22

C16

LOAD METERINGVALVE

C15

POSITIONSLIDE VALVE

SLIDE VALVE LOAD/UNLOAD SYSTEM

LOADINGLOADINGLOADINGLOADING

UNLOADINGUNLOADINGUNLOADINGUNLOADING

LOAD SOLENOID

UNLOAD SOLENOID

direction of flow reverses so that the slide valve direction of movement reverses.

A detailed schematic of the above is presented in Figure 1.11 and a description follows:

1. During a load cycle, the load solenoid is energized. This allows high pressure oil to flow from the oil supply line into port "P" of the directional control valve and out port "A."

2. The oil then flows into port C16 of the compressor and moves the slide valve in the direction away from the discharge (towards the rear). This action blocks the opening in the housing, thereby loading the compressor.

3. The oil is relieved from the other side of the slide valve by flowing out of port C15. There are two metering/check valves in this line. When the flow is in one direction, one valve acts as a metering valve and the other acts as a check valve. When the flow reverses, the function of

the two valves also reverses. The purpose of the metering valve is to regulate the speed of the loading or unloading with each pulse of the solenoid. Typically, the load metering valve is set at approximately 2 turns open and the unload metering valve is set at approximately 2 turns open. The slide valve metering valves should be set such that it requires between 60 and 90 seconds to load the slide valve from 0% to 100% and to unload the slide valve from 100% to 0%.

4. After flowing through the metering/check valves, oil enters port "B" of the directional control valve and then out port "T." Oil then flows back into compressor via port C22 where it mixes with the rest of the lubricating oil.

5. When the unload solenoid is energized, the control valve changes the direction of flow of the oil by having the high pressure oil flow in port "P" and out port "B" rather than "A." This change in the direction of flow allows the valve to be pushed the opposite way.

(rev03-01)

System Description


1

F. Secondary Side Oil Flow – Booster Stage

The secondary side of the Oil Separator is drained back to the Suction Strainer. Secondary oil flows through a combination stop and drain valve assembly (V33) and then through a combination strainer, check valve, needle valve and sight glass assembly (V34) before entering the compressor. The needle valve is used to set the rate of flow from the secondary side back to the compressor.

1.2.6 Oil Cooling – Booster Stage

When a gas is compressed, large amounts of heat are generated. One of the major advantages of screw compressors is that the compressor lubricating oil also acts as a useful heat transfer medium. However, the heat of compression must ultimately be rejected from the package. TecoFROST offers three different methods of rejecting this compressor heat to the surroundings. The first method is known as liquid injection oil cooling (or “SOC”).

A. Liquid Injection Oil Cooling (“SOC”) - Booster Stage

The liquid injection (SOC) system provides direct contact of cold refrigerant with compressor oil to maintain a constant oil supply temperature to the compressor. This method maintains compressor discharge temperature throughout the full range of compressor loadings and condensing pressures. All heat is rejected to the intercooler and condenser without the use of external oil coolers, eliminating the need for cooler maintenance and cleaning.

Liquid refrigerant from a receiving tank at the condenser outlet is returned to the TecoFROST compressor package at a package mounted stop valve (V26). The minimum supply pressure is 100 psig. This liquid injection oil cooling flow passes through a stop valve (V35), a 100 mesh strainer, and a solenoid valve (V36) which is wired such that liquid refrigerant can only pass when the unit is operating. A thermostatic expansion valve (V37) regulates the flow rate (liquid injection pressure can be monitored at angle valve V38). The cold refrigerant vapor enters the compressor via a ball valve (V39). The location of the liquid injection port on the compressor is factory selected to optimize the compressor performance based on design operating conditions. Internal to the compressor, refrigerant is fed to the compression zone at a location after the suction port is closed and the gas is partially compressed. Pressure at this point is sufficiently low to allow the high pressure SOC

refrigerant to flow in to the compressor without the need for a refrigerant pump.

Refrigerant oil and gas are thoroughly mixed in the compressor by the action of the rotors and turbulence of the fluid. The mixture of oil and gas in the compressor discharge is at a uniform temperature controlled by the quantity of refrigerant injected into the compressor. The connection of a high pressure liquid supply and a high stage discharge pressure supply is the only field work required to complete installation.

The rate of the liquid injection oil cooling flow is set to achieve a constant discharge temperature (130ºF for ammonia and 140ºF for R-22). This is accomplished by using a standard expansion valve with the balance line plumbed to a constant pressure source (see Figure 1.8). The constant pressure and the spring forces exactly balance the remote bulb pressure forces at exactly one and only one discharge temperature. The “constant” pressure source is supplied by an outlet pressure regulating valve (V42) fed from the High Stage’ Oil Separator discharge line via an angle valve (V40) and hot gas solenoid valve (V41). The pressure regulator’s outlet pressure can be monitored from the angle valve V43. Increasing balance line pressure moves the TX valve toward the closed position, thereby feeding less refrigerant to the compressor which in turn increases the compressor discharge temperature. The balance line pressure should be in the range of 60 to 70 psig for ammonia and 85 to 90 psig for R-22. To increase oil temperature, turn the adjustment clockwise; to decrease oil temperature, turn the adjustment counterclockwise.

In order to maintain good pressure regulation a small flow through the pressure regulator must be maintained. That flow is assured by connecting the pressure regulator outlet to the compressor inlet via angle valve V45. The flow is metered by the needle valve (V44) which should be initially set at ¼ turn open.

(rev03-01)

System Description


1

B. Water Cooled Oil Cooling (WCOC) - Booster Stage Option

An optional water cooled oil cooler can be provided (see Figure 1.9b). Compressor oil from the primary side of the separator enters the shell side of the cooler. A temperature actuated proportional valve (V50) regulates the flow of oil through the cooler and the bypass to maintain a constant oil outlet temperature. The WCOC is designed for 400 psig working pressure on the shell side and is relieved (V51) back to the discharge line. The water is on the tube side of the WCOC which is rated for 150 psig working pressure. Pressures can be checked on the oil and water sides of the WCOC at valves V52, V53 & V54, respectively. Suggested water side piping, supplied by others, is shown on the P&ID (Figure 1.9b) complete with acid cleaning valves, shut-off valves and temperature gauges.

C. Thermosiphon Oil Cooling (TSOC) – Booster Stage

An optional refrigerant cooled oil cooler can be provided (see Figure 1.9b). A constant supply of liquid refrigerant at condensing pressure enters the tube side of the thermosiphon oil cooler. Compressor oil from the primary side of the separator enters the shell side of the TSOC and gives up heat to the refrigerant. The refrigerant flashes to vapor within the TSOC. The thermosiphon principle causes the refrigerant to flow due to the density difference between the entering and leaving refrigerant vapor. A temperature actuated proportional valve (V55) regulates the oil flow through the cooler and the bypass to maintain a constant oil outlet temperature. Oil side over pressures are relieved to the discharge line of the package by relief valve V56. Oil and refrigerant pressures can be checked at angle valves (V57, V58, & V59). Liquid overfeed rates of approximately 3:1 are employed to ensure adequate oil cooling. See FES Engineering Document HE-23 for complete details.

(rev03-01)

System Description


1

1.3 Engine Drive and Related Systems

A piping and instrumentation drawing of the engine system is presented in Figure 1.12. The TecoDrive 7400 is a naturally aspirated 4-stroke spark ignition engine adopted by Tecogen for gaseous fuel (high methane natural gas and propane). A fully equipped engine is shown in Figures 1.13. Specific subsections and engine accessories are discussed in the sections that follow. Many of the engine's internal components are shown in Figures 1.14 through 1.16.

1.3.1 Base Engine

Cylinder Block

The cylinder block is made of cast iron and has 8 cylinders arranged in a “V” shape with 4 cylinders in each bank. Five main bearings support the crankshaft, which is retained by bearing caps that are machined with the block for proper alignment and clearances. Cylinders are completely encircled by coolant jackets.

Cylinder Heads

The cast-iron cylinder heads have individual intake exhaust ports for each cylinder. Valve guides are integral, and rocker arms are retained on individual studs.

Crankshaft and Bearings

The crankshaft is cast nodular iron with rolled fillets, and is supported by 5 main bearings. The rear main bearing also includes the end thrust bearing and has a one-piece oil seal.

All main bearings are lubricated from oil holes that connect to 1 of 2 main oil galleries. These run down the center of the cylinder case, just above the camshaft. The galleries also supply oil to the valve lifters.

A torsional damper on the forward end of the crankshaft dampens any engine torsional vibrations.

Camshaft and Drive A steel camshaft is supported by five bearings pressed into the engine block. The camshaft sprocket, mounted to the front of the camshaft, is driven by the crankshaft sprocket through a camshaft timing chain.

Motion from the camshaft is transmitted to the valves by hydraulic roller valve lifters, valve pushrods, and ball-pivot type rocker arms.

Pistons and Connecting Rods

The pistons are made of cast hypereutectic aluminum alloy using 2 compression rings and 1 oil control ring. Pins are chromium steel and have a floating fit in the pistons. They are retained in the connecting rods by a press fit.

Connecting rods are made of forged steel. Full pressure lubrication is directed to the connecting rods by drilled oil passages from the adjacent main bearing journal. Oil holes at the connecting rod journals are located so that oil is supplied to give maximum lubrication just prior to full bearing load.

Valve Train

A very simple ball pivot-type train is used. Motion is transmitted from the camshaft through the hydraulic lifter and push rod to the rocker arm. The rocker arm pivots on its ball and transmits the crankshaft motion to the valve. The rocker-arm ball is retained by a nut.

Intake Manifold

The intake manifold is of cast-iron double-level design for efficient fuel distribution. The carburetor pad is centrally located, with a passage running underneath the pad through which exhaust gases are forced.

Combustion Chambers

Combustion chambers are cast to ensure uniform shape for all cylinders. Spark plugs are located between the intake and exhaust valves.

The contoured wedge shape of the combustion chamber minimizes the possibility of detonation, facilitates breathing, and provides turbulence for smooth, complete combustion.

Hydraulic Valve Lifters

Hydraulic valve lifters are used to keep all parts of the valve train in constant contact.

The hydraulic lifter assembly consists of a roller type lifter body, which rides in the cylinder block boss, a plunger, a push rod seat, a metering valve, a plunger spring, a check ball and spring, a check ball retainer, and a push rod seat retainer.

When the lifter is riding on the low point of the cam, the plunger spring keeps the plunger and push rod seat in contact with the push rod.

(rev03-01)

System Description


1

When the lifter body begins to ride up the cam lobe, the check ball cuts off the transfer of oil from the reservoir below the plunger. The plunger and lifter body then rise as a unit, pushing up the push rod and opening the valve.

As the lifter body rides down the other side of the cam, the plunger follows with it until the valve closes. The lifter body continues to follow the cam to its low point, but the plunger spring keeps the plunger in contact with the push rod. The ball check valve will then move off its seat and the lifter reservoir will remain full.

Exhaust Manifold

The exhaust manifolds are made of cast nodular iron and direct exhaust gases from the combustion chambers. They are water cooled with water entering at the forward end and leaving at the rear.

Specifications

Detailed specifications for the TecoDrive 7400 are provided in Tables 1.2 and 1.3.

Emission Systems

The standard TecoDrive 7400 is a low exhaust emissions engine. The engine may be equipped with an optional emission system with exhaust catalyst for even lower emissions. Refer to the TecoDrive 7400 Emission Control System Operation and Maintenance Manual for further details.

(rev03-01)

System Description


1 P

SN

4

Con

trol

Pan

el

Teco

FRO

ST

PS

N5

PS

N4

See

Not

e #2

Exh

aust E

xpan

sion

Join

t

Rel

ief

W

Eng

ine

Oil

Coo

ler

Eng

ine

Wat

erP

ump

30 G

PM

Cat

alyt

icC

onve

rter

(Opt

iona

l)

Exh

aust

Wye

Eng

ine

Lube

Oil

Mak

e-U

pP

ump

LS1

LS2

HT

S2

HT

S1

Oil

pan

Exh

aust

Man

ifold

Exh

aust

Man

ifold

MS

55 G

allo

nO

il D

rum

Gas

toE

ngin

eS

ee N

ote

#1

(15

SO

L)(1

4 S

OL)

SS

Fro

m C

usto

mer

Hea

tR

ecov

ery

(Opt

iona

l)

To

Cus

tom

er H

eat

Rec

over

y (O

ptio

nal)

NC

Dra

inW

ater

Mak

e-U

p

Wat

erS

uppl

yPre

ssur

eR

educ

ing

Val

veS

et @

12

- 15

PS

I

Fro

m C

usto

mer

Coo

ling

Tow

er O

r R

adia

tor

To

Cus

tom

er C

oolin

gT

ower

Or

Rad

iato

r

AC

B

AC

B

Air

Pur

ger

Air

Ven

tT

CT

C

Wat

er C

oole

dD

ump

Hea

t Exc

hang

er

180

F

Mix

er

Oil

Filt

er

Exh

aust

Hea

tE

xcha

nger

(Opt

iona

l)

S i l e n c e r

TC

2

TC

1

PS

N5

TS

N4

TS

N6

TS

N5

Exp

an-

sion

Tan

kN

OTE

S:

1. G

as p

ress

ure

requ

irem

ent;

13 to

2

6 in

ches

of w

ater

.2.

See

pip

ing

sche

mat

ic fo

r

com

pres

sor

tran

sduc

er (

1TD

, 2T

D,

3

TD

& 4

TD

).3.

Byp

ass

line

is r

equi

red

if cu

stom

er

hea

t rec

over

y is

not

use

d, o

r

una

vaila

bleE

ngin

e C

oola

nt W

ater

Pre

ssur

e S

enso

r

Eng

ine

Oil

Mag

netic

Spe

ed P

ick-

Up

Sen

sor

Fie

ld P

ipin

g B

y O

ther

s

PS

N4

PS

N5

MS

SY

MB

OL

DE

SC

RIP

TIO

NLE

GE

ND

Rel

ief V

alve

Bal

l Val

ve

Reg

ulat

ing

Val

ve

Pum

p

Str

aine

r

Sel

f-C

onta

ined

Tem

pC

ontr

ol V

alve

Wat

er/ E

ngin

eC

oola

nt

Eng

ine

Exh

aust

Nat

ural

Gas

Eng

ine

Oil

Flo

at S

witc

h Lo

wE

ngin

e O

il Le

vel

Flo

at S

witc

h H

igh

Eng

ine

Oil

Leve

l

LS1

LS2

TSN

6D

ump

HX

Out

Tem

pera

ture

Sen

sor

TSN

4E

ngin

e C

oola

ntT

empe

ratu

re S

enso

r

TSN

5E

ngin

e O

ilT

empe

ratu

re S

enso

r

Eng

ine

Hea

d T

emp

Lim

it S

witc

h

Eng

ine

Hea

d T

emp

Lim

it S

witc

h

HTS

1

HTS

2

TC1

Cat

alys

t Out

let

The

rmoc

oupl

e

TC2

Cat

alys

t Out

let

The

rmoc

oupl

e

W T C

See

Not

e #3

Figu

re 1

.12

Engi

ne P

ipin

g an

d In

stru

men

tatio

n D

iagr

am

(rev03-01)

System Description


1 Pressure Regulator with Inlet/Outlet Taps

Figure 1.13 Front View of Engine

Engine Oil Cooler

TSN5

Exhaust Manifold Mixer Balance line

Gas Shut Off Valves (2)

TSN4

HTS1 & HTS2

(rev03-01)

System Description


1

Figure 1.14 Cylinder Head, Manifolds, and Components

Legend

1 EXHAUST MANIFOLD 4 STUD, EXHAUST MANIFOLD 5 GASKET, EXHAUST MANIFOLD 7 BOLT, EXHAUST MANIFOLD 8 NUT, EXHAUST MANIFOLD 22 GASKET, INTAKE MANIFOLD 24 SEAL, INTAKE MANIFOLD 27 BOLT, UPPER INTAKE MANIFOLD 30 BOLT, VALVE ROCKER ARM COVER 32 COVER, VALVE ROCKER ARM 40 BOLT, VALVE ROCKER ARM 41 BOLT, VALVE ROCKER ARM

42 VALVE, ROCKER ARM 46 CYLINDER HEAD 47 GASKET, CYLINDER HEAD 255 ROTATOR, VALVE SPRING 256 VALVE SPRING 257 VALVE SEAL 258 VALVE, EXHAUST 259 VALVE, INTAKE 260 GUIDE, PUSH-ROD 309 GASKET, VALVE ROCKER ARM COVER 400 SPLASH-SHIELD

(rev03-01)

System Description


1

Figure 1.15 Cylinder Block and Components

Legend 10 PUMP, WATER 11 GASKET, WATER PUMP 12 BOLT, WATER PUMP 43 PUSH-ROD 44 VALVE, LIFTER ASSEMBLY 74 GASKET, OIL PAN 75 BOLT, OIL PAN 76 OIL PAN 90 GASKET, FRONT COVER 91 COVER, ENGINE FRONT 93 BOLT, FRONT COVER 100 BOLT, CAMSHAFT SPROCKET 101 SPROCKET, CAMSHAFT 102 CHAIN, TIMING

146 SENSOR, OIL PRESSURE AND FUEL 176 PLUG, EXPANSION 198 ENGINE BLOCK 202 SPROCKET, CRANKSHAFT 207 BEARINGS, CAMSHAFT 209 CAMSHAFT 210 DRAIN PLUG, ENGINE COOLANT 224 PLUG, OIL PRESSURE 352 BOLT, CAMSHAFT RETAINER 353 RETAINER, CAMSHAFT 354 SENSOR, CRANKSHAFT POSITION 355 RING, CRANKSHAFT RELUCTOR 368 GUIDE, VALVE LIFTER 369 RETAINER, VALVE LIFTER GUIDE

(rev03-01)

System Description


1

Figure 1.16 Crankshaft and Components

Legend 77 BOLT, OIL PUMP 110 FLYWHEEL 130 CRANKSHAFT 131 CRANKSHAFT REAR, SEAL 132 MAIN BEARING CAP CRANKSHAFT REAR 133 BEARING CAP, CRANKSHAFT 134 BOLT, CRANKSHAFT BEARING CAP 136 MAIN BEARING, CRANKSHAFT 159 PIN, TRANSMISSION BELLHOUSING LOCATOR 176 PLUG, EXPANSION 178 SHAFT, OIL PUMP HEX DRIVE 179 RETAINER, OIL PUMP HEX DRIVE

180 OIL PUMP 191 PISTON RINGS 192 PISTON 193 BOLT, CONNECTING ROD 194 CONNECTING ROD 195 BEARING, CONNECTING ROD 196 CAP, CONNECTING ROAD BEARING 197 NUT, CONNECTING ROD 198 CYLINDER BLOCK 219 PISTON PIN 224 PLUG, OIL PRESSURE 351 BOLT, FLYWHEEL/CRANKSHAFT REAR OIL SEAL

(rev03-01)

System Description


1

Table 1.2 Engine Specifications TecoDrive 7400 General Data

Type Spark Ignition, GaseousV8Displacement 7.4 L (454 Cu. In.)

RPO (VIN Code) L29Bore 4.25

Stroke 4.00Firing Order 1-8-4-3-6-5-7-2

Compression Ratio 9.2:1Maximum RPM 3400 RPM

Spark Plugs AC R42LTS - 0.40 Gap(1)

Spark Advance (Natural Gas) 32° BTDC @ 2000 RPMSpark Advance (Propane) 28° BTDC @ 2000 RPM

Air / Fuel Mixture 2% Excess Oxygen(2)

Fuel Supply Pressure (Natural Gas or Propane) 14" -28" W .C.20" W .C. (Recommended)

Recommended Lubrication Oil Exxon XD 3 Extra (Mineral Based)(3)

Oil Pressure (Minimum) 10 psi /15 psi (600 RPM, 2000 RPM)Cylinder Bore

Diameter 4.2500-4.2507Out of Production 0.001 (Maximum)Round Service 0.002 (Maximum)

Production Thrust Side 0.0005 (Maximum)Taper Relief Side 0.001 (Maximum)

Service 0.001 (Maximum)PistonClearance Production 0.0030-0.0042

Service Limit 0.005 (Maximum)Piston Ring

C Groove Production Top 0.0012-0.0029O Clearance Second 0.0012-0.0029M Service Limit 0.0010 (Maximum)P Production Top 0.010-0.018R Gap Second 0.0160-0.0240 (Maximum)S Service Limit 0.010 (Maximum)O Groove Production 0.0050-0.0065I Clearance Service Limit 0.010 (Maximum)L Gap Production 0.0100-0.0300

Service Limit 0.0100Piston Pin

Diameter 0.9895-.9897Clearance Production 0.0002-0.0007In Piston Service Limit 0.0010 (Maximum)

Fit in Rod 0.0031-0.0021 InterferenceNote: All specifications in inches unless otherwise noted.

(1) Low emission engines use AC R42T.(2) Low emission engines are 0% excess oxygen.(3) Low emission engines must use a low ash oil.

(rev03-01)

System Description


1

Table 1.2 (Cont.) Engine Specifications TecoDrive 7400

C ran k sh aft#1 2.74 82-2 .74 89

D ia m ete r #2 , #3 2 .74 82-2 .74 89#4 , #5 2 .74 82-2 .74 89

M ain T a per P ro duc tion 0 .00 04 (M ax im um )Jo urna l S erv ice L im it 0 .00 10 (M ax im um )

O ut o f P ro duc tion 0 .00 04 (M ax im um )R oun d S erv ice L im it 0 .00 10 (M ax im um )

#1 0 .00 17-0 .00 30M ain P ro duc tion #2 , #3 , #4 0 .00 11-0 .00 24

B earing #5 0 .00 25-0 .00 38C le arance S erv ice #1 0 .00 10-0 .00 30

L im it #2 , #3 , #4 0 .00 10-0 .00 30#5 0 .00 25-0 .00 40

C ranksha ft E nd P la y 0 .00 50-0 .01 10D ia m ete r 2 .19 90-2 .19 96

T a per P ro duc tion 0 .00 05 (M ax im um )C rankp in S erv ice L im it 0 .00 10 (M ax im um )

O ut o f P ro duc tion 0 .00 05 (M ax im um )R oun d S erv ice L im it 0 .00 10 (M ax im um )

R od B earing P ro duc tion 0 .00 11-0 .00 29C le arance S erv ice L im it 0 .00 10 (M ax im um )

R od S ide C learan ce 0 .00 13-0 .02 30C am sh aft

Lo be In take 0 .28 21L ift + /- 0 .0 02 E xhau s t 0 .28 43

Jo urna l D iam ete r 1 .94 77-1 .94 97V alv e S ystem

L ifte r H ydrau lic , R o lle r F o llow ersR ocke r A rm R atio 1 .70 :1

V a lve Lash In take 1 /2 T u rn D o w n from Z e ro L ashE xhau s t 1 /2 T u rn D o w n from Z e ro L ash

F a ce A ng le (In tak e & E xhau s t) 45 °S eat A ng le (In take & E xh aus t) 46 °

S eat R u nou t (In tak e & E xh aus t) 0 .00 2 (M a x im u m )S eat W id th In take 0 .03 00-0 .06 00

E xhau s t 0 .06 00-0 .09 5P ro duc tion In take 0 .00 10-0 .00 29

S te m E xhau s t 0 .00 12-0 .00 31C le arance S erv ice In take 0 .00 37 (M ax im um )

E xhau s t 0 .00 49 (M ax im um )V a lve F re e Len g th 2 .12S prin g P re ssure C lo sed 71 -7 9 lb s . @ 1 .83 80 in .

lbs . @ in . O pe n 23 8-262 lbs . @ 1 .347 0 in .Ins ta lle d H e igh t + /- 0 .0 312

In take 1 .83 80E xhau s t 1 .83 80

N ote : A ll spec if ica tion s in inche s un less o the rw ise no te d .

(rev03-01)

System Description


1 ITEM Ft.Lbs. In.Lbs. N.m

Camshaft Retainer Bolts 10 14 Camshaft Sprocket Bolt 21 29 Connecting Rod Nut 45 61 Coolant Temperature Sensor 15 20 Crankshaft Balancer Bolt 110 149 Crankshaft Bearing Cap Bolt 100 135 Cylinder Head Bolt (In Sequence) 85 115 Distributor Clamp Bolt 30 40 Engine Block Drain Plug 15 20 Engine Block Oil Gallery Plug 15 20 Engine Front Cover Bolt 106 12 Exhaust Manifold Bolt 40 54 Exhaust Manifold Stud 22 30 Exhaust Manifold Nut 22 30 Engine Flywheel Bolt 67 90 Engine Flywheel Housing Bolt 30 40 Fuel Pump/Oil Pressure Switch 22 30 Intake Manifold Bolt (In Sequence) Upper 30 40 Lower 30 40 Oil Pan Bolt 17 22 Oil Pan Drain Plug 21 28 Oil Pump Bolt-to-Rear Crankshaft Bearing Cap 67 90 Oil Pump Cover Bolt 108 12 Spark Plug New Cylinder Head 22 30 Subsequent Installations 15 20 Valve Lifter Guide Retainer Bolt 20 26 Valve Rocker Arm Cover Bolt 72 8 Valve Rocker Arm Bolt 45 61 Water Pump Bolt and Stud 30 40

Table 1.3 Engine Torque Specifications

(rev03-01)

System Description


1

Figure 1.17 Engine Lubrication Diagram (Internal)

A.To Oil Cooler B.From Oil Cooler C.From Oil Pump D.Camshaft Bearings E.Valve Lifters F.Oil Filter G.Oil Cooler Diverter (plug) H.Main Bearings I. Oil Cooler Bypass J.Oil Filter Bypass Valve

1.3.2 Engine Lubrication

Lubrication schematics are shown in Figures 1.17 through 1.19. The gear-type oil pump is driven from the distributor shaft, which is gear-driven from the camshaft. Oil is drawn into the oil pump through a pickup screen and pipe located in the oil sump.

Pressurized oil is first filtered, then routed via external plumbing to the oil cooler. Part of the oil leaving the oil cooler is relieved to the sump, and the remainder returns to the engine.

Note The external pressure relief valve has been factory set to 50-55 psi. If it is necessary to field adjust regulator, follow the procedure specified in Section F.11.

Oil returning from the oil cooler (“B” in Figure 1.18) flows into the main gallery and then to the camshaft and crankshaft bearings. The valve lifter oil gallery supplies oil to the valve lifters. Oil flows from the hydraulic lifters through the hollow push rods to the rocker arms. Oil from the overhead drains back to the crankcase through oil drain holes.

The timing chain is drip-fed from the front camshaft bearing. The pistons and piston pin are lubricated by oil splash.

As a standard feature, each TecoFROST engine is equipped with an auxiliary oil reservoir (a 55-gallon drum) to which oil is continuously re-circulated (see Figure 1.19). Oil is pumped from the reservoir by an electric pump to the engine oil pan. A second oil pan connection (at the level of its “full” mark) drains oil back to the reservoir. The electric recirculation pump is energized only when the TecoFROST is operating. The engine oil pan contains a combination high and low level switch wired in series to the microprocessor which protects the system from over- or underfilling.

A. To Oil CoolerB. From Oil CoolerC. From Oil PumpD. Camshaft BearingsE. Valve LiftersF. Oil FilterG. Oil Cooler Diverter (plug)H. Main BeraingsI. Oil Cooler BypassJ. Oil Filter Bypass Valve

(rev03-01)

System Description


1 Relief

AB

Oil Cooler

Figure 1.18 Engine Lubrication Diagram (Internal)

Figure 1.19 Engine Lube Oil Reservoir and Components

ENGINE

OIL

SUMP

55 GAL.

ENGINE OILPUMP

OIL MAKE-UPPUMP SUMP ACCESS COVER

(ADD/REMOVE OIL)

1.3.3 Fuel System

The fuel supply system consists of two fuel gas shut-off valves (120 Vac), a pressure regulator, carburetor (mixer), and air filter. The system (including air filter) is depicted schematically in the piping and instrumentation diagram (Figure 1.12).

Warning Replace the fuel supply hose with a suitable substitute approved for fuel gas. Consult the Tecogen service parts listing under "hose, gas" for the correct hose part number.

Gas pressure to the TecoFROST unit is required to be 13 in. to 26 in. of water column, especially during full power operation. The gas pressure regulation is designed to reduce the gas pressure to the carburetor to approximately 3.5 - 5.0 inches of water column (“ W.C.). At full rated power, the fuel pressure will drop about 5” W.C. (natural gas) from the inlet of the

unit to the carburetor. If the facility supply pressure can only supply 7” W.C. to the unit, the resulting carburetor inlet pressure will be below 3.5” W.C. This will result in a leaner mixture at higher loads and loss of power. The gas regulator has 1/8" FPT taps for measuring inlet and outlet pressure at the gas regulator (see Figure 1.13).

Warning Never remove taps during operation of the unit. Never leave the unit unattended when gas pressure measuring equipment is installed on the unit.

Note This section describes the standard fuel system. If your unit includes the low emission option, refer to the TecoDrive 7400 Emission Control System Operation & Maintenance Manual for a description of the fuel system.

(rev03-01)

System Description


1 Figure 1.20 Standard Balance Line Configuration

AirFilter Carburator Fuel

Supply

Balance Line

Diaphram

As air filter restriction is increased, the corresponding pressure Pa decreases. With thebalance line, the gas regulator reduces Pg relative to Pa maintaining a constant air/fuel ratio.

Pa Pg

Carburetor

Diaphragm

Figure 1.20 depicts the balance line connected to the gas regulator's vent connection and contains a brief explanation of its purpose.

The TecoFROST may easily be converted to run on vaporized propane. The modifications required are shown in Figure 1.21.

The carburetor assembly is shown in detail in Appendix B along with methods of adjustment. Under ordinary circumstances, the only service item on the carburetor (excluding the air filter) is the diaphragm.

Figure 1.21 Fuel Pressure Regulation - Natural Gas vs. Propane

Natural Gas Propane

1020 BTU/ft2 Positive Pressure Ignition 36o BTDC

2500 BTU/ft2 Negative Pressure

Propane Vapor Modifications: − Remove Internal Spring From Regulator − Invert Regulator

(rev03-01)

System Description


1

1. Air Cleaner

2. Valve Hose

3. Valve

4. Crankcase Vent Hose

Figure 1.23 Crankcase Ventilation Flow Diagram

1

Figure 1.22 Engine PCV Valve

1.3.4 PCV System

The PCV system purges the crankcase of combustion gases that escape past the rings as blowby. Filtered air from the air cleaner enters the engine via the filter breather on the valve rocker cover and mixes with the volatile oil vapors and blowby gases in the crankcase. Responding to varying engine loads, the PCV valve meters this mixture into the inlet manifold where it mixes with the fuel-air charge. At idle (small throttle opening and high inlet manifold vacuum), the PCV valve restricts the crankcase ventilation flow. As engine load is increased (large throttle opening and low inlet manifold vacuum), so too is the PCV valve flow. A cross sectional view of the PCV valve is shown in Figure 1.22.

During abnormal engine operation, blowby in excess of the flow capacity of the PCV valve bypasses the valve; flows out of the engine through the filter breather; enters the air cleaner and is ingested with the combustion air into the engine cylinders. See Figure 1.23.

(rev03-01)

System Description


1

1.3.5 Cranking Battery SPECIFICATIONS

Volts 12 Cold Cranking Amperes - Rating at -18°C 525 Reserve Capacity (minutes at 25 amps) 90 Load Test Amperes 260

The sealed battery shown in Figure 1.24 is standard. Water never needs to be added. There are no filler caps in the cover. The vents allow the small amount of gases produced in the battery to escape. The special chemical composition inside the battery reduces gassing to a very small amount at the normal charging voltages. Besides reducing gassing, the special chemistry greatly reduces the possibility of overcharge damage.

Important Keep the battery in an upright position to prevent electrolyte leakage. Tipping the battery beyond a 45º angle in any direction can allow a small amount of electrolyte to leak out the vent hole. Do not exceed this 45º angle when carrying or installing the battery. Evidence of electrolyte leakage does not always mean the battery is defective.

Batteries are rated according to their reserve capacity in minutes and their cold cranking power in amperes (amps). Both methods involve measuring the battery terminal voltage after a specified time period and discharge current.

The "reserve capacity" is defined as the length of time, expressed in minutes, required for a fully-charged 12-volt battery, at a temperature of 27ºC (80ºF), being discharged at a constant current of 25 amps, to reach a terminal voltage of 10.5 volts.

The "cold cranking ampere" (CCA) test measures the amperage delivered by the battery at -18ºC (0ºF) for 30 seconds.

The sealed battery has a special temperature-compensated hydrometer built into the cover to show at a glance the battery's state-of-charge. The hydrometer has a green ball within a cage that is attached to a clear plastic rod. The green ball floats at a predetermined specific gravity of the electrolyte. When the green ball floats, it rises within the cage and positions itself under the rod. A green dot can then be seen in the center of the hydrometer (see Figure 1.25). The built-in hydrometer provides a guide for battery testing and charging.

When looking at the hydrometer, make sure that the battery has a clean top. A lamp may be needed in some poorly-lit areas.

1. GREEN DOT VISIBLE: The state of charge is 65% or more of the full charge.

2. Dark; GREEN DOT NOT VISIBLE: The state of charge is below 65%. Charge the battery until the green dot appears. Tap the hydrometer lightly on the top to dislodge any air bubbles that might prevent the green dot from appearing after charging.

3. CLEAR OR LIGHT YELLOW: The fluid level has dropped below the bottom of the hydrometer. This can be caused by a broken case, tipping of the battery, normal wear-out, or overcharging. Check the system and replace the battery.

Built-inH ydrom eter

Figure 1.24 Engine Battery (Sealed Type)

Figure 1.25 Built-in Hydrometer (Engine Battery)

1 2 3

A B C

1. Green Dot 2. Dark 3. Clear A. 65% or Above State of Charge B. Below 65% State of Charge C. Low Level Electrolyte

(rev03-01)

System Description


1

12345

6

7

8

910 11 12

R3-4

R3-3

R3 Starter Relay1. Battery2. Starter Motor3. Shift Collar4. Pinion Compression Ring

5. Clutch6. Flywheel7. Pinion8. Shift Lever9. Plunger

13

10. Hold-in Coil11. Pull-in Coil12. Solenoid13. Solenoid Switch Contacts

Figure 1.26 Engine Cranking Circuit

Figure 1.27 Engine Starter Motor (28-MT)

12. Shift Lever13. Plunger13. Solenoid16. Overunning Clutch22. Armature37. Pinion Stop48. Reduction Gear Assembly

1.3.6 Cranking System

The basic cranking circuit consists of the battery, starter motor, engine, starting relay (R3), and related electrical wiring (see Figure 1.26).

The 28-MT starter motor is a gear reduction starter. An internal gear at the gear-reduction end of the driveshaft is driven by the armature shaft gear at a speed of one driveshaft revolution for each 3.9 revolutions of the armature (see Figure 1.27). The starter has an over running roller-type clutch and an enclosed shift lever. The solenoid is sealed to prevent entry of foreign material. The part number is stamped on a label and attached to the field frame.

In the basic circuit shown in Figure 1.26, solenoid windings are energized when the R3 contacts 3 and 4 are closed. The resulting plunger and shift lever movement causes the pinion to engage the engine flywheel ring gear and the solenoid main contacts to close, and cranking takes place. When the engine starts, pinion overrun protects the armature from excessive speed until the R3 relay contacts 3 and 4 open, at which time the return spring causes the pinion to disengage.

Refer to Appendix D for Cranking Service.

(rev03-01)

System Description


1

B

E

D

A

View A Note Recommended #1 Spark Terminal

Figure 1.28a Engine Ignition System - Distributor and Coil

1.3.7 Ignition System

The ignition system is comprised of the battery, the gas and ignition relay (R2), the distributor, the ignition coil, the spark plugs, and the associated wiring. A distributor with a separate coil is used on these engines. The position of the coil and distributor relative to the block is shown in Figure 1.23a. The basic wiring schematic of the ignition system is shown in Figure 1.28a and 1.28c (see also the Main Wiring Schematic later in this chapter, Figure 1.32).

Ignition Primary Wiring

DC power for the ignition system is switched by the R2 relay’s NO (normally open) contacts 1 and 3. The R2 relay coil circuitry is controlled by the microprocessor through a smaller pilot relay (Opto MO-5). The actual power connection to the coil is made at connection A. As the current in the primary circuit passes through the Interface Board, the frequency of the ignition pulses is measured (sensed) by the board’s internal circuit. The Interface Board acts as a speed switch to stop the engine if the pulses (i.e., rpm) exceed the maximum setpoint. It stops the engine by deenergizing the R2 relay’s coil through its internal switch. Other safety switches are wired in

series with the Interface Board’s internal switch (see Figure 1.32).

Low voltage to the distributor is supplied by the coil through connectors A and D.

Distributor (See Figure E.2 for Disassembled View)

The distributor uses a magnetic pick up assembly located inside the distributor which contains a permanent magnet, a pole piece with internal teeth, and pick up coil (not to be confused with the main coil, already discussed). When the teeth of the timer core rotating inside the pole piece line up with the teeth of the pole piece, an induced voltage in the pick up coil signals the electronic module to trigger the coil primary circuit. The primary current decreases and a high voltage of up to 35,000 volts is induced in the ignition coil secondary winding which is directed via connectors C and F through the rotor and secondary leads to fire the spark plugs. The solid state electronic module is responsible for spark triggering, switching, current limiting, dwell control, and distributor pick up. For the TecoDrive 7400 application, spark timing is completely controlled electronically.

(rev03-01)

System Description


1

Figure 1.28b Basic Wiring Diagram For Engine Ignition System

Battery

AB

C

Distributor

E FD

Low VoltageConnectorCoil - Distributor

High VoltageConnectorCoil - Distributor Spark Plug

Wire (1 of 8)

Pick-up Coil - Module Connector

Primary Secondary

A. Tach and Coil TerminalB. Battery TerminalC. Coil Secondary Terminal (Hi Voltage)D. Ignition Coil ConnectorTerminalsE. Four Terminal Connector (not used with units equipped with magnetic speed sensors)Four Terminal Connector. 5a and 5b used for speed sense to microprocessor. F. Distributor Secondary Terminal (Hi Voltage)

Legend - Connectors

Control Panel

InterfaceBoard

MicroprocessorRelay OPM-5

R2

13

R2 Coil

Sense

10. Rotor11. Pick-up Coil12. Timer Core13. Pole Piece14. Module15. Contact Button

Legend - Devices

Not Used

b

a

purp

le

gray(not used)

a

b

a b

Coil

Pink

whi

te

red

A. Tach and Coil TerminalB. Battery TerminalC. Coil Secondary Terminal (Hi Voltage)D. Ignition Coil Connector TerminalsE. Four Terminal Connector (not used with units equipped with magnetic speed sensors)F. Distributor Secondary Terminal (Hi Voltage)A

DC

EB

6Legend - ConnectorsCoil

Distributor

(NotUsed)

Figure 1.28c Distributor and Coil - Connections

Legend - Connectors A. Tach and Coil Terminal B. Battery Terminal C. Coil Secondary Terminal (Hi

Voltage) D. Ignition Coil Connector E. Four Terminal Connector

(not used with units equipped with magnetic speed sensors)

Four Terminal Connector 5a and 5b used for speed sense to microprocessor.

F. Distributor Secondary Terminal (Hi Voltage)

Legend - Devices 10. Rotor 11. Pick-up Coil 12. Timer Core 13. Pole Place 14. Module 15. Contact button

(rev03-01)

System Description


1

The distributor features a longer spark duration made possible by the higher amount of energy stored in the coil primary. This is desirable for firing lean mixtures.

No periodic lubrication is required. Engine oil lubricates the lower bushing and an oil-filled reservoir provides lubrication for the upper bushing.

Ignition Coil

Ignition coil construction is similar to that of a transformer; windings are built around a laminated iron frame.

Important When making compression checks, disconnect the primary power wiring to the coil.

Ignition Wires

Tecogen ignition wires are supplied cut to length. These wires are selected for high durability and their low electronic noise interference characteristics.

Important Use only Tecogen-supplied wires or an approved substitute. Replace wires per the recommended service schedule to avoid unscheduled shutdowns. Replace wires one at a time to avoid incorrect firing sequence.

Note The firing order is shown in Figure 1.29. It is also cast into the top surface of the intake manifold between the distributor and carburetor.

Note When replacing the distributor assembly, it is possible to orient it in various directions. To avoid interference and to ensure that spark plug wire lengths are appropriate, locate this assembly approximately as shown in Figures E.3 and E.4.

Spark Plugs

The proper gap and torque for the spark plugs is provided in Tables 1.2 and 1.3, respectively. As with wires, adherence to the proper replacement interval is important to avoid ignition problems.

Note Examining the spark plugs is a useful engine diagnostic tool. See Appendix E, Table E.1, for a corrective action guide to spark plug wear and deposits.

Ignition System Service

Refer to Appendix E of this manual for ignition timing, distributor replacement and service, and spark plug diagnostics.

Figure 1.29 Engine Firing Order is 1-8-4-3-6-5-7-2

5 3 1

TecoDrive 7400

6 4 2

Front

Flyw

heel

7

8

(rev03-01)

System Description


1

1.3.8 Engine Cooling System

a. Base TECOFROST Model (No Heat Recovery)

Warning Engine coolant may be very hot and under high pressure. Always take proper precautions to drain engine coolant and relieve coolant pressure before servicing the engine coolant system.

The base model TecoFROST rejects thermal energy from the engine jacket, engine oil cooler, and exhaust manifolds by heat exchange to recirculated liquid coolant. The components of the system were identified by the preceding photographs and were shown schematically in Figure 1.12, the engine piping and instrumentation diagram. The fluid in this circuit is typically water, but where the possibility of freezing exists, a glycol/water mixture is recommended.

Warning Some glycols are toxic. Always follow the manufacturer's instructions for its safe use and disposal.

Warning Glycol solutions can be flammable. Always clean glycol spills completely and properly. Never operate the unit with glycol-soaked exhaust insulation.

An explanation of the engine coolant system begins at the engine coolant pump (see Figure 1.12). The coolant flows first through the engine oil cooler, then through the engine jacket (including heads) and manifolds. After that, the coolant flows through the shell-side of the dump heat exchanger, where the heat energy gained from the engine is rejected. The tube-side fluid is typically radiator water. The bypass around the dump heat exchanger is controlled by a 3-way thermostatic mixing valve (“AMOT”). The mixing valve will bypass more or less coolant as required to maintain the desired (180ºF) engine return temperature.

Note Service repair kits are available for the mixing valve. They contain O-rings and internal thermostatic elements. If you think that some elements are defective, you may check them by immersing them in a hot water bath and noting the opening action of the plunger.

Note The customer must connect a bypass to the “B” port of the second AMOT valve if supplied and heat recovery is not utilized or is out of service. Failure to do so will cause engine overheating.

Static pressure in the coolant loop is maintained by a customer-supplied pressure reducing valve (PRV) which must be permanently plumbed to the city water system. A minimum of 12 psig (15 psig max.) is required for proper (factory mounted) engine coolant pump operation. For this reason, the pressure regulating valve (PRV, supplied with the expansion tank) must be set to 12-15 psig and mounted within 3 feet of ground level.

Note If the PRV is mounted at a higher elevation then it should be set to a lower pressure corresponding to the water head between the PRV and the unit’s engine coolant pump.

The engine coolant system is pressure-relieved by a relief valve located at the coolant pump discharge.

Warning The coolant pressure relief valve must be plumbed by the installer to discharge to a safe location as prescribed by national safety codes. Failure to do so will risk serious burn injury.

Important Glycol-filled coolant systems should not use a city water make-up. This could lead to an eventual loss in freeze protection.

(rev03-01)

System Description


1

b. TECOFROST Model with Engine Heat Recovery Option

For this option, the engine coolant system plumbing as described in a. above is modified to allow heated coolant to be piped to and from the skid to a site-specific heat recovery system. The modification is shown schematically in Figure 1.12. As shown, 2 thermostatic mixing valves (and 2 bypasses) must be provided. The first prevents overcooling of the coolant by bypassing some flow, when necessary, to the heat recovery system. The second, the standard mixing valve, works to prevent overheating by bypassing some flow, as required, to the dump heat exchanger. The second mixing valve, therefore, prevents overheating when the site heat recovery system is unable to accept some or all of the engine waste heat.

Note A flow obstruction in the heat recovery system plumbing, such as a closed valve, will result in the optional mixing valve completely shutting off engine coolant flow, thereby overheating the engine. This is because the mixing valve requires at least some flow to bypass from its "B" to "C" port. If the heat recovery system is out of service, make certain that this bypass is provided.

SPECIFICATIONS (Engine Heat Recovery or No Heat Recovery)

Rated flow of engine coolant pump 30 gpm Static pressure, at engine make-up water inlet (coolant pump off)

• Cold 12 psig • Hot 15 psig

Allowable external pressure drop at rated flow for optional Customer supplied components (load heat exchanger & Assoc. piping) Max: 5 psig Total heat rejection up to 431,000 Btu/hr Mixing (“AMOT”) valve control element temperature 180ºF Dump Heat Exchanger Design Parameters Shell Side Engine coolant inlet up to 209ºF Engine coolant outlet 180ºF

Tube Side Flow rate (min, recommended, max) (gpm) 40 80 110 Max water inlet temp (from radiator, ºF) 139 153 157 Max water outlet temp* (to radiator, ºF) 160.6 163.8 164.9 Pressure drop (psid) 0.8 1.9 5.3 Dump heat exchanger tube inside diameter (for tube cleaning) 0.331” *Note: Standard Dump HX Out (TSN6) prealarm set at 150ºF consult factory for changes. Also check radiator design limits.

(rev03-01)

System Description


1

c. TECOFROST Model with Exhaust Heat Recovery Option

When engine exhaust heat recovery is supplied, the engine coolant plumbing is identical to that discussed above in b., Engine Heat Recovery Option. The change for the Exhaust Heat Recovery option is that a (shipped loose) exhaust heat exchanger is supplied (see Figure 1.12), raising the thermal output from the unit by about two thirds (67%). The combustion gases flow on the shell-side of the exchanger, heating the coolant as it flows through a helically-wound, finned coil.

Warning

The surfaces of the exhaust heat exchangers can be extremely hot. Always take caution when working in this area to avoid burns. Always repair or replace worn exhaust system insulation covers.

SPECIFICATIONS (Exhaust Heat Recovery)

Rated flow engine coolant pump 30 gpm

Static pressure, at engine make-up water inlet (coolant pump off) • Cold 12 psig • Hot 15 psig

Allowable external pressure drop at rated flow

Customer supplied components (load heat exchanger & Assoc. piping) Max.: 5 psig

Total heat rejection (including engine coolant system) up to 723,000 Btu/hr

Mixing (“AMOT”) valves control element temperatures • First valve 180ºF • Second valve 180ºF

Dump Heat Exchanger Design Parameters Shell Side

• Engine coolant inlet up to 228ºF • Engine coolant outlet 180ºF

Tube Side • Flow rate (min, recommended, max) (gpm) 40 80 110 • Max water inlet temp (from radiator, ºF) 112 135 142 • Max water outlet temp* (to radiator, ºF) 148.3 153.1 155 • Pressure drop (psid) 0.8 2.9 5.3

Dump heat exchanger tube inside diameter (for tube cleaning) 0.331” *Note: Standard Dump HX Out (TSN6) prealarm set at 150ºF consult factory for changes. Also check radiator design limits.

(rev03-01)

System Description


1

1.4 Control System 1.4.1 Overview

The FES/Tecogen TecoFROST compressor package is equipped with a completely automated microprocessor-based control system. The major components of the system, including the operator interface, are identified in Figure 1.30. Figure 1.31 depicts the system schematically in block diagram format, segregating devices by their location.

As shown in these figures, the primary part of the controller is comprised of two separate printed circuit boards connected into a single stack. The Processor Board is the top board and plugs into the bottom Interface Board. Together these two control the balance of the TecoFROST compressor package. A secondary set of boards is mounted on the door of the control cabinet and provides the alpha numeric display and an interface to the operator panel.

Pressures, temperatures, slide valve position, and other similar signals sensed by the microprocessor are termed analog inputs. These signals are all conditioned on the Interface Board and then sent to the analog section of the Processor Board. Here, the signals are passed through multiplexors and then to a single analog converter chip. The seven standard temperatures are sensed using thermistors. The six standard pressures are sensed with pressure transducers (all mounted immediately below the control cabinet). The slide valve position is sensed by an inductive pick-up, the signal from which is conditioned by the Slide Valve Board and then passed to the Interface Board. Other analog signals are customer options and could be items like continuously variable setpoint inputs (process temperature), catalyst temperature inputs, and flow inputs.

Engine and compressor shaft speed (RPM) is measured by use of a magnetic pick-up, located near the engine flywheel. As each tooth passes the pick-up a voltage pulse is generated. The pulse is converted to a square wave by circuitry on the Interface Board and is read by the microprocessor through a special counter channel.

Additional information is provided to the microprocessor in the form of digital inputs (switch closures). As shown in Figure 1.31 most of these devices are mounted on the TecoFROST skid. Most switched inputs are wired directly to the Interface Board and are optically isolated to separate the power portion of the Interface Board from the logic section.

The microprocessor, acting as the operator of the unit, can take action by opening and closing switches, commonly termed digital outputs. Again, as shown in Figure 1.31, most of the switched outputs are on the TecoFROST package skid. Like the digital inputs, all the digital outputs are optically-isolated for noise immunity.

During operation, the microprocessor, in monitoring the system pressures, system temperatures, RPM, and various switch positions, will take action to stop the unit (or in some cases back off in refrigeration output) if an upset or alarm condition exists. If an alarm has occurred, the alphanumeric display will annunciate the specific condition.

The following subsections of this chapter contain a thorough discussion of the TecoFROST control system.

1.4.2 Component Identification & Location

Table 1.4 is a list of all TecoFROST electrical devices, grouped in the following categories:

• Thermistors • Pressure Transducers • Engine & Compressor Safety Switches • Mechanical Relays • Plug Type Connectors • Fuses • Terminal Strips • Diodes • Digital Input/Output Modules • DC Power Supplies • Printed Circuit Boards • Miscellaneous Skid Mounted Devices • Miscellaneous Off-Skid Mounted Devices (Site

Interfaces) • Cables

For each component, Table 1.4 provides: (1) the abbreviation SYMBOL used for the component on the TecoFROST electrical schematics, (2) a brief DESCRIPTION of the component, (3) its LOCATION, (4) the FIGURE where it appears in this manual (photographs or sketch), (5) the TecoFROST WIRING SCHEMATIC in which it is included, and (6) its replacement TECOGEN PART #.

(rev03-01)

System Description


1

Figure 1.30 Controller Layout

INSIDE OF PANEL

MultiModem

R2

R4

R5 R6

R7

C28

RN6

RN4

U24

U23

U28

U30

U29

U22

U27U21

J9U32

J7

C16

U31

1

U44

U45

J8

U25

RN17U53

C15S4

RN18U54

U51RN15

C17S3

S2

RN16U52

RN21

S8

RN22

U57

U58

RN19

S7

S6

RN20

U55

U56

U11U23

C15

C10

C5

C11

JP6J10

C11

C13P1

U14

C14

R1

C12

U13

1

1JP5

C811

R5

R6 U16

C31

P2

U10

U15

R8

R7

C25

C6

J2

D5

+++

P6P4

Y2

--

C7

-OSC1

B1

J11C27

1

Copyright 1997, All Rights Reserved

U3

R.L.C. Enterprises, Inc.

RP1

R7

Y1C3

C2L1

C4

S1

J4

C34

C16C19 1

1

2C9

C24

1

JP3 JP211

U2

U1

JP4

R4

S5

RP2

JP71 2 5 6 7 8

D13 4

U9

U12

C1C22

Q1

35

Q233

34P8

JP11

R1

R2

R3

U4

C29

U8 U6

U7 U5

1

C32U24

JP9

U28U17 U20

C33U25

ISBXA

TECOGEN-C188EB12

T2

U18U19U21U26

C26C20

JP8

R9

C17

C21

R10

C23

U27

T1

P7

REV-0

63

64

U22

C30

C18

FILTER

PS1

AC

L F1N F4F2 F3 F5

FRONT OF PANEL

Relays

Opto-22 Board

Interface Board

Microprocessor Board

Microprocessor Power Supply

Fuses

Terminal Strip

Battery Charger

Modem

(rev03-01)

System Description


1

Figu

re 1

.31

Con

trol

Sys

tem

Blo

ck D

iagr

am

CU

STO

ME

R

AC

Pow

erP

hone

Lin

eC

oola

ntP

ump

Sta

rter

Com

pres

sor

Oil

Pum

pS

tart

er

Com

pute

rN

etw

ork

(Opt

iona

l)

Com

ME

NT

Boa

rd

Pro

cess

or B

oard

Mod

em

CO

NTR

OL

CA

BIN

ET

Inte

rfac

e B

oard

Pow

er S

uppl

y

Opt

o B

oard

Bat

tery

Cha

rger

Hou

rmet

erE

FLH

Met

er

PC

M(O

ptio

nal

Em

issi

ons)

Rel

ays

(5)

Dis

play

/K

eypa

d

SK

ID

Rel

ay

Slid

e V

alve

Boa

rd

Gas

Val

veC

ompr

esso

r oil

heat

erA

ux C

omp.

oil

heat

er

Tem

pera

ture

s (7

)P

ress

ures

(6)

Mag

pic

kup

Eng

ine

safe

ties

(5)

Com

pres

sor o

il le

vel

Igni

tion

syst

em

Ste

pper

mot

orS

tart

er

Load

sol

enoi

dU

nloa

d so

leno

idB

ulk

oil p

ump

Bat

tery

Slid

e va

lve

indi

cato

r

(rev03-01)

System Description


1 C

ateg

ory

Sym

bol

Des

crip

tion

Loca

tion

Show

n in

W

iring

Te

coge

n

Fig

ure

Sche

mat

ic

Part

#

Ther

mis

tors

TS

N0

Su

ctio

n Te

mpe

ratu

re

Com

pres

sor/S

uctio

n St

rain

er H

ousi

ng

1.35

Sh

eet 4

72

075

TS

N1

D

isch

arge

Tem

pera

ture

D

isch

arge

Pip

e Be

low

Com

pres

sor

1.35

Sh

eet 4

72

075

TS

N2

C

ompr

esso

r Inl

et O

il Te

mpe

ratu

re

Oil

Filte

r Out

let P

ipin

g

1.35

Sh

eet 4

72

075

TS

N3

O

il Se

para

tor T

empe

ratu

re

Und

ersi

de o

f Oil

Sepa

rato

r (In

let E

nd)

1.35

Sh

eet 4

72

075

TS

N4

En

gine

Coo

lant

Tem

pera

ture

In

take

Man

ifold

(Top

Fro

nt o

f Eng

ine)

1.

35

Shee

t 4

7207

5

TSN

5

Engi

ne O

il Te

mpe

ratu

re

Oil

Coo

ler S

hells

ide

Dis

char

ge

1.35

Sh

eet 4

72

075

TS

N6

D

ump

Hea

t Exc

hang

er O

ut.T

emp.

Tu

besi

de D

isch

arge

1.

35

Shee

t 4

7207

5

TSN

8

OPT

ION

AL C

usto

mer

Pro

cess

Tem

p.

Rem

otel

y M

ount

ed (O

PTIO

N)

1.35

Sh

eet 4

72

075

Pres

sure

PS

N0

Su

ctio

n Pr

essu

re

Belo

w C

ontro

l Pan

el

1.35

Sh

eet 4

78

256

Tran

sduc

ers

PS

N1

D

isch

arge

Pre

ssur

e

Belo

w C

ontro

l Pan

el

1.35

Sh

eet 4

77

565

PS

N2

C

ompr

esso

r Inl

et O

il Pr

essu

re

Belo

w C

ontro

l Pan

el

1.35

Sh

eet 4

77

565

PS

N3

C

ompr

esso

r Oil

Filte

r Inl

et P

ress

. Be

low

Con

trol P

anel

1.

35

Shee

t 4

7756

5

PSN

4

Engi

ne C

oola

nt P

ress

ure

Be

low

Con

trol P

anel

1.

35

Shee

t 4

7825

6

PSN

5

Engi

ne O

il Pr

essu

re

Belo

w C

ontro

l Pan

el

1.35

Sh

eet 4

78

256

Engi

ne/

LS1/

2 Lo

w E

ngin

e O

il Le

vel

Nea

r Eng

ine

Oil

Pan

1.32

& 1

.34

Shee

t 1 &

3

7721

0 C

ompr

esso

r H

TS1

En

gine

Hea

d Th

erm

osta

t (“P

ass.

” Sid

e)

Tap

at F

ront

of E

ngin

e H

ead

1.

32 &

1.3

4 Sh

eet 1

& 3

71

722

Safe

ty

HTS

2

Engi

ne H

ead

Ther

mos

tat (

“Driv

er” S

ide)

Ta

p at

Fro

nt o

f Eng

ine

Hea

d

1.32

& 1

.34

Shee

t 1 &

3

7172

2 Sw

itche

s

ETS

O

PTIO

N E

xhau

st T

herm

osta

t Ex

haus

t Wye

on

Verti

cal T

ube

1.

32 &

1.3

4 Sh

eet 1

& 3

71

722

ES

Em

erge

ncy

Stop

Pus

hbut

ton

Con

trol C

abin

et D

oor

1.32

Sh

eet 1

71

093

Mec

hani

cal

R2

G

as/Ig

nitio

n R

elay

C

ontro

l Cab

inet

Pan

el

1.32

Sh

eet 1

71

973

Rel

ays

R

3

Star

ter R

elay

C

oupl

ing

Gua

rd (“

Pass

enge

r” Si

de)

1.32

& 1

.34

Shee

t 1 &

3

7110

5

R4

C

oola

nt P

ump

Rel

ay

Con

trol C

abin

et P

anel

1.

32

Shee

t 1

7197

3

R

5

Com

pres

sor O

il Pu

mp

Rel

ay

Con

trol C

abin

et P

anel

1.

32

Shee

t 1

7197

3

R6

12

00 W

att O

il H

eate

r Rel

ay

Con

trol C

abin

et P

anel

1.

32 &

1.3

6 Sh

eet 1

& 5

71

973

R

7

Aux.

120

0 W

att O

il H

eate

r Rel

ay

Con

trol C

abin

et P

anel

1.

32 &

1.3

6 Sh

eet 1

& 5

71

973

R

8

Com

pres

sor O

il Le

vel S

enso

r Rel

ay

Con

trol C

abin

et

1.32

& 1

.36

Shee

t 1 &

5

7197

2

J13

St

eppe

r Mot

or C

onne

ctor

(6 p

in)

Top

of E

ngin

e N

ear T

hrot

tle

1.34

Sh

eet 3

N

ote

1

Tabl

e 1.

4 C

ontr

ol S

yste

m C

ompo

nent

s

(rev03-01)

System Description


1 C

ateg

ory

Sym

bol

Des

crip

tion

Loca

tion

Show

n in

W

iring

Te

coge

n

Fig

ure

Sche

mat

ic

Part

#

Fuse

s

F1

Fuse

, Mic

ropr

oces

sor P

ower

Sup

ply,

7A

250V

C

ontro

l Cab

inet

Mai

n Pa

nel (

Top

Rig

ht)

1.32

Sh

eet 1

72

093

F2

Fu

se, C

ontro

l Pan

el, 7

A 25

0V

Con

trol C

abin

et M

ain

Pane

l (To

p R

ight

) 1.

32

Shee

t 1

7209

3

F3

Fuse

, Oil

Hea

ter,

15A

120V

C

ontro

l Cab

inet

Mai

n Pa

nel (

Top

Rig

ht)

1.32

Sh

eet 1

71

863

F4

Fu

se, A

ux #

1 O

il H

eate

r, 15

A 12

0V

Con

trol C

abin

et M

ain

Pane

l (To

p R

ight

) 1.

32

Shee

t 1

7186

3

F5

Fuse

, Aux

. #2

Oil

Hea

ter,

15A

120V

C

ontro

l Cab

inet

Mai

n Pa

nel (

Top

Rig

ht)

1.32

Sh

eet 1

71

863

F6

Fu

se, B

atte

ry C

harg

ing,

7AG

Slo

-Blo

O

n R

elay

R3

(See

R3

Abov

e)

1.32

& 1

.34

Shee

t 1 &

3

7145

4

Non

e

Fuse

s O

pto

22 O

utpu

t Mod

ules

C

ontro

l Cab

inet

Eac

h O

pto

22 O

utpu

t Mod

Not

Sho

wn

78

255

Term

inal

TS

C

usto

mer

Ter

min

al S

trip

C

ontro

l Cab

inet

(Top

) 1.

32,3

3,35

,39

Shee

t 1,2

,4,8

78

061

Strip

s

J7A

An

alog

Inpu

t - T

emps

. Ter

min

al S

trip

(12

pin)

C

ontro

l Cab

. (Bo

ttom

Edg

e of

Inte

rface

Boa

rd)

1.35

Sh

eet 4

N

ote

1

J7

B

Anal

og In

put -

Tem

ps. T

erm

inal

Stri

p (1

2 pi

n)

Con

trol C

ab. (

Botto

m E

dge

of In

terfa

ce B

oard

) 1.

35

Shee

t 4

Not

e 1

J8A

An

alog

Inpu

t - P

ress

. Ter

min

al S

trip

(12

pin)

C

ontro

l Cab

. (Bo

ttom

Rig

ht E

dge

of In

t. Bd

.)

1.35

Sh

eet 4

N

ote

1

J8

B

Anal

og In

put -

Pre

ss. T

erm

inal

Stri

p (1

2 pi

n)

Con

trol C

ab. (

Botto

m R

ight

Edg

e of

Int.

Bd.)

1.

35

Shee

t 4

Not

e 1

J9

Anal

og In

put -

Mis

c. T

erm

inal

Stri

p (1

2 pi

n)

Con

trol C

ab. (

Botto

m R

ight

of I

nter

face

Bd.

) 1.

35

Shee

t 4

Not

e 1

J1A

En

gine

Har

ness

Cab

inet

Con

nect

or (1

2 pi

n)

Con

trol C

ab. (

Bot.

Left

Edge

of I

nt. B

oard

) 1.

34

Shee

t 3

Not

e 1

J1B

En

gine

Har

ness

Cab

inet

Con

nect

or (1

2 pi

n)

Con

trol C

ab. (

Bot.

Left

Edge

of I

nt. B

oard

) 1.

34

Shee

t 3

Not

e 1

J1

1

Inte

rface

Boa

rd M

PS C

onne

ctor

(4 p

in)

Con

trol C

ab. (

Top

Left

Edge

of I

nter

face

Bd.

) 1.

38

Shee

t 7

Not

e 1

Dio

des

D

1

Batte

ry C

harg

er C

ircui

t Dio

de

On

Cop

per B

ar M

ount

ed to

R3

(See

R3

Abov

e)

1.32

& 1

.34

Shee

t 1 &

3

7111

5 D

igita

l I/O

M

O-0

M

icro

proc

esso

r Bd.

Out

put O

pto

Step

per M

otor

M

icro

proc

esso

r Boa

rd, M

ain

Con

trol P

anel

1.

32 &

1.3

4 Sh

eet 1

& 3

78

133

Mod

ules

M

O-1

M

icro

proc

esso

r Bd.

Out

put O

pto

Step

per M

otor

M

icro

proc

esso

r Boa

rd, M

ain

Con

trol P

anel

1.

32 &

1.3

4 Sh

eet 1

& 3

78

133

M

O-2

M

icro

proc

esso

r Bd.

Out

put O

pto

Step

per M

otor

M

icro

proc

esso

r Boa

rd, M

ain

Con

trol P

anel

1.

32 &

1.3

4 Sh

eet 1

& 3

78

133

M

O-3

M

icro

proc

esso

r Bd.

Out

put O

pto

Step

per M

otor

M

icro

proc

esso

r Boa

rd, M

ain

Con

trol P

anel

1.

32 &

1.3

4 Sh

eet 1

& 3

78

133

M

O-4

M

icro

proc

esso

r Bd.

Out

put O

pto

Star

ter R

elay

M

icro

proc

esso

r Boa

rd, M

ain

Con

trol P

anel

1.

32 &

1.3

4 Sh

eet 1

& 3

78

133

M

O-5

M

icro

proc

esso

r Bd.

Out

put O

pto

Gas

/Ign

Rel

ay

Mic

ropr

oces

sor B

oard

, Mai

n C

ontro

l Pan

el

1.32

Sh

eet 1

78

133

M

O-6

M

icro

. Boa

rd O

utpu

t Opt

o EF

LH H

ourm

eter

M

icro

proc

esso

r Boa

rd, M

ain

Con

trol P

anel

1.

32

Shee

t 1

7813

3

MO

-7

Mic

ro. B

oard

Out

put O

pto

Coo

lant

Pum

p R

elay

M

icro

proc

esso

r Boa

rd, M

ain

Con

trol P

anel

1.

32

Shee

t 1

7813

3

MO

-8

Mic

ro. B

d. O

utpu

t Opt

o C

omp.

Oil

Pum

p R

elay

M

icro

proc

esso

r Boa

rd, M

ain

Con

trol P

anel

1.

32

Shee

t 1

7813

3

MO

-9

Mic

ro. B

oard

Out

put O

pto

Oil

Hea

ter R

elay

M

icro

proc

esso

r Boa

rd, M

ain

Con

trol P

anel

1.

32

Shee

t 1

7813

3

M

O-1

0 M

icro

. Bd.

Out

put O

pto

Aux.

Oil

Hea

ter R

elay

M

icro

proc

esso

r Boa

rd, M

ain

Con

trol P

anel

1.

32

Shee

t 1

7813

3

MO

-11

Mic

ropr

oces

sor B

oard

Out

put O

pto

Key-

Up

M

icro

proc

esso

r Boa

rd, M

ain

Con

trol P

anel

1.

39

Shee

t 8

78

133

M

I-0

Mic

ropr

oces

sor B

oard

Inpu

t Opt

o H

TS1

& 2

M

icro

proc

esso

r Boa

rd, M

ain

Con

trol P

anel

1.

32 &

1.3

4 Sh

eet 1

& 3

78

134

M

I-4

Mic

ropr

oces

sor B

oard

Inpu

t Opt

o LS

1

Mic

ropr

oces

sor B

oard

, Mai

n C

ontro

l Pan

el

1.32

& 1

.34

Shee

t 1 &

3

7813

4

MI-6

M

icro

. Boa

rd In

put O

pto

Low

Coo

lant

Flo

w

Mic

ropr

oces

sor B

oard

, Mai

n C

ontro

l Pan

el

1.39

Sh

eet 8

78

134

M

I-7

Mic

ropr

oces

sor B

oard

Inpu

t Opt

o C

heck

Eng

ine

M

icro

proc

esso

r Boa

rd, M

ain

Con

trol P

anel

1.

39

Shee

t 8

7813

4

M

I-8

Mic

ro. B

oard

Inpu

t Opt

o C

ompr

esso

r Oil

Leve

l M

icro

proc

esso

r Boa

rd, M

ain

Con

trol P

anel

1.

32

Shee

t 1

7813

4

MI-9

M

icro

. Boa

rd In

put O

pto

Key

Pad

Lock

out

M

icro

proc

esso

r Boa

rd, M

ain

Con

trol P

anel

1.

39

Shee

t 8

7813

4

Tabl

e 1.

4 C

ontin

ued

(rev03-01)

System Description


1 C

ateg

ory

Sym

bol

Des

crip

tion

Loca

tion

Show

n in

W

iring

Te

coge

n

Fig

ure

Sche

mat

ic

Part

#

Dig

ital I

/O

OPM

0

AC O

ut L

oad

Sole

noid

O

pto

Boar

d, M

ain

Con

trol P

anel

1.

32

Shee

t 1

7805

6 M

odul

es

OPM

1

AC O

ut U

nloa

d So

leno

id

Opt

o Bo

ard,

Mai

n C

ontro

l Pan

el

1.32

Sh

eet 1

78

056

Con

tinue

d O

PM2

AC

Out

Bul

k O

il Pu

mp

O

pto

Boar

d, M

ain

Con

trol P

anel

1.

32

Shee

t 1

7805

6

OPM

3

AC O

ut A

larm

Sta

tus

O

pto

Boar

d, M

ain

Con

trol P

anel

1.

39

Shee

t 8

7805

6

OPM

4

AC O

ut P

re-A

larm

Sta

tus

O

pto

Boar

d, M

ain

Con

trol P

anel

1.

39

Shee

t 8

7805

6

OPM

5

AC O

ut C

ontro

l Sta

tus

O

pto

Boar

d, M

ain

Con

trol P

anel

1.

39

Shee

t 8

7805

6

OPM

6

AC O

ut R

emot

e &

Exte

rnal

Mod

e

Opt

o Bo

ard,

Mai

n C

ontro

l Pan

el

1.39

Sh

eet 8

78

056

O

PM7

Ec

onom

izer

Sol

enoi

d O

pto

Boar

d, M

ain

Con

trol P

anel

1.

39

Shee

t 8

7805

6

OPM

8

Bala

nce

Pist

on S

olen

oid

Opt

o Bo

ard,

Mai

n C

ontro

l Pan

el

1.39

Sh

eet 8

78

056

O

PM9

D

C In

Dig

ital C

ount

er

Opt

o Bo

ard,

Mai

n C

ontro

l Pan

el

1.39

Sh

eet 8

78

132

O

PM10

D

C In

Dig

ital C

ount

er

Opt

o Bo

ard,

Mai

n C

ontro

l Pan

el

1.39

Sh

eet 8

78

132

O

PM11

D

C In

Dig

ital C

ount

er

Opt

o Bo

ard,

Mai

n C

ontro

l Pan

el

1.39

Sh

eet 8

78

132

O

PM12

D

C In

Dig

ital C

ount

er

Opt

o Bo

ard,

Mai

n C

ontro

l Pan

el

1.39

Sh

eet 8

78

132

O

PM13

AC

In R

emot

e St

op E

nabl

e

Opt

o Bo

ard,

Mai

n C

ontro

l Pan

el

1.39

Sh

eet 8

78

057

O

PM14

AC

In R

emot

e En

able

O

pto

Boar

d, M

ain

Con

trol P

anel

1.

39

Shee

t 8

7805

7

OPM

15

AC In

Loc

al E

nabl

e

Opt

o Bo

ard,

Mai

n C

ontro

l Pan

el

1.39

Sh

eet 8

78

057

O

PM16

AC

In O

il Pu

mp

Star

ter A

ux.

Opt

o Bo

ard,

Mai

n C

ontro

l Pan

el

1.32

Sh

eet 1

78

057

O

PM17

AC

In S

afet

y #

1

Opt

o Bo

ard,

Mai

n C

ontro

l Pan

el

1.39

Sh

eet 8

78

057

O

PM18

AC

In S

afet

y #

2

Opt

o Bo

ard,

Mai

n C

ontro

l Pan

el

1.39

Sh

eet 8

78

057

O

PM19

AC

In S

afet

y #

3

Opt

o Bo

ard,

Mai

n C

ontro

l Pan

el

1.39

Sh

eet 8

78

057

O

PM20

AC

In S

afet

y #

4

Opt

o Bo

ard,

Mai

n C

ontro

l Pan

el

1.39

Sh

eet 8

78

057

O

PM21

AC

In P

re-A

larm

# 1

O

pto

Boar

d, M

ain

Con

trol P

anel

1.

39

Shee

t 8

7805

7

OPM

22

AC In

Pre

-Ala

rm #

2

Opt

o Bo

ard,

Mai

n C

ontro

l Pan

el

1.39

Sh

eet 8

78

057

O

PM23

AC

In P

re-A

larm

# 3

O

pto

Boar

d, M

ain

Con

trol P

anel

1.

39

Shee

t 8

7805

7

OPM

24

AC In

Pum

p-D

own

Initi

ate

O

pto

Boar

d, M

ain

Con

trol P

anel

1.

39

Shee

t 8

7805

7

O

PM25

AC

In R

emot

e St

art/S

top

Enab

le

Opt

o Bo

ard,

Mai

n C

ontro

l Pan

el

1.39

Sh

eet 8

78

057

O

PM26

AC

In E

xter

nal L

oad

O

pto

Boar

d, M

ain

Con

trol P

anel

1.

39

Shee

t 8

7805

7

OPM

27

AC In

Ext

erna

l Unl

oad

O

pto

Boar

d, M

ain

Con

trol P

anel

1.

39

Shee

t 8

7805

7

OPM

28

AC In

Cap

acity

Con

trol P

ress

ure/

Tem

pera

ture

O

pto

Boar

d, M

ain

Con

trol P

anel

1.

39

Shee

t 8

7805

7

OPM

29

OPE

N

Opt

o Bo

ard,

Mai

n C

ontro

l Pan

el

1.39

Sh

eet 8

78

057

O

PM30

O

PEN

O

pto

Boar

d, M

ain

Con

trol P

anel

1.

39

Shee

t 8

7805

7

O

PM31

O

PEN

Tabl

e 1.

4 C

ontin

ued

(rev03-01)

System Description


1 Ta

ble

1.4

Con

tinue

d

Cat

egor

y Sy

mbo

Des

crip

tion

Loca

tion

Show

n in

W

iring

Te

coge

n

Fig

ure

Sche

mat

ic

Part

#

DC

Pow

er

MPS

M

icro

proc

esso

r Pow

er S

uppl

y (+

12, -

12, +

5 V)

C

ontro

l Cab

inet

Mai

n Pa

nel

1.32

& 1

.38

Shee

t 1 &

7

7723

7 Su

pplie

s

BC

Batte

ry C

harg

er (C

rank

ing,

+13

.8 V

dc)

Con

trol C

abin

et M

ain

Pane

l 1.

32,3

4,37

Sh

eet 1

,3 &

6

7727

5

Prin

ted

N

one

M

odem

C

ontro

l Cab

inet

Mai

n Pa

nel

1.

38

Shee

t 7

7795

0 C

ircui

t N

one

M

icro

proc

esso

r Boa

rd

Con

trol C

abin

et M

ain

Pane

l

Not

Sho

wn

77

965

Boa

rds

Non

e

Inte

rface

Boa

rd

Con

trol C

abin

et M

ain

Pane

l

Not

Sho

wn

78

054

& M

isc.

N

one

Sl

ide

Valv

e Bo

ard

(not

requ

ired o

n boo

ster m

odels

) C

ontro

l Cab

inet

Mai

n Pa

nel

1.35

& 1

.39

Shee

t 4 &

8

7805

8 D

evic

es

Non

e

Opt

o 22

Boa

rd

Con

trol C

abin

et M

ain

Pane

l

Not

Sho

wn

78

055

N

one

D

ispl

ay B

oard

C

ontro

l Cab

inet

Insi

de o

f Doo

r

Not

Sho

wn

77

991

N

one

C

omM

ENT

Boar

d (O

PTIO

N)

Con

trol C

abin

et M

ain

Pane

l

Not

Sho

wn

N

ote

1

Mis

c. S

kid

N

one

C

oola

nt P

ump

Be

low

Oil

Sepa

rato

r 1.

33

Shee

t 2

7826

1 M

ount

ed

Non

e

Oil

Hea

ter

Botto

m o

f Oil

Sepa

rato

r 1.

32 &

1.3

6 Sh

eet 1

& 5

78

262

Dev

ices

N

one

Au

x #

1 O

il H

eate

r Bo

ttom

of O

il Se

para

tor

1.32

& 1

.36

Shee

t 1 &

5

7826

2

Non

e

Aux.

# 2

Oil

Hea

ter

Botto

m o

f Oil

Sepa

rato

r 1.

32 &

1.3

6 Sh

eet 1

& 5

78

262

N

one

C

ompr

esso

r Oil

Pum

p 16

S &

16L

Belo

w O

il Se

para

tor

1.33

Sh

eet 2

29

0-00

0910

-022

Non

e

Com

pres

sor O

il Pu

mp

23M

B &

23LB

Be

low

Oil

Sepa

rato

r 1.

33

Shee

t 2

290-

0009

10-0

30

N

one

Li

quid

Inje

ctio

n So

leno

id (O

PTIO

N)

Rea

r of P

acka

ge B

elow

Eng

ine

Oil

Coo

ler

1.32

& 1

.36

Shee

t 1 &

5

7824

2

Non

e

Econ

omiz

er S

olen

oid

(OPT

ION

) En

d of

Pac

kage

(Com

pres

sor E

nd)

N

ot S

how

n N

ote

1

N

one

En

gine

Fue

l (G

as) S

olen

oids

Be

hind

Con

trol C

abin

et

1.32

& 1

.36

Shee

t 1 &

5

7257

3

Non

e

Star

ter S

olen

oid

( Eng

ine

Cra

nk S

yste

m)

Cou

plin

g G

uard

1.

32 &

1.3

4 Sh

eet 1

& 3

w

/mot

or

N

one

St

arte

r (En

gine

Cra

nkin

g M

otor

) En

gine

Blo

ck (“

Pass

enge

r” Si

de)

1.32

& 1

.34

Shee

t 1 &

3

7103

1

Non

e

Mag

netic

Spe

ed P

ick-

Up

N

ext t

o En

gine

Fly

whe

el

1.34

Sh

eet 3

71

073

N

one

Em

issi

on C

ontro

ller (

“PC

M”,

OPT

ION

) C

ontro

l Cab

inet

, Mai

n Pa

nel (

Left

Side

) 1.

39

Shee

t 8

7791

5

Non

e

Keyp

ad L

ocko

ut (O

PTIO

N)

Con

trol C

abin

et, D

oor M

ount

ed

1.39

Sh

eet 8

N

ote

1

N

one

Pa

nel A

ir Pu

rge

(OPT

ION

) C

ontro

l Cab

inet

1.

39

Shee

t 8

Not

e 1

(rev03-01)

System Description


1 C

ateg

ory

Sym

bol

Des

crip

tion

Loca

tion

Show

n in

W

iring

Te

coge

n

Fig

ure

Sche

mat

ic

Part

#

Mis

c.

Non

e

Bulk

Oil

Syst

em P

ump

(Eng

ine

Oil

Supp

ly)

On

Bulk

Oil

Dru

m

1.32

Sh

eet 1

76

852

Off-

Skid

N

one

C

ompr

esso

r Oil

Pum

p St

arte

r R

emot

e Pa

nel

1.33

Sh

eet 2

N

/A

Mou

nted

N

one

En

gine

Coo

lant

Pum

p St

arte

r R

emot

e Pa

nel

1.33

Sh

eet 2

N

/A

Dev

ices

N

one

D

ump

HX

Boos

t Pum

p (2

08/2

40 V

OPT

ION

) D

ump

HX

Wat

er S

uppl

y

1.33

& 1

.39

Shee

t 2 &

8

N/A

Non

e

Aux.

Saf

etie

s #1

-#4

(OPT

ION

) Si

te

1.39

Sh

eet 8

N

/A

N

one

Au

x. P

re-A

larm

#1-

#3 (O

PTIO

N)

Site

1.

39

Shee

t 8

N/A

Non

e

Low

Coo

lant

Flo

w A

larm

(OPT

ION

) D

ump

Hea

t Exc

hang

er C

usto

mer

Sid

e 1.

39

Shee

t 8

N/A

Non

e

Alar

m N

otifi

catio

n (L

ight

or B

ell,

Site

V)

Site

1.

39

Shee

t 8

N/A

N

one

Pr

e-Al

arm

Not

ifica

tion

(Lt.

or B

ell,

Site

V, O

PTIO

N)

Site

1.

39

Shee

t 8

N/A

Non

e

Con

trol S

tatu

s (O

PTIO

N)

Site

1.

39

Shee

t 8

N/A

Non

e

Pum

pdow

n In

itiat

e Sw

itch

(OPT

ION

) Si

te

1.39

Sh

eet 8

N

/A

N

one

R

emot

e C

ontro

l & S

eque

nce

(OPT

ION

) Si

te

1.39

Sh

eet 8

N

/A

N

one

Pr

oces

s Te

mpe

ratu

re (O

PTIO

N)

Site

1.

39

Shee

t 8

N/A

Non

e

Rem

ote

Ope

ratio

n (O

PTIO

N)

Site

1.

39

Shee

t 8

N/A

N

one

C

atal

yst T

empe

ratu

res

(OPT

ION

) Ex

haus

t Cat

alys

t Inl

et &

Out

let

1.35

& 1

.39

Shee

t 4 &

8

N/A

Non

e

Cus

tom

er S

etpo

int I

nput

(0-1

0 Vd

c, O

PTIO

N)

Site

1.

39

Shee

t 8

N/A

Non

e

Cus

tom

er S

tart

Switc

h (O

PTIO

N)

Site

1.

39

Shee

t 8

N/A

Cab

les

N

one

50

Pin

Rib

bon

Cab

le (O

PTO

22

Boar

d)

Con

trol C

abin

et

N

ot S

how

n

7806

4

Non

e

14 P

in R

ibbo

n C

able

(Mod

em C

able

) C

ontro

l Cab

inet

Not

Sho

wn

78

063

N

one

40

Pin

Rib

bon

Cab

le (I

nter

face

Boa

rd to

Dis

play

) C

ontro

l Cab

inet

Not

Sho

wn

78

062

N

one

R

J-11

Pho

ne (P

hone

Lin

e In

put)

C

ontro

l Cab

inet

to P

hone

Sys

tem

Not

Sho

wn

71

914

N

one

14

Pin

Rib

bon

Cab

le

Con

trol C

abin

et

N

ot S

how

n

Not

e 1

(C

omM

ENT

Bd to

MP

Bd, O

PTIO

N)

N

one

Em

issi

on E

ngin

e H

arne

ss (O

PTIO

N)

Con

trol C

abin

et to

Eng

ine

N

ot S

how

n m

odifi

ed 7

7822

N

ote:

1.

C

onsu

lt Fa

ctor

y

Tabl

e 1.

4 C

ontin

ued

(rev03-01)

System Description


1

Note Table 1.4 is an important reference that can be used in conjunction with the electrical schematics (Figures 1.32 through 1.39) in troubleshooting and repair of the TecoFROST control systems.

1.4.3 Electrical Schematics Eight electrical schematics for the TecoFROST are provided in this manual as Figures 1.32 through 1.39. Tecogen’s documentation control lists all 8 of these drawings under Drawing Number 190-00-001 (sheets 1 through 8). Consequently, schematics are sometimes referred to as “Sheet 1”, “Sheet 2”, etc. (such as in Table 1.4). The area covered by each of these sheets is:

Sheet 1 (Figure 1.32) - This is an overall schematic of the TecoFROST unit in “ladder” format. It has been divided into 2 ladders for each of the TecoFROST voltages: 13.8 Vdc, and 120 Vac. This schematic contains most of what is shown in the other schematics, but in less detail. It does not contain sensor wiring (pressures and temperatures) or customer options.

Sheet 2 (Figure 1.33) - This schematic shows in detail the field wiring to the unit. Its purpose is largely to direct the installing contractor and is mostly duplicated in Sheet 1, but in less detail.

Sheet 3 (Figure 1.34) - This schematic shows in detail the engine harness (13.8 Vdc). This harness begins at the 12 pin plug type connectors (J1A & J1B) located at the lower left edge of the Interface Board. The Harness exits the Control Cabinet through its bottom and branches to various devices related to the engine (throttle actuator, magnetic speed pick-up, level switches, temperature switches, ignition system, cranking system, etc.). This information is also contained in Sheet 1, but in less detail.

Sheet 4 (Figure 1.35) - This schematic shows in detail the TecoFROST’s wiring for analog sensors (temperatures, pressures, slide valve, optional set point input). This wiring begins at terminal input strips (J7A&B for temperature, J8A&B for pressure,slide valve, and optional setpoint input; and J9 for miscellaneous inputs). The wiring terminates at various pressure transducers (6 mounted directly below the Control Cabinet), the slide valve board (mounted in the Control Cabinet), and thermistors (7 mounted at various locations on the unit. The wiring presented on Sheet 4 is not contained in Sheet 1, or elsewhere.

Sheet 5 (Figure 1.36) - This schematic shows in detail the AC power wiring on the unit. This wiring, much like the analog sensor wiring, begins at the base of the Control Cabinet and terminates at various devices on the TecoFROST package. This wiring is also run in conduit. The information contained on Sheet 5 is also contained on Sheet 1 but in less detail.

Sheet 6 (Figure 1.37) - This schematic shows in detail the engine battery power supply. All wiring shown in this schematic is contained within the Control Cabinet and is shown, in less detail, in Sheet 1.

Sheet 7 (Figure 1.38) - This schematic shows the microprocessor power supply and interconnected devices ( slide valve board, ac filter, and modem). This wiring is not shown in Sheet 1, or elsewhere.

Sheet 8 (Figure 1.39) - This schematic shows available TecoFROST optional wiring. This information is not contained in Sheet 1, or elsewhere.

Note Cables (wiring between circuit boards in bundled groups) are not shown in the TecoFROST electrical schematics. Refer to Table 1.4 for a listing of cables. Figure 1.31 depicts the cables schematically.

Note Cables generally terminate at plug-in connectors on printed circuit boards. These are referred to as J1, J2, etc. Always refer to Figure 1.31 to determine the proper connection points for each cable. Refer to Appendix N to discern which connector is J1, J2, etc. on any particular circuit board.

Note The terminal posts of the starter relay (R3) are not labeled by the manufacturer. Refer to the Figure 1.34 Sheet 3 sketch showing the labeling convention of R3’s terminals.

(rev03-01)

System Description


1

Figu

re 1

.32

Mai

n W

iring

Sch

emat

ic

J1A-

5

J1A-

7

J1A-

8

J1A-

10

J1A-

11

COM

PRES

SOR

OIL

PUM

P

ES

J2-3

MO

-5

IGN

ITIO

N

STAR

TER

STAR

TER

SO

LEN

OID

13.8

VD

CPO

WER

SUPP

LYV+

V

-

+13.

8VD

C13

.8 V

DC

GN

D

13.8

VD

CPO

WER

SUPP

LY

SUPP

LYPO

WER

MIC

RO

PRO

CESS

OR

NL1

WIR

ING

OUT

SID

E

CUST

OM

ER

F2

STEP

PER

MO

TOR

120

VAC

BATT

ERY

BULK

OIL

SYS

TEM

PUM

P R

ECEP

TACL

E

R3

R3-

2R

3-1

MO

-0

MO

-1

MO

-2

MO

-3

MO

-4

HTS

1H

TS2

+13.

8V-

R3

R3-

3R

3-4

R2

R2-

2R

2-7

GAS

/IG

NR

ELAY

STAR

TER

REL

AY

R3-

6R

3-5

R3

F6

D1

MO

-8

OPM

-1O

PS-4

OPS

-3

MPS

-HO

T

MPS

-NEU

T

BC-H

OT

BC-N

EUT

R4

R6

OIL

HEA

TER

REL

AY

COO

LAN

T PU

MP

REL

AY

J3-1

0M

I-8J3

-9

GAS

SO

LEN

OID

R2-

3R

2-1

R2

MPS

BC OPS

OPM

MO

MI

TS LS1

LS2

HTS

1H

TS2

ETS

R2

R3

R5

R6

R7

F1 F2 F3 F4 F5 D1

MIC

RO

PRO

CESS

OR

PO

WER

SUP

PLY

BATT

ERY

CHAR

GER

OPT

O T

ERM

INAL

STR

IPO

PTO

MO

DUL

EM

ICR

OPR

OCE

SSO

R B

OAR

D O

UTPU

T O

PTO

MIC

RO

PRO

CESS

OR

BOA

RD

INPU

T O

PTO

CUST

OM

ER T

ERM

INAL

STR

IPLO

W E

NG

INE

OIL

LEVE

LH

IGH

EN

GIN

E O

IL L

EVEL

HEA

D T

HER

MO

STAT

PAS

SEN

GER

'S S

IDE

HEA

D T

HER

MO

STAT

DR

IVER

'S S

IDE

EXH

AUST

TH

ERM

OST

ATG

AS/I

GN

ITIO

N R

ELAY

STAR

TER

REL

AY

COM

PRES

SOR

OIL

PUM

P R

ELAY

1200

WAT

T O

IL H

EATE

R R

ELAY

AUX

1200

WAT

T O

IL H

EATE

R R

ELAY

FUSE

, MIC

RO

PRO

CESS

OR

PO

WER

SUP

PLY,

7A

250V

FUSE

, CO

NTR

OL

PAN

EL, 7

A 25

0VFU

SE, O

IL H

EATE

R, 1

5A 1

20V

FUSE

, AUX

#1

OIL

HEA

TER

,15A

120

VFU

SE, A

UX #

2 O

IL H

EATE

R, 1

5A 1

20V

BATT

ERY

CHAR

GER

DIO

DE

LEG

END

J13-

3

J13-

4

J13-

6

J1B-

13ET

S

OPT

ION

CON

TRO

L CA

BIN

ET

2

R6-

3R

6-1

OIL

HEA

TER

(SEP

ARAT

OR

)

F3

J13

STEP

PER

MO

TOR

CON

NEC

TOR

(8 P

IN)

ESEM

ERG

ENCY

STO

P SW

ITCH

EXH

AUST

HEA

T R

ECO

VER

Y O

PTIO

N.

2

WIR

ING

EMER

GEN

CYST

OP

MO

-6J2

-4EF

LH

HO

URM

ETER

HO

URM

ETER

UNLO

AD S

OLE

NO

ID

LS2

TOTA

L R

UN

COO

LAN

T PU

MP

REL

AYR

4

F1R

ELAY

LOAD

SO

LEN

OID

OPS

-2O

PM-0

OPS

-1

OPM

-16

1M A

UXO

IL P

UMP

STAR

TER

OPS

-33

TS-4

OPS

-34

"SO

C"/O

IL C

OO

LER

SO

LEN

OID

MI-0

J13-

2J1

A-6

J13-

5J1

A-9

J1A-

4

LS1

MI-4

J1B-

20 &

21

SEN

SEJ1

A-1

R2-

6

R2

R2-

8

R5

R7-

3R

7-1

F4

AUX

#1 O

IL H

EATE

R (S

EPAR

ATO

R)

AUX

#2 O

IL H

EATE

R (S

EPAR

ATO

R)

R7-

8

F5

R7-

6

AUX

#1 O

IL H

EATE

R R

ELAY

R7

AC L

INE

FILT

ER

J2-1

5

J2-1

6J1

A-2

IGN

ITIO

NCO

IL

TS-3

GAS

SO

LEN

OID

J1A-

3

J1A-

12

R5-

2R

5-7

MO

-7

R4-

2R

4-7

M0-

9

R6-

2R

6-7

MO

-10

R7-

2R

7-7

J2-2

J2-1

J2-6

J2-5

J2-7

J2-8

MPS

-GN

D

BC-G

ND

TS-5

FUSE

, BAT

TER

Y CH

ARG

ING

, 7AG

SLO

-BLO

F6

ENG

INE

HAR

NES

S CO

NN

ECTO

RJ1 J2

INTE

RFA

CE B

OAR

D D

C CO

NN

ECTO

RO

PM-2

OPS

-5O

PS-6

SPAR

E D

IGIT

AL I/

O C

ON

NEC

TOR

J3

J13-

1

1

1

AUX.

OIL

HEA

TER

OPT

ION

.1

ARE

LEAS

ED F

OR

PRO

DUC

TIO

N

5-27

-97

Teco

FROS

TW

IRIN

G SC

HEM

ATIC

MAI

N

D19

0-00

-001

D

45 F

irst

Ave

nue

Wal

tham

,MA

0225

4-90

46

DR

AW

ND

ATE

ENG

INEE

R

TITL

E:

SIZE

DRA

WIN

G N

UMBE

RCA

DR

EVSH

EET

NUM

BER

PRODUCTION PART NUMBER:

R8-

1R

8-3

R8

COM

PRES

SOR

OIL

LEV

EL S

WIT

CHO

IL L

EVEL

SW

ITCH

REL

AYR

8

COM

PRES

SOR

OIL

LEV

EL R

ELAY

R8

BUP

DAT

ED T

O A

S BU

ILT

R8-

2R

8-7

OPM

-8O

PS-1

7SO

LEN

OID

OPS

-18

BALA

NCE

PIS

TON

23L,

23M

, AN

D 2

3MB

COM

PRES

SOR

S O

NLY

.3

3

CAD

DED

ECO

NO

MIZ

ER O

PTIO

ND

REV

ISED

TO

REV

.D W

ITH

NO

CHA

NGE

TO

TH

IS D

WG.

(rev03-01)

System Description


1

Figu

re 1

.33

Fie

ld W

iring

Sch

emat

ic

GRO

UND

CON

TRO

L PA

NEL

CUST

OMER

PO

WER

CON

NEC

TIO

N

LBSW

ITCH

ED L

INE

TER

MIN

AL B

LOCK

GG

RO

UND

TER

MIN

AL B

LOCK

NN

EUTR

AL T

ERM

INAL

BLO

CK

R4

R5

LEG

END

TSCU

STO

MER

TER

MIN

AL S

TRIP

COM

PRES

SOR

OIL

PUM

P R

ELAY

COO

LAN

T PU

MP

REL

AY

NO

TES:

1.TH

IS D

RAW

ING

IS A

GUI

DE

FOR

A T

YPIC

AL S

TAR

TER

AN

D F

IELD

WIR

ING

ON

LY.

ACTU

AL S

TAR

TER

DES

IGN

MAY

DIF

FER

FO

R V

ARIO

US M

ANUF

ACTU

RER

S.

ALL

FIEL

D W

IRIN

G S

HO

WN

IS M

AND

ATO

RY

EXCE

PT O

PTIO

NAL

EN

GIN

E CO

OLA

NT

2. 3.AL

L FI

ELD

, PO

WER

, AN

D C

ONTR

OL

WIR

ING

, NO

T BY

TEC

OG

EN.

4.

MEC

HAN

ICAL

PO

WER

WIR

ING

IS T

O B

E W

IRED

INTO

CO

NTR

OL

PAN

EL T

HR

OUGH

REF

ER T

O M

OTO

R N

AMEP

LATE

FO

R A

CTUA

L W

IRIN

G S

CHEM

ATIC

.

3/4"

LIQ

UID

TIG

HT

CON

DUI

T.

FIEL

D W

IRIN

G R

EQUI

REM

ENTS

.R

4-1,

R4-

3,R

5-1,

R5-

3,R4

-6,R

4-8

TS3,

TS4

L,N

,GN

DAL

L CO

ND

UCTO

RS

ARE

TO B

E CO

PPER

600

V IN

SULA

TIO

N.

14 A

WG

MIN

IMUM

14 A

WG

MIN

IMUM

10 A

WG

MIN

IMUM

7.AL

L W

IRIN

G M

UST

BE P

ER T

HE

LATE

ST E

DIT

ION

OF

THE

N.E

.C. A

ND

CO

NFO

RM

TO L

OCA

L CO

DES

.

BOO

ST P

UMP

STAR

TER

.

NEU

TRAL

110/

115V

50/

60HZ

LIN

E TE

RM

INAL

BLO

CKL

208-230/460V

3PH60HZ

STANDARD

60HZ 3PH 208-230/460V

STANDARD

60HZ 3PH 208-230/460V

1PH 120V50/60HZ

5-27

-97

Teco

FROS

TW

IRIN

G SC

HEM

ATIC

FIEL

D W

IRIN

G

D19

0-00

-001

D

45 F

irst

Ave

nue

Wal

tham

,MA

0225

4-90

46

DR

AW

ND

ATE

ENG

INEE

R

TITL

E:

SIZE

DRA

WIN

G N

UMBE

RCA

DR

EVSH

EET

NUM

BER


REV

DES

CRIP

TION

DAT

EBY

APPR

5 6

65

C28

RN6

RN4

U24U23

U28 U30U29

U22

U27

U21

J9

U32

J7

C16

U31

1

U44

U45

J8

U25

RN1

7U5

3 C15 S4

RN1

8U5

4

U51RN1

5

C17 S3S2

RN1

6U5

2

RN2

1

S8

RN2

2

U57

U58

RN1

9

S7S6

RN2

0

U55

U56

U11U2

3

C15

C10 C5 C11

JP6

J10

C11

C13

P1U14

C14

R1

C12

U13

11JP5

C81

1

R5

R6

U16

C31

P2

U10

U15R8

R7

C25C6

J2

D5

++

+

P6P4

Y2--

C7

- OSC

1

B1

J11

C27

1

Copy

right

199

7, A

ll Ri

ghts

Res

erve

d

U3

R.L.

C. E

nter

prise

s, In

c.

RP1 R7

Y1C3 C2

L1

C4

S1

J4

C34

C16

C19

1 12C9

C24

1JP3

JP21

1

U2

U1

JP4 R

4

S5RP2 JP

71

25

67

8D

13

4

U9 U12

C1C2

2

Q1

35

Q2

3334P8 JP

11

R1R2R3

U4

C29

U8U6

U7U5

1

C32U2

4

JP9

U28

U17

U20

C33

U25 ISBX

A

TEC

OG

EN-C

188E

B12

T2

U18

U19

U21

U26

C26

C20

JP8R9

C17

C21

R10 C23

U27

T1

P7

REV

-0

6364

U22C3

0

C18

LN

TER

MIN

AL S

TRIP

REL

AYS

ARE

LEAS

ED F

OR

PRO

DUC

TIO

NB

UPD

ATED

TO

AS

BUIL

TC

ADD

ED E

CON

OM

IZER

OPT

ION

DR

EVIS

ED T

O R

EV.D

WIT

H N

O C

HAN

GE T

O T

HIS

DW

G.

(rev03-01)

System Description


1

Figu

re 1

.34

Eng

ine

Harn

ess

Wiri

ng S

chem

atic

-+

STEP

PER

MO

TOR

COLO

R C

OD

EFO

R"A

IRPA

X"M

OTO

RM

OTO

R"H

URST

"FO

RCO

LOR

CO

DE

OR

J2-1

6

BLK(

18)

RED

(18)

RED

(18)

RED

(18)

BLK(

18)

RED

(18)

BLK(

16)

#104

#105

#106

#107

#111

#112

BLK(

18)

RED

(16)

ETS

HTS

1

LS1

ENG

INE

BLO

CK

GR

OUN

D O

NR

3 BR

ACKE

T

R3-

1R

3-2

R3

MAG

NET

IC

1 2 3 4 5 6 7 887654321

GR

Y

RED

/BLK

YEL

GR

Y

RED

/BLK

YEL

WH

T

WH

T/BL

K

BLK

BLU

WH

T/BL

U

RED

ENG

INE

HAR

NES

S LE

GEN

D

ETS

EXH

AUST

TH

ERM

OST

ATLS

1LO

W E

NG

INE

OIL

LEV

ELLS

2H

IGH

EN

GIN

E O

IL L

EVEL

HTS

1H

EAD

TH

ERM

OST

AT P

ASSE

NG

ERS

SID

EH

TS2

HEA

D T

HER

MO

STAT

DR

IVER

S SI

DE

R3

STAR

TER

REL

AYD

1BA

TTER

Y CH

ARG

ER C

IRCU

IT D

IOD

E

J13

STEP

PER

MO

TOR

CO

NN

ECTO

R (8

PIN

)

1 2

R3-

3

R3-

4

R3-

5

R3-

6D

1

R3

NO

TES:

R3

STAR

TER

REL

AY

1

(BLK

)

(RED

)

1

SLEE

VE

J1A

AB

J13

BATT

ERY

3

56

41

2

R3

2

F6FU

SE, S

TAR

TER

REL

AY, 7

A SL

O-B

LO

EXH

AUST

HEA

T R

ECO

VER

Y O

PTIO

N O

NLY

.

STAR

TER

#122

RED

#121

RED

LS2

STAR

TIN

GM

OTO

R

RED

(18)

#108

#109

BLK(

18)

DIS

TRIB

UTO

R HTS

2

J2-1

5

MO

-0

GN

D

MO

-2

MO

-3

MO

-4

8 12111097654321

+13.

8V

GN

D.

MO

-1

GN

D

+13.

8V

+13.

8V

RPM

L

RPM

H

MI-5

MI-4

MI-0

J1B

242317 21 22201918161513 14

SOLE

NO

ID

RED

(16)

#101

#102

RED

(16)

#103

RED

(18)

#110

#124

#123

#120

RED

(18)

RED

(18)

#41

BLK

MIC

RO

PRO

CESS

OR

BO

ARD

OUT

PUT

OPT

OM

OM

IM

ICR

OPR

OCE

SSO

R B

OAR

D IN

PUT

OPT

O

RED

(18)

#113

("AI

RPA

X" O

NLY

)

ENG

INE

HAR

NES

S CO

NN

ECTO

RJ2J1

INTE

RFA

CE B

OAR

D D

C CO

NN

ECTO

R

F6

PICK

-UP

(TW

ISTE

D)

5-23

-97

Teco

FRO

STW

IRIN

G S

CHEM

ATIC

ENG

INE

HAR

NES

S

190-

00-0

01D


45 F

irst A

venu

e W

alth

am,M

A 02

254-

9046

DR

AWN

ENG

INEE

R

TITL

E:

BSIZE

DR

AWIN

G N

UMBE

RSH

EET

REV

CAD

NUM

BER

DAT

E

BUP

DAT

ED T

O A

S BU

ILT

CAD

DED

ECO

NO

MIZ

ER O

PTIO

ND

REV

ISED

TO

REV

.D W

ITH

NO

CH

ANG

E TO

TH

IS D

WG

.

AR

ELEA

SED

FO

R P

RO

DUC

TIO

N

REV

DES

CRIP

TIO

ND

ATE

BYAP

PR

(rev03-01)

System Description


1

Figu

re 1

.35

Ana

log

Sens

ors

Wiri

ng S

chem

atic

242322212019181716151413121110987654321

TSN

5

TSN

4

TSN

3

TSN

1

WH

T

BLK

TSN

0

TSN

6

+12V

PSN

0- S +

SEN

SOR

LEG

END

J7 J8 PSN

1PS

N2

PSN

3

TSN

1TS

N2

TSN

3

TSN

5TS

N6

TSN

7

ANAL

OG

INPU

T TE

RM

INAL

STR

IP J7

- TE

MPS

ANAL

OG

INPU

T TE

RM

INAL

STR

IP J8

- PR

ESSU

RES

SUCT

ION

PR

ESSU

RE

SEN

SOR

DIS

CHAR

GE

PRES

SUR

E SE

NSO

RCO

MPR

ESSO

R IN

LET

OIL

PR

ESSU

RE

SEN

SOR

SUCT

ION

TEM

PER

ATUR

E SE

NSO

RD

ISCH

ARG

E TE

MPE

RAT

URE

SEN

SOR

INLE

T O

IL T

EMPE

RAT

URE

SEN

SOR

DUM

P H

X. O

UT T

EMPE

RAT

URE

SEN

SOR

ENG

INE

COO

LAN

T TE

MPE

RAT

URE

SEN

SOR

ENG

INE

OIL

TEM

PER

ATUR

E SE

NSO

R

J8A

RED

WH

T

BLK

TSN

2

OIL

SEP

ARAT

OR

TEM

PER

ATUR

E SE

NSO

RTS

N4

21 23 2422201918151413 16 179 10 121187321 5 64J7A

J7B

SEN

SE

T1-

RET

T1-

ENG

INE

OIL

PR

ESSU

RE

SEN

SOR

ENG

INE

COO

LAN

T W

ATER

PR

ESSU

RE

SEN

SOR

CO

MPR

ESSO

R O

IL F

ILTE

R IN

LET

PRES

SUR

E SE

NSO

R

PSN

5

PSN

0

PSN

4(A

T EN

GIN

E O

IL C

OO

LER

)J8

B

A B C

NEU

GND

LIN

E

SIG

GND

SLID

E VA

LVE

BOAR

D

THR

EAD

ED

SV-

SEN

SE

GN

DSV

-

HO

LE

BLK

RED

WH

T

SLID

E VA

LVE

IND

ICAT

OR

SLID

E VA

LVE

SV

+-

TS-2

TS-1

SET

POIN

T IN

PUT

OPT

ION

AL

0-10

V IS

OLA

TED

SIG

NAL

TSN

7

OPT

ION

AL P

RO

CESS

TEM

PER

ATUR

E SE

NSO

R

TSN

0

(SEE

OPT

ION

S SH

T 8/

8)CA

TALY

ST O

UTLE

T TH

ERM

OCO

UPLE

CATA

LYST

INLE

T TH

ERM

OCO

UPLE

CUST

OM

ER T

ERM

INAL

STR

IPTSTC

2TC

1

9 1211108762 4 531J9

TC2

SEN

SETC

2-

TC2-

RET

1615

TC1

SEN

SETC

1-

TC1-

RET

1413

ANAL

OG

INPU

T TE

RM

INAL

STR

IP J9

- M

ISC.

J9

RET

SEN

SE

RED

PSN

1S +-

+12V

SEN

SE

RET

RED

PSN

2S +-

+12V

SEN

SE

RET

RED

PSN

3S +-

+12V

SEN

SE

RET

RED

PSN

4+- S

RET

SEN

SE

+12V

RED

PSN

5+- S

RET

SEN

SE

+12V

T2-

T2-

SEN

SE

RET

BLK

T3-

T3-

SEN

SE

RET

BLK

T4-

T4-

SEN

SE

RET

BLK

T5-

T5-

SEN

SE

RET

BLK

T6-

T6-

SEN

SE

RET

BLK

T7-

T7-

SEN

SE

RET

BLK

T0-

T0-

SEN

SE

RET

BLK

LIN

EG

RD

NEU

TO M

ICR

OPR

OCE

SSO

RPO

WER

SUP

PLY

5-27

-97

Teco

FRO

STW

IRIN

G S

CHEM

ATIC

ANAL

OG

SEN

SOR

S

190-

00-0

01D


45 F

irst A

venu

e W

alth

am,M

A 02

254-

9046

DRA

WN

ENG

INEE

R

TITL

E:

BSIZE

DR

AW

ING

NUM

BER

SHEE

TR

EVCA

DN

UMB

ER

DAT

E

BUP

DAT

ED T

O A

S BU

ILT

2 13

750

OH

M, 1

%

4

SLID

E VA

LVE

POTE

NTI

OM

ETER

1W

HT

RED

32

BLK

23 2422W

HT

BLK

RED

FOR

16S

& 1

6LCO

MPR

ESSO

RS

FOR

23L

, 23M

B &

23L

BCO

MPR

ESSO

RS

NO

TE: G

RO

UND

AT

POTE

NTI

OM

ETER

TER

MIN

AL S

TRIP

MO

UNTI

NG

SCR

EW.

SEN

SE

GN

D

SV-

SV-

+12V

CAD

DED

ECO

NO

MIZ

ER O

PTIO

N

BLK

WH

T

BLK

WH

T

BLK

WH

T

BLK

WH

T

BLK

WH

T

WH

T

WH

T

WH

T

WH

T

WH

T

WH

T

WH

T

DCH

ANGE

WIR

E CO

LOR

S,AD

DED

CUT

-OFF

ALL

SHI

ELD

S

AR

ELEA

SED

FOR

REV

DES

CRIP

TIO

ND

ATE

BYAP

PR

ALL

SHIE

LDS

CUT-

OFF

(rev03-01)

System Description


1

Figu

re 1

.36

Ext

erna

l Ele

ctric

al C

ompo

nent

s W

iring

Sch

emat

ic

TECO

FRO

ST C

ON

TRO

L PA

NEL

TECO

FRO

ST C

OM

PRES

SOR

PAC

KAG

E

RED

(14)

RED

(14)

RED

(14)

WH

T(14

)

GR

N(1

4)

SOL.

GAS

SOL.

GR

N(1

4)

GNR2-

3

OPS

-4

R6-

398 94 5 N G

120

VOLT

S

NEU

TRAL

GR

OUN

D

NO

TES: AU

X. O

IL H

EATE

R O

PTIO

N O

NLY

LEG

END

OPS

OPT

O T

ERM

INAL

STR

IPG

GR

OUN

D T

ERM

INAL

BLO

CKN

NEU

TRAL

TER

MIN

AL B

LOCK

R2

GAS

/IG

N. R

ELAY

R6

OIL

HEA

TER

REL

AY

1

SOL.

1

GG

GR

N(1

4)

SOL.

SOL.

GR

N(1

4)R

ED(1

4)R

7-3

97

R7-

8

OIL

H

EATE

R

96R

ED(1

4)G

RN

(14)

LB R8-

2

OPS

-295

RED

(14)

GAS#2

R7

AUX.

OIL

HEA

TER

REL

AY

OPT

ION

#1

N N N

N N N

WH

T(14

)

WH

T(14

)

WH

T(14

)

310

309

5-27

-97

Teco

FRO

STW

IRIN

G S

CHEM

ATIC

EXTE

RN

AL E

LEC.

CO

MPO

NEN

TS

190-

00-0

01D


45 F

irst A

venu

e W

alth

am,M

A 02

254-

9046

DRA

WN

ENG

INEE

R

TITL

E:

BSIZE

DR

AW

ING

NUM

BER

SHEE

TR

EVCA

DN

UMB

ER

DAT

E

BUP

DAT

ED T

O A

S BU

ILT

HEA

TER

OIL

OIL

H

EATE

R

OPS

-16

OPS

-18

RED

(14)

RED

(14)

SOL.

SOL.

2EC

ON

OM

IZER

OPT

ION

ON

LY

323

L, 2

3M, A

ND

23M

B CO

MPR

ESSO

RS

ON

LY.

2

3

CAD

DED

ECO

NO

MIZ

ER O

PTIO

N

FSG

RN

BLK

YEL

WH

TR

ED(1

4)R

ED(1

4)

COM

PRES

SOR

OIL

LEV

ELSW

ITCH

DAD

DED

CO

MPR

ESSO

R O

IL L

EVEL

SW

ITCH

AR

ELEA

SED

FOR

PRO

DUC

TION

REV

DES

CRIP

TIO

ND

ATE

BYAP

PR

(rev03-01)

System Description


1

Figu

re 1

.37

Bat

tery

Cha

rger

Wiri

ng S

chem

atic

R2-

1BL

K(1

4)

(18)

WH

TN

6

BCBA

TTER

Y CH

ARG

ERR

2G

AS/I

GN

. REL

AY

LEG

END

BC

GG

RN

(18)

+13.

8V

1 2 3

(G)

(N)

(H)+

120V

GR

OUN

D T

ERM

INAL

BLO

CKG

NEU

TRAL

TER

MIN

AL B

LOCK

NM

ICR

OPR

OCE

SSO

R P

OW

ER S

UPPL

Y PO

TEN

TIO

MET

ERPT

3

TB1

PT3

(14)

INTE

RFA

CE B

OAR

D D

C CO

NN

ECTO

RJ2

TS-2

5

7

R2-

7

54321

J2-2

J2-1

OPS

-26

(14)

(14)

(14)

BLUE

OR

ANG

E

OR

ANG

E

OR

ANG

E

(NC)

(-RC)

(+R

C)

(S-) (-) (S+) (+)

OPS

-36

WH

T

OPS

-13

BLK

TB2

(18)

(14)

HHNNG

G G

RN

(18)

V-

5-29

-97

Teco

FRO

STW

IRIN

G S

CHEM

ATIC

BATT

ERY

CHAR

GER

190-

00-0

01D

45 F

irst A

venu

e W

alth

am,M

A 02

254-

9046

DR

AWN

DAT

E


ASIZE

DR

AWIN

G N

UMBE

RSH

EET

REV

CAD

NUM

BER

ENG

INEE

R

TITL

E:

V- V- V+ V+BL

UE(1

4)

BUP

DAT

ED T

O A

S BU

ILT

CAD

DED

ECO

NO

MIZ

ER O

PTIO

ND

REV

ISED

TO

REV

.D W

ITH

NO

CH

ANG

E TO

TH

IS D

WG

.

AR

ELEA

SED

FO

R PR

OD

UCTI

ON

REV

DES

CRIP

TION

DAT

EBY

APPR

(rev03-01)

System Description


1

APPR

BYD

ATE

DES

CRIP

TIO

NR

EV

REL

EASE

D F

OR

PR

OD

UCTI

ONA

UPD

ATED

TO

AS

BUIL

TB

NUM

BER

SHEE

TR

EVCA

DD

RAW

ING

NUM

BER

TITL

E:

APRODUCTION PART NUMBER:

SIZE

ENG

INEE

RD

ATE

DR

AWN

45 F

irst A

venu

e W

alth

am,M

A 02

254-

9046

B19

0-00

-001

MIC

RO

PRO

CESS

OR

PO

WER

WIR

ING

SCH

EMAT

ICTe

coFR

OST

(LC)

5-28

-97

OPT

O B

OAR

D +

GR

LIN

EN

EUG

ND

SLID

E VA

LVE

BOAR

D

INTE

RFA

CE B

OAR

D M

PS C

ON

NEC

TOR

J11

GR

EEN

F1N

GR

RED

WH

ITE

AC

FILT

ER

J11

-12V

+12V G +5V

4 3 2 1

4 CO

ND

UCTO

R 2

0AW

G S

HIE

LDED

CAB

LE

RED

GR

EEN

WH

ITE

BLAC

K

MPS

G

BLAC

K

WH

ITE

GR

EEN

REDBL

ACK

W/S

TRIP

E

BLAC

K

MO

DEM

ADJU

STM

ENT

VOLT

AGE

AC G

RO

UND

NEU

TRAL

HO

T

+5VD

C

GR

OUN

D

GR

OUN

D

+12V

DC

-12V

DC

F1FU

SE B

LOCK

1

NN

EUTR

AL T

ERM

INAL

BLO

CKG

RG

RO

UND

TER

MIN

AL B

LOCK

LEG

END

MIC

RO

PRO

CESS

OR

PO

WER

SUP

PLY

MPS

REQ

UIR

ED O

NLY

FO

R 1

6S 1

6L C

OM

PRES

SORS

1

1

Figu

re 1

.38

Mic

ropr

oces

sor P

ower

Wiri

ng S

chem

atic

(rev03-01)

System Description


1

Figu

re 1

.39

Wiri

ng S

chem

atic

Opt

ions

OPM

-18

OPS

-37

OPS

-38

FIEL

D D

EVIC

E

OPE

N O

NFA

ILUR

E

LB

AUXI

LIAR

Y SA

FETY

#2

AUXI

LIAR

Y SA

FETY

#3

LBO

PS-3

9FI

ELD

DEV

ICE

FAIL

URE

OPE

N O

N

OPS

-40

OPM

-19

N

N

NFI

ELD

DEV

ICE

LBO

PS-4

3

OPE

N O

NFA

ILUR

E

OPS

-44

AUXI

LIAR

Y PR

E-AL

ARM

#1

OPM

-21

AUXI

LIAR

Y PR

E-AL

ARM

#2

AUXI

LIAR

Y PR

E-AL

ARM

#3

OPM

-4O

PS-9

OPS

-10

TS14

PRE-

ALAR

M S

TATU

S

MI-7

PCM

CH

ECK

ENG

INE

J2-1

4

DC

GND

EMIS

SIO

N C

ON

TRO

L (O

PTIO

N)

J2-1

0M

I-6

DC

GND

J2-9

LOW

COO

LAN

T FL

OW

OPS

-12

CON

TRO

L ST

ATUS

OPM

-5O

PS-1

1TS

15

OPS

-50

OPM

-24

OPS

-49

TS-5LB

N

MAI

N L

IQUI

D F

EED

SOLE

NOI

D

PUM

PDO

WN

INIT

IATE

REM

OTE

CO

NTR

OL

& S

EQUE

NCE

NO

PS-5

2

OPM

-25

OPS

-51

OPM

-6O

PS-1

3O

PS-1

4TS

-20

REM

OTE

STA

RT/

STO

P

EXTE

RN

AL L

OAD

EXTE

RN

AL U

NLO

AD

REM

OTE

& E

XTER

NAL

MOD

E

001

002

004

005

006

007

008

010

011

012

013

KEYP

AD L

OCK

OUT

MI-9

J3-1

0J3

-11

014

ENAB

LED

BY

DIP

SWIT

CH

ENAB

LED

BY

DIP

SWIT

CH

015

PRO

CESS

TEM

PER

ATUR

EEN

ABLE

D B

Y D

IPSW

ITCH

TSN

7

BLK

RED

SEN

SE

RET

016

PAN

EL A

IR P

URG

E

SUBC

OOL

ER

TS-5

SOLE

NOI

D

N

SUBC

OO

LER

LIQ

UID

017

REM

OTE

MO

UNTE

D

018

CAPA

CITY

CO

NTR

OL

PRES

SUR

E/TE

MPE

RAT

URE

SELE

CTEN

ABLE

D B

Y D

IPSW

ITCH

NCL

OSE

FO

RLB

OPS

-57

TEM

PERA

TURE

CON

TRO

L

OPS

-58

OPM

-28

REM

OTE

PUS

HBU

TTON

019

LBST

OP

OPM

-13

OPS

-27

OPS

-28

REM

OTE

OPS

-29

OPS

-30

OPM

-14

OPS

-31

LOCA

L

OPS

-32

OPM

-15

N N N

ENAB

LED

BY

DIP

SWIT

CH

020

MO

TOR

IZED

CH

ECK

VALV

E

ENG

INE

COO

LAN

T02

1BO

OST

PUM

P

N

000

LB

OPE

N O

NFA

ILUR

E

OPS

-35

AUXI

LIAR

Y SA

FETY

#1

FIEL

D D

EVIC

EO

PS-3

6O

PM-1

7TS

-6

TS-7

TS-8

003

LB

AUXI

LIAR

Y SA

FETY

#4

OPS

-41

OPE

N O

NFA

ILUR

E

FIEL

D D

EVIC

ETS

-9O

PM-2

0O

PS-4

2N

TS-1

0

OPS

-46

LBO

PS-4

5

FAIL

URE

OPE

N O

N

FIEL

D D

EVIC

ETS

-11

OPM

-22

N

OPS

-48

LBO

PS-4

7TS

-12

OPE

N O

NFA

ILUR

E

FIEL

D D

EVIC

EO

PM-2

3N

ALAR

M S

TATU

S

OPM

-3O

PS-7

OPS

-8TS

-13

009

NTS

-16

LBFI

ELD

DEV

ICE

TS-1

7

TS-1

8LB

FIEL

D D

EVIC

EO

PS-5

3

OPM

-26

OPS

-54

N

TS-1

9LB

FIEL

D D

EVIC

EO

PS-5

5

OPM

-27

OPS

-56

N

KEY

OPE

RATE

D

CUST

OM

ER W

IRIN

G

WIR

ING

OUT

SID

E CO

NTR

OL C

ABIN

ET

WIR

ING

INSI

DE

CON

TRO

L CA

BIN

ET

J7B-

15

J7B-

16 TS-2

3

TS-2

2

TS-2

1

RN

LB

1PS

DIF

F.0.

2" W

.C. D

EC.

PUR

GEPR

ESS.

CN

C

PUR

GE

FAIL

URE

1LT

(SEE

SH

EET

2 O

F 8)

CUST

OM

ER T

ERM

INAL

STR

IP

MIC

RO

PRO

CESS

OR

BOA

RD

INPU

T O

PTO

MIC

RO

PRO

CESS

OR

BO

ARD

OUT

PUT

OPTO

OPT

O M

OD

ULE

OPT

O T

ERM

INAL

STR

IP

SWIT

CHED

LIN

E TE

RM

INAL

BLO

CK

INTE

RFA

CE B

OAR

D D

C CO

NN

ECTO

R

OPM

TSMI

MO

J2 OPS

LB

LEGE

ND

TSN

8PR

OCE

SS T

EMPE

RAT

URE

SEN

SOR

TSCU

STO

MER

TER

MIN

AL S

TRIP

CSCA

M S

WIT

CHJ1

ENG

INE

HAR

NES

S CO

NNEC

TOR

MM

OTO

R

NN

EUTR

AL T

ERM

INAL

BLO

CK

ENG

INE

CON

TROL

MO

DUL

EPC

M

J7AN

ALO

G IN

PUT

TERM

INAL

STR

IP

PRES

SUR

E SW

ITCH

PS

MEC

HAN

ICAL

LIN

KAG

E

LTTR

OUB

LE L

AMP

LBLB LB LB

DC

13.8

MO

-11

J2-1

1KE

Y-UP

DC

GND

FAIL

URE

OPE

N O

N

CATA

LYTI

C O

UTLE

T

RET

SEN

SEJ9

-14

J9-1

3

RED

BLK

ENAB

LED

BY

DIP

SWIT

CH

022

TC1

RET

SEN

SEJ9

-16

J9-1

5

RED

BLK

ENAB

LED

BY

DIP

SWIT

CH

023

TC2

TEM

PER

ATUR

E

CATA

LYTI

C IN

LET

TEM

PER

ATUR

E

COO

LAN

TFL

OW

SW

ITCH

TS-2

4

TS-2

8O

PS-2

3OPM

-11

OPS

-24

TS-2

7

TS-2

6O

PS-1

9

OPS

-21O

PM-1

0

OPM

-9O

PS-2

0

OPS

-22

TS-2

9O

PS-2

6O

PS-2

5OPM

-12

+13.

8 TS-2

5

024

COUN

TERS

5-27

-97

Teco

FRO

ST (L

C)W

IRIN

G S

CHEM

ATIC

OPT

ION

S

D19

0-00

-001

D

45 F

irst A

venu

e W

alth

am,M

A 0

2254

-904

6

DR

AW

ND

ATE

ENG

INEE

R

TITL

E:

SIZE

DRA

WIN

G N

UMBE

RCA

DR

EVSH

EET

NUM

BER


EMIS

SIO

N C

ON

TRO

L W

IRIN

G H

ARNE

SS R

EQUI

RED

SEE

TECO

GEN

DW

G.-1

57-1

2-00

0

BUP

DAT

ED T

O A

S BU

ILT

AR

ELEA

SED

FO

R P

RO

DUC

TIO

N

REV

DES

CRIP

TION

DAT

EBY

APPR

MN

DEV

ICE

CUST

OM

ER

DEV

ICE

MN

CUST

OM

ER

DEV

ICE

MN

CUST

OM

ER

MD

EVIC

ECU

STO

MER

N

"NO

LO

NG

ER O

FFER

ED"

025

OPM

-7LB

OPS

-17

OPS

-18

ECO

NOM

IZER

SOLE

NOI

DN

ECO

NO

MIZ

ER

ADD

ED E

CON

OM

IZER

OPT

ION

CR

EVIS

ED T

O R

EV.D

WIT

H N

O C

HAN

GE T

O T

HIS

DW

G.

D

(rev03-01)

System Description


1

1.4.4 Circuit Boards

The two boards which, together, make up the heart of the control system are the Processor and Interface Boards. The Processor executes the operating program for the machine. The microcontroller is the Intel 80188 MCU (a derivative of the standard 8088 used in the original IBM PC, but with added features for embedded controllers) running at 20 MHz. The program is held in a FLASH EPROM which allows reprogramming via telecommunications (modem). Data is stored on this board in battery-backed memory for future retrieval. The Processor Board has two serial ports for communication, one dedicated to a dial-up modem, and one free for connection to a local terminal or another controller. This processor board also reads the system’s analog sensors for pressures, temperature, etc. Figure 1.40 shows the position of all jumpers available, JP1 to JP8. These jumpers should never be moved from the supplied positions without specific instructions from the factory. Special note should be taken of D1 on this board. This LED flashes a heartbeat signal at the rate of three times per second when the Processor Board is working properly.

Beneath the Processor Board is the Interface Board (see Figure 1.41) which acts as an interface between the Processor and the balance of the system. All digital inputs and outputs are optically isolated and each is individually replaceable in case of accidental failure. This board also conditions analog signals input to the Processor Board. The board has an optional analog output providing a 0-10 VDC signal proportional to capacity (as a percentage of maximum capacity). Signals for the display are also handled by this board and communicated to the display via a ribbon cable. The interface to the Emissions Control System is handled on this board as well, including conditioning of exhaust temperature thermocouple signals. The board also has eight banks of DIP switches which allow specific machine setups (see Chapter 4).

Several indicators are included on this board to check the status of the system even with a non-working display. The first is D4, a dual-color LED. When this LED is off, either the logic (5VDC) supply to the board is low or the processor is not working. If the LED is green, the processor is working properly and the logic voltage is in range. If the LED is red, the logic voltage is too high but the processor is working. In addition, there are four sets of bar graph LED’s in

U10, U20, U25 and U31. The first eight in each set correspond to eight separate I/O points. The last two are used by the microprocessor to again provide a heartbeat and indicate a working connection between the two boards. One and only one of these last two LED’s on each bargraph should be on at all times, alternating between the two at the rate of three times per second.

Table 1.5 shows the use of the DIP switches on the Interface Board. This information is also available on the inside of the controller door in the document pocket.

The following precautions should be observed when handling the boards:

• POWER OFF BEFORE REMOVING OR INSERTING BOARDS. The power supply should always be removed by opening the main breaker before working on any board. When inserting a board, be sure all connectors are firmly seated and that the appropriate fasteners are reinstalled.

• STATIC ELECTRICITY CAN CAUSE DAMAGE. Before touching a board, ground yourself to a metal conductor. Touch the unit’s frame or other conducting path to ground. Do this often, as static electricity can build up. Do not lay boards down on conducting surfaces like the top of the control cabinet, instead, set the board down on a flat surface covered with a thick piece of paper. A book works well.

• STORE BOARDS PROPERLY. Always store the boards in the special anti-static wrapping in which they are shipped. This material does not hold a static charge. NEVER pack the boards in Styrofoam packing material or ordinary plastic bags. If the original packing material is unavailable, use a heavy-grade cardboard instead. When shipping, pack the boards well so they will not be bent.

• DO NOT TRY TO REPAIR BOARDS. Unless advised by the Waltham factory, do not attempt to make modifications or repairs. All boards should be returned to Tecogen for repair.

(rev03-01)

System Description


1

Figure 1.40 Processor Board

Microprocessor

Modem Port

Spare Serial Port

FLASH EPROM

RAM

Battery

Clock

Connections to Interface

Board (Bottom)

Expansion Bus

D1 Heartbeat

LED

Analog to Digital

Converter

(rev03-01) (rev03-01)

System Description


1

S1-S8 DIP Switches

Figure 1.41 Interface Board

J6 & J12 Processor Board Connectors

J11 Power Supply

Connector

J10 Analog Output

Connector

J2 Control Cabinet

Connector

Logic Voltage

LED

J1A & B Engine

Harness Connectors

J9 Spare Analog

Connector

J1A & B Thermistor Connectors

J8A & B Pressure

Transducer and Analog Connectors

J5 Display Connector

J4 Opto Board Connector

(rev03-01)

System Description


1 BANK # NAME OFF ON 1 1 Force Local Allow remote (network or switched start) Allow local start only 2 Control Parameter Control suction pressure Control process temperature 3 Cycling Mode Continue running on low suction pressure Cycle off on low suction pressure 4 Setpoint Input Setpoint from display Setpoint from analog input 5 Alarm Reset Reset alarms manually Automatically reset alarms 6 Prealarm Reset Reset prealarms manually Reset prealarms as conditions clear 7 Prealarm Enable Disable unimportant prealarms Enable all prealarms 8 Automatic Restart Operator restart after power failure Automatic restart after power failure 2 1 Local/Remote Start from panel Start from input 2 Scheduled Run Normal start Start according to schedule 3 Scheduled Setpoint Normal setpoint control Setpoint adjusted according to schedule 4 Net Master Normal operation Be the master for a network 5 Net Start/Stop Slave Normal operation Be a start/stop slave on a network 6 Net Capacity Slave Normal operation Be a capacity slave or a network 7 Keypad Lockout Normal keypad operation Keypad allows viewing information

only 8 Unused 9 Process Temp Alarm No process temperature alarm Enable process temperature alarm 3 1 Aux Safety 1 Alarm when Aux Safety 1 closes Alarm when Aux Safety 1 opens 2 Aux Safety 2 Alarm when Aux Safety 2 closes Alarm when Aux Safety 2 opens 3 Aux Safety 3 Alarm when Aux Safety 3 closes Alarm when Aux Safety 3 opens 4 Aux Safety 4 Alarm when Aux Safety 4 closes Alarm when Aux Safety 4 opens 5 Aux Prealarm 1 Prealarm when Aux Prealarm 1 closes Prealarm when Aux Prealarm 1 open 6 Aux Prealarm 2 Prealarm when Aux Prealarm 2 closes Prealarm when Aux Prealarm 2 open 7 Aux Prealarm 3 Prealarm when Aux Prealarm 3 closes Prealarm when Aux Prealarm 3 open 8 Coolant Flow Alarm Alarm when low coolant flow switch

closes Alarm when low coolant flow switch opens

4 1 COM1 Type Com1 port (P2) to be used for RMCS Com1 port (P2) to be used for network 2 Modbus Mode ASCII Modbus protocol on COM1 RTU Modbus protocol on COM1 3 Comm Hardware Com1 port (P2) is RS-232 Com1 port (P2) is RS-485 4-7 Net Address Net address (4 is LSB) 5 1 Refrigerant Ammonia Refrigerant 22 2-8 Unused 6 1 Emissions No emissions control Interface to emissions controller 2 Emissions Fault Alarm on PCM faults Prealarm on PCM faults 3 T/C Number Catalyst outlet temperature only Catalyst inlet and outlet temperatures 4-8 Unused 7 1-8 Unused 8 1-8 Unused

Table 1.5 Interface Board DIP Switch Use

(rev03-01)

System Description


1

Normally, program changes are made directly from the factory via modem. However, in cases where there is no phone line, an EPROM can be supplied to change the controller software. Change the "chip", labeled FLASH EPROM in Figure 1.41, using the following procedure:

1. Be sure all the power to the controller is off by opening the main breaker feeding the control panel.

2. Use a small screwdriver to carefully remove the chip from socket U3. Gradually pry up on one end of the chip and then the other repeatedly until the chip is loose.

3. Turn the end of the EPROM with the notch up and ensure that all the EPROM pins line up with the appropriate sockets.

4. Carefully press the chip into place.

5. Return the power to the controller by closing the breaker.

1.4.5 Temperature Sensors

The TecoFROST compressor package has standard temperature sensors (or thermistors). Each is identical and has the characteristic temperature vs. resistance property shown in Figure 1.42. The customer may install up to 4 additional thermistors for site monitoring and reporting purposes.

The principle of temperature measurement using thermistors is illustrated in the "Equivalent Circuit Diagram" below. As shown, a known voltage (12 VDC) is applied across two reference resistors, one of which is connected in series with the thermistor. This circuit produces a Temperature vs. Voltage curve as shown in Figure 1.43. The microprocessor contains a

lookup table based on this curve. By reading the voltage between the two reference resistors and using this as an input to the lookup table, the thermistor's temperature can be easily calculated. These calculations are done as part of the microprocessor control program. A thermistor which has been short-circuited will read 300°F, while an open thermistor will read abnormally low, about -40°F for a standard thermistor and -80°F for the suction and process temperatures. The microprocessor will compensate the temperature calculation for variations in supply voltage. Typical supply voltage is actually 11.7 to 11.9 VDC.

Note The best way to check suspect thermistors is by checking the resistance across the disconnected leads and comparing the value to the Temperature vs. Resistance curve (Figure 1.42). Checks of the conditioning circuit can be made by comparing the voltage at the Interface Board terminals to the Temperature vs. Voltage curve (Figure 1.43) with the thermistor leads in place. Use a bath and thermometer for comparison. Check for internal short circuits in the thermistor (to the case) by checking both thermistor leads to true ground with the thermistor disconnected from the Interface Board.

1.4.6 Pressure Transducers

The TecoFROST pressure transducers, all part of the refrigerant system, are listed in Table 1.4. Each is fitted to a small valve that can be used for gauge testing the transducer .

As shown in the “Equivalent Circuit Diagram” below, each transducer has 3 connecting wires: 12-VDC supply, ground, and sense. The 12-VDC and ground connections supply a DC to DC converter within the transducer, which in turn powers a device that has a characteristic pressure vs. voltage property. This device is analogous to a potentiometer, whose wiper motion is actuated by pressure, “P.” the greater the pressure, the greater the resistance, and therefore voltage, between ground and sense. The microprocessor converts this voltage to a pressure value from the P vs. V relationship given by the manufacturer.

SENSE

THERMISTOR

12 VDC

15 kΩΩΩΩ

100 kΩΩΩΩ

(rev03-01)

System Description


1

Figure 1.42 Thermistor Resistance (Thermistor Disconnected from Interface Board)

1

10

100

1000

10000

-100 -50 0 50 100 150 200 250

Temperature (°F)

Res

ista

nce

(Koh

ms)

(rev03-01)

System Description


1

Figure 1.43 Approximate Thermistor Voltage (Thermistor Must Be Connected to Interface Board)

0

1

2

3

4

5

6

7

8

9

10

-100 -50 0 50 100 150 200 250 300

Temperature (°F)

Volta

ge

Standard

Suction andProcess

Temperatures

(rev03-01)

System Description


1 Two types of pressure transducers are used on the TecoFROST: 0 to 500 psig (compressor oil, discharge and oil filter outlet pressures), and 0 to 100 psia (suction, engine coolant, and engine oil pressures). Their characteristic voltage vs. pressure is presented in Table 1.6.

A pressure transducer may be checked by measuring the actual pressure with a refrigeration gauge and then comparing this value to the one obtained by voltage measurement (using Table 1.6). The voltage measurement can be made easily at the Interface Board terminal strip, J8A & J8B in Figure 1.41.

Note Pressure readings may be calibrated using the procedure described in Appendix M.

Note The suction pressure transducer may be safely pressured beyond its range without damage and read accurately up to 50% beyond rated pressure. Negative pressures (less than 0 psig) will read in inches of Mercury ( in Hg) vacuum.

1.4.7 Slide Valve Position Input

The slide valve position is sensed inductively by the slide valve indicator mounted on the compressor housing. It’s signal is converted to a 1.56 to 2.500 VDC signal by the Slide Valve Board which is transmitted to the Interface Board at V7 on the J8 connector.

1.4.8 Customer Inputs

Besides the 4 spare temperature inputs, the customer has the option of having the controller read up to 4 other analog signals. The analog signals are wired to the board on J9 and are labeled V8 through V11 (the optional setpoint input is brought in on V6). Each of these connection points has three terminals marked “-”, “S”, and “+”. The “-” terminal is connected to the ground on the Interface Board.

The “S” terminal is where the signal is sensed and should be connected to the output signal of the device being read. Finally, the “+” provides a stable +12 VDC nominal supply if the device needs it. The device should draw no more than 50mA to use this supply. If the device being metered has a 4-20 mA output, connect its positive output to the “S” terminal and its negative output to the “-”. Additionally, install a 501A precision resistor between the “S” and “-” terminals. This combination will transform the current output into a 2-10 VDC output readable by the processor.

Note To ensure proper operation of the system, it

is important that all signals connected to the customer inputs not have an external ground. If they do (for example if the signal is from a flow transducer which is externally grounded) it is possible to create a ground loop which could cause erroneous readings on this and all other analog channels.

DC TO DCCONVERTOR

12 VDC

RETURN

SENSEP

TRANSDUCER

“Equivalent Circuit Diagram”

(rev03-01)

System Description


1 Suction, Engine Oil, & Engine

Coolant Pressure Transducers

Discharge, Compressor Oil, & Oil Filter Outlet Pressure

Transducers DC Voltage Pressure (psig) Pressure (psig)

1.0 -15 (29.9*) 0

1.2 -11 (21.7*) 20

1.4 -7 (13.6*) 40

1.6 -3 (5.5*) 60

1.8 1 80

2.0 5 100

2.2 9 120

2.4 13 140

2.6 17 160

2.8 21 180

3.0 25 200

3.2 29 220

3.4 33 240

3.6 37 260

3.8 41 280

4.0 45 300

4.2 49 320

4.4 53 340

4.6 57 360

4.8 61 380

5.0 65 400

5.2 69 420

5.4 73 440

5.6 77 460

5.8 81 480

6.0 85 500

*inches of Mercury (in Hg) vacuum below 1 atmosphere Note: Voltage Output may vary +/- 0.1 VDC

TABLE 1.6 PRESSURE TRANSDUCER OUTPUT

(rev03-01)

System Description


1

1.4.9 Analog Outputs

The Interface Board is equipped with an analog output at terminal strip J10 (see Figure 1.41). The output supplies a 0-10 VDC signal proportional to output capacity percent at current suction and discharge conditions. The transfer relationship is 0.1 VDC per 1%, so full scale output corresponds to 100 %. Pin 1, at the top of the connector, is positive (+) and pin 2is ground.

The output resolution is 8 bit, giving analog resolutions of 0.4 %. The possible error in the signal is equivalent to this same value, so the total possible error in the signal is 0.8%.

Note The minimum impedance on any sensing device connected to the analog outputs is 10 kΩ, and the sensing device MUST be isolated from ground to prevent damage to the controller.

1.4.10 Microprocessor Digital Inputs and Outputs

Digital inputs and outputs interface to the microprocessor through either the Opto 22 Board, containing 32 optically-isolated relays, and the Interface Board, which contains an additional 12 “local” output relays and 10 “local” input relays, each optically isolated. There are a total of 64 “opto” inputs or outputs (10 are unused). In the case of the outputs, the microprocessor controls a small LED within the output chip. In turn, this LED operates a photo-sensitive transistor which supplies power to the output. The inputs work in the opposite fashion, with the LED on the input side and the photo-transistor on the microprocessor side. These devices, then, operate in such a way that there is no physical connection between the 5 VDC logic voltages and 13.8 VDC (or 110 VAC) power voltages, protecting the logic circuitry from noise and overloading from the power circuitry.

“Local” Output Opto Relays

The “local” output opto’s are used by the microprocessor as switches to sequence devices in the system (motors, solenoid coils, etc.). These opto’s have a limited current carrying capacity of approximately 1.5 A and are therefore often used as pilots for larger relays like the starter or the compressor oil pump. The electrical symbol used for an output relay is the following:

Note Although the output symbol appears similar to that of a mechanical relay, the output does not have an associated "coil" in the wiring schematics. Rather, it is switched by the microprocessor in a programmed sequence. Consequently, no coil is shown as activating the output.

“Local” Input Opto Relays

The “local” input opto’s are generally positioned electrically downstream of any switched device (a thermostat, pressure switch, level switch, etc.) and enable the microprocessor to recognize the switching action of that device. Power to each of the switched devices is from the 13.8 VDC battery charger circuit. However, this voltage is fed through a limiting resistor, so that when the switched device is open, one of its terminals will be at 13.8 VDC and the other will be at ground. However, when the switched device’s contacts close, the voltage on both terminals will drop to only about 1.5 VDC. The electrical symbol for an input opto is the following:

INPUTRELAY

LOCAL INPUT RELAY

MI-XX

OUTPUTRELAY

LOCAL OUTPUT

MO-XX

(rev03-01)

System Description


1

Note Inputs, like outputs, are often confused with mechanical relays. Although inputs look like relay coils on the schematic, there is no associated set of contacts. Rather, powering the input through the upstream switch closure results in the microprocessor being "informed" of the switch closure.

Each “local” input or output has one segment in the associated LED bargraphs in U10, U20, U26, and U31 as shown in Table 1.7. For an output, the LED is illuminated only if the microprocessor has switched on the associated point. For an input, the illuminated LED indicates current flow through the switched device.

Each output opto is a single chip on the board, and each input opto shares a chip with one other input. If either a “local” input or output opto fails, simply replace the associated chip as indicated in Table 1.7. A failed output can be found by noting the associated LED is on and the output does not work A failed input can be found by jumping the input switch in question and noting that the associated LED is on but that the microprocessor does not recognize the input as being energized.

“Remote” Output Opto Relays

The manufacturer’s coding for the “remote” Opto-22 Board relay modules is:

The output opto modules are used by the microprocessor as switches to sequence devices in the system (motors, solenoid coils, etc.). These are wired upstream of any device that is powered. The Opto relays have a limited current carrying capacity and are, therefore, often used as pilots for larger relays. The electrical symbol used for an output Opto relay is the following:

Table 1.7 Digital Inputs and Outputs

NAME CHIP LED CONNECTS Stepper Motor U1-U4 U9-1-4 J1A-5-10 Starter Relay U5 U9-5 J1A-11,12 Gas/Ignition Relay U6 U9-6 J1B-13,14 EFLH U7 U9-7 J2-4 Coolant Pump U8 U9-8 J2-5 Oil Pump U11 U19-1 J2-6 Heater U12 U19-2 J2-7 Aux. Heater U13 U19-3 J2-8 PCM key-Up U14 U19-4 J2-11 Ignition Power U21 U26-1 J1B-13 Engine Oil Level U23 U26-5 J1B-21 Coolant Flow U24 U26-7 J2-9,10 PCM Check Engine U24 U26-8 J2-14 Comp Oil Level U27 U32-1 J3-9,10 Keypad Lockout U27 U32-2 J311-13 LOAD OPM0 OPS-1,2 UNLOAD OPM1 OPS-3,4 MAKEUP_PUMP OPM2 OPS-5,6 ALARM OPM3 OPS-7,8 PREALARM OPM4 OPS-9,10 CONTROL OPM5 OPS-11,12 REMOTE_OUT OPM6 OPS-13,14 ECON OUTPUT OPM7 OPS-15,16 BAL PIST OUTPUT OPM8 OPS-17,18 COUNTER OPM9-12 OPS-19-26 RUNSWITCH OPM13 OPS-27,28 REMOTE OPM14 OPS-29,30 LOCAL OPM15 OPS-31,32 OIL_PUMP_VER OPM16 OPS-33,34 AUX_SAFETY_1 OPM17 OPS-35,36 AUX_SAFETY_2 OPM18 OPS-37,38 AUX_SAFETY_3 OPM19 OPS-39,40 AUX_SAFETY_4 OPM20 OPS-41,42 AUX_PRE_1 OPM21 OPS-43,44 AUX_PRE_2 OPM22 OPS-45,46 AUX_PRE_3 OPM23 OPS-47,48 PUMPDOWN OPM24 OPS-49,50 SLAVE OPM25 OPS-51,52 EXTERN_LOAD OPM26 OPS-53,54 EXTERN_UNLOAD OPM27 OPS-55,56 TEMPERATURE OPM28 OPS-57,58 OPM29 OPS-59,60 OPM30 OPS-61,62 OPM31 OPS-63,64

Designation Color Application G4OAC5 Black Output, AC

G4IDC5 White Input, DC

G4IAC5 Yellow Input, AC

OPTO-22 Board

OUTPUTRELAY

“REMOTE” OUTPUT

OPM-XX

(rev03-01)

System Description


1

Note Although the output relay symbol appears similar to that of a mechanical relay, the output relay does not have an associated “coil” in the ladder-logic schematics. rather, the output relay is switched by the microprocessor in a programmed sequence. Consequently, no coil is shown as activating the output relay.

“Remote” Input Opto Relays

The input Opto modules are positioned electrically downstream of any switched device (a thermostat, pressure switch, level switch, etc.) and enable the microprocessor to recognize the switching action of that device. The electrical symbol for a “remote” input Opto relay is the following:

Note Input relays, like output relays, are often confused with mechanical relays and are thought to have a second schematic element, when in fact they do not. For Opto inputs, which look like a relay coil on the schematic, there is no associated set of contact. Rather, powering the Opto relay through the upstream switch closure results in the microprocessor being “informed” of the switch closure.

All “remote” output Opto relays are fused. The fuses are located on the modules themselves.

The wires to and from each digital relay are connected to the circuit board’s terminal strips. The terminals are marked 1,2,3.......64, with 1 and 2 going to the first ‘remote” Opto (OPM-0), 3 and 4 going to the second ‘remote” Opto (OPM-1), etc.

On each “remote” Opto is a red LED indicating its condition. for an output Opto, the LED is illuminated only if the microprocessor has switched on the associated Opto. For an input Opto, the illuminated LED indicates power to the Opto (i.e., the upstream device has switched “closed”).

NOTE See Appendix I for a detailed description of the digital input/output system including step-by-step troubleshooting procedures.

INPUTRELAY

“REMOTE” INPUT RELAY

OPM-XX

(rev03-01)

System Description


1

1.4.11 Speed Sensor The microprocessor speed sensor, shown in Figure 1.44, is a magnetic pick-up located on the driver’s side of the unit in the proximity of the flywheel ring gear. As the pick-up passes each gear tooth, a voltage pulse is generated. The pulse rate is proportional to engine speed.

The circuit for the speed sensor is shown in Figure 1.44. As shown, the raw pulse signal is input to the Interface Board through J1 on the electronic harness. The raw signal, if viewed on an oscilloscope, appears as an irregular AC wave of ±30 V peak to valley. A voltmeter will show an RMS value of about 2 V.

The AC signal is converted by circuitry on the Interface Board to a square wave pulse, 0 to 5 VDC, that can be read by the microprocessor and counted. The normal resistance of the magnetic pick-up is 200 to 300 A, with its wires disconnected from the Interface Board. Its leads are unpolarized (they can be reversed) and should be twisted to avoid sensing extraneous signals. The proper gap of the magnetic pick-up is 0.020 ±0.002”

Note The pickup’s gap can be double-checked by measuring the RMS voltage with a voltmeter. It should be greater than 1.5 VRMS.

An open circuit in the pick-up wiring will cause an "Underspeed" alarm if the circuit fault occurs during operation. If the circuit fault occurs while the unit is not running, a "Crank Failure" alarm will occur upon the restart attempt.

J1-11,12

InterfaceBoard

ProcessorBoard

Conditioned Signal5V Peak

Square Wave

Raw SignalApproximately 2V RMS

30V Peak to Peak

Flywheel

0.020" Gap

Figure 1.44 Speed Sensor (Magnetic Pickup)

(rev03-01)

System Description


1

(rev03-01)

System Operation


2

2.1 Operator Interface This section presents a description of the available methods for the operator to effect the control of the TecoFROST Refrigeration Package. These are outlined below:

• Control Panel: The primary operator interface is the microprocessor control panel. It provides manual control of the unit as well as a means of accessing operating data and alarm history. Also, it facilitates troubleshooting with the use of Calibrate Mode.

• Mode Control: A number of optional operating modes are available. These modes can be activated by using the DIP switches located on the Interface Board inside the control cabinet.

• RMCS: The Remote Monitoring and Control System (RMCS) is a telecommunications system that allows monitoring and control of a unit from a remote site with the use of a PC.

• Network Interface: A standard RS-232 or RS-485 serial interface is available to interface to control systems or programmable controllers. This network supports the Modbus protocol to provide a nearly-universal method of implementation.

2.1.1 Microprocessor Control Panel

The primary operator interface to the Tecogen is the microprocessor control panel. A diagram of the panel is presented in Figure 2.1. The panel consists of several membrane keys; LED indicator lights; and a 2-line, 20-character-per-line, alphanumeric display. From the control panel, an operator can do the following:

• Start unit (Manual mode)

• Stop unit

• Adjust setpoint (Manual mode)

• Set time and date

• Enter Calibrate Mode (see Appendices J & K)

• Adjust startup and shutdown as well as setpoint scheduling (see Appendix L)

• Adjust alarm setpoints, operational setpoints and control gain data (see Appendix M)

• Read operating data

• Read alarms and alarm history

• Set various Mode Controls

Table 2.1 illustrates how an operator uses the panel for control by describing the function of each key as well as the function of combinations of keys.

Figure 2.1 TecoFROST Display Panel

(rev03-01)

System Operation


2

Table 2.2 provides a description of what each of the LED's (Light Emitting Diodes) indicate on the display panel.

Table 2.3 illustrates what information is available on each page and line of the display.

2.1.2 Mode Control

Mode control comprises fourteen optional control schemes that are activated by the position of DIP switches located on the Interface Board. There are a total of 64 switches in 8 banks. The DIP switches for mode control are those in banks S1 and S2. A switch can be in either the on or off position. When the right-hand side of the switch is depressed, it is in the on position and vice versa.

The following listing (see Table 1.5 for a complete listing of DIP switches) shows the assignment of the S1 & S2 switches from top to bottom along with the default settings from the factory:

Local Mode (S1-1)

When this switch is on, the local mode is active and start/stop sequencing can only be initiated at the keypad. Local Mode overrides remote control via Network Master/Slave, Auto Run, or RMCS. This allows service personnel to have sole control while working on the unit.

When this switch is off Local Mode is inactive and control resides at the location(s) enabled by the following switch selections. The unit can always be started and stopped by the display START and STOP push buttons unless the keypad lockout (dipswitch S2-7), or the optional key activated lock, is enabled. The EMERGENCY STOP pushbutton can always be used to stop the unit if personnel safety or equipment protection requires it.

Process Temperature (S1-2)

In auto temperature control (S1-2 on), the unit will automatically vary its output to maintain a preset process temperature. The maximum and minimum settings for this modulation can be preset. In normal control, the output varies to maintain a constant suction pressure.

Cycling (S1-3)

When the switch is in the on (auto) position, the unit will complete an orderly shutdown when the unit has operated for more than a user adjustable preset time, at a a minimum speed with less than 100% slide valve. The unit will automatically restart when suction pressure rises above setpoint. With the cycle DIP switch off (manual), the low-load cycle feature is not active.

Customer Process Setpoint Control (S1-4)

When the switch is off, the setpoint is a fixed value that is adjustable using the panel display keys. See Table 2.1 for setpoint adjustment instructions.

When S1-4 is on, the setpoint is determined by a remote signal, 0-10 VDC, supplied to J8B19-21 on the Interface Board (see Figure 1.41). A 0 VDC signal results in the setpoint being at a preselected minimum value. The 10 VDC signal would result in the setpoint changing to a predetermined maximum value. A signal of intermediate voltage would result in a setpoint between these two values in linear proportion to the voltage (i.e., 5 V would move the setpoint midway between the max and min). The maximum and minimum values are adjustable.

DIP Switch

Function Factory Default Setting

S1-1 Local Off

S1-2 Pressure/Temperature Off (Pressure)

S1-3 Cycling Off

S1-4 Customer Process Setpoint Input

Off

S1-5 Auto Alarm Reset Off

S1-6 Prealarm Reset On

S1-7 Additional Prealarm Off

S1-8 Auto Restart On

S2-1 Runswitch Off

S2-2 Schedule Run Off

S2-3 Schedule Setpoint Off

S2-4 Network Master Off

S2-5 Network Start/Stop Slave Off

S2-6 Network Capacity Slave Off

(rev03-01)

System Operation


2

Table 2.1 Front Panel Controls

GREEN

START In the auto Runswitch mode, puts unit in ready state to allow operation when a run signal is received. In the manual Runswitch mode, the unit starts immediately.

RESET Resets an alarm or prealarm, if the condition no longer exists.

BLUE

SCROLL Scrolls the display readout to the top of the next page. The display shows 2 lines of a page which may be up to 20 lines in length.

(UP) Moves the display readout to the next line on the page. On adjustable entries such as the setpoint

on the home page, increases the value when pressed simultaneously with the ENTER key. (DOWN) Moves the display readout to the previous line on the page. On adjustable entries such as the

setpoint on the home page, decreases the value when pressed simultaneously with the ENTER key.

ENTER Re-enables the display of an alarm or prealarm readout after it has been deleted with the CLEAR

button. Also, when used in conjunction with the UP and DOWN keys, changes adjustable values. CLEAR Clears alarm or prealarm readout from the display so that other readouts may be viewed.

Does not reset the alarm or prealarm.

RED

STOP Performs a normal, orderly shutdown, and puts the unit in the ready state. EMERGENCY Shuts down the entire unit immediately without a cooldown. Turns off the gas supply and STOP ignition power. This should only be used when there is a possibility of equipment damage or if

personnel safety may be compromised. This control is a large red push-button: press to activate, and pull out to deactivate (allow unit start).

TO CHANGE Manual Setpoint Mode (S1-4 off). Go to home page, line 1. SETPOINT Press ENTER and DOWN key simultaneously to decrease, ENTER and UP key to increase. TO CHANGE Go to home page, line 2 MAX SPEED Press ENTER and DOWN keys simultaneously to decrease, ENTER and UP keys to increase TO CHANGE Go to home page, line 10. DATE AND Press "SCROLL" to make a change. First entry (month) will blink. TIME Press ENTER and DOWN key to decrease, ENTER and UP key to increase. Press UP to move forward to next entry or DOWN to move back an entry. Press "SCROLL" when done.

(rev03-01)

System Operation


2

Table 2.2 Front Panel Indicators

Name Color Function

READY Green Unit is shut down, ready to start when a run signal is received.

STARTUP Green Runswitch is closed (Auto Mode) or START key pressed (Manual Mode) and unit is beginning the start, warmup, and run sequence.

RUN Green Unit is in full operation, providing refrigeration load.

SHUTDOWN Yellow Unit is in the process of shutting down in response to either an alarm condition, a loss of the run signal (Auto Mode), or the STOP key being pressed.

ALARM Red An alarm condition exists, shutting down the unit. LED blinks when runback or prealarm condition exists without an alarm.

START Green The START key has been pressed. The unit will begin the start sequence (Manual Mode) or the unit will be on standby until the runswitch closes (Auto Mode). LED blinks when in anti-recycle mode.

STOP Red The STOP key has been pressed to perform a normal shutdown, or the unit has been shut down by an alarm.

Table 2.3 Display Readouts

Home Temperatures Pressures Customer Voltage

Alarms

RPM, Slide Valve, Setpoint, Actual Controlled Variable

Suction Suction Customer 1 Most Recent Alarm Date and Time

Max RPM Discharge Discharge Customer 2 Next Most Recent

Capacity, Throttle Compressor Oil Compressor Oil Customer 3 Next Most Recent

SST, SH SDT, SH

Oil Separator Oil Filter Customer 4 Next Most Recent

Runtime, Starts Coolant Coolant Next Most Recent

EFLH, Avg. Load Engine Oil Engine Oil ......

Counters A and B Dump HX Out Oldest Alarm

Counters C and D Process (Option) Last Power Loss Date and Time

Vcc, Vbat, V12, Vzero,

Customer 1-4

Time and Date Catalyst Out, In

Up

Down

Scroll

(rev03-01)

System Operation


2

Note A 4-20 mA circuit may be used in place of a 0-10 VDC circuit by simply installing a 501! resistor across J8B19 and 20, but otherwise wiring the circuit in the same way. In this case, the 4 mA signal will be interpreted as a 2 VDC signal and 20 mA as 10 VDC (maximum value). It is important that the 4-20 mA circuit be isolated (ungrounded).

Automatic Alarm Reset (S1-5)

When this switch is off and any alarm occurs, it will require manual reset. If this switch is turned on, the controller will automatically reset selected alarms 5 minutes after the unit is shut down, and try to start again. The number of resets of this type allowed for each alarm is shown in Table 4.2. After the unit has run for an hour without an alarm, the controller assumes that the problem which caused the malfunction has been corrected and it resets the counters which keep track of the number of alarm occurrences.

Prealarm Reset (S1-6)

When switch S1-6 is on, prealarms will automatically reset when the condition clears. When the switch is off, an operator must manually clear the prealarm.

Additional Prealarm (S1-7)

When S1-7 is turned on, the secondary prealarms (listed in Table 4.1) are activated. These prealarms are less critical than the primary prealarms and are informational only. When S1-7 is off, the secondary prealarms are disabled.

Auto Restart (S1-8)

Automatic restart is enabled by turning on S1-8. With this switch on, if the unit is either running or enabled and waiting for the runswitch to close, and there is a power outage, it will automatically restart upon restoration of power. A time delay of 5 minutes is imposed after power is restored to guard against multiple restarts if power is intermittent. If this switch is off, the unit will not restart after power is interrupted until the START pushbutton is manually depressed.

Run Switch (S2-1)

When this switch is off, the Run Switch mode is manual, and start and stop sequencing is initiated by the START and STOP display pushbuttons.

When the switch is on, the Run Switch mode is auto, and the unit will start only if the customer’s run contact is closed. In this case the START button on the operator panel acts only as an enable button. The TecoFROST unit will proceed through its stop sequence if these contacts are opened or if the STOP button is pushed.

Schedule Run (S2-2)

When run scheduling is enabled by turning on S2-2, the unit will start and stop following a preset, adjustable schedule. There are up to 32 independent scheduling points per week which can be set either from the display or over the RMCS. See Appendix L for instructions on using the display to adjust the scheduling. When S2-2 is off, the unit starts and stops normally. If the unit is set for scheduling and the runswitch closes, the unit will start regardless of the present schedule. This provides the customer an effective means of overriding the schedule in cases where refrigeration is needed immediately.

Schedule Setpoint (S2-3)

When setpoint scheduling is enabled by turning on S2-3, the unit will adjust its setpoint according to a preset schedule. The adjustment of this setpoint is accomplished in the same manner as the run scheduling. Either or both of these schedule modes can be used simultaneously. When this switch is off, the unit’s setpoint operates normally.

Network Master (S2-4)

Turning on S2-4 enables the unit to act as the “Master” control system for up to 30 “Slave” units. The Network Master control determines not only its own speed and slide valve position but that of the slave unit(s) also. The Master unit’s setpoint and the average of all unit’s suction pressure are used for this calculation. Each slave unit is commanded to the same percent capacity. Communications between Master and Slave units are accomplished by RS-485 protocol using the P2 Communications Port on each unit’s Processor Board. Appendix N contains network wiring details. Turning off switch S2-4 disables the Network Master control.

(rev03-01)

System Operation


2

Network Start/Stop Slave (S2-5), and Network Capacity Slave (S2-6)

There are three forms of slave control. First, turning on S2-5 (with S2-6 off) enables the unit to act as the Slave system to a Master Controller. The Master informs the Slave to start and stop (independently of all other slaves). The unit controls itself to meet its own setpoint.

Second, turning on S2-5 and S2-6 also enables the unit to act as the Slave to a Master Controller. The Master informs the unit to start and stop and to run at a particular capacity level (between 0 and 100%). This enables multiple units to work together to best meet the plant’s load.

Third, turning on S2-6 (with S2-5 off) also enables the unit to act as the Slave to a Master Controller. The Master commands the Slave to run at a capacity level but the Slave will independently determine when to Start and Stop.

2.1.3 RMCS

With the Remote Monitoring and Control System (RMCS), it is possible to monitor the performance of a TecoFROST Compressor Package from a remote site. It is also possible to have limited control of the unit remotely, to start, stop, clear the alarms, or change some parameters. A special password is required for these control functions; contact the factory for details on this password.

RMCS Requirements

• Dedicated phone line connected to TecoFROST unit.

• IBM compatible PC running Windows 95 or higher, or Windows NT at remote site.

• Modem at remote site.

• Phone line connected to modem at remote site.

• WinRMCS software from Tecogen.

RMCS Installation

Connect the phone line at the TecoFROST site to the modem in the control panel, inserting the modular connector in the LINE (upper) jack. Have the phone number of this line available at the remote site.

At the remote site have the PC connected to the modem and to the outgoing phone line. Install the WinRMCS software on the PC following the included instructions.

RMCS Operation

Start the WinRMCS program by clicking the WinRMCS icon on the Windows Start menu.

The first time WinRMCS is run, the modem setup dialog will display on the screen (see Figures 2.2 and 2.3) with the default settings for your computer’s modem The WinRMCS software “interviews” the modem to determine appropriate settings. Nevertheless you may want to change these settings. Click on the Modem Update toolbar button to enter such changes. The modem’s manual should be consulted to find the proper setup strings.

After verifying the modem setup, click on OK to go to the main WinRMCS window. Click the

Dial toolbar button to open the connection. Referring to Figure 2.4, select the TecoFROST unit to be called and click the Dial button. If you are creating a new site or changing information about an existing site in the list, click the Maintenance button, which will bring up the dialog box shown in Figure 2.5. Input the name of the Site as you wish it to appear on screen. Enter the Phone Number exactly as you would dial it from the line connected to the modem. For TecoFROST units, the Baudrate should be set at the highest value allowed by your modem. Unless you have specifically changed it, set the Password to “TECOGEN”, making sure to use all capital letters. Error Correction is a proprietary protocol set up between the controller and the desktop PC to ensure good data transmission. It is usually advisable to use Error Correction when the PC’s modem is slower than 9600 baud. This ensures that, if a slower modem or PC is used, data retrieved will be valid and the system will have adequate time to process the incoming stream of characters. It is possible to have WinRMCS automatically call all the units in its phone directory. To enable this feature, check the Callout List button and refer to the WinRMCS instructions included with the program. Finally, enter a string of letters in the Prefix box. This string will be used when WinRMCS saves a file as the first part of the file name.

Once the connection to the unit is established, various toolbar functions become available. Clicking the appropriate toolbar button will cause the RMCS to execute or supply the following command/data:

Hang Up: Disconnects from the unit and hangs up the phone (ready for another call).

(rev03-01)

System Operation


2

Status: Displays a snapshot of TecoFROST unit operating data, any alarms or pre-alarms, and the run status (see Figure 2.6). To view another

snapshot click on the toolbar button again. The screen will be updated with the most recent status information available.

Continuous Update: The system status data will be continuously updated (approximately once every second with 9600 baud or better modems).

To stop the updates click on the Continuous Update toolbar button again.

Alarm History: The last 20 system alarms will be displayed with date and time of occurrence (see Figure 2.7). After the list of alarms,

WinRMCS displays the last time the power was disconnected from the unit and the operating mode it was in at the time. The unit percent availability is also reported. Note: Availability is defined as 100% less the quotient of the time the unit is in alarm divided by the microprocessor hours.

History: This page (see Figure 2.8) reports the unit’s average capacity (from 0 to 100%) and details the time spent in each of ten capacity

“bins”.

Switch: This page (see Figure 2.9) reports the settings for each of the unit’s DIP switches.

Download: Prompts the user to select the data records desired (time average data or one of the

last eight alarms). Click OK and the data records are retrieved.

Store: The data records retrieved can be stored for later use in a user-named file. The prefix entered in the phone directory entry is used along

with the date to supply a default file name.

Open: Open a file to review previously stored data records.

First Record: Displays first data record when a set of records is loaded.

Next Record: Displays next data record when a set of records is loaded.

Previous Record: Displays following data record when a set of records is loaded.

Last Record: Displays last data record stored when a set of records is loaded.

Data Records: Displays retrieved data records in the same format as the status screen.

Terminal: Enters terminal mode to provide direct communication with the modem or the TecoFROST unit if connected.

Font: Changes font for all windows except the terminal window.

Copy: Copies the entire contents of any displayed screen or the entire terminal window buffer to the clipboard.

Print: Prints the displayed screen

Print Preview: Previews the displayed screen before printing.

Help: Shows the WinRMCS help screen.

Refer to the documentation provided with your WinRMCS diskette for more complete information. Also refer to the software’s on-line help feature.

(rev03-01)

System Operation


2

Figure 2.2 WinRMCS Welcome Screen

Figure 2.3 Modem Setup Window ( Access by Clicking )

(rev03-01)

System Operation


2

Figure 2.4 WinRMCS Phone Directory

Figure 2.5 Phone Directory Window (Access by clicking )

(rev03-01)

System Operation


2

Figure 2.7 Alarm History Display (Access by clicking )

Figure 2.6 Status Display (Access by clicking )

(rev03-01)

System Operation


2

Figure 2.7 Dip Switch Settings Display (Access by clicking )

Figure 2.8 Capacity History Display (Access by clicking )

(rev03-01)

System Operation


2

Advanced RMCS Features

Warning Use of any of these functions should be undertaken with great care as personnel or machine damage could result.

All of the above features can be accessed using the standard password. To start or stop the unit, reset alarms or prealarms, and enter the machine’s remote calibration mode, an advanced password is required. Entering this password and performing these advanced functions are not actions supported by toolbar buttons since the casual user should not have access to them. Rather, these tasks are performed using the Action menu entry. Use the Password menu item to enter the advanced password before calling the TecoFROST unit. This will then enable the other advanced actions. Start, Stop, Reset Alarm, and Reset Prealarm perform these functions as if they were completed on the TecoFROST front panel. The Calibrate menu item enters a calibration mode providing access to machine setup. WinRMCS automatically switches to terminal mode if this selection is made. The machine setup is detailed in the following sections.

Date and Time

These two inputs are self-explanatory. Keep in mind that the machine you are working on may be in a different time zone.

Send Message

This function will place a message on the display of the machine. It can be especially useful when trying to communicate with a technician at the site to try to coordinate work. If a message is to be entered, the controller will ask for one line at time, indicating the number of characters allowed. This message will stay on the unit’s display until the operator hits any key.

Scheduling

Entering operating schedules is far easier over the RMCS than via the display. A list of each schedule point is given and the user is allowed to chose and then edit one point at a time. All 32 scheduling points can be viewed and entered in this way.

Callout Information

This information is used by the controller when reporting an alarm to a remote site. To activate this function, a site name and at least the first phone number must be entered. Optionally, up to 3 additional phone numbers can be entered. Five minutes after the unit has shut down on an alarm, if the unit does not reset automatically, the controller will call each number in the callout list and leave the following message on a modem-equipped PC:

TecoFROST alarm #NN at SSSS Alarm Name Date: MM/DD/YY, Time: HH:MM:

where NN is the alarm number, SSSS is the site name, Alarm Name will be replaced by the actual alarm name, MM is the month, DD is the day, YY is the year, HH is the hour, and MM is the minute. The controller will attempt to reach each number 5 times until a valid response from a modem is returned.

If it is desired to call a pager or other device rather than a remote PC, the pager number can be entered followed by several commas and then a code unique to the machine. For each comma in the string, a delay of 10 seconds will occur. As an example, if the number “555-1212,,911” is entered, the controller will call 555-1212, wait 20 seconds for the pager service to answer and then enter 911 as the return number.

Enter High Level Routines

To go further in the calibration process, a second password must be manually entered. Again, this password can be obtained from the factory. Once entered, the following information can be viewed and entered.

Passwords

For security purposes, it may be desirable to alter the passwords used to gain access to the controller via RMCS. Both passwords can be changed at this point. It is imperative to keep track of any changes as these will be the new passwords used to gain access.

(rev03-01)

System Operation


2

Change Alarm Setpoints

Several of the alarm setpoints are adjustable. The values for these adjustments can be changed via the WinRMCS. All setpoints have a maximum and minimum value so that the alarms are not totally disabled. Table 2.4 lists the setpoints by name as shown in the WinRMCS, gives a brief description of each one’s purpose, and shows the default, maximum, and minimum values. Some values are scaled by a factor of ten, and no fractional values are allowed. These values are stored in battery-backed memory to ensure that they are saved even after power is turned off. However, in unusual circumstances, they may be lost anyway. It is therefore a good idea to make note of any values changed so that they can later be manually restored in case of loss.

Calibration Values

Like the alarm setpoints, these values are stored in battery-backed RAM. They are used in various portions of the control algorithms of the machine to effect its operation. Because they do effect operation, it is again a wise idea to note any changes in case the values are lost. Table 2.5 lists the RMCS names, the actual functions, the default values, and the limits for each point. Special care should be taken before changing any of these values as many are extremely important.

2.2 System Operating Sequence

Warning Review and understand all safety warnings in this manual - especially those listed in the Safety Section at the front of this manual - before operating or servicing the unit.

Only factory-trained personnel should operate the TecoFROST.

2.2.1 System Start

This section describes the Ready and Startup modes of the microprocessor control system. The system may be started either manually or automatically depending on the position of DIP switches S1-1 & S2-1. If S1-1, called “local mode” is on, the unit will only start from the control panel. If local mode is off and “Runswitch” (S2-1) is in the off position, the system may be started at the control panel. If the Runswitch is in the on position, and local mode is off, then the TecoFROST will require a remote contact (wired to TS-17 and the line block in the control panel, see Figure 1.39 option 013). The unit also employs an anti-recycle timer to prevent too-frequent starting. At least 30 minutes must elapse between starts or the controller will not leave READY mode. This feature can be overridden by simply pressing the START button or via RMCS.

Manual Start

1. System must be in Ready mode.

2. DIP switch S1-1, “local mode” must be on, or DIP switch S2-1, the “Runswitch,” must be off.

3. Press the START key on the control panel. The LED on this key should illuminate and the start sequence should begin.

Automatic Start

1. System must be in Ready mode.

2. DIP switch S1-1, “local mode” must be off.

3. DIP switch S2-1, the “Runswitch,” must be on.

(rev03-01)

System Operation


2 Table 2.4 Alarm Setpoint Values

Name Description Default Minimum Maximum LO SUCT DP ALM (X10), Suction pressure below setpoint for alarm (X10) 80 20 150 LO SUCT ALM DEL (S) , Low suction pressure alarm delay (sec) 60 10 120 LO SUCT DP PAL (X10), Suction pressure below setpoint for prealarm (X10) 50 10 150 LO SUCT PAL DEL (S) , Low suction pressure prealarm delay (sec) 60 10 120 HI SUCT DP PAL (X10), Suction pressure above setpoint for prealarm (X10) 150 10 300 HI SUCT PAL DEL (S) , High suction pressure prealarm delay (sec) 600 10 1200 LO PROC DT ALM (X10), Process temperature below setpoint for alarm (X10) 80 20 150 LO PROC ALM DEL (S) , Low process temperature alarm delay (sec) 60 10 120 LO PROC DT PAL (X10), Process temperature below setpoint for prealarm (X10) 50 10 150 LO PROC PAL DEL (S) , Low process temperature prealarm delay (sec) 60 10 120 HI PROC DT PAL (X10), Process temperature above setpoint for prealarm (X10) 150 10 300 HI PROC PAL DEL (S) , High process temperature prealarm delay (sec) 600 10 1200 AUX SAFETY 1 DEL (S), Delay to aux safety #1 alarm (sec) 10 1 120 AUX SAFETY 2 DEL (S), Delay to aux safety #2 alarm (sec) 10 1 120 AUX SAFETY 3 DEL (S), Delay to aux safety #3 alarm (sec) 10 1 120 AUX SAFETY 4 DEL (S), Delay to aux safety #4 alarm (sec) 10 1 120 AUX PALM 1 DEL (S) , Delay to aux prealarm #1 (sec) 10 1 120 AUX PALM 2 DEL (S) , Delay to aux prealarm #2 (sec) 10 1 120 AUX PALM 3 DEL (S) Delay to aux prealarm #3 (sec) 10 1 120

(rev03-01)

System Operation


2

Table 2.5 Calibration Values (<F9> in Advanced Level) Name Description Default Minimum Maximum PASSWORD (RESERVED) , Indication of previous access 2036690762 2036690762 2036690762 RUN FLAG (RESERVED) , Running if value is 2036690762 0 0 4294967295 STARTS , Engine cranks to date 0 0 4294967295 HOURMETER (X60) , Minutes run to date 1 1 4294967295 POWER TIME (X60) , Total minutes controller has been powered 0 0 4294967295 ALARM TIME (X60) , Total minutes unit has been in alarm 0 0 4294967295 COUNTER 1 , Customer counter 1 value 0 0 4294967295 COUNTER 2 , Customer counter 2 value 0 0 4294967295 COUNTER 3 , Customer counter 3 value 0 0 4294967295 COUNTER 4 , Customer counter 4 value 0 0 4294967295 P SETPOINT (X10) , Pressure setpoint X 10 0 -400 1000 P SETPOINT MAX (X10), Maximum pressure setpoint X 10 1000 -400 1000 P SETPOINT MIN (X10), Minimum pressure setpoint X 10 -400 -400 1000 P SETPT SPAN (X10) , Pressure setpoint input span X 10 200 -1000 1000 P SETPT OFFSET (X10), Pressure setpoint offset X 10 0 -1000 1000 CYCLE STOP DP (X10) , Pressure difference to cycle off X 10 100 50 300 CYCLE START DP (X10), Pressure difference to cycle on X 10 100 50 300 T SETPOINT (X10) , Temperature setpoint X 10 0 -400 1000 T SETPOINT MAX (X10), Maximum temperature setpoint X 10 1000 -400 1000 T SETPOINT MIN (X10), Minimum temperature setpoint X 10 -400 -400 1000 T SETPT SPAN (X10) , Temperature setpoint input span X 10 200 -1000 1000 T SETPT OFFSET (X10), Temperature setpoint offset X 10 0 -1000 1000 CYCLE STOP DT (X10) , Temperature difference to cycle off X 10 100 50 300 CYCLE START DT (X10), Temperature difference to cycle on X 10 100 50 300 CYCLE DELAY (SEC*3) , Delay to load cycle off (seconds X 3) 10800 1800 21600 CYC DEL FAST (SEC*3), Delay to pressure cycle off (seconds X 3) 900 180 1800 CONTROL PROP GAIN , Pressure/temperature proportional gain 10 1 50 CONTROL DERIV GAIN , Pressure/temperature derivative gain 50 5 250 MAX LOAD RATE (X10) , Maximum capacity loading rate (%/sec X 10) 6 3 20 MAX UNLD RATE (X10) , Maximum capacity unloading rate (%/sec X 10) 6 3 20 MAX ACCEL RATE , Maximum acceleration rate (RPM/sec) 10 3 50 MAX DECEL RATE , Maximum deceleration rate (RPM/sec) 10 3 50 MAXIMUM RPM , Maximum speed 3000 1500 3200 NETWORK NODE COUNT , Number of nodes on network for slave control 0 0 31 UNUSED - 35 , Unused 0 0 0 UNUSED - 36 , Unused 0 0 0 UNUSED - 37 , Unused 0 0 0 UNUSED - 38 , Unused 0 0 0 UNUSED - 39 , Unused 0 0 0 UNUSED - 40 , Unused 0 0 0 UNUSED - 41 , Unused 0 0 0 SUCTION T COR (X10) , Suction temp correction X 10 0 -50 50 DISCH T COR (X10) , Discharge temp correction X 10 0 -50 50 COMP OIL T COR (X10), Compressor oil temp correction X 10 0 -50 50 OIL SEP T COR (X10) , Oil separator temp correction X 10 0 -50 50 COOLANT T COR (X10) , Coolant temp correction X 10 0 -50 50 ENG OIL T COR (X10) , Engine oil temp correction X 10 0 -50 50 DUMP HX T COR (X10) , Dump HX temp correction X 10 0 -50 50 PROCESS T COR (X10) , Process temp correction X 10 0 -50 50 CUST 1 T COR (X10) , Customer 1 temp correction X 10 0 -50 50 CUST 2 T COR (X10) , Customer 2 temp correction X 11 0 -50 50 CUST 3 T COR (X10) , Customer 3 temp correction X 12 0 -50 50 CUST 4 T COR (X10) , Customer 4 temp correction X 13 0 -50 50 CAT OUT T COR (X10) , Catalyst outlet temp correction 0 -10 10 CAT IN T COR (X10) , Catalyst inlet temp correction 0 -10 10 SUCTION P COR (X10) , Suction press correction X 10 0 -20 20 DISCH P COR (X10) , Discharge press correction X 10 0 -100 100 COMP OIL P COR (X10), Compressor oil press correction X 10 0 -100 100 OIL FILT P COR (X10), Oil filter press correction X 10 0 -100 100 COOLANT P COR (X10) , Coolant press correction X 10 0 -20 20 ENG OIL P COR (X10) , Engine oil press correction X 10 0 -20 20 CUST V1 OFFSET , Customer voltage 1 reading at 0 VDC 0 -1000 1000 CUST V2 OFFSET , Customer voltage 2 reading at 0 VDC 0 -1000 1000 CUST V3 OFFSET , Customer voltage 3 reading at 0 VDC 0 -1000 1000 CUST V4 OFFSET , Customer voltage 4 reading at 0 VDC 0 -1000 1000 CUST V1 SPAN , Customer voltage 1 span for 10 VDC 100 -10000 10000 CUST V2 SPAN , Customer voltage 2 span for 10 VDC 100 -10000 10000 CUST V3 SPAN , Customer voltage 3 span for 10 VDC 100 -10000 10000 CUST V4 SPAN , Customer voltage 4 span for 10 VDC 100 -10000 10000 STORAGE TIME (MIN) , Storage time for averaging records in minutes 30 1 120 UNUSED - 71 , Unused 0 0 0 UNUSED - 72 , Unused 0 0 0 UNUSED - 73 , Unused 0 0 0 UNUSED - 74 , Unused 0 0 0 UNUSED - 75 , Unused 0 0 0 UNUSED - 76 , Unused 0 0 0 UNUSED - 77 , Unused 0 0 0 UNUSED - 78 , Unused 0 0 0 UNUSED - 79 , Unused 0 0 0 UNUSED - 80 , Unused 0 0 0

(rev03-01)

System Operation


2

4. Push the START key and the LED on this key should illuminate. The system start is now being controlled by the customer remote contact. If this switch is closed, the system will go into Startup. If the switch is not closed, the system will remain on standby until the switch closes. (An indication of the position of the customer runswitch can be found on the OPM-13 LED. If the LED is on, the switch is closed.

Note The following description is not a detailed description of the control algorithm. The purpose of this description is to inform the operator of the important events that occur during the start sequence.

READY Mode

1. The controller resets the engine’s throttle and waits for a start signal.

2. The Oil Heater(s) are cycled to maintain a proper compressor oil temperature. (See Table 2.6 and 2.7 for temperature).

STARTUP Mode

1. The compressor oil pump energizes and oil pressure is checked. The slide valve is fully opened.

2. The starter cranks the engine. Once the controller senses RPM, the R2 relay energizes the gas solenoid and provides power to the ignition system. The throttle then opens to approximately 13%. The starter stays engaged for 5 seconds, or until the engine reaches a minimum of 400 RPM. If the RPM reaches at least 400, the starter disengages and the engine idles at minimum speed (1500 RPM).

3. If the engine does not start on the first crank, the starter disengages and R2 de-energizes. After 5 seconds, the above sequence is repeated. Five starts will be attempted before going into alarm.

4. The engine idles for approximately 10 seconds and then goes into Warmup mode.

WARMUP Mode

1. The controller adjusts the throttle to hold the minimum operating speed.

2. Once the engine temperature reaches 140ºF, or when 3 minutes have elapsed, the system goes into Run mode.

2.2.2 Run Mode

Setpoint Control - Speed Variation

1. Operating at the minimum speed, the microprocessor compares the setpoint to the actual suction pressure (Ps).

2. If Ps is above the setpoint, the slide valve is loaded. The rate at which the slide valve loads is determined by the proportional/ derivative control algorithm of the microprocessor. Once the maximum is reached, the speed slowly increases to the maximum. The rate at which the speed increases is also based on the proportional/derivative control algorithm of the microprocessor.

3. If the engine speed continues to increase, it will reach the maximum speed setpoint. This limit is factory-set at 3000 RPM, but may be limited by the operator to a lower value. The microprocessor is prevented from increasing the engine speed beyond this setting even if the setpoint is not satisfied. When the load changes such that Ps falls below the setpoint, the speed is reduced. Again, the rate of reduction is determined by the controller’s proportional/derivative control algorithm.

Setpoint Control - Slide Valve Operation

The minimum speed for engine operation is 1500 RPM. At this speed, the compressor is unloaded to only about half capacity. In order to get further turndown in capacity, the compressor’s internal slide valve is opened. The slide valve is also opened slightly when the engine is operating under an extremely heavy load, for example during a system pull-down, to reduce the risk of engine stall.

1. If the load drops such that the speed decreases to the minimum speed, and if the suction pressure remains low, slide valve control mode is entered.

2. The slide valve is modulated to hold suction pressure at setpoint while the controller maintains the speed at the minimum. The rate at which the slide valve loads or unloads is determined by the proportional/ derivative control algorithm of the microprocessor.

Note It is possible that both slide valve position and speed will change during rapid transients.

(rev03-01)

System Operation


2

2.2.3 System Shutdown

This section describes the Shutdown and Stop modes of the microprocessor control system.

As with a start, the system can shut down either manually or automatically depending on the position of DIP switches S1-1 and S2-1. Also, the machine can shut down as a result of cycling mode. Cycling means that the unit shuts down temporarily and then automatically restarts. There are two types of cycle modes. One is a customer option (DIP switch S1-3) and the other occurs automatically as a result of Ps, suction pressure, remaining 10 psi (default value, which is user adjustable), below setpoint.

Manual Shutdown

1. Press the STOP key on the control panel. The LED on this key should illuminate.

2. The throttle will begin closing to reduce the engine speed to the minimum of 1500 RPM.

3. When the engine speed reaches the minimum, the slide valve is unloaded.

4. When the slide valve is fully unloaded, the gas valve closes and the engine stops.

5. After the pumps are turned off, the microprocessor goes back to Ready mode.

Automatic Shutdown

1. DIP switch S1-1 must be off.

2. DIP switch S2-1 must be on.

3. When the remote switch wired into TS17 and LB opens, the TecoFROST automatically goes into Shutdown. (An indication of the position of the customer runswitch can be found in the TecoFROST control cabinet at the OPM-13 LED, on the OPTO-22 Board.

4. The remainder of the Shutdown procedure is the same as the procedure described in the “Manual Shutdown” section.

Cycle Mode Shutdown (Customer Option)

With DIP switch S1-3 on.

1. If the unit runs at minimum speed continuously for more than 1 hour , it will automatically shut down.

2. The unit will remain in Read Mode until suctin pressure rises above setpoint at which time it will enter Startup Mode.

Cycle Mode Shutdown (low Ps)

1. If the facility load has decreased to the point where Ps, the suction pressure, remains at 10 psi (default value, which is user adjustable) below setpoint for longer than 5 minutes (default value, which is user adjustable), the unit will automatically shut down.

2. The remainder of the shutdown procedure is the same as the procedure described in the “Cycle Mode” section.

2.3 Control Gain Adjustment

This section describes the control algorithm for meeting the setpoint and the method used to adjust control gains and limits. The controller calculates the difference between the actual suction pressure as measured by the pressure transducer (or optionally the process temperature), and the setpoint. This calculated value, sometimes referred to as the “error signal”, is multiplied by the control proportional gain valve (see Table 2.5). The microprocessor also calculates the rate at which the suction pressure (or process temperature) changes and multiplies it by the Control Derivative Gain value (see Table 2.5). These two products are added together to calculate a new “target capacity”.

The control software limits the rate at which the “target capacity” can change (see Table 2.5, LOAD RATE, MAX UNLD RATE). The software also limits how quickly the engine and compressor speed can change (see Table 2.5, MAX ACCEL RATE, MAX DECEL RATE). Using the algorithm described above, the controller updates the “target capacity” once a second. Refer to Appendix M for instructions on adjusting the Control Gains and other operational variables.

(rev03-01)

System Operation


2

Table 2.6 TecoFROST 16S/L Operating Parameters & Design Limits

TecoFROST 16S/L General Design Limits DISCHARGE:

High Stage Maximum Pressure .......................................................................................................................270 psig High Stage Maximum Temperature ...................................................................................................................212 ºF .....................................................................................................................................................................................

SUCTION:

Maximum Pressure at 100% Capacity ...............................................................................................................75 psig COMPRESSOR OIL:

Maximum Temperature ......................................................................................................................................155 ºF Minimum Temperature ........................................................................................................................................50 ºF Minimum Pressure (Ps = Absolute Suction Pressure) ............................................................................... 1.3Ps+45 psi

LIQUID INJECTION:

Minimum Supply Pressure ...............................................................................................................................100 psig

TecoFROST 16S/L General Operating Parameters DISCHARGE PRESSURE CUTOUT:

R-717 ..............................................................................................................................................................255 psig R-22 ................................................................................................................................................................270 psig

DISCHARGE TEMPERATURE:

Maximum Cutout ...............................................................................................................................................212 ºF SUCTION PRESSURE CUTOUT:

Set to Saturated Pressure corresponding to 10ºF Below Suction Setpoint. COMPRESSOR OIL PRESSURE - WITH PUMP RUNNING

Operating Pressure, Above Discharge ...............................................................................................................60 psig Maximum Pressure, Above Discharge ...............................................................................................................75 psig

COMPRESSOR OIL TEMPERATURE - NORMAL OPERATING

Exernally Cooled Units (WCOC, TSOC): R-717 ........................................................................................................................................................120 ºF R-22 ..........................................................................................................................................................130 ºF

Liquid Injection Cooled Units (SOC): R-717 ........................................................................................................................................................130 ºF R-22 ..........................................................................................................................................................140 ºF

COMPRESSOR OIL TEMPERATURE CUTOUTS: Upper ................................................................................................................................................................155 ºF Lower ..................................................................................................................................................................95 ºF

COMPRESSOR OIL SUMP TEMPERATURES:

Minimum Above Saturated Discharge Temp: R-717 ..........................................................................................................................................................20 ºF R-22 ............................................................................................................................................................20 ºF

Maximum Cutout ...............................................................................................................................................212 ºF ENGINE COOLANT PRESSURE:

Operating Range ........................................................................................................................................35 - 50 psig Minimum Cutout ................................................................................................................................................20 psig Maximum Cutout ...............................................................................................................................................55 psig

ENGINE COOLANT TEMPERATURE:

Operating Temperature .....................................................................................................................................180 ºF Minimum Cutout ................................................................................................................................................155 ºF Maximum Cutout ...............................................................................................................................................230 ºF

ENGINE OIL PRESSURE

Minimum Cutout ................................................................................................................................................20 psig ENGINE OIL TEMPERATURE

Maximum Cutout ................................................................................................................................................230 ºF

(rev03-01)

System Operation


2

Table 2.7 TecoFROST 23MB/LB Operating Parameters & Design Limits

TecoFROST 23MB/LB Booster General Design Limits DISCHARGE:

Booster Stage Maximum Pressure ..................................................................................................................270 psig Booster Stage Maximum Temperature ..............................................................................................................212 ºF .....................................................................................................................................................................................

SUCTION:

Maximum Pressure at 100% Capacity Low Vi (2.2) ...............................................................................................................................................75 psig Medium Vi (3.65) .......................................................................................................................................55 psig High Vi (5.0) ..............................................................................................................................................35 psig

COMPRESSOR OIL:

Maximum Temperature ......................................................................................................................................155 ºF Minimum Temperature ........................................................................................................................................50 ºF Minimum Pressure (Ps = Absolute Suction Pressure) ............................................................................... 1.3Ps+45 psi

LIQUID INJECTION:

Minimum Supply Pressure ...............................................................................................................................100 psig

TecoFROST 23MB/LB General Operating Parameters DISCHARGE PRESSURE CUTOUT: ......................................................................................................................65 PSIG DISCHARGE TEMPERATURE CUTOUT:

Liquid Injection Units (SOC): ..............................................................................................................................155 ºF Externally Cooled Units (WCOC, TSOC): ..........................................................................................................212 ºF

SUCTION PRESSURE CUTOUT:

Set to Saturated Pressure Corresponding to 10ºF Below Suction Setpoint. COMPRESSOR OIL PRESSURE

Operating Pressure, Above Discharge ...............................................................................................................70 psig Maximum Pressure, Above Discharge ...............................................................................................................75 psig

COMPRESSOR OIL TEMPERATURE - NORMAL OPERATING

Exernally Cooled Units (WCOC, TSOC): R-717 Booster ...........................................................................................................................................120 ºF R-22 Booster .............................................................................................................................................120 ºF

Liquid Injection Cooled Units (SOC): R-717 Booster ...........................................................................................................................................130 ºF R-22 Booster .............................................................................................................................................140 ºF

COMPRESSOR OIL TEMPERATURE CUTOUTS: Upper ................................................................................................................................................................155 ºF Lower ..................................................................................................................................................................95 ºF

COMPRESSOR OIL SUMP TEMPERATURES:

Minimum Above Saturated Discharge Temp: R-717 ..........................................................................................................................................................20 ºF R-22 ............................................................................................................................................................30 ºF

Maximum Cutout ...............................................................................................................................................212 ºF ENGINE COOLANT PRESSURE:

Operating Range ........................................................................................................................................35 - 50 psig Minimum Cutout ................................................................................................................................................20 psig Maximum Cutout ...............................................................................................................................................55 psig

ENGINE COOLANT TEMPERATURE:

Operating Temperature .....................................................................................................................................180 ºF Minimum Cutout ................................................................................................................................................155 ºF Maximum Cutout ...............................................................................................................................................230 ºF

ENGINE OIL PRESSURE

Minimum Cutout ................................................................................................................................................20 psig ENGINE OIL TEMPERATURE

Maximum Cutout ...............................................................................................................................................230 ºF

(rev03-01)

System Operation


2

(rev03-01)

TecoFROST 16S/L & 23MB/LB Operating & Maintenance Manual 3-1

Routine Service

3

3. General Service Requirements The TecoFROST compressor package can operate at peak performance only when it is properly maintained and serviced. To ensure dependable and long-life performance, FES/Tecogen recommend following a regularly scheduled maintenance program.

An operating log should be kept showing key operating data (taken every 2-4 hours), when maintenance was performed, as well as results from machine inspections for leaks, vibration, noise, oil quality, etc. A reference point for inspections should be established when the TecoFROST package is first placed into service. A check for unusual or abnormal conditions should be performed daily. A sample data log can be found in Appendix O.

Note If your unit includes the low emission option, refer to the TecoDrive 7400 Emission Control System Operation & Maintenance Manual for

a description of the fuel system.

Warning Only authorized, qualified persons should operate or service the TecoFROST or any part of the refrigeration system.

Warning Review and understand all safety warnings in this manual - especially those listed in the Safety Section - before operating or servicing the TecoFROST unit or any part of the refrigeration system.

The scheduled service tasks for the TecoFROST are listed in Table 3.1. As shown, these are grouped into seven categories, defined by their approximate interval and given letter designations of A through G. The time intervals are described in terms of operating hours and equivalent full load hours (EFLH). Operating hours (or run hours) are defined as the accumulated time of engine operation. EFLH hours are defined as:

For example, if the unit operates at 50 percent of its rated capacity for one hour, 0.5 EFLH will have been logged.

Note The left and right mechanical hour meters on the control cabinet door are operating hours and EFLH hours, respectively. Both are available on the microprocessor display as well. Always use the mechanical meters to determine service intervals, since the microprocessor values can be reset inadvertently.

It should be noted that these intervals are to be used as a guide. Engine life may actually be longer or shorter than indicated. However, the routine service (Category "A") should NOT be extended.

3.1 Category A Service (750 EFLH)

Carburetor Air Filter Replacement

With the engine stopped, remove the cover nut, lift off the filter end cover, and remove and discard the filter. Wipe out the assembly with a clean rag. Install the new filter, making certain that all parts line up properly, and reinstall the end cover nuts.

Battery Inspection

Remove the cover from the battery box and inspect the terminals for signs of corrosion. Remove any corrosion with a wire brush; in cases of severe corrosion, loosen the bolts that retain the battery cables to the terminals. Remove the cables and clean the terminals with a wire brush and sodium bicarbonate (baking soda). Carefully inspect the bottom of the battery box to insure that the battery is not leaking. If it is leaking, replace it. Check the battery box for corrosion.

The battery is of the low maintenance type and does not normally require servicing. A green dot indicates that the battery is sufficiently charged. If in doubt, check the voltage by using the procedure in Appendix K.2.2.

Engine Timing Check and Adjustment

See Appendix E.7.

Carburetor Adjustment and Emissions Check

See Appendix B.2.

EFLH = [Operating Hours] x Average Capacity % Capacity % ][

(rev03-01)


Routine Service

3

Category Interval Item Action

A 750 EFLH or 1500 Operating Hours (Whichever Comes First)

Air Filter Battery Timing Carburetor Engine Oil Filter Spark Plugs & Wires Coupling Compressor Shaft Seal Compressor Oil Level General

Replace Inspect Check & Adjust if Necessary Check & Adjust if Necessary Replace Replace Inspect Monitor Leakage Rate Check Check for Leaks, Check Electrical Connectors

B 1500 EFLH or 3000 Operating Hours (Whichever Comes First)

Engine Lube Oil PCV Valve Distributor Cap & Rotor Engine Evaluation Engine Valves Dump HX Compressor Lube Oil Coalescer Pres. Drop Comp. Oil Regulator Vibration Controls Safeties Gauges Transducers

Replace 55 Gallon Supply & Drain Engine Oil Pan Check Replace Blowby Test & Compression Test (May be Omitted for

First “B” Service) Adjust (at 3000 EFLH intervals) Check, Clean If Necessary Take Samples & Log Check & Log Check & Log Check & Log Check & Log Check & Log Check & Log Check & Log

C 6000 EFLH or 12000 Operating Hours (Whichever Comes First)

Cylinder Heads Replace

D Typical Life* Engine, Partial Replace as indicated by Blowby and Compression Tests

E Annual or 8000 Operating Hours (Whichever Comes First)

Suction Strainer Comp. Oil Strainer Compressor Oil Filter Coalescer Elements Compressor Oil Pump Comp. Oil Return Sys. Comp. Radial Play Comp. Axial Float Class B Inspection

Clean Clean Replace Replace Check Operation & Log Check & Log Check & Log Check & Log Contact Factory

F Seasonal Startup & Shutdown Follow Procedure

G As Required Thermostatic Valve Compressor Shaft Seal Compressor Oil Coupling Class C Inspection

Replace element Replace Replace Replace Contact Factory (every 35,000 operating hours)

Table 3.1 TecoFROST Scheduled Service Interval Guidelines

* Typical engine life with proper service is 10,000-15,000 EFLH or 20,000-25,000 operating hours, (whichever comes first)

(rev03-01)


Routine Service

3

Engine Oil Filter Replacement

Remove the old filter by turning the filter body counterclockwise as viewed from underneath. This is a spin-on type of oil filter. Discard the removed filter properly. Fill the new filter with oil, rub some oil on the filter gasket, and clean the mating surface before installing the new filter. Hand tighten only. Do not over tighten.

Note The old filter gasket will often adhere to the engine block when old filter is removed. Always make certain that the filter-to-engine mating surface is free of old gasket material before installing new filter.

Engine oils are considered hazardous materials and appropriate measures should be taken for handling and disposal.

Spark Plug and Ignition Wire Replacement

See Appendix E.8 and E.9.

Coupling Inspection

Remove the coupling screens and inspect the toroidal coupling ring for signs of cracking or other deterioration of the rubber. Replace the coupling ring if there are any signs of cracking or other deterioration.

Compressor Shaft Seal Inspection

Some leakage from the shaft seal is desirable under normal operating conditions. The most precise way to monitor leakage rate is to count the actual drops of oil coming from directly underneath the shaft during steady-state operation. You can do this by shining a light through the coupling guard or removing the coupling guard. A guideline for evaluating the leakage rate is presented below.

Note It is best to evaluate leakage rate under consistent conditions of load. If the leakage rate is excessive, replace the shaft seal per the instructions presented in Appendix O.

Warning Before coming in close proximity to rotating shaft, insure that coupling guard is on securely. Also, caution should be taken near clearance between coupling guard and compressor housing.

Compressor Oil Level Check

Establishing the correct amount of oil charge in the system is important for proper system operation. The unit is charged with oil at the factory and the level is verified at startup. However, it is important to monitor the oil level regularly, especially after oil system service.

Excessive oil in the compressor may cause lower than normal suction pressures that indicate poor evaporator performance. This is because the oil separator is not as effective with the extra compressor oil, leading to excessive oil carryover in the refrigerant. The evaporator heat transfer is then diminished.

Operating with too little oil in the system is also a problem. The breakdown of the oil will occur faster, and, in severe cases, the oil supply to the compressor will be diminished to the point where the unit goes into alarm - LO COMP OIL PRESS.

To determine the proper oil level, insure that the oil level is visible at the center of the separator's primary side sight glass (1/4-1/2 full) when operating. Also check that the secondary side sight glass is empty when the TecoFROST is operating. If a secondary side oil level is maintained then the oil return system or the compressor are in need of service. The TecoFROST booster packages (23MB & 23LB) are equipped with two primary side sight glasses. Normal operating level is in the center of the lower sight glass (normal fill level is to the center of the upper sight glass).

Leakage Rate Evaluation

Monitoring Drops Per Minute (dpm) Up to 2 drops in 5 minutes 1 drop per minute 10 drops per minute

Normal Monitor Weekly Replace Shaft Seal

Monitoring Oil Collection Container Up to 1/2 Full in 300 Run Hours 1/2 Full in 150 Run Hours 1/2 Full in 24 Run Hours

Normal Monitor Weekly Replace Shaft Seal

(rev03-01)


Routine Service

3

When additional oil is needed or a complete oil change is required, use only the compressor oil recommended by FES/Tecogen. The compressor oil charge shipped with the unit was selected to meet the application requirements as supplied at the time of the order. Questions concerning suitability can be answered by referring to FES engineering specifications ENG-5 “FES Refrigeration Oils - Properties, Applications” and ENG-6 “FES Recommended Oil Specification.”

Warning The system is under pressure. Always take proper precautions in attaching and removing pumping apparatus to avoid injury.

To add or remove compressor oil, first complete steps A through G of the General Component Replacement procedure in Section 3.5. In both cases, insure that the compressor package is at atmospheric pressure. When adding oil, access is obtained at the compressor's oil filler valve. To remove oil, drain the oil from the compressor through the drain valve mounted below the separator (see Figure 1.6 or 1.8). Finish by completing steps H through L of the General Component Replacement procedure.

3.2 Catergory B Service (1,500 EFLH)

Important Begin by performing Category “A” service.

Change Engine Oil

Remove the oil feed and oil return lines from the 55-gallon oil drum. Properly seal the drum and dispose of the used oil. With a drum of new oil, install the oil feed and the oil return lines. Empty the engine crankcase sump by removing the line to the oil level switch at the bottom of the crankcase. Drain approximately 9 quarts of oil into a shallow pan. Dispose of the used oil properly. Replace the line to the oil level switch. Fill the crankcase by pouring 8 quarts through the filler opening on the valve cover. Do not overfill. Check the oil level using the oil level switch.

Note If oil viscosity is being monitored, use the following chart guide to oil condemnation.

Check PCV Valve

Check or replace the PCV valve. The PCV valve is located in the valve cover. With the engine off, check the action of the ball inside by shaking it. With the engine running, place your thumb over the end of the valve; the idle RPM should drop about 50 RPM. Clean it if the ball sticks. Replace the PCV valve if it is faulty.

Distributor Cap and Rotor Replacement

Replace the distributor cap and rotor (see Appendix E.4).

Engine Evaluation

See Appendix G.

Dump HX Cleaning (Tube-Side)

Note The proper interval for cleaning the dump HX is largely site dependent. Use the “Engine Dump HX Outlet Temperature” thermistor reading as an indication of the need for cleaning (Temperature will rise sharply as HX fouls).

Initial Viscosity* (Zero Hours)

Maximum Recommended Viscosity

80 120

90 140

100 165

110 180

120 190 *Kinematic Viscosity (cSt at 40ºC) Viscosities based on single grade mineral-based oil (ASTM D445 or ASTM D88 Test Method)

RECOMMENDED LUBE OIL VISCOSITY

(rev03-01)


Routine Service

3

Follow these steps for cleaning:

1. Isolate the tube-side of the dump HX by using the ball valves (on the TecoFROST skid).

2. Crack 2 unions on tube-side inlet and outlet to relieve pressure and drain the HX.

Warning Water may be hot. Take proper precautions.

3. “Break” the unions.

4. Remove the HX end caps, bolts, and heads.

5. Clean the tubes with a brush sized for .0331-ID tubes .

6. Reassemble the system by reversing the procedure just described.

Note HX head gaskets may require replacement after several HX cleanings. Consult the service parts list for replacement part numbers.

Compressor Oil Check

The proper type and condition of refrigeration oil is essential for maintaining compressor performance and useful life. Oil quality changes rapidly and reflects both system and compressor mechanical problems. Conditions such as bearing wear, contaminants, excessive temperature, and moisture are all indicated by oil condition. Use the following recommendations to maintain the required quality from the compressor oil.

A. Use only the oil recommended by Tecogen for the refrigerant and duty specified. The oil charge shipped with the compressor package was selected to meet the application requirements as supplied at the time of order. Questions concerning suitability can be answered by referring to FES Engineering specifications ENG-5 “FES Refrigeration Oils-Properties and Applications” and ENG-6 “FES Recommended Oil Specification.”

B. At start up, take two 8 oz. oil samples and place them in clean containers. One sample should be used as a visual reference point to compare to later samples. Oil that appears murky, discolored, milky or markedly different from the original sample indicates a possible problem requiring further analysis. The second sample is to be sent

to a laboratory for analysis. The analysis should show, as a minimum, wear particle analysis, viscosity, contaminants (i.e. iron, copper, etc.), and moisture content. The second sample’s laboratory report will then be the reference point for future samples. Each time the oil is changed new reference samples must be taken.

C. The Tecogen service department can provide oil analysis services if a local laboratory is unavailable. Log the laboratory report and any other observation.

Coalescer Pressure Drop Check

Pressure drop across the coalescer elements should not exceed 5 psi. This differential pressure should be checked with a refrigeration gauge while the TecoFROST compressor package is operating at full load between the oil fill valve and the angle valve at PSN1.

Compressor Oil Pressure Regulator Check

Verify that the compressor oil pressure is 65 psi above suction pressure during normal operation. Booster units (TecoFROST 23 MB/LB) should operate at compressor oil pressure 70 psi above discharge pressure.

Vibration Check

The analysis of changes in vibration patterns and levels can provide valuable information on both machine and structural components. In order for the vibration analysis to provide useful data, the following guidelines should be used.

A. Initial data should be taken at start up to use as a reference for later readings. Data should include the location and orientation of each reading and the slide valve setting. Any future readings should be taken at these same conditions.

B. Full spectrum, vibration readings, showing displacement and frequency data are most useful if taken at regular intervals so that historical trends can be established. Tecogen recommends vibration readings every 3 months or 1500 EFLH.

C. Vibration data can be misleading if not interpreted properly. Also, vibration can occur as a result of other nearby equipment or be amplified by structural resonance. Questions concerning vibration data and its application should be referred to FES.

(rev03-01)


Routine Service

3

Controls Check

Verify that the control system is operational by checking that the D1 LED on the Microprocessor Board is flashing 3 times per second. That D4 on the Interface Board is the green not red. And the segments 9 and 10 on V9, V10, V20, and V32 on the Interface Board are flashing alternately.

Safeties Check

Verify that all system safeties are operational.

Gauge Check

Verify that all gauges are reading correctly.

Transducer Check

Verify that all sensors are reading correctly.

3.3 Category C Service (6,000 EFLH)

Important Conclude by performing Category “A” and “B” service.

Cylinder Head Replacement

If the engine blowby rate and compression test indicate that the lower end of the engine is in good condition at this interval (see Appendix H.1), it is advisable to replace the heads to ensure maximum engine life. Follow procedure outlined in Appendix F.5.

3.4 Category D Service (10,000 To 15,000 EFLH)

Note Partial engine assembly Tecogen Part No. is 76672.

If the engine wear analysis criteria outlined in Appendix G indicates that the lower end of the engine has failed or has become excessively worn, the engine should be replaced using the procedure outlined in Appendix F.8. The interval indicated above for this service category is only a guideline. The actual engine life will depend on the specific application conditions, the quality of service, and numerous other factors.

3.5 Category E Service (Annual Or 8000 Operating Hours)

General Component Replacement

When repairing or replacing refrigeration system components that cannot be individually isolated, the following procedure should be used.

A. Stop the compressor by depressing the STOP button on the control panel display. Open the disconnects to the compressor oil pump and engine coolant pump motors. Open the oil heater fuse(s) F3 ( also F4 and F5 for booster models 23MB/LB).

B. Close the TecoFROST discharge stop valve.

C. If SOC cooled, close the SOC liquid feed stop valve and stop valve at the compressor SOC injection port. Close the high pressure gas supply stop valve to the SOC outlet pressure regulator.

D. If economized, close the economizer supply stop valve.

E. Open the suction check-valve bypass-valve to allow the refrigerant in the compressor package to be transferred to the system suction.

F. Close the compressor suction stop valve and the suction check-valve bypass-valve.

G. Vent the oil separator using the oil fill connection to purge any remaining refrigerant as required by applicable safety codes.

H. Complete service repair or replacement.

I. Evacuate package if required for refrigerant type used.

J. Return valves to their original operating positions following the previous procedure in reverse. Conduct a leak test.

K. Close the compressor oil pump and engine coolant pump motor disconnects. Close the oil heater fuse(s) F3 (also F4 and F5 for booster models 23MB & 23LB).

L. The compressor is now ready for operation.

(rev03-01)


Routine Service

3

Suction Strainer Cleaning

The suction strainer protects the compressor from system debris that could damage the compressor. This strainer would normally be cleaned as part of the initial start up procedure or if the refrigerating system has been opened up (i.e. for repairs, plant expansion, etc.). The procedure for cleaning this strainer is as follows:

A. Stop the compressor.

B. Refer to “General Component Replacement” Section above and utilize steps A through G to prepare for suction strainer inspection and cleaning.

C. Disconnect tubing attached to suction housing cover (port C2, on TecoFROST 16S & 16L only).

D. Carefully loosen the cap screws, or nuts and bolts, on the compressor suction housing cover (or cover flange of TecoFROST 23MB & 23LB booster models). When it is determined that refrigerant or pressure is not present, remove and retain the cap screws. Discard the cover gasket.

E. Remove and inspect the strainer element in the suction housing. Clean by washing in solvent and drying with dry compressed air.

F. Reinstall the strainer element in the suction housing.

G. Using a new cover gasket, install the housing cover with the original cap screws or nuts and bolts.

H. Refer to “General Component Replacement” Section above and use steps I through L to complete the procedure.

Compressor Oil Strainer Cleaning - 16S & 16L

Cleaning the TecoFROST 16S & 16L high/single stage compressor oil strainer REQUIRES COMPRESSOR SHUTDOWN. To clean the strainer use the following procedure (refer also to Figure 1.6a, b or c).

A. Stop the compressor by depressing the STOP button on the control panel. Open the disconnects to the compressor oil pump and engine coolant pump motors.

B. The oil strainer must be isolated by closing the necessary valves in the oil piping system. The valves that must be closed include the valve between the oil strainer and separator (V12), the

valve between the oil pressure regulating valve and separator (V12), the valve between the oil filter and compressor main oil injector (V20 & V44), and the metering valve between the oil filter and load/unload solenoids (V31).

C. The pressure in the oil strainer and associated piping, which has been isolated, must now be relieved. Connect a hose to the vent valve (V16) connection at pressure transducer PSN3. Insert the free end of the hose into a container to collect the oil which is in the piping. Slowly open the vent valve to relieve the pressure.

D. Open drain valve (V13) under the oil separator. Collect the oil in a container for disposal.

E. Unscrew and remove the strainer basket and wash in solvent. Blow with air to dry and clean.

F. Wipe the inside of the strainer housing with a clean dry lint free cloth.

G. Replace the strainer basket and install the strainer cover and O-ring.

H. Replace that strainer basket and install the strainer cover and O-ring.

I. Open the valves closed in step B. Close the disconnects to the compressor oil pump and engine coolant pump motors. The compressor can now be restarted.

Compressor Oil Strainer Cleaning - 23MB & 23LB

Cleaning the TecoFROST 23MB & 23LB booster model strainer REQUIRES COMPRESSOR SHUTDOWN. To clean the strainer use the following procedure, (refer also to Figure 1.9a or b).

A. Stop the compressor by depressing STOP button on the control panel display. Open the disconnects to the compressor oil pump and engine coolant pump motors.

B. Close the stop valves to (V14) and from (V15), the oil strainer and close the stop valve at the outlet of the oil differential pressure regulator (V17).

C. Open the purge and drain valves on the cover of the strainer. Collect the oil in a container for disposal.

D. Loosen and remove the cap screws on the cover. Keep the cap screws for later use. Remove the cover and O-ring.

(rev03-01)


Routine Service

3

E. Remove the strainer basket and wash in solvent. Blow with air to dry and clean.

F. Wipe the inside of the strainer housing with a clean dry lint free cloth.

G. Replace the strainer basket and install the cover and O-ring using the original cap screws.

H. Close the vent and drain valves and open the stop valves closed in step B. Close the disconnects to the compressor oil pump and engine coolant pump motors.

I. The compressor can now be restarted.

Compressor Oil Filter Replacement - 16S & 16L

TecoFROST 16S & 16L compressor packages are furnished with one 15 micron replaceable cartridge oil filter.

Important Unless optional dual oil filters are supplied it is necessary to shut down the compressor before replacing the filter element.

Filter elements should be changed when the pressure drop across the filter exceeds 15 psid or yearly. The procedure for changing the oil filter is as follows (refer also to Figure 1.6a, b or c):

1. Stop the compressor by depressing the STOP button on the control panel display. Open the disconnects to the compressor oil pump and engine coolant pump motors.

2. The oil filter must be isolated by closing the necessary valves in the oil piping system. The valves that must be closed include the valve between the oil strainer and separator (V12), the valve between the oil pressure regulating valve and separator (V17), the valve between the oil filter and compression main oil injection (V20 & V44), and the metering valve between the oil filter and load/unload solenoids (V31).

3. The pressure in the oil filter and associated piping, which has been isolated, must now be relieved. Connect a hose to the vent valve (V16) connection at pressure transducer PSN3. Insert the free end of the hose into a container to collect the oil which is in the piping. Slowly open the vent valve to relieve the pressure.

4. Unscrew and remove the oil filter element. Used elements can then be properly disposed. Be sure to clean sealing surfaces to remove any gasket material from previous filter elements.

5. Lubricate the gasket of the new filter element with oil.

6. Screw element on until gasket makes contact; then tighten one-half turn.

7. Open the valves closed in step B. Close the disconnects to the compressor oil pump and engine coolant pump motors.

8. The filter is now ready to be placed in service and the compressor is ready to be restarted.

Compressor Oil Filter Replacement - 23MB & 23LB

All TecoFROST 23MB & 23LB booster model compressor packages are furnished with one 15 micron high efficiency multiple-cartridge oil filter. Filter elements should be changed when the pressure drop across the filter exceeds 15 psid or yearly.

Important It is necessary to shut down the compressor before replacing the filter elements.

The procedure for changing the oil filter is as follows (refer also to Figure 1.9a or b):

1. Shut down the package by depressing the STOP button on the control panel display and open the disconnects to the compressor oil pump and engine coolant pump motors.

(rev03-01)


Routine Service

3

2. Close the inlet service stop valve (V18) to the filter and the outlet stop valve (V22) from the filter.

3. Connect a hose to the purge (V21) and drain (V19) valves at the bottom of the oil filter (located on oil supply pipe). Insert the free end of the hose into a container to collect oil drained from the filter. SLOWLY open the purge and drain valves to release pressure.

4. Loosen the cap screws retaining the filter cover and cover O-ring. Remove and retain the cap screws after the oil has drained from housing.

5. Remove and keep the nuts holding the filter cartridge retainer. Remove and keep the filter cartridge retainer.

6. Remove the front oil filter cartridge and then remove the back cartridges. Used cartridges can then be properly disposed. Be sure to clean sealing surfaces to remove any gasket material from previous filter elements.

7. Clean the canister interior with clean oil and wipe with a lint free cloth.

8. Install the new filters and retainer. Reinstall the retainer nuts.

9. Install the cover and oil soaked O-ring using the original cap screws.

10. Close the purge and drain valves.

11. Slowly open the inlet stop valve to the oil filter. Then slowly open the outlet stop valve from oil filter.

12. Close the motor disconnects opened in step A.

13. Compressor is ready for restart.

Coalescer Replacement

Coalescer filter elements are replaced using the following procedure:

A. Refer to “General Component Replacement” above and utilize steps A through G to prepare for coalescer service.

B. Loosen the manway cover retainer bolts. Remove the retainer, manway cover and cover gasket. Do not reuse the cover gasket.

C. Remove (and keep) the two nuts and cover plate from each coalescer retaining rod. Slide the coalescer elements off the rod and properly dispose.

D. Install new coalescer elements by sliding them on, one at a time, until the first element is against the rear baffle. All elements should touch each other.

E. Install the cover plates. Tighten the first nut to 50 ft-lb and use the second nut to lock the first nut in place.

F. Install the manway cover being sure to use a new gasket.

G. Tighten the manway bolts. Recheck bolts after applying pressure to the oil separator since they may loosen.

H. Refer to “General Component Replacement” above and use steps H through L to complete this procedure.

Compressor Oil Pump Check

Verify that the compressor oil pump, which is operational part-time on the TecoFROST 16S & 16L and full time on the 23MB & 23LB booster is functioning properly and generating a minimum of 70 psi pressure.

Compressor Oil Return System Check

Verify that no oil is visible in the oil separator’s secondary side sight glass and that the needle valve is open allowing oil to return to the compressor. If necessary use the General Component Replacement procedure to clean the strainer or replace a faulty component.

Compressor Check

Verify that the compressor is aligned correctly. Report any runout readings greater than .003” to Tecogen.

(rev03-01)


Routine Service

3

3.6 Category F Service (Seasonal) Seasonal Shutdown Procedure

When the compressor is shutdown for prolonged periods such as seasonal shutdown, the following procedure should be followed:

1. Depress the STOP button on the control panel display to shutdown the compressor.

2. Turn Control Power off by opening fuses F1 & F2. Open oil heater fuse F3 (also F4 and F5 for booster models).

3. Open disconnects to the starter motor and oil pump and engine coolant pump motors.

4. Close the suction and discharge valves. If used, close SOC feed and economizer feed valves. Attach CLOSED tags.

5. If water cooled, close the water supply and return valves and attach CLOSED tags. Provisions should be made to protect from rust and corrosion during shutdown.

6. Complete the evacuation procedure outlined below in Section 3.8.

Note Compressor shaft seal may lose oil film and

leak when left inoperable during off-season (although it will reseal when run again). Always complete pumpdown to avoid refrigerant loss in off-season.

7. Shut off the natural gas fuel supply.

8. Disconnect the negative battery cable.

9. If the TecoFROST will be exposed to subfreezing temperatures, confirm glycol concentration in engine coolant is adequate to protect against freezing.

10. Remove all spark plugs and inject a small quantity of engine oil into the cylinders. Turn the engine over by hand to oil-coat the engine cylinders. Reinstall the spark plugs.

11. Tape off the air inlet to the engine at the carburetor.

12. Tape off the exhaust outlet.

13. Rotate the engine by hand approximately once a month to a new position.

Seasonal Startup Procedure

1. Twenty-four hours before startup, connect the negative battery terminal, apply the control power, close fuses F1 through F5, and check for normal operation of the microprocessor control. This permits the battery to charge, and the compressor oil to warm-up.

Note If system was drained at end of previous season, bleed all air from water loops before starting system.

2. If compressor oil is water cooled (WCOC) take necessary action to return cooling water to the cooler. Open the supply and return valves and remove CLOSED tags.

3. Inspect the compressor for any damage or corrosion that may have occurred during prolonged shutdown.

4. Open the compressor suction and discharge valves, and if supplied, the SOC feed stop valve. Remove CLOSED tags. If economized, the supply valve will be opened after startup.

5. Close disconnects to the coolant pump and oil pump motors.

6. Remove tape from the carburetor inlet and the exhaust outlet.

7. Turn on the natural gas fuel supply.

8. Check that all refrigerant system valves are in their normal positions.

9. Check that all drain plugs and valves are closed.

10. Check that there are no obstructions in:

11. Engine air inlet.

(rev03-01)


Routine Service

3

12. Engine exhaust.

13. Refrigerant vent line.

14. Natural gas vent lines.

15. Perform Category "A" service (as required, depending on time interval of shutdown).

16. Use the normal start procedure. Start the TecoFROST and observe its operation. Check for leaks.

3.7 Category G Service ("AS REQUIRED" ITEMS, NO INTERVAL SPECIFIED)

Compressor Shaft Seal Replacement

See Appendix O.

Compressor Oil Replacement

When it is necessary to change the compressor package oil charge, the compressor must be shutdown. The oil filter must be drained and filter elements replaced. All oil strainers must also be cleaned. The procedure is as follows:

A. Refer to “General Component Replacement” in Section 3.5 above and follow steps A through G.

B. Complete the pumpdown of the compressor to slightly less than atmospheric pressure using procedure provided below in Section 3.8 steps 1 & 2.

Warning Oil can be under high pressure if

pumpdown has not been completed properly. Always take appropriate precautions when opening the system to atmospheric pressure.

C. Vent the compressor package by opening the oil fill connection (V6). Leave this valve open during the oil draining procedure.

D. Drain the oil into a suitable container using the oil drain valve (V13) located under the oil separator.

Important Always use proper methods to store and dispose of waste oil.

E. Change the oil filter and clean the oil strainer as previously described.

F. Once step E is complete, and the filter and strainer are reassembled, close the oil drain valve (V13).

G. Add oil through the oil fill connection until the oil level reaches the top of the sight glass on the oil separator (center of top sight glass on booster models).

(rev03-01)


Routine Service

3

H. The oil fill connection can be used to purge or evacuate the oil separator as required. When complete, close the oil fill connection. The approximate oil charge is 25 gallons US (130 gallons US for the 23MB & 23LB booster models).

I. Refer to the “General Component Replacement” procedure in Section 3.5 and follow steps H through L to complete this procedure.

Thermostat Mixing Valve Element Replacement

Note Each valve body contains two elements. The element replacement kit (with O-rings, 1 element) is Tecogen part number 76862.

1. Shut off the coolant system make-up supply using an off-skid hand valve.

2. If the unit is equipped with a heat recovery option, shut off the valves at the heat recovery system supply and return.

3. With the engine coolant system cooled to a safe temperature, drain the coolant by opening the drain valve. Bleed the air by cracking the hose fitting at the top of the engien exhaust manifold adaptor.

Warning Engine coolant can be hot and under pressure. Never attempt this procedure unless the coolant temperature has reached safe values.

Note Connect the drain valve to a standard hose if desired to bring the engine coolant to the floor drain, or if coolant contains gylcol, to the collection container.

3a. Disassemble the valve body by removing the valve flange bolts and plumbing union between the air purge assembly and the coolant pump inlet.

3b. To replace elements in the secondary valve, disassemble the body by removing the valve flange bolts and breaking the union as in 3a above, and the union at the primary valve body’s “B” port.

4. Remove the element and O-rings and replace them with new components from the kit.

Note You can check used elements by immersing them in hot water and observing the action of the plunger.

5. Reassemble the valve body by reconnecting the union(s) and installing the flange bolts.

6. Open the coolant supply to refill the unit while bleeding air from the hose connection.

7. Open the supply and return valves to the heat recovery system.

8. Cycle the unit to be sure air is bled from the dump heat exchanger and the rest of the system. Also, check for leaks.

Engine Valve Adjustment

Perform adjustment every 3000 EFLH or 6000 operating hours, whichever occurs first. See Appendix F for procedure.

(rev03-01)


Routine Service

3

3.8 Refrigerant Evacuation Service Procedure

System Evacuation

When the TecoFROST compressor package is brought to atmospheric pressure, it must be evacuated before pressurizing with refrigerant again. Evacuation is necessary to remove air, moisture, and other noncondensibles from the system.

The procedure for evacuation is as follows:

1. Attach a vacuum pump to the oil fill valve (V6) on the oil separator.

2. Evacuate the system to a vacuum pressure less than 29 in. Hg (3000 micron, if possible).

Note If the pump is unable to bring the system down to 29 in. Hg, the system most likely has a leak (assuming the pump is functioning properly). If you cannot determine where the leak is under vacuum, you will have to put some refrigerant into the system and use an electronic leak detector.

3. After the evacuation is complete, break the vacuum with refrigerant vapor by opening the discharge stop valve first.

3.9 Wiring Harness And Connectors

There are a few general notes of importance listed below:

Note Use care when probing a connector or replacing terminals in them. It is possible to short between opposite terminals.

When diagnosing, open circuits are often difficult to locate by sight. This is because oxidation or terminal misalignment is hidden by the connectors. Merely wiggling a connector on a sensor, or in the wiring harness, may correct the open circuit condition. This should always be considered when an open circuit, or failed sensor is indicated. Intermittent problems may also be caused by oxidized or loose connections.

Before making a connector repair, be certain of the type of connector.

The 13.8 volt engine wiring harness electrically connects the control cabinet to the various control devices and sensors on the engine.

These items include the throttle stepper motor, ignition coil, starting circuit power, speed signal, and various safety switches. The ignition coil connection is made with another small harness from the harness to the special coil connector.

The other low voltage DC components are wired through conduit separately from all other electrical wiring. These items include the pressure sensors (6) and the temperature sensors, or thermistors (7).

All of the control devices requiring 120 VAC power are also wired through conduit separately from all other electrical wiring. These items include the two gas solenoids, the compressor load and unloading solenoid valves, the compressor oil heater(s), and the oil level sensor (16S & 16L only).

(rev03-01)


Routine Service

3

(rev03-01)


Troubleshooting Guide

4

The TecoFROST control system is designed to provide safeties to protect the equipment in the event of upset conditions. Prealarms are warnings to the operator that the system is experiencing an abnormal condition that should be addressed. With a prealarm condition, the system is still operating within its limitations so it continues to run. However, alarms cause the system to shut down.

Section 4.1 will discuss prealarms and Section 4.2 will present a description of each alarm and its troubleshooting procedures. Finally, in Section 4.3, system abnormalities that do not cause alarms will be presented.

Warning The TecoFROST control panel and pump starter panel both contain devices and wiring that are at high electrical voltages. Take precautions to avoid electrical shock hazard whenever working in these panels. Always disconnect the electrical service to these panels whenever performing any repair task.

Warning Only authorized, qualified, factory-trained persons should operate or service the TecoFROST.

Important Only a qualified refrigeration mechanic should do any procedures requiring removal of refrigerant.

Note The absolute limits noted in this section are typical for the operation of a standard unit only. Some limits may change for compressors applied to unusual operating conditions and/or at the request of the customer. In general these would not apply to limits involving the engine and its accessories, however.

Note Troubleshooting Alarms is greatly enhanced by reviewing the Alarm History using the TecoFROST RMCS feature. This will provide data “snapshots” of the time of the Alarm and at regular intervals that precede the event. This may be done locally or remotely if a phone line is run to the unit (see Section 2.1.3.).

(rev03-01)



4

4.1 Prealarms Table 4.1 presents the prealarms, the operating Modes in which they are active, the limits at which they occur, and any time delays. Certain prealarms, those not sho wn in Table 4 .1 as “permanent”, may be disabled by DIP switch settings on the Interface board (see Section 2). When a prealarm occurs, the Alarm LED on the panel will flash on and off and the display will identify the prealarm. Prealarms can be setup to automatically clear if the situation has corrected itself or, alternatively, the controller can be set to continue prealarm annunciation, despite its having been corrected, until the reset button has been pressed. This

selection is also made through DIP switch settings on the Interface Board (see Table 1.5) Prealarms can be categorized into t wo typ es : i n forma t io na l prealarms and runback prealarms. The two types are discussed in the subsections that follow.

4.1.1 Informational Prealarms Informational prealarms alert the operator to address a situation, which could potentially lead to an alarm condition. These are described below:

12 Low Comp Oil Press (Low Compressor Oil Pressure)

This prealarm indicates that the compressor oil pressure during the RUN Mode is approaching a level that is insufficient to maintain acceptable oil flow to the compressor. The compressor oil pressure is sensed by PSN2 and is displayed as a differential pressure above the suction pressure, PSN0. The prealarm is activated immediately when this calculated, differential compressor oil pressure falls below the value given in Table 4.1.

Refer to the respective alarm in S e c t i o n 4 . 2 f o r t h e troubleshooting procedure.

Informational Prealarms

12 LO COMP OIL PRESS 50 psi None 14 HI OIL FILTER PRESS X 20 psi 90 seconds 19 LO PROCESS TEMP 1-15°F below setpoint 10-120 seconds 20 HI DUMP HX TEMP X 150°F 15 seconds 23 CHECK_ENGINE X Non-alarm DTC 90 seconds 26 LO SUCTION PRESS 1-15psi below setpoint 10-120 seconds 27 HI SUCTION PRESS 1-30 psi above setpoint 10-1200 seconds 28 EMISSIONS FAULT2 X Alarm DTC or O2 out of range 90 seconds (See note 2) 39 HI PROCESS TEMP 1-30°F above setpoint 10-12000 seconds 44 AUX PREALARM 1 Optional switch out of position 1 to 120 seconds 45 AUX PREALARM 2 Optional switch out of position 1 to 120 seconds 47 AUX PREALARM 3 Optional switch out of position 1 to 120 seconds

Runback Prealarms

1 HIGH COOLANT TEMP X 220°F 2 HIGH OIL TEMP X 220°F 3 HIGH CATALYST TEMP X 1375°F Notes: 1. Prealarms which are not permanent may be disabled by DIP switch 2. Prealarm active only when emission system prealarm DIP switch on, otherwise see alarm (Section 4.2)

Num

ber

Nam

e

Perm

anen

t (1)

Lim

it

Tim

e D

elay

Rea

dy

Star

tup

Run

Sh

utdo

wn

Stop

Table 4.1 TecoFROST PreAlarm Chart

(rev03-01)



4

14 Hi Oil Filter Press (High Compressor Oil

FilterPressure)

This prealarm indicates that the pressure drop across the oil filter in any operational Mode has exceeded the limit given in Table 4.1. This pressure drop is the difference between the Compressor Oil Filter Inlet Pressure (PSN3) and the Compressor Inlet Oil Pressure (PSN2). The following steps are recommended for troubleshooting:

1. With the unit operating confirm that the differential pressure reported by the microprocessor is correct by measuring the pressure with a gage-set at PSN3 (V16) and PSN2 (V21). If the oil pressure differential is confirmed, follow the service procedure in Section 3 for replacing the oil filter. If the differential is not confirmed, proceed to step 2.

2. With the unit off, enter CALIBRATE mode by pressing STOP, ENTER, and CLEAR and scroll to the pressure page. Read the Compressor Inlet Oil Pressure (PSN3) and the Compressor Oil Filter Inlet Pressure (PSN2). The two values should be within one to two psi of each other. If one appears to be out of calibration, adjust as necessary (see Appendix J).

3. If the adjustment can not be satisfactorily completed, replace the questionable transducer.

19 Lo Process Temp (Low Process Temperature)

On units set to control compressor output based on a process temperature, this alarm indicates that the process temperature has dropped below setpoint for a given period of time in the RUN Mode. As listed in Table 4.1, both the time delay and temperature error from setpoint are adjustable.

Refer to the respective alarm in Section 4.2 for troubleshooting procedure.

20 Hi Dump HX Out Temp (High Dump Heat Exchanger

Outlet Temperature)

This prealarm indicates that the dump heat exchanger outlet temperature as sensed by TSN6 has exceeded its limit for more than fifteen minutes. This temperature is measured on the radiator, or cooling tower, side (tube side) of the heat exchanger.

T h e fo l l o wi n g s t e p s a r e recommended for troubleshooting:

1. Check the water supply temperature from the radiator or cooling tower to ensure there is not a problem with this loop. This temperature should be 130°F or less, for radiators or below 85°F for cooling towers. Maximum temperatures are dependent on flow rate. Refer to Section 1.3.8 for further information.

2. Verify that the supply pump is operating. Check that the tower, if used, is maintaining proper water level and not cavitating the supply pump.

3. Clean any strainers on the radiator or cooling tower loop.

4. If the cooling tower or radiator system is functioning normally and the strainers are clean, the high temperature may be an indication that the heat exchanger is becoming fouled. If possible, verify that the thermistor is reading correctly b y c r o s s - c h e c k i n g t h e temperature with a portable device. Then, clean the dump heat exchanger tubes at your earliest convenience. Consult water treatment company if unusual mineral build-up has occurred.

(rev03-01)



4

23 Check Engine (Check Engine Emissions System)

This prealarm applies only to units with the optional TecoDrive Low Emissions Control System. It indicates that the supplemental PCM engine controller has registered a non-alarm fault.

The fault has been communicated f r o m t h e P C M t o t h e microprocessor via a cable connecting the PCM and microprocessor. Through this cable, data is transmitted from the PCM indicating the specific fault code or DTC (Diagnostic Trouble Code). The DTC code and code description can be read on the control panel.

Refer to the TecoDrive 7400 Emission Control System, Operation and Maintenance Manual for troubleshooting the Low Emissions Control System.

26 Lo Suction Pressure (Low Suction Pressure)

This alarm indicates that the suction pressure has dropped below setpoint for a given period of time in the RUN Mode. As listed in Table 4.1, both the time delay and pressure error from setpoint are adjustable.


27 Hi Suction Press (High Suction Pressure)

This alarm indicates that the suction pressure has gone above the setpoint for a given period of time in the RUN Mode. As listed in Table 4.1, both the time delay and pressure error from setpoint are adjustable.


(rev03-01)



4

28 Emissions Fault (Emissions Controller Fault)

This prealarm applies only to units within the TecoDrive Low Emissions Control System. It indicates that the supplemented PCM engine controller has registered a fault or that the oxygen sensor reading is out of tolerence. This prealarm occurs only when the DIP switch is on, otherwise these conditions cause an alarm.

Refer to alarm 28 in Section 4.2 for the troubleshooting procedure.

39 Hi Process Temp (High Process Temperature)

On units set to control compressor output based on a process temperature, this alarm indicates that the process temperature has gone above the setpoint for a given period of time in the RUN Mode. As listed in Table 4.2, both the time delay and temperature error from setpoint are adjustable.


44, 45, 47 Aux Prealarms 1,2,3 (Auxiliary Prealarms 1,2,3)

These prealarms are optional customer switched inputs to the microprocessor modules OPM-21, OPM-22, and OPM-23, respectively (see Figure 1.39 of the wiring schematic). When the associated DIP switch is on, the opening of the switched device that has been wired into the accompanying OPTO-22 module triggers the prealarm. If the DIP switch is off, the prealarm occurs when the switched device closes. As listed in Table 4.1, the time delay is adjustable for these prealarms. The first two (44 and 45) are active in all operational modes, while the third (47) is only active in the RUN Mode. The troubleshooting of these prealarms should, of course, be according to the specific function of the switched device. However, if you suspect the problem source to be related to a faulty module and/or wiring, consult Appendix I.1, Input Modules, for the troubleshooting procedure.

(rev03-01)



4

4.1.2 Runback Prealarms

Runback prealarms are a method of control in which the load of the compressor is reduced to help the system recover from a potential alarm condition. The compressor is unloaded by lowering the speed and then unloading the compressor slide valve until the situation is corrected. Once the parameter that caused the prealarm is in a safer operating range, the load will automatically increase. These prealarms are meant to prevent the system from shutting down due to a transient problem. However, if the runback prealarm is persistent, the problem should be addressed. Refer to the respective alarm in Section 4.2 for the troubleshooting procedures.

1 Hi Coolant Temp (High Engine Coolant Temperature)

This runback prealarm indicates that the engine coolant temperature that is sensed by thermistor TSN4 has exceeded its alarm setpoint. This thermistor is located in the engine block. Refer to the respective alarm in Section 4.2 for troubleshooting procedure.

2 High Oil Temp (High Engine Oil Temperature)

This runback prealarm indicates that the engine oil temperature that is sensed by thermistor TSN5 has exceeded its alarm setpoint. This sensor is located in the engine oil pan. Refer to the respective alarm in Section 4.2 for troubleshooting procedure.

(rev03-01)



4

3 High Catalyst Temp (High Catalyst Temperature)

This runback prealarm applies only to units that are equipped with the TecoDrive Low Emissions Control System. It indicates that the engine exhaust temperature as measured at the outlet of the catalyst has started to exceed the maximum value listed in Table 4.1, causing the engine to reduce load. Refer to the respective alarm in Section 4.2 for troubleshooting procedure.

4.2 Alarms

Table 4.2 presents the list of alarms, the controller response to the alarm, the limits for which they occur, any time delays, and the operating Modes in which they are active. Specific to each alarm is the type of shutdown, either immediate (I), fast (F) or normal (N). The column labeled “Resets” shows the number of times the unit will attempt to automatically reset before the alarm is latching (i.e., requires manual reset). A DIP switch (see Table 1.5) can deactivate the auto-reset feature. Lastly, the time delays listed with a range are settable by the user in Alarm Setpoint Adjustment Mode (see Appendix M).

1 Starting Failure (Engine Start Failure)

This alarm indicates that, in the START-UP Mode, the starter has cranked the engine five times but has failed to start it. See Appendix D for troubleshooting procedure.

(rev03-01)



4

Table 4.2 TecoFROST Alarm Chart

1 STARTING FAILURE I 1 5 attempts 2 HI ACCEL TIME I 1 Failure to reach minimum RPM 4 minutes 3 OVERSPEED I 1 3600 RPM 4 UNDERSPEED I 1 400 / minimum RPM - 50 0 / 30 seconds 5 HI ENG OIL PRESS I 1 5 psig 1 second 6 LO ENG OIL PRESS I 1 30 psig 1 second 7 HI ENG OIL TEMP I 1 225°F 8 LOGIC VOLTAGE FAULT I 1 Not between 4.9 and 5.1 VDC 9 LO COOLANT PRESS F 1 20 psig 10 seconds 10 HI COOLANT PRESS F 1 55 psig 10 seconds 11 HI COOLANT TEMP I 1 225°F / 210°F before crank 0 / 180 seconds 12 LO COMP OIL PRESS I 1 50 psi (See note 2) 60 seconds 13 HI COMP OIL PRESS F 1 100 psi above discharge 60 seconds 15 HI DISCHARGE PRESS I 1 250 psig 16 HI DISCHARGE TEMP I 1 200°F 17 HIGH CATALYST TEMP I 1 1400°F or thermocouple failure 30 seconds 18 LO COOLANT TEMP N 2 150°F 15 minutes 19 LO PROCESS TEMP F 2 2-15°F below setpoint 10-120 seconds 21 HI ENCLOSURE TEMP F 1 160°F 22 LO COMP OIL TEMP N 2 85°F 15 minutes 24 HI COMP OIL TEMP F 1 200°F 25 HI OIL SEP TEMP F 1 180°F 26 LO SUCTION PRESS F 2 2-15 psi below setpoint 10-120 seconds 28 EMISSIONS FAULT N 1 Alarm DTC or O2 out of range 90 seconds (See note 3) 29 LO COOLANT FLOW F 1 Optional switch 30 ESTOP/IGN PWR FAIL I 0 No ignition power 31 ENGINE OIL LEVEL N 2 Level switch tripped 15 seconds 32 CRANK FAILURE I 0 Failure to reach 20 RPM 2 seconds 33 LO COMP OIL LEVEL F 1 Level switch tripped 3 minutes 34 LO OIL SEP TEMP N 1 85°F 15 minutes 35 HI SV UNLOAD TIME I 1 Failure to reach 25% 4 minutes 36 OIL PUMP INTERLOCK I 1 Verify input not equal to output 3 seconds 37 ANALOG FAULT I 1 Analog V not between 10 and 15 VDC 38 MAG PICKUP FAILURE I 1 200 RPM difference from distributor 1 second 40 AUX SAFETY 1 F 1 Optional switch out of position 1 to 120 seconds 41 AUX SAFETY 2 I 1 Optional switch out of position 1 to 120 seconds 42 AUX SAFETY 3 F 1 Optional switch out of position 1 to 120 seconds 43 AUX SAFETY 4 I 1 Optional switch out of position 1 to 120 seconds

Notes: 1 I=Immediate, F=Fast, N=Normal shutdowns

2 At suction pressure > 62.5 psig, limit becomes 0.8 X suction pressure. Limit is 15 psi above discharge pressure before engine starts. 3 Emission Fault alarm may be downgraded to prealarm by turning emission system prealarm DIP switch on.

Num

ber

Nam

e

Shut

dow

n (1

)

Lim

it

Tim

e D

elay

Rea

dy

Star

tup

Run

Sh

utdo

wn

Stop

Res

ets

(rev03-01)



4

2 Hi Accel Time (High Acceleration Time)

This alarm indicates that, in the WARMUP Mode, after four minutes have elapsed, the engine has failed to attain minimum speed.

1. Check the function of the throttle stepper motor in CALIBRATE mode. Enter CALIBRATE mode by pressing ENTER, STOP, and CLEAR simultaneously. Energize the stepper motor by scrolling to the appropriate page and then pressing the ^ a n d E N T E R k e y s simultaneously to drive the motor open. The display will increment from 0% as the motor is energized. Verify that the motor shaft is moving counter-clockwise while the d i sp la y i s i nc r ea s i ng . Likewise, verify that the motor shaft is moving clockwise wh i l e t h e d i s p l a y i s decreasing. If the motor is not moving, check the wiring by referring to wiring schematics Figure 1.32 and Figure 1.34. If necessary, troubleshoot the four stepper motor optos (MI-0 through MI-3) as outlined in Appendix I.

2. Check that connector J13 at the throttle stepper motor is still plugged together.

Important If J13 becomes unplugged for any reason while the engine is operating, it will be necessary to shut down the machine to reset the throttle control. With the engine off, plug J13 back together, cycle the EMERGENCY STOP button, and the stepper motor will reset to the zero position.

3. If the stepper is not moving properly, troubleshoot the wiring and hardware from the microprocessor to the I/O system and then to the stepper motor (see Appendix I). If all this checks out satisfactorily, replace the stepper motor.

4. Start the engine. When it is in WARM-UP, check the speed. If this alarm is still in effect, it indicates that the engine is not able to attain minimum speed. If the engine is, in fact, running rough, see Section 4.3.1 for Engine Mechanical Diagnosis.

3 Overspeed (Engine Overspeed)

The overspeed alarm indicates that the microprocessor has sensed that the engine speed has exceeded its limit and initiated this shutdown. Follow these steps to troubleshoot this alarm

1. Check that the coupling is intact.

2. Check the function of the throttle stepper motor in CALIBRATE mode. Enter CALIBRATE mode by pressing ENTER, STOP, and CLEAR simultaneously. Energize the stepper motor by scrolling to the appropriate page and then pressing the ^ a n d E N T E R k e y s simultaneously to drive the motor open. The display will increment from 0% as the motor is energized. Verify that the motor shaft is moving counter-clockwise while the d i sp la y i s i nc r ea s i ng . Likewise, verify that the motor shaft is moving clockwise wh i l e t h e d i s p l a y i s decreasing. If the motor is not moving, check the wiring by referring to wiring schematics Figure 1.32 and Figure 1.34. If necessary, troubleshoot the four stepper motor optos (MI-0 through MI-3) as outlined in Appendix I.

(rev03-01)



4

3 Overspeed (cont.) (Engine Overspeed)

3. Use the TecoFROST RMCS to draw data back from the controller. Look for large, sudden swings in discharge pressure. Sudden changes in the pressure will abruptly increase or decrease torque, perhaps sufficiently fast enough to overspeed the engine. Check the condenser’s fan sequence of operation for abrupt changes. If an evaporative condenser or cooling tower is used, check the sump level and operation of the water pump and fan to ensure that there has not been a sudden change in the condensing pressure.

4. Check the rate of slide valve travel. If it unloads too quickly the engine can overspeed. See Appendix J for the proper slide valve travel rate and adjustment procedure.

5. Check the maintenance logs. An out of tune engine is subject to erratic operation, which can lead to an overspeed condition. In particular, check the engine ignition system. Refer to the Appendix E.

6. Check the magnetic pick-up:

• Check that the gap between the magnetic pickup and the flywheel is 0.02” ±0.002.

4 Underspeed (Engine Underspeed)

This alarm indicates that the engine speed has dropped below the greater of:

• 400 RPM, or

• The minimum RPM less 50 for at least 1 second.

Essentially, this alarm indicates that the engine has stalled. The fo l lo wing procedures a re recommended for troubleshooting:

1. Check the condition of the air filter and replace it if necessary.

2. Check the function of the throttle stepper motor in CALIBRATE mode. Enter CALIBRATE mode by pressing ENTER, STOP, and CLEAR s imultaneously. Energize the stepper motor by scrolling to the appropriate page and then pressing the ^ a n d E N T E R k e y s simultaneously to drive the motor open. The display will increment from 0% as the motor is energized. Verify that the motor shaft is moving counter-clockwise while the d i sp l a y i s i n c r e a s i n g . Likewise, verify that the motor shaft is moving clockwise while the display is decreasing. If the motor is not moving, check the wiring by referring to wiring schematics Figure 1.32 and Figure 1.34 If necessary, troubleshoot the four stepper motor optos (MI-0 through MI-3) as outlined in Appendix I.

3. Use the TecoFROST RMCS to draw data back from the controller. Look for large, sudden swings in discharge pressure. Sudden changes in the pressure will abruptly increase or decrease torque, perhaps sufficiently fast enough to stall the engine. If a tower controls discharge pressure, check the operation of the cooling tower water pump and fan to ensure that there has not been a sudden change in the condensing pressure. If a dry condenser is used check the fan sequence of operation for abrupt changes. Also check, with the engine running, that the unload solenoid operates and that the slide valve unloads properly. If the slide valve unloads slowly or not at all then gradually open the unload metering valve (valve V34 in Figure 1.6).

4. Check the ignition system function and timing. Refer to Appendix E for detailed procedures.

5. With the engine running, check that the gas pressure, after the engine pressure regulator, is adequate (> 12 in WC).

6. Check the magnetic pick-up:

• Check that the gap between the driver’s side magnetic pickup and the flywheel is 0.02” ±0.002.

(rev03-01)



4

6 Hi Eng Oil Press (High Engine Oil Pressure)

This alarm indicates that the engine oil pressure has exceeded the limit shown in Table 4.2 for the specified period. Follow these steps for troubleshooting:

1. With the engine stopped, install a pressure gage (0-100 psi) on the engine oil pressure transducer (PSN4, under the control cabinet). Operate the engine through its full RPM range and confirm that the oil pressure transducer matches the gage. Re-calibrate or replace the transducer if necessary.

2. Adjust the engine oil-pressure rel ief valve using the procedure in Appendix F.11.

3. Replace the engine oil-pressure relief valve, if adjustment is unsuccessful.

4. Inspect the engine oil cooler for clogs on the oil side (shell). Clean as necessary.

7 Hi Eng Oil Temp (High Engine Oil Temperature)

This alarm indicates that the engine oil temperature that is sensed by thermistor TSN5 has exceeded the limit shown in Table 4.2. This sensor is located in the engine oil cooler. The following steps are recommended for troubleshooting:

1. If the coolant temperature is tracking the oil temperature, refer to the troubleshooting procedure for HI COOLANT TEMP.

2. Check that the drain is working properly on the bulk oil system and that the high level switch (LS2) is working properly (see Appendix F). If the oil level is too high in the oil pan, the oil will overheat due to oil splashing onto the engine crank.

3. Check the calibration of the thermistor (see Appendix J).

8 Logic Voltage Fault (Microprocessor Power Supply

Voltage Out of Range)

This alarm indicates that the 5 VDC power has been measured by the microprocessor to be outside the acceptable window given in Table 4.1. The voltage source for this power is the Microprocessor Power Supply (MPS). Follow these steps to troubleshoot this alarm:

Warning The TecoFROST control panel contains 120 VAC devices and wiring. Take precautions to avoid electrical shock hazard whenever working in this panel. Always disconnect 120 VAC service to the panel whenever performing any repair task.

1. Using an accurate voltmeter measure the 5 VDC output from the Microprocessor Power Supply (see Figure 1.38). If necessary adjust the voltage to within tolerance using the procedure found in Appendix K. Reset the alarm and confirm that the problem is resolved.

2. If necessary, follow the troubleshooting procedure in Appendix K.

3. If the MPS appears to be operating properly and no wiring faults can be found, replace the Processor Board.

(rev03-01)



4

9 Lo Coolant Press (Low Engine Coolant Pressure)

This alarm indicates that the engine coolant pressure as sensed by PSN4 has fallen below the required value specified in Table 4.2. Follow these steps for troubleshooting:

1. With the unit stopped, install a reliable pressure gage (0-100 psi) on PSN4 and compare the transducer reading to that of the gage. Both should read 12-15 psi. If the transducer appears incorrect, re-calibrate or replace it as necessary. If the static coolant system pressure is out of range (presumably low in this case), inspect the water make-up supply and especially the water pressure regulator. Make corrections as necessary.

2. Enter CALIBRATE mode by pressing ENTER, STOP, and CLEAR s imultaneously. Energize the coolant pump by scrolling to the appropriate page and then pressing the UP a n d E N T E R k e y s simultaneously to energize the pump starter. If the pump can not be energized, check related fuses and wiring. Make the necessary repairs. If the pump opera tes , confi rm tha t adequate pressure is developed and that the gage and transducer agree. If the pump is unable to develop pressure but is turning, go to the next step.

Warning Proceed cautiously with this next step because this loop is under pressure. Also the engine coolant may be hot enough to cause severe burns. Perform this procedure only after system is cooled off.

3. If the system has just been serviced, make sure that there is not any air bound in the system by bleeding air from the highest point in the coolant system. This can be done by r un n i ng t he p u mp in CALIBRATE Mode and loosening the hose connections at the outlet of the exhaust manifold. Check also for air trapped in the engine dump heat exchanger by loosening its shell side plugs.

Note Air trapped in the dump heat exchanger may enter the pump after engine is warm due to the AMOT 3-way thermostatic valve opening.

10 Hi Coolant Press (High Engine Coolant Pressure)

This alarm indicates that the engine coolant pressure as sensed by PSN4 has exceeded the required value specified in Table 4.3. Follow these steps for troubleshooting:

1. With the unit stopped, install a reliable pressure gage (0-100) on PSN4 and compare the transducer reading to that of the gage. Both should read 12-15 psi. If the transducer appears incorrect, re-calibrate or replace as necessary. If the static coolant system pressure is out of range (presumably high in this case), inspect the water make-up supply and especially the water pressure regulator. Make corrections as necessary.

2. Enter CALIBRATE mode by pressing ENTER, STOP, and CLEAR s imultaneously. Energize the coolant pump by scrolling to the appropriate page and then pressing the UP a n d E N T E R k e y s simultaneously to energize the pump starter. With the pump operating, confirm that proper pressure is developed (30-40 psi) and that the gage and transducer agree. If the pump develops excessive pressure, go to step 3; otherwise go to step 4.


(rev03-01)



4

3. Measure the pressure drop across the engine oil cooler (it should be 2-3 psid). If significantly greater, inspect the cooler for fouling. Clean or replace as necessary.

Note Fouling of the engine coolant system indicates that the engine coolant system has been leaking for an extended period and the water make-up system is introducing a continuous supply of fresh, mineral-rich water that is causing the problem. Alternatively, the fouling agents may be introduced from the customer side of the heat recovery loop. In either case, these problems should be corrected immediately.

4. If the pump pressure is normal when the system is cool, restart the unit and observe the coolant pressure as it heats up. If the pressure gradually increases toward the alarm point, the problem is probably thermal expansion or more specifically the failure of the coolant expansion tank to relieve the pressure. Inspect the tank for proper bladder air pressure (the tank must be removed to do so and a “Tire” type pressure gage used for the measurement). Recharge the tank with the correct air pressure (approximately 12-15 psi) or replace if the bladder appears torn. If the tank appears OK and has the correct air charge, consider replacing the expansion tank with a larger one (or adding a second tank).

11 Hi Coolant Temp (High Engine Coolant Temperature)

This alarm indicates that the coolant temperature that is sensed by thermistor TSN4 has exceeded the limit specified in Table 4.2. This thermistor is located in the engine block. The following steps a r e r e c o m m e n d e d f o r troubleshooting:

1. If the unit also has a HI DUMP HX prealarm, follow the procedure under that prealarm for troubleshooting.

2. Check that all isolation valves in the engine coolant system are in the proper position.

Note Be certain that flow exists between the customer heat recovery inlet and outlet connection. Full flow between these ports must exist so that the AMOT mixing valves operate properly.


3. If the system has just been serviced, make sure that there is not any air bound in the system by bleeding air from the highest point in the coolant system. This can be done by r un n i ng t he p u mp in CALIBRATE Mode and loosening the hose connections at the outlet of the exhaust manifold. Check also for air trapped in the engine dump heat exchanger by loosening its shell side plugs.

Note

Air trapped in the dump heat exchanger may enter the pump after engine is warm due to the AMOT 3-way thermostatic valve opening.

4. Check the calibration of the coolant thermistor (TSN4). See Appendix J.

5. With a surface thermocouple probe, check whether the thermostatic control valves are working properly. If the temperature in the line coming from the dump heat exchanger (Port C) is significantly lower than 180°F, but the mix temperature (Port A) is greater t h a n 1 9 5 ° F , t h e n a thermostatic element is malfunctioning. Remove the thermostatic element(s) (1 valve without heat recovery and 2 valves with heat recovery), and place each element in a container of hot water. Watch the movement of the valve portion of the element. It should begin to open at approximately 170° F and should be fully open at approximately 195°F. If you find this is not the case, replace the element.

6. If the element appears to be working properly, check the condition and fit of the o-ring and seal to ensure that they are not binding the thermostat element.

(rev03-01)



4

12 Lo Comp Oil Press (Low Compressor Oil Pressure)

This alarm indicates that the compressor oil pressure during the t h r e e M o d e s wh e r e t h e compressor is turning (START, RUN, and SHUTDOWN) has reached a level that is insufficient to maintain acceptable oil flow to the compressor. The compressor oil pressure is sensed by PSN2 and is displayed as a differential pressure above the suction pressure, PSN0. The alarm is delayed for the time specified in Table 4.2. Also, this alarm has several other special exceptions to the normal setpoint that are explained in the table notes. The following steps are suggested for troubleshooting.

Note With a part-time oil pump, the pump runs prior to start-up for pre-lube and whenever the compressor oil pressure drops below 65 psid.

1. Check the position of the hand valves in the oil system that would block oil flow to the compressor (see Figure 1.6 or Figure 1.9, depending on the model). Correct the position of any found to be shut and restart the unit.

2. With the unit stopped, enter CALIBRATE mode and energize the oil pump to confirm that that the oil pump operates properly. If inoperative check appropriate fuses, relays, and associated wiring. While s t i l l in CALIBRATE mode, verify that the oil pressure regulator, which controls oil pressure, is properly adjusted.

3. With the unit running normally, check the oil filter pressure drop. If it is greater than 20 psi, replace the filter.

4. With the unit running normally, check the oil strainer pressure drop. The relevent pressures can be sensed at the drain valve and the pressure tap at the oil pump inlet. If it is greater than 20 psi, clean as required.

5. If the unit uses a part-time oil pump, use the RMCS feature to view the alarm data to confirm that the pump was energized at the time of the alarm. Also, check to see if the discharge pressure was unusually low for reasons involving the condenser system.

6. With the unit operating, run the compressor at minimum speed and > 50% slide valve and check the oil level in the site glasses of the oil separator. If an oil level does not appear, add some oil (refer to Section 3). If possible, determine why the oil level has changed.

7. Check the superheat (suction and discharge) and confirm that liquid refrigerant is not feeding the compressor. This may cause foaming of the oil and cavitation of the pump. If liquid “flooding” is occurring correct the flow control device, as required.

13 Hi Comp Oil Press (High Compressor Oil Pressure)

This alarm indicates that the compressor oil pressure during any operating Mode has reached a level that is excessive as specified in Table 4.2. The compressor oil pressure is sensed by PSN2 and is displayed as a differential pressure above the suction pressure, PSN0. The alarm is delayed for the time specified in Table 4.2. The following steps are suggested for troubleshooting.

1. With the unit running normally, check the oil filter pressure drop. If it is greater than 20 psi, replace the filter.

2. Confirm that the differential pressure as reported by the microprocessor is correct by measuring the pressure with a reliable gage-set at PSN2 (V21) and PSN0 (V11). If the oil pressure differential is erroneous, replace or re-calibrate the transducers.

3. With the unit stopped, enter CALIBRATE mode and energize the oil pump and adjust the oil pressure regulator to the correct value (65 psid for standard models).

4. Check the position of the hand valves downstream of the oil pump that would block oil flow to the compressor or oil pressure regulator (see the refrigeration system process flow schematic). Correct the position of any found to be shut and restart the unit.

(rev03-01)



4

15 Hi Discharge Press (High Compressor Discharge Pressure)

This alarm indicates that the pressure sensed by the Discharge Pressure transducer (PSN1) has exceeded its limit specified in Table 4.2. This sensor is measuring refrigerant pressure on the high side of the system and is plumbed to the oil separator outlet piping. The following steps are recommended for troubleshooting:

1. Check the operation of the facility condenser cooling system, such as cooling fans, cooling tower pumps, strainers, water make-up valves, etc. Look for any malfunction that would inhibit condenser cooling.

2. Confirm that the pressure as reported by the microprocessor is correct by measuring the pressure with a reliable gage-set at PSN1. If the discharge pressure is erroneous, replace or re-calibrate the transducer.

3. If the unit is being restarted after completion of repairs, check for improperly positioned valves in the discharge piping such as the oil separator discharge valve. Correctly position any closed valves after confirming that it is safe to do so.

16 Hi Discharge Temp (High Compressor Discharge Temperature)

This alarm indicates that the temperature of the refrigerant as sensed by the thermistor TSN1 has exceeded the limit listed in Table 4.2. In most cases, the related alarms for HI OIL SEP TEMP or HI COMP OIL TEMP would have tripped first. The following steps a r e r e c o m m e n d e d f o r troubleshooting:

1. Check the calibration of thermistor TSN1, recalibrate or replace as required.

2. Refer to the troubleshooting procedure for HI COMP OIL TEMP.

17 High Catalyst Temp (High Catalyst Temperature)

This alarm indicates that exhaust temperature at the catalyst outlet has exceeded the limit specified by Table 4.2. This temperature is measured only on units equipped with the low emissions option. It is measured by a thermocouple located in the catalyst body near the discharge flange. It should not be confused with an identical thermocouple at the catalyst inlet. Refer to the TecoDrive 7400 Em iss io n Co ntro l Sys tem , Operation and Maintenance Manual for troubleshooting the Low Emissions Control System.

Note In some editions of the TecoDrive 7400 Emission Control System, Operation and Maintenance Manual this alarm is called “HIGH EXHAUST TEMP”.

Warning This alarm may be indicative of an improperly operating engine that could result in dangerously high temperatures in the catalyst and in the downstream exhaust piping. Never operate the unit by bypassing or disabling this alarm in any way.

(rev03-01)



4

18 Lo Coolant Temp (Low Coolant Temperature)

This alarm indicates that the coolant temperature sensed by thermistor TSN4 has fallen below the limit specified in Table 4.2 for the required interval. This sensor is located in the engine block. The fo l lowing s teps a re recommended for troubleshooting:

Warning Engine Coolant may be very hot. Always take caution whenever servicing the engine coolant system.

1. Restart the unit and see if the coolant temperature is tracking the oil temperature (within 10°F). If it is not, check the calibration of the thermistor in a warm bath. Recalibrate or replace as required.

2. If the thermistor appears to be calibrated, the problem is probably with the primary “self-contained thermostatic valve” (the primary valve is the right hand one on the engine process flow schematic Figure 1.1.2). Drain the coolant loop, remove the thermostat, and place it in a container of hot water. Watch the mo vement o f t he mechanism; it should begin to open at approximately 170°F and should be fully open at 195°F (approx.). If you find this is not the case, replace the thermostat.

Note If the thermostatic valve is stuck, it may be due to debris in the facility heat recovery piping. It is recommended that a strainer be installed in this loop upstream of the valve to prevent this problem.

19 Lo Process Temp (Low Process Temperature)

On units set to control compressor output based on a process temperature, this alarm indicates that the process temperature has dropped below setpoint for a given period of time in the RUN Mode. As listed in Table 4.2, both the time delay and temperature error from setpoint are adjustable. The following steps are recommended for troubleshooting:

1. Operate the unit or view the history of the alarm on the RMCS and determine if the temperature excursion appears real or to be caused by a faulty reading. If the temperature drop appears to be physically unrealistic, troubleshoot the sensor and wiring. Recalibrate or repair as required.

2. If the process temperature is indeed dropping below setpoint, determine if the cause is a sudden and inappropriate loss in process load or failure of the compressor to unload properly. If the former is the case correct the process problem. For the latter situation, follow these steps:

• Enter CALIBRATE mode and check the operation of the slide valve load/unload system. Correct or make adjustments as needed.

• Enter CALIBRATE mode and operate the throttle from fully closed to fully open. Make certain it moves freely and does not slip on its setscrew. Repair as needed.

• Adjust the control gains to achieve more stable and/or quicker response as described in Appendix I. This may be done with the unit operating.

21 Enclosure Temp (High Enclosure Temperature)

This alarm is inactive on TecoFROST units. No thermistor is wired to the unit to measure enclosure temperature.

(rev03-01)



4

22 Lo Comp Oil Temp (Low Compressor Oil Temp)

This alarm indicates that the compressor oil temperature as sensed by thermistor TSN2 is too low relative to the limit and duration given by Table 4.2. The following steps are recommended for troubleshooting:

1. If the alarm has occurred shortly after start-up, the oil heater may not have preheated the oil sufficiently to start the unit. Check to see that the heater is working. The heater should be energized if the oil is below 130°F. If the heater is energized but the oil is still too cold to start the unit, be certain that sufficient time has elapsed (it may take several hours or more to heat the oil from a cold start). If the heater appears ineffective but energized, replace it . Otherwise, troubleshoot the circuit.

2. Check the superheat of the refrigerant (suction and discharge) to determine that the compressor is not ingesting liquid refrigerant. If this is the case, repair the external device controlling the refrigerant flow to the evaporator. If the unit is equipped with other refrigerant supply sources (SOC cooling and/or an economizer) check to see if these are improperly feeding the compressor.

3. With the unit running, check to see if TSN2 tracks with the Oil Separator thermistor, TSN3. The two should follow similar trends, but not necessarily match (the offset will depend on the oil cooler option). If the two thermistors do not track, check the calibration and correct if required.

4. If the sensor is confirmed to be correct, troubleshoot the oil cooling system to determine why it is malfunctioning:

• For water-cooled units, determine if the thermostatic control valve is failing to bypass oil around the oil cooler. It may be necessary to isolate the valve and remove its element to inspect. Inspect the valve by checking its operation in warm water. It should open at 130°F and close at 150°F. When the valve is fully open clean any debris out that would prevent it from closing fully to bypass the oil.

• For “SOC” oil cooled units, determine if the compressor is being overfed refrigerant at the SOC inlet port. Replace or repair the SOC expansion valve or adjust the associated pressure regulator, as needed.

• For thermosiphon-cooled units, determine if the s a t u r a t e d d i s c h a r g e temperature is being depressed b e l o w n o r m a l b y a malfunction of the condenser cooling system (fan control, etc.).

24 Hi Comp Oil Temp (High Compressor Oil Temperature)

This alarm indicates that the compressor oil temperature as sensed by thermistor TSN2 is too high relative to the limit and duration given by Table 4.2. The following steps are recommended for troubleshooting

1. With the unit running, check to see if TSN2 tracks with the Oil Separator thermistor, TSN3. If not, check the calibration and correct if required. If the sensor is confirmed to be correct, troubleshoot the oil cooling system to determine why it is malfunctioning according to the oil-cooling configuration (see below.)

Water-cooled Units (a): 1. Confirm operation of the

related water pump as well as required accessories (cooling tower, radiator fans, etc.). Also, check for closed hand valves. Correct or repair as required.

2. Check and clean the water strainer upstream of the oil cooler.

3. Determine if the thermostatic control valve is failing to divert oil to the oil cooler. It may be necessary to isolate the valve and remove its element to inspect. Inspect the valve by checking its operation in warm water. It should open at 130°F and close at 150°F. When the valve is fully open clean any debris out that would prevent it from opening fully the oil cooler.

4. Inspect the cooler for waterside fouling. Clean as required.

(rev03-01)



4

24 Hi Comp Oil Temp (cont) (High Compressor Oil Temperature)

“SOC” Cooled Units (b): 1. Confirm that all hand valves in

the SOC feed plumbing that are required to be open are so positioned.

2. Determine if the compressor is being starved of refrigerant at the SOC inlet port. Adjust the SOC pressure regulator valve to provide proper cooling. If the valve can not be adjusted, replace or repair as needed.

Thermosiphon-Cooled Units (c): 1. Operate the unit or use RMCS

data to determine if the s a t u r a t e d d i s c h a r g e temperature is being elevated above normal during the time of the alarm. If this is confirmed, troubleshoot the malfunction of the condenser cooling system (fan control, cooling tower water flow, etc.).

2. Confirm that all hand valves in the thermosyphon refrigerant p lumbing are p roper ly positioned. If the unit is being started for the first time, check that all required piping criteria for line sizes and elevations are being met. Correct deficiencies as needed.

25 Hi Oil Sep Temp (High Oil Separator Temperature)

This alarm indicates that the oil separator temperature as sensed by thermistor TSN3 is too high relative to the limit and duration given by Table 4.2. The following steps are recommended for troubleshooting

1. With the unit running, check to see if TSN3 tracks with the Compressor Oil thermistor, TSN2. If not, check the calibration and correct if required.

2. Confirm that the oil heater(s) is not overheating the oil by checking that it is de-energized when the oil temperature is already sufficiently warm. If the oil is above 140°F the heater(s) should not be energized. Below 130°F the heater(s) will be on. The heater(s) will cycle at intermediate temperatures.

3. Refer to the Hi Compressor Oil Temperature alarm (#24) troubleshooting procedure.

26 Lo Suction Press (Low Suction Pressure)

This alarm indicates that the runback prealarm has failed to recover suction pressure (see Section 4.1) and it has fallen below the limit given in Table 4.1 for the programmed interval. Both the limit and time delay of this alarm are adjustable. Transducer PSN0 senses the suction pressure. To troubleshoot, review the historical record of the Alarm data using the RMCS to determine the nature of the problem, then match the symptoms with those listed below in bold print and follow the suggested steps. First,

1. Check for solenoid valves or hand valves that may have become improperly closed, disrupting refrigerant flow to the unit.

2. Check for a clogged suction strainer. Clean as required.

3. Check for problems with the remote evaporator system such as loss of cooling fans or refrigerant charge. Correct as required.

4. Determine if the unit RUN signal is properly sequenced from the process to the unit (thereby causing the unit to remain on line despite the process not requiring cooling). Correct the sequencing as required.

If the engine RPM is not controlling in a stable manner (i.e., over/undershooting setpoint) (a):

1. Confirm that the engine is properly tuned and receiving a stable fuel supply pressure.

(rev03-01)



4

2. Check the function of the throttle stepper motor in CALIBRATE mode. Enter CALIBRATE mode by pressing ENTER, STOP, and CLEAR s imultaneously. Energize the stepper motor by scrolling to the appropriate page and then pressing the UP a n d E N T E R k e y s simultaneously to drive the motor open. The display will increment from 0% as the motor is energized. Verify that the motor shaft is moving counter-clockwise while the d i sp l a y i s i n c r e a s i n g . Likewise, verify that the motor shaft is moving clockwise while the display is decreasing. If the motor is not moving, check the wiring by referring to wiring schematics Figure 1.32 and Figure 1.34. If necessary, troubleshoot the four stepper motor optos (MI-0 through MI-3) as outlined in Appendix I.

3. Adjust the control gains to achieve more stable and/or quicker response as described in Appendix M. This may be done with the unit operating.

If the unit is failing to reduce output by either reducing RPM or opening the slide valve (b):

1. Check the rate of slide valve travel. This may be done with t h e u n i t s t o p p e d i n CALIBRATE mode. If it unloads too slowly the compressor unloading may be t o o s l o w t o p r e v e n t overcooling. See Appendix J for the proper slide valve travel rate and adjustment procedure. Verify rate of slide valve travel with the unit operating also.

2. Check the operation of the throttle stepper motor per step 2 above.

If the cooling load has suddenly been lost (or drastically reduced) (c):

1. From operation of the unit or viewing the history of the alarm on the RMCS, determine if the temperature excursion appears real as opposed to a result of a faulty reading.

2. If the temperature drop appears to be unrealistic, troubleshoot the sensor and wiring. Recalibrate or repair as required.

3. If realistic check the building’s off-package refrigeration system.

If the unit is not set to control to suction pressure (d):

1. Determine if the control variable is reading correctly. Replace or recalibrate the controlling transducer as needed.

2. Determine if the control variable is correctly matched to the suction pressure. Reprogram the suc t ion pressure alarm setpoint as needed.

Note If the unit is not set to control to suction pressure, the low suction pressure alarm must be independently specified and programmed into the Microprocessor. This may be done by the operator (see Appendix M).

28 Emissions Fault (Emissions Controller Fault)

This alarm applies only to units with the TecoDrive Low Emissions Control System. It indicates that the supplemental PCM engine controller has registered a fault or that the oxygen sensor reading reported to the microprocessor by the PCM is out of tolerance for a properly operating system. Because an alarm has occurred and not a prealarm, the microprocessor must have been configured with a dipswitch (see Table 1.5) to react to PCM faults with an alarm. The alternative dipswitch setting is to react with a prealarm.

The fault has been communicated f r o m t h e P C M t o t h e microprocessor via two signals. The first is through input opto MI-7 on the Interface circuit board (see Figure 1.39). This is a simple switch closure that only specifies that a fault has occurred. The second signal is through a cable connecting the PCM and microprocessor. Through this cable, data is transmitted from the PCM - including that from oxygen sensor - indicating the specific fault code or DTC (Diagnostic Trouble Code). The DTC code and code description can be read on the microprocessor panel.

Note Some DTC codes are ignored by the microprocessor, as they are not relevant to the application of the PCM. They are however accessible on the display although no alarm or prealarm will result.

Refer to the TecoDrive 7400 Emission Control System, Operation and Maintenance Manual for troubleshooting the Low Emissions Control System.

(rev03-01)



4

29 Lo Coolant Flow (Low Coolant Flow)

This alarm applies to the optional use of MI-6 as an input Opto from a customer-supplied flow switch. If this switch is being used and it is a normally open (NO) type with flow off, the Interface Board dipswitch relating to this option should be in the ON position (see Table 1.5). If this option is not being used or the switch being used is a normally closed (NC) type, the dipswitch relating to this option should be in the OFF position (again, see Table 1.5). In either of these cases, this alarm indicates that Opto MI-6 has had an incorrect input during the active modes. See Figure 1.39 for the wiring of MI-6 and see Table 4.2 for the operating modes where this alarm is active. The following steps are recommended for troubleshooting:

1. Check the position of the Interface Board dipswitch and confirm that it is correctly positioned per the logic above. If not, correct its position.

2. Check that all isolation valves in the engine coolant system are in the proper position.

Warning Proceed cautiously with the next steps because this loop is under pressure. Also the engine coolant may be hot enough to cause severe burns. Perform this procedure only after system is cooled off.

3. Enter CALIBRATE mode by pressing ENTER, STOP, and CLEAR simultaneously. Energize the coolant pump by scrolling to the appropriate page and then pressing the UP and ENTER keys simultaneously to energize the pump starter. With the pump operating confirm that proper pressure is developed (30-40 psi).

4. If the pump is not turning, examine its starter panel, including associated wiring and devices. Look for tripped OL Relays, tripped breaker, blown transformer fuses, etc. (see Figure 1.33). Also examine the wiring from MO-8 to R4 to the pump starter transformer. Complete necessary repairs and restart the unit.

5. If the pump motor is turning and the switch is not indicating flow, examine the switch. If it is a paddle type, verify that it is in proper working order. Ensure that it is correctly installed and that the paddle has not become damaged or fallen off. If the switch is a DeltaP type, also examine it thoroughly, looking for clogged or kinked pressure lines or improper calibration. Correct or replace the switch.

6. If the system has just been serviced, make sure that there is not any air bound in the system by bleeding air from the highest point in the coolant system. This can be done by running the pump in CALIBRATE Mode and loosening the hose connections at the outlet of the exhaust manifold. Check also for air trapped in the engine dump heat exchanger by loosening its shell side plugs.

Note Air trapped in the dump heat exchanger may enter the pump after engine is warm due to the AMOT 3-way thermostatic valve opening.

7. Measure the pressure drop across the engine oil cooler (it should be 2-3 psid). If significantly greater, inspect the cooler for fouling. Clean or replace as necessary.

Note Fouling of the engine coolant system indicates that the engine coolant system has been leaking for an extended period and the water make-up system is introducing a continuous supply of fresh, mineral-rich water that is causing the problem. Alternatively, the fouling agents may be introduced from the customer side of the heat recovery loop. In either case, these problems should be corrected immediately.

8. If all indications are that flow exists and the switch is working properly, troubleshoot the wiring from the switch to the opto MI-6. If MI-6 appears to be the problem, troubleshoot as outlined in Appendix I.

(rev03-01)



4

30 Estop / Ign Pwr Fail (Emergency Stop or Ignition

Power Failure)

This alarm indicates that the operator has depressed the EMERGENCY STOP pushbutton, which is located on the front of the control panel, or that one of the redundant safeties has tripped. The Microprocessor recognizes this situation as a loss of 13.8VDC power to the Opto module MI-0. If the EMERGENCY STOP pushbutton has been pushed, troubleshoot the condition that prompted the operator to activate the switch. Once the problem is corrected, pull the EMERGENCY STOP pushbutton out to its normal position and press RESET ALARM. However, if the EMERGENCY STOP pushbutton is not depressed and the alarm will not reset, the following steps are recommended for troubleshooting:

1. Check the condition of Fuse F2 (see Figure 1.30). If blown, replace and repair circuit as required.

2. Check the condition of the battery charger as outlined in Appendix K.2.

3. If the battery charger is o p e r a t i n g p r o p e r l y , troubleshoot the circuit that powers MI-0 (see Figure 1.32). In particular, examine the redundant safety switches (HTS1, HTS2, and ETS) that will interrupt power to MI-0 when tripped. The switches will require a manual reset if they have tripped (each switch has a small reset button).

4. If the alarm still can not be cleared and MI-0 is receiving the required 13.8 VDC, troubleshoot the MI-O Opto module as outlined in Appendix I.

31 Engine Oil Level (Hi or Low Engine Oil Level)

This alarm indicates that the oil level in the engine oil pan is not acceptable and, as a result, either the low oil level switch (LS1) or the high oil level switch (LS2) has tripped. The following steps are recommended for troubleshooting:

1. Visually check whether the level is high or low. If the level appears correct, check which switch has tripped, "High" o r "Low," by disconnecting the wiring and checking continuity across each one. If neither switch shows a closed circuit, refer to A p p e n d i x I f o r t r o u b l e s h o o t i n g t h e Microprocessor Input/Output System.

Note Since the oil level may return to normal after the shutdown, it may be necessary to check the switches immediately after the alarm.

Warning The following procedure should only be done when the engine is off.

2. If the "Low" level switch is tripped, check that the makeup pump is operating. Remove the supply hose from engine oil pan connection and be sure that oil is flowing freely.

Warning To prevent risk of burning yourself, proceed with caution on the following procedure

3. If the "High" level switch is

tripped, make sure the drain line is sloping downward and there is no drooping. If you are able to restart the engine, place your hand on the drain line where it leaves the pan. It should feel warm. If it does not, shut down the engine and disconnect the drain line to check for a blockage.

(rev03-01)



4

32 Crank Failure (Engine Cranking Failure)

This alarm indicates that in the START-UP Mode, the engine has failed to reach 20 RPM on the first crank attempt. See Appendix D.1, CONDITIONS 1,2 or 3 for the troubleshooting procedure.

33 Lo Comp Oil Level (Low Compressor Oil Level)

This alarm indicates that the refrigerant oil level switch located in the oil separator has failed to detect oil in the separator. The 120 VAC contacts in the switch act to de-energize MI-8 through relay R8 (see Figure 1.32 and Figure 1.36). T h e fo l l o wi n g s t e p s a r e recommended for troubleshooting:

1.Check the oil level sight gages on the separator. If the level appears sufficient and the alarm will not clear, troubleshoot the circuit (see Figure 1.32 and Figure 1.36) to determine where the loss in continuity is located. Repair the circuit as required. If no break is found and the switch is made, troubleshoot MI-8 as outlined in Appendix I.

2.If the oil level has dropped below normal, check for external oil loss. Repair the leak and recharge the system as required.

3.If the oil level has dropped below normal and has not leaked externally, the oil was probably discharged with refrigerant gas from the unit due to an upset condition. If possible, review the RMCS alarm data looking for sudden loss in superheat (liquid “flooding” the compressor) or operation for extended periods at low output. If possible, address the cause of the upset condition before restarting the unit. Restart the unit, adding more oil if necessary to clear the alarm. The off package evaporators should be checked for oil accumulation and, if necessary, drained. Watch the oil level carefully. Oil may start returning unless the upset condition recurs. As oil returns, keep removing oil to avoid overfilling the separator (it may be necessary to stop the unit to drain the oil).

34 Lo Oil Sep Temp (Low Compressor Oil Separator Temp)

This alarm indicates that the compressor oil temperature as sensed by thermistor TSN3 is too low relative to the limit and duration given by Table 4.2. It would be expected that it would have been preceded by the similar alarm, Lo Comp Oil Temp (#22) as sensed by TSN2. The following steps are recommended for troubleshooting:

1. If the alarm has occurred shortly after start-up, the oil heater may not have preheated the oil sufficiently to start the unit. Check to see that the heater is working. The heater should be energized if the oil is below 130°F. If the heater is energized but the oil is still too cold to start the unit, be certain that sufficient time has elapsed (it may take several hours or more to heat the oil from a cold start). If the heater appears ineffective but energized, replace the heater. Otherwise, troubleshoot the circuit.

2. Check the superheat of the re fr iger an t ( suc t io n and discharge) to determine that the compressor is not ingesting liquid refrigerant. If this is the case, repair the external device controlling the refrigerant flow to the evaporator. If the unit is equipped with other refrigerant supply sources (SOC cooling and/or an economizer) check to see if these are improperly feeding the compressor.

3. Check to see if TSN2 tracks with the Oil Separator thermistor TSN3. The two should follow s imi l a r t r end s , b u t no t necessarily match (the offset will depend on the oil cooler option). If the two thermistors do not track, check the calibration and correct if required.

(rev03-01)



4

35 HI SV Unload Time (High Slide Valve Unload Time)

16 Series Compressors (a) This alarm indicates that in STARTUP Mode, the slide valve has taken longer than the normal time to unload (see Table 4.2). The signal that activates this prealarm is from the Slide Valve Indicator, which is processed by the Slide Valve Circuit Board (see Figure 1.35). The following steps a r e r e c o m m e n d e d f o r troubleshooting.

1. With the machine stopped, enter CALIBRATE Mode and operate the slide valve with the oil pump running (see Appendix J). If the slide valve moves from fully open to fully closed in the proper time (1 minute), restart the unit and confirm proper operation under RUN Mode conditions. If the display did not show slide valve movement go to step 2. If the movement is slow or erratic go to step 3.

2. If the slide valve did not move in CALIBRATE Mode with the oil pump running, complete the following checks:


• Check the operation of the Load/Unload Solenoids

• Confirm that no valves are closed upstream of the slide v a l v e p o r t s o n t h e compressor.

• Check the wiring of the Slide Valve Indicator circuit from the indicator back to the Interface Board (see Figure 1.35). Also, confirm that the Slide Valve Circuit Board has 120 VAC input power.

• If no obvious problems are found, replace the devices in the circuit one at a time until the defective component is located.

3. If, in step 1, the slide valve moves erratically or too slowly with the oil pump running, complete the following checks:

• Adjust the slide valve travel time as outlined in Appendix J.

• Confirm by replacement that all devices in the Slide Valve Indicator circuit -- the Slide Valve Indicator, the Interface Board, and the Slide Valve Circuit Board -- are all operating properly. Start by checking the voltage output from the Slide Valve Circuit Board; it should be between 2.5 VDC (0% slide valve) and 1.56 VDC (100% slide valve). If it is not or it is fluctuating, the problem is likely to be with the Slide Valve Indicator or Slide Valve Circuit Board. If this voltage is in range, repeat step 1 while watching this voltage. If this voltage changes appropriately but the display does not, the problem is probably with the Interface Board or related wiring.

• Check the operation of the Load/Unload Solenoids. Look for erratic operation or sticking of the mechanism.

If none of the above are able to resolve the problem and it appears likely that the internal components of the compressor are the root cause, replace the compressor.

23 Series Compressors (b) This alarm indicates that in STARTUP Mode, the slide valve has taken longer than the normal time to unload (see Table 4.2). The signal that activates this prealarm is from the slide valve potentiometer PT1. The following steps are recommended for troubleshooting:

1. With the machine off, enter CALIBRATE Mode (see Appendix J) and check the calibration of the slide valve potentiometer. Also check that the potentiometer shaft is turning while the slide valve moves.

2. If the potentiometer is unable to be calibrated, check the wiring by referring to Figure 1.35.

3. If wiring is not the problem, replace the potentiometer.

4. If the potentiometer calibration is acceptable, open the “unload” metering valve a few more turns.

(rev03-01)



4

36 Oil Pump Interlock

This alarm indicates that the oil pump starter contacts are not correctly positioned, given the state of the oil pump output. The microprocessor senses the position of the starter contacts through OPM-16, which is powered through the normally open (NO) contacts “1M AUX” (see Figure 1.32 and Figure 1.33). This alarm would occur if the pump relay is energized and OPM 16 remains off, or if OPM16 is on and the pump relay is off. The following steps are recommended for troubleshooting:

Warning The TecoFROST control panel and Oil Pump Starter Panel both contain devices and wiring that are at high electrical voltages. Take precautions to avoid electrical shock hazard whenever working in these panels. Always disconnect 120 VAC service to the panel whenever performing any repair task.

1. With unit stopped, confirm that the oil pump is not operating and the starter is not engaged. If the oil pump starter is engaged, then determine if it has been: (a) manually energized or (b) the m i c r o p r o c e s s o r c i r c u i t responsible for starting the pump has failed. Correct the situation in either case and restart the unit. The oil pump starting circuit is found on Figure 1.32 (see MO-8 and relay R5) and Figure 1.33.

2. If it has been confirmed in step 1 that the oil pump starter is not engaged, attempt to clear the alarm. If the alarm can not be cleared, troubleshoot the circuit containing OPM-16 and 1M AUX. Refer to Appendix I if OPM-16 appears to be malfunctioning (i.e., energized with no 120 VAC power input).

3. If the alarm can be cleared in step 2, enter CALIBRATE Mode and operate the oil pump on and off. If the pump starter is not being started using this procedure, troubleshoot the circuit that energizes the oil pump starter coil (see Figure 1.32 and Figure 1.33, MO-8, R5, etc.)

4. If the pump starter can be energized in CALIBRATE Mode in step 3, determine if the status of OPM-16 tracks the pump starter contacts (the red LED adjacent to OPM-16 will indicate if it is energized). If OPM-16 does not track, troubleshoot the circuit containing OPM-16 and 1M AUX. Refer to Appendix I if OPM-16 appears to be malfunctioning (i.e., energized with no 120 VAC power input).

37 Analog Fault

This alarm indicates that the 12 V D C p o w e r f r o m t h e Microprocessor Power Supply is not present on the Interface Circuit Board (see Figure 1.41 showing this board’ layout). The following steps are recommended for troubleshooting:

Warning The TecoFROST control panel contains 120 VAC devices and wiring. Take precautions to avoid electrical shock hazard whenever working in this panel. Always disconnect 120AC service to the panel whenever performing any repair task.

1. Check to see that the Microprocessor Power Supply (MPS) is outputting +12 VDC at its terminals (see Figure 1.38). If not, follow the steps in Ap p e nd i x K .1 fo r troubleshooting the MPS.

2. If the MPS is outputting the +12 VDC but the alarm can not be cleared confirm that the voltage is present at the Interface Circuit Board on J11-3. If not, check the intermediate wiring for broken wires, loose connections, etc.

3. If J11-3 is confirmed to have +12 VDC but the alarm can not be cleared, replace the Interface Circuit Board.

4. If the alarm can be cleared but recurs intermittently, check for loose wires and connectors between the MPS and the Interface Circuit Board.

(rev03-01)



4

38 Mag Pick-Up Failure (Magnetic Pick-up Failure)

This alarm indicates that the two signals that read engine RPM are providing conflicting data by the amount listed in Table 4.2. In general, this indicates that the primary of these signals, the magnetic speed pick-up has failed. See Figure 1.34 for the magnetic speed pick-up wiring and also Section 1.4.11 for a description. The secondary speed circuit is based on ignition current sensing which is done on the Interface Board (Figure 1.32 and Figure 1.34 for wiring of this circuit). The following steps are recommended for troubleshooting:

Note It is possible to view the RPM values of both sensing circuits at the time of the alarm and also during real time using the RMCS feature. Doing so will greatly enhance one’s ability to quickly troubleshooting this alarm.


1. Enter CALIBRATE Mode and crank the engine while viewing the RPM on the Microprocessor display. If no RPM is indicated and the cranking is normal, the magnetic speed signal is likely to be the problem. If this is confirmed, troubleshoot the wiring in this circuit (again, see Figure 1.32 and Figure 1.34). Also, Check the magnetic pick-up:

• Check that the gap between the magnetic pickup and the flywheel is 0.02” ±0.002.

• Check that the flywheel teeth are not damaged

Note It is possible to check the magnetic pick-up signal using an oscilloscope. See Section 1.4.11 for a description of the signal.

• Check that the magnetic pick-up has the correct resistance, approximately 200-300 ohm when it is disconnected from the Interface Board.

1. If the magnetic pick-up appears to be working properly, check the secondary speed sensing circuit. Start with the unit stopped by checking the wiring and connectors to and from the Interface Board (connections J1A-1 and J2-16). Follow the circuit to the ignition coil.

2. Restart the unit. If the unit starts, the ignition wiring is almost certainly OK. If the alarm recurs and the wiring to both the magnetic pick-up and ignition sense circuit appears proper, replace the magnetic pickup. If the problem persists, replace the Interface Board.

40, 41, 42, And 43 AUX SAFETIES 1,2,3, and 4 (Auxiliary Safeties 1,2,3, And 4)

These alarms are optional customer, switched inputs to the microprocessor modules OPM-17, OPM-18, OPM-19, and OPM-20, respectively (see Figure 1.39 of the wiring schematic). With the associated DIP switch in the ON position, the opening of the switched device that has been wired into the accompanying OPTO module triggers the alarm. With the associated DIP switch off, the alarm is triggered when the accompanying OPTO is energized by the closing of its switched input. As listed in Table 4.2, the time delay is adjustable for these alarms. The first two (40 and 41) are active in all operational Modes, while the third and forth (43 and 44) are only active in the RUN Mode. The troubleshooting of these alarms should, of course, be according to the specific function of the switched device. However, if you suspect the problem source to be related to a faulty module and/or wiring, consult Appendix I.1, Input Modules, for the troubleshooting procedure.

(rev03-01)



4

4.3 Non-Alarm Conditions 4.3.1 Engine Mechanical Diagnosis

Table 4.3 should help diagnose a variety of engine symptoms that may not necessarily cause an alarm condition. In addition, Table 4.4 provides similar information, but for the special case of hydraulic lifters. It should be noted that many of the situations described would be highly unusual in this application of the TecoDrive 7400 engine, particularly if it is serviced properly. Most engine problems are related to the malfunction of engine accessories, particularly the ignition system, and can be corrected by normal tune-up procedures.

4.3.2 Engine Oil Leak Diagnosis and Repair

Most oil leaks are easily located and repaired by visually finding the leak and replacing or repairing the necessary parts. On some occasions, a fluid leak may

be difficult to locate or repair. The following procedures may help in locating and repairing most leaks:

1. Identify the fluid and determine whether it is engine oil, coolant, compressor oil, etc.

2. Visually check around the suspected component. Check around all gasket-mating surfaces for leaks. A mirror is useful for finding leaks in areas that are hard to reach.

3. If the leak still cannot be found, it may be necessary to clean the suspected area with a degreaser, steam, or spray solvent. Clean the area, then dry the area. Operate the unit for several minutes at normal operating temperature and speed. After operating the unit, visually check the suspected component. If you still cannot locate the leak, try using the powder or black light and dye method.

Table 4.3 Engine Mechanical Diagnosis PROBLEM POSSIBLE CAUSE CORRECTION

Rough Idle 1. Fuel or ignition system problem. 2. Uneven cylinder compression. 3. Bent pushrod or broken valve spring.

1. Adjust or repair, as necessary (see Part II). 2. Perform a compression test. Repair engine,

as necessary. 3. Repair.

White Smoke 1. Usually caused by water vapor, which is a normal byproduct of combustion. Usually seen on cold days.

2. Engine cooling system leak into engine (if excessive only).

1. None required. 2. Check for leaks in exhaust manifold adapter

gasket, exhaust heat exchanger coils, or intake manifold. Repair, as necessary.

Valve Train Noise 1. Low oil pressure. 2. Loose rocker arm attachments. 3. Worn rocker arm and/or pushrod. 4. Broken valve spring. 5. Sticking valves. 6. Lifters worn, dirty, or faulty. 7. Camshaft worn or faulty. 8. Worn valve guides.

1. Repair, as necessary (see diagnosis for low oil pressure).

2. Inspect and repair, as necessary. 3. Replace, as necessary. 4. Replace spring. 5. Free valves. 6. Refer to "Diagnosis of Hydraulic Lifters." 7. Replace camshaft. 8. Replace heads.

Engine Knocks Cold And Continues For Two to Three Minutes. Knock Increases With Torque.

1. Loose or broken torsional damper. 2. Excessive piston to bore clearance. 3. Bent connecting rod.

1. Tighten or replace, as necessary. 2. Replace engine. 3. Replace connecting rod.

Engine Has Heavy Knock Hot With Torque Applied.

1. Excessive main bearing clearance. 2. Excessive rod bearing clearance.

1. Replace engine, as necessary. 2. Replace engine, as necessary.

Engine Has Light Knock Hot In Light Load Conditions.

1. Improper timing. 2. Exhaust leak at manifold. 3. Excessive rod bearing clearance.

1. Adjust to specifications. 2. Tighten bolts and/or replace gaskets. 3. Replace engine, as necessary.

(rev03-01)



4

Powder Method

1. Clean the suspected area.

2. Apply an aerosol-type powder (such as foot powder) to the suspected area.

3. Operate the unit under normal operating conditions.

4. Visually inspect the suspected component. You should be able to trace the leak path over the white powder surface to the source.

Black Light and Dye Method

1. Pour specified amount of dye into leaking component.

2. Operate the unit under normal operating conditions as directed in the kit.

3. Direct the light toward the suspected area. The dyed fluid will appear as a yellow path leading to the source.

Repairing the Leak

Once the leak has been pinpointed and traced back to its source, the cause of the leak must be determined in order for it to be repaired properly. If a gasket is replaced, but the sealing flange is bent, the new gasket will not repair the leak. The bent flange must be repaired also. Before attempting to repair a leak, check to be sure that the following conditions are correct, as they may cause a leak.

PROBLEM POSSIBLE CAUSE CORRECTION Engine Knocks On Initial Startup But Only Lasts A Few Seconds.

1. Improper oil viscosity. 2. Hydraulic lifter bleed down.

1. Install proper viscosity oil. 2. Refer to "Diagnosis of Hydraulic Lifters."

Engine Knocks At Idle Hot

1. Valve train. 2. Improper oil viscosity. 3. Excessive piston pin clearance. 4. Connecting rod alignment. 5. Insufficient piston to bore clearance

(Cold engine piston knock usually disappears when the cylinder's spark plug is grounded out. Cold engine piston knock which disappears in 1.5 minutes should be considered acceptable).

6. Loose torsional damper.

1. Refer to "Valve Train Noise." 2. Install proper viscosity oil. 3. Replace engine, as necessary. 4. Replace engine, as necessary. 5. Replace engine, as necessary. 6. Torque or replace any worn parts.

Engine Speed Erratic Engine power loss. Check for clogged air filter, insufficient fuel pressure. Replace filter or correct fuel pressure problems.

Blue Smoke Usually caused by oil burning in the combustion chambers.

Refer to Excessive Oil Loss diagnosis.

Excessive Oil Loss 1. External oil leaks. 2. Improper reading of dipstick or overfill

by bulk oil system (if so equipped). 3. Improper oil viscosity. 4. Crankcase ventilation or PCV system

malfunctioning. 5. Valve guides and/or valve stem seals

worn. 6. Broken or worn piston rings.

1. Tighten bolts and/or replace gaskets and seals, as necessary.

2. Check oil level. Drain to proper level. See Bulk Oil System troubleshooting (Appendix F).

3. Use recommended oil. 4. Service, as necessary. 5. Replace heads. 6. Replace broken or worn rings, as necessary.

Table 4.3 Engine Mechanical Diagnosis (Continued)

(rev03-01)



4

Gasket Leaks

Check for:

1. High fluid level or high oil pressure.

2. Plugged ventilation filter or valve.

3. Improperly tightened fasteners or dirty/damaged threads.

4. Warped flanges or sealing surface.

5. Scratches, burrs, or other damage to the sealing surface.

6. Damaged or worn gasket.

7. Cracking or porosity of the component.

8. Improper sealant used, or no sealant where required.

Seal Leaks Check for:

1. High fluid level or high oil pressure.

2. Plugged ventilation filters, or valve.

3. Damaged seal bore (scratched, burred, or nicked).

4. Damaged or worn seal.

5. Improper installation.

6. Cracks in component.

7. Shaft surface scratched, nicked, or damaged.

8. Loose or worn bearing causing excess seal wear.

Table 4.4 Diagnosis of Hydraulic Lifters PROBLEM POSSIBLE CAUSE CORRECTION

Momentarily Noisy When Engine Is Started

This condition is normal. Oil drains from the lifters which are holding the valves open when the engine is not running. It will take a few seconds for the lifter to fill after the engine is started.

None needed.

Intermittently Noisy On Idle Only, Disappearing When Engine Speed Is Increased

1. Dirt in hydraulic lifter. 2. Pitted or damaged check ball.

1. Disassemble and clean. 2. Replace the hydraulic lifter.

Noisy At Slow Idle Or With Hot Oil Only

High leak down rate. Replace the hydraulic lifter.

Noisy At High Speeds, Quiet At Low Speeds

1. High oil level + Oil level above the "Full" mark allows crankshaft counterweights to churn the oil into foam. When foam is pumped into the lifters, they will become noisy since a solid column of oil is required for proper operation.

2. Low oil level + Oil level below the "Add" mark allows the oil pump to pump air at high speeds which results in noisy lifters.

3. Oil pan bent against oil pump pick-up screen.

4. Oil pump screen bent or loose.

1. Drain oil to proper level. 2. Add oil as needed. 3. Repair. 4. Repair.

(rev03-01)



4

Table 4.4 Diagnosis of Hydraulic Lifters (Continued) PROBLEM POSSIBLE CAUSE CORRECTION

Noisy At Idle, Becoming Louder As Engine Speed Is Increased To 1500 RPM

1. This noise is not connected with lifter malfunction. It is best described as a "hashy" sound. At slow idle, it may be entirely gone or appear as a light ticking noise in one or more valves. It is caused by one or more of the following:

• Badly worn or scuffed valve tip and rocker arm pad.

• Excessive valve stem to guide clearance.

• Excessive valve seat runout. • Off square valve spring. • Excessive valve face runout. • Valve spring damper clicking on

rotator. 2. Off square valve spring. Occasionally

this noise can be eliminated by rotating the valve spring and valve. Crank engine until noisy valve is off its seat. Rotate spring. This will also rotate valve. Repeat until valve becomes quiet. If correction is obtained, check for an off square valve spring.

1. Replace head, as necessary. 2. If the valve spring is more than 1.6 mm

(1/16 inch) off square, it should be replaced.

Noisy Regardless Of Engine Speed

1. Incorrect valve adjustment (excessive lash) (engines with adjustable valve lash).

2. Excessive valve lash. Check for valve lash by turning the engine so the piston in that cylinder is on TDC of the firing stroke. If valve lash is present, the pushrod can be freely moved up and down a certain amount with rocker arm held against valve. Excessive lash can be caused by:

• Worn pushrod upper end ball.

• Bent pushrod.

• Improper lubrication of the pushrod and rocker arm.

• Loose or damaged rocker arm.

• If pushrod and rocker arm are OK, trouble in the hydraulic lifter is indicated.

1. Adjust as specified. 2. Repair engine as needed.

• Replace pushrod and rocker arm.

• Replace pushrod.

• Replace pushrod and rocker arm. Check pushrod lubrication.

• Replace rocker arm.

• Replace hydraulic lifter.

(rev03-01)



4

4.3.3 Abnormal Refrigeration System Conditions

Abnormal System Output

Table 4.5 presents symptoms, which would indicate that the system output might not be optimized. However, please keep in mind that several factors affect system output and this chart is a guideline assuming ideal design conditions.

Compressor Shaft Seal Leakage

A small amount of leakage from a mechanical shaft seal is not unusual and is inherent in the design. This is why manufacturers make provisions for leakage in the form of weep holes in the castings of the machinery. However, the amount of leakage that is tolerable will vary for each customer. A rate of 2 drops in 5 minutes is typical. Typically in the industry, a leakage is considered excessive at a rate of 10 drops per minute. At this rate, the shaft seal should be replaced (see Appendix O).

Liquid Floodback

Liquid floodback occurs when liquid refrigerant is reaching the compressor suction in a liquid state rather than in a vapor state. If the condition is bad enough, it can cause a LO COMP OIL PRESS alarm when the liquid refrigerant is entrained in the oil.

The following steps are recommended for troubleshooting:

1. Increase superheat adjustment to 10-15°F.

2. If a conventional expansion valve system is used, make sure the pilot bulb is all the way in the well. If it is and the superheat cannot be adjusted, replace the expansion valve.

Moisture in System (R-22 Systems)

If the moisture indicator located in the refrigerant liquid line is a yellow color, this means there is excessive moisture in the system. The indicator should be a green color. Moisture in the system is undesirable because it can lead to the formation of acids, sludge, and corrosion. In extreme cases, it can actually cause mechanical malfunctions such as expansion valve freezing. The following steps are recommended for treatment:

1. Change the filter dryer cores. For an extreme problem, these cores may have to be replaced more than once.

2. If a portion of the machine was just serviced and open to atmosphere and a proper vacuum was not drawn on the system, it may be necessary to pump down the refrigerant into the condenser and draw a vacuum on the remaining portion of the system.

Table 4.5 Symptoms of Abnormal System Output

Problem Possible Cause Correction

Unable to reach maximum RPM or abnormal gas consumption

Speed limited Adjust “Max Speed Setpoint on Display

High head pressure Check condenser fan operation

Clogged engine air filter Change air filter

Improperly tuned engine Check timing per Appendix E Check mixture per Appendix B

Abnormal suction pressure Low refrigerant charge Check sight glass for bubbles and add refrigerant as necessary

Improperly set expansion valve Adjust expansion valve

(rev03-01)



4

PROCESSOR ERROR Under normal conditions, the microprocessor will provide continuous, uninterrupted machine control.

However, certain conditions can cause the microprocessor to malfunction. When this occurs, the control system (CS) immediately shuts the unit down, puts the above message on the display, and attempts to reboot itself.

A fault in the high-energy side of the ignition system is the most likely cause of the problem. This can cause a high electrical noise situation, beyond the CS’s suppression capabilities.

Check that ground wireon HEI distributor is in

place.

Replace ProcessorBoard.

Occurs only withengine running?

Yes

No

Contact factory forinformation on latest

program release.

Check that all ignitionwires are firmly

connected.

Check that no sparkplugs are cracked.

Replace the distributorcap, rotor, and ignitionwith factory-approved

parts.

Replace the coil anddistributor with factory-

approved parts.

4.3.4 Microprocessor Malfunction

Under normal conditions, the microprocessor will provide continuous, uninterrupted machine control. However, certain conditions can cause the microprocessor to malfunction. The primary symptoms are: (1)a display reading "Processor Error" , (2)a blank display, or (3) a failure of the display switches. Each of these conditions is discussed below.

*

*Any board replacement should be only as a last resort.

(rev03-01)



4

Blank Display The display shuts off as a normal part of operation so that it does not fade from over-use. Hitting any key on the Keypad should restore a normal display. If not, follow the troubleshooting procedure.

Make sure the ALARM LED is off before trying the START and STOP keys. The unit will not start if an alarm condition exists. Check that D1 on the lower right corner of the Processor Board is flashing about 3 times per second. Check that D4 in the middle of the Interface Board is glowing green. Check that the #9 and #10 LED’s on U10, U20, U25, and U31 (See Figure 1.41) are alternating about 3 times per second. Jump J4-10 (right-hand pin) to J4-8 on the Display Board to test Keypad. See Appendix K to check Power Supply.. If the Keypad has failed and the unit must be run see the table on the following page to operate the display with jumpers.

Unitresponds toSTART and

STOP?

No

Yes

Check MicroprocessorPower Supply.

Replace InterfaceBoard.


Hit each key on theKeypad, START and

STOP last. If CSresponds to only somekeys, replace Keypad.

Check cables betweenKeypad and Display

Board and ribbon cablefrom Display Board to

Interface Board.

Unitresponds whenKeypad input

jumped?

No

Yes

Replace Keypad.

Replace Display.

LED's OK?

No

Yes

Replace ribbon cableto display.

Replace DisplayBoard.

*

* *

*

*Any board replacement should be only as a last resort.

(rev03-01)



4

STOP SWITCH FAILURE START SWITCH FAILURE SCROLL SWITCH FAIL UP ARROW SWITCH FAIL DOWN ARROW SW FAIL ENTER SWITCH FAIL CLEAR SWITCH FAIL RESET SWITCH FAIL These failures are not actually alarms but notifications to the operator that these switches are closed during the boot-up procedure. The CS will halt its boot procedure for the first two and will then try to reboot. The remainder of the notifications are informational only and will not prevent the unit from operating normally.

If the Keypad has failed and the unit must be run, the following table lists the pin designations on J4 on the Display Board. Jump any pin to one of the ground pins to perform the required function. Pin 1 is the left-hand pin.

Replace InterfaceBoard.


Open the breaker, hiteach key on the

Keypad to make sure itis not sticking, andclose the breaker

again.

Check cables betweenKeypad and Display

Board and ribbon cablefrom Display Board to

Interface Board.

Alarm occursafter disconnecting

Keypad?

Yes

No

Replace Keypad.

Replace ribbon cableto display.

Replace DisplayBoard.

Pin Key Pin Key

1 Ground 6 CLEAR

2 SCROLL 7 RESET

3 UP 8 START

4 DOWN 9 STOP

5 ENTER 10 Ground

*Any board replacement should be only as a last

*

*

*

(rev03-01)



4

(rev03-01)

TECOFROST 16S/L & 23MB/LB Operating & Maintenance Manual A-1

Service Parts

A

Quantity Recommended Stock for: PartNumber Item Description per unit 1 unit 2 unit 5 unit

Scheduled Service 77773 CAP,DISTRIBUTOR V8 SEP. COIL 1 1 2 5 76882 FILTER,AIR REPL. ELEMENT 1 1 2 5

75814 FILTER,LUBE OIL V-8 1 1 2 5 76806 KIT,VALVE ADJUST RETRO MARK 5 1 1 2 5

77842 MODULE,IGN V6,V8 400 RPM ADV 1 1 2 5

20156 O RING,1/8 SQ TYP GM 348 1 1 2 5 77774 ROTOR,V8 SEP.COIL DISTRIBUTOR 1 1 2 5

71291 SPARK PLUG,RESISTOR TYPE 8 8 16 40 30110 VALVE,PCV TD 7400 ENGINE 1 1 2 5

73587 WIRE SET,8WIRE HEI SHIELDED 1 1 2 5 77764 WIRE,IGNITION COIL TO DISTRIB. 1 1 2 5

78259 ADAPTER, ENGINE TFROST 16S/L 1 1 1 1 76952 CONNECTOR,EXHAUST FLEX 4" 1 - - - 78258 COUPLING, TECOFROST 16S & 16L 1 1 1 1

76655 DIAPHRAGM,IMPCO 425 1 1 1 1

77761 DISTRIBUTOR, V8 MARINE MODULE 1 1 2 2 76672 ENGINE ASSY,PART.MARK 5 8QT 1 - - 1

76869 GASKET KIT,INTAKE MAN. MARK 5 1 1 1 1 33505 GASKET,4 BARREL ISOLATOR 1 1 1 1

91083 GASKET,DISTRIBUTOR 1 1 2 2

96653 GASKET,EXH MAN TD 7400 ENG 2 2 4 4 73984 GASKET,EXH.ADAPT.DBL. WID. 2 2

76438 GASKET,EXHAUST WYE. 2 2 31136 GASKET,HEAD 454 MARK 5 2 2

72082 GASKET,INTAKE MAN 454 1 - 75287 GASKET,MIXER TO THR. BODY 1 1

31138 GASKET,OIL PAN MARK 5 ENGINE 1 1

31140 GASKET,VALVE COVER MARK 5 2 2 77978 GUIDE,PUSH ROD, ROLLER CAM 16

76780 HEAD ASSY,MARK 5 ENGINE 2 2 76683 HOSE ASSY,GAS 1 1/4 X 29 1/2" 1

30112 HOSE,CRANKCASE VENT 1

78260 HT EX, EXH HT RECOV TFROST 1 72192 INSULATION SET,CH150 DRY EXH 1

76654 KIT,CARB REBUILD MODEL CA425 1 77760 KIT,RETRO V8 DISTRIBUTOR&COIL 1

76806 KIT,VALVE ADJUST RETRO MARK 5 1 77299 LIFTER ASM.,MK-V (HIGH FLOW) 16

77979 LIFTER,VALVE ROLLER CAM 502 16

75174 MANIFOLD ASY,EXHAUST LH CH-150 1

Engine Components

(rev03-01)


Service Parts

A


76793 PUMP&TUBE ASSY 8 QT MK 5 (MOD) 1 78261 PUMP, COOLANT TF 16S/L 23MB/LB 1

31149 PUSH ROD,EXH (NON ROLLER) 8 77976 PUSH ROD,EXHST.ROLLER CAM 502 8

31150 PUSH ROD,INT. 502 (NON ROLLER) 8

77977 PUSH ROD,INTAKE,ROLLER CAM 502 8 77900 REGULATOR, GAS, RV81, 1 1/4" 1

73891 RING GEAR, 454CID 1 78110 SEAL,CRANK FRONT 454 MK 5 1

76687 SILENCER,EXHAUST CH-150 SSTL 1

71146 VALVE,OIL PRESSURE RELIEF 1 77770 WYE,EXHAUST,EMISSION CNTRL.ENG 1

Engine Coolant System 76929 ANODE,ZINC 1/2 NPT SUL DUMP HX 1 78216 KIT, TSTAT VLV ELEMENT TFROST 2

KIT INCLUDES: 78217 ELEMENT, TSTATIC VLV TF HT REC 2 78218 O-RING, TSTAT VLV ELEM. TFROST 2 78219 O-RING, TSTAT VLV HOUS TFROST 2

76930 GASKET,DUMP HX SUL PIPING END 1 76931 GASKET,DUMP HX SUL REAR END 1

75890 GASKET,HEAD ENG. OIL HX. 1

76084 HEAT EXCHANGER,DUMP SULLAIR 1 72123 HOSE ASSY,INT-EXH MAN CH-150 1

72654 HOSE ASSY,LEFT DRY EXH CH150 1 72653 HOSE ASSY,RIGHT DRY EXH CH150 1

72551 HOSE ASSY,WATER INLET ST,DT 1 72428 O RING,COOLANT PUMP HSG 1

75872 SCREEN,STRAINER CH-150 COOLANT 1

76890 SEAL,COOLANT PUMP CH-150 1 72480 VALVE,RELIEF 1IN 60PSI 1

72571 VENT,AIR 1/8 IN. 45 PSI 1

74969 COIL,GAS SOL.,120V/60HZ,J8215 2 77878 COIL,GM HEI FREE STANDING 1 71115 DIODE,ASSY 1N1199 1

71454 FUSE,TIME DELAY,5A,250V,3AG 1 74690 MAGNETIC PICKUP SUB ASSY 1

71105 RELAY,STARTER 12VDC 1 71073 SENSOR,MAGNETIC 1

71031 STARTER MOTOR,TD 7400 ENG 1

71513 STEPPER MOTOR ASSY 1

Engine Electrical Accessories

(rev03-01)


Service Parts

A


78257 SWITCH, OIL PAN HI/LO TFROST 1 71127 SWITCH,FLOATOIL LEVEL 1

77210 SWITCH,OIL LEVEL 1/2" NPT 1 71722 SWITCH,TEMP HIGH LIMIT 250 2

77875 THERMOSTAT,300 DEG.,MAN. RESET 1

72573 VALVE,SOL 1 1/4 2WAY 120V/60HZ 2

Engine Oil System 72678 HOSE ASSY EXTD OIL DRAIN CH150 1 72679 HOSE ASSY,EXTD OIL INLET CH150 1

76663 HOSE, BLOCK TO COOLER 1

76664 HOSE, OIL COOLER TO RELIEF 1 76662 HOSE, RELIEF TO BLOCK 1

Refrigeration System: TecoFROST 16S & 16L Compressor Parts (16S & 16L)

78191 KIT, REPL SHAFT SEAL, TF16S/L 1 1 1 2

78192 SEAL, SHAFT MODEL 16S & 16L 1 - - - 78193 SEAL, INTERNAL LIP, 16S/L 1 - - - 78194 O-RING, SEAL COMP HOUS., 16S/L 1 - - -

78195 O-RING, SEAL SLEEVE, 16S/L 1 - - -

INSTRUCTIONS, SEAL REPLACEMENT 1 - - -

Package Components (16S & 16L) 78196 ELEMENT, COALESC 16S/L 23MB/LB 3 3 3 3 78197 GASKET, MANWAY, NEOPRENE 16S/L 1 1 1 1

78262 HEATER, COMP OIL TECOFROST 1 - - -

78198 FILTER, COMPRESSOR OIL 16S/L 1 1 1 2 78199 KIT, OIL STRAINER, 16S & 16L 1 1 1 1

78200 COIL, (115V) LD/UNLD SOL 16S/L 2 1 1 2 78202 SWITCH, COMP. OIL LEVEL 16S/L 1 1 1 1 78203 KIT, OIL PUMP SEAL 16S/L 23M/LB 1 1 1 1 78204 ELEMENT, SUC. STRAINER 16S/L 1 1 1 1

78205 O-RING, COMP UPPER COVER 16S/L 1 1 1 1

Compressor Liquid Injection (SOC) Cooling Parts (16S & 16L) 78206 COIL, SOC SOL VLV 16S/L 23M/LB 1 1 1 1

KIT REPLACEMENT PARTS for TX Valve: 78207 KIT, (R-717) SOC TX VLV TFROST 1 1 1 1 78209 KIT, (R-22) SOC TX VALVE 16L 1 1 1 1

78208 KIT, (R-22) SOC TX VALVE 16S 1 1 1 1 78210 VALVE, SOC P RED, R-717 TFROST 1 1 1 1

78211 VALVE, P. RED, R-22 SOC 16S/L 1 1 1 1

KIT INCLUDES:

(rev03-01)


Service Parts

A


Compressor Cooling Parts TSOC & WCOC OPTIONS (16S & 16L) 78212 ELEMENT, TSTAT VLV R-717 16S/L 1 1 1 2 78213 ELEMENT, R-22 TSTAT VALV 16S/L 1 1 1 2

78214 O-RING, TS/WCOC T VLV HS 16S/L 1 1 1 2 78215 O-RING, TS/WCOC THERM EL 16S/L 1 1 1 2

Refrigeration System: TecoFROST 23MB & 23LB Compressor Parts (23MB & 23LB)

78220 KIT, SHAFT SEAL TFROST 23MB/LB 1 1 1 2

KIT INCLUDES: 78221 SEAL, SHAFT MODEL 23MB & 23LB 1 - - -

78222 SEAL, INTERNAL LIP, 23MB/LB 1 - - - 78223 O-RING, SEAL DRIVE RING 23M/LB 1 - - -

78224 O-RING, MECH SEAL BOX, 23MB/LB 1 - - -

78225 O-RING, SEAL HOUS CVR, 23MB/LB 1 - - - 78226 O-RING, SEAL HOUS CVR 23MB/LB 1 - - -

78227 INSTRUCTION, SHFT SEAL 23MB/LB 1 - - - 78228 POTENTIOMETER, TFROST 23MB/LB 1 - - -

Package Components (23MB & 23LB) 78196 ELEMENT, COALESC 16S/L 23MB/LB 8 8 8 16 78229 GASKET, MANWAY 23MB/LB 1 1 1 2

78262 HEATER, COMP OIL TECOFROST 2 - - -

78230 FILTER, COMP. OIL TF 23MB/LB (qty per housing, 6 filters per carton)

3 3 3 6

78231 O-RING, COMP OIL FLT CVR 23M/LB 1 1 1 2 78203 KIT, OIL PUMP SEAL 16S/L 23M/LB 1 1 1 2

78232 GASKET, OIL PUMP OUTLET 23MB/LB 1 1 1 2 78233 SCREEN, OIL STRAINER 23MB/LB 1 1 1 2

78234 O-RING, OIL STRAINR CVR 23M/LB 1 1 1 2

78235 VALVE, LOAD/UNLOAD SOL 23MB/LB 2 1 1 1 78236 COIL ONLY, LOAD/UNLD VALVE 23MB/LB 2 1 1 2

78237 SCREEN, SUC STRNR R-717 23M/LB 1 1 1 1 78238 SCREEN, SUC STR, R-22, 23MB/LB 1 1 1 1

78239 O-RING, BOWL SEAL TF23MB/LB 1 1 1 1

78240 VALVE (COMPLETE), R-717 SOC TX TF23MB/LB 1 - - -

78207 KIT, (R-717) SOC TX VLV TFROST 1 1 1 1 78241 KIT, TSTATIC ELEMENT TF23MB/LB 1 1 1 1 78242 VALVE (COMPLETE), SOC LIQ SOL TFROST 1 - - - 78206 COIL ONLY, SOC SOL VLV 16S/L 23M/LB 1 1 1 2

78243 SCREEN, SOC LIQ STRNR 23MB/LB 1 1 1 1 78210 VALVE, SOC P RED, R-717 TFROST 1 1 1 1

78244 VALVE (COMPLETE), HOT GAS SOL TF23MB/LB 1 - - -

78245 COIL ONLY, HOT GAS SOL VLV 23MB/LB 1 1 1 1

R-717 Compressor Liquid Injection (SOC) Cooling Parts (23MB &23LB)

(rev03-01)


Service Parts

A


R-22 Compressor Liquid Injection (SOC) Cooling Parts (23MB & 23LB) 78246 VALVE (COMPLETE), SOC TX (R-22) 23MB ONLY 1 - - - 78248 KIT, RPL PTS TX VALV R-22 23MB 1 1 1 1 78247 KIT, TSTAT ELEM (R-22 23MB) 1 1 1 1

78248 VALVE (COMPLETE), R-22 SOC TX TF23LB ONLY 1 - - - 78249 KIT, RPL PTS TX VALV R-22 23LB 1 1 1 2

78250 KIT, TSTATIC ELEM (R-22 23LB) 1 1 1 1 78242 VALVE (COMPLETE), SOC LIQ SOL TFROST 1 - - -

78206 COIL ONLY, SOC SOL VLV 16S/L 23M/LB 1 1 1 1

78243 SCREEN, SOC LIQ STRNR 23MB/LB 1 1 1 1 78244 VALVE (COMPLETE), HOT GAS SOL TF23MB/LB 1 - - -

78245 COIL ONLY, HOT GAS SOL VLV 23MB/LB 1 1 1 1

Compressor Cooling Parts TSOC & WCOC Options (23MB & 23LB) 78251 ELEMNT, TSTAT VLV R-22 23MB/LB 1 1 1 1 78252 ELEMENT, R-717 TSTAT V 23MB/LB 1 1 1 1 78253 O-RING, EX COOL TSTAT H 23M/LB 1 1 1 1 78254 O-RING, TS/WCOC THRM EL 23M/LB 1 1 1 1

77916 AMPLIFIER,THERMOCOUPLE,AD595 8 78055 BOARD, OPTO 22, TECOFROST 1 1 1 2

78054 BOARD,INTERFACE,TECOFROST (LC) 1 1 1 2 78058 BOARD,SLIDEVALVE,TECOFROST(LC) 1 1 1 2

71914 CABLE ASSY,TELEPHONE COMM 60KW 1 1 1 2 77991 DISPLAY BOARD, RIGHT HAND 1 1 1 2

78255 FUSE, OPTO 22 OUTPUT MODS TF 9 9 9 9

71863 FUSE,15A TIME DELAY 3 3 6 6 72093 FUSE,3AG 7A TIME DELAY 250V 2 2 4 6

77945 HARNESS, DC VOLTAGE, CH-50, V8 1 1 1 1 77822 HARNESS, EMMISSIONS, TECO 7400 1 1 1 1

78018 KEYBOARD,TECOFROST CONTROL MK2 1 1 1 2 77965 MICROPROCESSOR ASSY,COGEN MK2 1 1 1 2

77950 MODEM, MULTITECH MT1932ZDX 1 1 1 2

78056 MODULE, OPTO AC INPUT 18 18 18 18 78057 MODULE, OPTO, AC OUTPUT 9 9 9 9

78132 MODULE, OPTO, DC INPUT, G4 4 4 4 4 78133 OPTOCOUPLER, 1.5A,HP HSSR8060 12 12 12 24

78134 OPTOCOUPLER, INPUT, HCPL2730 6 6 6 12

77778 POWER SUPPLY, 12-15V, 6A, 90W 1 1 1 2 77237 POWER SUPPLY,+5,+/-12V,16W 1 1 1 2

Control System

(rev03-01)


Service Parts

A


71972 RELAY,120VAC 20A 8PIN OCTAL 1 1 1 2 71973 RELAY,12VDC 20A 8PIN OCTAL 5 5 5 10

78059 RFI FILTER, AC 1 1 1 2 78063 RIBBON CABLE ASSEMBLY (MODEM) 1 1 1 2

78064 RIBBON CABLE ASSEMBLY (OPTO) 1 1 1 2

78062 RIBBON CABLE ASSEMBLY(DISPLAY) 1 1 1 2 71093 SWITCH,STOP 2 POSITION RED 1 1 1 2

78061 TERMINAL BLOCK 5MM SPACING 29 - - - 72075 THERMISTOR SHORT LEAD W/PLUG 7 7 7 14

77565 TRANSDUCER 0-500 PSI DATA INST 3 3 3 6

78256 TRANSDUCER, PRESSUR 0-100 PSIA 3 3 3 6 72080 WELL,THERMISTER SHRT PER DWG 4 - - -

72077 WELL,THERMISTOR LONG 3 - - -

77120 ADAPTER,1/4 HOSE BARB X 1/4FLA 1 - - - 77923 ADAPTER,3/8 ODT X 3/4 M BORED 1 - - -

144034 BUSHING,3/4 X 1/2 HEX STEEL 1 - - -

77123 DRUM TUBE STRAIGHTENER LMI KIT 1 - - - 72597 DRUMSTAND,SINGLE 55GAL DRUM 1 - - -

74623 FITTING,HOSE REUSABLE 1/4 COMP 1 - - - 76375 HORIZONTAL DRUM KIT,ST UNITS 1 - - -

77128 KIT,BULK OIL PUMP LMI 60HZ 1 - - -

77922 NIPPLE,1/2 X 10 TBE SCH 40 1 - - - 190717 NIPPLE,3/4 X 2 BI 1 - - -

144613 NIPPLE,3/4 X CLOSE BI 1 - - - 71592 PLUG,TWIST-LOCK 3 WIRE 15 AMP 1 - - -

77122 PUMP,METERING LMI 60 HZ 1 - - - 77751 SWITCH, RMCS 2 UNITS 1 - - -

77752 SWITCH, RMCS 3 UNITS 1 - - -

125988 TEE,3/4 BI 2 - - - 74066 TUBE,3/8 OD COPPER REFR. 48 - - -

77924 UNION,RED 3/8 X 1/4 ODT 1 - - -

Accessories

(rev03-01)

TecoFROST 16S/L & 23MB/LB Operating & Maintenance Manual B-1

Fuel System and Carburetor

B

B.1 Model 425 Series Gaseous Fuel Carburetors (See Figures B.1 and B.2)

Important 1. Tecogen’s TecoFROST uses an Impco

Model CAG 425-8 carburetor (mixer).

2. The diaphragm for the carburetor (Item 6 in exploded view) is Impco part number D1-18.

3. The throttle body is not manufactured by Impco. Consult the Engine Illustrated Parts Catalog for the throttle body part number.

B.2 Carburetor Adjustment Procedure

Note The ignition timing must be correct before carburetor adjustments are made. Check the throttle linkage to be sure it is not binding, and see that the throttle return spring has sufficient tension.

1. Connect a manifold vacuum gauge to the inlet manifold (remove the plug on the runner to cylinder #8).

2. Shut off the main fuel supply to the unit.

3. Remove the upstream and downstream pressure tap plugs from the pressure regulator and attach a pressure gauge to each pressure tap. The gauges should have a range of 0 to 15 inches of water column for most installations. If only one gauge is available, the procedure can still be followed, but reading one pressure tap at a time.

Warning Never remove the pressure taps when the unit is operating. Never leave the unit unattended when the gas pressure measuring equipment is installed on the unit.

4. Turn on the fuel supply.

Warning If the smell of gas odorant is present, shut off the fuel supply immediately and correct the leak before proceeding further.

5. Disconnect the linkage from the throttle lever arm. This allows the throttle to remain at the idle position while initial adjustments are made.

6. Perform a manual start, as instructed in the TecoFROST Operator’s manual.

7. Allow the engine to warm up. Adjust the idle stop screw (see Figure B.4) for an idle speed of 950 to 1050 rpm.

8. Operate the unit at idle and observe the gas pressure readings on both sides of the regulator.

9. If the upstream gas pressure is incorrect (outside of the 10-28 in. w.c. specification in Table 1.1) have the appropriate person from the gas company or facility correct the problem in the fuel supply.

10. If the upstream gas pressure is correct (10-28 in. w.c.) observe the gas pressure downstream of the regulator which should be approximately 5 in. w.c. For natural gas units, if an adjustment is necessary, remove the cap from the top of the gas pressure regulator and, with a screwdriver, adjust the Pressure Regulating Screw (down for increased pressure and up for decreased pressure).

Note The regulating spring has limitations. Do not run the adjustment screw down so far that the spring compresses fully, as this defeats any regulation.

ENGINE SPEED (rpm)

APPROXIMATECOMPRESSOR

CAPACITY

TYPICAL REGULATOR

OUTLET PRESSURE

1500 10% 5.0" W.C.

3000 100% 3.5" W.C.

(rev03-01)



B

Figure B.2 Adapter, Mixer to Throttle Body

Figure B.1 Model CA 425 Mixer

AA3-86 Adapter Assy., 425M to throttle body.

INDEX PART DESCRIPTION NO. NO.

1 S1-3 Screw, 10-24 x 5/8” SEMS (4) 2 C1-30 Cover, air valve diaphragm 3 S2-30 Spring, air valve 4 S1-22 Screw, 6-32 x 1/4” SEMS (4) 5 P2-22 Plate, backup 6 D1-18 Diaphragm, air valve 7 G1-102 Gasket, air valve 8 BV1-16 Air gas valve 9 AV1-16 Air gas valve assy., with diaphragm (refer to chart for correct air gas valve assembly) 10 AB1-27 Body assy. 11 S1-69 Screw, 1/4”-28 x 5/16” (4) 12 P3-3 Plug, 1/8” pipe (3) 13 S4-26 Seat, idle valve 14 AD1-28-1 Idle diaphragm assy. 15 G1-116 Gasket, idle diaphragm 16 S2-24 Spring, idle valve 17 C1-31 Cover, idle valve 18 S1-40 Screw, 10-24 x 3/8” SEMS (4) 19 S2-89 Spring, idle adjustment 20 S1-51 Screw, 10-32 x 1-1/4”, idle adjust Note: Tecogen overhaul kit Part Number 76654.

(rev03-01)



B

Note If the gas regulator delivery pressure is below normal, check the air filter before attempting to adjust the regulator.

11. With the engine idling at 950 to 1050 rpm, and the gas pressure adjusted, turn the idle mixture adjusting screw (see Figure B.3) to give the highest vacuum reading. A counterclockwise turn leans the mixture, and a clockwise turn enriches it, which is the reverse of the procedure for most automotive carburetors.

12. Stop the engine, attach the throttle linkage, and set up the exhaust emissions measurement equipment (O2 meter). Attach sample lines to the 1/4 in. FPT port in the TecoFROST exhaust wye. The port is located on the 4 in. vertical pipe near the flange and along the blanket seam.

Warning Never operate the unit unattended with exhaust sampling in place. Always use sampling lines suited to exhaust temperatures (1200ºF on units without exhaust heat recovery).

13. Operate the unit under steady load conditions as near as possible to rated speed. Repeat steps 8, 9, and 10. If the facility pressure is less than 14 in. w.c. and cannot be improved, make the regulator adjustment at part load (about 2200 rpm). This can be done by setting the maximum rpm to 2200 (see Table 2.1 for instructions). Perform step 14 at full load, however, if possible.

14. Adjust the power mixture adjustment screw on the body of the carburetor for a 2 - percent excess oxygen reading on the exhaust gas analyzer. Turn the power mixture adjustment screw (see Figure B.3) counterclockwise to increase fuel flow and decrease the oxygen reading. Make the adjustments in small increments and allow time for the oxygen measurement to stabilize between adjustments.

15. Stop the unit and remove the emissions measurement equipment, manifold vacuum, and gas pressure gauges. Replug the exhaust sample port, gas regulator ports and intake manifold port.

16. Return the unit to service.

B.3 Linkage Adjustment Adjust linkage (See Figure B.4) so that with the stepper motor on its stop the engine runs at between 950 and 1050 RPM. Make sure the engine is warm and the compressor slide valve is at 0% when making this adjustment.

B.4 Carburetor Service The TecoFROST carburetor is a reliable unit that requires very little service. Sticky linkage and improper return spring tension are the primary causes of problems. Check these conditions on each service call to prevent unnecessary shutdowns. Spray the linkage with WD-40 and manipulate by hand to get proper penetration.

The only other likely problems are either a ruptured diaphragm, usually caused by the engine backfiring through the carburetor, or a stuck air gas valve assembly.

(rev03-01)



B

Figure B.4 Throttle Linkage Assembly

Figure B.3 TecoFROST Mixer Assembly (Throttle Body Not Shown)

Model CAG 425-8 Mixer

Power Mixture Adjust

Idle Mixture Adjust

Fuel-Air Mixture Flow Into Engine Throttle

Filtered Air

Stepper Motor Stop

Stepper Motor Arm

Throttle Linkage

Rod Throttle Body Arm

Idle Stop Screw

(rev03-01)


TecoFROST 16S/L & 23MB/LB Operating & Maintenance Manual C-1

C

C.1 Common Causes of Malfunction

If testing shows the battery to be in good condition but the battery doesn't perform satisfactorily, check for the following:

1. Problems in the charging system.

2. Loose or poor battery cable-to-post connections, previous improper charging of a rundown battery.

3. High-resistance connections in the cranking system.

4. If the battery voltage does not drop below the minimum voltage as shown in the Voltage and Temperature Chart that follows, the battery is good and should be returned to service. (The battery temperature must be estimated by feel and by the temperature the battery has been exposed to for the preceding few hours.) If the battery voltage drops below the minimum

voltage listed, replace the battery.

C.2 Battery Charging Procedures

The following basic rules apply to any sealed battery charging situation:

1. Use only a constant-voltage-type charger, as is supplied with the TecoFROST.

2. Do not charge a battery if the hydrometer is clear or light yellow; instead, replace the battery.

3. Charge rates between 3 and 50 amperes are satisfactory as long as there is no spewing of electrolyte and the battery temperature does not

seem to exceed 52°C (125°F). If spewing occurs or temperature exceeds 52°C (125°F), the charging rate must be reduced or temporarily halted to permit cooling. Estimate the battery temperature by touching the battery case.

Note See Section C.6 for correct method of

setting up battery charger.

4. The battery is sufficiently charged when the green dot in the built-in hydrometer is visible. No further charging is required. Tap the hydrometer lightly on top at hourly intervals during charging and see if the green dot remains visible.

5. Battery charging consists of a charge current in amperes for a period of time in hours. Thus a 25-ampere charging rate for two hours would be a 50-ampere-hour charge to the battery. In most cases, batteries whose load test values are less than 200 amperes will have the green dot visible after at least a 50-ampere-hour charge.

C.3 Battery Storage If the unit is going to be stored for up to 30 days, both battery cables should be disconnected.

If the unit is going to be stored for longer than 30 days, remove the battery and store it in a cool dry place. Periodically check the charge, and recharge as necessary to prevent deterioration of the battery.

C.4 Battery Cables Excessive resistance caused by poor terminal connections and partial short circuits through worn cable insulation will result in an abnormal voltage drop in the starter cable. Low voltage at the starter will prevent normal starter operation and cause hard starting.

Warning To prevent possible injury from an operating engine, do the following before performing these checks:

• Shut off the fuel supply to the unit. • Disconnect the battery feed at the

ignition coil.

Temperature Minimum Voltage

21°C (70°F and Above) 9.6 10°C (50°F) 9.4 +1°C (30°F) 9.1 +10°C (15°F) .8 +18°C (0°F) 8.5

VOLTAGE AND TEMPERATURE CHART

(rev03-01)


TecoFROST 16S/L & 23MB/LB Operating & Maintenance Manual C-2

C

1. Check the voltage drop between the ground (negative battery terminal) and the frame. Place one prod of the test voltmeter on the grounded battery post (not on the cable clamp) and the other on the frame. Operate the starter and note the voltage reading.

2. Check the voltage drop between the positive battery terminal and the starter terminal stud with the starter operating.

3. Check the voltage drop between the starter housing and the frame while the starter is operating.

4. If the voltage drop in any of the above is more than 1.0 volt, there is excessive resistance in the circuit. To eliminate resistance, the cables should be disconnected and the connections cleaned. If the cables are frayed or the clamps corroded, the cables should be replaced.

C.5 Battery Replacement When handling a battery, observe the following safety precautions.

Hydrogen gas is produced by the battery. A flame or spark near the battery may cause the gas to ignite. Battery fluid is highly acidic. Avoid spilling it on clothing or skin. Any spilled fluid should be flushed with large quantities of water and cleaned immediately.

Follow these steps when replacing the battery:

Remove or Disconnect

1. Negative cable from the negative battery terminal.

2. Positive cable from the positive battery terminal.

3. Battery.

Inspect

1. Battery for damage.

2. Cables and connectors.

3. Carrier for damage or foreign objects. If damage is noted, find the cause and correct the condition.

Install or Connect

1. Battery into carrier.

2. Positive cable and positive battery terminal to the battery.

3. Negative cable and negative battery terminal to the battery.

C.6 Battery Charger System Description

The battery charger is a switching power supply which takes a 120-VAC input and has a single output of 13.8 VDC. It provides power to all the engine related circuits (stepper motor, engine safeties, ignition system, engine gas valve relay coil) and also keeps the battery charged. The wiring diagram for the battery charger is shown in Figure 1.37. Its physical location is shown in Figure 1.30.

Service Procedures

The battery charger voltage output is initially set at the factory. If you need to check that the voltage output is set properly, take the following steps:

1. Remove fuse F6 at the starter relay.

2. Using a voltmeter with a 0.01-volt resolution, check the battery charger voltage output by measuring between terminal 6 on the starter relay (R3) and ground. It should be 13.8 VDC. This should correspond to 14 to 14.2 volts at the battery charger, which can be measured between terminals 8 and 5.

3. Adjust the voltage, if necessary, with potentiometer PT3. The pot has a 270° turning span and turning clockwise will increase the voltage.

(rev03-01)

TecoFROST 16S/L & 23MB/LB Operating & Maintenance Manual D-1


D

Note Never operate the starter motor for more than 30 seconds at a time without pausing to allow it to cool for at least two minutes. Overheating caused by excessive cranking will damage the motor.

D.1 Diagnosis of Starting Problems

The STARTER FAILURE Alarm indicates that the engine has failed to start through 5 cranking attempts. For simplicity, troubleshooting for this alarm has been categorized into 4 separate conditions. In addition, the correct response for a starter which does not disengage is also detailed. The appropriate condition should be determined before troubleshooting. These conditions are:

CONDITION 1: Engine does not crank (no audible sound from starter.

CONDITION 2: Engine tries to crank once.

CONDITION 3: Engine crank is abnormal (audible sound from starter solenoid during crank sequence).

CONDITION 4: Engine cranks at normal speed.

CONDITION 5: Engine starts, but starter stays engaged (no STARTER FAILURE Alarm).

Note Diagnosis of starter noise problems is covered in Appendix D.2.

Proceed to the appropriate condition.

Condition 1: Engine Does Not Crank

This condition indicates that an electrical problem exists that is preventing the engine from cranking. The following steps are suggested for troubleshooting this condition. (Refer to Figures 1.32 and 1.34 for an electrical schematic of this circuit):

1. With the unit stopped, energize the solenoid and engine starter by jumping R-3-4 to R-3-3. If the engine cranks, proceed to Step #2; otherwise:

• Inspect the state of the battery charge through the visual indicator (see Figure 1.23 and 1.25) or by checking the voltage across its terminals (12 volts minimum). Charge or replace as necessary.

• Measure the battery voltage during the cranking attempt and compare it to the Voltage vs. Temperature Chart in Appendix C. Charge or replace the battery as necessary.

• Inspect the battery cables using the procedure outlined in Appendix C.4. Perform repairs as required.

• Inspect the starter solenoid wiring for broken or loose connections.

• Replace the engine starter assembly or starter solenoid if the methods above fail to resolve failure to crank.

2. Remove the R-3 jumper and troubleshoot Microprocessor local output Opto 4 (MD-4, starter) using the procedures outlined in Appendix I.2 of the "Microprocessor Input/Output System Service Procedures." If the fault does not fall within this system, proceed to Step #3.

3. Measure the voltage across the starter relay coil, terminals R-3-1 and R-3-2, during crank attempt:

• If 12 VDC is not present, trace the fault using the electrical schematic.

• If 12 VDC is present, replace the starter relay R-3.

(rev03-01)



D

Condition 2: Engine Tries To Crank

On the first crank attempt, the microprocessor will check to be sure that the engine is achieving a minimum level of 20 rpm. If the engine crank speed seems normal (>100 rpm), but less than 20 rpm is recorded on the display, take the following steps:

1. Troubleshoot the wiring from the rpm sensor (magnetic pick-up) to connector J1B. Refer to Figure 1.34.

The circuit for the speed sensor is shown in Figure 1.44. As shown, the raw pulse signal is input to the Interface Board through J1 on the electronic harness. The raw signal, if viewed on an oscilloscope, appears as an irregular AC wave of ±30 V peak to valley. A voltmeter will show an RMS value of about 2 V.

The AC signal is converted by circuitry on the Interface Board to a square wave pulse, 0 to 5 VDC, that can be read by the microprocessor and counted. The normal resistance of the magnetic pick-up is 200 to 300 A. Its leads are unpolarized (they can be reversed) and should be twisted to avoid sensing extraneous signals. The proper gap of the magnetic pick-up is 0.020 ±0.002”

Note The pickup’s gap can be double-checked by measuring the RMS voltage with a voltmeter. It should be greater than 1.5 VRMS.

Condition 3: Abnormal Crank

If the crank attempts seem to be slower than normal (<100 rpm) or shorter than normal (<5 sec), proceed with the following steps to determine the fault:

1. If the engine cranking time seems shorter than normal, check to see whether the rpm sensor (magnetic pick-up) is giving a faulty indication of >400 rpm. If it is, refer to Condition 2 above for troubleshooting the magnetic pick-up.

2. Inspect the state of the battery charge through the visual indicator (see Figure 1.23 and 1.25) or by checking the voltage across its terminals (12 volts minimum).

3. If the state of the battery charge is poor:

• Check fuses F6, F1 and F2. • Check diode D1. • Remove fuse F6 and verify 13.8 volts

between R3-6 and ground. • Disconnect the engine wiring harness by

removing connectors J1A and J1B from the Interface Board. Verify that J1A-3 on the Interface Board has approximately 14.2 VDC.

• Check the battery charger (BC) output voltage by first removing its all the output wires from the terminal strip (see Figure 1.37), then successively checking each positive terminal against any one negative terminal. The output should be approximately 14.2 VDC.

• If the BC output is out of adjustment, correct it by using the adjustment procedure (Appendix K).

J1-11,12

InterfaceBoard

ProcessorBoard

Conditioned Signal5V Peak

Square Wave

Raw SignalApproximately 2V RMS

30V Peak to Peak

Flywheel

0.020" Gap

(rev03-01)



D

• If no output is measured, check the 120 VAC input to the charger (See Figure 1.37).

4. Measure the battery voltage during the cranking attempt and compare it to the Voltage vs. Temperature Chart in Appendix C. Charge or replace the battery as necessary.

5. Inspect the battery cables using the procedure outlined in Appendix C.4. Perform repairs as required.

6. Check the engine for hydrolock:

• Remove all spark plugs.

• Manually energize the starter by using the "Calibrate Mode" or similar procedure. If engine hydrolock exists, large volumes of fluid will be removed from cylinders if you follow this procedure. Should fluid exist in the engine cylinders, determine the source of the fluid and repair.

Important It is essential to replace the engine oil in

the event of a hydrolock condition.

7. Check the ring gear for missing or damaged teeth. Replace the ring gear if necessary. (Refer to the engine service section of this Manual, Appendix F.9)

8. Check the engine starter to see that it is fully engaged with the ring gear during cranking. Replace the engine starter if necessary.

9. Verify the ignition timing. Excessive ignition advance will cause the engine to stop suddenly during the crank cycle.

Condition 4: Engine Cranks At Normal Speed

This condition usually indicates that either an ignition or fuel supply problem exists. The following steps are suggested for troubleshooting:

1. Check each redundant safety (Jump J1A-12 and J1B-13) to see if it has tripped (HTS-1, HTS-2). If one has tripped, determine the cause and correct as necessary. Otherwise, check related wiring for loose or broken connections. See Figures 1.32 and 1.34.

2. Check for ignition during the automatic start sequence. You can easily verify the presence of ignition by using a timing light on any ignition wire. (If ignition is present proceed to Step #5.)

3. If ignition is not present at the ignition wire, check the input voltage to the ignition power input at the distributor during the automatic start sequence (see Figure 1.28b).

4. If approximately 9 to 12 VDC is present during engine crank, the ignition problem is most likely due to either ignition coil failure or distributor failure. The following steps are suggested should this condition exist:

• Remove the distributor cap and inspect the rotor and cap for obvious defects.

• Crank the engine and verify that the rotor turns. If the rotor does not turn, remove the distributor and inspect it. If no obvious defects are found, it may be necessary to remove the engine.

• Replace distributor cap, coil and rotor.

• Replace the distributor assembly.

Important See Appendix E for distributor troubleshooting procedures.

5. If no input voltage is measured to the ignition power input of the distributor cap during crank, the following steps are recommended:

(rev03-01)



D

• Verify that local output Opto 5 (MO-5, LED bargraph U9-5) energizes during the automatic start sequence. Failure to energize Opto 5 indicates either an Opto failure or a microprocessor failure. Troubleshoot using the procedures outlined in Section II of the "Microprocessor Input/Output System Service Procedures" (see Appendix I).

• Verify that gas and ignition relay R-2 energizes when the Opto Module 5 energizes. If relay R-2 fails to energize:

∗ Jump J1B-13 and J2-3. If relay R-2 energizes, replace the Opto 5 chip.

∗ Check battery charger output as discussed in Condition 3, Step #3 (above).

∗ Check the condition of fuse "F6".

∗ Check related wiring.

∗ Replace the R-2 relay.

• Measure the voltage from R-2-3 to ground during the automatic start sequence. If 12 VDC is present just prior to engine cranking but drops to 0 volts while the engine cranks, this indicates that insufficient voltage is available to maintain energization of the relay R-2 coil. If this condition exists:

∗ Check the battery charger output as discussed in Condition 3, Step #3 (above).

∗ Check the related wiring of the R-2 relay.

∗ Charge or replace the starting battery.

6. If ignition is present at the ignition wiring, verify that the fuel supply to the unit is "on."

7. Verify that the gas solenoid energizes when Opto 5 energizes. Measure the solenoid voltage at the wire nut connections in the junction box above the valve body. Replace the gas solenoid if necessary.

8. Measure the fuel supply pressure at the gas regulator and adjust it if required.

9. Verify that sufficient fuel is being supplied to the engine during the start sequence. Manually increase throttle during the automatic start sequence. If the engine starts, adjust the engine idle speed (Refer to Appendix B).

10. Inspect the carburetor, including the carburetor diaphragm, for any defect.

11. Check the static ignition timing of the engine (Refer to Appendix E).

12. Perform a compression test on the engine.

(rev03-01)



D

Condition 5: Engine Starts But Starter Stays Engaged

This condition indicates a malfunction of the engine speed sensing circuit. Under the automatic start sequence, the microprocessor will energize the engine starter. When engine speed exceeds 400 RPM, the microprocessor will deenergize the starter and then proceed to the accelerate mode. Should the microprocessor fail to read the correct engine speed (>400 RPM), 5 cranking attempts will be made before proceeding to Alarm. If this condition exists, the following is suggested for troubleshooting:

1. With the unit stopped, energize the solenoid and engine starter by jumping R-3-4 to R-3-3. If the engine cranks, proceed to Step #2; otherwise:

• Inspect the state of the battery charge through the visual indicator (see Figure 1.23 and 1.25) or by checking the voltage across its terminals (12 volts minimum). Charge or replace as necessary.

• Measure the battery voltage during the cranking attempt and compare it to the Voltage vs. Temperature Chart in Appendix C. Charge or replace the battery as necessary.

• Inspect the battery cables using the procedure outlined in Appendix C.4. Perform repairs as required.

• Inspect the starter solenoid wiring for broken or loose connections.

• Replace the engine starter assembly or starter solenoid if the methods above fail to resolve failure to crank.

2. Troubleshoot the RPM sensor (magnetic pick-up as discussed in Condition 2, step #2 above.

3. Inspect the ring gear for damage.

(rev03-01)



D

D.2 Starter Motor Noise

Refer to the Starter Noise Diagnostic Chart (Table D.1).

D.3 Pinion Clearance 1. Inspect the flywheel for signs of unusual wear,

such as chipped or missing gear teeth. If the ring gear needs replacing, decouple the engine from the compressor and replace the ring gear. (Refer to Appendix F.9).

2. Start the engine and gently touch the outside diameter of the rotating flywheel ring gear with chalk or a crayon to show the high point of tooth runout after the engine is turned off. Turn the engine off and rotate the flywheel so that the marked teeth are in the area of the starter pinion gear.

3. Disconnect the negative battery cable to prevent accidental cranking of the engine.

4. Insert a screwdriver in the small hole in the bottom of the starter (shown by the arrow in Figure D.1), and move the starter pinion and clutch assembly so that the pinion teeth and flywheel teeth are meshed. If necessary, rotate the flywheel so that a flywheel tooth is directly in the center of 2 pinion teeth on the centerline of the 2 gears (Figure D.2).

5. Measure the clearance between the top of the flywheel tooth and the bottom of the pinion tooth using the width of the wire gauge. Normal clearance is 0.02 to 0.06 in. (0.5 to 1.5 mm).

PROBLEM

POSSIBLE CAUSE

CORRECTION

High-pitched whine during cranking (before engine fires), but engine cranks and fires normally.

Distance too great between starter pinion and flywheel.

Remove shims at the starter mount. Refer to "Starter Motor Noise" section.

High-pitched whine after the engine fires as starter relay is being released. The engine cranks and fires normally. This complaint is often diagnosed as "starter hang-in" or "solenoid weak."

Distance too small between starter pinion and flywheel. Flywheel runout contributes to the intermittent nature of the problem.

Add shims at the starter mount. Refer to "Starter Motor Noise" section.

A loud "whoop" after the engine fires, but while the starter is still held engaged. Sounds like a siren if the engine is revved

Usually due to a worn starter motor clutch.

Remove the starter motor and check the clutch. Replace starter.

A "rumble", "growl" or (in severe cases) a "knock" as the starter is coasting down to a stop after starting the engine.

Usually due to a bent or unbalanced starter armature.

Remove the starter motor and check the armature. Replace starter.

(rev03-01)



D

Figure D.1 Starter Pinion Adjustment

Figure D.3 Starter Shimming

Figure D.2 Starter / Flywheel Alignment

6. If the clearance is less than 0.02 in. (0.5 mm) and the starter whines after firing, shim the starter away from the flywheel (see Figure D.3). Add 0.04 in. (1.0 mm) shims, one at a time, to both the long and the short bolt between the starter mounting pad and the engine, until the noise problem is corrected. Do not use more than 2 shims.

7. If the pinion clearance is more than 0.06 inch (1.5 mm) and the starter whines during cranking, shim the starter toward the flywheel (see Figure D.3). Add 0.015 in. (0.38-mm ) shims between the outboard starter mounting pad and the engine mount until the noise stops. Do not add more than 4 shims.

8. When shimming is done, torque the mounting bolts to 35 ft-lb (45 N-m).

(rev03-01)



D

D.4 Maintenance Keep the starter terminals and all other terminals in the electrical system clean and tight. A loose or corroded connection or terminal will cause excessive resistance in the system, which will result in hard starting.

At regular intervals, inspect the starting system to locate and correct potential causes of trouble before the system performance is affected.

Starting motors do not require lubrication except during overhaul.

D.5 Starter Motor Replacement Remove or Disconnect

1. Negative battery cable.

2. Starter braces or shields, if equipped.

3. Wires from the starter solenoid.

4. Two washer faced bolts holding the starter to the engine.

5. The starter from the engine.

Install or Connect

1. Two washer faced bolts retaining the starter to the engine. Tighten bolts to 35 ft-lb (47 N-m).

2. Wires to the solenoid terminals.

3. Braces or shields, if equipped.

4. Negative battery terminal.

(rev03-01)


TecoFROST 16S/L & 23MB/LB Operating & Maintenance Manual E-1

E Important 1. Disconnect the ignition 12 VDC supply

from the ignition coil when performing compression check (connector “B” in Figure 1.28b) . When removing this connector, release the locking tab by hand -a screwdriver or other tool may break the tab.

2. No periodic lubrication of the distributor is required. Engine oil lubricates the lower bushing and an oil-filled reservoir provides lubrication for the upper bushing.

3. The tachometer terminal must NEVER be allowed to touch ground, because damage to the module inside the distributor and/or ignition coil can result.

4. There is no manual dwell adjustment, as this function is controlled by the distributor’s electronic module.

5. The material used to construct the spark plug wires is very pliable and soft. This wire will withstand extreme heat and carry a very high voltage. Due to the more pliable wire, scuffing and cutting becomes easier. It is therefore extremely important that the spark plug wires be routed correctly to prevent chafing or cutting. When removing a spark plug wire from a spark plug, twist the boot on the spark plug and pull on the boot to remove the wire.

6. Always disconnect the battery negative cable before servicing the distributor.

Figure E.1 Distributor-Exploded View

10. Rotor11. Pick-up Coil14. Module23. Cap

25. Screw26. Shaft Assembly27. Pin29. Gear30. Housing

31. Washer33. TangWasher49. Retainer50. Sheild

(rev03-01)



E E.1 Distributor Replacement See Figure 1.28a for distributor location and orientation. Electrical connections to the distributor and ignition coil are illustrated in Figures 1.28b and 1.28c.

Removal

The distributor has a separate coil which is mounted to the rear of the right hand (passenger’s side) cylinder head.


1. Disconnect the battery negative cable at the battery.

2. Disconnect the two wiring harness sealed connectors from the side of the distributor .

3. Note the orientation of the distributor cap and the No. 1 spark plug wire terminal.

4. Leave the spark plug wires attached to the distributor cap. Remove the distributor cap by turning the 2 retaining screws counterclockwise.

5. Remove the spark plugs.

6. Turn the engine in the clockwise direction using a 3/4 in. deep socket and flex handle on the vibration damper bolt. Turn until the distributor rotor is in the No. 1 firing position and the timing mark on the vibration damper is aligned with the 15 BTC mark on the timing marker. Record the position of the distributor and the rotor by making a reference mark on the intake manifold and the distributor base.

7. Loosen the screw on the distributor clamp and slide the clamp aside.

8. Note the position of the rotor - it should be pointing toward the number one spark plug wire terminal on the distributor cap. Slowly pull the distributor up until the exact point where the rotor stops turning counterclockwise. Note the position of the rotor again. Completely remove the distributor.

Installation

Check the position of the vibration damper to be sure that the crankshaft has not been rotated while the distributor was removed. If the crankshaft has been moved, start with Step #1 below. If the crankshaft is in the same position as when the distributor was removed, go to Step #4 below.

1. Hold your finger over the cylinder No. 1 spark plug hole, or put a stopper in the hole. See Figure 3.28 for engine cylinder numbering.

2. Rotate the engine as described in Step #6 of the distributor removal procedure (above).

3. Stop when the stopper blows out or compression is felt. Set the timing mark on the vibration damper to the 15 BTC position.

4. Install a new gasket under the distributor lower body flange.

5. Check that the distributor clamp is out of the way.

6. Position the rotor to the final position described in Step #8 of the distributor removal procedure (above).

7. Slowly lower the distributor into position. Note that the rotor turns clockwise to the position marked in Step #6 of the distributor removal procedure (above).

8. Position the distributor clamp and hand-tighten the bolt. The clamp should hold the distributor in position but still allow the distributor to be rotated.

9. Rotate the distributor to align the reference mark on the body with the mark on the manifold.

10. Remove the rotor and rotate the distributor slightly, until perfect alignment is reached between the points of the pick-up pole piece and the points of the reluctor (rotating piece on the shaft). See Figure E.1 for an exploded view of the distributor.

11. Reassemble the rotor, distributor cap, spark plugs, and spark plug wires.

12. Adjust the timing as specified in Section E.5, engine timing procedures.

(rev03-01)



E Important

The tang on the end of the distributor shaft must engage a slot in the oil pump drive as the distributor is lowered into position. If the distributor does not seat firmly, remove the distributor and align the pump slot using a screwdriver. Be careful not to pull the pump shaft from its guide. Engine removal may be required if the pump coupling falls out of place.

E.2 Distributor Cap and Rotor Repacement

1. Set new cap down next to worn cap.

2. Replace secondary ignition wires (spark plug wires) one at a time to exactly the same terminals on the new cap.

3. Remove worn cap from distributor.

4. Place new cap on distributor in the same position as the old cap.

5. Check timing as specified in Engine Timing Procedure, Section E.5.

6. The rotor is removed by pulling it straight up off of the distributor shaft.

E.3 Ignition Coil Replacement Remove or Disconnect


2. Both wiring harness sealed connectors from coil.

3. Secondary coil to distributor lead at the coil.

4. Bolts holding the coil bracket and coil to the engine cylinder head.

5. Coil bracket and coil.

6. Drill and punch out the two rivets holding the coil to the bracket.

7. Coil from bracket.

Install or Connect

1. Coil to the bracket with two screws.

2. Coil bracket to the engine.

3. Distributor harness and secondary wire (coil wire) to the coil.


E.4 Ignition System Troubleshooting

An exploded view of the TecoDrive 7400 distributor is presented in Figure E.1.

E.4.1 Testing the Ignition Coil

Refer to Figure E.2 and perform the following tests:

1. Check the resistance of the ignition coil with an ohmmeter. Connect the ohmmeter as shown in Step 1. The reading should be infinite. If not, replace the coil.

2. Connect the ohmmeter as shown in Step 2. Use a low scale. The reading should be very low or zero. If not, replace the coil.

3. Connect the ohmmeter as shown in Step 3. Use a high scale. The meter should not read infinite. If it does, replace the coil.

(rev03-01)



E E.4.2 Distributor Testing

Inspect

1. The distributor cap for cracks or tiny holes. Replace the cap if it is worn or damaged.

2. Metal terminals in the cap for corrosion. Scrape them clean with a knife or replace the cap.

3. Rotor for wear or burning at the outer terminal. The presence of carbon on the terminal indicates rotor wear and the need for replacement.

4. Shaft for shaft-to-bushing looseness. If the shaft wobbles, replace the distributor.

5. Distributor housing for cracks or damage.

Refer to Figure E.3 and perform the following tests on the distributor pickup coil:

1. Connect an ohmmeter to either pickup coil lead and the housing as shown in Step 1. The reading should be infinite. If not, replace the coil.

2. Connect an ohmmeter to both pickup coil leads as shown in Step 2. Flex the leads by hand at the coil and connector to locate any intermittent open circuits. The ohmmeter should read a constant value in the 500 to 1500 ohm range. If not, replace the pickup coil or the entire distributor.

E.4.3 Testing the Distributor Electronic Module

The module can only be tested with an approved module tester such as Delco-Remy # J 24642-F. Follow the directions exactly that come with the tester.

Figure E.2 Ohmmeter Test of Ignition Coil

Scrape clean metal ground

Figure E.3 Ohmmeter Test of Pickup Coil

(rev03-01)



E E.5 Engine Timing Procedure

Warning Keep clear of engine-driven coolant pump and drive belt during all service procedures performed within the engine compartment.

E.5.1 Dynamic Timing Procedure

A 12-volt-powered timing light with an adjustable advance and an inductive pick-up is recommended to time the engine dynamically. (See Appendix H for a Recommended Model)

Important Be careful to observe polarity when connecting the timing light.

1. Connect the timing light power to the starter relay (R3) terminal 3 or the battery positive post and starter body ground.

2. Install the inductive pickup of the timing light over the spark plug wire of the No. 1 cylinder. See Figure 1.29 for cylinder numbering.

3. Loosen the distributor hold-down bolt just enough to allow the rotation of the distributor.

4. Operate the unit in MANUAL mode (refer to system operation section 4.12) at rated speed.

5. With the engine running at rated speed, aim the timing light at the timing marker (see Figure E.4).

Method 1 (timing lights with advance control)

6. Adjust the advance control on the light to read the desired timing in degrees BTDC (36° for TecoFROST) and rotate the distributor until until timing scale on the crankshaft balancer reads 0° against timing tab. See Figure E.4.

Method 2 (timing lights without advance control)

7. Rotate the distributor until timing scale on the crankshaft balancer reads desired timing against timing tab (36° for TecoFROST at full RPM). See Figure E.5.

8. Tighten the distributor hold-down bolt.

36°

Timing LightAdvance Control

Adjust Knob

Timing LightCrankshaftBalancer(rotating)

TimingMark

Timing Tab(stationary)

Front of Engine

Figure E.4 Engine Dynamic Timing Using Timing Light With Advance Control

Method 1 1. Set Timing Light Offset to

desired timing (30° LT at full RPM).

2. Adjust distributor timing until timing mark reads 0° against timing tab.

Figure E.5 Engine Dynamic Timing Using Timing Light Without Advance Control

CrankshaftBalancer(rotating)

TimingMark

Timing Tab(stationary)

Front of Engine

Timing Light

30º

Method 2

• Adjust distributor timing until timing mark reads desired timing against timing tab (30° for LT at full RPM).

(rev03-01)



E Note

Rotating the distributor clockwise will retard the ignition timing. Timing is advanced by turning the distributor counterclockwise.

E.5.2 Static Timing Procedure

It is necessary to time a replacement engine statically so an approximate ignition timing can be established that will permit the engine to start easily and run smoothly. Follow the procedure for “Distributor Installation” in Section E.1 (steps 1 through 12). The engine can and must then be timed dynamically.

E.8 Replacing Spark Plugs Remove the old plugs. Before discarding, examine each one for evidence of unusual deposits or excessive pitting. Replace with new plugs as designated in Chapter 1, Table 1.2 TecoDrive 7400 Engine Specifications. Carefully gap the new plugs to 0.040 in. using the proper gauge and gapping tool. Apply a small amount of anti-seize compound on the threads. Install and torque to 15 ft. lbs. (20 N- m).

Consult Table E. 1 for basic information regarding spark plug diagnostics.

Table E.1 Diagnostics Of Spark Plugs

PROBLEM POSSIBLE CAUSE CORRECTION

Brown to grayish-tan deposits and slight electrode wear.

Normal wear Clean, regap, and reinstall

Dry, fluffy black carbon deposits Poor ignition output Check distributor to coil connections

Wet, oily deposits with very little electrode wear

1. “Break-in” of new engine

2. Excessive valve stem guide clearances

3. Worn intake valve seals

1. Degrease, clean, and reinstall the plugs

2. Replace heads

3. Replace the seals

Red-, brown-, yellow-, and white-colored coatings on insulator. Engine misses intermittently under severe operating conditions.

By-products of combustion. Clean, regap, and reinstall. If heavily coated, replace.

Colored coatings heavily deposited on the portion of the plug projecting into the chamber and on the side facing the intake valve.

Leaking seals if condition is found in only 1 or 2 cylinders.

Check the seals. Replace if necessary. Clean, regap, and reinstall the plugs.

Burned or blistered insulator tips and badly eroded electrodes.

Overheating 1. Check the cooling system.

2. Check ignition timing. May

3. be over-advanced.

4. Check the torque value of the plugs to ensure good plug engine seat contact.

Broken or cracked insulator tips. Heat shock from sudden rise in tip temperature under severe operating conditions. Improper gapping of plugs.

Replace the plugs.

Gap correctly.

(rev03-01)



E E.9 Replacing Spark Plug Wires

Important 1. Use only Tecogen supplied wires or an

approved substitute. Replace wires per the recommended service schedule to avoid unscheduled shutdowns. Worn or non-resistive plug wires may interfere with the operation of the microprocessor.

2. Twist boots one-half turn before removing.

3. When removing the boot, do not use pliers or other tools that tear the boot.

4. Do not force anything between the wire and the boot or through the silicone jacket of the wiring.

5. Do not pull on the wires to remove the boot. Pull on the boot or use a tool designed for this purpose. (OTC #7154 spark plug boot puller).

6. Special care should be used when installing spark plug boots to make sure that the metal terminal within the boot is fully seated on the spark plug terminal and that the boot has not moved on the wire. If boot to wire movement has occurred, the boot will give a fast visual impression of being fully seated. A good check to make sure the boots have been properly installed is to push sideways on them. If they have been correctly installed, a stiff boot with only slight looseness will be noted. If the terminal has not been properly seated on the spark plug, only the resistance of the rubber boot will be felt when pushing sideways. The firing order of the engine (1-8-4-3-6-5-7-2) is given in Table 1.2, TecoDrive 7400 Engine Specifications, and is also cast into the intake manifold.

Install the wires, being careful that each wire runs freely without stretching over or against obstructions. Check that the spark plug boots fit properly over the spark plugs. Reinstall the wire separators where used.

(rev03-01)



E

(rev03-01)

Misc. Eng Service Procedures

TecoFROST 16S/L & 23MB/LB Operating & Maintenance Manual F-1

F

Statement On Cleanliness And Care

• An engine is a combination of many machined, honed, polished, and lapped surfaces with very fine tolerances.

• Whenever valve train components, cylinder head, cylinder, crankshaft, or connecting rod components are removed for service, they should be retained in order. At the time of installation, they should be installed in the same locations and with the same mating surfaces as when removed.

• Any time the air cleaner or the carburetor assembly is removed, the intake opening must be covered. This will protect against the entrance of foreign material which could follow the intake passage into the cylinder and cause extensive damage when the engine is started.

• When any internal engine parts are serviced, care and cleanliness are important. A liberal coating of engine oil should be applied to friction areas during assembly to protect and lubricate the surfaces on initial operation. Throughout this section, it should be understood that proper cleaning and protection of machined surfaces and friction areas is part of the repair procedure. This is considered standard shop practice even if not specifically stated.

• Keep in mind while working on the engine that the 12-volt electrical system is capable of violent and damaging short circuits. When performing any work where electrical terminal could possibly be grounded, disconnect the ground cable of the battery at the battery.

• Battery cables should be disconnected before any major work is performed on the engine. Failure to disconnect cables may result in damage to the wire harness or other electrical parts.

• Cover or otherwise protect exposed electrical connections to prevent damage from oil.

• When raising or supporting the engine for any reason, do not use a jack under the oil pan. Due to the small clearance between the oil pan and the oil pump screen, jacking against the oil pan may cause it to be bent against the pump screen, resulting in a damaged oil pick-up unit.

Use Of RTV Sealer And Anaerobic Gasket Eliminator

Two types of sealers are commonly used in engines covered by this manual. These are the RTV (room-temperature vulcanizing) sealer and the anaerobic “gasket eliminator” sealer.

It is important that these sealers be applied properly and in the proper place to prevent oil leaks. The 2 types of sealers are not interchangeable. Use the sealer recommended in the procedure.

• The RTV sealer is used where a non-rigid part is assembled to a rigid part. Common examples are oil pans and rocker arm covers.

• The anaerobic gasket eliminator hardens in the absence of air. This sealer is used where two rigid parts (such as castings) are assembled together. When 2 rigid parts are disassembled and no sealer or gasket is readily noticeable, the parts were probably assembled using the gasket eliminator.

Using RTV Sealer 1. Do not use the RTV when extreme engine

temperatures are expected, such as the head gasket or where the gasket eliminator is specified.

2. When separating components sealed with RTV, use a rubber mallet and “bump” the part sideways to shear the RTV sealer. “Bumping” should be done at bends or reinforced areas to prevent distortion of parts. The RTV is weaker in shear (lateral) strength than in tensile (vertical) strength. Attempting to pry or pull components apart may result in damage to the part.

3. Surfaces to be resealed must be clean and dry. Remove all traces of oil and RTV. Clean with a chlorinated solvent such as a carburetor spray cleaner. Do not use petroleum cleaners such as mineral spirits - they leave a film onto which the RTV will not stick.

4. Apply the RTV to one of the clean surfaces. Use a bead size as specified in the procedure. Run the bead to the inside of any bolt holes. Do not allow the sealer in any blind threaded holes, as it may prevent the bolt from seating properly or cause damage when the bolt is tightened.

5. Assemble while the RTV is still wet (within 3 minutes). Do not wait for the RTV to skin over.

6. Torque bolts to specifications. Do not over-torque.

(rev03-01)



F

Using Anaerobic Gasket Eliminator

1. Clean surfaces to be resealed with a chlorinated solvent to remove all oil, grease, and old material.

2. Apply a continuous bead of gasket eliminator to 1 flange.

3. Spread bead evenly with your finger to get a uniform coating on the complete flange.

4. Assemble parts in the normal manner and torque to specifications.

F.1 Rocker Arm Cover Replacement Remove or Disconnect (Figure F.1)

1. Battery negative cable.

2. Air cleaner and crankcase ventilation hoses.

3. Rocker arm cover and gasket.

Clean

1. All traces of the old gasket from the rocker arm cover and cylinder head.

Inspect

1. Rocker arm cover sealing surface for distortion. Replace if necessary.

Install or Connect (Figure F.1)

1. Rocker arm cover and new gasket.

2. Bolts.

Tighten

• Bolts to 60 in. lbs. (7.0 N-m)

1. Crankcase ventilation hoses.

2. Air cleaner.


Figure F.1 Rocker Arm Cover Installation

(rev03-01)



F

F.2 Rocker Arm And Pushrod Replacement Remove or Disconnect (Figure F.2)

1. Rocker arm cover, as outlined in Section F.1.

2. Rocker arm bolt.

• If only the pushrod is to be replaced, back the rocker arm bolt off until the rocker arm can be swung away from the pushrod, then pull the pushrod out.

3. Rocker arm with ball.

4. Pushrod.

Important Store the used components in order so they can be reassembled in the same location.

Inspect

1. Rocker arms and balls at their mating surfaces. These surfaces should be smooth and free from scoring or other damage.

2. Rocker arm areas which contact the valve stems and the sockets which contact the pushrods. These areas should be smooth and free of damage and wear.

3. Pushrods for bending. Roll the pushrod on a flat surface to determine if it is bent. Replace if necessary.

4. Ends of the pushrods for scoring or roughness.

Install or Connect

1. Pushrod. Make sure the pushrod seats properly in the hydraulic lifter.

2. Rocker arm with ball.

Important When new rocker arms and/or balls are installed, coat their bearing surfaces with high viscosity oil with zinc (GM Part No. 12345501 or equivalent).

3. Rocker arm bolt or stud if retrofit kit has been installed.

Adjust

• Valves as outlined in Section F.3 below.

1. Rocker arm cover, as outlined previously.

Figure F.2 Cylinder Head and Components

(rev03-01)



F

F.3 Valve Adjustment 1. Disconnect battery negative cable.

2. Turn off main gas supply valve.

3. Allow the engine oil temperature to cool below 120°F.

4. Remove the rocker arm cover as outlined in Section F.1 above.

5. Rotate the engine crankshaft until the mark on the torsional damper lines up with the center or “0” mark on the timing tab (Figure F.3). The engine must be in the No. 1 firing position. You can determine this by placing your fingers on the No. 1 cylinder’s valves as the mark on the damper comes near the “0” mark on the crankcase front cover. If the valves are not moving, the engine is in the No. 1 firing position. If the valves move as the mark comes up to the timing tab, the engine is in the No. 6 firing position and should be turned over one more time to reach the No. 1 position.

6. With the engine in the No. 1 firing position as determined in Step #5, the following valves may be adjusted:

• Exhaust: 1, 3, 4, 8

• Intake: 1, 2, 5, 7

7. Even-numbered cylinders are in the right bank; odd-numbered cylinders are in the left bank, when viewed from the rear of the engine.

8. Back out the adjusting nut until lash is felt at the pushrod, then turn in the adjusting nut until all lash is removed. This can be determined by rotating the pushrod while turning the adjusting nut (Figure F.3). When the play has been removed, turn the adjusting nut in 1/2 additional turn (to center the lifter plunger).

9. Rotate the engine crankshaft 1 revolution until the timing tab “O” mark and vibration damper mark are again in alignment. This is the No. 6 firing position. The following valves may be adjusted:

• Exhaust: 2,5,6,7

• Intake: 3,4,6,8

10. Install the rocker arm cover as outlined previously.

Figure F.3 Adjusting the Valves

(rev03-01)



F

F.4 Intake Manifold Replacement (Figure F.4a and F.4b)

Shut off fuel supply (use hand valve off unit).



2. Air cleaner.

• Drain the cooling system. (See Section 5.2)

3. Coolant discharge hose, coolant discharge tee (at flange), and stepper motor assembly.


5. Carburetor and regulator assembly.

6. Ignition wires.

7. Distributor, as discussed previously.

Important When removing the distributor for service, follow the steps for noting ignition wire positions, distributor drive gear position, and oil pump slot position. Failure to do so will result in an improper setup of the ignition system and a lengthy adjustment procedure to correct.

8. Intake manifold bolts, lifting eyes.

9. Intake manifold.

10. Gaskets and seals.

Clean

1. Old gaskets from the block, heads, and intake manifold.

2. Excessive scale and deposits from the coolant passages.

Inspect

1. Gaskets at carburetor adapter.

2. Manifold for cracks and surface damage.

Install or Connect

1. Front and rear intake manifold seals to the block.

2. Side gaskets to the cylinder heads.

3. Intake manifold and bolts.

Tighten

• Bolts to the 30 ft-lb (40 N-m). Use the tightening sequence shown in Figure F.4a.

1. Distributor, as discussed previously.

2. Wires at ignition coil.

3. Carburetor and regulator assembly.


5. Coolant hoses, discharge tee, and stepper assembly.

6. Air cleaner.


• Charge the cooling system with the proper grade and mixture of coolant.

• Open the fuel supply isolation valve.

• Check the fuel system for leaks.

• Re-time the engine as discussed in Appendix E.5.

Figure F.4a Intake Manifold Tightening Sequence

(rev03-01)



F

F.5 Cylinder Head Replacement Remove or Disconnect

1. Intake manifold, as outlined in Section F.4 above.

2. Exhaust manifolds, exhaust heat exchangers (if equipped), and exhaust wye connections.

3. Head thermostat connections.

4. Rocker arm cover, as outlined in Section F.1 above.

5. Spark plugs and wires.

6. Pushrods, as outlined in Section F.1 above.

7. Cylinder head bolts.

8. Cylinder head (if necessary, drive a wedge into the gasket area at the edges to loosen the head from the block).

9. Head gasket.

Clean

1. Carbon deposits from combustion chambers.

2. All traces of old head gasket from cylinder head and block.

3. Cylinder head bolt threads in the block.

Inspect

1. Sealing surfaces of the block and cylinder head (if head is to be reinstalled) for nicks, heavy scratches, or other damage.

Figure F.4b Intake Manifold Replacement

(rev03-01)



F

Install or Connect (Figure F.5a)

1. Head gasket (note left- and right-handedness of gaskets).

• Do not use sealer on composition steel-asbestos gaskets.

• Place the gasket over the block dowel pins with the bead up.

2. Cylinder head. Carefully guide the cylinder head into place over the dowel pins and gasket.

3. Cylinder head bolts. Coat threads of the cylinder head bolts with sealing compound (GM Part No. 1052080 or equivalent) and install finger-tight.

Tighten

• Cylinder head bolts, in steps listed below, using the sequence shown in Figure F.5b.

Step 1 - 30 ft-lb (40 N-m)

Step 2 - 52 ft-lb (70 N-m)

Step 3 - 81 ft-lb (110 N-m) (final torque)

1. Pushrods, as outlined in Section F.2.

2. Rocker arm covers, as outlined in Section F.1.


4. Head thermostats.

5. Exhaust manifolds, exhaust heat exchangers, and related connections.

6. Intake manifolds outlined in Section F.4 above.


Figure F.5b Cylinder Head Bolt Tightening Sequence

45. Bolt 46. Cylinder Head 47. Gasket

Figure F.5a Cylinder Head Removal and Installation

(rev03-01)



F

F.6 Oil Pan Replacement In order to remove the oil pan, the engine must be disconnected and removed, or at least, lifted high enough to allow the pan to clear the crankshaft.

Shut Off (also Lock Out or Tag)

1. Main fuel supply using the remote hand valve.

2. Electric AC power to the unit.


1. Battery cover and terminal connections.

2. Battery and battery box (if in the way).

3. Oil from the engine sump.

4. Coolant from the engine block and exhaust manifolds.

Warning Wait until engine coolant is below 120°F before proceeding.

5. Fuel supply hose connection at engine.

6. Air cleaner.

7. Flexible oil line connections (Figure 1.19).

8. Engine electrical harness, as follows.

Note Where necessary, label the electrical connections so that they may be correctly reinstalled to the new engine.

• Starter solenoid wire connections (4 plus ground).

• BAT connector to distributor.

• Stepper “cannon” plug connector.

• Starter connections (solenoid and motor).

• Magnetic pick-up (if used).

• Low Oil P switch and adjacent cable clip.

• Oil level switch.

• Head thermostats (2).

Figure F.6 Oil Pan Replacement

A. RTV Sealant

74. Gasket Oil Pan

75. Bolt, Oil Pan

(rev03-01)



F

9. Oil and coolant temperature thermistor wire connections.

Important Do not reverse these sensor connections when wiring the new engine.

10. Engine coolant inlet hose (suction of coolant pump).

11. Remaining engine coolant hose assemblies.

12. Coupling screen.

13. Exhaust wye.

14. Coupling.

Note See Appendix L for coupling removal and replacement procedure.

• Attach the engine lifting straps (3) to the lifting device. Tighten the chains or cable to remove slack (but do not apply significant lifting force).

Warning Use the proper lifting device and procedures for raising the engine. A fully-equipped engine weighs 900 lbs. Always secure the engine safely while servicing it.

15. Bolts (6) attaching the engine “D-flange” to the engine/compressor adapter.

16. Engine from compressor/engine adapter by sliding it forward about 3/4 in. to clear the dowel pins in the engine “D-flange,” then upward, as required.

Warning Set the engine down on the proper cradle or bolt to an engine stand. Do not work on the engine when it is secured only by the lifting device.

With the engine safely supported, remove oil pan bolts and oil pan.

Clean

Mating surfaces of oil pan and engine block of all gasket material.

Inspect

Oil pan for cracks or any other type of damage.

Note If a new oil pan is being installed, transfer the dipstick and dipstick tube from the old pan to the new one. Check the condition of the dipstick tube sealing O-ring. Apply a small amount of engine oil to the O-ring before installing the tube in the new pan.


• Apply sealant (GM Part No. 1052080 or equivalent) to the front cover to block joint and to the rear crankshaft seal to block joint. Apply the sealant for about 25-mm (1 inch) in both directions from each of the four corners.

1. Oil pan gasket to the oil pan.

2. Oil pan.

3. Oil pan bolts.

• Tighten bolts to 7 ft-lb (11 N-m).

4. Engine assembly to the engine/compressor adapter while taking care to slide the engine dowel pins into the mating holes of the engine-compressor adapter.

• Tighten 6 adapter bolts to the engine block gradually to 30 ft-lb (40 N-m).

5. Coupling as outlined in Appendix L.

6. Bulk oil drain hose (at pan) and fill hose (at pan).

7. Starter assembly.

8. Exhaust wye.

9. Sensors.

10. Crankcase ventilation hoses (2).

11. Magnetic pick up (if used).

• Gap to 0.02 in.

(rev03-01)



F

12. Coupling screens.

13. Engine coolant hoses.

14. Temperature thermistors (2).

15. Engine electrical harness and clips.

16. Engine oil system hoses (cooler to regulator and cooler to block).

17. Air cleaner.

18. Fuel supply hose assembly.

19. Battery and battery connections.

20. Battery box cover.

• Refill the engine cooling system.

• Add oil to the sump.

• Open the fuel supply hand valve.

• Repower the control cabinet.

F.7 Oil Pump Priming Remove or Disconnect

1. Distributor, as discussed in Appendix E.1.

Important When removing the distributor for service, follow the steps for noting the ignition wire positions, distributor drive gear position, and oil pump slot position. Failure to do so will result in an improper setup of the ignition system and a lengthy adjustment procedure to correct the setup.

Install

1. The priming shaft tool to the oil pump drive shaft.

2. Oil pressure gauge to tee located at oil pressure switch.

3. The electric hand drill to the priming shaft tool.

• Energize the drill to rotate the oil pump until the pressure gauge indicates that the pump has primed.

Remove

1. Drill and tool.

2. Oil pressure gauge.

Install

1. Distributor, as discussed in Appendix E.1.

2. Oil plug in tee.

(rev03-01)



F

F.8 Engine Replacement

Important Some accessories must be transferred from the worn engine to the Tecogen replacement engines. Take care in handling these items, which include the carburetion and fuel supply system, distributor, ignition wires, cranking system, external oil lines, exhaust manifolds, coolant pump, belt, pulley, and all sensors.

Shut Off (Also Lock Out or Tag)

1. Main fuel supply using the remote hand valve.

2. Electric AC power to the unit.


1. Battery cover and terminal connections.

2. Battery and battery box (if in the way).

3. Oil from the engine sump.

4. Coolant from the engine block and exhaust system.

Warning Wait until engine coolant is below 120 °F before proceeding.

5. Fuel supply hose connection.

6. Air cleaner.

7. Flexible oil line connections (Figure 1.19).

8. Engine electrical harness, as follows:

Note Where necessary, label the electrical connections so that they may be correctly reinstalled to the new engine.

• Starter solenoid wire connections (4 plus ground).

Note Diode D2 must be reinstalled exactly as removed since it is directional. Label accordingly before removing (Diode D2

runs between R3-1 and R3-2 and should not be confused with Diode D1, which is attached to R3-6)

• BAT connector to distributor.

• Stepper “cannon” plug connector.

• Starter connections (solenoid and motor).

• Magnetic pick-up (if used).

• Oil level switch.

• Head thermostats (2).

9. Oil and coolant temperature thermistor wire connections.

Important Do not reverse these sensor connections when wiring the new engine.

10. Engine coolant inlet hose connections at the block.

11. Remaining engine coolant hose assemblies.

12. Coupling screens.

13. Stepper motor assembly (including bracket and linkage arm).


15. Balance line.

16. As one assembly: regulator, fuel piping to carburetor, carburetor, and throttle body.

17. Sensors.

18. Distributor assembly.

19. Exhaust wye.

20. Exhaust manifolds and adapters.


22. Bulk oil feed drain hose (at pan) and fill hose (at pan).

23. Coupling.

(rev03-01)



F

Note See Appendix L for coupling removal and replacement procedure.

• Attach the engine lifting straps (3) to the lifting device. Tighten the chains or cable to remove slack (but do not apply significant lifting force).

Warning Use the proper lifting device and procedures for raising the engine. A fully-equipped engine weighs 900 lbs. Always secure the engine safely while servicing it.

24. Bolts (6) attaching the engine “D-flange” to the engine/compressor adapter.

25. Engine from refrigeration unit by sliding it forward about 3/4 in. to clear the dowel pins in the engine “D-flange,” then upward, as required.

Warning Set the engine down on the proper cradle or bolt to an engine stand. Do not work on the engine when it is secured only by the lifting device.

Clean

1. Gasket surfaces on accessories to be installed on the new engine (exhaust manifolds, etc.).

Install or Connect to New Engine

1. Engine assembly to the engine/compressor adapter while taking care to slide the engine dowel pins into the mating holes of the engine-compressor adapter.

2. Coupling as outlined in Appendix L.

3. Bulk oil drain hose (at pan) and fill hose (at pan).


5. Exhaust manifolds and adapters.

• Use new gaskets.

• Tighten manifold bolts to 35 ft-lb (48 N-m).

6. Exhaust wye.

7. Distributor assembly, as outlined previously in Appendix E.5.


Note Do not use the plugs shipped with the new engine. You may reuse the wires from the old engine, depending on their condition.

9. Sensors.

10. Assembly containing the carburetor, regulator, throttle body, and fuel piping.

11. Balance line.


13. Stepper motor assembly and throttle linkage.

14. Water outlet tee assembly.

• Use new gaskets, if necessary.

• Tighten bolts (2) to 30 ft-lb (40 N-m).

15. Magnetic pick-up (if used).

• Gap to 0.02 in.

16. Coupling guard.

17. Engine coolant inlet hose.

18. Temperature thermistors (2).

19. Engine electrical harness and clips.

20. Engine oil system hoses (cooler to regulator and cooler to block).

21. Air cleaner.

22. Starter relay and related electrical connections.

23. Fuel supply hose connection.

24. Battery and battery connections.

25. Battery box cover.

• Refill the engine cooling system.

• Add oil to the sump.

• Open the fuel supply hand valve.

• Repower the control cabinet.

(rev03-01)



F

Perform the Following Prestart Checks:

1. Open the fuel solenoid valve using the “Calibrate Mode” procedure and purge the fuel line.

Note Purge the fuel line by “cracking” hose connection to regulator until gas odor is detected.

Warning Always stop purging as soon as you detect the odor of fuel gas. Never purge with an ignition source present (such as a cigarette).

2. Inspect the fuel system for leaks, especially where the fuel line was disconnected.

Warning Do not proceed until the fuel system is free of leaks.

3. Operate the bulk oil system make-up pump. • Check that the oil drainage hose is properly

sloped. • Check that the street elbow connecting the

hose to the pan is sloped slightly downward from horizontal.

4. Prime engine oil pump as outlined in Section F.7 previously.

Perform the Following Operational Adjustments:

1. Time the engine as outlined in Appendix E.5. 2. Adjust the carburetor as outlined in Appendix

B.2. 3. Oil level. 4. Oil pan for leaks.

Install 1. Coupling screens.

(rev03-01)



F

F.9 Ring Gear Replacement Remove or Disconnect

1. Engine as described in Section F.6, Steps #1-20, above.

2. Flywheel adapter plate bolts and safety wire.

3. Flywheel adapter plate (with adapter pilot tube).

4. Flywheel bolts.

5. Flywheel.

Clean

1. Mating surfaces of crankshaft and flywheel. Remove any burrs.

Flywheel Ring Gear Replacement

1. Use a torch to heat the gear around the entire circumference, then drive the gear of the flywheel, using care not to damage the flywheel.

2. Uniformly heat the flywheel gear to a temperature which will expand the gear to permit installation. The temperature must not exceed 400°F (200°C).

3. As soon as the gear has been heated, install it on the flywheel.

Important Never heat the ring gear to red hot as this will change its metal structure.


1. Flywheel to the crankshaft.

Important The flywheel is matched (balanced) to the engine. Never substitute an unmatched flywheel to the engine.

2. Flywheel bolts.

• Tighten the bolts to 65 ft-lb (90 N-m).

3. Flywheel adapter with the pilot tube to the flywheel.

• Tighten the bolts to 30 ft-lb (40 N-m).

4. Safety wire to flywheel adapter bolts.

5. Engine as described in Section F.6 above.

Figure F.7 Flywheel Assembly

110A. Flywheel

(rev03-01)



F

Figure F.8a Removing the Valve Lifter (Slide Hammer Type Tool)

Figure F.8b Removing the Valve Lifter (Plier Type Tool)

F.10 Hydraulic Lifter Replacement Tools Required:

• J-3049-A Lifter Remover (Plier Type) or

• J-9290-01 Lifter Remover (Slide Hammer Type)

Remove or Disconnect (Figures F.1 and F.2)

1. Rocker arm cover, intake manifold, and pushrod, as outlined in Sections F.1, F.4 and F.2, respectively.

2. Hydraulic lifters.

• Remove the hydraulic lifters one at a time and place them in an organizer rack. The lifters must be installed in the same bore from which they were removed.

• A stuck hydraulic lifter can be removed using J-3049-A (Figure F.8b) or J-9290-01 (Figure F.8a).

Inspect

1. Hydraulic lifter body for scuffing and scoring. If the lifter body wall is worn or damaged, the mating bore in the block should also be checked.

2. Check the fit of each hydraulic lifter in its mating bore in the block should also be checked.

3. The hydraulic lifter foot must be smooth and slightly convex. If worn, pitted or damaged, the mating camshaft lobe should also be checked.

Install or Connect

1. Hydraulic lifters to the block. Lubricate the lifter foot and body with Engine Oil Supplement or equivalent.

Important When any new hydraulic lifters are installed, replace the engine oil and filter. Engine Oil Supplement (or equivalent) should be added to the crankcase oil.

2. Intake manifold, as outlined in Section F.4 above.

3. Pushrod, as outlined in Section F.2 above.

4. Rocker arm cover, as outlined in Section F.1 above.

(rev03-01)



F

F.11 Engine Oil Pressure Relief Valve Service and Adjustment (See Figure F.9)

Warning Take precautions to avoid contact with hot engine and engine exhaust surfaces while servicing the engine oil pressure relief valve.

Warning Be sure not to back out adjusting screw completely, so that you are not burned by the hot oil discharging from the valve.

Note When removing cap, it is normal to find a small amount of oil in the cap.

Relief Valve Adjustment

1. With engine stopped, remove valve cap and O-ring. Loosen locking nut and adjusting screw so that adjustment procedure is eased with engine operating.

2. Install the engine oil pressure gauge at a plugged port on tee fitting next to the oil pressure transducer (PSN5).

3. Start the engine and set the maximum speed to 1000 rpm.

4. With warm engine, adjust the engine oil pressure to 50 PSIG.

Note Turn adjustment screw clockwise to increase pressure and counterclockwise to decrease pressure.

5. Increase maximum engine speed to rated value and observe that pressure within specification of 55 +5 PSIG. Adjust if necessary.

6. Tighten lock nut and make final check of oil pressure.

7. Stop engine and reinstall cap and O-ring.

8. Remove pressure gauge and install plug into tee.

9. Operate unit normally and inspect for oil leaks.

TURN CLOCKWISE TOINCREASE PRESSURE

CAP

O-RING

LOCK NUT

ADJUSTINGSCREW

RETAINER

SPRING

PISTON

STOP RING

VALVEBODY

Figure F.9 Engine Oil Pressure Relief Valve

(rev03-01)



F

Figure F.10 Engine Serial l Number Location

GM Number

Crusader Number

T MM DD YAA

XXX

Crusader NumberYY ZZZ

Rear of Left Cyl Head

Important If pipe threads in valve body leak, avoid over tightening threaded fittings since this may crack valve body. Instead, repair leak by removing fitting and reinstalling with cleaned threads, having newly applied pipe thread compound.

Disassembly

To dismantle valve for inspection or cleaning:

1. Remove cap.

2. Remove O-ring.

3. Remove lock nut.

4. Remove adjusting screw.

5. Remove retainer.

6. Remove spring.

7. Remove piston.

8. Remove stop ring (only if desired to replace it).

9. Inspect valve bore and piston for wear and scoring. Replace broken or damaged parts. Clean all parts thoroughly and re-assemble by reversing the above procedure.

F.12 Engine Identification Engine serial numbers are stamped on each Mark V model engine in the location shown by Figure F.10. Two sets of numbers are stamped:

1. Large Numerical (Crusader/Tecogen)

• XXXX - YY - ZZZ,

where

XXXX = sequential number YY = year of manufacture (engine at Crusader) ZZZ = sequential number, but reset each year

2. Small Numerical GM

• T MM DD AAA

where

T = plant code (Tonowanda) MM = month of manufacture at GM DD = day of manufacture at GM AAA = engine model code

Note Engines manufactured by GM on the same day will have the same small numerical serial number. Tecogen serial numbers are unique for each engine, however.

(rev03-01)



F

(rev03-01)


TecoFROST 16S/L & 23MB/LB Operating & Maintenance Manual G-1

G

It is possible to determine the state of engine wear by monitoring the engine blowby, cylinder compression, and oil consumption. Knowing the state of engine wear is important in that it allows for engine replacement and major service work to be performed in a scheduled operation. It is recommended that oil consumption be logged at each oil change and that blowby and compression be checked 3 times each cooling season: at start-up, at mid-season, and at shutdown. If possible, complete an oil analysis program as well.

G.1 Blowby Tests Blowby measures the flow rate of combustion gases into the crankcase portions of the engine and is a good indication of the state of engine wear. The test procedure can be completed in several minutes and is described in Figure G.1, along with a suggested list of materials for a blowby kit (i.e., plumbing hardware). This kit may be purchased from Tecogen with or without the gas meter. The recommended gas meter is the following:

American Meter, Model AI-425TC, with 1 ¼” Connection Unions

It is a simple “bellows” type of meter that is similar to natural gas billing meters. The flow rate is measured as actual cubic feet per minute (ACFM) by recording with a stopwatch the time required for the “dial” to rotate a given number of revolutions. If the time is double, the flow is halved, etc.

The best way to collect the data is to make measurements at a more or less consistent speed and power level and compare these measurements to the new engine data. “New data” should be defined as the engine’s blowby after the rings have broken in - after about 500 hours. The following guidelines are suggested for interpreting the data:

1. After the aforementioned break-in period, a new engine should have a blowby of 1.5 to 2 ACFM.

2. When the blowby has doubled, further investigation is required (compression test). The engine should be monitored carefully, and plans should be made to take corrective action.

3. If the blowby rate has reached 4 to 5 ACFM, corrective action (replacement of cylinder heads or engine) should be taken immediately.

4. For a given engine, the blowby rate will vary with power and speed, although the change is relatively small. A 50% increase in blowby from an unloaded condition to a fully loaded condition is typical.

G.2 Oil Consumption The following notes apply to the interpretation of oil consumption data:

1. New engines typically consume a quart of oil in 40 to 60 hours, although lightly loaded engines can consume oil at lower rates (100 hrs/qt) and base loaded engines will use more oil (30 to 40 hrs/qt).

2. If the engine consumes oil at a rate of 10 hrs/qt, it should be inspected for blowby and compression. If these parameters do not show a problem, remove and inspect the heads; valve guide or valve seal wear may be found to be the cause of the high oil consumption. Replacing the heads should resolve this problem. If a compression test indicates worn piston rings, the engine should be replaced.

3. Operating an engine with high oil consumption (less than 10 hrs/qt) can foul the exhaust system, such as the muffler and catalytic converter. As such, it is not recommended.

G.3 Compression Check 1. Disconnect the primary lead from the distributor

or ignition coil. 2. Remove all spark plugs. 3. Disconnect the stepper motor linkage and open

the throttle to wide open position. 4. Make sure the battery is fully charged. The

engine should be warm, if possible. 5. Starting with the compression gauge at “0,”

crank the engine through 4 compression strokes (4 “puffs”).

Note It is best to jump relay contacts R-3-3 and R-3-4 with a jumper switch with long leads. In this way, the gauge can be observed throughout the compression check.

6. Make the compression check at each cylinder and record each reading.

7. If some cylinders have low compression, inject about 15 ml (one tablespoon or about 3 squirts from a pump-type oil can) of engine oil into the combustion chamber through the spark plug hole.

8. Reinstall the plugs, wires, and primary lead to the distributor and the throttle linkages.

(rev03-01)


TecoFROST 16S/L & 23MB/LB Operating & Maintenance Manual G-2

G

The following applies to compression test diagnostics:

Minimum compression recorded in any one cylinder should not be less than 70% of the highest cylinder, and no cylinder should read less than 690 kPa (100 psi). For example, if the highest pressure in any one cylinder would be 725 kPa (105 psi) (1035 x 70% = 725) (150 x 70% = 105).

• Normal - Compression builds up quickly and evenly to the specified compression on each cylinder.

• Piston Rings Leaking - Compression is low on the first stroke and tends to build up on following strokes, but does not reach normal. Compression improves considerably with the addition of oil.

• Valves Leaking - Compression is low on first stroke. Does not tend to build up on following strokes. Does not improve much with addition of oil.

• If two adjacent cylinders have lower than normal compression, and injecting oil into cylinders does not increase the compression, the cause may be a head gasket leak between the cylinders.

There is no single indicator (other than obvious failure) that an engine needs to be replaced. Oil consumption logs and the blowby test are quick methods which determine the general state of engine wear. These, accompanied by a compression test, help the service provider make an informed decision regarding engine replacement.

The real measure of when to replace an engine is performance, as measured by output, fuel consumption, oil consumption, blowby, and compression. If an engine meets and is still performing in accordance with all of the above parameters at acceptable levels, then the engine should not be replaced, even though it has reached the indicated hourly interval.

Gas Meter

Air Cleaner C

E

D

B

A

◊ Reconnect ◊ Remove

◊ Disconnect Breather Hose ◊ Plug Hose

◊ Install Plug

BLOWBY PROCEDURE ♦ With Engine Under Load:

◊ Remove PCV Valve B

C D E

A into PCV Connection

at D

B

into Gas Meter Inlet Connection Hole ◊ Take Measurement: 1-2 CFM = NORMAL 4-5 CFM = WORN

D as Before and A

Quantity U. O. M. Part No. Description

1 Each —————— Gas Meter

1 Each 97593 Grommet

1 Each 1104594 45º Vent Elbow

10 Feet 74971 5/8” Fuel Line Hose

1 Each 75972 1/2” MPT x 5/8” Hose Barb

2 Each 137971 1-1/4” 90º Elbow

1 Each 144053 1-1/4” x 1” Bushing

1 Each 120062 1” x 1/2” Bushing

1 Each 111001 1-1/4” 90º Street Elbow

RECOMMENDED BILL OF MATERIALS

CAUTION: ENGINE SURFACES ARE HOT. USE APPROPRIATE THERMAL PROTECTION

(rev03-01)

TecoFROST 16S/L & 23MB/LB Operating & Maintenance Manual H-1

Test and Service Equipment

H

Item Recommended Manufacturer and Model

Digital Multimeter Fluke Model 87 Temperature Probe Fluke Model 80TK Module Engine Exhaust Analyzer Neotronics FEM Model 950-14 Adjustable Timing Light Sears 9-2194 Compression Tester Sears 9-2171 Marine Utility Pump (115 Vac/dc) Grainger 1P579 (12 Vdc) Grainger 1P580 Gas Pressure Gauge (0 to 30 in.) Magnetic 2030 Manifold Vacuum Gauge Sears 9-2179 Remote Starter Switch Sears 9-2175 Oil Filter Wrench Sears 9-KD3082 Tool Kit (See Table H.3)

Item Recommended Manufacturer and Model

AL Ratchet Wrench Sears 9-RB10559 Pressure/ Vacuum Probe Fluke Model PV350 Manifold, Gauge Set Sears 9RB41300 (R-22 Only) Vacuum Gauge, Electronic Grainger 1TC70 (R-22 Only) Refrigerant Recovery Unit Nat. Refr. Prod. LV1 (R-22 Only)

Table H.1 List of Recommended

Engine test and Service Equipment

Table H.2 Refrigeration Test and Service Equipment

(rev03-01)

TecoFROST 16S/L & 23MB/LB Operating & Maintenance Manual H-2

Test and Service Equipment

H

Recommended Manufacturer Item and Model

Black Polyethylene Case 21"x16"x10" Contact East/ 116-832 Adjustable Wrench (6") Sears 9-44602 Adjustable Wrench (12") Sears 9-44605 4-Way Offset Screwdriver Sears 9-4112 Precision Screwdriver Set Sears 9-4107 Diagonal Cutter (4") Sears 9-DXMS54 Round Nose Cutters (6") Sears 9-45075 Vise Grip Long Nose (4LN) Sears 9-45332 All Purpose Crimper Sears 9-GBGS66 Flashlight (AA) Sears 9-93380 3 pc. File Set Sears 9-31321 Screw Starter (slotted) Sears 9-41024 Screw Starter (phillips) Sears 9-41025 Inspection Mirror (2 1/2 x 3 1/2) Sears 9-4098 Pocket Level Sears 9-3971 Pocket Knife Sears 9-95428 Tape Measure (25 ft.) Sears 9-39399 Socket Set, 1/4" Drive (25 Piece) Sears 9-46417 Socket Set, 1/2" Drive (22 Piece) Sears 9-44074 Hex Key Wrench Set (14 Piece Standard) Sears 9-46683 Hex Key Wrench Set (11 Piece Metric) Sears 9-46803 Combination Wrench Set (17 Piece) Sears 9-46803 (1/4" - 11 1/4") Sears 9-49661 Adjustable Wrench (15") Sears 9-44662 Wire Brush Sears 9-3668 Socket Set (9 pc Metric) Sears 9-34441 Crimping Tool, Amp Contact Amp 601884-1 Extraction Tool, Amp Contact Amp 305183 Pry Bar (16") Sears 9-44546 Pipe Wrench (10") Sears 9-30841 Pipe Wrench (18") Sears 9-30843 Hack Saw Sears 9-3554 Feeler Gauge Set (36 Blades) Sears 9-40811 Soldering Iron (45 W) Sears 9-54042 Screwdriver Set (9 Piece) Sears 9-41099 Slip Joint Pilers (6 3/4") Sears 9-45378 Arc Joint Pilers (9 1/2") Sears 9-45381 Needle Nose Pliers (5") Sears 9-45172 Ball Peen Hammer Sears 9-38465 General Purpose Scraper Sears 9-47725 14-mm Hex Bit (1/2" Drive) Sears 9-SK41464 5/8" Hex Bit (1/2" Drive) Sears 9-SK41220 Spark Plug Thread Chaser Sears 9-KD730 Packard Pin Removal Tool (Micro-Pack) Packard/12085279 Packard Pin Removal Tool (Metro-Pack) Packard/12032198 Packard Pin Removal Tool (Weather- Packard/12014012

Rackard Crimper (Micro & Metro-Pack) Packard/12085271 Packard Crimper (Weather-Pack) Packard/12014254

Table H.3 Recommended Hand Tools For TecoFROST service

(rev03-01)

TecoFROST 16S/L & 23MB/LB Operating & Maintenance Manual I-1


I

The microprocessor input/output system consists of 24 “local” I/O Opto chips and 32 “remote” I/O Opto modules that are optically isolated solid-state relays. Input Opto’s can translate a variety of ac- or dc-voltage levels from field devices to a voltage level the microprocessor can understand. Output Opto’s are used to convert the microprocessor signals to levels a field device can use. These Opto’s isolate the microprocessor from electrical transients, accidental short circuits, and excessive voltage. The 32 “remote” Opto modules reside on the Opto Board. The 24 “local” Opto chips are located on the Interface Board.

Figure 1.30 presents a diagram of the Opto Board and Interface Board and illustrates their locations in the control Panel. Table I.1 identifies each of the Opto chips on the Interface Board and Opto modules on the Opto Board. The LED’s for the Opto modules are mounted on the modules themselves. The LED’s for the Opto chips are located in banks of eight and are identified in Table I.1. The parts associated with the microprocessor’s digital I/O system are as follows:

The troubleshooting of the I/O system is described in the following paragraphs.

Description Tecogen Part No.

OptoCoupler Chip – Output HSSR8060 78133 OptoCoupler Chip – Input HCPL2730 78134 Opto Module – AC Output – G4OAC5 78057 Opto Module – DC Input – G4IDC5 78132 Opto Module – AC Input – G4IAC5 78056 50 Pin Ribbon Cable 78064 Opto Board 78055 Opto Board Fuse – AC Output Module –5A 78255 Interface Board 78054

Table I.1 Digital Inputs and Outputs

NAME CHIP LED CONNECTS Stepper Motor U1-U4 U9-1-4 J1A-5-10 Starter Relay U5 U9-5 J1A-11,12 Gas/Ignition Relay U6 U9-6 J1B-13,14 EFLH U7 U9-7 J2-4 Coolant Pump U8 U9-8 J2-5 Oil Pump U11 U19-1 J2-6 Heater U12 U19-2 J2-7 Aux. Heater U13 U19-3 J2-8 PCM key-Up U14 U19-4 J2-11 Ignition Power U21 U26-1 J1B-13 Engine Oil Level U23 U26-5 J1B-21 Coolant Flow U24 U26-7 J2-9,10 PCM Check Engine U24 U26-8 J2-14 Comp Oil Level U27 U32-1 J3-9,10 Keypad Lockout U27 U32-2 J311-13 LOAD OPM0 OPS-1,2 UNLOAD OPM1 OPS-3,4 MAKEUP_PUMP OPM2 OPS-5,6 ALARM OPM3 OPS-7,8 PREALARM OPM4 OPS-9,10 CONTROL OPM5 OPS-11,12 REMOTE_OUT OPM6 OPS-13,14 ECON OUTPUT OPM7 OPS-15,16 BAL PIST OUTPUT OPM8 OPS-17,18 COUNTER OPM9-12 OPS-19-26 RUNSWITCH OPM13 OPS-27,28 REMOTE OPM14 OPS-29,30 LOCAL OPM15 OPS-31,32 OIL_PUMP_VER OPM16 OPS-33,34 AUX_SAFETY_1 OPM17 OPS-35,36 AUX_SAFETY_2 OPM18 OPS-37,38 AUX_SAFETY_3 OPM19 OPS-39,40 AUX_SAFETY_4 OPM20 OPS-41,42 AUX_PRE_1 OPM21 OPS-43,44 AUX_PRE_2 OPM22 OPS-45,46 AUX_PRE_3 OPM23 OPS-47,48 PUMPDOWN OPM24 OPS-49,50 SLAVE OPM25 OPS-51,52 EXTERN_LOAD OPM26 OPS-53,54 EXTERN_UNLOAD OPM27 OPS-55,56 TEMPERATURE OPM28 OPS-57,58 OPM29 OPS-59,60 OPM30 OPS-61,62 OPM31 OPS-63,64

(rev03-01)



I I.1 Input Opto’s If the alarm or conditions below occur, the problem could involve one of the input Opto’s:

First, determine if the field switch is closed. If so, take the following steps:

1. If the Opto’s LED is “On” when the alarm/problem occurs:

This indicates that the Opto relay has recognized that the input signal from the field device is “On” and has closed its internal switch to translate this information to the processor. It can be concluded that, from the Opto back to the field device, everything is working properly. Take the following steps:

• In most cases the problem will not be software. However, you may verify this by entering “Calibrate Mode” (see Appendix J). Use the “SCROLL” key to move to the appropriate “local” or “remote” Opto page. Use the /\ (Up Arrow) or \/ (Down Arrow) keys to find the input signal you are troubleshooting. If the display reads “Off” next to the input signal when the field device is closed, then this eliminates the software as being the source of the problem.

Warning When working inside the control cabinet, use extreme caution to avoid electric shock. When troubleshooting input Opto’s, remove fuses F1 & F2 to disconnect power to the microprocessor and the 120- and 13.8–volt circuitry.

• If software is not the problem, and the problem exists on a “remote” Opto, then check the ribbon cable between the Opto Board and the Interface Board. Remove the 50-pin connectors from both ends. Clean the connectors on the cable and the two boards with an electronics part cleaner. Put the ribbon cable back on and see if the alarm can be cleared. If the alarm is cleared, wiggle the ribbon cable at both ends to be sure you do not have an intermittent disconnect.

• If cleaning the cable does not resolve the problem, replace the cable (“remote” Opto’s only).

• If the problem exists on a “local” Opto then replace the chip.

• If replacing the ribbon cable or “local” Opto chip does not resolve the problem, replace the Interface Board.

• If replacing the Interface Board does not resolve the problem replace the Opto Board (“remote” Opto’s only).

Alarm Input Opto Type “Ign Verify/ ESTOP” MI-0 (U21) : Ignition Power HCPL2730 “Lo Comp Oil Level” MI-8 (U27) : Compressor Oil Level HCPL2730 “Eng Oil Level” MI-4 (U23) : Engine Oil Level HCPL2730 “Check Engine”1 MI-7 (U24) : PCM Check Engine HCPL2730 “Lo Coolant Flow”2 MI-6 (U24) : Coolant Flow Switch HCPL2730 “Oil Pump Interlock” OPM16 : Oil Pump Interlock G4IAC5 “Aux Safety 1-4”2 OPM17-20 : Auxiliary Safeties G4IAC5 “Aux PreAlarm 1-3”2 OPM21-23 : Auxiliary Pre-Alarms G4IAC5

Condition Input Opto Type Customer counters not totalizing2 OPM9-12 : Counter Inputs G4IDC5 Remote start not working2 OPM13-15 : Remote Pushbuttons G4IAC5 Keypad lockout not working2 MI-9 (U27) : Keypad Lockout Switch HCPL2730 Pumpdown not working2 OPM24 : Pumpdown Initiate G4IAC5 Remote Load/Unload not working2 OPM25-27 : Remote Ctrl. & Sequence G4IAC5 Process temp. control not working2 OPM28 : Pressure/Temperature Select G4IAC5

Note: 1. Low-emissions option only 2. Facility Option

Table I.2 Alarms and Unit Problem Associated with Input Optos

(rev03-01)



I

Notes: 1 An Opto system problem would only be a factor in this alarm if it occurs at startup. 2 Option only. 3 For high stage/single stage (TecoFROST 16S or 16L) packages the compressor oil pump is part time so the Opto

system would only be a factor at startup or during low lift operation (less than 110 psi across the unit). Booster units (TecoFROST 23MB and 23LB) have full time oil pumps, so the Opto system should be checked.

4 TecoFROST 23MB & 23LB only. 5 Customer Field Option

Table I.3 Alarms & Unit Problems Associated with Output Opto’s

Alarm

Device Not Energized

Output Opto

Type

“Hi Accel Time” Throttle Motor MO-0-3 : Stepper Motor HSSR8060 “Underspeed” Throttle Motor MO-0-3 : Stepper Motor HSSR8060 “Crank Failure” Starter Motor MO-4 : Starter HSSR8060 “Start Failure” Gas Solenoid MO-5 : Gas/Ignition HSSR8060 “Lo Coolant Press” Coolant Pump MO-7 : Coolant Pump HSSR8060 “Lo Comp Oil Temp”1 Oil Heater(s) MO-9(,10) :Oil Heater HSSR8060 “Emissions Fault”2 PCM MO-11 : PCM Key-up HSSR8060 “Lo Comp Oil Press”3 Comp Oil Pump MO-8 : Comp Oil Pump Relay HSSR8060 “Hi SV Unload Time” Unload Solenoid OPM-1 : Unload Solenoid G4OAC5 “Engine Oil Level” Bulk Oil Pump OPM-2 : Bulk Oil Pump G4OAC5

Condition

Device Not Energized

Output Opto

Type

EFLH Motor not Totalizing

EFLH Meter MO-6 : EFLH Meter HSSR8060

Failure to Load Load Solenoid OPM-0 : Load G40AC5 Failure to Open Economizer Valve2

Economizer Solenoid

OPM-7 : Economizer G40AC5

Failure to Operate Balance Piston4

Balance Piston Valve

OPM-8 : Balance Piston G40AC5

Failure to Transmit Cust. Alarm Output5

OPM-3 : Alarm Output G4OAC5

Failure to Transmit Cust. PreAlarm Output5

OPM-4 : Pre-Alarm Output G4OAC5

Failure to Transmit Cust. Control Status5

OPM-5 : Control Stat. Output G4OAC5

Failure to Transmit Cust. Remote & Ext. Mode5

OPM-6 : Remote &Ext. Mode G4OAC5

(rev03-01)



I

2. If the Opto’s LED is “Off” when the alarm/problem occurs:

• Place a jumper on the input terminal to the Opto to simulate that field switch.

G4IDC5 Module: Place a jumper wire from the + terminal of the battery charger to the terminal next to the Opto in question (e.g., terminal OPS-21 for Opto module No. 10).

G4IAC5 Module: Place the jumper between the line block (LB) and the odd numbered terminal next to the Opto in question (e.g., terminal No. OPS-7 for Opto No. 3).

HCPL2730 Chip: Refer to Table I.1 for the relevant connectors on the Interface Board. Remove all leads at the relevant connection point. Place the jumper between the two connection points. For the “Check Engine Alarm” only use J2-1 (+13.8 V) as the second connection point.

• If the LED then illuminates, the problem is a break in the wiring from the field switch to the Opto Board (“remote” Opto’s) or Interface Board (“local” Opto’s).

• If the LED still does not illuminate, replace the Opto module or chip. If you do not have a spare on hand, swap it with one of the others of the same type just to confirm the diagnosis.

Note Check that the Interface Board is not powered by opening fuses F1 and F2. Failure to do so will damage the Interface Board when replacing or swapping Opto Chips.

I.2 Output Opto’s If any alarms or conditions listed above occur, it could involve one of the output Opto’s:

Enter “Calibrate” Mode (See Appendix J) and energize the output in question.

1. If the Opto’s LED is “On”:

This indicates that the Opto relay has recognized the microprocessor signal to turn “On” and has closed its internal switch to transmit this information to the field device. It can be concluded that, from the Opto back to the microprocessor, everything is working properly.

• If the Opto in question is a “remote” Opto then, check the continuity of the Opto module’s fuse (located on the module). If there is no continuity, replace the fuse.

• If the fuse is not a problem or if the Opto in question is a “local” Opto, then replace the Opto. If you do not have a spare on hand, swap it with one of the others of the same type just to confirm the diagnosis.

Note Check that the Interface Board is not powered by opening fuses F1 and F2. Failure to do so will damage the Interface Board when replacing or swapping Opto Chips.

• If the Opto is not a problem, using an ohmmeter, troubleshoot the wiring from the Opto Board or Interface Board back to the field device.

IMPORTANT AC modules will always have some leakage voltage on the output terminals even when they are not energized. This voltage could be as high as the line voltage if the field device has very high impedance. Therefore, using a voltmeter on the output side can be misleading and should not be used for this procedure.

(rev03-01)



I

2. If the Opto’s LED is “Off”

• Replace the Opto. If you do not have a spare on hand, swap it with one of the others of the same type just to confirm the diagnosis.

• If replacing the Opto does not resolve the problem, check the ribbon cable between the Opto Board and Interface Board (for problems associated with “remote” Opto’s only). Remove the 50 pin connectors on both boards. Clean the connectors on the cable and boards with an electronic parts cleaner. Put the ribbon cable back on and see if the alarm can be cleared. If the alarm is cleared, wiggle the ribbon cable at both ends to be sure you do not have an intermittent disconnect.

• If cleaning the cable does not resolve the problem, replace the ribbon cable.

• If replacing the ribbon cable does not resolve the problem, or the problem is associated with a "local" Opto, then replace the Interface Board.

• If replacing the Interface Board does not solve the problem, replace the Opto Board (“remote” Opto associated problems only).

(rev03-01)



I

(rev03-01)

TecoFROST 16S/L & 23MB/LB Operating & Maintenance Manual J-1

Calibrate Mode

J

Calibrate Mode is a sub-program in the control software that is designed to be a diagnostic aid for service personnel. The program allows devices to be energized independent of the control program for the purpose of troubleshooting. Also, it will provide the status of inputs to the microprocessor and allow for calibration of some sensors. Calibrate Mode can only be initiated when the TecoFROST compressor package is not operating ("Stop" or "Ready" Modes). Once Calibrate Mode is entered, all of the alarms are deactivated. For this reason, the engine cannot be started from Calibrate Mode. Calibrate Mode can be entered by pressing ENTER, STOP, and CLEAR simultaneously and holding down the keys until Calibrate Mode appears on the display. To leave the program, press the same three keys until the home display appears. All procedures listed in this section assume that the control system is already in Calibrate Mode.

Note When in Calibrate Mode, if no key is pressed after 2 minutes elapse, the program will de-energize all outputs.

As in the main operating program, to advance to an alternative page, press the SCROLL key. In order to change lines within a page, use the ΛΛΛΛ (Up Arrow) and V (Down Arrow) keys. Table J.1 Illustrates what information is available on each page and line of the display.

The functions of Calibrate Mode are as outlined in the following sections:

J.1 Energize Outputs J.2 Energize Engine Throttle J.3 Monitor Input Status J.4 Thermistor Calibration J.5 Pressure Transducer Calibration J.6 Slide Valve Calibration

J.1 Energize Outputs To energize one or more devices for diagnostic purposes, take the following steps:

1. Scroll to the appropriate page for the Opto to be energized. The 5th and 6th pages are titled "Local Opto Chips" and “Remote Opto Modules” and provides access to the Opto chips on the Interface Board. Press the ΛΛΛΛ or V button to display the device to be energized. The status of the Opto (On or Off) is displayed on the line with the name of the device.

2. Energize the device by turning its respective Opto on. Opto’s are turned "On" by pressing the ΛΛΛΛ and ENTER keys simultaneously. The Opto’s are turned "Off" by pressing the V and ENTER keys simultaneously.

The following devices can be energized by switching their respective Output Opto:

STARTER RELAY GAS / IGNITION RELAY EFLH METER COOLANT PUMP RELAY COMPRESSOR OIL PUMP RELAY OIL HEATER RELAY AUX. OIL HEATER RELAY KEY-UP (emission option only) SLIDE VALVE LOAD SOLENOID SLIDE VALVE UNLOAD SOLENOID MAKEUP OIL PUMP ALARM STATUS (option) PRE-ALARM STATUS (option) CONTROL STATUS (option) REMOTE & EXTERNAL MODE (option)

J.2 Throttle Movement There is one device which cannot be energized by switching its Opto's, the throttle stepper motor (MO-0 through MO-3) To energize the stepper motor, scroll the display to the second line on the first page (RPM, THROTTLE). To increase the throttle setting, simultaneously press ΛΛΛΛ and ENTER, and to decrease the setting, press V and ENTER simultaneously .

The displayed reading represents the position in which the microprocessor is telling the stepper motor to move the throttle and not necessarily the actual throttle position. Faulty wiring or a defective stepper motor may prevent the motor from moving the throttle even though the display reads that it is open. Therefore, it is necessary to watch the throttle movement to make sure it is actually opening and closing.

(rev03-01)


Calibrate Mode

J

Table J.1 TecoFROST Display Readouts - Calibrate Mode The following are the readouts available from the control panel in CALIBRATE MODE. Press the SCROLL key to move forward in pages, the UP-ARROW key to move to the next line within a page, or the DOWN-ARROW key to move to the previous line within a page.

Notes: 1. Chiller Model Only (CH-50ACP)

Up

Arrow

Down

Arrow

Scroll

Page 1 2 3 4 5 6 7

Microprocessor Microprocessor Bottom Top Opto

Title Home Temperatures Pressures Outputs Inputs Opto Modules Modules

Line 1 V1, V2 SUCTION SUCTION STEPPER PHASE 1

IGNITION VERIFY SV LOAD OUTPUT

OIL PUMP VERIFY

Line 2 RPM, THROTTLE

DISCHARGE DISCHARGE STEPPER PHASE 2

SPARE INPUT #1 SV UNLOAD OUTPUT

SAFETY #1 IN

Line 3 SLIDE VALVE POS

COMP OIL COMP INLET OIL

STEPPER PHASE 3

SPARE INPUT #2 MAKEUP OIL PUMP

SAFETY #2 IN

Line 4 ANALOG OUT

OIL SEPARATOR COMP OIL FILTER

STEPPER PHASE 4

SPARE INPUT #3 ALARM OUTPUT SAFETY #3 IN

Line 5 ENG COOLANT ENG COOLANT

STARTER ENGINE OIL LEVEL PRE-ALARM OUTPUT

SAFETY #4 IN

Line 6 ENGINE OIL ENGINE OIL GAS/IGNITION SPARE INPUT #5 CONTROL OUTPUT

AUX PALM #1 IN

Line 7 DUMP HX OUT EFLH METER LOW COOLANT FLOW

REMOTE OUTPUT

AUX PALM #2 IN

Line 8 PROCESS COOLANT PUMP CHECK ENGINE (EMISSION OPTION)

ECON OUTPUT AUX PALM #3 IN

Line 9 CUSTOMER 1 COMP OIL PUMP COMP OIL LEVEL VALVE PIST IN PUMP DOWN INIT IN

Line 10 CUSTOMER 2 OIL HEATER PANEL LOCKOUT COUNTER 1 SLAVE LOADING IN

Line 11 CUSTOMER 3 AUX OIL HEATER SPARE INPUT #10 COUNTER 2 EXTERNAL LOAD IN

Line 12 CUSTOMER 4 KEY-UP (EMISSION OPTION)

SPARE INPUT #11 COUNTER 3 EXTERNAL UNLOAD IN

Line 13 CATALYST OUT SPARE OUTPUT #1

SPARE INPUT #12 COUNTER 4 TEMP MODE IN

Line 14 CATALYST IN SPARE OUTPUT #2

SPARE INPUT #13 RUNSWITCH SPARE -29

Line 15 SPARE OUTPUT #3

SPARE INPUT #14 REMOTE MODE IN

SPARE -30

Line 16 SPARE OUTPUT #4

SPARE INPUT #15 LOCAL MODE IN SPARE-31

(rev03-01)


Calibrate Mode

J

J.3 Monitor Input Status The status of the input switches (On/Off) can also be read. This is a useful diagnostic tool when troubleshooting alarms related to these switches. The switch inputs are listed below. Scroll to page 5, 6, or 7 and use ΛΛΛΛ or V to display the desired input.

IGNITION VERIFY ENGINE OIL LEVEL LOW COOLANT FLOW (option) CHECK ENGINE (emission option) COMPRESSOR OIL LEVEL PANEL LOCKOUT (option) COUNTERS (4, option) VALVE PISTON (option) REMOTE MODE (option) LOCAL MODE (option) COMPRESSOR OIL PUMP VERIFY SYSTEM SAFETIES (4, option) SYSTEM PRE-ALARMS (3, option) PUMP DOWN INITIATE (option) SLAVE LOADING (option) EXTERNAL LOAD (option) EXTERNAL UNLOAD (option) CAPACITY CTRL. PRES./TEMP. (option)

J.4 Thermistor Calibration Thermistors are used to sense operating temperatures at various points on the TecoFROST.

To calibrate a thermistor, take the following steps:

1. Scroll to the "TEMPERATURES" page and select the appropriate line.

2. Remove the sensor and immerse it in an ice bath so that the black seal at the top of the thermistor is slightly above the level of the bath. Also immerse a precision thermometer in the bath. Stir them both well.

3. Compare the displayed reading against the thermometer and adjust the displayed reading as necessary. An adjustment is made by pressing the ΛΛΛΛ or V key simultaneously with ENTER.

J.5 Pressure Transducer Calibration

The pressure transducers are sealed units whose outputs are not adjustable. However, small adjustments can be made to the microprocessor which will allow it to compensate for a transducer that is slightly out of calibration (±2%).

The transducers are 3-wire sensors; one wire is for +12 volts (red), one wire is for the sensed signal (green), and one wire is a ground (white). Each transducer's output is 1 to 6 volts dc. The suction, engine coolant, and engine oil pressure transducers have a 0 to 100 psia range (29.9 “Hg vacuum to 85.3 psig); the discharge, compressor oil inlet, and compressor oil filter inlet pressure transducers have a 0-500 psig range.

Note Although the suction pressure transducer’s range is based on "absolute” pressure (psia), the TecoFROST microprocessor will interpret the output of the transducer and display it as "gauge" pressure (psig, above atmospheric pressure or zero psig) and as inches of mercury (“ Hg) vacuum below atmospheric pressure. Discharge pressure is displayed as differential pressure (psid), referenced to suction pressure. See the voltage to pressure relationship chart in Chapter 1 (Table 1.6).

The procedure to calibrate a pressure reading is as follows:

1. With the transducer at atmospheric pressure, check that the display reads "0," zero.

2. If the pressure does not read "0," zero, measure the voltage output at the Interface Board (located in the bottom right-hand corner of the inside of the control cabinet) to determine if the transducer output voltage corresponds to atmospheric pressure. Figure 1.35 illustrates the terminal designations for each sensor. Each sensor connection has 3 terminals. Measure voltages from the center terminal to the terminal marked "+." The voltage-to-pressure relationship is given in Table 1.6.

(rev03-01)


Calibrate Mode

J

3. With the transducer reading "system pressure," check the pressure reading against that of a pressure gauge that is known to be reliable and accurate (±1%). If the pressure reading on the TecoFROST display is accurate within ±2% of the range of the transducer being read (±4 psi for suction, engine coolant, and engine oil transducers; ±10 psi for discharge, compressor oil filter inlet, and compressor oil inlet transducers) it should be possible to bring the reading to within acceptable limits. To do so, press the ΛΛΛΛ or V key simultaneously with ENTER to increase or decrease the displayed reading.

4. If the reading is outside of this specification, check the transducer's output against the voltage vs. pressure chart. If the output voltage does not match the chart within ±0.1 volts for the pressure measured, check the wiring from the suspect transducer back to the sensor board. If no defects are found in the wiring, replace the transducer.

Important Discharge and compressor oil pressure readings should always be calibrated as a matched set. That is, if any of these 3, compressor oil filter inlet pressure, compressor inlet oil pressure, or discharge pressure readings are calibrated, the other 2 should be calibrated to match (exactly, if possible). This will ensure the accuracy of oil filter delta P monitoring and minimize the occurrence of nuisance compressor oil pressure alarms and pre-alarms.

J.6 Slide Valve Calibration J.6.1 16S and 16L Compressors

1. Note the position of the Load and Unload Metering Valves, then fully open them to minimize the time required for Slide Valve Board calibration.

2. To provide hydraulic pressure for the slide valve piston energize the Compressor Oil Pump by scrolling to Page 7, Line 1 and pressing the ^ and ENTER keys simultaneously.

3. Open the slide valve completely by energizing the slide valve unload solenoid for approximately three minutes or until you are confident the slide valve is completely open (0%). The Unload Solenoid is energized by scrolling to Page 6, Line 2 to display the Unload Solenoid’ status and pressing the ^ and ENTER keys simultaneously.

4. Verify that the signal from the Slide Valve Indicator is 2.5 VDC and stable.

5. Close the slide valve completely by energizing the slide valve Load Solenoid for approximately three minutes or until you are confident the slide valve is completely closed (100%). The Load Solenoid is energized by scrolling to Page 6, Line 1 and pressing the ^ and ENTER keys simultaneously (unfortunately, there is no method of visually checking the position of the slide valve).

6. Verify that the signal from the Slide Valve Indicator is 1.56 VDC and stable.

7. Open the slide valve completely and adjust the zero pot on the Slide Valve Board so that the slide valve position reads 0% on the display (Page 1, Line 5).

8. With the slide valve completely closed adjust the gain pot on the Slide Valve Board so that the slide valve position reads 100% on the display (Page 1, Line 5).

9. Repeat steps 7 and 8 until the zero and full scale readouts are correct and no further adjustments to either the gain or zero pots on the Slide Valve Board are required.

10. Return the Load and Unload Metering Valves to the positions noted in step 1. Verify that the time required to load the slide valve from 0% to 100% and to unload from 100% to 0% each require approximately 60 seconds. If not, adjust the metering valves accordingly.

11. Ensure that the Load and Unload Solenoid Valves are de-energized by scrolling to Page 6, Line 1 0r 2 respectively and press the V and ENTER keys simultaneously. De-energize the Compressor Oil Pump by scrolling to Page 7, Line 1 and pressing the V and ENTER keys simultaneously.

(rev03-01)


Calibrate Mode

J

J.6.1 23MB and 23LB Compressors

1. Note the position of the Load and Unload Metering Valves, then fully open them to minimize the time required for Slide Valve Board calibration.

2. To provide hydraulic pressure for the slide valve piston energize the Compressor Oil Pump by scrolling to Page 7, Line 1 and pressing the ^ and ENTER keys simultaneously.

3. Open the slide valve completely by energizing the Slide Valve Unload Solenoid Valve for approximately three minutes or until you are confident the slide valve is completely open (0%). The Unload Solenoid is energized by scrolling to Page 6, Line 2 to display the Unload Solenoid’ status and pressing the ^ and ENTER keys simultaneously.

4. De-energize these two outputs when the slide valve is fully unloaded. To verify that it is completely unloaded, look at the indicator at the back of the slide valve housing. The outputs are turned “Off” by pressing the V and ENTER keys simultaneously.

5. Remove the slide valve housing cover.

6. At the display, scroll to the slide valve position at Page 1, Line 5.

7. Loosen the slide valve potentiometer and turn until the display indicates less than 2%.

8. Fully load the slide valve by energizing the Compressor Oil Pump along with the Load Solenoid (Page 6, Line 1). Use the indicator on the back of the slide valve housing to determine when the slide valve is fully loaded and then de-energize these two outputs.

9. Adjust the display to read between 100% and 102% by pressing the ^ or V keys simultaneously with the ENTER key.

10. Repeat steps 7 through 9 until the display reads correctly at both ends of the scale.

(rev03-01)


Calibrate Mode

J

(rev03-01)

TecoFROST 16S/L & 23MB/LB Operating & Maintenance Manual K-1

Power Supplies

K

The TecoFROST control system contains 2 power supplies: the microprocessor power supply (MPS) and the battery charger (BC). These are described in the following sections.

K.1 Microprocessor Power Supply (MPS)

K.1.1 System Description

The microprocessor power supply converts 120 VAC to a low DC voltage required to power the microprocessor transducers and modem. The power supply actually has 3 outputs: +5 V, +12 V, and -12 V. The wiring diagram for the power supply is shown in Figure 1.38. Its physical location is on the right side, of the control cabinet’s main panel (also refer to Figure 1.30 showing the control cabinet layout).

K.1.2 Service Procedures

The microprocessor power supply (MPS) voltage output is initially set at the factory. In the event that you need to check that the voltage outputs are set properly, take the following steps:

1. Using a voltmeter with a 0.01-volt resolution, check on J11 of the Interface Board (see Figure 1.38) to see if the following voltages agree with their nominal values:

2. If the 5V is not correct, it can be adjusted with the potentiometer on the MPS (the potentiometer is the white plastic Phillips-head screw located on the left-hand side of the MPS circuit board near its terminal strip). The potentiometer has a 270° turning span, and turning it clockwise will increase the voltages. The +12V and -12V outputs are not adjustable.

K.1.3 Troubleshooting

Some symptoms of voltages being out of tolerance are the following:

If any of these conditions exist, use the following procedure to diagnose the problem:

1. Follow the procedure in section K.1.2 to check the MPS output voltages. If the voltages are out of specification, continue with step 2.

2. Open the unit’s electrical disconnect to remove AC power.

3. Remove the plug from J11 on the Interface Board.

4. Remove the power jack (black 2-conductor wire) from the modem.

5. Restore voltage to the unit by closing the electrical disconnect. Check voltage on the MPS between the terminals used for the Interface Board labeled J11-1 to 4.

6. If the voltages cannot be adjusted to the proper values as listed in section K.1.2, replace the MPS, otherwise continue with step 7.

7. If the voltages can be corrected, sequentially open the AC power disconnect, restore one of the connections removed in steps 3 and 4 above, close the disconnect.

8. When a device is reconnected and the voltages can no longer be adjusted, examine that device for shorts, faulty wiring, or other problems. Replace the device if necessary.

Terminal No.

Terminal No.

Required Voltage (DC)

J11-1 to J11 -2 +5.05 to +5.10 volts Note: Voltage on display

should be +5.00 volts

J11 -3 to J11 -2 + 11.50 to +13.00 volts

J11 -4 to J11 -2 - 11.50 to -13.00 volts

Voltage Symptom of Abnormal Setting

Devices Affecting Voltage

+5 VDC Inoperable microprocessor

Interface Board, Processor Board

+12 VDC • Pressure and/or temperature readings inaccurate

• Loss of communications through RMCS

Interface Board, Processor Board, Modem

-12VDC Loss of communications through RMCS

Interface Board

(rev03-01)

TecoFROST 16S/L & 23MB/LB Operating & Maintenance Manual K-2

Power Supplies

K

K.2 Battery Charger (BC) K.2.1 System Description

The battery charger is a switching power supply which takes a 120-VAC input and has a single nominal output of 13.8 VDC. It provides power to all the engine related circuits (stepper motor, engine safeties, ignition system, fuel gas relay, etc.) while also keeping the engine battery charged. The wiring diagram for the battery charger is shown in Figure 1.37. Its physical location is on the middle of the control cabinet’s rear panel (see Figure 1.30).

K.2.2 Service Procedures (Adjustments)

The battery charger voltage output is initially set at the factory. In the event that you need to check that the voltage output is set properly, take the following steps:

1. Remove fuse F6 at the starter relay.

2. Using a voltmeter with a 0.01-volt resolution, check the battery charger voltage output by measuring across terminals R3-6 on the starter relay and ground. It should be 13.8 VDC. This should correspond to 14 to 14.2 volts at the battery charger, which can be measured across OPS-26 and TS-25.

3. Adjust the voltage if necessary with the potentiometer (PT3) located on the battery charger (near TB2 terminal strip).

K.2.3 Troubleshooting

Condition 1: No Output Voltage

If there is no voltage from the battery charger, it will result in the following:

• System will shut down

• System will be inoperable

• Engine battery will not charge

Compare additional symptoms of the unit with those listed below and troubleshoot accordingly.

Display functioning normally and ESTOP/IGN POWER FAIL alarm present

This means that the microprocessor power supply is functioning normally. Take the following steps:

1. Make sure the EMERGENCY STOP button is pulled out.

2. Check the voltage across terminals “H” and “N” on the battery charger to ensure it is getting 120 VAC. If it is not, check the wiring to the battery charger.

3. If none of the above caused the problem, replace the battery charger.

Blank display

No 120 VAC power is being supplied to the BC. This indicates the primary failure is with the Microprocessor power supply (MPS). Refer to Section K.1.3 to troubleshoot the MPS.

Condition 2: Low Output Voltage

If there is low output voltage, the battery will not stay properly charged and will result in a STARTER FAILURE alarm. Refer to Section K.2.2 to adjust the battery charger voltage.

Condition 3: High Output Voltage

If the battery charger output voltage is too high, it could burn out the battery. Refer to Section K.2.2 to adjust the battery charger voltage.

(rev03-01)

TecoFROST 16S/L & 23MB/LB Operation & Maintenance Manual L-1

Schedule Entry

L

L.1 Introduction The Controls Submodule has provisions for automatic scheduling. The system provides up to 32 schedule changes per week with both start/stop sequencing (with override) and setpoint adjustment.

The schedule is based on a seven-day clock so that special weekend operation is possible. As the week progresses, the controller checks the actual time against each of the 32 schedule points. If it finds that it has passed one of these points, it starts/stops and/or changes its setpoint according to the entry. The entries need not be in order, but it is suggested that they be kept this way for easy review.

If start/stop scheduling is enabled and the remote runswitch closes, the unit will start regardless of the scheduled state. This provides an effective means of giving users a manual override if the compressor is needed immediately. In any case, the unit will not start unless it is enabled by pressing the START key and will stop immediately if the STOP key is pressed.

L.2 Setup Two DIP switches on the Interface Board (see Figure 1.41) are used to enable automatic scheduling: S2-2 and S2-3. When on, S2-2 causes the TecoFROST to follow the start/stop schedule entered. S2-3 causes the unit to follow the setpoint schedule entered. Either one or both switches can be selected. Two other DIP switches also effect automatic scheduling: S2-1 (Runswitch) and S1-4 (Setpoint). When the Runswitch is ON, the start/stop scheduling is ignored and the unit starts and stops in response to the remote runswitch input. In this case, the setpoint scheduling can still be used. When the Setpoint DIP switch is ON, the setpoint scheduling is ignored, and the setpoint is read from an analog input. The start/stop scheduling may still be used, though, in this mode.

L.3 Programming L.3.1 Display

To enter the scheduling mode, depress the ENTER key on the display for at least 5 seconds. Although this action does not change the operational status of the unit, it is suggested that all changes be made with the unit off (STOP switch depressed). If changes to the schedule are made which effect the present time period, the unit may inadvertently start or stop. Once this key sequence is entered, a screen similar to that shown below will appear.

The entries on the screen have the following meaning:

The schedule number is between 0 and 31 and is an index of the step being programmed. Pressing the SCROLL key advances to the next sequence, and hitting ENTER and SCROLL simultaneously backs up to the previous sequence.

The entry at the end of the top line indicates the start/stop state for the sequence. This entry can take on any of three values; “---” indicates that the sequence is to be ignored when determining the run status, “OFF” indicates that the unit is to stop, and “ON” indicates that it should start. If only the setpoint is to be scheduled, this value can be set to any of these values.

The second line of the display indicates the time the schedule step is to be made and the setpoint to be used at that step. Each value on this line is independently adjustable.

Initially, the start/stop entry will be blinking, indicating that it is ready for change. For this or any other entry, pressing the ENTER and UP arrows simultaneously will increase the value displayed, and the ENTER and DOWN arrows will decrease the value. To switch the focus of the entry process, use the UP or DOWN arrows.

SCHEDULE #0 ---

SUN 0:00 SET: 60

(rev03-01)

TecoFROST 16S/L & 23MB/LB Operation & Maintenance Manual L-2

Schedule Entry

L

The ENTER and CLEAR buttons have special meaning when used alone. The ENTER button, when depressed for at least 5 seconds will add a new schedule step at the displayed sequence point and push up the remainder of the steps. The CLEAR, when depressed for 5 seconds, will clear out the present entry and move the remainder of the entries down. If the CLEAR button is depressed for 10 seconds, all 32 sequence steps are cleared. This process is useful at initial setup to clear the schedule memory of errant values.

Once the desired schedule is entered, the programming mode can be exited by again pressing the RESET key. The display will revert to normal after 5 seconds. At any time in schedule setup mode, if no key is pressed for 75 seconds, the display will also revert to its normal mode. Once the START key is pressed to enable the unit, automatic operation will begin. Pressing the STOP key will always shut the unit down.

L.3.2 RMCS Operation

Adjustment to the schedule with the RMCS is made through the calibrate routines. After entering this mode, instructions for altering the schedule are provided on-line. See Chapter 2 for RMCS operating instructions.

(rev03-01)

TecoFROST 16S/L & 23MB/LB Operation & Maintenance Manual M-1

Alarm Setpoint Entry

M

Warning The alarm setpoints and operational values should be changed only be personnel intimately familiar with the machine’s operation. Misadjustment of any of these values could cause erratic operation.

This appendix describes the method used to adjust certain alarm setpoints, and operational values within the TecoFROST control software. Table M.1 shows the alarm setpoints which can be adjusted and their limits. Similarly, Table M.2 shows the operational values which can be adjusted. Alarm setpoints are the pressures or temperatures that trigger an alarm, and the time delays imposed before the alarm is annunciated. Operational valves determine how the compressor package responds to the control variable (suction pressure, or optionally process temperature) and how many units are connected on the (optional) network.

Alarm Setpoint Entry Mode allows access to these values from the unit’s Display. This capability allows the unit’s operation to be tailored more closely to the needs of the site. All of the values entered in this mode are protected such that they cannot be set above a maximum or below a minimum value.

To enter the Alarm Setpoint Entry Mode, press ENTER and RESET on the keypad simultaneously for at least 5 seconds. Another key must be pressed within 5 seconds or the display will revert to its normal operation. The first display will show each adjustable alarm and its present setting. To increase this setting, press ENTER and UP simultaneously, and to decrease it, press ENTER and DOWN simultaneously. To switch between the alarm setpoint adjustments and operating parameter adjustments, press the SCROLL key. The adjustments to the operation variables are made in the same way as those to the alarm setpoints. To reset any of the values to its default, press the CLEAR button for 5 seconds while it is displayed. Pressing the CLEAR button for 10 seconds will reset all of the alarm setpoints or all of the operating variables (according to which is displayed) to their default values. To leave Alarm Setpoint Entry mode, press the RESET button. After 5 seconds, if no other key is hit, the display will revert to its normal mode. In addition, throughout this mode, if no key is hit for about 75 seconds, the display will revert to normal.

Changes to both these sets of variables can also be made through the RMCS in the advanced level. The RMCS will provide instructions to the user to effect these changes. See chapter 2 for RMCS operating instructions.

Table M.1 Alarm Setpoint Values

Name Description Default Minimum Maximum LO SUCT DP ALM (X10), Suction pressure below setpoint for alarm (X10) 80 20 150 LO SUCT ALM DEL (S) , Low suction pressure alarm delay (sec) 60 10 120 LO SUCT DP PAL (X10), Suction pressure below setpoint for prealarm (X10) 50 10 150 LO SUCT PAL DEL (S) , Low suction pressure prealarm delay (sec) 60 10 120 HI SUCT DP PAL (X10), Suction pressure above setpoint for prealarm (X10) 150 10 300 HI SUCT PAL DEL (S) , High suction pressure prealarm delay (sec) 600 10 1200 LO PROC DT ALM (X10), Process temperature below setpoint for alarm (X10) 80 20 150 LO PROC ALM DEL (S) , Low process temperature alarm delay (sec) 60 10 120 LO PROC DT PAL (X10), Process temperature below setpoint for prealarm (X10) 50 10 150 LO PROC PAL DEL (S) , Low process temperature prealarm delay (sec) 60 10 120 HI PROC DT PAL (X10), Process temperature above setpoint for prealarm (X10) 150 10 300 HI PROC PAL DEL (S) , High process temperature prealarm delay (sec) 600 10 1200 AUX SAFETY 1 DEL (S), Delay to aux safety #1 alarm (sec) 10 1 120 AUX SAFETY 2 DEL (S), Delay to aux safety #2 alarm (sec) 10 1 120 AUX SAFETY 3 DEL (S), Delay to aux safety #3 alarm (sec) 10 1 120 AUX SAFETY 4 DEL (S), Delay to aux safety #4 alarm (sec) 10 1 120 AUX PALM 1 DEL (S) , Delay to aux prealarm #1 (sec) 10 1 120 AUX PALM 2 DEL (S) , Delay to aux prealarm #2 (sec) 10 1 120 AUX PALM 3 DEL (S) Delay to aux prealarm #3 (sec) 10 1 120

(rev03-01)

TecoFROST 16S/L & 23MB/LB Operation & Maintenance Manual M-2

Alarm Setpoint Entry

M

Table M.2 Operational Setpoint and Control Gain Values

Name Description Default Minimum Maximum P SETPOINT (X10) , Pressure setpoint (psig X 10) 0 -400 1000 P SETPOINT MAX (X10), Maximum pressure setpoint (psig X 10) 1000 -400 1000 P SETPOINT MIN (X10), Minimum pressure setpoint (psig X 10) -400 -400 1000 P SETPT SPAN (X10) , Pressure setpoint input span (psig X 10) 200 -1000 1000 P SETPT OFFSET (X10), Pressure setpoint offset (psig X 10) 0 -1000 1000 CYCLE STOP DP (X10) , Pressure difference to cycle off (psig X 10) 100 50 300 CYCLE START DP (X10), Pressure difference to cycle on (psig X 10) 100 50 300 T SETPOINT (X10) , Temperature setpoint (ºF) 0 -400 1000 T SETPOINT MAX (X10), Maximum temperature setpoint (ºF) 1000 -400 1000 T SETPOINT MIN (X10), Minimum temperature setpoint (ºF) -400 -400 1000 T SETPT SPAN (X10) , Temperature setpoint input span (ºF) 200 -1000 1000 T SETPT OFFSET (X10), Temperature setpoint offset (ºF) 0 -1000 1000 CYCLE STOP DT (X10) , Temperature difference to cycle off (ºF) 100 50 300 CYCLE START DT (X10), Temperature difference to cycle on (ºF) 100 50 300 CYCLE DELAY (SEC*3) , Delay to load cycle off (seconds X 3) 10800 1800 21600 CYC DEL FAST (SEC*3), Delay to pressure cycle off (seconds X 3) 900 180 1800 CONTROL PROP GAIN , Pressure/temperature proportional gain 10 1 50 CONTROL DERIV GAIN , Pressure/temperature derivative gain 50 5 250 MAX LOAD RATE (X10) , Maximum capacity loading rate (%/sec X 10) 6 3 20 MAX UNLD RATE (X10) , Maximum capacity unloading rate (%/sec X 10) 6 3 20 MAX ACCEL RATE , Maximum acceleration rate (RPM/sec) 10 3 50 MAX DECEL RATE , Maximum deceleration rate (RPM/sec) 10 3 50 MAXIMUM RPM , Maximum speed 3000 1500 3200 NETWORK NODE COUNT , Number of nodes on network for slave control 0 0 31 UNUSED - 35 , Unused 0 0 0 UNUSED - 36 , Unused 0 0 0 UNUSED - 37 , Unused 0 0 0 UNUSED - 38 , Unused 0 0 0 UNUSED - 39 , Unused 0 0 0 UNUSED - 40 , Unused 0 0 0 UNUSED - 41 , Unused 0 0 0

(rev03-01)

TecoFROST 16S/L & 23MB/LB Operation & Maintenance Manual N-1

Modbus Interface

N N.1 Description Modbus is a standard interface used throughout the controls industry to interface devices. It originated with Gould Modicon and has been implemented by a multitude of vendors. It is not the intention of this manual to provide the information necessary to implement a Modbus master (the device used, to control the bus), but rather to detail the controllers response to specific commands. Information on the modbus implementation can be found at Modicon’s web site, www.modicon.com.

N.2 Installation The controller’s interface is set up as either a two-wire (and ground) RS-232 or RS-485 serial interface running at 9600 baud. It is possible to use the network for both control purposes and RMCS as explained in Chapter 4, but this operation is not recommended due to the possibility of RMCS data being misinterpreted.

Table N.1 details the DIP switches which must be set to implement the network. These switches are on bank S4 on the Interface Board. Switch S4-1 must be turned on to enable the network. S4-2 is used to set either the ASCII or RTU protocol. Each unit connected to the network must have a unique, non-zero address. This address is determined by switches S4-4 to S4-8, allowing addresses of 0 to 31. The address is simply the sum of all of these switches set. For example if S4-4, S4-7, and S4-8 are set, the associated values are 1, 8, and 16 and the address is 1 + 8 + 16 = 25.

The network can be set up as either single-drop, two-wire (and ground) RS-232 or multi-drop, two-wire RS-485. It is best to use the RS-485 wiring scheme since this is the most noise-immune, allows greater separation between units, and provides for connection of many units on the same set of wires. In either case, Tecogen can supply a cable, part #78158 (see Figure N.1), which connects to P2 on the Processor Board and terminates in a male DB-25 connector. When using the RS-232 mode, the pinout becomes a simple DCE with no flow control suitable for direct connection to a PC or other DTE device. When setting up the port for RS-485 use, DIP switch SW4-3 must be on, and the jumpers in JP5 and JP6 on the Processor Board must be moved to their right-hand positions. In this case, pin 16 on the DB-25 is negative and pin 17 is positive . All controllers on the network should have these two pins connected in a daisy-chain fashion. If the customer-supplied network controller does not have a two-wire RS-485, commercial converters are available.

The controller will only process a modbus message at most once every 320 milliseconds. It may therefore be necessary to relax the normal timing of the modbus controller, particularly with the RTU protocol. In addition, the RS-485 protocol is half-duplex, so it may be necessary to transmit a command more than once to ensure that the controller has received it. It is also best to wait at least 15 milliseconds after receipt of the last message before beginning a new one.

Table N.1 Network DIP Switches

No. Off On

1 No network Network installed

2 ASCII protocol RTU protocol

3 RS-232 RS-485

4 Add 0 to address Add 1 to address





(rev03-01)


Modbus Interface

N

Function Name Minimum Maximum Excluded 1 Read Output Coil Status 0 60 2 Read Input Coil Status 0 111 3 Read Holding Registers 0 69 4 Read Input Registers 0 232 5 Force Output Coil 56 60 6 Preset Single Register 0 69 7 Read Exception Status 8 Diagnostic 0 20 9-15 11 Read Comm Event Counter 12 Read Comm Event Log 17 Report Slave ID

Table N.2 Supported Commands

N.3 Implementation Each readable controller variable is mapped to one or more of the standard Modbus I/O points or internal variables. Modbus commands will then allow the polling device to read and or change these variables.

One significant deviation from the standard implementation is that there are very few variables which can be forced. The controller will not allow this to be done to protect the machine. The only output coils which can be forced are numbers 56, 57 and 58, the Start Flag, Network Start Flag and the Alarm Reset Flag, respectively. These coils are equivalent to pressing the START and RESET buttons on the display. Forcing the Start Flag off is equivalent to pressing the STOP button. In most cases, the Network Start Flag should be used for automatic control as if it will not override the front panel pushbuttons. The Start Flag may be used to manually re-enable the unit after an alarm or complete shutdown - it should not be used as part of the automat9ic control scheme. The only registers which can be forced are the holding

registers in Table N.4. These values can be used to adjust the clock, the pressure or temperature setpoints, and the capacity setpoint. Only single value forcing can be done, the controller does not support forcing of multiple coils or holding registers.

To enable the network master to start and stop the units connected to the net and control their capacity, two DIP switches must be set. SW2-5 makes units connected to the net respond to the Network Start Flag. Once this switch is set and the TecoFROST is enabled by pressing its START button, it will respond to changes in the state of the Network Start Flag. If the unit’s STOP button is pressed, it will stop immediately, regardless of the state of the flag. In addition, if more than 10 minutes passes between updates of the Network Start Flag, the machine will revert to local control. SW2-6 causes the unit to follow the capacity transmitted by the network master, ignoring its own setpoint. Again, if more than 10 minutes elapses with no updates of this capacity, the machine will revert to controlling using its own setpoint.

12

1314

1

13

14

25

Male DB-25

Protocol Function P2 Pin DB-25 Pin

RS-232 Receive 3 2

Transmit 5 3

Ground 13 7

RS-485 - 6 16

+ 8 17

Figure F.1 Connection Diagram

(rev03-01)


Modbus Interface

N No. Use No. Use 0 Stepper phase 1 31 Local mode input 1 Stepper phase 2 32 Oil pump verify 2 Stepper phase 3 33 Aux safety #1 input 3 Stepper phase 4 34 Aux safety #2 input 4 Starter output 35 Aux safety #3 input 5 Gas & ignition output 36 Aux safety #4 input 6 Eflh meter output 37 Aux prealarm #1 input 7 Coolant pump output 38 Aux prealarm #2 input 8 Compressor oil pump output 39 Aux prealarm #3 input 9 Oil heater output 40 Pumpdown initiate input 10 Aux oil heater output 41 Slave input 11 Key up output 42 Extern load input 12 Spare output 1 43 Extern unload input 13 Spare output 2 44 Extern mode input 14 Spare output 3 45 Check valve closed input 15 Spare output 4 46 Check valve opened input 16 SV load output 47 Spare - 31 17 SV unload output 48 Ready LED 18 Makeup oil pump output 49 Startup LED 19 Alarm output 50 Run LED 20 Prealarm output 51 Shutdown LED 21 Control output 52 Alarm LED 22 Remote output 53 Start LED 23 Check valve close output 54 Stop LED 24 Check valve open output 55 Run flag 25 Counter 1 input 56 Start flag 26 Counter 2 input 57 Network start flag 27 Counter 3 input 58 Alarm reset flag 28 Counter 4 input 59 Net setpoint flag (force out of capacity) 29 Remote start input 60 Net temperature flag 30 Remote mode input

Table N.3 Output Coils

Table N.2 shows the Modbus commands to which the controller will respond as well as the limits of the range argument. Tables N.3 through N.6 show the different memory range variables which can be addressed.

(rev03-01)


Modbus Interface

N No. Use No. Use 0 Ignition power input 25 Counter 1 input 1 Spare input 1 26 Counter 2 input 2 Spare input 2 27 Counter 3 input 3 Spare input 3 28 Counter 4 input 4 Engine oil level input 29 Remote start input 5 Spare input 5 30 Remote mode input 6 Coolant flow input 31 Local mode input 7 Check engine input 32 Oil pump verify 8 Compressor oil level input 33 Aux safety #1 input 9 Panel lockout 34 Aux safety #2 input 10 Spare input 10 35 Aux safety #3 input 11 Spare input 11 36 Aux safety #4 input 12 Spare input 12 37 Aux prelarm #1 input 13 Spare input 13 38 Aux prelarm #2 input 14 Spare input 14 39 Aux prelarm #3 input 15 Spare input 15 40 Pumpdown initiate input 16 SV load output 41 Slave input 17 SV unload output 42 Extern load input 18 Makeup oil pump output 43 Extern unload input 19 Alarm output 44 Extern mode input 20 Prealarm output 45 Check valve closed input 21 Control output 46 Check valve opened input 22 Remote output 47 Spare - 31 23 Check valve close output 48-111 DIP Switces 24 Check valve open output

Table N.4 Input Coils

(rev03-01)


Modbus Interface

N No. Use No. Use 0 Day of week (0 - 7, Sunday = 0) 35 Unused 1 Year (0 - 99) 36 Unused 2 Month (1 - 12) 37 Unused 3 Date (1 - 31) 38 Unused 4 Hour (0 - 23) 39 Unused 5 Minute (0 - 59) 40 P Setpoint (X10) 6 Second (0 - 59) 41 P Setpoint Max (X10) 7 Hundredth of second (0 - 99) 42 P Setpoint Min (X10) 8 Setpoint (° OR psig X 10) 43 P Setpt Span (X10) 9 Capacity target (% X 10) 44 P Setpt Offset (X10) 10 Lo Suct Dp Alm (X10) 45 Cycle Stop Dp (X10) 11 Lo Suct Alm Del (S) 46 Cycle Start Dp (X10) 12 Lo Suct Dp Pal (X10) 47 T Setpoint (X10) 13 Lo Suct Pal Del (S) 48 T Setpoint Max (X10) 14 Hi Suct Dp Pal (X10) 49 T Setpoint Min (X10) 15 Hi Suct Pal Del (S) 50 T Setpt Span (X10) 16 Lo Proc Dt Alm (X10) 51 T Setpt Offset (X10) 17 Lo Proc Alm Del (S) 52 Cycle Stop Dt (X10) 18 Lo Proc Dt Pal (X10) 53 Cycle Start Dt (X10) 19 Lo Proc Pal Del (S) 54 Cycle Delay (Sec*3) 20 Hi Proc Dt Pal (X10) 55 Cyc Del Fast (Sec*3) 21 Hi Proc Pal Del (S) 56 Control Prop Gain 22 Aux Safety 1 Del (S) 57 Control Deriv Gain 23 Aux Safety 2 Del (S) 58 Max Load Rate (X10) 24 Aux Safety 3 Del (S) 59 Max Unld Rate (X10) 25 Aux Safety 4 Del (S) 60 Max Accel Rate 26 Aux Palm 1 Del (S) 61 Max Decel Rate 27 Aux Palm 2 Del (S) 62 Maximum Rpm 28 Aux Palm 3 Del (S) 63 Network Node Count 29 Unused 64 Unused - 35 30 Unused 65 Unused - 36 31 Unused 66 Unused - 37 32 Unused 67 Unused - 38 33 Unused 68 Unused - 39 34 Unused 69 Unused - 40

Table N.5 Holding Registers

(rev03-01)


Modbus Interface

N No. Use No. Use 0 Day of week (0 - 7, Sunday = 0) 37 Discharge pressure (psig X 10) 1 Year (0 - 99) 38 Compressor oil pressure (psid X 10) 2 Month (1 - 12) 39 Oil filter pressure (psid X 10) 3 Date (1 - 31) 40 Engine Oil pressure (psig X 10) 4 Hour (0 - 23) 41 Coolant pressure (psig X 10) 5 Minute (0 - 59) 42 O2 sensor (mV) 6 Second (0 - 59) 43 Long-term block learn 7 Hundredth of second (0 - 99) 44 Short-term block learn 8 Operating mode 45 Fuel valve position (%) 9 Active alarm number 46 EGR actual position (%) 10 Active prealarm number 47 EGR command position (%) 11 Active runback number 48 RPM from PCM 12 Setpoint (°F OR psig X 10) 49 Manifold absolute pressure ("Hg X 10) 13 Logic voltage (mV) 50 Barometric absolute pressure ("Hg X 10) 14 Analog voltage (mV) 51 Timing target (° X 10) 15 Battery voltage (mV) 52 Throttle from PCM (%) 16 RPM 53 Coolant temperature from PCM (°) 17 Slide valve position (% X 10) 54 Manifold temperature (°) 18 Capacity (% X 10) 55 Battery voltage from PCM (V X 10) 19 Throttle (%) 56 First DTC 20 Total starts 57 Second DTC 21 Total hourmeter (hours) 58 Microprocessor output word 22 Suction temperature (°F X 10) 59 Microprocessor input word 23 Discharge temperature (°F X 10) 60 Opto I/O word 1 (0 - 15) 24 Compressor oil temperature (°F X 10) 61 Opto I/O word 2 (16 - 31) 25 Oil separator temperature (°F X 10) 62 Customer voltage input 1 26 Coolant temperature (°F X 10) 63 Customer voltage input 2 27 Engine oil temperature (°F X 10) 64 Customer voltage input 3 28 Dump HX temperature (°F X 10) 65 Customer voltage input 4 29 Process temperature (°F X 10) 66 Counter 1 30 Customer 1 temperature (°F X 10) 67 Counter 2 31 Customer 2 temperature (°F X 10) 68 Counter 3 32 Customer 3 temperature (°F X 10) 69 Counter 4 33 Customer 4 temperature (°F X 10) 70 Program Revision Year 34 Catalyst outlet temperature (°F) 71 Program Revision Month 35 Catalyst inlet temperature (°F) 72 Program Revision Day 36 Suction pressure (psig X 10) 73 Anti-recycle time (seconds)

Table N.6 Input Registers

(rev03-01)


Modbus Interface

N No. Use No. Use 74 Alarm 1 Number 114 Alarm 6 Number 75 Alarm 1 Mode 115 Alarm 6 Mode 76 Alarm 1 Year 116 Alarm 6 Year 77 Alarm 1 Month 117 Alarm 6 Month 78 Alarm 1 Day 118 Alarm 6 Day 79 Alarm 1 Hour 119 Alarm 6 Hour 80 Alarm 1 Minute 120 Alarm 6 Minute 81 Alarm 1 Second 121 Alarm 6 Second 82 Alarm 2 Number 122 Alarm 7 Number 83 Alarm 2 Mode 123 Alarm 7 Mode 84 Alarm 2 Year 124 Alarm 7 Year 85 Alarm 2 Month 125 Alarm 7 Month 86 Alarm 2 Day 126 Alarm 7 Day 87 Alarm 2 Hour 127 Alarm 7 Hour 88 Alarm 2 Minute 128 Alarm 7 Minute 89 Alarm 2 Second 129 Alarm 7 Second 90 Alarm 3 Number 130 Alarm 8 Number 91 Alarm 3 Mode 131 Alarm 8 Mode 92 Alarm 3 Year 132 Alarm 8 Year 93 Alarm 3 Month 133 Alarm 8 Month 94 Alarm 3 Day 134 Alarm 8 Day 95 Alarm 3 Hour 135 Alarm 8 Hour 96 Alarm 3 Minute 136 Alarm 8 Minute 97 Alarm 3 Second 137 Alarm 8 Second 98 Alarm 4 Number 138 Alarm 9 Number 99 Alarm 4 Mode 139 Alarm 9 Mode 100 Alarm 4 Year 140 Alarm 9 Year 101 Alarm 4 Month 141 Alarm 9 Month 102 Alarm 4 Day 142 Alarm 9 Day 103 Alarm 4 Hour 143 Alarm 9 Hour 104 Alarm 4 Minute 144 Alarm 9 Minute 105 Alarm 4 Second 145 Alarm 9 Second 106 Alarm 5 Number 146 Alarm 10 Number 107 Alarm 5 Mode 147 Alarm 10 Mode 108 Alarm 5 Year 148 Alarm 10 Year 109 Alarm 5 Month 149 Alarm 10 Month 110 Alarm 5 Day 150 Alarm 10 Day 111 Alarm 5 Hour 151 Alarm 10 Hour 112 Alarm 5 Minute 152 Alarm 10 Minute 113 Alarm 5 Second 153 Alarm 10 Second

Table N.6 Input Registers (Continued)

(rev03-01)


Modbus Interface

N No. Use No. Use 154 Alarm 11 Number 194 Alarm 16 Number 155 Alarm 11 Mode 195 Alarm 16 Mode 156 Alarm 11 Year 196 Alarm 16 Year 157 Alarm 11 Month 197 Alarm 16 Month 158 Alarm 11 Day 198 Alarm 16 Day 159 Alarm 11 Hour 199 Alarm 16 Hour 160 Alarm 11 Minute 200 Alarm 16 Minute 161 Alarm 11 Second 201 Alarm 16 Second 162 Alarm 12 Number 202 Alarm 17 Number 163 Alarm 12 Mode 203 Alarm 17 Mode 164 Alarm 12 Year 204 Alarm 17 Year 165 Alarm 12 Month 205 Alarm 17 Month 166 Alarm 12 Day 206 Alarm 17 Day 167 Alarm 12 Hour 207 Alarm 17 Hour 168 Alarm 12 Minute 208 Alarm 17 Minute 169 Alarm 12 Second 209 Alarm 17 Second 170 Alarm 13 Number 210 Alarm 18 Number 171 Alarm 13 Mode 211 Alarm 18 Mode 172 Alarm 13 Year 212 Alarm 18 Year 173 Alarm 13 Month 213 Alarm 18 Month 174 Alarm 13 Day 214 Alarm 18 Day 175 Alarm 13 Hour 215 Alarm 18 Hour 176 Alarm 13 Minute 216 Alarm 18 Minute 177 Alarm 13 Second 217 Alarm 18 Second 178 Alarm 14 Number 218 Alarm 19 Number 179 Alarm 14 Mode 219 Alarm 19 Mode 180 Alarm 14 Year 220 Alarm 19 Year 181 Alarm 14 Month 221 Alarm 19 Month 182 Alarm 14 Day 222 Alarm 19 Day 183 Alarm 14 Hour 223 Alarm 19 Hour 184 Alarm 14 Minute 224 Alarm 19 Minute 185 Alarm 14 Second 225 Alarm 19 Second 186 Alarm 15 Number 226 Last Power Loss Mode 187 Alarm 15 Mode 227 Last Power Loss Year 188 Alarm 15 Year 228 Last Power Loss Month 189 Alarm 15 Month 229 Last Power Loss Day 190 Alarm 15 Day 230 Last Power Loss Hour 191 Alarm 15 Hour 231 Last Power Loss Minute 192 Alarm 15 Minute 232 Last Power Loss Second 193 Alarm 15 Second

Table N.6 Input Registers (Continued)

(rev03-01)

O-1 TecoFROST 16S/L & 23MB/LB Operation & Maintenance Manual

Compressor Service Procedure

O

O.1 TecoFROST 16S/L Compressor Shaft Seal Replacement Procedure

Introduction

The compressor is equipped with a rotating mechanical seal to prevent refrigerant and oil from escaping from the compressor to the atmosphere. Some oil leakage from the seal is normal but should not exceed 10 drops per minute. If oil leakage is in excess of this or if refrigerant is escaping from the seal area, the seal is damaged or is worn out and requires replacement. The mechanical seal is designed to be a long life wear item and premature failure of this

component is usually a sign of some other problem such as insufficient lubrication or drive coupling misalignment. If premature failure occurs the contributing causes must be corrected.

Addendum For Bellows Type Seal

This Addendum provides supplemental instructions for the replacement of the shaft seal on the Model 16S/L (L-C) compressors. As part of an on-going product improvement effort, the seal design on the compressors has been changed from a type 9B seal to a bellows type seal. As a result of this design change, the seal housing cover must be modified per the following:

Figure O.1 Seal Housing Cover Modification

(rev03-01)



O

Follow the Mechanical Shaft Seal Replacement Procedure with one IMPORTANT exception:

Prior to re-assembly with compressor shaft seal, Tecogen part number 78192 (FES part number 250-000025-132), modify the seal housing cover per FES Drawing Number 010-00120A (See Figure O.1). This modification consists of adding 4 holes, 3 mm diameter, equally spaced starting at top dead center, to feed the face of the stationary ring of the bellows type seal. The existing oil feed holes are to remain as is.

Important THIS MODIFICATION MUST BE MADE OR THE SEAL WILL FAIL DUE TO INADEQUATE LUBRICATION AND COOLING.

Required Tools

In addition to ordinary hand tools, the following items are required:

1. Mechanical seal replacement kit

2. Two 8 mm jacking rods

3. Two pull rods manufactured from rod 1/8” diameter and approximately 15” long. Bend one end 1/2” long at a 90º angle; bend the other end 2” long at a 90º angle in the opposite direction.

Preparation

1. Refer to Chapter 3, section 3.5 for guidelines on preparing the compressor for General Component Replacement.

2. With the engine stopped, disconnect the negative battery cable to prevent accidental starting.

3. Remove the coupling guard (Figure O.2).

4. Refer to Section 2 of this appendix for details on removing the drive coupling.

Disassembly

1. Remove the socket head screws from the seal housing cover (Figure O.3).

2. Screw jacking rods into the tapped holes of the seal housing cover until they bottom out. Remove the seal housing cover (Figure O.4).

3. Using two pull rods, grasp the shaft seal sleeve and remove the sleeve and mechanical seal assembly together (Figure O.5).

Figure O.4

Figure O.5

Figure O.2

Figure O.3

(rev03-01)



O

4. Remove the oil seal retainer from the seal housing (Figure O.6).

6. Remove the internal lip seal from the seal housing (Figure O.7). Note that the lip seal faces to the inside of the compressor.

Assembly

Follow the Mechanical Shaft Seal Replacement Procedure with one IMPORTANT exception:

Prior to re-assembly with compressor shaft seal, Tecogen part number 78192 (FES part number 250-000025-132), modify the seal housing cover per FES Drawing Number 010-00120A (See Figure O.1). This modification consists of adding 4 holes, 3 mm diameter, equally spaced starting at top dead center, to feed the face of the stationary ring of the bellows type seal. The existing oil feed holes are to remain as is.

Important THIS MODIFICATION MUST BE MADE OR THE SEAL WILL FAIL DUE TO INADEQUATE LUBRICATION AND COOLING.

1. Clean the shaft area of foreign matter and check the seal area for minor scratches. If necessary, polish using a crocus cloth and then wipe clean. Shafts with major damage may not be salvageable without major rework.

2. Lubricate the lip seal and install into the seal housing (Figure O.8)

3. Install the oil seal retainer so that the leading edge (edge with the holes closest to it) is butting against the lip seal (Figure O.9).

4. Replace the O-rings(s) on the inside diameter of the seal sleeve. Lubricate the seal sleeve. Slide the new mechanical seal onto the sleeve so that the seal is in contact with the base of the sleeve.

5. Using one hand, exert an axial force to hold the mechanical seal in place, and with a thin screwdriver, disengage the spring clips (Figure O.10). Disengage the clips in an “X” pattern. Do not release pressure until all the clips are removed.

Figure O.6

Figure O.7

Figure O.8

Figure O.9

(rev03-01)



O Note If the mechanical seal is properly positioned, a 0.001” feeler gauge will NOT fit between the seal and the seal base.

6. Fasten the seal to the sleeve using the supplied setscrews (Figure O.11).

7. Lubricate the shaft with clean refrigerant oil. Slide the shaft sleeve/seal assembly onto the shaft until the assembly bottoms out.

8. Remove the mechanical seal mating ring from inside the seal housing cover (Figure O.12).

9. Install and lubricate the new O-ring on the new mating ring.

10. Install the mating ring into the seal housing cover. The groove of the mating ring must engage the anti-rotation pin of the seal housing cover (Figure O.13). The mating ring must be installed so its face is parallel with the housing flange.

11. Lubricate the mating ring face. Install and lubricate the seal housing cover O-ring(s).

12. Install the seal housing cover using the socket head screws.

13. Check the shaft to see that it is free to rotate.

14. Refer to Section 2 of this appendix to install the coupling and proceed to Chapter 2, Section 2.2 for instructions on starting the compressor.

15. Run the compressor for approximately five minutes; then shut it down and wipe the shaft and face of the compressor. Restart the compressor and check for leaks.

Figure O.11

Figure O.13

Figure O.12

Figure O.10

(rev03-01)



O

O.2 TecoFROST 16S/L Coupling Removal and Installation

L-C series packages with the Teco 7400 gas engine drive are supplied with a Lovejoy Centraflex spacer coupling. This is a flexible spacer coupling designed to permit removal of the compressor shaft seal without removing the engine or compressor. The coupling has been installed at the factory. However, if it is necessary to remove the coupling for maintenance, use the following procedure.

Coupling Removal

1. With the engine stopped, disconnect the battery negative cable to prevent accidental starting.

2. Remove the coupling guard.

3. Remove the compressor shaft collar.

4. Loosen the set screws in the compressor hub.

5. Loosen the screws that attach the compressor hub to the spacer. Back these screws out as far as possible.

6. Remove the bolts that attach the flexible element to the flywheel. The flexible element and spacer can now be removed. Do not loosen the bolts that attach the flexible element to the spacer. These bolts are factory tightened and should not be disturbed.

7. Remove the compressor hub.

8. Remove the compressor spacer ring.

Coupling Installation

1. Clean the compressor hub bore and compressor shaft. Remove any nicks or burrs.

2. Install the compressor spacer ring against the shaft seal-mounting sleeve.

3. Install he key on the compressor shaft.

4. Insert screws into the compressor hub. Slide the compressor hub over the compressor shaft. Do not attempt to drive the hub on the shaft. The key should have a snug fit side to side with a small clearance over the top. Slide the compressor hub up against the compressor to provide room to install the spacer and flexible element.

5. Attach the flexible element and spacer to the flywheel adapter plate with the bolts at this time.

6. Slide the compressor hub against the spacer. Fasten the spacer to the compressor hub. This will center the flexible element and spacer.

7. Torque the bolts that attach the flexible element to the flywheel adapter to 150 ft-lb.

8. Tighten the set screws in the compressor hub to 90 ft-lb.

9. Install the compressor shaft collar against the compressor spacer ring. Tighten the clamping screws to 75 ft-lb.

10. Torque the jacking screws to 4 ft-lb.

Note Due to space confinements, a torque wrench may not be suitable for measuring the applied torque. Securely tightening the jacking screws with the proper size allen wrench will provide sufficient torque.

11. Install the coupling guard.

12. Replace the battery negative cable.

O.3 TecoFROST 23MB/LB Compressor Shaft Seal Replacement Procedure The compressor is equipped with a rotating mechanical seal to prevent refrigerant and oil from escaping from the compressor to the atmosphere. Some oil leakage from the seal is normal, but should not exceed 10 drops per minute. If oil leakage is in excess of this, or if refrigerant is escaping from the seal area, the seal is damaged or is worn out and requires replacement. Sometimes premature failure (<5000 hours) of the seal is a sign of some other problem, such as insufficient lubrication or drive coupling misalignment. If premature failure occurs, the contributing causes must be corrected.

Required Tools

In addition to ordinary hand tools, the following items are required:

1. Mechanical seal replacement kit (Part No.78040).

2. Two jacking rods with size M12 x 1.75 metric threads.

(rev03-01)



O

Preparation

1. Refer to Chapter 3, Section 3.5 for guidelines on preparing the compressor for General Component Replacement.

2. With the engine stopped, disconnect the battery negative cable to prevent accidental engine starting.

3. Remove coupling guard and set aside.

4. Refer to Section 4 of this Appendix for details on removing the drive coupling.

5. Remove the compressor hub from the compressor shaft.

Note Although it is not a press fit, the compressor hub is a snug fit on the shaft and a puller may be required to remove it.

Disassembly

Refer to Figure O.14 for the overall configuration of the compressor mechanical seal components.

1. Slowly loosen the socket head bolts and carefully slide back the seal housing cover until it can be determined that there is no refrigerant or pressure remaining inside the seal cavity. Remove and retain the socket head bolts and seal housing cover (Figure O.15).

Note The seal housing cover contains the mechanical seal seat (mating ring) which must be replaced along with the mechanical seal.

2. Remove the bearing gland (Figure O.16). The bearing gland is an assembly made up of the bearing gland, locknut, and lockwasher.

Note Do not attempt to loosen or adjust the bearing locknut. The locknut has been factory set at a specific torque. Adjustment requires a special spanner.

Figure O.14 Compressor Mechanical Seal Components

Figure O.15 Socket Head Bolts and Seal Housing Cover Removal

Figure O.16 Bearing Gland Removal

(rev03-01)



O

3. Referring to Figure O.17, remove the mechanical seal box by placing jacking rods into the threaded holes and pulling the seal box from the compressor discharge casing.

Note The mechanical seal box contains a lip seal that must be protected from damage if it is not being replaced.

4. As shown in Figure O.18., slowly pull the mechanical seal assembly from the shaft. Next remove the seal drive ring from the shaft.

Assembly

Refer to Figure O.14 for the overall configuration of the compressor mechanical seal components.

1. Clean the shaft area of foreign matter and check the seal area for minor scratches. If necessary, polish with a crocus cloth and wipe clean. Shafts with major damage may not be salvageable without major rework.

2. Replace the O-ring on the inside diameter of the seal drive ring. Coat the shaft and ring with clean refrigeration oil and slide the seal drive ring onto the shaft. The notch of the seal drive ring must engage the drive pin (Figure O.19).

3. Confirm the engagement of the drive ring by checking the distance from the drive ring face to the compressor housing face. This dimension should be 3.627 +/- 0.0079 inches or 92.13 +/- 0.2 mm for the 23L compressor. Figure O.20 illustrates the measurement procedure.

Figure O.17 Mechanical Seal Box Removal

Figure O.19 Drive Pin Location

Figure O.20 Measurement Procedure - Drive Ring Face to Compressor Housing Face

Figure O.18 Mechanical Seal Assembly

(rev03-01)



O

4. Lubricate the shaft and mechanical seal with clean refrigeration oil. Without removing the spring clips from the seal retainer, install the mechanical seal on the shaft (Figure O.21).

5. Confirm that the drive pin on the seal drive ring is engaged in the seal retainer hole (Figure O.22).

6. Using one hand, exert an axial force to push the seal retainer against the seal drive ring, and with a long thin screwdriver, disengage the spring clips from the seal retainer. Disengage the clips in an "X" pattern. Do not release pressure until all the clips are removed.

Important Before removing any clips, cover all internal galleries or ports with a clean cloth or tape. After removing the clips, ensure that they are all accounted for before uncovering the ports.

Note Proper placement of the seal components must be checked. With clean oil on fingertips,

use the thumb and forefinger of both hands and evenly push on the carbon face of the mechanical seal. If properly seated, the mechanical seal will oppose the motion and a "spring action" will be detected. If NO "spring action" is present, the mechanical seal is not properly seated on the shaft shoulder. Remove the mechanical seal from the shaft. Install the spring clips on the seal retainer and repeat steps 4 through 6.

7. Clean the carbon face with a lint free cloth and flush it with oil.

8. Lubricate and install a new lip seal in the mechanical seal box. Install the "C"-shaped retaining ring to hold the lip seal in position (Figure O.23).

9. Replace the O-ring on the seal box. Inspect the mechanical seal box anti-rotation pin to ensure that it is not damaged. If damaged, the pin must be replaced.

10. As shown in Figure O.24, install the mechanical seal box in the discharge casing. The mechanical seal box anti-rotation pin must engage the groove of the thrust bearing, and the spring pin on the opposite end must be located in the 3 o'clock position.

Figure 0.22 Engaging Seal Drive Ring in Retainer Hole

Figure O.23 Lip Seal Installation

Figure O.24

Figure O.21 Mechanical Seal Installation

(rev03-01)



O

11. Install the bearing gland to the discharge casing and fasten with socket head bolts (Figure O.25). The spring pin on the mechanical seal box must engage the hole of the bearing gland.

12. Inspect the mechanical seal seat anti-rotation pin on the seal housing cover to ensure it is not damaged or missing (Figure O.26). Replace if necessary.

13. Install and lubricate a new O-ring onto the seal seat. Align the seal seat hole with the anti-rotation pin on the seal housing cover, and install the seat in the seal housing bore.

14. Press the seat in as far as possible by hand. The seat must be installed so its face is parallel with the housing flange.

15. Replace the seal housing cover O-rings. Flush the carbon face of the mechanical seal with refrigeration oil. Slide the seal housing cover (Figure O.28) into the bearing gland, being careful not to damage the carbon seal face.

Note To ensure proper placement of components, carefully push the seal housing cover against the bearing gland. If the components are installed correctly, the mechanical seal will oppose the motion and a "spring action" will be detected. If NO "spring action" is present, it is an indication that a spring pin and mating hole are not properly engaged. Do not use the socket head bolts to draw up the seal housing cover. Instead, remove the seal housing cover and work inward to verify each pin/hole engagement.

16. Fasten the seal housing cover to the bearing gland with the socket head bolts (Figure O.29).

Figure A.29 Socket Head Bolt Fastening

Figure O.25 Bearing Gland Installation

Figure O.26 Inspection of Anti-Rotation Pin

Figure O.27 Seal Seat Installation

Figure O.28 Compressor Mechanical Seal Components

(rev03-01)



O

17. Rotate the shaft several times by hand to seat the shaft seal.

18. Evacuate the package by connecting a vacuum pump to access valve V6.

19. Install the coupling. Refer to Section 4 of this Appendix for detailed instructions.

20. Reconnect the battery negative cable.

21. Run the TecoFROST for approximately 5 minutes, then shut it down and wipe the shaft and face of the compressor. Restart and check for leaks.

Warning Use extreme caution while running the TecoFROST without the coupling guard. Avoid contact with rotating parts of the drive line.

22. Shut down the unit and install coupling guard.

O.4 TecoFROST 23MB/LB COUPLING REMOVAL AND INSTALLATION Coupling Removal/Installation

H-E series packages with the Teco 7400 gas engine drive are supplied with a Lovejoy Centraflex spacer coupling. This is a flexible spacer coupling designed to permit removal of the compressor shaft seal without removing the engine or compressor. The coupling has been installed at the factory. However, if it is necessary to remove the coupling for maintenance, use the following procedure.

Coupling Removal

1. Remove the coupling guard.

2. Loosen the set screws in the compressor hub.

3. Loosen the screws that attach the compressor hub to the flexible element.

4. Remove the bolts that attach the flexible element to the engine flywheel adapter plate. The flexible element and spacer can now be removed. Do not loosen the bolts that attach the flexible element to the spacer. These bolts are factory tightened and should not be disturbed.

5. The compressor hub can now be removed.

Coupling Installation

1. Clean the compressor hub bore and compressor shaft. Remove any nicks or burrs.

2. Install the key on the compressor shaft.

3. Slide the compressor hub over the compressor shaft. Do not attempt to drive the hub on the shaft. The key should have a snug fit side to side with a small clearance over the top. Slide the compressor hub up against the compressor to provide room to install the spacer and flexible element.

4. Attach the flexible elements and spacer to the flywheel adapter plate with the bolts provided. Do not tighten the bolts at this time.

5. Slide the compressor hub against the spacer. Fasten the flexible element to the compressor hub. do not tighten bolts at this time.

(rev03-01)



O

6. Torque the bolts that attach the flexible element to the flywheel adapter to 150 ft-lb.

7. Torque the bolts that attach the flexible element to the compressor hub to 150 ft-lb.

8. Tighten the set screws in the compressor hub to 90 ft-lb.

9. Install the coupling guard.

O.5 Compressor Removal/ Installation

In some instances, it may be necessary to remove the compressor for repair or replacement. The following procedure must be followed in order to remove and/or install the compressor without damage to any components.

Compressor Removal

1. Shutdown the compressor and isolate the TecoFROST compressor package from the system. Refer to the Compressor Seasonal Shutdown and Restart procedure outlined in Chapter 3, Section 3.6 of this manual. Be sure the battery negative cable has been disconnected before working on the package.

2. Remove the coupling guard to gain access to the coupling.

3. Remove the coupling. Refer to the Coupling Removal/Installation instructions below.

4. Support the engine with a lifting device. Remove the bolts which fasten the engine adapter to the engine. Disconnect engine wiring, piping and tubing. Remove the engine mounting bolts. Remove the engine from the package.

5. Unbolt the engine adapter and remove it from the compressor.

6. Disconnect all piping, tubing, and wiring that attaches to the compressor.

7. Attach a lifting sling to the compressor.

8. Unbolt the compressor feet and remove the compressor from the package.

Compressor Installation

1. Do not attempt to install the compressor with the engine already installed on the package.

2. Lift the compressor into position on the compressor package. Install the compressor mounting hardware, but do not tighten.

3. Align the compressor shaft with a center line established by the compressor/engine mounting angles. Fasten the compressor to the mounting angle.

4. Reinstall the engine adapter and engine.

O.6 Compressor Oil Pump Disassembly

Warning Before opening any Viking pump liquid chamber (pumping chamber, reservoir, jacket, etc.) be sure:

1. That any pressure in chamber has been completely vented through suction or discharge lines or other appropriate openings or connections.

2. That the driving means (motor, turbine, engine, etc.) has been “locked out” or made non-operational so that it cannot be started while work is being done on pump.

1. Refer to Figures O.30 through O.31.

2. Mark head casing before disassembly to insure proper reassembly. The idler pin, which is offset in the pump head, must be positioned up and an equal distance between port connections to allow for proper flow of liquid through pump.

Figure O.30 Compressor Oil Pump

(rev03-01)



O

3. Remove the head capscrews.

4. Tilt top of head back when removing to prevent idler from falling off idler pin.

5. Remove idler and bushing assembly. If idler busing needs replacement, see “Installation of Carbon Graphite Bushings”.

6. Insert a brass bar or piece of hardwood in the port opening and between rotor teeth to keep shaft from turning. Turn the locknut counterclockwise and remove locknut (See Figure O.33).

7. Loosen two setscrews in face of bearing housing and urn thrus t bear ing assemb ly counterclockwise and remove from casing (See Figure O.33).

8. Remove snap ring from shaft (See Figure O.33).

9. Remove brass bar or piece of hardwood from port opening.

10. The rotor and shaft can now be removed by tapping on end of shaft with a lead hammer or, if using a regular hammer, use a piece of hardwood between shaft and hammer. The rotary member of the seal will come out with rotor and shaft.

11. Remove the mechanical seal rotary member and spring from rotor and shaft assembly.

12. Remove inner snap ring and single row ball bearing from casing.

13. Disassemble thrust bearing assembly. Remove outer snap ring from bearing housing and remove ball bearing. See Figure O.33.

The casing should be examined for wear, particularly in the area between ports. All parts should be checked for wear before pump is put together.

When making major repairs, such as replacing a motor and shaft; it is advisable to also install a new mechanical seal, head and idler pin, idler and busing. See “Installation of Carbon Graphite Bushings” below.

Clean all parts thoroughly and examine for wear or damage. Check lip seals, ball bearings, bushing and idler pin and replace if necessary.

Wash bearings in clean solvent. Blow out bearings with compressed air. Do not allow bearings to spin; turn them slowly by hand. Spinning bearings will damage race and balls. Make sure bearings are clean, then lubricate with non-detergent SAE 30 weight oil and check for roughness. Roughness can be determined by turning out race by hand. Replace bearings if bearings have roughness.

Figure O.31 Cutaway of Compressor Oil Pump

(rev03-01)



O

Be sure shaft is free from nicks, burrs and foreign particles that might damage mechanical seal. Scratches on shaft in seal area will provide leakage paths under mechanical seal. Use fine emery cloth to remove scratches or sharp edges.

Assembly Assembly Notes On Standard Mechanical Seal (Synthetic Rubber Bellows Type) READ CAREFULLY BEFORE REASSEMBLING PUMP

The seal used in this pump is simple to install and good performance will result if care is taken during installation.

The principle of the mechanical seal is contact between the rotary and stationary members. These parts are lapped to a high finish and their sealing effectiveness depends on complete contact.

Prior to installing rotary portion of mechanical seal, prepare and organize rotor shaft, head and idler assemblies and appropriate gaskets for quick assembly.

One rotary portion of mechanical seal is installed on rotor shaft, it is necessary to assemble parts as quickly as possible to insure the seal does not stick to shaft in wrong axial position. The seal will stick to the shaft after several minutes setting time.

Never touch sealing faces with anything except clean hands or clean cloth. Minute particles can scratch the seal faces and cause leakage.

1. Coat idler pin with non-detergent SAE 30 weight oil and place idler and bushing on idler pin in head. If replacing a carbon graphite bushing, refer to “Installation of Carbon Graphite Bushings” below.

Modifications to pump casing and rotor are required for installation of optional Teflon® mechanical seal. Consult the factory.

ITEM NAME OF PART ITEM NAME OF PART ITEM NAME OF PART

1 Locknut 8 Casing (4195) 14 Head Gasket

2 Snap Ring, Outer 8A Casing (495) 15 Idler Pin

3 Ball Bearing, Outer 9 Pipe Plug 16 Head and Idler Pin

4 Snap Ring for Shaft* 10 Mechanical Seal 17 Capscrew for Head

5 Bearing Housing 11 Rotor and Shaft 18 Gasket for Relief Valve

6 Snap Ring, Inner 12 Idler Bushing 19 Relief Valve

7 Ball Bearing, Inner 13 Idler and Bushing 20 Capscrew for Valve

*Not used on “GG” size pumps.

Figure O.32 Exploded View of Viking Compressor Oil Pump

(rev03-01)



O 2. Clean rotor hub and casing seal housing bore.

Make sure both are free from dirt and grit. Coat outer diameter of seal seat and inner diameter of seal housing bore with non-detergent SAE 30 weight oil.

3. Start seal seat in seal housing bore. If force is necessary protect seal face with a clean cardboard disc and gently tap it in place with a piece of wood. Be sure seal seat is completely seated in the bore.

4. Place tapered installation sleeve, if provided, on shaft, refer to Figure O.34. Coat rotor shaft, tapered installation sleeve and inner diameter of mechanical seal rotary member with a generous amount of non-detergent SAE 30 weight oil. Petrolatum may be used but grease is not recommended.

5. Place seal spring on shaft against rotor hub. Refer to Figure O.35.

6. Slide rotary member, lapped contact surface facing away from spring, over installation sleeve on shaft until just contacting the spring. Do not compress spring. Remove installation sleeve.

7. Coat rotor shaft with non-detergent SAE 30 weight oil. Install shaft slowly pushing until the ends of rotor teeth are just below the face of the casing.

8. Leave the rotor in this position. Withdrawal of rotor and shaft may displace the carbon seal rotating face and result in damage to the seal.

9. Place O-ring gasket on head and install head and idler assembly on pump. Pump head and casing were marked before disassembly to insure proper reassembly. If not, be sure idler pin, which is offset in pump head, is positioned up and an equal distance between port connections to allow for proper flow of liquid through pump.

10. Tighten head capscrews evenly.

11. If pump was equipped with a relief valve which was removed during disassembly, reinstall on head with new gaskets. Relief valve adjusting crew cap must always point towards suction port.

12. Pack inner ball bearing with multi-purpose grease, NLGI #2. Install bearing in casing with sealed side towards head end of pump. Drive the bearing into the bore. Tap the inner race with a brass bar and lead hammer to position bearing. Install inner snap ring.

13. Install shaft snap ring in groove in the shaft. (See Figure O.33).

14. Pack lubrication chamber between inner ball bearing and double row ball bearing in the thrust bearing assembly approximately one-half full of multi-purpose grease, NLGI #2. The thrust bearing assembly will take the remaining space (See Figure O.33).

15. Pack double row ball bearing with multi-purpose grease, NLGI #2. Install ball bearing into bearing housing with shield side toward coupling end of shaft (See Figure O.33). Install snap ring into bearing housing to retain ball bearing. This snap ring has a tapered edge to fit tapered groove in bearing housing. The tapered edge is located away from ball bearing.

Figure O.33 Thrust Bearing Assembly

(rev03-01)



O 16. Insert brass bar or hardwood through port

opening between rotor teeth to keep shaft from turning.

17. Start thrust bearing assembly into casing. Turn by hand until tight. This forces rotor against head. Replace and tighten locknut or shaft.

18. Remove brass bar or hardwood from port opening.

19. Adjust pump end clearance, refer to Thrust Bearing Adjustment.

Warning Before starting pump, be sure all drive equipment guards are in place.

Thrust Bearing Adjustment

See Figure O.33.

Loosen two screws in face of thrust bearing assembly.

If shaft cannot be rotated freely, turn thrust bearing assembly counterclockwise until shaft can be turned easily.

To set end clearance:

1. While turning rotor shaft, rotate thrust bearing assembly clockwise until noticeable drag occurs. This is zero end clearance.

2. Mark position of bearing housing with respect to the casing.

3. Rotate thrust bearing assembly counterclockwise the distance listed below as measured on outside of bearing housing.

4. Tighten two setscrews in face of bearing housing after adjustment is made to secure thrust bearing assembly position.

Installation of Carbon Graphite Bushings

When installing carbon graphite bushings, extreme care must be taken to prevent breaking. carbon graphite is a brittle material and easily cracked. If cracked, the bushing will quickly disintegrate. Using a lubricant and adding a chamfer on the bushing and the mating part will help in installation. The additional precautions listed below must be followed for proper installation:

1. A press must be used for installation.

2. Be certain bushing is started straight.

3. Do not stop pressing operation until bushing is in proper position, starting and stopping will result in a cracked bushing.

4. Check bushing for cracks after installation.

Figure O.34

Figure O.35

Pump Size

Distance in inches on O.D. of Bearing Housing

End Clearance

HJ, HL 9/16” .003

(rev03-01)



O

(rev03-01)

TecoFROST 16S/L & 23MB/LB Operating & Maintenance Manual P-1

TecoFROST Log Form

P

OPERATOR:

Date/Time

RPM

Slide Valve %

Setpoint (psig or oF)

% Capacity

% Throttle

Max RPM Setting

Temperatures Suction Temp. (oF)

Discharge Temp. (oF)

Compressor Oil Temp. (oF)

Oil Separator Temp. (oF)

Engine Coolant Temp. (oF)

Engine Oil Temp. (oF)

Dump. HX Outlet Temp. (oF)

Pressures Suction Pressure (psig/in Hg)

Discharge Pressure (psig)

Compressor Oil Pressure (psig)

Oil Filter Pressure Drop (psid)

Engine Coolant Pressure (psig)

Engine Oil Pressure (psig)

Last Alarm Type Date & Time

Oil Separator Primary Side Oil Level Secondary Side Oil Level

Shaft Seal Leakage Level

Heat Recovery OPTION Inlet Temp. Outlet Temp.

Emission OPTION Inlet Temp. Outlet Temp.

COMMENTS:

Example TecoFROST Log Form

(rev03-01)

(rev03-01)

TecoFROST 16S/L & 23MB/LB Operating & Maintenance Manual Index-1

Index

I

A Adapter, mixer .................................................................................................................................... B-2 Additional prealarm ..............................................................................................................................2-5 Air filter replacement ............................................................................................................................3-1 Air purger ...........................................................................................................................................1-26 Alarms ..................................................................................................................................................4-7 Automatic reset .......................................................................................................................2-5 Chart .......................................................................................................................................4-7 Setpoint ..................................................................................................................................M-1 Setpoint values .....................................................................................................................2-13 Analog fault ........................................................................................................................................4-24 Analog outputs ...................................................................................................................................1-72 Anaerobic gasket eliminator, use of ....................................................................................................F-2 Auto restart ..........................................................................................................................................2-5 Automatic shutdown ..........................................................................................................................2-17 Aux Prealarms 1,2,3 ............................................................................................................................4-5 AUX safeties 1,2,3 and 4 ...................................................................................................................4-25

B Balance line ..............................................................................................................................1-18, 1-22 Base engine .......................................................................................................................................1-24 Battery Cables .................................................................................................................................... C-1 Charger ...........................................................................................................................C-2, K-2

Charging procedures ............................................................................................................. C-1 Charger service ..................................................................................................................... K-2

Charger, service procedures ......................................................................................... C-1, C-2 Engine ...................................................................................................................................1-38 Engine (sealed type) .............................................................................................................1-38 Hydrometer ...........................................................................................................................1-38 Inspection ...............................................................................................................................3-1 Replacement .......................................................................................................................... C-2 Storage .................................................................................................................................. C-1

Bearing lube oil port ...........................................................................................................................1-20 Blank display ......................................................................................................................................4-32 Blowby procedure ............................................................................................................................... G-2 Blowby tests ....................................................................................................................................... G-1 Booster ..............................................................................................................................................1-12 Booster stage .....................................................................................................................................1-18

C Calibrate mode .................................................................................................................................... J-1 Calibrate mode display ........................................................................................................................ J-2 Calibration values ..............................................................................................................................2-14

(rev03-01)


Index

I

Camshaft and Drive .......................................................................................................................... 1-24 Carburetor ......................................................................................................................................... 1-36 Carburetor adjustment procedure .......................................................................................................B-1 Carburetor service ...............................................................................................................................B-3 Change max speed ............................................................................................................................. 2-3 Change setpoint .................................................................................................................................. 2-3 Check engine ...................................................................................................................................... 4-4 Check engine .................................................................................................................................... 4-19 Circuit boards .................................................................................................................................... 1-66 Coalescer replacement ....................................................................................................................... 3-9 Coalescer .......................................................................................................................................... 1-13 Coalescer .......................................................................................................................................... 1-19 Coalescer pressure drop check .......................................................................................................... 3-5 Coil connections ................................................................................................................................ 1-42 Compression check ............................................................................................................................. 3-9 Compressor .................................................................................................................................. 1-6, 1-7

Check ..................................................................................................................................... 3-9 Installation ............................................................................................................................O-10 Oil check ................................................................................................................................ 3-5 Oil Filter .........................................................................................................1-6, 1-7, 1-14, 1-20 Oil filter replacement 16S & 16L ............................................................................................ 3-8 Oil filter replacement 23MB & 23LB ....................................................................................... 3-8 Oil level check ........................................................................................................................ 3-3 Oil pressure ................................................................................................................. 1-14, 1-20 Oil pressure regulator check .................................................................................................. 3-5 Oil Pump .......................................................................................................1-6, 1-7, 1-14, 1-20 Oil pump check ...................................................................................................................... 3-9 Oil replacement .................................................................................................................... 3-11 Oil return system check .......................................................................................................... 3-9 Oil Strainer ............................................................................................................................. 1-7 Oil strainer cleaning 16S & 16L ............................................................................................. 3-7 Oil strainer cleaning 23MB & 23LB ........................................................................................ 3-7 Oil temperature ........................................................................................................... 1-14, 1-20 Removal ...............................................................................................................................O-10 Shaft seal ........................................................................................................................... 4-30 Shaft seal inspection ............................................................................................................ 3-30 Shaft seal replacement ..........................................................................................................O-1 Shaft seal replacement 23MB/LB ..........................................................................................O-5

Connecting Rods ............................................................................................................................... 1-24 Control Cabinet ................................................................................................................................... 1-6 Control check ...................................................................................................................................... 3-6 Control gain adjustment .................................................................................................................... 2-17 Control gain values ............................................................................................................................ M-2 Control panel ....................................................................................................................................... 2-1 Control system .................................................................................................................................. 1-46 Control system block diagram ........................................................................................................... 1-48 Control system components .............................................................................................................. 1-49 Controller layout ................................................................................................................................ 1-47 Coolant Pump .............................................................................................................................. 1-6, 1-7 Coupling Guard ................................................................................................................................... 1-6 Coupling inspection ............................................................................................................................. 3-3 Coupling installation 16S/L ..................................................................................................................O-5 Coupling installation 23MB/LB ............................................................................................................O-9 Coupling removal 16S/L ......................................................................................................................O-5 Coupling Removal 23MB/LB ...............................................................................................................O-9 Crank failure ...................................................................................................................................... 4-21

(rev03-01)


Index

I

Cranking battery ................................................................................................................................ 1-38 Cranking system ............................................................................................................................... 1-39 Crankshaft and Bearings ................................................................................................................... 1-24 Customer inputs ................................................................................................................................ 1-71 Customer process setpoint control ..................................................................................................... 2-2 Cycle mode shutdown ....................................................................................................................... 2-17 Cycling ................................................................................................................................................. 2-2 Cylinder block .................................................................................................................................... 1-24 Cylinder heads ...........................................................................................................................1-24, F-6 Cylinder head bolt tightening sequence .............................................................................................. F-7 Cylinder head removal ........................................................................................................................ F-7 Cylinder head replacement ................................................................................................................. 3-6

D D1 Heartbeat LED ............................................................................................................................. 1-63 Diagnostic Trouble Code (DTC) .......................................................................................................... 4-4 Diagnostics of spark plugs ..................................................................................................................E-6 DIP switch .................................................................................................................................. 1-65, 2-2 Directional control valve .................................................................................................................... 1-21 Discharge

Check Valve ......................................................................................................................... 1-19 Port ....................................................................................................................................... 1-12 Pressure ...................................................................................................................... 1-12, 1-19 Stop Valve ............................................................................................................................ 1-19 Stop/Check Valve .......................................................................................................... 1-6, 1-12 Temperature ................................................................................................................ 1-12, 1-19

Display readouts ................................................................................................................................. 2-4 Distributor .......................................................................................................................................... 1-40

Cap and rotor replacement ....................................................................................................E-3 Connections ......................................................................................................................... 1-42 Electronic module testing .......................................................................................................E-5 Installation ..............................................................................................................................E-2 Removal .................................................................................................................................E-2 Replacement ..........................................................................................................................E-2 Testing ....................................................................................................................................E-4

Dual stage ......................................................................................................................................... 1-12 Dump heat exchanger ................................................................................................................ 1-6, 1-26 Dump heat exchanger cleaning .......................................................................................................... 3-4

E Economizer ....................................................................................................................................... 1-12 Economizer Valve Station ................................................................................................................. 1-12 EFLH ................................................................................................................................................... 3-1 Electrical schematics ......................................................................................................................... 1-54 Emergency stop .................................................................................................................................. 2-3 Emission Control System .................................................................................................................... 1-2 Emission System ............................................................................................................................... 1-25 Enclosure temp ................................................................................................................................. 4-16

(rev03-01)


Index

I

Energize outputs ..................................................................................................................................J-1 Engine ............................................................................................................................................... 1-24

Cooling system ..................................................................................................................... 1-43 Cranking circuit .................................................................................................................... 1-39 Dynamic timing .......................................................................................................................E-5 Heat Recovery .............................................................................................................. 1-2, 1-44 Identification ......................................................................................................................... F-17 Ignition system - distributor & coil ........................................................................................ 1-40 Ignition system wiring diagram ............................................................................................. 1-42 Make-up pump ..................................................................................................................... 1-26 Oil change .............................................................................................................................. 3-4 Oil consumption .....................................................................................................................G-1 Oil cooler ............................................................................................................1-26, 1-27, 1-34 Oil filter replacement .............................................................................................................. 3-3 Oil leak ................................................................................................................................. 4-26 Oil level ................................................................................................................................. 4-20 Oil pressure relief valve ........................................................................................................ F-16 Oil pump ............................................................................................................................... 1-34 Overspeed .............................................................................................................................. 4-9 Replacement ........................................................................................................................ F-11 Serial number location ........................................................................................................ F-17 Start failure ............................................................................................................................. 4-8 Starter motor ........................................................................................................................ 1-39 Starting relay ........................................................................................................................ 1-39 Timing procedure ...................................................................................................................E-5 Underspeed ............................................................................................................................ 4-9 Valve adjustment .................................................................................................................. 3-12

Estop/ eng pwr fail ............................................................................................................................. 4-20 Exhaust Heat exchanger ................................................................................................................... 1-26 Exhaust Heat Recovery ............................................................................................................. 1-2, 1-45 Exhaust Manifold .............................................................................................................1-25, 1-26, 1-27 Expansion joint .................................................................................................................................. 1-26 Expansion tank .................................................................................................................................. 1-26 Expansion valve ....................................................................................................................... 1-15, 1-22 External Oil Cooling (WCOC or TSOC) ................................................................................... 1-11, 1-17

F Fill level .................................................................................................................................... 1-13, 1-20 Flash EPROM .................................................................................................................1-63, 1-66, 1-70 Flywheel assembly ............................................................................................................................ F-14 Front panel control .............................................................................................................................. 2-3 Front panel indicators .......................................................................................................................... 2-4 Fuel pressure .................................................................................................................................. 1-35 Fuel pressure regulator ..................................................................................................................... 1-35 Fuel shut-off valves ........................................................................................................................... 1-35 Fuel supply system ........................................................................................................................... 1-35

(rev03-01)


Index

I

G Gas pressure ..................................................................................................................................... 1-35 Gas shut off valves ............................................................................................................................ 1-35 General component replacement ........................................................................................................ 3-6 General System Description ............................................................................................................... 1-1

H Heatbeat ............................................................................................................................................ 1-66 Hi accel time ........................................................................................................................................ 4-8 Hi comp oil press ............................................................................................................................... 4-14 Hi comp oil temp ............................................................................................................................... 4-17 Hi coolant press ................................................................................................................................ 4-12 Hi coolant temp .......................................................................................................................... 4-6, 4-12 Hi discharge press ............................................................................................................................ 4-14 Hi discharge temp ............................................................................................................................. 4-14 Hi Dump HX Out Temp ....................................................................................................................... 4-3 Hi eng oil temp .................................................................................................................................. 4-10 Hi engine oil pressure ....................................................................................................................... 4-10 Hi Oil Filter Press ................................................................................................................................ 4-2 Hi oil sep temp .................................................................................................................................. 4-17 Hi Process Temp ................................................................................................................................. 4-5 Hi suction pressure ............................................................................................................................. 4-4 Hi SV unload time ............................................................................................................................. 4-22 High catalyst temp ............................................................................................................................... 4-6 High catalyst temp ............................................................................................................................. 4-15 High oil temp ....................................................................................................................................... 4-6 High stage ......................................................................................................................................... 1-12 Hydraulic cylinder unload port ........................................................................................................... 1-14 Hydraulic lifter replacement ............................................................................................................... F-15 Hydraulic valve lifters ........................................................................................................................ 1-24

I Ignition coil ............................................................................................................................... 1-40, 1-42 Ignition coil replacement .....................................................................................................................E-3 Ignition coil testing ...............................................................................................................................E-4 Ignition system .................................................................................................................................. 1-40 Ignition system troubleshooting ...........................................................................................................E-4 Ignition wires ..................................................................................................................................... 1-42 Input status ...........................................................................................................................................J-3 Intake manifold .................................................................................................................................. 1-24 Intake manifold replacement ............................................................................................................... F-5 Intake manifold tightening sequence .................................................................................................. F-5 Interface board ................................................................................................................1-46, 1-64, 1-66

(rev03-01)


Index

I

J

K

L Linkage adjustment .............................................................................................................................B-3 Liquid Injection Oil Cooling (SOC) ................................................................... 1-1, 1-9, 1-15, 1-16, 1-22 Lo Comp Oil Level ............................................................................................................................. 4-21 Lo comp oil temp ............................................................................................................................... 4-16 Lo Comp Oil Press .............................................................................................................................. 4-2 Lo comp press ................................................................................................................................... 4-13 Lo coolant flow .................................................................................................................................. 4-19 Lo coolant press ................................................................................................................................ 4-11 Lo coolant temp ................................................................................................................................. 4-15 Lo oil sep temp .................................................................................................................................. 4-22 Lo Process Temp ....................................................................................................................... 4-3, 4-15 Lo Suction Pressure ................................................................................................................... 4-4, 4-18 Load metering valve ................................................................................................................. 1-14, 1-21 Load solenoid .................................................................................................................................... 1-21 Load solenoid valve .......................................................................................................................... 1-14 Local mode .......................................................................................................................................... 2-2 Logic voltage fault ............................................................................................................................. 4-11

M Mag pick up failure ............................................................................................................................ 4-24 Magnetic Pickup (speed sensor) ....................................................................................................... 1-74 Main oil injection inlet port ........................................................................................................ 1-14, 1-20 Manual shutdown .............................................................................................................................. 2-17 Manway .................................................................................................................................... 1-13, 1-19 Mechanical seal port ......................................................................................................................... 1-14 Metering/check valves ....................................................................................................................... 1-21 Microprocessor .................................................................................................................................. 1-46 Microprocessor digital inputs and outputs ......................................................................................... 1-72 Microprocessor malfunction .............................................................................................................. 4-31 Microprocessor power supply (MPS) ..................................................................................................K-1 Microprocessor power supply service .................................................................................................K-1 Mixer .................................................................................................................................................. 1-27 Modbus ................................................................................................................................................N-1 Modbus commands .............................................................................................................................N-2 Mode control ................................................................................................................................ 2-1, 2-2

(rev03-01)


Index

I

N Network capacity slave ....................................................................................................................... 2-6 Network interface ................................................................................................................................ 2-1 network master .................................................................................................................................... 2-5 network start/stop slave ...................................................................................................................... 2-6

O Oil charge ................................................................................................................................. 1-13, 1-20 Oil consumption, engine ......................................................................................................................G-1 Oil Cooling ................................................................................................................................. 1-15,1-22 Oil fill ......................................................................................................................................... 1-13, 1-20 Oil filter .............................................................................................................................................. 1-26 Oil filter inlet pressure ............................................................................................................. 1-14, 1-20 Oil Heater ..........................................................................................................................1-6, 1-14, 1-20 Oil pan replacement ............................................................................................................................ F-8 Oil pump ............................................................................................................................................ 1-14 Oil pump interlock ............................................................................................................................. 4-23 Oil pump priming ............................................................................................................................... F-10 Oil return port .................................................................................................................................... 1-14 Oil Separator ..............................................................................................................1-6, 1-7, 1-13, 1-19 Operating parameters & design limits ...................................................................................... 2-18, 2-19 Operational setpoint values ................................................................................................................ M-2 Opto

22 board ............................................................................................................................... 1-72 Coupler chip ............................................................................................................................ I-1 “Local” input relays ............................................................................................................... 1-73 “Local” output relays ............................................................................................................. 1-73 Module ..................................................................................................................................... I-1 “Remote” input relays ........................................................................................................... 1-74 “Remote” output relays ......................................................................................................... 1-73

Overspeed ........................................................................................................................................... 4-9

P PCV system ....................................................................................................................................... 1-37 PCV valve .......................................................................................................................................... 1-37 PCV valve, check ................................................................................................................................ 3-4 Pinion clearance ..................................................................................................................................D-6 Pistons and Connecting Rods ........................................................................................................... 1-24 Prealarm reset ..................................................................................................................................... 2-5 Prealarms ............................................................................................................................................ 4-2 prealarms, informational ............................................................................................................... 4-2, 4-3 Pressure reducing valve .................................................................................................................... 1-26 Pressure regulator ..................................................................................................1-18, 1-20, 1-22, 1-27 Pressure transducer calibration ...........................................................................................................J-3

(rev03-01)


Index

I

Pressure Transducers ................................................................................................................ 1-7, 1-70 Primary side ............................................................................................................................. 1-13, 1-20 Primary stage ........................................................................................................................... 1-13, 1-19 Process temperature ........................................................................................................................... 2-2 Processor board ..............................................................................................................1-46, 1-63, 1-66 Processor error ................................................................................................................................. 4-31 Propane ............................................................................................................................................. 1-36 Pushrod replacement .......................................................................................................................... F-3

R READY mode .................................................................................................................................... 2-16 Refrigeration cycle ............................................................................................................................ 1-12 Regulator outlet pressure ....................................................................................................................B-1 Reset ................................................................................................................................................... 2-3 Ring gear replacement ...................................................................................................................... F-14 RMCS ........................................................................................................................................... 2-1, 2-6 RMCS, advanced features ................................................................................................................ 2-12 RMCS installation ................................................................................................................................ 2-6 RMCS operation .................................................................................................................................. 2-6 RMCS requirements ............................................................................................................................ 2-6 Rocker arm cover replacement ........................................................................................................... F-2 Rocker arm replacement ..................................................................................................................... F-3 Routine service ................................................................................................................................... 3-1 RTV seal and anaerobic gasket eliminator ......................................................................................... F-1 RUN Mode ......................................................................................................................................... 2-16 Run switch ........................................................................................................................................... 2-5 Runback prealarms ...................................................................................................................... 4-3, 4-5

S Schedule run ....................................................................................................................................... 2-5 Schedule setpoint ................................................................................................................................ 2-5 Scheduled service interval guidelines ................................................................................................. 3-2 Schematic

Analog sensors .................................................................................................................... 1-58 Battery charger ..................................................................................................................... 1-60 Engine harness .................................................................................................................... 1-57 External electrical components ............................................................................................ 1-59 Field wiring ........................................................................................................................... 1-56 Main wiring ........................................................................................................................... 1-55 Microprocessor power ......................................................................................................... 1-61 Options ................................................................................................................................. 1-62

Seasonal shutdown procedure .......................................................................................................... 3-10 Seasonal startup procedure .............................................................................................................. 3-10 Secondary side ........................................................................................................................ 1-13, 1-20 Secondary stage ...................................................................................................................... 1-13, 1-19 Service

Category A ............................................................................................................................. 3-1 Category B ............................................................................................................................. 3-6

(rev03-01)


Index

I

Category C ............................................................................................................................. 3-6 Category D ............................................................................................................................. 3-6 Category E ............................................................................................................................. 3-6 Category F ........................................................................................................................... 3-10 Category G ........................................................................................................................... 3-11

Shaft speed ....................................................................................................................................... 1-12 Sight Glass ........................................................................................................................1-6, 1-13, 1-20 Single stage ...................................................................................................................................... 1-12 Single Stage Compression .................................................................................................................. 1-8 Slide valve ................................................................................................................................ 1-14, 1-21 Slide valve ................................................................................................................................ 1-14, 1-21 slide valve board ............................................................................................................................... 1-71 Slide valve calibration ..........................................................................................................................J-4 SOC ..................................................................................................................................................... 1-6 spark plugs ............................................................................................................................... 1-40, 1-42 spark plug diagnostics .........................................................................................................................E-6 spark plug replacement .......................................................................................................................E-7 spark plug wire replacement ...............................................................................................................E-7 Specifications ......................................................................................................................................125 Speed sensor (magnetic pickup) ...................................................................................................... 1-74 Starter

Failure ....................................................................................................................................D-1 Flywheel alignment ................................................................................................................D-8 Maintenance ...........................................................................................................................D-6 Motor noise ............................................................................................................................D-8 Motor replacement .................................................................................................................D-7 Pinion adjustment ...................................................................................................................D-7 Shimming ...............................................................................................................................D-7

Starting problems ................................................................................................................................D-1 STARTUP Mode ............................................................................................................................... 2-16 static timing procedure ........................................................................................................................E-6 Stop ..................................................................................................................................................... 2-3 Suction

Check valve .......................................................................................................................... 1-12 Port ....................................................................................................................................... 1-12 Pressure ...................................................................................................................... 1-12, 1-18 Stop valve ................................................................................................................... 1-12, 1-18 Strainer ..........................................................................................................1-6, 1-7, 1-12, 1-18 Strainer cleaning .................................................................................................................... 3-7 Temperature ................................................................................................................ 1-12, 1-18 Temperature port ................................................................................................................. 1-12

System operating sequence .............................................................................................................. 2-15 System shutdown .............................................................................................................................. 2-17

T TecoDrive 7400 ................................................................................................................................. 1-24 Temperature sensors ........................................................................................................................ 1-70 Thermal expansion valve .................................................................................................................. 1-15 Thermistor ......................................................................................................................................... 1-70 Thermistor calibration ...........................................................................................................................J-3 Thermosiphon Oil Cooling (TSOC) ...................................................................................1-1, 1-18, 1-23 Thermostat mixing valve element replacement ................................................................................ 3-12

(rev03-01)


Index

I

Throttle movement ...............................................................................................................................J-1 Timing procedure, static ......................................................................................................................E-6 Troubleshooting battery charger .........................................................................................................K-2 Troubleshooting microprocessor power supply ..................................................................................K-1 Two-Stage Compression ..................................................................................................................... 1-8

U

Underspeed ......................................................................................................................................... 4-9 Unload metering valve ...................................................................................................................... 1-21 Unload solenoid ............................................................................................................................. 1-21 Unload solenoid valve ....................................................................................................................... 1-14

V

Valve adjustment ................................................................................................................................. F-4 Valve train ......................................................................................................................................... 1-24 Vibration check .................................................................................................................................... 3-5

W

WARMING Mode .............................................................................................................................. 2-16 Water Cooled Oil Cooler (WCOC) ...........................................................................1-1, 1-10, 1-18, 1-23

(rev03-01)

TECOGEN 45 First Avenue Waltham, MA 02451 (781) 466-6400 (781) 466-6466 (Fax) TECOCHILL and TecoDrive are trademarks of Tecogen

Manual Equipos Tecofrost

Documents

Transcript of Manual Equipos Tecofrost